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. November, 1916 necting up the lower end of the coils has been obviated in Fig.-6, the method of connecting as there shown being as suggested by the machinery division at the Norfolk yard, and approved. It has been found by actual experience to be a most expensive job to repair this scuttle butt; in fact to make even minor repairs seems nearly as expen- sive as to make a new scuttle butt. The cause of this is largely the design of the present scuttle butt, the design making HE American steamship Con- GRESS, largest vessel operating in the coastwise trade, was par- tially destroyed by fire on the after- noon of Sept. 14, while off the Oregon coast. Fortunately all of the 253 pas- sengers and 175 members of the crew were landed safely. The chief engi- neer was overcome by smoke and a member of the crew suffered likewise in saving the chief. Favorable weather conditions permitted the rescue to be made so successfully. Since being built in 1913 at Camden, N. J., Concress has been operating regularly between Seattle and southern California, by way of San Francisco. THE MARINE REVIEW it necessary to disturb the insulation in order to get into the scuttle butt. It is believed that the scuttle butt will never be satisfactory until it has been changed so as to give free access with- out disturbing the insulation. The William Cramp & Sons Ship & Engine Building Co. quote a price of over $600.00 apiece on scuttle butts of the standard design. It is estimated that the proposed scuttle butts can be manu- factured at Norfolk at $160. dredge Cor. P. S. Micuir, working off the bar, hastened to the rescue and the survivors were taken aboard and later sent ashore to Marshfield, Ore., where the residents opened their homes to the rescued. The next day they were brought to Seattle on a special train provided by the Pacific Coast Steam- ship Co., owner of Conergss. Burned Several Days The burning hulk continued to burn for several days. It was then towed inside the harbor. Temporary repairs are now being made and it is expected that the steamer will shortly come to AMERICAN STEAMSHIP CONGRESS AFIRE OFF COOS BAY, ORE., SEPT. 14 Seattle under her own power to be ‘rebuilt at a probable cost of $750,000. The origin of the fire is unknown and an investigation has not explained the She was of 7,985 tons, 424 feet long, and 55 feet beam. On her final voy- -age she left San Francisco at noon Sept. 13. On the next afternoon at 3 o’clock, fire was discovered in No. 3 hatch. The vessel was making full speed at the time, 20 miles from shore. As the flames gained rapidly, Capt. N. E. Cousins, hero of the fire aboard the steamship Queen, in 1904, ordered Concress headed for Coos bay, Oregon. As she approached the land, the an- chors were dropped and passengers and crew, with the decks growing hot under their feet and dense, black smoke issuing from the stern, were hastily yet without confusion, placed in the lifeboats. The government mystery. Supplement to Coast Pilot The coast and geodetic survey has issued a supplement to the fifth edition of the Alaska Coast Pilot, Part 1, from Dixon entrance to Yakutat bay. This pamphlet covers all changes and addi- tions made since the publication of the Coast Pilot. It is being supplied free of charge on application. 347. Ore Shipments Ore shipments during September ag- gregated 9,600,786 tons, establishing a new record for that month and ex- ceeding the previous high mark, set in September, 1915, by 1,737,640 tons. The total movement for the season up to Oct. 1 amounted to 48,816,650 tons, and it is practically certain, therefore, that. the season’s shipments will reach the 60,000,000-ton mark. During 1915, 11,- 649,238 tons were brought down from Oct. 1 up to the close of navigation and a repetition of this performance in 1916 will bring total shipments in ex- cess of 60,000,000 tons. Furthermore, tonnage is being offered more freely than at any time since the beginning of the season, and some shippers are con- fident that the season’s movement will approximate 63,000,000 tons. In order to accomplish this, the fleet would have to carry about 14,000,000 tons from Oc- tober 1 to the close of navigation. Following are the shipments by ports during September and the movement to Oct. 1 during the present year, with comparative data for 1915: September, September, 1915. Port. 1916. Hscanabas Ss dace arn 1,015,820 922,517 Marquetten isi. co aniare 539,879 557,140 Asta tidesteeins ceca edeustolses 1,028,363 1,255,328 SUpenlonry savenicrsutns 135575935 1,945,171 Dathathieece ees. sue ae 2,428,689 3,455,611 Two Harbors ........ 1,292,460 1,465,019 7,863,146 9,600,786 1916 ITCHEASE 5-5 eae eave aretescers 1,737,640 To Oct. 1, To Oct. 1, Port. 1915 1916. Wecanabao en hrc 4,011,682 5,630,994 MPa rCI@ ERE =< otkrs, wterctahnserat 2.313532 3,026,845 Ashilarnd ewer 2 sos ar emer 3,829,582 6,051,712 Supenoniisc a rare 5,997,023 9,760,966 ID OUD Rael oeneayarse Wetter eres 11,807,219 16,174,159 Pwo: Harborse si. 36 6,710,528 8,171,974 34,669,566 48,816,650 TO VG ANCTeCASe 22% vicar ce oe site ’ 14,147,084 Book Review The Submarine Torpedo Boat, by Allen Hoar; cloth, 211 pages, 734 x 5% inches; 88 illustrations; published by D. Van Nostrand Co., and furnished by The Marine Review for $2 net. At no time in the history of the submarine has it played so important a role as it has since the beginning of the European war. Therefore a volume on the characteristics and modern development of the submarine is of greater interest to the general public at the present than at any previous time. Using non-technical language as much as is possible, the author gives the history of the sub- marine up to its present stage of development and a description of the various types of submarines and sub- mersibles .used by this and other countries. One chapter is devoted to an exposition of the general factors to be considered in laying down the design of a submarine, that is, of any vessel capable of navigation when