BR Standard Class 9F

The British Transport Commission had proposed that the existing steam locomotive fleet be replaced by both diesel and electric traction. However the board of British Railways, which wanted the railways to be completely electrified, ignored the BTC and ordered a new fleet of 'standard' steam locomotive designs as a stopgap ahead of electrification.[6] Freight was well catered for in terms of locomotive availability after nationalisation in 1948, with a number of heavy freight locomotives built to aid the war effort forming part of British Railways' inheritance. This consisted of 666 LMS 8F Class 2-8-0 and numerous Robert Riddles designed WD Austerity 2-8-0s and WD Austerity 2-10-0s.

It was the Eastern Region's Motive Power officer, L.P. Parker, who made the case for a new design of powerful freight locomotive, able to shift heavy loads at fast speeds in round trips between distant destinations within the eight-hour shift of the footplate crew.[7] Riddles took up the challenge, initially designing a 2-8-2] locomotive, but settled upon the 2-10-0 wheel arrangement for the increased traction and lower axle load that five coupled axles can provide. The resultant design became one of the most successful, but shortest-lived, locomotive classes ever built in Britain.[7]

The 9F was designed at both Derby and Brighton Works in 1951 to operate freight trains of up to 900 tons (914 tonnes) at 35 mph (56 km/h) with maximum fuel efficiency.[6] The original proposal was for a boiler from the BR Standard Class 7 Britannia 4-6-2, adapting it to a 2-8-2 wheel arrangement [8] but Riddles eventually settled upon a 2-10-0 type because it had been used successfully on some of his previous Austerity locomotives. Distributing the adhesive weight over five axles gave a maximum axle load of only 15 tons, 10 cwt.[6] The driving wheels were 5 feet 0 inches (1.52 m) in diameter. However, in order to clear the rear coupled wheels, the grate had to be set higher, thus reducing firebox volume. There were many problems associated with locomotives of such a long wheelbase, but these were solved by the design team through a series of compromises. The centre driving wheels had no flanges, and those on the second and fourth coupled wheels were reduced in depth. This enabled the locomotive to round curves of only 400 feet (120 m) radius.[7] As on all other BR standard steam locomotives, the leading wheels were 3 feet 0 inches (0.91 m) in diameter.[9]

Introduced in January 1954,[10] the class comprised 251 locomotives, of which 53 were constructed at Swindon Works, and 198 at Crewe Works. The locomotives were numbered 92000-92250.[7] The last member of the class was constructed at Swindon in 1960, the 999th "BR Standard" to be constructed, and the last steam locomotive to be built by British Railways. To mark the occasion, a competition was run within the Western Region of British Railways to choose an apt name, and the locomotive was given the name and number of 92220 Evening Star.[7] Many of the class lasted only a few years in service before withdrawal when steam traction ended on the mainline in Britain. Withdrawals of the class from everyday service began in May 1964, and had been completed by June 1968.

The 9F was used as a proving ground for a variety of technical innovations intended to provide improvements in efficiency, power or cost.

Franco-Crosti boiler

Right hand view of a Crosti BR Standard 9F 2-10-0, No. 92024, showing the unique layout

9F 92029 at Newport in 1963. By this stage it had been converted back to a conventional arrangement

Further information: BR Standard Class 9F 92020-9

Ten locomotives (numbers 92020-92029) were built in 1955 with the Franco-Crosti boiler.[12][13] which incorporated a combustion gas feed water preheater that recuperated low-grade residual heat.[14] In the 9F version, this took the form of a single cylindrical water drum running along the underside of the main boiler barrel. The standard chimney on top of the smokebox was only used during lighting up. In normal working the gases went through firetubes inside the preheater drum that led to a second smokebox situated beneath the boiler from which there emerged a chimney on the right-hand side, just forward of the firebox. In the event, the experiment did not deliver the hoped-for benefits, and efficiency was not increased sufficiently to justify the cost and complexity.[15][16] Moreover, conditions were unpleasant on the footplate in a cross-wind, this in spite of the later provision of a small deflector plate forward of the chimney. These problems led to the subsequent removal of the preheater drum, although the locomotives did retain the original main smokebox with its distinctive look.

The 9F turned out to be the best of the Standard classes, and one of the finest steam locomotives ever designed in Britain in terms of its capacity to haul heavy loads over long distances.[7] It was highly effective at its designed purpose, hauling heavy, fast freight trains, and was used all over the British railway network. This was exemplified when in September 1982, preserved engine 92203 Black Prince[19] set the record for the heaviest train ever hauled by a steam locomotive in Britain, when it started a 2,178-ton train at a Foster Yeoman quarry in Somerset, UK.[20]

A 9F hauling an express passenger train at Bath Green Park station in 1962

The 9F also proved its worth as a passenger locomotive, adept at fast running despite its small driving wheels, and for a time was a frequent sight on the Somerset and Dorset Railway,[7] where its power and high proportion of adhesive weight were well suited to coping with the 1 in 50 ruling gradient on the Bath extension. On one occasion, a 9F was set to haul an express passenger train, in place of the normal LNER pacific, from Grantham to King's Cross. An enthusiast aboard the train timed the run and noted that twice the speed exceeded 90 mph. The driver was afterwards told that he was only supposed to keep time, "not break the bloody sound barrier!". He replied that the engine had no speedometer, and that it ran so smoothly at high speeds that he just let it run as fast as felt safe. Nor was this the only instance of 9Fs reaching high speeds. However, concerns that the high rotational speeds involved in fast running could cause excessive wear and tear to the plain-bearing running gear prompted the British Railways management to stop using 9Fs on express passenger trains.[21]

In 1960, 9Fs from the Western Region's Cardiff Canton shed (code 86C) were also regularly made ready as 'standby' locomotives - in case of failure of the more usual Britannias - on the region's flagship Paddington-Cardiff/Swansea passenger express trains, the Red Dragon and Capitals United Express. Locomotives used on these duties included No. 92220 Evening Star, the only 9F to be given a name and to be painted in the express passenger livery of lined Brunswick green.[22][23] On 8 September 1962 No. 92220 also hauled the last Pines Express to use the Somerset and Dorset route.[24]

Like other primarily goods locomotives, British Railways' fleet of 9Fs also saw extensive passenger service in hauling Saturday 'Holiday Specials', especially in the North East and Western regions.[25]

• On 19 November 1958, locomotive No. 92187 was hauling a freight train which overran signals and was in a rear-end collision with another at Hitchin, Hertfordshire. A third freight train ran into the wreckage.[26]
• On 7 April 1964, locomotive No. 92161 was hauling a freight train that was derailed at Howe & Co's Signalbox, Cumberland due to a combination of defects on a wagon, excessive speed and minor track defects.[27]

The class were painted British Railways Freight Black without lining. The British Railways crest was located on the tender side. Given the British Railways power classification 9F, the locomotives were numbered in the 92xxx series, between 92000 and 92250.[1] Because of its status as the last steam locomotive constructed at Swindon, No. 92220 was named Evening Star and turned out in British Railways Brunswick Green livery, which was usually reserved for express passenger locomotives.[1] Several locomotives allocated to the Western Region, including no. 92220, bore a blue spot on the cab side below the number, to denote the axle loading under the former GWR's system of weight classification.[28]

Nine 9F locomotives survived withdrawal from mainline service into preservation: Evening Star became part of the National Collection; eight others were bought directly from BR or from Woodham Brothers scrapyard in Barry, South Wales. Only six members of the class have been restored to running order. 92240 was the first of the class to steam in preservation after restoration work in 1990. Engines from both builders have survived with three Crewe-built engines and six Swindon-built engines. The majority of the class have double chimneys but 92134 is fitted with a single chimney.

Number & Name	Tender Attached	Builder	Built	Withdrawn	Service life	Location	Livery	Status	Image
92134	BR1G (loaned from 73050)[29]	Crewe Works	Jun 1957	Dec 1966	9 years, 6 months	North Yorkshire Moors Railway	BR Black, Late Emblem	Operational[30]
92203 'Black Prince'	BR1G	Swindon Works	Apr 1959	Nov 1967	8 years, 7 months	North Norfolk Railway	BR Black, Late Emblem	Operational
92207 (Unofficial name 'Morning Star')	N/A	Swindon Works	Jun 1959	Dec 1964	5 years, 6 months	Private site - Poole	N/A	Undergoing Restoration
92212	BR1F	Swindon Works	Sep 1959	Jan 1968	8 years, 4 months	Mid Hants Railway	BR Black, Late Emblem	Boiler Ticket Expired 31 December 2019
92214	BR1G	Swindon Works	Oct 1959	Sep 1965	5 years, 11 months	Great Central Railway		Operational
92219	N/A	Swindon Works	Jan 1960	Sep 1965	5 years, 8 months	Strathspey Railway[31]	N/A	Stored, Awaiting Restoration
92220 'Evening Star'	BR1G	Swindon Works	Mar 1960	Mar 1965	5 years	National Railway Museum	BR Lined Green, Late Emblem	Static Display
92240	BR1C	Crewe Works	Oct 1958	Sep 1965	6 years, 11 months	Bluebell Railway	BR Black, Late Emblem	In early stages of overhaul/restoration last ran in November 2002
92245	N/A	Crewe Works	Nov 1958	Dec 1964	6 years, 1 month	Barry Tourist Railway	N/A	Scrapyard condition, awaiting restoration (Boiler going to 92212)

† In most cases, names are not historically accurate; i.e. they have all been applied in preservation except 92220 which, being the last steam locomotive to be built for BR, was named Evening Star during its unveiling in 1960. Some locomotives may also have names, but marked names indicate that the locomotive is not presently wearing them.

Of the nine surviving members of the class, two have run on the main line: nos. 92203 Black Prince & 92220 Evening Star. Due to the engines' flangeless centre driving wheels, there is a concern that the raised check rails on modern pointwork might cause a derailment, so the class (alongside other 2-10-0 locomotives) is currently prohibited from operating on the main line – including the Esk Valley Line from Battersby to Whitby, used by the North Yorkshire Moors Railway on their Grosmont to Whitby trains alongside the regular passenger services on the route.

Murdoch from Thomas & Friends is a BR Standard Class 9F locomotive.[37]

• Bradley, Rodger P. (1984). The Standard Steam Locomotives of British Railways. Newton Abbot: David and Charles.
• Chapelon, Andre (2000). La Locomotive à Vapeur (English ed., transl. Carpenter George W. ed.). Somerset: Camden Miniature Steam Services. ISBN 0-9536523-0-0.
• Clarke, David (2007). Riddles Class 9F. ISBN 978-0-7110-3246-0.
• Cox, E. S. (1966). British Railways Standard Locomotives. London: Ian Allan.
• Duffy, M.C. (1989). "Waste heat recovery and steam locomotive design". Transactions of the Newcomen Society. 61: 15–31. doi:10.1179/tns.1989.002.
• Hammond, Pat (1998). Tri-ang Hornby: The Story of Rovex, Volume 2 - 1965-1971. London: New Cavendish. ISBN 1-872727-58-1.
• Herring, Peter (2000). Classic British Steam Locomotives. Standard Class 9. ISBN 1-86147-057-6.
• "Summer Signing – 9F steam engine strengthens railway's line up". North Yorkshire Moors Railway. 14 June 2010. Archived from the original on 11 November 2014. Retrieved 23 December 2014.
• Walford, John; Harrison, Paul (2008). The 9F 2-10-0 Class. A detailed history of British Railways Standard Steam Locomotives. Vol. 4. Bristol: RCTS. ISBN 978-0-901115-95-9.

• Cox, E. S. (1966). British Railways Standard Locomotives. London: Ian Allan.
• Richard Derry (2006). The Book of the 9F 2-10-0s. ISBN 1-903266-73-4.
• Gavin Morrison (2001). The Power of the 9Fs. OPC Railprint. ISBN 0-86093-558-2.
• H.C.B. Rogers (1982). Riddles and the 9Fs. Ian Allan.
• G. Weekes (1975). BR Standard Class 9F. D. Bradford Barton. ISBN 0-85153-187-3.
• Nock, O.S. (9 October 1959), "2-10-0 Standard Freight Locomotive Performance and Efficiency Tests" (PDF), The Engineer, 208: 383–386

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BR Standard Class 9F.

• Class BR9F Details at Rail UK