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250 in large gun-metal collar bearings and swivel nuts. All the 'motions are driven from one pair of 12-in. x 18in. horizontal engines, and are arranged to work at the following speeds: Lifting 150 tons at 5 ft. per minute; lifting 75 tons at 10 ft. per minute; lifting 20 tons at 40 ft. per minute; derricking full range in 20 minutes. Steam is suppl'ed from a multitubu- lar boiler, 7 ft. diameter by 14 ft. long, THE Marine REVIEW constructed to board of trade re- quirements for a working pressure of 120 lbs. per sq.in., and fitted with 'best quality mountings throughout. Steam driven feed and bilge pumps have been provided, also a 6-in. centrifugal pump for discharging the water ballast. The operator's cabin is situated on an elevated framework at the left hand side of the jb, and contains all the necessary lever gear for controlling the. crane. Lloyds Revised Rules itor HE following memorandum, is- sued by Lloyds Register of British and Foreign Shipping, shows the lines on which the revised rules for steel vessels, which have just been adopted by the general committee of the society, have been carried out. I.--The Old Rules. @or many years past this society has made provision in its rules for the con- struction of different descriptions of vessels, the chief among these being the full scantling vessel, and the spar and awning deck types. The full scantling vessels include two classes, viz.:--those of less than 24 ft. depth, built under what may be called the two-deck rule, and_ those of 24 ft. and above in depth built under the three-deck rule. At the time these rules were adopted they were suitable to the several types to which they referred. The three-deck ship, by the reduc- tion of 7 from the frame number, re- ceived consideration on account of the additional beams fitted in her as vom- pared with those in the two-deck vessel. Spar and awning deck vessels, on ac- count of their light continuous super- structures intended only for passengers or the carriage of light cargo, obtained a further reduction of scantlings ow- ing to their scantling numbers being taken from the main deck. Of the four types, the two-deck, or full scantling vessel of less than 24 ft. depth, is the only one in which the original rule arrangement has not been materially departed from, as except for the substitution of deep framing, or web frames, for widely spaced hold beams, this type of vessel remains the same as at first. Vessels built to the three-deck rule, however, differ materially in many cases from the arrangements and meth- od of construction originally approved for them, and even from the methods as afterwards modified and as now pro- vided for in the society's rules. Originally these vessels were required to have at least two laid decks, and a tier of widely spaced hold beams, Pro- vision is now made in the existing rules for the fitting of deep framing or web frames in place of the widely spaced beams, and for an increase in the transverse framing as a_ substitute for a wood middle deck. In addition to these departures from the original "three-deck" mode of con- struction for which the rules do _ pro- 'vide, it has become not uncommon to make still further departures for which the rules do not provide. Many of these vessels which require by the present rule a complete tier of beams about 7 or 8 ft. below the upper deck, in addition to deep framing or web frames, have these beams spaced widely apart instead of at alternate frames; and while the beams are some- times fitted at the ordinary distance below the upper deck they are at other times fitted at about the middle of the vessel's depth with a view of modifying the framing requirements. In other cases the tier,of beams is wholly dis- pensed with, the result being large single-deck vessels ranging to 30 ft. in depth. For these departures no provis- ion is made in the rules, and they have to be dealt with by other methods. If we turn from the arrangements below deck to those above, we find that the deck erections which originally con- sisted of a short poop, bridge and fore- castle placed on the upper deck of the three-deck vessel, are now often joined together so as to form a continuous erection known as a shelter deck. In the shelter deck vessel we have a type specially suited to certain trades and much in vogue with many owners. This type again, as now built, varies considerably from its original method of construction; for at first the erec- tions joining the poop, bridge and fore- castle, were only light structures in- tended for the shelter of cattle. At the present time the shelter deck ves- sel is given practically full scantlings August, 1909 The crane was successfully tested with a load of 180 tons, and has since been constantly at work in plac- ing engines and boilers on board yari- ous ships 'being constructed by the Kawasaki Dock Yard Co., during which time it has given every satis. faction. The above is the first large floating crane of the type shown which has been designed and constructed by a British firm. Steel Vessels to the shelter deck, which is made the strength deck of the vessel, while in many cases bridges, and occasionally forecastles, are fitted upon it. In the shelter deck vessel there has thus been evolved from the three-deck vessel a new and distinct type, for the construction of which the rules do not provide. The spar deck vessel has also gone through many changes. Originally a two-deck vessel, having a continuous structure of light scantlings and intend- ed for the carriage of light cargoes, we now find the spar deck vessel car- rying full scantlings to the spar deck, the spar deck made the strength of the vessel, and often covered by long deck erections as in a three-deck vessel. In addition to the lower deck or hold beams being omitted and compensated for by deep framing or web frames, the main deck is at times dispensed with, and the main deck beams spaced widely apart. For some of these changes no provision is made in the rules. The development of the spar deck type has led to a re-arrangement of material and scantlings in the struc- ture stich as will: admit of this type loading as deeply as a three-deck ves- sel, while retaining scantling that would not in some respects be admitted in a three-deck vessel of the same dimen- sions. These vessels, however, have per- formed theirs work satisfactorily, and this result shows that the scantlings adopted in such cases have been suf- ficient for vessels loading to the max- imum extent allowed by the freeboard tables, The awning deck type has through changes somewhat similar to the spar deck type. Instead of the awning deck being a light superstruc- ture, as originally the strength has been transferred from the main deck to the deck, and erections have been fitted the ing deck. It will be gone contemplated, awning on awn- seen from the foregoing