Sharpening Part 9 – Hard Steel & Soft Iron 鍛接

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A piece of hot high-carbon steel, which will become the cutting edge, has been placed on the orange-hot low-carbon steel body of a knife as part of the “forge-welding” process. An acidic flux powder has been placed in-between and on the metals in preparation for laminating them together into a single blade.

Men are like steel. When they lose their temper, they lose their worth.

Chuck Norris

Since Beloved Customer or Gentle Reader is perusing this, your humble servant will assume you are interested in sharpening woodworking blades. You may have little experience with Japanese tools, and even then you may not be aware of some of their important details. In this post we will try to remedy that by examining some simple historical points common to woodworking blades around the world, as well as some details that make Japanese blades unique.

Your humble servant believes an understanding of these basic facts will aid Beloved Customer’s sharpening efforts, or will at least tickle Gentle Reader’s interest in Japanese blades. Please comment and let me know your thoughts.

Laminated Bi-Metal Construction

As discussed in previous posts in this series, before technological advances in the 1800’s steel was difficult to make and expensive. Consequently, it was standard practice not only in Japan, but everywhere including Europe and the United States, to reduce costs by minimizing the amount of precious steel used to make axe, scythe, plane and chisel etc. blades by laminating smallish pieces of high-carbon steel to softer and much cheaper wrought-iron bodies through a process called “forge welding.”

Most chisel and plane blade blacksmiths in Japan continue to employ this lamination technique even today, not because of some navel-gazing infatuation with the archaic, but because it has serious advantages.

The best Japanese plane and chisel blades are generally comprised of a layer of very hard high-carbon steel called “hagane” (鋼) in Japanese, forge-welded to a softer low-carbon (ideally no-carbon) iron body called “jigane” (地金). We discussed both of these metals in the previous two posts in the series here and here.

A 30mm Hidarino Ichihiro Atsunomi, approximately 12″ OAL.

Why go to so much trouble? One advantage of this construction is that it allows the cutting edge to be made much harder, and therefore cut effectively longer than a blade of uniform hardness. For instance, a blade made entirely of steel hardened to HRC65 might cut very well, but it would unavoidably break or shatter in use. And even if the user was careful to avoid rupturing it, believe me, sharpening such a wide expanse of hard steel would be time consuming and irritating. Remember, the harder a piece of steel is the more work it takes to abrade it.

A 42mm Hidarino Ichihiro Oiirenomi

By combining a thin layer of this very hard steel with a thicker layer of soft, easily-abraded low-carbon steel or wrought iron the blade can be made thick, rigid, resistant to breaking, and will hold a sharp edge relatively longer while still being easy to sharpen. This once-common ancient structure is clearly superior to all other structural systems for planes and chisels, at least.

Laminated Blades in the West

If you have examined antique plane blades with wooden bodies you may have noticed many have blades stamped ” Warranted Cast Steel”

Despite being designated “cast steel” in England and America in past centuries, unlike Conan’s Daddy’s sword, or the orc blades made by in the bowels of Isengard, plane, chisel and saw blades with this mark were not “cast” by pouring molten metal into a mold to form a blade. Rather the process to make the steel involved melting iron ore in a crucible and pouring it into molds “casting” a piece of high-carbon steel which is then forged to make the blade, hence the name. This became possible only when the technology required to reliably and fully melt steel to a liquid state on an industrial scale was developed. Such steel was also called “Crucible Steel” after the crucible container used to melt iron ore.

This technology was widely used in the United States and Europe through the 1860’s. In fact, one steel mill is said to have been producing crucible steel until the 1960’s. Toolmanblog has an interesting summary on cast steel.

With few exceptions, these plane blades have a thin piece of high-carbon steel forge-welded to a soft wrought iron body, very similar to Japanese plane blades. I have reused a couple of these antique blades to make Krenovian planes and testify of their excellent cutting ability.

Chisels were also once made in Europe using this same lamination technique, although fewer examples remain extant.

Axes, hatchets, and many farming implements were also mass-produced up until the 1920’s in the US using a variation of this same technique with a “bit” of steel forming the cutting edge laminated to or sandwiched inside a body of low-carbon steel or wrought iron. Axes are still made this way in Japan. It’s a proven technique with a lot of advantages, but it does require a skilled blacksmith to pull off successfully.

The point I am trying to make is that blades made using forge-welded laminated technology were the very best available in Europe and the United States for many centuries. It is sad that this superior technology has been discarded and forgotten except in Japan, but while wars change everything, people mostly remain the same.

Here is a link to a blog post by Paul Sellers where he praises the old chisels and laments the new.

U-Channel Construction

A closeup of the 42mm Hidarino Ichihiro Oiirenomi showing the lamination line between the steel cutting layer and low-carbon steel body of the blade
The same 42mm Hidarino Ichihiro Oiirenomi. Notice the hard-steel lamination wrapped up the blade’s sides to add rigidity.
A 30mm Hidarino Ichihiro Atsunomi, approximately 12″ OAL. Notice the hard steel lamination forming the cutting edge at the bevel. This is a beautiful lamination.
A beautiful hand-filed shoulder detail typical of Yamazaki-san’s work

The shape of the hard steel cutting layer laminated to the softer low-carbon steel (or wrought iron) body was historically a simple flat plate in Western blades. This is also the case for Japanese plane blades, axes, and farming implements. But if you imagine Japanese blacksmiths would be satisfied with such a simple design for all applications, you don’t know the Japanese mind well.

If Gentle Reader will look carefully at the blades pictured above, you will notice the lighter-colored hard steel lamination wrapped up the chisel’s sides in the four photographs above forming a “U channel” of hardened steel adding necessary rigidity and strength. This is a critical detail for Japanese chisels intended to be struck with a hammer. Interestingly, Japanese carving chisels are not typically made this way, and are consequently structurally weaker.

Plane blades are not subjected to the high loads chisels experience and so would not benefit from this structural detail.

The Ura

Japanese chisel and plane blades, among others, typically have a hollow-ground depression called the “Ura” (pronounced “ooh/rah”) which translates to “ocean” or “bay,” located at what is called the “flat” on Western blades. Notice the polished hard steel lamination extending from the cutting edge to several millimeters up the neck. The black area surrounded by the shiny lands is the same hard metal, but has been ground to form a hollow called the “ura.”

This clever and effective design detail is unique to Japanese tools to the best of your humble servant’s knowledge. We will look at this design detail more in the next post in this series.

The Point

What does any of this have to do with sharpening? Glad you asked. This design detail cleverly turns potential disadvantages into distinct advantages you need to understand when sharpening Japanese woodworking blades.

For instance, the layer of high-carbon steel laminated into our chisels and planes is usually 65~66 HRc in hardness. Western blades are made of one-piece of steel which is made much softer/tougher at 50~55 HRc to avoid breakage. The extra hardness of the Japanese blade helps it stay sharper longer, an important benefit if your time is worth anything. This is good.

But if the entire blade were made of a solid piece of this extra-hard steel, it would a royal pain in the tukus to sharpen, I guarantee you. It would also break. Oh my, that would be bad.

The softer low-carbon/no-carbon steel or iron jigane body, however, is much softer and easily abraded making it possible to keep the hard steel layer thin, and therefore easily abraded, while protecting it from breaking. This is good.

Unlike the blade’s bevel, however, the ura is all one-piece of hard steel. Without the ura depression, you would need to abrade all that hard steel at one time to initially flatten and regularly sharpen the blade, a necessity I guarantee would ruin your mellow mood without consuming massive quantities of controlled substances. But with the addition of the ura detail, we only need to abrade the perimeter planar lands (the shiny areas in the photos above) around the ura. This is exceedingly good.

The ura depression makes it easier and quicker to not only sharpen the blade, but also to to keep the “flat” planar (in a single plane). Without the ura, such a hard blade would be difficult to maintain planar and frustrating to sharpen. With the addition of the ura, the blade is genius.

An important skill to learn when sharpening Japanese blades is how to maintain the lamination and ura effectively. We will discuss this important subject more in future posts, including the final article in this series.

Conclusion

If you didn’t learn at least three new things from this post then you are either very smart or weren’t paying attention. ¯\_(ツ)_/¯

In the next installment in this bodice-ripping tale of romance and derring-do we will examine the hollow-ground “Ura” in more detail. It’s important enough to deserve a special post.

YMHOS

If you have questions or would like to learn more about our tools, please click the “Pricelist” link here or at the top of the page and use the “Contact Us” form located immediately below.

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Sharpening Part 8 – Soft Iron 地金

The fissured and cracked jigane of a 70mm plane blade forged by Usui Kengo, another Niigata blacksmith (RIP). Notice the rod which retains the chipbreaker is non-existent, replaced by two short stubs. An elegant detail in this plane body by Ito-san (Soh 宗).

If you can’t explain it to a six year old, you don’t understand it yourself.

Albert Einstein

In the previous article about sharpening Japanese woodworking tool blades we looked primarily at the nature of the hard high-carbon steel used in making woodworking blades. In this post your humble servant will try to dispel some of the confusion that surrounds the other metal used in making most Japanese knives, axes and woodworking blades, namely the soft low-carbon/no-carbon steel called “Jigane” (地金). I hope this brief explanation will improve Beloved Customer’s understanding of some Japanese tools and aid your sharpening efforts.

Sources of Jigane

Most Japanese woodworking blades, and many knives, are comprised of a thin piece of hard high-carbon steel, discussed in my previous post, forge-weld laminated to a piece of softer low-carbon steel or wrought iron called “Jigane” (jee/gah/neh 地金) in Japanese, which translates directly to “ground metal.”

We will discuss this bi-metal lamination more in the next post in this series, but for now take my word that it is essential to the performance of many types of Japanese cutting tools nowadays, and for many centuries was also critical to manufacturing cutting tools in America and Europe as well.

The best jigane material for plane blade bodies is said to be scrap iron salvaged from the boilers of old trains, boats, and factories, etc.. Such boiler tanks were subjected to thousands of heating and cooling cycles during their years in service driving out most of the carbon, making the iron very soft to the point of weakness.

The most desirable jigane for plane blades is called “tired” iron, named so because it is not only soft, but because it looks weak and exhibits a visible grain along with cracks and imperfections which those well-versed in Japanese plane blades covet.

A pile of jigane, probably old salvaged structural steel. Looks like boards of old wood, but it ain’t.

Wrought Iron Production

Nowadays, this very low-carbon steel, also known as “ wrought iron,” is not produced in any volume for several reasons. First, demand is just too low to make it worthwhile to manufacture. Hand-forged ornamental iron is the only commercial usage besides Japanese tools of which your humble servant is aware, relatively microscopic markets. In fact, a constant complaint from workers of ornamental iron is the difficulty of working the relatively hard material available to them nowadays.

The second reason is that steel production processes have changed drastically in the last 100 years. For instance, it used to be that steel began as iron ore, basically rocks, which were crushed, melted and refined into wrought iron, an intermediate product of steel production. Indeed, this low-carbon product was much less expensive to produce than high-carbon steel and so was used for everything from the boilers, bridges, trains, ships and anchor chains mentioned above to axes, chisels, farming implements, machinery, what’s called “miscellaneous metals” in the construction industry, and of course plane blades. There are still a few surviving structures around that were made using this weaker material.

Nowadays, things are different. Carbon is incorporated into the steel as part of the manufacturing process, so low-carbon wrought iron never becomes an intermediate product.

Also, scrap metal has become critical to steel manufacturing processes nowadays. Remember what happened to steel prices worldwide when China was buying up huge volumes of scrap metal worldwide for its Olympic infrastructure building projects?

I think we can agree that this energy-efficient cost-reducing recycling of natural materials is a very good thing. But it does have a tiny downside, namely that most commercial scrap metal available in any useful volume today has been cycled through the modern steel-manufacturing process many times and already incorporating not only high levels of carbon, relatively speaking, but alloys such as chrome, molybdenum, and nickel from previous melting pots. Indeed, undesirable chemicals such as phosphorus, sulfur and silica tend to be high in general junkyard scrap metal. Keeping the negative impacts of these unintended alloys and impurities under control is a serious challenge for manufacturers of tool steel.

In summary, wrought iron simply isn’t made anymore because it is neither an intermediate product nor a profitable one.

Japanese blacksmiths making high-quality plane blades nowadays mostly use wrought iron recycled from old anchor chains, old iron bridges, or other recycled structural components. If you see a hole in a plane blade, like the extra-wide plane blade pictured at the top, it once housed a rivet. Yes, structural steel was once connected with hot rivets instead of bolts. Hi-tensile modern bolts are decidedly better if less romantic.

A plane blade with an old rivet hole in its face, probably from an old iron bridge that once stood in Yokohama and which was recycled many years ago.

Plane Blades

A plane blade by Ogata-san in his “Nami no Hana” series using a special version of Swedish Asaab K-120 steel. Notice not only the fissures and defects, but also the striations and grain typical of soft, tired “wrought iron.”

Mr. Takeo Nakano (see his photo below) makes our plane blades. He is a kind, unassuming man in the best tradition of Japanese craftsmen with the outward appearance of a sedentary grandfather, but when using hammer and tongs at his forge within his dark and smoky smithy, his posture and visage resemble that of an intense Vulcan reinforcing the barriers to the gates of Hades against a demon onslaught. Oh my.

Like nearly all the plane blacksmiths in Niigata, he uses scrap iron obtained in a single lot many years ago from an iron bridge that was dismantled in Yokohama Japan.

Mr. Nakano at home

I am told that most of the jigane used for plane blades in Hyogo Prefecture is old recycled anchor chains from a ship knacker.

The back of the same Usui plane blade. Notice the cracks and voids visible in this excellent jigane exposed at the polished bevel. Very wabi-sabi. This jigane was once part of an iron bridge in the city of Yokohama, Japan.

In the case of plane blades, structural strength is not critical, so laminating a thin layer of high-carbon steel to form the cutting edge to a soft iron body is adequate. Indeed, the thicker the hard steel layer, the more time and effort it takes to sharpen the blade, so in a high-quality blade the thicknesses of the high-carbon steel layer and the soft jigane body will be carefully balanced to ensure the blade’s bevel rides the sharpening stones nicely and can be quickly abraded.

More inexpensive plane blades are forged using the same strip jigane used for chisels, a material harder than the ideal for plane blades.

Chisel Blades

In the case of chisels, while ease of sharpening is still important, the body and neck must be harder/stiffer to prevent them from bending, so a different, stiffer variety of jigane with a higher carbon content and fewer defects is used, and the steel layer is typically made thicker.

The jigane used by our chisel blacksmiths is a commercial product not produced anymore (thank goodness they have stockpiles) called “gokunantetsu” 極軟鉄 which translates directly to “extremely soft iron.” With a carbon content of 0.04~0.07%, a better description would be “very low carbon steel.” When heated and quenched, it doesn’t harden significantly.

The adventure will continue in the next exciting episode where we will bring it all together into a blade. Don’t forget to have popcorn and jujubes on-hand!

YMHOS

If you have questions or would like to learn more about our tools, please click the “Pricelist” link here or at the top of the page and use the “Contact Us” form located immediately below.

Please share your insights and comments with everyone in the form located further below labeled “Leave a Reply.” We aren’t evil Google, fascist facebook, or thuggish Twitter and so won’t sell, share, or profitably “misplace” your information. If I lie may the fleas of a thousand camels infest my crotch.