t 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 lat