. Revue américaine d'ingénieur et de chemin de fer . x 10 in. CHAUDIÈRE. Style Belpaire pression de service 205 po. Diamètre extérieur du premier anneau 71 ins-Firebox, longueur et largeur 107% x 66 pouces. Plaques de la chambre de combustion, épaisseur 5-16, %, % po. Foyer, espace aquatique • 5 Ins Tubes, nombre et diamètre extérieur 373, 2 pouces Tubes, longueur 13 ft. 9 % in. Surface de chauffage, tubes 2,6T1 sq J! Surface de chauffage, cheminée, 18 mètres carrés Surface de chauffage, total 2.859 pi². Surface de grille 49.11 pi². OFFRE. Réservoir Waterbottom Frame oo^Fee Wneels. Diamètre 33 po. Tourillons, diamètre et longueur 6% x 1° ,IJA- capacité en eau ■ nno sa,s charbon

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. American engineer and railroad journal . x 10 ins. BOILER. Style Belpaire Working pressure 205 ins. Outside diameter of first ring 71 ins-Firebox, length and width 107% x 66 ins. Firebox plates, thickness 5-16, %, % in. Firebox, water space • • 5 Ins. Tubes, number and outside diameter 373, 2-in. Tubes, length 13 ft. 9% ins. Heating surface, tubes 2, 6T1 sq J! Heating surface, firebox 18- sq. ft. Heating surface, total 2.859 sq. ft. Grate area 49.11 sq. ft. TENDER. Tank Waterbottom Frame oo^fee Wneels. diameter 33 ins. Journals, diameter and length 6% x 1° , IJa- Water capacity ■nno Sa, s Coal capacity 14 t0DS SEMI-ELLIPTIC SPRINGS FOR LOCOMOTIVES ANDTENDERS. By William H. Mussey. The proper design of locomotive and tender springs is avery important factor in securing the best results from theheavy motive power which has come into use. They are inmany cases made to fit the design of frame, boiler, etc., andeven then are not always given the attention they should have.Several years ago the writer made a number of tests to. determine just what loads driving springs were subjected toin service. A recorder was made, as shown in the illustration, to register the deflections produced by service conditions.Ample play was allowed at C and D and a moving fit at A andB. The pointer was threaded and the tension on the platewas regulated, as desired, by hand. At times a check nutwas placed on the pointer, bearing against the inverted U-shaped section of the rod, to guard against its screwing inor out. With the recorder in place and the engine on a level track, a horizontal line was drawn to designate the static load. Thesprings had all been tested, before being applied, both forfree height (set), static working load and a test load, so thatthe loads corresponding to the various heights were known.The horizontal line, which was used as a basis for the test, was found to check closely with the height obtained for thestatic working load by the manufacturer. The marks madeon the

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