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MARINE REVIEW March, 1925 (LEFT)—A VIEW OF NO 4 HATCH ON VESSEL’S ARRIVAL AT NORFOLK AFTER A STORMY PASSAGE THROUGH THE ST. LAWRENCE AND DOWN THE COAST-—-NO SHIFTING 1 HATCH AT NORFOLK, SHOWING STOWAGE IS COMPACT (RIGHT)—NO, once began to put some original ideas into the business of loading and operating ships. In the first place it was decided that the OnonpaGaA should load a through cargo at the Rouge plant for Buenos Airies, to a draft of 14 feet, the limit imposed by the present waterway from the lakes through the St. Lawrence to the Atlantic. Additional cargo was placed on board at Montreal. The ONEIDA also loaded at the Rouge plant and comp!eted loading at Norfolk for Gulf ports. Old regular line steamship men were very much surprised at this bold move and were sceptical of the success of the ven- ture. The sailing of the ONONDAGA _ marked the realization of a fixed program. It was a business gesttfre in the grand manner put through with determination and vision. By this striking move at- tention has been again directed with new emphasis to the possibilities of commerce and trade direct by water between all parts of the world and the busy industrial region bordering on the Great Lakes or within easy access of lake ports. The local interests of tidewater ports on the (LEFT)—NO. 1 HATCH FINISHED LOADING AT NORFOLK, SHOWING NEW ORLEANS, TAKING ON FINISHED BODIES FOR HOUSTON FROM NO, 4 HATCH FOR THE NEW ORLEANS PLANT St. Lawrence and the Atlantic cannot stop the march of progress when it is headed in the right direction economically. <A distinct ‘service has been rendered by Henry Ford in actually carrying out a full sized complete practical experiment with the largest ship that could get through the St. Lawrence canals. Im- portant actual figures on the'cost of ship- ping products from the Great Lakes to Atlantic and Gulf ports and to South American were thus definitely established, and by direct comparison how greatly these figures could be reduced if the present limitations in length, beam, and draft did not exist. Such a practical demonstration is bound to have a much greater effect in obtaining favor- able legislation for the improvement of this waterway than any kind of vocifer- ous propaganda, There it is for both the governments of Canada and of the United States to see—definite cargoes, the products of an industry of Detroit, moved by water without transshipment, to Atlantic and Gulf ports and to South America. A great volume of waterborne OR DISARRANGEMENT OF CARGO WAS EXPERIENCED. AND IN GOOD ORDER cargoes out of and into the lakes could be built up if the connecting links were lengthened, broadened and deepened so that ships could take cargoes five and six times as great as the one in the OnonpaGA when she sailed for Buenos A:res. The original manner, disregarding precedent and well meant advice, with which the general plans laid down by the company are carried out by those responsible is nowhere more. clearly shown than in the accompanying illus- trations of the revolutionary methods developed by Ford in loading and stow- ing cargoes°of manufactured goods. This is the way it was worked out. In- stead of organizing a steamship com- pany and employing an _ experienced shore personnel the manager of the Rouge plant was given charge of and made responsible for the successful op- eration of the ships. He in turn dele- gated one of his plant men to carry on the details. The existing traffic depart- ment of the company routes the cargo and keeps the records. It is perfectly TNE NO 3 THE LARGE LOADING PANS ON TOP. HATCH, WHILE (RIGHT)—AT UNLOADING PARTS