It is quite likely that Latrobe did not have absolute confidence in the various pure truss systems already patented by Town, Long, and others, and preferred for such strategic service a structure in which the panel members acted more or less independently of one another. It will be seen that, similarly, the individual panel loads in Bollman’s truss were carried to the ends of the frame by members acting independently of one another.
There had never been any question about the many serious inadequacies of wood as a bridge material. Decay and fire risk, always present, were the principal ones, involving continuous expenditure for replacement of defective members and for fire watches. It was, in fact, understood by the management and engineering staff of the B. & O. that their timber bridge superstructures, though considered the finest in the country, were more or less expedient and were eventually to be replaced. In this regard it is not surprising that Latrobe, a man of considerable foresight, had, at an early date, given serious thought to the possible application of iron here.
Figure 10.—Potomac River crossing of the Baltimore and Ohio at North Branch, Maryland, built in 1856. There are three Bollman deck trusses. (Photo courtesy of Baltimore and Ohio Railroad.)
Figure 11.—The Fink truss. (Smithsonian photo 41436.)