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388 water, the trim was practically ‘perfect. The boat drew 8 feet 5 inches forward and 8 feet 3 inches aft, a difference of but 2 inches. The distribution of weight was such that no ballast was required. The Southern Pacific company main- tains a complete shipbuilding plant at West Oakland and handles the repair work on all its boats. The shipyards are equipped with a Crandall marine railway of 4,000 tons capacity. All boats are hauled out of the water into the clear. If the repair work is extensive “and requires several months to complete, side ways are utilized. Ore Shipments Ore shipments on the Great Lakes during August were 8,081,117 tons, against 5,869,477 tons in August, 1914, an. increase of 2,211,640 tons. The movement to Sept. 1 was 26,806,420 tons as compared with 21,278,107 tons to Sept. 1, 1914, an increase of 5,528,313 tons. The shipments by ports are as follows: August, August, Port. 1914. 1915. ENGCAM AD Are ssl ccahlae ec wiecests 724,951 933,162 Marquette: vise 368,430 659,293 Nobile sic oe ccsccrore ar = 662,951 931,142 PR UIPOTION cu wisi aie ateiwie vueres 1,886,418 1,375,086 IByadhohdek oe ears einer Ar 1,203,081 2,668,070 Two Harbors ........ 1,023,646 1,514,364 5,869,477 8,081,117 VOUS mMMeTCASE | arslisrs scree eletare oases 2,211,640 To Sept. 1, To Sept. 1, 1914. . 1915. Port: Seat bar vince caave ois ecere 2,465,692 2,995,862 Marquette 2... 0660 1,049,791 1,773,653 Wehland? 32 sci). os 2,079,776 2,801,219 SUPeriOns salen seca vs) a.6 7,576,831 4,439,088 ped aatiatin = savcien cis alee teieers 4,152,367 9,378,530 UT Wiis ELAR DONS) + 0:0's) «eis aire 3,953,650 5,418,068 21,278,107 26,806,420 HON Sra tCTea Sen ieatamiricce ce. rats ee eieiers 5,528,313 Lake Erie Ore Receipts Out of a total of 8,081,117 tons of ore shipped during August, 6,504,987 tons went to Lake Erie “ports, distributed as. follows: Port. Gross tons. MAUI EAL Omelet coves hers sisvevate erates 1,037,192 Pore Ae OlDOTNe ees ecaroleene 67,361 WEL Wolke gaeicry ecakh so ah Goeoas auerotoiien 121,482 Conneaut eco eais ke aioe nies 1,359,697 SA SNPAD As oce ao emer ee eres 1,336,542 aITPOLE spc neas so smueiem eters 12,890 Clavelatid: et iin ceca oxi 1,382,211 MEO AVI Coal Ceieeieoe ew tana. sue prtoeuee ess 528,848 Ai Tbbrient tases Sige phar RUN Grn us i ate eRe 111,656 San Sey so ais, sie) s sites orem es oer Rie anierars SROLEAO eS eesccie: clas vise sls neerenteys 189,330 Ve LROt us .t tee aqtanieie eles 57,778 Otel cowie ieataeat se ae ns 6,504,987 Hearing on Lanes That the establishment of anchor- age grounds and clear navigation lanes in Vineyard and Nantucket Sounds, Mass., is desirable and prac- ticable was the sense of a- public hearing at the Boston chamber of commerce, Sept. 10, Col. John Millis, U. S. Engineers, presiding. A map, identity of which has THE MARINE REVIEW showing the location of the proposed anchorage grounds. and _ navigation lanes was published in the September Marine Review. Among the speakers taking part in the conference was Capt. H. L. Colbeth, master of one of the fastest steamers in the coastwise trade, owned by the Eastern Steamship Corporation, operat- ing between Boston and New York, who believed that anchorage grounds should be maintained by law with a coast guard cutter constantly on patrol to remove sailing vessels and barges anchored within the limits. He sug- gested that the fairway be defined by small buoys. The idea is practicable and might be worked out at relatively small -expense, but there should be a penalty. The greatest trouble arises from five and six-masted schooners whose fog signals are inadequate. Capt. H. S. Chase, of the steamer Howarp, representing the Merchants’ & Miners’ Transportation Co., favored a_ clear fairway, but was emphatic for a pen- alty. His chief protest was against strings of barges left in the narrow channel by tugs, such conditions, he said, were encountered nearly every night.. As for buoying the fairway, Capt. Chase thought a buoy every two or three miles would: suffice. Col. Millis introduced a report from Supt. McNeil, of the U. S. dredge Navesink, which has worked intermitently at Pol- lock Rip during several years to July 2, 1914, that the channel has never been observed free. from anchored ves- | ( lore Ts is no indication of a lull in the unprecedented shipbuild- ing movement along the Atlantic coast. New work is being awarded steadily and a large number of propo- sitions still are in the negotiation stage. Fully a score or more of new boats are offered but deliveries remain so remote that a number of these are being held off for the time being. Ship- builders see no reason why the. present record-breaking period of construction shall not be extended for several years. Reported awards of good-sized mer- chant vessels to Atlantic coast «yards during the month of August totaled seven, increasing the number of vessels contracted for during the past six or eight months, to 56. The Sun Oil Co. awarded two large tankers to the Wm. Cramp & Sons Ship & Engine, Building Co. and the Union Oil Co. placed a tank boat with the same yard. The New York Shipbuilding Co. received two tank,,ships for an. interest the not been dis- rders Are October, 1915 sels, particularly schooners and_ barges. The observation was made _ between Quick’s Hole and Pollock Rip, distance about 40 miles, twice a week. J. Howard Gardner, general manager of the New England Steamship Co., New York, suggested that the steamer track between Martha’s Vineyard and. Nantucket should be kept open, as ves- sels forced to anchor out of the main channel, might drop anchor where con- venient, possibly congesting a track used annually about 2,000 times by steamers controlled by his company. Capt. E. R. Geer, for 20 years. employed by the New England Steamship Co., having had charge of every ship operating on the different routes, favored a fairway for the Martha’s Vineyard-Nantucket steamers in addition to the clear navi- gation lanes over the shoals. He sug- gested that a powerful motor boat might serve as patrol while a coast guard cutter or tug could attend to towing of craft that anchored unexpectedly within the restricted area. Capt. M. E. Thompson, master of sail craft, fore- and-afters as well as. square-riggers, believed that captains would be inclined to take kindly to the anchorage area idea partly from the lessening of colli- sion risk. Another conference will be held either in Boston or New York, at which something definite to meet viewpoint of seafarers is to be presented by Col. Millis. In the meantime an expression is to be sought from the management. of towing concerns. ACE closed. All these boats are about 10,000 gross tons capacity. The Crowell & Thurlow Steamship Co. placed two more 9,000-ton vessels with the Newport News Shipbuilding & Dry Dock Co., on which the deliveries extend a little more than a year from the present time. The’ Florida.) -& East. ‘Coast: Railroad. Co. placed a large car ferry for its Key West-Havana service with the. Cramp yard, duplicating a similar craft ordered a year or more ago. Because of the filled-up condition of the Atlantic Coast yards, several vessels which have been up for bids have been closed with shipbuilders on the Pacific coast, where the deliveries are more favorable. The Ward line ordered a 6,000-ton vessel, 368 feet long, for the New York and Cuban Mail Steamship Co. from the Seattle Construction & Dry Dock Co., Seattle, Wash. The Standard Oil Co. placed a tank boat with the Union Iron Works, San Fran- cisco. Many ship builders are enlarging their facilities.