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Replacing the axle with a bogie of conventional design would have obstructed access to the port faces. Dean instead used a suspension bogie, in which the weight of the locomotive was transferred upwards to the bogie by four bolts mounted on the inside frames. The centre pin of the bogie rotated in a spring-centred block mounted beneath the steam chest on cross beams. This setup gave sufficient clearance so that, when the bolts were undone, the front end of the locomotive raised, and the bogie was run out from underneath, the steam chest cover could be removed without hindrance.{{sfn|Holcroft|1971|p=63}} |
Replacing the axle with a bogie of conventional design would have obstructed access to the port faces. Dean instead used a suspension bogie, in which the weight of the locomotive was transferred upwards to the bogie by four bolts mounted on the inside frames. The centre pin of the bogie rotated in a spring-centred block mounted beneath the steam chest on cross beams. This setup gave sufficient clearance so that, when the bolts were undone, the front end of the locomotive raised, and the bogie was run out from underneath, the steam chest cover could be removed without hindrance.{{sfn|Holcroft|1971|p=63}} |
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No. 3021 was rebuilt as a 4-2-2 in March 1894. Between June and December 1894 the 28 remaining locomotives of the 3001 class were rebuilt.{{sfn|Russell|1999|p=42}} The first of a further 50 new bogie singles was also built in March 1894, the last of the class being outshopped in March 1899.{{sfn|Fryer|1993|p=76}} These new locomotives differed from the rebuilds in having their cylinder diameter reduced from {{convert|20|to|19|in|0}}, and the springs for the trailing wheels located above the footplate and outside the cab, necessitating a reduced width for the latter.{{sfn|Fryer|1993|pp=77-78}} The rebuilds subsequently had their cylinders lined down to {{convert|19|in|0}}.{{sfn|Fryer|1993|p=78}} The entire class, as they required it, had their driving wheels fitted with thicker tyres from 1898 onwards, increasing the wheel diameter by {{convert|1/2|in|1|spell=in}} to {{convert|7|ft|8+1/2|in|m|3|abbr=on}}.{{sfn|Fryer|1993|p=78}} |
No. 3021 was rebuilt as a 4-2-2 in March 1894. Between June and December 1894 the 28 remaining locomotives of the 3001 class were rebuilt.{{sfn|Russell|1999|p=42}} The first of a further 50 new bogie singles was also built in March 1894, the last of the class being outshopped in March 1899.{{sfn|Fryer|1993|p=76}} These new locomotives differed from the rebuilds in having their cylinder diameter reduced from {{convert|20|to|19|in|0}}, and the springs for the trailing wheels located above the footplate and outside the cab, necessitating a reduced width for the latter.{{sfn|Fryer|1993|pp=77-78}} The rebuilds subsequently had their cylinders lined down to {{convert|19|in|0}}.{{sfn|Fryer|1993|p=78}} The entire class, as they required it, had their driving wheels fitted with thicker tyres from 1898 onwards, increasing the wheel diameter by {{convert|0+1/2|in|1|spell=in}} to {{convert|7|ft|8+1/2|in|m|3|abbr=on}}.{{sfn|Fryer|1993|p=78}} |
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In 1900, [[George Jackson Churchward]] replaced the boiler on number 3027 ''Worcester'' with a parallel Standard 2 boiler. Twelve further engines were similarly converted in 1905 and 1906. |
In 1900, [[George Jackson Churchward]] replaced the boiler on number 3027 ''Worcester'' with a parallel Standard 2 boiler. Twelve further engines were similarly converted in 1905 and 1906. |
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