CERTAIN IMPROVEMENTS IN ENGINES FOR GENERATING POWER BY MEANS OF THE EXPANSIVE FORCE DERIVED FROM HEATED AIR AND GASES, OR BY MEANS OF THE EXPANSIVE FORCE OF LIQUID CARBONIC ACID AND OTHER EXPANSIBLE LIQUIDS
Year: 1854

page_text: atem
Agent,
"CERTAIN IMPROVEMENTS IN ENGINES FOR GENERATING POWER BY MEANS OF THE
EXPANSIVE FORCE DERIVED FROM HEATED AIR AND GASES, OR BY MEANS OF THE
EXPANSIVE FORCE OF LIQUID CARBONIC ACID AND OTHER EXPANSIBLE LIQUIDS."
-A communication.
Sealed the 26th May 1854, and dated the 24th February 1854.
PROVISIONAL SPECIFICATION left by the said Auguste Edouard Loradoux
Bellford at the Office of the Commissioners of Patents, with his Petition,
on the 24th February 1854.
I, AUGUSTE EDOUARD LORADOUX BELLFORD, of 16, Castle Street, Holborn,
(City) London, Patent Agent, do hereby declare the nature of the said Inven-
tion for "CERTAIN IMPROVEMENTS IN ENGINES FOR GENERATING POWER BY MEANS OF
THE EXPANSIVE FORCE DERIVED FROM HEATED AIR AND GASES, OR BY MEANS OF THE
EXPANSIVE FORCE OF LIQUID CARBONIC ACID AND OTHER EXPANSIBLE LIQUIDS," to be
as follows, viz. :-
In order that the nature and extent of my improvements may be readily
understood, it is necessary to state wherein the engine of this Invention
resembles Stirling's air engine, and wherein it differs from that and from all
others in use.

page_text: It resembles Stirling's engine in the fact that two strong vertical and nearly
air-tight cylinders called generating cylinders are connected one with each end
of a working cylinder, in which a piston moves in the usual manner.
Each of these generating cylinders contains a generating plunger, which
moves up and down for the purpose of displacing the air.
When this plunger is at one end of the generating cylinder the air is at the
other, and as one end of this cylinder is kept at a high temperature, and the
other cold as is practicable, when the air is brought to the hot end it has its
temperature and. pressure increased; when it is brought to the cold end its heat
and pressure are diminished. While moving from one end of the generating
cylinder to the other it passes through a multitude of narrow passages called
the heat repository or heat restorer, (the regenerator of Ericsson,) where it
leaves a part of its heat when on its way to the refrigerator, and takes it up
again when returning towards the heater. These generating plungers are made
to move in opposite directions; when one is up, the other is down. It follows
that when the pressure in one vessel is increased, that in the other is diminished.
The plungers are moved nearly at the same relative time with the valves of
a steam engine, and the piston is thus caused to move alternately from one end
of the working cylinder to the other.
There were, however, several serious defects in Stirling's engine, which pre-
vented its general introduction, and these defects are common to all other
high pressure air engines with which I am acquainted. A great obstacle to
the success of Stirling's or other air engines has been their liability to leak when
a high pressure has been attempted. This difficulty has been so great as to
render it not only impracticable to attempt the use of air under a very great
pressure, but utterly impossible to use carbonic acid in a liquid state, which
expands and contracts by given changes of temperature three or four times as
much as air, and for other reasons is believed to be more economical.
pores
But in this improved apparatus, so long as there is a proper supply, nothing
but water or oil can in any case leak out or escape from any joint or through
the of iron or metal. Even when charged with liquid carbonic acid under
one hundred atmospheres pressure, the acid would not tend to leak through its
case any more than the same amount of water would under the pressure of
atmosphere only.
Another obstacle to the success of air engines, which is often said to be
insurmountable, is the burning out of the heating surface. But in this appa-
ratus the heat is applied through the medium of water or other suitable liquid,
and it is not possible to overheat so as to burn the metal. Another difficulty
in the way of the success of air engines has resulted from the nature of the

page_text: fluid used in them. While steam is a lubricator, hot air generates friction,
and rapidly destroys the cylinder and packing. To avoid this destruction and
waste of power, more particularly the leaks caused by it, some have used the
air from the cold end of the generating cylinder, but this has always been done
at the expense of.a large amount of fuel wasted. In case the air was so heated
as to double its tension, it would require twice as much fuel when the working.
cylinder was supplied from the cold end as when supplied from the hot end of
the generating cylinder. In the improved engine the whole working cylinder
is filled with water, and the generating cylinders also, except their upper ends,
which are occupied by the hot air chambers, the heat repositories, and the
generating plungers; and the hot air chamber is enlarged as the piston recedes
from it, so that all the air is kept hot, and the piston is in effect driven with
hot air, although the working cylinder is full of cold water.
Again, it is a very common remark with authors on steam and the steam
engine that "the maximum performance of the low pressure engine takes place
when the velocity of the piston is from 250 to 280 feet per minute, because
the whole tension of the steam acts as a pressure on the piston only when that
is at rest, and with every increase of velocity the pressure must be diminished.
The above remark is probably correct as applied to the ordinary steam engine
or to any of the forms of air engines that have been made public, for it is a
common and a very serious defect with all of them that they pass the steam or
air through contracted pipes between the boiler or generator and the working
cylinder: These passages being only from 1 to 3 the area of the cylinder, the
air or steam. must pass through them from 10 to 30 times as rapidly as the
piston of the engines moves; that is, when the piston of the engine travels
250 or 280 feet per minute, the steam or air must move from 2,500 to 8,000
feet per minute in its passage to the working cylinder.
The fourth improvement consists in combining the generating cylinders with
the opposite ends of the working cylinder direct, and dispensing with these
contracted pipes by making the passages as large as the working cylinder in
area, so that the piston may be driven as fast as the motive power moves,
without the loss of power from the above-mentioned cause.
A fifth source of loss has resulted from the application of the heat to the
lower end of the generating cylinder, while at the same time the attempt has
been made to keep the upper end of the cylinder cold by the application of cold
water upon it. But air being heated, its specific gravity is lessened, and it
rises, and currents are formed of hot air rising from the lower or heated end
through the heat restorer into the cold part, while currents of cold air flow
downwards. The heater and cooler thus each tend to naturalize the effect of

page_text: the other. In the improved engine the heat is applied in the upper part of the
generating cylinder, and the cooling fluid in the lower part, so that while the
heated air rises and the cold air falls it does not tend to destroy the effect of
the heat restorer, but rather to render it more perfect.
A sixth source of loss has arisen from the fact that the heat restorer, as
commonly made, has been very defective; composed principally of metal, it has
conducted the heat from the hot to the cold side; when made of sheets of
metal separated by non-conducting substances, it did not allow free passage for
the air.
In my improved engine glass tubes and rods are used, from the size of a hair
upwards, standing vertical and parallel, the air passing through them length-
wise, the upper end being hot and the lower end cold. As glass is a very bad
conductor, the heat is not so much conducted downward by it, and fuel is thus
saved that was wasted by the other plans, while at the same time the air, liquid
carbonic acid, or other fluid passes more freely through this heat restorer than
through those ordinarily in use.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Auguste Edouard Loradoux Bellford in the Great Seal Patent
Office on the 24th August 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, AUGUSTE
EDOUARD LORADOUX BELLFORD, of 16, Castle Street, Holborn, (City, London,)
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-fourth day of February, in the year of our Lord
One thousand eight hundred and fifty-four, in the seventeenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said Auguste Edouard Loradoux Bellford, Her special licence that I, the said
Auguste Edouard Loradoux Bellford, my executors, administrators, and assigns,
or such others as I, the said Auguste Edouard Loradoux Bellford, my execu-
tors, 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, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle of Man,
an Invention for "CERTAIN IMPROVEMENTS IN ENGINES FOR GENERATING POWER BY
MEANS OF THE EXPANSIVE FORCE DERIVED FROM HEATED AIR AND GASES, OR BY MEANS
OF THE EXPANSIVE FORCE OF LIQUID CARBONIC ACID AND OTHER EXPANSIBLE LIQUIDS,"

page_text: (being a communication from a foreigner residing abroad,) upon the condition
(amongst others) that I, the said Auguste Edouard Loradoux Bellford, 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.
KNOW KNOW YE, that I, the said Auguste Edouard Loradoux Bellford,
do hereby declare the nature of the 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:-
In order that the nature and extent of my improvements may be readily
understood, I will begin by stating wherein my engine resembles Stirling's
It
air engine, and wherein it differs from that and from all others in use.
resembles Stirling's engine in the fact that two strong vertical and nearly air-
tight cylinders called generating cylinders are connected one with each end of
a working cylinder, in which a piston moves in the usual manner. Each of these
generating cylinders contains a generating plunger, which moves up and down
for the purpose of displacing the air. When this plunger is at one end of the
generating cylinder the air is at the other, and as one end of this cylinder is
kept at a high temperature, and the other cold as is practicable, when the air is
brought to the hot end it has its temperature and pressure increased; when it
is brought to the cold end its heat and pressure are diminished. While moving
from one end of the generating cylinder to the other it passes through a mul-
titude of narrow passages called the heat repository or heat restorer, (the
regenerator of Ericsson,) where it leaves a part of its heat when on its way to
the refrigerator, and takes it up again when returning towards the heater.
These generating plungers are made to move in opposite directions; when one
up, the other is down. It follows that when the pressure in one vessel is
increased, that in the other is diminished. The plungers are moved nearly at
the same relative time with the valves of a steam engine, and the piston is thus
caused to move alternately from one end of the working cylinder to the other.
There were, however, several serious defects in Stirling's engine, which pre-
vented its general introduction, and these defects are common to all other high
pressure air engines with which I am acquainted. A great obstacle to the
success of Stirling's or other air engines has been their liability to leak when a
high pressure has been attempted. This difficulty has been so great as to
render it not only impracticable to attempt the use of air under a very great
pressure, but utterly impossible to use carbonic acid in a liquid state, which
is

page_text: expands and contracts by given changes of temperature three or four times as
much as air, and for other reasons it is believed to be more economical. But in
my improved apparatus, so long as there is a proper supply, nothing but water
or oil can in any case leak out or escape from any joint, or through the pores
of iron or metal. Even when charged with liquid carbonic acid under one
hundred atmospheres pressure, the acid would not tend to leak through its case
any more than the same amount of water would under the pressure of atmo-
sphere only. Another obstacle to the success of air engines, which is often said
to be insurmountable, is the burning out of the heating surface. But in this
apparatus the heat is applied through the medium of water or other suitable
liquid, and it is not possible to overheat so as to burn the metal. Another
difficulty in the way of the success of air engines has resulted from the nature
of the fluid used in them. While steam is a lubricator, hot air generates
friction and rapidly destroys the cylinder & packing. To avoid this destruction
and waste of power, more particularly the leaks caused by it, some have used
the air from the cold end of the generating cylinder, but this has always been
done at the expense of a large amount of fuel wasted. In case the air was so
heated as to double its tension it would require twice as much fucl when the
working cylinder was supplied from the cold end as when supplied from the hot
end of the generating cylinder. In my improved engine the whole. working
cylinder is filled with water, and the generating cylinders also, except their
upper ends, which are occupied by the hot air chambers, the heat repositories,
and the generating plungers; and the hot air chamber is enlarged as the piston
recedes from it, so that all the air is kept hot, and the piston is in effect driven
with hot air, although the working cylinder is full of cold water. Again, it is
a very common remark with authors on steam and the steam engine,
(E. G. Renwick, page 251,) that "the maximum performance of the low
pressure engine takes place when the velocity of the piston is from 250 to 280
feet minute, because the whole tension of the steam acts as a pressure on
the piston only, when that is at rest, and with every increase of velocity the
pressure must be diminished." The above remark is probably correct as
applied to the ordinary steam engine or to any of the forms of air engines that
have been made public, for it is a common and a very serious defect with all
of them that they pass the steam or air through contracted pipes between the
boiler or generator and the working cylinder. These passages being only from
per
to the area of the cylinder, the air or steam must pass through them
from 10 to 30 times as rapidly as the piston of the engine moves; that is,
when the piston of the engine travels 250 or 280 feet per minute, the steam or
air must move from 2,500 to 8,000 feet per minute in its passage to the

page_text: working cylinder. My fourth improvement consists in combining the generating
cylinders with the opposite ends of the working cylinder direct, and dispensing
with these contracted pipes, by making the passages as large as the working
cylinder in area, so that the piston may be driven as fast as the motive power
moves, without the loss of power from the above-mentioned cause. A fifth
source of loss has resulted from the application of the heat to the lower end of
the generating cylinder, while at the same time the attempt has been made to
keep the upper end of this cylinder cold by the application of cold water upon
it. But air being heated, its specific gravity is lessened, and it rises, and
currents are formed of hot air rising from the lower or heated end through the
heat restorer into the cold part, while currents of cold air flow downwards.
The heater and cooler thus each tend to naturalize the effect of the other. In
my improved engine I apply the heat in the upper part of the generating
cylinder, and the cooling fluid in the lower part, so that while the heated air
rises and the cold air falls, it does not tend to destroy the effect of the heat
restorer, but rather to render it more perfect. A sixth source of loss has arisen
from the fact that the heat restorer, as commonly made, has been very defective;
composed principally of metal, it has conducted the heat from the hot to the
cold side; when made of sheets of metal separated by non-conducting sub-
stances, it did not allow free passage for the air. In my improved engine I
use glass tubes and rods, from the size of a hair upwards, standing vertical and
parallel, the air passing through them lengthwise, the upper end being hot
and the lower end cold. As glass is a very bad conductor, the heat is not so
much conducted downward by it, and fuel is thus saved that was wasted by the
other plans, while at the same time the air, liquid carbonic acid, or other fluid
passes more freely through this heat restorer than through those ordinarily
in use.
:
The accompanying. Drawings represent an engine constructed according
to my Invention. Sheet 1 contains Fig. 1, a side view, and Fig. 2, a plan;
Sheet 2 contains Fig. 3, a longitudinal vertical section through the principal
parts; Fig. 4, an end view of some parts, with a section of others; Fig. 5, a
horizontal section through one cylinder at D, D, (Fig. 3,) and through the
other at D, D, also a plan of one of the series of heating tubes, and one of
the series of cooling tubes; and Fig. 6, a section through the rocking shafts
and their appendages; Sheet 3 contains Fig. 7, which is an end view of the
engine; and Fig. 8, which is a vertical section of one of the generating
cylinders, and the parts contained within them on a large scale..
In Fig. 8, a', a', a', a', represent the internal cylinder, in which the
generating plungers E, E, move. b', b', 6', b', are flanges, extending out from

page_text: this internal cylinder a distance equal to about one-fourth of its diameter.
C', C', represent the internal heater, consisting of small tubes, which connect
the upper two flanges in the same manner as the tube sheets of the locomotive
boiler are connected by the boiler tubes; these tubes are surrounded by hot
water. C", C, the refrigerator, consisting of small tubes connecting the lower
flanges in the same manner, and surrounded by cold water. c, c, c, c, a cap
attached to the outer edges of the upper flanges by an air-tight joint. n, n,
represent the short cylinder connecting the middle flanges at their outer edges,
and together with these flanges and the inner cylinder forming a chamber C,
which no openings, except by the heating tubes C', C', and the cooling tubes
C, C". C, C, the heat repository or heat restorer, (called by Ericsson the
regenerator.) This consists of a great number of glass rods and tubes, from
the size of a hair upwards, standing vertical, and prevented from falling
into the tubes by a few sheets of wire gauze, upon which the glass tubes and
rods rest. Glass being a very bad conductor of heat, the tubes and rods may
be short, and although their upper ends may remain at a high temperature,
their lower ends will not be heated by conduction. The air also passes much
more freely through the direct passages of this regenerator than through the
same distance of wire gauze. B, B, a short cylinder, extending down from the
lower flange, and forming with it and the inner cylinder the cold air chamber C.
F', F', a flange extending out a short distance from the cylinder enclosing
the heat repositories, for the purpose of supporting the heat repositories, the
heating tubes (C"), and the cooling tubes (C), which are all connected
together. This flange rests upon the outer case or generating cylinder (A, A).
There are also small openings through this flange vertically, for the purpose of
allowing the free passage of the water or other liquid up and down between
the external strong iron cylinder for sustaining the pressure, and the internal
thin copper cylinder for containing the air. m, m, rings of bad conducting
material, introduced between the flanges of the upper and lower or the hot and
cold parts of the outer case. The case is divided at that point, and separated
by bad conducting material for the purpose of preventing waste of fuel that
would otherwise occur. In Fig. 4, X is the passage between the generating
cylinder and the working cylinder. The area of this passage is as large as that
of the working cylinder. I is the piston rod. In Figs. 3 and 6, R. is the square
link arm, with a sliding box t, in the link, through the centre of which the pin
S is fixed, serving as the connecting pin for the connecting rod from the cam
frame P to P. P", P", are the guides to the cam frame, moving in the brass
boxes, which are shown in a section, with a plan of a part of the cam frame.
N is a cam on the shaft M. N¹ is the other cam, in its relative position to

page_text: the cam N, to produce a proper movement of the generating plungers (b), (b).
In Fig. 4, A is the box in which the toothed segment c, Fig. 1, is worked.
S is the shaft; and C, the arm by means of which this segment is worked.
G', G', are caps to the shifting boxes, in which the shaft S of the toothed
segment rolls. In Figs. 5 and 7, H, S', S¹, S', H', are the hot water cir-
culating tubes, the direction of the currents represented by the arrows;
C, S, S¹, S, C, are the cold water circulating tubes. The furnace under the
hot water tubes, and the box containing the reservoir of cold water surrounding
the refrigerating tubes, are not shown. In Fig. 6, S¹ is the small rocking shaft
to which the link arm R, 1, and the rocking arms R' and R" are attached.
S is a shaft which turns around the surface of the shaft S', and to which are
keyed the link arm R, 2, and the rocker arms R¹, 2, R, 2. d, d, are boxes
in which the inner shaft moves. 0, 2, and 0, 1, are lifting rods attached to
the block t, Fig. 3, which pass and move vertically through holes bored
through both shafts in line with the centre of the link blocks, and of their
respective rocker arm connecting pins r, r. The lower ends of the lifting
rods marked 2 and 1, are slotted in a link which is at right angles, and in
the same plane with the vertical links, R, 1, and R, 2. A pin, attached to
the end of a lifting arm, works in these small limbs 2 and 1, by which the
generating plungers are given a full or part of a stroke. It will be perceived
that the form of the cam is such, that the generating plunger will be brought
from the lowest to the highest point of its movements in the shortest prac-
ticable space, and consequently the air in that cylinder will be cooled in the
shortest practicable time.
It will also be seen that the form of the cam is such that the generating
plunger will be brought down about two-thirds of its stroke in this case, in
the shortest practicable time, when it will move slowly, so that the hot air
chamber shall be enlarged only as fast as the working piston recedes from it,
and the air shall not expand down through the cooler. By thus gradually
enlarging the hot air chamber during the entire stroke of the piston, it is
evident that a great saving of fuel may be effected.
DIRECTIONS FOR CHARGING THE ENGINE.
Tubes leading from a common reservoir (not shown) connect with the lower
part of each of the generating cylinders through self-acting valves. That
separate reservoir is charged to any desired pressure, and the air permitted to
escape freely into both of the generating cylinders through these valves; they
are consequently uniformly charged with the same pressure when the air is of
the same temperature in each, if the engine is in operation.
If it is desired to

page_text: 1st, the thin copper cylinder;
charge with air to a pressure of 600 pounds per inch, we first charge the whole
working and generating cylinders with a pressure of 200 pounds We then
force in water until the whole apparatus is about two-thirds full; this water is
easily pumped in under a pressure of 500 or 800 pounds, and it compresses
nearly all the air up under the internal copper cylinder. Loosen the small
screw plug at the top of the outer case, until the air contained between the
internal copper cylinder and the outer case has all escaped by it. When
the water begins to escape from the plug it is tightened. Small plugs are
also loosened at the highest point of the circulating tubes of the refri-
gerator, and the air permitted to escape. We have here three cylinders
surrounding the air, or other driving power.
this cylinder is open only at the bottoni, and the air, from its less specific
gravity, remains in it; 2nd, the cylinder of water surrounding this copper
cylinder, and completely lining the outer case; 3rd, the strong outer case.
Now, it is plain that nothing but water can leak from the outer case,
for nothing but water comes in contact with it inside, so long as there is
sufficient in the engine to prevent the air or other driving fluid from expanding
so as to more than fill the inner copper cylinder; and the pressure on the
outside of the thin copper cylinder and tubes being equal to the pressure
within them, the air or liquid carbonic acid will not tend to leak through
this inner cylinder or tubes, even if under a pressure of an hundred atmo-
spheres, any more than if under a pressure of only one atmosphere. We
have here also a very extensive heating surface. The hot water from the
furnace coil circulates freely around the tubes C', around the upper part of the
generating plunger case, as well as over the inner cap, between it and the outer
iron case. On being heated, this water and that in the coil expands, and a
small quantity passes down through the holes in the flange F¹, Fig. 8, sup-
porting the internal copper cylinder, tubes, etc., and forcing the cold water
before it compresses the air or other driving power still higher up under the
inner cylinder.
The operation is as follows, referring to Fig. 3:-When the engine is
started by moving the starting bar, so as to bring the generating plunger
nearest to the working piston, downwards, then the air which is in the cooling
tubes C", and in the space (c) below them, will rush up through the heat
restorer and through the heating tubes C", and occupy the space above the
plunger b, b; the space in the cooling tubes C", and below them, first occupied
by the air, is now filled with the cold water displaced by the generating plunger
in its downward movement. The air in passing through the upper part of the
heat restorer and the heating tubes C¹ is heated, and consequently expanded.

page_text: The same movement of the starting bar that brings one generating plunger
down and heats the air, raises the other generating plunger and forces the air
above it down through the heating tubes C', and the heat repository a, where
it leaves most of its heat, into the cooling tubes C", and the chamber (c) below.
The air is consequently cooled and condensed. The air being thus suddenly
expanded in the space back of the piston and condensed in front of it, the
piston is forced to the other end of the cylinder, when, by the movement
of the cams, the position of the generating plunger is reversed, and the pressure
transferred to the other side of the piston, and thus the reciprocating motion is
produced.
I claim, first, the mode of preventing the waste of the compressed air,
liquid carbonic acid, or other driving power, by interposing between it and the
outer cylinder of the engine a reservoir of water or other suitable liquid,.
substantially in the manner described.
Second, the mode of applying the heat to the generating power, through
the agency of water or other liquid, in the manner substantially as specified,
thus avoiding the possibility of burning and scaling the metal, and also greatly
increasing the extent of heating surface.
Third, the mode of preventing the loss of power, otherwise caused by the
expansion of the air, liquid carbonic acid, or other driving power, in pass-
ing through the repository and refrigerator, and being cooled and condensed
before the working piston has completed its stroke in the manner described,
that is, by moving the generating plunger downwards as the working piston
recedes from it, thus enlarging the heating chamber as fast as the air or other
fluid expands.
Fourth, the combination of the generating cylinders with the opposite
ends of the working cylinder direct, thus dispensing with the contracted
passages and pipes, and causing the piston to move as rapidly as the working
fluid moves.
Fifth, the construction of the heat repositories and restorers of small glass
tubes, or glass rods, arranged substantially as described, for the purposes
specified.
Sixth, the combination of the heater, the repository, and the cooler, sub-
stantially as described, the heater being above the repository, and the cooler
below it, so that as the heat rises, it does not tend to destroy the effect of the
repository, but rather renders it more perfect.
Seventh, the partial isolation or separation of the upper part of the outer
case containing the heating liquid fo the lower part containing the cooling
liquid by the introduction of bad conducting material between them.

page_text: Eighth, the combination of the external heater with the internal heater,
and the combination of the external refrigerator with the internal refrigerator,
substantially as specified, for the purposes herein set forth.
In witness whereof, I, the said Auguste Edouard Loradoux Bellford,
have hereunto set my hand and seal, this Twenty-fourth day of August,
in the year of our Lord One thousand eight hundred and fifty-
four
A. E. LORADOUX BELLFORD. (L.S.)