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302 ,rigidity makes the ship secure distortion and ‘undue stress due to docking and uneven pumping. Some floating docks have been so con- structed that it is impossible to make even an approximate analysis of stress in the members. In this installation, . the Crandall engineers chose a type that. is statically determinate, thus enabling the stresses of the members, joints and fastenings, to be calculated and the sizes determined to carry these stresses in accordance with good engineering prac- tice and with proper factors of safety. This has resulted in the use of much less timber than in a conventional float- ing dock and yet the trusses are stiffer and are subject to lower unit stresses un- der all load conditions. This is sub- stantiated by this floating dock which after operating three years in almost constant use still retains the camber of its deck. Each section of the dock is divided by transverse and longitudinal bulkheads into four water tight compartments. Six against poor MARINE REVIEW intermediate longitudinal stiffening and wash bulkheads are also provided. Each compartment of the dock is unwatered by a 10-inch centrifugal pump di- rect-connected to a motor located on the wing. The control of all the pump motors is centralized in the control house at the head of the dock where one op- erator may govern the water level in all compartments of the complete dock. To enable all of the lifting capacity to be available for lifting ships, it was necessary to eliminate the use of rock ballast and therefore, a simple water ballast system was substituted. Control of all of the valves, except the flood gates, is governed hydraulically at the head of the dock. The bilge blocks are of the patent releasing type. They are moved back and forth by means of end- less chains and hand winches on_ the wing walls. As a protection from the teredo and other marine bores, the pon- toons are covered with two layers of creosoted board over ship’s felt. This type of floating dock also gives July, 1922 an easy means for seli-docking. The various sections are of such a_ length that they may-be lifted on the other sections and give ample room for work on all sides. To dock an intermediate section, it is only necessary to remove the four connecting pins, turn the sec- tion 90 degrees and lift it on the others. To dock an end section, the four pins are removed and the section lifted be- tween the two other sections as illus- trated in the diagram shown on the preceding page. This floating dock measures 440 feet over the keel blocks 100 feet wide over the wing walls, 80 *feet in the clear and will give 22 feet of water over the keel blocks. It is made up of six sec- tions, each section 63 feet long between the steel castings. The pumps were furnished by Morris Machine Works, Baldwinsville, N. Y. and the motors by the Wagner Electric Mfg. Co., St. Louis. Since put in operation, this dock has lifted over 150 ships, aggregating more than 463,000 gross tons. Adds Fifth Pontoon to Floating Dock ECENTLY the fifth pontoon of the R cessive drydock of Todd Dry Docks, Inc., Seattle, was placed in commission giving this yard one of the largest lifts in the country. This dock, largest of the company’s three, has had its capacity increased from 12,000 to 15,- 000 tons by the addition. The dock is now capable of ‘raising the shipping board’s 535-foot transpacific express liners and any other commercial vessels on the Pacific. The company recently had the motor- ship Kennecotr in dock for three days while the vessel underwent general over- haul. The KeENNEcoTT was _ constructed last year at the Todd plant at Tacoma and has since operated in the intercoastal service establishing a record. as an economical and efficient freighter. The same plant lifted the large Norwegian steamer Apour for docking and general overhaul, Cleaning, painting and repair- ing of vessels engaged in Alaska service have recently given the Seattle yard a largely increased volume of work. The Moore Shipbuilding Co., San Francisco, was the low bidder at $44,900 for reconditioning the Pacific Mail liner WOLVERINE STATE. The work calls for the instaliation of 219 steerage accom- modations, rearrangement of crew’s quar- ters and other changes. The Columbia River Packers’ association, purchaser of two former German sailing ships, now called CHiLLicorHE and ToNAWANDA will remodel these vessels for use as Alaska cannery tenders. Docking facilities in the Columbia river now include two drydocks at Port- . LUISE land under public control and a third un- der private operation. The plant of the port of Portland has just lifted the 8800- ton steel steamers Niets NIELSEN and NIELSEN. The government has sold the site of the former wood _ ship- yard of Grant Smith-Porter Co. at Aberdeen. All the remaining equipment has been disposed of and it is expected to use the Jand for industrial purposes. Reports from Japan state the tonnage output of the yards of that country for the first six months of 1922 is estimated at 70,000 tons while the year’s record is expected to be. 180,000 tons. The Yokohama dock has a contract to con- struct two large combination steamers for the Nippon Yusen Kaisha, as_ well as a refrigerator vessel while other yards are working .on. colliers and steel freighters. The Los Angeles Shipbuilding & Dry- dock Corp. was the low bidder for two steel passenger ferries for use in San Francisco bay. The Los, Angeles yard was low by $40,000 for one vessel and $75,000 for both ferries. The largest barge ever built on Grays. Harhor has been launched at Hoquiam. The craft is 90 x 34 feet and has a lumber capacity of 150,000 feet. The first steam schooner contract awarded on the Pacific:: coast in two years has been given G. F. Matthews, who took over the Peniisula Shipbuild- ing Co.'s yard at Portland last year. The coaster is to be built of wood for S. S. Freeman & Co.,,:.San : Francisco, and will have a lumber capacity of 1,300,- 000 feet. The craft will be 225 feet has been over all, with beam of 43.6 feet and depth of 15.6 feet. She will be equipped with triple expansion engines of 750- horsepower and two Babcock & Wilcox boilers. With the view of using the site as a steamship terminal, the wharf of the Ames Shipbuilding & Drydock Co., Seattle, is to be extended and altered for the accommodation of cargo vessels. This plant constructed steel steamers during the war and its wharf, 750 feet in length, was built in connection with the outfitting of steamers. The, site is regarded as one of the best in Seattle harbor. May es Shi pee -Shipments of iron ore from the Lake Superior district in May were 1,585,305 tons, a decrease of 1,008,722 tons over the same month last year. ‘Detailed figures follow: May ToJunel, Port 1922 1922 eGanabas Gener cowie ais 177,719 217,938 VERSOECEtE igs Se ened 70,125 70,125 Ashland SPARS RRR SDY, ara agra mae 272,134 296,689 SUPCMlOM oes Vee ak 669,297 721,684 PVG A aeeaneai a Ge snes 217,062 236,062 PWG, TART DOTS eels on sek c alae 178,968 178,968 MOtAle Wiewie eck eae re 1,585,305 1,721,466 19ap. decrease i. 3 1,008,722 1,048,772 In 1920, the shipping board sold to the Lloyd Royal Belge 22 vessels of about 56,000 tons registry for $16,000,- 000, with a provision calling for price adjustments due to condition. The board now announces that after many months of negotation, final settlement made.