The Locomotive Of Today

The Tender, Brakes, etc. : Spring Gear, Feed Pipes. 165 the bottom one entering a similar recess in the buckle ; into the top one the buckle is driven. Nibs and slots prevent side slip as in the engine springs. The ends of the top plates are turned over, and form a solid block upon which the hangers take a bearing. In some cases instead of this solid end a pin hole is made, and a pin is passed through it and the hanger. An arrangement of hanger and bracket is drawn at D. It is fitted with the rubbers, as before mentioned, to relieve the spring plates of hard shocks. The Steel casting at the top holds the end of the spring, and is cormected to the suspension bolt by means ot a pin, which also permits the spring to have freedom to elongate as the load is applied. The two nuts below are for giving the required tension to the spring, the lower one checking the upper. The rubbers are either, as shown, in several layers separated by metal discs, or in one block, as may be preferred. A bracket iixed to the frame has a cup-shaped recess below in which the rubbers are located. This forms a protection for the rubber from the action of the atmosphere, which would tenel to harden it and spoil its elasticity, and also from oil which would probably be more or less destructive to it. Springs hung direct from the frame without the interposition of the rubber pads are, perhaps, more common, but the arrangement shown is growing in favour. The pipes conveying the feed water from the tender to the engine are necessarily flexible to allow of movement when running; they are often made of indiarubber, canvas or other suitable material, but as it is customary to pass steam through them from the boiler when standing, or when it is desired to heat the feed water, this hose is not altogether satisfactory, therefore flexible metallic connections have been designed. One example is shown at E. It has a ball and socket joint at each end, and a sliding joint at the centre, the former permitting of up and down and side motion a» the engine is running and traversing curves, and the latter allowing for any difference in length caused by the tension and compression or the draw gear between engine and tender. A union nut at one end provides for it being separated when it is necessary to uncouple the engine from the tender. A giand and packing- prevents the loss of water from the slide, and an eye is pro- vided to which a chain can be attached for safety. Another arrangement used on Continental engines is drawn at F. In this two bell mouthed castings are fixed, one to the engine and one to the tender opposite each other; a pipe reaches across and couples these together. The water flows through this pipe, and is prevented from escaping at the