IMPROVEMENTS IN THE MEANS FOR TRANS- A communication him " PORTING LOADS ON INCLINED ROADS OR TRACKS
Year: 1882

page_text: LETTERS PATENT to Alfred Julius Boult of the firm of W P Thompson &..
Boult Agents for Foreign Patent Solicitors, of 323 High Holborn in the
county of Middlesex and 6 Lord Street Liverpool in the county of Lancaster
Engineer for an Invention of IMPROVEMENTS IN THE MEANS FOR TRANS-
A communication to him
"
PORTING LOADS ON INCLINED ROADS OR TRACKS
כו
from abroad by François Bouquet of St Leu Пle de la Réunion, Republic of
France,
PROVISIONAL SPECIFICATION left by the said Alfred Julius Boult at the
Office of the Commissioners of Patents on the 11th August 1882.
ALFRED JULIUS BOULT of the firm of W. P. Thompson & Boult Agents for
Foreign Patent Solicitors of 323 High Holborn in the County of Middlesex
and 6 Lord Street Liverpool in the County of Lancaster Engineer "IMPROVE-
MENTS IN THE MEANS FOR TRANSPORTING LOADS ON INCLINED ROADS OR TRACKS
J1
[a communication to him from abroad by François Bouquet of St Leu Ile de la
Réunion, Republic of France.]
The object of this invention is to provide means whereby loads may be with
facility be transported on inclined roads, more especially down the same, even if
the incline is considerable and if there are sharp curves in the road or path.
This invention may be utilized in all hilly or mountainous districts where paths
of say not less than 1 meter 50 centimeters width can be provided whose incline
may be 5 to 15 metres in 100 and the curves of say 2 meter radius.
According to this invention a single line of rails is suspended overhead the
lengths of rail being suitably connected. The rails may be of the form usually
employed for railways, but it is preferred to have the rails I shaped in section
the tread and foot being equal and at right angles to the web. To the web
of the rail iron bars or brackets are firmly attached at suitable distances, and serve
to attach the same in proper position to the uprights or pillars hereinafter described.
The width of these bars or brackets must be less than that of the rail-web so that
the head and foot of the rail remain free on three sides.

page_text: The uprights or pillars hereinabove referred to may be either of wood or of iron
and either be fixed in the ground or only placed on the road A convenient shape
for the same is that of a quadrangular frame open at one side, so placed that one
side rests on or in the ground and forms the base another part stands upright and
forms the support for the third which extends across above the road and to
which the rail is fixed. Suitable Tie-rods or bars may strengthen each frame.
It is obvious that the said frames are provided at suitable distances apart and
more closely where there is a curve in the road than where the same is straight
and that some or all of the same may be buttressed.
On the line of rails thus erected the loads are run for transport. For this
purpose a steel or iron bar is bent into a large hook at the top and into a smaller
one at the bottom so as to be somewhat of a C shape; the two legs of the large
hook afford hearings for a roller which runs upon the rail, the two legs or limbs
forming a guard to prevent the roller slipping off the line, the main limb being
moreover provided with a guard plate, the bottom hook serves for the suspension
of the load. At each side of the roller are small rods through which the axle of the
roller passes and crossbars connect the ends of said rods so as to form a rectangular
frame. The eyes or apertures of the side rods wherein the roller axle works are
elongated so as to allow the frame a certain amount of end play. The frame has a
third cross piece carrying a curved plate which acts as a brake for the roller.
A series (say two or more) of these rollers with hooks and frames are connected
by rods or bars and the load being suspended from the hooks, form as it were a
train. With the rear of the train a brake is connected which moderates the speed
of the whole train while the brakes above mentioned act upon the separate rollers.
The train brake consists of brake shoes or blocks adapted to bear against the rail
and so attached to two C springs that when the brake rides on the rail the springs
press the brake blocks against the same. A screw-clamp passes over the springs
and by turning the screw of the clamp the friction of the brake may be increased
or diminished. A rod serves to keep the brake blocks at an equal distance from
one another.
The operation of this invention is as follows When a load is to be lowered on
the line the brake is first placed on the rail and then a suitable number of the
books with rollers &c the load being hung thereon. Gravity then impels the train
thus made up along the line the speed being moderated at will by the brake. At
the first two hooks in the train the brakes for the rollers can be conveniently
dispensed with so as not to check the impetus required for carrying the train
down By suitably harnessing a draft animal its power may be caused to assist or
to apply the brake and heavier loads may thus be transported. When the train
has arrived at its destination the load is taken from the hooks and the hooks and
brake can be readily carried back to the top say by hand.
The line may cross public or other roads either on a viaduct or in a tunnel or
may be broken and the goods carried across by other means.

page_text: These rails are not of the usual form although ordinary ones may be employed,
they differ from them in that it is not necessary for the lower part to have a
greater width than the upper one, and for the head to be of convex shape. On
the contrary it is advantageous if the upper surface is plain and the angles
rectangles as in Fig 1 of the accompanying drawings.
On one side of the rails and at distances of from one to two metres according
to their capacity of resistance and the loads they are to bear supports or iron
pieces are applied which are solidly rivetted to their side, that is to say to their
concave part.
These pieces must be from 20 to 25 centimetres long and their height at the
bearing point must be one third less than that of the rail, in such a manner that
the head and web shall be perfectly free upon the sides, as shown in Figs 2 and 3.
The supports are pierced with two holes Fig 3 which are to receive the bolts which
have to fix them to the uprights, Fig 4.
These uprights or supports are of iron or wood according to their shape and
may be fixed in the ground or be simply placed on the track.
The arm at the end of which the support is fixed must be 50 to 75 centimetres
long and be at a height of about 1 metre from the ground; the part which
rests on the ground should have double the length of the top portion as shown in
Fig 4
The curved rails are 1 metre 50 centimetres to 2 metres 50 centimetres long,
they are curved to a radii of from 2 to 5 metres, the supports for the curves will be
placed at shorter distances than those for the straight rails
If the supports have the shape of the one shown in Fig 4 it will be necessary to
buttress them at certain distances.

page_text: HOOKS OR CARRIAGES.
The carriages consist of a piece of iron, or of steel bent in its upper part in such
manner as to surround the wheel whose trend must be of the same breadth as the
face of the rail and whose diameter varies from 5 to 15 centimetres according to
whether it is to run on an incline of 15 or 5 in 100, that is to say the steeper the
incline which has been adopted the smaller the diameter of the wheels or rollers.
This hook must not only surround the wheel, but the opposite end of the
book must extend at least 1 centimetre below the point where the wheel bears
on the rail so as to enclose, without pressing upon the head of the rail as shown in
Fig 7.
The other end of this hook piece descends below the rail and is bent in such a
manner that the load which it will have to bear is suspended from the centre of
gravity of the wheel.
On this side a small iron plate D about 8 to 10 centimetres long inserted in the
main piece at the height of the rail-head which it just touches serves to keep the
wheel constantly parallel to the rail see Figs 6 and 8.
A small iron or bronze wheel E Figs 5. 6. 7 and 8
Two sinal iron rods F (Figs 8. 9 10 and 13) placed at either side of the wheel
through which pass the ends of the axle of said wheel.
These rods are connected with one another by two small cross bars a b Fig 9.
The openings through which pass the ends of the axle have an oblong shape, c
Fig 10, so that this small framing, once in place can move to the extent of about
1 centimetre in the direction of its length.
A third small crossbar carrying with it a bent iron plate or shoe G Figs 9. 11. 12
and 13 completes this framing.
"
All these parts being fitted together as seen in Fig 13 it will be readily under-
stocd that the slightest pull being exerted on the frame on the side opposite the
shoe G will carry it against the wheel whose rotary motion it would moderate and
if required arrest.
Small iron rods H of about 75 centimetres to
metre length Figs 13 and 14
serve to connect these frames or carriages with one another and always to maintain
them at even distances from one another.
Lastly a brake placed at the rear of the train and to which it is firmly attached
serves to moderate its descending movement and to keep it at the walking pace
of either a man or an animal, which speed is not to be exceeded where the curves
are of small radius.
This brake Figs 15. 16. 17. and 18 consists of four small plates I of iron or
steel which are encased in the head and web of the rail and adhere to it more or
less strongly according to the pressure exerted upon the springs K which cause
them to bear thereon.
The springs are fixed to a screw clamp L Fig 16 and it will suffice to turn the
crank handle M:thereof to attain the desired pressure. A small rod N Fig. 15
keeps the opposite jaws of the brake always at an equal distance.
The operation is as follows
The brake is first placed on the rail and is strongly attached thereto, then the
first frame or carriage is put in place and connected with the brake, then the
second carriage which is connected with the first and so on with the others the
loads are suspended from the hooks and these are according to their nature
either simply slung on, or placed into sacks or nets of the shape of hammocks.

page_text: Each load is to be carried by the hooks of two carriages. The number of these
may be greater or less according to the nature or the weight of the load.
It is advantageous to disconnect the two front carriages from their brakes 80
that they may without difficulty carry away the loads placed between them and.
the main brake.
The train thus prepared, the conductor slowly releases the brake.
The downward
movement is forthwith produced; the conductor follows it with his hand on the
brake so as to moderate or increase its speed.
The conductor may himself be suspended on two hooks placed at the rear of the
brake.
.
It has to be noted, as has moreover been hereinabove explained that the principal
brake does not alone act to moderate the speed of the train in offering resistance
to the descending movement of the carriages; by the arrangement of the small
frames in the middle whereof each of these latter is placed, the small special brakes
bear against the rollers whose rotary motion they moderate and may
instantaneously arrest.
even
The loads thus descending by their own weight and at a very low speed pass
over curves of the smallest diameter.
Arriving at the point of unloading, the operation being completed the pieces
which have served for the transport are separated from one another and brought
back to the starting point either by the conductor, or by a beast of burden or any
convenient vehicle.
Should an animal be employed for carrying the material back, it might also be
used for assisting the brake in arresting the downward movement of the train.
To this end it would only be required to harness it to a backing harness which
may be attached either to the last load or to the last carriage in this case the total
weight of the train may be much greater than if it bad to be maintained by the
brake alone.
The rolling stock must be manufactured with the most sparing quantity of metal
no more than those dimensions being adopted which are absolutely requisite for
resisting the weight and force of traction which each part will have to bear, so that
a load of 1200 to 1500 kilogrammes, which is what one man can conduct, shall
require rolling stock of only 15 to 20 kilogrammes.
With a rail of Decauville's system 7 kilogrammes per metre and undoubled
and with hooks and a brake of the shape and dimensions indicated by the
accompanying drawings. I have caused four loads of 250 kilogrammes each, each
hung on three hooks say 1000 kilogrammes to descend on an incline of 10 in 100.
Two curves of 2 metres radius one from right to left one from left to right have
been passed without the least difficulty, the speed was regulated with ease and
the train stopped instantaneously and without the least effort.
This system, to attain the proposed end has to work from high to low levels, it is
therefore unavoidable that public or private roads be passed
According to the nature of the ground four means may in such case be
employed.
1st Pass above and at suitable height from the road.
2nd Pass below; in this case a gallery or tunnel of 1 metre 80 centimetres height
and 1 metre 50 centimetres width would be sufficient.
3rd Connect the two rail trunks by a hinged rail mounted on rolling supports
which would leave the road clear at all times interrupting the communication only
at the moment when the loads are passing.
4 Lastly if none of these means can be employed a small railway at the level
of the ground could be laid down on the road to be crossed and small waggong

page_text: would transport the loads from one end to the other of the line where they would
be again taken up and placed on the overhead line.
Having now described this invention as communicated to me by my foreign
correspondent and the method of performing the same I claim the novel parts
thereof substantially as described and illustrated
In witness whereof I the said Alfred Julius Boult have hereunto set my
hand and seal this tenth day of February in the year of Our Lord One
thousand eight hundred and eighty three.
ALFRED J. BOULT (L.S.)