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488 No. 1, was issued under date of Sept. 27. The preference list was designed originally by the priorities board to guide the fuel and railroad adminis- trations in serving fuel and transpor- tation to those industries which are considered of an essential character. This list is certified by the priorities board to the fuel and railroad admin- istrations and additions are made to it from time to time to conform with the changing conditions. The latest preference list, or Prefer- ence List No. 2 izcludes labor supply as well as fuel and transportation sup- plies. It is announced that this list is for guidance in "(1) for the pro- duction and supply of fuel and elec- trical energy; (2) in the supply of labor; and (3) in the supply of trans- service by rail, portation water of Ts wreck of the whaleback ~ steamer Henry Cort, after re- maining on the bottom of Lake Erie for nine months, a con- stant menace to navigation, has at last been raised and has been towed to Toledo, O., where she is now in dry- dock awaiting repairs. The Cort was sunk on Dec. 17 of last year in a collision with the steamer MipvaLe while working as an ice break- er to keep open a passage for late grain vessels. She sank approximately 4% miles below. Bar Point light, 800 feet south of the downward sailing course. When navigation opened this spring the Cort had disappeared and an offer of $500 was.made by the Lake Carriers' association for information concerning her location. She was finally located after a lengthy search about 5 miles above Colchester, Ont. The vessel lay in 30 feet of water, with 7 feet of water over her deck. Her. location was marked by spar buoys to warn other vessels. Plans were im- mediately made to raise her and Capt. W. W. Smith, marine superintendent of the Pittsburgh Steamship Co., owner of the vessel, was sent to the wreck. Early this fall Capt. F. A. Bailey, shore captain of the same fleet, was. sent also. Several months were spent in futile effort before the vessel was at last brought to the surface. The work was carried on under great diffi- eiilty. The lake is 'shallow at 'this point. An ugly sea was running most of the time and often kicked up heavy without warning, on several occasions tearing away the cofferdam which was being built around one of the hatches. The cofferdam was completed in June and the work of pumping out the vessel begun. As the water in the hold lowered, however, divers who were watching operations closely reported that the vessel's' deck was caving in. This necessitated a discontinuance of operations until a new cofferdam could be built. The successful raising of sunken ves- sels is an operation always involving difficulties of an unforeseen nature, owing to the fact that methods that have proved successful in one case often turn out utterly valueless under slightly different conditions. After due consideration of numerous plans used in successfully raising sunken "1 and: LV. grouped under class I are those of: yi Y V Z 4 DACIK -'She is THE MARINE REVIEW | pipe lines or otherwise insofar as such service contributed to the production of finished products." This 'list 1s described by Chairman Baruch of the war industries board as the "master key governing the flow of basic, indus- trial elements to the industry essen- tial to the war program." The Pref- erence List No. 2 industries and plants have been divided according to their relative importance into classes boa. Industries and plants exceptional importance in war pro- ductton and their requirements are to be fully satisfied in preference to those of the three remaining classes. There is no distinction or preference between the three remaining classes under usual circumstances. The maintenance and operation of ships, 'rom vessels, it was finally decided upon to construct a strong cofferdam running from a position over the collision bulk- head forward to the collision bulkhead aft. The dam was built of heavy tim- bers and was securely bolted to the vessel's hull by divers who were with the wrecking crew. As a means of keeping the dam as near watertight as possible, canvas held in position by means of sand bags was used. The barges THOMAS and MAGNA stood by. the scene of the. wreck and were moored one on each. side. They aided materially in breaking the seas that hindered the work of placing the dam in position. The dam in position over the Corr is: shown -in, Mig. 12. The MacGNa is in the foreground, while the THOMAS is seen in the background. The dam in position as it appeared during the middle of September when pumping operations began is seen in Fig. 2. The work of pumping was carried on with difficulty as a heavy sea was running, the full force of which 'could not be broken entirely by the two barges along- side the wreck. Pumping out the vessel is shown in Fig. 3. Soon after pumping operations began, a 50-mile gale whipped up and again 'the case looked hopeless for every sea that struck the cofferdam threatened to demolish it entirely. 'On Wednesday, Sept. 18, the steamer Harvey was hailed and she immediately came to the assistance of the wrecking crew. She was moored in an advan- tageous position to break the oncoming seas_and owing to her length, 420 feet, this maneuver was successful, although the assistance of two tugs was required to keep her in position notwithstanding that she was anchored bow and stern. seen in position across. the end of the dam in the background of Big, 2, The Corr did not rise readily, owing to the fact that her stern had settled considerably in the mud: As the water inside the cofferdam steadily lowered, this structure began: to steady itself which in a measure assured success of the undertaking. As the water in the hold lowered, the vessel gradually came to the surface. operations being com- pleted at midnight, Saturday, Sept. 21. The vessel coming to the surface is illustrated in Fig. 4, while Fig. 5 shows November, 1918 4 excluding pleasure craft not common carriers, and plants engaged principal. ly in building ships excluding pleasure craft not common carriers and ships not built for the United States goy. ernment or the allies nor under license from the United States shipping board _ are put in class I. Steel plate milis and blast furnaces also are in the highest class. Class II includes such industries as machine tool plants and wire rope and rope wire plants. Chain plants are in-class III, as are plants manufacturing electrical equipment plants manufacturing small hand tools for working wood or metal, and plants operating steél rolling and drawing mills exclusive of those taking highe; classifications. Foundries and plants manufacturing rope are placed in class EV bottom her fully afloat and ready to be towed to the drydock for repairs. She was taken to Bar Point where temporary repairs of a minor nature were completed and on Monday, Sept. 23, she was towed to Toledo by the tugs Harpinc, MicHiGANn and Trorter. The tow arrived at the yards of the Toledo Shipbuilding Co. late in the afternoon. The examination of the vessel showed that little actual damage had been done. The injury sustained in the collision with the MipvaLe was slight. In fact, if the Corr had not been surrounded with ice at the time, it would have been a comparatively simple matter to beach her as she did not sink until an hour and a half had elapsed after she was struck. Her turrets were carried away by the ice, of course, but the damage inside her hull is slight. Her machinery is not injured in any way, aside from a. small amount of. rust. She will probably go in commission again next spring. Late Marine Patents Copies of any one of the following patents can be obtained by sending 15 cents in stamps to Siggers & Siggers, National Union building, Washington, -- . C, by mentioning The Marine Re- VIEW: i 1,211,509--Internal combustion engine. Hugo C. Well, New York, assignor of fifty one- hundredths to Frederick A. B. Meinhardt, New York. 1,211,604--Internal combustion engine. Reed . Lewis, Aliquippa, Pa. 1,211,989--Sunken -- ship Westin, Smithville, Minn. 1,212,018--Grate bar for marine and station- ary boilers. William C. Codd, Baltimore, Md. 1,212,041--Internal combustion engine. Albert H. Forsythe, Joplin, Mo. 1,212,100--Internal combustion engine. Her- schel Oldham, Escondido, Cal., assignor of two-fifths to F. D. Hall, Escondido, Cal. 1,212,105--Internal combustion engine. Har- vey L. Reese, Sharon Hill, and Haviland H. © to Reese-@ indicator. Henry Platt, Wallingford, Pa., assignors Platt, Engine Co.,. Wilmington, Del. _ 1,212,315--Life belt. Swan B. Bjerre, Chi- | cago. 1,212,468--Torpedo. deen, Wash. 1,212,536--Firing mechanism submarine mines. Giuseppe Matricardi, Pal- lanza, Italy, assignor to Societe Harie & Cie., Paris, France. 1,212,653--Internal combustion engine. James Harry Keighly McCollum, Toronto, Ont., as- Alfred Extrand, Aber- ; signor to George HH. Gooderham, John Wycliffe, Lowes Forester, and the. Argylis, Ltd., Alexandria, Scotland. for automatic --