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INTRODUcrION

The pUIfOse of this slide presentation is to introduce you to

Vulcan Iron Works. In this presentation Vulcan's history will

be reviewed together with a brief discussion about our facility,

corPOrate organization, the rranufacturing and quality control

process, practical hammer oPeration and field service.

SLIDE #1 -

In 1852, Henry Warrington founded Vulcan Iron Works in Chicago,

Illinois as a general foundry producing a diverse line of high

quality industrial castings.

In the years following the Civil War, the United States began to

emerge as an industrialized nation, challenging traditional European

dominance in all areas of industry. It was at this time that Vulcan

recognized a need within the construction industry for a rrore effi-

cient means of installing foundation piling.

Thus, in 1887, Vulcan set out to engineer and manufacture a pile driving

harrmer which was to be efficient and rugged yet sirrple and reliable. The

results of Vulcan's efforts was the single acting air or steam driven'1. {). ")

pile hanmer which produced 15,-000 Ft./lbs. of energy. Production of

this harrmer corrmenced in 1888 revolutionizing pile driving and expanding

the horizons of the U. S. construction industry.

SLIDE #2 -

By the late 1950 IS, Vulcan had outgrCMIl its facility in Chicago, Illinois

requiring Vulcan's management to locate a ned site which would satisfy the

current and future needs of a growing conpany. After several rronths of

intensive searching, Chattanooga, TN. was selected as the site for Vulcan's

ned factory and general offices. Construction of the ned facility began 1.I1

1960. By 1961 the facility was oonpleted and running at full capacity.

SLIDE #3

Vulcan Iron Works is presently organized into two operational divisions.

The logo on the right is the corporate logo as well as the recognized

logo of the onshore division. The logo on the left designates the

offshore division which was established In the early 1970's to fill

the very specialized needs of offshore oil construction contractors

world-wide.

SLIDE #4 -

Interestingly enough, \much of the base technology for offshore desig­

nated pile hamners I such as the one seen here, was derived from onshore

harrmers while many of the refinements developed for offshore harrmers

have been utilized on onshore hamners. The result, harrmers which are

refined and developed through shared technology and backed by a long

standing reputation of equipment reliability and pile driving capability.

SLIDE #5 __

In addition to the characteristics of the hamner itself, the owner is

backed by a system of spare part stocking as well as technical assis­

tance and servicing to meet the needs of the contractor whenever and

wherever it may be needed.

SLIDE #6 -

Vulcan possesses the capability to manufacture from raw castings to

the finished product our complete pile hamner line which ranges fran

15,000 Ft./Lbs. of energy to the 6300 rated at 1,800,000 Ft./Lbs. of

energy, the world's largest air-steam pile hamner. In order to provide

this level of service to our customers, Vulcan has, since 1961, invested

heavily in capital improvements to the existing facility.

SLIDE #7

In 1979, Vulcan undertook the construction of an additional facility

which when completed in 1980 possessed the capability to machine and

assemble our largest pile hammers.

SLIDE #8 _

The new machine and assembly bay provides an additional I Co, cJ Q 0 .

square feet of floor space and incorporates a rail siding, XXX a 300 ton

overhead crane, a 35 foot horizontal and 18 foot vertical Travel Innocenti

Boring Mill and a Morando Vertical Boring Mill with a 14 foot table.

SLIDE #9-

At Vulcan we believe that quality control is the responsibility of everyone,

from the CEO to the man who sweeps the floor. Vulcan's quality control

begins with incoming material which depending on their status is subjected

to one or more of the following tests:

1. Dimensional Tests. 2. Hardness or other non-destructive testing.

SLIDE #10 -

After the material has been accepted, the component is placed into the

manufacturing system and a flON chart to track its progress is assigned.

XXX As the corrponent rroves through the system each operation is checked

at intervals by the machinist XXX and a designated inspector from the

inspection departrrent. XXX 'This inspection process is carried out for

all corrponents. XXX Finally, before any completed corrponent or unit is

shipPed, it is rechecked again, and in sorre cases an operational test is

perforned.

SLIDE #11

And at last, the finished product in the asserrbly area of the new machine

bay. Notice the 300 ton overhead crane.

SLIDE #12

Once the harmer is completed and inspected, the harmer is readied for

shiprrent to the custorrer.

SLIDE #13

In rrost cases, the hanrrer package is shipped by rail or truck from the

Chattanooga facility to an exit port XXX and loaded for ocean freight.

SLIDE #14

OnCE the harnrer package has reached the custorrer, it is ready for i.rmediate

serviCE; however, for new harnrers we do recommend a specific startup pro­

CEdure which is worth noting. XXX After the harnrer package is picked up

off of the deck of the barge, XXX swayed outboard to the jacket XXX and

positioned squarely on top of the pile, the operator allavs steam or air

to enter the cylinder for a few minutes without lifting the ram. XXX

This enables condensation to be rerroved from the supply line, allavs for

rretal expansion and warms the cylinder walls while introducing lubricants.

XXX Next, the operator raises the steam pressure and allows the harmer to

run at half stroke for ten minutes, XXX then at full speed for thirty minutes.

XXX 'The harnrer is then rerroved from the pile and thoroughly rechecked.

SLIDE #15-

OVer the years, Vulcan has endeavored to engineer potential problems out

of the harmer; thus, making the harmer sirrple to operate and serviCE.

Havever, when problems do occur, Vulcan has at the custorrer I s disposal,

a highly trained and experienCEd field servJ..CE departtcent capable of

effecting repairs anywhere they might be needed XXX including major

overhauls from start XXX to finish. XXX Because Vulcan harmers are easy

to operate and serviCE, rrost repairs can be carried out in the field with­

out transporting the equiprrent to an onshore facility; thus, limiting

davn-tirre and expense to a minimum.

SLIDE #16

'Ihis year Vulcan air-steam driven pile hamrers represent a century of

developrrent, refinerrent and improverrent while adhering to the basic

engineering premise set out in 1887, which was, engineer a pile hamrTEr

that is efficient and rugged yet sinple and reliable. 'Ihe result, a

long standing reputation of hamners which are kno.vn in both the

onshore and offshore construction industries for their reliability and

pile driving capability.

EXHIBIT I

VULCANSINGLE ACTIN:; HAMMER

OPERATION

'TIle cycle begins at impact, the valve is rotated in such a manner asto admit steam or air into the cylinder belav the piston, which inturn raises the ram, u~dly accelerating the ram.

This continues until the exhaust wedge on the slide bar actuates thetrip and rotates the valve to close off the steam or air inlet andopen the area of the cylinder belav the piston to the atm:::>sphere wherethe compressed air or steam is exhausted.

'TIle ram continues a free rise upward, decelerating with gravity untilthe top of the piston passes the relief ports and closes in the dash­pot at the top of the cylinder.

'TIle trapPed air compresses and brings the ram to a halt.

'TIle ram then makes a free drop to irrpact.

Shortly before irrpact the intake wedge on the slide bar rotates thevalve open to admit steam or air to the cylinder.

'TIle cycle starts again.

For strokes less than full, the vari-cycle is used.

This provides an additional exhaust wedge and trip shifting so thatthe distance the ram accelerates upward is shorter, thus the strokeas well.

In IIDst cases the use of a shorter stroke eliminates dashpot compressionand the ram simply carnes to rest in gravity.

lWITBIT IV

TYPF.S OF PILE fWoto1ERS

'!bere are basically 0-0 types of pile driving hanlrers, vibratoryarrl inpact. Vibratory hanlrers arrl their vibro-dynam:ic variants,use alternating sinussoidal forces to change the soil properties;thus, allowing the pile to "fall" through the soil. '!be vibratoryhanIrer derives its ability to nove pile via rotating eccentric1Neights driven by hydraulic or electric notors. '1l1ese hanIrersare limited in their application to certain soils, generally Q)hesicn­less.

Inp3.ct hanlrers are likewise divided into bNo types- self-containedarrl externally powered. '!he typical self-contained pile hanIreris the diesel hanmer. Diesel hanlrers raise the ram by an explosionof air arrl diesel fuel urrler the ram which in turn forces theram llfWllds. The I1Hjority of diesel ha.rclrers are of the singleacting variety, that is to say they use only gravity to brildup kinetic energy during the do.Nnstroke. SCIre mmufacturers inorder to add extra ram velocity, utilize vacun or carpressicnchaJrt)ers. '!he I1Hin advantage of diesel pile hanlrers is theirlight 1Neight arrl that they are self-contained; the disadvantagesare that ~ression and explosion of the ram decrease roth therams inpact velocity and naxinun force. Diesel pile hanIrersare sc.net.ines mrreliable, overheat and have a terrlency to spallccnc:rete pile.

Externally IXJWered banners inclooe the air/steam arrl hydraulicharmers. '1l1ese hanIrers use pist.cns which are ?JShed by a noti.vefluid (air, stearn or hydraulic fluid.) 'Ihe pistcn can be eitherattad1ed to the ram or integral to it. '1l1ese hanIrers can beeither single acting 'Abere the rrotive fluid plShes the ram forfree fall to inpact, or double acting Where the ram is p.1Shedroth W3.ys • Externally powered l'lamrers such as these can achievethe nost kinetic energy for the stroke and are far faster thandiesel hanlrers; thus, these han'mers are superior for serious produc­tion pile driving.

Finally, hydraulic han'mers are priIrarily used for underW3.tcr piling.Hydraulic hanIrers for the nost prrt do IX>t use cushioning ",ro.chnake these hanlrers unsuitable for ccnc:rete pile. The air/steamha.rcIrer is the nost CUlllnl for surface piling of all kinds asthey are simple in <XXlSt:ruction arrl use CUlllnl (boilers or aircarpressors) as prine novers.

EXHIBIT V

Vulcan and ~ck roth rranufacture pile driving equiprent thatis the culminatien of rrany years of experience in roth engineeringdeveloprent am field use. '!he differences in the equiprentare few, bIt. inportant ernJgh to wrrrant a brief discussicn andccmparison.

A <X:I'Ip3I"ison of the specificaticns reveal that the br.o largestdifferences in the~ am the Vulcan harmer lie in the areasof haItItEr 'Weight am steam ccnstmpticn. It is these br.o areasltohidl 'We shall address this c::x::nprriscn to.

Vulcan Ha1TIrers are heavier than their ~ cxxmterparts. Asthe steam cylinder is located outside and al:ove the ram, 1tohilethe Menck harrmer locates their steam cylinder inside the ram.we feel that the Vulcan approach to this type of design andmmufacturing yields br.o na jar advantages. First, by locatingthe steam cylinder as 'We did, it greatly sinplified asseni:>lyand rraintenance of the internal and external eatpXleIlts of thecylinder. 5eccrrlly, the additicnal 'Weight of the external cylirrlerprovides m::>re dead 'Weight necessary to stabilize the harrmer tothe pile, the result being a m::>re effective blow to the pile.

When Vulcan set alxxIt to design am engineer roth the cnsb::>ream offsb:>re pile harmers, cne of the prinary objectives wasto develop equiprent that 'NCAlld surpass the Jmo,..n and the anticipatedrigors of field use. Vulcan also wished to provide to the contractorequiprent that ~d IXJt ally endure continual field use andal:use, bIt. o;"ould provide reliable low cost service for mmy years.In order to acc:x:nplish these goals it was necessary to specifyinto the design, stra1ger rraterials over and ab:Jve initial. engineeringestirrates. In retrospect 'We feel that Vulcan acccmplished theseengineering and operati<nal goals m::>re effectively than the cx::rrp:!t.i­ticn did. '!hus, the additicnal 'Weight created by the Vulcandesign greatly contribJted the overall drivability of the haItItErwtllie providing to the contractor easier rraintenance routines andequiprent longevity which is an inportant factor when the cost ofpile driving equiprent in general is taken into consideraticn.

Vulcan steam ccnsmptien specificaticns are greater than thoseof <X:ITp3I'able ~ck harnners, 1tohich is prirrarily due to differencesin the valving of the br.o harrrrErs and that the Vulcan haItItErproduces m::>re blows per minute than does the ~ck.

'Ibe Menck Ha.rcIrer utilizes a steam val.ving system similar to thevalving found in steam engines, 1tohich involve the expansive useof steam. Vulcan, en the other hand uses a br.o way directi<nalcontrol valve 1tohich is similar in rranner to the way hydraulicfluid is used in a hydraulic cylinder.

EXHIBIT V

<n1PARISOO' OF VUI.D\N 'lD MFNJ< (Ccrltinued)

'!he advantage of the Vulcan valving system lies in its sinplicitywhidl results in fewer chances of expensive down ti.ne due tova1ving problems. Valving problems in the ~ Hanmer seemto be a reoccurring problem which is in part due to its cc:xrplicatednature as discussed in Atta<:::blelt (be of this exhibit. Franan operaticnal stand JX)int, cne of the typical problems enexxmteredby users of the tBlc1c is the introducticn of foreign materialinto the valve such as the inner lining of the steam hose brea1cingloose,- janming the valve, thus shutting the haImer down. '!heVulcan llanJ:rer because of its sinple n..o way directicnal valveis superior due to its positive qJening and closing. Unlikethe Menck, foreign natter sinply passes through the valve andart. the exhaust PJrt. Please see page t'4llO and three of &ll.letin65H for a a:rrplete descripticn of the ~raticn cycle.

'!he cax::lusicn that can be dratNn fran this CO'Iplriscn is thata system does not need to be a:rrplicated to be effective.

EXHIBIT II

VULCAN VS. MENCKCa1PARATIVE

DATA560/MRBS 3000

OPERATI1;r; DATA

Rated Striking Energy, FT/IBSMetre-'Ibnnes

Operating Cycle

Blows per Minute - Normal Stroke, No Set

Normal Stroke, IN.CM.

Rated Operating Pressure at Hanmer, PSIGBAR

Boiler H.P., From & At 2120p (100OC)

Boiler H.P., 600p (16OC) Feed Water

Air Consumption, CFMM3/MIN

Steam Consumption, From & At 2120p ill/HRKg/HR

DIMENSIONAL DATA

Length of Hammer, FT-INM

Length of Hammer Assembly, FT-INM

Size & Number of Hoses

WEIGHT DATA

MENCK

312,500 325,48043.21 44.98

S S

47 42

60 59152.4 150.0

150 14210.34 10.0

606 425

750 550

5410 6000153.2 175

20,897 12,1309,479 5,514

23'-0" 24 1-3"7.01 7.40

50'-00" 48'-00"15.24 14.63

4" (3) 6" (1)

Weight of Striking Parts, illKg

Net Weight of Hanmer, illKg

62,50028,350

134,06060,809

66,10030,045

108,00049,091

(continued)

EXHIBIT II (continued)

WEIGHI' DATA

Weight of Pipecap, LBKg

Weight of Leaders, LBKg

Assembled Weight, LBKg

CCMPARATIVE DATA(continued)

VULCAN MENCK

45,900 34,80020,820 15,819

53,500 46,30024,267 21,046

233,460 189,200105,896 86,000

DESCRIPTION AND OPERATING GUIDES FOR MENCK SPECIAL PILE DRIVER(MRBS) WITH ADJUSTABLE FULLY AUTOMATIC VALVE GEAR

DESCRIPTION OF THE PILE DRIVER AND THE VALVE GEAR

The pile driver is a single-acting steam unit, consisting of the hammerbody with head, piston and piston rod, guiding frame for the pile driverand the valve gear mechanism.

The valve gear mechanism consists of:

A control rod which is fastened to the hammer head, which actuatesby means of a roller, two pistons operated by steam within a valve gearcylinder, said pistons having an axial distance with respect to'each other,which can be adjusted according to the desired ram stroke during the driv­ing operation by hand by means of a cable.

A piston valve cylinder, which is provided with a piston within,operated by steam of the valve gear cylinder, to open or close the livesteam admission so as to regulate the same to the hammer body.

The piston valve within the piston rod, the upper body of which isconstantly under live steam pressure and which in conjunction with thelower large piston automatically releases the steam after a foregoingutilization of the expansion energy of the same.

FUNCTIONING OF THE PILE DRIVER

Fig. 1: The pile driver rests on top of the pile, the live steam valve8, is shut, Fig. 6. Through rotation of piston 16 over piston 15 by meansof cable 18, the cylinder volume 27 through conduit 24 communicates withexhaust opening 28 and thus is without pressure, while on the other sideof the piston 10, live steam pressure prevails within cylinder volume 29through connection by conduit 25 with cylinder volume 30. Consequently,the live steam piston valve 8 will be moved by piston 10 and the opening21 becomes active. The live steam enters the hollow piston rod 2, pressesthe valve 5 to its lower position and now enters through the uncoveredslots within the piston rod 2 into the ram body 1. The ram body 1 is beingraised together with the control rod 12. Already before reaching the de­sired stroke length, the control rod moves the pistons 15 and 16 into theend positions as shown by Fig. 5. Now, conduit 25 communicates with ex­haust opening 32, so as to render cylinder volumes 29 and 33 free frompressure, while the cylinder volume 27 is under live steam pressurethrough conduit 24 connecting same with cylinder volume 30. This movesthe live steam piston valve through action of piston 10 into the shut-offposition, so as to interrupt the live steam admission. The impact cylinder1 however, moves up further, due to expansion until the pressure hasdropped so far, that the force of the upper piston 7 overcomes the force

Page 2 -

of the control piston 5 and pushes same upwards. Thereby the slots 31are uncovered, the steam passes through the exhaust port 34 into theatmosphere, the impact cylinder drops. Before the occurence of theimpact, the control red 12 which moves downward together with theimpact cy1iner 1, actuates the roller 14 together with the pistons 15and 16 to bring these into the starting positions and the pre-conditionsfor the next stroke are created.

The stroke length of the impact cylinder 1 is governed by the prevail­ing adjusted position of the piston 16 relative to piston 15. In caseit is desired to obtain a large stroke, the piston 16 has to be screwedinto a small distance relative to piston 15, whereby the conduit 24 willonly become opened until the end of the stroke of the control rod andthus make possible the admission of the control steam within the cylinderspace 27, in order to shut off the live steam piston valve 8. In theevent of a shorter stroke being desired, the piston 16 will have to bescrewed to provide a larger distance relative to piston 15. The conduit24 will therefore open earlier and the shut-off timing will take effectearlier. When the distance between pistons 16 and 15 (Fig. 6) is atits maximum, no stroke takes place anymore. The cylinder volume 30 re­mains connected through conduit 24 with cylinder volume 27 and throughconduit 25 with cylinder volume 29. The live steam valve 8 stays closedon account of the difference in piston areas in volumes 27 and 29.

Page 3 -

SERVICING AND MAINTENANCE

Prior to operation of the pile hammer, it is necessary to clean allfinished parts, like the piston rod, hammer guides, control rod and coverthem with cylinder oil. The inside parts are lubricated by an oil pumpwhich forces lubricant into the steam conduits. The steam carries the oilalong and it lubricates the hammer inside.

Before each starting, the hammer body has to be warmed up well. The warm­ing up can only be made, when the hammer rests on top of a pile. Forwarming up, the valve on the boiler must be opened only slightly and thehammer has to be set for full stroke by means of cable 18. As soon asthe ram body 1 lifts slowly, the control cables 18 have to be pulled tothe stop position, the valve on the boiler has to be closed and the steamlines to the hammer have to be drained of water. Then the valve on theboiler has again to be opened slightly. As soon as the piston valve 5within the piston rod is pulled upwards and the ram body is de-watered,the ram body has again to be set for full stroke by means of cable 18.As soon as the ram body then raises by some 4 inches, the stop positionhas again to be obtained, the valve on the boiler be closed and the steamlines have to be de~watered. This operation has to be repeated as often,until the ram body is well warmed up. It is necessary to ensure that thevalve on the boiler is gradually turned on wider, whereas the ram strokeis always set for short stroke operation. When the hammer begins tofunction fully automatic, it can then be slowly adjusted for full stroke,from short stroke. The desired stroke length is adjustable without stepsduring the driving between short stroke to maximum stroke and visa-versauntil stoppage of the hammer.

IMPORTANT ADVICES

The valve gear mechanism is provided with 6 blockable drill holes, whichmust be absolutely kept open while the hammer is operating. Four (4) ofthese holes are located within the control cylinder (See 50G 4836 Nr. 28and 32 with 2 plugs each). They are the exhaust holes for the pistonvalve cylinder. The plugs are cylindrical screws AM 6 x 10. A drilledhole is made in the control head (See 50G - 4835 Position A). Throughthese the trapped steam between the closed live steam valve, the elevatedcontrol piston within the piston rod. The blocking screw is threaded toits head M 12 x 15. The 6th drill hole is located within the cylinder forthe upper control piston above for the ventilation purposes of the volumeabove said piston. (See 50G 4835 Position B.). The screw heads are markedin red. In the event of the hammer becoming immobilized over night orlonger periods, these drilled holes have to be closed. Should the hammerbe operated, it is necessary after each pile or at the latest after anhour, to check the hammer for tightness of all bolted' connections and toeliminate each defect or damage.

Page 4 -

In addition, the piston rod, control rod and hammer guides have to belubricated anew. The minimum permissible hammer travel per blow is3 m/m (1/8") or 100 blows per foot. During prolonged lowering of theselimits, damages could occur to the hammer and the firm of MENCK will notbe held liable - - even within the guarantee period.

Above the upper control piston there is a packing gland, which is atthe latest to be checked. To do this, the cylinder will have to bescrewed loose and the upper control piston has to be taken out. Thepacking gland screws below the piston have to be examined.

The wooden cushion blocks within the driving helmet have to be replaced,as soon as the distance between the upper edge of the driving helmet isworn down to 3/4".

MAINTENANCE

After the driving in of one pile, the hammer guides, piston rod and con­trol rod have to be lubricated again and all nuts have to be checkedfor tightness. (Tapping with a small hammer). In the case of need theymust be immediately tightened and other defects and damages must beeliminated at once.

Should superheated steam be used, the inside parts of the hammer' shouldbe lubricated with superheated steam cylinder oil. When saturated steamis used regular cylinder suffices.

Specification of Superheated Steam Cylinder Oil.

Specific GravityFiring PointViscosityAsphalt and ash content

Specification for Cylinder Oil.

Specific GravityFiring PointViscosityAsphalt and ash content

0.89 to 0.98Above 5750 F.6 to 7 0 E at 2120 F.Fractions of percents

0.93Above 3920 F.5.5 to 60 E at 2300 F.Fractions of percents

In order to remove the driving helmet to change the wood cushion blocks,the two bolts 37 have to be removed. This requires to turn them by meansof a lever pushed into the hole 38 against spring pressure by 90 °to freethem from their blockage, afterwards they can easily be removed.

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ORDERING PARTS

GENERAL:

III Each machine is subdivided into assemblylyroups ( see Index ).

(2) Wit h com mce rei a leo m p 0 n e n t par t s, the DIN· Des i 9 nat ion s are a Iso i n die ate din add i t i 0 D tot h e "M ENe K • N u m b e r s "

(3) Due too u r ;a S tab lis h e d pol icy 0 f con s tan tim pro v e men t 0 f des i 9 nan d con s t rue t ion, d e pic t ion s 0 f par t s are wit h 0 U 1

obligation.

Our Address :

or our representatives

~) W hen 0 r d e r i n 9 par t s bye a b leo r tel ex, pie a seq u 0 t e qua n tit i e sin w 0 r d s, e. g. :

One Hex. Bolt M 16 x 100 62 N 01620(Not 1 Hex. Bolt M 16 x 100 62 N 01620)

(5) If af part is required with a different dimension, this must be clearly stated separately against the part in questi?n. (e.g. Bushing with smaller diameter ).

(6) Please give the following information with each order for parts :

Machine Type

Serial No.

Number of pieces required

(a)

(b)

(c)

(d)

(e)

(f)

(g)

(h)

Description

Part No.

Method of despatch

Consigning address

Invoicing wJ,ess

( See under columm "Description" )

( See under Columm " Part No." )

( Express, Normal Goods, Air or Sea-Freight)

699 G 10026

iBS2!Ju( ~ Bar 13t.att 3 Pile Hammer

_________....--'A '\

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93

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M R B S Pile Hammer 2500

Number INumberon Part No. Diy. De.lgnaflon on Part No. Diy. Designa110"

.lcltfch .hfch

58 363 N 00019 12 Plate spring A 80 x 41 x 5 89 13 H 00344 1 Roller

59 37 N 00623 1 Roll pin 6 x 60 90 38GOO180 1 Guide

60 141 N 03615 1 Nut M 36 xl,S 91 1 G 00346 1 Shaft

61 208 H 10077 1 Washer 92 Z 17 H 00257 1 Flange

62 601 G 10039 1 Piston 93 5 H 02471 1 Ring

63 23 H 00222 3 Piston ring 94 145 N 00033 1 Nut

64 17 H 09152 1 Gasket 95 62 N 02015 8 Capscrew M 20 x 75

65 205 H 10098 1 Sleeve 96 349 E 10040 1 Elbow

66 17 G 00472 I Nut 97 295 G 10026 1 Gasket67 4 G 00146 1 Bushing 98 609 E 10030 1 Block68 145 N 00033 1 Nut 99 K609 F 10004 1 Cushion block cpl.69 205 H 10097 1 Sleeve 100 609 E 10026 1 Anvil block70 363 N 01015 10 Plate spring

71 23 G 00225 1 Piston .

72 363 N 01015 3 Plate spring

73 Z 13 H 00021 1 Brake disk

74 389 H 1,0002 1 Lining

75 416 F 10016 1 Remote control •76 258 N 00606 1 Bushing

77 K 38 H 00009 1 Cylinder wi bushing item 76

78 24 N 00412 1 Feather key

79 145 N 00013 1 Nut

80 23 H 00190 2 Piston ring

81 23 G 00234 1 Piston

82 23 G 00215 1 Piston

83 23 H 00191 2 Piston ring ~84 K 17 H 00003 1 Flange wi bushing item 8585 250 N 00506 1 Bushing86 37 N 000519 1 Roll pin87 25 G 00090 I Yoke88 3 N 02010

,"

1 Pin

f?770 G 11oo3/-z ~770611003.

,Ty~: Group:.

M R B S Pile Hammer 2500

Numbe'lNumblf

on Pari No. Dly. DtJ,lgnaiion on ParI No. Oly. DlIlgnaflon,/reIch ,kelch

I RT770 D 00010 1 Full automatic control inc!. items II 27 9 H 00388 1 Slotted round nut

8,32 - 36, 39 - 41,43 - 47, 51 - 71, 90 28 38000298 ] Hammer cylinder

II RT770 F 00003 1 Control Cylinder incl, items3 37,38, 29 5 H 02469 1 Washer

42,48,50, 72 - 78, 80 - 89,91 - 94 30 65 N 02428 1 Capscrew31 2 H 09753 1 Pin

1 363 N 00029 1 Plate spring A 250 x 127 x 14 32 K602 G 10011 1 Piston rod head w/bushing item 67

2 9 H 00389I

2 Nut M 120 x 6 33 Z 23 G 00041 1 Piston j3 2GI0l11 8 Pin 34 K 38 H 00012 1 Cylinder wi bushing item 53

4 141 N 03640 8 Nut 1\136 35 17 H 09155 1 Cover

5 37 N 02530 8 Roll pin 25 x 95 36 38 G 00798 1 Cyli~der

6 37 N 01530 8 Roll pin 15 x 95 37 62 N 00810 3 Capscrew 1\1 8 x 507 603 C 10148 1 Top crosshead ass' y 38 144 N 00812 3 ·Nut8 602 F 10042 1 Control bar 39 Z601 F 10017 1 Control piston9 Z603 E 10057 1 -Hammer guide 40 62N01612 6 Capscrew M 16 x 60

10 210 G 10673 2 Lock plate 41 145 N 00009 6 Nut11 Z601 G 10015 r Hammer piston 42 63 N 00803 4 Capscrew 1\1 8 x 1512 23 H 00200 3 Piston ring 43 314 H 10001 10 Gasket

PistonrilV•

1~ 23 G 00219 4 44 4 H 00929 5 Bushing

L-;0~ 4 H 00926 1 Bushing 45 62 N 02015 4 Capscrew 1\1 20 x 75, 'r5 38 E00371 1 Hammer cover 46 145 N 00011 16 Nut

16 63 N 02408 4 Capscrew M 24 x 40 47 62 N 02028 4 Capscrew M 20 x 140 --17 Z lOG 00212 I Lock plate 48 210 H 10285 2 Cover18 4 H 00925 1 Bushing , 49 63 N 01604 1 Capscrew 1\1 16 x 2019 295 G 10025 1 Gasket 50 63 N 01205 8 Capscrew 1\1 12 x 25 "'"-

l./20 Z601 G 10018 1 Piston rod wi nut 51 63 N 02009 8 Capscrew 1\1 20 x 4521 9 F 00013 1 Stuffing box nut 52 63 N 02011 8 Capscrew l\l 20 x 5522 141 N 07240 20 Nut 1\1 72 x 4 53 4 H 00942 1 Bushing

.23 17H09202 1 Gasket 54 17 H 09153 1 Gasket24 124 G 10010 10 Stud 55 601 H 10012 2 Piston ring,~' ,

25 24 N 01032 1 Feather key 56 100 N 00007 " 1 Plug26 1011 09375 I Lockwasher 57 17 H 09154 11-. Gasket

R770G 11003 IP 77() (; 11nn-;;;

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Typ-e"

t-m )'00

Designation

Group.

•

,;.280/1254>

Guide rig

Traverse 'II

Pins lio4J x 245 ' IIDiscs 135q,x 25 I

th~d. to h~a.ci, IHexagon boltsVM24x40 DIN931

1(8G) ,

I

Locking plates

Locking plates

Nuts M120x6·,

Adjusting pieces

2 iCyl. Bolts M16x30 DII179at.(8G)

2 I Buf fersI

\ .1

1

2

j 2I

i 4II

i 2I1 2I

1 2I

2

368 G 10054

10 H 9391

10 H 9392

9 H 320

10 G 367,

81 N'01606

Z-603 ClOD 11

Z-62 F 201: ..6.

2 H 9763~

t

5 H 2473

63 N 2408

6

7

8

9

1

2

3

4

5

10

11

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12 Z-278:r 10080 2 Stops

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70r.,2( 4.20 L u 'b r _ cat, i 1. D e v 1 c ;j~~~~~~retplJ -Typ'··

\fQaS25C

330 K 10052 1

340 H 10123 1476 K 10048 1

63 N 1206 4

721 K 10039 11157 N 00106 ,2

232 N 00515 2860 K 10074 2

330 G 10230 1

-:;

-.,J....:..,Jlr,

<r'

Numbttf

ondttfch

1

2

3

4

56

78

9

10

11

12

1314

1516

1718

19

Part No.

278 H 10007

63 N 1208

144 N 1218

323 G 10037

479 K 10001

330 N 05005

330 N 0150562 N 00612

144 N 00610

330 N 05205

Ofy.

1

4

4

1

2

4

38

8

8

DtI:rlgnaflon

supportr:t ....

Hexagon Bolt, full threadM12 x 40 DIN 933 (8.8)Self-Lockin$ Nut M12DIN 985 (5S)Lubricating Device withProtection Switch at 153-Way Cock -

Angle-Female Union evW-6L

T-Screwed Joint Q-6LHexagon BoltM6 x 60 DIN 931 (8.8)Self-Lockirlfj NutM6 DIN 985 (5S)L-Female Screwed JointevL-6LTR-Screwed Joint TR6-10-6-LPipe Piece

Non-Return ValveHexagon Bolt,full threadM12 x 30 DIN 933 (8.8)Protection Switch 380 V

Unio. Nut AL6Cutter Ring 16 DIN )861Cock Lever 12, offset

Screwed Joint

Numberon

'Kttfch

20

21

22

23

Part No.

292 N 02043

330 N 00407

345 K 10016

341 N 02204

•

Ofy.

1

1

i1

Dtt:rlgnaflon

Flat Gasket RingA12 x 15,5 (eu)GE-Screwed Joint DL10

Shut-off ValveSocket 1/2" DIN 2986

91. 70626420 706261.

MOUNTING REMOTE CONTROL DEVICE TO CONTROL CYLINDER

For the location of items indicated hereunder, see Page 18.

The Control Cylinder (12) is mounted to the control head without the Remote Control Device (8).The Forked Head (1) is fixed within the Guide (2). By means of Shaft (6), the Piston (5) is set atrmximum stroke by turning it counter-clockwise up to the Stop (4). The Remote Conrol Device (8)is then set at maximum stroke (left-hand control line, as seen from front, is drawn out up toStop (4) ). In this position, it is inserted in the notching of Shaft (6) and screwed on to Flange (7).If the connecting holes do not coincide with each other, do not turn the Remote Control Device (8)counter-clockwise but draw it further down and insert it in a notch further to the left so that theStop (4) between Pistons (5) and (3) is not too harsh. Shaft (6) should make exactly four revolutionsfrom maximum stroke to stop position. The Forked Heads (1) on the side of the Remote ControlDevice (8) act as stop for this limitation. They do not allow for any possibility of re-adjustment.

The Plate Springs (10) behind the Spring Stop Nut M 24 x 1,5 (11) should only be tensioned tosuch an extent that the braking force of Brake Disc (9) is adequate enough and the RemoteControl Device (8) cannot displace itself automatically upon control lines being released whenthe hammer is operating.

I

17 MRBS/05.74

..

T- ~2Guide

3 Piston.------ --

Left

Maximum StrokePullout ControlLine up to the Stop!

8 Remote Control Device

Right

Stop PositionPullout ControlLine up to the Stop!

!':,.;- .

I iI

L12_ Contro_1 CyIH:'riP~_

MRBS/05.74

6 Shaft------7 Flange

8 Remote Control

-~~_ 11 SpringSto~

ILLUSTRATION 1118

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Mounting Instructions:~.

Bolt on Flanged Bearing (Item 4) then insert Lever (Item 2) in notching ofShaft and turn to the left up to the Stop. Remove Levet.(ltem 2) and re­insert in notching in such a way that the indicator points upward. Indicatorpoint must not pass centre line to the right to prevent the stop from beingtoo severe. If necessary I insert lever in a notch further to the left.

•