The first tide that the ship could enter the dock was at 11:50 A. M., January 14, 1918. She was brought to as even a keel as possible, which was 35 feet 9 inches forward and 37 feet 6 inches aft. This was accomplished by filling the forward tanks and emptying the after tanks and placing about 1,400 tons of coal in her reserve and forward bunkers. This was the nearest to an even keel that we had ever had the ship up to this time in the light condition. I might mention here that in this condition the ship is extremely tender, and that Lieut. Watts of the Engineering Department, displayed great diligence and good judgment in keeping her perfectly upright, while setting her on the blocks.
Entering the Dock
On January 14, 1918, the ship proceeded down the Mersey River to the entrance of the dock, but the wind was too high to attempt making the entrance, and we had to return to Princess Landing. On the 15th conditions were much better but none too favorable. However, as it was the last day of the spring tide we had to make the attempt. The spring tides are about 21 feet, and the current is very swift, so we had less than an hour in which to enter the dock and close the caisson.
The entrance was very narrow, so that tugs were of little assistance and she had to go in under her own power. It was a fine piece of seamanship and was successfully accomplished without damage to either the ship or the dock. The handling of the ship in the long entrance channel to the dock was done by the Senior Captain of the Cunard Line on shore. We were all greatly shocked about two weeks later to learn of his death, due to a channel steamer being torpedoed on its return from France, where he had been called on an important conference. It was the loss of such fine men through the treacherous German submarines that brought home to us more than ever our solemn duty to beat the Germans at all costs.
On the 16th everything was ready for setting her on the center line blocks. The weather conditions were ideal; the wind was on the stern and the ship was on an even keel. The stern touched the blocks and she settled at 3:55 P. M.
Previous to setting the ship on the blocks 12 sighting battons were erected along the level of “B” deck from stem to stem, so that if the ship was strained in any way it could be readily noted. A piano wire was also stretched from side to side at the top of the thwartships coal bunkers amidships and connected to a spring balance, so that any opening up effect, due to the divers not properly packing the main beds, would immediately show.
As soon as the stern touched the blocks the top row of side shores were set up commencing from aft. These shores were spaced every 5 frames, or about 15 feet centers. Altogether there were three rows of these side shores. The water was then lowered to a depth of 32 feet and the water maintained at this depth while the divers packed the main, inner and outer beds. As soon as possible after the water reached 32 feet, the water in all the tanks was pumped out with the exception of the feed tanks and No. 23 and 24 fresh water service tanks. The stem and side anchors were lowered and the pig iron in No. 17 tank, amounting to about 473 tons, was removed.
The water was maintained in the dock at 32 feet, because at this depth the ship was just resting nicely on the center line blocks and would not compress the soft wood caps. We did not want any unnecessary weight on the center line blocks until the divers had finished their work on the main and outer beds, so that when the dock was finally pumped out, the ship would imbed itself in the soft wood capping at a uniform depth. This worked out exceptionally well, and was remarkably uniform on all beds, amounting to about 2 inches at the end of the third day. On the third day the spring balance on the piano wire registered less than an ounce difference. The sighting battons showed that she had settled amidships about 1⅜ inches. After floating she returned to ⅛ inch of the original condition. This I believe to be the natural hog of the ship.
The undocking of the ship was somewhat unusual in that 7,800 tons of coal were placed aboard while she was in dry dock, 1,400 tons while the dock was absolutely dry and the balance of the coal, with from 35 to 37 feet of water in the dock. This was not sufficient to float the ship, and she still rested upon the docking beds. Immediately before letting in the water, all the bilge and hanging shores, and shores under, the stem and stern that would in any way injure the ship should she take a sudden list, or any undue change of trim, were removed. These shores were removed at about 15 minute intervals, so that the ship could adjust itself and any undue settling could be noticed. During this operation men were stationed at the sighting battons and the piano wire. Water was then admitted as quickly as possible to 35 feet and maintained at this level while additional coal was put aboard from barges admitted to the dock at low tide. This was a rather trying ordeal, but was successfully accomplished in 5 days.
Arrangements had been made to leave the dock on February 11th. It was therefore decided to float her on the 10th, and an estimate was made of the coal on board and such tanks as were necessary to bring her to an even trim and even keel, were filled. She floated at 1:20 on the 10th with 38 feet 11 inches draft aft, 39 feet 6 inches draft forward, and less than ½° list to starboard.