chandise and materials which are produced in the Eastern seaboard sections of the country and move into the southern and western states.

At Savannah the company owns its own terminal. It is vast in proportions and unequalled at other South Atlantic and Gulf ports, having a value of $4,000,000 and completed in 1916. The slip in which its ships are berthed is 1,020 feet long and 225 feet wide, can accommodate four ships at one time; and its sheds of approximately the same length, are arranged, one for unloading freight from the ships and one for loading freight on the ships, the number of car tracks accommodating a sufficiency of cars.

A Link in a Vast Transportation Chain Nothing superior to the service this company renders its passengers and freight is to be found in this country, the steamship line being a great, strong, ocean highway in a service covering vast and important territories in the East and New England on the one hand, and the South, Southwest and West, on the other.

Its passenger service is very carefully arranged. At certain seasons reduced roundtrip fares are operative, which attract business. During the winter tourist period, October 1 to April 30, roundtrip rates are in effect from the East and from New England and Florida points; while during the summer tourist period, from May 15th to September 30, reduced rates are in effect from the Southern and Midwestern territories to New York and

Boston as well as to the interior East and New England. Summer tourist fares provide for the use of the steamer route in both directions, or the steamer in one direction and all-rail in the reverse direction. This variable routing has proved very popular with the public. Its Steamers

When new steamers are added to the company's fleet, careful study is made before and throughout the course of construction of ways and means of making still greater provision for the entertainment, comfort and convenience of passengers. For example, the latest ships, the City of Birmingham and City of Chattanooga, commissioned in the late fall of 1923, are equipped with numerous suites de luxe of different color schemes, furnished with twin beds and provided with private bath; also with suites with two or three connecting rooms, provided with upper and lower berths, and private bath. All bath rooms have hot and cold, fresh and salt water, with a shower above every tub. The staterooms throughout the ships are provided with hot and cold running water, steel thermos bottles for drinking water, and 12-inch electric fans. Broad promenade decks, a sun deck and a commodious smoking room on the boat deck are attractive features. The ample writing rooms are much patronized. There is a spacious and luxuriously furnished music room on the promendate deck forward, where programs of selected music, singing and dancing are continuous during the evenings. Perhaps the potentially magnetic spot on the

ships is the handsome dining saloon located on the hurricane deck forward. There are tables seating two, four and eight, and a place for every first-class passenger at one sitting. The meals are a theme of never-ending commendation from gratified passengers. The company yields to no water-line competitor in the appointments of its dining saloons and the cuisine and service to travelers on its ships.

Regular Schedules Maintained

The distance between New York and Savannah is 710 nautical and 818 statute miles; and the distance between Boston and Savannah is 934 nautical and 1076 statute miles.

The steamers City of Birmingham, City of Chattanooga, City of St. Louis and City of Montgomery, on the New York-Savannah Line, maintain a tri-weekly service, sailing from New York at 3 p. m. on Tuesdays, Thursdays and Saturdays, and from Savannah 4 p. m. on Tuesdays, Thursdays and Sundays.

The steamers City of Savannah, City of Atlanta and City of Columbus are employed in the Boston-Savannah Line maintaining a semi-weekly service. The sailing hour from Boston is 3 p. m. on Tuesdays and Saturdays and from Savannah 4 p. m. on Mondays and Thursdays. Schedules are so arranged that ships arrive in ports at a convenient hour in the morning.

The ships are completely and competently manned in every department and the company feels a great pride in the personnel of its officers and crews, most of its officers rising from the ranks and remaining for long years in the company's service.

In every respect, in its ships, their officers and crews, cuisine, service, safety, comfort and pleasure of its passengers and the carriage of freight, the Savannah Line ranks with the best in the coastwise trade of the United States, which is unequalled in all the world, and is a credit to the country whose flag its ships fly.

Steamship Company of Savannah. With this long and practical experience, Mr. Richardson's knowledge of shipping in general and the affairs of his own company in particular, has made him the important factor in its affairs that he is. His most delightful theme of conversation is the Savannah Line, of which he has every right to be proud, as he is, and regarding the smallest detail of which he can give you the fullest information; he deserverdly praises the ships and extols their officers, a cheery word and a helpful push for everything and everybody; not a minute to waste, but time unlimited to keep things right.

The officials of the Ocean Steamship Company of Savannah-better known as the Savannah Line-are: C. H. Markham, Chairman of the Board, Chicago; L. A. Downs, Presidest, Savannah; E. R. Richardson, Vice President and General Manager, Pier 50 North River, New York; L. Collins, Superintendent; T. N. Cook, General Freight Agent; G. R. Angevine, General Passenger Agent; J. W. Reilly, Eastern Traffic Agent; and A. R. Story, Commissary, all of Pier 50, North River, New York.

Plenty of Barge Canal Tonnage? Survey Commission is quoted in the Troy Times as deSenator Leonard W. Gibbs, chairman of the Canal claring that there is plenty of tonnage available to be put on the canal, that there is a demand for packet freight service, that three new companies are preparing 40 per cent in freight rates sought by the railroads will to start operations and that the advance of from 30 to give the canal its opportunity to "get back on its feet."

One of the new companies to operate between Toronto and New York through the Champlain division is now starting its service and the other two will be ready in the spring, Senator Gibbs said. The survey has discloseed that canal tonnage has increased 25 per cent each for the last five years, which is most encouraging as a practical proposition. The chairman added fore this had it not been for the talk of "scrapping the canal."

Savannah-the Savannah Line

A few words regarding Vice President and General Manager E. R. Richardson, of the Savannah Line, the official of the company locally in charge, are pertinent here: Mr. Richardson was born and reared in the mountainous southwestern section of Virginia, his ancestors having migrated from England and settled in what is now known as Rich Valley, Virgina, early in the eighteenth century. He is, therefore, of revolutionary stock. After completing his education, he chose a career in the transportation field, first in varying minor capacities with the old Florida Central & Peninsula Railroad (now a part of the Seaboard Air Line Railway) at Jacksonville, Florida, under the immediate direction and tutelage of Mr. W. H. Pleasants, the General Freight Agent of that railroad and who later became President of the Ocean Steamship Company of Savannah. Mr. Richardson came from Jack sonville to the Savannah Line with Mr. Pleasants in the fall of 1900, and has bees since continuously in the service of the compeny, with the exception of the Federal Control period (January 1st, 1918, to March 1st, 1920), during which period he was consecutively Assistant to Mr. L. J. Spence, Chairman of the Coastwise Steamship Advisory Committee, assistant to the Federal Manager of the combined coastwise lines, and finally Federal Manager. At the termination of Federal control Mr. Richardson became and still remains Vice-President and General Manager of the Ocean

Larger Locking Capacity Needed

The survey apparently has disclosed no such serious menaces to traffic on the canals as have been reported. for Senator Gibbs stated that the majority of accidents for which poor canal conditions had been blamed really were due to faulty operations by pilots and captains. There is a need, however, for larger locking capacity, with 1,000 foot locking facilities instead of the present 350 foot equipment.

Even with such meager disclosures of what the investigation and survey of canal needs and possibilities has revealed, it is evident that the Barge Canal has great potentialities as a traffic route in its present estate, with such improvements as experience in the last few years has suggested. With transportation corporations ready to undertake the operation of shipping lines there must be assurance that the canal will be maintained in efficient condition, and there must be no more of the "scrapping the canal" talk to frighten off operating companies.

There is plenty of tonnage of bulk freight, more than the railroads have been able to handle, which frequently can be transported more expeditiously by water than by rail and much more economically, he said. But the boats and the facilities must be provided, and continuous regular service must be assured throughout the

season.