the highly successful Mogul and Consolidation types of locomotives. '55' 

 The other patent (33760, November 19, 1861) concerned a modi- 

 fication of Sellers' grade-climbing locomotive in which the center 

 rail was eliminated and the adhesion wheels gripped one of the 

 running rails. The proposed engine had two sets of gripper wheels, 

 employed an extraordinary number of gears, and, considering the 

 tremendous overhang of the machinery on one side of the engine, 

 was a doubtful improvement on Sellers' patent of 1850."'" In fact, 

 Sellers had dismissed this idea as impractical many years earlier. 

 Whetstone's mechanical ability was by no means always praise- 

 worthy : many of his ideas were impractical, and his preference for 

 full graphic layouts over mathematical calculation of mechanical 

 problems suggests an innocence of analytical competence, even 

 though the practical values of full-size layouts are still recognized 

 today. But Whetstone's innovations are of importance in dispelling 

 the misconception that midwestern builders were unimaginative 

 imitators of established eastern builders. While the Cincinnati 

 builders, notably Niles, showed some originality, they did have the 

 good sense to follow the better practices of the more advanced 

 eastern builders. Particularly influential were the shops located at 

 Paterson, New Jersey, such as Rogers and the New Jersey Locomo- 

 tive and Machine Works, whose use of wagon-top boilers, wide- 

 spread trucks, outside connections, etc., was favored by the Cincin- 

 nati builders. Certain advances in the design of the Cincinnati 

 locomotives can be traced to the drafting boards of such gifted 

 eastern engineers as Walter McQueen, W. S. Hudson, and William 

 Mason, to name but a few. Also, several superintendents of mid- 

 western shops were trained in the East: James Tull of Palm & 

 Robertson apprenticed at Norris, and James Water of Menominee 

 Foundry was from Portland. 



Niles built a large number of outside-connected 4-4-o's in 1853 

 and 1854 for the new broad-gauge Ohio and Mississippi Railroad. 



153 For a more complete discussion see John H. White, "Introduction of the 

 Locomotive Safety Truck" (paper 24 in Contributions from the Museum of History and 

 Technology: Papers 19-30, U.S. National Museum Bulletin 228; Washington: 

 Smithsonian Institution, 1963), pp. 117-131. 



i^°A picture of the patent model for this invention is in Scientific American (August 

 1 1, 1906), vol. 95, p. 1 01. The present location of the model is unknown. 



107 



