Oops, I missed this class out from the first block of locos.
The 921s were Stirling’s final saddle tank design, and they first entered traffic at the end of 1892. Initially the class was intended to deal with the increasing goods and mineral traffic over the Widened Lines to and from the London, Chatham & Dover Railway over the Thames via Ludgate Hill and Blackfriars, and thus the first six (and later a floating total of approximately 25) of the domeless locos were fitted with condensing gear. Their success ensured the class multiplied to 52 in 1897, by which time they could be found on goods and shunting duties across the system.
The class will be active on EWL goods and mineral duties through Artillery Lane from and to both Kings Cross and Ludgate Hill to the docks and New Cross via Basilica Fields. 922, the second member of the class to be built is seen here in the late 1890s, with the evidence of cross-London transfer workings all around in the form of LC&DR wagons and tarpaulins.
The heavily weathered and stained paintwork once again lends credence to the argument that not all was sparkly and bright in the Victorian pre-Grouping period.
Basilica Fields 
April 30, 2010 at 8:36 am
The weathering on the tank looks like being a challenge:- masking the “G” and “N” of GNR; leaving mucky streaks where the water has flown off of the top of the tanks in filling; but what is the cause of the streaking at the rea of the tank?
Along the underneath of the tank can be seen several outlets; there is a balance pipe in the centre and an injector feed at the rear… and that leaves the one at the front. If this follows contemporary practice elsewhere then the leading pipe is likely to be for feeding water to the flanges to act as a lubricant on sharp curves.
What is the reason for those gaps in the ballast?
regards, Graham
April 30, 2010 at 11:18 am
I have seen the streaking at the rear of the tank before on other examples, both condensing and non-condensing versions of the class, and though it’s directly in line with the safety valves, but doesn’t look like it’s anything from there. Other photos of the class show the runoff from the tank filler affecting the whole tank side, due to it’s shape. Perhaps some of the grime has been rubbed away by the crew clambering all over her.
The live steam injectors are indeed just ahead of the cab and they fed clack valves on the front ring of the boiler. These condensing members of the class were also fitted with crosshead-driven feed pumps as the water in the tanks got too hot for the injectors to work when condensing. The water for the pumps was taken from the underside of the tank, close to where the injector was fitted, and the feed entered the boiler via additional clack valves ahead of the injector clack valves, which may be what you’re seeing. I need to get a drawing!
Victorian period ‘deep’ ballasting required drainage every few sleepers, which looked very much like this. However, I don’t know the location, nor the exact date so I’m not 100% certain.
May 17, 2010 at 12:53 am
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