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+The Project Gutenberg EBook of Introduction of the Locomotive Safety Truck, by 
+John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: Introduction of the Locomotive Safety Truck
+       Contributions from the Museum of History and Technology: Paper 24
+
+Author: John H. White
+
+Release Date: May 12, 2008 [EBook #25454]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK INTRO. OF LOCOMOTIVE SAFETY TRUCK ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, David Wilson and
+the Online Distributed Proofreading Team at
+https://www.pgdp.net
+
+
+
+
+
+
+
+
+
+INTRODUCTION OF
+THE LOCOMOTIVE
+SAFETY TRUCK
+
+_by John H. White_
+
+
+Paper 24 pages 117-131, from
+CONTRIBUTIONS FROM THE MUSEUM
+OF HISTORY AND TECHNOLOGY
+
+UNITED STATES NATIONAL MUSEUM
+Bulletin 228
+
+Smithsonian Institution
+Washington, D.C., 1961
+
+
+
+
+Contributions from
+The Museum of History and Technology:
+Paper 24
+
+Introduction of
+The Locomotive Safety Truck
+
+_John H. White_
+
+
+
+
+  INTRODUCTION OF
+  THE LOCOMOTIVE SAFETY TRUCK
+
+  _John H. White_
+
+
+    _Pioneer railroading was dangerous. With increased speed and density
+    of traffic came an increase in catastrophic wrecks that forced
+    operators to take heed for the safety of their passengers and
+    freight. This safety was painfully achieved through the slow process
+    of improving equipment part by part._
+
+    _Antedating such spectacular post-Civil War advances as the steel
+    rail, automatic coupler, and airbrake, was the invention of the
+    safety truck for locomotives. Intended to lead the bobbing, weaving
+    locomotive around curves on the rough track of the early roads, it
+    did much to reduce the all too numerous derailments that were a
+    major cause of accidents._
+
+    The Author: _John H. White, is associate curator, in charge of land
+    transportation, in the Smithsonian Institution's Museum of History
+    and Technology, United States National Museum._
+
+
+
+
+American railroads of the early 19th century were cheaply and hastily
+built. They were characterized by inferior roadbeds, steep grades, sharp
+curves, and rough track. In spring, poor drainage and lack of ballast
+might cause the track to sink into the soggy roadbed and produced an
+unstable path. In winter this same roadbed could freeze into a hard and
+unyielding pavement on which the rolling stock was pounded to pieces.
+
+In those pioneering times the demand for new roads left little capital
+to improve or expand existing lines; therefore equipment was needed that
+could accommodate itself to the existing operating conditions.
+
+The first locomotives used in this country had been imported from
+England. Designed for well-ballasted track with large-radius curves and
+gentle gradients, they all too frequently left the rails, and the
+unsuitability of the essentially rigid British design soon became
+apparent.
+
+The challenge posed by the American roadbed was met by American
+mechanics. By the mid-1830's a distinctive American locomotive had
+evolved that might best be described by the word "flexible." The basic
+features of its running gear were a bar frame and equalizing levers to
+provide vertical relief and a leading truck to provide lateral relief.
+Of these devices the truck was probably the most important, and more
+readily than any one component distinguished the American running gear
+from that used by the British before 1860.
+
+[Illustration: FIGURE 1.--Design drawing showing the 4-wheel leading
+truck, developed in 1831 by John B. Jervis, applied to the _Brother
+Jonathan_. This locomotive, one of the earliest to use a leading truck,
+was built in June 1832 by the West Point Foundry Association for the
+Mohawk and Hudson Rail Road. The truck is attached to the locomotive
+frame by a center pin, but the forward weight of the locomotive is
+carried by a roller which bears on the frame of the truck.
+(_Smithsonian photo 36716-a_)]
+
+It was John B. Jervis who is generally credited with first applying the
+truck to the locomotive. His design, shown in figure 1, was developed in
+1831-32. Its merits quickly became apparent, and by 1835 it had been
+universally recognized in this country. The truck successfully led the
+locomotive around sharp curves, the resultant 3-point suspension enabled
+the machine to traverse even the roughest of tracks, and, altogether,
+the design did far less damage to the lightly built U.S. lines than did
+the rigid, imported engines.[1]
+
+The truck frame, fabricated from iron straps and castings, was attached
+to the locomotive by a pin around which it might rotate. At first the
+weight was received by rollers or chafing pads mounted on the side beams
+of the truck. However, the friction of these bearing surfaces and their
+location at a considerable distance from the center pin combined to
+restrict the free movement of the truck. By the early 1850's the point
+of bearing was transferred to the center plate, producing a truck that
+turned more freely.[2]
+
+[Illustration: FIGURE 2.--The 4-wheel Bissell truck as shown in the
+drawing for British patent 1273, issued May 5, 1857.]
+
+[Illustration:
+
+  A--Truck frame
+  B--Equalizing lever
+  C--Locomotive frame
+  D--Double incline plane
+     (_Centering device_)
+  E--Truck bolster
+  F--Swivel pin
+     (_Pivot point_)
+          _Drawn by J. H. White. June, 1960_
+
+FIGURE 3.--Typical 4-wheel Bissell Safety truck of 1860. This drawing is
+based on plate 69 of Alexander L. Holley's, _American and European
+Railway Practice in the Economical Generation of Steam_, New York, 1861.
+(_Smithsonian photo 46946_)]
+
+For single axle engines this simple form of truck was entirely
+satisfactory, but it proved less satisfactory for 4- and 6-coupled
+machines. Also, as train speeds increased, so did the number of
+derailments. Many of these could be traced to the inability of the
+engine to negotiate curves at speed. Levi Bissell, a New York inventor
+who investigated this problem in the 1850's, correctly analyzed the
+difficulty. He observed that when the engine was proceeding on straight
+tracks the leading truck tended to oscillate and chatter about the
+center pin, and he noted that it was this action that imparted a fearful
+pitching motion to the locomotive at speed. The derailments were traced
+to the action of the truck as the engine entered a curve.
+
+This action can be more easily understood from reference to Bissell's
+patent drawing in figure 2. For example, let us say that an 8-wheel
+engine, fitted with a center-swing truck, enters a right-hand curve. The
+left truck wheels bear hard against the left rail. The drivers jam
+obliquely across the track, with the right front and left rear wheels
+grinding into the rails. As a result, the locomotive tends to leave the
+track in the direction of the arrow shown on the figure (bottom
+drawing). It will be noted that the truck center pintle is in fact the
+fulcrum for this leverage. Under such strain the truck wheels are
+particularly likely to leave the rails when they encounter an
+obstruction. Once derailed, the truck would then spin around on the
+deadly center pin, throwing the locomotive over.
+
+In effect, then, the center pin of the conventional truck extended the
+rigid wheelbase of the engine, and caused the truck to act much as
+would a single set of leading wheels fitted rigidly to the engine frame
+far ahead of the front driving wheels. Bissell proposed to correct the
+faults of the conventional truck by fitting the locomotives with his
+invention, the first practical safety truck to be patented. Since the
+primary requirements were to keep the leading wheel axles at right
+angles to the rails whether on a straight or curved track, and to allow
+the driving axles to remain parallel, or nearly so, to the radial line
+of the curve, he moved the center pin to a point behind the truck and
+just in front of the forward driving axle. This shortened the wheelbase
+of the engine and removed the danger of the pintle serving as a fulcrum
+between the truck and the driving wheels, thus allowing them to assume a
+comfortable position on a curve.
+
+[Illustration: FIGURE 4.--A 4-wheel safety truck fitted with A. F.
+Smith's swing-bolster centering device. Built by the Hinkley Locomotive
+Works. From Gustavus Weissenborn, _American Locomotive Engineering and
+Railway Mechanism_, New York, 1871, pl. 88.]
+
+Since the truck could assume the correct angle when entering curves, it
+was claimed in the patent specification that, unless all four wheels
+were simultaneously lifted off the track, the truck could pass over
+"quite a considerable obstruction."[3] Bissell further claimed:
+
+    In running on either a straight or curved track one of the truck
+    wheels often breaks off, and the truck swivels around on its center
+    pin in consequence, and throws the engine off the track, but with my
+    device one wheel, or even the two wheels on the opposite sides
+    diagonally of the truck might break off and still the truck would
+    not run off, because its position is set and it has no axis of
+    motion around which it could swing....
+
+The other problem Bissell wished to correct was the oscillation and
+chatter of the leading truck. This was accomplished by a simple
+centering device in the form of a pair of V-shaped double incline planes
+(D on fig. 3) situated at the center of the truck frame (A). The lower
+planes of the pair were fastened to the truck frame and the upper, cast
+in the form of a bridge, were attached to the locomotive frame (C) by a
+center plate. But while the portion of the locomotive's weight assigned
+to the leading wheels was borne at the center of the truck, as in the
+conventional design, the center plate was no longer the point of
+rotation. On a straight track the V's would be at their bottom position
+and thus prevent the truck from vibrating.[4] When the locomotive
+entered a curve the planes allowed its forward weight to bear
+continuously on all four wheels, and at the same time controlled any
+exaggerated swing caused by centrifugal force.
+
+The centering device is thus explained in the patent specification
+(figure numbers are omitted):
+
+    I therefore obviate this difficulty [the oscillation of the truck]
+    by providing two inclined planes ... formed double as shown and of
+    an angle proportioned to the weight of the forward part of the
+    locomotive and the velocity of the same.... The position of the
+    inclines is such that the blocks [V's] rest in the lowest part of
+    the double inclines when the engine is on a straight track, and on
+    coming onto a curve the inertia of the engine ... is expended in
+    going up the inclines, as the truck moves laterally toward the inner
+    part of the curve; and on coming onto a straight line the blocks,
+    descend to the bottom of the inclines and the engine is prevented
+    from acquiring a sidewise or oscillating motion.
+
+[Illustration: FIGURE 5.--Detail drawing of the radius-bar truck,
+patented by William S. Hudson in 1864, as applied to the New Jersey
+Railroad and Transportation Company No. 44. From Gustavus Weissenborn,
+_American Locomotive Engineering and Railway Mechanism_, New York, 1871,
+pl. 8.]
+
+Bissell applied for a U.S. patent on April 23, 1857. His petition was
+initially denied. A weary debate of several months duration followed
+between the patent examiner and Bissell's attorneys.
+
+During this time Bissell was busy promoting the application of his truck
+even though he had no patent for protection. In May of 1857 he showed a
+working model of his improvement to Gilbert M. Milligan, secretary of
+the Central Railroad Company of New Jersey.[5] Samuel L. Moore, master
+mechanic of that railroad, also inspected the model. Both were so
+impressed that it was decided to fit the device to the locomotive
+_Lebanon_, which at the time was undergoing repairs at the road's
+Elizabeth Port, New Jersey, shops.[6] Although the engine was less than
+18 months old, her tires were badly worn and she oscillated at high
+speed.
+
+Early in June of that year a series of tests were held with the
+_Lebanon_. Moore said of these trials:[7]
+
+    After the said invention of Bissell had been applied the engine was
+    run out onto a curve which she turned apparently with nearly as much
+    facility as she would travel on a straight line, and the forward
+    part of the engine rose on the inclines as the truck entered the
+    curve and remained fixed while running around said curve and then
+    resumed its former position on entering a straight track, and the
+    trial was pronounced by all who saw it as most satisfactory, even by
+    those who before pronounced that it would be a failure.
+
+    At a subsequent trial under a full pressure of steam and a velocity
+    of about thirty miles per hour the entering and leaving the curve
+    was equally satisfactory, the same being accurately observed by a
+    man located on the cow catcher.
+
+    ... The engine was run at its greatest possible velocity at least
+    forty miles per hour on a straight track and the previous "shaking
+    of the head" [oscillation] was found to be entirely overcome, and
+    the engine run as steadily as a car would have done....
+
+    At one of the trials a bar of iron 3/4 × 4 inches was spiked down
+    across one of the _rails diagonally of the track_, ... and the
+    employees of the company took the precaution to fill in around the
+    track to facilitate getting the engine back again, supposing she
+    must jump off; however on passing over slowly she still kept the
+    track and the speed was increased until she passed over said bar ...
+    while under a considerable speed.
+
+Messrs. Moore and Milligan heartily endorsed the truck as a complete
+success. Milligan predicted that[8] "the time is not far distant when
+locomotives will be considered incomplete and comparatively unsafe
+without this improvement particularly on roads which have many curves."
+
+[Illustration: FIGURE 6.--The New Jersey Railroad and Transportation
+Company _No. 12_, built in 1868, was equipped with the radius bar truck,
+a modification by William S. Hudson of the original Bissell truck. The
+_General Darcy_ and several other engines built at the Jersey City shops
+of the road, under the direction of John Headden, were fitted with the
+Hudson truck. Note that the radius bar is connected to the truck frame
+just behind the rear leading wheels. (_Smithsonian photo 46806-l_)]
+
+U.S. Patent Commissioner Charles Mason was so impressed by the evidence
+of the New Jersey trials, reinforced by the arguments of Bissell's
+attorneys, that he agreed to grant a United States patent.[9] It was
+issued as no. 17913 on August 4, 1857, and reissued October 18, 1864 as
+no. 1794. British patent 1273 had been issued earlier (May 5, 1857), and
+patents were also secured in France, Belgium, Austria, and Russia.
+
+The Rogers Locomotive Works in 1858 was one of the earliest builders to
+apply the improved truck. By 1860 they had fitted many of their engines
+with it and were endorsing the device to prospective customers.
+
+In the same year the _American Railway Review_ noted that the truck was
+in extensive use, stating:[10]
+
+    ... the advantages of the arrangement are so obvious and its results
+    so well established by practice in this country and Europe that a
+    treatise on its principles will hardly be needed.
+
+    It is no longer an experiment; and the earlier it is applied to all
+    engines, the better the running and repair accounts will look.
+
+The success of Bissell's invention prompted others to perfect safety
+trucks for locomotives. Alba F. Smith came forward in 1862 with the
+simple substitution of swing links (fig. 4) for the incline planes.[11]
+A swing-bolster truck had been developed 20 years earlier for use on
+railroad cars,[12] and while Smith recognized this in his patent, he
+based his claim on the specific application of the idea to locomotive
+trucks. That the swing links succeeded the incline planes as a centering
+device was mainly because they were cheaper and simpler to construct,
+and not, as has been claimed, that the V's wore out quickly.[13]
+
+[Illustration: FIGURE 7.--Bissell's 2-wheel truck of 1858 as shown by the
+drawing for British patent 2751, issued December 1, 1858.]
+
+Smith's swing-bolster truck, with the heart pendant link, a later
+refinement, became the dominating form of centering devices and was used
+well into this century. It was to be superseded in more recent years by
+the constant resistance and gear roller centering devices which, like
+Bissell's invention, depended on the double incline plane principle.
+
+The British-born engineer William S. Hudson, superintendent of the
+Rogers Works and an early proponent of the Bissell truck, in 1864
+obtained a patent[14] for improving Bissell's safety truck. Hudson
+contended that since the Bissell arrangement had a fixed pivot point it
+could traverse only one given radius accurately. He proposed to replace
+the fixed pivot with a radius bar (see fig. 5) one end of which was
+attached to the locomotive under the smoke-box and the other to rear of
+the truck frame, at the same point of attachment as in the Bissell plan.
+Thus, according to Hudson, the pivot point could move laterally so that
+the truck might more easily accommodate itself to a curve of any radius.
+He further claimed that a better distribution of weight was effected and
+that the use of the radius bar relieved the center bearing casting of
+much of the strain of propelling the truck.
+
+[Illustration: FIGURE 8.--A 2-wheel Bissell truck installed on the
+Pennsylvania Railroad's _No. 91_. This engine originally an 0-8-0 Winans
+Camel built in February 1854, was rebuilt by John P. Laird in 1867, at
+which time the Bissell truck was added. Note that Hudson equalizing
+lever was not used. (_Smithsonian photo 46806-k_)]
+
+The British journal _Engineering_, in an article otherwise friendly to
+the inventor, expressed some skepticism as to the real merit of Hudson's
+invention.[15]
+
+    If Mr. Hudson's truck, ... be examined, it will be seen that the
+    radius link serves no other purpose than that of carrying the truck
+    along with the engine, and this could obviously be equally done by
+    the pivot or central pin of the truck itself.
+
+It is probable that few builders other than Rogers made use of the
+Hudson radial link.[16] One of these was John Headden, whose _General
+Darcy_, shown in figure 6, was fitted with the Hudson truck.
+
+Thus, by 1860 there had been perfected and adopted a successful 4-wheel
+safety truck for 4-4-0's and 4-6-0's used in general mixed and passenger
+service. But as the decade advanced, the need grew for heavy freight
+engines that could be safely run at speed. Without a pilot truck, the
+leading driving axle of the freight engine was generally overloaded.
+While the application of a 4-wheel truck reduced this front-end overload
+and permitted faster running it materially reduced the traction of the
+drivers by bearing too great a portion of the total weight. This loss of
+traction was of course highly undesirable and generally disqualified the
+use of 4-wheel trucks for freight engines. What was needed was a truck
+which would guide the 0-6-0's and 0-8-0's around curves and yet leave
+the greater portion of the weight on the drivers. The 2-wheel, or pony,
+truck met these requirements.[17]
+
+[Illustration: FIGURE 9.--Running gear and truck designed by John L.
+Whetstone, as shown in the drawing for U.S. patent 27850, issued April
+10, 1860.]
+
+Levi Bissell produced the basic patent for such a truck in 1857. Zerah
+Colburn in September of that year had suggested to Bissell that he
+develop a 2-wheel truck. Such a device, he believed, would be well
+received in Britain.[18] He was quite correct, as will shortly be seen.
+
+In nearly every respect Bissell's 2-wheel truck (see fig. 7) followed
+the idea of the original patent for the 4-wheel truck, which he claimed
+as the basis for the present invention. The pintle was located behind
+the truck axle, near the front driving-wheel axle, and the weight was
+carried by incline planes that also served as the centering device.
+
+A study of the patent drawing in figure 7 reveals several interesting
+points. Note that the V's, and thus the point of bearing, are slightly
+in front of the center line of the truck axle. It was suggested in the
+patent specification that the V's might be placed to the front, rear, or
+directly over the axle, but in most actual applications they were placed
+directly over the axle. Note also that the locomotive shown on the
+figure is obviously a standard high-wheel American type which has
+suffered the rather awkward substitution of a pony truck for its regular
+4-wheel arrangement. It is probable that few if any American types were
+so rebuilt.
+
+Bissell was granted U.S. patent 21936 on November 2, 1858. British
+patent 2751 was issued for the same device on December 1, 1858. A few
+months later, in the summer of 1859, service tests of Bissell's new truck
+began in England.
+
+First known use of the truck was on the British Eastern Counties Railway
+_No. 248_, a rigid-frame 2-4-0 built by Kitson in 1855. The leading
+wheels of the engine, as originally constructed, were attached to the
+frame in the same manner as the drivers and thus had no lateral
+freedom. For the test the front pedestals, which held the journal boxes
+of the leading wheels, were cut off and a Bissell pony truck was
+substituted. About a year later Alexander L. Holley reported on the
+success of the test.[19] The 248 had operated 17,500 miles, at speeds up
+to 50 m.p.h., safely and satisfactorily. The engine not only rode more
+steadily but showed a remarkable reduction in flange wear. The road was
+so pleased that by 1866 they had equipped 21 locomotives with Bissell
+trucks.[20] Several other British lines followed the example of the
+Eastern Counties Railway.
+
+[Illustration: FIGURE 10.--The Hudson-Bissell truck permitted the
+introduction of Mogul and Consolidation type freight locomotives. This
+drawing shows a typical installation for a Consolidation of the 1880's.
+Item A is the equalizing lever which connects the truck to the springs
+of the front driving wheels. From figures 891-3 in J. G. A. Meyer,
+_Modern Locomotive Construction_, New York, John Wiley, 1904, p. 543.]
+
+At first Bissell's 2-wheel truck received wider application in Europe
+than in this country, because most American roads, despite the interest
+in developing heavier freight locomotives, continued to depend upon the
+4-4-0 as a dual-purpose machine. It was not until after 1870, when Mogul
+and Consolidation types appeared in greater numbers, that the 2-wheel
+truck became common in the United States.
+
+The first use, known to the writer, of the Bissell pony in this country
+occurred in November or December of 1859 on the Memphis and Charleston
+Railroad. D. H. Feger, master mechanic of the railroad reported, eight
+months later, that since the locomotive had been fitted with the Bissell
+truck "she has never left the rail and previous to her having this truck
+she was off the rail almost daily."[21] In the same report Feger stated
+that he planned to re-equip another locomotive in the same manner.
+
+[Illustration:
+
+  ANTHRACITE COAL BURNING FREIGHT LOCOMOTIVE
+  ROGERS LOCOMOTIVE & MACHINE WORKS
+
+FIGURE 11.--The New Jersey Railroad and Transportation Company _No. 36_,
+built by the Rogers Locomotive and Machine Works in 1863, was one of the
+first locomotives to be equipped by this firm with a 2-wheel Bissell
+truck. (_Smithsonian photo 46806-m_)]
+
+The Baldwin Locomotive Works in December 1860 built a group of rather
+awkward looking 2-6-0's for the Louisville and Nashville Railroad.
+Equipped with Bissell trucks, these were undoubtedly among the very
+first new locomotives to be so built. The first consolidation type was
+built by Baldwin in 1866; it was equipped with a 2-wheel Bissell safety
+truck.
+
+The Rogers Locomotive and Machine Works and the New Jersey Locomotive
+and Machine Works, both of Paterson, New Jersey, in the early 1860's
+began building Moguls; these are known to have had Bissell trucks. Other
+builders followed their example, so that by the 1870's 2-wheel trucks
+had become relatively common.
+
+It should be noted that the 2-wheel truck was not an absolute success
+until it was equalized with the front driving axle. This arrangement was
+perfected in 1864 by William S. Hudson, but before describing his
+invention it will be helpful to discuss several earlier attempts to
+equalize pony trucks with the drivers.
+
+In 1857 John P. Laird, then master mechanic of the Marietta and
+Cincinnati Railroad, rebuilt an old Niles 8-wheeler into a curious 2-6-0
+on which only the two rear driving wheels were coupled. The front driver
+was driven by a chain and sprocket, and the pilot wheels were equalized
+with the front driving axle. The success or failure of the arrangement
+has not been definitely determined, but whatever the outcome, Laird
+continued his experiments when he became superintendent of motive power
+for the Pennsylvania Railroad in 1862. He abandoned the chain drive for
+a more conventional arrangement of side rods, but the truck and his plan
+of equalization were much the same as that tried earlier. Laird used two
+equalizing levers, attached at one end to the front spring hangers and
+at the other to the truck, but in a way to allow the truck to swing
+horizontally. The fulcrum for each lever was mounted on the underside of
+the front frame rail. A number of old 8-wheel Baldwin flexible-beam
+engines and several Winans' Camels were rebuilt in this way. One of
+these is shown in figure 8. Laird, however, eventually became
+dissatisfied with his arrangement and re-equipped the engines with
+Bissell trucks.
+
+[Illustration:
+
+  LOCOMOTIVE ENGINE SAFETY TRUCK CO.
+  OF NEW YORK.
+
+  Proprietors of the following Letters Patent granted to Levi Bissell,
+  Aug. 4, 1857, Nov. 2, 1858 (extended Nov. 2, 1872); A. W. Smith,
+  Feb. 11, 1862; D. R. Pratt. Oct. 16, 1860; W. S. Hudson, April 5,
+  18[digits missing] and May 10, 1864.
+
+  DRAWINGS FURNISHED AND LICENSES GRANTED ON APPLICATION.
+
+  A. F. SMITH, President.     M. F. MOORE, Sec'y and Agent
+  ALBERT BRIDGES. Treas.         No 46 Cortlandt st. N. Y.
+
+FIGURE 12.--Notice of the Locomotive Safety Truck Company listing the
+patents held by it. From _Railroad Gazette_, March 3, 1876.]
+
+John L. Whetstone on April 10, 1860, obtained U.S. patent 27850, which
+strikingly anticipated the plan Hudson was to develop four years
+later.[22] Whetstone did not use a Bissell truck and was in fact more
+concerned in relieving the excess weight, often a 50% overload, from the
+front axle of 0-6-0 locomotives and in distributing a portion of that
+weight to a pony truck. His arrangement may be readily understood from
+the patent drawing in figure 9. Probably the best features of the design
+was the transverse H-beam that connected the spring hangers to the truck
+frame, which in this case also served as the equalizing lever (note that
+the ball "C" acts as the fulcrum).
+
+Hudson made use of this same device but in a more practical manner. He
+found that while the Bissell pony truck could satisfactorily adjust
+itself laterally and could lead the locomotive around curves, it could
+not handle the varying loads imposed upon it by the rough trackage
+typical of American railroads. At one moment an undue amount of weight
+would fall upon the truck because the drivers were over a depression in
+the roadbed. This condition overloaded the truck's springs and also
+resulted in a momentary loss of adhesion, causing the drivers to slip.
+Conversely, when the truck hit a depression too much weight was thrust
+upon the driving wheels, and broken springs or other damage might
+result.
+
+Hudson's ingenious remedy to this problem was simple and straightforward
+(see fig. 10). A heavy equalizing lever that connected the truck to the
+springs of the front driving wheels was placed on the longitudinal
+centerline of the locomotive, with the fulcrum under the cylinder
+saddle. Thus the truck and front driver reacted together to all the
+inequalities and shocks offered by the roadbed.
+
+In October of 1863, under Hudson's direction, two 2-6-0's equipped with
+Bissell trucks were built at the Rogers Works for the New Jersey
+Railroad and Transportation Company. Probably some fault was found with
+the suspension of these machines, numbered 35 and 36, for the next
+2-6-0, numbered 39, built for the New Jersey road was equipped with
+Hudson's equalizer. This engine, completed in January 1865, is believed
+to be the first Mogul so equipped.[23]
+
+The Locomotive Engine Safety Truck Company (see fig. 11) was formed in
+the 1870's, with A. F. Smith as president, to exploit the patents of
+Bissell, Smith, and Hudson. For several years notices appeared in the
+columns of the _Railroad Gazette_ reporting suits by the Company against
+various railroads and locomotive builders for unauthorized use of their
+patents. The _Gazette_ of May 29, 1875, carries a protest of the Company
+against the Manchester Locomotive Works for unlicensed use of Smith's
+patent of 1862. In the issue of August 28, 1875, is reported the
+Company's success in establishing the validity of Smith's patent:
+
+    Some important settlements for the use of the patent have lately
+    been made with the company, one of them being with the Western
+    Railroad Association, whose headquarters are at Chicago, which
+    includes the principal western roads. Through this the company
+    receives its royalty on several hundred locomotives.
+
+
+IN SUMMARY
+
+It can be stated that Hudson's modification of the Bissell truck is of
+unquestioned importance, for without the introduction of the equalizer
+it is doubtful if the 2-wheel pony truck would have been a complete
+success on American railroads. Bissell's 4-wheel truck was extensively
+employed, but it did not enjoy the universal popularity of the 2-wheel
+truck, and in the 1880's was eclipsed by other forms of 4-wheel safety
+trucks. The Hudson-Bissell pony truck, however, survived in its basic
+form to recent times, when, in the late 1940's and early 1950's, the
+last steam locomotives were constructed in this country.
+
+
+   1. Three-point suspension in a 4-2-0 was easily gained--the center
+      plate of the truck and the two bearings of the driving wheel axle.
+      On a 4-4-0 the center plate served as one point, while the fulcrum
+      of each equalizing lever served as the other two points, thus
+      providing the desirable and highly stable 3-point suspension.
+
+   2. _American Railroad Journal_, 1853, vol. 9, p. 427.
+
+   3. Connecting both truck axles with an equalizing lever so that they
+      acted in sympathy with each other also did much to prevent
+      derailments on rough trackage.
+
+   4. Bissell states in the patent specification that inclined planes
+      had been previously applied to railroad car trucks. His claim
+      rested on the application of this device to locomotive trucks.
+
+   5. From a sworn statement of G. M. Milligan dated July 2, 1857. This
+      along with letters, petitions, receipts, and other such material
+      quoted in this discussion are from the Patent Office papers housed
+      in the National Archives, Washington, D.C. (hereafter referred to
+      as Patent Office papers).
+
+   6. The _Lebanon_ was a 4-4-0, used in freight service, that had been
+      built by the New Jersey Locomotive and Machine Company in December
+      1855.
+
+   7. Letter dated July 2, 1857, from S. L. Moore (Patent Office papers).
+
+   8. Statement cited in footnote 5.
+
+   9. Letter dated July 11, 1857, Charles Mason to Levi Bissell (Patent
+      Office papers).
+
+  10. _American Railway Review_, February 9, 1860, vol. 2, p. 71.
+
+  11. U.S. patent 34377, February 11, 1862.
+
+  12. Davenport & Bridges, car builders of Cambridge, Massachusetts, in
+      1841, obtained a U.S. patent for a swing-beam truck.
+
+  13. Gustavus Weissenborn in his authoritative _American Locomotive
+      Engineering and Railway Mechanism_ (New York, 1871, p. 131),
+      stated that when in use the V's soon acquired a polished surface
+      which seemed to defy wear.
+
+  14. U.S. patent 42662, May 10, 1864.
+
+  15. _Engineering_, July 12, 1867, vol. 4, p. 29.
+
+  16. John Headden, master mechanic of the New Jersey Railroad and
+      Transportation Company, built at the road's Jersey City shops
+      several locomotives equipped with Hudson's variety of the Bissell
+      truck. Headden, upon the death of Hudson, succeeded him in 1881 as
+      superintendent of the Roger Works.
+
+  17. It is believed that Harrison, Winans and Eastwick made one of the
+      first uses of a 2-wheel radial truck on a 2-6-0 built at the
+      Alexandrovsky Arsenal, St. Petersburg, in 1844-46. The success or
+      exact particulars of these machines is unknown. See John Jahn,
+      _Die Dampflokomotive in Entwicklungsgeschichtlicher Darstellung
+      Ihres Gesamtaufbaues_, Berlin, 1924, p. 239; Richard E. Peunoyer,
+      "Messrs. Harrison, Winans & Eastwick, St. Petersburg, Russia,"
+      _Railway and Locomotive Historical Society Bulletin_ no. 47,
+      September 1938, p. 46; and Joseph Harrison, Jr., _The Locomotive
+      Engine, and Philadelphia's Share in its Early Improvements_,
+      Philadelphia, 1872, p. 52.
+
+  18. Zerah Colburn, _Locomotive Engineering and the Mechanism of
+      Railways_, ..., London, 1871, p. 99. Zerah Colburn (1832-1870) was
+      one of the best informed and most vocal authorities on 19th-century
+      American locomotive construction. He not only designed advanced
+      machines while working at the New Jersey Locomotive Works but also
+      advocated many reforms in locomotive design. He published the
+      _Railroad Advocate_ in New York City for several years. In 1858 he
+      became editor of _The Engineer_ and in 1866 founded the technical
+      journal _Engineering_.
+
+  19. _American Railway Review_, June 8, 1860, vol. 2, p. 392. Holley
+      was a well known authority on locomotive engineering and the
+      author of several books on the subject.
+
+  20. _Engineering_ May 11, 1866, vol. 1, p. 313. By this time (1866),
+      the Eastern Counties Railway had become part of the Great Eastern
+      system.
+
+  21. _American Railway Review_ July 26, 1860, vol. 2, p. 38.
+
+  22. Whetstone was chief designer for Niles & Co., a Cincinnati
+      locomotive builder. His invention apparently did not receive a
+      test, since the company closed shortly before the patent was
+      granted. No other builder seemed interested.
+
+  23. Paul T. Warner, "Mogul Type Locomotives," _Railway and Locomotive
+      Historical Society Bulletin_ no. 100, April 1959.
+
+
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1961
+
+For sale by the Superintendent of Documents, U.S. Government Printing
+Office, Washington 25, D.C.--Price 20 cents
+
+
+
+
+
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+Truck, by John H. White
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+
+<pre>
+
+The Project Gutenberg EBook of Introduction of the Locomotive Safety Truck, by 
+John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: Introduction of the Locomotive Safety Truck
+       Contributions from the Museum of History and Technology: Paper 24
+
+Author: John H. White
+
+Release Date: May 12, 2008 [EBook #25454]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK INTRO. OF LOCOMOTIVE SAFETY TRUCK ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, David Wilson and
+the Online Distributed Proofreading Team at
+https://www.pgdp.net
+
+
+
+
+
+
+</pre>
+
+
+
+
+<hr class="pg" />
+
+
+
+
+
+<h1>INTRODUCTION OF<br
+ />THE LOCOMOTIVE<br
+ />SAFETY TRUCK</h1>
+
+<div class="illus">
+<img src="images/cover-700.jpg" width="700" height="309"
+ alt="cover illustration" title="cover illustration" />
+</div>
+
+<p class="author"><i>by John H. White</i></p>
+
+<p class="noindent pt1 ws">Paper 24 pages 117&ndash;131, from
+
+<img class="fltrt" src="images/smithsonian.jpg"
+ width="155" height="155" alt="Smithsonian logo" title="Smithsonian logo" /></p>
+
+<p class="noindent pt1 ws smc spread"><small>CONTRIBUTIONS FROM THE MUSEUM<br
+ />OF HISTORY AND TECHNOLOGY</small></p>
+<p class="h4 noindent pt1 ws smc nw"><big>United States National Museum</big><br
+ /><span class="fltrt lc">BULLETIN 228</span></p>
+
+<table summary="publisher" class="pgbrk pt1 clr fullwidth">
+<tr><td class="lt">SMITHSONIAN INSTITUTION</td><td><big>&bull;</big></td>
+<td class="rt">WASHINGTON, D.C., 1961</td></tr>
+</table>
+
+
+<p class="smc spread rt pt4"><a name="png.001" id="png.001"></a><span class="ns">[p</span><span
+ class="pgmark">117</span><span class="ns">]<br
+ /></span>Contributions from<br
+ />The Museum of History and Technology:<br
+ />Paper 24</p>
+
+<p class="clr smc spread rt pt4 pgbrk">Introduction of<br
+/>The Locomotive Safety Truck<br
+/><i class="nosmc">John H. White</i></p>
+
+
+
+<div class="main">
+
+<h1><a name="png.002" id="png.002"></a><span class="ns">[p</span><span
+ class="pgmark">118</span><span class="ns">]<br
+ /></span>INTRODUCTION OF<br
+/>THE LOCOMOTIVE SAFETY TRUCK</h1>
+
+<p class="author"><i>John H. White</i></p>
+
+<div class="blurb">
+<p><em>Pioneer railroading was dangerous. With increased speed
+and density of traffic came an increase in catastrophic wrecks
+that forced operators to take heed for the safety of their passengers
+and freight. This safety was painfully achieved through
+the slow process of improving equipment part by part.</em></p>
+
+<p><em>Antedating such spectacular post-Civil War advances as the
+steel rail, automatic coupler, and airbrake, was the invention
+of the safety truck for locomotives. Intended to lead the
+bobbing, weaving locomotive around curves on the rough track
+of the early roads, it did much to reduce the all too numerous
+derailments that were a major cause of accidents.</em></p>
+
+<p><span class="smc">The Author</span>: <i>John H. White, is associate curator, in
+charge of land transportation, in the Smithsonian Institution&#8217;s
+Museum of History and Technology, United States National
+Museum.</i></p>
+</div>
+
+
+<p class="firstword"><span>American railroads</span> of the early 19th century were
+cheaply and hastily built. They were characterized
+by inferior roadbeds, steep grades, sharp
+curves, and rough track. In spring, poor drainage
+and lack of ballast might cause the track to sink into
+the soggy roadbed and produced an unstable path.
+In winter this same roadbed could freeze into a hard
+and unyielding pavement on which the rolling stock
+was pounded to pieces.</p>
+
+<p>In those pioneering times the demand for new roads
+left little capital to improve or expand existing lines;
+therefore equipment was needed that could accommodate
+itself to the existing operating conditions.</p>
+
+<p>The first locomotives used in this country had been
+imported from England. Designed for well-ballasted
+track with large-radius curves and gentle gradients,
+they all too frequently left the rails, and the unsuitability
+of the essentially rigid British design soon became
+apparent.</p>
+
+<p>The challenge posed by the American roadbed was
+met by American mechanics. By the mid-1830&#8217;s
+a distinctive American locomotive had evolved that
+might best be described by the word &ldquo;flexible.&rdquo;
+The basic features of its running gear were a bar
+frame and equalizing levers to provide vertical relief
+and a leading truck to provide lateral relief. Of
+these devices the truck was probably the most important,
+and more readily than any one component
+distinguished the American running gear from that
+used by the British before 1860.</p>
+
+<div class="illus"><a name="f.1" id="f.1"
+ ></a><img src="images/grey119-700.jpg" width="700" height="587"
+ alt="" title="" />
+<p><span class="smc">Figure 1</span>.&mdash;Design drawing showing the 4-wheel leading truck, developed in 1831 by John B. Jervis, applied
+to the <cite>Brother Jonathan</cite>. This locomotive, one of the earliest to use a leading truck, was built in June 1832
+by the West Point Foundry Association for the Mohawk and Hudson Rail Road. The truck is attached
+to the locomotive frame by a center pin, but the forward weight of the locomotive is carried by a roller
+which bears on the frame of the truck. (<cite>Smithsonian photo <span class="nw">36716-a</span></cite>)</p></div>
+
+<p>It was John B. Jervis who is generally credited with
+first applying the truck to the locomotive. His
+design, shown in <a href="#f.1">figure 1</a>, was developed in 1831&ndash;32.
+Its merits quickly became apparent, and by 1835 it
+<a name="png.003" id="png.003"></a><span class="ns">[p</span><span
+ class="pgmark">119</span><span class="ns">]
+ </span>had been universally recognized in this country.
+The truck successfully led the locomotive around
+sharp curves, the resultant 3-point suspension enabled
+the machine to traverse even the roughest of tracks,
+and, altogether, the design did far less damage to the
+lightly built U.S. lines than did the rigid, imported
+engines.<sup><a href="#fn.1"
+ name="fna.1" id="fna.1">1</a></sup></p>
+
+<p>The truck frame, fabricated from iron straps and
+castings, was attached to the locomotive by a pin
+around which it might rotate. At first the weight was
+received by rollers or chafing pads mounted on the
+side beams of the truck. However, the friction of
+these bearing surfaces and their location at a considerable
+distance from the center pin combined to restrict
+the free movement of the truck. By the early 1850&#8217;s
+the point of bearing was transferred to the center
+plate, producing a truck that turned more freely.<sup><a href="#fn.2"
+ name="fna.2" id="fna.2">2</a></sup></p>
+
+<div class="illus pgbrk">
+<a name="png.004" id="png.004"></a><span class="ns">[p</span><span
+ class="pgmark">120</span><span class="ns">]<br
+ /></span><a name="f.2" id="f.2"
+ ></a><img src="images/grey120-500.jpg" width="500" height="745"
+ alt="" title="" />
+<p><span class="smc">Figure 2</span>.&mdash;The 4-wheel Bissell truck as shown in the drawing for British patent 1273, issued May 5, 1857.</p>
+</div>
+
+<div class="illus"><a name="png.005" id="png.005"></a><span class="ns">[p</span><span
+ class="pgmark">121</span><span class="ns">]<br
+ /></span><a name="f.3" id="f.3"
+ ></a><table summary="composite illustration">
+ <tr><td><img src="images/grey121-700a.jpg" width="400" height="170"
+   alt="" title="" /></td>
+ <td><img src="images/grey121-700b.jpg" width="300" height="170"
+   alt="" title="" /></td></tr>
+ <tr><td><img src="images/grey121-700c.jpg" width="400" height="166"
+   alt="" title="" /></td>
+ <td><p class="sans lt bare noindent"><small>
+A&mdash;Truck frame<br />
+B&mdash;Equalizing lever<br />
+C&mdash;Locomotive frame<br />
+D&mdash;Double incline plane (<i>Centering device</i>)<br />
+E&mdash;Truck bolster<br />
+F&mdash;Swivel pin (<i>Pivot point</i>)</small></p>
+<p class="sans rt bare noindent pt1"><small class="tiny"><i>Drawn by J.&nbsp;H. White. June, 1960</i></small></p></td></tr>
+</table>
+
+
+<p><span class="smc">Figure 3</span>.&mdash;Typical 4-wheel Bissell Safety truck of 1860. This drawing is based on plate 69 of Alexander L.
+Holley&#8217;s, <cite>American and European Railway Practice in the Economical Generation of Steam</cite>, New York, 1861.
+(<cite>Smithsonian photo 46946</cite>)</p>
+</div>
+
+<p>For single axle engines this simple form of truck
+was entirely satisfactory, but it proved less satisfactory
+for 4- and 6-coupled machines. Also, as train speeds
+increased, so did the number of derailments. Many
+of these could be traced to the inability of the engine
+to negotiate curves at speed. Levi Bissell, a New
+York inventor who investigated this problem in the
+1850&#8217;s, correctly analyzed the difficulty. He observed
+that when the engine was proceeding on
+straight tracks the leading truck tended to oscillate and
+chatter about the center pin, and he noted that it was
+this action that imparted a fearful pitching motion
+to the locomotive at speed. The derailments were
+traced to the action of the truck as the engine
+entered a curve.</p>
+
+<p>This action can be more easily understood from
+reference to Bissell&#8217;s patent drawing in <a href="#f.2">figure 2</a>. For
+example, let us say that an 8-wheel engine, fitted with
+a center-swing truck, enters a right-hand curve.
+The left truck wheels bear hard against the left rail.
+The drivers jam obliquely across the track, with the
+right front and left rear wheels grinding into the rails.
+As a result, the locomotive tends to leave the track in
+the direction of the arrow shown on the figure (bottom
+drawing). It will be noted that the truck center
+pintle is in fact the fulcrum for this leverage. Under
+such strain the truck wheels are particularly likely
+to leave the rails when they encounter an obstruction.
+Once derailed, the truck would then spin around on
+the deadly center pin, throwing the locomotive over.</p>
+
+<p>In effect, then, the center pin of the conventional
+truck extended the rigid <ins class="TNsilent" title="Transcriber's note:
+ original has 'wheel-base'">wheelbase</ins> of the engine,
+and caused the truck to act much as would a single
+set of leading wheels fitted rigidly to the engine frame
+far ahead of the front driving wheels. Bissell proposed
+to correct the faults of the conventional truck by
+fitting the locomotives with his invention, the first
+practical safety truck to be patented. Since the
+primary requirements were to keep the leading wheel
+axles at right angles to the rails whether on a straight
+or curved track, and to allow the driving axles to
+remain parallel, or nearly so, to the radial line of the
+curve, he moved the center pin to a point behind
+the truck and just in front of the forward driving
+axle. This shortened the wheelbase of the engine
+and removed the danger of the pintle serving as a
+fulcrum between the truck and the driving wheels,
+thus allowing them to assume a comfortable position
+on a curve.</p>
+
+<p>Since the truck could assume the correct angle
+when entering curves, it was claimed in the patent
+specification that, unless all four wheels were simultaneously
+<a name="png.006" id="png.006"></a><span class="ns">[p</span><span
+ class="pgmark">122</span><span class="ns">]
+ </span>lifted off the track, the truck could pass over
+&ldquo;quite a considerable obstruction.&rdquo;<sup><a href="#fn.3"
+ name="fna.3" id="fna.3">3</a></sup> Bissell further
+claimed:</p>
+
+<div class="quote">
+<p>In running on either a straight or curved track one of the
+truck wheels often breaks off, and the truck swivels around
+on its center pin in consequence, and throws the engine
+off the track, but with my device one wheel, or even the
+two wheels on the opposite sides diagonally of the truck
+might break off and still the truck would not run off,
+because its position is set and it has no axis of motion around
+which it could swing&hellip;.</p>
+</div>
+
+<div class="illus">
+<a name="f.4" id="f.4"
+ ></a><img src="images/grey122-700.jpg" width="700" height="361"
+ alt="" title="" />
+<p><span class="smc">Figure 4</span>.&mdash;A 4-wheel safety truck fitted with A.&nbsp;F. Smith&#8217;s
+ swing-<ins class="TNsilent" title="Transcriber's note:
+ original reads 'bolter'">bolster</ins> centering device. Built by the
+Hinkley Locomotive Works. From Gustavus Weissenborn, <cite>American Locomotive Engineering and Railway
+Mechanism</cite>, New York, 1871, pl.&nbsp;88.</p>
+</div>
+
+<p>The other problem Bissell wished to correct was
+the oscillation and chatter of the leading truck.
+This was accomplished by a simple centering device
+in the form of a pair of <span class="sans">V</span>-shaped double incline
+planes (D on <a href="#f.3">fig.&nbsp;3</a>) situated at the center of the truck
+frame (A). The lower planes of the pair were fastened
+to the truck frame and the upper, cast in the form of
+a bridge, were attached to the locomotive frame (C)
+by a center plate. But while the portion of the
+locomotive&#8217;s weight assigned to the leading wheels
+was borne at the center of the truck, as in the
+conventional design, the center plate was no longer
+the point of rotation. On a straight track the <span class="sans">V</span>&#8217;s
+would be at their bottom position and thus prevent
+the truck from vibrating.<sup><a href="#fn.4"
+ name="fna.4" id="fna.4">4</a></sup> When the locomotive
+entered a curve the planes allowed its forward weight
+to bear continuously on all four wheels, and at the
+same time controlled any exaggerated swing caused
+by centrifugal force.</p>
+
+<p>The centering device is thus explained in the patent
+specification (figure numbers are omitted):</p>
+
+<div class="quote">
+<p>I therefore obviate this difficulty [the oscillation of the
+truck] by providing two inclined planes &hellip; formed double
+as shown and of an angle proportioned to the weight of
+the forward part of the locomotive and the velocity of the
+same&hellip;. The position of the inclines is such that the
+blocks [<span class="sans">V</span>&#8217;s] rest in the lowest part of the double inclines
+when the engine is on a straight track, and on coming onto
+a curve the inertia of the engine &hellip; is expended in going
+up the inclines, as the truck moves laterally toward the
+inner part of the curve; and on coming onto a straight line
+<a name="png.007" id="png.007"></a><span class="ns">[p</span><span
+ class="pgmark">123</span><span class="ns">]
+ </span>the blocks, descend to the bottom of the inclines and the
+engine is prevented from acquiring a sidewise or oscillating
+motion.</p>
+</div>
+
+<div class="illus">
+<a name="f.5" id="f.5"
+ ></a><img src="images/grey123-700.png" width="700" height="248"
+ alt="" title="" />
+<p><span class="smc">Figure 5</span>.&mdash;Detail drawing of the radius-bar truck, patented by William S. Hudson in 1864, as applied to the
+New Jersey Railroad and Transportation Company No.&nbsp;44. From Gustavus Weissenborn, <cite>American
+Locomotive Engineering and Railway Mechanism</cite>, New York, 1871, pl.&nbsp;8.</p>
+</div>
+
+<p>Bissell applied for a U.S. patent on April 23, 1857.
+His petition was initially denied. A weary debate of
+several months duration followed between the patent
+examiner and Bissell&#8217;s attorneys.</p>
+
+<p>During this time Bissell was busy promoting the
+application of his truck even though he had no patent
+for protection. In May of 1857 he showed a working
+model of his improvement to Gilbert M. Milligan,
+secretary of the Central Railroad Company of New
+Jersey.<sup><a href="#fn.5"
+ name="fna.5" id="fna.5">5</a></sup> Samuel L. Moore, master mechanic of that
+railroad, also inspected the model. Both were so
+impressed that it was decided to fit the device to the
+locomotive <cite>Lebanon</cite>, which at the time was undergoing
+repairs at the road&#8217;s Elizabeth Port, New Jersey,
+shops.<sup><a href="#fn.6"
+ name="fna.6" id="fna.6">6</a></sup> Although the engine was less than 18 months
+old, her tires were badly worn and she oscillated at
+high speed.</p>
+
+<p>Early in June of that year a series of tests were
+held with the <cite>Lebanon</cite>. Moore said of these trials:<sup><a href="#fn.7"
+ name="fna.7" id="fna.7">7</a></sup></p>
+
+<div class="quote">
+<p>After the said invention of Bissell had been applied the
+engine was run out onto a curve which she turned apparently
+with nearly as much facility as she would travel on a straight
+line, and the forward part of the engine rose on the inclines
+as the truck entered the curve and remained fixed while
+running around said curve and then resumed its former
+position on entering a straight track, and the trial was
+pronounced by all who saw it as most satisfactory, even by
+those who before pronounced that it would be a failure.</p>
+
+<p>At a subsequent trial under a full pressure of steam and a
+velocity of about thirty miles per hour the entering and
+leaving the curve was equally satisfactory, the same being
+accurately observed by a man located on the cow catcher.</p>
+
+<p>&hellip; The engine was run at its greatest possible velocity
+at least forty miles per hour on a straight track and the
+previous &ldquo;shaking of the head&rdquo; [oscillation] was found to
+be entirely overcome, and the engine run as steadily as a
+car would have done&hellip;.</p>
+
+<p>At one of the trials a bar of iron 3/4 × 4 inches was spiked
+down across one of the <i>rails diagonally of the track</i>, &hellip; and
+the employees of the company took the precaution to fill
+in around the track to facilitate getting the engine back
+again, supposing she must jump off; however on passing
+over slowly she still kept the track and the speed was
+increased until she passed over said bar &hellip; while under a
+considerable speed.</p>
+</div>
+
+<p><ins class="TNsilent" title="Transcriber's note:
+ original reads 'Messers.'">Messrs.</ins> Moore and Milligan heartily endorsed the
+truck as a complete success. Milligan predicted
+that<sup><a href="#fn.8"
+ name="fna.8" id="fna.8">8</a></sup> &ldquo;the time is not far distant when locomotives
+will be considered incomplete and comparatively
+unsafe without this improvement particularly on
+roads which have many curves.&rdquo;</p>
+
+<div class="illus"><a name="png.008" id="png.008"></a><span class="ns">[p</span><span
+ class="pgmark">124</span><span class="ns">]<br
+ /></span><a name="f.6" id="f.6"
+ ></a><img src="images/grey124-700.jpg" width="700" height="313"
+ alt="" title="" />
+<p><span class="smc">Figure 6</span>.&mdash;The New Jersey Railroad and Transportation Company <cite>No.&nbsp;12</cite>, built in 1868, was equipped
+with the radius bar truck, a modification by William S. Hudson of the original Bissell truck. The <cite>General
+Darcy</cite> and several other engines built at the Jersey City shops of the road, under the direction of John
+Headden, were fitted with the Hudson truck. Note that the radius bar is connected to the truck frame
+just behind the rear leading wheels. (<cite>Smithsonian photo <span class="nw">46806-l</span></cite>)</p>
+</div>
+
+<p>U.S. Patent Commissioner Charles Mason was so
+impressed by the evidence of the New Jersey trials,
+reinforced by the arguments of Bissell&#8217;s attorneys,
+that he agreed to grant a United States patent.<sup><a href="#fn.9"
+ name="fna.9" id="fna.9">9</a></sup> It
+was issued as no. 17913 on August 4, 1857, and
+reissued October 18, 1864 as no. 1794. British patent
+1273 had been issued earlier (May 5, 1857), and
+patents were also secured in France, Belgium, Austria,
+and Russia.</p>
+
+<p>The Rogers Locomotive Works in 1858 was one of
+the earliest builders to apply the improved truck. By
+1860 they had fitted many of their engines with it and
+were endorsing the device to prospective customers.</p>
+
+<p>In the same year the <cite>American Railway Review</cite> noted
+that the truck was in extensive use, stating:<sup><a href="#fn.10"
+ name="fna.10" id="fna.10">10</a></sup></p>
+
+<div class="quote">
+<p>&hellip; the advantages of the arrangement are so obvious and
+its results so well established by practice in this country
+and Europe that a treatise on its principles will hardly be
+needed.</p>
+
+<p>It is no longer an experiment; and the earlier it is applied
+to all engines, the better the running and repair accounts
+will look.</p>
+</div>
+
+<p>The success of Bissell&#8217;s invention prompted others
+to perfect safety trucks for locomotives. Alba F.
+Smith came forward in 1862 with the simple substitution
+of swing links (<a href="#f.4">fig.&nbsp;4</a>) for the incline planes.<sup><a href="#fn.11"
+ name="fna.11" id="fna.11">11</a></sup>
+A swing-bolster truck had been developed 20 years
+earlier for use on railroad cars,<sup><a href="#fn.12"
+ name="fna.12" id="fna.12">12</a></sup> and while Smith
+recognized this in his patent, he based his claim on
+the specific application of the idea to locomotive
+trucks. That the swing links succeeded the incline
+planes as a centering device was mainly because they
+<a name="png.009" id="png.009"></a><span class="ns">[p</span><span
+ class="pgmark">125</span><span class="ns">]
+ </span>were cheaper and simpler to construct, and not, as
+has been claimed, that the <span class="sans">V</span>&#8217;s wore out quickly.<sup><a href="#fn.13"
+ name="fna.13" id="fna.13">13</a></sup></p>
+
+<div class="illus">
+<a name="f.7" id="f.7"
+ ></a><img src="images/grey125-700.jpg" width="700" height="500"
+ alt="" title="" />
+<p><span class="smc">Figure 7.</span>&mdash;<ins class="TNsilent" title="Transcriber's note:
+ original has 'Bissel&#8217;s'">Bissell&#8217;s</ins> 2-wheel truck of 1858 as shown by the
+ drawing for British patent 2751, issued December 1, 1858.</p>
+</div>
+
+<p>Smith&#8217;s swing-bolster truck, with the heart pendant
+link, a later refinement, became the dominating form
+of centering devices and was used well into this century.
+It was to be superseded in more recent years
+by the constant resistance and gear roller centering
+devices which, like Bissell&#8217;s invention, depended on the
+double incline plane principle.</p>
+
+<p>The British-born engineer William S. Hudson,
+superintendent of the Rogers Works and an early
+proponent of the Bissell truck, in 1864 obtained a
+patent<sup><a href="#fn.14"
+ name="fna.14" id="fna.14">14</a></sup> for improving Bissell&#8217;s safety truck. Hudson
+contended that since the Bissell arrangement had
+a fixed pivot point it could traverse only one given
+radius accurately. He proposed to replace the fixed
+pivot with a radius bar (see <a href="#f.5">fig.&nbsp;5</a>) one end of which
+was attached to the locomotive under the smoke-box
+and the other to rear of the truck frame, at the same
+point of attachment as in the Bissell plan. Thus,
+according to Hudson, the pivot point could move
+laterally so that the truck might more easily accommodate
+itself to a curve of any radius. He further
+claimed that a better distribution of weight was
+effected and that the use of the radius bar relieved
+the center bearing casting of much of the strain of
+propelling the truck.</p>
+
+<div class="illus"><a name="png.010" id="png.010"></a><span class="ns">[p</span><span
+ class="pgmark">126</span><span class="ns">]<br
+ /></span><a name="f.8" id="f.8"
+ ></a><img src="images/grey126-700.jpg" width="700" height="423"
+ alt="" title="" />
+<p><span class="smc">Figure 8.</span>&mdash;A 2-wheel Bissell truck installed on the Pennsylvania Railroad&#8217;s <cite>No.&nbsp;91</cite>. This engine originally
+an <span class="nw">0-8-0</span> Winans Camel built in February 1854, was rebuilt by John P. Laird in 1867, at which time the
+Bissell truck was added. Note that Hudson equalizing lever was not used. (<cite>Smithsonian photo <span class="nw">46806-k</span></cite>)</p>
+</div>
+
+<p>The British journal <cite>Engineering</cite>, in an article otherwise
+friendly to the inventor, expressed some skepticism
+as to the real merit of Hudson&#8217;s invention.<sup><a href="#fn.15"
+ name="fna.15" id="fna.15">15</a></sup></p>
+
+<div class="quote">
+<p>If Mr. Hudson&#8217;s truck, &hellip; be examined, it will be seen
+that the radius link serves no other purpose than that of
+carrying the truck along with the engine, and this could
+obviously be equally done by the pivot or central pin of
+the truck itself.</p>
+</div>
+
+<p>It is probable that few builders other than Rogers
+made use of the Hudson radial link.<sup><a href="#fn.16"
+ name="fna.16" id="fna.16">16</a></sup> One of these
+was John Headden, whose <cite>General Darcy</cite>, shown in
+<a href="#f.6">figure 6</a>, was fitted with the Hudson truck.</p>
+
+<p>Thus, by 1860 there had been perfected and
+adopted a successful 4-wheel safety truck for <span class="nw">4-4-0&#8217;s</span>
+and <span class="nw">4-6-0&#8217;s</span> used in general mixed and passenger
+service. But as the decade advanced, the need grew
+for heavy freight engines that could be safely run at
+speed. Without a pilot truck, the leading driving
+axle of the freight engine was generally overloaded.
+While the application of a 4-wheel truck reduced this
+front-end overload and permitted faster running it
+materially reduced the traction of the drivers by
+bearing too great a portion of the total weight. This
+loss of traction was of course highly undesirable and
+generally disqualified the use of 4-wheel trucks for
+freight engines. What was needed was a truck which
+would guide the <span class="nw">0-6-0&#8217;s</span> and <span class="nw">0-8-0&#8217;s</span> around curves
+and yet leave the greater portion of the weight on the
+drivers. The 2-wheel, or pony, truck met these
+requirements.<sup><a href="#fn.17"
+ name="fna.17" id="fna.17">17</a></sup></p>
+
+<div class="illus"><a name="png.011" id="png.011"></a><span class="ns">[p</span><span
+ class="pgmark">127</span><span class="ns">]<br
+ /></span><a name="f.9" id="f.9"
+ ></a><img src="images/grey127-700.png" width="700" height="370"
+ alt="" title="" />
+<p><span class="smc">Figure 9</span>.&mdash;Running gear and truck designed by John L. Whetstone, as shown in the drawing for U.S. patent
+27850, issued April 10, 1860.]</p>
+</div>
+
+<p>Levi Bissell produced the basic patent for such
+a truck in 1857. Zerah Colburn in September of
+that year had suggested to Bissell that he develop a
+2-wheel truck. Such a device, he believed, would
+be well received in Britain.<sup><a href="#fn.18"
+ name="fna.18" id="fna.18">18</a></sup> He was quite correct,
+as will shortly be seen.</p>
+
+<p>In nearly every respect Bissell&#8217;s 2-wheel truck (see
+<a href="#f.7">fig.&nbsp;7</a>) followed the idea of the original patent for the
+4-wheel truck, which he claimed as the basis for the
+present invention. The pintle was located behind
+the truck axle, near the front driving-wheel axle,
+and the weight was carried by incline planes that
+also served as the centering device.</p>
+
+<p>A study of the patent drawing in <a href="#f.7">figure 7</a> reveals
+several interesting points. Note that the <span class="sans">V</span>&#8217;s, and
+thus the point of bearing, are slightly in front of the
+center line of the truck axle. It was suggested in the
+patent specification that the <span class="sans">V</span>&#8217;s might be placed to
+the front, rear, or directly over the axle, but in most
+actual applications they were placed directly over the
+axle. Note also that the locomotive shown on the figure
+is obviously a standard high-wheel American type
+which has suffered the rather awkward substitution
+of a pony truck for its regular 4-wheel arrangement.
+It is probable that few if any American types were so
+rebuilt.</p>
+
+<p>Bissell was granted U.S. patent 21936 on November
+2, 1858. British patent 2751 was issued for the same
+device on December 1, 1858. A few months later, in
+the summer of 1859, service tests of <ins class="TNsilent" title="Transcriber's note:
+ original has 'Bissel&#8217;s'">Bissell&#8217;s</ins> new truck
+began in England.</p>
+
+<p>First known use of the truck was on the British Eastern
+Counties Railway <cite>No.&nbsp;248</cite>, a rigid-frame <span class="nw">2-4-0</span>
+built by Kitson in 1855. The leading wheels of the
+engine, as originally constructed, were attached to the
+frame in the same manner as the drivers and thus had
+<a name="png.012" id="png.012"></a><span class="ns">[p</span><span
+ class="pgmark">128</span><span class="ns">]
+ </span>no lateral freedom. For the test the front pedestals,
+which held the journal boxes of the leading wheels,
+were cut off and a Bissell pony truck was substituted.
+About a year later Alexander L. Holley reported on
+the success of the test.<sup><a href="#fn.19"
+ name="fna.19" id="fna.19">19</a></sup> The 248 had operated
+17,500 miles, at speeds up to 50&nbsp;m.p.h., safely and
+satisfactorily. The engine not only rode more
+steadily but showed a remarkable reduction in flange
+wear. The road was so pleased that by 1866 they
+had equipped 21 locomotives with Bissell trucks.<sup><a href="#fn.20"
+ name="fna.20" id="fna.20">20</a></sup>
+Several other British lines followed the example of the
+Eastern Counties Railway.</p>
+
+<div class="illus">
+<a name="f.10" id="f.10"
+ ></a><img src="images/grey128-700.png" width="700" height="435"
+ alt="" title="" />
+<p><span class="smc">Figure 10</span>.&mdash;The Hudson-Bissell truck permitted the introduction of Mogul and Consolidation type freight
+locomotives. This drawing shows a typical installation for a Consolidation of the 1880&#8217;s. Item A is the
+equalizing lever which connects the truck to the springs of the front driving wheels. From figures 891&ndash;3
+in J. G. A. Meyer, <cite>Modern Locomotive Construction</cite>, New York, John Wiley, 1904, p.&nbsp;543.</p>
+</div>
+
+<p>At first Bissell&#8217;s 2-wheel truck received wider application
+in Europe than in this country, because most
+American roads, despite the interest in developing
+heavier freight locomotives, continued to depend
+upon the <span class="nw">4-4-0</span> as a dual-purpose machine. It was
+not until after 1870, when Mogul and Consolidation
+types appeared in greater numbers, that the 2-wheel
+truck became common in the United States.</p>
+
+<p>The first use, known to the writer, of the Bissell
+pony in this country occurred in November or December
+of 1859 on the Memphis and Charleston
+Railroad. D.&nbsp;H. Feger, master mechanic of the
+railroad reported, eight months later, that since the
+locomotive had been fitted with the Bissell truck
+&ldquo;she has never left the rail and previous to her having
+this truck she was off the rail almost daily.&rdquo;<sup><a href="#fn.21"
+ name="fna.21" id="fna.21">21</a></sup> In
+<a name="png.013" id="png.013"></a><span class="ns">[p</span><span
+ class="pgmark">129</span><span class="ns">]
+ </span>the same report Feger stated that he planned to re-equip
+another locomotive in the same manner.</p>
+
+<div class="illus">
+<a name="f.11" id="f.11"
+ ></a><img src="images/grey129-700.jpg" width="700" height="460"
+ alt="ANTHRACITE COAL BURNING FREIGHT LOCOMOTIVE
+Photographed by A. Raphael 1 St. Marks Place N.Y.
+ROGERS LOCOMOTIVE &amp; MACHINE WORKS"
+ title="ANTHRACITE COAL BURNING FREIGHT LOCOMOTIVE
+Photographed by A. Raphael 1 St. Marks Place N.Y.
+ROGERS LOCOMOTIVE &amp; MACHINE WORKS" />
+<p><span class="smc">Figure 11</span>.&mdash;The New Jersey Railroad and Transportation Company <cite>No.&nbsp;36</cite>, built by the Rogers Locomotive
+and Machine Works in 1863, was one of the first locomotives to be equipped by this firm with a 2-wheel
+Bissell truck. (<cite>Smithsonian photo <span class="nw">46806-m</span></cite>)</p>
+</div>
+
+<p>The Baldwin Locomotive Works in December 1860
+built a group of rather awkward looking <span class="nw">2-6-0&#8217;s</span> for
+the Louisville and Nashville Railroad. Equipped
+with Bissell trucks, these were undoubtedly among the
+very first new locomotives to be so built. The first
+consolidation type was built by Baldwin in 1866; it
+was equipped with a 2-wheel Bissell safety truck.</p>
+
+<p>The Rogers Locomotive and Machine Works and
+the New Jersey Locomotive and Machine Works,
+both of Paterson, New Jersey, in the early 1860&#8217;s
+began building Moguls; these are known to have had
+Bissell trucks. Other builders followed their example,
+so that by the 1870&#8217;s 2-wheel trucks had become
+relatively common.</p>
+
+<p>It should be noted that the 2-wheel truck was not
+an absolute success until it was equalized with the
+front driving axle. This arrangement was perfected
+in 1864 by William S. Hudson, but before describing
+his invention it will be helpful to discuss several earlier
+attempts to equalize pony trucks with the drivers.</p>
+
+<p>In 1857 John P. Laird, then master mechanic of
+the Marietta and Cincinnati Railroad, rebuilt an old
+Niles 8-wheeler into a curious <span class="nw">2-6-0</span> on which only
+the two rear driving wheels were coupled. The front
+driver was driven by a chain and sprocket, and the
+pilot wheels were equalized with the front driving
+axle. The success or failure of the arrangement has
+not been definitely determined, but whatever the
+outcome, Laird continued his experiments when he
+became superintendent of motive power for the
+Pennsylvania Railroad in 1862. He abandoned the
+chain drive for a more conventional arrangement of
+side rods, but the truck and his plan of equalization
+were much the same as that tried earlier. Laird
+used two equalizing levers, attached at one end to the
+front spring hangers and at the other to the truck,
+<a name="png.014" id="png.014"></a><span class="ns">[p</span><span
+ class="pgmark">130</span><span class="ns">]
+ </span>but in a way to allow the truck to swing horizontally.
+The fulcrum for each lever was mounted on the
+underside of the front frame rail. A number of old
+8-wheel Baldwin flexible-beam engines and several
+<ins class="TNsilent" title="Transcriber's note:
+ original reads 'Winan&#8217;s'">Winans&#8217;</ins> Camels were rebuilt in this way. One of
+these is shown in <a href="#f.8">figure 8</a>. Laird, however, eventually
+became dissatisfied with his arrangement and re-equipped
+the engines with Bissell trucks.</p>
+
+<div class="illus">
+<h4><a name="f.12" id="f.12"
+ ></a>LOCOMOTIVE ENGINE SAFETY TRUCK CO.<br
+ /><small>OF NEW YORK.</small></h4>
+<img src="images/grey130-700.jpg" width="700" height="240"
+ alt="" title="" />
+
+<p class="full">Proprietors of the following Letters Patent granted to Levi Bissell,
+ Aug.&nbsp;4, 1857, Nov.&nbsp;2, 1858 (<ins class="TNsilent" title="Transcriber's note:
+ 'x' inferred, missing from scan">extended</ins>
+Nov.&nbsp;2, 1872); A.&nbsp;W. Smith, Feb.&nbsp;11, 1862; D.&nbsp;R. Pratt. Oct.&nbsp;16, 1860; W.&nbsp;S. Hudson, April 5, <ins class="transcriber" title="Transcriber's note:
+ last two digits cut off in original">18??</ins>
+and May 10, 1864.</p>
+
+<h4><small>DRAWINGS FURNISHED AND LICENSES GRANTED ON APPLICATION.</small></h4>
+
+<table summary="proprietors">
+<tr>
+<td class="lt pr2">A.&nbsp;F. SMITH, President.</td><td class="rt pl2">M.&nbsp;F. MOORE, Sec&#8217;y and <span class="pr2">Agent</span></td>
+</tr><tr>
+<td class="lt pr2">ALBERT BRIDGES. Treas.</td><td class="rt pl2">No 46 Cortlandt st. N.&nbsp;Y.</td>
+</tr>
+</table>
+
+
+<p><span class="smc">Figure 12</span>.&mdash;Notice of the Locomotive Safety Truck Company listing the patents held by it. From <cite>Railroad
+Gazette</cite>, March 3, 1876.</p>
+</div>
+
+<p>John L. Whetstone on April 10, 1860, obtained
+U.S. patent 27850, which strikingly anticipated the
+plan Hudson was to develop four years later.<sup><a href="#fn.22"
+ name="fna.22" id="fna.22">22</a></sup>
+Whetstone did not use a Bissell truck and was in fact
+more concerned in relieving the excess weight, often
+a 50% overload, from the front axle of <span class="nw">0-6-0</span>
+locomotives and in distributing a portion of that
+weight to a pony truck. His arrangement may be
+readily understood from the patent drawing in <a href="#f.9">figure
+9</a>. Probably the best features of the design was the
+transverse H-beam that connected the spring hangers
+to the truck frame, which in this case also served as
+the equalizing lever (note that the ball &ldquo;C&rdquo; acts as
+the fulcrum).</p>
+
+<p>Hudson made use of this same device but in a more
+practical manner. He found that while the Bissell
+pony truck could satisfactorily adjust itself laterally
+and could lead the locomotive around curves, it could
+not handle the varying loads imposed upon it by the
+rough trackage typical of American railroads. At one
+moment an undue amount of weight would fall upon
+the truck because the drivers were over a depression
+in the roadbed. This condition overloaded the truck&#8217;s
+springs and also resulted in a momentary loss of
+adhesion, causing the drivers to slip. Conversely,
+when the truck hit a depression too much weight was
+thrust upon the driving wheels, and broken springs
+or other damage might result.</p>
+
+<p>Hudson&#8217;s ingenious remedy to this problem was
+simple and straightforward (see <a href="#f.10">fig.&nbsp;10</a>). A heavy
+equalizing lever that connected the truck to the
+springs of the front driving wheels was placed on
+the longitudinal centerline of the locomotive, with the
+fulcrum under the cylinder saddle. Thus the truck
+and front driver reacted together to all the inequalities
+and shocks offered by the roadbed.</p>
+
+<p><a name="png.015" id="png.015"></a><span class="ns">[p</span><span
+ class="pgmark">131</span><span class="ns">]<br
+ /></span>In October of 1863, under Hudson&#8217;s direction, two
+<span class="nw">2-6-0&#8217;s</span> equipped with Bissell trucks were built at the
+Rogers Works for the New Jersey Railroad and Transportation
+Company. Probably some fault was found
+with the suspension of these machines, numbered 35
+and 36, for the next <span class="nw">2-6-0</span>, numbered 39, built for
+the New Jersey road was equipped with Hudson&#8217;s
+equalizer. This engine, completed in January 1865,
+is believed to be the first Mogul so equipped.<sup><a href="#fn.23"
+ name="fna.23" id="fna.23">23</a></sup></p>
+
+<p>The Locomotive Engine Safety Truck Company
+(see <a href="#f.11">fig.&nbsp;11</a>) was formed in the 1870&#8217;s, with A.&nbsp;F.
+Smith as president, to exploit the patents of Bissell,
+Smith, and Hudson. For several years notices
+appeared in the columns of the <cite>Railroad Gazette</cite> reporting
+suits by the Company against various railroads
+and locomotive builders for unauthorized use
+of their patents. The <cite>Gazette</cite> of May 29, 1875,
+carries a protest of the Company against the Manchester
+Locomotive Works for unlicensed use of
+Smith&#8217;s patent of 1862. In the issue of August 28,
+1875, is reported the Company&#8217;s success in establishing
+the validity of Smith&#8217;s patent:</p>
+
+<div class="quote">
+<p>Some important settlements for the use of the patent have
+lately been made with the company, one of them being with
+the Western Railroad Association, whose headquarters are
+at Chicago, which includes the principal western roads.
+Through this the company receives its royalty on several
+hundred locomotives.</p>
+</div>
+
+
+<h3>IN SUMMARY</h3>
+
+<p>It can be stated that Hudson&#8217;s modification of the
+Bissell truck is of unquestioned importance, for without
+the introduction of the equalizer it is doubtful if
+the 2-wheel pony truck would have been a complete
+success on American railroads. Bissell&#8217;s 4-wheel
+truck was extensively employed, but it did not enjoy
+the universal popularity of the 2-wheel truck, and in
+the 1880&#8217;s was eclipsed by other forms of 4-wheel
+safety trucks. The Hudson-Bissell pony truck, however,
+survived in its basic form to recent times, when,
+in the late 1940&#8217;s and early 1950&#8217;s, the last steam
+locomotives were constructed in this country.</p>
+
+
+
+<hr class="footnote" />
+<div class="footnote">
+
+<p class="i"><a href="#fna.1" name="fn.1" id="fn.1">1</a>
+Three-point suspension in a <span class="nw">4-2-0</span> was easily gained&mdash;the
+center plate of the truck and the two bearings of the driving
+wheel axle. On a <span class="nw">4-4-0</span> the center plate served as one point,
+while the fulcrum of each equalizing lever served as the other
+two points, thus providing the desirable and highly stable
+3-point suspension.</p>
+
+<p class="i"><a href="#fna.2" name="fn.2" id="fn.2">2</a>
+<cite>American Railroad Journal</cite>, 1853, vol.&nbsp;9, p.&nbsp;427.</p>
+
+<p class="i"><a href="#fna.3" name="fn.3" id="fn.3">3</a>
+Connecting both truck axles with an equalizing lever so that
+they acted in sympathy with each other also did much to prevent
+derailments on rough trackage.</p>
+
+<p class="i"><a href="#fna.4" name="fn.4" id="fn.4">4</a>
+Bissell states in the patent specification that inclined planes
+had been previously applied to railroad car trucks. His claim
+rested on the application of this device to locomotive trucks.</p>
+
+<p class="i"><a href="#fna.5" name="fn.5" id="fn.5">5</a>
+From a sworn statement of G.&nbsp;M. Milligan dated July 2,
+1857. This along with letters, petitions, receipts, and other
+such material quoted in this discussion are from the Patent
+Office papers housed in the National Archives, Washington,
+D.C. (hereafter referred to as Patent Office papers).</p>
+
+<p class="i"><a href="#fna.6" name="fn.6" id="fn.6">6</a>
+The <cite>Lebanon</cite> was a <span class="nw">4-4-0</span>, used in freight service, that had
+been built by the New Jersey Locomotive and Machine Company
+in December 1855.</p>
+
+<p class="i"><a href="#fna.7" name="fn.7" id="fn.7">7</a>
+Letter dated July 2, 1857, from S.&nbsp;L. Moore (Patent Office
+papers).</p>
+
+<p class="i"><a href="#fna.8" name="fn.8" id="fn.8">8</a>
+Statement cited in <a href="#fn.5">footnote 5</a>.</p>
+
+<p class="i"><a href="#fna.9" name="fn.9" id="fn.9">9</a>
+Letter dated July 11, 1857, Charles Mason to Levi Bissell
+(Patent Office papers).</p>
+
+<p><a href="#fna.10" name="fn.10" id="fn.10">10</a>
+<cite>American Railway Review</cite>, February 9, 1860, vol.&nbsp;2, p.&nbsp;71.</p>
+
+<p><a href="#fna.11" name="fn.11" id="fn.11">11</a>
+U.S. patent 34377, February 11, 1862.</p>
+
+<p><a href="#fna.12" name="fn.12" id="fn.12">12</a>
+Davenport &amp; Bridges, car builders of Cambridge, Massachusetts,
+in 1841, obtained a U.S. patent for a swing-beam truck.</p>
+
+<p><a href="#fna.13" name="fn.13" id="fn.13">13</a>
+Gustavus Weissenborn in his authoritative <cite>American Locomotive
+Engineering and Railway Mechanism</cite> (New York, 1871,
+p.&nbsp;131), stated that when in use the <span class="sans">V</span>&#8217;s soon acquired a polished
+surface which seemed to defy wear.</p>
+
+<p><a href="#fna.14" name="fn.14" id="fn.14">14</a>
+U.S. patent 42662, May 10, 1864.</p>
+
+<p><a href="#fna.15" name="fn.15" id="fn.15">15</a>
+<cite>Engineering</cite>, July 12, 1867, vol.&nbsp;4, p.&nbsp;29.</p>
+
+<p><a href="#fna.16" name="fn.16" id="fn.16">16</a>
+John Headden, master mechanic of the New Jersey Railroad
+and Transportation Company, built at the road&#8217;s Jersey
+City shops several locomotives equipped with Hudson&#8217;s variety
+of the Bissell truck. Headden, upon the death of Hudson,
+succeeded him in 1881 as superintendent of the Roger Works.</p>
+
+<p><a href="#fna.17" name="fn.17" id="fn.17">17</a>
+It is believed that Harrison, Winans and Eastwick made
+one of the first uses of a 2-wheel radial truck on a <span class="nw">2-6-0</span> built
+at the Alexandrovsky Arsenal, St. Petersburg, in 1844&ndash;46.
+The success or exact particulars of these machines is unknown.
+See John Jahn, <cite>Die Dampflokomotive in Entwicklungsgeschichtlicher
+Darstellung Ihres Gesamtaufbaues</cite>, Berlin, 1924, p.&nbsp;239; Richard E.
+Peunoyer, &ldquo;Messrs. Harrison, Winans &amp; Eastwick, St. Petersburg,
+Russia,&rdquo; <cite>Railway and Locomotive Historical Society Bulletin</cite>
+no.&nbsp;47, September 1938, p.&nbsp;46; and Joseph Harrison, Jr., <cite>The
+Locomotive Engine, and Philadelphia&#8217;s Share in its Early Improvements</cite>,
+Philadelphia, 1872, p.&nbsp;52.</p>
+
+<p><a href="#fna.18" name="fn.18" id="fn.18">18</a>
+Zerah Colburn, <cite>Locomotive Engineering and the Mechanism of
+Railways</cite>, &hellip;, London, 1871, p.&nbsp;99. Zerah Colburn (1832&ndash;1870)
+was one of the best informed and most vocal authorities
+on 19th-century American locomotive construction. He not
+only designed advanced machines while working at the New
+Jersey Locomotive Works but also advocated many reforms in
+locomotive design. He published the <cite>Railroad Advocate</cite> in
+New York City for several years. In 1858 he became editor
+of <cite>The Engineer</cite> and in 1866 founded the technical journal
+<cite>Engineering</cite>.</p>
+
+<p><a href="#fna.19" name="fn.19" id="fn.19">19</a>
+<cite>American Railway Review</cite>, June 8, 1860, vol.&nbsp;2, p.&nbsp;392.
+Holley was a well known authority on locomotive engineering
+and the author of several books on the subject.</p>
+
+<p><a href="#fna.20" name="fn.20" id="fn.20">20</a>
+<cite>Engineering</cite> May 11, 1866, vol.&nbsp;1, p.&nbsp;313. By this time
+(1866), the Eastern Counties Railway had become part of the
+Great Eastern system.</p>
+
+<p><a href="#fna.21" name="fn.21" id="fn.21">21</a>
+<cite>American Railway Review</cite> July 26, 1860, vol.&nbsp;2, p.&nbsp;38.</p>
+
+<p><a href="#fna.22" name="fn.22" id="fn.22">22</a>
+Whetstone was chief designer for Niles &amp; Co., a Cincinnati
+locomotive builder. His invention apparently did not receive
+a test, since the company closed shortly before the patent was
+granted. No other builder seemed interested.</p>
+
+<p><a href="#fna.23" name="fn.23" id="fn.23">23</a>
+Paul T. Warner, &ldquo;Mogul Type Locomotives,&rdquo; <cite>Railway
+and Locomotive Historical Society Bulletin</cite> no.&nbsp;100, April 1959.</p>
+
+</div>
+</div>
+
+<p class="ctr pt4"><a name="png.016" id="png.016"></a><small class="tiny">U.S. GOVERNMENT PRINTING OFFICE: 1961</small></p>
+
+
+<hr class="thin" />
+
+<p class="ctr"><small>For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington 25, D.C.&mdash;Price 20 cents</small></p>
+
+
+<hr class="pg" />
+
+
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of the Project Gutenberg EBook of Introduction of the Locomotive Safety
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+The Project Gutenberg EBook of Introduction of the Locomotive Safety Truck, by
+John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: Introduction of the Locomotive Safety Truck
+       Contributions from the Museum of History and Technology: Paper 24
+
+Author: John H. White
+
+Release Date: May 12, 2008 [EBook #25454]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK INTRO. OF LOCOMOTIVE SAFETY TRUCK ***
+
+
+
+
+Produced by Colin Bell, Joseph Cooper, David Wilson and
+the Online Distributed Proofreading Team at
+https://www.pgdp.net
+
+
+
+
+
+
+
+
+
+INTRODUCTION OF
+THE LOCOMOTIVE
+SAFETY TRUCK
+
+_by John H. White_
+
+
+Paper 24 pages 117-131, from
+CONTRIBUTIONS FROM THE MUSEUM
+OF HISTORY AND TECHNOLOGY
+
+UNITED STATES NATIONAL MUSEUM
+Bulletin 228
+
+Smithsonian Institution
+Washington, D.C., 1961
+
+
+
+
+Contributions from
+The Museum of History and Technology:
+Paper 24
+
+Introduction of
+The Locomotive Safety Truck
+
+_John H. White_
+
+
+
+
+  INTRODUCTION OF
+  THE LOCOMOTIVE SAFETY TRUCK
+
+  _John H. White_
+
+
+    _Pioneer railroading was dangerous. With increased speed and density
+    of traffic came an increase in catastrophic wrecks that forced
+    operators to take heed for the safety of their passengers and
+    freight. This safety was painfully achieved through the slow process
+    of improving equipment part by part._
+
+    _Antedating such spectacular post-Civil War advances as the steel
+    rail, automatic coupler, and airbrake, was the invention of the
+    safety truck for locomotives. Intended to lead the bobbing, weaving
+    locomotive around curves on the rough track of the early roads, it
+    did much to reduce the all too numerous derailments that were a
+    major cause of accidents._
+
+    The Author: _John H. White, is associate curator, in charge of land
+    transportation, in the Smithsonian Institution's Museum of History
+    and Technology, United States National Museum._
+
+
+
+
+American railroads of the early 19th century were cheaply and hastily
+built. They were characterized by inferior roadbeds, steep grades, sharp
+curves, and rough track. In spring, poor drainage and lack of ballast
+might cause the track to sink into the soggy roadbed and produced an
+unstable path. In winter this same roadbed could freeze into a hard and
+unyielding pavement on which the rolling stock was pounded to pieces.
+
+In those pioneering times the demand for new roads left little capital
+to improve or expand existing lines; therefore equipment was needed that
+could accommodate itself to the existing operating conditions.
+
+The first locomotives used in this country had been imported from
+England. Designed for well-ballasted track with large-radius curves and
+gentle gradients, they all too frequently left the rails, and the
+unsuitability of the essentially rigid British design soon became
+apparent.
+
+The challenge posed by the American roadbed was met by American
+mechanics. By the mid-1830's a distinctive American locomotive had
+evolved that might best be described by the word "flexible." The basic
+features of its running gear were a bar frame and equalizing levers to
+provide vertical relief and a leading truck to provide lateral relief.
+Of these devices the truck was probably the most important, and more
+readily than any one component distinguished the American running gear
+from that used by the British before 1860.
+
+[Illustration: FIGURE 1.--Design drawing showing the 4-wheel leading
+truck, developed in 1831 by John B. Jervis, applied to the _Brother
+Jonathan_. This locomotive, one of the earliest to use a leading truck,
+was built in June 1832 by the West Point Foundry Association for the
+Mohawk and Hudson Rail Road. The truck is attached to the locomotive
+frame by a center pin, but the forward weight of the locomotive is
+carried by a roller which bears on the frame of the truck.
+(_Smithsonian photo 36716-a_)]
+
+It was John B. Jervis who is generally credited with first applying the
+truck to the locomotive. His design, shown in figure 1, was developed in
+1831-32. Its merits quickly became apparent, and by 1835 it had been
+universally recognized in this country. The truck successfully led the
+locomotive around sharp curves, the resultant 3-point suspension enabled
+the machine to traverse even the roughest of tracks, and, altogether,
+the design did far less damage to the lightly built U.S. lines than did
+the rigid, imported engines.[1]
+
+The truck frame, fabricated from iron straps and castings, was attached
+to the locomotive by a pin around which it might rotate. At first the
+weight was received by rollers or chafing pads mounted on the side beams
+of the truck. However, the friction of these bearing surfaces and their
+location at a considerable distance from the center pin combined to
+restrict the free movement of the truck. By the early 1850's the point
+of bearing was transferred to the center plate, producing a truck that
+turned more freely.[2]
+
+[Illustration: FIGURE 2.--The 4-wheel Bissell truck as shown in the
+drawing for British patent 1273, issued May 5, 1857.]
+
+[Illustration:
+
+  A--Truck frame
+  B--Equalizing lever
+  C--Locomotive frame
+  D--Double incline plane
+     (_Centering device_)
+  E--Truck bolster
+  F--Swivel pin
+     (_Pivot point_)
+          _Drawn by J. H. White. June, 1960_
+
+FIGURE 3.--Typical 4-wheel Bissell Safety truck of 1860. This drawing is
+based on plate 69 of Alexander L. Holley's, _American and European
+Railway Practice in the Economical Generation of Steam_, New York, 1861.
+(_Smithsonian photo 46946_)]
+
+For single axle engines this simple form of truck was entirely
+satisfactory, but it proved less satisfactory for 4- and 6-coupled
+machines. Also, as train speeds increased, so did the number of
+derailments. Many of these could be traced to the inability of the
+engine to negotiate curves at speed. Levi Bissell, a New York inventor
+who investigated this problem in the 1850's, correctly analyzed the
+difficulty. He observed that when the engine was proceeding on straight
+tracks the leading truck tended to oscillate and chatter about the
+center pin, and he noted that it was this action that imparted a fearful
+pitching motion to the locomotive at speed. The derailments were traced
+to the action of the truck as the engine entered a curve.
+
+This action can be more easily understood from reference to Bissell's
+patent drawing in figure 2. For example, let us say that an 8-wheel
+engine, fitted with a center-swing truck, enters a right-hand curve. The
+left truck wheels bear hard against the left rail. The drivers jam
+obliquely across the track, with the right front and left rear wheels
+grinding into the rails. As a result, the locomotive tends to leave the
+track in the direction of the arrow shown on the figure (bottom
+drawing). It will be noted that the truck center pintle is in fact the
+fulcrum for this leverage. Under such strain the truck wheels are
+particularly likely to leave the rails when they encounter an
+obstruction. Once derailed, the truck would then spin around on the
+deadly center pin, throwing the locomotive over.
+
+In effect, then, the center pin of the conventional truck extended the
+rigid wheelbase of the engine, and caused the truck to act much as
+would a single set of leading wheels fitted rigidly to the engine frame
+far ahead of the front driving wheels. Bissell proposed to correct the
+faults of the conventional truck by fitting the locomotives with his
+invention, the first practical safety truck to be patented. Since the
+primary requirements were to keep the leading wheel axles at right
+angles to the rails whether on a straight or curved track, and to allow
+the driving axles to remain parallel, or nearly so, to the radial line
+of the curve, he moved the center pin to a point behind the truck and
+just in front of the forward driving axle. This shortened the wheelbase
+of the engine and removed the danger of the pintle serving as a fulcrum
+between the truck and the driving wheels, thus allowing them to assume a
+comfortable position on a curve.
+
+[Illustration: FIGURE 4.--A 4-wheel safety truck fitted with A. F.
+Smith's swing-bolster centering device. Built by the Hinkley Locomotive
+Works. From Gustavus Weissenborn, _American Locomotive Engineering and
+Railway Mechanism_, New York, 1871, pl. 88.]
+
+Since the truck could assume the correct angle when entering curves, it
+was claimed in the patent specification that, unless all four wheels
+were simultaneously lifted off the track, the truck could pass over
+"quite a considerable obstruction."[3] Bissell further claimed:
+
+    In running on either a straight or curved track one of the truck
+    wheels often breaks off, and the truck swivels around on its center
+    pin in consequence, and throws the engine off the track, but with my
+    device one wheel, or even the two wheels on the opposite sides
+    diagonally of the truck might break off and still the truck would
+    not run off, because its position is set and it has no axis of
+    motion around which it could swing....
+
+The other problem Bissell wished to correct was the oscillation and
+chatter of the leading truck. This was accomplished by a simple
+centering device in the form of a pair of V-shaped double incline planes
+(D on fig. 3) situated at the center of the truck frame (A). The lower
+planes of the pair were fastened to the truck frame and the upper, cast
+in the form of a bridge, were attached to the locomotive frame (C) by a
+center plate. But while the portion of the locomotive's weight assigned
+to the leading wheels was borne at the center of the truck, as in the
+conventional design, the center plate was no longer the point of
+rotation. On a straight track the V's would be at their bottom position
+and thus prevent the truck from vibrating.[4] When the locomotive
+entered a curve the planes allowed its forward weight to bear
+continuously on all four wheels, and at the same time controlled any
+exaggerated swing caused by centrifugal force.
+
+The centering device is thus explained in the patent specification
+(figure numbers are omitted):
+
+    I therefore obviate this difficulty [the oscillation of the truck]
+    by providing two inclined planes ... formed double as shown and of
+    an angle proportioned to the weight of the forward part of the
+    locomotive and the velocity of the same.... The position of the
+    inclines is such that the blocks [V's] rest in the lowest part of
+    the double inclines when the engine is on a straight track, and on
+    coming onto a curve the inertia of the engine ... is expended in
+    going up the inclines, as the truck moves laterally toward the inner
+    part of the curve; and on coming onto a straight line the blocks,
+    descend to the bottom of the inclines and the engine is prevented
+    from acquiring a sidewise or oscillating motion.
+
+[Illustration: FIGURE 5.--Detail drawing of the radius-bar truck,
+patented by William S. Hudson in 1864, as applied to the New Jersey
+Railroad and Transportation Company No. 44. From Gustavus Weissenborn,
+_American Locomotive Engineering and Railway Mechanism_, New York, 1871,
+pl. 8.]
+
+Bissell applied for a U.S. patent on April 23, 1857. His petition was
+initially denied. A weary debate of several months duration followed
+between the patent examiner and Bissell's attorneys.
+
+During this time Bissell was busy promoting the application of his truck
+even though he had no patent for protection. In May of 1857 he showed a
+working model of his improvement to Gilbert M. Milligan, secretary of
+the Central Railroad Company of New Jersey.[5] Samuel L. Moore, master
+mechanic of that railroad, also inspected the model. Both were so
+impressed that it was decided to fit the device to the locomotive
+_Lebanon_, which at the time was undergoing repairs at the road's
+Elizabeth Port, New Jersey, shops.[6] Although the engine was less than
+18 months old, her tires were badly worn and she oscillated at high
+speed.
+
+Early in June of that year a series of tests were held with the
+_Lebanon_. Moore said of these trials:[7]
+
+    After the said invention of Bissell had been applied the engine was
+    run out onto a curve which she turned apparently with nearly as much
+    facility as she would travel on a straight line, and the forward
+    part of the engine rose on the inclines as the truck entered the
+    curve and remained fixed while running around said curve and then
+    resumed its former position on entering a straight track, and the
+    trial was pronounced by all who saw it as most satisfactory, even by
+    those who before pronounced that it would be a failure.
+
+    At a subsequent trial under a full pressure of steam and a velocity
+    of about thirty miles per hour the entering and leaving the curve
+    was equally satisfactory, the same being accurately observed by a
+    man located on the cow catcher.
+
+    ... The engine was run at its greatest possible velocity at least
+    forty miles per hour on a straight track and the previous "shaking
+    of the head" [oscillation] was found to be entirely overcome, and
+    the engine run as steadily as a car would have done....
+
+    At one of the trials a bar of iron 3/4 x 4 inches was spiked down
+    across one of the _rails diagonally of the track_, ... and the
+    employees of the company took the precaution to fill in around the
+    track to facilitate getting the engine back again, supposing she
+    must jump off; however on passing over slowly she still kept the
+    track and the speed was increased until she passed over said bar ...
+    while under a considerable speed.
+
+Messrs. Moore and Milligan heartily endorsed the truck as a complete
+success. Milligan predicted that[8] "the time is not far distant when
+locomotives will be considered incomplete and comparatively unsafe
+without this improvement particularly on roads which have many curves."
+
+[Illustration: FIGURE 6.--The New Jersey Railroad and Transportation
+Company _No. 12_, built in 1868, was equipped with the radius bar truck,
+a modification by William S. Hudson of the original Bissell truck. The
+_General Darcy_ and several other engines built at the Jersey City shops
+of the road, under the direction of John Headden, were fitted with the
+Hudson truck. Note that the radius bar is connected to the truck frame
+just behind the rear leading wheels. (_Smithsonian photo 46806-l_)]
+
+U.S. Patent Commissioner Charles Mason was so impressed by the evidence
+of the New Jersey trials, reinforced by the arguments of Bissell's
+attorneys, that he agreed to grant a United States patent.[9] It was
+issued as no. 17913 on August 4, 1857, and reissued October 18, 1864 as
+no. 1794. British patent 1273 had been issued earlier (May 5, 1857), and
+patents were also secured in France, Belgium, Austria, and Russia.
+
+The Rogers Locomotive Works in 1858 was one of the earliest builders to
+apply the improved truck. By 1860 they had fitted many of their engines
+with it and were endorsing the device to prospective customers.
+
+In the same year the _American Railway Review_ noted that the truck was
+in extensive use, stating:[10]
+
+    ... the advantages of the arrangement are so obvious and its results
+    so well established by practice in this country and Europe that a
+    treatise on its principles will hardly be needed.
+
+    It is no longer an experiment; and the earlier it is applied to all
+    engines, the better the running and repair accounts will look.
+
+The success of Bissell's invention prompted others to perfect safety
+trucks for locomotives. Alba F. Smith came forward in 1862 with the
+simple substitution of swing links (fig. 4) for the incline planes.[11]
+A swing-bolster truck had been developed 20 years earlier for use on
+railroad cars,[12] and while Smith recognized this in his patent, he
+based his claim on the specific application of the idea to locomotive
+trucks. That the swing links succeeded the incline planes as a centering
+device was mainly because they were cheaper and simpler to construct,
+and not, as has been claimed, that the V's wore out quickly.[13]
+
+[Illustration: FIGURE 7.--Bissell's 2-wheel truck of 1858 as shown by the
+drawing for British patent 2751, issued December 1, 1858.]
+
+Smith's swing-bolster truck, with the heart pendant link, a later
+refinement, became the dominating form of centering devices and was used
+well into this century. It was to be superseded in more recent years by
+the constant resistance and gear roller centering devices which, like
+Bissell's invention, depended on the double incline plane principle.
+
+The British-born engineer William S. Hudson, superintendent of the
+Rogers Works and an early proponent of the Bissell truck, in 1864
+obtained a patent[14] for improving Bissell's safety truck. Hudson
+contended that since the Bissell arrangement had a fixed pivot point it
+could traverse only one given radius accurately. He proposed to replace
+the fixed pivot with a radius bar (see fig. 5) one end of which was
+attached to the locomotive under the smoke-box and the other to rear of
+the truck frame, at the same point of attachment as in the Bissell plan.
+Thus, according to Hudson, the pivot point could move laterally so that
+the truck might more easily accommodate itself to a curve of any radius.
+He further claimed that a better distribution of weight was effected and
+that the use of the radius bar relieved the center bearing casting of
+much of the strain of propelling the truck.
+
+[Illustration: FIGURE 8.--A 2-wheel Bissell truck installed on the
+Pennsylvania Railroad's _No. 91_. This engine originally an 0-8-0 Winans
+Camel built in February 1854, was rebuilt by John P. Laird in 1867, at
+which time the Bissell truck was added. Note that Hudson equalizing
+lever was not used. (_Smithsonian photo 46806-k_)]
+
+The British journal _Engineering_, in an article otherwise friendly to
+the inventor, expressed some skepticism as to the real merit of Hudson's
+invention.[15]
+
+    If Mr. Hudson's truck, ... be examined, it will be seen that the
+    radius link serves no other purpose than that of carrying the truck
+    along with the engine, and this could obviously be equally done by
+    the pivot or central pin of the truck itself.
+
+It is probable that few builders other than Rogers made use of the
+Hudson radial link.[16] One of these was John Headden, whose _General
+Darcy_, shown in figure 6, was fitted with the Hudson truck.
+
+Thus, by 1860 there had been perfected and adopted a successful 4-wheel
+safety truck for 4-4-0's and 4-6-0's used in general mixed and passenger
+service. But as the decade advanced, the need grew for heavy freight
+engines that could be safely run at speed. Without a pilot truck, the
+leading driving axle of the freight engine was generally overloaded.
+While the application of a 4-wheel truck reduced this front-end overload
+and permitted faster running it materially reduced the traction of the
+drivers by bearing too great a portion of the total weight. This loss of
+traction was of course highly undesirable and generally disqualified the
+use of 4-wheel trucks for freight engines. What was needed was a truck
+which would guide the 0-6-0's and 0-8-0's around curves and yet leave
+the greater portion of the weight on the drivers. The 2-wheel, or pony,
+truck met these requirements.[17]
+
+[Illustration: FIGURE 9.--Running gear and truck designed by John L.
+Whetstone, as shown in the drawing for U.S. patent 27850, issued April
+10, 1860.]
+
+Levi Bissell produced the basic patent for such a truck in 1857. Zerah
+Colburn in September of that year had suggested to Bissell that he
+develop a 2-wheel truck. Such a device, he believed, would be well
+received in Britain.[18] He was quite correct, as will shortly be seen.
+
+In nearly every respect Bissell's 2-wheel truck (see fig. 7) followed
+the idea of the original patent for the 4-wheel truck, which he claimed
+as the basis for the present invention. The pintle was located behind
+the truck axle, near the front driving-wheel axle, and the weight was
+carried by incline planes that also served as the centering device.
+
+A study of the patent drawing in figure 7 reveals several interesting
+points. Note that the V's, and thus the point of bearing, are slightly
+in front of the center line of the truck axle. It was suggested in the
+patent specification that the V's might be placed to the front, rear, or
+directly over the axle, but in most actual applications they were placed
+directly over the axle. Note also that the locomotive shown on the
+figure is obviously a standard high-wheel American type which has
+suffered the rather awkward substitution of a pony truck for its regular
+4-wheel arrangement. It is probable that few if any American types were
+so rebuilt.
+
+Bissell was granted U.S. patent 21936 on November 2, 1858. British
+patent 2751 was issued for the same device on December 1, 1858. A few
+months later, in the summer of 1859, service tests of Bissell's new truck
+began in England.
+
+First known use of the truck was on the British Eastern Counties Railway
+_No. 248_, a rigid-frame 2-4-0 built by Kitson in 1855. The leading
+wheels of the engine, as originally constructed, were attached to the
+frame in the same manner as the drivers and thus had no lateral
+freedom. For the test the front pedestals, which held the journal boxes
+of the leading wheels, were cut off and a Bissell pony truck was
+substituted. About a year later Alexander L. Holley reported on the
+success of the test.[19] The 248 had operated 17,500 miles, at speeds up
+to 50 m.p.h., safely and satisfactorily. The engine not only rode more
+steadily but showed a remarkable reduction in flange wear. The road was
+so pleased that by 1866 they had equipped 21 locomotives with Bissell
+trucks.[20] Several other British lines followed the example of the
+Eastern Counties Railway.
+
+[Illustration: FIGURE 10.--The Hudson-Bissell truck permitted the
+introduction of Mogul and Consolidation type freight locomotives. This
+drawing shows a typical installation for a Consolidation of the 1880's.
+Item A is the equalizing lever which connects the truck to the springs
+of the front driving wheels. From figures 891-3 in J. G. A. Meyer,
+_Modern Locomotive Construction_, New York, John Wiley, 1904, p. 543.]
+
+At first Bissell's 2-wheel truck received wider application in Europe
+than in this country, because most American roads, despite the interest
+in developing heavier freight locomotives, continued to depend upon the
+4-4-0 as a dual-purpose machine. It was not until after 1870, when Mogul
+and Consolidation types appeared in greater numbers, that the 2-wheel
+truck became common in the United States.
+
+The first use, known to the writer, of the Bissell pony in this country
+occurred in November or December of 1859 on the Memphis and Charleston
+Railroad. D. H. Feger, master mechanic of the railroad reported, eight
+months later, that since the locomotive had been fitted with the Bissell
+truck "she has never left the rail and previous to her having this truck
+she was off the rail almost daily."[21] In the same report Feger stated
+that he planned to re-equip another locomotive in the same manner.
+
+[Illustration:
+
+  ANTHRACITE COAL BURNING FREIGHT LOCOMOTIVE
+  ROGERS LOCOMOTIVE & MACHINE WORKS
+
+FIGURE 11.--The New Jersey Railroad and Transportation Company _No. 36_,
+built by the Rogers Locomotive and Machine Works in 1863, was one of the
+first locomotives to be equipped by this firm with a 2-wheel Bissell
+truck. (_Smithsonian photo 46806-m_)]
+
+The Baldwin Locomotive Works in December 1860 built a group of rather
+awkward looking 2-6-0's for the Louisville and Nashville Railroad.
+Equipped with Bissell trucks, these were undoubtedly among the very
+first new locomotives to be so built. The first consolidation type was
+built by Baldwin in 1866; it was equipped with a 2-wheel Bissell safety
+truck.
+
+The Rogers Locomotive and Machine Works and the New Jersey Locomotive
+and Machine Works, both of Paterson, New Jersey, in the early 1860's
+began building Moguls; these are known to have had Bissell trucks. Other
+builders followed their example, so that by the 1870's 2-wheel trucks
+had become relatively common.
+
+It should be noted that the 2-wheel truck was not an absolute success
+until it was equalized with the front driving axle. This arrangement was
+perfected in 1864 by William S. Hudson, but before describing his
+invention it will be helpful to discuss several earlier attempts to
+equalize pony trucks with the drivers.
+
+In 1857 John P. Laird, then master mechanic of the Marietta and
+Cincinnati Railroad, rebuilt an old Niles 8-wheeler into a curious 2-6-0
+on which only the two rear driving wheels were coupled. The front driver
+was driven by a chain and sprocket, and the pilot wheels were equalized
+with the front driving axle. The success or failure of the arrangement
+has not been definitely determined, but whatever the outcome, Laird
+continued his experiments when he became superintendent of motive power
+for the Pennsylvania Railroad in 1862. He abandoned the chain drive for
+a more conventional arrangement of side rods, but the truck and his plan
+of equalization were much the same as that tried earlier. Laird used two
+equalizing levers, attached at one end to the front spring hangers and
+at the other to the truck, but in a way to allow the truck to swing
+horizontally. The fulcrum for each lever was mounted on the underside of
+the front frame rail. A number of old 8-wheel Baldwin flexible-beam
+engines and several Winans' Camels were rebuilt in this way. One of
+these is shown in figure 8. Laird, however, eventually became
+dissatisfied with his arrangement and re-equipped the engines with
+Bissell trucks.
+
+[Illustration:
+
+  LOCOMOTIVE ENGINE SAFETY TRUCK CO.
+  OF NEW YORK.
+
+  Proprietors of the following Letters Patent granted to Levi Bissell,
+  Aug. 4, 1857, Nov. 2, 1858 (extended Nov. 2, 1872); A. W. Smith,
+  Feb. 11, 1862; D. R. Pratt. Oct. 16, 1860; W. S. Hudson, April 5,
+  18[digits missing] and May 10, 1864.
+
+  DRAWINGS FURNISHED AND LICENSES GRANTED ON APPLICATION.
+
+  A. F. SMITH, President.     M. F. MOORE, Sec'y and Agent
+  ALBERT BRIDGES. Treas.         No 46 Cortlandt st. N. Y.
+
+FIGURE 12.--Notice of the Locomotive Safety Truck Company listing the
+patents held by it. From _Railroad Gazette_, March 3, 1876.]
+
+John L. Whetstone on April 10, 1860, obtained U.S. patent 27850, which
+strikingly anticipated the plan Hudson was to develop four years
+later.[22] Whetstone did not use a Bissell truck and was in fact more
+concerned in relieving the excess weight, often a 50% overload, from the
+front axle of 0-6-0 locomotives and in distributing a portion of that
+weight to a pony truck. His arrangement may be readily understood from
+the patent drawing in figure 9. Probably the best features of the design
+was the transverse H-beam that connected the spring hangers to the truck
+frame, which in this case also served as the equalizing lever (note that
+the ball "C" acts as the fulcrum).
+
+Hudson made use of this same device but in a more practical manner. He
+found that while the Bissell pony truck could satisfactorily adjust
+itself laterally and could lead the locomotive around curves, it could
+not handle the varying loads imposed upon it by the rough trackage
+typical of American railroads. At one moment an undue amount of weight
+would fall upon the truck because the drivers were over a depression in
+the roadbed. This condition overloaded the truck's springs and also
+resulted in a momentary loss of adhesion, causing the drivers to slip.
+Conversely, when the truck hit a depression too much weight was thrust
+upon the driving wheels, and broken springs or other damage might
+result.
+
+Hudson's ingenious remedy to this problem was simple and straightforward
+(see fig. 10). A heavy equalizing lever that connected the truck to the
+springs of the front driving wheels was placed on the longitudinal
+centerline of the locomotive, with the fulcrum under the cylinder
+saddle. Thus the truck and front driver reacted together to all the
+inequalities and shocks offered by the roadbed.
+
+In October of 1863, under Hudson's direction, two 2-6-0's equipped with
+Bissell trucks were built at the Rogers Works for the New Jersey
+Railroad and Transportation Company. Probably some fault was found with
+the suspension of these machines, numbered 35 and 36, for the next
+2-6-0, numbered 39, built for the New Jersey road was equipped with
+Hudson's equalizer. This engine, completed in January 1865, is believed
+to be the first Mogul so equipped.[23]
+
+The Locomotive Engine Safety Truck Company (see fig. 11) was formed in
+the 1870's, with A. F. Smith as president, to exploit the patents of
+Bissell, Smith, and Hudson. For several years notices appeared in the
+columns of the _Railroad Gazette_ reporting suits by the Company against
+various railroads and locomotive builders for unauthorized use of their
+patents. The _Gazette_ of May 29, 1875, carries a protest of the Company
+against the Manchester Locomotive Works for unlicensed use of Smith's
+patent of 1862. In the issue of August 28, 1875, is reported the
+Company's success in establishing the validity of Smith's patent:
+
+    Some important settlements for the use of the patent have lately
+    been made with the company, one of them being with the Western
+    Railroad Association, whose headquarters are at Chicago, which
+    includes the principal western roads. Through this the company
+    receives its royalty on several hundred locomotives.
+
+
+IN SUMMARY
+
+It can be stated that Hudson's modification of the Bissell truck is of
+unquestioned importance, for without the introduction of the equalizer
+it is doubtful if the 2-wheel pony truck would have been a complete
+success on American railroads. Bissell's 4-wheel truck was extensively
+employed, but it did not enjoy the universal popularity of the 2-wheel
+truck, and in the 1880's was eclipsed by other forms of 4-wheel safety
+trucks. The Hudson-Bissell pony truck, however, survived in its basic
+form to recent times, when, in the late 1940's and early 1950's, the
+last steam locomotives were constructed in this country.
+
+
+   1. Three-point suspension in a 4-2-0 was easily gained--the center
+      plate of the truck and the two bearings of the driving wheel axle.
+      On a 4-4-0 the center plate served as one point, while the fulcrum
+      of each equalizing lever served as the other two points, thus
+      providing the desirable and highly stable 3-point suspension.
+
+   2. _American Railroad Journal_, 1853, vol. 9, p. 427.
+
+   3. Connecting both truck axles with an equalizing lever so that they
+      acted in sympathy with each other also did much to prevent
+      derailments on rough trackage.
+
+   4. Bissell states in the patent specification that inclined planes
+      had been previously applied to railroad car trucks. His claim
+      rested on the application of this device to locomotive trucks.
+
+   5. From a sworn statement of G. M. Milligan dated July 2, 1857. This
+      along with letters, petitions, receipts, and other such material
+      quoted in this discussion are from the Patent Office papers housed
+      in the National Archives, Washington, D.C. (hereafter referred to
+      as Patent Office papers).
+
+   6. The _Lebanon_ was a 4-4-0, used in freight service, that had been
+      built by the New Jersey Locomotive and Machine Company in December
+      1855.
+
+   7. Letter dated July 2, 1857, from S. L. Moore (Patent Office papers).
+
+   8. Statement cited in footnote 5.
+
+   9. Letter dated July 11, 1857, Charles Mason to Levi Bissell (Patent
+      Office papers).
+
+  10. _American Railway Review_, February 9, 1860, vol. 2, p. 71.
+
+  11. U.S. patent 34377, February 11, 1862.
+
+  12. Davenport & Bridges, car builders of Cambridge, Massachusetts, in
+      1841, obtained a U.S. patent for a swing-beam truck.
+
+  13. Gustavus Weissenborn in his authoritative _American Locomotive
+      Engineering and Railway Mechanism_ (New York, 1871, p. 131),
+      stated that when in use the V's soon acquired a polished surface
+      which seemed to defy wear.
+
+  14. U.S. patent 42662, May 10, 1864.
+
+  15. _Engineering_, July 12, 1867, vol. 4, p. 29.
+
+  16. John Headden, master mechanic of the New Jersey Railroad and
+      Transportation Company, built at the road's Jersey City shops
+      several locomotives equipped with Hudson's variety of the Bissell
+      truck. Headden, upon the death of Hudson, succeeded him in 1881 as
+      superintendent of the Roger Works.
+
+  17. It is believed that Harrison, Winans and Eastwick made one of the
+      first uses of a 2-wheel radial truck on a 2-6-0 built at the
+      Alexandrovsky Arsenal, St. Petersburg, in 1844-46. The success or
+      exact particulars of these machines is unknown. See John Jahn,
+      _Die Dampflokomotive in Entwicklungsgeschichtlicher Darstellung
+      Ihres Gesamtaufbaues_, Berlin, 1924, p. 239; Richard E. Peunoyer,
+      "Messrs. Harrison, Winans & Eastwick, St. Petersburg, Russia,"
+      _Railway and Locomotive Historical Society Bulletin_ no. 47,
+      September 1938, p. 46; and Joseph Harrison, Jr., _The Locomotive
+      Engine, and Philadelphia's Share in its Early Improvements_,
+      Philadelphia, 1872, p. 52.
+
+  18. Zerah Colburn, _Locomotive Engineering and the Mechanism of
+      Railways_, ..., London, 1871, p. 99. Zerah Colburn (1832-1870) was
+      one of the best informed and most vocal authorities on 19th-century
+      American locomotive construction. He not only designed advanced
+      machines while working at the New Jersey Locomotive Works but also
+      advocated many reforms in locomotive design. He published the
+      _Railroad Advocate_ in New York City for several years. In 1858 he
+      became editor of _The Engineer_ and in 1866 founded the technical
+      journal _Engineering_.
+
+  19. _American Railway Review_, June 8, 1860, vol. 2, p. 392. Holley
+      was a well known authority on locomotive engineering and the
+      author of several books on the subject.
+
+  20. _Engineering_ May 11, 1866, vol. 1, p. 313. By this time (1866),
+      the Eastern Counties Railway had become part of the Great Eastern
+      system.
+
+  21. _American Railway Review_ July 26, 1860, vol. 2, p. 38.
+
+  22. Whetstone was chief designer for Niles & Co., a Cincinnati
+      locomotive builder. His invention apparently did not receive a
+      test, since the company closed shortly before the patent was
+      granted. No other builder seemed interested.
+
+  23. Paul T. Warner, "Mogul Type Locomotives," _Railway and Locomotive
+      Historical Society Bulletin_ no. 100, April 1959.
+
+
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1961
+
+For sale by the Superintendent of Documents, U.S. Government Printing
+Office, Washington 25, D.C.--Price 20 cents
+
+
+
+
+
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