AN IMPROVED LOCOMOTIVE ENGINE
Year: 1881

page_text: LETTERS PATENT to Lorentz Albert Groth, K.G.V., Civil Engineer and
Proprietor of the Scandinavian Patent Office, under the Firm of L. A. Groth
& Co., 97, Finsbury Pavement, London, and 20, Forhaabningsholms Alloe,
Copenhagen, for an Invention of "AN IMPROVED LOCOMOTIVE ENGINE"
A communication from abroad by Christian Raub, Engineer, of New York
City, in the County and State of New York, United States America.
PROVISIONAL SPECIFICATION left by the said Lorentz Albert Groth at
the Office of the Commissioners of Patents on the 17th June 1881.
LORENTZ ALBERT GROTH, K.G.V., Civil Engineer and Proprietor of the Scandinavian
Patent Office, under the Firm of L. A. Groth & Co., 97, Finsbury Pavement,
London, and 20, Forhaabningsholms Allee, Copenhagen. "AN IMPROVED Loco-
MOTIVE ENGINE." A communication from abroad by Christian Raub, Engineer,
of New York City, in the County and State of New York, United States
America.

page_text: deficiency and fault of all other locomotives by identifying, locating, and definitely
securing the plane of the centre of gravity with and within the vertical transverse
plane of the common centre of the locomotive.
This Invention is designed to construct a new system of locomotives in which
the motive power is established at and within the transverse vertical plane of the
centre of gravity, and in which all the component parts are located and distributed
equidistantly from and symmetrically to the said plane of the centre of gravity.
The distinguishing feature of this new locomotive, and which is claimed to be
entirely new, is that a line drawn longitudinally or laterally through the actual
centre of the locomotive divides the same into two halves, either of which is in
every respect, both as regards weight and measure, the absolute and identical
counter part of the other half

page_text: of horizontal driving rods, ono at each side of the locomotive, the driving rods
being again coupled at their ends to the cranks of the driving wheels.
The cranks of the intermediate driving shaft are parallel to the cranks of the
driving wheels, and in one vertical plane with the pivot of the cross heads and
connecting rods. Owing to the fact that the dead points of the cranks of the
drivers are in a horizontal line at each side of the axles, while the dead points of
the cranks of the intermediate driving shaft are vertically above and below the
shaft, and consequently at right angles to the line of the dead points of the drivers,
it is obvious that when the cranks of the drivers are at their dead points they are
carried over the same by the momentum of the cranks of the intermediate driving
shaft, which are then at their points of greatest force, while when the cranks of
the intermediate driving shaft are at their dead points they are carried over the
same by the momentum of the drivers. Consequently by the relative positions of
the three cranks and their connection by the driving rods, the dead points of the
driving crank shaft and of the crank axles of the drivers aro overcome, and thus
by the alternate action of the motive gear at opposite sides of the locomotive a
steady and continuous motion of the same secured without side strain upon
the rails.
In case more than two pairs of drivers are desired for getting extra power and
speed a third pair may be interposed, the axle of which is located in the transverse
centre plane and takes the place of the driving shaft while the cranks are directly
coupled to the connecting rods and driving rods. When four pair of drivers are
desired they are arranged symmetrically to the centro plane, two pairs at each side
thereof and coupled to an intermediate driving shaft, as in the case of two pairs
first described. The driving rods have to be slotted at their middle portions so as
to provide a space for the passage and free motion of the connecting rods without
interfering therewith. The play of the connecting rods is that of a pendulum
which swings on a shifting pivot, said pivot being in the cross head, while the
cranks at the lower ends correspond to the weight of the pendulum. The driving
rods are extended downward to the cranks of the driving shaft by means of
straight or arc shaped pieces which establish the connection between the cranks of
the lower driving shaft and the crank axles of the driving wheels.
The number of driving wheels is determined by the weight of the locomotive
and by the speed for which it is designed.
If the engine shall have an uneven number of pairs of driving wheels, one of
them forms the centre pair in place of the intermediate driving shaft, while with
an even number of driving wheels the intermediate shaft has to be employed. The
engine may however have such a number of drivers as to dispense with the use of
trucks.
For some purposes it may be desirable to construct the engine with one pair of
drivers only, as, for elevated roads, narrow gauge roads for mail and special trains,
and the like. In this case the steam cylinders are arranged at the inside of an
open or transverse space that is arranged centrally between the fire boxes and
extended upward through the dome, being arched at the top. The intermediate
driving shaft is in this case dispensed with, and the connecting rods of the steam
cylinders are coupled directly to the cranks of the axle of the driving wheels.
The steam cylinders aro connected by their steam chests and supported on a
common transverse frame.
Owing to the disposition of the motive power at the centre of the locomotive the
eccentrics are removed from the axles of the driving wheels, and placed upon the
intermediate driving shaft, while the link motions are arranged on an auxiliary
shaft vertically above the same. The link motions are connected directly with the
slide valves of the steam cylinders, the steam chests of which are either inside of
the steam dome, or with their inner faces in contact therewith, so as to bo
entirely protected against loss of heat by radiation, the steam chests receiving
steam directly from the top of the steam dome in its hottest and driest state, so
that but a minimum of condensation can take place.

page_text: THE END TRUCKS.
In the locomotives heretofore in use, the main weight rests upon the front truck,
which is connected with the frame by a king bolt and turn table. In place of the
same two trucks, one at each end of the frame are used, which are however not
intended to support any extra weight, but simply to guide the engine. Each end
truck has one or more transverse axles with one or more pairs of wheels and a
frame which encloses the wheels, and is connected by an arc shaped guide piece
which is transversely guided in a fixed centre box at the end of the locomotive.
The main frame rests upon spring cushioned anti-friction segments or rollers, the
springs of which are applied to the pedestals of the wheel frames. The two
pedestals and the guido pieco form three points of bearings all of which have free
play so that the end trucks pass readily around curves.
The arc shaped guide piece may be repeated symmetrically at the inner sides of
the trucks, and guided in fixed centre boxes, if such be desired, to give greater
steadiness to the trucks.
They are divided by vertical transverse partitions into a number of sections
that communicate with each other by slots or openings at the lower part of the
partitions so as to confine the shifting of the water level to ench section, and
prevent any detrimental influence of the change of water level upon the engine in
ascending and descending gradients. Above and sidoways of the boilers are
arranged the storage places or bunkers for the fuel, so that thereby both boilers
are fully enclosed and protected against radiation, while the water in the water
tanks is furthermore heated up preparatory to being pumped, partly by the
proximity of the tanks to the boilers, and also by the outer retura flues if such bo
employed.
CONSTRUCTION OF SMOKE CHAMBER.
Should any one of the boilers by some accident become useless the other will
always be capable of propelling the engine and train without necessitating the
stoppage of the same. When interior return flues are used they are made of larger
diameter than the heating tubes, so as to keep up a good draft therein, the return
flues opening into the transverse smoke chainber, which is arranged with a draft
nozzle above the return flues, so that any desired degree of draft may be kept up.
The lower part of the smoke chamber is extended downward so as to separate the
fire boxes from each other, the walls of the smoke chamber formning, with the
downwardly extended crown sheets of the fire boxes, separate water chambers for
the better utilization of the fuel in the fire boxes.
The soot and ashes settling in the lower part of the central smoke chamber may
be removed from time to time by means of a trap door at the bottom of the
chamber, or by blowing steam through the same.
Above the draft nozzle is arranged a valved communicating pipe by which steani
may be admitted from one boiler to the other, or the communication between the
boilers interrupted, so as to confine the steam within each boiler when only one is
desired to be used.
As the
In similar manner a second valved tube is arranged below the draft nozzle for
establishing or interrupting the water communication of the boilers.
smoke-chamber extends through the dome, and is rigidly connected therewith, it
serves as a strong transverse brace frame to the casing of the fire boxes and steam
dome so as to stiffen it and render it more capable of resisting the strain and

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Lorentz Albert Groth in the Great Seal Patent Office on the
16th December 1881.
LORENTZ ALBERT GROTÉ, K.G.V., Civil Engineer and Proprietor of the Scandinavian
Patent Office, under the Firm of L. A. Groth & Co., 97, Finsbury Pavement,
London, and 20, Forhaabningsholms Allec, Copenhagen. "AN IMPROVED LOCO-
MOTIVE ENGINE" A communication from abroad by Christian Raub, Engineer,
of New York City, in the County and State of New York, United States
America.
It is a well known and characteristic feature of all the types of locomotives
hitherto known that when they are suspended on four or any other evon number
of their driving wheels their heads assume a downward position, which indicates
that their centre of gravity is located between the head of the engine and its
furthermost pair of drivers. By adding counter weights to the rear-end of the
engine, so as to balance the same, it will be readily perceived that this countor
weight expresses mathematically the dead weight of the engine, which dead
weight has to be moved by its motive power and obviously involves not only a
great expense in fuel but also increased wear and tear in the machinery as well as
the road. This defect is inherent in every system of locomotives hitherto devised,
and it is therefore the main object of this Invention to overcome and avoid this
common deficiency and fault of all other locomotives by identifying, locating,
and definitely securing the plane of the centre of gravity with and within the
vertical transverse plane of the common centre of the locomotive.
This Invention is designed to construct a new system of locomotives, in which
the motive power is established at and within the transverse vertical plane of the
centre of gravity, and in which all the component parts are located and
distributed equidistantly from and symmetrically to the said plane of the centre of
gravity.
The distinguishing feature of this new locomotive, and which is claimed to be
entirely new, is that a line drawn either longitudinally or laterally through the
actual centre of the locomotive divides the same into two halves, either of which
is in every respect, both as regards weight and measure, the absolute and identical
counterpart of the other half.
NATURE OF THE INVENTION.
The Invention consists of a locomotive, the centre of gravity of which is located

page_text: In the locomotive constructed according to the principles set forth, and to which
has been given the name of the "central power locomotive," the supporting frame
is of oblong shape, and extended throughout the entire length and width of the
locomotive, supporting a horizontal platform, which extends also around the
locomotive, and which is preferably made wider in the central part of the same.
The frame and platform are connected by brackets and angle irons so as to form
really one frame, which is designated in the Drawings by the letter A. This
frame A is supported on symmetrically arranged end trucks A¹ and on strong
elliptic or spiral springs of intermediately arranged driving wheels A³, the driving
wheels, as well as the end trucks, being arranged equidistantly from and
symmetrically to the vertical transverso centro plane of the locomotive, as will be
hereinafter more fully described.
The middle side-portions of the frame A are extended downwards, each down-
ward extending portion being strengthened by an interior bar A³, which is
rivetted to the frame and placed immediately between the frame and the driving
wheels, so as to give a steady support to the axle boxes of the drivers A². At the
lowest central part of the frame A, and as near as practicable to the rails, is
arranged an intermediate transverse driving shaft B, which revolves in journal
boxes supported like the axle boxes of the drivers by the side portions of frame A
and interior bars A³. The driving shaft B is arranged with cranks at each end
outside of the frame A and with eccentrics inside of the frame. The axis of this
intermediate driving shaft B is in line with the vertical transverse centre-plane of
the locomotive. The frame and platform A support in a middle open space two
transverse fire boxes C, which are equidistant from and symmetrical to the

page_text: transverse centre plane, and separated either by a water chamber, as in Fig. 3, or
by a transverse smoke-chamber, to be more fully described hereinaftor. The fire
boxes extend above and below the platform, and are each provided with fire doors,
one at each side; the fire can thereby be kept up from both sides, the heat from
the fire serving to heat the water in two tubular, cellular, or other boilers D, which
extend longitudinally and in opposite directions from the central fire boxes C, C,
to the full length of the frame A.
The fire gases are drawn through the tubes of the boilers to the smoke chambers
at the ends of the boilers, and from these smoke-chambers they are drawn either
through the return flues D3 in the boilers, as shewn in Fig. G, to a central vertical
transverse smoke chamber G having a single smoke stack D', or through side
flues or chambers D³ extending along the outside of the boilers to collecting
smoke chambers D' and separate smoke stacks D', as shown in Figures 3 and 4.
THE STEAM DOME AND SMOKE CHAMBER.
Vertically above the fire boxes and the inner tops of the boilers is arranged a
steam dome C', which forms the centre of the locomotive, both in longitudinal
and lateral directions, the axis of the dome being the centre of the entire loco-
motive. This steam dome is stiffened whenever the locomotive is designed for
high speed or heavy freight by the transverse smoke chamber G, which however in
locomotives of lighter construction may be dispensed with.
The transverso smoke chamber G is heated up by gases of combustion passing
through it to the smoke stack, and serves thereby to superheat the steam, so that
not only dry steam but steam of high pressure is obtained.
THE STEAM-CYLINDERS AND DRIVING GEAR.
At each side of the steam dome C' is arranged a vertical steam cylinder E, the
axis of which is in line with the vertical transverse centre plane of the locomotive,
the cylinders being supported on suitable standards E' of frame A, and preferably
placed as high as possible so as to take up the steam directly from the highest
practical point of the dome by means of pipes d, which receive their steain supply
from a common opening at the highest point of the steam dome, the opening being
closed by a throttle valve d' operated by a lever or other mechanism from the
outside in the usual manner, as shewn clearly in Figs. 3, 5, and 7.
Owing to the position of the steam cylinders E, E, the steam is almost directly
conducted to and taken up by the same so as to be used in a dry and super heated
state with but little condensation, which forms an essential advantage in the
economical working of this system of locomotives. The cross heads E³ of the piston
rods of the steam cylinders are guided by the supporting standards E' of the
steam cylinders E, and coupled by the connecting rods e to the cranks of the
intermediate driving shaft B. The wrist pins of the cranks of this driving shaft B
are pivoted to central points of horizontal driving rods F, one at each side of the
locomotive, the driving rods being again coupled at their ends to the cranks of
the driving wheels A². The cranks of the shaft c and of the driving wheels A³ at
one side of the locomotive are placed in the usual manner at right angles to those
at the other side of the same so as to overcome the dead points.
The cranks of the intermediate driving shaft B are parallel to the cranks of the
driving wheels, and in one vertical plane with the pivot of the cross heads and
connecting rods. Owing to the fact that the dead points of the cranks of the
drivers are in a horizontal line at each side of the axles, while the dead points of
the cranks of the intermediate driving shaft B are vertically above and below the
shaft, and consequently at right angles to the line of the dead points of the drivers,.
it is obvious that when the cranks of the drivers are at their dead points they are
carried over the same by the momentum of the cranks of the intermediato driving
shaft, which are then at their points of greatest force, while when the cranks of the
intermediate driving shaft are at their dead points they are carried over the same

page_text: by the momentum of the drivers. Consequently by the relative positions of the
three cranks and their connection by the driving rods, the dead points of the
driving crank shaft B and of the crank axles of the drivers are overcome, and thus
by the alternate action of the motive gear at opposite sides of the locomotive a
steady and continuous motion of the same secured without side strain upon the
rails. In case more than two pairs of drivers are desired for getting extra power
and speed, a third pair may be interposed, the axle of which is located in the
transverse centre plane and takes the place of the driving shaft B, while the
cranks are directly coupled to the connecting rods e and driving rods F, as shown
in Fig. 12.
When four pairs of drivers are desired they are arranged symmetrically to the
centre plane, two pairs at each side thereof, and coupled to an intermediate driving
shaft, as in the case of two pairs first described.
The driving rods F have to be slotted at their middle portions so as to provide
a space for the passage and free motion of the connecting rods without interfering
therewith.
The play of the connecting rods is that of a pendulum which swings on a shifting
pivot, the said pivot being in the cross-head, while the cranks at the lower ends
correspond to the weight of the pendulum. The driving-rods F are oxtonded
downward to the cranks of the driving shaft B by means of straight or arc-shaped
pieces f, which establish the connection between the cranks of the lower driving
shaft B and the crank axles of the driving wheels A².
The number of driving wheels is determined by the weight of the locomotive
and by the speed for which it is designed. If the engine shall have an uneven
number of pairs of driving wheels, one of them forms the centre pair in place of the
intermediate driving shaft, as shown in Fig. 12, while with an even number of
driving wheels the intermediate shaft has to be employed.
The engine may
however have such a number of drivers as to dispense with the use of trucks.
some purposes it may be desirable to construct the engine with horizontal steam
cylinders, the connecting rods of which are coupled directly to the cranks of the
driving wheels, as in Figs. 13 and 14.
For:
Owing to the disposition of the motive power at the centre of the locomotive, the
eccentrics are removed from the axles of the driving wheels and placed upon the
intermediate driving shaft B, while the link motions are arranged on an auxiliary
shaft vertically above the same. The link-motions are connected directly with the
slide valves of the steam cylinders E, the steam chests of which are either inside of
the steam dome or with their inner faces in contact therewith, so as to be entirely
protected against loss of heat by radiation, the steam chests receiving steam directly
from the top of the steam dome in its hottest and driest state, so that but a
ninimum of condensation can take place.
In the locomotives heretofore in use, the main weight rests upon the front truck
which is connected with the frame by a king bolt and turn table; in place of the
same, two trucks, one at each end of the frame, are used, which are however not
intended to support any extra weight but simply to guide the engine.
Each end truck A¹ has one or more transverse axles with one or more pairs of
wheels, and a frame which encloses the wheels and is connected by an are shaped
guide piece g, which is transversely guided in a fixed centre box g' at the end. of ▸
the locomotive. The main frame A rests upon spring cushioned antifriction
segments or rollers a, the springs of which are applied to the pedestals of the
wheel frames. The two pedestals and the guide piece form three points or
bearings, all of which have free play, so that the end trucks pass readily around.

page_text: curves. The arc shaped guide piece g may be repeated symmetrically at the inner
sides of the trucks and guided in fixed centre boxes, if such be desired, to give
greater steadiness to the trucks.
THE WATER TANKS.
Below the boilers and extending throughout the full length of the same are
arranged the water tanks D', which are properly connected with the frame A, the
fire-boxes, and the boilers. They are divided by vertical transverse partitions into
a number of sections that communicate with each other by slots or openings at the
lower part of the partitions, so as to confine the shifting of the water-level to each
section and prevent any detrimental influence of the change of water-level upon
the engine in ascending and descending gradients. Above and sideways of the
boilers Dare aranged the storage places or bunkers D5 for the fuel, so that thereby
both boilers are fully enclosed and protected against radiation, while the water in
the water tanks is furthermore heated up preparatory to being pumped, partly by
the proximity of the tanks to the boilers, and also by the outer return tlues if such
are employed, as shown in Figs. 3 and 4.
CONSTRUCTION OF SMOKE-CHAMBER.
Should any one of the boilers by some accident become useless, the other will
always be capable of propelling the engine and train without necessitating the
stoppage of the same. When interior return flues are used they are made of larger
diameter than the heating tubes so as to keep up a good draft therein, the return
flues opening into the transverse smoke chamber G, which is arranged with a
draft nozzle above the return flues, so that any desired degree of draft may be
kept up.
The lower part of the smoke chamber G is extended downward so as to separate
the fire-boxes C, C, from each other, the walls of the smoke chamber G forming
with the downwardly extended crown sheets of the fire boxes separate water
chambers for the better utilization of the fuel in the fire boxes. The soot and
ashes settling in the lower part of the central smoke chamber G may be removed
from time to time by means of a trap door at the bottom of the chamber, or by
blowing steam through the same. Above the draft-nozzle is arranged a valved
communicating pipe h', by which steam may be admitted from one boiler to the
other, or the communication between the boilers interrupted, so as to confine the
steam within each boiler when one only is desired to be used. In similar manner
a second valved tube 2 is arranged below the draft nozzle h, for establishing or
interrupting the water communication of the boilers, at shewn in Fig. 1. As the
smoke chamber G extends through the dome and is rigidly connected therewith, it
serves as a strong transverse brace frame to the casing of the fire boxes and steam
dome so as to stiffen it and render it more capable of resisting the strain and
pressure exerted thereon by the motive power. The throttle valve is also arranged
in the sinoke chamber above the communicating pipe, the pipes d passing
through the smoke chainber to the steam-cylinders E, which exposes the steam
to the action of the heat in the smoke chambers and prevents condensation.
If the return-flues of the boilers are arranged in the form of exterior chambers
on both sides of the boiler and water tanks, as shewn in Figs. 3, 4, and 8, the
products of combustion are passed along both sides of the boiler and water tanks,
which has the advantage of heating up the water in the boiler and tanks. In
Figs. 8 and 9, modified constructions of the boilers are shown, one with side return
chambers, and the other with cellular return flues.
TOK FED PIED

page_text: an automatically acting pump H is arranged in connection with each boiler at each
side of the casing of the dome, said pumps being worked by lever connections
with the cross heads of the pistons so as to throw at each stroke of the pistons a
small quantity of water equivalent to the amount of steam used for each stroko
into the boilers. The feed water is forced by the pump H through an opening i
in the exterior casing of the steam dome to the inside of the boiler, the upper edge
of the opening being exactly on a level with the water line. The piston H' of the
pump H has one or more perforations i³, and also an enlarged side face which
passes over the opening i by the motion of the piston so as to open or close the
same. A pipe extends from the pump H down into the water tank D' below
the boiler. If the water line begins to sink below the upper edge of the admission
opening i steam will enter at the down stroke of the piston into the upper section
of the pump casing, where it becomes condensed by the lower temperature therein
so as to form a partial vacuum which causes the water to be drawn up through
the pipe into the pump casing, whero it passes through the piston and is forced
into the boiler. The construction of the pump is clearly shown in detail in Figs. 10
and 11. The lever connection of the piston rod of the pump casing with the cross
head E of the steam cylinder E may be readily disconnected and the lever worked
by hand, so that the boiler can be supplied with water even when the locomotive
is not in motion, as when stopping at stations. The continuous action of the
pumps H during the motion of the locomotive secures a uniform water level in the
boilers and avoids any danger of explosion, as it makes the water supply inde-
pendent of the attendant. In place of disconnecting the pumps from the cross
heads at stations, an injector can be arranged in addition to the pumps so as to
force in the water at any time. The water in the water tanks is replenished at
the water stations by means of stand pipes which pass upward froin the tanks and
sideways of the boilor sufficiently above the same to be readily connected with the
supply nine of the water station.
Each driving wheel A is arranged with a brake, the shoe m of which is hinged
sideways to the lower part of the water tank, and applied rigidly to a pendent
rod m of the main frame A. To the lower end of the pendant brake rods m¹ is
pivoted a horizontally guided rod m³ that is connected with a chain m³ passing
over a fixed guide roller m' to the piston rod of a small brake cylinder M supported
on main frame A. When the steam is admitted into the brake cylinder the piston
is raised and tho brakes are applied. As soon as the supply of steam is interrupted
the piston descends and the brakes are dropped from the driving wheels by their
own weight.
The brake shoes at cach side of the locomotive may bo operated jointly or
separately by arranging a brake cylinder for each shoe. By arranging similar
brake shoes on all the cars of the train, and coupling the horizontal brake rods of
the locomotive, the brakes of the entire train may be applied or released by the
break cylinder M of the locomotive, which is more economical than the air or
vacuum brakes heretofore used on each car, especially as it permits the entire train
to be speedily stopped without the shocks or jerks, on the principle of contracting
the whole train into one connected body instead of dividing its parts into separate
bodies. As soon as the brake cylinders aro started the brakes of all the cars are
applied, and the train is drawn together and finally stopped without any backing
of the engine.
At both sides of the locomotivo is arranged a lever mechanism which is connected
with the link motions above the intermediate driving shaft B so as to start, stop,
and reverse the engine at will. Instead of arranging the cab at the rear end of
the locomotive as heretofore, it is arranged at the centre around the casing of the

page_text: .
fire boxes and steam dome, sufficient room being provided for the engineer and
fireman, the communication from one side of the engine to the other being
established by menus of steps over each boiler, as shewn clearly in Figs. 6, 7,
and 12. The cab is provided with windows in its end and side walls so as to
admit of a convenient look out, whatever be the direction in which the locomotive
is running. The remaining accessories, such as water and pressure gauges,
signalling devices, and the like, are the same as in the locomotives heretoforo
in usc.
The system of central power locomotives furnishes the following advantages:-
First. Simplicity of construction, owing to the fact that the fire-chambers,
boilers, and the steam dome form one connected body, which is supported on the
platform, and may be lifted therefrom separately, leaving the water tanks and
frame independant therefrom and from the driving wheels and supporting end
trucks.
Second. A perfect balance of the entire structure, as all the parts are arranged
symmetrically to the longitudinal and transverse axial plane, and the motive
power established in line with the vertical plane of the centre of gravity, so as to
dispense with all dead weights.
"
Third. A separate tender is not required by this system, as the same is embodied
in the locomotive respectively above and below the boilers.
Fourth. Turntables are not necessary for these locomotives, as they can be run
in either direction with equal efficacy and without any damaging effect to the
gearing.
Fifth. Perfect safety in running at any speed owing to the balanced position
of the driving wheels toward the plane of the centre of gravity, by which the
disturbing influence of the centrifugal power of the drivers upon the motion of the
locomotive is neutralized, so that there is less danger of breaking the driving rods
and leas tension upon the track.
Sixth. Economy in running, as the steam is utilized without loss by conden-
sation, a more perfect combustion and utilization of the fuel obtained, and by the
regular supply of feed water sudden condensation of steam in the steam dome
prevented.
"
Seventh. An accident to one of the boilers will not cause the total breaking
down of the engine, inasmuch as the communication between the boilers can be
closed and the remaining boiler will be sufficient to propel the engine.
Eighth. Owing to the central arrangement of the motive power and the balancing
of all parts of the engine there is less strain on the motive gear, less wear and
liability to repairs, and consequently a longer duration of the locomotive.
Ninth. As the locomotive carrics no dead weights, nor the drivers balance
weights, its entire capacity can be utilized for obtaining speed or for moving
weight.
Having now described the nature of the said Invention, I claim as new and
desire to secure by Letters Patent,―
1. A balanced locomotive, which is divided either by the longitudinal or
transverse vertical centre plane into symmetrical and equidistant sections,
substantially as set forth.
2. A balanced locomotive, the centre of gravity of which is located in the
vertical transverse centre plano of the locomotive, substantially as set forth.
3. A locomotive having a fire box at each sido of its vertical transverse centre
plane, and boilers extending symmetrically thereto in opposite directions from the
fire boxes, substantially as set forth.
4. A locomotive having a fire box at cach side of the vertical transverse centre
plane, a steam-dome vertically and centrally above the same, and longitudinal
boilers extending symmetrically to the centre plane from the fire boxes, substan-
tially as set forth.

page_text: 5. A locomotive, the fire boxes of which are arranged symmetrically to the
vertical transverse centre plane, and divided by a vertical transverse smoke
chamber passing through the steam dome above the fire boxes, substantially as
described.
6. A locomotive provided with vertical steam cylinders arranged symmetrically
to and equidistantly from the vertical central axis of the structure, substantially as
set forth.
7. A locomotive, the steam cylinders of which are arranged vertically and at
right angles to the coupling rods of the driving wheels, substantially as described.
8. A locomotive in which the axes of the steam cylinders are placed in tho
vertical transverse centre plane of the locomotivo, as specified.
9. A locomotive having a central steam dome and vertical steam cylinders at
diametrically opposite sides thereof, substantially as set forth.
10. A locomotive having central fire boxes, a steam dome vertically above the
same, boilers extending longitudinally from the fire boxes, and vertical steam-
cylinders arranged symmetrically at cach side of the steam dome, the axes of the
steam cylinders being in line with a transverse plane passing through the central
axis of the locomotive, substantially as specified.
11. A locomotive having central fire boxes, a steam dome vertically above the
same, boilers extending longitudinally from the fire boxes, water tanks below the
boilers, and fuel storage receptacles sideways and above the same, substantially as
set forth.
12. A locomotive, the driving wheels of which are arranged symmetrically to the
vertical transverse centre plane of the locomotive, substantially as set forth.
13. A locomotive having driving wheels arranged symmetrically to the vertical
transverse centre plane, and a guiding truck at each end, substantially as described.
14. In a locomotive, the combination of vertical steam cylinders arranged at each
side of a central steam dome, and an intermediate driving shaft arranged below the
steam cylinders, with driving wheels arranged symmetrically to the transverso
plane of the steam cylinders and driving rods, connecting the cranks of the driving
shaft with the cranks of the driving wheels, substantially as and for the purpose
set forth.
15. As an improvement in locomotives, the combination of central fire boxes, a
steam dome vertically above the same, longitudinal boilers extending from the fire
boxes, vertical steam cylinders at each side of the dome, driving wheels arranged
symmetrically to the vertical transverse centre plane of the engine, and mechanism,
substantially as described, whereby the power of the steam cylinders is transmitted
to the driving wheels, so as to overcome the dead points of the same, substantially
as set forth.
16. In a locomotive, the combination of a steam dome arranged vertically above
the fire boxes and boilers, extending symmetrically at both sides therefrom with a
transverse smoke chamber, having valved water and steam connections whereby
communication between the boilers can be established or interrupted, substantially
as specified.
17. In a locomotive, the combination of the supporting main frame, with end
trucks having spring cushioned anti friction plates or rollers supported upon the
pedestals of the trucks, substantially as described.
18. In a locomotive, the combination of the end trucks A', having are shaped
guide pieces g with fixed central guide boxes g' at the ends of the locomotive,
substantially as specified.
19. In a locomotive, the combination with the boilers and steam domo of a
valved supply opening above the water level, and of a steam pump operated by
lever connection with the cross heads of the main steam cylinders, so as to supply
the boilers at each stroke of the main pistons with water, equivalent to the steam
used for each stroke as described.
20. The combination in a locomotive, with the drivers of side hinged brake shoes

page_text: attached to pendent brake-rods, horizontal brake rods, actuating, chains, and a
steam brake-cylinder, substantially as herein described and set forth.
In witness whereof, I, the said Lorentz Albert Groth, have hereunto set
my hand and seal, this Fourteenth day of December, in the year of our
Lord One thousand eight hundred and eighty one.
LORENTZ ALBERT GROTH (LS)