CHIUISIT LI LURE EFFECTUALLY DISSIPATING THE SHOCK OF COLLISION IN RAILWAY TRAINS, REDUCING THE SURFACES EXPOSED TO ATMOSPHERIC RESISTANCE, AND DIMINISHING OSCILLATION, BY MAKING PORTIONS OF THE WHOLE OF EACH CARRIAGE ELASTIC IN EVERY DIRECTION, AND INCREASING THE POWER OF THE CARRIAGE TO RESIST SEVERE PRESSURE, BY MEANS OF METALLIC TUBES IN ITS LONGITUDINAL ANGLES
Year: 1852

page_text: Cirace IXCHIUISIT
LI
LURE
EFFECTUALLY DISSIPATING THE SHOCK OF COLLISION IN RAILWAY
TRAINS, REDUCING THE SURFACES EXPOSED TO ATMOSPHERIC RESISTANCE,
AND DIMINISHING OSCILLATION, BY MAKING PORTIONS OF THE WHOLE OF
EACH CARRIAGE ELASTIC IN EVERY DIRECTION, AND INCREASING THE
POWER OF THE CARRIAGE TO RESIST SEVERE PRESSURE, BY MEANS OF
METALLIC TUBES IN ITS LONGITUDINAL ANGLES."
Sealed the 28th March 1853, and dated the 5th October 1852.
PROVISIONAL SPECIFICATION left by the said Michael Angelo
Garvey at the Office of the Commissioners of Patents, with his
Petition, on the 5th October 1852.
I, MICHAEL ANGELO GARVEY, do hereby declare the nature of the
said Invention for "MORE EFFECTUALLY DISSIPATING THE SHOCK OF COLLI-
SION IN RAILWAY TRAINS, REDUCING THE SURFACES EXPOSED TO ATMOSPHERIC
RESISTANCE, AND DIMINISHING OSCILLATION, BY MAKING PORTIONS OF THE
WHOLE OF EACH CARRIAGE ELASTIC IN EVERY DIRECTION, AND INCREASING

page_text: THE POWER OF THE CARRIAGE TO RESIST SEVERE PRESSURE, BY MEANS OF
METALLIC TUBES IN ITS LONGITUDINAL ANGLES," to be as follows:-
Figure 1st, in the annexed diagram, represents the skeleton of
the body of a railway carriage. b, b, are the ends of the carriage; they
are formed of planks of wood jointed horizontally, slightly curved
outwards, and bolted on to the upright sides of a thin iron frame c, c, c, c.
The outward curvature is to enable the ends to resist external pressure
on the principle of the arch.. A great force operating externally on the
end b, would therefore tend to push the upright sides of the frame
c, c, c, c, further from each other, since they would have to sustain the
thrust of the arch. To counteract this tendency the upright sides are
united by thin wrought iron slips, shown by the dotted lines, the tenacity
of which would resist any force tending to separate the upright sides.
The external surfaces of the ends b, b, are covered with a preparation of
coutchouc or some other substance which makes them impervious to
the air. t, t, t, t, are four thin wrought iron 'tubes fixed at their ends to
the corners of the frames c, c, c, c, so as to occupy 'respectively the four
longitudinal angles of the carriage. These tubes constitute the founda-
tion of the carriage; its roof, floor, and sides are fixed upon them by
means of flanges, which are omitted in 'the diagram for the sake of
clearness and simplicity. r, r, r, 7, are steel rods, working freely in their
respective tubes, and projecting beyond the end b, through holes in the
frame c, c, c, c, which are concentric witli the tubes. Fig. 2nd, repre-
sents a longitudinal section of the portion of the tube t, with the rod r,
in position; ff, is a circular flange, by means of which the tube is
fixed to the iron frame; r,, is the steel rod; p, is a piston of steel,
fixed on the rod, and moving with it in the tube; d, is a box fixed in
the tube, with a hole in the centre, through which the rod moves freely.
Between p, and d, a a spiral spring is coiled round the rod, and exerts
its force from the fixed fulcrum d, upon the piston p., which it presses
against the fram c, c, c, c, Fig. 1, thus forcing the projecting part of
the rod to its full extent beyond the end of the carriage. The extremi-
ties of the four rods r, 1, 1, 1, sustain a light shield a, constructed in
the same way as the end of the carriage, but without any curvature.
The manner in which the shield is sustained is as follows: 8, 3, 8, 8, are

page_text: four springs fixed at one end to the interior of the shield, and termi-
nating at the other in volutes, which play free, and the eyes of which
correspond with the ends of the rods, and are fixed on them; the
outline of the shield a, corresponding with that of the end of the carriage
b, and in line with both ends. The interior surface of the shield a, is
also covered with a preparation of coutchouc or some other substance
which renders it impervious to the air, and its external surface is
covered with a thick coating of strong felt. It is obvious that the
shield a, will now, whilst presenting a plain rigid surface equal to the
transverse section of the carriage, have a certain degree of elasticity in
every direction. The shape of the volute springs permits a limited
movement of the shield towards every point of its vertical plane, and
the independent action of the rods 1, r,,, provides for every movement
in a horizontal direction. The compartment between the shield a, and
the end of the carriage b, is enclosed with strong india-rubber cloth, of
several thicknesses, capable of bearing any given pressure, and firmly
attached to the outer edges of the end of the carriage b, and of the
shield a, so that when the spiral springs have forced the rods r, 1, 1, 1, to
their full extension the cloth covering is uniformly tense at the top, the
sides, and the bottom; and the shield a, is parallel with and equidistant
from the end of the carriage b. The whole compartment between the
shield and the true end of the carriage is now perfectly air-tight; any
force applied to the shield will have the effect, therefore, of compressing
the included air, and bringing its elasticity into action. An indefinite
increase of force will result in the bursting of the cloth covering of the
reservoir, but to guard against this consequence of sudden collision or
severe pressure there is an opening in the bottom of the carriage
communicating with the reservoir, and furnished on the outside with a
safety valve, which is pressed close upon the opening by means of a
spring. The force of this spring is adjusted to the strength of the cloth
covering of the reservoir, so that when the shock or pressure is so
great as to endanger the cloth covering, the valve opens, allows a
portion of the included air to escape, and thus relieves the cloth
covering, whilst at the same time a power of resistance to external
force is always preserved equivalent to the strength of the valve spring.

page_text: When the shield a, is relieved from external pressure, the spiral springs
will exert just sufficient force to distend the reservoir, and to restore
the shield to its original position; for 'this, however, a supply of air is
necessary, otherwise the pressure of the atmosphere would prevent
the distention of the reservoir, and the return of the shield to its
original position. To furnish the necessary supply of air-there-is
another valve in the bottom of the carriage opening inwards freely,
without a spring, like the valve of a pair of bellows. This valve is
kept in its position by its own weight and the pressure of the included
air, whilst any force is exerted on the external surface of the shield;
when that force ceases, and the spiral springs begin to distend the reser-
voir, the valve opens by the external pressure of the air, and a sufficient
supply enters to enable the spiral springs to expand the reservoir to its
full dimensions. The reservoir thus described I call a spondyl, and
a carriage furnished with a spondyl at each end a spondyloid carriage,
from the Greek word σ (in the form of vertebrae).
The natural mechanism of the vertebrae first suggested the idea of
this Invention, and furnishes a striking illustration of its advantages
in preventing damage from collision. The spine of a man consists
of twenty-four vertebrae, which form a column for the support of
the head and trunk, and at the same time a case for the spinal
cord. A shock to this delicate tissue would be productive of the
greatest suffering, and even of death; yet it is necessary that the bony
case in which it is enclosed should be capable of a great variety of
movements backward and forward, as well as laterally, and that it
should sustain severe jars and concussions, such as occur in violent
exercise, riding, leaping from a height, vaulting, and running, without
injury to its sensitive contents. The manner in which nature has pro-
vided against these dangers to the spinal cord is by interposing a fibro-
cartilaginous substance of great clasticity between the conterminous
ends of each pair of vertebrae, so as to cover their whole surfaces, allow-
ing a free elastic movement in every direction, and dissipating every
shock before it can reach the sensitive contents of the bony column.
This corresponds exactly in principle with the spondyl, as already
described, whilst the passengers in a spondyloid train would occupy

page_text: a position analogous to that of the nervous cord in the spinal column;
the longitudinal tubes answering the same purpose as the bony struc-
ture of the individual vertebra. The carriages are combined into a
train, as at present, being screwed together till the adjacent surfaces of
the shields are in close and firm contact; by this arrangement it is
manifest that the force of a shock, such as would be caused by a col-
lision, instead of being concentrated as at present upon two points in
the longitudinal axes of the buffer rods, would be diffused in the form
of pressure over a surface equal to the superficial area of the entire
transverse section of the carriage. Further, the contiguous buffers in
a train can seldom be so accurately adjusted that their centres will
exactly coincide; hence, in case of collision, if the centres of the buffers
do not lie in the same horizontal plane, there is danger that the lower
pair will force the higher upwards, and thus double up the train; whilst,
if the centres of the contiguous buffers do not lie in the same vertical
planc, there is danger of derailment. Both these causes of danger arc
removed by the substitution of the spondyl for the buffers. In the
spondyl the resisting power, instead of being confined to two points, as
it is in the case of buffers, resides in the entire width and depth of the
carriage; a portion of the whole carriage at each of its ends is rendered
clastic. The thickness of the spondyl from the shield to the true end
of the carriage is all perfectly compressible space, so that if each
spondyl be two feet in thickness there will be in a train of twenty
carriages, each furnished with a pair of such spondyls, a compressible
space of eighty feet clear, sufficient to dissipate the most severe shock
to which trains are ordinarily exposed. If we suppose the force to
continue after it has compressed all this space, then the wrought iron
tubes in the longitudinal angles of the carriage will meet it in the
direction of their greatest strength, and prevent the carriage from being
crushed together by any external force, however great, broken as it must
be by the forty spondyls, upon the compression of which it must expend
its initial energy before it reaches the tubes. The nature of the resist-
ance which the spondyl offers to an external force is such as to increase
in precisely the same proportion as the incident force diminishes, and
is calculated, therefore, more effectually to dissipate the shock of collision.

page_text: The contiguous pairs of spondyls in a train meet, and the external
surfaces of the shields coincide exactly with each other, so that the
whole train moves as one continuous body, without interstices between
the carriages. Now it has been demonstrated by Dr. Lardner and
others, that the interstices in a train expose the ends of the carriages to
an amount of direct atmospheric resistance which causes a serious
expenditure of power. This is remedied by the spondyl, and the sur-
faces exposed to atmospheric resistance materially reduced.
Oscillation is diminished, for instead of each carriage in a train run-
ning separately or in contact with those preceding, and following it in
four small points, which are constantly liable to shift as at present,
the whole surfaces of the contiguous spondyls are in close contact; and
as these surfaces are covered with thick and strong felt, they cohere
sufficiently to prevent them from sliding on each other. The shields
possessing a universal mobility will remain in close contact, whatever
may be the position of the carriages, whether they are turning a curve,
or passing over a rise, or moving on the level. The volute springs which
are fixed to the shield in the interior of the spondyl form an escapement
for violent lateral oscillations in the carriages separately, whilst the
contact of the shields both above and below the centre of oscillation
would prevent or reduce to a minimum the oscillations of the several
carriages.
Having thus described the nature of my Invention, and the manner
in which the sanie is to be performed, I would have it understood that
I do not confine myself to the details as herein explained, so long as
the peculiar character of any part of my Invention is retained, and I
make no claim to any of the mechanical parts separately, when not
combined or used according to the Invention. But what I claim is,
First, making portions of the whole of each railway carriage at its
ends elastic in every direction.
Secondly, combining the elasticity of the air in the spondyl with that
of the spiral springs in the tubes and that of the external spring of the
safety valve, so as to produce the peculiar yielding resistance of the
spondyl.
Thirdly, making the outer surface of the spondyl a rigid plain shield,

page_text: which possesses a universal mobility, and will accommodate itself within
necessary limits to 'any other plain surface to which it may be applied,
without deranging the position of the carriage.
Fourthly, introducing metallic tubes into the longitudinal angles of
the carriage and the iron frames to which they are fixed at the ends of
the carriage.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Michael Angelo Garvey in the Great Seal Patent
Office, on the 1st April 1853.
TO ALL TO WHOM THESE PRESENTS SHALL COME; I,
MICHAEL ANGELO GARVEY, of No. 10, Jeffrey's Terrace, Kentish Town,
Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing, date the. Fifth day of October, in the year of
our Lord One thousand eight hundred and fifty-two, in the sixteenth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Michael Angelo Garvey, Her special licence
that I, the said Michael Angelo Garvey, my executors, administrators,
and assigns, or such others as I, the said Michael Angelo Garvey,
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,
usc, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "MORE EFFECTUALLY DISSIPATING THE SHOCK OF COLLISION
IN RAILWAY TRAINS, REDUCING THE SURFACES EXPOSED TO ATMOSPHERIC
RESISTANCE, AND DIMINISHING OSCILLATION, BY MAKING PORTIONS OF THE
WHOLE OF EACH CARRIAGE ELASTIC IN EVERY DIRECTION, AND INCREASING
THE POWER OF THE CARRIAGE TO RESIST SEVERE PRESSURE, BY MEANS OF
METALLIC TUBES IN ITS LONGITUDINAL ANGLES," upon the condition
(amongst others) that I, the said Michael Angelo Garvey, by an
instrument in writing under my hand and seal, should particularly
describe and ascertain the nature of the said Invention, and in what

page_text: 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 Michael Angelo Garvey, 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- (that is to-say):
Figure 1st, in the annexed diagrams represents the skeleton of the
body of a railway carriage, to which alone my Invention applics.
b, b, are the ends of the carriage; they are formed of planks of wood
jointed horizontally, slightly curved outwards, and bolted on to the
upright sides of a thin iron frame c, c, c, c, the dimensions of which,
as well as those of the other parts, are given at the foot of the
diagrams. The outward curvature is to enable the ends to resist
external pressure on the principle of the arch; a great force operating
externally on the end b, would, therefore, tend to push the upright sides
of the frame c, c, c, c, farther from each other, since they would have
to sustain the thrust of the arch. To counteract this tendency the
upright sides are united by thin wrought iron slips, shown by the
dotted sides, the tenacity of which would resist any force tending to
separate the upright sides. The external surfaces of the ends b, b, are
covered with a preparation of coutchouc in order to render them im-
pervious to the air. t, t, t, t, are four thin wrought iron tubes fixed at
their ends to the frames c, c, c, c, by means of bolts passing through the
frame and the expanded flange f, f, Figure 2, so as to occupy respec-
tively the four longitudinal angles of the carriage. These tubes consti-
tute the foundation of the carriage; its roof, sides, and floor are fixed
upon them by means of flanges, which are omitted in the diagram for
the sake of clearness and simplicity. r,,,, Figure 1, are steel rods
working freely in their respective tubes, and projecting two feet beyond
the end of the carriage b, through holes in the frame c, c, c, c, which are
concentric with the tubes. Figure 2, represents a longitudinal section
of a portion of the tube T, with the rod 1, in position; f, f, is a circular
flange, by means of which the tube is fixed to the iron frame; r, r, is
the steel rod; p, and d, are steel boxes fixed in the tube, with holes in s

page_text: their centres, through which the rod moves freely; 1, is a steel collar
fixed upon the rod. Between 7, and d, a spiral spring is coiled round the
rod 7, 7, and exerts its force from the fixed fulcrum d, upon the collar 7,
which it presses home against the box p, thus forcing the projecting
part of the rod to its full extent beyond the end of the carriage. The
spiral spring is so adjusted as to allow the rod to be forced back unti!!
its external end is flush with the exterior surface of the end of the
carriage. The extremities of the four rods 2, 1, 2, 1, Figure 1, sustain
a light shiell a, constructed in the same way as the end of the carriage,
but of lighter materials, and without any curvature. The manner in
which the shield is sustained is as follows: s, s, &, s, are four springs
fixed at one end to the interior of the shield, and terminating at the
other in volutes, which play free, and the eyes of which correspond
with the ends of the rods, and are screwed on them. The outline of
the shield a, corresponds with that of the end of the carriage b, and is in
line with both ends b, b. The internal surface of the shield a, is also
rendered impervious to the air by being lined with a preparation of
coutchouc, and its external surface is covered with a thick coating of
strong felt. It is now obvious that the shield a, whilst presenting a
plain rigid surface, equal to the entire area of the transverse section of
the carriage, will have a certain degree of elasticity in every direction.
The volute shape of the springs s, s, s, s, permits a limited movement of
the shield towards every point in its vertical plane, and the independent
action of the rods 1, 2, 1, 7, provides for every variety of movement
in a horizontal direction. The compartment between the shield a,
and the end of the carriage b, is enclosed with strong india-rubber
cloth capable of bearing a given pressure, and firmly attached to
the outer edges of the end of the carriage b, and of the shield
, so that when the spiral springs in the tubes have forced the
rods 1, 1, 1, 1, to their full extension the cloth covering is uniformly
tense at, the top, the sides, and the bottom, and the shield a, is
parallel with and equidistant from the end of the carriage b. The
whole compartment between the shield and the true end of the carriage
is now perfectly air-tight; a force acting on the external surface of the
shield will, therefore, have the effect of compressing the included air,

page_text: and bringing its clasticity into operation; and if the force be increased
indefinitely; it will result in the bursting of the cloth covering, of the
compartment. To obviate this consequence of sudden collision or severe
pressure there is. an opening in the bottom of the carriage communi-
cating with the enclosed space through an aperture in the frame
c, c, c, c, as shown at v, and furnished with a safety valve on the
outside, which is pressed close to the opening by means of a spring.
The force of this spring is 'adjusted to the strength of the cloth covering
of the compartment, so that when from the operation of external force
the pressure of the included air becomes so great as to endanger the
cloth covering of the compartment the valve opens, allows a portion of
the compressed air to escape, and thus relieves the cloth covering, whilst
a-power of resistance to external force is always preserved equivalent
to the strength of the safety valve spring on areas equal to that of the
valve on all parts of the cloth covering: When the shield a, is relieved
from external pressure the spiral springs will exert their force to dis-
tend the compartment, and to restore the shield to its original position;
for this purpose a supply of air'is necessary, and in order to furnish it
there is another valve in the bottom of the carriage opening inwards
like the valve of a pair of bellows. The whole of the arrangement thus
described, that is to say, the compartment shield and cloth covering,
I call a spondyl; "a carriage furnished with one or two spondyls
I call a spondyloid carriage; and a train composed of such carriages;
a spondyloid train, from the Greek word, in the. form of
vertebrae. The natural mechanism or the vertebrae may serve as an
illustration of the advantages of this Invention in preventing damage
from the collision of trains in motion, or of a train or carriage in motion
with an object at rest. The spine of a man consists of twenty-four
vertebrae, which form a column for the support of the head and trunk,
and at the same time a case for the spinal cord. A shock to this delicate
tissue would be productive of the greatest suffering; and even of death;
yet it is necessary that the bony case in which it is enclosed should be
capable of a great variety of movements backwards and forwards, as
well as laterally, and that it should sustain severe jars and concussions,
such as occur in violent exercises, riding, leaping from a height, vaulting,

page_text: and running, without injury to the nervous cord. The manner in which
nature has provided against these dangers is by interposing a fibro-carti-
laginous substance of great elasticity between the conterminous ends
of each pair of vertebrae, so as to cover the whole of their adjacent
surfaces, allowing a limited elastic movement in every direction suffi-
cient to dissipate every ordinary shock before it can reach the sensitive
contents of the bony column. This corresponds exactly in principle
with the arrangement of a spondyloid train, as described above; the
passengers in a spondyloid train occupying a position analogous to that
of the nervous cord in the spinal column; the spondyls corresponding
in their action with the fibro-cartilaginous substance between each pair
of vertebrae; and the tubes in the longitudinal angles of each carriage
answering the same purpose as the osseous structure of the individual
vertebra. The carriages are combined into a train as at present,
being screwed together by draw links till the adjacent surfaces of the
shields are in close and firm contact, which is preserved by the spiral
springs in the tubes. By this arrangement it is manifest that the forec
of a shock, such as would be caused by a collision between a spondy-
loid train and any resisting surface, instead of being concentrated,
as in the case of carriages furnished with buffers, upon two points
in the axes of the buffer rods, would be diffused in the form of
pressure over a surface equal to the superficial area of the entire trans-
verse section of the carriage. Further, the contiguous buffers in a
train can seldom be so accurately adjusted that the axes of the buffer
rods will exactly coincide, that is, lie in the same vertical and horizontal
planes; hence, in case of collision, if the axes of the buffer rods do not
lie in the same horizontal plane, the lower pair have a tendency to prize
the higher pair upwards, thus producing what is called the doubling up
of the train; whilst, if the axes of the contiguous buffer rods do not lie
in the same vertical plane, there will be a tendency to derailment. Both
these causes of danger are removed by substituting the spondyl for the
buffers. In the spondyl the power of resistance and dissipation, instead
of being confined to two points, as it is in the case of buffers, resides in
the entire width and depth of the carriage; a portion of the whole carriage
at each of its ends, as has-been demonstrated, is rendered elastic. The

page_text: thickness of the spondyl from the shield to the true end of the carriag
is all perfectly compressible space, so that if each spondyl be two fee
thick, there will then be in a train of twenty carriages of the spondyloi
construction a compressible space of eighty feet clear, sufficient to dissi
pate the most severe shock to which a train can be exposed. If we
suppose the incident force to continue after it has compressed all this
space, then the wrought iron tubes in the longitudinal angles of the
carriages will meet it in the direction of their greatest strength, and
prevent the carriages from being crushed together by any force, broken,
as it must be, by the forty spondyls, upon the compression of which it
must expend its initial energy before it reaches the tubes. The nature
of the resistance which the spondyl offers to an external force is such
as to increase in precisely the same proportion as the incident force
diminishes; and it is, therefore, calculated more effectually to dissipate
the shock of collision between railway trains. The contiguous pairs of
spondyls in a train meet, and the external surfaces of the shields coincide
exactly with each other, so that the whole train moves as one connected
and continuous body, without any interstices between the carriages.
Now it has been demonstrated that the interstices in a train expose the
ends of the carriages to an amount of direct atmospheric resistance
which causes a serious expenditure of power; by the adoption of the
spondyl this direct resistance of the atmosphere is avoided; since the
ends of the carriages are protected from its action further oscillation is
diminished; for instead of cach carriage in a train running separately, or
in contact with that preceding or following it in two small points which
are constantly shifting, as in the case of buffers, the whole surfaces of
the contiguous spondyls are in close and firm contact; and as these sur-
faces are covered with thick and strong felt, they cohere sufficiently to
prevent them from sliding over each other, whilst the shields possessing
a universal mobility will remain in close contact with each other, what-
ever may be the position of the carriages, whether they are turning a
curve, or passing over a rise, or moving on the level. The volute-shaped
springs which are fixed to the shield in the interior of the spondyl form
an escapement for violent lateral movements without deranging the
train, whilst the contact of the shields, both above and below the centre

page_text: of oscillation, would reduce to a minimum, if not altogether prevent, the
oscillations of the carriages severally.
Having thus described the nature of my Invention, and the manner
in which the same is to be performed, I would have it understood that
I do not confine myself to the details as herein explained, so long as
the peculiar character of any part of my Invention is retained'; and I
make no claim to any of the mechanical parts separately, when not
combined or used according to the Invention. But what I claim is the
combination of the several parts herein described so as to produce the
following results,-
I. To render a portion of the whole of each carriage at each end
elastic in every direction.
II. Combining the elasticity of the air in the spondyl with that of the
spiral springs in the tubes and that of the external spring of the safety
valve so as to produce the peculiar yielding resistance of the spondyl.
III. Making the outer surface of the spondyl at the end a plain
rigid shield, which possesses a universal mobility, and will accomodate
itself within necessary limits to any other plain surface to which it may
be applied without deranging the position of the carriage.
IV. Increasing the power of the carriage to resist pressure in the
direction of its length by means of the wrought iron tubes in its
longitudinal angles.
In witness whereof, I, the said Michael Angelo Garvey, have
heretofore set my hand and scal, this First day of April,
in the year of our Lord One thousand eight hundred and
fifty-three.
MICHAEL ANGELO GARVEY. (L.S.)

page_text: of an inch in thickness, 18 feet long, and 4 inches clear diameter inside. C, E, C, C, iron frames, to which the tubes are bolted; the
styles are 8 inches wide, and three eighths of an inch in thickness. a, a, are the shields fixed on the steel rods. 5,5,s,s, volute
springs, fixed on the interior of the shields, and the ends of the steel rods. V,V, openings in iron frame for the escape of compressed
air.
t,t,t,t, longitudinal section of a portion of one of the tubes in the longitudinal angles of the carriage, showing one steel rod in position.
r, r, is the steel rod. p, and d, the boxes in which the rod works. I, the collar fixed on the rod. Between land d, the spiral spring
is seen coiled round the rod. M, is an end view of the tube and rod.