Hi everyone, assistance needed please!
There is a discussion presently in progress on a Yahoo list regarding N2's on the Moorgate services and the matter of condensing and the pumps/ injectors used.
Can anyone tell me when the boiler feed pumps were all removed. Has anyone heard any tales of problems with the injectors due to heating of the feed water - surely even the short distance between Farringdon and Moorgate might well have sent the temperature up, after all the exhaust was superheated.
Do any enthusiasts remember the exhaust coming out of the chimney, (like Ivor the Engine) or was it stifled in the tanks.
Sorry it's a long while ago, but the few illustrations that I have are inconclusive.
The N1's that presumably handled the traffic prior to the N2's present another question.
Looking at my 1927 black book I find that the standard faceplate injector was a "cold water" injector. Remembering the panic when both injectors packed up on a Feltham freight one lovely afternoon, I certainly would n't have wanted to experience that situation on a
passenger train.
Moorgate services and hot feed water.
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cadder toad
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Re: Moorgate services and hot feed water.
I realise this is an old thread but I can't see answers to your questions here or elsewhere in the forum, nor by googling.
The RCTS book (Vol. 9A) says the boiler feed pumps were removed from 1925 because of improvements in injector design which allowed injectors to work with hot feed water.
Condensing does cause problems with injectors. ES Cox and H. Campbell-Cornwell discuss these problems occuring on the Glasgow Central Railway which was a four mile steam operated tunnel. From 1917 condensing apparatus was removed from those engines so fitted (all saturated). It seems the authorities gave up trying to get drivers to use it.
Condensing seems to have remained for a good while longer on the LNE Moorgate lines. Apparatus was still being fitted to locos in 1931/2, presumably because it served a pupose at that time. The RCTS book suggests condensing apparatus was just not used by drivers, certainly after WW2.
I'm interested in your question about the N1s. What's a, "cold water injector"? Am I right in thinking that faceplate mounted injectors might be less reliable because they will be hotter due to conduction of heat from the boiler?
The RCTS book (Vol. 9A) says the boiler feed pumps were removed from 1925 because of improvements in injector design which allowed injectors to work with hot feed water.
Condensing does cause problems with injectors. ES Cox and H. Campbell-Cornwell discuss these problems occuring on the Glasgow Central Railway which was a four mile steam operated tunnel. From 1917 condensing apparatus was removed from those engines so fitted (all saturated). It seems the authorities gave up trying to get drivers to use it.
Condensing seems to have remained for a good while longer on the LNE Moorgate lines. Apparatus was still being fitted to locos in 1931/2, presumably because it served a pupose at that time. The RCTS book suggests condensing apparatus was just not used by drivers, certainly after WW2.
I'm interested in your question about the N1s. What's a, "cold water injector"? Am I right in thinking that faceplate mounted injectors might be less reliable because they will be hotter due to conduction of heat from the boiler?