IMPRove- MENTS IN ENDLESS OR PORTABLE RAILWAYS AND WHEELS FOR FACILITATING THE TRACTION OR DRAUGHT OF VEHICLES
Year: 1874

page_text: LETTERS PATENT to Andrew Dunlop, of the City of Glasgow, in tho
County of Lanark, North Britain, for the Invention of" IMPRove-
MENTS IN ENDLESS OR PORTABLE RAILWAYS AND WHEELS FOR FACILITATING
THE TRACTION OR DRAUGHT OF VEHICLES."
Scaled the 24th April 1874, and dated the 21st February 1874.
PROVISIONAL SPECIFICATION left by the said Andrew Dunlop at the
Office of the Commissioners of Patents, with his Petition, on the
21st February 1874.
I, ANDREW DUNLOP, of the City of Glasgow, in the County of
Lanark, North Britain, do hereby declare the nature of the said Inven-
tion for "IMPROVEMENTS IN ENDLESS OR PORTABLE RAILWAYS AND WHEELS FOR
FACILITATING THE TRACTION OR DRAUGHT OF VEHICLES," to be as follows:-
This said Invention consists generally of new or improved con-
structions and arrangements of the parts of that class of endless portable
railways for facilitating the traction or draught of vehicles, formed of
eight or more rails surrounding each wheel, and jointed to each other in
such a manner as to allow them to bend round the wheel as they are

page_text: "
".
laid and lifted, and also by these improvements to bend laterally at the
joints when the vehicle is turning round curves or circles; and also in
the construction and arrangement of the parts of the rolling and driving
or laying wheels carrying these rails, and in the improved construction
of the rails and their joints, and in the construction of the resting
"chairs' or "feet
and their connecting joints, and pins or axles
passing through them and the rail joints for the whole to rest on, being
also improvements upon the Invention for which Royal Letters Patent
were granted to the petitioner, dated 10th May 1861, and numbered
1187, all which improvements will make these endless portable rails and
their wheels and connections more suited for general use, and make
traction engines and other vehicles fitted with these work more casily
on common roads or rough ground than has been possible heretofore;
and the nature and novelty of these improvements are as follows:-
First, as regards rolling and driving and laying and lifting wheeled
vehicles specially applicable, when the portable railway is to be used for
traction or propulsion by steam or other motive power, but which also
may be used merely for moving and laying the rails when not used for
traction or propulsion purposes, consists of having a central narrow
driving wheel firmly fixed on the driving axle, constructed with spokes
or short arms of a pointed tooth-like form at their extremities, projecting
from the rim of the wheel. One of the said spokes or arms projects and
works in a V shaped recess in the middle and between the two sides of
cach rail, formed by bevelled bars or portions of the rail reaching from
one side to the other of each rail, so as to form the back and front acting
surfaces of the said central space for its projecting spoke or arm to work
These cross
into and on in propelling the vehicle forward or backword.
bars of the rail are bevelled, so that the recess in the centre of the rail
for the point of the spoke to work into may be greater longitudinally at
the upper face of the rail than it is at the lower one, where it only forms
a narrow slit between the one side and the other; all so that when the
wheels are rolling along any rail and its projecting spoke or arm pressed
down it works into the more confined part of the longitudinal space
than when in the other positions of the rail around the wheels, where
the point of the projecting spoke or arm is not so near the bottom of
the space, and requires more room to allow the rail to assume its various
positions freely.
The projecting part of each spoke or arm where it works into the
V recess has a lateral pin passing through it with spiral springs on it.

page_text: one on each side, between the projecting spoke or arm and the sides of
the recess or rail to keep both sides of the rail equidistant from the
projecting spoke or arm, but so that it may move laterally in case of any
emergency requiring this, the springs forcing it back to its normal or
central position when the emergency is post.
To prevent the said pin with its springs from getting out of the
working central space between the two sides of cach rail, and the rail
from getting altogether off its projecting spoke or arm, the inside of
each central recess, just below its upper edges on cach side, a longitudinal
rib or bar is fixed or formed, under which the ends of the pin passing
through the projecting spoke or arm are free to move in the longitudinal
and perpendicular directions of the rail, which is thus always maintained
on the pin and spoke, so as to balance and steady the rails while passing
round the wheel, and in being lifted and laid down. On each side of
the said narrow spoke driving wheel a loose bearing wheel is fitted or
mounted on the driving axle for. rolling on the upper surface or side of
the broad rail. .
The rim of each rolling wheel has a flange outside, and is so broad
and so connected by the axle to the rolling wheel on the other side of
the driving wheel that it never gets off the rail, even with all the freedom
and motion that are allowed to the latter while turning, or any other
movement incident to the action of these rails.
Each rail may be formed of one forging or casting (preferably of
malleable cast iron), or with two sides. bolted or rivetted together, or
otherwise, but in all cases formed with the central bevelled space or bars
or cross pieces from one side to the other with the longitudinal edge
ribs or bars before mentioned.
The end joints of the rails with each other are formed in one modifi-
cation by making the two sides of each rail project forward at each end,
and be rounded off on the upper edges or end surfaces to nearly the
quarter of a circle with the joint pin passed through the joint hole in
the centre, and having the projecting sides at one end forming the joints
wide and straight, and the other ends kneed in and forward narrow
enough to fit the inside of the wide projecting ends of its adjoining rail;
or otherwise the projecting ends of every alternate rail at both ends may
be made wide and straight, and the projecting ends of every other.

page_text: alternate rail at both ends may be kneed in and forward to fit the inside
of the projecting ends of its two adjoining rails.
A round hole is formed in the two outmost projecting jaws or ends of
cach joint to fit exactly the round pin or axle which connects the
projecting ends to form the rail joint, and to prevent the pins falling out
a small plate may be tapped on to the outside over each hole and pin,
or other equivalent fixture may be employed for the purpose to prevent
the joint from getting out of place.
The holes formed in the inner bent ends of cach joint, are made
oblong, and larger than the pin passing through them, and straight or
flat on the upper bearing side with a sliding bush or cod piece fitted to
slide on each flat upper bearing surface, and with a hollow segmental
surface below to fit the pin or axle on which it rests, and so allow the
one rail freedom to move a small distance at cach joint longitudinally
or angularly from the line of the other rail when required in turning or
otherwise. These projecting ends forming the joint are allowed a little
freedom between each other on the pin or axle, and are bevelled a little
at their outermost point, where they would otherwise come in contact
with each other for giving the same freedom of motion and angling of
the rails. These rails are formed of such a width that there is room
between the two inmost bent projecting ends where the pin or axle
passes through them to receive the uppermost part or swivelling eye of
a chair or foot at each joint (and to be herein-after described) by the pin
or axle of the joint passed through it. The construction of these
improved feet or chairs, one under each joint of the rails, is that they
cannot come on the road however rough in an unsteady or unsafe
position.
According to one modification cach chair is made in two parts, an
upper part formed with a hollow cylindrical cyc at the top through
which the joint pin of the rails passes and rests, and having two feathers
or limbs, one at each side, reaching from the eye down to a broad
segmental bottom flange or sole, rounded in the longitudinal direction of
the rails, the centre of the axle of the rail joint being the centre of this
rocking circle. This under segmental flange or sole piece of each foot
has part of an outer bearing rim or ring a few inches broad fitted and
secured concentrically round it in the longitudinal direction of the rails
on its under bearing surface, which may extend to about the third part

page_text: of the entire circle. At its ends it extends up above the level of the
bottom of the upper part, and a longitudinal bar bolted or otherwise
attached to it passes from end to end of it through between the legs
and above the bottom of the upper part to which it is thus attached.
The under part of each foot or chair has also sides joining its rim all
round its length, but swelling out sideways as they approach the centro
of the circle from all points, and their upper edges being horizontal and
on a level with the ends of the under segmental bearing rim or nearly
The under surface of the segmental flange of the upper part of the
foot rests on the upper hollow segmental surface of the bearing shoe or
rim part, but their sizes are so proportioned to each other that one or
more layers of vulcanised india-rubber or other suitable clastic material
can be interposed between them. A short pin passes through the centro
of this layer, going a short way down into the rim of the shoe and up
through the bottom of the upper part till it nearly reaches the bar which
passes across. This pin is for retaining the india-rubber and lower shoe.
of the foot in position, but this might also be done by side pieces.
SO.
According to another modification of the chair the under bearing
segmental sole piece of the foot, formed as described, is bolted directly.
and firmly to the upper piece, and the longitudinal bar and layer of
india-rubber between the two parts are dispensed with, but the hollow
cylindrically shaped top or cyc of the upper part is enlarged nearly all´
round to receive a layer or layers of india-rubber or other elastic
material, except at the very top, where the cylindrical part is flattened
down and bears directly on the flattened upper part of an interior
hollow cylindrical bush, which is placed between the layers of india-
rubber and the pin or axle of the rail joint. But in all cases the lower
bearing portions of the foot or chair are formed segmentally to the
centre pin or nearly so in the longitudinal direction of the rails, and the
lower bearing part of the shoe or sole piece is somewhat narrower than
the narrowest part between the bearing upper surfaces of the two sides
of the rails, so that the chair is forced to bear steadily on the road by the
burden pressing down both ends of the axle of the rail joint outside of
the part of the chair resting on the road.
According to another modification the rail joint is made by having a
cross formed connection, one axle lying in a horizontal direction and
the other in a perpendicular one. The sides of each rail at one end are
in this modification made to project forward and be rounded off on the

page_text: upper edges as before described, and have the broad way of each side
perpendicular for the horizontal axle to pass through or be fitted to; at
the other end of the rail the upper and under parts are projected out
instead of the sides, and the broad way of each of these projections lies;
in a horizontal plane for the perpendicular axle to pass through or be a
fitted to. The perpendicular axle is formed by having its central:
portion of a cubical shape with a round' end projecting up and one pro-.
jecting down, and the under surface of the upper projecting part of the.
rail rests on the cubical portion of the axle, and the upper surface of the
under projecting part of the rail is close to the cubical portion below, 1
which cubical portion is of such a size that it is sufficiently strong with
a liole formed in it for the horizontal axle to pass through. The hori-
zontal axle is cylindrical from end to end. In this modification the
topmost portion of the chair is formed to embrace the horizontal axle at
two places, one on each side of the cubical portion of the perpendicular 1
axle, and is otherwise slightly modified to suit this construction of.
universal rail joint.
-
1861.
In another modification of this mode of working. rolling and driving
or laying wheels, the driving wheel formerly described is dispensed with,
and there is substituted in its place a set of expanding and contracting's
parallel acting arms of the construction and arrangement shown and
described in the final Specification of my said Patent, No. 1187, 10 MR.
By these improvements one set only of these arms is carried on an‍
eye in the centre, between the two rolling and bearing wheels, for laying
and lifting the portable rails instead of two sets, one on each side of a
rolling wheel, as described in the said former Specification; but this:
modification is not intended for propelling purposes, and the pin passing:
through the extremity of the arms is fitted into the two sides of cach
rail or cach alternate rail at the centre of its length, and the hole in the
arm through which the pin passes. is made wide enough to permit the a
necessary twisting action of the rails when the vehicle is turned round..
One or both of the rolling wheels may be fixed to the axle passing
through them, and the eye or centre of the traction arms or parallel
acting levers may revolve loose on the axle when preferred and not.
desired to be used for traction purposes. When the central narrow
driving wheel is in any case merely used for carrying the rails round
and laying them down and not for propelling the vehicle, the axle may
if preferred be fixed to the vehicle and all the three wheels of cach set

page_text: or system bo loose on it. In applying steam power to traction engines
according to this Invention a better fulcrum or arrangement of fulcra
or points of resistance are provided for them as the two chairs or feet on
which each rail rests, and which are pressed firmly on to the irregu-
larities or prominences and depressions of common roads or fields, and
so give a much greater traction resistance against slipping than is given.
by a wheel turning on a rail, or road, or field; and the traction engines
and other vehicles do not require to be made heavy for the mere
purpose of getting more adhesion, and of whatever weight they may be
a less proportion of power is required to roll them on the rails than
on a common road or field or india-rubber tyres.
It is to be understood that a guiding wheel, or two or more of these
improved sets of duplex rolling and bearing wheels, with their traction.
wheel or parallel acting linked levers between them for lifting and laying
down their portable chain of rails and feet are fitted as described, instead
of the ordinary wheels or wheels and portable rails heretofore in use,
upon the main or other separate axle for each set which sustains the
weight according to the particular form and construction of the traction
engine, carriage, cart, other vehicle, to which these improvements are to
be applied.
The novel parts of this Invention are first, the new or improved con-
struction and arrangement of the traction and rolling wheels and their
portable endless rails and their chairs or feet, all as herein described, for
reducing the draught of vehicles on common roads or rough ground;
and second, the construction and arrangement of the traction wheels or
arms by themselves between two rolling wheels for traction purposes,
or for merely lifting and laying the rails, all as herein described; and
third, the improved mode and means of applying one set of expanding
and contracting arms between two rolling wheels for lifting and laying
the portable rails, all as herein described; and fourth, the construction
of the rails and their joints with an improved central traction recess or
fulcrum, all as herein described; and fifth, the construction and
arrangement of the supporting chairs or fect of portable rails, all as
herein described.

page_text: 1
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Andrew Dunlop in the Great Seal Patent Office
on the 19th August 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ANDREW
DUNLOP, of the City of Glasgow, in the County of Lanark, North
Britain, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-first day of February, in the year of our
Lord One thousand eight hundred and seventy-four, in the thirty-seventh
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Andrew Dunlop, Her special licence that I, the
said Andrew Dunlop, my executors, administrators, and assigns, or such
others as I, the said Andrew Dunlop, 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 King-
dom of Great Britain and Ireland, the Channel Islands, and Isle of
Man, an Invention for "IMPROVEMENTS IN ENDLESS OR PORTABLE RAILWAYS
AND WHEELS FOR FACILITATING THE TRACTION OR DRAUGHT OF VEHICLES," upon
the condition (amongst others) that I, the said Andrew Dunlop, my
executors or administrators, by an instrument in writing under my, or
their, or one of their hands and scals, 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 Andrew Dunlop, 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 in writing, reference being had to the several
Figures on the two Sheets of Drawings, which I have hereunto appended
for the purpose of showing the best modes and means I am at present
aware of for performing or practically carrying my said Invention into
effect or practice, the same reference letters and numerals indicating the
same or like parts in all the Figures where shown.

page_text: My said Invention consists generally of new or improved constructions
and arrangements of the parts of that class of endless portable railways
for facilitating the traction or draught of vehicles, formed of eight or
more rails surrounding each wheel, and jointed to each other in such a
manner as to allow them to bend round the wheel as they are laid on
and lifted from the ground, and also by these improvements to bend
laterally at the joints when the vehicle is turning round circles or
curves; and also in the construction and arrangement of the parts of
the rolling and driving or laying wheels carrying these rails, and in the
improved construction of the rails and their joints, and in the con-
struction of the resting chairs or feet, and their connecting joints and
pins or axles passing through them, and the rail joints for the whole to
rest on being also improvements upon the Invention for which Royal
Letters Patent were granted to me dated 10th May 1861, and numbered
1187; all which improvements will make these endless portable rails and
their wheels and connections more suited for general use, and make
traction engines and other vehicles fitted with them work more easily on
common roads or rough ground than has been possible heretofore.
And in order that the nature and novelty of my said improvements
and the manner of performing the same may be properly understood, I
shall now proceed to describe the several Figures on the two accom-
panying Sheets of Drawings.
Figures 1 and 2, on Sheet 1, are respectively an edge and a side
elevation, partly in section, of one construction and arrangement of the
parts of an endless portable rail A, and wheels B, B, C, C', complete,
but detached from the traction vehicle, or it might be a rolling vehicle,
all constructed in accordance with and illustrative of one modification of
my said Invention; and Figure 3 is a sectional plan of the rails A below.
the wheel, corresponding to Figure 2.
.1 in Figure 5,
link A, a, of tho
Figure 4 is a sectional elevation on the line 1-
which is an inverted or under side plan both of one
endless portable rail A, by itself shown in Figures 1, 2, and 3, as cast
out of the solid metal in cast steel or best malleable cast iron; and
Figures 6, 7, and 8, are a sectional elevation, plan, and transverse
section respectively, taken on the lines 1---1 and 2... 2 in Figure 7,
all of the same link A, a, shown in Figures 1 to 5, but forged out of
wrought or malleable iron in three main parts a, a¹, a", a², and rivetted
together at a*.

page_text: Figures 9, 10, and 11, are an edge elevation, a side elevation, and a
corresponding plan of one of the bearing and supporting fect or
chairs F, F, as detached from the endless portable rails A, shown in
Figures 1, 2, and 3; and Figures 12 and 13 are a side and end elevation
and a plan of the swivelling or universal joint piece E', which connects
the ends of the links A, a, and foot F, F¹, by the joint pin E in
Figures 1, 2, and 3.
Figures 14 and 15 on Sheet 2 are respectively an edge and a sido
elevation, partly in section) and Figure 16 is a sectional plan of the
part of the endless rails A below the wheels B, C, C', which are removed
in this view), all of a slightly different construction and arrangement of
the parts from that shown on Sheet 1, of the endless portable rails A,
and a wheel B, B, C, C¹, complete and detached from the vehicle, all
constructed in accordance with and illustrative of one modification of my
said Invention.
•
---
Figures 17, 18, and 19, are respectively a longitudinal and a
transverse section (taken on the lines 1- 1, 2.
2), and an under
sido plan, all of one of the narrow alternate links or rails A, a, as
corresponding to and detached from the complete endless rail A, shown
in Figures 14 to 16, on Sheet 2; while Figure 20 is a corresponding
under plan of the alternate wide links or rails A, a, for receiving the
ends of the other, shown in Figures 17, 18, and 19.
Figures 21, 22, and 23 are respectively a longitudinal and a trans-
verse section and an under plan of the narrow link or rail A, a, shown
in Figures 17, 18, and 19, but shown as made or cast solid out of cast
steel or malleable cast iron instead of being made of wrought iron
rivetted together at a*, as shown in Figures 14 to 19, Sheet 2.
Figures 24, 25, and 26 are respectively an edge view, a side section,
and a plan of a resting chair or foot F, F', of the rail A, all as shown in
Figures 14, 15, and 16, while Figures 27, 28, and 29 are respectively a
transverse and a side section and a plan of a slightly different modifica-
tion or construction of chair or foot F, F, from that shown on Sheet 1,
or in these Figures 14 to 16, and 24 to 26 on Sheet 2.
Referring to Figures 1 to 13 on Sheet 1 my said improvements as
regards their application to traction vehicles and their wheels, which
carry their portable endless railway and lay it and lift it as they roll

page_text: along the ground, whether used for rolling and driving or for rolling
only, consists in having a central narrow driving wheel C, C¹, firmly
fixed as by a key D' or otherwise on the driving axle D, constructed
with spokes C (or short arms, as shown on Sheet 2), of a pointed tooth
like form at their extremities C", projecting from the rim C of this
wheel. One of the said pointed spokes or arms C" projects and works
into a V shaped recess C³ formed by the two bevelled cross bars or
portions a reaching from the one cide to the other of and in the middle
between the two sides a, a, of cach link of the rail A, and which thus
form the front and back acting surfaces of the said central space C² for
its projecting spoke or arm C" to work into and on, in propelling the
vehicle forward or backward or in carrying the weight of the rails.
These cross bars a² of the rail a are bevelled, so that the recess C² in the
centre of the rail for the point C" of the spoke to work into may be
greater longitudinally at the inner or upper face of the rail a than it is
at the lower one, whero it only forms a narrow slit between the one side
a² and the other, all so that when the wheel C, O', is rolling along any
rail A, a, and its projecting spoke or arm C" pressed down, it works into
the more confined part of the longitudinal space C³ (as at A¹ Figure 2)
than when in the other positions of the rail around the wheel (as at A"
Figure 2), where the point of the projecting spoke or arm is not so near
the bottom of the space, and requires more room to allow the rail to
assumo its various positions freely.
The projecting part C" of each spoke or arm where it works into the
V recess C³ has a lateral pin 6 passing through it with spiral springs b¹
on it, one on each side, between the projecting spoke or arm C", and
the sides a, a, of the recess or rail to keep both sides of the rail equi-
distant from the projecting spoke or arm C", but so that it may move
laterally in case of any emergency requiring this, the springs b' forcing
it back to its normal or central position when the emergency is past.
To prevent the said pins with its spring b¹ from getting out of the
working central space between the two sides of each rail, and the rail A
from getting altogether off its projecting spoke or arm C", the inside of
each central recess C³ (just below its upper edges on each side) has a
longitudinal projecting rib or bar 6" fixed by screws 6*, or otherwise on
it (but it might be formed on it), under which the ends of the pin b
passing through the projecting spoke or arm C" are free to move in the
longitudinal and perpendicular directions of the rail A, «, which is thus

page_text: always maintained on the pin and spoke C" so as to balance and
steady the rails while passing round the wheel C, C', and in being lifted
off and laid down on the ground. On each side of the said narrow spoke
driving wheel C, C', which is preferably keyed at D₁ or otherwise fixed
on the traction (or it might be rolling) shaft D, a loose bearing and
rolling wheel B is fitted or mounted on the driving axle D for rolling on
the upper surface or side of the broad rails A, preferably fitted with brass
or steel bushes D" in their
cyc.
•
The rim of cach rolling wheel B has a flange B₁ outside, and is so
broad and so connected by the axle to the corresponding rolling wheel B
on the other side of the driving wheel C, C', that it never gets off the
. rail, even with all the freedom and motion that are allowed to the latter:
while turning, or any other movement incident to the action of these
rails and wheels.
Each rail A may be formed of one casting or forging, preferably of
malleable cast iron or of cast steel, as shown in these Figures 1 to 5; or
it may be of two sides a, a, rivetted or bolted together, as shown at a* in
Figures 14 to 20 on Sheet 2, or otherwise in three or more parts a, a',
aa, as shown in Figures 6, 7, and S on Sheet 1, but in all cases
formed with the central bevelled space C or the cross bars or pieces a²
from one side a to the other, and with the longitudinal edge inward
projecting ribs or bars 6" before mentioned.
2
The end joints of the rails A with cach other are formed (in the
modification or construction shown on Sheet 1) by making the two sides
aa, or body of cach rail A project forward at one end a¹, which is 2
rounded off on the upper edges and end surfaces to nearly tho quarter
of a circle with the joint pin E passed through the joint hole in the
centre, and having the projecting sides a at one end forming the joints
wide and straight at a, and the other end a kneed in or forward,
narrow enough to fit the inside of the wide projecting ends a¹ of its 3
adjoining rail, as seen particularly in Figures 3 to 8.
A round hole is formed in the two outmost projecting jaws or ends a¹
of each joint to fit the round pin or axle E exactly, which connects the
opposite projecting ends a¹, a", of the rails to form their joints, and
to prevent this pin E from falling out a small plate e may be tapped on 3
to the outside over each hole and end of the pins E, or other equivalent
"

page_text: fastening may be employed for the purpose of preventing the joint or
pin from getting out of place:
In this modification Figures 1 to 3, on Sheet 1, each rail joint is
formed or made with a cross or boss-formed connecting piece E'
(Figures 12 and 13), having one axle E passed through it, lying in a
horizontal cross direction, and the other E" in a perpendicular one. The
sides a of cach rail A, at one end a', are in this modification made to
project forward and be rounded off on the upper edges and ends, as
before described, and have the broad way of cach side a perpendicular
for the horizontal axle E to pass through and fit into, while at the other
end a" of the rail the upper and under parts are projected out and.
forwards (instead of the sides), and the broad way of each of these
projections lies in a longitudinal and central horizontal plane with a
rectangular recess e¹ in it, for the cross piece E' and the perpendicular
axle E" to pass through and be fitted into. This perpendicular axle E"}
is formed by having the central portion E' of a cubical shape, with a
round end E projecting up into the upper projecting part a" and tho
other axle E projecting down into the lower part in the form of a
Eover a screwed at e¹ on the under side (Figures 4 to 8), all so that
the under surface of the upper projecting part a" of the rail A rests on
the cubical portion E', and the axle E passed through it, and the upper
surface of the under projecting part a¹ of the rail is close to the cubical..
portion below. The cubical portion E is of such a size that it is
sufficiently strong with a hole formed in it for the horizontal axle E to
pass through and fit properly, and has the corners preferably rounded off,
while, the horizontal axle E is made cylindrical from end to end, as before.
stated.
:
In this modification the topmost portion F of the chair F¹ is formed
to embrace the horizontal axle E at two places or eyes F, one on cach
side of the cubical portion E¹ of the perpendicular axle E, and is other-
wise slightly modified to suit this construction of universal rail joint,
and the necessary angular action of the rails transversely and horizontally.
in tlicir length while the vehicle is turning. The projecting ends a¹, a¹¹,
forming cacli joint are allowed a little freedom between each other, and
are bevelled a little at their outermost points a³, where they would other->
wise come in contact with each other for giving the said freedom of
motion and angling of the rails. These rails A, a, are formed of such a
width that there is room between the two outmost and inmost projecting]
0

page_text: ends a¹, a", where the pin or axle E passes through them to receive the
uppermost part or swivelling eye or eyes F of a chair or foot F, F¹, at
each joint (and to be lierein-after more fully described), having the pin
or axle E of the joint fitted and passed through the hole.
Instead of making each rail A, a, (as described in reference to and
shown in Figures 1 to 8 on Sheet 1) of two vertical sides a formed with
wide projecting parts a' at one end, and with narrow horizontal projecting
parts a, a, at the other for forming the joints of these rails A, a, it
will be evident that every alternative link may be made with wide
vertical sides at both ends as a', a', and have the other alternate links
between these made with narrow horizontal projecting parts at both ends
as a, a, for forming these joints and connecting the rails by the
universal joint cross pieces E to their chairs or fect F, F', all otherwise
substantially as described in reference to these Figures. The construction
of these improved feet or bearing chairs F, F', one of which is fitted
under each joint of the rails, is such that they cannot come on the road,
however rough, in an unsteady or unsafe position.
According to one modification, referring particularly to Figures 1 to 3,
and 9 to 11, each chair F, F', is made in two parts, an upper part F,
formed with a hollow cylindrical eye or eyes at the top, through which
the joint pin E of the rails passes and rests, and having two feathers or
limbs F, one at each side, reaching from the eye down to and. formed in
one piece with the broad segmental bottom flange or sole f, rounded or
segmentally shaped in the longitudinal direction on the under side, and
transversely at the ends f', by which this upper piece F, f, is attached
to the lower bearing piece or sole F', also made segmental in the longi-
tudinal direction of the rails, the centre of this rocking are F' and the
under side of the top picce F being that of the axle E of the rail joint.
This under segmental flange or bearing piece of each foot F, F¹, has
part of its outer bearing rim or sole F¹ carried parallelly a few inches
broad, fitted and secured concentrically round it in the longitudinal
direction of the rails. This bearing rim or ring F' may extend to about
the third part of the entire circle, and have the ends extended up above
the level of the bottom of the upper part F, with two transverse
plates secured by screw pins above the segmental end f¹ of the part f,
Figures 2, 3, 10, and 11, or otherwise, it might be a longitudinal bar ƒ",
bolted or otherwise attached to it, passed from end to end of it through
between the legs F and above the bottom of the upper part f, to which

page_text: it is thus in either case attached, and as more particularly seen in
Figures 24, 25, and 26, on Slicet 2.
:
The under part F₁ of.cach foot .or chair F, F', has also sides at F"
formed with or joining its rim F'. all round or along its length, but
swelling out boatwise towards the top or as they approach the centre of
the circle from all points,. as seen particularly in Figures 1, 3, 9, and 11 on
Sheet 1, and 14, 16, 24, 26, and 29 on Sheet 2, their upper edges being
horizontal, and a little above or nearly. on a level with the ends of the
under segmental bearing rim F¹ and fixing plate f" of the under flangeƒ
of the upper part F. The under surface of the segmental flange ƒ of
the upper part F of the foot rests on the upper hollow segmental surface
of the bearing shoc or rim part F', but their sizes are so proportioned to
cach other that one or more layers of vulcanized india-rubber or other
suitable clastic material can be interposed between them, preferably
in a layer or layers, as shown at f in Figures 1, 2, and 11, Sheet 1, and
14, 15, and 25, Sheet 2. A short pin ƒ might be made to pass througli
the centre of this.layer f, going a short way down into the rim of the
shoe F¹ and up through the bottom of the upper part f. till it nearly.
reaches the longitudinal fixing bar f", which passes across to secure the
upper and lower parts Fand F' and the india-rubber f' and lower sole of
the foot in position, as seen in Figures 14, 15, and 25 on Sheet 2, instead
of 'thic ends and side projections shown and used for this purpose
in Figures 1, 2, 3, 10, and 11 on Sheet 1.
"
3
To prevent the upper ends of these segmental shoes F¹ from knocking
on the rails a layer or layers of india-rubber or other equivalent soft or
clastic material f³ is preferably screwed on the under side of the central
part of the cross ribs a³ of cach rail, as shown in Figure 2, and par-
ticularly in Figures 6, 7, and 10, on Sheet 1, and Figures 15, 19, 20,
and 23 on Sheet 2, but they might be fixed on the upper ends F" of the
feet F, F¹.
In Figures 1 and 2 on Sheet 1 the central rail actuating wheel C, C¹;
is formed of a boss or eye of cast iron preferably with a flange on cach
side at c (overlapping the joint between it and the eyes of the rolling
wheels B, B, so as to prevent sand or dust from getting in), tlie spokes
being shown as cast into this eye and secured between the outer rim or
rings C by the rivets c¹, their outer extremities being formed into the
short pointed actuating arms C" in this case; all as before described.
n

page_text: ל
Referring to the modification of my said Invention or the construction
and arrangement of the parts of the endless portable chain of rails A
and the traction and rolling wheels B, C, C', shown in these several
Figures 14 to 29 on Sheet 2, the projecting ends of every alternate link
or rail A, a, at both ends a¹ and a¹ (Figures 15, 16, and 20) are made
wide as with straight sides a, while the projecting ends a¹¹, a", of the
other alternate link or rail A, a, (as shown in Figures 15 and 16, and
particularly in the detached views Figures 17 to 19, and 21 to 23 on
Sheet 2) at both ends are kneed in and forward to fit the inside of the
projecting ends a' of its said two wide adjoining rails A, a, as shown in
under side plan in Figure 20 on Sheet 2, or vice versa, the two ends of
the wide rail might be bent out to receive the ends of the narrow, and
in this case straight sided rail. Or otherwise each link may be of the
same construction with the two sides a, a, formed with wide projecting
ends a, a, the full width of the rail, as shown in Figure 20, and have 1
the other ends a", a", kneed inwards and forwards, as shown in
Figures 19 or 23 so as to enter and fit easily within the other ends a¹, a¹,
and thus form the joints of these rails A, a, all otherwise as described in
reference to Figures 14 to 23 on Sheet 2 of the Drawings.
To In any of these arrangements or constructions of rails A, a, just
described in reference to Sheet 2, the holes formed in the inner ends a"
of cach joint are made oblong or nearly rectangular at e¹ (Figures 17, 18,
and 19, and 21, 22, and 23 on Sheet 2) and larger than the pin E passing
through them, and straight or flat on the upper bearing side with a
sliding bush or cod piece e" fitted to slide on each flat upper bearing a
surface, and with a hollow segmental surface below to fit the pin or
axle E on which it rests, all as shown in Figures 14 and 15, and in red
lines in Figures 17 and 19, and 21 and 23, Sheet 2, cach bush e" being
made slightly broader than the thickness of the projecting ends a¹¹ of
the rails, and so as to fill the whole space between the inside of the a
projecting ends a¹ of the wide rails and the eye F of the chairs F, F¹,
all so as to allow the one rail freedom to move or swivel a small distance
at cach joint laterally or angularly in its length from, the line of the
other rail when required in turning the vehicle or otherwise.
Referring to the modification of the chair, shoe, or foot F, F, shown.
and so far described in reference to Figures 24, 25, and 26 on Sheet 2,
the upper part has only one long eye F nearly filling the space between
the inner links a" and having the joint pin E passed through it, this

page_text: part F being attached to the lower bearing shoe F' by the longitudinal
barf passing through below the eye F between its connecting arms,
and the sole f with a central steadying pin f passing through it and
the layers of india-rubber f³ inserted between the flange f and the
sole F¹. The chair F, F', is otherwise constructed, all substantially as
described in reference to the modifications thereof shown in Sheet 1.
According to another modification of this chair, shoe, or foot, F, F¹, as
shown in Figures 27 to 29, the under bearing segmental sole piece F¹ is
bolted directly and firmly at f* to the upper piece F (and the fixing
bar f¹¹ and layer of india-rubber f between the parts, as shown in
Figures 14, 15, and 25, are dispensed with), but the hollow cylindrically-
shaped top or cyc F of the upper part is enlarged nearly all round on
the under side to receive a layer or layers of india-rubbor or other
elastic material f', except at the very top F³, where the cylindrical part
is flattened down and bears directly on the flattened upper part of an
interior hollow cylindrical bush F, which is placed between the layers
of india-rubber f* and the pin or axle E of the rail joint. But in all
cases the sole or lower bearing portions F¹ of the foot or chair F, F¹, are
formed segmentally to the centre pin, or nearly so, in the longitudinal
direction of the rails A, and this lower bearing part F1 of the shoo or
sole piece is somewhat narrower than the narrowest part between
the bearing upper surfaces of the two sides a¹¹ of the said rails A, so
that the chair F, F, is forced to bear steadily on the road by the burden
pressing down both ends of the axle E of the rail joints outside of the
part F of the chair resting on the road.
In all the modifications and Figures the parts through which the
axle E passes or is inserted into are by preference free to turn on it, but
it will be obvious that the outer projecting ends a¹, or the central cross
piece E might when desired be rigidly secured to the axle E.
In this modification of the traction or actuating wheel C, C¹, of the
endless rails A, shown in Figures 14 and 15, on Sheet 2, the pointed
actuating arms C" are made short and separate from the long spokes or
arms C¹, and are rivetted by short segments at c between the rings O
and spokes C₁ of the wheel, so that they can easily be taken out for
repair or renewal when required.
When the wheels C, C', or B, B,. are made to revolve loosely on the

page_text: at D", and have an oil hole for lubrication through these and the eyes
at D, otherwise these wheels B, B, and C, C', arc substantially as shown
and described in reference to Figures 1 and 2, Sheet 1.
When one set of these new or improved rolling and traction or rail
laying and lifting wheels (B, B, and C, C¹,) are to be mounted on any
vehicle, they may be mounted on opposite ends of the same fixed or
revolving shaft (D), but it is preferred to mount them each on a separate
fixed axle or revolving shaft (D), which need not be carried across to
the opposite side of the vehicle if the frame is strong enough to support
it without doing so.
By another improvement or modification of this mode of working
rolling and bearing wheels which carry or lift and lay their own endless
rails the driving wheel C, C¹, herein-before described, is dispensed with,
and there is substituted in its place a set or sets of expanding and con-
tracting parallel acting arms R, S, of the construction and arrangement
shown and described in the final Specification of my said former Patent,
No. 1187, dated the 10th day of May 1861. By this improvement a
sufficient number or sets of these arms R, S, are carried on their eyes Q
in the centre between the two rolling and bearing wheels B, B, for laying
and lifting the portable rails A, instead of having two such ranges or
sets, one on each side of a rolling wheel, as described in the said former
Specification; but this modification is not intended for propelling or
traction purposes, and the pin passing through the extremity of the
arms R, S, is fitted into the two sides a, a, of each rail A, or cach
alternate rail at the centre of its length, and the hole in the arm through
which the pin passes is made wide enough to permit the necessary
twisting action of the rails while the vehicle is being turned round. In
this case for rolling and bearing purposes any one of the rolling
wheels B, B, may be fixed to the axle D on either side of the vehicle, and
the eye or centre of the traction arms C, C¹, or parallel acting levers R, S,
may revolve loosely on the axle D between the wheels B, B, when
preferred and not desired to be used for traction purposes. When the
central narrow driving wheel C, C¹, is in any case merely used for
carrying the rails round and laying them down and not for propelling
the vehicle the axle D may if preferred be fixed to the vehicle, and all
the three wheels of cach set or system be loose or free to revolve
on it.

page_text: In applying steam power to traction engines according to this In-
vention and improvements a better fulcrum or arrangement of fulcra
or points of resistanco are provided for them, as the two chairs or
feet F, F', on which cach rail A rests, and which are pressed firmly into
the irregularities or prominences and depressions of common roads or
fields, and so give a much greater traction resistance against slipping
than is given by a wheel turning on a rail, or road, or field; and the
traction engines and other vehicles do not under these improvements
require to be made heavy for the mere purpose of getting more adhesion;
and of whatever weight they may be a less proportion of power is
required to roll them on the rails than on a common road or field or with
india-rubber tyres.
It is to be understood that a guiding wheel, or two or more of these
improved sets of duplex rolling and bearing wheels (B, B,), with their
traction wheels (C, C',) or parallel acting link levers (R, S,) between them
for lifting and laying down their portable chain ofrai ls (A), and chairs or
fect (F, F,) are fitted as described, instead of the ordinary wheels or
wheels and portable rails heretofore in usc, upon the main or other
separate axle for each set which sustains the weight, according to the
particular form and construction of the traction engine, carriage, cart,
or other vehicle to which these improvements are to be applied.
Having thus described and particularly ascertained the nature of my
said Invention, and the manner in which the same is or may be used or
carried into effect, I would obscrvc in conclusion that what I consider
novel and original, and therefore claim as the Invention secured to me
by the hercin-before in part recited Letters Patent is,―
First. The new or improved construction and arrangement of the parts
of the rolling and traction wheels (B, B, and C, C',) for vehicles, and the
portable endless rails (A) and their chairs or fect (F, F¹), all sub-
stantially as and for the purposes herein-before described and dis-
tinguished in reference to the several modifications and Figures shown on
the two Sheets of accompanying Drawings.
Second. The new or improved construction and arrangement of the
parts of a rail actuating wheel (C, C¹,) or a set of radial arms C¹, C¹¹,)
and its application between two rolling wheels (B, B,), either for traction
purposes, or for merely lifting and laying the endless rails of the wheels
or vehicles, all substantially as and for the purposes herein-before

page_text: described and distinguished in reference to the several modifications and
Figures shown on the two Sheets of accompanying Drawings.
Third. The improved mode and means of applying a set or sets of the
parallel acting or expanding and contracting endless rail carrying or
guiding arms (R, S,) of my said former Patented Invention, No. 1187,
May 10, between two rolling wheels (B, B,) of vehicles, all substantially as
and for the purposes herein-before described.
1861
Fourth. The new or improved construction and arrangement of the
parts of endless portable rails (A) and their joints, with an improved
central V shaped traction recess or fulcrum (C³) for vehicles, all sub- 1
stantially as and for the purposes herein described and distinguished in
reference to the several modifications and Figures shown on the two
Sheets of accompanying Drawings.
Fifth. The construction and arrangement of the joints of endless
portable rails for the traction or rolling wheels of vehicles, with a
universal joint piece E¹ or sliding bushes e¹ for giving the angular
motion in turning, all substantially in the new or improved manner
herein described and shown in the accompanying Drawings.
Sixth. The new or improved arrangement or construction of the parts
of supporting chairs or feet (F, F¹) of or for endless portable rails for
vehicles, all substantially as and for the purposes hercin described and
distinguished in reference to the several modifications and Figures shown
on the two Sheets of accompanying Drawings.
In witness whereof, I, the said Andrew Dunlop, have hereunto
set my hand and seal, this Eighteenth day of August, in the
year of our Lord One thousand eight hundred and seventy-
four
Witness,
W. R. M. THOMSON,
Patent Agent,
Glasgow.
ANDREW DUNLOP. (L.S.)