The Cordova daily times., 1921-10-12
FACILITIES FOR DOCKING HUGE
 SHIPSPOOR
CBy Associated Prcss)

ice between New York and South ampton next spring directs atten- tion to the facilities for docking he great ship at her pier on her arrival at New York and the methods to be employed in doing so.
 When the largest of the present ocean liners came out, just before the war, it was necessary to extend the piers at New York where they are docked to protect their long hulls from traffic passing up and down the Hudson River. The ex- tended piers will be a very tight fit indeed for the Majestic, while the task of getting her into her berth will present as big a job as the docking experts employed by the steamship companies at New York have yet encountered.
 New York is perhaps the hardest port in the world in which to dock great ocean liner, from the fact that it is the only one where the docks are at right angles to a river in which strong tides flow regularly.
 A ships captain is usually pictured as experiencing his greatest worries when his vessel is at sea buffeted by wind and storm. As a matter of fact on modern liners storms are small concern compared to his an Xiety when he enters a port and finds his ship hampered by lack of sea room-of space to navigate.
 In harbor he is confined to a chan nel, ofttimes one in which he could not turn around. His speed is limited to bare steerage way. He must avoid striking passing craft or get ting too far to one side from the deepened channel
 Opposite his dock. which in New York appears like openings between the teeth of a huge comb, he must come to a stop and swing the bulk | NNNA nun SiCoSHioe tD Ine HOW ing tide, hold it there, and nose his way into one of the openings.
 Not daring to make use of the ships own tremendous power by reason of lack of room. from a dog en 10 as high as 20 tugs are used In swinging into their docks such big vessels as the Olympic, the Mature tania. or the big 912-foot. 56 900 ton Majestic.
 Indicating what damage might re- suit if one of the big liners should bump into pier or a passing craft, a marine engineer recently estimated that when moving at the rate of five miles an hour, about as fast as man would walk, a blow equal to that of l4.OOO run-about automobiles acting simultaneously would be in flicted. Those atio have seen the results of a crash of a single ear can visualize the collective result
 The technically SneIined are in formed by the engineer that theI measure Of actual enesgy required toI stop the ship at a five-mile speed in one second is l5S,S673Bs foot pounds, or force equal to 2Ss. .52I horye-E power acting through one second
 As soon as the ship is within heau Ing line distance of the pier haws- CTS, or big ropes measuring l2 incb-I es in circumference and. tested to T i strain of l31,O0O pounds are made Last Attached to the ships winch | es elow careful strain Is put upon them The strain is, carefully watched for if the tensile strength he exceeded they would snap like a thread If the tide pressure is too great oittimes the ship will swing up hroadside to a pier head then with aid of tug power, winch power pull ing on lines and an occassionalI turn ot the ships screw. the long hull will be swung around ana eased into the berth by inches.
 Once within the sap the vessel isl eased along the dock with the aid of spring lines, or hawsers running from forward and aft playing over strong clutches or butts on the pier amidshtp the vessel When one of the 90o-footers is docked her bow is so close to the pier head that it can almost be touched. Her stern is pro tected from passing river craft by the bulkheads built out into the riv- ! CT.
 "All fast, sir" the mates forward and aft and the officers amidships report