Note: Two more -- 13-14 (works numbers 5152-5155 in June 1880) -- had vertical boilers like the rest, but used 124 tubes that measured 4 feet even.
During the discussion of the committee report, Mr. John G. Jenkins of the Broadway Railroad Company, of Brooklyn gave a strongly negative review of the use of steam dummies. At the time of their adoption, Jenkins reported, "Along the line of one mile of our road in Broadway it was densely populated ; the other three miles and threequarters were sparsely settled."
They decided to use the dummies on the more sparsely populated section, walking the cars out to the dummy station, then hooking two to the dummies and taking them the rest of the way to East New York. "This method was found to be impracticable; entirely so. The cars were too light, and would go wriggling all about the track; so that people who desired exercise had only to take our cars in the morning"
Heavier cars meant more horses on the one-mile segment, but despite the expense of bi-modal motive power, the road still made money, "... but we could not pick up a paper in the morning but we would have the fear that we might have killed some one; in fact, there was not a block in the fifteen or twenty blocks but that we killed or cut the legs off of somebody the whole distance."
The BRR found that it simply cost too much to meet the cost of accidents. As a result: "we consider it a death-blow to motors of that kind where the population is dense."
Jenkins also poured scorn on the dummies themselves: "We also, during the use of the dummies, instead of having a repair shop, had to maintain a machine shop, which we found very expensive."
Part of the expense came from the way in which the dummies had to operate: "We did not have any regular stations, but stuck tip red posts at the distance of every two blocks, and these were called the stations; the cars stopped there down and up. The engineers would drive them up to the posts and stop quickly, and everybody would go backward. They ground the wheels off and shook up things so, that in two years the dummies would have to be renewed, and they were expensive."
The problem of operating a rapid transit system remained, he said, but he could say for sure:"I would discourage any gentleman connected with any road where there is a dense population from using a steam motor of any kind."
The Broadway sold most of its dummies to a variety of buyers. Some went to other street railways such as the Cypress Hills Railroad, the Bushwick (also in Brooklyn), two to the Brooklyn City Railroad, the Wheeling & Elm Grove, and the Cape May Delaware Bay & Sewells Point. Others went into quarry or industrial use: Belvedere Stone Co, Cape Breton Collieries, Bullis Brothers, Singer Manufacturing Co, H B Rathbeen & Son.
NB: Boiler pressure is an estimate.
|Specifications by Steve Llanso of Sweat House Media|
|Number in Class||12|
|Builder||Burnham, Parry, Williams & Co|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||1|
|Overall Wheelbase (engine & tender)||5.67'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||15000 lbs|
|Engine Weight||15000 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight|
|Tender Water Capacity||200 gals|
|Tender Fuel Capacity (oil/coal)|
|Minimum weight of rail (calculated)||13 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||130 psi|
|Cylinders (dia x stroke)||10" x 12"|
|Tractive Effort||4277 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||3.51|
|Firebox Area||17.40 sq. ft|
|Grate Area||5.89 sq. ft|
|Evaporative Heating Surface||166 sq. ft|
|Combined Heating Surface||166 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||152.18|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||766|
|Same as above plus superheater percentage||766|
|Same as above but substitute firebox area for grate area||2262|