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M Beg INGER 22% 14 "Won al ISTAYATR LENGTH oF 1372" DOUBLE 19 AT HATCH 7 PL. 34% ist ("Pate 1 oot. 5x15 PLATE pes BEA38K2/ Cannel SPACED 25" Ron ASE ANGLE CHAFING STRIP \ ' am uSceeta = ==-- : "penTe 25472 4/5 " ' L974 4 2o# 2 St Sawenetsete WEB FRAMES IS*PLATE 4 i n GUSSET 30% 30%/5* | ONEVERY FRAME . we 4254/5 PLATE AT Hae l LENGTH OFHATEH AT EVERY ALTERNATE DECK BEAM CLEAR WiDTH OF HOLD TAE Marine REVIEW DECK PLATING 12-5 e WINCHES 1a ! eksahah nig DECH BEAMS 10 2s Mgt 3x3 x72 CUT ANGLE FOR VENT OlL, TRUNK CRULKED INSIDE OUT eee 12-.5# ee ty NOTE~ INNER BOTTOM PLATING -- INMACHINERY SPACE 175% Ms 49k Sesid se # S0L/0 F1, WER Weg STRAKES AB'&C 2/7 4 nt pene ee # et ae ee Lt PLAN of WEB FRAME " ON EVERY FRAME I5*FLANGED PLATE EagRoom Foor ies S FOR SUCTION 5"5 4" ANGLE >I 3 wy E, x32 _ CONTINUOUS CENTER. KEELSON 205 RIVETS DRIVEN FROM INSIDE AT THE GUSSETS CLEAR WIDTH OF HOLO SEAM TREBLE RIVETED August, 1909 | | ee ee 4% -- 2-0 20 nt -- -- -- -- he -- -- -- -- 4 '"" | Mes ' 26 DERORISE PLATE INTER COSTALS % INTERCOSTAL ee Fic. 2--Cross SecrTion oF STEAMER SHOWING Detaits oF CENTRAL TRUNK WitH Deep Furi Oi TANKs. The double bottom is only 30 in. deep. It is 54 in. deep on the ordinary steel lumber schooners of the Pacific coast. The principal advantages claimed for this type of construction are: Lower gross tonnage than other ves- sels of equivalent capacity and conse- quently reduced dock and wharf dues. Greater stability when loaded owing to the reduced depth of double bottom and consequent lowering of the center of gravity. As fuel oil is used from the deep trunk tank the stability of the vessel increases, which is the opposite of the effect produced by using oil from deep double bottoms.- Greater fore and aft strength than is possible with other construction. It is not necessary to dock the ves- sel to examine the oil tank riveting, The hull weights are not greater than in the ordinary design. Hold stanchions are entirely eliminat- ed. Free flow of oil to the pumps, the tanks being under a head. Also the oil is at the temperature of the hold, which in winter of the sea. Fuel oil cannot be lost overboard and oil cannot leak into the sea should the vessel strike bottom and have her outer skin punctured. This plan of construction also al- is higher than that lows correct ballasting, the high tanks being used when the vessel is light or carrying low cargo; the low oil tanks are used when high deck loads are car- ried, . Equal cargo space below decks to ves- sels having deep double bottoms. The surfaces of the oil tanks are not exposed to the weight of the cargo. The design is particularly applicable to vessels carrying freight where great breadth of beam is necessary and the draught is limited it is also specially adapted to lumber and similar cargoes requiring unusually large hatches for economical loading and discharging, Means are provided whereby the fuel oil or water ballast can be distributed in the various subdivisions of the trunk tank. Sluice gates are installed, worked from- convenient positions, which pro- vide communication between the holds. Water ballast is carried in the double bottom as usual. The design has been accepted and classed with the highest rating by Bureau Veritas. NEW BOILERS FOR STEAMSHIP NORTHWESTERN. Four new boilers are being built by the Commercial Boiler Works, Seattle, for the Steamship Northwestern. The Northwestern iis a steel freight and passenger steamer, owned by the Alas- ka Steamship Co., Seattle. She was built in 1889 at Chester, Pa. and is 336 ft. long, 43 ft. beam, with a gross tonnage of 3,497. She was formerly known as the Orizaba. The noteworthy feature of these boil- ers, which are shown in the accom- panying illustration, is the shell con- struction, in which only two plates are used, thus eliminating entirely the m'd- dle girth seam and staggered butts. Otherwise the boilers represent very usual practice. They are designed for natural draft and for using the smoky coal of the Pacific coast, which accounts for the size and number of