Data from "Engine No 3 - Wrexham, Mold, and Connah's Quay Railway", Engineer, Volume 95 (21 November 1902), p. 495.. See also "Locomotives of the Wrexham, Mold & Connah's Quay Ry," The Locomotive Magazine, Volume XI [11] (15 March 1905), p. 41. (Thanks to Larry Hunt for his 20 May 2018 email pointing out the Whyte arrangement error in the original and providing the publication information that led Locobase to the Engineer article.)
As noted in Locobase 10494, the WM&CQ was not hesitant to make over an unsatisfactory locomotive. Like the Queen, this engine entered service in 1854 on the London & North Western. Compared to the Queen, however, this was a bigger locomotive with taller drivers. It was sold to the Wrexham in 1873 and reconstructed in 1882 as an 0-6-2ST like its stablemate.
Unlike the Queen, however, the WM&CQ never converted the 3 to an eight-coupled and its second rebuild in 1899-1901 by the WM&CQ's F Winnans was modest by comparison and resulted in the specfications shown above. A big difference was in the increase in the bunker and water capacities of the tanks and the the adhesion and engine weights, which increased by 2 and 10 long tons, respectively.
Engineer's report noted the unusual placement of the main crank on the front driving axle and its use of Timmis conical coil springs on all axles. Noting that "many authorities" had maintained that such use provided "too much axle-box play", Engineer commented that "the result has been quite satisfactory, the engine when at work practically not requiring the use of the sand gear." An additional advantage to the crew was that the 3 rode "'like a coach'", which, "together with the ease and rapidity of repairing the spring gear, is no mean advantage."
The railway was taken over by the Great Central in January 1905, at which time the 3 was renumbered 400B.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | 3 |
Locobase ID | 10495 |
Railroad | Wrexham, Mold & Connah's Quay |
Country | Great Britain |
Whyte | 2-6-0T |
Number in Class | 1 |
Road Numbers | 3/400B |
Gauge | Std |
Number Built | 1 |
Builder | WM&CQ |
Year | 1901 |
Valve Gear | Stephenson |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 12.08 / 3.68 |
Engine Wheelbase (ft / m) | 18.98 / 5.79 |
Ratio of driving wheelbase to overall engine wheelbase | 0.64 |
Overall Wheelbase (engine & tender) (ft / m) | 18.98 / 5.79 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 89,600 / 40,642 |
Engine Weight (lbs / kg) | 123,200 / 55,883 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 1800 / 6.82 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.20 / 4 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 50 / 25 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 56 / 1422 |
Boiler Pressure (psi / kPa) | 150 / 1030 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 24" / 457x610 |
Tractive Effort (lbs / kg) | 17,704 / 8030.41 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.06 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 137 - 2" / 51 |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | 14.58 / 4.44 |
Firebox Area (sq ft / m2) | 87.58 / 8.14 |
Grate Area (sq ft / m2) | 13.23 / 1.23 |
Evaporative Heating Surface (sq ft / m2) | 1133 / 105.26 |
Superheating Surface (sq ft / m2) | |
Combined Heating Surface (sq ft / m2) | 1133 / 105.26 |
Evaporative Heating Surface/Cylinder Volume | 160.29 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 1985 |
Same as above plus superheater percentage | 1985 |
Same as above but substitute firebox area for grate area | 13,137 |
Power L1 | 3111 |
Power MT | 229.64 |