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United States shipping board. As his duties had much tc do with the overseas transportation of American troops and supplies, he spent time in England, France and Italy. In recognition of his services, the French government conferred upon him the decoration of Chevalier of the Legion of Honor. During the war he was president for a number of years of the American Steamship Owners’ association. An outstanding feature of Mr. Raymond’s career has been his ability to win and hold the loyalty of his sub- ordinates. He has a strong, fundamental sense of jus- tice and has the reputation of backing up his men to the limit, even when they make mistakes—provided the mis- takes are made with ‘honest intentions. Mr. Raymond is a believer in the value of personal contacts. In manner he is friendly and confidence-inspiring. He is distinctly of the Nordic type and has keen blue eyes. He speaks little but to the point. He has a wide circle of friends both in business and socially. Business associates de- scribes him as bluff, straightforward and big-hearted. Mr. Raymond votes the Republican ticket and in reli- gion is an Episcopalian. He is married and has an apartment in New York but makes his principal resi- dence in Florida. He recently bought his old boyhood home at Yarmouth and spends part of the summers there. Mr. Raymond plays considerable golf and is a member of numerous golf clubs. His principal recreation is found in yachting. He is an able navigator and has owned and sailed several well-known racing sloops as well as cruising motor yachts. He now is looking forward to sailing a new yacht, designed by Theodore E. Ferris and under construction at Shelburne, Nova Scotia. He is a mem- ber of the New York, Larchmont, Manhasset Bay, Indian Harbor and other yacht clubs. Other clubs of which Mr. Raymond is a member include the Metropolitan and India House,; New York and the Whitehall club, London. Following are the companies and services which make up the Agwi groups, of whose board Mr. Raymond now is chairman: The Clyde line, operating between New York, Charleston, Jacksonville and Miami; Miami and Havana; Boston, Charleston, and Jacksonville; New York and Baltimore; Jacksonville and Miami; and a service on the St. Johns River; Clyde-San Domingo line, operating be- tween New York and San Domingo; Mallory line, plying between New York, Key West and Galveston; New York, ‘Tampa and Mobile; Porto Rico line; between New York and Porto Rico; Ward line, two services, one between New York and Havana, and the other between New York, Havana and Mexico and the Southern Steamship Co., operating between Philadelphia and Houston. Self- Docking a Floating Dry Dock FLOATING dry dock should be A periodically examined inside and out. To do this, it must be placed in a larger dry dock or there must be means for self-docking so that the entire exterior may be completely removed from the water. The results of such dry docking and examination of floating docks is usu- ally of interest, particularly any re- ports bearing on the condition of the exterior. In 1918, the Charleston Dry Dock & Machine Co., Charleston, S. C., put in operation an 8000-ton floating dry dock of the longitudinally trussed sec- tional type designed by The Crandall Engineering Co. of Boston. This float- ing dock was of all-wood construction built with six sections. In the longi- tudinally trussed type, the panel of a Warren truss is built into both wing walls of each section. At the panel points are steel castings with corres- ponding lugs which when pinned to- gether form the dock into a rigid unit with a Warren truss in each wing. The lugs of these steel castings are con- TAKEN DEC. 12, 1926—SHOWING THE DRY-DOCKING OF ONE SECTION OF THE 8000-TON DRYDOCK AT THE CHARLESTON DRYDOCK & MACHINE CoO., CHARLESTON, S. C. 44 MARINE REVIEW—July, 1927 nected in each case by a single pin, there being four pin connections be- tween each section. For docking, it is only necessary to remove these four pins, turn a section through 90 de- grees and dry dock it on the others as shown in the accompanying illustra- tion. The submerged portion of the dock was sheathed with a layer of ship’s felt and 11-inch creosoted boards and then another layer of creosoted boards to protect this portion of the dock from the marine borers which are unusually active in Charleston har- bor. In the latter part of 1926, after having been in service eight years, the sections were disconnected in sequence and lifted on the others as above de- scribed until all had been removed from the water and examined and repaired. This whole dry docking operation was easily accomplished. C. B. Boykin, general manager of the Charleston Dry Dock & Machine Co., reported that examination showed the dock structure to be in perfect condition. In some places the outer sheathing of creosoted boards was eaten away but the inner sheathing was still intact and there was not a worm in any part of the dock itself. Examination of the inside of the dock showed that considerable mud had ac- cumulated but that all parts of the trusses ‘and framing were in first- class condition. The outer sheathing was renewed where required and any corroded fit-