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January, 1925 tc accommodate tidal changes, the fender should not be less than 24 feet in length to insure contact at all times. For large ships, the length may be increased to 34 feet. No advantage is secured in con- structing a fender more than 34 feet in length unless the bent spacing is greater than 10 feet. Even then it may be ad- visable to use three short fenders in place of two long ones. If a shorter iength than 24 feet is used, there is a pos- sibility of a ship’s plate catching the fender on one end and shoving it be- tween the bents or else breaking off bearing piles in the substructure, For widths of three to five feet, the depth of fender should be three feet and the construction solid. For widths over five feet, the depth should be 60 per cent cf the width. On the large fenders, skeleton or framed courses reinforced with ship knees and intermediate brac- ing may be used, but unless the work- MARINE REVIEW \ % | . 17 SOLID FENDER READY FOR LAUNCHING of long leaf yellow pine with middle courses of Douglas fir. The fir adds Luoyancy to the fender and has a great- er compressive strength perpendicular to the grain than the yellow pine. It What Floating Fenders Cost Width Depth feet feet Length Wn BWW WW 3 3 4 4 5 5 6 6 8 8 manship is good they will soon, loosen and collapse. Solid fenders of three feet depth should have the top and bottom courses Construction 2 courses framed 2 courses framed 3 courses framed 3 courses framed Mooring Bolts solid solid solid solid solid solid MPN WHWND bd 1740.00 is not advisable to use fir for top and bottom courses as it is brash and splin- ters easily. The bearing surface of all floating fenders should be covered with 2-inch yellow pine or spruce nailed hori- zontally to protect the large timbers from chafing round on the edges. Bolts used for fastening the timbers should not be less than one inch in diam- eter. A dock department washer is used on each end, countersunk so that bolt ends and nuts do not extend outside cf the timber face. Mooring line bolts should not be less than one and one- half inches in diameter with a welded eye and ring. In place of using washers on the mooring line bolts, use a 6-inch square plate on each end. Straps and bands around the outside of the fender are not advisable as they are soon torn off by ship plates. Before launching, paint the ends of the fender with a creosote preparation and give the bearing sides a coat of rack grease. The accompanying table gives the approximate cost of floating fenders without mooring lines. How Governor Controls Diesel Speed ACING of any engine is due to a R decrease or total cessation of the load under which the engine is operating. It is clear, of course, that energy must be expended by any engine in proportion to the load under which it works. There is, therefore, a distinct loss of energy when an engine races. Of greater importance, however, is the serious damage which constant recurrence of racing may cause to the structure of the engine and to the shafting and pro- peller or generating unit to which it is connected. A really practical governor working on correct principles is, therefore, of the greatest importance in connection with the proper operation of any en- gine and particularly so for a diesel engine. Governing marine diesel engines can be effected by regulating the fuel supply to the cylinders. Such a device, known as the Ramsay governor, has been developed and applied with success to a number of diesel engined vessels in Eng- land, and is now being introduced in the United States by Chas. Cory & Sons, Inc., New York. This governor has been used on both 2 and 4-cycle diesel engines in Europe of the following types, Vickers, Sulzer, Neptune, Werkspoor and Cam- melaird-Fullager. In this country, the Ramsay governor has been aldopted as standard equipment by the New London Ship & Engine Co., for all its marine diesel engines. The accompanying line drawings Figs. 1. 2 and 3, show respectively the anticipat- ing valve, speed device and power cyl- inder, of this governor. It is the function of the governor to regulate the fuel sup- ply so that less fuel will go to the cyl- inders of the engine in order to keep the revolutions down to normal, when - the load is reduced. This is accomplished by a positive and powerful displacement of the piston shown in Fig. 3, under the impulse of compressed air. The piston is almost invariably con- nected by the yoke of the rod to the suction valves of the fuel oil pump, but if desired it can also be applied to any other method of controlling the fuel supply. The air for operating the gov- ernor, obtained directly from the starting or maneuvering air tanks, is reduced — to about 100 pounds per square inch in pressure. Control of the admission of air to the cylinder for actuating the cut-off mechanism of the fuel pump is accom- plished independently by either of the parts of the apparatus shown in Figs.