Scientific American Supplement, No. 794, March 21, 1891

We show in Fig. 1 a general view, and in Figs. 2 and 3 a side elevation and plan of an overhead steam traveling crane, which has been constructed by Mr. Thomas Smith, of Rodley, near Leeds, for use in a steel works, to lift, lower, and travel with loads up to 15 tons. For our engravings and description we are indebted to Industries. The crane is designed for hoisting and lowering while traveling transversely or longitudinally, and all the movements are readily controlled from the cage, which is placed at one end of and underneath the transverse beams, and from which the load can be readily seen. All the gear wheels are of steel and have double helical teeth; the shafts are also of steel, and the principal bearings are adjustable and bushed with hard gun metal. This crane has a separate pair of engines for each motion, which are supplied with steam by the multitubular boiler placed in the cage as shown. The hoisting motions consist of double purchase gearing, with grooved drum, treble best iron chain with block and hook, driven by one pair of 8 in. by 12 in. engines. The transverse traveling motion consists of gearing, chain, and carriage on four tram wheels, with grooved chain pulleys, driven by the second pair of 6 in. by 10 in. engines, and the longitudinal traveling motion driven by the other pair of 8 in. by 12 in. engines. The transverse beams are wrought iron riveted box girders, firmly secured to the end carriages, which are mounted on four double flanged steel-tired wheels, set to suit a 38 foot span.
IMPROVED OVERHEAD TRAVELING CRANE.
FIG. 2 SIDE ELEVATION.
FIG. 3 PLAN.

It goes almost without saying that for any given service we want the best car wheel, and in general it is evident that this is the one best adapted to the efficient, safe and prompt movement of trains, to the necessary limitations improved by details of construction, and also the one most economical in maintenance and manufacture.
It is our aim this afternoon to look into this question in so far as the diameter of the wheel affects it, and in doing it we must consider what liability there is to breakage or derangement of the parts of the wheel, hot journals, bent axles, the effect of the weight of the wheel itself, and the effect upon the track and riding of the car, handling at wrecks and in the shop, the first cost of repairs, the mileage, methods of manufacture, the service for which the wheel is intended and the material of which it is made.