. Principles of railroad transportation . Lancaster Engine and Train, Run on Pennsylvania State Railroad, 1834 swivel through several degrees and enabled the engine toround sharp curves. The swiveling truck seems to havebeen thought of by several people about the same Winans, of Baltimore, used it under a passengercoach in 1831. The same year he placed a truck underthe forward part of a locomotive. In 1831, moreover, 50 RAILROAD TRANSPORTATION the truck principle was applied to two locomotives builtin New York. One was designed by Horatio Allen, whilechief engineer of the Charleston
. Principles of railroad transportation . Lancaster Engine and Train, Run on Pennsylvania State Railroad, 1834 swivel through several degrees and enabled the engine toround sharp curves. The swiveling truck seems to havebeen thought of by several people about the same Winans, of Baltimore, used it under a passengercoach in 1831. The same year he placed a truck underthe forward part of a locomotive. In 1831, moreover, 50 RAILROAD TRANSPORTATION the truck principle was applied to two locomotives builtin New York. One was designed by Horatio Allen, whilechief engineer of the Charleston and Hamburg Railroad,and the other by John B. Jervis, chief engineer for theMohawk and Hudson Railroad. The engine planned byJervis was more in accordance with subsequent designs,. First Campbell Locomotive, 183G to the locomotive having four connected driving wheels anda four-wheeled truck. The first engine of this design wasbuilt in 1836 by James Brooks for Henry R. Campbell, bothof Philadelphia. This speedily became the prevailing de-sign for the passenger service, and has remained until thepresent day the approved form of passenger locomotive,except when special conditions require the use of a loco-motive of a different type. One essential feature of the locomotive awaited intro-duction until 1837, and that was the use of equalizingbeams by means of which the weight on the driving wheels TRACK AND LOCOMOTIVE DEVELOPMENT 51 ceases to be affected by the inequalities of the elevationin the track. Since 1837 locomotives have been so con-structed that each driving wheel can have a vertical motionindependent of the other wheels, and can so move withoutchanging very greatly the pressure imposed by the wheelon the track. Equalizing beams were first used in theHercul
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