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1902. ] : MARINE REVIEW. | balls. In case of expansion or contraction, the ball travels along the longer axis of the lower cup. This also provides against want of perfect alignment of the tracks themselves. The balls in addition form universal joints between the trucks and the crane, allowing for inequalities in the rails. Efficient bracing is arranged to allow for side wind pressure. The trolley is built with a steel frame in the ordinary way. The design . of shafts and gears is so arranged as to allow great ease of inspection and . accessibility, the whole arrangement permitting any one shaft to be taken out without disturbing another. There are four hoisting drums and four ropes, supporting in pairs two cross-beams, which in turn carry a central * beam from which the chains holding the load are slung. The four drums are arranged in pairs upon two shafts, the latter being geared together. This arrangement insures complete absence of any loose swinging or ' twisting of the load, which is kept under perfect control, the position of which at any instant is definite and under the will of the operator. The operator's cage is attached to the trolley, and travels with it. This is considered a better arrangement than having a cage fixed to the { > p2Tomve isos a! LX? X I ji aed tt -- I ----- = ba rae an er an a om Al ! eee SECTION. 'structure, since the operator can always see exactly what he is. doing, being at all times vertically above the load. It further enables the large amount of rope and gear necessary where a fixed cage is used to be dispensed with. All the motors are electric, and operated by current which is taken from two wires running parallel with the track. A brake is provided for locking the crane upon the tracks, which pre- caution is specially necessary in high structures exposed to strong wind. For. the hoisting gear electrical brakes are fitted upon the motor shafts. These brakes are kept in action by springs and are only released. when current is applied to the motors. This insures safety from dropping the load through loss of current owing to any cause. An additional mechan- ical retaining brake is also fitted as near to the hoisting drums as possible, which comes into action in case of any accident happening to the gear _ between the hoisting motors and the drums, in the event of which the electric brake referred to would have no power to prevent the load running down. This mechanical brake is in action at all times, except when the hoisting motor is hoisting or lowering, enough current being used in the latter case to cause the mechanical brake to be released. Safety is thus obtained either from loss of current or failure of the mechanism. The electrical equipment is made for direct current of 500 volts. The motors are made by the Westinghouse Company of Pittsburgh, and adapted specially for long and continued service. The power and speeds are as follows: : Speed with full load. Horse-Power. Ft. per min. FPOISKN OS «ois cece sok eta Je ie oe eat 100 100 Longitudinal traveling, two motors of..... (each) 100 300 '(Cross traverse of trolley: 0). vse: ec. ss ees 25 300 to 600 The motors are so designed that they will stand continuous over- loading of 25 per cent., or 50 per cent. for a few minutes, or 100 per cent. for a few seconds--as, for instance, during acceleration, when starting the crane from rest. The controllers are of the Dinkey type, being self- contained, with no outside resistances. They are designed of ample capa- city to avoid over-heating, and control the motors equally well in both directions. DEFECT IN CANADIAN CUSTOMS ACT. The recent judgment of Justice Burbidge in the exchequer court upon the petition of right presented by the Algoma Central Railway Co., asking for the return of $3,500 paid under protest to the collector of customs at Sault Ste. Marie, Ont., on the occasion of the registration there of the steamboat Minnie M., brings into prominence a serious defect in the customs tariff act of 1897. In fact the intention of the government was to promote ship building in Canada by imposing a duty upon foreign-built vessels, but, according to the decision rendered, this has been defeated by a defect in the act which parliament alone can rectify. The Minnie M. was built of wood at Detroit, Mich., in 1884, and at the time of her pur- chase by the Algoma Central Railway, was registered at the port of Mackinac, Mich. In order to make her available for the coasting trade in Canada a British register was necessary, and while this could have been obtained without question by making a trip to St. John's, Nfld., the owners applied to the collector of customs at Sault Ste. Marie, Ont., who is authorized by the imperial acts operative in Canada to give registration papers. The official, as a representative of the dominion government, demanded $3,500 as the amount of duty to which the. Minnie M. was liable as a foreign built vessel, which was paid under protest, and pro- ceedings taken to have the same returned on the ground that the vessel was not liable to duty. STE SE OE OI ORI SRI Nt ee Pe Pte eg pies apt ee Vee Mus aber nee Dora eet aye The question at issue was the right of the government to impose a duty upon the Minnie M. The judgment sets forth that there is no repug- nancy between a statute imposing a duty on foreign-built ships on appli- cation for registry in Canada and the imperial acts operating in Canada,. but shows that "where a tax or charge is imposed, express language is said to be indispensable; and the intention to impose a charge on the subject must be shown by clear and unambiguous language." The ques- tion then before the court resolved itself into whether or not the duty on foreign built ships had been explicitly imposed by the customs tariff act of "1897. Item 409 in schedule A of the act, under which the collector of customs at Sault Ste. Marie assessed the duty on the Minnie M. at $3,500, does not contain any words authorizing the levying of such a duty, and though a provision to impose a duty would be out of place in a schedule, yet if it were there the courts would have to give effect to it. The fourth section of the act is the section imposing duties, as it provides that "there shall be levied and collected" duties as set forth in the schedule upon all 'goods enumerated" or "referred to as unenumerated," when "such goods _ are imported into Canada or taken out of warehouse for consumption therein." A' ship does not come within the definition of goods as given in section 3 of the act; "neither can a ship with propriety be said to be imported; and it would be absurd to refer to it as taken out of warehouse for consumption in Canada." . Therefore, while "it was the intention of parliament to impose the duties mentioned in the schedule, no authority but parliament could supply the omission and make the act effective for its purpose.' The court, therefore, ordered the $3,500 paid under protest to be returned to the Algoma Central Railway Co., leaving the foreign-built. _ ship Minnie M. on the register. 7 EMPEROR WILLIAM'S YACHT. Emperor William's yacht, Meteor III, which the Townsend & Downey Ship Building & Repair Co., Shooter's Island, N. Y», is building, is of the following general dimensions: Length,-161 ft. over all;-120 ft. on the water line; 27 ft. beam; 18 ft. 6 in. depth; and 15 ft: draught. » She is - a keel boat with an S section quite full below. ° The load water line is not fore end. . The yacht is built of steel throughout... . OCT e A. Cary-Smith, the-designer of the yacht, is the son of a New York clergyman and was originally a marine artist by profession. ' He 'tried his hand at designing and his first success was the cutter Vindex,~which only rather fine at both ends but it shows a marked hollow at the extreme ; : Ss 7 ---- ee = Sezer ere SAIL PLAN OF THE GERMAN EMPEROR'S NEW SCHOONER YACHT - METEOR III. (ee he designed in 1871. This cutter was built of iron. Since then Mr. Smith has turned out many fast yachts. In 1877 he turned out the schooner Prospero, the first yacht to be fitted with a pole bowsprit. The schooner Intrepid, for Lloyd Phcenix, which came the next year, the Fortuna in 1883, Iroquois in 1886, Yampa in 1887, Lasca in 1892, Amorita in 1896, Genesee in 1900, and Muriel and Elmina in 1901 are notable examples of his work. With Mr. Smith -is associated Henry-G. Barbee, who has studied naval architecture in this country and abroad. : aa following table shows at a glance the spar dimensions of the new yacht: a Length from end of boom to tip.of bowsprit...............-. 4s ODD TE. Léngth of base line Of mieasurémént! |... 60. 2. 192% Bowsprit outboard i710 ere ee EDA From fore side of foremast to forward point of measurement.... 71 ' Mainimast, deck to cap'..7.0..95, 83. wate che tee a ae Main topmast' 2.20 50700000. Ce Doubling$ ies ae ee fe es Vie! Mainmast, deck' to truck..,......2.. ete oe ae Mainmast, boom to topsail halyard block.......... ies ee eee ee Foremast, deckto.cape....051 Se 84 " Fore topmiast' 20 80077 e i a ee ee aus ia Doublings':...435. 0s eee HAIG. | Foremaet; deck to' truck: . 2.012. SP es ere foe ee Foremast,.bootn 'to topsail halyard block. ..77 22. 724..42.., Pg Main boom «..... Wr ae Fore boom ji .)0000005 1. occa ee ee Main gaffe. y. 2si sacl ads dats Ce ee pera 48 " Fore gaff Ses 000 esse hae "7 o Sail area 220. 6.0505 esse yes ees epee ees .11,612 square " la la