Welding Equipment Supply - Restaurant Equipment.
OTMT Auto Darkening Welding Helmets With AW-2000 Lens - Model: D-Blue Beta Color: D-Blue Dark Shade: Din #9~13, variable Normal Shade: Din # 3.5
This isn't your father's welding helmet! Now, you can weld in style, safety and total comfort. The rugged, yet lightweight OTMT auto darkening welding helmets offer great protection and durability whenever you're welding. The large viewing shade is initially clear so you can easily see what you're working on without removing the helmet. As soon as welding begins, however, the shade immediately darkens in just 1/20,000 of a second to prevent dangerous damage to your eyes. Shade returns to normal when the welding stops. Operates on battery or solar cell power. Replacement lenses and headband/liner are also available. AW-2000 Lens Solar assisted as well as battery powered. Meets ANSI Z87.1-2003/CSA/CE standards. Dimensions: 110mm x 90mm x 10mm Viewing area: 98mm x 46mm Sensor: (2) Independent optical sensors Power: 3V coin type battery (CR2032) / solar cell Normal shade: Din # 3.5 Dark shade: Din #9~13, variable Operating temperature: 14°F ~ 140°F (-10°C ~ 60°C) Sensitivity: low - high Delayed time: min./max. (0.1 second /1 second) Low battery signal: light on 2 year warranty on lenses. Benefits Available in 4 fun and dynamic color styles. In normal mode, shade gives you a clear view of your work. Durable, lightweight design for working comfort. Super fast auto darkening reaction time - just 1/20,000 of a second.81% (17)
Mark Priest - Chain Makers (Bristol)
Of the second wave of the Industrial Revolution in the city, the earliest survivor is Mark Priest, the chain makers, now of Sevier Street, St. Paul’s. The firm’s roots were in the Black Country, where brothers Mark and John Priest were born - About 1830 their father sent them to Bristol to set up a chain-making business for the port and the shipbuilding industry, and by 1833 they had a forge in Ellbridge Place (Scamps Alley) which ran down to the Frome by Narrow Weir. They lived in Old Market, next door to the ‘Stag and Hounds’. The older brother Mark confined his business to the family craft of chain and anchor forging, while brother John made gates and railings and farm ironwork. Still in partnership, they opened up a larger forge in Leadhouse Lane, St. Philip’s, and acquired the chain-testing machines of a company that had closed down. The brothers parted company in the 1850s, and Mark’s son came into the chain and anchor business, which then moved to a site in Old Bread Street; by this time they were also selling 'saddle ironmongery'. Mark laid out the new works with forges along the rear centre, and the flues were led out to the base of a brickwork tunnel leading to a smoke stack. The testing-machine and pump, still handworked, were installed. The chainmakers used a good quality slack small coal to fire the forges, and on one occasion there was an explosion, caused by banking up the coal in a live fire to cook a dinner. The entire tunnel was wrecked, and a bellows boy was killed. At this stage the firm had built up a continuous trade with the tobacco and palm oil trades in the West Indies, supplying chains for the plantations’ lifting gear; the sugar cane growers also bought Priest’s chains, which were despatched in the casks which arrived at the port. A few days before sailing, the Master of the vessel, with First Mate as bodyguard, would come to Old Bread Street to settle the bill in gold. At the end of the 19th century three of Mark’s Sons were in the business, and the trade was changing; a Belgian firm had invented an electrical method for welding links for chains, confounding the Priest brothers’ prophesy that chain links could never be made by machine. But the business continued with the hand-forged system which had been invented in 1701. (Even in the 19th century, there were still a few outworkers, mainly women and children, who made small linked chains at home, with a forge in the kitchen or shed.) In 1908, the last member of the family took up the trade, which by then was regulated by Board of Trade and Factory Acts, as chain had become an important piece of war equipment since 1870. In 1942, the firm changed hands, and the last Priest, Mr. Henry, left to start a firm of his own. He is still alive, and says sadly that there is now no-one left in the city making chains by the old traditional hand methods. The Proving House (the old Mark Priest building) on Sevier Street was purchased by Children’s Scrapstore in 2003 and has been transformed into a new complex, housing a variety of organisations including The Better Food Company which has been operating on the ground floor for some time. Since April 2004 the building became home to The Centre for Creative Play and also the eco-architects White Design. The History of Ship's Chains and Cables. In 1783 George Matthews, of England, 150 years ahead of his time made cast malleable chains for ships. It was not until World War I that cast steel chains were fully developed. The year 1808 is the most notable date in chain making history, for in that year an Englishman Robert Flinn of Bell St. North Shields became the first man to make improved iron anchor chains which won wide recognition as an outstanding success. Justly knows as 'The Father of Anchor Chain Industry', Flinn made and constructed his own weight and lever proofing machine for his chain. In the same year Samuel Brown, a British Naval Officer, took out Patents for twisted open chain links, joining shackles and swivels. The twisted link patent was soon abandoned but Brown's shackle and swivel designs were scarcely improved on for the next 100 years. The conversion from hemp to chain now proceeded quickly. Studs to stiffen the links and to keep the chains from tangling first appeared in 1812, and in 1813 Thomas Brunton of London patented the broad inserted stud popular for more than a hundred years to follow. In 1836 the use of iron chains had become so general in the English Merchant Service and their superiority so well recognized that the that underwriters ceased to charge a higher insurance rate for vessels using iron chain. In 1840 side welding of chain was introduced in England and from that time English chains of 1 7/8 inch and larger have been side welded. Lloyds Register of Shipping augmented their rules in 1846 so that thereafter all chains for classed vessels were proof tested and stamped on each end to indicate load applied. In 1853 Lloyds' Rules made it mandatoBristol Metal Spraying Ltd
The History of Bristol Metal Spraying & Protective Coatings Ltd image above: The tug - Ernest Brown - being metal sprayed circa 1950 HOW true is the clich'e ‘the World is a small place’? Back in the early 1930s William Henry Payne was working for Shell Oil in Venezuela and met up with an American, who had spent his schooldays in the West Country of England. The two became a firm friends and before long William’s new friend introduced him to an exciting new coating, metal spraying, in which he quickly became an expert. Utilising the shipyard that had been operated by the Payne family for many years and determined to establish himself in industry, using his new found knowledge of metaispraying. He founded Bristol Metal Spraying and Welding Ltd soon after his return to Bristol in 1936. He updated many of the buildings and progressed to be the first company to introduce the process of metal spraying into this country. The money-saving versatility of the metalspraying process soon became sought after and within a year BMS’s rise to become the leading specialist in this field had begun. As the company grew, funds were re-invested in new equipment - much of which had to be imported or specially made in this country - to satisfy an ever-growing demand for the ‘new technology’ coating. As W. H. Payne’s young family grew up and left school they began to join the company. His three eldest children, John, Peter and Beryl started work with BMS on leaving school. Sadly Peter (19) was killed in 1941 together with his friend Ron Horley when they went, in their tea break, to investigate an unexploded bomb which landed across the road. The bomb went off killing them both instantly. With the outbreak of World War II BMS turned to supplying the war needs: torpedoes and exhaust systems for the aircraft industry were welded, blasted and metalsprayed. A major customer was Bristol Aeroplane Company, who took over two of the sheds in Payne’s Shipyard to store scrap metal for re-smelting. Fabrications and brackets were made in their thousands for GEC and the company was kept working around the clock to repair the components for war production machines. When the war ended in 1945 business was thriving, the company had over 120 employees and larger workshops were needed. Rebuilding of the factory commenced using second hand salvaged materials where possible. The power generating industry did not escape the neglect of the war years and BMS were invited by Portishead Power Station to help solve severe corrosion problems resulting from years of little or no maintenance. The main problem was the corrosion of the Tube Plates in the Condenser heads and BMS undertook a programme of trials to find a solution to the problem. A completely new neoprene-based rubber coating, Limpetite eventually emerged and news of this remarkable new coating spread and eventually every Sea Water Cooled Power Station in the country was using Limpetite to coat and protect cooling water systems. Applications spread as far a field as Ireland and Italy. MOD approval was given to the product and Limpetite was used to coat the sea water inlets to all of the nuclear submarines and is still in use today in Power Stations and on many of HMS surface ships. The company continued to develop its skills and is today a leading industrial — coating specialist whose capabilities include high technology and high efficiency coatings. Projects include coating works to the Clifton and Severn Suspension Bridges, Lords Cricket Ground, Palace of Westminster, Canary Wharf, Kew Gardens, Cardiff Crown Court, Marleybone Railway Station, Great Man Made River (Libya) and the engine components of Concorde, Harrier Jump Jets, Tornados and Euro Fighters. In 1983 the youngest son Barrie bought out his sibling’s interests in the company and took on full ownership. Sadly he died unexpectedly in April 1984 when his wife Gillian took over the running of the company with the help of the eldest daughter Melanie, later joined by the middle daughter, Debra. Today the team includes the youngest of the three, Victoria. BMS was re-named in the 1980s to accurately reflect its activities as a quality approved applicator of over 150 paints, resins and metal coatings for component reclamation and to protect against heat damage, corrosion erosion and abrasion. Today Bristol Metal Spraying & Protective Coatings Ltd continues to be successfully run by the family serving a wide market base including General Engineering, Plant and Printing, Aerospace, Power Generation, Marine, Formula One and Indy Racing, Oil and Gas Industries etc. Who knows - it might just continue on to the fourth generation who have already started their education!
There are varying levels of automotive skill sets among the automotive enthusiast community. Some people can perform minor maintenance, some can perform major engine overhauls, and some can perform minor paint and detailing work. But to truly round out your skills in mechanical and body or chassis repair and restoration, sooner or later you will run into a project that requires welding. Once you have mastered welding, there is very little left that you can't do.Related topics:
Automotive Welding: A Practical Guide is just the book to get you there. Other welding books vary quite a bit on focus and detail. This book fills the gaps, making it a practical book packed with useful information on the types of projects that a self-trained welder can complete and that a typical automotive enthusiast would want to undertake.
Covers the kinds of welding and metalworking available or commonly used, the tools required to perform welding tasks, the different types of welders available, basic welding techniques, grinding and cutting, various forms of sheetmetal work, frame repair and reinforcement, filling body holes and rust repair, tube-steel projects, and more.
With restoration and repair work costing a small fortune these days for frame, floor pan, and structural body repair, Automotive Welding: A Practical Guide can save you hundreds, if not thousands, of dollars on your repair or restoration project. If you have a pending restoration project, are considering tackling or acquiring a new project, want to restore a muscle car, build a hot rod or a rat rod on a budget, or simply want to improve your automotive skills, Automotive Welding: A Practical Guide will pay for itself many times over. No shop library would be complete without it!
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