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FIG. 3—LOADING PAPER WITH SHIP’S CRANES FROM WAREHOUSE AT MONTREAL each side. By setting up on the turn- buckles the cranes could then be made secure for heavy ‘weather. According to the operators these ves- ‘sels have performed steadily without a stop due to any mechanical trouble throughout the entire period of their ac- tive service. The auxiliary generating sets with: 90 horsepower Worthington- type diesel engines and Diehl-type gen- erators have also functioned with com- plete success. The generators were ar- ranged to give constant voltage which in turn would give a constant lifting speed for the hoisting motors on the cranes. Now, though the cranes were nominally designed for a maximum of 5 tons, it was found that this could easily be ex- ceeded by 50 per cent. The natural tendency, therefore, was to overload the cranes from time to time with the re- sult that the circuit breakers would func- tion to relieve the overloaded generating engines. A 50 per cent overload could be taken care of by the generators but it was hardly to be expected that the 90 horsepower diesel engines could deliver so much extra power. The con- 59 stant action of circuit breakers under these conditions proved to be a nuisance and to overcome this difficulty the gen- erators were modified to give a drooping voltage. After this when the cranes were subjected to extra heavy loads, the voltage dropped and the lifting speed decreased. The actual loss of time due to slightly reduced lifting speed amount- ed to very little, but the great incon- venience of frequent circuit breaking was eliminated. As a matter of fact, an over- all gain in speed resulted because of steady and continuous service. No general or sweeping conclusions in regard to the superiority of cranes over the old and tried cargo winch for han- dling cargo of all classes on shipboard can rightfully be made from the results recorded here. In the first place it must be borne in mind that though there was some diversity of cargo as for in- stance, tin plate, sulphur, paper and steel products as well as some other commodi- ties, on the whole the cargo was of a somewhat specialized character. The gen- eral attitude of shippers, receivers and stevedore and longshoring personnel -in the ports called at, particularly on the Great Lakes and the St. Lawrence, was such as to make the most favorable pos- sible showing. This much, however, can be said that the excellent showing made by these vessels in handling cargo, would justify the most careful study of present methods. In future ships, the experience gained will undoubtedly be of great value and may influence to some degree the present stereotyped arrangement of car- go machinery on shipboard. William D. Hoxie-1866-1925 ILLIAM D. HOXIE, vice chair- W man of the Babcock & Wilcox Co., died at sea, Jan. 12, on the Munson liner SouTHERN Cross _ on which he had sailed January third with his wife and niece for a trip to South America. The body will be brought back to the United States on the WesterN Wortp leaving Rio de Janeiro Jan Zist Mr. Hoxie had been for many years an outstanding figure in marine circles as it was due largely to his genius and enterprise that the Babcock & Wilcox Company became such a prominent factor in the building of marine boilers both for naval and merchant vessels; their marine boiler as it exists today is due to the in- vention and constant improvements of Mr. Hoxie. He was ’ Brooklyn, born July Ist, 1866, in N. Y., and received his preliminary education in the public schools. Having marked mechanical attitude he took the course at Stevens Institute of Technology, and graduated as a mechanical engineer in 1889. In that year he became connected with the Babcock & Wilcox Company and his whole active life was spent in its service where there was every oppor- tunity for his remarkable talents as am engineer. In due course he became Vice-President of the company and retained that position until 1919, when he succeeded Mr. Edward H. Wells, as president. Early in 1924 his health not being good he had wanted to with- draw from active work altogether, but was persuaded by his associates to re- tain a connection with the company as vice-chairman, which position he held at the time of his death. He was married in 1892 to Miss Lavinia Brown of Westerly, R. I., who was with him at the time of his death. They have one daughter Mrs. Cornelius W. Middleton. Mr. Hoxie was a man of remarkable geniality and personal charm and had a very wide circle of friends. He was also an enthusiastic yachtsman. He was a Trustee of Stevens Institute of Technology, and also of Webb Insti- tute of Naval Architecture, and of the Wilcox Memorial Library of West- erly, R. I. He was a member of the engineers, N. Y. Yacht and Lawyers Clubs of New York and of the Army and Navy Club of Washington, D. C., and of the Delta Tau Delta fraternity. He was also a member of The American Society of Mechanical En- gineers, The American Society of Naval Engineers and the Society of Naval Architects and Marine Engineers. His winter home was in Brooklyn, and his summer home in Westerly, R. I].