## 4 Conclusions  
* In the present research, static analysis by FEM is shown, applied to the 3D model of the _Hay inclined plane_ located in Coalbrookdale (Shropshire, England), the work of the English engineer [PERSON], just as it worked a few years after its inauguration in 1792. This 3D model was developed based on the work of the Spanish engineer [PERSON], who published a report about the method used by [PERSON] to negotiate uneven channels using inclined planes. For these tasks, Autodesk Inventor Professional software was used. * Static analysis was used to study the behavior of the engine in the two most unfavorable situations: the first one, in which a inertia flywheel blockage due to a problem in the steam engine is simulated, and a second one in which emergency braking of a loaded tugboat is required by the disconnection between the inertia flywheel and the steam engine. * The results of the static analysis were very different, depending on the situation analyzed. For the blockage situation, a maximum stress of 186.9 MPa was obtained at the insertion point of the inertia flywheel with the DD axle. In addition, the wooden support of said DD axle had the lowest safety coefficient with a value of 3.51, which indicates that it is well dimensioned. The same DD axle would have a negligible maximum deformation of 0.13%, and the maximum displacement is located at the inertia flywheel, with a value of 22.98 mm. Similarly, it was observed that the rest of the elements always had values on the side of safety, so for this situation, it can be said that the mechanism is oversized; that is, the materials work far below their elastic limit, just as happened in the designs of the time. * However, the results were different in the emergency braking situation. On the one hand, as stated above, this second situation, although it would be highly advisable in the face of an emergency situation, was impossible to resolve in practice. That is, unless there was a mechanical system for actuating the lever (which is not described in the written account, but would certainly have existed), it would be impossible to exert sufficient braking pressure using human means. As was seen, the force that it would be necessary to exert on the brake bar to stop the mechanism was almost 22 kN, very far beyond the capacity of a human operator. In any case, it was considered useful to approach the study of this hypothetical situation as a method for evaluating the mechanism structurally. * Also, the static analysis of this emergency braking situation was very revealing. For this situation, a maximum stress of 1025 MPa is reached at the point of insertion of the brake bar and the first link of the brake, and since the elastic limit of cast iron is 758 MPa, at that point the bar would break. In addition, the security coefficient at this point is 0.74, confirming, therefore, the invalidity of its dimensions. However, the analysis is surprising for two reasons: on the one hand, a low security coefficient is not necessarily excessive, so a simple change in the dimensions of the bar would be enough for this element to fall within the safety range; and on the other hand, it is striking that it is the only point where these values are exceeded. The second maximum stress is located at the insertion point of the braking bar with its support presenting an acceptable value of 390.7 MPa, and the second point with the lowest safety coefficient corresponds to the links that join the brake parts with a value of 1.7, which falls within the safety range. As indicated above, although this emergency braking situation could not occur manually, it is verified that for such a large braking stress the structure would function correctly except in the dimensioning of the braking bar. In fact, this bar is the element where the greatest equivalent deformation and the largest displacement within the mechanism is located, with values of 0.73% and 247.1 mm, respectively. The latter value would suggest the need for a resizing of the bar.