IMPROVEMENTS IN TRUcks for RAILWAY ROLLING STOCK
Year: 1878

page_text: LETTERS PATENT to Louis Sterne, of Victoria Chambers, in the City of West-
ninster, Engineer, for the Invention of "IMPROVEMENTS IN TRUcks for
RAILWAY ROLLING STOCK." A communication from abroad by Ernest
Richard Esmond, of New York, in the United States of America.
Sealed the 14th March 1879, and dated the 17th September 1878..
PROVISIONAL SPECIFICATION left by the said Louis Sterne at the Office
of the Commissioners of Patents on the 17th September 1878.
_LOUIS STERNE, of Victoria Chambers, in the City of Westminster, Engineer.
"IMPROVEMENTS IN TRUCKS FOR RAILWAY ROLLING STOCK." [A communication
from abroad by Ernest Richard Esmond, of New York, in the United States of
America.]
The objects of this Invention are, first, to receive all the lateral motion produced
by irregularities in the rails singly on each pair of wheels and their connecting axle
and boxes, to prevent its transmission to the truck frame. '
The ordinary construction compels the truck frame to move laterally with each
movement of any given pair of wheels, which greatly increases the violence of the
concussion on the rail and rolling stock, and tends to carry the shock up to the car
body. A second object of this Invention is to modify and soften the force of con-
cussion and disturbances in the position of the truck lengthwise relatively to the
rail. The mode of connection allows freedom for the truck to move forward and
backward within considerable limits relatively to the car. It is a means additional
to the springs and other devices introduced to soften the concussions of the car
arising from the passage of the wheels over any obstacle or irregularity. A third
object of this Invention is to modify and improve the provisions for swivelling or
turning partially around of the truck relatively to the car. This has heretofore
been effected by friction plates and king bolts; the present Invention dispenses
with both.
By reason of this Invention as a whole all of the communications of shocks or
motions laterally, vertically, or longitudinally from the rails are received by the car'

page_text: :
not in direct lines but in angular lines. This Invention avoids all friction due to
ordinary centre-bearing plates.
In diverging from straight lines at a high rate of speed this Invention brings the
gravity of the truck and cars (by its connection upon the axles) to an active oppo-
sition to the centrifugal force which relieves in great part or entirely the outside
rail from such force.. In rounding curves it pushes or pulls (as the case may be)
between the centre of the truck and the wheel upon the outside rail of the curve,
and such pulling or pushing together with the active resistance of the gravity of the
car truck to the centrifugal force tends to keep the axles of the truck to parallel
lines to such centrifugal force or radius of the curve, and relieves the outside rail
from doing the same.
I will now describe, with the aid of the annexed Drawings, what are considered
to be the best means of carrying out the Invention.
Figure 1 is a side elevation partly in section. It shows the truck complete with
a small portion only of the body of the car. Figure 2 is an end view of the same,
partly in section. It represents the forward and nearest pair of wheels as having
been thrown suddenly to one side by some irregularities of the rails not shown.
Figure 3 is a plan view upon a larger scale, showing the parts which serve in con-
necting the truck to the car body. It represents the parts as they appear when the
car is moving upon a switch or travelling upon a curve which throws the truck
into an extreme angular position relatively to the car body.
The Figures show the novel parts with so much of the ordinary parts as is
necessary to indicate their relations thereto.
Similar letters of reference indicate corresponding parts in all the Figures.
The forward pair of wheels is marked A¹, A¹, and the axles a³, a'. They are of
the ordinary construction, and rigidly connected. The after wheels A2, A2, are
similarly connected by the axle a². The overhanging end of each supports a box C,
with only the ordinary slight amount of end play. The truck body is formed of a
stout hollow cross beam M, with two longitudinal beams M', M¹, the ends of which
beams are turned and receive the lower ends of the laterally-swinging links or
pendulous rods E. There are two of these rods at each of the bearings mounted at
such sufficient distance apart to enclose a box C between them, rubbing smoothly
against the plane front and rear sides of the box C. Their upper ends engage with
a-short bearing bar D, which rests in a longitudinal channel formed in the top of
the bearing box C, and is firmly confined. The projecting ends of the beam M³, as
also both ends of the rod or shaft D, are secured by nut and jam nut, or other
sufficient means, as will be understood, so that the links E are held with little or no
looseness but with freedom to swing laterally to a considerable extent. The weight
of the car being supported by any suitable ineans upon the truck, and tending with
all its gravity to hold the links or pendulous rods E vertical, any force, as an
irregularity in the rails, may move either pair of wheels temporarily to one side or
the other, without other effect than simply throwing into an inclined position the
links E on each side, which connect that pair of wheels to the truck. Of course if
that position is long maintained gravity will induce the truck and the car to follow
it, but if only temporarily maintained, as in the case of passing a bad joint or
other irregularity in the rails, the wheels will be returned again to their usual
position, and not only will the car not be disturbed in its position by a temporary
side movement of one pair of wheels, but the truck itself will remain similarly
undisturbed.
In passing a temporary obstruction or irregularity in the rails each pair of wheels
will jump independently to one side, not at the same time, but at different times,
and immediately return, and the truck and all the parts depending thereon, will
remain undisturbed.
I can, if desired, introduce the ordinary swinging bolster suspended by links in
the hollow cross-beam M, and thereby allow the ordinary lateral motion of the car
body relatively to the truck, but this will probably never be necessary. 'I propose
ordinarily to employ simply springs p in the hollow cross beam M, so as to support

page_text: a piece P elastically, which latter receives the weight of the car in a peculiar manner
as will be now explained.
'
I provide for allowing the car body and truck to move forward and backward
relatively to each other within considerable limits, I thereby obtain a softening of
all the concussions and shocks experienced by the truck in rolling over the road.
Many of the irregularities of the rails, and even the passage over small obstacles
as a spike or the like lying on the rail will induce but a slight disturbance in the
position and motion of the car, being all absorbed in an irregular motion of the
truck alone.
I suspend the car body to the piece T¹ by means of links, which under all
ordinary circumstances are standing at some inclination to the vertical, either
forward or backward, and the transmission of shocks vertically through this mode
of connection is greatly softened.
I fit in the top of the cross beam P a hollow frame P' having strong uprights or
eyes P2, one on each side. A stout cross bolt X connects these eyes, and receives
links W, which hang down in the cavity in the casting or frame P¹ extending
nearly to the bottom thereof. The bottoms of these links are connected by a cross
rod or bolt Y, which latter receives the load of the car at points close to the
links W by means of stout arms or brackets T2, which are formed to swing clear of
the cross piece X by providing large openings as represented, this provision for the
extension of the brackets T2 down past the rod X without touching it is not
essential; but it is vital to the full success of this part of the Invention that the
brackets T2, which it will be understood are fast on the cross piece T' rigidly
connected to the car body, not shown, shall be free to move forward and backward
within considerable limits by the swinging links W. These brackets are also free
to be moved forward and backward relatively to each other to accommodate a
swivelling motion of the truck relatively to the car body, as will be now explained.
The point of connection of the links W to the rod X at the top, and to the rod Y
at the bottom are not plane cylindrical holes, they are holes rounded as represented
so as to allow a considerable twisting motion. When the car truck from any cause
is swivelled or turned partially around relatively to the body, and conversely when
the car body is swivelled around upon the truck, the brackets T² are obviously
raised, the one forward and the other backward relatively to the truck. This
movement induces a swinging of the pair of links W which belong to this truck in
opposite directions, the one inclining forward at the bottom, and the other inclining
backward at the bottom. Under ordinary conditions of a smooth rail and little
resistance the amount of these inclinations in the opposite directions will be equal,
or about equal, but under other conditions, as when there is snow or other
considerable resistance; the inclinations may be widely varied. The conditions in
regard to the equality of the inclinations when the truck is swivelled are much the
same, as with regard to the inclinations of both links backward from the bottom
when the car is running on a straight line of rail. The cars being drawn by their
bodies there is ordinarily the slight resistance of the friction of the truck to induce
an obliquity of the suspending links, but it is very slight. When in any case (as
the inertia of the truck in starting) a considerable resistance from any obstacle or
other temporary or permanent cause induces a greater holding back of the truck,
the inclination of the links backward will increase, but there is always the weight
of the car depending on the links, and tending by the full effect of its gravity to
hold the truck in or near the central position relatively to the brackets T3 through
which the weight of the body of the car is transmitted.
In a swivelling motion of the truck relatively to the car the links W are not only
thrown forward or backward in directions opposite to each other, but there is a
tortional condition of the parts for which I have provided by the peculiar form of
the openings in the links W. When the truck is swivelled the rod X stands at an
angle to the rod Y. The link W could not embrace both these rods if provided
simply with plane cylindrical holes. By the form of the hole w I allow the link W
to swivel around relatively to either the rod X or the rod Y, or to both; under

page_text: •
.ordinary conditions the links W will twist partially around as the truck turns
relatively to the car body, and will assume a position not only inclined in the
required degree, but also turned partly around laterally; its position in this latter
respect will be a mean between what may be called its proper position relatively
to the truck, and what may be called its proper or easiest position relatively to the
car; it will assume a. position conforming approximately to the direction of both
the bolts X and Y.
The effect of the arrangement is to allow not only a forward and backward
movement of the truck and car body relatively to each other with a tendency to
return to the mean position due to the constant action of the gravity of the car,
but also the freedom of the truck and the car body to swivel or turn around
relatively to each other with the same constant tendency of these parts to assume
the mean or straight position relatively to each other.
Any excess of motion of the car body in any direction is prevented by means of
the brackets T2 coming against the front or rear faces of the frame P¹, but under all
ordinary circumstances the weight pulling down on the links W will hold them
clear.
I can if desirable in any case dispense with the slots or openings in the bracket
pieces T2 by employing a pair of short rods strongly held in the respective eyes P2
to support the pendulum levers W in place of the continuous rod X.
Modifications may be made. I propose under ordinary circumstances to exchange
the whole of the bolts X and Y and the links W when they become seriously worn,
but I can introduce removable bearing pieces in the links W which may be removed
and new ones substituted as the first become worn, or I can employ connections
with ball or other swivelling joints with provisions for oiling.
Certain parts of the Invention may be useful without the others, thus I can use the
laterally swinging links E and their connections without necessarily using the central
links W and their connections, or the reverse. But I consider it important that both
be used together. By this combination I attain a support for the car body which,
independent of the springs p, will of itself greatly soften the shocks in every direction.
The car is always supported on links more or less inclined, and vertical shocks can
at least in part be absorbed by simply increasing the inclination of these links.
The strong tendency (due to the gravity of the car) to a central position on the
rails insures against a too great disturbance of the position, while the freedom to
move laterally by the swinging links E, and forward and backward, and also
swivelling around by the links W makes it certain that the motions shall be trans-
mitted gently to the car body, while the springs may be employed in addition to
further distribute and soften the shocks.
It will be understood that in turning a curve equally with the movement in a
straight line, the gravity of the car body tends to cause the car to assume and
maintain a central position on each truck, but in swinging around a curve the
centrifugal force which tends to move the car body outward or over the outer rail,
if it be insufficiently counteracted by the elevation of the outer rail, may move the
car body outward, but always at the expense of lifting it by the inclination assumed
by the links E, so also the act of swivelling the truck around is allowed for at the
expense of lifting the car body somewhat by the inclination of the links W, but
these effects tend to bring the parts back to the central position again, and will so
bring it when the car again reaches a straight portion of the way. Care must be
taken to give sufficient length to these links, and to so proportion all the parts, that
this tendency will be neither too much nor too little. In case the elevation of the
outer rail on a curve is more than sufficient to balance the centrifugal force, as will
ordinarily be the case while the car is moved around a curve very slowly, particu-
larly if it is near the forward end of a long train, and subject to a severe pull by
the locomotive forward, and of the resistance of the train behind, both pulling at an
inclination tending toward the inner side of the curve. The links E may accom-
modate this by swinging inward. Both the motions outward and inward on the
curve will be performed by the links W with all the advantage due to the ordinary

page_text: swinging links and swinging bolster, while the arrangement gives also the
additional advantage above pointed out, of the freedom of each pair of wheels with
its axle to move independent of the other.
A fact to which considerable importance is attached in practice is the constant
trueing" of the position of the axles on the rails due to the peculiar relations of
the laterally swinging links E to the side of the boxes C.
I make the links E of considerable width, and cause them to apply broadly and
closely against the correspondingly planed faces of the boxes adjacent. If under any
conditions the truck shall be immaterially racked so that the axles a¹, a', stand in a
position not parallel to the radial line of the curve in the line, a single swing of the
links W to one side or the other will, by the action of the links E against the boxes
C, force the wheels to slip instantly on the rail, and bring the axles both to their
true position, that is to say, not only parallel to each other, which position they
necessarily all the time maintain, but also parallel to a line drawn squarely across
the rails, or what is the same thing, to the radial line of the curve.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Louis Sterne in the Great Seal Patent Office on the 17th March
<1879.
f
LOUIS STERNE, of Victoria Chambers, in, the City of Westminster, Engineer.
"IMPROVEMENTS IN TRUCKS FOR RAILWAY ROLLING STOCK." A communication
from abroad by Ernest Richard Esmond, of New York, in the United States of
America.
The objects of this Invention are:-First. To receive all the lateral motion pro-
duced by, irregularities in the rails singly on each pair of wheels and their connecting
axle and; boxes to prevent its transmission to, the truck, frame.
The ordinary, construction compels, the truck frame i to, move laterally, with each
movement of any given pair.of.wheels, which greatly increases the,violence of the con-
cussion on the rail and rolling stock, and tends to carry the shock up to the car body.
A second object of this Invention is to modify and soften the force of concussions
and disturbances in the position of the truck lengthwise relatively to the rail. The
mode of connection allows freedom for the truck to move forward and backward
within considerable limits relatively to the car. It is a means additional to the
springs and other devices introduced to soften the concussions of the car arising
from the passage of the wheels over any obstacle or irregularity.
A third object of this Invention is to modify and improve the provisions for
swivelling or turning partially around of the truck relatively to the car. This has
heretofore been effected by friction plates and king bolts; the present Invention
dispenses with both.
By reason of this Invention as a whole all the communications of shocks or
motions laterally, vertically, or longitudinally from the rails are received by the car
not in direct lines, but in angular lines. This Invention avoids all friction due to
ordinary centre bearing plates.
In diverging from straight lines at a high rate of speed this Invention brings the
gravity of the truck and cars (by its connection upon the axles) to an active
opposition to the centrifugal force, which relieves in great part or entirely the outside
rail from such force. In rounding curves it pushes or pulls (as the case may be)
between the centre of the truck and the wheel upon the outside rail of the curve,
and such pulling or pushing, together with the active resistance of the gravity of
the car truck to the centrifugal force, tends to keep the axles of the truck to parallel
lines to such centrifugal force or radius of the curve, and relieves the outside rail
from doing the same.
I will now describe, with the aid of the annexed Drawings, what are considered
to be the best means of carrying out the Invention.
Figure 1 is a side elevation partly in section. It shows the truck complete, with
a small portion only of the body of the car. Figure 2 is an end view of the same
partly in section. It represents the forward and nearest pair of wheels as having
been thrown suddenly to one side by some irregularities of the rails not shewn.
Figure 3 is a plan view upon a larger scale, shewing the parts which serve in con-
necting the truck to the car body. It represents the parts as they appear when the
car is moving upon a switch or travelling upon a curve which throws the truck
into an extreme angular position relatively to the car body.
The Figures shew the novel parts, with so much of the ordinary parts as is
necessary to indicate their relations thereto.
Similar letters of reference indicate corresponding parts in all the Figures.
The forward pair of wheels is marked A', A¹, and the axles a¹, a¹. They are of :
the ordinary construction and rigidly connected. The after wheels A2, A2, are
similarly connected by the axle a². The overhanging end of each supports a box C
with only the ordinary slight amount of end play.
The truck body is formed of a stout hollow cross beam M with two longitudinal

page_text: beams M², M, the ends of which beams are turned, and receive the lower ends of
laterally swinging links or pendulous rods E. There are two of these rods at each
of the bearings, mounted at such sufficient distance apart to enclose a box C between
them, rubbing smoothly against the plane front and rear sides of the box C. Their
upper ends engage with a short bearing bar D, which rests in a longitudinal channel
formed in the top of the bearing box C, and is firmly confined. The projecting ends
of the beam M₁, as also both ends of the rod or shaft D, are secured by nut and
jam nut, or other sufficient means, as will be understood, so that the links E are held
with little or no looseness, but with freedom to swing laterally to a considerable extent.
The weight of the car being supported by any suitable means upon the truck, and
tending with all its gravity to hold the links or pendulous rods E vertical, any force,
as an irregularity in the rails, may move either pair of wheels temporarily to one side
or the other without other effect than simply throwing into an inclined position the
links E on each side which connect the pair of wheels to the truck. Of course if that
position is long maintained gravity will induce the truck and the car to follow it, but
if only temporarily maintained, as in the case of passing a bad joint or other irregu-
larity in the rails, the wheels will be returned again to their usual position, and not
only will the car not be disturbed in its position by a temporary side movement
of one pair of wheels, but the truck itself will remain similarly undisturbed.
In passing a temporary obstruction or irregularity in the rails each pair of wheels
will jump independently to one side, not at the same time, but at different times,
and immediately return, and the truck, and all the parts depending thereon, will
remain undisturbed.
I can if desired introduce the ordinary swinging bolster, suspended by links in
the hollow cross beam M, and thereby allow the ordinary lateral motion of the car
body relatively to the truck, but this will probably never be necessary. I propose
ordinarily to employ simply springs p in the hollow cross beam M, so as to support
a piece P elastically, which latter receives the weight of the car in a peculiar
manner, as will be now explained.
I provide for allowing the car body and the truck to move forward and backward
relatively to each other within considerable limits. I thereby attain a softening of
all the concussions and shocks experienced by the truck in rolling over the road.
Many of the irregularities of the rails, and even the passage over small obstacles, as
a spike, or the like, lying on the rail, will induce but a slight disturbance in the
position and motion of the car, being all absorbed in an irregular motion of the
truck alone.
I suspend the car body to the piece T¹ by means of links, which under all
ordinary circumstances are standing at some inclination to the vertical, either
forward or backward, and the transmission of shocks vertically through this mode
of connection is greatly softened.
I fit in the top of the cross beam P a hollow frame P', having strong uprights or
eyes P, one on each side. A stout cross belt ✗ connects these eyes and receives
links W, which hang down in the cavity in the casting or frame P¹, extending
nearly to the bottom thereof. The bottoms of these links are connected by a cross
rod or bolt Y, which latter receives the load of the car at points close to the links W
by means of stout arms or brackets T2, which are formed to swing clear of the cross
piece X by providing large openings, as represented.
This provision for the extension of the brackets T2 down past the rod X without
touching it is not essential. But it is vital to the full success of this part of the
Invention that the brackets T2 which it will be understood are fast on the cross piece
T rigidly connected to the car body not shewn, shall be free to move forward and
backward within considerable limits by the swinging links W. These brackets are
also free to be moved forward and backward relatively to each other to accommodate
a swivelling motion of the truck relatively to the car body as will be now explained.
The point of connection of the links W to the rod X at the top and to the rod Y at
the bottom are not plane cylindrical holes; they are holes rounded as represented
so as to allow a considerable twisting motion. When the car truck from any cause

page_text: is swivelled or turned partially around relatively to the body, and conversely when
the car body is swivelled around upon the truck, the brackets T2 are obviously
raised the one forward and the other backward relatively to the truck. This move-
ment induces a swinging of the pair of links W which belong to this truck in
opposite directions; the one inclining forward at the bottom and the other inclining
backward at the bottom. Under ordinary conditions of a smooth rail and little
resistance the amount of these inclinations in the opposite directions will be equal
or about equal, but under other conditions, as when there is snow or other consider-
able resistance, the inclinations may be widely varied. The conditions in regard to
the equality of the inclinations when the truck is swivelled are much the same as
with regard to the inclinations of both links backward from the bottom when the
car is running on a straight line of rail. The cars being drawn by their bodies
there is ordinarily the slight resistance of friction of the truck to induce an obliquity
of the suspending links, but it is very slight. When in any case (as in the inertia
of the truck in starting) a considerable resistance from any obstacle or other
temporary or permanent cause iuduces a greater holding back of the truck the
inclination of the links backward will increase; but there is always the weight of
the car depending on the links and tending by the full effects of its gravity to
hold the truck in or near the central position relatively to the brackets T2 through
which the weight of the body of the car is transmitted.
In a swivelling motion of the truck relatively to the car the links W are not
only thrown forward or backward in directions opposite to each other, but there is
a tortional condition of the parts for which I have provided by the peculiar form
of the openings in the links W. When the truck is swivelled the rod X stands at
an angle to the rod Y. The link W could not embrace both these rods if provided
simply with plane cylindrical holes. By the form of the hole w I allow the link W
to swivel around relatively to either the rod X or the rod Y, or to both. Under
ordinary conditions the links W will twist partially around as the truck turns
relatively to the car body, and will assume a position not only inclined in the
required degree but also turned partly around laterally. Its position in this latter
respect will be a mean between what may be called its proper position relatively to
the truck and what may be called its proper or easiest position relatively to the
car. It will assume a position conforming approximately to the direction of both
the bolts X and Y.
The effect of the arrangement is to allow not only a forward and backward move-
ment of the truck and car body relatively to each other with a tendency to return
to the mean position due to the constant action of the gravity of the car, but also
the freedom of the truck and the car body to swivel or turn around relatively to
each other with the same constant tendency of these parts to assume the mean or
straight position relatively to each other.
Any excess of motion of the car body in any direction is prevented by means of
the brackets T2 coming against the front or rear faces of the frame P¹, but under all
ordinary circumstances the weight pulling down on the links W will hold them
clear. I can if desirable in any case dispense with the slots or openings in the
bracket pieces T2 by employing a pair of short rods strongly held in the respective
eyes P² to support the pendulum levers W in place of the continuous rod X.
Modifications may be made.-I propose under ordinary circumstances to exchange
the whole of the bolts X and Y and the links W when they become seriously worn;
but I can introduce removable bearing pieces in the links W which may be removed
and new ones substituted as the first become worn, or I can employ connections
with ball or other swivelling joints with provisions for oiling.
Certain parts of the Invention may be useful without the others, thus I can use
the laterally swinging links E and their connections without necessarily using the
central links W and their connections, or the reverse. But I consider it important
that both be used together. By this combination I attain a support for the car
body, which independent of the springs p will of itself greatly soften the shocks in
every direction. The car is always supported on links more or less inclined, and

page_text: vertical shocks can at least in part be absorbed by simply increasing the inclination
of these links. The strong tendency (due to the gravity of the car) to a central
position on the rails insures against a too great disturbance of the position, while
the freedom to move laterally by the swinging links E, and forward and backward,
and also swivelling around by the links W, makes it certain that the motions shall
be transmitted gently to the car body, while the springs may be employed in
addition to further distribute and soften the shocks.
It will be understood that in turning a curve equally with the movement in a
straight line, the gravity of the car body tends to cause the car to assume and
maintain a central position on each truck; but in swinging around a curve; the
centrifugal force which tends to move the car body outwards or over the outer rail,
if it be sufficiently counteracted by the elevation of the outer rail, may move the
car body outward, but always at the expense of lifting it by the inclination
assumed by the links E. So also the act of swivelling the truck around is allowed
for at the expense of lifting the car body somewhat by the inclination of the
links W; but these effects tend to bring the parts back to the central position
again, and will so bring it. when the car again reaches a straight portion of the way.
Care must be taken to give sufficient lengtli to tliese links, and to so proportion all
the parts, that this tendency will be neither too much nor too little. In case the
elevation of the outer rail on a curve is more than sufficient to balance the
centrifugal force, as will ordinarily be the case while the car is moved around a
curve very slowly, particularly if it is near the forward end of a long train, and
subject to a severe pull by the locomotive forward, and of the resistance of the
train behind, both pulling at an inclination tending toward the inner side of the
curve, the links E may accommodate this by swinging inward. Both the motions
outward and inward on the curve will be performed by the links W, with all the
advantage due to the ordinary swinging links and swinging bolster, while this
arrangement gives also the additional advantage above pointed out of the freedom
of each pair of wheels, with its axle to move independent of the other.
A fact to which considerable importance is attached is the constant "trueing" of
the position of the axles on the rails, due to the peculiar relations of the laterally
swinging links E to the side of the boxes C.
I make the links E of considerable width, and cause them to apply broadly and
closely against the correspondingly planed faces of the box adjacent. If under any
conditions the truck shall be iminaterially racked so that the axles a', a², stand in
a position not parallel to the radial line of the curve in the line, a single swing of
the links W to one side or the other will by the action of the links E against the
boxes C force the wheels to slip instantly on the rail, and bring the axles both to
their true position, that is to say, not only parallel to each other, which position
they necessarily all the time maintain, but also parallel to a line drawn squarely
across the rails, or what is the same thing to the radial line of the curve.
And having now described the nature of the said Invention and in what manner
the same is to be performed, I declare that I claim as the "Improvements in Trucks
for Railway Rolling Stock,"
First. Constructing trucks with two or more pairs of wheels A', A², A², A², each
capable of moving independently to the right or left in combination with means,
substantially as specified for causing the weight of the car to induce a central or
mean position of the wheels and the truck relatively to each other, as herein
specified.
Second. Constructing trucks with pendulum rods or links E introduced between
the truck frame and each pair of wheels, so as to suspend the truck and the
superincumbent load pendulum-wise, and thereby to allow each pair of wheels to
move sideways or laterally to the truck with an inclination to maintain the central
position with little friction or wear, as herein specified.
Third. The specific construction shewn in which the links E are connected by.
their upper ends to rods or shafts D across the top of the boxes C, and at the
bottom to the longitudinal arms or beams M¹ of the truck, as herein specified.

page_text: Fourth. Constructing trucks with the axles connected to the trucks so as to be
unyielding in the line of travel, but with provision to yield laterally in opposition
to the gravity of the car, which latter tends to maintain the central position of the
parts, substantially as and for the purposes herein specified.
Fifth. The mode of connection specified between a car truck or a part moved
therewith and the car body or a part moved therewith, whereby the truck and body
are free to move forward and backward to limited extents relatively to each other
in opposition to the gravity of the car, which tends to maintain the central
position of the parts, substantially as and for the purposes herein specified.
Sixth. The construction of the car truck shewn with a centre plate or bearing
piece T', supported on a truck by means of eyes P2, pendent links W, and axes.or
transverse pins X, Y, or their equivalents, as herein set forth.
Seventh. The mode of connection specified between a car truck and a car body,
whereby the two are allowed to swivel relatively to each other with a tendency to
return to a straight line with each other due to the gravity of the car, as herein
specified.
Eighth. The construction of car truck shewn having a plate. or bearing piece T
supported centrally by means of links W, free both to swing and to swivel in com-
bination with eyes or supports P2 on the truck and bracket pieces T2 on the car, so
that the car is suspended at low points by means of pendant links or bars, with
capability of both fore and aft and swivelling motions, as herein specified.
Ninth. Constructing trucks with the body of the car connected to the truck, so
as to be unyielding or nearly so in a line lateral to the line of travel of the car, but
with provision to swing or yield in the direction of the travel of the car, as herein
set forth and for the purposes described.
In witness whereof, I, the said Louis Sterne, have hereunto set my hand and
seal, this Fifteenth day of March, One thousand eight hundred and seventy-
nine.
L. STERNE. (LS.)