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THE

CONSTRUCTION of CRANES

AND OTHER

LIFTING MACHINERY,

EDWARD C. K MARKS,

Asmcuite Mthiber of the Institution of Civil Suffinkers; MenUter of the Iiutitution
of Mechanical Sngineers ; Felloio of the C/iartered Inttitute of Patent Agents.

Author ov

**The Co-nstmetion and Working of Pumps" **MechanicaZ Engineering Mate^'iids^'

**The Manufacture of Iron and Steel TkUtes"
'^The Evolution of Modern Small Arms and Ammunition^" etc.

THIRD EDITION-REVISED AND ENLARGED.

PRICE 38. 6d. NET.

1904.

THE TECHNICAL PUBLISHING CO. LIMITED, 287, Deaxs(jatk, Maschbstbr.

John Hbtwood, Doansgate, Manchester, and 29 and 30, Shoe Ijane, Loudon ;

SiMFKiN, Marshall, Hamilton, Kent, and Co. Ltd., Stationers' Hall

Court, London ;

D. Van Nostrand Co., 23, Murray Street, and 27, Warren Street, New York ;

The Derry-Collard Co., 256 and 257, Broadway, New York ;

E. W. Cole, Sydney and Melbourne, Australia ;

Geo. Uobertson and Co. Proprietary Limited, Melbourne, Sydney, Adebiide,

and Brisbane ; and all Booksellers.

( THE NEW YORK

PUBLIC L'RARY

917683A

ASTOR. LE.^ )X ArfO

• • • •

• • •

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• • •*

• • • • • . •

• * ^» m • • «

» * • • • <»

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• • -

PREFACE TO THIRD EDITION.

This edition contains in Part I. the matter which constituted the
original edition, and in Parts I. and II. the work as it appeared in the
second edition.

The slight revision found necessary has been in form rather than
in substance.

The new matter, Part III., comprises numerous examples, setting
forth the present practice of some of the best-known makers of lifting
machinery. Many of such examples serve to illustrate the extensive
and extending application of electrical energy to the operation of cranes
and lifting machines of all types.

The author desires to express his thanks to all those makers for their
ready and courteously-rendered assistance.

E. C. R. M.
13, Temple Sti*eet, Birmingham,
November, 1904.

CONTENTS.

PART I.

NOTES ON GENERAL PRINCIPLES AND PRACTICE
IN STANDARD TYPES OF LIFTING MACHINES.

CHAPTER I.— Pulley Blocks.

Introductiou— Rope and Chain Blocks — Weston's DifiFerential GhiUu
Block— Chinese Windlass— Example of 2-ton Weston Block— Self-sustaining
Proi>erty of Block— Power Required to Raise Load 1-7

CHAPTER II.— Crabs and Winches.

Principle of Action and Calculation of Power or Mechanical Advantage
Obtained — 8ingle-piirchase Crab — Classification of Crabs by Lifting
Cajmcity— Example of 1-ton Direct Crab— Calculation of Power of Single-
purchsise Cnibs— Loss by Friction— Stresses to be Resisted by Machine 7-lS

CHAPTKR III. — Double-purchase Crabs.

Necessity for Employment of Double-purchase Gearing — Calculation of
Power— Example of 50-cwt. Double-purchase Crab— Stress on Crab Sides —
Strap Brake 13-19

CHAPTER IV.— Treble-purchase Crabs.

General Practice in Construction— Example of 10-ton Treble-purchase
Crab— Details of Gearing, Shafts, and Bearings 20-2&

CHAPTER v.— Hand Cranes.

Definition* of Crane— Wall or Jib Crane- Stress on Jib and Tie Rods —
Example of 1-ton Wrought-iron Jib Crane 25-30

CHAPTER VI.— Pillar Cranks.

General i)escrii>tion— Calculation of Stresses— Example of 5-cwt. Crane-
Resistance to Slewing— Pillar Crane with Horizontal Jib 30-35

CHAPTER VII.— Whip Cranes.

Origin of Name— Length of Hauling Rope— Method of Working and
Calculation of Power -Stress on Jib and Tie Rods— Strength of Timl>er
Jib— Example of 1-tou Crane— Indei)endeut Whip Cranes 36-41

VI. CONTENTS,

CHAPTER VIII.— Foundry Cranes.

PAOB

Requirements of Foundry Crane — Racking Motion — Example of 3- ton
Hand-power Foundry Crane— Power Required for Racking— Calculation
of Stresses— Independent Foundry Crane 41-47

CHAPTER IX.— Derrick Cranes.

Special Feature of Derrick Cranes — The Invention of David Henderson—
The Fuzee Barrel — Method of Working — Example of 30-cwt. Crane— Stresses
on Ties 48-

CHAPTER X.— Wharf Cranes.

Example of 4-ton Crane — Stability of Foimdations — Resistance to
Slewing — Slewing Gear 55-60

CHAPTER XI.— Portable Cranes.

Example of 8-ton Crane —Balancing of Load— Calculation of Stresses —
Leading Dimensions of 8-ton Crane— Lowering Jib 01-66

CHAPTER XII. — Overhead Travelling Cranes.

General Description— 3-ton Pulley Block Traveller — Wheel Base of End
Carriages — Traversing Load Across Girders — Cherry's Brake Travellhig
Crab— Calculation of Power— Description of Brake— Span of Travellers —
Marks' Brake Traveller— Description of Brake— Meacock and Ravens-
croft's Disengaging Clutch— Travellers Operated from Girder Platform 66-86

CHAPTER XIII.— Steam-power Hoists.

Power and Speed of Hand-lifting Machines— Man Power and Horse
Power — Factory or Warehouse Hoists Driven from Shafting 85-9

CHAPTER XIV. — Power Cranes for Warehouses.

Adaptation of Hand Crabs for Working by Belt Power — Friction-geared
Crane — Arrangement of Working by Hand Power when Required 91- 7

CHAPTER XV.— Cage or Car Lifts

The American Elevator — Worm-gear Lift— Safety Apparatus — Power
Required from Shafting— Combined Hand and Power Lift 97-104

CHAPTER XVI. — Locomotive Steam Cranes.

General Description— Smith's High-speed Crane— Loose Roller Path —
Varying Tyi)es of Locomotive Steam Cranes— Steam Goliath Crane— Steel-
works Locomotive Crane 104-11

CHAPTER XVIL— Fixed Steam Cranes
Fairbaim Cranes— 4-ton Forge Crane— Steam Wharf Crane 113-115

CHAPTER XVIII. — Steam-power Overhead Travelling Cranes.

Leading Types— Self-contained Steam-power Travellers — Example of
75-ton Size— Overhejid Shafting or Square-shaft Travellers 115-122

CONTENTS. VU.

CHAPTER XIX. — Rope-driven and Electric Travelling Cranes.

PAOE

Limit of Application of Square-shaft Travellei-s— Fly-rope Transmission
of Power— Application to Cranes— Electric Cranes — Vaiiglian's Rope-
driven Travelling Crane— Example of 25-ton Size— Rope-driven Walking
Jib Crane 122-128

CHAPTER XX.— Lifting Jacks.
General Principles— Screw Jack — Mechanical Advantage Obtained—
Travelling Screw Jack— Windlass Jacks — Hydraulic Jacks 128-135

CHAPTER XXI.— Chains and Ropes.

Short-link Crane Chain— Stud-link Chain— Pitched Chain— Diameter
of Chain Barrels— Manufacture and Testing of Chain— Strength of Chain —
Strength of Hemp Ropes— Strength of Steel- wire Rope or Cable, and Care
of same 136-142

PART II.

SOME PATENTED INVENTIONS RELATING TO

LIFTING MACHINERY.

CHAPTER XXII.— Rope Pulley Blocks.

Improvements in Rope Pulley Blocks— Improvements in Chain Pulley
Blocks— Attempts to Produce a Frictionless Chain Block— Worm Block—
The Cherry Self-sustaining Brake Block 143-147

CHAPTER XXIII.— Crabs, Capstans, and Winches.

Efiforts of Inventors chiefly directed to the Brake Mechanism— J.
Scott's Frictional Driving Gear for Winches— Winches for Holding and
Hauling Roi)es — Winch for Service on Trawlers— Electric-driven Winch . . 148-154

Chapter XXIV. — Ship Derricks, and other Loading, Unloading,

AND Transporting Machines and Appliances.

Loading Appliances for the Coaling of Ships— The Temperley Trans-
porter 154-168

CHAPTER XXV. — Electric and other Lifts or Elevators.

Electric and other Lifts or Elevators— The Application of Electricity to
Lifting Machinery— Comparative Cost, Ac, of Hydraulic and Electric
Lifting Machinery— The Push-button System of Controlling the Working
of Electric Elevators 168-176

CHAPTER XXVI. — Electric Overhead and other Cranes and

Hoists.

Arrangements of Electric Motors for Crane and Hoist Work— J. A. F.
Aspinall's Electric Overhead Luggage Carrier— The Invention of W.
Craven (1897) — F. J. Sprague's Electrically-actuated Hoist or Lift
Mechanism— 20-ton Three-motor Overhead Electric Travelling Crane 176-18S

viiL CONTENTS.

PART IIL

EXAMPLES OF PRESENT PRACTICE BY LEADING
MAKERS OF LIFTING MACHINERY.

CHAPTER XXVII.

PAGE

HtAHiiu Titan Crsaue, by Kausomefl and Rapier Limited— Sheer L^s, br
'^/waiM, Hlieldon, and Co. Limited, and by Taylor and Hubbard 1S4-191

CHABTER XXVIII.— Rtdraulic Cranes and Jacks.

Travelling Type Hydraulic Crane and Hydraulic Coaling Crane, by
O^wanx, Sheldon, and Co. Limited— Combined Hydraulic and Electric
Crane, by Henry Berry and Co. Limited— Hydraulic Lifting Jacks and
Hydraulic Pulling Jackn, by Youngs 191-199

CHAPTER XXIX. — Electkic Locomotive or Tuavelling Jib

Cranes.

Klectric Jib Crane, by Htothert and I*itt Limited— Electi ic Travelling
Wlmrf Crane, by Craven linm. Limited —Electric Locomotive Cranes, by
TliomaM Hmith and Houh 200-208

CHAPTER XXX.— Electric Walking Jib Cranes, Foundry

Cranes, and Winches.

Two-motor Electric Walking Cranes, by Cowans, Sheldon, and Co.
Limited, and by Craven Bros. Limited — Electiic Fotiiidrj- Cnine and
Electric Winch, by Uansomes and Rajiifr Limited 208-214

CHAPTER XXXI. — Electric Overhead Travelling Crane.

Tun-tons Three-motor Crane, by Craven Bros. Limited— Electric Cranes
or Travellers, by Thomas Smith and Hons— Travellers OjDerated from
(Jround Level — 125- tons Four-motor Crane, by Vaughan and Sons Limited —
Cranes by Joseph Adamson and Co., and Efficiency of same— Single-motor
Oane, by Ran somes and Rai)ier Limited— American Cmues, by William
Sellers and Co., and by I'awling and Harnischfeger 214-23

CHAPTER XXXIl.— Temi'erley Transporters.

TyjHJS— Coaling Warshii)s— Travelling Tower Transi>orter— Fixed Trans-
]M)rtors — FHectric Engine or Motor — Hydraulic Engine or Motor —
Traveller 237-244

CHAPTER XXXIII. — Electric and Hydraulic Lifts or Elevators

AND Pneumatic Hoists.

Eleetrie I'assengor Lift, by Waygood and Co. Limited— Push-button
(Control— Electric Goods and Seryice Lift— Electric Winding Gear and
Lifts, by Holt and Willetts— Comparison of Electric Lifts with Hydraulic
Lifts— Ilydratilic Lifts or Elevators, by Waygood— Plunger f^levators —
Pnotimatio Hoists, by Reavcll and Co. Limited 245-254

ICONSTRUCTION OF CRANES AND
OTHER LIFTING MACHINERY.

PAET I.

POTIS ON GENERAL PRINCIPLES AND PRACTICE"
IN STANDARD TYPES OF MACHINES.

DK the following pages aa attempt ia made to give some

isigbt into the principlei and general practice of the

■Mmstrnctioii of lifting machines for band and ateam power.

The term " lifting machinery " embraces a very wide range

if appliances, from the simple palley block and screwjack —

■bich every engineer has handled at some time or other in

irse of his career— to the monster cranes to be met

rith in our dock -yards and elsewhere, capable of lifting and

towering weights of tens and even hundreds of tons. A

tnibject of such magnitude, therefore, cannot be treated fally

|:ln the limited apace available, and only the more prominent

^examples have been selected for consideration.

PtLLKY BLOCKS.

Pulley Block a.

lethod of determining the power o
pnrchoBH of ordinary chain or rope " taiikle " (the teri_
employed to dnnote a. pair of blocks, together with their
ropea or chains) is to count the number of pnlleya or Bheavea
in ea^ hlock, and consider their sum to represent the
parchase of the tackle. Thus, when naing a two and three •
sheave set of blocks, we have five sheaves, and the gain or
purchase wonld, by the above rule, be stated aa 5 : L

Bnt it ia a very easy matter to get a purchase of 6 : 1 with
« Bet of two and three sheave blocks ; as, for example, in fig.
1, where A represents a weight required tti be moved in the
horizontal direction indicated by the arrow 1. If the three-
sheave block be attached to the weight A, whilst the two-
aheave is attached to aome iixed point B, the three-^ekrO'
block will become the movable one, and a little examination
will show that the purchase ia 6 : 1. The portion of rope C^
or the hand rope, must be led away in the direction ahovn
by the arrow 2. But if the two-sheave block be attached to
the weight, thus becoming the movable block, whilst the
three-aheave ia made faat at B, fig. 2, then the purchase will
only bft T): I,

In the aaine manner, with a two and two sheave block »
purchase of 5 : 1 can be obtained ; with a two and one sheave
a purchase of 4 : 1 ; and so on. The better way, therefore,
in which to determine the power of a pair of blocks is hy
the following simple formula :—
N = P

where N = the number of ropes or chains leading to or from-
the movable block, whilst P = t^o power or purchase of the
tackla It must be understood, of courae, that there is really
only one rope or chain employed with one set of blocks, but
it is naual, in determining the purchase, to speak of eaoh
portion of rope between the top and bottom pulleys aa one
rope. Hence, in a two and three sheave set of blocks we Bay
there are six ropes, viz., five portions between the blocks,
and one portion of rope leading to the hand, often termed '
the hand rope. And thus it will be seen that, in the case Oi
fig. 1, there are sis ropea leading to and from the movable
block of the tackle, but only live in the case of fig. 2.

A very well-known and universally employed block is the
Weston's diflerential chain block, which ia identical in
^^L principle with an old contrivance known aa the Chinese ■

windlaea, illustrated in fig. 3. This windlass consists of a
barrel of two diiFereat diameters mounted upon an asle,
provided with handles as in the nsusl luaoner. The chain
or rops is wound runnd the smaller end of the barrel, and
then passes round the bottom or failing block, and on round
the larger end of the barrel. The differential barrel gives
this cDDtrivaace an enoimoas pnrchoae, for it will be a

-=-rj-r:.W^¥m

that whilst the handles are being turned for the purpose of
lifting the load, the rope or chain is being paid oil the
smaller end of the barrel, and on to the larger end. But the
larger end of the barrel will wind up a small amount more
rope than is unwound from the smaller end, and this small
amount, divided b; 2 (on account of the use of the falling
block), will Kive ns the distance through which the load will
be raised. The load is thus raised very slowly, but what ia
lost in speed is gained in power, and we are therefore

enabled by this simple contrivance to lift very heavy
weights. The power or purchase of the appliance may he
expressed by the formula—

PULLEY BLOCKS.

the difference between the circumferences of the large and
small ends of barrel, and F = the power gained. Example :
Let the larger end of the barrel be 6in. diameter, and the
smaller end 5^in., the radius of the handles being 15in.
Assuming that two men are together exerting a force of
501b. at the handles, what weight will they lift ? We first
find that the circumference of the larger end of our barrel

fl I I i i I I T

Mi » ' 1 5 » ^ » ♦

7r^^

-JL

F/rt. 3.

is 19in., whilst that of the smaller end is 17Jin., and the
difference between them is therefore Ifin. We are now in a
position to substitute these values in our formula thus —

fxj|><2 = .<«,

and by multiplying 108 by 50 we obtain the theoretical
amount (disregarding friction) that the men would lift, viz.,
6,4001b.

The great mechanical advantage obtainable with this old
appliance has long been known, but it has a great practical

'disadvantage irhich prevented its ext«nded applicaUon.

■ The length of rope or chain required ia very great^ and
varies with the power of the machine. In the example
given, if it bad been reqair^d to raise the load a height of
6ft, we should have to wind over 100ft. of rope on the small
end of barrel before starting, and on completion of the lift
of 5ft. this rope wonld have become transferred to the larger
end ; and thus, not only is a great !ongth of rope required,
bat also a long and cumbersome barrel, Weston overcame
these difficulties in a very ingenioas manner in his chain
block, a working drawing of which is shown in Gg. 4. The
long barrel is replaced by a chain wheel having two grooves,
suitably arranged for the reception of the chain, the
diameters from the centro to centre of the grooves being
slightly diSerent, thus forming a difTerential pitch-chain
wheel. The grooves have luga coat on to prevent the chain
from slipping, the length between the two lugs being known
as a apace. The chain, which is endless, passes through each
pulley in working, going round the pulley several times in
the course of the lift. To put the chain into gear in the
pulleys, the latter are removed from their frames by taking
ont the centre pin ; then, after the chain has been fitted into
the spaces, the pulleys are put into their frames again, and
the centre pin reinserted. The block shown in fig. 4 is a
two-ton size. The top frame A is made of two wrought-iron
plates of the dimensions given, 2in. by ^in. thict, welded to
mn-over cross plates, and connected together by the forRed
cross-bar B and the pins C. The hook is made from IJin.
round iron for the top block, and l|in. for the bottom or
falling block, and after passing throngh the cross-bar is
riveted, not tightly, but in sucb a manner that the hook
shall be free to turn or swivel. The two pitch-chain wheels
are cast together, one being lOin. outside diameter, and the
other 9|in. ; the larger pulley containing twelve chain
epaces, and the smaller only eleven spaces. The size of
chain required ia fin. block or pitched chain — that is, it is
made to a gauge, so that each link shall be as exactly alike
BB possible, which is of course necessary. The chain guards
D prevent the chain from jumping out of the wheels or
riding over the rim, and tbia is further prevented hy the
chain guides E, through which the chain passes. The frame
of the bottom block is shown cast in one piece from malleable
coat iron. The top frames are also frequently made in thia
manner— in fact, almost invariably ao in the caae of the

L smaller blocks, in order to cheapen their mannfactnre.

Another important advantage of the differential block is

that it is self'Snstaining, or, in other words, the load will not
run down if the pnlling chain be released of let go, as would
happen in the case of the ordinary rope or chain block.
But this advantage ia only obtained at the expense of the
rfficiency of the appliance ; and thus we find that abont 60
per cent of the work put into the machine ia absorbed in
friction, BQoh friction being caused not only by the presanre
on the centre pine, bnt also by the rubbing of the chain on
the pitch-chain wheels. In the case of the two-ton block
just described we find that theoretically, by exerting ui
energy of about 1861b,, we ought to be able to lift the fnll
load of two tons, because if the chain is passed through a
distance of twelve links, the load will only be raiced a
distance of half a chain link, and hence the parcbase ia 24 to
1. But the efficiency of the machine being only 40 per cent,
the actual energy needed to raise the load will be 4661b.
This efficiency is exceedingly low, but the eKcesslTe friction
prevents the load from running down, lowering being
only effected by pulling the chain in the opposite direction
to that reqnired for lifting the load.

CHAPTER 11.
Ceabs and W I.N cues.

An ordinary crab or winch, to lift a given load, is a much
larger and more cumbersome piece of mechanism than a
pulley block capable of lifting a similar quantity, bnt the
crab has this great advantage over the pulley block, it
contains its own chain, for, as the load is being lifted, the
chain is wonnd round the crab barrel, thereby being
prevented from entangling with itself or with other objects,
08 so frequently occurs when working with a set of blocks.
The action of a crab depends upon the principle of the lever,
and, in its simplest form, consists merely of a barrel, either
of wood or iron, mounted upon an axle, to one or both ends
of which is attached a handle, the axle being carried or
supported by two side bearinij framp^s. Snch a contrivance,
commonly known as a " windlass," is to be met with in
every village, erected over wells for the porpose of drawing
up the bnckets of water. The power or purchase of the
windlass is expressed by the ratio between the diameters of
the circles described by the handle and the diameter of the
barrel It is necessary, however, to point oat that, for the
pnrpoae of calculating the power, we must not measure the
C — diameter of the barrel, but take the diameter of the

laii-= and 1

:C'FI"E^

barrel and add ro it the diameter of the rope, in order to get
the theoretical or effective diameter. Tuku, for examplp, a
windlasB having a (tin. barrel, and a handle of 14iD. radius,
and let the diameter of the rope employed be lin, : then the
purchase or power will he 23 : 7, or 4 ; 1, bo that, disregarding
friction, by exerting a force of 201b, on the handle of the
wiudlaaa, a man could raise a weight of SOIh. from the
barrel ; thongh, of coarse, the hitadie would have to be
turned through 4Et. for every 1ft. through which the bucket
or load was required to bo raised.

When it is necessary to lift and lower heavier weights than
can be conveniently dealt with by a windlass such as that
described, then the purchase is increased or multiplied by
the iotrodaction of spur wheels or gearing, such wheels
varying in number and size according to the load to be
lifted. ThuB, single-purchase crabs, which are usually
employed for lifting loads up to IJ tons direct from the
barrel, contain only one large spur wheel and one small one,
the smaller being termed the pinion. For loads between IJ
tons and 3 tons double-purchase crabs are employed.

CTlATiS AND WINC1IK9. 9

r containing two spur wheels and two pinions. When the
^ load exceeds 3 tons treble-pnrchftse craba are nanally resorted
to, having three spur wheels and three pinions.

The size of a crab is often denoted by the load it ie
capBible of lifting in conibication with a set of palley blocks,
hntihia is a method not to be recommended. It is a far
better pW to treat each machine on its own merits, as it
were, and ascertain what it is itself capable of performing
without the aaaistance of a set of blocks or any other outside
appliance. This ie the method we shall adopt in these
articles, and hereafter, in mentioning the Bi?.e of a crab, it

must be nnderatood to refer to the actual load the machine
is capable of iiflintj direct from the barrel. Thus, a I-ton
direct crab ia a crab that is strong enough, and haa purchase
enough in its gearing, to enable a load of 1 ton to be readily
lifted by a ropa or chain leading direct from its barrel We
particularly emphasise lift in tbia case, becaase a crab is
^ often used for the purpose of dragging a load along the

fronnd or elsewhere, which is of courae very different from
fting the load, and takes far ksa power.

CRABS AND WINCHES.

Figs. 5 and 6 in the adjoining illustrations represent a
front and side elevation of a 1-ton direct crab, taken from
actual practice, figure 7 being a section of the crab sides
through A6. The leading outside dimensions are given in
the illustrations ; the other leading dimensions and
particulars are as follows : barre], 4iin. diameter ; handles
(tv/o), 14in. radius ; spur wheel, 25 Jin. diameter. 80 teeth,
lin. pitch, 2|in. face ; pinion, 12 teeth, lin. pitch, 2gin. face ;
barrel shaft, l^In. square ; first motion or hanale shaft,
li'ein. diameter. The shafts are of wrought iron, the handles
also being of wrought iron jn. diameter. There are three
wrought-iron tie bolts or stretchers, one at top ind two at
bottom of crab, for the purpose of bolting the two sides
together, the top stretcher being |In. diameter, and the two
bottom ones gin. diameter. When a brake is employed, the
brake wheel is usually keyed on to the barrel shaft, as
shown. Ordinary spur gearing i^ employed, though some-
times the " round noso " form of tooth is adopted. Fig. 10
is a sectional view of the barrel, the metal in the body of
which is Mn. in thickness ; the ratchet, or catch wheel, is
cast on one end of the barrel, and a square hole is cored in
each end of the barrel, suitable for the reception of the
barrel shaft, which passes right through it.

-?tr

r--2.|.-i

Fio. 7.

Owing to the liability of the cast-iron sides of the crab to
become broken in the event of rough usage, wrought-iron
sides are frequently employed, as illustrated in figs. 8 and 9.
For this size crab (1 ton), the plate would be Ain. thick,
with a length of 2iin. angle iron riveted to the bottom, to
torm the base. The bearings for the shafts are made by
riveting in cast-iron bushes. In order to keep the crab from
turning and twisting over whilst working, holding-down
bolts must be passed through each foot of the crab sides, and
bolted to stout timbers loaded with pig iron, or to other
suitable foundation. With wrought-iron sides, the holding-

^i AKD WIKCH

down bolte are passed through the aDffle iron base. For th<*
l-ton crab in qaeation, four fin. wrought-iron. bolts would

Having now obtained the dimfnaions and pftrticulara at
an ordinary conirneroial crab, we will proceed to inveitiRatn
the machine, in order to ascertain (1) the number of pounds
that mast be exerted at the handles in order to lift the full
load of 1 ton, and (2) the capability of the variona parts to
resist the stresses or strains coining upon them.

The force necessary at the handles will depend upon the
purchase or power of the machine, and this purchase will be
obtained fay the following formula : —

Di»ro. nf crrele described by handle. _N". of teetb io wheel

The diameter of oar crab barrel is 4^,in., and, the load beinp:
1 ton, the chain (which is nanally preferable to rope) must
not be less than |in. This will make the effective diameter
P ol the barrel about 5^in., so that our equation will become —

51x1^=34 approx. = purchaBe or power of crab ;

rtcd the force necCBSary at the handles will now be found by
dividing the load to be lift«d b; Si, thaa—

But this IB the amonnt assuming that the maohine ig b
perfect one, loBing Dothing by friction, which is far frtMn
being the caee, for, what with the friction of the bearinge
and the loss occftaioned by the wrapping of the chain roand
the barrel, the efficiency of ordinary commercial cral« cannot
Hnfely he taken at more than GO per cent ; so that instead of
661b. we shall actually require llOib. at the handles to lift
the full load of 1 ton, and this will neceGaitate the employ-
ment of three men if the load is to be raised through any
considerable distance. In order to increase the efficiency oif
crabs, the bearings are frequently brass bushed, which can
be done at a slight estra coat, and is very advantageous.

The first stress set up is by the chain pulling at the barrel,
from whence the stress iB distributed throughout tho
machina We shall now only consider the strength of the
spur wheel and pinion, and also that of the shafts, having
something to say concerning the other parts later on, when
dealing with double and treble parchase crabs.

The pressure on the teeth of the spur wheel (and, of
course, that upon the pinion also) will be less thnn the force
pulling at the barrel, in the same proportion ae the diameter

nf the spur wheel is greater than the diameter of the barrel.
Now, the diameter of the spnr wheel is 4| times greater
than the eH'ective diameter of the barrel, and therefore the
pressure on the teeth will be —

?||-» = 4851b.

A reliable rule (or obtaining the working strength of cast
iron wheel teeth is that given by " Box," viz.^

350 X pitch X breadth = safe loads in pounds,
f nitch and breadth in inches).

nnrOLK PtJBCKASK CEABB, 13

Aj oQr spar wheel ia lin. pitch, aad 2iin.face, it will be
Men thftt there ia a conBiderable marfcin of strength, though
it is cecesaary to bear in mind that, if the crab is employed
with a considerable length of chain, the chain will become
piled up upon the barret, the ellective diameter of which will
thoB become mnch largi^r, atd the preaanro on the teeth
proportionately increased.

The chief stress coming upon the shafts is a torsional, or
twisting one. The barrel shaft is l|in. sqaare, and, at a
distance of 2Jin.— say Sin. from its centre— there is acting a
load of 2,240ib,, tending to twiat it asDnder. The nltimate
torsional strenRth of a lin. square bar of good wrought iron
may be taken at 8001b,, acting at a leverage of Ifc. from tbi-
centre of the bar, and the Btrength increaaes aa the cube, or
as the third power of increase in the size of bar, and also in
direct proportion to the decrease of the leverage ; bo that
the ultimate torsional atrength of the l|[n. square bar, at a
leverage of 3in., will be —

800 X V X my = 80O A 4 X &i = 17,1501ba.
and this will give us a fwjtor of safety of more than 7. The
first motion, or handle Bhaft, ia Ifiin. diameter, and its tor-
sional load ia 4851bB., acting at a leverage of about, 2ia. ; ao
that this shaft ig of ample torsional strength, thongh not
more than suffloiently large to give stiilnea?.

CHAPTER III.

DOOBLE PtTROHASE CHADS.

In the previous chapter it waa stated that single purchase
oraba are but seldom deaigned for lifting a greater load than
IJ tons direct from the barrel The reason for this is that
tne purchase or power of the crab can only be increased as
foUowa : (1) by decreasing the diameter of the barrel ; (2) by
increasing the radius of the handles ; (3) by decreaaing the
diameter of the pinion or small spur wheel ; (4) by increasing
the diameter of the large spur wheel; andthereis a practical
limit beyond which we cannot go in each of these four cases,
u we shall now see. In the first place, the diameter of the
tbiUTel must always bear a minimum ratio to the diameter of
■^e chain employed, and we cannot go below that ratio
ithout seriously damaging the chain, and, in fact, making
^fiie lapping of the chain round the barrel to be almost a matter
^ impossibility. It is found in practice that the diameter

UUGBLE PUBCUASE CRABS.

of the barrel ahoald not be less than twelve times the diameter
of the chain employed, so that for Jin. ohain a 6iiL barrel
would be required. The radioa of the handles ii limited in

?h«*Z'nHi*'' V?r'°'^j°'^°-'* 'X'casioned to the men in taming
the handles if the radins u nndaly large. A tall man wUE
of coarse, be able to work with . irger handl" thai 2

DOCBLB PCKCll.

short man, bat in practice a crab handle is seldom mule of a
greatf^r radios than lOin. Tha diametpr of the pinion mnat
be snfBciently large to allow of its being bored out for the
reception of its shaft, and alao to give enllicieat metal
between the bore and the bottom of the t«eth to permit of a
key-way being cut These pinions, on account of their small

^Hdiamete
^B large sp
^BsriBiDg
^H irhich I
^V.inoreaae
^Kbe leng

;dikmeter, are cast solid. Increasing the diameter of the
large spur wheel is limited by the inconvenience and expense
srising from the employment of a large and heavy wheel,
'Which also entails additionally large crab sides, as for every
inoreaae in diameter of the spur wheel the crab aides have to
be lengthened a proportionate amount, in order to give the

DOUBLE PURCHASE GRABS.

necoFsary distance between the bearings ; so ^ that an ex-
ceptionally large spur wheel means an exceptionally large,
clnmsy, and heavy crab.
In a doable- purchase crab we at once have a very con-

FIo. 13.

yenient method of increasing oar parchase or power by the
introdaction of another pair of wheels, which is eqaivalent
to the introduction of another lever into the machine ; the
single-parchase crab obtains its power from a compound
lever, the double-purchase does its work by virtue of a triple

^ pnrchase.

i FDRCHA8E CRABS.

syatemof leTerage. The formola (or obtaining the power
ot Btich a machine will be as follows : —

handle ^ let whpel ^ 2od wh ppl ^

barrel IsC pinion 2u(l pinion
Where there are two spur whpela and two pinions in a
crab, it is Qenal to speak of thoni aiS tirat and second spur
wheels and lirat and second pinions respectively, the first
pinion being the one on the drat motion shaft. As in the
case of our formula for the si ngle< purchase crab, the ratio
of handle to barrel is the ratio of the diameter of the circin
described by the handles to the diameter of the barrel ; and,

similarly, the ratio between wheels and pinions is expressed
by the difi'erence between the number of teeth in the wheels
to the number of teeth in the pinions.

Figs. 11 and 12 in the accompanying illustrations show
elevation and plan respectively of a BO owt. donble-purohase
orab, capable of lifting 2^ tons direct from the barrel.
[The over-all height and width of the crab are given in the
' jjeratton ; the length may be varied to snit a longer or

18 DorBI.E PCRCHASE CRABS

shorter barrel, as may be required. The leading particnlara
are bb follow : diameter of barrel = Tin. ; 1st spar wheel —
lii'gin. diameter, l/jin. 31 teeth, 2|in. face ; 1st pinion Sjin.
diameter, 12 teeth, li^ein. pitch, 3fin. face ; 2nd spnr wheel
= 35]'3in. diameter, iTirin. pitch, 77 teeth, 25111. face; 2nd
pinion same as lat pinion. The tirat spur wheel and second
pinion are uBually cast together. EadiuB of handles = 16in'
barrel shaft = 2|in. eqnare ; first and second motion, or
handle shafts = Ipn. diameter. The power or ] vrchase of
the crab will be as follows :

The effective diameter of the barrel will be abont 8jia, aa
at least Ain. chain mnat be employed when lifting a fnll I
load. '

The force required at the handles will be : 2^ tona-i-64= '
881K (theoretical amount), and assoming the efficiency of the
machine to be 60 per cent, then the actual force required at
the handles will he 1471b., or the energy of four strong men.

In fig. 14 is shown a part oatline of a crab side and barrel,
illustrating the various ways in which the strain doe to tho
load may be set up in the crab sides j for in working, tha
chain or rope may be Ird away in either of the directions
AB, AC, or DE, in each o; which cases there is a force of 2*
tons pulling at the barrel, and this force has to be resiste
by the crab sides. In the case of AB, a tensional stress ia -i
brought to bear upon that portion of the aide below the I
centre of the barrel shaft bearing, and u^on the holding* 1
down bolts at the feet of the crab, whilst with AC the streni
upon the crab sides is a compressive one, the holding-downB

a altogether

Dg relieved of
the direction I

pnt upon the crah Hides, for they will be acting aa cantilevera,
with a leverage FG, the end G being fixed. All crab aides
mnst therefore be made of sufficient atrength to safely resist
the load when acting in the direction UK ; and farther, each
aide ahonld be made of soch a strength as that it may itself
be able to withstand the load, for when the chain ia being
led ofl' from one end of the barrel almost the whole of the
streaa will have to be carried by the side nearest to that end.

Instead of fixing the brake upon the barrel shaft, as
described and illoatrated when dealing with single- purchase
crabs in our previoaa article, it is sometimes fixed upon the
second motion shaft, as shown in figs. 11 and 12. By thia
method we can obtain a more powerful brake, and one of
greater convenience in manipulating, than the ordinary
lever brake. The brake wheel ia usually made of cast iron,
but reqnires to be very atrong, and, for this reason, it is
frequently constructed with a solid centre web between the
boas and the rim of the wheel. The brake strap is simply a
atrip of thin steel fixed at one end to a projection formed
on the top tie bolt or stretcher, whilst the other end is
connected to a screw passing through a plain hole
formed in a second projection on the other aide
of the stretcher aa shown in tig. 15. This screw is
operated by means of a small hand wheel, the boss
of which has a thread cut in it to suit the screw. In attach-
ing a brake to a crab, great care tuuat in every case be taken
that (he brake wheel, when the load is being lowered, runs
in the direction indicated by the arrow in lig. 15, so that the
greater strain upon the brake strap may come upon ita fixed
end, B3 otherwise it will be much more diUicult to control
the load.

When letting out, or lowering rapidly by brake, it may
become necessary to throw the first motion shaft out of gear.
This is eflected by raising a bracket or fall (shown at H, in
fig. 12, and in detail in fig. IC), and then slipping the shaft
back until the collar J (fig. ISHoraed on the shaft comes into
contact with the crab aide. Thebracket or fall H is then
allowed to drop down on to the shaft again, thereby prevent-
ing any lateral or side movement of the shaft. When
lifting light loads, the handles are placed upon the second
motion shaft, and the crab worked sirgle purchase.

Fig. 13 shows an elevation of a wrought-iron side suitable
for this crab, The thickness of the plate should bo ^ in., and
the angle iron riveted on to form the base should be 3 in. by
3 in. by ^ in. in section.

■
■

W TKEBLB PTIROBASK CBAB3

CHAPTER rv.
Treble Phrceiasb Crabs.
A CRAB that haa Leen dr signed to lift a certain gi^en load
CADDot, vith safety, be employed for raising a greater weight
than its specified maximum load direct from the barrel : but,
by the intervention of pulley block tackle, we can multiply
onr power at the expense of the speed to any extent we may
desire. An ordinary set of pulley blocks haa three and two
sheavea respectively, and with these the power of the crab
would be mnltiplied either five or six times, accordiog to the
manner in which the blocks are employed (see Chapter I. for
"Pulley Blocks"); bat there are many caaea where the
amount of space available between the crab and the load to
be dealt witn is so limited that it is impossible to employ
blocks, and the load must, therefore, be lifted direct from the
barrel. This, when the load exceeds three tons, will
necessitate the employment of a treble-purchase crab. Sach
a crab, together with a set of blocks, wonid also be employed
for handling loads of thirty or forty tons and upwards.

With these large crabs the general practice is to aonatmot
the sides of wrought-iron plate, having an angle-iron basei
and, in many cases, angle-iron stitfening pieces all round the
edges of the plates. These stiflening pieces do good service
in preserving the rigidity of the machine, but add con-
siderably to the cost, and also to the weight of the crab-
Wronght-iroD aides are stronger than cast iron, and stand
more rough usage ; hence their general adoption. In addi-
tion to this, the crab may be modified in shape to suit
particular requirements, without expensive alterations to
patterns, ikc, as would be necefsary with cast-iron aides.

A treble- purchase crab, capable of lifting ten tons direct
from the barrel, is shown by plan and elevation in £gs. 17
and IS. The sides are cut out of wroDght-iron plate | in. in
thickness, having an angle iron riveted on to form the base.

The barrel is 12 in. diameteri
ius. The gearing is as follows : —
tm., 12 teeth, 1^ in. pitch, 3in. face.
I, diam., 46 teeth, 1 J in. pitch, 2^ in. face,
am., 11 teeth, 1| in. pitch, 3} in. face.
1. diam., 60 teethj 1 1 in. pitchy 3 in. fmoe.
8rd pinion. .8§ in. Biam., 11 teeth, 2g in. pitch, 6|in. face.
3rd wheel....3f t. ej in, diam,, OS teeth, 2| in. pitch, 6i in. Smb.
The purchase of the crab will therefore be —
' 200 approx.

x^in.
the handles 16 in. radi
1st pinion. ..5§ in, dii
Ist wheel,...] ft. 10 in
and pinion.. 6i°s in. dii
2nd wheel, .,2ft. 3|ir

14 12 11

TREBLE PURCHASE CRABS.

Fii;s. 17 AND ISJ.

22 TREBLB PURCHASE CEABS

The effectire diameter of the barrel will be 14iD., two Jio.
chains b«ing employed for lifting the load. CalcnlaCiDB
upon an efficiency of 60 per cent, it will be seen that in order
to lift the full load of 10 tona direct from the barrel, a force
of 186 lb. must be exerted at the crab handles, or six men
each exerting 311b. Thesmallapurwheelsor pinions should
be strengthened by ahroading, as this will be a set-otl' against
the weakness of the form of the teeth, which is inevitable
in the case of small wheels. The pinions have also much
more wear apon them than the wheels into which they gear ;
for, in the crab under cons idernt ion, for inatsnce, whe'-o '

^^^^^^^^

{///^ ////.> ^/////////A

numbers of teeth in the third wheel and third pinion ara
respectively 65 and 11, it is obvious that each tooth of the
pinion has to stand five times the amount of wear on each
tooth of the wheel. There is little, if anything, to be gained
by shrouding the teeth of large spur wheels, and, moreover,
shrouded wheels have a very heavy appearance, but with
small pinions it becomes a matter of necessity to resort
to shrouding.

The large spur wheel is keyed on to the barrel in the
manner shown in fig. 19, the end of the barrel being turned
to suit the bore or the wheel, and thus the spur wheel.

carrying with it the barrel, revolvea on the barrel shalt, the
latter remaining Htationary in ita bearings. This methnd of
driving the barrel makes a far better job in a large crab
than that of keying the wheel and barrel directly on to the
shaft, and is more economical of space. Two keys should be
employed, care being taken that they are put in at right
angles to each other. Instead of tbaa keying the wheel to
the barrel, the latter ia sometimes made with a flange at
each end, and having the flange adjoining the wheel provided
with projections or Inga for fitting between the arms ; thas
the barrel ia driven by the arms of the spar wheel. The
brake wheel is keyed on to the second motion shaft ; the
brake may be operated by means of levers, but it is far n
convenient, and a more powerful check is obtained by
employing the screw brake, arranged as shown in the
illustrationa. The ratchet, or catch wheel, which should be
of wronght iron, is also keyed on to the secoiid motion shaft,
the pawl being carried by a bolt throngb the crab side.
The handles are of wronght iron, lin. diameter. Both the
firat and also the second motion shafts may be employed as
handle shafts, but when working at the second motion shaft
the crab virtually becomes a donble-pnrchase one, and as
there is no necessity for the first motion shaft to ba
revolving, it should be thrown out of gear, which may be
done in several ways, but perhaps the simplest la to ca^t the
first pinion with a long boss, this boss being afterwards
drilled and tapped for the reception of a hand screw. The
pinion, being driven by a feather key, may be slipped along
the abaft until it is drawn oat of its wheel, and the acreiv
then being tightened ap, secures the pinion and prevents it
from farther travelling along the shaft. Another method is
to provide the pinion with a clutch, so that the shaft may
he thrown in or out of gear without its being necessary to
toQch the pinion with ttie hands, as in the former case.

The shafts for a orab of this capacity, beiag somewhtC
large in size, should be constructed of hammered iron or
■ ]nild steel, as ordinary bar iron will not give a sufficiently
~~ d surface for the bearings. The sizes of the shafts will

t motion shaft ^ S^io. dia., and Ijia, dia. at bearingii.

& shaft = slin. dia., and 3in. dia. at bearings.

Srd motion shaft = 3|in. dia, and iJ^in. dia. at bearings.

Barrel shaft = 4in. dia, and ^in. dia. at bearings.

The crab ia stayed or stilTened by two l|Ln. diameter tie

at the base, and is further tied together
screwed by studs to the ends o£ the

34 TREl

Tfv iliameter of the Bhaft at the bearings is.of conrae,
chiefly determined by the load snch shafts wUl have to
resist ; but the length of the bearing, together with its
diameter, mnat be considered in another relation, namelj,
the tendency to abrasion, or the '' ganling " of the shafts in
its bearings ; for it is well known that when the pressure
per square inah upon a hearing exceeds a certain amonnt,
the shaft will commence to cut or abrade the bearing in
spite of the most constant lubrication, and endless trouble
will be experienced. The pressure per square inch that can
be safely carried varies with the material employed in the
construction both of the shaft and also the bearing, A steel
or hammered iron shaft will resist abrasion much better
than common bar iron, with the laminations and defects to
which such iron is subject, and it has been found in practioe
that a steel or hammered iron shaft, working in cast-iron
bearings, can carry from 5cwt, to dcwt. per square inch of
bearing in actual contact with the shaft without abrasion.
It must be borne in mind that the shaft will not be bearing
upon the whole of its circumference, but only upon half of
it, and hence, with a Sin. shaft 5in. long, we shall have a
bearing surface of

? X I x f = V = 22i square inches.

In the 10-ton crab under consideration, we have, in the
case of the barrel shaft, cast iron revolving upon mild steel.
At one end the bearing is 5in. diameter and Oln. long, and at
the other 5in. diameter and Sin. long. In the latter
therefore, the number of square inches available to carry the
load is :

{ X 5 X } = V - 37J square inches,
and asauming that the full load of 10 tons or 20Oi3wt. U
acting upon this bearing, we shall have

^^TT ^ Blowt. per square inch of bearing.

When the chain is being led otffrom one end of a barrel,
then almost the whole strain will be brought to bear upon
the bearing nearest to that end. But in this case, where, aa
before stated, two chains are employed for iifcing the load,
the whole strain cannot be brought upon one bearing ; and
thns it wiU be seen that there is ample surface provided.
As a general rule, it will be found advisable to keep well
under the 5cwt limit, though, if the bearings be brass
liuehcd, as much as 7cwt. per square inch may be put upon

I WALL CRAKES. 2b

• The Buhject of crabs baa been dealt with thus fnlljr
becaQEre they embody in principle, bi far as the lifting
mechaniam is concerned, the whole range of hand power
lifting machinery where the wheel and axle in combination

with gearing is employed to enable a small motive power,
moving at a considerable rate, to life heavy bodies at a
proportionately slower rate of speed. In other words, if the
principle of a crab ia nnderstood, then all machines working
u|)oii the same principle — viz., the jirinciple of the lever —
will be nnderstood also. We shall, therefore, in dealing with
the other hand lifting machinery, reqoire to devote bat
little space to the mechanism by which the power is
maltiplied at the expense of the speed, bat abail treat chiefly
on some of the most important modiiicatiouB and arrange'
ments to which sach mechanisu is sabjected to suit special
requirements.

CHAPTER V.
Hand Ckanes,

^ OBAN^ in its simplest form, consists of a crab combined
with a jib or projecting arm carrying a gnide pnlley at itn
outer extremity, this combination enabling a load to be
lifted from the ground with the crab itself at the ground
level To raise a load from any given level with a crab, it
is necessary that the crab be tised above that level, or, if
this is not possible, then a guide pulley must be fixed above
the load, the rope or chain passing from the crab and over
thin gnide pnlley before being attached to the load. But
there are many cases— as, for instance, on a dock quay or
railway wharf — where there is nothing overhead to which a
guide pulley can be attached, and hence the neceaaity for
the employment of cranes, combining in the one machine
the crab, jib, and guide pulley. Such machines are arranged
in very many and varied ways to suit the particular service
for which they are intended, but there are certain well-
known types in constant demand, and having, therefore, a
distinctive name. The simplest and best known ia the

Wall Crane,
also frequently termed a "jib crane," which is largely em-
ployed for warehonses. It consists of an ordinary crab and
chain, with a jib (usnaUy of wrought iron) carrying the
pnide pulley, arranged as shown in figs. 20 and 21. The jib
IS fixed to the outside of the building, being carried by

"Z^

28 WALL CRAXES.

brackets bolted to the wall, in which brackets the jib is free
to revolve, whilst the crab is fixed on one of the floors inside
the batlding. The chain passes through the wall, over the
guide pulley, on the inside bracket, aad thence down to the
crab. The distance A is known as the radius of the crane,
and maybe of any required length; while the distance B,
between the top and bottom bracket, is known as the height
of the crane ; and this also may he of any dimension to suit
requirements. The radiuE', in the case of a warehouse crane
attached to the outer or street wall of a building, is suffi-
ciently great to enable the jib to be swung oat over the
pavement or causeway, so that the hook at the end of the
chain can be let down on to a wagon or trolly drawn up at
the street side. In lifting a load into a warehouse from a
wagon, the jib is swung out over the wagon, and after the
load has been drawn up to the required floor the iib is pulled
round and the load is thus brought into the building. Simi-
larly, in lowering or letting out a load from the warehouse,
the iib is pulled round to the wall, the load being then picked
up from the floor by the crab, and with the jib swung oat
over the street, to be lowered on to the wason or trolly below.
The jib may be manipulated by a hooked pole, or by means
of two small hand ropes attached, one on either side of Uie
jib head, so that it may be turned in either direction at wilL

The jib itself is very frequently ajtoken of as the crane,
though, of course, it is not complete without the crab ; and
before dealing farther with fig?. 20 and 21 we will consider
the stresses coming upon the crane.

The strongest form of wall crane or jib that can he em-
ployed is that shown in fig. 22, where the tie-bar C is equal
in length to the post D. The stresses set up by the weight
W may be represented graphically by the dotted line par-
allelogram EFGH, which uiay be drawn to any convenient
scale. EF and £H represent the pull of the chain, whilst the
resultant of these two forces, EG, represents the thragt
upon the diagonal stay J. EF and KH are both equal to the
load. Thus, if the load W bs one ton, then EF and EH will
each be a force of one ton ; and by measuring the distance
EG, and comparing it with EF or EH, we obtain the com-
pressive force acting upon the diasoual stay. The direction
of action of each of these forces— EE, EH, and EG— is shown
by the arrow heads. Since the force EG acts along the
centre line of the diagonal stay J, there will be no stress due
to the load on the tie-bar C, which serves only to support
the weight of the diagonal stay, and to keep it in position,
In fig, 23, where the tie-bar C is longer than the post D, EG,

WAI.t. CRANKS. Kl

the reanltant of the chain forces, is the stress that haa to be
resisted, u in the former case, and this will be done by the
forces acting as shown by dotted line triangle. A dotted
line drawn down the centre of the diagonal stay, and another
line drawn from O parallftl with the tie bar C, will complete
the trianglnof forces; EK repreaenting the thrust on the
stay, and GE the tension or pnllini;; resistance of the tie-btr
C. In this case, then, the tie bar is in tension. Bat in fig.
24 ve have an instance in which C is in compression, owing
to the post D being longer than the tie-bar C. Here the
resulting force EG is balanced by the resistances of the stay
J and bar C ; and an examination of the triangle of forces
EOL will show that both C and J are in compression, so that
the bsr C becomes a stmt instead of a tie, as in lig. 23.

The Liuestion as to what part the chain bears in relieving
the tie-bars of a crane from the stress set np by the load is
one which is constantly presenting itself. But^ us will be
seen by the foregoing examples, what is known as the tie-bar
may take no part at all in supporting the loEid, or the bar
may be either in tension or compression, according to the
arrangement of the crane. By carefully plotting down the
lines of the forces as shown, no dilUcnlty should be ex-
perienced in getting at the extent and direction of the
■tresaea set np by the load.

Althoagh the strongest form of jib crane is that shown in
fig, 22, yet it is not the most convenient, for it has a great
practical disadvantage owing to its straight diagonal stay,
which, when lifting balky cases or cratep, causes great in-
convenience by the amonnt of space it occupies. To obviate
this, the stay is arched, or curved, as in lig. 20, and althongh
tbia does not give the best results in strength for a given
_ amonnt of metal, yet it is the moat convenient form for
caotical use, and hence its general adoption. Snch a crane
ractically becomes a beam or cantilever, aabjected at its free
a horizontal and a vertical force, each of which is
n extent to the load to be dealt with.
The dimensions given in fig. 20 are for a one-ton wrought-
e of 4 ft. radios and 5 ft. high. It will he seen that
e load is intended to ba lifted direct from the barrel with-
t the intervention of pulley blocks, so that a ,'n in. short
_.ik chain must be employed, as it will have to snatain the
pinll load of one ton. The top and bottom brackets are
L Iwlted to the wall, as shown, each with four | in, bolts ; the
I bolt holes in the inside and outside brackets correspond with
f each other, so that the same bolts go right through each,
I thus securing them to the wall. A log should also be cast

(

fbko

30 TU.TAR CRANES.

on the back of the brnokets, that it may euttr the wall and
aasiat the bolts in resisting the vertical or downward pull
of the load. The guide pnlley on the top inside bracket i=i
looee on its apindle, and there is eoffiaient space between the
sides of the bracket to allow of movement of the pnlley
with the chain as the latter travels along the barrel of the
crah.

Instead of constracting the crane with square bars and
rings, riveted together as the one jost deficribed, jib cranes
are frequently made from wrongbt-iron plates stiU'ened wiUi
tie-bars and struts ; but the form shown in tig. 20 is the one
in most general use, probably becanse it is more convenient
for swinging or slewing in its bearings, and will stand a
great amount of hard usage, which these cranes always
meet with.

CHAPTER VI.

In factories, stores, or other buildings where central iron
columns or pillars are employed for assisting in the support
of the floors and roof of the structure, and where loads of
from quarter to half a ton have to be dealt with, a convenient
and useful crane can be formed by ntilising one of the
columns as a crane post and building the machine about it^
as shown in lig. 25, Such a crane can be slewed or swung
completely round the column, thus commanding a complete
circle in which loads may be dealt with. In many existing
buildings the columns would be found amply strong for
carrying a crane of this description, and the machine
could be fixed to the column without it being necessary to
remove or alter it in any way, With a new building, how-
ever, it would be advantageous to construct the column on
which a crane was proposed to be fixed after the manner
shown in fig. 2b, having a neck at the upper and lower end
tnmed to suit the wrougbt-iron clips by which the tie rod
and the jib are secured to the column.

It should here be explained that in cranes where the
diagonal stay is distinct from the tie rod, and not rigidly
connected to it, as in the illnatrations given in the previous
chapter, it is usual to speak of the stay itself as the "jib."

The connectinR clips are forged in two pieces and securely
bolted tt^ether around the necks of the column. But when
thus bolted together the clips must not bind or fit tight, the

^^MPPHPVI

^ l-irLAn CRANES. SI

^HBpre being of anch diameter that they make an easy fit aronnd
^^Beir bearings, so that the crane ma^ be freely tamed or
^^tewed. The jibconsiata ol a wronght-iron tube, at the upper

■i

Ntir

t J^

j 1

/W ■

/M 3

, 1

■''m

:'"(^g /I

^^m /K /

JW //' / ■

\S^ // i / /

// [/■''

1 /' ' f .

"'"

[ ^^^^^

end of which a cast-iron bead or cap is seanred. The lo-vcer
end of this cap enters the tnbe to the distance of about 6 in.,
and a hole is tbendriUed throngh both tube and cap to admit
of a stud or rivet for rigidly connecting them together.
The jib-hesd gnide pulley is carried in the upper portion of
the cap. A caat-iron foot, secured in the same manner to the
lower end of the tube, enables a pin connection to be made
between the jib and the bottom clip of the column. The
lifting mechanism itself, or the crab, is made up of Bingle-
purcbaae gearing, with barrel and ratchet, brake wheel, &,e.,
carried on a cast-iron bracket made in two halves, which are
bolted together upon the tubular jib, as shown in fig. 25. An
enlarged end elevation ot the bracket is shown in fig. S8. It
may be fited anywhere on the tube, but its position above
the groand or floor level must be such that the crab handles
come at a convenient height for working.

It is unnecessary to go into the question of the purchase
or power to be provided for in the lifting mEchaniam, or of
the strength of such parts of the crane, as these matters have
been fully dealt with when treating of crabs in our preceding
chapters.

In fig. 26 the stresses coming upon the jib and the tie rod
are diagrammatioaliy shown. The vertical line A B and the
line A 0, each of which are drawn parallel to one portion of
the chain, represent the two forces acting upon or pulling
at the jib head. On the line AB set out the distance A F to
any convenient Bcale, and onACsetont A O equal toAF.
Complete the parallelogram by drawing the dotted line FD
parallel to A Q, and G D parallel to A F, when the diagonal
A D will represent the resnitant of the two forces A G and
A F. The arrow heads show the direction in which the forces
act. This stress A D is the one which has to be resisted by
oar jib and tie rod, and by constructing the triangle A D K,
fig. 26, we can at once obtain the amount of stress borne by
each of these members. D E, which is drawn parallel to the
tie rod, represents the stress on the rod, whilst the line A E,
drawn parallel to the jib, represents the stress on the jib ;
the length of the lines indicate the magnitude and the arrow
heads the direction of the forces. A little reflection will
show that in this case the tie rod is in tension and the jib in
compression.

Assuming that the load is 5 cwt., we find that the resultant
A D is a force of 9 cwt,, that the compression on the jib is
101 cwt,, and the tension on the tie rod Sj cwt. These are,
of cours& the stresses produced by the load itself ; the weight
of the jib will also have to be borne by the tie rod, and

PII.LAB CRASE^. 83

there is another point to which atteation Bhonld be directed.
In working the crane the chain may become caught or en-
tangled at the jib head, and if such happened the streeaes
upon the jib and tie rod wonid be aomewhat different,
becanse the load wonId simply be acting In a downward
vertical line upon the jib head. The diasram tor thia emer-
gency, which every orane ahonid be prepared to meet, ia
ahown in tig. 27. A F repreaenta the load, A E the compression
on the jib, and i' £ the tension of the tie rod ; and by measare-
ment we lind that the conipreasion is 6} cwt, while the tension
on the tie rod ia 3^ owt. This ia not a matter of any material

Ldifferenoe ; in fact, the compreasion on the jib is considerably
' IB in the latter diaicram than in the former, though in some
._ Bes the streaeea might be very appreciably increased in
I nlcnlating upon such an emergency.

I ForaBcwtcraneof rft. fiin. radiuaand lift. Sin. height,
I the tube forming the jib should be of 3^ in. external diameter,
I the thickneas of metal forming the tube being i^in, thus
giving an internal diameter of 3J in. Although stronger
than actually necesaary, the tie rod should be made from iron
rnot less than fin. diameter, owing to the forging required
[ upon it ; one end having to be forked, so as to embrace the
I jib head, and the other end swelled oat to pass between the
I eaia of the dip, having also drilled holes at each end to allow
r of the admission of pins.

The resistance to turning, or stewing, ia set np by the

I friction between the chpa and the column. We have seen

ijiat the thrust against the bottom clip is I0§ cwt., and the

piUl against the top one 3^ cwt. These, then, are the preaaurea

exerted between the inside surface of the clips and the surface

rii.y .

1 CRA7IE3.

of the coltttnns, the total being lOf + SJ"!* cwt ; and aaanm-
iag the coefficient of friction to be '2=i, we have a reaiatance
of 14-^5=2Scwt. If the diameter of the top neck be 6in., and
the diameter of the bottom bearing Bin., the mean diameter
may he taken at Tin., or a radius of SiiiL This is the ieveroge
of the resiatance to turning. The power to turn the crane,
however, is applied by the man's hand at the chain hanging
from the jib head, so that the leverage of the power is 7ft. Gin.
=90tn., and the gain of the leveracn of power over leverage
of resiatance is therefore 90 ; 3^ = 25 ; 1 ; bo that the force or
pull required on the chain hanging from the jib head in order
to turn the load=2tcwt 4-25 = l.'ilb. The weight of the
crane itaelf will, of course, somewhat increase this amonnt.

When a diagonal jib is not admissible, on account of the
ppace occapifd. and where there is no existing column that
can be utilised, the form of crane shown in fig. 2!) may be
adopted. The crane post and horizontal jib can be either of
wrought-iron plates secured together by bolts and distance
pieces, or they may be constructed of wood. The gearing
and lifting mechanism is carried by a bracket attached to the
crane post. The fitrcssee set np by the loAd at the jib head
are shown by 6gB. 30, 31, and 32, In fig. 30, A D is the
resultant of the two chain forces A B and A C. ABsuming a
5 cwt. load, this resultant will be Tcwt,,and in fig. 31 we see
how this force is opposed by the jib and tie rod ; D E, which
represents the tensile stress onthe tie rod, being drawn parallel
to the tie rod, and the horizontal A E, representing the com-
pressive stress on the jib, being parallel with the jib. By
measuring, it wi!i be found that the stress on the tie rod is
ISi^cwt., whilst that on the jib is 21^ cwt. In fig. 32 a diagram
is given when, assuming that the load is hanging direct from
the end of the jib, as in fig. 27 in the case of the former crane,
the stress on the tie rod will be found to be the same og
before, viz., 18^ cwt., whilst that on the jib will be 17A cwt.

The stresses on the guide pulley, carried in the crane, will
be in the direction indicated by the arrows 1 and 2 (fig. 29),
and each of these forces are equal to the load. The hori-
zontal force (I) is acting in opposition, it will be seen, to the
compresBive force on the jib, which force (A E, fig. 31) ia
equal to 215 cwt., as we have seen, but being opposed by s
force of 5 cwt., there is but 16§ cwt. coming upon the crane
post, so that the post virtually becomes a beam or girder
fixed at each end, and sustaining a load of lOJcwt

The horizontal jib in this type of crane (fig. 29} is fixed at
such distance above the floor or ground level ob to allow of
people passing freely underneath it. It will be seen that

PILLAE CRANIO.

. * less thr angle between the tie rod and the horiBoiital jib
'tbe greater is the stress, both apon the rod and also npoD

30 WHIP CKANE3.

CHAPTER VIL

Whip Cranes.

The whip crane illustrated in figs. 'Si and 31 is another
form of central pillar crane. The term "whipping" a load
appears to have had its origin with the pulling or whipping
up of coals or other cargo from the holds of aniliug vesaels,
where no steam winches are available, a method that may
still be dail^ seen in operation at all seaporta. The coals

l»

are shovelled into baskets, which are drawn np by means of
a rope passing over a single aheave pulley or gin block,
attached to the end of a jib ran out from the mast and
rigging of the vessel. Ko purchase is, |of course, obtained

WHIP CRASFS. 37

by tluB arrangement, eo that no greater load can be drawn
up at a time than the men are able to rabe by their own
exertions, unaided by any mechanical power ; bat by long
practice the men acqnire a great degree of dexterity in
suddenly palling or anatchiug at the haaling rope, and thus
throwing all their energy into one pull that shall be
aufScient to bring ap the coal-kden basket at a brisk speed.
This HuddenSy applied force constitutes the " whipping."

Whip cranes are very extenaively employed in railway
goods atations or other places where loads have to be dealt
with that vary very considerably in weight. Each crane
has two barrels, one at the top and the other at the lower
portion of the crane post. The upper barrel is employed for
winding the lifting chain, whilst the lower one winds the
hand or haaling rope. The hauling rope is secured to the
lower barrel, and passes up to and around the large rope
wheel on the apper or chain barrel shaft. Sufficient rope is
wound roand this wheel to allow of the load being lifted to
the required height before all the rope passes to the lower
barrel The length of rojie required on the top wheel is
therefore not less than the height of lift multiplied by the
ratio between the diameter of the wheel and the diameter of
the chain barrel. In the one-ton crane illustrated in Hgs,
33 and 34, where the rope wheel is 3ft. diameter and the
chain barrel 8in,, if the load had to he lifted throngh a
height of 6ft,, the amount of rope required on the top wheel
would be

22itt.

It is always well to nave half a lap of rope, at the least,
beyond what is actually required, as this will relieve the
strain in the attachment of the rope to the wheel. Snch
attachment is usually made by passing the rope throngh a
hole formed in the rim of the wheel, and tying a secure Enot
at its ('nd.

Light loads, up to about 3 or 4 cwt., are lifted by simply
pulling at the haaling rope, the mechanical advantage being
represented by the ratio between the rope wheel and the
chain pulley. This, as we have already seen in the case of
the crane before us, is 4^ ; 1. The heavier loads are lifted by
turning the rope barrel abaft with the crab handles, thus
giving the advantage of a compound system of leverage.
Our one-ton crane will have a barrel of 12in. diameter, and
_ crab handles of 15in. radius ; the purchase will therefore be
, 30
4i^-p-,=10i.

38 wnrr cranks.

(The diameter of the rope maat be added to the diameter of
the barrel, ) For dealing with the maximum loads the crane
ia con^trncted to carry, the crab handles are fixed on the first
motion ahaft, on whica is keyed a pinion gearing with a apnr
wheel on thn barrel shaft. With a spur wheel 25 in, and a
pinion 5 in. diameter, the total purchase of the crane will be
10iX5=515

=52 : 1 approximately.

In figs. 35 and 3G, the atreases coming upon the jib and the
tie roda are graphically represented. The crane, as illustrated,
is constrncted with a timber crane poat and ji'i, and two
wronght-iron tie rods. In ti?. 3i the lines AB and A U
represent the forces set np by the load on the jib head, the

WHIP CKAM3,

__.alUiit of tbeoe forcea bein^ ffivtta by tbe tine A C, tlw
I teaoltuit of the panllelogmn A B C D Id fig ■%. *^ Me
bow this force AC uoppwed by the jib and the tt« rods, thn
line A E being drawn paraUei with the jib, wvd the line C K
panJlel with the tie rods. Bj measuring A E ws dnd tb»i
there is • oompresaire itrtva of 3} tons coming upon the jib,
wfailat the tensile stress ap<,>ii tne tie rods is rather more
than 2 tons. The thmst of ii tons npon the jib being
tnuismitted to the crute post, the strength of the Utter bu
to be considered as » beam supported at its two ends aiad
f mstaining a load of 3 t<<n^ and this loid m^v bs asanmed u

Kj^tiug in the centre of length of the beam. The timber
Vgenerallj employed for whip crane purposes is pitch pine,
Kvnd onr formala for obtaining the breaking strength of a
(lienni of this material will be

= breakiug wei^iht in tons.
n thia formula, ll = tbe d-'ptb of the beam iu ioohes, \^='
i breadth in inches, and L=the distance in feet between
, s points of support The fraction f is a constant
Atained by experiment.

Onr one-ton crane has a radius of !0f(., and a distancii of

.3 ft. between the top and botCoui bearing brackets. The jib

" ■ 1 , ajid the crane post llin. square. The breakiug

t of the crane poat, acting as u beam in the manner

"j therefore

a approximately

Aa its load ia only 3J tons, it will bo seen that we have
^factor of si-fdtygrcater than6. It will also be observed that

)nt ■

40 wnip CRASE3.

The tie rada Bhoald each be lin. diameter wrought iron.
The lifting chain mast be t^ in. short-link crane chain, and the
hauling rope about 3^ in, circumference, which is u subfitantiHl
ai^.e for the men to graap in the hand. The ratchet or catch
wheel is cast on its barrel (the lower, or rope barrel), the
brake wheel being also cast upon the spur wheel. A caat-
iron cap or bracket, is fitted ou to each end of the crane post,
the turned wrought- iron pins or pivots upon which the crane
revolves being cottered into these capa. The top and bottom
bearing, or supporting brackets, are bored out to receive the
pivots. Cast-iron frame plates bolted upon each side of the
crane post, as thown in figs. 33 and 34, serve to carry the
gearing and lifting mechanism. A rope guard should be
fixed on the crane post near to the top wheel, to prevent
the rope from over-riding. This guard may simply con-
sist of a short length of bar iron about 1 in. diameter, having
one end formed into a loop through which the rope passes,
and the other end forged down and screwed, soitable for
bolting through the post.

Whip cranes, as with all other lifting macbines, may be
considerably modified in arrangement and shape to suit
special requirements. Instead of making the crane post and
jib of wood, the whole machine is frequently built up
entirety of iron, having a, post and jib constructed of
'wmught-iron plates, with distance pieces and bolts and nute,
BB in the case of the pillar crane illustrated in fig. 2!) in the
last chapter, or a wrought-iron tubular jib may be employed
if no inconvenience would be caused by its inclined position.
Another modification is the

rXDKI'KMJENT WuiP CeaNE.

The term "independent" is used to denote that the crane
is independent of any top support or bearing, a type that
is employed within buildings where the roofs are of light
construction, also upon dock quays, wharves, and other
places where no support can be given to the top of the crane.
The crane post in this class of machine is almost invariably
made of iron, as the removal of the top support very much
increases the stress upon it. The jib may be either of wood,
wrought-iron tube, or wrongbt-iron cambered plates,
forming a curvfd or "swan neck "jib. To give the necessary
stability, the post must enter a cast-iron foot or foundation
plate, firmly bolted to a brick, stone, or concrete foundation ;
the lower portion of the post being turned, and the
foundation plate bored to receive it, bo tuat the whole crane
moy revolve freely and awing in a complete circle, In

FOUHDKY CRANKB-

order to make the swinging or slewing operation sa readily

med as possible, Hiaall friction wheels or rollers are,

in the larger class of cranes of this deEcripttOD, attaohed to

the lower end of the jib, with their peripheries bearing

against the crane post ; the friction is then concentrated on

the pins of the rollers, and is much more readily overcome

I than when the jib foot hears directly against the post. Tho

I lifting mechanism ia the same as in the previous crane, the

I large rope wheel and chain barrel being carried at the lop

of the post, whilst the rope barrel, with the gearing, brake,

Ac, is sapported by a bracket or sleeve secured to the lower

end of the post.

Whip cranes, especially of the independent type, are
rarely built for lifting greater loads than three tons. To
construct them for greater loads than this would be to
I prodnce a very clumsy machine. It will be readily seen,
I too, that a moderate height of lift is a necessity with these
I cranes ; as for every foot of lifting chain we require abont
I Bft. of hauling rope, every increase in the height of lift will
I entail a considerable addition to the length of rope, for
I which accommodation must be provided on the rope wheel
I and barrel. But for thmr special pnrpoae of dealing quickly
[ with the smaller class of cases and packages in places where
" i amount of traffic will not warrant the expense of a
I steam or hydranlic crane, it would be diiBculC to tind a more
1 luitable machine.

CHAPTER VIII.

FOUNDEY CR.4SES.

I The requirements of foundry work necessitate the employ-
ment of a crane, which, in addition to the ordinary lifting
gear, must be provided with mechanism for readily altering
the eftective radioF, in order that loads may be lifted or
lowered at varying distances from the centre post of the
machine, or lifted up from one point and travelled in either
direction along the horizontal jib, to be set down at any
other place within the prescribed area of operation, as may
he desired. In small foundries one such machine erected in
the centre of the building is frequently sufficient to do all
the mechanical lifting reqnir.^d, the heavy work being
concentrated around the craro, so that the moulding boxes,
large patterns, &Q; may be readily dealt with, and placed in
the positions required by the moulders. In larger works,
where the oe&tre of the foundry ia served by overhead

42 FOUSDRT CRANES.

traTelling cranes, this fixed central pillar type may be still
nsefnlly employed for equipping the aides or wings of the
foundry ; for such a purpose they are carried on. brackets
secured to the walls of the building.

The in-and-out horizontal motion is brought about fay em-
ploying a carriage supported by the jib of the crane and

I guide pi

^H of the cl

^^b other en

along which it travels. The carriage is provided with two
guide pulleys, around which pasaes the lifting chain, one end
of the chain being attached to the winding barrel, whilst the
other end is anchored to the outer end of the jib. A bottom

70l-.NniIT CKASE3.

Wot falling block is always employed witb this type of crane,
* and thns, as the gnide carriage is moved alon^ the jib, the
load travels with it, bnt keeps at the aame distance above
the groond level, having no vertical movement whatever
daring this operation, lu old cranes, the niovement of the
carriage was accomplished by a rack and pinion, the rack
hfliiig tised along the jib, and the pinion on the carriage.
With chain wheel and gearing, the pinion was operated from
below by pulling the hand chain, working in wheel, and the
carrisge conid thus be moved, or " racked," in either direction.
This employment of the rack and wheel originated the term
"racking motion," which is still used to denote the in-and-out
horizontal movement of the load, and although such move-
ment may be eflected by a screw and nat,or by various other
methods, the term is still employed.

The il lustrations, fig^ ;!7 and 38, represent a 3-ton hand-
power foundry crane, having a maximum radius of 15 ft. and
a height of 20 ft. Fig. 37 is the front elevation, and tig. 38
an end elevation, whilst tigs. 39 and 40 are detail views to a
larger scale of the running carriage, and fig. 41 a section of
the upright column or post of the crane, and also of the
diagonal stay. It will be seen that the post horizontal jib,
and diagonal stay are each built up of rolled iron angle
barp, riveted to a wrooght-iron web plate. The size of ttie
angle iron througbout should be 2J in. by 2t in. by f in,, and
the web plate A in. thick ; iho width of the post and of the
diagonal stay being lOin., and the width or depth of the
horizontal jib 14in., tapering down to about lOin. at the
extreme end. The jib is Btifiened with wrought-iron tee
bars of 4i in, by 2i in. by § ia, or some equal section, whilst

I the post and diagonal stay have their two sides connected or
braced together by |in. bolts paesisg through cast-iron dis-
tance pieces (lig' 41). It is not possible, of course, to get
bolts and distance pieces between the aides of the horizontal
jib, becaUBB the running carriage, or "runner " as it is com-
monly termed, has to pass between them ; and for the same
reason also we are unable to put tie bolts along the whole
length of the diagonal stay, as we can do with the post.
The shafts, with the gearing, chain barrel, brake wheel, and
ratchet, are anpported by the web plate at the bottom of the
post and diagonal stay, as shown in fii;B. 37 and 38, caat-irvn
bnsbes, to form bearings for the shafts, being let into and
■crewed or riveted to the web plate exactly as in the case of
a wrought-iron sided crab. The lifting chain passes from
the barrel to the gnide pulley fixed near to the post end of
'"""'' the ' rnnuRr" guide pulleys and bottom

the jib, and round the '

FOUNDRY CRANES.

block, the end of the chain being then anchored at the ex-
treme outward end of the jib. The racking motion is
effected by pulling the hand chain working into the top
chain wheel, and thus operating, with the intervention of
spur gearing, a pitched wheel around which the racking chain

aa^

B**.\

\a«

Tsr '.vA*: ' . :-<v ■ .t^:jiKi g gj ', *;^^;..>'.y>:

Fto. 8^.

.U\<.'i>P j S/h.

'■"-^•■^'-b^^ ' .jC ':<^

passes. The ends of this chain are anchored to the shafts of
the running carriage, one end being attached to each axle ;
and a guide pulley is fixed at the end of the jib, so that the
racking chain itself, together with the runner, forms one

FOUNDRY CRANES.

-Jo J

o
Em

i fc

complete endless chain ; the load may therefore he traveraed
in either direction along the jib by pulling the hand chain
aa required.

VariooB forma may be given to the running carriage (as
indeed to any other details of the crane), bnt that shown in
figs. 39 and 40 is the best for general pnrposeB, Wrought-
iron platea I'oin. or Jin. thick form the sides ; the wheels or
rollers run looee upon their axlea, and are made of Buificient
width to work upon the top of the Rtrder. The guide pulleys
also run loose, their pins having the ends turned down and
screwed for nuts, in order that the two side plates may be
securely clamped together. In many cranes the bosses of
the rollers and gnide pulleys fit close to and rub against the
wrought-iron plates ; but it is better to rivet or screw cast-
iron flanges to the plates, to keep the wheels from wearing
them with the continued rubbing and grinding.

In determining the diameter of wheels for the carriage
there are two important poiuts to be considered. For easy
working, the wheels should he as large as possible. Other
things heing equal, a carriage having wheels of 12 in, diameter
will mn twice as easily as one having only 8 in. wheels. But
with large wheels a difficulty arises in that the carriage will
run towards the post directly the load is attempted to be
lifted by working at the crab handles. This tendency to run
in (which arisRS from the friction set up in the guide pulleys,
and the horizontal pnll required to overcome such friction)
is much increased if the guide pulleys are small. The com-
mon method adopted for preventing this is to fasten the
hand chain to a small hook or holt attached for that purpose
to the crane post. But such a method is unreliable and
dangerous. By employing wheels of moderate diameter,
not exceeding say 8 in. for a 3-ton crane, and making the
chain guide pulleys of as large a diameter as can be con-
veniently worked in, a crane can be made of which the
runner will not move until the racking gear is operated.

The power required to rack the load will vary very oon-
aiderably with almost every foundry crane- The diameters
and uniformity, or otherwise, of the wheels and pulleys
greatly affect the result. No hard and fast rule can there-
fore he given for determining the necessary purchase to be
given to the racking gear ; each crane must be considered
with due regard to its own particular arrangement, li
the load hung direct from the carriage, and the latt«r
had no chain guide pulleys, the force required to move
the carriage with its load along the horiiiontal jib would
be : Load in pounds x coefficient of friction in

FOTTSDRY CRANES.

»ni)gs X

diameter of axke

■- force required in pounds to

disraeter of wheels
iDTercome reaiBtauce to motion.

With a 3-ton load on a carriage having wheels of Sin.
I diameter and axles of 1| in , and OBSuming the coefficient of
Tiotion to be ■2, the foroe reqoired to rack would be 300 !ba.
^In the 3-ton orane under consideration, however, we mnsK
■^ow for double this amount on aocoant of the friction of
B«hain and guide pulley?, thus making the total force required
|-to be 600 lbs- A pull of not more than GO lbs. being calculated
_£the force available on the hand chaio, the purchase re-
■Quired in order to get the rackiug motion will be 10 :1.

The lifting chain should be ^in., and the racking chain ^in.
■'The former will be ordinary short link crane chain, but the
tracking chain must be pitched.

Figs. 42, 43, and 44 are diagrams showing the principal
I stresses set up in the crane with different positions if the
T load. With load at the extreme end of jib, as in Hz. 42, the
I length A becomes a cantilever, and the triangle BCD
1 represents the manner in which the pull of the ioad B C is
L resisted by the tension of the jib and the compressive
I strength of the diagonal stay. Fig. 48 represents the load
I directly over the junction of diagonal with the jib, and in
I £g. 44 the running carriage is seen between the post and
[ the stay.

Independent foundry cranes are also constructed and em-
I ployed where the roof of building is of light construction,
I or where no top support can be given to the cran& In such
I cases the structure is carried by a circular cabt or wrought
['iron post entering into brackets or foundation plates, built
[ in several feet of masonry, in order to give the necessary
b stability. The gearing is supported by brackets, bolted on
I to the side of the crane ; ana this method, it may be men-
tioned, is always adopted by some makers for cranes both
with and without top supports, in preference to fitting cast-
a bushes on to the plates. Other modilications from the
[ example given also occur in practice. Instead of making
the horizontal jib with two separate girders, bolted to the
' upright or post and the diagonal stay, the three parts are
frequently made up with continuous plating and angle iron
riveted together, and thus the bolt and nut connections are
avoided. This is certainly advisable with heavy cranes, say
for 8 or 10 ton loads and upwards, but ia not necessary with
lighter machines.

48 DERRICK CRANES.

CHAPTER IS-
Dbhriok Cranes,

TnE terms "derrick" and "jib" are ayuonymona, but what
U commercially kuowu aa a derrick orane has for its dis-
tingoishing featnre a compound syetem of geariog by means
of -which the etTective radius of the crane can be altered,
not by giving; motion to a running carriage carried by a
horizontal jib, as with a foundry crane, bnt by moving the
jib itself, taming it about its supporting centre, and thus
bringing the jib head nearer to or farther from the centre of
the crane as reqaired. Mr. David Henderson, of Renfrew,
in 1815, invented a method of working the lift and derrick
barrels of a crane aimaltaneously, which allowed of the
lifting chain being hauled in ur let out whilst the jib itself
was in motion, the result of this combined action being to
produce a simple horizontal movement of the weight or load.
The great advantage of this system speedily became appre-
ciated, and at the present day thia type of crane isaniversally
employed by contractors in the erection of lofty buildings,
in bridge and girder yards, quarries, and on other heavy
ont-door work.

Referenceto the outline diagrams, tig8.45,46,and47, villat
once demonstrate the result aimed at and accomplished by
Mr. Henderson. Fig. 45 represents a crane having one barrel
for winding the lifting chain in the ordinary manner, and a
second barret, quite inaepr^ndent-, for drawing the jib nearer
to or letting it out farther from the centre of the crane. Such
cranes are very useful for many purposes ; each barrel is
worked by its own set of gearing and handle shafts, the
arrangement being usually spoken of as a "lulling" jib orane.
With the load ofi', the radius may be readily adjusted, bat if
it is attempted to luH' with a load suspended from the lifting
chain, not only will the load be drawn up, but if at all bolky
it will very quickly come into contact with the jib, as shown
in fig. 46. By arranging his gearing so that the two barrels
could beconnected when it was desired to alter the jibradins,
and worked together, Mr. Henderson was able to manipulate
the jib of his crane at pleasure, with the load suspended from
it and keeping the same horizontal distance above ground
level, as illustrated in fig. 47. The load was thus kept clear
of the jib, and could be very quickly picked up from one
place and set down at another within the area of the maximum
radius of the machine.

It will be seen, on a little consideration, that the ratio
between the movement of the jib and the paying out or

DERRICK CRANES.

Fio. 45.

Fia. 46

r^ y ^gfea&titwViigHVfrj i

¥io. 47.

BBEEK'K CRANES.

taking la of the lifting chain, to kee^ the lo&d horizoutal,
ia not a constant one. When the jib la near its maximum
radius a greater length of lift chain will require to be p&id
out or drawn in (according as to whether the jib is being
raised or lowered) for a given horizontal movement, Bay one
foot of the load, than for a similar horizontal movement, when
the jib head is near ita minimum radios. To meet this vary-
ing ratio between the movements of the lifting and derrick
chains, a f uzee barrel, as in figure 47, is emploj'ed for winding
the derrick or jib chain, and is so arranged that when the jib
head is at its greatest distance from the crane centre, the
derrick chain is wound upon the amailer end of the fuzee
barrel, and works towards the larger end as the jib is drawn
nearer. The proportions of the fuzee will vary with the
length of the jib and also with the position of the lifting
chain barrel and the manner in which this chain is led efi ;
for instead of running direct from the barrel to the jib head
pulley, it is sometimes led over a guide pulley at the top of
the central post or mast of the crane, similar to the derrick
chain. When the difference in diameter between the two
ends of the fuzee is so great that the chain will not climb
upon it, grooves are formed around the fiuiee to suit the
ohain, and to guide it in travelling from the one end to
the other.

When ordinary lifting and lowering operations only are
beicg performea by this crane, the gearing between the
lifting and the derrick barrels is thrown out of connection
' aeans of a clutch ; a ratchet and pawl being provided on
fnzee barrel shaft to prevent the strain on the derrick
jhain causing its barrel and shaft to revolve, and eo letting
dawn the jib. If, after a load has been drawn up to a certain
(leight from the ground, it is required to draw it nearer to
the centre of the crane, the clutch ia thrown into gear, and
the two barrels thus work together, and impirt a horizontal
movement to the load. Instead of brinfring the load nearer
to the centre, it might be required farther from it ; in such
a case, the pawl would have to be drawn from the ratchet or
catch wheel before any outward or downward movement of
the jib could take place. The clntch must always be thrown
into gear before the pawl is releasedj for the jib cannot run
down whilst the derrick barrel ia in connection with the
lifting barrel ; such tendency being counteracted by the load,
for whilst the lifting chain ia winding on to its barrel the
derrick chain is unwinding from the fnzee, and vice vend.
Thia balancing of the atreason the derrick chain by the load
itself ia the reason of the crane being termed by moat makera
a "aatety derrick crane."

Fif^B. 48 aod 49 give a general elevation aod plan of a
derrick crane, ahowing how the jib may be Bwnng through
nearly three-fonrths of a circle. As a general rale, the fram-

DERRICK CRANES.

iog of the machine is constmcted of timber, such as pitch
piue. The gearing is carried by cast-iron side plates or
brackets secured to the lower end of the central pillar, or

Via. 49.

mast, which is formed by bolting together two lengths of
timber. These cranes may be made of any required size up

DEKRICE CBANBS 53

to a jib leni;tb of 40ft. to 60 ft. A 30 cwt. machine would
ordiiiBrilj have a maximnm radius of about 25 ft, cor-
reaponding to a jib length of about 30ft and a maat 16ft,
with sleepers about Soft, long, The atresa on the jib and
the derrick chain {which takes the place of the tie rcid) will
be found in the manner previoualj described. For the dimen-
aiona given, the jib should have an area equal to a lOin.
aquare beam in the centre of ita length, and a 7in. sqnare at
the ends. It will be seen that the true length of the back
tiea or timber cannot be seen either in plan or elevation.
This must be obtained by making a aecond elevation from
the plan, as shown in &ii. 50 (the jib is omitted in thia dia-
gram), making the line X' V^ parallel to one of the tiea, aa
A B, and the distance C D tqual to the distance £ F ; then
the distance G D gives the true length of the back ties.

The brick ties are sab ject«d lothestreaaaet up by thepnllol
the derrick chain. At some position of the jib thia stresa ia
equally resisted by the two ties, but at other positiona one tie
alone serves to preserve the equilibrium of the stmotare.
When the jib lies on the path O 1 (fig. 51). for instance, all
the stress cornea upon the tie H, which is then in tension ;
also when the jib gets round to the position O 2 the tie H has
to do nearly all the work of resistance ; but in thia position,
it must be noted H will be in compression, because the mast,
together with the gearing and top guide pulley, swings round
with the jib, and the derrick chain therefore pulls in the
opposite direction. Each back timber mnat, therefore, be
made of sufficient strength to resist either in tension or com-
nreasion the greatest atreas set up by the derrick chain.
This may be calculated by taking the jib in the position 01,
when the stresa diagram will be as in tig. 52 ; E L being the
length and position of the back tie, and E M the direction
of chain, L M being drawn parallel to the mast. Knowing
the magnitude of the force K M, we can at once obtain by
measuring Iv L the stress on the back timbers, and from L M
that on the mast. Thia stress on the mast, it will be observed,
also varies from tension to compression, though the other
stress on the maat, viz., the vertical pull of the derrick chain
on the barrel, and also on the top guide pulley, must not be
lost sight of.

The crane revolves on wrought-iron pins fixed in the top
and bottom iron brackets of the mast, the upper pin
revolving in the boss formed in the wrought straps
embracing the top of the back timbers, whilst the lower one
works in a small cast-iron plate secured to the working floor
level Very little foundation ia required for this plate, as

DEBRICE CRANES

the crane is held down by weights of iron, stone, or other
material lain across the ends of the sleepers or ground
timbers, or by bolting the sleepers to timber or to any

FiQS. 50, 51, 52.

temporary foundation. The ready manner in which this
type of crane can be set up in any required position is one
of its chief advantages.

CHAPTER X.

Wharf Ceases.
FoK service on dcwk and canal wharves, railway goods yards,
and other places at which a stroDg fixed hand cranM ia
reqnired, bnt where there are no overhead beams or girdnra
that can be utilised to assist in supporting the machine, the
type known as the "wharf crane" is generaUy eoip'oyed
The necessary^ stability of snch a crane is obtained by
employing an iron central colnmn or post, abont the upper
portion of which the machine ia fixed ; whilst the lower
portion of the post, by entering some considerable distance
into a masonry or brick foundation, preserves the equilibrium
of the structure.

Fig. 63 gives a side elevation, and fig. 54 an end elevation
of a four-ton hand wharf crane. The foundatinn is shown
in section, with the omission of the left-hand portion in fig.
53. A small plan of the top cast-iron foundation plate is
seen at fig. 55. The bottom foundation plate is similar to
the top, with the omiesion of the roller path. Both plates
are connected together by tie bolts, the inicrvening distance
being filled in with masonry or brickwork.

The outline diagram, fig. QCi, illustrates the manner in
which the loaded crane is sustained by its foundation. Let

portion into the brick foundation, and at its top end into a
cap secured to the crab carrying the lifting mechanism of
the machine. The anapended weight W will be constantly
endeavouring to pull the jib and crab over on the fnlcmm
or turning point A at the lower end of the jib ; but such
action will be resisted by the crab {which virtnall; takPH
the place of a lever, repreaented by the dark line A O)
bearing at G against the crane post The arrow 1 gives the
direction of the force W acting at the end of a lever, the
effective length of which is the horizontal distance C, whilst
the arrow S gives the direction of resistance ofiered by crane

fost, acting at a leverage equal to the vertical distance D.
b will be readily seen that the resistance at D must be
greater than W, in the same proportion that the lenjtth O is
greater than the length D. Thus, if C is 13ft, and D 3jfc,
tJie ratio between C and D will be 4 : 1 ; and therefore with
a four-ton load, the pressure exerted at the end G of the
crane post will be 16 bons, so that the upper portion of the
orane post becomes a cantilever loaded at its free end (3^ft.
from the point of support) with a load of 16 tons. Crane

WHARF CRAT

posts are freqaently conatrncted in the form of hollow
pillars of cast iron ; bnt it is far more reliable to make them
of solid wrought iron, A good formula for the Btrength of

beams or cantilevers of solid wrought iron of circular
section, Bupporttd at one end and loaded at the other, is as
foUowB :~

\R¥ CRANES,

D •- diameter of iron in inches, L =
feet, and W = breaking weight ii. .
has been obteined from experiment

In the given ouei

WHAEF (T.AXES

This a

I factor c

The I

B allowB
tapered towards its upper end.

Bat there is a farther tendency on. the part of the
BUBpended load W to drag the whole crane completely over
about the point R Assuming for the moment that the
erane post merely enters into the top foundation plate, and
that the lower piate and tie bolts are dispenaed with, it will
1 that There ie nothing beyond the weight of the

structure itself, acting at a distance F (fig. 56) from the
taming point or fulcrum B, to prevent the load acting at
the greater leverage E from pulling the whole machine
completely over. Hence the neoeflsity of having a heavy
foundation, and for carrying the crane poat down to enter
a lower foundation plate, bo that^ instead of having a
leverage of reaiatance equal only to the distance F, we esui
obtain a far greater leverage F (tig. 53) with the same
plates and tie bolts, as, with a thoroughly well built

WnAHF CKANEB,

fonndatioD, the turning point or fDlcrnm vill be B*- (Gg. 53)
tbe edge nearest to the load. With a crane of 14Ct. radiaa
(the naaal radins for a 4-ton crane), and a foundation of 12ft.
diameter, the fnlcram JJ' will be Cft. from the centre of
post ; the leverage of power to leverage of resistance will
then be 8:6. If, therefore, the foundation weighs 5^ tons,
the load will be counterbalanced, but it is necessary to allow
for contingencies and for this reason the brickwork should
be four times this aniount, or 21J tons. Allowing 1 cwt. per
cubic foot as the weight of brickwork, we shall require

21 ;\ X aO = 427 cubic feet ;
and as the area of a l-2h, circle is 1 13, the depth of fonndation
required will be 4ft. The area and depth of brickwork can,
of course, be roade to an^ desired dimensions to suit the
situation at which the crane is employed, care being taken that
there is ample balauce in each case.

Wharf cranes awing in a complete circle aboat their central
pillars or posts, the posts themselves remaining stationary.
In small cranes this swinging or slewing is accomplished by
pulling round tbe jib ; bnt all machines of three tons and
upwards ehonld be provided with slewing gear. This gear,
shown in ligs. 53 and M, consists of a bevel pinion keyed on
to a handle abaft, and working into a bevel wheel fixed to a
vertical shaft, on the lower end of which is keyed a small
spur wheel or pinion, gearing into an internal wheel formed
in the interior of the roller path on the top fonndation plate.
On calculating the strains set np in the jib and tie rods, in the
manner previously described, it will be fonnd that in tbe case
of Gg. 5ii the compression on the jib is 12^ tons, and the ten'
sion on the rods G tons. If the roller path is 3 ft. in diameter,
the resiatafce to slewing set up by the pressure of the jib
foot against the roller path will be acting at a distance of
1 ft. C in. from the centre of the crane ; and if the crane is
pulled round from the end of the jib, the leverage of power
wiU be 14 ft. ; the leverage of power to leverage of resistance
will therefore be in tbe ratio 14 : 1^, or !) : 1 approximately.
Tbe jib foot, however, is provided with a roller, and assuming
its diameter to be Din., and that of Uiepinon which it revolves
to be li in., we shall have a further leverage of (i : 1, which
makes the total leverage of power over leverage of resistance
in the ratio of 54 : 1 ; the pull required nt the end of the jib
to overcome the resistance to slewing or revolving set up by
the compression of tbe jib under its full load will be

^^^ ^ '^ = '046 tons = 1031b. approximately

liO WniW CJIAKES.

('2 ifl the coefficient of friction ; this will, of course, vary with
the lutnre and condition of sarfaces in contact).

Bnt there ia a further reaiatance to circular motion, set up
by the pressure against the top of the crane post at G. This
pressure, as we have previously seen, is 16 tons. Taking the
I diameter of post in its top cap or bearing at Bin., the leverage

^^1 of power to leverage of resistance will be 14 ft. : j ft, « 66 : ^M

^^h I, and the force necessary at jib head will therefore be ^H

^H 1^ x^ ^ ,pgj ^^^^ ^ ^23 jj^_ approx. H

The total pall required, then, at the end of the jib to slew the

crane with its fall load of four tons is 103 + ISS = 231 lb. In

the calculation of this quantity no account has been taken

' of the weight of the machine itself, or of anything beyond

■ the two chief resistances to motion ; but enough has been

given to show that to slew a craue of this description with-
out mechanical means is a tronblesome task.
With slewing gear there are the same resistances to motion,
but we can multiply our leverage of power to a greater extent
and mnch more readily with gearing. IE the diameter of the
internal spar or tooth wheel formed on the roller path
be 2 ft. Cin., the diameter of the pinion 4 in., the ratio between

■ bevel wheel and ptaiou 6 : 1, and the radius of the handle

16 in, then the purchase or the leverage ;of power will be
|.?.|.,„
The first fraction expresses the ratio between diameters of
internal wheel and roller path ; the second is the ratio between
diameter of circle described by handle and diameter of
pinion working into intpmal wheel ; whilst the third is the
ratio between bevel wheel and pinion. The pressure on the
roller path is, as we have seen. 12^ tons; but taking a
coefficient of '2 and a roller of Oiti. niamcter on l^in. pina,
we have only to consider a load of about 0301b., and dividing
this by 40 we obtain the power rf quired at the handle, viz.,
231b. To this amount must be added the power required to
overcome the friction set up at the crane post cap, the
resistance to motion at this point being 16 tons -j- '2 =
7,168)b. : but the leverage of power in this case is

-^?x^='>4o

1 '^ 1 1 -*"■

The first nnmber gives the ratio between the diameter of
internal wheel and diameter of top of crane post, the two
rrmaining numbers being as before. The power required ia
therefore 7,108 ■^ 240 = 801b., and the total power required
at the handle of slewing gear = 23 + 30 =-- 031b.

TOKTABLB CRANKS.

CHAPTER XI.

POKT.M

E Chases.

EAciTof thecranea previoaaly considered, with tbe exception
nf the derrick, belongs to the fixed type of hand crane?.
The derrick, on account of its not requiring any deep
foundation or overhead supporting beams or girden, and
the comparative ease with which it can be erected in any
required position, may be considered as a semi-portable
crane. Bat there is a constant demand for a lifting machine
that shall be entirely self -sustained and self-supporting, and
which may be readily removed from place to place as
required without having to be taken to pieces and
re-erected. Such conditions are met in the portable hand
crane, as illustrated in ligs. 57 and 58— fig. 57 being a side
elevation and fig. 68 a plan of an 8 ton crane. The machine
ia shown mounted upon plain wheels and axlee, suitable for
a common road, but if required for railway service it would
be provided with rail wheels and axles, axle boxes and
springs, &c., to correspond with the rolling stock of the
railway line the crane had to work upon. As no holding-
down bolts are employed, neither a long crane post entering
into a deep masonry foundation, as in the case of the wharf
crane, the portable crane has to depend for stability upon a
counter-weight or balanca The load W (fig. 60) acting at
the end of the jib has a tendency to pull the whole structure
over upon its two front wheels as a fnlcrnm (see A, fig. 60),
and the moment of this force is W x G. Such action is
resisted by the weight W- acting at a leverage C^, and
therefore, to obtain equilibrium of the structure, the
moment of the resistance W- must equal the moment of the
load, thus—

W X C = W^ X C.
As in the cafe of the wharf crane, the upper part of this
machine is also capable of being swung round in a complete
circle, and it will be seen that when a load is being lifted
from the side of the under frame or trolley the crane will ba
polled over on the two side wheels nearest the load, as
centre, or fulcrum (see fig. Gl), onless sufficient balance, W,
be employed at the end of the tail piece, or, in Other words,
unless W x E = W- x E'. The balance W nsually consists
of a cast-iron box (see figs. 57 and 58) loaded with pig iron,
or other heavy material, to make up the necessary weight,
and is mounted npoa small wheels or rollers, in order that it
may be more easily moved along the tail piece in either

PonTABLK c

ontward end of the screw Ib squared down, similarlj to the
handle ehafta of the lifting and slewing gear of the era

The BBme handle ma^, therefore, be employed either for

lifting the load, Hlewing, or turning the crane, or altering
the radius of the balance box. A hand wheel, permanently
keyed to the operating eorew, ie employed by some makers,
and this method has the advantagB of being always ready
for DSQ when required. When lifting the full load the
balance box maat be drawn to the extreme end of the tail
piece, bnt when the load ia removed the weighted box is
HufScient in many cranes to pull the machine over about the
two wheels nearest the box, as centre. Care is required in
working the crane. The autest method to adopt in lifting
is to attach the hook to the required load, and then, by
raising it very HliBhtly,it wili be at once seen if there is any
tendency to pull the crane over, and thus whether the
haiance box is sufficiently loaded, or far enough out.
Similarly, when the load ia lowered, before the hook is
released from the sling, the box should be ran ia by the
operating screw. Several accidents have occurred by the
overturning of this type of crane, but in almost all cases they
have occurred by carelesa working. A self-acting balance,
regulated by the load itself, has been introduced. With this
system the balance, consisting of a circular weight of cast
iron, is attached by link connections with the tie rode, so
that when a heavy load is being lifted the weigh tia automati-
cally set in motion by the tension on the rods, and rolled to
the end of the tail piece ; but, when the load ia removed, the
balance, by its weight, runs down the slightly -inclined tail
piece towards the crane post. It is, however, quite impossible
to guard against groas carelessneea, and the rough usage
frequently given to hand-lifting machinery of every descrip-
tion must always be fruitful in the production of accidents.
With ordinary care, and a little practice in the use of the
machine, the ordinary type of portable crane, with hand-
moved balance box, as here illustrated, has been found as
useful and safe for its purpose as any that can be adopted.

The use of a return or falling block, as in the machine
under consideration, at once gives us a power or mechanical
advantage of two to one. With heavy cranes, say from 15
tons and upwards, the bottom block is provided with two or
more puUeys, and the jib head Qtted with multiple pulleys
to correspond ; the lifting rope or chain, as also the gearing,
can be thus kept at a moderate size, whatever the total load
may be. The length of chain required will, of course, be greater
than the length required for a direct lift, proportionafto the
numberof pulleys employed.^ The calculation of the stresses
set up by the load on the jib and tie rods will be slightly

difTerent where a return block is employed to the cisps we
have previously considered of direct lifting. In the S-ton
crane before us (figB. 57 and 58), where there ia a single
sheave return block, there is a stress of 4 tons coming upon
the chain anchorage at the jib head, and a simiiar stress of
4 tons on the chain passing round the jib head pnlley on its
way to the barrel. The atreSEes set np by_ the chain passing
round the pulley will be calculated graphically, as in fie. 62,
similarly to the cases previously considered. A B and A C
represent the directions taken by the ohain, on which ar>i
plotted off A D and A E, equal in length, to represent thu
mai^nitude of stress. A F is the resultant of A D, A E ; and
A G, drawn parallel to the jib, represents the amount of
stress on that member ; whilst F O, parallel to the tie roda,
repreaents the load coming npon them. The arrow heads
show the direction of the forces, and these indicate^ it will be
seen, that the jib is in compression and the rods in tension.
Fig. G3 is the diagram of stresses set up by the anchored
portion of the lifting chain. L M represents the load of
4 tons on the jib head anchorage ; L N, drawn parallel to the
jib, represents the direction and magnitude of the forces
coming npon it ; and similarly M N shows us the tensile
stress we have to provide against in the tie rods. The total
compressive stress coming upon the jih due to the full load
of 8 tons on the crane is, therefore, A G + L N, and the total
tensile stress on the tie rods is F G + M N.

The crane illustrated in figs, 57 and 58 has a wrought-iron
tubular jib, wrought-iroa crab aides, atiH'ened with an angle
iron riveted all round edges, and bolted to channel irons, the
extensions of which carry the balance box. The under frame,
trolley, or carriage is also constructed of channel iron, and in
fig. 59 the method of fixing the bedplate for receiving the
short crane post is shown. The slewing or turning gear ia
worked from the second motion shaft, a bevel pinion pro-
vided with a clutch being carried upon that shaft, which,
when the lifting motions are in operation, is thrown out of
gear ; but when the crane has to be turned or slewed round,
the lifting wheel pinion is thrown out of gear with the large
spur wheel on the barrel shaft, and the bevel pinion pat into
gear with the bevel wheel on the upright or vertical shaft,
carrying at its lower end a small pinion, gearing into an
internal wheel on the roller path of the bedplate. Other
particulars of this crane are given in the following list :—

Load, 8 tons.
BftdiuB, 14 ft.

ee OVESBFAD TSATKIXIXG CKA^TXB.

Size of diuB, Jm.

Disateter of baml, 9iiL

Length of burel (between taa^), 26 in.

lATge •par wbed, 88 teetk, l^iB.pitcli,4in. f»ce.

Pinion, II teetl^ 1| in. pitcb, 4l in. face.

Smklkr^rar wheel, 80 teeth. If in. pitch, 3^ in. btce.

Pinion, 12 teeth, I^in. pitcl^^in. f^ee.

H«pdlc«, 16 in. ndioB.

B&Unce box, length, &ft ; width, 2ft. lin.; depth, 4ft

Diuneter of operattng screw, l^ in.

Centre to centre of road wheels, 7 ft. C to.

It ii f reqDentlj foond necessarr to take a portable crane
nnder arches aod through doorwaya where there is not
ntBatmt room to allow the jib to pass under without being
towered. Such cranea abooid, therefore, be provided with
nadj meana for loweriog the jib, and the simplest method is
to make the connection of the tie rods U> the crab ddee by
means of links, as shown in elevation in fig. 57. When the
jib has to be lowered the return block is drswit ap tight
against the jib bead, the link pins are then removed, and the
jib lowered the required distance by turning the handles, and
so paying oot the chain from the barrel. In the same manner
the jib can be drawn up again to its working position, and
the tie rods connected to the links by the re-insertion of
tbft pins.

Various modifications can be made in any of the details of
a portable crane to salt any particalar service. Each of the
two sides forming the crab and tail piece may be made in one
complete casting, instead of with plate and angle iron bolted
to channels. The jib is cosstracted of wood, channel iron,
braced angle iron, or a wrought-iron tube as in the example
before at, and similarly the other parts of the machine may
be altered as desired.

CHAPTER XIL
Overhead Teavellino Ceanes.
TiiKconaiderationof portable or travelling cranes in oar last
chapter naturally leads ns to the subject of the overheaid
travelling cranes employed in turning and erecting shops
where heavy work is dealt with, in foundries, boiler shops,
timber yards, and many other places, where any of the types
of lifting machines previously noted conld not be conveniently
employ«I. In buildings of moderate width, one overhead

OVBEHEAll TEA.VKLLING

travelling crane (or " traveller," aa the machine ie more
frfqneiitlT termed) may be mnde to Eerve the entire shop b;
fixing raila upon beams, supported either on corbels bailt ont
from the wall, or by iron bracfeeta bolted to the wall. In
wider shops, one end carriage of the traveller may be sup-
ported from the wall, and the other end by columns, to which
are secured the longitudinal beams or sleepers, having the
rails screwed or spiked on. Fig. 64 shows an arrangement of
this kind.

Travelling cranes, or travellers, consist usually of two quite
distinct parts. There is, (irst, the movable bridge or girder,
of sufficient length or span to run upon the overhead rails,
and upon this bridge is placed the other portion of the
machine, vix., the crab or lifting appliance itself, quite In-
dppendent of the movable bridge or girder, but so arranged
that it may be traversed across it in either direction, and
thus pick up loads at any part of the span . The pulley block
traveller, illustrated in the accompanying figures, is one of
the simplest forms of this type of lifting macbine ; the aotna)
lifting mechanism consisting simply of a Weston or other
pnlley block suspended from a running carriage or " runner,"
aa shown in the general elevation, fig. M and plan 05.

The movable bridge consists of one or two cross girders,
according to the loadand span, secured to end carriages, each
of which is mounted upon a pair of wheels. For toads not
exceeding three or four tons, and a span not greater than
I6ft. or 18ft,, the cross girder may consist of a single
rolled iron joist of I section. The span is the distanoe
measured from centre to centre of rails. A 3-ton traveller,
foral5ft. span, should have a 12 in- by Sin. rolled iron joist —
that is to say, a joist 12 in. deep, with two equal flanges Sin.
wide, and a weight of about 56 lb. per foot ; this will allow
of ample margin for strength and stiBnesa. With a rolled
steel joist of the section named the weight need not exceed
46 lbs. per foot. The end carriages may be bnilt np in several
ways. In figs. 61 and 65 they are sbown constructed of that
form of rolled iron known as the "channel section." ~In figs.
CS and 67 larger details of these ends are shown, the former
figure being an elevation of one end carriage and the latter
a plan. The 12 in. by 6 in. joist is secured by four bolts at
each end, passing through it^ bottom fiange (two upon each
side of the web) and through the upper flanges of the channel
irons, and it is further secured by wrought-iron stays bolted
to the girders and to cross plates secured to the carriage.
Angle-iron distance pieces top and bottom at each end assist
in connecting the two "channels" forming the carriage.

'VEBIIEAD TEiVELLIN'i lHANES

■H» cMBS— when tbe tntTdlefa u« w q« inj li
ia nopa vitli low nc^ for iBrtaaee — vvhU fa

-J *-jp guj to orereaBie tfae fSeahr c

camaaea eaa be onp loycd, m u fip. 70 and 7i-. .

waj tlie wlKde immAjim ■•▼ be iiilJlj wa tkaJ iats » a
m^kr vertiea] dutnea. uwiaa^tt-vaBeadcai '
■tSI reqinred, aad mot b« kqit withiB the amal
tber cmkl eadi be fonned wiU two vnodbt-ii
bolted togetber, with their deep lidea Tertical, and faApias
the end* cranked op to receive the rail wheeJa. Another
method woald be to suspend the girder from the cfaumel iron
end curiagea by bolts and nnta, althoogh it ia far prefenbla
to let the girder rest apon its ends rather thAn to be banging
from tbem- i

The wheel base, or the distance between tfae ceatiea of each
pair of rail wheels (measured along the trackX is a matter of
■ome considerable importance. EcODOmy of space and
material will, of coorse, always demand that this distance, aa I
with all others, shall be as Email as ia convenient with safetr '
and good working ; but, on the other hand, the leas this dis- |
t&nce between the wheels, the greater will be their tendencf
to bind apon the rails. The enJ carriages of a traveller '
cannot be depended opon to move precisely simnltaneonaly;
for with a heavy toad suspended from a position on the cross
girder very near to one of the carriages, the opposite and
lighter end will naturally have a t«ndency to move fint
when the travelling gear ia operated, and the efTtct of thij <
tendency will be to twist thcit end carriage and bind its
wheels against the rails ; this twisting, however, is better *
resisted by a long wheel base than by a short one, and henoa <
the danger of being over economical in the matter of space
and material required for the end carriages. With the three-
ton crane under consideration, the distance between the
wheels (centre to centre) shoald bo not less than 4ft To i
assist as far as possible in securing uniform and simnltaneous
movement of every part of the machine when travelling
alon^ the track, the first motion abaft of the travelling gear-
ing is continued right across, parallel with the girder, and
upon each end is keyed a hand chain wheel and a pinion to

I
I

71 OT1XBIA9 TKATZUXSn CSASIB.

max brio % apBr wbeel ke^ed as to tko ofcAoa^ _

the axle, ■■ Aown ia tbe figsm. Tte nil who^ a>V___

axlfs nort be ■ ww d by keyiag, bat at the opponte «ad oC
f^cfa canioge, when there ii bo searing, the lail whedania
looae vpon their axlea. KiA ad caniaee hai^ therefore, one
of ita fail wbeeli keyed aad theater loMBBpan their napee-
civea^W. ThereiaBonectflMtjtoenploraaolidoroMduf^
and it IB Uiiu a Teiy caaamam practice to taim Aort piaa or
sadgeona to form the enda of the diaft, aad nate ap the
kngtfa by riveting them into a iteau ^pe. A two-indh
WTOsgbt-imn steam pipe will be quite stiff euoiiEfh for thta
pnrpoee. With spans exceeding IS fu, an intermediate bear-
ing i> reqnired for mpporting this tabular cross ahaft, and
inch bearing can be readily provided with a two-girder
machine by bolting a light bracket of wroaght-iran b«r to
one of the girders, after bendint; to the reqatred shapa In
two-girder travellers the cross "numer" will work betweea
th(* girders, ba>-ingitiain&II wheels w rollera overhanging.

Tne "ranner" from which the pulley block is siupendedia
ehown in larger detail in liga 03 and 69. When the crow
girder consista of a rolled iroo joist, and care is taken to aee
that it is straight, no rails are reqnireJ, the wheels or rollera
l>eing made to aait the width of the girder flaogeB. Aa with
the end carriage rail wheels, bo also it would be an advantage,
M regards easy working, to make the mnner rollen cl Ift^
diameter ; bot large wheels wonld encroach npon the head
room, and hence ^e necessity of their diameter being kept
down. Short span palley block travellers seldom have any
chain wheel and gearing provided for the purpose of tra-
versing the block carriage or mnner across the girder, ancb
motion being obtained by pulling at the anapended load in
either direction as reqnired. The rollers work loose npon
their pins, and assaaiing their cotffiiiient of friction to be
'2 • i,aa in previous examples, the approximate pull required
to traverse the full load of three tons suspended from a car-
riage having Sin. diameter rollers on 2 in. pins wil! be:
3 X i X ^ — Scwt. This will be equal to the united effort of
three or four men. Traversing a full load is, therefore, a very
clumsy operation, and it is only with short spans that gear-
ing can be dispensed with. The side plates of the carriage
shoald be of wrought iron /i in. thick, and the wheel centrea
about 17 in. or 18 in- The wronght-iron hook bar is kept a
close up to the girder as possible, only juBt sufficient space
being given to allow of the admission of the hook of the top
ptilley block.

The pulley-block travellers previously referred to a

ploved cliitdT for light ki*d( uid auall sputs ; tliey cannot
wiui Mh'&ntage be naed for loada grent e r thui tliree (n* foor
tons, for, in tiddition to the ivge paUey biock which woald
be reqnired, making with its rtuming carriage & reiy stng-
glingpiece of lifting mechanisiu, the ^reat loss by friction in
the Weston block causes a i-er? low efficiency, whilst it is as
much trouble to lower as to lift a load. There are, it is trap,
many typea of brake pulley blocks employed, with advan-
tages claimed over the Weston in redaced friction and rapid
lowering by brake if required, but it is far handier to have
the lifting appliance and ranniog carriage combined, thns
making a complete overhead travelling crab.

The overhead travelling brake crab illostrated :
adjoining figorea ih a very excellent type of this class. It
is the invention of Mr. Henry Cherry, and was ^tented in
X875. Fig. 72 is a front and fig. 73 a aide elevation of the
machine, the plan being given in fig. 76. A general elevation
of the complete traveller, hainng two wrought. iroo riveted
plated girders and end carriages, is shown in iig. 77, and
details of the end carriages, showing connection of girders,
in figs. 7S and 79.

The actnal lifting mechanism conaigta of the hand chain
wheel A keyed on to a shaft B (fig. 7*!)- At the end of the
shaft B a small toothed wheel or ninion is formed, gearing
into the internal tooth wheel C ; the pitch chain wheel D ia
cast together with this internal tooth wheel, and both ran
loose apon the centre pin carried by the aides EE of the caat-
iroD frame. A bottom or falling block is employed, so that
the purchase of the crab will be as follows : —
a effective dium. of wheel A No. of teeth iu wheel C .

effeutiie diain. of nheel D No. of teeLh id i>iuioD '^

The crab, with its load, may be traversed across the girders
by the hand chain wheel F connected with the pinion working
into the tooth wheel G keyed on to one of the rail wheel
shafts.

The self -sustaining aatomatic brake is the novel and moat
interesting portion of the raachine- The principle of the
brake is tbe employment of the friction set up by the load
itself to safely sustain that load in any desired position
nhilst being lifted, and in such a manner that this friction
shall not increase the eilort necessary to lift the load, aa in
tbe Weston blocks. The lifting chain H' H^ il" H-* (dg. 72)
paeeea round the chain wheel D and the bottom block, as
shown. The end H' is anchored to a strong cast-iron brake
strap or bracket centred upon the centre pin of tbe chain

OVEEUEAD TRATELUNG CKANES.

wbeel and internal tooth wb«eL This brake strap is shown
in detail in fijts. 74 and 75. J is the centre pin bearing, or
falcmm, and K the point of attachment of the lifting chain.
It will be readily aeen that as tbe load ia pulling at K in the
direction indicated by thp arrow, the upper portion of the

fltran will be prf esed against the lirake wheel L carried on
the band chain wheel shaft B. Pawls or catches are attached
to the brake wheel L (which is loose upon tbe shaft), and
these engage into tbe internal ratchet or catch wheel M

OVESnSAD TRATEI.LISG CRANES,

OTKKHEAD TBAVELLINQ CKANES.

(keyed on to the abaft B), and therefore, Trhen the load
attempts to ron down, it muBt carry with it the brake wheel
L, but this it is prevented from doini; by the friction set np
between the wheel and the strap. The load may be lowered
rapidly when required by releasing the brake strap slightly
from the brake wheel L, and this is accomplished by means
of the cord and lever O (Bg. 72.), whereby a presanre is
brought to bear against the strap shonlder N (fig. 74), For
steadily lowering the load, the hand chain must be pulled in
the reverse direction for lifting, thus overcoming the friction
at the brake wheel ; the friction is, ot course, proportional
to the amount of load.

When the hand chain is pulled in the direction for lifting
the load, the ratchet travels in the direction indicated by tho
arrow 3 (fig. 74), and thus slips over the pawls ; the brake
wheel, therefore, remains stationary, and consequently no
work is lost in naeless friction. Three pawls are provided,
so that at least one will fall into connection with the ratchet
in whatever position it may be. The loose end of the lifting
chain H* (fig. 72) is suspended from any convenient position
on the crab side, as shown.

This type of overhead travelling crab may be usefully em-
ployed to deal with loads up to 10 or 12 tons. The cross
girders and end carriages of the crane may be modified in
many ways. Where but little head room is available parallel
flanged girders mav be employed, instead of the parabolic
form shown in hg, 77, and the crab made to run upon the
inside angle irons of the bottom fla,iigea. In short span
travellers carrying light loads there is no necessity to employ
wide cover plates on the girders, or rails for the crab to run
npon, the wheels being made to suit the top of the girders.
With spans ot about 50 ft., however, cover plates are of great
asustance in giving lateral stiffness, and rails will then be
necessitated on account of the width of the top of girders
(see tig. 73). The arrangement of the longitudinal travelling
gear of the machine will be similar to that described for the
pnlley-block traveller, supports being provided for the cross
shaft by attaching brackets to one of the girders at intervals
not exceeding 15 ft. The dimensions between centres of rail
wheels given in figs, 72 and 73 refers to a live-ton crab, and
will suffice to show the compactness of the machine.

Overhead travellers are frequently required to work in
situations where, on account of the bulky nature of tho load
or from other causes, it would neither be convenient nor safe

OVEKBEiU TRAVBLtING CBAHBB,

OVEKHBAP THA"

_ii cloee proximity to the lifting chain, so that the n
workincp, are compelled to atand qaite cioHe to or even partly
iioder tbe load. I[i sach cases, the liftine mechstiiam shonld
be carried at one end of the girders, ana the main or lifting
chain directed by ^nide pulleys on a running carriage in the
Bame manner as vith the fixed fonndry crane.

The adjoming illnatrations represent a coed example of a
traveller of the deacriptioa named. The lifting gearing, with
brake, as also the traversing gearing, are all arranged at one
end of the cross girdere, being carried by cast-iron brackets and
buehes fixed to the wrought-iron girders. An enlarged detail
of this gearing is given in figs. 60 and 81 ; the self-snstaining
automatic brake is shown separately in fig. 83, This brake,
the invention of Mr. G. Croydon Marks, has been successf nlly
applied to a very large and varied class of lifting machinery.
Its action will be clearly understood with a very little stady
of the lig. 83, to which we shall presently refer. The general
arrangement of tbe traveller is shown in fig. 82. Two
parabolic wronght-iron riveted plate girders are secured to
the end carriages (which are shown as cast iron in the illus-
trations), and the lifting mechanism is arranged at one end
of the girders in the manner shown in li^, 62, and in larger
detail in figs. 80 and 81, The actual lifting chain is made to pass
over the chain wheel A (figs. 80 and 81), and the free end then
hangs down, and is looped up to tbe end carriage, as shown
(B B, fig, 80), whilst the other portion of the chain passes
along between tbe two girders, over tbe guide pullc,vs of thn
mnning carriage, and after passing around the falling block
is anchored to the opposite end carriage. The racking (or
movement of the running carriage, either with or without
the load suspended, across the girders) is eJiected by the chain
wheel e, operated by the hand chain wheel D, together with
gearing, in a manner similar to that described when dealing
with the fonndry crane.

By the use of a falling block there will, of course, be only
hail the load coming npon the chain wheel A. In a 10 ton
traveller, therefore, the load upon A would be 5 tons as a
maximum, and for such a load J in, pitched chain should be
employed, while the purehaseof tbe hand chain wheel E over
the lifting chain wheel A should be 84 : 1. This will be moat
conveniently obtained with treble -purchase gearing, and to
lift the full load of 10 tons four ordinary men will be required
to pull at tbe hand chain working over the wheel E. The
racking gearingshouldbedouble purchase, and the mechanical
gain of the hand chain wheel D over the racking chain
wheel c should be arranged to be about 34 : 1 ; size of racking

OrsKHKAD TKAVXLUXG CXAXKS.

fonrtli motion ilMft of the UftiBg icearii^uidKlaothBfint
and Kcond iDotioD shaftc of tbe ntdkiiw goKriniL CMS bo iBp-
ported b]r cut-iroo biuhes aecurod to tnewebaoE tbegudcn

gimilu to the way in vfaicb the slufU of wroi^ht-tnm nded
crabe are EDpporte±

Beferring again to fig. 33, the br&ke wheel F is keyed npon
the third motioa shaft of the lifting gearing (aee fi^. S0\
whilst on the Becond motion shaft is supported the disc Q.
This disc G is bored slightly oat of centre, so that it forms an
eccentric. When the load attempts to ran down the wheel
F revolves, or attempts to rerolve, in the direction indicated
by arrow 1 ; bat it cannot revolve without rfragging with it
the disc Q, which is loose apon its shaft, aod is kept in con-
tact with the wheel F by the weight H. As G is an eccentric,
any movement in the direction of the arrow 2 will cause an
increase of the distance J, and the wheel F will thus become
locked or wedged by the eccentric disi^, and the load stis-
pended and safely snatained in any position. By pulling the
brake cord gently, the eccentric will be tnmed in the reverse
direction, and the brake wheel F being thas released, the
load will descend freely until it is checked either by loosing
the brake cord altogether, and thus allowing the eccentric to
wedge the break wheel, or by pulling the cord a little farther
down, and so tightening the leather-lined brake strap around
the rim of the wheel F. The screw stop E is set to prevent
the eccentric being drawn in too far when the brake cord is
suddenly released after the load has been allowed to fall nn-
checked for several feet. Many types of brakes subjected to
this careless but frequent nssge will stop the load qnite dead,
and thus greatly endanger the entire machine, and render
it liable to complete wreckage. With the Marks brak& how-
ever, this ia obviated by allowing the eccentric to be drawn
in only just sufficiently far to safely hold the load ; but when,
after the load has been allowed to fall freely, and thus to
acquire considerable momentum, the eccentric is suddenly
released, it will be drawn in only aa far as the atop K per-
mits—that is, until the stop is brought into contact with the
brake wheel — and the loa^d will then creep down a short
distance against the brake until the momentum has been
overcome.

With a 10-ton traveller it will he advisable to have some
method of throwing a portion of the gearing out of servioe^
to obtain a quicker motion, with less purchase, for lifting

84 n-VTROEAi

lighter loads. This may be done by makiDg one of the apnr
wheels to slide along its shaft npon a feather key, and
controlled by a clutch operated with a lever. Another
method of obtaining a quicker motion is to have two hand
chain wheels keyed upon the first motion shaft of the
lifting gearing, the larger wheel for the heavy and the
smaller for the light loads. The objection to this method ie
that it necessitate 8 the employment of another chain,
making one the more to got in the way.

Tu. St

Fig. 84 represents a neat contrivance as devised by Messrs.
Meacook and fiavenflcroft, of Birmingham, for disengaging
the hand chain lifting wheel of overhead travellers and similar
maohines, and thtu to prevent the rapid motion of the hand
chain when the load ia being lowered by brake. The illaa-
tration will snUiciently explain itself with a word or two of
explanation. The hand chain wheel is loose upon its shaft
instead of being keyed npon it in the ordinary manner, and
is connected and disconnected with the shaft by means of the

'■dntch M driven by a feather key. The clutch Mis operated
by the cam N attached to the lever O. This same lever O
can be readily arranged to control the particniar eelf-anatain-
ing brake employed on the machine, and thus the same pull
on the one cord wiil release the brake and disconnect the
hand chain wheel ; the hand chain, therefore, will remain
stationary dorinft the descent of the load.

Many overhead travellers are constructed to be worked
from above instead of from the ground level. A complete
iifcing crab is mounted upon wheels to suit the cross girders
of the traveller, and a platform is conatrncted along each of
the girders, upon which the men stand to operate the crab ;
the travelling gear and all other motions of the machine are
also entirely controlled from these platforms. There are
various other modifications of hand power machines that we
cannot dwell upon now, but must proceed to consider a few
examples of the application of steam power to lifting

■ CHAPTER XIII.

Steam Puwku Hoists.

In consideration of hand-power lifting machinery, we have
seen that although such machines are very considerably
modified intheir design and general arrangement to suit the
special requirements of the class of work on which they are
to be employed, yet in each case their function is precisely
the samp, viz., the conversion of a small force moving throogh
a considerable space into a large force moving through a
small space ; and, further, we have seen that whereas, with the
aid of such machinery, two or three men can lift a load
of ten, twenty, forty, or any other number of tons, yet
no more is got out of the machines (bnt rather a little less)
than the men themselves put into them. We cannot create
power. A lifting machine merely receives power from some
external source, and gives forth such power again in a some-
what ditTerent form ; it has no power or force whatsoever
within itself. The greater the load we require to lift with
a given available force, the less will be the distance through
which we can move the load in any given time. Unless we
can increase onr motive power, then, we can only increase
the actual weight that can be lifted at the expense of the
speed at which such weight will be raised.

That gain of power in band-power lifLing machinery most
always be accompanied by loss of speed, is one of the firat
lesBona that the science of mechanics teaches as : and it is
anrprimng, therefore, to find how many very able and ex-
cellent men of bnsinesB will altogether ignore this simple
but analterable law, when broaght to consider the necessity
of i>nrchaBing some sort of lifting appliance with which to
equip their premises. They wilF stady cheapness in cost
price before efficiency, and will decide upon a machine that
is, no doubt, of very low first cost, but which is also very
frequently quite uaadapted to efficiently perform the service
required of it. There are at the present time to be met with
in almost every town of anv size, warehouses fitted with
hand-power hoists, which, though very good machines of
their class, are a eoorce of mnch annoyance to the proprietors
on account of their unlitness for the work required of them.

James Watt calculated that a horse can perform 33,000 foot-
pounds of work in one minute, though it is now generally
recognised that this figure is somewhat too high, and that a
horse can do work at this rate for a very short time only ;
but nevertheless Watt's figures are still the universal measure
of a horse power as adopted by engineers. Assoming a man
to possess one-aixth the power of a horse, then —

One man power = 33,000 -i- 6 = 5,500 foot-pounds per miunte.

The given quantity (5,500 foot-pounds or units of work per
minute) represents the energy of a strong man working at
what we may term "high pressure"; he will be unable to
exert himself to this extent for any length of time. Now,
the raising of a load of, aay, half a ton, to a height of dOEt,
represents 00,000 unita of work, thus—
1,120 X 50 = 50,000.
It will be seen, therefore, that a strong man pulling hard on
the hand rope of a good hand-power lift will require ten
minutes to raise a load of half a ton from the basement of
a building to an npper fioor a distance of 50 f L above, whereas
a power lift, operated either by steam, gas, or hydraulics,
will readily perform the same work in from 25 to 50 seconds,
according to the amount of power available.

In a busy warehouse or factory the hoist will be used many
timet daily, and the extra first outlay rpqnired in installing k
good power machine will be bat a trifling matter compared
with the daily loss of time, energy, and temper of the un-
fortunate men who are called upon to work a heavy hand
hoist Instances can be given where, in a factory fitted with

STEAM POW£B HOI&TS.

f^ffSm.^^^^}i^^-ii^'''^^^''''<^f^*^''^i^m^ii^^

v^^^^^j^i^ii-)^'i^^^; x:^>!^si^)^

Fio. 85

I POWEB HOISTS

a hand hoist, it was necees&ry for a couple
some hoars' overtime daily for the express pnrposeof hauling
the goods to or from the various floors of the building, but
nhere, aft«r the hand mecbine had been replaced by a good
power hoist, worked by belting olt' an esieting line of shaft-
ing, all necessity for snch overtime was abolifibed, the machine
being quite capable of quickly dealing with the goods at the
varioos floors as required from time to time during the conree
of the regular working hours The fixing of a power hoist

in a warehouse where no ateam power is employeJ, and con-
sequently no line of shafting available, was formerly almost
impracticable ; but by the aid of the gas engine a supply of
power is now open to all basinefS houses in onr towns at a
very moderate cost. Many gas engines are to be found
fixed in warehouaea for the express purpose of driving
lifting maohinea; a good engine can be started without
difficulty, rendering snch installations as efficient and
economical as any that can be adopted. Electric hoists are
also Ix'coming popular.

STEAM POWBB Homis, fit

' la &g. 85 (pE^ 67) is represented the Heotional elevation
' of a factory or warehouse fitted with a hoiat driven by
belting fromapulleyon the line shaft. The hoist represented
is arranged to lift or raise the load by means of tne power
transmitted through the belt, wliilat the descent is efVected
by the weight of the load iUelf, controlled and regulated by
the brake. Such an arrangement is usually described as
"lifting by belt and lowering by brake ;" and hoists driven
by belting from a line of shafting are all included under the
term "power hoists." As we have already seen, the power
raa^ be obtained through ihe medium of a gas or a steam
engine, or of an electric motor.

The hoiat mechanism is shown in larger detail in figs. 86,
87, and 88. Single purchase gearing is employed (see figs. 86
and 87), the two belt pulleys being carried by the pinion or
first-inotion shaft ; one of the pulleys is securely keyed to
the shaft, whilst the other runs loose upon it. The lifting
chain is wound around the barrel, keyed on to the second^
motion shaft, and a counter-balance ball or weight is fixed
near to the hook end of the chain, in order to unwind it
from the barrel when required, without any load attached to
the hook. The action of Ihe belt-shifting forks, or belt-
shifting gear, will be seen by referring to fig. 88. By means
of the weighted lever there shown the belt is always kept
upon the loose pulley until a load has to be raised, when the
attendant, by pulling the oord, is enabled to shift the belt

90 9TKAM POIVER HOISTS

to the fast or driving pulley, and he must continue boldiog

the cord until the load has been drawn up to the required

I height. Some niachinea are ao constructed that the belt,

having been shitted on to fast pulley, will remain there

until the lever ia drawn back again b;^ a second cord or other

contrivance ; but for work of the kind indicated, where no

cage IB employed, but the goods simply drawn up in crates

or cases attached direct to the chain hook, it is far safer that

the attendant shonld be compelled to hold the belt-shifting

, cord dnrinR the whole time of the raising of the load. When

^^m the belt is shifted on to the loose pulley , the load is anstaiaed

^^L by the brake } the Marks brake, as fully described in onr i

lEHt chapter, being very suitable for this purpose. The
brake wheel ia keyed upon the second-motion or barrel shaft
and the eccentric disc is carried on the first-motion shaft,
A leather-lined strap embraces the brake wheel, and thfl
speed of descent is regulated by means of the levers and
hand cord, as shown in the illustrations. No expenditure of i
the motive power occurs when the load is descending, and I
this, added to the simplicity of the arrangement, is some- I
times an inducement to employ a machine of this descriptioii J
upon service for which it is quite unsuited. In all noiste 1
fitted with a cage or oar, for instance, in which the attendant \
TidfB with the goods, it is decidedly dangerous to lower by

POWER CRANES. !>I

brake. All snch machineB ahonid be so arraiiged that the
lowering is effected by driviDg from the main shaft with a
crossed bnlt, thaa obtaining a reversed motion to that of
lifting. With a properly- constructed machine, it will then
be impossible for a too rapid descent of the car to take place,
u it cannot travel any faster than the belt will drive it.

CHAPTER XIV.
Power Ceanes for WAKEiiousua.
The otdinary hand-power warehouse crane, consisting of a
swinging ]ib attached to the exterior surtaoe of one of the
walls of the building, and so arranged that the chain passes
over the pulley at the jib head, thence through a smalt
passaee cut in the wall, and finally is secured to the barrel
of a nand crab or winch, has been fully described in the
fifth chapter of this series. The crab may be fixed
on any one of the fioora of the building as may be most
convenient ; but one of the disadvantages of the system is
that it can be worked from that one Hoor only. It is to get
over this difficulty that the lifting mpcbanism is sometimes
arranged after the manner of a hand lift nr hoist, having an
eadlesH rope passing through all the floors, so that the
machine can be operated from any one of them as required.
This makes a mnch better arrangement in many instances,
but, like all hand-lifting machines, it is open to the great
objection of slowness of actioD, rendering it altogether unfit
for moat warehouses or factories, and hence the necessity
that exists for constructing tbes9 warehouse or wall cranes
to bo worked by power— that is, by the agency of steam,
gu or other motive power engine.

The simpUat lifting machine of this description would
appear to be obtuined by converting an ordinary hand crab,
and adapting it for being driven by a belt from a line of
shafting. It might at first sight be suggested that to
accomplish this it would merely be necessary to lengthen the
handle shaft of the crab, and fix thereon fast and loose belt
pulleys ; but in addition to the belt-shifting gear required,
several other alterations will be necessary to satisfactorily
oonTert the band crab ; amongst other matters, a combined
self -sustaining and controlling brake must be employed, for
I with B power-driven crab the noise made by the pawl and
kntchet during the time of lifting the load would be quite

POWER CRANES

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Fio. 8».

t unbearable in any building, and it wonid, moreover, be a
somewhat difficult matter to relenae the ratchet 'when required
from any of the varioua floors. The shaft bearinga mitBt
be braas bushed, and should also be arranged with looEe
caps and brasses, eo that the latter may be readily adjtuted
or renewed when required ; and the crab throu^^hout must
be of better construction and fiiiish than the oidinary hand
macfaine, seeing that aU the moving parts will be run much
foster, and consequently be snbjc^cted to more wear and tear.
There are many objections to the use of spur gearing in a
power crab. Provided that such gearing was very carefully
oonstructed on correc' theoretical principles, the wheels
should, no doubr, work faii-iy quietly snd smoothly ; but
chiefly on account of the rough usage to which such machines
are subjected, the flrat and main point considered is that
every part must be o: very ample strength, and it therefore
frequently happens that when the load is being raised or
lowered at a brisk rate of speed the gearing mskea rather
more noise than is desirable. Thia difficulty can be very
readily aurmonnted fay the employment of frictional gearing,
and, as the large friction wheel can be made to serve the
combined purposes of apur wheel, ratchet and paw^, and
brake, a friction crab or hoist becomes a very efficient and
economical machine to work in connection with a warehouse

ib'igs. 89 to !)1 of the accompanyiog illustrations represent
a wall crane attached to the ontside of a warehouse wall, the
lifting mechanism or hoist being carried in the interior of
the building, ae shown. It may be fixed in any convenient
position, either supported by the roof principals, or suspended
from any one of the floors, aa desired. The arreingement of
the friction gearing and brake is shown in detail in fige. 89
and 90. The large friction and brake wheel A, and the chain
barrel B, are loose upon their shaft, but they are bolted
rigidly together, so that the one cannot revolve without
oarryiug the other with it. The machine, aa illustrated, is
arranged to be worked also by hand power if required, aa
that in cases of urgency late gooda can be despatched from
the warehouse after the engine has ceased running for the
day. At the oppoaite end of the barrel, therefore, a spur
wheel ia secured, and thua any motion of the barrel givea
motion alao to the friction and break wheel A and spar wheel c.
When running by power the spur pinion D (which is
"feathered " to its shaft) is drawn out of gear and no motion
u transmitted to the shaft E, or bevel wheels F G. Only

3 belt pulley H is required, the pulley shaft J bebg kept

/niy _

kept ^H

FO-WEK CBASB8

Ml I

FOE WAKEHOCSBS.

in conBtant motion the whole time that the engine is running.
The Hupporting ends of the barrel shaft are tamed down
eccentrically with the main portion, and npon the con-
tinuation of one anch eccentric end ia keyed the operating
lever K (figa. 90 and 9L) Re'ferring to the diagram (fig, 91},
it will be readily Been that when the operating lever K
(partially represented bv dotted lines) is moved in the direc-
tion of the arrow the large friction wheel will be thrown
towards the right ; the efiect of SDch movement will be to
press the friction wheel against the smaller friction wheel or
pinion L (fig. 90), and as this friction pinion is always in
constant motion with the pnlley, the large wheel A will also
be driven, together with the barrel B and spur wheel e. The
chain from the crane is wound around the barrel B, and
when the load has been drawn up to the required height the
operating lever is released ; the counterweight M, aided by
the weight of the lever itself, will then immediately turn
the wheel A over to the left until it cornea into contact with
the brake block N, such brake block conBiating of a caat-iron
bracket rigidly secured to the side frame of the hoiat, and
lined with hardwood tarned to anit the periphery of the
friction and brake wheel. The brake block will effectually
prevent any movement of the wheel, and the load will there-
fore remain auspended at any deeired position. In order to
lower the load, the lever K must be raised to its mid position
and held there, when the wheel will be out of contact with
both driving pinion L and brake block N, and the load will
descend by causing the barrel with friction wheel and spur
wheel to revolve upon their supporting ahaft.

To arrange the hoiat for working b; hand power, the spur
pinion B is put into gear with its wheel V (see fig. 90), and
the operating lever K ia fised to the bracket O (lig. 90), in
order that the barrel and spur wheel may be retained in the
one central poaition. The power ia applied by pulling at the
rope working in the wheel P {fig. 89), this wheel being keyed
bo one end of the shaft, which carries at its oppoaite end the
bevel pinion G, gearing with the wheel F, and in this manner
the power and motion are tranamitted to the chain barrel.
Fig. 91 also gives enhirged views of a aelf-sustaining and
controlling brake, for use when working by hand power.
The hollow brake wheel Q is carried loosely (not keyed) upon
the rope-wheel shaft, and in the interior of the whpel is
secured the ratchet wheel R by keying to the shaft. When
the hand rope is pulled in the direction required for lifting
the load, the ratchet revolvea in the direction indicated by
the arrow abovn, and slips over the pawls or catches secured

POWXB GKANBS

to the bre-ke wheel. The brake wheel, therefore,
statiooaryonthe shaft, and does not retard the littmg motion.
Bot when the load, on the releaaa of the hand-hanling rope,
attempta to ran down, the ratchet will, of conrae, revolve in
the opposite direction, and in each direction it will en^cage
with one or the other of the three pawls or catches, and be
compelled to carry the brake wheel around with it. Motion
of the brake wheel ia, however, prevented by the brake strap,
which ia weighted anfEoiently to hold the full load the
machine has to lift^ and the load can only be made to descend
by operating the brake lever, and thns releasing the leather-
lined embracing strap, when any required speed of descent

between the friction wheel A (fig. 00) and friction pinion L
when they are both made of caat iron, and to overcome this
and other difficulties attendant on the working of iron npon
iron, some makers employ upon all friction hoists conatmcted
at their works a friction pinion, having the rubbing surface
formed with paper. A great number of laminm or thin
sheets of paper are very tightly compressed together by bolts
paaaing throngh the iron central core and flanges of the
pinion wheel or disc. The first cost of a paper disc is, of course,
somewhat higher than one of solid cast iron, bat the former
has many decided advantages. The friction between iron
and paper is very much greater than that between iron and
iron, and consequently a much less force ia required on the
hand cord of the operating lever K to set the machine in
motion. The paper w«ll adapt itself to and "bed" all over
the contact surface of the large iron wheel, and the latter
will always remain true and require no re-factng, whilst the
paper diac itself will not wear anything like as rapidly as
those conatmcted of iron. In some instances, where iron
diaca are employed, sparks are sometimes emitted from the
rubbing together of the dry iron, bat with a paper diac there
ia no such danger.

CHAPTER XT.

LiFT^, or elevators, when required primarily for the con-
veyance of passengers, as in the case of those fixed in office
buildings, hotels, underground railway stations, and othei
placea where the number of stairs is far too formidable to be
:■ Attempted by ordinary persons, are now almost invariably

worked by hydraulic preaanre or by electric motors. The 1
car of a good hydraulic or electric lift of proper coostructioa '
can be made to travel at several hundred feet per muiut«,
and with ench aDioothneas and quietneaa aa to l)e a pleasant
motion even to the moat nervona passeDgers. The impetus
given to the employment of auch lifta or elevatora is no
doubt dne in a large measure to the example of onr cousins
in the United States. Buildings of twenty and more storeys
are of common occurrence in America, and it is found that
the upper floors of such buildings do not stand idle and thns
become a source of loss to the owner, taut are eagerly sought
after on account of the greater light obtainable in them and
the comparative freedom from diatarbance arising from the
din and roar of the street traffic, whilst the good elevator or
elevators with which they are equipped (in large blocks, two.
four, or an even greater number of machines are employed)
makes the approach to the top oUices quite an easy matter,
the stairs forming but a aecondary means of commnnicatioa
between the upper and lower iloora, ao that, as it is sometimes
expressed, "the top doors are bronght on a level with the
street"

But for warehouse purposes, when a cage lift is required
to convey parcels and other small goods in considerable
qaantitf between the various floors, a power lift driven by
belting may satisfactorily perform the work required, and
the accompanying illustrations (figs. 'J2 to 96) represent snch
a cage lift driven by belting from shafting m the basement
of a warehouse. The gearing employed is a worm and worm
wheel, the former being keyed upon the driving pulley shaft,
and the latter upon the barrel shaft. The advantage of the
worm mechanism is that the load cannot ran dotrn, for vrith
a moderate pitch worm and worm wheel the wheel cannot
drive the worm, and therefore the cage will not descend until
the worm is driven by the belting in the reverse direction to
that required for lifting the load ; hence the necessity of
employing two belts, one of which must be open and the
other crossed.

In bnildinga where there is a line of shafting on the top
door, the simplest arrangement is to tix all the gearing im-
mediately over the cage well or casing, because the main
rope or ropes from the cage can then be led over wheels
keyed on to the worm-wheel shaft, and thence directly down
to the balance weight which balances the dead weight of the
cage. Such arrangement is simpler and cheaper than that
shown in the illustrations, but the latter is the best that can
be adopted when a line of shafting is only available on the

100 OAB LIFTS,

lower floora, and although the gearing is here shown fixed
npon the basement, it will be readily noderstood that it can
be quite bs easily fixed upon any oae of the other iloors, aa
nay be moat convenient ; it is indeed an annenal thing to
find two lifts arranged precisely in the same manner, each
machine reqniring aoroe modification, either in design or
arrangement, to snit the special circamstances of each
particular case.

All lifts having a cage or car sufficientiy lai^e to convey
one or more persona ahould have two lifting ropes, each
being of ample strength to sastain the fnll load. Steel wire
ropea are now very generally employed, and when care ia
taken to select the beat qualities they are quite reliable.
All wheels and pulleys around which the rope has to paaa
should be of large diameter ; the minimum diameter
allowable, if the life of the rope is to be considered, ehonld
be 15 times the diameter of the rope for guide pulleys where
the rope passes round but a small fraction of the
circumference of the pulley, and 30 times the diameter of
the rope for wheels having half their circumference
embraced, as with the guide wheels at the top of the lift
casing in figs. ^2 and 93, and for barrels around which the
rope IS completely coiled. The balance weight, which passes
down on the opposite side of the casing to that occupied by
the two lifting ropes, should be connected to the cage by an
independent rope ; the weight is gnided in its ascent and
descent bj lugs working in grooves cut in the wood guidea,
as seen in fig. 03, It ia a distinct advantage that all the
rope pulleys should be turned in the tathe, and the barrel
should have spiral grooves cut around their circumference
to snide the rope and prevent rubbing and chafing during
coiling and uncoiling ; rongh and uneven puUeya will
quickly destroy a wire rope. Ordinary care and attention
will prevent any accidental falling of the cage, as the ropea
will not break without giving previous warning in the
wearing of the strands ; and, moreover, with two ropea it ia
scarcely likely that both would fail at once. But as an
additional safeguard the cage is usually provided with Bome
form of safety gear, the most common contrivance being a
system of eccentrically formed wedges, which, when brought
into action, are wedged between the cai^s and guides, thng
preventing movement of the cage. When tho ropes are
tight, these wedges are held away from the guides, bnt
should the ropes break the wedges are drawn in rapidly by
means of springa. It is found, however, that the long
period during which the springs are kept at precisely the

same tension frequently deprives them of a great part of
tjieir elasticity, rendering them stiff and useless, and this
circnmatance, t<^ether nith the liability of the springs to
become choked and blocked with dnat and dirt, has broaght
" safety gear " for lifts into bad repute ; in many instances
thnj are merely useless encumbrances upon the cage. In
the construction of firat-claBa passenger elevators or lifts,
the practice now is to employ a system of wedges which act
quite independently of any fiprings ; the breakage or undue
stretching of any rope takes away the vertical support of
the wedges, and which, therefore, fall into position by the
action of gravity, immediately arresting the descent of the
car, and forming a really reliable safety apparatus.

The drivini; arrangement of the lift is shown in fig. 94,
whilst figs. 05 and 'lO show the method of carrying the worm
in an oil box, cast with one of the pedestals of the barrel
shaft ; the thrust of the worm is received against a steel
washer, interposed between the end of the worm shaft and
the bottom of the horizontal foot-step bearing ; adjast-
ment is etiected by means of the wrought-iron gland and
bolts. The design of the pedestal shown in Sgs. 05 and W
varies somewhat from that of tie. 02, hut in each figure the
satae arrangement of worm box is adopted. The worm may
be either of cast or wrought iron, bat the best metal for the
purpose is cast steel, combining strength with hardness of
surface. The screw or thread is usually double pitched ;
during working, the oil box is kept well supplied with oil,
tallow, and black lead, bo that the lower part of the worm ia
constantly immersed in its lubricant. The lifting power of
the machine will be expressed by the ratio between the belt
pulley and winding drum, multiplied by the ratio between
the revoiuttons of the worm with that of the worm wheel.
Thus aBHume that the maximum load required to be raised
by a lift is 10 cwt. ; let the winding barrels be 21in.
diameter, and the belt pulleys ISin. diameter, with a worm
wheel having 30 teeth if single, or GO teeth it double pitched,
then for every revolution of the worm wheel the worm
must revolve 30 times, and the power or purchase of the
machine will therefore be

IH 31) 540

that is to say, a tension of llh. at the belt-pulley rim should
raise a load of 2a7ib, and thereforn to raise a load of lOcwt,
or 1,1201b,, will require 1,120 ~ 25 71b. = Ulb. nearly.
Eat the etEciency of a worm lift is never very great, and

felthotigh it is postrible to obtain a higber, ypt it vill be well
'lot to calculate upon a daily working efficiency of more

lan 50 per cent ; tbta ia conaiderably above tbe average of
le majority of worm lifts at present in nae. The tenaion

lOCOMOTIYE

required, then, at the rim of the belt pnlley L

before db wiil be 44 x 2 = 881b. Now, the belt pulley in '
oar worm ahaft is ISin. diameter, and If this is driven from
a 24in. pulley od the main or counter shaft, the difference in
tenaion between the tight and slack aides of the belt will be
about 2 to I ; therefore to obtain a working tension at the

Enlley rim of S81b. the tension of tba tight side of belt ntnst
B 88 X 2 = 17i>lb. ; and allowing 601b. tension per inch of
-width for single belting, the driving belts for the lift mnat
be Sin. wide.

A very convenient form of lift for working either by hand
or power, is BDmetimea made in which the power mechanism
conaista of a friction wheel driven by & belt pulley, and sus-
pended by brackets from an; desired floor of the boilding ;
the controlling cord (which alao is naed for manipulating t^e
brake) is connected with a swing bracket or lever carrying
a smijl wheel or disc, and this disc, on the tightening of
the cord, presses the hand rope of the lift against the friction
wheel, with the result that the motion of the wheel is traoB-
mitted by the rope to the top or lifting mechanism of the
macbina The great advantage of such an arrangement is
that the lift may be worked either by hand or power at
pleasure, without any adjustment whatever to any part at
the mechanism. ~

CHAPIER XVl.

Locomotive Steam Cbaxes.

The best known type of steam crane is undoubtedly the J
steam power arrangement of the portable crane described J
in our eleventh chapter. It ia to be seen in constant operation 1
on docks and harbour works, railway and canal construction, I
and on many other services where the hand crane would be J
altogether aaelesH. It is generally termed the Jocomotivel
st«am crane, as its propelling or locomotive motion, i
common with all other motions of the machine, is driven h
steam power.

On referring to the accompanying fig. 97, an illustration i
of one tf pe of locomotive steam crane, as constructed by
Mr. Thomas Smith, of llodley, near Leeds, it wiU be seen
that the boiler occupies the place of, and does duty for, the
balance box or weight in counteracting the overturning eSeot
of the Boipended load at the jib head. Underneath i'

LOCOSIOTIVE STEAM CRANES. 105

_jiler and between the obannelB or side framing of the tail
' piece is fixed a 'water tank for containing a supply of feed
water, which is forced into the boiler aa required, either by
a Hmall pnnip worked with an eccentric and rod from the
crank or engine shaft of the crane, or by mBans of an injector
attached to the boiler itself. It is agood practice, when the
crane ia intended for service in remote parts, to provide
both pump and injector, in order that a temporary failure
of action of either the one or the other will not disable the
machine. Instead of a pump worked from the crank shaft,
a small independent pump of the Worthington type is some-
times employed by crane makers.

Each crane is provided with two steam cylinders, one on
either aide, and fixed either horizontally or vertically, tig. 07
being an example of the former arrangement which has the
distinct advantage of enabling the barrel and gearing to be
kept down and much nearer the ground level than ia possible
with the vertical cylinder type, and the stability oE the
machine will, of course, be the greater the lower we can keep
its centre of gravity. For loads np to abont 6 tons, single-
parcbase gearing is employed ; beyond this, and np to abont
10 tons, the general practice is to employ donble-purchase
gearing. The lifting, slewing or turning, luffing or jib
adJDsting, and locomotive motions are all driven from the
crank shaft, bping thrown in or out of action as required by
lueanaof clatches. The locomotive or self-propelling mechan-
ism consists of a short vertical shaft, driven from the crank
or engine shaft, and carrying at its lower end a bevel pinion
gearing into a bevel wheel, keyed to a horizontal shaft,
supported beneath the underframe orcarriBge. On the ends
of this horizontal shaft bevel pinions are fixed, gearing into
bevel wheels on the travelling axles. In some cases endless
chain and chain wheels are employed to transmit the motion
along the bottom of the carriage to the axlee, instead of the
gearing as described. The descent of the load is controlled
and regulated by a brake wheel secured to the barrel shaft
and embraced by a strap, operated by a foot lever or a screw
and hand wheel. The engines are fitted with link reversing
gear, to enable all the motions of the crane to be readily
reversed.

Mr. Thomas Smith has constrnc ted cranes of the type shown

in fig. DT to lift their loads at a very high rate of speed. One

such supplied and ii.\ed at the viccnalling yard, at Gosport,

for the purpose of loading and discharging veaaeb, has a

■ .lifting speed at the rate of loOft. per minute. Its fall work-

g load is li tons, and the machine is capable of dealing

106 LUfOMOTlVK STEAM CRiSES.

with this load &t a jib radius of 32ft. The liftinft is
perfoFmed direct from the barrel, wit ha steel wire rope SJ in,
in circnmfe recce. The engines have a pair of cylindera
7i in. diameter, with a 10 in. piston stroke. The piston rods
&re of steel, as aleo is the crank shaft, with all the feathers
in same ; the crank disc platesare balanced, and tbecjlindera
are lagged with silicate cotton and sheet steel, thus giving

them a very neat appearance The vertical boiler is \
7ft lin high by 3ft din. diameter, with two cross tabes '
interseotttig the firebcc the plates are of best mild steel,
and the vertical seams of outside shell are double-riveted.
Silicate cotton and sheet steel are also employed for lagging
the boiler, which will saatain a eteam pressure of 751b. per
square inch The re\ohing or slewing motion consists of

'ipur and mitre wheels geared up From the engine shaft to
nwin internal wheel on base plate, such motion being driven
from a double friction cone, on crank or engine shaft, the
orane being radiated in either direction as reqairnd, without
stopping or reversing the engines, fay the simple msnipnla-
tion of a screw lever working into a light hand wheel ; the

Erincipal bearings sre made adjastable, and bushed with
ird gun metal. The luffing or jib adjusting motion
oonsiata of spur and worm wheels, with wrought-iron worm,
geared ap from engine shaft to chain drum, with chain,
btidlerads, and pnlleys connected to jib head, and controlled
bj clutch and lever.

The whole snperstrttcture of this crane, consisting of the
boiler, with engines, lifting gearing, and jib, radiates on a
short wrought-iron central pillar, which is turned to lit into
the cast-iron base plate secured to the wrought-iron under-
frame or carriage. The anti-friction rollers, which run on a
circular and truly tomed path forming part of the base
plate, reduce the stress coming upon the central pillar, and
allow the whole to radiate ^more easily. The underframe or
carriage is built up of wrought iron with wronght-iron
chequered cover plates, forming the top face ; it is mounted
on two steel axles keyed to steel-tired travelling wheels, set
to the ordinary gauge of 4(t. 8iin. The various parts are
easy of access for adjustment, &,g., and the whole of the
movements of the crane are within easy reach and control
of one man. The total weight is about 15 tons,

A very notable improvement in the construction of cranes
which rotate on a horizontal path about a fixed vertical
column or post was patented by Mr. Alexander Grafton, in
1882, and has been applied by several firms of crane makers.
Such improvement consists in making the roller path quite
distinct from the bed or baae plate, instead of its being cast
into the bed, as was the former general practice. This loose
circular path has teeth cast around it, into which gears the
pinion of the slewing or rotating mechanism. Fig. 98 is a
part front elevation of a crane showing the path with the
rollers ; whilst fig. '.'^ gives two enlarged views showing in
detail the loose path. The rollers bear upon the upper
surface of the ring at A, the underside of the ring resting
upon a turned seating on the base plate. The teeth in this
oase are formed externally on the ring ; but in figa ICO and
101 modifications of the loose path are shown, in one of
which (fig. 101) they are fcrmed internally. The prpssure
ot the superstructure of the crane u^n the path is snfQcient
i-to keep it stationary when slewing or rotating under

108

LOCOMOTIVE STEAM CRANES.

Fn;. '.'S

JTTWh

mTrp^^/''^iuiLUJL

f)nn)))))7/n7r}nt)if^

I'k;. '.'0.

LOCOMOTIVB 9TKAM CRANES.

ordinary conditior.s, bat should the mechaniam be suddenly
Btoppea or started, the additional stress occasioned, instead
of breaking the wheel teeth, or causing failare of socae other
part of the machine, as has so frequently happened where a
fixed path is employed, would simply cause the loose path
to revolve slightly Dpon its seat until the shock had spent
itself, It will thns be seen that a loose roller path performs
very much the same service for a crane that a safety valve
does for a steam boiler. Under ordinary workirg cocditions
the loose roller path, like the safety valve, does not come
into action ; but so soon as any nndue stress is

brought npon the crane, the path yields,
friction between it and its seating on the base
plate ia insuUicient to resist anything beyond the ordinary
stress of working. The loose path has also an advantage
in that ita occasional movement prevents the rollers
from rubbing and wearing it in one place, or upon one small
portion only, for in the majority of cases a crane is not often
required to swing round in a complete circle, the chief work
being confined to an angle of about 90 degrees ; so that the
patiti of a fixed crane wul be quickly worn down in that one-

110

MTOMOTIVK BTEAM C11ANE9,

portion only, vhilst the moTement, in the case of a loose
path, will canae the wearing to be pqualiaed and diBtribnted
all ronnd tlie ring ; and further, a loose path can be readily
renewed at any time, whereas the wearing down of a iixed
path would in most cases mean a Bacrifice ai the whole bed
or h&se plate.

The modification shown in fig. 102 is a loose roller path
intended for » crsne where the rollers are placed at an angle
to correspond with the angle of the jib, and take their bear-
ing upon the inclined aarface B.

LOCOMOTIVE STEAM (J

111

it could be conpled np to any engine or train of wagons, and
Bent forward to the particular station or section of the line
on which it was required ; and further, the renewals to Buch
portions of the machine conid be supplied from the ordinary
stores of the company.

Fig. 103 represents what is known as a Goliath steam crane,
and in this instance consists of an ordinary locomotive steam
crane, mounted npon a gantry of large span. This type of
crane is found of great service in lifting materials out of
veaaels and lowering them direct into trucks drawn up
ander the gantry. The illastration is tnlcpn from a Goliath

eupplied to the Government of New South Wales ; the
locomotive crane on the top of gantry was made to lift a
working load of 10 tons at a radius of 20ft,, the travelling
wheels being set to a gange of 10ft. The load is lifted
by the aid of a single sheave return block ; gio. chain is
employed, the hoisting barrel being grooved to receive same.
In the employment of chain of this size, the barrels should
in all cases be grooved, otherwise the chain will be distorted
in winding. Tlie gantry was built up exclusively of wrouRht
iron, made to span three sets of rails of 4ft. SJin, gaofre. The

112

LOCOUOTIYE 3TEAH CEANES.

gaatry end carriages were monnted on travelling wheels, aa f
shown in illastratioo, and driven by means of spnr and bevel
gearing connected np to the engine shaft of the crane. On
each end carriage a warping drnm is fixed, dri%'pn from the
engine or first motion shaft, for the pnrpose of drawing the
railway tracks under the crone in position for loading and
in loading.

FIXED STEAM CRAKES.

113

Bitnatioiu where head room is limited. It ia built
mn on the ordinary 4ft. 8Uix. rail aaaee, and itb
total height above raiia does not exceed laft Oin. It
ia capable of lifting a load of 10 tooa at a radiaa of 20ft ,
and 7 tons at 35ft, radius, from the central pillar. The
load ia lifted direct by a ateel wire rope li^in. diameter,
which is wound on a large grooved barrel. Double- purchase
gearing is employed, and all the motions of thecrane^iftin^,
slewing, and travelling — are driven from the engine abaft.
The load ia euatained and lowered by a powerful friction
brake. The engines are fitted vith link reversing motion,
and the two cylinders are 81in. diameter by 12in. stroke. The
boiler is Nicholson'a patent, SFt. high by 4ft. Gin. diameter,
with a combustion chamber 2ft. Gin. diameter, across which
run four lOin. tubes. The shell is i'«in. thick, and the fire
box, which is 4ft. diameter by '2ft. high, has Mn. plates- The
chimney is led off one end of the combustion chamber. The
crab aide frames are constrocted of wrought-iron plates and
angles, firmly secured to the swivel brackets or bearings,
which ride on the central post or pillar ; this pillar is of
wrought iron Oin. diameter at the top and 14^in. at the base.
The under-frame or carriage is also constructed of wrought-
iron plates and angles. A galvanised roofiog is provided for
covering the engines, boiler, and gearing, thus protecting
them and also the driver from the weather. The total weight
of the crane is 60 tons.

CHAPTEH XA'II.

Fio. 105 is an illustration of a forge crane, driven by steam
power, and built upon the Fairbairn principle. The portion
of the structure entering the foundation is not shown in the
illustration, but sucb portion extends to a considerable depth,
depending upon the load to be lifted and the height of crane
above ground level, and must be built in good masonry, as
the stability is given only by the weighted foundation. The
question of crane foundations has been already dealt with
somewhat fully in our tenth article, when describing the
ordinary band wharf crane. In its general construction this
forge crane is precisely similar in principle to the wrought-
iron tubular girder or bridge, with which the name of
Fairbaim is ao intimately connected. It may be considered

FIXED BTEAU CBAHES.

aa a curved tubular girder placed on end ; the greatest atreaa
cornea npoa the crane at the ground level, dne to the leverage
of the load hanging at the outer end, and, consequently, at
this point the girder has its greatest proportions, from which
it tapers away to the extremity of the curved end or radin&
and tapers also in its lower and hidden portion, the end of
which IB fitted with a gudgeon working into a cast-iron sho8
or footstep bearing.

This method of construction is peculiarly suited for wharf
cranes having to deal with very heavy loads, and in variona
dockyards Fairbairn cranes may be seen working, having a

lifting capacity up to or beyond 60 tons. The illugtration
(fig. 105) is from a crane of a lighter lifting capacity, ite
working load being four tons, with a radius enabling it to
take up its load at a distance of 19ft. from the centre oi the
roller path supporting the crane at the groond level ; whilst
by means of the racking motion worked by the large hand-
whee! shown, the load can be traversed horizontally through
a range of 6ft. Gin. The engine driving the lifting and
revolving motiona consists of two steam cylindera &xad.

TRAVELUSG CRANES. 115

'▼erticBJly to the crane, and provided with link reversing
motioD. The steamia conveyed to the cylinders from the boiler,
Qxed anywhere in the neighbonrhood of the crane, by a Bteam
pipe which enters a statting box lixed at the outer end of a
abort tabs or pipe connected with the cyliudera, and in this
manner the Bteam supply is not interrupted on the stewing
or revolving of the crane, the steam supply pipe remaining
stationary, being kept steam-tight at the joint by the
revolving stalBng box. This crane is intended for forge
service : it is altogether independent of any top support,
and its curved form renders it especially valuable, in that it
does not cause any obstruction to the movements of the
workmen beneath it.

Fig. 100 gives an illustration of a steam wharf crane, of
tho type nanally employed for loads up to 10 or IS tons.
The boiler is attached to the crane, and placed as close as
possible to its central pillar or port, just allowing suUicient
room for the driver to stand between the boiler and engine
and gearing, in order that the whole machine may ba
revolved in a small space ; for, as it is chiefly employed on
docks and whar^'eB, where space is valuable, it is of great
importance that the crane shall go into the smaUest possible
compass.

In the type illustrated the two steam cylinders are
vettioal, one on each outer face of the side frames ; the
wrought-iron crane post is extended beneath the surface of
the ground, and made to enter cast-iron foundation plates,
arranged as described in our tenth article. This same
description of wharf crane is also extensively emploj^ed
-without having its own boiler attached, being supplied with
steam from any available source, after the same manner as
with the forge crane just noticed.

The whole of the illustrations in this article have been
prepared from cranes made by Mr. Thomas Smith, of
Rodley, L?eds, and the dimensions and particulars ^iven are
taken from cranes made at his works, and put m actual
service.

CHAPIEii XVIII.

Steam Powgb Oveiiuejd Travelling Ceanes.
Steam power overhead travelling cranes may be divided
into two chief classes, the distinguishing feature being the
manner in which the motive power is supplied to the
mechanism of the lifting machine In the first class we

STEAM POWER OVERHEAD

may place those trftvellera which are provtdfd with steam
engine and boilt^r, thua haviog tbeir own independent power
supply, wfaiiBt the second and far larger class embracea all
tboHe machines having their motive power aapplied to them
from a steam or gas engine situated in any convenient
position at some distance from the traveller. Snch engine
may be put down for the express purpose of driving the
traveller, or it may he the motive powermachine from which
the whole of the mscbinery in the building is driven.

Travelling cranes provided with their own engines and
boilers are generally inadmissible in engineering, turning,
erecting, and other general factories, on account of the
smoke and fumes given off, and the large amount of head
room DSnally required between the rails and the top of the
boiler. But in heavy fonndriep, boiler shop?, and similar
buildings, the amount of smoke and fumes given ofi from
the boiler of a travelling crane is but the addition of a small
quantity to that already prevailing in the shop, whilst, by
careful designing, the bead room required can be much
reduced ; in such cases, therefore, the self-contained power
traveller may he frequently employed with great advantage,
and form the best arrangement that could be adopted. On
heavy open-air work in docks and shipbuilding yards, and
engineering establishments, this typo of crane is largely
employed, and has been made with lifting capacities up to
IfiO tons. In most cases the one pair of engines, lixed to the
lifting crab, drives all ihe motions of the crane, lifting and
lowering the load, travelling the whole machine
longitodinally on suitable railed girders or elevated rail
track, and traversing the crab and load across the girders in
either direction, These motions may be performed either
separately or simultaneously, at the will of the attendant.

The illustration, Sg. 107, represents a self-contained steam
power travelling cranp, as constructed by Mr. Thomas Smith,
of Itodley. This firm have constrncted amongst othera
a 75 ton crane of this description, in which the lifting ia
effected by a steel wire rope of Gin. circumference, running
in four plies, with a grooved pulley in top and bottom blocks.
The hoisting or lifting motion ia treble purchase, with three
speeds of lifting, and the double spiral-grooved barrel or
drum is of snliicient diameter and length to allow the load
being lifted through a height of 30fc. without any over-
lapping of the rope. The bottom or falling block is provided
with a special swivel book, in which anti-friction rollers
radiate, allowing the hook to be turned easily even with tnll
load suspended ; the hook itself is forged from best Yorkshire

n the usual donble or ram's horn shape, with a sbnckle I
attached for couTenience in lifting lighter IohIb. The boiler
Rmplojed ia Nicholson's pEiteut, and is 9ft. high fay 4ft. 6in.
diameter, conatrncted from mild steel plates and carrying
a working preesnre of 801b. per square inch, the hydraulic
teat having been twice that amount. The boiler and the
vhole of the engine work and gearing of the craue are so
arranged as to occupy as little head room aa possible. In
the illustration the et«am cylinders are shown horizontal,
but in order to obtain greater compaetneaa, and facility of
working, the two eogine cylinders of the 75 ton steam crane
now under notice are arranged diagonally, having a diameter
of 9hin. and allowing; a piston stroke of 14in. The transverse
travelling motion consicta of bevel and spur wheels geared
np to the axleg of the crab and controlled by double mctton
cones ; whilst the motion for travelling the whole crane
longitudinaUy has bevel and spar gear with square cross
shafts (having bearings attached to one of the girders, bnshed
with white metal), and controUedalEO by large donble friction
cones, which enable the crane to be travelled in either direc-
tion without stopping or reversing the engines ; they are of
ample diameter, in order to give a good wearing surface, and
are controlled bj; screw lever and light hand wheel. The
two transverse girders and also the end carriages are bnilt I
up in bos section with plates and angles, the girders being
provided with steel rails to anit the wheels of the crab ; tfa« ]
end carriages are mounted upon doable- flanged steel-tyred I
travelling wheels, set to a gauge or span of 50f r.. The crab
is provided with gun-metal bearings, and all the principal
axles and shafts are of mild steel ; steel pinions are also em-
ployed. The boiler is placed on one side and projecting
beyond one of the cross girders, whilst the feed-water tank is
secured on the opposite side of the crab and proJRcting beyond '
the other cross girder, tbaa obtaining a good distribution of '
the dead weight and mnre perfectly balancing the whole |
machine. A powerful brake is placed upon the second motion |
crab shaft, controlled by a screw !everand hand wheeL The
whole of the crane motions are within easy reach and control
of one man stationed on the platform attached to the crab.

Coming now to the second class of overhead steam I
travellers in which the necessary motive power is supplied to J
the machine from some external source, we find that two 1
systems are in general employment to e(i\ ct the transmission J
of power from the source of sapply to the traveller itself, j
The first of these systems that we shall notice is tboj

120 OVEBHSAD BHAmNO CBAKS.

OVERHEAD SHAFTING CRANE,

more popularly known as the "Eqnare shaft traveller" due

to the fact that sqaare shafting ia employed, rnDDuig the
entire length of one side of the gantry or elevated rail track,
to drive all the motiona of the machine. This line shaft is
driven by gearing from one end, and has Hnpporting bearinga
arranged along the gantry side, the square shaft having lo
be turned down round for a. short distance at the pofiitiona
of contact with the bearings. The ehafti is kept constantly
ranning in one direction only, and the motion ia taken from
it by means of a bevel pinion wheel carried by the end
carriage of the traveller, and having a square-cored boss
made to fit the shaft in such a manner that whilst the shaft
cannot revolve without carrying the pinion with it, yet the
pinion ia free to move longitudinally in either oirection
along the shaft on the movement of the crane when the
travelling gear is put into operation. From this pinion fiil
the motions of the crane are driven, being controlled by an
attendant who aita in a cage fiied below the girdera, aa
shown in the illustration, fig. lOB, and from this station he
can readily see and control the load in any position, putting
either one or all of the motions into action as required by
doable friction cones operated with levers or small baad.
wheels. The sopporting bearings for the line shaft must be
arranged so that they can be readily knocked aside or out of
position as the crane ia travelled longitudinally, and the
simplest way of edVcting this is to employ a swinging or
rocking bearing, supported by s pin or stud on which it is
free to turn, and having a semicircular brass or bearing piece
at its upper end, supporting the under side of the shaft ; the
lower end of the beating, below the supporting pin, ia
weighted, so that it will always swing back into position
after the passing of the traveller. Such a contrivance i^
however, objectionally noisy and harsh in its action. A
better practice is to arracge for the bearing to slide between
vertical guides, and to he depressed during the pasfeing of the
traveller by an inclined plate or projecting lever, or to em-
ploy a double bearing in the form of a bell-crank lever, one
arm being elevated whilst the other ia depressed by the
passing traveller. This latter type is largely employed, and
has a smooth and ensy movement.

The illustration, iig. 108, is taken from one of Mr. Smith's
cranes, and another type, built by the same firm, is shown
in fig. 109, which is a square shaft traveller, arranged to be
operated entirely from the ground level, below the girders,

^P OVERHEAD aHAFTING CRANES.

121 1

1 j^

^^^H IJI '^\

^^ if "^ ^

■

r w ... <^

t_ u^ ^^^

■

1S2

> ELECTEICAL

by meana of light hand chains working into wheels I
connected with the donble friction cones. It has lifting
and lowering, travelling and traversing motions, and is of
great service in erecting and machine shops, being as easy
of manipalatiou as a hand machine, with the great
advantage of the quicker motions to be obtained by power
driving. It takes up hut little head room, and aa the
gearing is very compact, the crab can be traversed close to
the end carriages, to deal with loads near to the walls or
anpportingcolamns.

A Bqnare-shaft traveller can be arranged, if required, to be
worked by hand at any time when the engine may not be
running. This is accomplished by employing a traversing
crab provided with hand gear in place of the running
carriage shown in lig. lOS, making it of eufiicient height, and
allowing enongh head room to enable the men to Stand on
the crab platform to work at the handles. Such a combina-
tion forms rather a complicated machine, but it becomes a
necessity on s<

CHAPTEK XIX.

RoPE-DtilVES AND ELECTRICAL TkaVKLI

5 Ckanes.

The overhead travelling crane, driven by square shafting,
as previously described, is limited in its application by two
or three practical con side rat ions, of which the chief ia the '
difficulty of adequately supporting the long line shaft, and
making it run smoothly and quietly at sufficient speed to
enable the loads to be dealt with by the traveller with the
despatch required in a busy foundry, machine shop, or
timoer yard. Whore, for example,a large foundry is served
by one or two travelling cranes, it ia of the utmost ■
importance that the machines shall be driven at the highest
possible speed in lifting and lowering, travelling and ■
traversing, otherwise the moulders will be frequently kept
waiting at one end of the building whilst the travelling
crane is slowly operating on work elsewhere, or creeping ,
along the elevated rail track from the opposite end of the
foundry.

To ensnre a quick-running traveller, it will, of oonrse, be j
necessary to have a greater engine power available. Thu ]
for instance, to lift a load of, say, four tons, at the rate u i
soft, per minute, will take twice the horse power reqoired ]
to lift the same load at the rate of 10ft. per minute : hnt^ a* i
this matter has already received considerable attentom 1

TEAVELLKG CEANZS,

when discasBing warehoose lifts, it will need no farther
treatment herp, though it muBt be well understood that at all
times, and under any condition whatever, the grfnt-ir the
speed Bt which any given load is lifted, the greater must
be the power of the driving engine or motive-power
machine.

Rope-driven travelling cranes are free from the difficulties
connected with the employment of a long driviniif shaft, and
hence have displaced the latter from general favour ; in fact,
the whole system of " tly-rope " transmission of power has
received great attention from engineers, and, as a result, we
now tind rope driving employed in many large factoriea, in
which the former praotice was to transmit the power of the
engine to the line shafting on the various tloors by gearing,
or by wide leather or cotton belting. Amongst other
advantages, it is found that rope driving is far more
economical of apace, and works quieter than any system of
gear or beit transmission. The ropea are driven at high
velocities, running at the rate of from 2,000ft to 4,000ft. per
minute, and in some cases at even greater speeds. Wire
ropea have been employed on this service, but do not give
very satisfactory results under such severe conditions.
Bopes made of raw hide have given Bnccesa ; but the general
practice ia to use cotton ropes, which when properly made
and well cared for give excellent results. A good cotton
rope, well dressed with beeswax and black lead, has the
appearance, after a year's wear, of a polished bar of black
metal, and the inside of the rope will be as clean and dry as
when first made. Hemp ropea are also employed.

In cases where the motive power has to he transmitted
over distances of several hundred feet, and for travelling
cranes working on a gantry of great length, the rope system
is particularly applicable, for the power may be easily and
quietly transmitted around vsrions angles, and to almost
any required distance, without ehaf ting or bevelgearing, and
with but small frietional loss. A gantry, or overhead rail
track, having a length of from 200£t. to S50ft. is the limit to
which a square-shaft traveller can be auccessfnlly applied,
for beyond this length trouble would be experienced in the
torsion of the shaft. A good travelling speed for a square-
shaft machine is from 50Et. to OOft. per minute ; at a greater
speed it would become very noisy, whereas a rope traveller
may be run along a gantry at 160ft. per minute or mora

The application of electricity to the driving of overhead
travelling cranes has made much advance during the past fev
years, and moat makers of lifting machinery are now pre-

) EUXiTKICAL

pared to submit propojain for various types of electrical
travelling cranes. At the Paris Exhibition of 1889 there were
two ten-ton overhead electric travelling cranee working in.
the great machinery halL They were constracted by two
French tirms — MesHra. Bon and Inatrement, and Meesra. Migj
Echevenia and Brsz^kD, both of Paris. The crane by the tirst-
named tirm was worked by a Gramme generator and motor,
both being exactly similar. The generator was driven by
a 25 horse power Weatinghonse engine, and the cnrrent was
led from the generating station by underground cablp*. and
connected with two solid copper conductors (Na 5 B.W.Q.),
fixed the whole length of the rail track. Stont brass hooka,
hanging veiticiilly from the underside of the crane, led the
current from the bare conductors to the motor carried on one
of the end carriages of the crane. This motor, calculated to
supply twelve brake horse power to the lifting mechanism,
was coupled to a short lecgch of shafting, from which the
three motions — lifting, travelling, and traversing — were
operated by mpans of worm geariog, the direction of motion
being regulated by three nests of double-friction cones, con-
trolled by theattendant. The weight of the crane was thirty
tons, and the length of rail track 1,050ft,, a distance the
machine could travel in eleven minutes, being at the rate of
95^ ft. per minute.

The adjoining illustration, iig. 110, represents a rope-power
overhead travelling crane, constructed bv Messrs. Vanghan
and Son, of West Gorton, Manchester. The driving rope is
dellectcd over three grooi'ed pulleys, carried by the head
stock secured to one of the end carriages. These grooved
pulleys are keyed to short t-hafta carrying belt pnlley?, and
the motion from these latter pulleys is transmitted by open
and cross belts to the thrt-e cross shafts, which extend the
whole length of the cross girders. The hoistingand lowering,
and also the cross- traverse shaft, is carried along the top of
the girders, and is provided with some form of tumbler, or
movable bearings, similar to those employed with the sqnara
shaft traveller for supporting the long line shaft. The shaft
connecting the travelling gt-ar on each end carriage ia carried
ncross near to the bottom uf the girders, and is supported by
bearings bolted to the girder weii plates. Each of the threa
cross driving belts are provided with two fast pulleya, driven
by open and cross belts respectively, so that all the motions
can be reversed by the attendant seated in the cage by the
simple manipulation of belt-shifting forks. This system is
found to be very efficient, the motion being gradually starteHt
as thje belt is moved across the face of the puUey, thus pre- J

(

rii

12G EOPK DEIVBN AMD ELECTEICAL

venting any disagreeable and dangeroaa starting ifaocks. ]

All the motiona of the crane, lifting or lowering, i

TRATELLINQ CRANEB.

with travelling the whole crans bodily along the gantry, and
traversing the crab across the girderB, can be drivea aimul-
taueously, and are under the entire control of the driver in
the ca({e, and the driving rope itself can be stopped or started
from the cage at any point of the track.

A 25-ton overhpad rope traveller, of (i2£t. span, constructed
by Massra. Vaughan and Son, is driven by a l^in. diameter

rope made of the best quality of cotton, running at a speed
of 2,600ft per minute. The speeds of lifting are as follow :
26 tons at 2^[t. per minute, 12^ tons at 5ft. per minute, 4 tons
at 15ft per minute. The lowering speeds are about 40 per
cent quicker than the hoisting speeds. The cross-tra verse
motion is at the rate of 40ft. per minute, and the loi^itudinal
travelling motion fJOft. per minute. The chain employed
is i.'in, diameter, and, as the bottom or (ailing block has two
pulleys, the load is arranged to be carried by four lengths of
the chain, each length supporting one-fourth of the full load.
Two views of the bottom block are given in the illustration,
iig. Ill, from which it will be seen that the head of the
shackle is carried on a number of steel rollers, thus allowing
the maximum load suspended to be easily turned by hand,
and adjusted es requireo. The approximate weight of the
crane is 43 tons, and sixteen indicated horse power are
required to drive it when working on its maximum load.
Fig. 112 illustrates what is known as a rope-power walking

{'ib crane, employed in shops where there is not sufficient
lead room to erect an overhead crane, or for working between
two lines of lathes or machine tools, and in warehouses and

128 itrriNG JACKS,

on other semcea where a travellmg cr&ne iB required thftt |
occupiea but a amall anioont of space, and is able to be
chie^y BUpported from the floor level The traveller mna
upon a single rail laid Hash with the floor level, and conaiBta
of a wheel box or carriage conatructed of wronght-iron
riveted plates, mounted by bearinga npon two rail wheels.
In the centre of the wheel carriage a short vertical pin or
column is fixed, £nd on this ia supported the wronght-iroQ
plate jib, the top aupport of the jib being obtained by gnide
rollers running between guiding joists cecored to the ceilinii.
The lifting gearing ia lixed to the top of the jib, as shown in
illustration, and ia driven from a vertical shaft having a rope
pulley fitted to its top end, such wheel or pulley receiving
motion from a cotton rope extending the full length of the
track, the rope being deflected round the driving wheel by
two small guide pnlleys. The lower end of the vertical shalt
is geared np to one of the rail wheel?, and thus power ia
available for both lifting and travelling motions. The jib
can be revolved in a complete circle, and is fitted at its base
with friction rollers running on a roller path fixed to the
wheel carriage. A fonr-ton crane, conatracted by Mesars.
Vaugfaan and Son, with a jib radios of 10ft., ia driven by a
cotton rope mnning at 2,C00ft. per minute, the diameter of
the rope being fin. The speed of lifting ia 4[t. 6iu. per
minute, lowering 40 per cent quicker, and travelling speed
80ft. per minute. From five to six indicated horse power
are required to work this crana

CHAPTER XX.

Lifting Jacks,

All lifting jacks in general use are operated by mannml
power, the transmisaion of such power being effected by
the employment of a screw, rack and pinion, or some
similar niecfaanical arrangement ; or, in the cue of
bydranlic jacks, by water or other liquid. Althoagh
with the aid of a jack one man can Utt a load of ^0
toua, yet it mast not be forgotten that no power is
cTeat«d, but that all the work got oat of the machine I
has first of all to be put into it. The muscular energy .
of the man is exerted as a small force acting through ^

LIFTIKO JACKS. 123

a considerable apace, and the province — the only province of
the jack — is to receive sneh energy and give it out again as
a large force acting through a Bmall spaca The measure of
the force or power is the load multiplied by the distance
through which it ia moved, in illustration of which truth we
shall preeently give examples.

The »ccompanyini{ illuHtrationa repreaent several well-
known typpB of jacks aa constructed by M^sirB. Youngs, of
Ryland Worka, Birmingham, who make a ajDeeiality of such
work, and produce a very great variety of jacks suited for
every requirement.

Fig. 113 is an illustration of a screw bottlejaok, in which
a wrought'iron or mild ateei screw is received by a caat-
steel case or bottle, having a thread cut within it at its
upper end to form a nut in which the screw can freely work.
The spherical or ball head of the screw has holes drilled
through it at right angles, to allow of the insertion of the
operating bar or lever of round iron, and beyond the ball
head a short plain pin is forged and turned down to eater
into the cap ; the cap itself is quite free to turn or be
revolved upon this pin, but is secured to the jack by a small
screw stud projecting into a groove turned around the pin,
or by the riveting over of the end of the pin itaelf. The
mechanical advantage obtained by this jack is measured by
the dill'erence between the pitch of the screw thread and the
working length of the operating bar or lever. Take the
case of a 10-ton jack having a 2gin. outside diameter screw,
with a thread of Jin. pitch, and total height when down of
2Tin. If the men are working with a lever of snch length

Bat there is a h> avy frictioual Iobs in the ordinary s__ _
jack, so that not ieaa than twice the theoretical power
shonld he calculated us the amount required to raise the
Imd. The illustration represents the bottle or casing whi-n
of ooBt steel, though they are sometimes made with wrought
iron plate, forged and welded to the required shape, and
having »n inside boss formed at the upper end, making a
solid neok, which ia bored and threaded to receive the
screw. Braas nuts may be also employed either with oast-
steel or wrought-iron bottles.

In tig. Hi IS illustrated a type known as the leg traversing
screw jack, in which the bottle or case is replaced by four
wrought-iron or steel legs, enterinjc at their upper end into
a brass nut, threaded to salt the lifting screw, and at the
lower end into a brass base piece. The base piece is carried
upon a rectangolar wrought-iron or steel base, supporting a

LIFTING JACKS.

131

screw ranning lonKitndinally throughout its lenglh, and
paaaing through a nut formed beneath the braas LasH piece '
the ecrew can be freely revolved by a hand lever fixed on
either of its aqnare ends, but lateral motion is prevented
and therefore when the screw is revolved the jack ia
traverfied across the base, together with the load supported
»* +i,™j,„i- v.i.a.1 Tho t.o^o.,.;„™ „«-«„jg required of leas

at the jack head. The traversing

strength than the lifting tcrew, as the former has only to
overcome the frictional reaiBtnnce set up between the base
piece and the base by the weight of the load and that of the
jack itself. It will he observed in the itlastratior. <i;. 114,
that the operating lever for the lifting screw difters from
that employed on the bottle jack previously noted, a small
ratchet wheel beirg seen at the top of the screw in place of
the ball head shown in fig. 113 ; this ratchet wheel is keyed
fast to the screw, and is embraced by the jawa of a short
caat-ateel handle, such jaws being bored to suit the plaiu
neck portion of the B;rew, so that the handle can be freely
revolved. A double pawl or ratchet is fixed between the
jaws beyond the ratchet wheel, and may be pressed into
connection with the ratchet teeth on either side of the handle

LIFTING JACKS. 133

or lever s,a may be reqnired for rftiaing or loweriDg the screw ;
a Bhort spiral spring prevents the pawl from any accidental
disconnection during ordinary working, and the free end of
the lever has a hole cored within it to receive an ordinary
lever bar. With thia arrangement the screw can be worked
without the necpssity for the continnai withdrawing and
refitting of the lever bar, or for the operators to awing it
through a complete circle, as mast be done in using the
ordinary ball-head screw jack ; but with a ratchet lever the
operator can lix himself in any one convenient position, and,
bj^ working the lever continuonaly forward and backward,
raise or lower the load as required. The traversing screw
lever is also arranged with a ratchet and double pawl for a
like pnrposa The screw bottle jack (tig. 11^) can be fitted
upon a traversing base and provided with ratchet handles
in precisely the same manner as the leg traversing jack.

The mechanical power or advantage of the types of screw
jacks previously considered can be increased by two methods
only, viz.. decreasinri the pitch of the screw, and increasing
the length of the operating bar or lever. But if the screw
thread is too finely pitched, rapid wear will take place and
the jack quickly rendered unfit for service, whilst a long
operating lever ia inadmissible when working in close
qnarters. In the jack iilnRtrated in fig. 115, however, we
have a type in which the power is further multiplied by the
introduction of small spur gearing, and hence known as the
windlass jack. Instead of a nut forming part of the jack
body, the screw thread ia cut within a bevel toothed wheel,
and into this wheel gears a smaller bevel wheel or pinion.
The operating handle is fixed upon the square end of the
pinion shaft or pin. The mechanical advantage will be
loand as follows :

eircnmferpncB of circls dnscribpd by handle

pitcb of screw

num ber of teeth in wheel

number of teeth in pinion

Take, for example, a jack having a screw of ^in. pitch, and
handles of li>in. radius, with bevel wheel four times larger
than the pinion, then the mechanical advantage obtained will
be calculated aa follows :

Thus every lib. applied to the handles ahonld balance &
load of S041b. at the jack head, bnt the handle would have
to be moved through a distance of S04in. before the load
could be raised lin.

In order to give a atil) greater niechanicsl advantage,

double-purchase windlass jacks are employed, and other

modificHtions are also constructed, such aa the norm and

worm wheel, rack and pinion jack, and other similar

mechanical devices for increasing the lifting power at the

exoense of the speed.

But a much more convenient and effective way of pro-

^H ducing the change from " speed " to " power," as we may term

^^h it, is open to us by taking advantage of the practical

^^B incompressibility of water, as ia done so snccesafaLly in the

^^^ hydraulic jack and other hydraniic lifting and geaeral
machinery. As, however, the subject of hydraulic trans-
mission of power has been extensively discussed in the
articles by Mr G. Croydon Marks, recently appearing in
7'lie I'l-ai'tica/ En'jinff); and now published in book form, we
shall not refer at any length to these jacks. Detailed infor-
mation as to the power required, and strength of the
various parts of hydraulic lifting machinery, wili be foand
in the work by the brother of the present writer, the hydraulic

LIFTtKQ JACKB.

jack being very tally dealt with, and results given of tests
irith same. Fig. llt> is a sectional elevation of thebydranUc
lifting jack as usually conatrncted. A is r reservoir or
cistern containing the working fluid, which may be either
'water or water and glycerine in about equal parts (such
mistnre keeping Haid at a lower temperature chau water) ;
B is the working lever, and C a gun-metal pump piston
fitting into the pump D. also of gun metal. On elevating
and depressing the lever B, the wat«r is drawn through the
suction or inlet valve E into the cylinder F, and, on
continual pumping, the cylinder and ciatrrn (usually
forming a complete casting in b'pcI) will be gradually raised,
carrying also the load, supported either at the head or foot
of the cylinder, being guided by the fixed ram H, the
guiding key or feather J, working along a slot cot in the
ram, preventing any turning of the cylinder. Lowering is
effected by very slightly aascrewing the screw stop K,

when the water will retnm from the cylinder to the cistern
ly way of the hy-pasa shown in illustration. By removal of
the screw O, at the top of the cistern, the working liquid
can be introduced without removal of the top cap or cover.
Fig. 117 is an external view of a hjdraulic jack of precisely
similar construction to that shown in section, though of a
greater lifting capacity, hence having ram and cylinder of
greater diameter. The box key or spanner shown in fig. 117
is for the purpose of removing the small pump when
required for cleaning and repairing. The 20-ton hydraulic
jack, as made by M-'Ssrs. Youngs, has leading dimensions
abont as follow : Diameter of ram and cylinder Sin.,
diameter of pump planger tin, length of hand or working
lever 27in., lengib of pomp lever or crank Hia. Height

em ^1

lof ■

■

CBAIKS AND UlU'ES.

when down SSin., ran out 13in., total weight complete 1321b.
The jack can be mounted, if ao reqnired, upon a traversing
base fitted with a screw and ratchet lever bb previously
described.

The efficiency of tbe ordinary hydraulic jick is about 77
per centj and its power is calculated as follows :

Area of ram lenaihoEband lever , ,, _„

-T 7 Xf — ^--i xpoweron handle X 77=

Areaotpuuip lenKthof pump lever

lond raised in pounds.

Fig. lis is an illustration of the type known as the
hydraulic ship jack, on account o( its extensive use for ship
docking and lantiebinK purposes. These jocka are made
with a lifting capacity ranging from i'O to 200 tons ; they
are niade of less height than the ordinary type, having their
cisterns attached to the side instead of tu the top of the
cylinder. The 200-ton ship jack has a total height when
down of Hin, only, with a run ont of 7in. : the principle of
their working is precisely the satire as with the ordinary
hydranlio jack, and the mechanical advantage obtained ia
calculated in a simUar manner for each type.

CHAPTER XXI.

Chain.s and lloPEa

As an appendix to the previous articles, we will here give
some few particulars as to the chains and ropes employed
with cranes and lifting machinery generally.

Lifting chains are made up of links formed from round
bar iron (the tlit bar link chain being chiefly employed for
gearing or driving purposes}, and may be either what is
known as the " short link crane chain," such as ia employed
on cranes, hoists, and other machinery with plain barrels
and pulie^B, or it may be " pitched chain," made to a gauge
to ensure its proper working in the sprockets of the pitched
chain wheeb of chain pultry blacks and other appliances.

Fig. lit) illostrales the short link crane chain. The
length A ia usually about 4^ to 4| times, and the width B
abont 3J to 3^ times tbe diameter of the iron from which the
links are made. Thus the Kn. chain would have links of
about Sgin. totAl length and l^in. extreme width.

Chain cable for ship anchorage and mooring purposes baa
rast-iron stnds inserted in the links, as shown in fig. 120.
Such atnds prevent the entangling or "kinjting" of the

I cJuuD npon itself, and also add very much to tbe atresgth.

f hj Fesisting the tendency oE the links to collapse, and

keeping them up to the normal shape. Stnd link chain can

be worked with a greater load than an open link chain of
the same size, in proportion of 3 to 2 ; thus the Admiralty
proof for a lin. open link chain is 12 tons, but for a lin,

138 CHAIKS AND HOPES.

Btnd link chain it ia 18 tons. Bnt atod link chain is not
employed on crane work, aa it is unsnited for workio^ over
ordinary wheels and pnlleya.

The type of link for a block or pitched chain ia ahown
in fig. 121. It will he noted that the links are straight,
with rounded ends, aa ihis shape ta bettor fitted for working
over pitched chain wheels than the slightly elliptic form of
thi> ordinary short link chain. The ontaide lengths and widths
are approximately the same in either crane or block chain.

A cheaper, bnt weaker form of chain ia manufactured,
having longer linka than those shown in adjoining illuatra-
tion ; but with crane chain the linka should be made as small
as posaible, in order to give the greati'st poeaible amount of
llexibility, for lon^ linka would be subjected to very severe
bending action when passing round palleya. It is to dis-
tinRuish good llexible crane chain from the inferior long link
production that the term ''short link" is employed. In
steam coal whipping cranes, and other lifting machines where
the chain ia constantly driven at a high speed, the diameter
of the winding barrel requires to be much larger than in
the case of a very alow moving and but seldom used hand
crab, and should be not leas than 30 times the diameter of
thS chain iron. The diameter of the guiding pulle;a must
be also proportionately large.

Chain is most extensively produced in South StsfTordshire,
from the brands of iron specially manufactured iu the dis-
trict. The greatest care should be exercised at all times to
ensure that the chains are made from the moat suitable
material with the best workmanship. As to the material
itaelf, what ia required is that the iron shall have considerable
elasticity, and be of very excellent welding quality, for as
every link contains a weld, anything in the way of what we
may call a "steely iron," which can only be welded with
dithculty, is quite inadmissible ; and it ia not merely a
question of high tensile strength, for an iron that would give
very good resnlta under the steady pull of a testing machine
might be altogether unfitted tor the manufacture of a chain
which has to resist suddenly- applied atressea and ahocka.
The"proot strain" generally adopted for chain is what is
known as British Admiralty proof, and is about one-half the
ultimate strength, or twice the working strength of the
chain. It has been contended that the system under which
a chain is tested with a load double that it will have to
T in practical work is a very bad one, bat, if there is a
: link or a bad weld anywhere, a high-proof test will
find it oat as will no other test that can be conveniently
adopted.

CHAINR AND ROPBS. 139

The iron employed in the constrnction of chainB should have
a tenaile strength of about 22 or 33 tons per square inch, with
an elongation of 20 to 2b per cent in a length of lOin., and a
rednction of area at fractare of 40 to 45 per cent. The

following table gives the strength of good crane chain : —

Table

' Pboof Strains and Safe Wobking Loads foe
Short-link Crane Chain.

Dl«n.

lithe*.

PriHif atnja In

S^aRorklsglaad

111 ulmin In i«mo3»

1
t

<li

1|
11

11)
11

«!

■i

■■at

flO

Some makers recomtnend a greater working load than
about half the proof strain, but when life or limb woald
certainly be endangered in the event of failore of the chain,

as in the caee of crane work, the working loads shoald never
exceed those given in table.

The late Sir John Anderson, in his escellent work on
"Strength of Materials," gives a very simple and reliable

140

CHAINS AND KOPBS.

role for mentally estimating the safe working strength of
crane chain, as follows : Square the number of eighths of an
inch in the diameter of iron out of which chain is made, and
divide b^ 10, or strike off the last figure as a decimal. The
answer will be the safe working load in tons. For example :
In a lin. chain there are eight eighths of an inch —

8 X 8 = G4,

and striking off the last figure, we get 6*4 tons as the greatest
safe load. Similarly, for a §in. chain, 3x3 = 9; striking
off the last figure, we get 0*9 tons.

Table of Breaking Weights and Safe Total Working

Loads for Hemp Kopes.

Girth ov

circumference

in inches.

Breaking weight
in tons.

Safe working load
in tous.

Approximate

weight of rope in

pounds per fathom.

3i .

5,^

15i

'^^

ITi

103

, -201

12i

201

*JO.l

17i

86^

All chains in service should be periodically examined and
tested by a capable man, and in working they should be kept
clean and free from dirt or grit. A well greased or lubricated

cbain will last mach longer than when worked dr^. After
long-continued ose chains become brittle, and will give way
nnder loads far below that which they ahonld eafelj carry,

EnEAKCN^j STiiAiNa am: Ihr.n ^i'Eeu Wogkisg Loads of
Best ^uauty Stebl Wiiie Eofes fok Cha.ms and
Capstans.

Dliroster

","'Sr»

SStl

Hrenlii.iK Btmi
Uopo i", ton».

Saffl W,>rkiug

11
11

■*T7

095

■6311

134

1-35

Tin

22)

2-27

■?Bs

I'i

■^:i

377

■SIS

Si
13i

1132

a-7

1-750

132

iB-a

1-M9

i;,7

lOT

u in good working order, i^aroi
of the chain will restore the links
condition.

Careful periodio re -annealing
i-_i__ ^.^ their original elastic

The employment of hemp ropes in lifting machinery is
now almost entirely confined to the hand ropes of hoista,
whip crones, and other similar services. Although of low

142

ROPE PULLET BLOCKS.

lirat coat, a bempen rope will prove more expensive tor
crane -lifting servioe than either chairi or wire rope, and
par^iculftrly 8o if used on oatdoor work, on account of its
rapid wear and deterioration ; it cannot, moreover, be relied
upon for safe and continuous working. Bub on temporary
work hemp ropes are, and will continae to he, largely
employed, and a table is therefore given of the strengths of
gond hemp rope.

Steel wire rope or cable is exclusively employed in pit-
winding and other mining operations, and it is receiving
increasing favour and application to the work of general
lifting machinery.

Many other sizes of steel wire ropes besides those given in
table can be obtained from the makers.

The life of wire rope is greatly increased if care is taken
to keep it clear of dirt and grit, and weil lubricated with
blacklead and tallow, or some similar lubricant . The pulleys
and barrels should have turned grooves to suit the rope, and
they should be of large diameter, wherever possible not
less than thirty times the diameter of the rope. A fast-
running rope passing around small palleya will be quickly
worn out. Careful esamination should be frequently made
of all ropes in' service, aad they shonld be at once removed
when any sign of undue wear is detected. The working
loads given in table are one-tenth breaking loads ; for very
alow and steady running the working load may be increased
up to one-sixth breaking load.

PAKT II.

SOME PATENTED INVENTIONS RELATING
TO LIFTING MACHINERY.

CHAPTER XXir.

Hops pnlley blocks of thc^ '' Londoa " and other patterns bo
well known and universally employed nii^hi appear to oflur
bat little room for improvement, oiiier than by the adoption
of anch materials of conatrnction and processes of mana-
facture as will permit of the production of these naefal and
handy lifting appliances of lighter weight, combined with
eqnal or greater strength, and at less coat than is possible
with the use of the older materials and processes.

Bat for some services the ordinary rope blocks have
defects, one of the most serious being the want of means
whereby the load shall be aatomatically sustained on the
withdrawal of the lifting force, and hence inventors have
directed their attention to the provision of such ninann.

T. M. Thompson, in 181>2, obtained a patent No. 4887 of
that year for rope pulley blocks, having the pulleys on the
upper block mounted on two separate asles, and between
them a brake block, against which the rope is jammed by
the tilting of one of the pulleys on the release of the pull or
tension required for lifting. The patent is now void.

The specification No. i!U7, of 1892, in the name of L.
Klerity, shows a rope pulley block with tour diHerential
pulleys mounted upon separate axles, the eitdleaa lifting rope
passing in succession around each. It may be described as a
modified Weston's diiferential block, with a series of pulleys
arranged to give sufficient friction to enable ropes with
emooth pulleys to be employed, Thia patent ia now void.

Fig. V2-2 is from' specification No. 18433, of 1894 (F. X.
Bousseau), showing a rope puiley block provided with a
cam or wedge-like brake, which normally jams the rope to
prevent ranning down, but which can be lifted out of con-
tact by a pull on the rope in the direction required for
lifting, or by pulling the brake cord. It must be understood
that the above-named are neither the first nor the only
proposals for making a rope pulley block ae If -sustaining.
Various devices for such a purpose will be met with in the
catalogue of lifting machinery makers, published many
years a^o.

.he M

Chain Pulley Bujcks,
Since the introduction of the Weaton differential pulley
block, the patent on which was granted in 1850, No. 1033,
there have been innumerable attempts to prodnce n chain
block haying all the handinesH and safety of the Weston,
without its exceBBive friction. The etibrts of a few of thoae

►

inventora wlio have labonred with this end in view have met
with a certain measure of sncceas, bnt the greater namber
have advanced very little beyond the paper ntage. In aonie
caaea the propo^la demonatrate that the Weston h ock, in
one particalar, is not well nnderstood by those who propone
to improve it, for attempte have been made to redace the
friction without making other provisiona for Eustaining the

load. A little atudy of the Weaton block should h
show th&t its self-ecataining principle depends solely upon
the fact that considerably more than half the work put into
It is absorbed by friction.

Brief particulars are given hereunder of a few of the many
blocks that have been patented, having some form of brake
mechanipin for automatically sastaininK the load.

In A. £. Pickering's specification, Nn. 1574, of 1892, from
which the adjoining hgs. 123, 1S4, and 12a have been taken, the
axle of the lifting chain wheel A is geared with the shaft or
spindle B. The cam-faced bevel wheel C is keyed to the
shaft B, and a similar wheel C is monnb-d loosely ou sleeve
D, which is itself loose upon the shaft B, and has the hand
chain wheel E keyed on its ont^r end, Within the enclosing
box or frame the sleeve D has three radial projecting blocks,
as D', each carrying a pinion gearing between the wheels
C C, as shown. During lifting the wheels C and C are
carried round together with the slepve D, but on the release
of the hand chain wheel the wheel C, under the action of the
suspended load, moves slightly with respect to the wheel C,
witb the result that both wheels are jammed outwards into
frictiooal contact with the sides of the box or frame, and
thus sustain the load. Sejiarate views to a larger scale of
one of the cam-faced bevel pinions C and C are given at figs.
124 and 125. Some trouble would probably be experienced by
the lateral pressures on the sides of the block oAused by the
action of the brake, and the fact that the patent has been
allowed to lapse may f rhaps be taken as an indication that
the appliance did not prove altogether satisfactory in actual

Chain blocks having worm gearing can be made to sus-
tain the load by their own internal friction ; but with a
aaick pitch gear, where the worm wheel is enabled to drive
le wortr, a brake most be provided if the block is to be
capable of sostaining its load.

In the worm block described in the specification of E.
Priest and another. No. H236, of 18!>3, there is loosely
mounted on the worm shaft a cam with a coned head, which
tits into a corresponding recess in the hand chain wheel.
The said loose cam is ecgeged by a fixed cam formed on the
frame crossbar ; and on tbe load starting to run down, the
loose cam jams between the hand wheel and the fixed cam,
and thus prevents the descent. This patent is still in force.

Fig. 12C is from the specification No. 19258, of 1893 (Holt
and Witletts), describing a worm block, having a loosely-
monnted hand chain wheel A, with one or more inclined

146

CHA1> PrLLEY BLCfCKa.

■nrfaoei on its boo, which bear agunit Bimilar anrfacet on
the coUftr 6. Between the wheel A and a fixed collar C is
mounted a ratchet wheel D, with which a pawl engage*.
Daring lifting the inclined anrfacea jam the wheel D
between the hand chain wheel A and the fixed collar C ;

nnKaging with the wheel D sostains the anapended load.
Lowering is efi'ected hj turning the hand chain wheel A in
the reverse direction to that required for lifting. Thii
patent is still in force.
Other arrangements of self-snstaining brake mechaninn

CHAIN PDLLEY BLOCKB, 147

for 'worm blocks are described in the specificatione Nos.
22951, of 1893 {Kirffer), 24229, of 1893 (Matthew and LeJth),
8iid8121, of 1895(HolT]b).

Many blocks are to be met with in. which epioyclio gearing
ia employed. The Cherry self-sustaining brake block, as at
one time made by Messrs. Taiigye, is an example. From a
description of this block in the speciiicatioa No. S09, of 1871,
it will be found the epicyclic internal gearing employed is
controlled by an eccentric, An improTed block of this type
is shown in the specification No. 19134, of 11^92 (Lighthonse
and Gibson), the patent on which is now void.

Fig. 127, from the specification So. 23976, of 1894 (AUdays
and Onions Pneumatic Engineering Company, and others),
represents a block with a pair of chain palleya of eqoal
diameters, but with differential gear wheels, by which the
chain wheels or pulleys are driven at varying rates of speed.
In this case, as with the Weston block emplorinR differential
chain wheels, the load is automatically snstained by the
internal friction of the appliance. The patent is now

em^at, cxnrASe^ axd wtscbb.

CHAPTER T Sni

CbaB^. CiPaTASs, A

t Wlxchis.

d-power crahe, ab with pulley blocks, Uie efforts of I
inTenton have be«D directed cfaieSy to tbe braka J
In cftpstuu, power cikb*, and atesiu wincbea J
UK> amuiKBiDetit « the dnnDg geu- and other puts haTQ J
receired conndenble Rttention, with a new to incraae ths 1
efficiency of the mechinea or to render Uiem more compad
ukd to provide for greater convenience in working.

In tbe BpecificatioD No. &4W, of 1892 (O. Witt«j, a crab o
h is shown in whi

winch

'faich the barrp], monntrd loofidy on its I

■haft, can 1>e driven either throngh worm gearing or
ordinary apiir gearing. The patent granted on this epecifi-
cation became void through non-payment of renewal fee.

The appliofttion to a winch of a syateai of moltiple pnlleya
in a manner somewhat similar to that employed in hydrauliu
cranes is shown in the specification Xo. 7!U5, of 1892 (J.

CEABS, CAPSTANS, ASD \

Wotherapoon). The two Beta of pulleys are caoBed to
advaoce npoD, or recede from, each other by the action of a
pair of Borews, each having a right and left hand thread,
driven through worm gearing. The patent is now void.

Fig. 128, from the specification No. 18587, of 1892 (J. Soott),
illustrates an arrangement of frictional driving gear for a

winch, whereby the dram can be reversed without reverBing
the driving ahaf^. The shaft A, carrying the drum B with
the internally V-grooved frictional wheel 0, ia mounted
eccentrically, so that either the frictional surface of the

CRAE3, CAPSTANS, AND mxCHES.

outer flaDge or that of the inner l^ange of the wbrpl C can
be put into gear or contact with the friction pinioa D on the
driving abaft E. Thia patent is now void.

Fig. 129, from the specification No. 5530, of 1893 (H. Roll),
illastratea crab and the like brake luechaniBm arranged to
be antomatically applied by the action of the centrifagal
force set up by the descent of the load. Upon the shaft A,
which is geared with the lifting drum or barrel, is mounted
a brake wheel B embraced by a strap or band C, tbe said
band being operated by the movement of "the sliding sleeve

D on tbe shaft A. The sleeve D is connected by bell-cranfc ]
levers, as E to tbe inner and fr^o ends of weights F, which j
are pivoted near the periphery of the brake wheel B. On 1
the descent of the load the weights F fly out by centrifugal 1
force, and thus, by causing the sleeve D to travel to the
left along the shaft A, apply the brake. The patent is void.
The brake for crabs and winches illustrated at fig. 130 is
from the specification No. 24252, of 1593 (Beckett and
Roberts). The contrivance is a modification of the G. C.
Marks combined eccentric and strap brake, introduced in.

the year 1884, On reference to the fig, 130 it will be seea that
B wheel or disc A secured to the motion shaft B rtms in
peripheral contact with the cam or eccentric C, provided
with an operating handle D. During lifting the disc A
revolvea in a clock-wise direction, but when the load attempita
to run down the disc is wedged by the cam or eccentric.

To permit of lowering, the cEtm is lifted out of engagetnent
bj the handle, and the embracing bralce strap £ is simDlta-
neonaly tightened aronnd the disc A for the
checking the descent. This patent is now void.

1B2

:, CAPSTASB, .'

Several forms of brHkes for craba and winches have been
dedgned of the type described in the Bpeinficfttion Xo. 2742,
of 1888, owned by Messra, Touoga, of Ryl&nd Street Works,
Birmingham, in which looee segmetits are aatomatically
expanded, when the load attempta to mn down, against
some fixed part of the crab or lifting machine.

The winch or capstan illastrated at fig. 131, from the
specification No. 14863, of 1895 (7.. G. Kelley), is designed
especially for ose on shipboard for holding and hauling
ropes. The hollow post A, with extensions as A^ and A-, b
fitted with a dmm B mnning on bearings C and D. The
internal extension of the drum B is provided with ratchet
wheels, arranged to break teeth with each other, which
engage with pawls E and E'. The dram or barrel ia rotated
by means of a lever inserted in the socket F of the ratchet

For service on board trawlers special forms of steam
winches are constructed to provide for the varying
manipulation of the trawl warps durincf fishing. In the
specification No. 1457S, of 1895, of C. D. Holmes, of the Hull
Engineering Works, Hull, steam trawl winches are described
having two separate barrels upon the same shaft, and so
arranged in coDJunction with driving and control mechanism
that the barrels may be revolved in the direction for winding
or unwinding their respective warps either together or
separately. In his specification, No, 29777, of 1896, Mr.
Holmes describes his special ''warp gnides" for use with
trawl winches, by the use of which a man standing quite
i:lear of the ran of the ropes or warps can effectually guide
the same as they are wound on to the barrel or barrels^nd
that without obstructing the run out.

Trawlers and other fishing craft which depend on their
sails for propulsion are usually fitted with steam winding
apparatus, and a convenient form of such gear is obtained
by mounting a small engine on the hearl of a capstan. In
their specification No. B217, of 1897, W. Elliott and W.
Qarrood, of Beccleg, Sutilblk, show a simple clutch device for
coupling auxiliary winding apparatus with aach a capstan
engine. One end of the engine shaft is cut away
eccentrically, as also is the interior of the winding dram m
the auxiliary apparatus. The clutch coupling is formed by
a roller inserted in the space thus formed.

Fig. 132, from the specification No. 24836, of 1895 (Q.
AsmiBsen), illustrates a winch or windlass driven from an
electro-motor A. On the motor shaft is secured a V-grooved
friction pinion which runs between the pair of friction rims

of the wheel E on the worm ahaft. By means of a lever C
the motor shaft caa be raised or lowered to canBe the pinion

pinion muat be pnt into gear with the outer friction r
and for lowering with the inner rim ; thoB, with the mot
shaft running in the one direction, &nd at a constant speed,
the windlass ia driven in the ooe direction for lifting the
load, and in a reverse direction, and at a qaicker speed, for
lowering the load. It will be observed, however, that the
chief feature of the frictional driving gear, viz., the double
rims on the wheel with the driving pinioti between them,
and arranged to be thrown into gear with either the one or
the other as required, is to be found in the prior specification
No, 18587, of 1892 (J. Scott), previously referred to and
illustrated at ig. 128.

CHAPTER XXIV,

Ship Dekkicks and other Loadi.vg, Unloadinq, and

TKANSPDETINii MacHINBS AND APPLI.^NCES,

The rivalry existing between the various crews of
British warships, more eepecially of the Channel Squadron,
with regard to the establishmenc of records in emartnees in
" coaling ship," has directed the attention of many people
not generally interested in lifting niachiner; to the "Tem-
perley transporters " and other appliances employed for
such work.

The Temperley transporter is covered by a number of
patents, of which some particulars are given hereafter, but
by way of introduction we may here give an extract from
the catalogue of the Temperley Transporter Company :
"The Temperley transporter was tirst introduced in 1893,
when the portable beam type was tried with marked sncceas
by the Admiralty for coaling men-of-war during the naval
msniFuvresof that year. Since then these transporters have
not only been geiierally adopted for this purpose by the
British and other governments, but they have been applied
in a variety of new forms for use on shore, where they are
found to oiier many advantages over other appliances,
especially when a long out-reach ia necessary, and goods
have to be conveyed to a considetable distance from the
lifting point. The special feature of the Temperley
transporter ia a pulley carriiige or traveller, of novel design,
working on an elevated track, provided with a simple auto-
matic device by which the traveller is arrested and held

SHir DERRICKS.

155

Ifi6 SHIP DEBKICKS.

Btatiooary whilst a load ie being lifted or lowered, and whicb
BOBtains the load whilst the traveller is moving. The
operations of lifting, transportinK, and lowering thi load are
effected hj the simple action of haaling-in and p'lying-oiit a
single rope, and any ordinary form of winch may therefore
he ased for working the transporter, or a hydraulic ram may
be used instead of a winch where the distance of transporta-
tion is not too long. The travellers are made of varioni
sizes and patterns, adapted to work on heams, cables, c
other forms of track, eitner inclined or horizontal, accordin
to the requirements of the cast."

The adjoining ijluatration, fig. 133, is from J. Temperlej'i
Bp<^cification No. iGSS, of 1802 : "Apparatus for loading and

discharging vessels, particularly thoae which have 1
hatches extending a considerable distance fore and aft.
From the apex of a pair of shear legs (which are secured by
suitable stays) is suspended a horizontal beam or girder A,
which extends over the hatch, and auiEoiently over one or
hotb of the sides to command the quay or lighter alongside
the vessel. The said beam or girder supports a travelling
carringe, from which the load is suspended. By mounting
the shear legs on a frame arranged for running upon raila
the complete apparatus can be made to travel both fore and
aft; or, instead of on snch a travelling frame, the shear

BHIP DERRICKS. 157

lega can be mounted on or near the combinga of the hatchea,
or on girdera fixed {kcroas tbebatchea. The legs can ha so
pivoted that when not required for their ordinary ase they
can be lowered and made to serve aa a supporting beam for
the hatchway cover. The movement of the frame, shear
legs, beam, and the travelling carriage or beam rnnner, alao
the raising and lowering of the load, is effected either by a
conveniently arranged independent engine or motor, or by
gearing froin a line ahaft.

Fig. 134 is from Temperley's appeification No- 7422, of
18^2. Deacribing hia invention the patentee statea that
instead of having to awing roand the yard or derrick B
employed for loading and unloading vessels, he fixes it in
one poattion, and suspends therefrom a. beam or girder A,
whicb serves the same purpose as the similar beam or
girder in the prior specification to which we have referred.
The girder can be inclined to the vertical and made to
swing horizontally. When cant pd into an inclined position
the beam or girder can be made to serve aa " the framing of
an elevator, having attached to it for this purpose the wheels
and chain of bnckets, so that grain or ocher like material can
be dealt with for loading or unloading."

The runner or carriage for traveling along the jib-like
beam or girder of the transporter is described in Temperley's
specification No. £1 170. of 1S93, from which we have selected
the illnatratiouH 135, 13G, 137, and 138. Under the title of "lui-
provementB in travelling carriages for raising, lowering, and
traversing loiids," the patentee states that hia invention
"relatea to Ih^ carriages which are arranged to travel along
beams or girders, and which have mounted on them pulleys
or aheaves, over which paas ropes or chains for the pnrpose
of raising or lowering loads. The chief object which I have
in view is to tffect not only the raiaing and lowering of the
load, but also the travel of the carriages along the beam or
girder by the action of a single rope or chain worked by a
single winch. The beam or girder may be inclined in one
direction, so that the carriage when free tends to run to the
one end, or if it is not ao inclined, or if it is oppositely
inclined, I provide a weight with a rope or chain passing
over a pulley at the one end so as to draw the carriage to
that end, the working rope or chain being posstd over a
pulley a' the opposite end to the operating winch."

Fig. 135 is a side elevation and fig. 136 a front elevation
showing the carriage in condition for travelling along the
track or girder withoat raising or lowering the load that
may be anapended therefrom, whilst fig. 137 is a side elevation

158 BHIP DERIirCKS

of the carriage when in condition for raising or lowering the
load, without travelling Fig. 13S represents the complete
apparatna (runner and derrick), aa arranged for loading and
unloading &% a wh?.rf.

C^^^

The main framing of the carriage is mounted on wbeaU j
which roll on the lower Hange of the joiit or girder as afaown. .1
To anch main frame is jointed at a a the under frame of the f

SHir DBitnicKS. 1B9

carriage on which is moauted the guide pulley b, and on the
centre supporting pin of such pulley is alao moouted the
lever bracket =, having n forked lower end as shown.

Between a nair of arms or projections from the lever bracket
e is pivoted a pawl lever having a pair of long arms dd
between which the rope e paases, and a single short arm or

leo

SHIP DKUUCKS.

Fio/ 137.

pawl engaging with the ratchet -toothed edge of the segment
/. A bolt g on the lever bracket c ia arranged in position
for engaging a g&p in a pivoted cam pl&te !i, which cfttn
plate IB arranged to engage with a gecond cam plate /, having
a projecting horn arranged to engage with a notched piece
or pieces aaoh as k, fixed where deaired to the anderside ot

the girder. On the lifting rope being slackened out, a
weighted rope or chain connected at I will draw the carriage
and load to the right hand, when it ia free to move.

With the parts in the position shown at tig. 137 the
carriage cannot move, the horn of the cam plate ;' being in
engagement with a certain notch in the piece or pieces
attached to the underside of the girder. The load can then
be lowered by unwinding the rope or raised by windiro; it

KiS

SHIP DERBICKSl

on to the winch barrel or otherwise. Dnring lifting 1
accidental elevation of the lever bracket c is prevented by
the engagement of the pawl with the toothed segment f. i
BnL when the load has been raised to snch a height that |
the block m (secnrely tixed in the required position on the '
lifting rope) comes in contact with the long ATtaadd, the I
pawl is disengaged and the farther movtment of the ulock j
m with the rope will caase the lever bracket c to move roan "
to the poaition shown at fig. 135, and the cam plates to take np I
the poaition shown in snch lignrp. With the parte in each 1
position the whole carriage with the load sostained fay the \
engagement of the forked end of the lever bracket c with the I
block m can be palled to the left by simply hauling or
winding in the rope, or allowed to be drawn lo the right on
slackening oat or unwinding the rope ; thus the load can be J
carried along in either direction without being raised or I
lowered. When the carriage travels to the right, tne epring I
or weighted pawl ;', monnted on the cam plate /, ia stopped I
by a shoalder adjacent to the notch in the plate or bar I
k on the nnderside of the girder, and the cam plate ; is then I
again turned to the position shown at fig, 137, thus allowing I
the lever bracket e to be carried down by the block »(, when I
the rope is farther slackened out The carriage being now I
retained as before by the engagement of the projecting bom i
from / with the notched girder plate, the raising or lowering %
of a load can be effected as described. 1

The specification of patent No. 4.i81, of 1897, in the names J
of J. and J. K. Temperley, descrities a special type of atmo- ]
ture tor supporting the overhead track for the runner or 1
lifting carriage. Instead of a rigid cantilever, the structare 1
has a pair of oppositely disposed booms, supporting the J
track, which abut by hemispherical bearings against a central \
tower, mounted to run on rails as usual. Tension rods from i
the tower sustain the booms in position, and they are sap- I
ported laterally by guy ropt-s I

In their specification No. 6075, of 1897. Messrs- Temperley I
describe a crane with a derrick pivoted at its inner end to ft ]
central post, which is provided with a footstep bearing afc I
its lower end, whilst its upper end is supported by a bearing I
ring, to which the guy ropes are attached; the post ibI
stiffened by trussing. The running carriage is preferably of 1
the type described in Teiuperley's specification Na 21170; of I
18^2, to which we have previously referred.

The accompanying illustrations, figs. 13!l, 140, and 141, i

from the specification Na 14102, of 1897, of J. and J. R. 4
Temperley. According to one p»rt of the invention desoribed J

SHIP CSKBICKB.

164 SHIP DEREICKS.

in the said specification, the spparatna for raising, loweriog,
and conveying or transporting loads is constrncted in ani^
a manner that it can be erected with facility without the aid
of scnffolding. The patentees state ; To attain this end wa
conatroct the apparatus with a tower or trestle composed of
two obliqae or convergent trussed frames or supports, which
are rigidly united at their ujiper ends, and are connected at
their lower ends to opposite aides of a travelling platform or
gantry. Each of the said frames or snpparts comprises a
pEUr of legs connected together by ties and braces, and forms
one side of the said tower or trestle. To these trnssed
frames or sapports is rigidly secured, at a suitable height, an
inclined or horizontal trassed frame, and we firmly attach
the overhead beam or track to the said horizontal or inclined
frame ; or we employ two overhead beams or tracks arTanged
parallel with each other, and strongly braced together
laterally. We farther support the overhanging parts of the
said track or tracks by tension ropes or slings attached to
the top of the said tower, leaving a clear space throngh the
said tower to permit the passage of the load carriage of
traveller and its load along the overhead beam or track from
end to end thereof.

" When the overhead beam or track is of great length, it is
necessary to use intermediate supports or carriers for the
lifting and haaling rope of the traveller. To permit the use '
of supports or carriers for this purpose, without interfering
with the movement of the traveller from end to end of the
track, we have devised a rope support or rope carrier of '
novel construction. The rope carrier comprises two laterallT
movable or swinging arms or parts, either or each of whicQ
carries a supporting pulley for the rope, and which are bd
constructed and arranged that, in the movement of tha
traveller along the track, suitably curved or inclined pro-
jections on both sides of the traveller will engage with them,
and throat them aside in opposite directions so as to permit,
the passage of the traveller between them, and will thMi
allow them to resume their normal position, the parte being:
BO constructed as to enable these operations to take plaoc
without shock or jar, and without liability to the trsvellei
having a lateral swinging motion imparted to it, as would.
be the case if the rope carrier were poshed aside by only,
one side of the traveller."

Fig. 130 is a side elevation, tig. 140 an end elevation (partly
in section), and tig. 141 a plan (partly in section on the line
aax, lig. 139), showing one form of the improved appliance,
described in the specification.

appliance.

SHll' tinnRICKS. 165

Od tbe trHTeliiiiK gantry A ia mounted the to^er or
trestle 6. The overhead beam or track ia rigidly secared
to a slightly inclinpd truiaed frarne D, which is connected to
the tower at a suitable height. The beam or track is alao
supported by tension ropes or slings E attached to the top
of the tower, Saitable guys, as F, prevent undue swaying
of the overhanging parts of the said beam or track. The
shorter overhanging part of the beam ia pivoted at a, to

Eermit of it being raised to the position indicated by dotted
una at fig. 139.

The Temperley'a specification No. 14720, of 1897, des-
cribes the use of a fall or return block, with a lifting carriage
or rnnner of the type described in the prior soecification.
No. 21170, of 18n2 ; whilst their specification No. 30024, of
1807, relates to apparatus for actuating grabs or backets
through the medium of the lifting rope, which is shown as
applied to thp crane d"Bcribed in tLe aforesaid specification
No. 14720, of 1897.

The Temperle:? Transporter Company publish the follow-
ing particulars, indicating the capabilities of their appli-
ances : A tranaveraing boom transporter, erected at the
Midland Coal Company's Wharf, Woolwich, for discharging
coal from steam colliers on to a atock heap and into wagons,
consisting of a tubular steel boom 83 ft. long, suspended from
a carriage, which ia transversed along the fiangcs of an over-
head girder of 40ft, span by means of an endless chain led
to a hand crab. The lioom can be tnmed to a diagonal
or other position, as may be re^juired. The storage capacity
of the portion of the wharf commanded by the transporter
is 2,o00 tons, and such a quantity can be stacked without
any trimming or barrowing being required. The transporter
is capable of making (30 lifts per hour, and the qnantity of
coal usually lifted in each skip is 13 to 14 cwt,, giving a
dui-y of 40 tons per hour.

Portable beam transporters for cargo steamers, made in
sizes from 30ft, to GOft. Ions; ; usual patterns supplied lift
aOcwt, 20cwt,| and 15 cwt. Weight of transporters (in-
cluding traveller) varies from 12 cwt. to 30 cwt., according to
size. When at work the portable transporter is suspended
from the end of an ordinary derrick, and is held by guys
in a fixed inclined position, one end being over the hatchway
and the other end over the quay or lightera. From
40 tons to (iO tons of goods may be handled per hour by each
transporter.

Travelling tower transporter at lime-kilns. Load, 15 cwt, ;
lifting Bpeed, SOOft. per minute^ traaaporting speed, 400 ft

poratooa, 3Sft.; total

71 ft J over water, I2ft-:
MoCire power, ateun.

In m record perfomunce in coaling ship oo H M A Uajei
* few years ago, 1,900 bags, repreaentlng 190 tow
cool, were taken on board in ose boor from a collier Ij:
alongside. Two derricks and two Temperleys were «
ployed. Bnt with reguvl to the Temperieya the Enyi*.
in the iaaae of September SOtb, 1S98, says : " It is quit
mistake to take the fignrea ot coal received from

Temperleys as of any value in the matter of being a ganKvfl
of their fall capacity. The forward hatches of the Majeetia
class cannot take more than ten bags at a time at the t
whereas the Temperlny transportor can easily car
nnmber in excess of thia We do not know a single ca
which circarastances have allowed of a transporWr I
worked to its fall capacity," Aa an instance of a lat«r p..
formance, it is recorded that the same vessel, coaling i
stream at Portsmouth, on January 23rd, 1903, took in 1,7'
tons in 8 hours 5 mimttes, giving an average of 212 ti
hour. In one hour it was 257 tona.

amp DERRICKS.

167

Fig. 142 is from the apecifioation No. 15872, of 1895 (G.
Tfzack, of South Shielda), for derricks for loading or dis-
D&arging cargo. The boom A, pivoted to the mast B, has its
outer end Bnpported by a gny C. A goide rope D ia attached
u flhowa The running carriage E ia controlled by a whip
rope passing roncd the barrel of the winch ; the carriage
mns oDt nnder the action of the weight. In a modification
two booms are employed, ho that the ship may load or dis-
charge on either aide.

S- 143 illuatratea the balancing arranttementfor a floating
crane, deacribed in the apecitication No. 191U6, of 1803, in the
name of G. F. M. Stoney (Measra. Ranaomes and Rapier
Limited, Waterside Worka, Ipawich). The crane, monnted
upon the barge A, has a pair of aimilar jiba or booms B and
B'', which are ao operated by chains that aa the weight ia
raised the floating balance weight D ia simaltaneonsly raised
the necessary extent ont of the water to balance the load.

In hia specification No, 112G6, of 1894, Mr. Stoney
mentions tne application of the aforesaid balancing
arrangement to a special type of fioating crane, of which
he gives an illaatration.

In the specitioation No, 2733, of 1898, two mariners
HntohinBon and Newton) describe a derrick for use on

168 BIKCTRIC AND OTHER LIFTS.

board Bbip, in which the crttne post has a ball and Bocket, or
univeraal joint ; hy adjustment of the guy ropes the poet
caD be intilined at any angle.

A. McKinlay, of the British India Steam Mavigation
Company, of Calcatta, in his specification No- 164IG, of 1892,
describea a derrick for ships' nse in which the }ib is sup-
ported from the mast head by a tJEed rope, and ako by &
gay rope pasaing round a snatch block and thence to a i
winch ; slewing can therefore be readily effected by ths |
hanling in or paying oat of the gny rope.

CHAPTER XXV.

Electric and other Lifts or Elkvatoeb.

private generating plant can now be installed, have natarally 1
led to an angmentatioa daring recent years in the demand I
for the application of electrical energy for the working of M
uU classes of lifting machinery. Electric lifts or elevators in J
particular have received mnch attention, and makers axe M
now prepared to supply reliable and safe machines for hotel, t
warehouse, and other services. 1

The cost of & properly -constructed electric lift or elevator I
will exceed that of a hydraalic lift or elevator, bat the cost i
of working the former will be much less than that of tjie J
latter. Hydraulic lifts consume the same amount of water 1
per trip with a light or empty car as when ranning witb f
the maximam load. By telescopic rams, and other meanai I
attempts have been made to proportion the consumption ct 1
water to the load raised, but with the modem suspended I
car and the jigger, or similar type of hydraulic motor, which I
is the best that can be adopted for most services, anch I
saving can be effected only at the cost of loss of speed aad I
8t«admee8 in working, and additional expenditore for up- I
keep With electric elevators, however, the amount of I
electricity used is proportional to the load to be raised, and I
the Otis Elevator Company give it as their experience tfaft^ J
as a general resnlt, where electricity has to be purchased I
from supply companies, and water from public hydnuUio 1
power mains, the cost of working an electric elevator wiilj
net exceed one-fourth of tbe cost of working a hydraolioX

BLTCTETC-A>-D OTHEIl LIFTS. 1U9

elevator for the same duty, whilat the ooat of upkeep or
mainteiiEmoe of the electric machine ib no greater thau the
like coat for a hydraulic machine.

The specification No. 40t), of 1893, of the American, now
the Otis Elevator Company, deaeribea the regulation of the
speed of the electro-motora of lifts employed in oounection
with a maltiple-wire Byatem oi" distributing electricity.
The regalation is effected by changing the connection
between the armature and the yarious wires of the system,
HO as to Tary the E.M.F. of the current passing through the
armature. The patent granted on this application has been
allowed to lapse.

In their epeciiication No. 1143, of 1892, the same company
describe the arrangement of a controlling switch, in the car
or cage of an electric lift or elevator, with the Held current
only to pass through it The armature current is started by
the switch, hut reversal of the motor is effected by reversing
the current in the field circuit. The patent on this appli-
cation is now void.

The Otis Company's specification No. 12858, of 1894 (the
patent on which has been allowed to become void), describes
means for preventing the fraying of the rope or cable of a
lift or elevator during working, such meana comprising the
provision of a screw shaft for supporting the overhead
■ sheave or pulley over which the rope passes from the
grooved wicding drum or barrel The interior of the hub
of the sheave or pulley ia threaded to receive the screw
ehaft, and thus, as the pulley revolves on the working of the
lift, it travels laterally at the same rate as the ropB or cable
on the drum.

An improved stopping device^ for use in connection with
an electric switch or a hydraulic valve, is described in the
Otis Company's specification So. 23G&5, of 1895 It consists
essentially in the omission of a number of teeth from the
spur wheel, which is formed with or secured to the pulley
around which the hand rope passes, so that, when brought
into position for stopping, a further slight motion of the
hand rope will have no action on the switch or valve, and
thus the necessity for delicate manipulation of the rope is
dispensed with.

The adjoining illnatrations, figs. 144 and 145, are from the
specification No. 7853, of 18015, of the Otis Company, which
describes stopping devices for normal working, and meana
for the prevention oE overwinding. The figures illustrate
the application of the invention lo an electric lift, bat it
oan be equally well applied to a steam or hydraulic lift.

BiacTSjc ax» orasK uns.

m-.

/^^

H 1

/ I — — ^.

The switch A, fig. 144, is oporHted by a hand kvnr B, armnfed
within the cage or car in sach a manner that, by movement
of the lever, the palley beam is rocked. The lines or
ropes D D^, wound round the pnlleya on the beam C, are
attached to eye bolta at the top of the well, and at the lower
end to a pulley or segment E, Thus, on movina: tho hand
lever B, a uiovement of the pulley or apRment E ie efiected
which, through the barF, actnatea the Bwiti^h A. Ab the pin
/, of the bar F, engages a X-^bnppd lever G, the movement

of the bar in a dirt^ction to stop the motor H applies a brake
strap to the drum or wheel J. For the prevnntion of over-
winding the end of the winding shaft K, fig. 145, ia screwed,
and carries a, nut L, which travels along the surew, and,
when the cage or car reaches the top or Dottom of the well,
so jams the pinion M as to cause it to rotate with the shaft,
and, thronph auitable gearing, to operate the pulley or
segment E, fig. 144, and thus atop the motor. The weight N
returns the pinion M, when freed, to its mid-position.

17s 2LEDTSI0 AND OTHER LIFTS.

The Otis patent specification No. 7654, of 1^96 (bearing
the same date an that of the patent just deBcribed), relates to
means for regulating the starting of laotors. R^siatances
are interposed in the circuit at starting, which are sub-
sequently cut out automatically, the rate of cutting oat
being governed by an electro maRnetic daah-pot or brake.
Fig. 146, from the specification, showu the arrangem^it
adapted for use with an elevator. The wheel A, operated
by the hand cord, controls the current reverBer B. The
suitably wound motor C is connected with a sec of resistances
D, and a switch lever E carrying a contact e is mounted on
an axle F. The short arm of the lever £ is fitted with a
pawl enfiagiug a ratchet wheel connected to the spur wheel
F'-, which through other suitable wbeola turns the disc G
between the poles of the magnet H, so forming a daab-poL
The cam J on the wheel A ts so shaped and arranged that
when turned it will allow the long arm of the lever £ to fall
under the influence of the weight £^ at a rate governed by
the dash-pot, and as it dropa it cots out the resistances.
When the wheel A is turned to stop the motion, the long
arm of the lever E is raised to pot the resistances in circuit.

In their specification No. 10772, of 189ti, the Otis Company
describe means for preventing overwinding of electric
winding engines, having some of the features of the devices
for eflecting the same purpose described in their prior
specification No. 7853, of Ib'M, to which we have referred.
Bat in this their later method they arrange for the sending
of reverse currents throuch the motor to bring it to rest.

The Otis specification No. 1883, of the year 1808, deecribea
arrangement of circuits for the push-button system of
controlling the working of electric elevators.

The introduction of the push-button system of controlling
constitutes the greatest advance in recent electric elevator
practice, for with such a system the working of the elevator
is rendered so simple and reliable that an attendant is
unnecessary, anyone being able to use and control the lift
with perfect nafety.

The Otis Elevator Company have kindly supplied the
following particulars as to their achievements with thia
system : —

"There are several forms of the Otis push-button method
of operation. With the ■ two-button system, two push
buttons are placed at each landing door, and two corres-
ponding buttons in the car, one of these in each caee being
for the up motion and the other for the down motion. The
operation consists simply in pressing one of the buttons,

BLECTRIC ANI> OTHER LIFTS.

the car responding by either ascending or descending,
according as to which of the buttons is pressed. With this
arrangement the oar only travels while the button is
depressed, stopping immediately it is released. It is a
perfectly simpJe method of operation, but requires a slight
amount of judgment to determine when to release the
button, in order that the car may atand level with the
landing.

"A modification of the last arraneemeot hiks been intro-
duced with three push buttons. In this case it is only
necessary to press the up or down motion button to start
the car, when it will continue to travel up or down according
to circumstances, without its being necpssary to keep the
button depressed. A pressure of the third button imme-
diately brings the car to rest, but a little judgment is
necessary to determine when to press the stop-motion
button.

"The latest development, however, has been in the
direction of producing an elevator which shall be entirety
automatic in its action, and this has been done with aignal
success. In this case a single button is placed at each
landing door, a set of buttons being situated in the car, and
labelled to correspond with the various landings.

"The operation is as foUows : Upon a person arriving at
the landing door, and pressing the button placed there, the
car will immediately travel to and automatically stop at
that door, whether at the time of being called the car
huppeuB to be above or below. The passenger then steps
into the car, and presses the button corresponding to the
floor which he wishes to travel to. The car iraiiiediately
travels to that floor and stops there automatically without
any further operation on the part of the passenger. In
addition to the buttons before mentioned, there is in this
last system an extra push button in the car which enables
the passenger to stop the car at any point in its travel if,
for instance, he should have accidentally pressed the wrong
button and found himself to be travelling, in the wrong
direction. II tving stopped the car, he could then despatch
it to the riglit floor by pressing the button corresponding

"The safety arrangemt^nts with this method of operation
are perfect, and provide, among other things, that the
passenger in the car has sole control over the elevator until
he has done with it ; the mere pressing of a button in the
Cftr setting the machine in motion, being arranged to
completely out out of aotion the whole of the rest of the

the operatiDg circuit whrn the door is open, readerinR

the ulevntor imuiovable. It is thus impoaaible for a careless
pttSHuiiger to ^nter the car and travel to some other Hoor
leaving the door opeo for anyone to fall down the shaft

''There are other combinationa of these button systems,
notably oue used iseuerally in coonectioa with dinnerBerrice

elevator^ by which the same automatic reaolts are prodnced
aa deaaribed in the last cabs, but in this case the car is
deBpatched from the landings without a. paaseuger, and
arranged ao that it can be called to any landing, and
despatched from any landing to any other landing, by merely
pressing a aiugte button-"

The arrangement of a lift, iUnatr^ted at liga. 147 and 14S, ia
from the apecitication No. 4093, of 1896, in the name of C. J.

Hall, of San Francisco, U.S.A. The cage represented by A
IB balanoid by the weight fi. The liEtiug rope ia practically
endleaa, being attached at one end to the top of the weight

B, whilst the other end, after the rope has been passed around
the guide pulleys at the top and bottom of the shaft, is
attached to the bottom of B. The motor and gearing are
fixed to a frame or bed, which ia mounted on trunnions, as

C, in order that they shall hang in the lifting rope, and
thus keep the aame taut.

ELECTEIC O^-SRHEAD AKI> OTBEK CSANKS.

In his apeciScation No. 18156, of 1893, £. W. Anderem has
B neat smngement for keeping lift ropes tant by die weifibt
of the cage and its coantcr-balancinf; weight, and for
obtaining a snfficient grip npon the driving barrel to
present slipping. The rope from the cage, or car, first
passes over the ordiDar; overhead guide pulley at the top of
the well or lift casiu);, and then descends to and p^Esea under
the winding barrel of the motor. From the barrel the rope
IB led over a guide pulley fiited above, below, or on one aide
of the barrel, and thence returns aod again passes round the
barrel before being led up to another overhpad pulley, on
the opposite aide of which the rope ia attached to the balance

Fiu. 140 ia a plan of the lift, or hoist drivicg mechanism
described iu the speci6cation No. 10640, of 1S:I2, in the name
of T. Tbomaa, of Cardiff. The first motion shaft A is driven
by a pair of belt«, one crossed and one open, to give rotation
in opposi'e directions, which run on looeely mounted
pulleys. Between the pulleys is a fixed disc with a flange
opposite annalar recesses in the adjacent sides of the pnlleys.
sncb flange being caused to engage with one or the other ot
the pulleys as required, by operation of the hand cord
wound round the pnlley B, the motion of which ia
tranamitted by a chain to the wheel C on the shaft A, thus
eflecting a lateral displacement of the said shaft (and the
flxed disc thereon) in the required direction.

CHAPTER XXVI.

ELECTRK: OvEEHEALi AND UTHER CkASES AND Hoi3TS.

To meet the requirements of crane and hoist work many-
special forma or arrangements of electro- motors have been
proposed. In the specification No. 1C562. of ISftS, filed on
behalf of an American inventor, E. R. Eamond, of New
York, an electro-motor is deacribed and illustrated in which
both the field and the armature are rotatable, being geared
together by an intermediate pinion which eni^ages with an
internal spur wheel or ring at one end of the field and with
a pinion on the armature shaft. The said intermediate
pinion is journalled in an arm suspended from the armature
ibaft and capable of vibration thereon, agqinat the reiistance
" weight or aprings. The periphery of the field may be

ELECTKIC OVERHEAD AND OTHEE C

177

' made to serve aa the hoisting or -winding drom of the littinf!
ninchinp. The brake afaoea are connected to a pair of
Bolenoida in the circnic of the motor, bo that when the
cnrrent is turned off they are aatomaticallj applied. The
hoisting; rope is cauaed to pass round gaidu pulleys ao
Hrranged on the machine^that, ahonld the rope give way or
Iiecome alack, the electric circuit will be faroken and the
brake applied.

The specification No. 99a3, of 18M, in the namea of A. G.
Hadcock and C. W. Hutchinaon, of the Elawick Works,
describea an ammunition hoist for use on warahipa, arranged
to be driven by an electro- mot or.

In hia apecification No. 12895. of 1896, R R. Smith, of
Chicago, deacribea an arrangement for the working of a

hoiflt or lift by the inductive action of a aolenoid. Suspended
from a bight of the lifting rope ia a solenoid (bailt np of
superposed aeriea of coils, each aeries being composed
of iBveral coils), which passes over a Eyed core built up of
B'gmentH insulated from each other. When ihe cnrrent is
switched on it iirst paases through No. 1 coil of each seriee
and the solenoid travels down the core, raising the cage by
its descent. After descending a certiiiu distance tbe current
is automatically switched from the No. 1 coila to the No. 2,
and from them to the No. 3 coib, and so on.

N. S. Kpith'd specification No. 11052, of 1895, deaoribea the
nae of an electro- mag net in place of the usual hook and sling
ohaina.

OTKBEEAD Jl

} OTHKB CR&NBB.

Fig. 150 ifl from the Bpecificition No 17379, of 1804 (filed on
behalf of a German inventor), describing means to prevent
damage by overloading in electrically-driven cranes and
elevators. The liftinp rope A is passed over a pnllcy B
mounted at one end of a lever C, which is balanced by &
weight D, or by a spring, and connected by a link E to a
switch G, An excessive load raises the lever against the
action of the weight, and tbns operates the switch G and
breaks the circait. Fig. 151 is from the same inventor's
specification No. 18359, of 1894. To prevent burning out of
the armature coils, &c., the switch and brake gear are an
connected aa to be operated simnltaneonsly. The winding
dmm A is fitted with a pavl a, which, in the direction c$

lowFrin;;, engnges a toothed brake disc B. The switch
handle C is connected by a rod c to one arm of a weighted
bell-crank lever D carrying a brake band. The illustration
shows the position when no current is passing through the
armature, the load being sustained by the brake. When
the handle C is moved to the left the drum is rotated to the
rifffat to raise the load, the brake disc remaining stationary.
When moved but slightly to the right (not far enough to
turn the current on), the brake is slacktned, and the load,
descends under its own weight. Further movement of tlio.
handle to the right passes the current through the coils in
the lowering direction.

In the electrically -driven overhead travelling crane
described in ihe specificaMon No. 8G71. of 1895 (in the
names of J. G. and E. G Fiegehen, of Bedford), the liftioif

BLECTKIC

AND OTHER CKANES.

170

mechDnum is driven by a belt from a motor momitcd
on the traveniiiig crab itself. The control of the lifting
mecbanism and also the gear for traversing the crab across
the girders ia effected with friction clntches operated by
bell-crank levers, the said levers being moved aa reqnired by
passing a carreut throagb, and so exciting suitably -arranged
electro- magnets. The load-suBtainirg lirake ia applied by
the action of a weighted lever ; the release of the brake is
eSected by the action of electro- magnets.

The illnstration at tig. l'>2, showing part of an overhead
electric travelling crane, ifi from the specification No. 2d43ti,
of 1S!)G, which is algo in the names of J. Q. and £- U
Fiegehen, of Bedford. The motor A is nlaced at one end of
the girder B of the crane. The motor shaft is prolonged and
fitted with a worm C, which drives (throagh suitable
gearing) the shaft D, from which the travelling wheels are
driven. In thia way skewing action is prevented.

In his specification No. 17206, of 1895, J. A. F. Aspinall,
of the Lancashire and Yorkshire Railway, describes an
electric travelling crane which he has specially designed
for the transference of luggage from one platform to another
in a railway station. The rims of the supporting wheels of
the crane are inanlated from their bosses, and from snch
rims the current in transferred from the rails on which they
mn by means of brashes to the motor.

The electric overhead traveller or travelling crane,
represented at figs. 153 and 11)4, is from the specification
No. 10755, of 1897, of W. Craven, of the Vauxball Ironworks,
Mancbeater. The invention comprises the adaption of the
coil brake device (described in the same inventor's
specification No. 31883, of 1891) to an electrically-driven
crane. Fig. 151 is an end section on the line a b, fig. 153. The
cam bar A, which acts upon the weight B, is connected to an
arm C, which slides on the shaft D. When the hand lever E

180 ELXCTSIC OVBSHZAD AND OTHBS CBANSB.

is operated to control tbe motor F, it Bimnltaneonslj
partially rotates the shaft D in snch a way that the brake is

applied when the motor is not mnning.

In tbe electrically- actuated lift or hoist mechanism
described in the speci&cation Xo. 30923, of 1897, filed on
behalf of F. J. Sprague, of New York, two motors in serieti
are employed, each armature shaft being fitted with a pair
of worms. One worm of each pair engages a worm wheel on

the abaft of tbe winding drum. Tbe other pair of worms
gear with worm wheels mounted on a shaft adjacent to and
positively geared with the drum abaft by spur wheels, the
idea being to ensure sycchronoua working of the motors.

In their specification No. 14090, of 1898, F. H. Royce and
E. A. Clareuont describe means for lowering the load on a
crane or hoist driven by electro- motors, dependent on the

ASD OTHER C

181

itctioDof the motor itaelF, and alao to render the operation
of lowering lesa jerky and uneven in action. The patentees
make nae of a snitabJe awitcb and varinble reaiatancea for
ahort-circniting the armature of the lifting motor. The
switch ia bo arranged that the contact makers, which are
snitably joined together, can be moved either to the right or
left.

Fig. IBS represents a 20-ton three-motnr overhead electric
traveller aa conatrncted by Measrs. Vaughan and Son
Limited, of West Gorton, Mancheater, who have kindly
supplied the following particulars : " The particular crane
illustrated haa a span of 45 ft.; ita longitudinal travelling

speed is 300 ft per minnte, and cross-travelling speed 180 ft
per minute. The current ia conducted along the gantry to
the crane by two bare copper wires, and collected bjr meana
of a sliding contact bracket. The three reversing switches —
Vaughan and Foster's pitent— are contained in the cage,
where they are under the control of the operator, and ao
arranged that the three movements of the traveller may be
controlled either separately or aimultaneouely as required.
They are of the liquid resistance type, the cisterns containing
a chemical solution. When the lever is in a vertical position
the current ia otT, the forward and backward motions altering
the direction of rotation of the motors. Contact ia broken
on the surface of the liquid, and there is consequently
no sparking on the switch commutator."

ELECTEIC OVenSTAD AND OTHEE CRANES.

The speed of the motora can be varied within considerable
limits, and with a little practice the operator can msDipalate
the fnll load with extreme delicacy. The hoisting and crews-
traverse motors are incorporated practically in the crab aides,
the redaction of speed being accompliahed by trains of spur
gearing, suitable for two speeds of hoisticg. The barrel is of
cast iron, with right and left hand grooves for the steel wire
rope. This, while ensuring equal diatribntion of the load on
each girder and the lifting in a trae vertical line, etfectnally
prevents overlapping, and consequently any danger arising
trom slipping of the load, which is eqaally sustained by four
parts of the ropa The head of the hook is fitted with
hardened cast-ateel balls and plates, which permit of the
maximnm load being freely revolved. The longitudinal
travel motor is carried on brackets at one end of the girders,
and, by means of snitabie spur gearing and a cross shaft,
motion is conveyed to one travelling wheel in each wheel
box, ensuring smooth running and a freedom from any
"cross winding". The three reversing motors, which are
•pecially designed for these cranes, are series wound for
continuous current, the very disadvantages which render
them nuButtable for regnlar service making them ideal for
crane work.

Messrs. Vanghan and Son have adopted slow-speed motors,
which are so arranged that worm gearing is entirely dis-
pensed with. Although larger and more expensive motora
are required, the longer life, the elimination of com-
paratively high-speed gear wheels, and the consequent
reduction of gearing and the qnicker reversing and stopping
powers, have been found to compensate for the incrcoiBea
cost. Any risk through want of attentiou or carelessness
is removed by means of a powerful automatic brake. When
the current is switched on to the hoisting motor it puts into
circuit an electro- magnet of sufficient power to raise the
brake lever and render it inoperative at the moment when
hoisting or lowering commences, and also during its
continuance; the act of "awitchiug off" of the current
producing a reverse operation. If, from any cause during
working operations (he current should fail, the brake magnet
would instantly release the brake, and allow it to take
oharge of and sustain the load.

PAKT m.

EXAMPLES OF PRESENT PRACTICE BY

T.FAPEN'G Ar\KER>

CHAPTER XXm.

SiKjJi Tit&zi Cnz^fa. s::i.!L ia ill:i<czi;:ei &( ftj^ ld<Sv mtm
{ttraealArlT adii'ai f:r stcnix i=, the nrrT.-img of ineak-
wmsen cr hsxrj sea ti1I:« 5:>r=»«i of ciccme bfeeka. Xo
ttigxK ia rgiTTurwii •.: «iiricr: the ^rme. &i h can craTci ob
the bkcaa Trhioa :• hi* rrrT:.:.i«Iy sei Tne iUostiatioK
sIkvb a 33-t.>c. il'-ri'-zi i stcan Ti-Liii zriii-? ccilr ct M«

\jm.ioxLf ini Witersii-r Ir:z.T;rk.*. IrsTnch, for a
VmA of 30 Toc*. a rn;tvmnTn ^irkinz r^iins of f^TfL. and
<50ft. L-rlzit •:: lift. The n.!:::* ■:: Tirkii^j may be Tuied
by mfffcr* ot the ••j-riLnj'' cr nzjiiiiz carriaae sb>«Ti in tfas
aiastrad'jc. Th-? jri:.- ir the fr.i cf the jib is used for
paring the hottoiL ::r thr •M:i:r»ftc cslz?: th-eae are
in the boi Tith : lenin^ base, ■• hi *h i* al3»> to be seen in
illaatzaticiL The c;*rrla2e oa whi-^h rhe complete
■troetare ia moTinteti is high en^xi^b to aSov the
ffffwrATning the blockd to mn under the jib. The blodks
if desire*!^ be taken from the rear of the enne and ifemd
loond in aiiTance of the nme. In this manner the load
maj be mored throujzh a horiaoiitai dissanee cqial to taa en
the ndios without altering the postioa of tike cnne as a
wfa(^ Farther, during the action of aleving the so^ended
^oll load of 30 ton^ the cnne itself vdghi^g 330 tons (tkna

TITAN CKASE. 185

making 350 tona in all), can also travel abog ita rails at tlia
rate of 60 ff. per miuute. Other speeds ai'e us followa : —

Lifting full load 10 ft. per minute.

Lifting light load 30ft. „

Turning or alewing One revolution in

two minutes.
Travelling the toad along jib Toft, per minute.

The makers claim tliat the springa on which the stroctore I
is moiiDteii greatly ease the streaaea imposed when lifting I
the load, for after the steel wire ropes are woond taut tha f

load is brought gradually on to the jib, because oa th« loi
cornea on the jib goea down, owing to the yielding of t

BTRAU TKATELttira CRAHKB.

187

kfront apringB under the increasing lo&d. Tq loweriuK ibe
load is controlled by a atrap brake and by a hydraulic bralio
(Matthew's patent). By the latt«r the load can bo lowered
one-hundredth part of an inch if deBired.

Sheer Leo 9.
Fig. 1 57 illiiBtmtes masting sheers capable of dealing with a
load of 150 tons, constructed by Messrs. Cowaiia, Sheldon,
and Co. Limited, of Carliale. The sheers illustrated are
worked by steam power, bat the makers also construct them
to be driven by hydraulic or electric power. The crab has
two hoisting drums for the main lift and au independent
drum for lighter loads. All these drums can be worked
together or independently of each other. A drum is alao
provided for in-hauling. The back leg is actuated by a,
horizontal screw working iu a, brass or gun-metal nut.
Brakes are provided for the hoisting drums iknd alao for the
hoTisontal screw. The legs are made of steel plates turned
on the ends and butted against eai:h other. The rivet holes
iu the plates and fautt straps are all drilled. A ladder is
provided on the Imck leg, giving aooesa to the top pin aiid
shackles. The top block can, however, be lower«l without
interfering with the top pin; the latter passes through the
front and back leg capa.

St BAM TrtAVKLLING C RASES.

Fig. 158 is an illustration of a ateam travelling crane by
Messrs, Ransomes and Rapier. The particular example
from which the illustration is taken is for a working load of
30 tons (test load 37 tons at 36 ft. radina) ; height of lift,
50 ft ; weight in working order, alxiut 120 tona. The gauge,
centres of rails, is 16 ft. The carriage or wheeled standard
is high and open to allow railway trucks to paaa through it.
All the motions are worked by steam power. A crane as
illustrated was supplied to the Great Eastern Railway Com-
pany for dealing with heavy goods at Parkeston, Harwich.

The locomotive ateam crane illustrated at fig. 159 is by
Messrs. Taylor and Hubbard, of Kent Street Works,
Leicester, and ia of the makers' standard type as constructed

168 STBAH tRAVGLLIMO OltANHB.

in »\7.e» or of liftiug oapaoities ranging from hnlf a ton to
7 toiiB. The following give leatliug partioukra of the 3-toii

Loud 3 tona.

Radius for full load 16 ft

Total weiglit 12J tons (without

water or ooal).

Shipping measurement 550 cubic feet.

Weight of heaviest piece 2 tons.

Lifting full load 60 ft per minuta.

Lifting a light toad 90ft. „

Travelling 340ft

Slewing complete oirole ISaeconda.

Derrick from lowest to highest

point 20 „

The two steam oylindera are each 6J in. diameter, with a
piston stroke of 10 in. The conneoting rods are 1ft 9 in.
(oentres}, and the crunk shaft 1!^ in. diameter. Steam pipe,
Ijin, diameter; eshauat pipe, 2 in.

The boiler is 7 ft, high and 3 ft. diameter, and has a
fireboi 2 ft 6 in. diameter by 4 ft high. Working pressure
701b. ; teat pressure 1401b. per square inch. The firebox
is fitted with two cross tubes, each 8 in. diameter. Ths J
up-take ia 9 iu. diameter. Ths mild steel plates for the 1
boiler shell, the firebox, and the np-take are all ^ in. thick.
The tapered ohimuey is of coat iron. The boiler is fed by a \
pump worked from the croaahead of one of the crane engines
or cyliudera. The water tank holds 110 gallons.

The lifting barrel is lOJiu. diameter, provided with '
100 ft of ^ in. diameter tested eteel wire rope ; barrel J
shaft of mild steel 3^ in. diameter. A chain may be 1
employed instead of a steel wire rope for lifting ; tho ]
example shown in the illustration has a chain. The lifting j
gear wheel ia 3 ft. 3J in. diameter. The derrick barrels or i
pulleys are 10 in. diameter on a shaft, 3|in. diameter, of i
mild steel ; derrick worm wheel (oast ateel) 1 ft 3 in. i
diameter, gearing with a phosphor bronze worm. Tha
centre pin is of forged steel and 4-i in. diameter.

The jib is 20ft. centres; the ateel ohnnnela f»r jib srii
8 in. by Sin. seotiou.

The carriage is made for standard 4 ft. 6^ in. gnnga of
rails. The oast-steel rail wheels, 2 ft diameter, are 6 ft.

between centres ; the steei axles are SJ^in. diameter. The
slewing path is 4 ft. 6 in. diameter, and is provided with
safety slipping ring. The steel channel a for carriage
framiug are 1 2 in, by 3 in. section ; total length of c
10 ft Sill.

^^V IM RTKAX TKATKEISra CKAKX.

^B Tbe ItMd of 3 tons ifl lifted direct from bairel wiHioat
^H bll or return block (» single sheaTO &U or return falook ii

■

^^^1

Bed with the 5-ton crane, the makers' nest size above
he 3-ton). The crane wU derrick with its load or travel

HTDKAULIC CEANEa. 101

witb it suapeoded at right angles to the track. The derrick
motion is aelf-holding. The crane will lift its full load
<iirect from raila, even when standing aideways of the track,
without the aid of clips and cross girders. When handling
the load at the speeds previously stated the engines ran at
about 150 revolutions per minute for lifting, 300 revolutions
per minute for travelling, and 300 revolutions per minute
for slewing. Thus for each revolution of the crane (per-
formed in fifteen seconds) the engine crank shaft makes
about 75 revolutions. The crane (3-ton size) will haul
40 tons along the raila, on the level, at a speed of 'JO ft.
per minute. All the parts of cranes of the same size ure
interchangeable.

CHAPTER XXVIII.
Htdraulio CaANEa.

The travelling type hydraulic crane illustrated at fig. 160 is
by Messrs. Cowans, Sheldon, and Co. Limited, of Carlisle.
It is adapted for hauling independent of rails, being 6tted
with broad wheels suitable for running in a warehouse, along
a quay wall, or a roadway. Several cranes similar to that
illustrated ha^/e been supplied by the makers to the following
leading particulars : —

Load 5 tons.

Eadins 23 ft. 6 in.

Lifting speed 60 ft. per minute for 5 tons load.

Revolving speed 250 ft. per minute at chain book.

Centres of travelling wheels 8 ft.

Height 30 ft. from ground level to centre of jib top
pulley.

The bottom framing is of steel plates and angles built in
pyramidal form. The cast-iron brackets for travelling wheels
»re fitted with aorewdown feet to give additional stability
for lifting the load. The lifting cylinder is fixed Iietweeu,
9 aerves to tie together and stay the rotatabia

192 HYOKAUUC CBANBS.

upright framiiig, wiiich is also of steel plates and angles '
'I'he revolriug cylinders are fixed on the outer aides of the
upright framing. The top of the pyramidal frame or base
hoB secured to it a bored-out cast-iron plate, aud rnund the
upright is fitted u. cast-irou ring provided with rollers, to '
fncilitate slewing. The jib is of braced steel chaunela.

balance weight or counterpoise is carried out at rear of J
jib, as shown. The chains pass from the ram heada of I
the slewing or revolving cylinders to a drum fixed to the J
bottom of pyramidal frame. The lifting cylinder
titled with a telescopic ram for effecting a saving in water A
used when dealing with light loads up to two tons. The I
attendant is placed well up wliere be has a clear view of bia J

HYDRAULIC CRANBa.

work. The power is ooiweyed in the usual manner, through
I oooks coupling up to telescopic pipea fitted to the crane.

H Htdraduo Coaling Crank.

Fig. 161 illustrates a 25-tou liydraulia uoaling crane, by
Measra. Cowwis, Siieldou, and Co. Limited. The crone hwa
six cylinders, viz., three for lifting, one for tipping, and two
for revolving or slewing ; the lilting and tipping rams are
also provided with constant press ure-re turn cylinder?. All
the cylinders are fised underground in a covered pit, per-
mitting of ready examination and overhauling. The lifting
cylinder ram heads are carried on wheels runtjing on rails,
and the tipping and revolving rams on guides. The crane
has three lifting powers, viz., 25 tons, 16 tons, and 8 tung.
For lifting 25 tons the three cylinders are used ; for lifting
16 tons two cylindere; and for lifting 8 tons one cylinder.
The different powers are all worked by two levers in the
ocane house ; no diaoonnectiog ia required. The makers
give the following particulars aa to speed of working:
The full load of 25 tons ia lifted at the rate of 35 ft. per
minute, and revolved at 300 ft. per minute at hook. In
actual work one crane as aforesaid has shipped 260 wagons
of coal in 15 hours, being an average of 17J wagons per
hour.

The oircular bottom framing of crane ia tied down to its
foundations by eight bolts passing through heavy brackets
riveted to the framing. A centrally-bored oast-iron plate ia
lised to the top of bottom framing. Around tho upright,
which is of ateel plates and angles of bos section, are fixed
turned cast-iron rings, between whioh and the plate pre-
viously referred to is a ring of live rollers. The weight of
the mast or upright is alao supported at the bottom by
another ring of live rollers, upon which the nuiat aits. On
the bottom of upright is fixed a pitch wheel, round which
works a pitch chain wheel for slewing crane. The jib is of
steel plates and angles made up in H aection; the tie rods
are ateel channels. The jib head pulleys, guide pulleya for
chain, and pulleya for tipping rope exe of cast steel. The
houae is fixed at one aide of bottom framing, but is separaterl

HYDRACLIC COALlBli <

HYTtHAULia AND KLECTKIC CHANK. 195

m tile same, aud in it are two sets of level's and valves su
it tlie operator can work the erane from eitiier end of the
lae ; this enables the crnne to work on either side. All
I valves are below the flooring of house and quite easy of
6^3. The cradle and wagon are raised by A aiiigle chain

at a radius of 34 ft. 6 in. The lieight from ijuay level to

the centre of jib top pulley is 50 ft,

Combined Htdeiadijo and Electric Crase.

Fig, 163 represents a 60-tou combined hydraulic and
electric tntvellini; crane by Messrs. Henry Berry and Co. ■
Limited, of Croydon Works, Hunslet, Leeds, designed for uae
to connection with a hydraulic forgiug press.

The main frame or triJTolliuo; bridge of the crane is made
lip of box section girders, whilst the crab compriaea a cast
steel platform mounted on wheels. The lifting and lowering la
performed by means of a direct-acting hydraulic cylinder and
ramoarriedouthearab, and havingaatrokeof 7 ft The water
ia conveyed to and from the c_( Imder by walking pipes. The
longitudinal travelling, the cross traveisiiig, and the turning
motions are jieri'ormail by elect.ric motors acting through
gearing. Each motion has an independent motor. The con-
trollers foE the motors are placed in a cage (not ahowu in
the illustration) suspended from the main girders of the

The motor for the longitudinal traveliiug is placed on the
aide of one of the main girders at about the centre, thus
giving eqnal torsion to the cross shaft connecting two
opposite travelling wheels. The cross traversing and
turning motors are disposed on the crab and moved with ic,
the electric curreut being taken from and returned to bare
copper conductors disposed between the two main girders.
Both these motors have an initial reduction by a worm gear,
enclosed in a gear case, the traversing motor being after-
wards connected to one of the travelling axles ot the crab by
spur gearing, and the turning motor to a vertical telescopic
sliaft by a pair of mitre wheels. The liftin}^ bars (which
[■are suspended from a oroashaad on the top of lifting ram)
I forged steel crossbead connecting tboir lower

■TBKA1IU0 AXV nXCTSIC CXAXS

•xtreoitias, and » bnokat 011711^ k spur vbcel diiTen bj
the leloacicpie afakft, *Bd geuing into a aimikr wheel keyed !
00 to a ecntntl iwliual ilnft. This central rertical shaft |
tarns ia a hollow Totieal deeve and curies a wonn, wliieh, I
throu^ ft wonu wheel and spar Kear, operates the tunuug <

m^sim.

dram. The frame tarrring the tnmiBg liriitu is eupportettj
on a ball bearing at the lower end of the hollow spindle ;
taming of the ingot ia effected by means of an endlesi
link chain (not ahown on the illostration). The i
state that the turning gear is very effiraent, and that I
ingot can be readily tnmed in either direction at wiU.

irVDRAUtlC LIFTING JACKS.

Hydraulio Liftinq JiDKa

The hydraulio lifting jack illustrated at tig. 163 is of the
"Securitas" type by Measra. Younga, of Ryland Street,
Birmingham, The makara describe it aa oombining all the
advanttges of the ordinary hydraulic with the reliability of
the screw jitck. The ram ia screw cut and fitted with a nut

which ia placed below the oylindor. Wheu the cylinder haa
been pumped to the required height, the iiut is screwed close
up against it, and the cyliuder is then maintained in position.
Should, there be any leakage of pressure owing to the leather
packings being worn, nu inconvenience would result, as the
cyliuder caunot desoeud until the nut is screwed down the
rain again. This type of jauk is made of capacities ranging
from 4 to 60 tons.

198 HYDKAULIP JACKB-

Fig. 164 repreaentaa 100-ton "Securitas" hydraulic bridge
jack by the farai makers. Snah jacks are especially suitable
for 8er»icea where it is desired to keep the lifting jack under
weight for any leogtb of time. The ram is screw cut «iid ia
fitted with a nut having two handles. Bam. ia pumped up
iu the usual mauner, and as it rises the nut is carried
with it. When the desired height ia attained the nut ia
screwed down until it rests oh the top of the cylinder ; the
load '.a then maintained in position without further trouble
or anxiety. When the ram has to he lowered it should be
pumped up slightly, the nut aorewed up the ram, and the

Htop valve opened to permit descent of raoo. The detaoheil
cistern is connected to the cjliuder by copper piping These
jacks are made in sizes or capacities rauging from a** to 300
tons.

Htdraclic Pdli.ixc Jaok.
The hydraulic pulhng jack, by Measra. Youngs (illustrated
at fig. 166), ia described as a most useful and powerful sub-
stitute for pulley blocks in all confined spaces or where it is
incoavenient to use blocks. It is used, for instance, in tlie
shaft tunnels of steamers. The jack cylinder is fitted with
an eye at each end (aa shown in the sectional iliuatration).
Theae jacks are made in sizes from 2 to 25 tons, with a run
out of 2i ill. iuid upwards.

(0)

Dracatmos or t\na.

A—O^tn.

B— Pomp.

C— GaBM ■tniner uter MicUm iakt.
t C — Suctwfli talTcuxl i'|<ri<-g.

Il — De&mj tkItc, i^Tiiig. ac-l sU>|'per.

K — Pump pIoDga-.

}- — Piun|> plunger lotber pkckiug.

G — Pump tbafi.

II— Pump ilufl fct fcrrw.

J — Air BDil filling «crew.
K r -Leatlier packing fi<r pistoa.
1. C — Leattier [Wckiug for [iisLou nut.

M— Stop and relBnaa vaWe.

N — Stop and rvUue valve atM,

<j — St^p and relFHK vaKe gluid.

C-Cjiroder.

fj — Piston wid rwt.

U — Eye op tin cjlinder «nd.

S— EjB cup ua cisteru eud.
T l— LeMlier piiekiiig fur inner ta\ir.

V— Plain CHp 111) cjliudcr end.

JIB OBANEB.

CHAPTER XXIX.

Kr.KCTiiic LocoMOTrvE or Travelusg Jib Cranks.
A THKEE-Tos elsutric jib crnne, as con'truoteil by MesBra
Stothert and Pitt Limited, of Bath, for the Clyde Navigation
TruBteea, is illustrated at fig. 166. The leading particulars
nre as follow ; —

HH£iu]uia working load 3 tune.

Tot*] hei^tof lift 30 ft

R4diuii from oeotre ol fun to lifUog rijgie 41 ft.

Cflutre of jib pulley aboTe quay level <!0 f b.

Eitreme radius ufWil from canlro pin ft.

10. JIB OBANXS. 201

The apeeda specified (but oooeiderobl; exceeded at official
test) were aa follow : —

LiftiDg speed forthree tons load =• 150 ft. par minute.

Ravolviag speed measured at loid = 300 ft. per minute.

The truck or undercarriage is on the lines of hydraulic
oranea of a similar type. It runs on four uaalrateel single-
Hanged wheels on rails of 14 ft gauge centre to centre. The
wheels are also spaced 14 ft. apart in the^other direction, bo
that the crane rests on a square base. Screw blocking jacks
are attached to each corner of the truck. Hand travelling
gear is fitted to esch wheel. The arch of the truok is high
enough, to allow of the passage of loocmotives and freight
wagons. The stability of the crane was proved by a test
load of 6 tons suspended from the hook.

The cnstrsteel roller path carries a ring of 24 caat-stee!
live rollers ; the ring is centred by radius rods about the
centre p'n. T'^e upper roller path, to which the super-
structure is bolted, is also of cast steel. The ballast to
counterbalance the load is carried uuder and between the
tail girders. The jib tie roda are attached to the two braced
"A" framea.

The makers employ their patented system of working
with a detachable barrel, by which they claim to obtain a
greatly inci'eased speed with economy of current. In this
particular ease the load is lifted direct, or without fall
blocks, by a steel wire rope coiled on a turned and spirally-
grooved barrel The barrel is loose on the barrel shafr, but
to the latter is keyed the main spur wheel, which gears wiih
a pillion on the armature shaft of the lifting motor. The
spur wheel is of cast and the pinion of forged steel, and
both have machine-cut teeth and run in an oil bath. The
connection and disconnection of the barrel and the shaft are
efieeted through a "Lindsay" coil friction clutch. The
hand lever actuating the controller of the lifting motor also
actuates an eleetric solenoid which controls the friction
clutch, HO that on moving the lever forward from the off
position carrent is switched on to the solenoid, the clutch
is put into ttutiou, and the lifting motor started simul-
taneously ; after the clutoh is in gear further movement of
the lever cuts out resistance and speeds up the motor. A

SS02 SUBOTBIO LOGO. JIB OBANBS.

meohanical oonneotion (Aldridge's patent) is made betweeu
the lifting controller handle and the friction clutch each as
will enable the motions of the handle to be continued after
the clutch is " home." A friction brake drum is keyed oix
the lifting barrel, and encircled by a steel strap lined with
willow blocks. This mechanical brake is also interlocked
with the controller, and thus the motor cannot be started
when the brake is holding the load. The lifting controller
does not reverse the motor, as the lowering is effected
independently by the loose drum. The makers add the
following note respecting their system : —

** In cranes with barrels always in gear with a reversible
motor care has to be taken to check the lifting motor when
the hook is a sufficient distance from the jib head, so that
the momentum of the revolving armature may be absorbed
before the hook is overwound on the jib pulley, with the
possible result that the jib itself is lifted and the tie rods
bent. With the system described above lifting can be
continued at full speed and the load brought to rest instantly
by pulling over the handle, the only revolving parts which
have to be brought to rest being the barrel and brake drum,
which have comparatively small inertia and do not revolve
at an excessive speed. But the great gain in speed is
in lowering, which can be performed at a vastly greater
speed than is possible by a reversible motor, there being a
perfectly free run out under the control of the foot brake,
and what is of equal importance, lowering can be commenced
instantly without perceptible pause from lifting at full speed ;
the lifting armature can continue to revolve with slackening
speed during the period of lowering, and then come to rest
quietly without shock. As a matter of practice it is found
that a load can be lowered 60 ft. before the lifting armatuze
has ceased to revolve in the direction of hoisting."

The revolving motion is worked by a separate motor and
controller, acting on a train of cut gearing ; a friction brake
is provided to prevent crane slewing too far by its momentum.
This brake is also employed to hold the crane from revolving^
when desired.

A small overhead crane, running on rails fixed to the
inner sides of the house or cabin, enables the motors, lifting
barrel and gearing to be easily taken out for repairs.

ELEOTRIC 1^00. JIB CSANE3. 203

The electrio equipment of the crane is by Mesara. Siemens
Brothers and Co. Limited, of Loadon, The liftiug motor is
completely enclosed, and designed to give the required power
on a 230 volt circuit and 380 raTOlntiona par minute, witli

^a temperature rise not eiceeding 70 deg. Fah. at the eipirn-
tion of Fi daya work. The armiiture is of the slotted drum
type, with former wound coils. The armature core is of
mild steel discs. The field coils are of copper strips, imd
easily removable from the magnet cores. The carbon briishea
have one fi^ed position for all loads. Ali insulation was
tested with 3,000 volts alternating before starting to work.
Tho lifting controller is of the Siemoua type, which,, it is

^ claimed, may be manipulated by untrained workmen without
fear of breakdown, and, being without notching gear, may be
operated throughout a Hay's work without fatigue.
The resLBtaace oonaists of a number of coila of metnl tape
wound upon porcelain insulators, each layer of tape Ijeiug
aepArat«d froui the next by asbestos ,

The motor for the revolving motion ia of the same type iia

the lifting motor, but runs at a speed of 820 revoliitioua per

minute. The revolving controller ia of the same tjfpo as

L that for lifting, but vertical instead of horiKoutol, and it

I reverses the motor when required.

The collector couaiata of two copper rings mounted upon
inaulation material, and separated by insulating rings. The
current is collected by two copper gauze straps, each
encircling one ring, the tension being regulated by springs.
The atrapa are attached to terminai blocks, which are in
turn anpporttd by poruelain insulators.

An electric radiator is provided for warming the crane
cabin.

The fiexible twin connecting cable is carried in a flexible
galvanised metallic tubing to avoid poasibility of damage,
and terminatea in a collector plug. This plug is contained
in a caKt-iroD hood which accurately fits the socket in the
quay-conneotiog box, and so makes a water and dust tight
coin lection.

At the otficial tests the efficiency of the crane at full load
(i.e., the ratio of the current conaumed to the load lifted)
was found to be 73 per cent with the gear new and stiff.

204 BLBOTBIO LOGO. JIB 0BAHB8.

Fig. 167 is an illustration of a 2-ton eleotrio wharf
orane by Messrs. Craven Brothers Ltd, of Vauxhall Worksy
Osborne Street, Manchester.

The jib radius is 15 ft. and the height of lift 14 ft. 6 in*

The speeds are as follow : —

Per min.

Hoisting maximum load 30fb.

Longitudinal travelling (maximum load)... 100ft
Slewing motion (maximum load) 1 00 ft.

With decrease of load an iucrease of speed is obtained due
to the acceleration of the speed of the motor.

The crane has two motors — one for hoisting and lowering,
and one for travelling and slewiug. The current is supplied
through cable attached to the terminals in the connecting
boxes let flush into the ground between the rails ; the cable
is taken up by or paid out from the barrel according to the
position of crane relative to the box it is coupled to. A
collector is fixed to the carriage, which takes the onrrent
for the motors off the drum. The motors, made by the
Lancashire Dynamo and Motor Co. Ltd., of Trafiford Park,
Manchester, are controlled by reversing metallic resistance
controllers of the tramway type.

The roller path and slewing gear are entirely of steeL
The hoisting motion is equipped with the makers' patent
automatic coil magnetic brake, for securing effectual control
of the load without excessive shocks to the gearing. The
brake is applied by gravity, and is not dependent on springs.
An over-winding attachment is also provided, consisting of
a double-pole switch adapted to automatically break the
circuit and so stop the hoisting barrel should tiie latter be
driven beyond a certain point.

Fig. 168 represents a 3-tou locomotive electric jib orane
by Messrs. Thos. Smith and Sons, of Rodley, Leeds, for
standard 4 ft 8| in. gauge. The load of 3 tons is lifted
direct from the barrel and at a maximum radius, in the
example shown, of 16 ft The hoisting motion has single-
purchase gearing with grooved drum. The barrel shaft is
provided with a friction brake controlled by foot lever. The
revolving motion has spur and mitre gear, with doable*

W ELECTRIC toco. JIB CRANEB. 207

' ffiotion oone, internal wheel, and Mtoel roller path. The jil>
axijnBting motioii comprises steel apur and wurm gear, with
lever-eoQtrolled clutch.

The Clime in all ite rooticms ia opernted by one aerieB-
wound reversible motor of about 30 B.H.P. uapiicity, running
at ahirnt 650 revohitiona per miaute, iind having controller

with in^'tallic reaistiincfiB of the tramway type. The con-
nection from the main ahaft to the motor w, by gearing cut
from the solid, the first motion pinion being of forged ateel
or raw hide.

The foUowioR are brief particulars ooncemiug another
1 type of locomotive electric jib crane by MesBra. Thomas

208 KLBCTRIC LOGO. JIB CSAJflS. '

Smith and Suns, and illuatiuted at lig. 14. Load : 5 toiiB at
16 ft, 2 tODB at 35 ft, 1^ tons at 40 ft, 1 ton at 42 ft.
radiua ; gauge of raOd 7 ft. ; Bt«Ql lattice jib 46 ft long.
Single purchase spur gearing for hoisting, with grooved drum
and single friction clutcli titted vith expanding rings and
wedges. Foot-lever operated friction brake fur lowering
load. Bevel and mitre gear with double friction Qlutch for
propelling motion, and spur and mitre gear with double
friction clutch for revolving or slewing motion. Spnr and
worm gear for jib adjusting. Crane in all its motions is
operated by one 20 B.H.P. single-phase alternating motor of
the enclosed type. Current collected from a uable in centre
of track ; return by meaus of rails. Motor and first motion
shaft of crane connected by bevel treariog cut from the solid ;
gun-metal worm wheel, with enclosed steel worm running in
an oil bath. A friction clutch is arranged between worm
shaft nnd motor. The upper structure of crane rotates
about a forged-Bteel post or centre pillar.

The makers state : " Although it is often thought that
the single-phase motor is not suited for this class of work, it
is (with the arrangement of gearing used on thia orane)
giving every satiafaction, and is under ae easy oontrol as if
worked by a continuous current motor."

CHAPTER X.\X.
Eleittbio Walkihij Jib Cbankb.
Fro. 170 represeutg a two-motor electric wh Iking crane, aa
constructed by Messrs. Cowans, Sheldon, and Co. Limited,
of Carlisle, this particular crane being iidapted for dealing
with 5-tou loads at a radius of 10 ft. 6 in. It is a irell-
known type for use in ahops or positions where a broad ,
gauge, or double rail track, or an overhead era
permissible. The crane travels on one rail laid in
of the shop, the top end of the machine being supported by
two guiding channels or joists, a boas fitted on the top of a
steel pillar being made to slide between such guides. Ths
carriage runs upon two wheels, and the bottom framing
consists of a box-shaped girder formed of steel plates and

SIO BLECTRIO WALKING CRANBa.

rollers, ao that ft motor for revolving ia not necesetry. The J
current ia oollected by alippera from bare trolley wiraa J
Buapended from tbe cbauaela above mentioned, and from I
thence ia carried down to circular coUeutors fixed on
pillar. The craue aidea are formed of steel chanuela tied \
together by caat-iron atretchera bored out to fit the centra J
pill or [mat round which the crane revolvea. The jib and 1

atay roda are alao formed of chaunela braced together. Th
controllers are of the metallic resistance type, which givt
very fine adjuatment, and they are fiied ou the liottom |
frame. A small platform, which is not shown in the picture,
carries the operator: The travelling speed ia 300 ft. per j
minute, and the lifting speed 20 ft. per minute. T{i<
apeeda could, of courae, be inareoaed to auit other roqnj

ELECTRIC WALKING) CKAITES,

ments. The crane illuatrnted wob worked by contiauoua
current, but Mesaie. Cowana, Sbeldon, and Co. alao make
them to work with tbree-phaae equipment.

Another example of aa electric walking crane or aingle-
track jib orane is illuatratedat Sg. 171, ooaHistiog of a 3-taa
machine bj Measra. Craven Brothers Limited, of Mancheater.

The head of the orane ie fitted with a oaat-ateel roller to run
between the guiding joiate. Bare copper leads are carried
ofi the Baid joists, and the current is taken therefrom by
collectors with alip ring attachment and thence to the
niotore, of which there are two— one for hoisting and lowering

212 XLICTBIC FODMDRT CKANE.

and one for travelling mid elewhig. The crane is equipped j
with metallic reTersing controllers. The motors are by the I
LanCiiahire Dj-uamo and Motor Co. Limited.

A 4-ton crane by Messrs. Craven Brothers Limited U J
ilinstrated at fig. 172. It is generally similar to the oranaj
shown at fig. 171, but has an angular straight line instead oT^
a curved jib, and liquid reversing controllers.

ELBCTRIC FOUNDRY CKASB

Electric Foukdri Ceake.

An electric jib critiie of the foundry type, by Messrs.
BaoBomes and Rapier Limited, of Ipswich, is uhown at
fig. 173, aa arranged to awing round one of the main columm
supporting the roof of the foundry and the runway of an
overhead crane. The working load of the crane illustrated
is 5 tons, the tnaiimum worlting radiua 14 ft. 9 in., and the

weight (in working order) about 7 tons. For this load the
makers consider hand power sufficient for the ttirnii<g and
rackiiit; mation, which can be easily operated by one mun.
Por lifting the load eleotrio or linud power i^ applied at
pleasure. For delicate operations in manipulating boxes
hand gear caa be used if desired. The motor can, however,
be brought into operation instantly, and the hand gear
micliitched so that the bandies shnll not fly niund.

214 WLMcnac <

Electric Wisch.

Fig. 174 is an iUostzadoQ of am electric winch by Messrs;.
Ransomes and Kapier Limited, fc^r hoisting a load of 3 tons
at the rate of 80 ^ per minute, with a seiies-woond motor ;
lighter loads at quicker speeds. The controller is of the
metallic tramway tjpe. The machine is fitted with a barrel
and tvo warping drams. The barrel is loose on its shaft,
liein^ connected and disconnecte*! therewith hv a claw dntch
and held as required, when disconnected for lowering the
load, bv a screw brake. The foundation frame is of steel
channels, and the gear is carried in opening or adjustable
bearings as shown. The whole machine is self-contained,
and its wei^rht Hn workimr order) is about 3i tons.

CHAPTEPw XXXL

Electric Overhead Travelling Cranks.

Thb electric overhead traveller, or travelling crane, illus-
trated at fig. 175, by Messrs. Craven Brothers Limited, of
Manchester, is of the three-motor type for a load of 10 tons.
The speeds are as follow : —

Hoisting 10 tons at 15 ft. per minute.

Cross travelling, under full load, 100 ft per minute.
Longitudinal travelling ,, 300 ft, „

Increased speeds with decrease of load, due to the accelera-
tion of the speed of the motor.

The girders are of single wel), and the end carriages of
box section. All rivet holes are drilled, and the riveting is
by power.

The motor for longitudinal travel is bolted to one of the
girders in the centre of the span ; it is on the opposite side
of the crane to that shown in the illustration. The longi-
tudinal travelling wheels have cast-iron centres hooped with
double-flanged steel tyres. A foot brake is provided to assist
in controlling the longitudinal movements of the crane with-
out reversing the motor suddenly.

The crab side frames are of cast iron, well stayed together
and fitted throughout with steel axles and shafts revolving

2L6

KLBOTBIC OTEBRIAD OBANKB.

in brass bearinga. Tbe crab is carried by four double-ianged
caat-ateel runners keyed to the axlea on the inner aides of
the frames. The hoisting and lowering motion ia through
caat-iroa lifting barrel with four falls or piles (making double
bijtht) of flexible steel-wire rope. All the gearing ia machine
cut, except tbe hoisting barrel wheel and pinion which are
machine monlded, The two-abeave bottom block bas a roller
pathway under head of hook. Theendsof rope are fixed at ends
of groovea in barrel, and the middle part looped up over a
compensating pulley carried by a forged-ateel suapensiou
beam in crab, so that the load is evenly diatributed on the
four parts of the rope and raised in a vertical line through-
out the lift.

The barrel ia driven by spur gearing from a reversing
motor carried on a motor plate between the crab sides, with
a pinion on the armature shaft gearing into a wheel on the
second-motion shaft. The gearing provides the two apseda
of lifting, which ore readily changed by clutches operated
tiirough a lever by the attendant from the oage after bring-
ing the crab to tbe cage end of the pirdera. On the second-
motion shaft ia provided the makers' patent automatic-coil
magnetic brake, which ia applied by gravity. The switch
handle controlling the hoiatiug motor ia arranged so that
simnltaneou'ly with the supply of current to motor an
electro-Qiaguet is enei^iaed and caused to raise tbe brake
weight, thereby rendering brake inoperative. A failure of
current from any cause results in the immediate application
of the brake, which then tukea care of and suataius the load.
The brake also permits attendant to lower load by gravity ;
this ia effected through a separate lever in the attendant's
cage connected to the brake lever on tbe crab by a square
shaft across the crane, whereby the brake may be releaaed,
or extra presatire applied thereto over and above that set up
automatically by the weight to the coils.

Rails are riveted to the top flanges of the girders for tbe
traverse or croas travelling of the crab, this motion being
obtained from a reversing motor acting through spur
gearing.

Tbe three reversing motors are of the enclosed multipolar
type, series wound. They are made by tho Lancashire

BLECTBIC OVEBBEAD CB&NES. 217

Dynamo and Motor Co. Ltd., with whom Masira, Craven
Bros. Ltd. are amalgamated. The motors arc coEtrolled from
the cage by three liquid raaiatance controllers ; the circuit
being broken at the surface of the liquid, eparkiog atiout
tha mechaniaiu, with consequent buruiog out, ie avoided.
Hard-drawn copper leada are carried between the girders by
inaulated brackets ; straining scren'B are fitted at each end,

1 fuaes for each motor are carried on slate and boned in.
Doain pole doable switch breaks the circuit from all the

Fig. 17G is an illustration afaowtng the crab and motora of
a 20-ton three-motor electric overhead traveller, by Measrs.
Thoa. Smith and Sons, of Eodley, near Leeds, The span of
the crane is GO ft. The boi-aectiou steel girders and tlie

318 ELECTRIC OTBRHEAD CRANES.

end carriages have all plate edges planed. The travelliiig
wheels have double-flanged ateel tyres, and flteel axles ia
guD-metal bearings. The crab has cast-iron sides, with cap*
and bolts and gun-metal bearings ; it is mounted ou four
double-flanged steel tram rails. The hoisting motion ii
gearing with double spiral grooved dram for verticil lift,
two-sheave bottom block and top or compensating jjnlley,
steel wire rope, foi-ged iron swivel book with ateel anti-
friction rollers. There is also an additional hoisting drum,
for lighter loads up to six tons, lifting with a single-sheave
return block.

The transverse travelling motion acts through spur geaP
connected up to the tram wheels of the crab. The longi-,
tudinal travelling has spur gear with cross shnft carried in
f^un-metal bearings.

All the gearing is cut from the solid with the exceptio
the barrel wheel and the pinion gearing into same. Tho
principal pinions and the shafts a

Tlie powers and speeds of the completely encloeed motoni
are as follow : —

for hoietiiiK

For IrOQSvetBe traTelling

For lougitudinal travBlliDg...

The speeds of the varioi

Hoisting from Urge drum ...
Hoiating irora acsall drum ...

J. P. at about BOO

le motions are as hereunder :-—

:0 tons at 4 ft permiu

etooaat 12i{t.pariii
tons at 25 iL perm
About BO ft. per mini
About 350 feet per m

te (slow gear), 10
■ite (quick gear),
lute (slow gear), S
jute {quiet gearjt

The travelling speeds can bo increased for the lightaf'

The armature of the hoistiikg motor is fitted
automatic electric brake, operated by solenoids and si
failure of current supply will result in automatic application
of the brake for sustaining the load.

The motors are controlled by lever controllers of tha
liquid type.

The total weight of crane is about 22 tous.

£i:bctbig ovbrhbad

The illustration at fig, 177 is of a light type quick-workiug
one-motor electric overhead traveller, by Messre. ThoB. Smith
aiid Sons. The lifting, cross traverse, and longitudinal
travelling are all effected from the one motor, acting (as
shown in the illustration) through worm gearing. The crane,
which has a short span, is driven hy au attendant from a
Beat mounted on the crab itself. The motor U shunt wound,

s girder

tnd end carriages are of
! mounted on steel-tyred

doable-flaniced wheels. For very light loads the block can
be taken oif and the work Ufted from the end of the wire

Electric overhead travellers are also constructed by various
makers adapted to be worked fiom below or the ground level.
In some such cases the motor is employed for hoisting only,
the transverse and longitudinal travelling being by hand
power gearing operated through chain wheels with depend-

EIXCTBIC OVEHKKAD CRANKa.

221

An electric overhead travelling crane of 125 tons capacity
IB illustrated at fig. 178. It was constructed by MeaerB.
Vaughan and Son Ltd., of West Gorton, Manchester, for the
armour-plate worka of Measre. Armstrong, Whitworth, and
Co, Ltd., at Openahaw, Manchester. Another view, par-
ticularly showing the crab, is given at fig. 179. The crane
was tested, and satis fuctorily dealt with a load of 135 tons.

The span of the crane is 51 ft The girders and the end
carriages are of boi section, built up from plates and angles
of mild steel having an ultimate tensile strength of not leas
than 26 nor more than 30 tons per square inch, with an
elongation of at least 20 per cent in 8 in. The girders are
6 ft. deep at centre, 4 ft. at ends, and 54 ffc. overall length.
The top and bottom booms or flanges each conaiat of two
steel plates, each plate being 1 ft. 7 in. wide by I in. thick.
The two web plates of each girder are yj in. thick. Ekch
girder is stifieued with diaphragms of H-section joists
between the inner sides of the web platea, and with tees on
the outer aide of the outer web plate.

The two travelling wheels of each end carriage have
double-flanged steel tyres shrunk on ; they are i ft. diameter

The crab has two double steel-plate sides Emily stayed
together, and is mounted on four double flanged steel-tyred
runners. The plates are 1 in. thick and spaced about 4 in.
apart. Tho rails for the runners, and also for the end
carriage wheels, consist of solid bars 4 in. wide by 3 in. deep.

The crab carries three worm wheels, two for lifting and one
for traversing. Two motors are on one side (as shown in illus-
tration) and one on the opposite side of the crab. The
worm wheels have gun-metal rims, with teeth cut from the
solid. The steel worms, cut from the soUd, are fitted tJ3
extensions of the respective armature shafts.

The main hoisting is effected by two barrels, one at each
end of the crab, operated simultaneously from the large
hoisting motor, but rotating in opposite direction. Tho
worms and worm wheels give the first reduction in speed
from the motor; subsequent reductions are given by the
spur wheels aud pinions connecting the respective IwirreU
with their worm drive. Two speeds of Kftiug with the main

KLECTRIC OVERHEAD CRANES. 223

bftrrols are provided, the necessary ohange wtkeels and cliitcli
gear being operated from the platForms. The barrels are of
oaat iron, with machine-cut right and left hand groovea for
the Hteel-wire rope, which is I fin. diameter. The falling
block niny iie described as of a duplex doubla^heave type,
there being a pair of sheaves for caeh of the barrels, or four
sheaves in all. Each barrel has its own rope, which is led

round the two guide pulleys at the one end of the bottom
block and thence over a top compensating pulley; the ends
of the lope are anchored at the respective ends of the barrel.
In addition to the distribution of the load on either barrel
equally between its two ends, by the pulleys aforesaid, equal
distribution is assured betu'ean the two barrels and over the
eight falls (four bights) of rope (which they, with the duplei
double-sheave block, provide), by means of an additional

2S4 KLEOTSICI OVEBHBAD OBAHU.

compensating pullej arranged between, but above, the
ordinary compenaating puUeya, so that the latter may bo
c'jupled by means of a flexible or chain connection. By this
equalising or compenautiag arrangement, which is shown in
diagrammatic form at fig. 180, an accurate distribution of the
load is obtained, and tiie tension on the two lifting ropes
when raising the full load is thuy limited to
if^=15|, say 16 tons.

The large spur wiieels are mounted upon aiid keyed to
their respective barrels, and the barrel shafts thereby
relieved from torsional stress. The spur wheels, with the
esception of the barrel wheels and their pinions, hav8
machine-cut teeth. The makers are thus enabled to employ
teeth of fine pitch with attendant smoothness of running,
obtaining the necessary strength by making the wheels of
such a width as would be inadmissible with cast teeth.

The hook of the bottom block is of the double or ram's
liorn type, sometimes termed the anchor type. The head is
in the form of a nut, with buttress threads, and beneath it
are hardened steel balls and plates to assist the swivelling
or rotation of the load.

Light loads, up to 10 tons, are dealt with by an ausiliary
barrel arranged in the crab and operated by a separata
motor; it is therefore quite independent of the main hoist.
With the auxiliary barrel a single-aheave fall or bottom block
is pmployed.

The main and amiliary hoisting motions are each fitted
with magoetia brakes, for the automatic application and
release of the brake respectively on the interruption and
supply of the current to the motor.

The motor for longitudinal travelling is mounted at one
end of the crane ; a cross shaft extends between gearing
placed on the respective end carriages. All the gearing in
this motion is spur driven, and the teeth are machine out
with the exception of the last wheels and pinions, which are
but slow moving.

The four motors are of the multipolar tramway type, and
wound for an E.M.F. of 220 volts. The speed of the otab
motors when loaded is under 300 revolutions per minnte.
Eftch motor is operated by a liquid type controller.

ELKCTBTC OTESHBAD CKAKia SSa

The full load of 125 tons is lifted at the rate of IJ ft. per
miuute. The travelling ib done at about 100 fL per niinute.

The totiil weight of the crane with its maiimiim load
Haapended is nearly 250 tons. The crab alone weighs 40
toiiH and the fall blook about 2J tons.

Fig, 181 representa a 70-toii three-motor crane for a 50 ft.
Bpan, by Measrs. Joseph Adamson and Co., of Hyde,
Cheshire, and fig. 182 a 40-ton three-motor crane for a 37 ft,
6 in. epan, by the same makers. In each case the hoisting
motor is at one end, and the motor for cross traversing at
the opposite end of the oraK The motor for the longi-
tudinal travelling of the compjete crane is fixed on one of
the girders at the centre of the span.

With the 70-ton orane the hoisting is at the rate of
4J ft, per minute, this motion being driven by a 33 B.H.P.
motor running at 400 revolutions per minute. The
travelling speed ia at 100 ft per minute, the motor for this
motion being a 21 B.H.P. running at 266 revohitions per
niinute. The cross traversing ia at the rate of 40 ft. per
minute with a 10 B.H.P. motor ninning at 435 revolutions
per minute.

The load ia carried by sis plies or falls (three bights) of
steel wire rope 4J in. in circumference.

With the 40-ton crane the hoisting is at the rate of 4 ft.
per minute with a 16 B.H.P. motor running at 333 revolu-
tions per minute, the travelling at 120 ft with a motor of
same power and speed as for hoisting, and the cross
traversing at 60ft. with a 10 B.H.P. motor running at 435
revolutions per minute. The load in this case is carried by four
pliesorla!ls(twobights)of 4^in.circuniferencesteel wire rope.

The girders in each crane are of the bos type. In the
attachment of the girders to the end carriages the makers
employ gusset plates, such as may be seen in the illustra-
tions, to prevent " cross working " or " parallel-rule action "
of the girders and carriages during travelling, when one end
of the crane attempts to gain upon the other, owing to a
greasy rail or unequal distribution of the load. These
gusset plates extend over the joint between girder and
carriage. To further reduce the tendency to cross working,

888 ELICTRIC OTBSRIAD CRANIS.

the makers allow n. bigh proportion of wheel base to span ;
they give it as their eiperience that this should not be loss
than one in five.

The aile boxes or bearings for the oilea of the end
carriages are each bushed with gun metal and lubricated by
means of a floating roller which carries the oil from the
reaervoir (in bottom of box) to the axle.

Messrs. Adamson and Co. conatrnct their own motors.
They are of the multipolar enclosed type. The armatures
are of the slotted drum type with former-wound coils. The '
commutators have dritwn or drop forged copper sectioiu <

insulated throughout with mica. Fixed carbon brushes of
the reaction type are used. Tbe field coils are wound on
formers and iuaulated before beiug put into p:)3ition on tbe
cores. The connection between the armature shaft or
spindle and the pinion which it drives is effected by a flange
coupling, one half of the coupling being forged solid with
the armature spindle, and the other half with the spindle
which has the pinion forged so^id therewith.

Fig. 183 shows the hoisting motor with automatic magnetic

The following particulars have been published by Messrs.
Adamson concerning the efficiencies (l>eing ratio of work

SLBCTRIC OVEBBEAD CEANXS. 231

done in raising load to power consumed by motor) obtained
by actual testa of their electric overhead travelling cranes ;—

50'tan crane : Motor running at 400 revolutions, lifting
speed i ft. per minute. Spur gearing. Maximum efficiency
obtained 63 per cent, the load being 30 tons. With full
load the efficiency was 56 per cent,

25-ton crauo : Ratio of spar gearing equal 60 revolu-
tions of motor to 1 ft, lift of load. The maximum
efficieucy — 63 per cent — was given with a 15-ton load.

5-ton crane: Ratio of spur gearing equal 26'6 ruTolii-
tions of motor per 1 ft. lift of load. Maximum efficiency —
60 per cent — obtained with 3-toii load. The efficiency of
the gearing alone was 73 per cent, and of the motor alone
83 per cent

With regard to the efficiency of the 70-ton crane illustrated
at tig. 181, the makers advise that they made no testa with
intermediate loads, but that with the full load of TO tons
they obtained an efficiency of 74J per cent.

Fig. 184 illustrates a single-motor overhead crane, by
Messrs. Rausomes and Rapier Limited, of Ipswich, for a
working load of 5 tons and a span of 100 ft The single
motor is placed at one end of the girders ; a jenny, or
carriage with guide pulleys, is drawn along the lower
flanges of girders for traversing the load. The speeds with
full loads are as hereunder : —

Hoisting 14 ft per minute.

Traversing 50 ft per minute.

Travailing 76 ft per minute.

The crane can be used in opened spaces, such as timber
yards. The weight in working order is about 24J- tons.

Figs. 185 and 186 are two views of a 150-ton (American
ton = 2,000 lb.) electric overhead crane as built by Messrs.
William Sellers and Co., of Pliiladelphia, Pa., for the Home-
stead Steel Works of the Carnegie Company, at Pittsburgh.
The crane, as described by the makers, has a span of 50 ft,
and is provided with two trolleys or crabs each of 75 tons
capacity. The bridge girders are carried upon eight 37 in.
diameter wheels, arranged '" ' '. supporttd in equalising

232 KLBeiEIG OTERHKAD CaAKEa. 1

trucks conneoted to the bridge by large fulcrum pins and i
Bteel bearings. Two of the wheels at each end are driven. J
The load of 75 tons ia carried upon ais parts of If in. chain, i
arranged bo that the lift ia vortical, and there is no tendency!
to lateral movement or to twisting of the load. The orana 1
is operated with indepenclent motors for each movement, .
The lo\v«r Iriune of the tr.'lloy ii plated audernoath to

Ml -'.^-^-raW

^H^^lk' .^-^^^^^^b^hikA ;^

^^■^'^'^^-t^-^-T-^l'- ^

pi^s

' ■-^^fc' ^" ■ i ■'" .'■ JBML ■- . ."

.• ..'■ --

^Bl^^^Si— "■■*—">»■■ '^""^MI

.^-ITl^' '

B^ ^^"KJI

1 ^I

protect it fr.. th \ tt 1 1 t 1
overwiiichit a 1 i IfnU e| ese t tl e t ui tlie
bridge and shows one f the trolloys n [ oa t o

Another Aoier can rane s sho u at fig IS tibch
represents a 150-ton (Amer n tons) b gh speed cr ue—
test load 200 tons— as n de 1 y Measra Piwl ng and
HRrnischfeger of M 1 aukee W a for tl e forge pla t of the

ELECTRIC OVERHEAD CRANES. 233

Midvale Steel Company, of Philadelphia, Pa. The cmue
belongs to the makers' type A class. Every crane in this
class has a trolley, or traveraing crab, provided with two
grooved drums and two reductions ia speed between hoisting
motor pinion and the drum gears. The makers state that
" these reductions are made in oil-tight cases in order to
exclude all dust and dirt, and as all gears are cut from
solid stock — generally gun iron or semi-steel — and run in
pinions cut from forged steel blanks, the arrangement
secures not only a high degree of efficiency, but a dnrability
two or three fold greater than when the geara run exposed
to dust and dirt with little or no Inbrioation." The makers'
list of standard machines, with hoisting and travelling
speeds they recommend as suitable for general service, is as

B0H,lUri.c,rk-

UbubI hoisting
lolTefid'Sht.

Trolloy apneds,

(uU load and

ItKht.

Itght.

UbubI Flie „l

25^

100-150

250-300

Son«

20-50

100-lBO

250-300

„

lS-15

100-150

260-300

„

16-10

100-150

550-300

„

14—35

100-150

MO-SOO

12-M

100-150

jso-soo

10-25

100-160

250-300

10-S5

100-150

250-300

8-20

100-150

S50-S00

a- 20

100-150

350-300

a— 20

lOCt— 150

S60-8W

B— 20

100-160

SOO— 2W

100

0-15

100-160

200-860

125

U-15

100-160

150-aM

ISO

fl-15

10.^.60

lCO-200

n feet per minute.

JH4 KLMTRIr OVSRBKAD CBASEfl.

23C KLEfTRIC OVEBHEAD CBANES.

TKHPKRtKT TBAEISPORriKS.

The crane ahown at fig. 187 lifts full load at the rate of

8 ft. per minute. Weight of crane uomplet* is 380,000 tb.

Fig. 188 represents a crane, by t!ie same makers, provided
with a traTerBiDg eitemioQ piece tor handling Joadd nutaide
the gantry or overhead track, oa illustrated.

lu fig. 189 there is shown a travelling electric hoiat, also
by Messrs. Pawling and Hamischfeger, for use on a lixed
overhead track or runway, which may be straight or curved,
or both, aa required. The machine has two motors, one for
the hoiBtiug and one for the travelling motion. They are
also made with but one motor, the travelling motion being
then opemted through hand chain.

CHAPTER XSXII.
Tbnphkleit Tbakspobtbrs.

The Temperley transporter is succinctly described by the
raakera, the Temperlej Transporter Company, of 73, Bishopa-
pite Street Within, London, E.G., as consisting " essentially
of an automatic traveller, a beam forming a truck upon which
the traveller runs, a steel v/iie rope by means of which the
load is lifted and transported, and an engine for operating

Wheu used for handling coal, ore, or other materials iu
bulk, automatic dumping skips are employed. The auto-
matic traveller is made in two types: (1) single purchase
for handling loads up to 30 cwt., and (2) double purchase
for loads of 35 and 50 cwt For heavier loada, specially
designed travellers are required.

The travellers are arranged for either inclined or horizontal
tracks. With ati inclined track the weight of tlie traveller,
either tight or loaded, causes it to run down the incline ;
with a horizontal track an overhauling rope with counter-
balance weight is employed for the return movement of
traveller. The traveller is automatically locked to the beam
during the load lifting and lowering ojieration.

Fig. 190 illustrates the coaling of H.M.S, Majestic with
four Temperley jMitent portable transporters, Such portable
transporters are employed by the makers in the equipment
of complete " coaling craft " provided with storage capacities

TBUP&nLE? TKU18P0BTBB8.

up to 12,000 tona aud rates of output per hour up to 600 or
700 tona of bagged coal. The vessels are Belf-propeUei
not, according to requirements.

TXMFBELKY TKAKSFOBTEHB.

mounted ou wheels. These transportera are usually mads'fl
self-propelling. The ateam, electric, or hydraulic motor for- T
driving all tliL' u.titiuua of tlje m^ichiinri-; ,'inii>'.l >,i

lower platform of the tovfer itself. With a steam engine, or
winch, the boiler is also momited on the same platform, m

TBMPEKLET TRANBPOBTEES. 241

The particular traiisporter shown at fig. 191 was supplied for
discharging coul from ateitmerB at St. Michael, Azores. Tho
coal is lifted out of the vessel and mo along the transporter
beam fur discharge either through the roof of the Btarage
sheds expending the whole length of the qnay, or into wagons
on the opposite side of the building. The drirer's platform
is placed at a sufficient height to give him a clear view on
the deck, of the vessel and over the roof of the sheds. The
following leuding figures relaie to this transporter ; Load,
22 cwt. ; lifting speed, 200 ft, per minute; transporting
speed, 400 ft. per minnte ; reach on water aide 50 ft., and
on land side 50 ft., gauge 14 ft, total 114 ff. Motive power
jB stenDk. The water-side ami is made to hinge up.

At fig. 102 Temperley 6ied traasporters are shown as
employed at the Royal Arsenal, Woolwich, for military
stores. The near transporter ot the two shown in the illus-
tnitioii has the river end of the beam htuged up to allow
vessels to pass. These transporters are for handling loads
up to 30 cwt. Ebieh beam is long enough for a total effective
travel of 107 ft. 3 in. It will be seen that it has a great
over-reach from the building on the water aide — the side
shown In the illustration. The machines serve, or convey
goods between, the store building and the vessels and rail-
way iriicks on the respective sides of the same, the beam of
each machine being in part within the hiilldiug.

An siample of a two-speed electric entjine or motor for
Temperley transporters is shown at fig. 193, The machine
is designed for lifting the load at the rate of 400 1^ per
minute with the low gear and 800 ft per minute with the
high gear. The hoisting drum runs loose on its shaft for
lowering the load, but ia clutch-conuected therewith for
lifting the load. The brake rim is formed on the drum or
barrel ; the brake ia controlled by a balanced foot lever.

An illustration of a hydraulic transporter engine is 'given
at fig. 194. The lifting speeds areas follows: Low gear,
360 ft. per minute ; high gear, 680 ft per minute.

Fig. 195 represents a double-purchase traveller and rope
carrier as employed on Temperley transporters of various
types.

TBNPlfBLBy TRANSPORTBBS.

KLKOTBIC UFTS. 24B

CHAPTER XXXIir.

ELBcTific Lifts or Elevatoiis.

Fig. 196 is an illiiHtrfttion of au electric pasaenger lift, or
eievfttor, as made by Mesars. R. Wajgood and Co. Limited,
of Falmouth Road, London, S.B, This ty[)e of lift is made

in all sizes hj Meusra. Wuygood, to take two pas8ena;er8 and
iijiwarda, aud to ruu at epeodB from 100 ft. to 300 ft per
minute. As will be seen, the car is of tbe sUBpeaaioii type,
and ia connected by its supporting rofws or cables ■sith
the combined motor and winding gear (iied at the basement

or on one of the fluoi's nerved by the ofir. The gear com-
priaea a cut worm and worm wheel, the former being of ateel
and provided with ball thrust bearings. The worm wheal,
disposed ahove the worm, haa a phosphor bronze rim with
the teeth cut therein.

Automatic switch or ciit-ofTgear is arranged iu uonuectioti
with the grooved winding drum, for the purpose of btoppiug

ELECTBIG LIFTS i.'47

the supply of current to the motor wheu the tlnim hiia made
the required iiumlier of revolutiooa, in either direction, to
bring the car to the top and bottom floors respectivflly.

The controiliDg switch is operated by a car switch whioli
ia fitted with a detachable handle, thus giving the operator
or attendant complete oontrol over the stopping aod atartini;
of the mnchine. The controlling switch is self-centring, su
that ill the event of the current failing, or being cut off, the
awitch will automatically take the off position ; the lift
cannot be started agaiu other than by the action of the oar
awitch. The lift is further provided with a patent slack
cable safety switch, to stop the machine if either the oar or
lulanae weight should meet with an obstruction either in
aaceadJDg or descending. An automatic electric brake
operates whenever the current is shut off from any oauae.

The makers also adopt an automatic or push button
uciutrol for their machines, to enable any i>er8on entering the
i-ar to start the lift and ensure its stopping at the desired
lioor by simply pressio^ the liutton iu the oar corresponding
to that floor.

Fig. 1 97 illustrates an electric goods and service lift by
the same makers, the motor and winding gear being fixed
above thn car well or casing. In the case of hotels the
service lifts may bo worked or ooutroUed by a. press button
from any floor.

Fig. 198 represents the direct-coupled electric w'nding
gear for passenger and goods elevators, as made by Messrs.
Holt and Willettir, 6f Lion Works, Cradley Heath, near
Birmingham. The motor is of the multipolar enclosed
compound wound type. It is fitted with a slot-wound
armature, self-aligning and self-oiling iiearings, adjustable
carbon brush gear, and special hard copper commutator.
The winding gear is of the worm type, having a hardened
nnd polished steel worm working into a machine-out
phosphor brouKe scroll or worm wheel As will he seen
from the illustration the worm is arranged above the worm
wheel, and the motor raised to bring its armature shaft or
spindle into alignment with the worm spindle. The thrust
of the screw or worm is taken on a continuously-lubricated
ball thrust Irearing.

250 ELECTRIC AND HYDRAUUC LIFTS.

The electro-maguetic brake comprises wrought-iron em-
bracing areas fitted with cast-iron slippers run with white
metal.

Referring to the speed controller, the makers state that it
gives a perfectly accelerated start free from jerk, is entirely
automatic in action, and the resistance cannot be cut out of
circuit unless the lift starts. The rate of cut out is auto-
matic and beyond the attendant's control, and the lift cannot
be forced to start under an overload. The resistance is
automatically replaced in armature circuit on the instant of
failure of current from any cause. The reversing switch is
of the tramway controller type, destructive sparking being
prevented by opening the main circuit at several points
simultaneously.

The machines tire generally built to give car speeds of
from 100 to 300 ft. per minute. The cars may be fitted
with semi-automatic or completely automatic push-button
control.

In a comparison made by Messrs. Holt and Willetts of
electric lifts with hydraulic lifts, they give it that though
the first cost of the electric lift is about 50 per cent more
than the hydraulic lift, this difference will in four years,
or less, have been saved by the difference in the cost of
working.

They give the following figures : " An electric passenger
lift for a 10 cwt. load and a 60 ft. rise or travel, with a car
speed of 180 ft. per minute, costs say £321 (three hundred
and twenty-one pounds). A high-pressure hydraulic lift for
the same duty, similar car, etc., would cost about £217
(two hundred and seventeen pounds). But taking the price
of water at two shillings and tenpence per 1,000 gallons at
700 lb. per square inch pressure, as supplied by the London
Hydraulic Power Co., the hydraulic lift, assuming 22 full or
complete up and down journeys per hour, would use
considerably over 7,000 gallons per week of 50 hours. The
cost of water would thus be not less than £1 (one pound)
per week. An electric lift for the same service, and
assuming full loads every journey, would use 48 Board of
Trade units, and taking the price at 2|d. per unit, the cost

.YDEAUIJC UFTS,

if current per week amouuta to ten shillitigs, (
3Bt of water for the hydraulic machine."

withM uud nj, t e ad nta^es uuiny respects of the
|fitcGtric maoh ne over the hy iiul here are still tnany

where the latter is preferred nud is the more suituil for
e required duty. A good eiample of a suspeuded type

252 HYDRAULIC LIPIS.

hydraulic lift, by UeBsrs. B. Waygood and Co. Limitod, is
shown at fig. 199, whilst fig. 200 illustrates a direct-acting
bydraulic lift by the same makers. With the latter arnmge-
uient the whole of the weight ia supported ou the fouudatiou

of the building, no overhead sheaves are required, and the
foct that the car is supported from below providea an element
of safety, both actual and apparent, which is much appreciated
by inauj people. The dead weight of the moviag ports is

254 PNEUMATIC HOISTS.

counterbalanced by a hydraulic balancing cylinder, fixed at
the side of the lift as shown, which considerably reduces the
consumption of water. The direct-acting type of hydraulic
machine has long been known in this country, and it appears
to be now coming into considerable favour in America,
under the name of " plunger elevators," even for very high
buildings.

Pneumatic Hoists.

Fig. 201 represents a vertical type direct-acting pneumatic
hoist, as made by Messrs. Reavell and Co. Limited, of Rane-
lagh Works, Ipswich. Fig. 202 illustrates the horizontal and
double -purchase type. These hoists are particularly useful
for fixing over lathes or other machine tools for the rapid
handling of the work by the artisans at such tools. Being
simple and easy in manipulation and quick in action, no
difficulty is found in so using them for this service, with
the result that a great saving in shop labourers is effected.
They are constructed for working pressures of from 60 lb. to
1201b. per square inch, depending upon the air pressure
available in the pneumatic mains throughout the works.
The horizontal type is well adapted for situations where
head room is limited ; the runners can be arranged to suit
any girder or channels in stores, etc.

INDEX.

Abrasion of Shafts, 24.

Adamson Electric Travellers, 225.

Admiralty Proof for Chains, 138.

Alldays and Onions Pulley Block, 147.

Aldridge Clutch, 202.

American Elevators or Lifts, 98, 168, 254.

American Cranes, 281.

Ammunition Hoist, i77.

Anderson Tension Device for Lift Ropes,

176.
Asmissen Winch, 152.
Aspinall Luggage Carrier, 179.

Balance Box for Portable Cranes, 61.

Barrels, Crab, 3, 10, 14, 18, 20, 22, 148.

Barrels, Fuzee, 50.

Bearings, 10, 24.

Beckett and Roberts Brake, 150.

Belt Driven Hoist, 89.

Berry Hydraulic and Electric Crane, 195.

Blocks, Chain Pulley, 5, 144.

Blocks, Fall, 3, 63, 116, 127, 223.

Blocks, Pulley. (See Pulley Blocks.)

Brakes, 10, 19, 23, 74, 80, 95, 145, 150, 152,

202.
Brakes, Electro-Magnetic, 177, 179, 183,

204, 216, 218, 224, 228, 247, 250.

Cable, 142.

Cage Lifts, 97.

Capstan, 152.

Chains, 186.

Chain Pulley Blocks, 5, 144.

Cherry Brake Grab, 74.

Chinese Windlass, 2.

Clutches, 84, 179, 201, 208, 216.

Coaling Cranes, 198.

Coaling Ships, 164, 165, 166, 237.

CoUectors, Electric, 203, 210, 211.

Combined Hydraulic and Electric Cranes,

195.
Controllers, Electric, 169, 181, 208, 207,

210, 212, 214, 217, 218, 224, 246.
Cowans and Sheldon Cranes, 187, 191,

208, 211.

Crabs, Action of, 7.

Crabs, Barrels, 10, 13, 18, 22, 143.

(.'rabs, Bearings, 10, 24.

Crabs, brakes, 10, 19, 23, 160.

Crabs, Double-purchase, 13.

Crabs, Efficiency, 12, 18, 22.

Crabs, Friction-typj Power, 93, 148.

Crabs, Friction in, 12.

Crabs, Gearing for, 10, 12, 15, 18, 22.

Crabs, Handles for, 10, 14, 15, 18, 20, 28,

Crabs, Power, 93.

Crabs, Ratchet, 10. 23.

Crabs, Shafts, 10, 18, 23.

Crabs, Sides, 10, 15, 18, 20.

Crabs, Single-purchase, 8.

Crabs, Stresses in, 12, 13, 18.

Crabs, Tie Bolts, 10, 23.

Crabs, Treble-purchase, 20.

Cranes, Belt-driven Warehouse, 91.

Cranes, Electric, Fiegeheu, 178.

Cranes, Electric Forge, 195.

Cranes, Electric Foundry, 213.

Cranes, Electric Jib, 200. (See Jib
Crane. \

Cranes, Electric Locomotive, 204.

Cranes, Electric Overhead, 12.S, 176, 214,
221, 225, 231. (See Overhead Cranes.)

Cranes, Electric Portable, 200.

Cranes, Electric Walking or Single Track,
208, 211.

Cranes, Electric Wharf, 204.

Cranes, Floating, ib7.

Cranes, Hand Derrick, 48.

Cranes, Hand Foundry, 41. (See Foun-
dry Cranes.)

Cranes, Hand Jib, 25.

Cranes, Hand Goliath, 112.

Cranes, Hand Overhead, 66. (See Over-
head Cranes.)

Cranes, Hand Pillar, 80. (See Pillar
Cranes.)

Cranes, Hand Portable, 61. (See Portable
Cranes.)

Cranes, Hand Wall, 25, 93.

Cranes, Hand Warehouse, 28, 91.

Cranes, Hand, Wellingfton, 112.

Cranes, Hand Wharf, 65.

Cranes, Hand Whip, 86.

Cranes, Hydraulic, 191.

Cranes, Hydraulic, Speeds of, 191, 198.

Cranes, Hydraulic, Machinery for, 192,
198.

256

IN DFX.

Cranes, Rope-driven Overhead, 122.

Cranes, Rope-driven Walking or Single
I'rack. 127.

Cranes, Shaft-diiven Overhead, 120.

CraneR, Steam Foundiy or Forgo. 1 1 8.

Cranes, Steam Gol'ath, 111.

Cranes, Steam Locomotive, 104, 187.
(See Loeoniotivo Steam Cranes.)

Cranes, Steam Oveiliwid, 11/J. tSoc Over-
head Grant's.)

Cranes, Steam 'I'itan, 1>^4.

Cranes, Steai)i Travtjllinj,'-, 1S7.

Cnines, Steam Wellington, 112.

Cranes, Steam Wharf, 11 r*.

Craven Cranes, 179, 211, 212, 214.

Cross Working or Winding of Travelh rs,
70, 183, 22r).

Derrieks, 4S.

Derricks, Fii/.ec, Barrel for, r»o.
Derricks, Lifting and Lufling, 48.
Derricks, Safety, 50.
Derricks, Stresses in, f)S.
Derricks, Ship, 154, !♦;:, 168.
Differential Weston Bloek, 2.
Disengaging ( 'lutch, 84.
Driving Clnt eh, Cone, 118.

Eflieiency of Crab, Double-purchase, 18.
EfTiciency of Crab, Single-purchase. 12.
Etliciencv of Crab, Treble-purduisi', 22.
Effieiency of Crane, Electric, 20H, 22S, 231.
Efficiency of- .lacks. Screw, 130.
Eflieiency of Jacks, Hydraulic, 1"6.
Efficiency of Weston lilock, 7.
Efficiency of Worm Gearing, 103,
Electro-magnet in Placo of llook, 177
Electric Cranes. (See Cranes.)
Electric Elevators. (See Lifts.)
Electric Regulating and Stopjiing

Devices for Lifts, lo9.
Electric Winch. (See Winches.)
Elevators. (See Lifts.)
Elliott and Ganood Cap.stan, l'>2.
Esmond Electric M<itor, 176.

Factoiy Hoists, 08.
Fairbaini Ci-anes, 113.
Falling Hlock, 63, 127.
Fiegehen Electric Cmne, 178.
Floating Crane.s, 167.
Forge Crane, 118, lyo.
Foundry Crane, 41, 113. 213.
Foundry Crane, Carriage for, 42
Foundry Crane, Chain for, 47.
Fo'indry Crone, Electric, 218.
Foimdry Crane, Falling Block,

Foundry Crane, Independent, 47.
Foundry Crane, Lifting Gear, 48.
Foimdry Crane, Racking, 48, 46.
Foundry Crane, Stresses in, 47.
Foundry Crane, Wheels for Carriage, 46.
Foundations, 40, 63, 65, 68.
Friction Gear, 93.
Friction in Crabs, 12.
Friction in Crane, Fonndiy Gearing, 47.
Friction in Crane Jack, 130.
Friction Gear, Weston Block, 7.
Eiiction Crane, Worm Hoist, 102.
Fuzee Barrel Derrick, 50,

Gantry Crane, 112.

(bearing for Crab, Double -pm-chase, 18.

Gearing for Crab, Single-purchase, 10.

Gearing for Crab, Treble-purchase, 20.

Gearing, Shrouding for, 22.

Gearing, Strength of, 12.

(Jirders for Overhead Cranes, 68, 78, 118,

214. 217, 221, 225.
(Joliath Crane, 112.
(Jrafton Locomotive Crane, 107.
(hain Elevator, 157.

Iladcoek Am munition Hoist, 177.

Hall Elevator, 175.

Handles for Crab, 10, 14, 15, 18, 20, 28.

Henderson Derrick Gear, 48.

High Speed Crane, 105.

Hoists, Electric, 177.

Hoists, Electric, Preventing Overload-
ing, 178.

Hoists, Steam Power. 85.

Hoists. Steam Power, l5clt-.-hifting Gear
for, i)0.

Hoists, Steam Power, Brake for, 90.

Hoists, Pneumatic, 254.

Holmes Trawler Winch, 162.

Holt and Willetts Pulley Block, 145.

Holt and Willetts Elevator, 247.

Holub Pulley Block, 147.

Horse Power Defined, 86.

Hutchinson and Xewton Ship Derrick,
167.

Hydraulic Cranes, 191.

Hydraulic Cranes, Coaling, 193.

Hydraulic and Electric Cranes, Com-
bined, 195.

Hydraulic Jacks, 134, 197, 198.

Hydraulic Engines, 241.

Independent Foundry Crane, 47.
Independent Whip Crane, 40.

INDEX.

257

Jacks, Hydraulic, 134, 197, 198.

Jacks, Hydraulic, Capacity of, 197, 198.

Jacks, Hydraulic, Efficiency of, 136.

Jacks, Hydraulic, Power of, 136.

Jacks, Luting, 128.

Jacks, Pulling, 198.

Jacks, Screw, 129.

Jacks, Screw, Friction in, 130.

Jacks, Screw, Power of, 130.

Jacks, Ship, 136.

Jacks, Traversing, 130.

Jacks, Windlass, 133.

Jacks, Windlass, Power of, 133.

Jib Crane, 25,

Jib Crane, Electric, 200.

Jib Crane, Speeds of, 201.

Jib, Lowering, 66.

Jib, "Swan" Neck, 40.

Keith Electro Magnet, 177.
Kelley Ship Winch, 152.
Kieflfer Pulley Block, 147.
Koll Crab Brake. 160.

Lancashire Dynamo Motor Co., 204, 212,

216.
Lighthouse and Gibson Pulley Block,

147.
Lifting, Electro Magnet for, 177.
Lifts, Anderson, 176.
Lifts, Belt, Size of, 104.
Lifts, Cage or Car, 97.
Lifts, Cost of Maintenance, 168, 250.
Lifts, Electric, 168 245.
Lifts, Electric, Brakes for, 250.
Lifts, Electric, Comparison with

Hydraulic, 168, 250.
Lifts, Electric, Current Controllers, 160,

246. <
Lifts, Electric, Gearing for, 246, 247.
Lifts, Electric, Hall, 175.
Lifts, Electric, Otis, 169.
Lifts, Electric, Push Button System, 172,

247.
Lifts, Electric, Speeds of, 246, 250.
Lifts, Electric, Speed Regulation, 169,

250.
Lifts, Electric, Stopping Device for, 169.
Lifts, Gearing for, 98, 102, 104, 246, 247.
Lifts, Hydraulic, 251.
Lifts, Hydraulic, *'Phuiger," 254.
Lifts, Hydraulic, Stopping Device for,

169.
Lifts, Hall, 175.
Lifts, Otis, 169.
Lifts, Power of, 102.

Lifts, Hopes for, lOOt

Lifts, Ropes, Preservation of, 169.

Lifts, Safety Gear for, 100.

Lifts, Speed of, 98, 246, 250.

Lifts, Stopping Device for Electric or
Hydraulic, 169.

Lifts, Tension Device, 176.

Lifts, Thomas, 176.

Lindsay Friction Clutch, 201.

Loading Ship, Improvements in Appli-
ances for, 154.

Locomotive Steam Cranes, 104, 187.

Locomotive Steam Cranes, Engines for,
106, 188.

Locomotive Steam Cranes, Gearing for,
105, 188.

Locomotive Steam Cmnes, Speeds of,
188, 191.

Locomotive Electric Cranes, 200, 204.

London Block. 143.

Loose Roller Path for Cranes, 107, 201,
207.

Lowering Jib, 48, 66, 107.

Luffing Jib, 48, 66, 107.

Magnet Lifting, 177.

Manufacture of Chains, 138.

Marks Brake. 80.

Matthew and Leith Pulley Block, 147.

Meacock and Ravenscroft Clutch, 84.

Mechanical Advantage of —

Crab, Single-purchase, 11.
Crab, Double-purchase, 17.
Crab, Treble-purchase, 20.
Crab, Cherry, 74.
Crane, Whip, 37, 38.
Jack, Hydraulic, 136.
Jack, Screw, 130.
Jack, Windlass. 133.
Pulley Block, 2, 7.
Windlass, 7.
Windla.s8, Chinese, 3.

Motors, Electric, 176, 177, 180, 183, 195,
203, 204, 209, 212, 214, 216, 218, 219, 224,
225, 237, 241, 247.

Motors, Electric, Single-phase, 208.

Nicholson Boiler, 113, 118.

Origin of Whip Crane, 36.
Otis Elevator Co., 169.
Oveirhead Electric Cranes, 123, 176, 214,
221,225 23L

258

INDEX.

Overbeivd Electric Cranes, American, 231.
Overheivd. Electric Cranes, Brakes for,

183, 216, 224.
Overhead Electric Cranes, Controllers or

Switches, 181, 217, 224.
Overhead Electric Cranes, Cross-winding

or Twisting, 183, 225.
Overhead Electric Cranes, Electro-mag-
netic Jirako Release, 179.
Overhead Electric Cranes, Girders for,

214, 217,221, 225.
Overhead Electric Cranes, Lowering of

Load, 180.
Overhead Electric^ Cranes, Motors, 183,

214, 224, 237.
Overhead Electric Cranes, Preventing

Overloading, 178.
Overhead Electric Cranes, I'reventing

liuniing of Armature, 178,
Overhead Electric Cranes, fc>2)an of, 181,

221, 225, 231.
Overhead Electric Cranes, Si)ecd of, isi,

214, 225, 231, 233,237.
Overhead Hand Cranes, ()<!.
Overhead IJand Brake, Self-sustaining,

74, 30.
Overhead Hand Crah Brake, 74.
Overhead Hand Cross- winding or Twist-
ing, 70.
Overhead Hand Brake End Carriages, OS.
Overhead lland Brake, Girders, 08, 78.
Overhead Han<l Brakes. Lifting Mechan-
ism, 74, 80.
Overhead Hand Brake, Marks, 80.
Overhead Hand Brake, Bower of, 80.
Overhead Hand Brake, Racking, 72, 80.
Overhead Hand Brake, " Runner," 72.
Overhead Hand Brake, Si»an, <58, 78.
Overhead Roi)e-driven Cranes, 122.
Overhead liope-driven Cranes, Roi)es for,

123.
Overhead Rope-driven Cranes, Span, 127.
Overhead Roj)e-driven Cranes, Speeds,

122, 127.
Overhead Shaft-driven Cranes, 120.
Overhead Steam-driven Cranes, 11.'),
Overhead Steam-driven Cranes, Boiler

and Engine for, 118.
Overhead Steam-driven Cranes, Gearing

for, 118.
Overhead Steam-driven Cranes, Girders,

118.
Overhead Steam-driven Cranes, Span, lis
Overloading Electric Hoists, Preventing,

178.
Overwinding Electric Cranes, I'revent-
ing, 204.

Pawling and Haruischfeger Cranes, 232.
Pickering Pulley Block, 145.
Pilllar Cranes, 30.

Pillar Cranes, Crab for, 82.

Piljar Crane Jib, Diagonal, 81.

Pillar Crane Jib, Horizontal, 85.

Pillar Cranes, Slewing Resistance to, 33.

Pillar Cranes, Stresses in, 32, 33, 85.

Pitch Chain, 138.

Plunger Elevators, 254.

Portable Electric Cranes, 200.

Portable Hand Cranes, Bl.

Portable Hand Cranes, Balancing of, 61.

Portable Hand Cranes, Dimensions,
Chief, 66.

Portable Hand Cranes, Jib Lowering,
66.

Portable Hand Cranes, Slewing, 65.

Portable Hand Cranes, Stresses in, 65,

Portable Hydraulic Cranes, 191.
j Portable Ilvdraulio Cranes, Siweds of,
m, 193.

Power and Siwed, 85.

Power or Purchase of Crab, Cheny, 74.

Power or Purchase of Crab, Double-
purchase, 17, 18.

Power or Purchase of Crab, Single-pur-
chase, 11.

Power or Purchase of Crab, Treble-pur-
chase, 20.

Power or I'lnchase of Crane, Whip, 37,
38.

Power or Purchase of Jack, Hydraulic,
130.

Power or Purchase of Jack, Screw, 130.

Power or Purchase of Jack, Windlass,
133.

Power or Pmchase of Lift or Elevator,
102.

Power or Purchase of Pulley Blocks, 2, 7.

Power or Purchase of Windlass, 7.

Power or Purchase of Windlass, Chinese,
3.

I'ressine on Crab Bearings, 24.

I'ulley Blocks, 2.

Pulley Blocks, Alldays and Onions, 147.

Pullev Blocks, Brake Mechanism, 145.

Pulley Blocks, Chain, 5, 144.

Pulley Blocks, Cherry, 147.

Pulley Blocks, Efticiency of, 7.

Pullev Blocks, Friction in, 7.

Pullev Blocks, Holt and Willetts, 145.

Pulley Blocks, KiefTer, 147.

Pulley Blocks, Lighthouse and Gibson,
147.

Pullev Blocks, London, 143.

Pulley Blocks, Matthew and Leith, 147.

Pulley Blocks, Pickering, 145.

Pulley Blocks, Power of, 2 7.

Pullev Blocks, I'riest, 145.

Pulley Blocks, Roi)e, 143.

Pullej' Blocks, Rousseau, 143.

Pulley Blocks, Self-sustaining, 7, 1 44.
Pulley lilocks, Thompson, 143.

Pulley Blocks, Weston, 2, 5.
Pulley Blocks, Worm-gearing, 145.
l*usirButton System, Elevators, 172, 247.

INDEX.

259

Ktickiug Motion, 43, 46, 72, SO.

Racking Motion, Purchase of Gear for,

47.
Hacking Motion, Power required for, 4t>,

72.
llansome and Rapier Omnes, 167, 184,

187, 213, 214, 231.
Reavell Pne\imatic Hoist, 254.
Resistance to Slewing, 33, 59.
Roller Path for Cranes, 107, 201, 207.
Rope-driven Cranes, 122, 127.
Rope-driven Cranes, Ropes for, 123.
Ropes for Elevators, 100.
Roi)es, Hemp, Breaking and Working

Loads for, 140.
Ropes, Ste«l, Breaking and Working

Loads for, 141.
Ropes, Treatment of, 123, 142.
Rousseau Pulley Block, 143.
Royce and Claromont Electric Crane,

180.
Runner, Foundiy Crane, 43.

Safety Gear, 100.
Scott Crab, 149.
Secmitas, Jack, 198.
Self-sustaining Brakes, 74, SO.
Self-sustaining Property of Weston Block,

Sellers Electric Crane, 231.
Sheer Legs, 156, 187.
Ships, Coaling, 154, 165, 166, 237.
Ships, Loading, 156.
Ship's Dei-ricks, 167.
Siemens Motor, 203.
Single-track Cranes, 127, 208, 211.
Slewing, Resistance to, 33, 59.
Slewing, Gear, 60, 65, 106, 204.
Smith, H. R., lilectric Hoist, 177.
Smith, Thos., Crane Locomotive, 104, 204.
Smith, Thos., Crane Traveller, 116, 120,

217, 219.
Solenoid for Actuating Hoist, 177.
Span of Travellers, 78, 181, 221, 225, 231,

233, 287.
Sprague Electric Crane, 180.
Square Shaft Travellers, 120.
Stability of Foundations, 58.
Steam Cranes, Fixed, 113.
Steam Cranes, Locomotive, 104, 187.
Steam Cranes, Travellers, 115.
Steam Cranes, Wharf, 115.
Steam Hoists, 85.
Stothert and Pitt Crane, 200.
Strap Brake, 19.
Strength of Chains, 139.
Strength of Gearing, 12.
Strength of Roiies, Hemp, 141.
Strength of Ropes, Steel, 142.

Strength of Shafts, 13.
Stresses in Crab, Double-purchase, 18.
Stresses in Crab, Single-purchase, 12.
Stresses in Crab, Shaft, 13.
Stresses in Cranes, Derrick, 53.
Stresses in Cranes, Foundry, 47.
Stresses in Cranes, Pillar, 32, 33, 34.
Stresses in Cranes, Portable, 65.
Stresses in Cranes, Wall, 28.
Stresses in Cranes, Wharf, 55.
Stresses in Cranes, Whip, 33, 39.
Stud Chain, 186.
Stuffing Box, Revolving, 115.

Taylor and Hubbard Locomotive Crane,

187.
Testing Chains, 138.
Thomas Lift, 176.
Thompson Pulley Block, 143.
Tie Rods, Stresses in, 28, 32, 33, 38.
Titan Cranes, 184.
Titan Cranes, Speeds of, 185.
Transporters, Temperley, 154, 237.
Transporters, Temperley, Caxnibilities of,

165, 237.
Transix)rters, Temperley, Electric, 241.
Transporters, Temperley, Hydraulic, 241.
Transporters, Temperley, Sjieeds of, 165,

241.
Travelling Cranes. (See Overhead Cranes.)
Traversing Load on Overhead Ci-ane, 72,

80.
Traversing Jack, 130.
Trawler Winch, 152.
Treble-pui-chase Crab, 20.
Tj^pes of Locomotive Cranes, 104, 187.
Tyzack Ship Derrick, 167.

Unloading AjJiJiance for Shii>s, 154.

Vauglian Electric Crane, 181, 221.

Vaughan Falling Block, 127.

Vauglian Overhead Rojie Crane, 124, 127.

Warehouse Cranes, 28, 91.
Warehouse Cranes, Brake for, 95.
Warehouse Cranes, Convertible Hand or

Power, 95.
Warehouse Cranes, Crab, Friction for, 93.
Warehouse Cranes, Gearing for, 93.
Walking Cranes, 127, 208, 211.
Walking^ Cranes, Speeds of, 128, 210.

260

INDEX.

Wjili Cranes, 25, 93.

Wall Cranes, Radius of, 28.

Wall Cranes, Securing to Wall, 2P.

Wall Cranes, Stresseb in, 28.

Waygood Electric Lifts, 245.

Waygood Hydraulic Lifts, 2"»].

Wellington Crane, 111'.

Weight of Foundations, 51'.

Weston Hlock, 2, 5.

Wharf Cranes, 55, 115, 204.

Wharf Cranes, Electric, 204.

Wharf Cranes, Electric, Speeds of, 204.

Wharf Cranes, Foundations, ;'»">.

XVharf Cranes, Slewing, Resistance to,

59.
Wharf Cranes, Slewing, Gearing for, «iO.
Wharf Cranes, Stresses in, 55.
Wheel Hase for Traveller Fhul Carriages,

70.
Whij) Crane, 36.
Whi]) Crane, Brake, 40.
Whip Crane, Capicity of, 41.
Whij) Crane, Chain, 40.
Whip Crane, Independent, 40.
Whij) Crane, Indei)endcnt. Foundation

for, 40.
Whip Crane, Jib, 40.

Whip Crane, Lifting Geju-, 37.
Whij) Crane, Pxirchase or Power, 37, 38.
Whip Crane, Sl-iwing, 41.
Winches, Capstans, and Crabs, Improve-
ments in, 148.
Winch, Asmissen Electric, 152.
Winch, Beckett and Roberts Brake, 150.
Winch, Electric, 214, 241.
Winch, Holmes Trawler, 152.
Winch, Kelley, Ship, U2.
Winch, Scott, Friction Driving Gear, 149.
Winch, Hydraulic, 241.
Windlass, 7.
Windlass, Chinese, 2.
Windlass Jack, 13H.
Windlass, Power of, 7.
Witte Crab, 148.

Worm Gearing, Efficiencj' of, 103.
Worm Gearing, Pulley Block, 14
Worm Gearing for Lift, 98.
Wotherspoon Crab, 148,
Wrought-iron Jib Crane, 2.'*.

Youngs Jacks, 129, 135, 197.

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Ohimneja, and Masonry Structures. By W. W. P. PULLEN, Wh,Sa,
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THE CONSTRUCTION OF CRANES AND OTHER
■'■ LIFTING MACHINEElf. B, EDWARD C. B. MAKKS,

AiBocU-lnatCE., H.I.Hech.K. &c.

JJOTES ON BOILER TESTING. By FKEDEKICK

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nRAPHIC METHODS OF ENGINE DESIGN.

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