Data from"Steel Shunting Locomotives for Steel Works", Engineer, Volume 191 (20 April 1951), p. 519. See also "Steve (WSW)" in the "Victor & vulcan" thread on the national-preservation.com at [], last accessed 6 April 2017. Works numbers were 2994-2996 in 1951.
These saddle-tankers worked for the Steel Company for six years, moving then to the Austin Motor Company in 1957. They were well equipped with single "double-row", self-aligning roller bearing and cast steel axleboxed from Skefko Ball Bearing Company, which also were found on the coupling rods, connecting rods and the eccentric rod big-ends. 8" (203 mm) piston valves served the cylinders. Viewed from the front, the saddle tank had low straight sides and sloped upper sides meeting at the top over the entire length of the boiler. The slope improved forward vision.
Patriotism in Britain in the 1951 Festival of Britain year showed itself in this trio. The names -- Vulcan, Valiant, and Victor -- were those of the three bomber aircraft types capable of carrying nuclear weapons in the 1950s RAF.
All three went to the West Somerset Railway in 1973. Steve, a WSR Honorary Life Member, commented that the three were powerful, but short-breathed shunters. David Pepper (David1984) asked in reply why they had proved unsuitable on the WSR, noting "I was under the impression the pair had more power and a smoother rider then your average Industrial."
Steve replied: "Powerful - yes. Stamina - no. Frequent blow-ups essential. And a lovely jerky motion - resulting in passengers imitating "Norman Collier" at the end of the trip."
(North American Locobase is unclear what that last might mean, but found the following the Guardian's 19 March 2013 obituary ([], last accessed 6 April 2017) of the "much-loved" comic: "In his most famous act, which required exceptionally quick thinking and imagination, he delivered a long and often surreal monologue through an apparently faulty microphone; another favourite was his extraordinary imitation of a chicken." So apparently the locomotives left the passengers stuttering (or even clucking like a chicken).)
The entire extended discussion is worth a read as some participants argue that a new exhaust system and rebalancing would have solved most of the problems. Others recount their experiences with strong locomotives that had notable qualities and notable quirks.
And still another attributes much of the stamina shortcoming to a decision on the Strathspey Railway to forbid picking at a clinkered or caked fire with fire irons. According to "53807" in a 7 December 2011 post, another misstep was the removal of the petticoat pipe as it was not original. As a result, 53807 continues:
"the ejector exhaust no longer was aimed up the chimney but across the smokebox plus there were holes in the smokebox, the result was an engine that would not steam and was a struggle to just limp from station to station needing frequent stops to blow up, apparently when turning the ejector on the fire tried to come out of the firedoors!.
53807 presents testimony from "A friend of mine who was a driver at the Battlefield line who told me the tale of woe added that one day the owner was not present when Victor was in steam so the smokebox holes were stuffed up and the ejector exhaust aim was modified to go up the chimney with the result that it now steamed and was like a different engine. The owner was not impressed when he found out."
Victor wound up on the Lakeside and Haverthwaite Railway and after a long overhaul returned to service with a boiler ticket good until 2024.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | Victor |
Locobase ID | 4867 |
Railroad | Steel Company of Wales |
Country | Great Britain |
Whyte | 0-6-0ST |
Number in Class | 3 |
Road Numbers | 401-403 |
Gauge | Std |
Number Built | 3 |
Builder | WG Bagnall |
Year | 1951 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 11 / 3.35 |
Engine Wheelbase (ft / m) | 11 / 3.35 |
Ratio of driving wheelbase to overall engine wheelbase | 1 |
Overall Wheelbase (engine & tender) (ft / m) | 11 / 3.35 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 117,600 / 53,343 |
Engine Weight (lbs / kg) | 117,600 / 53,343 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | 117,600 / 53,343 |
Tender Water Capacity (gals / ML) | 1800 / 6.82 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2.20 / 2 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 65 / 32.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 51 / 1295 |
Boiler Pressure (psi / kPa) | 180 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 |
Tractive Effort (lbs / kg) | 25,272 / 11463.20 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.65 |
Heating Ability | |
Tubes (number - dia) (in / mm) | |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | |
Firebox Area (sq ft / m2) | 100 / 9.29 |
Grate Area (sq ft / m2) | 18.70 / 1.74 |
Evaporative Heating Surface (sq ft / m2) | 955 / 88.72 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 955 / 88.72 |
Evaporative Heating Surface/Cylinder Volume | 124.71 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 3366 |
Same as above plus superheater percentage | 3366 |
Same as above but substitute firebox area for grate area | 18,000 |
Power L1 | 2907 |
Power MT | 163.49 |