Andrew Parsons railandy
Hi All,
I am looking for advice about the piping details for a loco model I am building. In the prototype images I have of the loco and some of its close sister engines I can see no sign of external water feed pipes, check valves on the sides of the boiler, or non-lifting injectors below the cab. My conclusion is that the loco only BCBAAD57-5F23-46FF-8569-BD5AC258D511.jpeg  has lifting injectors in the cab and those are what are visible in the attached image, on either side of the firebox, presumably feeding water into the boiler beyond the firebox? The Y Class loco is (obviously!) a Beyer, Peacock product from the 1890s, built for the Silverton Tramway Company of Broken Hill, NSW, Australia. Similar (but not identical in all details) locos were built for Tasmanian Govt Rwys (C Class), South Australian Rwys (Y Class) and Western Australian Govt Rwys, many (all?) of these did have non-lifting injectors and visible water pipes and check valves. Can a steam authority confirm my thoughts about the injectors(?) in the photo?
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Bunkerbarge
Hi Andrew firstly welcome to the forum.  I have to say it tends to be mainly model railway control based topics here with some modelling thrown in but your question is very much in the realms of specific steam locomotive construction.  You might be lucky to come across someone with such knowledge but you might have more success with  one of the steam enthusiasts forums.

Good luck anyway.
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Colonel Bogie
Hi Andrew. Only just seen this.
These are backhead mounted lifting injectors. Don't know what type, but basically the clack is built into the injector casting, it's going to be under the big nut on the top at a guess. There is no external feed piping because they inject direct through the backhead. All there will be is a cold feed from the tank, and a steam feed off the dome or main steam manifold. The wheel valve is the steam control, and the cock below is the cold water, with the cold feed below, and the steam feed behind.
Backhead mounted lifters can be a real pain, as if they are not used frequently they overheat, then they will not lift. If you use one all the time, then the other will overheat and not work when you need it. Only cure is a bucket of cold water on the casting.
They are much more sensitive and tricky than the more modern flood injectors.

Hope this helps, although you have probably got it elsewhere by now.
CB
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Andrew Parsons railandy

Hi Col. B, Thank you for your valuable (and actually sole) advice, and clear technical explanation. Nice to know I had basically sussed out the situation through the fog of ignorance, but better to know I am ok to leave off the external piping. I am intrigued that Beyer, Peacock would supply to one admittedly smaller (then), private customer what had become almost “catalogue” locos with what are presumably dated, cheaper and less sophisticated fittings, when all the other (bigger, State-owned) customers received non-lifting external injectors. But maybe the internal ones actually cost more?? As it turned out, the Silverton Tramway Company proved to be a fabulous money spinner for its investors, it had the monopoly for transport of all the mineral products of Broken Hill Proprietary Company, today’s BHP Billiton, from the world’s largest deposit of silver, lead and zinc in Broken Hill to the smelters at Port Pirie in South Australia. The STC could have afforded gold-plated injectors if they had known the profits to come.  
Regards
Railandy




 

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Colonel Bogie
Hi Andrew
Glad to be of help, you can get on with the modelling now!
As you may guess, the answer to your query is a mix of several things. Lifting injectors were the first type of injector in common use, and were widespread in the 19C, and with skill can be pretty reliable, but it does need a lot more 'feel' than a flood injector.  However lifters have a limit to how far they can reliably lift, or 'suck' water. They rely on creating a suction in the water pipe which lifts the water from a well tank or side tank.  As locos got bigger, and well tanks changed to tenders, this distance became a real problem, and  hence the development of an external or flood injector. Actually there is little difference in design or cost for the same delivery volume. The flood injector gets over the suction distance problem, and overheating, as water is constantly at the water side of the injector. Bigger locos have flood injectors below footplate level to work with tender supplies, but you may see them higher up under saddle tanks. They are still floods though, as the water is above them.
Many British manufacturers sold tank engines of all gauges with lifting injectors almost until closure. For industrials, they are cheap single castings and work fine. Lifters need separate clack castings and extra piping and controls.
I think this is why your Silverton Tramway would be sold a package industrial loco with standard lifters, built down to a price.  I am guessing that the the state type railways wanted the more modern injectors, perhaps as a bigger order, or for passenger use? Reliability in passenger service with many different crews would be a big factor for them.
If there are any other factors you wish to discuss I would be happy to answer a PM, in case we are overstaying our welcome on this forum!
Cheers
Colonel B
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