AN THROWD CARRIAGE WING A TRAVELLING RAILWAY ATTACHED
Year: 1862

page_text: LETTERS PATENT to Echlin Molyneux, junior, of Seaview, Enniskerry,
County Wicklow, Ireland, Civil Engineer, for the Invention of "AN
THROWD CARRIAGE WING A TRAVELLING RAILWAY ATTACHED."
Sealed the 27th March 1863, and dated the 15th October 1862.
PROVISIONAL SPECIFICATION left by the said Echlin Molyneux at the
Office of the Commissioners of Patents, with his Petition, on the 15th
October 1862.
I, ECHLIN MOLYNEUX, junior, of Seaview, Enniskerry, County Wicklow,
Ireland, do hereby declare the nature of the said Invention for "AN IMPROVED
CARRIAGE WITH A TRAVELLING RAILWAY ATTACHED," to be as follows:-
There are two lines of rail, each line attached to a separate frame mounted
on wheels and moving only in a direction parallel with the other. On these
rails the wheels of the carriage run, changing alternately from one line to the
other at every semi-revolution. This change is accomplished by the peculiar
construction of the wheels of the carriage, each resembling an ordinary wheel
cut in halves, perpendicularly to its plane, and these semicircular halves
fastened on, the axle of the carriage at opposite sides and in parallel planes,
the parallel planes being the vertical planes passing through a rail of each
line; in other words, half the periphery or bearing rim of each wheel only is
in the vertical plane passing through any one line, the remaining half being in
the vertical plane passing through the corresponding rail of, the second line,
the two half wheels arranged to run on any one line of rail being at the same

page_text: side of the axle on which they are fastened, but on the opposite side to those
belonging to the second line. The wheels are fastened on the axle and
revolve with it. Each line of rail, on being disengaged, is moved forward in
advance of the other, which remains stationary, by appropriate mechanism,
and thus a continuous railway is formed; and as the carriage is shifted from
one line of rail to the other at every semi-revolution of its wheels the length
of each line of rail need only be equal to their semicircumference. I produce
alternate periods of rest and forward motion in the lines of rail by fastening
on the axle on which the driving wheels of the carriage are keyed two cranks,
making with each other an angle of one hundred and eighty degrees, so that
when one crank is commencing its forward stroke the other is beginning its
backward stroke. The arm of each crank I make equal in length to one-
fourth the circumference of the driving wheels of the carriage, the throw of
the crank is therefore equal to the semicircumference. These cranks I fasten
on the axle, so as to make, with the plane in which the halves of the driving
wheels meet, angles of ninety degrees, thus, when the carriage is about to pass
from one line of rail to the other, that is, when the plane in which the halves
of the driving wheels meet is vertical, the arms of the cranks will be horizontal
and the cranks will be at the extremity of their stroke, or at their dead points.
To the pins of these cranks I attach connecting rods in the ordinary way, and
to the opposite end of each connecting rod I fasten a ring which slides freely
on a guide bar fastened on one or other of the frames on which the lines of
rail are laid; each crank is connected in this manner with its own line of rail.
I fasten a pin on each guide bar, which confines within limits the forward
sliding of the ring of the crank connecting rod upon the guide bar, so that
when the ring in its forward motion is pressed against the pin the guide bar,
and therefore the line of rail to which it is attached, is driven forward. For
reasons hereafter assigned, a lever is provided which draws aside the pin on
the completion of the forward stroke of the connecting rod, which plays against
it, leaving the guide bar without any obstacle to the free sliding of the con-
necting-rod pin upon it; the lever returns the pin to its place at the completion
of the backward stroke of the connecting rod. The mechanism I sometimes
use for drawing aside the pin is a small crank placed on the driving axle of
the carriage at right angles, or nearly at right angles, to the cranks which
communicate motion to the lines of rail; the connecting rod of this small
crank raises a lever connected with the pin. Or I sometimes cause the 'pin
to be drawn aside by the action of a wedge placed on the side of the con-
necting rod of the crank which communicates motion to the line of the rail,
which wedge lifts a lever attached to the pin. Or in some cases I cause the

page_text: pin to be drawn aside by the action of a second pin placed on one of the
driving wheels of the carriage at that point of the circumference where the
halves of the wheel meet; this pin, as the wheel revolves, strikes against a
lever connected with the first pin and draws it aside; it is returned to its
place on the completion of the return stroke of the crank, which drives the
line of rail forward by a similar contrivance.
"
Having finished the description of the parts of the carriage and lines of rail,
I proceed to describe the action of the parts, which is as follows:-When the
carriage is about to pass from one line of rail to another the cranks which
communicate motion to the lines of rail are at their dead points, and both lines
are therefore stationary. Again, the connecting rod of the crank connected with
the rails which the carriage is leaving is in contact with the pin which
confines its forward motion on the guide bar, and the crank itself is about to
commence its forward stroke; thus as the crank is carried round by the axle
of the driving wheels a compound motion forward is given to the disengaged
line of rail, that is to say, a motion made up of the forward motion of the
carriage and the forward motion of the crank connecting rod as the crank
revolves with the axle of the carriage, and as the stroke of the crank is equal
to the semicircumference of the driving wheel, the whole distance which the
disengaged line of rail will have been moved forward on the completion of the
forward stroke of the driving crank will be equal to double the distance the
carriage has moved over in the same time, that is, during a semi-revolution
of its driving wheels. Thus the disengaged line of rail will have been driven
in advance of the engaged line by the time the carriage is leaving the
latter. The engaged line of rail will have remained stationary during the
forward notion of the disengaged. line of rail, for the crank which gives it
motion is making its return or backward stroke, and as the carriage moves
forward during a semi-revolution of its driving wheels a distance equal to the
backward stroke of the crank, the relative position of the ring of the con-
necting rod of the crank and the pin on the guide fastened to the engaged
line of rail will be the same on the completion of the backward stroke of the
crank as at its commencement, that is to say, the pin and the ring will be in
contact, the latter ready to move the former and the line of rail to which it is
fastened forward during the forward stroke of the crank. At the commencement
of the return stroke of the crank connected with the engaged line of rail the
motion of the 'carriage forward is more rapid than the motion of the crank
connecting rod backward, and therefore the ring on the end of the rod would
be pressed against the pin on the guide bar; to avoid this the lever and
mechanism to work, the lever, as described previously, is provided, which

page_text: draws aside the pin during the return stroke, and restores it to its place on
the completion of the stroke.
I sometimes make the arms of the cranks which drive the lines of rail
forward longer than one-quarter the circumference of the driving wheels, and
then the pin which limits the forward sliding of the crank connecting rod
ring on the guide bar is drawn aside when the crank has driven the dis-
engaged line of rail over a distance equal to the semicircumference of the
driving wheels of the carriage. In some cases instead of using cranks keyed
on the driving axle of the carriage to obtain the alternate periods of rest and
motion of the lines of rail, I employ toothed racks and wheels. I fasten on
the axle on which the driving wheels are keyed two. wheels, with teeth on
their semicircumferences. These wheels are keyed with the teeth of one
on the opposite side of the axle to the teeth of the other, and so that a plane
passing through the diameters separating the toothed halves of these wheels
from the halves destitute of teeth would also pass through the diameters
in which the halves of the driving, wheels meet. A rack with teeth to cor
respond to the above wheels, is attached to the frame of each line of rail, and
slides in a guide fastened on the toothed wheel employed to give it motion;
so that the teeth of the wheel and rack will gear as the wheel. revolves. The
number of teeth on the semicircumference of each wheel is equal to the
number of teeth on the rack, which may be counted on a length equal to the
semicircumference of the driving wheel. The action of the above mechanism
is as follows: When the carriage is on the point of changing from one line
of rail to the other, the first tooth of the toothed wheel (in the guide fastened
on which the rack slides) comes into gear with the rack fastened on the dis-
engaged line of rail to be moved forward. Now, when a semi-revolution.of
the driving wheels has been completed, the toothed wheel will pass out of
gear with the rack, since that half of the wheel which has no teeth is presented
to the rack, but during the semi-revolution of the driving wheel the 'dis
engaged line of rail will have been moved forward over a distance equal to the
circumference of the driving wheel, for the toothed wheel itself will have been
moved forward (with the carriage) a distance equal to the semicircumference
and it will have moved forward the rack through a space corresponding to the
number of its teeth, in addition to the space over which itself has:: beei
moved. The disengaged line of rail will thus have been moved over a space
equal to the circumference of the driving: wheel; that is, double. the distance
the carriage has travelled in the same time; hence it will be in advance o
the carriage, and ready to receive it. The engaged line of rail will remain
stationary, for while the carriage is passing over it the smooth side of the

page_text: toothed wheel employed to give it motion when the line of rail is disengaged
is presented toward the rack; a period of alternate rest and forward motion is
thus produced in the lines of rail.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Echlin Molyneux in the Great Seal Patent Office on the
10th April 1863.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ECHLIN
MOLYNEUX, junior, of Seaview, Enniskerry, in the Counity of Wicklow, Ireland,
Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fifteenth day of October, in the year of our Lord
One thousand eight hundred and sixty-two, in the twenty-sixth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Echlin Molyneux, junior, Her special licence, that I, the said Echlin
Molyneux, junior, my executors, administrators, and assigns, or such others as
I, the said Echlin Molyneux, junior, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at all
times thereafter during the term therein expressed, should and lawfully might
make, use, exercise, and vend, within the United Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "AN IMPROVED
CARRIAGE WITH A TRAVELLING RAILWAY ATTACHED," upon the condition (amongst
others) that I, the said Echlin Molyneux, junior, my executors or adminis-
trators, by an instrument in writing under my, or their, or one of their hands
and seals, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within six calendar months
next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Echlin Molyneux, junior, do hereby
declare the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement, reference being had to the Drawings hereunto annexed, and to the
letters and figures marked thereon:-

page_text: The novel principle of my Invention consists in the construction of a
carriage so related to and connected with two short lines of rails that it shall
change from one to the other by the revolution of its wheels without the rails
being required to move either laterally, diagonally, or vertically, and that a
portion of its moving force shall be employed to shift successively each line
of rails as it becomes free to a position on the ground over which the carriage
will have to travel immediately on leaving the rails on which it is bearing,
and so to form a continuous travelling railway of two short and independent
lines of rails.
My Invention consists in the practical developement of the above principle,
and I propose to describe it under three heads; the first relates to the con-
struction and arrangement of the running wheels of the carriage; the second
to the arrangement of the lines of rails; and the third to the arrangements of
the mechanism employed to move the lines of rails. The carriage is constructed
with two running wheels; each of these resembles an ordinary carriage wheel
cut in halves perpendicularly to its plane, and these semicircular halves or
segments fastened rigidly on the axle at opposite sides and in parallel planes,
the parallel planes being the vertical planes containing the rails on which the
wheel runs; in other words, half the periphery only of each wheel is in
the vertical plane passing through any one rail, the remaining half being iu
the vertical plane passing through the adjoining rail of the second line. The
segments forming one wheel are keyed on the axle at a distance apart equal
to half the difference of the guages of the two lines of rails, bereafter
described. The segments (that is to say, the segments of opposite wheels)
arranged to run on any one line of rails are keyed on the same side of the
axle at a distance apart equal to the guage of that line. The axle is attached
to the carriage by axle boxes, which may be of the usual form, placed between
the segments forming each wheel. The wheels are retained in the vertical
planes of the rails by longitudinal guides constructed of either wood, iron, or
a combination of both, rigidly attached to the frame of the carriage; they are
two in number, and run between the adjoining rails of the two lines in contact
with small horizontal wheels placed on the interior sides of the broad guage
rails and the exterior sides of the narrow guage, which serve to diminish
the friction of the guides against the rails produced by any tendency to lateral
deviation of the carriage or progressive line. The proper position of the
carriage on the rails is such that a transverse line drawn midway between
the extremities of the periphery of any one of the four segments of the
carriage wheels would as it revolves come in contact with a transverse line
drawn midway between the ends of the rail on which the segment runs. I

page_text: employ two lines of rails of different guages, which are arranged to run one
within the other, and I make the length of each line not less than the semi-
circumference of the carriage wheels, that is to say, not less than the length
of the bearing rim or periphery of any of the segments. The rails may be of
any section. The guages of the lines are preserved by transverse tie bars of.
iron, which may be bolted either to the sleepers or to flanges rivetted, welded,..
or forged on the ends of each rail. Each line forms a rigid, strong, and.
independent frame, and is mounted on four small travelling wheels, which
may be secured either to the sleepers or to horizontal flanges on the rails;
they revolve in independent frames which are attached to the frames of the
rails by vertical spindles. When it is necessary to change the direction in
which the carriage is travelling, either of the lines of rails can be made to
form a turntable by adjusting its wheels so that an imaginary line drawn
from that on which it is intended the rails shall turn as a centre to any one
of the remaining three would be at right angles to the plane of that one..
Where celerity in turning is of paramount importance the rails may be.
mounted on self-adjusting wheels of the kind commonly known as castors.
The mechanism for moving the lines of rails as they successively become
disengaged from the weight of the carriage consists of two cranks rigidly
fastened on the axle of the carriage, and contained in the plane which bisects
transversely the diameters and peripheries of the four segments of the carriage.
wheels, so that when the cranks are horizontal, and consequently at their dead
centres, the wheels are changing from one line of rails to the other. The
arm of each crank is equal to. one-fourth the circumference of the driving
wheels, the stroke will therefore be the semicircumference. They commu-
nicate, one with each line of rails, by an elastic but inflexible connecting rod,
so constructed as to lengthen on the application of any strain much greater.
than that due to the maximum friction of the progressive line on the road,.
which may be effected by cutting a connecting rod of ordinary construc-
tion transversely in the centre and joining the halves by a spring; (I)
usually employ a piece of vulcanized indian-rubber, cord, or rope) retained.
in a state of permanent tension of the required initial force; the halves of
the rod are constrained to move in the same straight line by a parallel
guide rod fastened rigidly to one, and sliding freely in a parallel bearing,
on the other. An eye forming one end of the connecting rod works on
the crank pin, and the opposite end is connected in a similar manner with
à pin forming part of a broad ring (I shall in future refer to the ring briefly
as the "connecting ring ") which slides on a horizontal longitudinal guide
(the "ring guide") upon a level with the crank centre, and rigidly attached

page_text: the crank.
to the line of rails with which the crank is to be connected. A pin
(the "motive pin ") is fastened near the centre of the ring guide, and retained
in its position by a hinged joint, to which a check is added to prevent its.
turning in the same direction as the carriage is moving, so that the forward
travel of the ring on the guide is arrested at the centre, and its motion trans-
mitted through the motive pin to the line of rails to which the guide is
attached, but its retrograde motion is unimpeded. The motive pin is lifted
or drawn aside on the termination of the forward stroke of the crank by a
lever, which is struck by a pin (placed on one of the carriage wheels near its
periphery) at the moment the carriage changes to the rails in connection with
The lever and pin return to their original position as the wheel
revolves. I may here observe, that the motive pins, connecting rings, ring
guides, and levers are formed in duplicate, and that there is one attached to
each line of rails. A small wheel helps to support each ring guide. When
the carriage is changing rails, the crank connected with the line on the point
of becoming disengaged is commencing its forward stroke, and the horizontal
motion of the crank pin is transmitted to the motive pin, which will therefore
move with a velocity equal to the sum of the velocity of the carriage and the
horizontal velocity of the crank pin relatively to the carriage, and on the
termination of the stroke will have advanced (in consequence of the equality.
in length between the stroke of the crank and the semicircumference of the
carriage wheels) a distance equal to double that which the carriage has
travelled over in the same time. The motive pin is then raised, the effect of
which is to sever the connection between the crank and rails during the retro-
grade stroke. At the commencement of the stroke of the retrograde crank
the velocity of the carriage is greater than the retrograde horizontal velocity of
the crank pin relatively to the carriage, and therefore the connecting ring
would be pressed forward against the motive pin of the engaged rails if the
pin were immovably fixed to the ring guide; to avoid this, I have devised
the above method of lifting it at the commencement of the stroke. On good
roads this pressure (which can never be greater than the tension of the con-
necting rod) is small, and the motive pin may be rigidly and permanently
attached to the centre of the ring guide, so that the connecting ring will be unable
to advance past the motive pin during the retrograde stroke, but can slide
backwards on the guide when the angular velocity of the retrograde crank is
greater than that of the carriage wheels; the lever may then be removed.
I sometimes employ toothed gearing to produce the forward movement of
the rails. I fasten on the carriage axle near its centre two wheels; half the
periphery of each is smooth, and the remaining half has teeth with a pitch

page_text: radius equal to the radius of the carriage wheels; they are keyed' with the
teeth of one on the opposite side of the axle to the teeth of the other..
Attached to each line of rails by an elastic inflexible connecting rod, of similar
construction to that already described, is a horizontal rack which slides on the
upper side of the periphery of one of the toothed wheels when the smooth
portion of the periphery is presented, and gears when the toothed half is about
to become uppermost and at the moment the carriage is passing from that line.
As the angular velocity of the toothed wheel is the same as the carriage wheels
and in the same direction, the velocity of each rack when in gear will be
double that of the carriage. The principal object in using elastic connecting
rods both with the cranks and the toothed gearing, is to avoid the injury these
parts might sustain by a simultaneous engagement of both lines.
In the accompanying Drawings Fig. 5 is a side, front, or end elevation and
plan of a segment of the carriage wheel; Fig. 6 is a side, front, or end elevation
and plan of the complete carriage wheel formed of two segments keyed on the
axle at the proper distance apart to suit the guages of the lines shown in
Figs. 2, 3; in. Figs. 18, 19, the position on the axle of the two carriage wheels
is shown in plan and elevation. .Fig. 1 is a side elevation of the lines of rails
when bridge rails and longitudinal sleepers are employed; Fig. 2 is a plan,
and Fig. 3, a front or end elevation, of same. In Figs. 1, 2, 3, the parts
marked (R) are the rails; the ends (F) have flanges, which are bolted to the
four transverse ties (B) and (N). The broad guage tie (B) is arched, to
permit the narrow guage tie (N) to pass freely under it. (S) are the sleepers
to which the rails are bolted; (V), the wheels on which they travel, revolving
in bearings.(Z). The parts containing these bearings are rivetted to hori-
zontal wrought-iron circular plates (6), and connected by a vertical spindle (e)
with horizontal wrought-iron circular plates (a) bolted to the sleepers and feet
of the rails. The horizontal spindles on which the wheels (V) revolve are
shear steel:
Where rails requiring chairs are used, the sleepers may be dispensed with,
and the travelling wheels attached vertical spindles to circular plates on the
feet of the chairs. Fig. 25 is a side elevation of a single-headed rail (R)
with a flange (F) riveted on each end to receive the bolts of the tie bars; two
flanges are riveted on each side of the rail, forming with the foot of the rail
5 circular plates (a), to which the travelling wheels may be attached by vertical
spindles (c) bolted to the foot of the rails, and working in bearings in the
travelling wheels.. Fig. 27 is an end elevation of Fig. 25; Fig. 28, a trans-
verse. section; and Fig. 26, a plan.
In Figs. 2, 3 (Gh G) are fragmentary portions of the longitudinal guides.

page_text: rigidly attached to the carriage, which retain the carriage. wheels in:
the path of the rails and the rails in the vertical planes of the carriage
wheels. They are constructed of wood. (G, G,) trussed with wrought.
flat iron (h), and are in contact with small horizontal friction wheels (H)
bolted to the sides of the rails. They are shewn in transverse section
at (GG) Fig. 4. Fig. 22 is a side elevation, Fig. 23, a front or end
elevation, and Fig. 24, a plan, showing the manner in which the longitudinal
guides (G) are attached to the carriage; wrought-iron steam pipe is used for
the purpose in order to obtain great stiffness with little weight of metal. An
inverted column (A) is bolted to the ends of each main beam (B) of the
carriage, and to these the guides (G) are secured. The ends both of the
main beams and guides are bound with iron, to prevent splitting, and form a
bed for the flanges of the columns. On uneven roads it is advisable to add a
third column (D), one flange of which may be fastened to the axle box by the
bolts (d) securing the cover, and the other to the centre of the guide (G). 1
Fig. 7 is a side elevation showing the method of producing the forward motion.
of the rails by cranks (j) and (¹) keyed on the carriage axle. (C), and
making with each other an angle of 180°. Figs. 18, 19, are the front
elevation and plan of the cranks (j) (j') and carriage wheels (A, A',) (B, B'.)
In Fig. 7 (D) and (D') are the elastic inflexible connecting rods; the main
rods (d, d¹,) are cut at (e), and the parts (d) and (d¹) connected by a piece
of vulcanized indian-rubber, cord, or rope (9), which is fastened by set screws
into holes drilled in oblong pieces of iron (h) and (h¹); (h) is screwed firmly
on to (d), and (h¹) to (d). A guide rod (f), which serves to retain the
parts (d) and (d¹) in the same straight line is screwed into a third hole
drilled in (h), and slides freely in a parallel bearing bored in (h¹). It will be
seen that the connecting rod (D) is made inflexible by the rod (f), has its
minimum length when the parts (d) and (d') are in contact, as at (e), and
that its initial tension can be regulated by means of the adjusting screws
which confine the spring (9). The parts (d, d¹,) and (f): are made of steam
pipe; (h) and (h¹) are shown in front elevation in Fig. 13. The end of the
connecting rod (D) is broken off at (d'), to show the crank pin, Fig. 7 (j).
Fig. 17 is a front elevation of the fractured part and the crank to which it is
attached. Fig. 16 is a side elevation, showing a fragment of the rod (D)
or (D) containing the eye which works on the crank pin. Fig. 8 is a plan
of the end of the connecting rod (D) containing the eye (c), by which it
is attached to the connecting ring (K), which slides on the guide (s, s¹;)
similar letters mark similar parts in Figs. 7, 8. The ring guide (s, s¹,) forms
a portion of a square bar of wrought iron (t, t, s¹, s, t¹;) the end (*) is flanged)

page_text: and bolted to the tie bar (N) of the narrow guage line at the point
marked (a) in Fig. 3. In Fig. 7 the part (t) has a lateral bend at (t),
shown in plan, Fig. 14. The lateral bend of the corresponding part of the broad
guage line is shown in Fig. 15. In Fig. 7 (s, s', is the part of (t, t, s, s', t¹,) on
which the connecting ring (k) slides; it is turned and grooved in the manner
shown in the transverse section, Fig. 10. Fig. 11 is a front elevation of the
connecting ring, showing the projecting ridges which fit into the grooves in
the guide, Fig. 10. In Fig. 7 (s, s,) is bent upwards, as at (¹), to form a
fulcrum (1) for the lever (z). All lateral deviation is prevented in (2) by a
forked guide (g) fastened to (s, s¹;) Fig. 12 is a plan of (9). The lever (2)
is formed of ordinary steam pipe. In Fig. 7 the wheels are bearing on the
narrow guage rails, and the line (R) is in the act of being moved forward by
the crank (), which is in communication with the connecting ring, shown in
dotted lines at (!).. The motive pin, lever, and ring guide of this system are
covered by their duplicates (m,) (,).(s, s',) which are attached to the narrow
guage line. The length of the motive pin (m) can be adjusted by turning it
in the tube (n), which is tapped to receive a screw on the end of the pin.
Fig. 15 is bolted to the broad guage tie at the point marked (y) in Fig. 3.
When the carriage wheels revolve in the direction of the arrows, the con-
necting ring (k) will be pressed against the motive pin (m), which will yield
by turning on the joint (o), and the ring (k) will retrograde towards (s), and
then advance toward (m), arriving in contact with the motive pin (m) at
the moment the crank (j) is commencing its forward stroke; (m) will be
prevented from yielding by the check (p), and the horizontal motion of the
crank pin () will be communicated to the narrow guage rails. When the
crank () completes its forward stroke, the pin (in Figs. 18, 19, the lever
pins of both lines of rails are shown in front elevation and plan,) placed on
the periphery of the segment (A) at its extremity (y) will come in contact
with and lift the lever (2), thereby raising the motive pin (m), and severing
the communication between the crank pin (j) and the narrow guage
rails. On good roads the lever (2) may be removed, and the motive pin (m)
screwed into a hole drilled and tapped in the ring guide (s, s,) so as to
be permanently fastened in its present position; care must be taken that
at the time of fastening the pin the ring shall be on the side (s). The effect
of this arrangement will be that when the ring (k) is pressed against the
pin (m) during the retrograde stroke of the crank the connecting rod (D) will
stretch a distance equal to half the greatest horizontal width of the loop of the
curtate cycloid, which the crank pin (j) describes in its retrograde stroke, and
the narrow guage rails will therefore remain stationary. As each line of rails

page_text: is driven by precisely the same arrangement, and the cranks, levers, motive
pins, and connecting rings are formed in duplicate, the explanation and
description of the manner in which one line of rails is moved applies equally
to the other.
I sometimes employ toothed gearing to move the lines of rails, as shown in
Figs. 20, 21. Fig. 20 is a longitudinal sectional side elevation through the
centre of the axle (B), showing the toothed wheel and rack of the disengaged
line. (a, a, a, a,) is a toothed wheel keyed on the axle (B), and lying in
the plane of the rack (C); (C) is connected with the line of rails on which
the carriage is bearing by an elastic connecting rod (D). One end (d) of (D)
is bolted to the rack, and to the other end (d¹) is fastened an eye, which
works on a pin rigidly connected with the disengaged line of rails by steam
pipe (E, E, E.) The steam pipe is bolted to the transverse tie of the
disengaged line at a point (E) in a line with the rack.. The rack (C) is
obliged to travel in the plane of the toothed wheel (a, a, a, a,) by a vertical
guide (F). The upper end of (F') is bent so as to form three sides of a
square; the periphery of the toothed wheel forms the fourth side, and the rack
slides within the square. The lower end of (F) forms a bearing, which is
strapped on a small projecting concentric rim cast on the wheel (a, a, a¹¹, a¹¹¹)
so that the guide may remain vertical while (a, a, a, a,) rotates. In its
present position the rack (C) is stationary, and the smooth part a, a¹, a¹¹, of
the periphery of the wheel (a, a¹, a, a,) revolving in the direction of the
arrows will slide until the tooth (a) comes in contact with the rack at the
point (c); when this takes place the rack will move forward until its tooth (c¹)
passes out of gear with the last tooth (a) of (a, a, a, a¹) From the
position of the carriage wheels it will be seen that the carriage leaves the rails
to which the rack (C) is attached at the moment that the tooth at (a) gears.
Fig. 21 will also represent the sectional side elevation of the disengaged line
if the wheel (a, a¹, a", al,) be supposed to be turned round a semi-revolution.
Fig. 22 is a front elevation showing the toothed gearing and the carriage wheels
only. (a) is the toothed wheel of the engaged rails; (a), that of the disengaged
rails; (F) (F) are the guides in which the rack (C) and (C) slide; (2) and (¹)
are the projecting concentric rims which rotate in the bearings of the
guides.
Having now particularly described and ascertained my Invention of an
"Improved Carriage with a Travelling Railway attached," I claim as the
Invention secured to me by Letters Patent as aforesaid,-
First, the construction, arrangement, and application of the peculiar carriage
wheel herein particularly described.

page_text: Second, the arrangement of a railway consisting of two lines of rails adapted
for the above carriage wheel to run on, as herein set forth.
Third, the arrangements of mechanism by which a portion of the moving
force of the carriage is employed to produce the necessary periods of alternate
rest and motion in each line of rails, as described above, or, in other words,
the arrangements of mechanism by which a portion of the moving force of the
carriage (with running wheels constructed as above, and bearing on rails
arranged in the manner herein set forth), shall be applied to cause the
disengaged rails to take up a position on the ground over which the carriage
will have to travel immediately on leaving the rails on which it is bearing, and
so form a continuous travelling railway.
In witness whereof, I, the said Echlen Molyneux, junior, have here-
unto set my hand and seal, the Tenth day of April, in the year of
our Lord One thousand eight hundred and sixty-three.
"
ECHLIN MOLYNEUX, JUNIOR. (L.S.)