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320 a home by two families of robins who built their nests on the arches over the cargo space, in plain sight. Seemingly they were not bothered by the din of hammers and riveting machines on all sides. The young robins were hatched a few weeks previous to the launching of the ship. Three Ore Boats Ordered Three additional bulk cargo vessels of large tonnage, especially designed for carrying iron ore from Chile and Cuba, have been ordered from the Sparrows Point, Md., yard by the Bethlehem Steel Co. These vessels will be 523 feet long, 66 feet beam and will have a cargo capacity of 17,000 tons each. They will carry ore from Cruz Grande on the Pacific coast of Chile to New York and will return in ballast. The round-trip, about 9,000 miles, is expected to be made in 50 days. Two smaller vessels also have been recently ordered from the Sparrows Point yard by the Beth- lehem Steel Co. for transporting ore from Cuba. These ships will be 470 feet long, 57 feet beam and will have a cargo capacity of 11,300 tons. They will deliver ore either to Baltimore or New York and will return in ballast. The round trip, 2,500 miles, is expected to be made in two weeks. Both types of vessels will be equipped with a single screw and will be driven by steam turbines of the Curtis. type, equipped with reducing gear. They will _ fly the American flag and will be op- erated by the Ore Steamship Corpora- tion, a new subsidiary of the Bethle- hem Steel Co. The names of the three larger boats will be BrTHorE, CUBORE and FELTore. The Bethlehem Steel Co., owning its own ore properties and operating its own vessels, will be independent of the fluctuations of steamship rates to a large extent, and will be fully protected on the largely-increased quantities of ore required for operating its enlarged plants. The Bethlehem Steel Co., it has been recently announced officially, expend $3,000:000 in enlarging the ship yard at Sparrows Point, Md., formerly operated by the Maryland Steel Co., which concern has been absorbed. Will Build Standard Ships Standardized ships will be built at Chepstow, River Wye, England, by a newly organized company. A capital of about $1,500,000 has: been privately subscribed, the shareholders including the following leading shipping com- panies: P, & O. and British India, New Zealand Shipping, Orient Steam Navigation, Federal Steam Naviga- tion, Furness, Withy & Co., Shire Line, A. Weir & Co., Harris & Dixon, plans to THE MARINE REVIEW Ltd, Trinder, Anderson & Co, Bethell Gwyn & Co. and Birt, Potter & Hughes, Ltd. No public issue of capital is contemplated. The chairman is James Caird, head of Turnbull, Martin & Co., ship own- ers, and a director of shipping and allied. companies. The vice chairman is John H. Silley, managing director of R. & H. Green and Silley Weir, Ltd., one of the oldest ship building and ship repairing companies in Eng- land. The other directors are: Frank E. Dixon, director of Harris & Dixon, Ltd.; John Esplen, director of Wil- liam Esplen, Son & Swainston, Ltd.; John B. Gray, of Gray; Dawes & Co.; Richard H. Green, chairman of R. & H. Green and Silley Weir, Ltd.; Allan Hughes, chairman of the Federal Steam Navigation Co., and director of the New Zealand Shipping Co., Ltd.; F. W. Lewis, deputy chairman of Furness, Withy & Co., Ltd.; Andrew ONTROL of the Seattle Construc- C tion & Dry Dock Co., Seattle, Wash., was taken over by the Todd Shipyards Corporation, New York, July 25,and the new company proceeded at once with the reorganization and plans for enlarging of the Seattle plant. J.V. Patterson, general manager since the yard was purchased from Moran Bros. Co. in 1905 and became the Moran Co., and later the Seattle Construction & Dry Dock Co., resigned and his place was taken by Clarence W. Wiley. William H. Todd, of New. York, is president of the new company; C. W. Wiley, vice president and general man- ager, and Harry W. Kent, secretary and treasurer. The other members of the board of directors are H. F. Alex- ander, president of the Pacific Alaska Navigation Co.; W. H. Bogle and F. T. Merritt of the firm of Bogle, Graves, Merritt & Bogle, attorneys; E. C. Ward, vice president of the Pacific Coast SS. S; ' Co. “all of Seattle, ‘and R. F. Walcott, of New York City. The Todd Shipyards Corporation, in- to whose ownership the Seattle yard has passed, also controls the Robins Dry Dock & Repair Co., Erie Basin, Brooklyn, and the Tietjen & Lang Dry Dock Co., Hoboken, N. J. The property represented in this merger of shrip building and repair concerns agere- gates in value $16,000,000. The Seattle yard will be enlarged and improved as fast as conditions warrant. A new floating dry dock will be built at once to take care of the larger ship- ping that is coming into Seattle harbor. Two new building ways are under con- struction and more will be built if needed. The yard has all of the new le Coneern Steamship Co. September, 1916 Weir, head of Andrew Weir & Co. A site of from 40 to 45 acres has been secured on the River Wye, two miles from the Bristol Channel, giv- ing a depth of water for launching of 45 feet, and has been plotted out. The plans which have been prepared provide for the construction of nine or ten large ships at the same time. Ships of a standard type of about 8,500 tons deadweight will probably be built at first, but it will be possi- ble to build vessels up to 12,000 tons. The length provided for is from 450 feet to 650 feet. The type of vessel would be such as would in normal times load outward cargoes of coal and bring home wheat and other es- sential commodities. She would be able to go practically anywhere and everywhere. The machinery at Cheps- tow will be especially designed for producing standardized parts of hulls and engines. work and repair work it can handle at present and more is in sight. President Todd has come up to his present position from the ranks be- ginning his ship building career as riv- eter boy with the Pusey & Jones ship- building plant at Wilmington, Del. Af- terward he became master ship builder in the Brooklyn navy yard and about 20 years ago went with the Robins Dry Dock & Repair Co., of which plant he afterwards became superintendent and then president. Clarence W. Wiley came to the Pa- cific coast from Boston about. 1900 as marine superintendent of the Boston and the Boston Tow- boat Co. He was a graduate of the Massachusetts Institute of Technology and had been in the office of these companies in Boston. At that time the Boston Steamship Co. was operating the steamships SHAWMUT. and TRE- MONT, which were afterwards sold to the Isthmian Canal Commission for the run between New York and the Panama canal. They also. operated Lyra, Hyapes and PLerapes in_ their business between Seattle and the Orient. In 1908 he helped to organize the Crosby Towboat Co., and among his other duties served as its president for a number of years.* In 1908 he severed his connections with the Boston Steam- ship Co., but continued to act as agent for the Crosby Towboat Co. until 1911. Continuing his success in the steam- ship line, Mr. Wiley became manager of the Alaska Pacific Steamship Co. in 1913 and was with that company until he went to the Great Northern Pacific Co. as marine superintendent, with offices in San Francisco, early in 1915.