APR 14 1935 MUTILATION NOTED PURIFICATION OF THE WA EXPERIMENT. draught if necessary. O O, roller over which the crane-beam runs. lever. G, pressThe wicker cradle, the dimensions of which are 3 feet 6 inches, by 2 feet 8 inches at top, and the depth 2 feet 4 inches, is fitted with light iron grating for the bottom, as offering less resistance to the upward current of wind in its descent. Canvass fenders, stuffed with cork shavings, pass round the sides. A strong net-work protects the heads of the occupants. The seats are placed low and are moveable at pleasure. Ropes to prevent falling over the cliff are added. As the machine is adjusted in the engraving on the front page, the rope will clear the face of the cliff about 6 feet, but by running out the beam to the last bolt-hole, it would clear the cliff 12 feet. On the cradle or basket being drawn to a level with the surface, the machine is intended to be drawn backwards bodily; so as to land the rescued in safety; and then again moved forward for further opera tions. The cost of the apparatus, which, by order of the Committee of the Brighton Branch of the Royal Humane Society, has been established there, amounted to scarcely 401., including the crane-rope, and the whole of the auxiliary appendages; but this sum is exclusive of the shed prepared for its reception. The machine itself has been built in a most masterly and workmanlike manner, and is braced with iron in every part where greater strength is required; the main beam especially being strengthened throughout, by an iron band, or plate, screwed to its upper surface to prevent the possibility of its yielding in the event of any extra weight being imposed upon it. Let us venture to hope that in a maritime country, such as the United Kingdom, around the coasts of which the most appalling shipwrecks are of such frequent occurrence, the excellent example set by the philanthropists of Brighton in the erection of this useful apparatus will not be lost sight of; and that wherever similar local circumstances exist, and under the favoring auspices of benevolent and influential individuals, Associations may happily have been formed with a view to the preservation of the lives of our brave mariners, the Cliff Crane will, ere long, be in universal use. S. Note. We are requested to notice a small im 485 was led, in consequence, to inspect the engine very minutely. wheels; diameter of the driving wheels 5 feet The engine No. 18 is mounted on four 6 inches; that of the others (or fore-wheels) 4 feet; the framings and bearings are inside the wheels. I found the fore-axle cut through about 3 inches inside the bearings of the near wheel; the longer section of the axle had dropped about half an inch below the bearing was sufficiently broad to retain the shorter one. As I had expected that the when cut through, I made particular inaxle in its truly horizontal position, even was informed that they were much worn; in quiries as to the state of the brasses, and fact, the engine had been sent into the shops newed, but that it had been determined to for the express purpose of having them retry the experiment before the execution of any repairs. After satisfying myself on these points, I went to Pinner Park gate, to inspect the position of a proposed new station; whilst there No. 18 came up, with a train of six loaded goods' waggons. I got on the engine, and when we had proceeded about six miles, we ran off the road; the speed at the time was from 15 to 20 miles an hour. The engine went about 200 yards before it was brought to a stand, striking, in its passage, violence. It was evident from the motion against the chairs and sleepers with great that for some considerable portion of this distance, the engine was fairly forced forward by the momentum of the train behind, none of the waggons of which, or the tender, having followed the engine off the road. On examining the engine after the accident, there was no appearance of any derangement of the machinery; the tires of the wheels were deeply indented by coming in contact with the chairs. The engine maintained her vertical position, was replaced upon the rails in about 20 minutes, and proceeded to her destination. Whilst upon the journey, I did not notice any unusual motion; and had I not seen that the fore-axle was severed, I should not have been aware of the fact. On the whole, I consider the experiment as highly satisfactory, for although I did not expect that the engine would have gone off the road, yet her having done so was a much more satisfactory test of its safety as a passenger engine, than could otherwise have been attained. Had there been anything in the construction which would render it liable to upset, I feel persuaded that the violent action of the train against the foot-board must have produced that result. And as this point could never have been d ed until an engine DESCRIPTION OF CLIFF-CRANE FOR THE RESCUE OF PERSONS SHIPWE (For the Mechanics' Magazine.) The machine which is the subject of the present notice is especially applicable to such parts of our coasts as consist of abrupt and perpendicular cliffs, washed by the waves, which preclude the possibility of rescuing any ill-fated mariners that may be stranded at their feet, except by mechanical means from above. A most important consideration with respect to any machine contrived for such a purpose is the absence of all that is complicated; simplicity of construction being, doubtless, the surest guarantee for successful operation. This will appear the more evident, when it is borne in mind, that if ever called into action, it would probably be amidst scenes of confusion and distress-perhaps too in the darkness of the night. In such cases it too frequently happens that more zeal is shown than discretion-all are eager to lend a helping hand, but few aware how assistance may best be rendered; and under such circumstances, complicated tackle of any description might not only render abortive the means of relief intended, but in all probability lead to fatal results. Against these fearful contingencies, the inventor of the present apparatus appears to have effectually provided. Simplicity and power are at once combined in this machine. There is nothing to adjust, which can lead to confusion or failure, while no less than four individuals at a time, may with ease be raised or lowered in the carefully-constructed cradle attached to the machine. Nor is it in saving life alone, that Mr. Johnston's apparatus may be rendered available. Property as well as human beings may be rescued from destruction by its simple, but effective machinery. The accompanying perspective view and plan (fig. I and 2,) which are copied from the Report of the Royal Humane Society for the present year, exhibit the construction of the apparatus and the mode of working it so clearly as to require but little explanatory description. A is a box or well for rocket or mortar apparatus, if required. B, pin-bolt for securing or adjusting the beam. C, sparshores or stays. D, catch-wheels attached to roller. E, ballast-box; ff, hooks for attaching hand-ropes to assist in the draught if necessary. 00, roller over which the crane-beam runs. G. press three-eighths of an y out of repair, with lever. The wicker cradle, the dinen re likely, therefore, to sions of which are 3 feet 6 inches, by se considered to have 2 feet 8 inches at top, and the depth 2 nt fact that the comfeet 4 inches, is fitted with light iron t liable to fall down grating for the bottom, as offering lessy by possibility break. resistance to the upward current of wind connected with the in its descent. Canvass fenders, stuffed kely to occur in ordiwith cork shavings, pass round the sides. ollowing reasons:— off the road. in a state to require vas below our standard two in the place most gine if a fracture were ere it would probably A strong net-work protects the heads of the occupants. The seats are placed low and are moveable at pleasure. Ropes to prevent falling over the cliff are added. As the machine is adjusted in the engraving on the front page, the rope will clear the face of the cliff about 6 feet, but by running out the beam to the last bolt-hole, it would clear the cliff 12 feet. On the cradle or basket being drawn to a level with the surface, the machine is intended nk axles have broken, be drawn backwards bodily; so as to ably been driven on its land the rescued in safety; and then rton for repair, and in again moved forward for further opera aken its train to a sta e to observe, that from line was opened, to there has not been a accident to our fore that of the few cases of ished:: The cast of the apparatus, which, by cles two only have ocorder of the Committee of the Brighton engines. Branch of the Royal Humane Society, 15 important facts may has been established there, amounted to scarcely 404., including the crane-rope, ham Railway the foree engines in use on the and the whole of the auxiliary append broken. ages: but this sum is exclusive of a the shed prepared for its reception. The yourable circumstances, nexperimentally broken machine itself has been built in a most isabled. And, masterly and workmanlike manner, and e only two cases where is braced with iron in every part where passenger engines have greater strength is required; the main ines were not disabled. beam especially being strengthened urs, faithfully, throughout, by an iron band, or plate, screwed to its upper surface to prevent Bury, Esq. the possibility of its yielding in the event of any extra weight being imposed upon it. EDWARD BURY. ad Birmingham Railway, en Town, May 30, 1842. was at Wolverton on start on an experimental Let us venture to hope that in a mari- astant, and saw engine time country, such as the United King dom, around the coasts of which the on. most appalling shipwrecks are of such fre. man of the shops, in quent occurrence, the excellent example Bet by the philanthropists of Brighton in the erection of this useful apparatus will your directions the fored been cut through, for aining, 1st, whether the it state, keep the road; not be lost sight of; and that wherever engine did get off, whe similar local circumstances exist, and under the favoring auspices of benevolent er, or retain its vertical and influential individuals, Associations yself no doubt as to the may happily Lave been formed with a ment, yet being aware view to the preservation of the lives of all probability, have an our brave mariners, the Cliff Crane will tablishing or condemn ere long, be in universal use. $.3 of this construction, I Nate-We are requested to notice a small m 485 was led, in consequence, to inspect the engine very minutely. The engine No. 18 is mounted on four wheels; diameter of the driving wheels 5 feet 6 inches; that of the others (or fore-wheels) 4 feet; the framings and bearings are inside the wheels. I found the fore-axle cut through about 3 inches inside the bearings of the near wheel; the longer section of the axle had dropped about half an inch below the shorter one. As I had expected that the bearing was sufficiently broad to retain the axle in its truly horizontal position, even when cut through, I made particular inquiries as to the state of the brasses, and was informed that they were much worn; in fact, the engine had been sent into the shops for the express purpose of having them renewed, but that it had been determined to try the experiment before the execution of any repairs. After satisfying myself on these points, I went to Pinner Park gate, to inspect the position of a proposed new station; whilst there No. 18 came up, with a train of six loaded goods' waggons. I got on the engine, and when we had proceeded about six miles, we ran off the road; the speed at the time was from 15 to 20 miles an hour. The engine went about 200 yards before it was brought to a stand, striking, in its passage, against the chairs and sleepers with great violence. It was evident from the motion that for some considerable portion of this distance, the engine was fairly forced forward by the momentum of the train behind, none of the waggons of which, or the tender, having followed the engine off the road. On examining the engine after the accident, there was no appearance of any derangement of the machinery; the tires of the wheels were deeply indented by coming in contact with the chairs. The engine maintained her vertical position, was replaced upon the rails in about 20 minutes, and proceeded to her destination. Whilst upon the journey, I did not notice any unusual motion; and had I not seen that the fore-axle was severed, I should not have been aware of the fact. On the whole, I consider the experiment as highly satisfactory, for although I did not expect that the engine would have gone off the road, yet her having done so was a much more satisfactory test of its safety as a passenger engine, than could otherwise have been attained. Had there been anything in the construction which would render it liable to upset, I feel persuaded that the violent action of the train against the foot-board must have produced that result. And as this point could never have been determined until an engine DESCRIPTION OF CLIFF-CRANE FOR INVENTED BY JOHN J (For the M The machine which is the subject To R. Creed, Esq. London and Birmingham Railway Office, My Dear Sir,-I send, for the information of the Board, the particulars of an experiment which was made on Monday and Tues the present notice is especially ap day last, at this station, on engine No. 18 ; cable to such parts of our coasts as co The accompanying perspective vi and plan (fig. 1 and 2,) which are copi from the Report of the Royal Huma Society for the present year, exhibit t construction of the apparatus and t mode of working it so clearly as to r quire but little explanatory descriptio A is a box or well for rocket or mort apparatus, if required. B, pin-bolt f securing or adjusting the beam. C, spa shores or stays. D, catch-wheels attach to roller. E, ballast-box; ff, hooks f attaching hand-ropes to assist in t and as the result proves that a fracture may occur in the fore-axle, without any serious consequence to engines of the description used by the company, I doubt not that it will be found exceedingly interesting at a time when the public mind is so much excited by the recent accident on the Paris and Versailles Railway. I must premise, that engine No. 18 was selected for the experiment because she had been sent to Wolverton to undergo a thorough repair; and it was further decided to substitute for her fore-axle one which, having been erroneously made a quarter of an inch less in diameter than the prescribed dimensions, had been long since laid aside. The axle thus selected was cut circularly through, by a tool three-eighths of an inch wide, close to one of the journals, and to within half an inch of the centre of the diameter, leaving, therefore, an intervening thickness of one inch of metal connecting the partially severed parts. The engine, in this state, was sent from the station towards Roade; the fore-axle broke in two as intended, at the point where it had been divided, but the occurrence had no apparent effect on the movement of the engine, which continued its course till it reached Roade, when it was crossed from the down to the up line, and returned in safety to Wolverton. On Tuesday, at half-past one p.m., the engine, with its divided fore-axle in precisely the state in which it had been left the day preceding, was started from Wolverton, with six waggons of wheels and axlesmaking a gross load of 32 tons, exclusive of engine and tender. With this load the engine attained a speed of 25 miles per hour, and arrived safely at the Watford station, distant 34 miles. Soon after leaving Watford, and when it was again running at a speed of 25 miles per hour, one of the front wheels slipped off the rails, and the engine was delayed seven minutes until it was replaced. The engine again proceeded towards London; but at about two miles beyond the Harrow station, where the line is on transverse sleepers, the wheels once more slipped off the rails, and the engine, in that state, ran upwards of 200 yards before it was stopped. In 20 minutes it was again lifted on to the rails, and started for Camden Town, where it arrived in safety before five o'clock. This experiment, tried as it purposely was THE BROKEN AXLE EXPERIMENT. on an engine thoroughly out of repair, with a divided axle reduced three-eighths of an inch in length, and more likely, therefore, to slip off the rails, may be considered to have established the important fact that the company's engines are not liable to fall down because a fore-axle may by possibility break. The circumstances connected with the experiment are not likely to occur in ordinary practice, for the following reasons: 1st. The engine was in a state to require that it should be taken off the road. 2nd. The fore-axle was below our standard size. And, 3rd. It was cut in two in the place most likely to cripple the engine if a fracture were to happen, but not where it would probably take place. In conclusion I have to observe, that from July, 1837, when the line was opened, to the present period, there has not been a single instance of an accident to our foreaxles; that where crank axles have broken, the engine has invariably been driven on its own wheels to Wolverton for repair, and in most instances has taken its train to a station; and I may add, that of the few cases of fractured cranked axles two only have occurred to passenger engines. Thus the following important facts may be regarded as established: First-That of the engines in use on the London and Birmingham Railway the foreaxles have never been broken. Second-That when experimentally broken under the most unfavourable circumstances, the engine was not disabled. And, Third-that in the only two cases where the crank axles of passenger engines have been broken the engines were not disabled. I am, dear Sir, yours, faithfully, (Signed) EDWARD BURY. To E. Bury, Esq. London and Birmingham Railway, My Dear Sir, I was at Wolverton on Tuesday the 24th instant, and saw engine No. 18 preparing to start on an experimental trip to Camden station. Mr. Parker, foreman of the shops, informed me, that by your directions the foreaxle of the engine had been cut through, for the purpose of ascertaining, 1st, whether the engine would, in that state, keep the road; and 2nd, in case the engine did get off, whether it would roll over, or retain its vertical position. Although I had myself no doubt as to the results of the experiment, yet being aware that they would, in all probability, have an important effect in establishing or condemning the use of engines of this construction, I 485 was led, in consequence, to inspect the engine very minutely. The engine No. 18 is mounted on four wheels; diameter of the driving wheels 5 feet 6 inches; that of the others (or fore-wheels) 4 feet; the framings and bearings are inside the wheels. I found the fore-axle cut through about 3 inches inside the bearings of the near wheel; the longer section of the axle had dropped about half an inch below the shorter one. As I had expected that the bearing was sufficiently broad to retain the axle in its truly horizontal position, even when cut through, I made particular inquiries as to the state of the brasses, and was informed that they were much worn; in fact, the engine had been sent into the shops for the express purpose of having them renewed, but that it had been determined to try the experiment before the execution of any repairs. After satisfying myself on these points, I went to Pinner Park gate, to inspect the position of a proposed new station; whilst there No. 18 came up, with a train of six loaded goods' waggons. I got on the engine, and when we had proceeded about six miles, we ran off the road; the speed at the time was from 15 to 20 miles an hour. The engine went about 200 yards before it was brought to a stand, striking, in its passage, against the chairs and sleepers with great violence. It was evident from the motion that for some considerable portion of this distance, the engine was fairly forced forward by the momentum of the train behind, none of the waggons of which, or the tender, having followed the engine off the road. On examining the engine after the accident, there was no appearance of any derangement of the machinery; the tires of the wheels were deeply indented by coming in contact with the chairs. The engine maintained her vertical position, was replaced upon the rails in about 20 minutes, and proceeded to her destination. Whilst upon the journey, I did not notice any unusual motion; and had I not seen that the fore-axle was severed, I should not have been aware of the fact. On the whole, I consider the experiment as highly satisfactory, for although I did not expect that the engine would have gone off the road, yet her having done so was a much more satisfactory test of its safety as a passenger engine, than could otherwise have been attained. Had there been anything in the construction which would render it liable to upset, I feel persuaded that the violent action of the train against the foot-board must have produced that result. And as this point could never have been determined until an engine |