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Ore Carriers for Ocean Service New Bulk Freighter Operates Between This Country, Cuba and Chile--Vessels Are Specially Designed to Facilitate Quick Loading -- Turbine Drive Used \ O transport iron ore from its de- posits owned in Cuba and Chile, the Bethlehem Steel Corp. is building a fleet of cargo carriers which show some decided advances in the art of marine architecture. This corpora- tion has already built five vessels of the type that will be used in the Cuban trade, and contemplates constructing eight more for that service. Due to the limitations of the Cuban ports, it was mot possible to construct vessels of the size that can be used in bringing ore from Chile. The first boats are known as the Cubore type, since the first to be built was named CuporE. They are 11,669 deadweight tons each, equipped 'with geared turbines capable of 2400 shaft horsepower. They have three boilers and bunkers fitted for coal or oil fuel. A smaller steamer, the MAn- 'GORE, Of 6140 tons deadweight capacity | of the same type is also in service to tthe ports that will not accommodate the larger vessels. The three sister vessels now in op- eration are the FeEtrore, SANTORE and Frrmore. The CuzsoreE was placed in commission in September, 1917. She was diverted to the army service by the government in June, 1918, and was tor- pedoed on Aug. 15, 1919, while in that BY V. G. IDEN service. The other four vessels have since been returned to the owning and operating company, the Ore Steamship Corp., and are now im service trans- porting ore from Cuba to Sparrows Point, Md. Bringing ore from a foreign country to a plant in the United States is a different proposition from transport- ing ore on the Great Lakes where the movement is entirely domestic. The Ore Steamship Corp. vessels must have foreign clearance papers and comply with all the regulations of the customs authorities at home and abroad which considerably retards the operations. In Cuba they are not "able to dock at night and they are subjected to different weather condi- tions than prevail on the Great Lakes. Despite the handicaps inci- dental to the trade of these vessels, carrying approximately 11,300 tons of ore per trip, one will make the round trip between Cuba and Baltimore in 12. days, delivering 25,000 tons of ore per month, 'Naturally these vessels, being de- signed for ocean service, are not as long as the ore carriers of the lakes. While the Cubore type is capable of carrying a cargo as great as the largest of the lake carriers, it is in- tended further to reduce the cost of operation by increasing the size of the vessels to be used in the Chilean trade. It was impossible to build the Cuban ore boats any larger because of the limit of the harbor facilities, but this will not operate against the ships to be sent to Chile. The com- pany intends to construct vessels of approximately 20,000 deadweight tons for this trade. The plans for the latter are now being drafted and the program of the corporation calls for a fleet of 15 to 20 vessels of that size when the building is completed. Although built primarily for the Cuban and Chilean ore trades, these vessels have successfully carried, in the transatlantic service coal, grain and general cargoes. One of the prime features of their design was the direct inspiration for probably the greatest transportation feat accom- plished by the army during the recent war. The vessels were built with hatches of extreme size. The hatch covers are made of corrugated steel plates in two sections which open up like a: door and lay back upon a framed superstructure on the deck. There are no. obstructions in the ORE VESSEL MOORED AT SPARROWS POINT WITH HATCHES OPENED UNOBSTRUCTED HOLD 420 READY FOR UNLOADING--MACHINERY IS INSTALLED AFT TO GIVE AN