Data from "Old Norris Locomotive", Railroad Gazette, Volume 14 (7_ April 1882), p. 203. Works numbers were 1000-1001.
Filing articles of association on 31 August 1859, the Brooklyn Central envisioned operating the Brooklyn and Jamaica Railroad's main route by consolidating the two railroads. A year later, the Atlantic Street segment over the tunnel to the Atlantic Ferry had been completed. Both the BCR and the Long Island used the line, but following the LIRR's improvements to Hunter's Point, the BC&J would be the only operator.
Originally planned as a horse railroad, the BC&J soon saw the need to acquire steam power and bought these tiny tanks. And small they were. Each locomotive's boiler contained 137 sq ft (12.73 sq m) of heating surface area. The profile showed an
enormous spark-arresting stack on a slender boiler and a large cab. The Norris truck was under the stack and well ahead of the single set of drivers. A trailing axle supported the bunker and_water tank. The cylinders, equipped with Norris's patented quick-action valves, lay horizontally along the running boards on either side of the smoke box.
The E K Shanton and the Jacob Frost were charged with hauling_five passenger cars and a baggage car on a route with a 0.75% ruling grade. But such train loads overmatched the transit-system lilliputians and, with a Civil War on, the E K Shanton went to work on a US Government construction project at Key West, Fla, where it served with "marked success" hauling seven-car trains weighing 75 tons that carried 10,000 bricks and 160 men. An accidental fire "badly burned" the EKS, which was then returned to Brooklyn. In 1867, the BC&J was succeeded by the Atlantic Avenue Railroad, which still owned the two Norrises.
RG reported that the E K Shanton was sold to Saucon Iron Company near Bethlehem, Pa where it remained "in constant use" in 1882.
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | E K Shanton |
| Locobase ID | 16431 |
| Railroad | Brooklyn Central & Jamaica |
| Country | USA |
| Whyte | 2-2-2T |
| Number in Class | 2 |
| Road Numbers | |
| Gauge | Std |
| Number Built | 2 |
| Builder | Norris |
| Year | 1860 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | / 1.42 |
| Engine Wheelbase (ft / m) | 7.50 / 3.43 |
| Ratio of driving wheelbase to overall engine wheelbase | |
| Overall Wheelbase (engine & tender) (ft / m) | 7.50 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
| Weight on Drivers (lbs / kg) | |
| Engine Weight (lbs / kg) | |
| Tender Loaded Weight (lbs / kg) | |
| Total Engine and Tender Weight (lbs / kg) | |
| Tender Water Capacity (gals / ML) | 400 / 3.03 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 48 / 1422 |
| Boiler Pressure (psi / kPa) | 120 / 900 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 7" x 18" / 279x406 |
| Tractive Effort (lbs / kg) | 1874 / 850.03 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 50 - 2" / 38 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 5.25 / 2.01 |
| Firebox Area (sq ft / m2) | / 3.33 |
| Grate Area (sq ft / m2) | / 1 |
| Evaporative Heating Surface (sq ft / m2) | / 29.65 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | / 29.65 |
| Evaporative Heating Surface/Cylinder Volume | |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | |
| Same as above plus superheater percentage | |
| Same as above but substitute firebox area for grate area | |
| Power L1 | |
| Power MT | |