IMPROVEMENTS IN STEAM ENGINES AND IN GEARING CONNECTED THEREWITH
Year: 1854

page_text: LETTERS PATENT to John Wesley Hackworth, of Priestgate Engine
Works, Darlington, in the County of Durham, Engineer, for the Inven-
tion of "IMPROVEMENTS IN STEAM ENGINES AND IN GEARING CONNECTED
THEREWITH."
Sealed the 7th November 1854, and dated the 9th September 1854.
PROVISIONAL SPECIFICATION left by the said John Wesley Hackworth
at the Office of the Commissioners of Patents, with his Petition, on
the 9th September 1854.
I, JOHN WESLEY HACKWORTH, of Priestgate Engine Works, Darlington, in
the County of Durham, Engineer, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN STEAM ENGINES AND IN GEARING CONNECTED
THEREWITH" to be as follows:-
This Invention relates to various modifications of the general details of steam
engines, as more especially intended for stationary and marine purposes, with
the view of securing superior efficiency of working action.
One detail of these improvements relates to a "duplex over-end crank," to
be used instead of the ordinary crank arrangements of steam engines. This
double crank is made by keying or forging on the end of the main shaft a

page_text: plain crank arm of the usual kind. The opposite end of this crank is formed
with an eye to receive a stout crank pin (answering as the working pin
for one steam cylinder), which is forged in one piece with a second arm or
lighter crank lever. The other end of this secondary arm has forged upon it a
second crank pin for the other steam cylinder. The stouter pin of the secondary
crank arm is fixed into the eye of the first crank, so as to set the two arms at
a considerable angle with each other, or at a right angle, as may be desired.
The slide valve for each steam cylinder of a pair of engines may be worked
from 3
spanner keyed on the end of the secondary crank pin, the other end of
this spanner being directed back as far as the centre of the shaft, whilst it
terminates in a solid pin set true with the axial line of the main shaft, upon
which two eccentrics may be placed for working the steam slides; or instead
of two eccentrics two pins may be used. The steam cylinders for actuating
the "duplex over-end crank are disposed one on each side of the main shaft,
opposite to each other, and nearly in the same straight line. The axial lines
of the two cylinders must vary sufficiently to allow for the thickness of the
second crank, in addition to one half of each crank journal, but by cranking the
second crank lever this distance may be diminished. The necessary governing
action for the rate of steam engines is obtained from the buoyant effect of a
fluid, as mercury, in one direction, and the weight of a piston in the reverse
movement. This system is carried out by the use of a pipe with three forks
or branches, one a plain and truly bored vertical cylinder, fitted with a deep
piston, carrying a small rod passing up through a hole in the cylinder cover.
This rod is connected to a spanner or lever, working in communication with
the throttle or steam regulating valve. From the lower end of this central
pipe or cylinder two divergent pipes are made to spring upwards and outwards,
and the whole is set upon a vertical spindle driven from the engine. Mercury
is placed in the pipes which freely communicate one with the other, and as the
spindle with its triple-armed chamber rotates, the centrifugal force causes the
mercury to rush up more or less into the two divergent pipes; hence the central
floating piston falls or rises in the cylinder, and acts upon the governing valve.
Instead of this triple chamber, the apparatus may take the form of an urn or
ornamental vase, with an inside casing, forming an external annular space for
the mercury, bars or projections being employed for insuring the carrying
round of the mercury. This governor may be applied to any system of valve
work, but the preferable form is that of a balanced cylinder arrangement. The
valve spindle is formed with several feather pieces upon it, the projecting faces
of which are turned truly to fit the internal surface of a brass lining cylinder
set in the steam pipe casing. This lining piece has in it a set of radial holes,

page_text: corresponding to the feathers on the spindle, the face of each feather being
wide enough to cover a hole or port. When the governor is at rest the
feathers are off the ports, thus allowing free steam way through them; but as
the spindle is turned when the governor rotates, the feathers cover the ports
more or less accordingly. To economise steam power, the working steam
cylinder has round it a casing or shell, filled with an annular series of tubes
running parallel with the cylinder's axial line. The waste steam passes into
this chamber from each side of the slide valve chest so as to surround the
contained tubes, provision being made for the exit of the waste current. The
feed water for the boiler is passed through these tubes, and thus, whilst the
belt of steam prevents undue radiation of the heat from the steam cylinder,
the feed water is highly heated with what would otherwise be mere waste. In
its application to a vertical steam cylinder, the advantages of this system are
thought to come out more prominently. In such case, the tubes being vertical,
sediment cannot lodge in them, and the passage of the water upwards obviously
best suits the action of the heat. In horizontal engines the chamber for the
reception of the exhaust steam may be arranged with cross tubes.
In engines where frequent reversing is necessary, in mine engines, for instance,
a contrivance is added whereby the necessary reverse movement is obtained
without reversing the engine itself. In this arrangement the engine shaft is
disposed at right angles with the winding or second motion shaft, and the
latter has upon its projecting end a large bevil wheel. The engine shaft
carries two loose bevil pinions, contrived to gear with the intermediate bevil
wheel at pleasure. A cone clutch or friction box is placed on the engine shaft
between the two pinions, so as to put the proper pinion into action at pleasure.
Various arrangements of clutch or connecting movements may be adopted. A
similar result may be obtained by the aid of a combination of four spur
pinions and a spur wheel, the engine shaft being disposed in a line parallel
with the winding or reverse action shaft, and also parallel with a third or
counter shaft. Thus, by shifting the clutch either to one side or other, either
a pinion on the engine shaft may be made to gear directly with the wheel on
the winding shaft, or the other pinion on the engine shaft may drive the
counter shaft, a pinion on the latter shaft driving the winding shaft in a
reverse direction.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said John Wesley Hackworth in the Great Seal Patent Office
on the 8th March 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
WESLEY HACKWORTH, of Priestgate Engine Works, Darlington, in the County
of Durham, Engineer, send greeting..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Ninth day of September, in the year of our Lord
One thousand eight hundred and fifty-four, in the eighteenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said John Wesley Hackworth, Her special license that I, the said John
Wesley Hackworth, my executors, administrators, and assigns, or such others
as I, the said John Wesley Hackworth, my executors, administrators, or
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, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN STEAM ENGINES AND IN GEARING CONNECTED THEREWITH,"
upon the condition (amongst others) that I, the said John Wesley Hack-
worth, by an instrument in writing under my hand and seal, should particularly
describe and ascertain the nature of the said Invention, and in what 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 John Wesley Hackworth, 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 fol-
lowing statement, reference being had to the accompanying Drawings, and to
the letters and figures marked thereon, that is to say :-
My said Invention relates to various modifications of the general details of
steam engines, as more especially intended for stationary and marine purposes,
with the view of securing superior efficiency of working action. One detail
of these improvements relates to a "duplex over-end crank," to be used
instead of the ordinary crank arrangements of steam engines. This double
crank is made by keying or forging on the end of the main shaft a plain
crank arm of the usual kind. The opposite end of this crank is formed with
an eye to receive a stout crank pin (answering as the working pin for one
steam cylinder), which is forged in one piece with a second arm or lighter

page_text: crank lever. The other end of this secondary arm has forged upon it a second
crank pin for the other steam cylinder. The stouter pin of the secondary crank
arm is fixed into the eye of the first crank, so as to set the two arms at a
considerable angle with each other or at a right angle, as may be desired.
The slide valve for each steam cylinder of a pair of engines may be worked
from a spanner keyed on the end of the secondary crank pin; the other end
of this spanner being directed back as far as the centre of the shaft, whilst it
terminates in a solid pin set true with the axial line of the main shaft, upon
which two eccentrics may be placed for working the steam slides, or instead
of two eccentrics two pins may be used. The steam cylinders for actuating
the "duplex over-end crank" are disposed one on each side of the main
shaft, opposite to each other, and nearly in the same straight line. The axial
lines of the two cylinders must vary sufliciently to allow for the thickness of
the second crank, in addition to one half of each crank journal; but by
cranking the second crank lover this distance may be diminished. To econo-
mise steam power, the working steam cylinder has round it a casing or shell
filled with an annular series of tubes running parallel with the cylinder's axial
line. The waste steam passes into this chamber from each side of the slide
valve chest, so as to surround the contained tubes, provision being made for
the exit of the water current. The feed water for the boiler is passed through
these tubes, and thus whilst the belt of steam prevents undue radiation of the
heat from the steam cylinder, the feed water is highly heated with what would
otherwise be mere waste. In its application to a vertical steam cylinder, the
advantages of this system are thought to come out more prominently. In
such case, the tubes being vertical, sediment cannot lodge in them, and the
passage of the water upwards obviously best suits the action of the heat. In
horizontal engines, the chamber for the reception of the exhaust steam may
be arranged with cross tubes. The necessary governing action for the rate of
steam engines is obtained from the buoyant effect of a fluid, as mercury, in one
direction, and the weight of a piston in the reverse movement. This system is
carried out by the use of a pipe with three forks or branches, one a plain and
truly bored vertical cylinder, fitted with a deep piston, carrying a small rod passing
up through a hole in the cylinder cover. This rod is connected to a spanner or
lever, working in communication with the throttle or steam regulating valve.
From the lower end of this central pipe or cylinder two divergent pipes are
made to spring upwards and outwards, and the whole is set upon a vertical
spindle driven from the engine. Mercury is placed in the pipes which freely
communicate one with the other; and as the spindle with its triple-armed
chamber rotates, the centrifugal force causes the mercury to rush up more or

page_text: less into the two divergent pipes; hence the central floating piston falls or
rises in the cylinder, and acts upon the governing valve. Instead of this
triple chamber, the apparatus may take the form of an urn or ornamental vase,
with an inside casing, forming an external annular space for the mercury, bars
or projections being employed for insuring the carrying round of the mercury.
This governor may be applied to any system of valve work, but the preferable
form is that of a balanced cylinder arrangement. The valve spindle is formed
with several feather pieces upon it, the projecting faces of which are turned
truly to fit the internal surface of a brass lining cylinder set in the steam pipe
casing. This lining piece has in it a set of radial holes corresponding to the
feathers on the spindle, the face of each feather being wide enough to cover a
hole or port. When the governor is at rest the feathers are off the ports, thus
allowing free steam way through them; but as the spindle is turned when the
governor rotates, the feathers cover the ports more or less accordingly. In
engines where frequent reversing is necessary, in mine engines, for instance,
a contrivance is added whereby the necessary reverse movement is obtained
without reversing the engine itself. In this arrangement the engine shaft
is disposed at right angles with the winding or second motion shaft; the
latter has upon its projecting end a large bevil wheel. The engine shaft
carries two loose bevil pinions, contrived to gear with the intermediate bevil
wheel at pleasure. A cone clutch or friction box is placed on the engine
shaft between the two pinions, so as to put the proper pinion into action at
pleasure. Various arrangements of clutch or connecting movements may be
adopted. A similar result may be obtained by the aid of a combination of
four spur pinions and a spur wheel, the engine shaft being disposed in a line
parallel with the winding or reverse action shaft, and also parallel with a third
or counter shaft. Thus, by shifting the clutch either to one side or other,
either a pinion on the engine shaft may be made to gear directly with the
wheel on the winding shaft, or the other pinion on the engine shaft may drive
the counter shaft, a pinion on the latter shaft driving the winding shaft in a
reverse direction.
And in order that my said Invention may be properly understood, I shall
now proceed to describe the several explanatory Figures on the two Sheets of
Drawings hereunto attached.
Figure 1 on Sheet 1 of the Drawings is a plan, and Figure 2 is a side
elevation, of a combined or compound arrangement of steam engines, shewing
two steam cylinders, lying horizontally and connected to a duplex over-end
crank, as constructed according to my Invention. These two Figures also com-
prehend a modification of my steam-condensing and water-heating apparatus

page_text: as adapted to this arrangement of engine. Figure 3, on Sheet 2 of the
Drawings, is a vertical section of a vertical steam cylinder, as constructed with
my improved steam-condensing and water-heating apparatus adapted thereto;
and Figure 4 is a horizontal section, taken through the vertical centre of the
steam cylinder. Figure 5, also on Sheet 2 of the Drawings, is a vertical sec-
tion of my improved steam engine governor and throttle valve; and Figure 6
is a section of the valve, taken at right angles to Figure 5. Figures 7 and 8,
also on Sheet 2 of the Drawings, are plans of two modifications of my improved
reversing apparatus, for reversing the motion of machinery worked by a steam
engine without reversing that of the engine itself. In the arrangement of
steam engine represented in Figures 1 and 2, on Sheet 1 of the Drawings,
two steam cylinders A, B, are employed, these being bolted down at opposite
ends of a long cast-iron bed frame or casing C. The piston rod ends are fitted
with slide blocks to slide in the horizontal guides D, bolted down to the bed
fraine C, and each piston rod is jointed to a connecting rod E, which passes
to a crank pin carried by the main shaft F. The shaft Flies horizontally and
at right angles to the axial lines of the steam cylinders A, B, and its end is
supported in the pedestal bearings G, bolted down upon the bed frame C.
The shaft F has keyed or forged upon the end projecting inside the bearings
G a plain crank arm H, the outer end of which is formed with an eye, to
receive a stout crank pin I, answering as the working pin of the steam cylin-
der A, and having strapped or otherwise jointed to it the connecting rod E of
that cylinder. This pin I is forged in one piece with a second arm or crank
lever J, the other end of which has forged upon it a second crank pin K, for
the other steam cylinder B, and having the connecting rod E of that cylinder
strapped or otherwise jointed to it. The first pin I of the crank J is set in
the arm of the crank H in such a manner as to place the second crank pin K
at a distance from the other, equivalent to a quarter of a revolution, or any
other distance that may be desirable. The two steam cylinders are placed a
little out of line with each other, so that the axial line of each may be in the
same plane with the centre of its respective crank pin. The intermediate
crank J may be cranked or bent, so as to bring the two crank pins nearer
together. The valve casings L of the steam cylinders are on the sides furthest
from the main shaft, and the valve rods M pass out through stuffing boxes on
the inner ends of the valve casings. Connecting rods N are jointed to the
valve rods, and are worked by means of a spanner or light lever O, keyed on
the second crank pin K, and formed with pins P, placed in suitable positions
as regards the axial line of the main shaft for working the valves, the connect-
ing rods N being strapped or jointed to them for that purpose; or, instead of

page_text: this arrangement, the spanner O may be formed with a single pin, the centre
of which is made to coincide with the axial line of the main shaft, the valves
being in this case worked by eccentrics keyed upon this central pin. In single
cylinder engines the same general arrangement of details may be employed,
the valves being worked by a pin or eccentric on a spanner or return crank
fixed upon the main over-end crank pin. It is also obvious that the stean
cylinder or cylinders may be disposed either horizontally or vertically, or in
any convenient position. In Figures 3 and 4, on Sheet 2 of my Drawings, is
represented one modification of my improved apparatus for economising steam
power, as applied to an inverted steam cylinder A, supposed to be placed ver-
tically above the shaft which it drives. This cylinder A is supported upon a
hollow cast-iron platform or table B, the central portion of which is shaped to
answer as the bottom cover of the cylinder, with the piston rod stuffing box
cast upon it. The table B is carried by four hollow cast-iron pillars C, being
held down by long bolts D passing to the base frame below. The steam
cylinder A is cast in one piece with, or it may be otherwise attached to, an
outer cylinder E, arranged to enclose an annular space round the cylinder A.
The exhaust port or ports in the valve casing G communicate with this
annular space, into which the exhaust steam from the steam cylinder con-
sequently enters. A number of tubes H are passed vertically through the
space between the two cylinders, and they communicato with spaces above
and below the cylinders, and through these tubes the feed water is made
to pass on its way to the boiler, being pumped up from below by the pipes
at I, and passing off above by the pipe J. It follows, from this arrangement,
that the exhaust steam surrounding the steam cylinder A will prevent loss
by radiation of heat therefrom, and will at the same time communicate a
portion of its heat to the feed water rising through the tubes H. The
exhaust steam, and any condensed portion of it, finally passes off by the
bottom port K, which communicates with the interior of the hollow table B,
and with the hollow pillars C, being thus spread over a large extent of
metallic condensing surface, and finally finding its way to a cistern below.
The arrangement just described is obviously most suitable for a vertical
steam cylinder, but the apparatus may also be adapted to steam cylinders
arranged in other positions. Thus, with horizontal steam cylinders the tubes
Hmay be bent round across the steam cylinder, but I prefer in all cases to
have these tubes as nearly vertical as possible. When horizontal steam
cylinders are used, another arrangement may also be adopted, but one which
dispenses with the cylinder-warming part of the arrangement, the exhaust
steam being conveyed to a separate vessel apart from the steam cylinder. This

page_text: arrangement is represented in Figure 2, on Sheet 1 of the Drawings, already
herein-before partially described. Ifere the exhaust steam from the steam
cylinders A, B, is conveyed by the pipes Q to a vessel R, supported upon four
hollow pillars S. This vessel R contains a number of vertical tubes, commu-
nicating with spaces T at the top and bottom of the vessel, through which
tubes the feed water is pumped on its way to the boiler, entering beneath by
the pipes U, and passing off above by the pipe V. The exhaust steam is thus
made to heat the feed water, as in the arrangement described in reference to
Figures 3 and 4, on Sheet 2 of the Drawings, whilst it is itself condensed or
partially condensed, and passes off in this condensed or partially condensed
state down the pillars to a cistern below, this cistern being constituted either
by the bed frame C itself, or by a space partitioned off within it.
The governing mechanism, represented in Figures 5 and 6 on Sheet 2 of
the Drawings, consists of a three-branched vessel or pipe A, carried upon a
vertical spindle B, supported and driven in the manner usually employed with
ordinary ball or pendulum governors. One, C, of the three branches of the
vessel A, rises up centrally and vertically, whilst the two other branches, D), run
out upwards and laterally on opposito sides. The central branch C is bored
out cylindrically, and inside it works a plunger or heavy float E. A rod F
passes up from the float E through a hole in the cover of the pipe C, and is
jointed to the lever G, which transmits the regulating action of the governor
to the throttle valve H. A quantity of mercury I or other suitable fluid is
placed in the vessel A, which mercury fills the three branches to the same
level when the governor is at rest. On the governor being caused to revolve,
however, the centrifugal action causes the mercury to run up the lateral
branches D, and to sink to a lower level. in the central branch C. If the
governor is driven beyond the proper rate, the mercury will sink so low in the
central branch C as to allow the float E to descend, which movement will act
on the throttle valve connections in such a manner as to partially close
the valve, and diminish the supply of steam to the engine. Contrariwise, when
the governor revolves at too low a rate, the mercury will sink in the lateral
branches D, and rise correspondingly in the centrial branch C, lifting the
float E, and thereby causing the throttle valve to open further, and give an
increased supply of steam to the engine to enable it to recover its rate. The
throttle valve H, represented as in connection with my improved governor, is
also constructed according to one portion of my Invention. The valve seating
consists of a cylinder J, fitted into the steam pipe K in such a manner that
one end of the pipe communicates with one or both ends of the cylindrical
seating, whilst the other end communicates with the circumference of the

page_text: seating, the steam having to pass through the cylindrical valve seating on its
way to the cylinder, this passage being effected through slots in the seating.
The spindle L of the valve passes through the axis of the seating, and carries
a number of radial feathers corresponding to the slots in the valve seating J,
and turned on their circumferential edges to work upon the turned inside
surface of the valve seating. The valve is thus balanced as regards the steam
pressure, which can in no position have any tendency to shut or open it, or
prevent its being shut or opened by the least possible force applied to its lever.
In Figure 7, on Sheet 2 of the Drawings. is represented one modification of
my reversing apparatus as applied to the winding apparatus of a mine. Here
the main shaft A of the steam engine is represented as at right angles to the
winding shaft B, upon which last is the usual winding drum C. The shaft B
has keyed upon it a large bevil wheel D, which is driven by one or other of
the bevil pinions E, F, on the shaft A, these pinions gearing with the wheel D
on opposite sides. The bevil pinions E, F, are loose upon the shaft A; they
are formed with elongated and coned bosses, into the hollow coned parts of
which bosses the coned ends of a friction clutch G are made to fit. This
clutch G is fitted upon the shaft A with feathers, and when it is made to
engage either of the bevil pinions E, F, the pinion so engaged is turned by
the shaft A, and so drives the bevil wheel D. Then, when the motion is to be
reversed, the clutch G is shifted by means of the hand lever II, so as to recede
from and leave free one bevil pinion and engage the other, which being
thereby made to turn with the shaft A, drives the bevil wheel D in the
opposite direction.
In Figure 8, also on Sheet 2 of the Drawings, the
engine shaft A is represented as parallel to the winding shaft B. The shaft A
carries loose upon it two pinions C, D, the former in gear with a spur wheel E,
fast on the winding shaft B. The pinion D is in gear with a pinion F, fast
on an intermediate shaft G, which also has fast on it another pinion H, this
last being in gear with the spur wheel E on the winding shaft B. The
pinions C, D, are formed with coned bosses, and a friction clutch I with
corresponding hollow coned ends is carried upon the shaft A and between the
pinions C, D. This clutch is fitted on the shaft A with feathers, and if it is
made to engage with the pinion C, this pinion will be turned by the shaft A,
and will drive the spur wheel E in one direction. Then, when the direction
of the motion is to be reversed, the clutch I is shifted by means of the lever J
from the pinion C to the pinion D, so as to release the former and engage the
latter. The pinion D is then turned by the shaft A, and driving the pinion
F, and through it the shaft G, causes the pinion H on this shaft to drive
the spur wheel E in the opposite direction to that in which it was pre-

page_text: viously driven by the pinion C. Various forms of engaging and disengaging
clutches may be adopted instead of those selected in illustration of my
Invention.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried
into effect, I may observe, in conclusion, that I do not confine or restrict myself
to the precise details or arrangements which I have had occasion to describe
or refer to, as many variations may be made therefrom without deviating from
the principles or main features of my Invention. But what I consider to be
novel and original, and therefore claim as the Invention secured to me by the
herein-before in part recited Letters Patent, is,-
First, the general arrangement and construction of steam engines, in the
manner herein-before described.
Second, the system or mode of arranging and constructing the main shafts
of two-cylinder steam engines with duplex over-end cranks, as herein-before
described.
Third, the system or mode of working the valves of steam cylinders con-
nected to the overhanging end of the main shaft by means of pins or eccentrics
carried by a spanner or light crank arm keyed upon the crank pin, or one of
the crank pins of the main shaft, as herein-before described.
Fourth, the system or mode of economising the heat of the steam employed
in steam engines, by causing the exhaust steam from the steam cylinder to
enter an outer cylinder or vessel surrounding such steam cylinder, so as to
prevent the radiation of heat therefrom, as herein-before described.
Fifth, the system or mode of admitting the exhaust steam from the cylinders
of steam engines into a vessel surrounding or enclosing such cylinders, and
having tubes passed through it, through which tubes the feed water passes on
its way to the boiler, and by these means takes up and economises some of the
heat of the exhaust steam, as hercin-before described.
Sixth, the system or mode of constructing governors for steam engines, as
more particularly described in reference to Figure 5 on Sheet 2 of the Drawings
hereunto attached.
Seventh, the system or mode of regulating the rate of steam engines by the
agency of the centrifugal action of fluid matter.
Eighth, the system or mode of constructing the steam regulator or throttle
valves of steam engines, as more particularly described in reference to Figures
5 and 6 on Sheet 2 of the Drawings hereunto attached.
Ninth, the system or mode of reversing the motion of mine shaft winding
apparatus and similar machinery without reversing the motion of the driving

page_text: engine itself, by means of a duplex arrangement of driving gear, and an
engaging and disengaging clutch, as more particularly described in reference
to Figures 7 and 8 on Sheet 2 of the Drawings hereunto attached.
In witness whereof, I, the said John Wesley Hackworth, have hereunto
set my hand and seal, this Seventh day of March, in the year of our
Lord One thousand eight hundred and fifty-five.
JOHN WESLEY HACKWORTH. (L.S.)