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80 \ the new system of loading and unloading the ships was as follows. Both ships were of course loaded at the River Rouge plant after careful study and planning which included making ready all load- ing equipment such as the Steel pans, bridles, chain hoists and overhead tracks for conveniently handling the heavier parts, particularly the motors. All of this preliminary work and actual loading was in charge of the one man delegated by the plant manager to run the steam- ship service successfully. The Onon- DAGA of course needed no further atten- tion after her departure from Montreal where her additional cargo was placed on board by hired stevedores. At Buenos Aires she discharged from ship to customs pier using stevedores, and MARINE REVIEW with plant and ship equipment will be available at all times at all ports of call. This crew will not consist of profes- sional longshoremen but they will ulti- mately become especially skilled in han- dling this particular cargo. The Ford spirit of peculiar loyalty, teamwork and devotion to duty applies to the officers and men of the seagoing personnel just as it does to the organi- zation ashore. In numbers, the crew is equal to, if not greater than the best standards for this type and size of ves- sel. Though no exact figures are avail- able the wages for the lowest paid man on board, it is understood, will be the equivalent of the $5.00 a day minimum wage paid ashore. An extremely im- portant point is made of the physical March, 1925 Diesel Tug for Barge Canal Louis O’Donnell, 44 Whitehall street, New York, recently placed an order with the New London Ship & Engine Co., Groton, Conn., for a 300 shaft horse- power, 6 cylinder, 4 cycle, direct revers- ible diesel engine for installation in his tug boat James M. Brooks. The engine ‘ is to be of the latest type and will be direct connected to the propeller. Auxiliary equipment for heating, light- ing and running the various pumps nec- essary for tug boat operation is to be installed and these auxiliaries will repre- sent a simplified method of drive. The fuel oil capacity will be large, sufficient to enable the tug to make the trip from New York to Buffalo on a single fuelling. (LEFT)—BUILDING UP THE RACKS IN THE HOLD OF THE SHIP IN WHICH THE MOTORS ARE STOWED. (RIGHT)— MOTORS STOWED BARE IN RACKS IN NO. 3 HATCH LEAVING RIVER ROUGE the cargo was lightered to the com- pany’s plant. A process of practical education was then begui. by the man in charge, an education in which each plant manager was to sha-ce intimately. He met the ‘OneEmpA at Norfolk, and subsequently all the Gulf ports, studied local conditions and carried on the business of the ship ~without fuss or feathers on a basis of common sense. He eliminated all un- necessary delays as he met them, made use of the loading equipment carried on the ship, and arranged for continu: ous work day and night. On the first voyage stevedore firms supplied the la- bor at Norfolk, Jacksonville, and New Orleans but this labor was directed by the company representative. On _ the second voyage, plant men were used in loading and discharging the ship at New York, New Orleans, and Houston, for all cargo belonging to the company. In Jacksonville hired long-shoremen on an hourly basis were used. It is the inten- tion to use plant men at all these ports exclusively except for commercial car- goes. Thus a crew especially trained to handle this cargo in the company’s way upkeep of the vessels. This might be termed general order No. 1 and cannot be ignored on pain of dismisal: The ship must be kept spotlessly clean from stem to stern and from truck to keel. Such a standard actively kept in force makes it easy, simple and natural to keep all machinery and gear in first class working order, thus increasing the ef- ficiency of the entire ship and all the men on board. So, Ford methods will again shatter old precedents and bring down the unit cost to an unheard of new level. The old line shipping companies may have something to learn from the fresh in- formal way Henry Ford looks at the problem of operating ships. It isn’t ex- actly a legend nor has it come to the dignity of a saying of the American language, but there is a very widespread conviction in the minds of many people that anything he touches will turn out well. Experienced shipping men may laugh at some of his methods but all of them believe he is destined to become a permanent factor in the ocean transpor- tation business. This will eliminate the considerable delay of taking on coal, which is necessary with all steam boats operating on the New York State Barge canal. It will also enable the owners to benefit by the low fuel costs which prevail in New York harbor. The engine and boiler of the Brooks are now being removed at Bushey’s Shipyard, Brooklyn, where the fuel tanks, miscellaneous foundations and auxiliary equipment will also be in- stalled. The tug will then be towed to New London and the installation of the main engine and piping will be effected there. Delivery of the completed boat, it is expected will be made around May 1 in time for the opening of the Barge canal. The owner is experienced in the lighterage and towing in New York harbor and on the old Erie canal and he expects a material saving in operation by the reduced fuel costs, elimination of firemen and the frequent visits to coal docks. The James M. Brooxs is a tug cf 77 feet over all, 20 feet beam and will draw, after conversion, between 8 and 9 feet of water. She was built in 1920 and is considered by the owners, remarkably well suited for canal towing. a a