. The Civil engineer and architect's journal, scientific and railway gazette. Architecture; Civil engineering; Science. 1850.] THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 119 pressed. Practically the writer is not well acquainted witli the use of these sjirings, hut presumes that the ftdlowing uhjectioiis have been found in practice: the spring hears upon the sole-liar at one point, viz. over the centre of the a.\le-hox, instead of at two points some 3 ft. apart. There is a much greater uncertainty in the decree of elasticity and supporting povver than in Hat springs com- posed of many plates,
. The Civil engineer and architect's journal, scientific and railway gazette. Architecture; Civil engineering; Science. 1850.] THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 119 pressed. Practically the writer is not well acquainted witli the use of these sjirings, hut presumes that the ftdlowing uhjectioiis have been found in practice: the spring hears upon the sole-liar at one point, viz. over the centre of the a.\le-hox, instead of at two points some 3 ft. apart. There is a much greater uncertainty in the decree of elasticity and supporting povver than in Hat springs com- posed of many plates, partly from the greater thickness of steel causing uncertainty in the tempering, and from the greater angular strain on tlie particles of the steel; the sudden hlows experienced bv railway springs requiring the thickness of the steel to be within a'certain limit, say of |-in. or ^-in. linfffr (inil Draw Spriihyx.—The ordinary Laminated Buffer and Draw Spring is 5 ft. 4|-in. long, 5/5 in. thick, and 3 in. broad, consisting of 17 plates, the outside plates f-in. thick and the re- mainder ; the camber when at rest being 13 in. The same principles of construction apply to this spring as to the laminated bearing spring in fig. 1. These springs are generally fixed in the centre of the carriage, sliding between four bars of iron, ordinarily termed the " buffer spring ; The ends are acted u])on by the four buifer rods, ;md the draw bar is cottered to tlie centre of the spring. The same methods Ijave lieen tried to obviate friction at the ends as have been already mentioned with respect to bearing springs, but these plans are now obsolete In fixing tlie springs on carriages they are generally compressed one inch, and in wagons to the extent of aliout one-third of the stroke. The stroke of the buffer rod is limited to such an extent as will not deflect the spring beyond a straight line. The sustaining power of this spring is etpial to about 2 tons 11 cwt., or eq
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