be to pitch any obstacle obliquely off the rail unless its heavier portion were between the rails.
Some time after, a strong vertical bar of iron was placed in front of the wheels of every engine. The objection to this is, that it has a tendency to throw the obstacle straight forward upon another part of the rail.
2nd. The second suggestion I made, was to place in front of each engine a strong leather apron attached to a powerful iron bar, projecting five or six feet in front of the engine and about a foot above the ballast. The effect of this would be, that any animal straying over the railway would be pitched into this apron, probably having its legs broken, but forming no impediment to the progress of the train.
I have been informed that this contrivance has been adopted in America, where the railroads, being unenclosed, are subject to frequent obstruction from cattle. If used on enclosed roads, it still might occasionally save the lives of incautious persons, although possibly at the expense of broken limbs.
Another question discussed at this party was, whether, if an engine went off the rail, it would be possible to separate it from the train before it had dragged the latter after it. I took out my pencil and sketched upon a card a simple method of accomplishing that object. It passed round the table, and one of the party suggested that I should communicate the plan to the Directors of the railway.
My answer was, that having a great wish to diminish the dangers of this new mode of travelling, I declined making any such communication to them; for, I added, unless these Directors are quite unlike all of whom I have had any experience, I can foresee the inevitable result of such a communication.
