NEW 20,000-TON TANKERS. 35 
valves and pipes. Cross connections are fitted in the pump-room to enable any 
main pump to draw from any compartment on either side and discharge into any 
other compartment. There is also a 6-inch auxiliary suction line with a 4-inch 
suction branch fitted in each tank. 
Most oil tankers are fitted with only two main cargo oil pumps. The above 
four large pumps are fitted on these vessels with the idea of being able to discharge 
the cargo with unusual rapidity. The 6-inch auxiliary suction line is fitted with 
the idea of being able to clean out the tanks after the large pumps have taken out 
the major portion of the oil. The size of the pumping equipment is evidence of 
the policy of the owners of obtaining the quickest possible turn around of the 
tankers in port. 
There are four 12-inch discharge mains in the pump-room connecting to a 
12-inch main leading aft on the upper deck, and to 12-inch cross mains on the 
shelter deck. There are also two 5-inch auxiliary discharges connecting to the 
by-pass of the main pumps. The discharge lines over the pump-room are cross 
connected so that any of the pumps can discharge separately to either or both 
sides of the vessel. There are two 12-inch sea chests with stop valves fitted to 
the ship’s sides in the pump-room and connected to the pumps for ballasting the 
main cargo tanks. 
Complete steam-heating system and heating coils for the main cargo tanks 
and fuel oil tanks are provided, and also steam-smothering pipes for fire 
extinguishing. 
It will be noticed from the plans that there are eight main cargo oil tanks each 
34 feet 6 inches long, and that the cargo oil pump-room is also the same length. 
This length of cargo oil tank is unusually great, but it will be noticed that the oil- 
tight center-line bulkhead divides each main tank into spaces on each side of the 
vessel which are approximately square; that is, the half beam of the ship, which 
is 37 feet 6 inches, is a little more than the length of a main cargo oil tank. There 
are no summer tanks, and the wing spaces outboard of the expansion trunk and 
between the upper and shelter decks are used for pipe passages only. ‘This is 
due to the fact that the vessel is designed primarily to carry one kind of oil, and the 
omission of the summer tanks results in a simpler construction and a distribution 
of the structural material where it is more efficient in contributing to the longi- 
tudinal strength of the vessel. 
The vessel is designed on the Gatewood system of longitudinal framing. The 
main framing consists of two deep transverse webs, ordinarily called transverses, 
fitted between each pair of main transverse bulkheads. The longitudinals are 
then worked continuously through these transverses and are cut and bracketed 
at the main transverse bulkheads. The Gatewood patented system of longitudinal 
framing takes advantage of the reinforcement of the longitudinals by the brackets 
at the bulkheads, and so spaces the transverses and designs the brackets as to 
make the maximum bending moments in the longitudinals as small as possible. 
At the same time some of the reaction load is taken from the transverses and 
transferred to the more rigid transverse bulkheads. Although the distance between 
