Editing BR Standard Class 9F

{{Short description|Class of 251 two-cylinder 2-10-0 locomotives}}
{{Use dmy dates|date=January 2017}}
{{Use British English|date=January 2017}}
{{Infobox locomotive
| powertype = Steam
| name = BR Standard Class 9F <ref name="Clarke">{{cite book |last=Clarke |first=David |title=Riddles Class 9F |year=2007 |publisher=Ian Allan |isbn=978-0-7110-3246-0}}</ref>{{rp|80-87}}
| image = Mirfield up P.W. Engineers' train geograph-2754354-by-Ben-Brooksbank.jpg
| caption = 92126 on the [[Calder Valley Line]] in July 1966
| designer = [[Robert Riddles]]
| builder = {{unbulleted list|BR [[Crewe Works]] (198)|BR [[Swindon Works]] (53)}}
| builddate = January 1954 – March 1960
| totalproduction = 251
| whytetype = {{whyte|2-10-0}}
| uicclass = 1'E h2
| gauge = {{RailGauge|sg|allk=on}}
| leadingdiameter = {{convert|3|ft|0|in|m|3|abbr=on}}
| driverdiameter = {{convert|5|ft|0|in|m|3|abbr=on}}
| wheelbase = {{convert|30|ft|2|in|abbr=on}} engine <br /> {{convert|14|ft|0|in|abbr=on}} tender <br /> {{convert|55|ft|11|in|abbr=on}} total
| length = {{convert|66|ft|2|in|2|abbr=on}}
| locoweight = {{Long ton|86|14}} to {{Long ton|90|4}}
| tenderweight = BR1B: {{Long ton|50|5}}<br>BR1C: {{Long ton|53|5}}<br>BR1F: {{Long ton|55|5}}<br>BR1G: {{Long ton|52|10}}<br>BR1K: {{Long ton|52|7}}
| locotenderweight = {{convert|139.2|LT|t ST|lk=on}}
| axleload = {{convert|15.5|LT|t ST|lk=on}}
| fueltype = [[Coal]]
| tendertype = {{unbulleted list|BR1B (20);|BR1C (85);|BR1F (85);|BR1G (58);|BR1K (3)}}
| fuelcap = BR1B/BR1F/BR1G: {{convert|7|LT}};<br />BR1C: {{convert|9|LT}}
| watercap = {{unbulleted list|BR1B: {{convert|4725|impgal|abbr=on}};|BR1C: {{convert|4725|impgal|abbr=on}};|BR1F: {{convert|5625|impgal|abbr=on}}|BR1G: {{convert|5000|impgal|abbr=on}}}}
| firearea = {{convert|40.2|sqft|abbr=on}}
| tubesandflues = {{convert|2284|sqft|abbr=on}}
| fireboxarea = {{convert|210|sqft|abbr=on}}
| superheaterarea = {{convert|677|sqft|abbr=on}}
| cylindercount = Two
| cylindersize = {{convert|20|x|28|in|0|abbr=on|lk=on}}
| boilerpressure = {{convert|250|psi|abbr=on|lk=on}}
| tractiveeffort = {{convert|39667|lbf|kN|abbr=on|lk=on}}
| operator = [[British Railways]]
| locale = [[British Railways]]: [[Eastern Region of British Railways|Eastern Region]], [[London Midland Region of British Railways|Midland Region]], [[Scottish Region of British Railways|Scottish Region]], [[Southern Region of British Railways|Southern Region]], [[Western Region of British Railways|Western Region]], [[North Eastern Region of British Railways|North Eastern Region]]
| fleetnumbers = 92000–92250
| powerclass = 9F
| axleloadclass = [[Route availability]]: 9;<br />[[Great Western Railway Weight Classification|BR (WR)]]: blue
| withdrawndate = May 1964 – June 1968
| disposition = Nine preserved, remainder scrapped
}}

The [[British Railways]] '''Standard Class 9F''' {{whyte|2-10-0}} is a class of [[steam locomotive]] designed for British Railways by [[R.A. Riddles|Robert Riddles]]. The Class 9F was the last in a series of [[BR standard classes|standardised locomotive classes]] designed for British Railways during the 1950s, and was intended for use on fast, heavy [[freight]] trains over long distances.  It was one of the most powerful steam locomotive types ever built for British Railways, and successfully performed its intended duties. The 9F class was given the nickname of 'Spaceship', due to its size and shape.<ref>{{cite web |title=Summer Signing – 9F steam engine strengthens railway's line up |url=https://www.nymr.co.uk/2010/06/summer-signing-9f-steam-engine-strengthens-railways-line-up/ |website=North Yorkshire Moors Railway |access-date=23 December 2014 |date=14 June 2010 |url-status=dead |archive-url=https://web.archive.org/web/20141111072121/http://www.nymr.co.uk/2010/06/summer-signing-9f-steam-engine-strengthens-railways-line-up/ |archive-date=11 November 2014}}</ref>

At various times during the 1950s, the 9Fs worked passenger trains with great success, indicating the versatility of the design, sometimes considered to represent the ultimate in British steam development. Several experimental variants were constructed in an effort to reduce costs and maintenance, although these met with varying degrees of success. They were capable of reaching speeds of up to 90 miles per hour (145&nbsp;km/h).<ref>{{cite book |title=Train: The Definitive Visual History |date=2014 |publisher=DK |page=210 |isbn=978-1-4654-9518-1 |url=https://books.google.com/books?id=xLqpDwAAQBAJ&q=BR+Class&pg=PA170 |access-date=21 September 2020}}</ref><ref>{{Cite web |date=2017-07-13 |title=9F 92000 – 92250 2-10-0 BR Standard Class 9 |url=https://preservedbritishsteamlocomotives.com/9f-92000-92250-2-10-0-br-standard-class-9/ |access-date=2023-02-13 |website=Preserved British Steam Locomotives |language=en |archive-date=13 February 2023 |archive-url=https://web.archive.org/web/20230213184813/https://preservedbritishsteamlocomotives.com/9f-92000-92250-2-10-0-br-standard-class-9/ |url-status=live }}</ref>

The total number built was 251, production being shared between [[Swindon Works|Swindon]] (53) and [[Crewe Works]] (198). The last of the class, [[BR Standard Class 9F 92220 Evening Star|92220 ''Evening Star'']], was the final steam locomotive to be built by British Railways, in 1960. Withdrawals of the class began in 1964, with the final locomotives being withdrawn from service in 1968, the final year of steam traction on British Railways. Nine examples have survived into the preservation era in varying states of repair, including ''Evening Star''.

They were generally thought of as very successful locomotives, [[O. S. Nock]] stating "The '9F' was unquestionably the most distinctive and original of all the British standard steam locomotives, and with little doubt the most successful. They were remarkable in their astonishing capacity for speed as well as their work in heavy freight haulage."<ref>{{cite book |last1=Nock |first1=O S |title=British Locomotives 1930 - 1960 |date=1984 |page=202}}</ref>

==Concept and Construction==
===Background===
The [[British Transport Commission]] had proposed that the existing steam locomotive fleet be replaced by both [[diesel locomotive|diesel]] and [[electric locomotive|electric]] traction. However the board of [[British Railways]], which wanted the railways to be completely [[railway electrification system|electrified]], ignored the BTC and ordered a new fleet of 'standard' steam locomotive designs as a stopgap ahead of electrification.<ref name=nrm>{{cite web | url=https://www.nrm.org.uk/OurCollection/LocomotivesAndRollingStock/CollectionItem.aspx?objid=1975-7024 | title=NRM - Collections - Locomotives - Evening Star | publisher=National Railway Museum | access-date=2007-09-23 | archive-date=10 March 2015 | archive-url=https://web.archive.org/web/20150310095024/http://www.nrm.org.uk/OurCollection/LocomotivesAndRollingStock/CollectionItem.aspx?objid=1975-7024 | url-status=dead }}</ref> 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 Stanier Class 8F|LMS 8F Class]] {{whyte|2-8-0}} and numerous Robert Riddles designed [[WD Austerity 2-8-0]]s and [[WD Austerity 2-10-0]]s.

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.<ref name="Herring">{{cite book |last=Herring |first=Peter |title=Classic British Steam Locomotives |year=2000 |publisher=Abbeydale |isbn=1-86147-057-6 |pages=190–191}}</ref> Riddles took up the challenge, initially designing a {{whyte|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.<ref name=Herring />

===Design features===
The 9F was designed at both [[Derby Works|Derby]] and [[Brighton railway works|Brighton Works]] in 1951 to operate freight trains of up to 900&nbsp;[[long ton|ton]]s (914&nbsp;[[tonne]]s) at 35&nbsp;mph (56&nbsp;km/h) with maximum [[fuel efficiency]].<ref name="nrm" /> The original proposal was for a boiler from the [[BR Standard Class 7]] ''Britannia'' {{whyte|4-6-2}}, adapting it to a {{whyte|2-8-2}} wheel arrangement <ref name="Walford">{{cite book |last1=Walford |first1=John |last2=Harrison |first2=Paul |volume=4 |title=The 9F 2-10-0 Class |series=A detailed history of British Railways Standard Steam Locomotives |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Bristol |year=2008 |isbn=978-0-901115-95-9}}</ref>{{rp|52}} 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&nbsp;tons, 10&nbsp;cwt.<ref name="nrm" /> The driving wheels were {{convert|5|ft|0|in|m}} in diameter. However, in order to clear the rear coupled wheels, the grate had to be set higher, thus reducing [[Firebox (steam engine)|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 [[flange]]s, and those on the second and fourth coupled wheels were reduced in depth. This enabled the locomotive to round curves of only {{convert|400|ft|m}} radius.<ref name=Herring /> As on all other BR standard steam locomotives, the leading wheels were {{convert|3|ft|0|in|m}} in diameter.{{r|Walford|p=44,283-289}}

===Construction history===
Introduced in January 1954,{{r|Walford|p=76}} the class comprised 251 locomotives, of which 53 were constructed at [[Swindon Works]], and 198 at [[Crewe Works]]. The locomotives were numbered 92000-92250.<ref name=Herring /> The last member of the class was constructed at Swindon in 1960, the 999th "[[BR standard classes|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 [[BR Standard Class 9F 92220 Evening Star|92220 ''Evening Star'']].<ref name=Herring /> 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.

{| class="wikitable collapsible"
|+ Table of orders and numbers<ref>{{cite book| last=Bradley |first=Rodger P. |year=1984 |title=The Standard Steam Locomotives of British Railways |publisher=David and Charles |location=Newton Abbot |pages=44, 45, 48–50}}</ref>
! Numbers !! Year !! Builder !! Tender !! Notes
|-
| 92000–09 || 1954 || [[Crewe Works|Crewe]] || BR1G || 8 for [[Western Region of British Railways|WR]], 2 for [[London Midland Region of British Railways|LMR]]
|-
| 92010–14 || 1954 || Crewe || BR1F || for [[Eastern Region of British Railways|ER]]
|-
| 92015–19 || 1954 || Crewe || BR1C || for LMR
|-
| [[BR Standard Class 9F 92020-9|92020-29]] || 1955 || Crewe || BR1B || Franco-Crosti boiler; for LMR
|-
| 92030–44 || 1954 || Crewe || BR1F || for ER
|-
| 92045–59 || 1955 || Crewe || BR1C || for LMR
|-
| 92060–66 || 1955 || Crewe || BR1B || for [[North Eastern Region of British Railways|NER]]
|-
| 92067–76 || 1956 || Crewe || BR1F || for ER
|-
| 92077–86 || 1956 || Crewe || BR1C || for LMR
|-
| 92087–96 || 1957 || [[Swindon Works|Swindon]] || BR1F || for ER
|-
| 92097–99 || 1956 || Crewe || BR1B || for NER
|-
| 92100–18 || 1956 || Crewe || BR1C || for LMR
|-
| 92119–39 || 1957 || Crewe || BR1C || for LMR
|-
| 92140–49 || 1957 || Crewe || BR1F || for ER
|-
| 92150–64 || 1958 || Crewe || BR1C || for LMR
|-
| 92165–67 || 1958 || Crewe || BR1K || for LMR; tenders later BR1C
|-
| 92168–77 || 1958 || Crewe || BR1F || for ER
|-
| 92178–83 || 1957 || Swindon || BR1F || for ER
|-
| 92184–202 || 1958 || Swindon || BR1F || for ER
|-
| 92203–17 || 1959 || Swindon || BR1G || for WR
|-
| 92218–20 || 1960 || Swindon || BR1G || for WR
|-
| 92221–50 || 1958 || Crewe || BR1G || for WR
|}

==Variations==
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===
[[File:Chesterfield BR 2-10-0 with Franco-Crosti boiler geograph-2751531-by-Ben-Brooksbank.jpg|thumb|left|Right hand view of a Crosti BR Standard 9F 2-10-0, No. 92024, showing the unique layout]]
[[File:Up freight train at Newport High Street Station - geograph.org.uk - 2127054.jpg|thumb|right|9F 92029 at Newport in 1963. By this stage it had been converted back to a conventional arrangement]]
{{details|BR Standard Class 9F 92020-9}}
Ten locomotives (numbers 92020-92029) were built in 1955 with the [[Franco-Crosti boiler]]{{r|Walford|p=46}}<ref>{{cite web |url=https://www.aqpl43.dsl.pipex.com/MUSEUM/LOCOLOCO/francocrosti/francocrosti.htm |title=The Franco-Crosti Boiler System |access-date=6 December 2007 |archive-date=31 October 2010 |archive-url=https://web.archive.org/web/20101031005906/http://www.aqpl43.dsl.pipex.com/MUSEUM/LOCOLOCO/francocrosti/francocrosti.htm |url-status=dead }}</ref> which incorporated a combustion gas feed water preheater that recuperated low-grade residual heat.<ref name="Chapelon" >{{cite book |last=Chapelon |first=Andre |title=La Locomotive à Vapeur |edition=English ed., transl. Carpenter George W. |publisher=Camden Miniature Steam Services |location=Somerset |year=2000 |isbn=0-9536523-0-0 |pages=85, 372, 488, 550, 552}}</ref> 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.<ref name="Duffy">{{cite journal |last=Duffy |first=M.C. |title=Waste heat recovery and steam locomotive design |journal=Transactions of the Newcomen Society |volume=61 |year=1989 |pages=15–31 |doi=10.1179/tns.1989.002}}</ref><ref name="Cox">{{cite book |last=Cox |first=E. S. |title=British Railways Standard Locomotives |publisher=Ian Allan |location=London |year=1966 |pages=113-117, 136-139}}</ref> 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.

{{clear left}}

===Westinghouse Pump Variation===
The ten 9F locomotives (92060-92066 and 92097–92099) allocated to [[Tyne Dock]] on the NER were fitted with Westinghouse Pumps to drive the pneumatic doors on the 56 ton ore hopper wagons which operated on the heavily inclined [[Consett]] line to the [[Consett Iron Company]]. These additional pumps allowed automatic discharging of the ore train, consisting of nine hoppers, in under a minute at Consett.<ref>{{Cite web|url = http://southpelawjunction.co.uk/wp/?page_id=631|title = Iron Ore Trains|date = 23 March 2014|access-date = 13 September 2020|archive-date = 10 January 2021|archive-url = https://web.archive.org/web/20210110091004/http://southpelawjunction.co.uk/wp/?page_id=631|url-status = live}}</ref>

{{clear left}}

===Mechanical stoker and blastpipe variation===
Locomotive numbers 92165–92167 were built with a [[mechanical stoker]], which was a helical screw that conveyed coal from the tender to the firebox, where it would be directed to the required part of the [[:wikt:grate|grate]] by high-pressure steam jets controlled by the fireman.<ref name=Herring /> The stoker made higher steaming rates possible, and it was hoped that mechanical stoking might enable the burning of low-grade coal. It was relatively inefficient, and the locomotives used in this trial were rebuilt to the normal configuration.<ref name=Herring /> Simply supplying more low grade coal than a fireman could do by hand did not provide efficient burning. Trials found that the maximum coal delivery rate of the mechanical stoker was slightly faster than firing by hand, and it could maintain that maximum for hours at a time when a fireman would tire. However, that was of little practical benefit in actual service, because even a long-distance freight train would frequently stop to allow faster trains to pass or would be held at signals. For the short periods when maximum firing rate was needed, a skilled fireman was more than sufficient. The success of mechanical stokers on North American railroads was mainly because the locomotives were significantly larger (with a commensurately greater demand for coal) and many routes required hours of supplying coal at a rate beyond the physical limit of a single fireman.

Number 92250 was equipped with a [[Giesl ejector]], which divided the exhaust steam between seven nozzles arranged in a row on the locomotive's longitudinal axis, and directed into a narrow fan-shaped ejector that more intimately mixed it with the smokebox gases than is the case of an ordinary chimney.<ref name=Herring /> That offered the same level of draught for a reduced level of exhaust back-pressure or, alternatively, increased draught with no performance loss elsewhere. Again, claims were made about the potential benefits, and 92250 retained the variant chimney until withdrawal, although no benefit was noticeable.<ref name=Herring />

The only modification which did deliver any noticeable benefit was the fitting of 92178 with a [[double chimney|double blastpipe and chimney]] during its construction. Following delivery in September 1957, it was subjected to extensive testing, both in the [[Rugby Locomotive Testing Station]] and on service trains. After the completion of the tests in February 1958, it was decided to fit all 9Fs built subsequently with double blastpipes and chimneys — they were numbers 92183 onwards, as well as 92165–7. The modification was also installed on 92000/1/2/5 and 92006.{{r|Walford|p=29}} That allowed the engines to steam slightly more freely and thus generate higher power ranges.<ref name=Herring />

==Operational details==

The 9F turned out to be the best of the [[BR standard classes|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.<ref name=Herring /> 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''{{efn|Post preservation name}} 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.<ref>{{cite book |title=A Brush With Steam |first=David |last=Shepherd |author-link=David Shepherd (artist) |year=1983 |page=256}}</ref>
[[File:Bath Green Park railway station geograph-2139899.jpg|thumb|A 9F hauling an express passenger train at [[Bath Green Park railway station|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]],<ref name=Herring /> 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&nbsp;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.<ref>H.C.B. Rogers, ''Riddles and the 9Fs'' (Ian Allan, 1982)</ref>

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 ''[[The Red Dragon (train)|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.<ref>{{cite book  |author=John Hodge  |title=The South Wales Main Line, Part 1 Cardiff  |year=2000  |publisher= Wild Swan Publications  |isbn= 1-874103-58-5  |pages={{page needed|date=December 2014}} }}</ref><ref>{{cite book |author=John Hodge |title=The South Wales Main Line, Part 2 Severn Tunnel to Newport |year=2002 |publisher= Wild Swan Publications Ltd. |isbn= 1-874103-76-3 |pages={{page needed|date=December 2014}} }}</ref> On 8 September 1962 No. 92220 also hauled the last ''[[Pines Express]]'' to use the Somerset and Dorset route.<ref>{{cite magazine  |url=http://locodriver.co.uk/Railway_Encyclopedia/Part256/Part10/index.html  |archive-url=https://archive.today/20150104214009/http://locodriver.co.uk/Railway_Encyclopedia/Part256/Part10/index.html  |url-status=dead |archive-date=4 January 2015  |editor-first=Kevin |editor-last=Wiltshire  |magazine=British Steam Railways and how they shaped our history  |issue=10 |title=92220 Evening Star: The engine at the end of the line |publisher=DeAgostini |issn=1744-845X |page=5 |date=15 June 2005 }}</ref>

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.<ref>{{cite book  |author=Richard Woodlet |title=The Day of the Holiday Express |year=1966  |publisher= [[Ian Allan Publishing]] |isbn=0-7110-2394-8  |pages= }}</ref>{{page needed|date=December 2014}}

{| class="wikitable" style="text-align:center"
|+ Table of withdrawals
! Year !! Quantity in<br />service at<br />start of year !! Quantity<br />withdrawn !! Locomotive numbers !! Notes
|-
| 1964 || 251 || 16 || align=left| 92034/36,<br />92169–71/75–77/96/98–99,<br />92207/10/29/32/45. || Numbers 92207 and 92245 are preserved.
|-
| 1965 || 235 || 65 || align=left| 92000/03/05/07/33/37–42/44/57/66,<br />92140–44/47–49/68/74/78–81/84–95/97,<br />92200/02/09/14/16/19–22/25–26/30/35–38/40–44/46/48/50. || ''[[BR Standard Class 9F 92220 Evening Star|Evening Star]]'' was withdrawn this year. Numbers 92214, 92219, 92220, 92240 are preserved.{{CN|date=July 2023}}
|-
| 1966 || 170 || 46 || align=left| 92010/13/28/35/43/53/58–64/67–68/72/75/81/85/92/95/97–99,<br />92115–16/24/30/34/36/45–46/55/58/61/64/72–73/82–83,<br />92201/13/17/31/39/47. || Number 92134 is preserved.
|-
| 1967 || 124 || 106 || align=left| 92001–02/06/08/11–12/14–27/29–32/45–52/55–56/65/70–71/73–74/76/78–80/82–84/86–87/89–90/93/96,<br />92100–14/17/19–23/25–29/31–33/35/37–39/50–52/54/56–57/59/62–63/66,<br />92203–06/08/11/15/24/27–28/34. || Number 92203 is preserved.
|-
| 1968 || 18 || 18 || align=left| 92004/09/54/69/77/88/91/94,<br />92118/53/60/65/67,<br />92212/18/23/33/49. || Number 92212 is preserved.
|-
|}

==Accidents and incidents==
*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 {{rws|Hitchin}}, [[Hertfordshire]]. A third freight train, hauled by Ex-[[LNER Class V2]] [[2-6-2]] No. 60885, ran into the wreckage.<ref name=Trevena2>{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble: Vol. 2. |year=1981 |publisher=Atlantic Books |location=Redruth |isbn=0-906899 03 6 |pages=40–41 }}</ref>
*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.<ref name=Hall>{{cite book |last=Hall |first=Stanley |title=The Railway Detectives |year=1990 |publisher=Ian Allan |location=London |isbn=0-7110-1929-0 |page=124}}</ref>

==Livery and numbering==

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.<ref name=Clarke/> 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.<ref name="Clarke" /> 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 [[Great Western Railway Weight Classification|weight classification]].{{r|Walford|p=72}}

==Preservation==
{{main article|List of preserved BR Standard Class 9F locomotives}}
Nine Standard Class 9F 2-10-0 tender locomotives survived withdrawal from mainline service into preservation: [[BR standard class 9F 92220 Evening Star|''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 the sole survivor fitted with a single chimney.
{| class="wikitable sortable" 
!align=left|Number & Name
!align=left|Tender Attached
!align=left|Builder
!align=left|Built
!align=left|Withdrawn
!align=left|Service life
!align=left|Location
!align=left|Livery
!align=left|Status
!align=left|Image
|-
|align=left|92134
|align=left|BR1G (loaned from [[BR Standard Class 5 73050|73050]])<ref>{{cite magazine |magazine=Heritage Railway |issue=246 }}{{full citation needed|date=January 2019}}</ref>
|align=left|[[Crewe Works]]
|align=left|Jun 1957
|align=left|Dec 1966
|align=left|9 years, 6 months
|align=left|[[North Yorkshire Moors Railway]]
|align=left|BR Black, Late Emblem
|align=left|Operational<ref>{{cite web|url=https://www.nymr.co.uk/br-9f-no-92134|access-date=2023-09-24|title=BR 9F no. 92134|date=31 December 2019 }}</ref>
|[[File:9F 92134.jpg|frameless]]
|-
|align=left|92203 'Black Prince'
|align=left|BR1G
|align=left|[[Swindon Works]]
|align=left|Apr 1959
|align=left|Nov 1967
|align=left|8 years, 7 months
|align=left|[[North Norfolk Railway]]
|align=left|BR Black, Late Emblem
|align=left|Stored<ref>{{cite web|url=https://www.railadvent.co.uk/2024/03/norfolk-based-locomotive-withdrawn-from-service.html|title=Norfolk based locomotive withdrawn from service|date=12 March 2024|access-date=12 March 2024|archive-date=12 March 2024|archive-url=https://web.archive.org/web/20240312191520/https://www.railadvent.co.uk/2024/03/norfolk-based-locomotive-withdrawn-from-service.html|url-status=live}}</ref>
|[[File:92203 "Black Prince" BR Standard 9F 2-10-0.jpg|200px]]
|-
|align=left|92207 (Unofficial name 'Morning Star')
|align=left|N/A
|align=left|[[Swindon Works]]
|align=left|Jun 1959
|align=left|Dec 1964
|align=left|5 years, 6 months
|align=left|Private site - Poole
|align=left|N/A
|align=left|Undergoing Restoration
|[[File:Morning Star at Shillingstone October 2007.jpg|200px]]
|-
|align=left|92212
|align=left|BR1F
|align=left|[[Swindon Works]]
|align=left|Sep 1959
|align=left|Jan 1968
|align=left|8 years, 4 months
|align=left|[[Watercress Line|Mid Hants Railway]]
|align=left|BR Black, Late Emblem
|align=left|
|align=left|[[File:BR Standard Class 9F 92212.JPG|200px]]
|-
|align=left|92214 Named 'Leicester City' at withdrawal in 2023
|align=left|BR1G
|align=left|[[Swindon Works]]
|align=left|Oct 1959
|align=left|Sep 1965
|align=left|5 years, 11 months
|align=left|[[Great Central Railway (heritage railway)|Great Central Railway]]
|align=left|
|align=left|Awaiting overhaul<ref>{{Cite web|url=https://www.gcrailway.co.uk/the-railway/locomotives/|title=Locomotives &#124; Great Central Railway – The UK's Only Main Line Heritage Railway|website=www.gcrailway.co.uk}}</ref>
|[[File:92214 as 'Leicester City' at Rothley.jpg|200px]]
|-
|align=left|92219
|align=left|N/A
|align=left|[[Swindon Works]]
|align=left|Jan 1960
|align=left|Sep 1965
|align=left|5 years, 8 months
|align=left|[[Strathspey Railway (preserved)|Strathspey Railway]]<ref>{{cite magazine |title=In Brief |magazine=Railways Illustrated |issue=246 |date=August 2023 |page=25}}</ref>
|align=left|N/A
|align=left|Stored, under long-term restoration<ref>{{cite journal |url=https://srexpress.co.uk/173/locomotivenews-2/ |title=Locomotive news |journal=Strathey Express |issue=173}}</ref>
|[[File:92219 at Swanwick 1.jpg|200px]]
|-
|align=left|[[BR Standard Class 9F 92220 Evening Star|92220 'Evening Star']]
|align=left|BR1G
|align=left|[[Swindon Works]]
|align=left|Mar 1960
|align=left|Mar 1965
|align=left|5 years
|align=left|[[National Railway Museum]]
|align=left|BR Lined Green, Late Emblem
|align=left|Static Display
|[[File:Evening Star (5441415938).jpg|200px]]
|-
|align=left|92240
|align=left|BR1C
|align=left|[[Crewe Works]]
|align=left|Oct 1958
|align=left|Sep 1965
|align=left|6 years, 11 months 
|align=left|[[Bluebell Railway]]
|align=left|BR Black, Late Emblem
|align=left|
|[[File:92240 Bluebell railway.jpg|200px]]
|-
|align=left|92245
|align=left|N/A
|align=left|[[Crewe Works]]
|align=left|Nov 1958
|align=left|Dec 1964
|align=left|6 years, 1 month
|align=left|[[Barry Tourist Railway]]
|align=left|N/A
|align=left|
|[[File:BR 9F 2-10-0 92245 & DMU coach, Barry Tourist Railway 3.6.2012 013 (10196729336).jpg|200px]]
|}

† 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{{timeframe?|date=April 2021}} wearing them.

Of the nine surviving members of the class,{{timeframe?|date=April 2021}} 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{{timeframe?|date=April 2021}} 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, North Yorkshire|Grosmont]] to Whitby trains alongside the regular passenger services on the route.

==Models==
===OO scale===
The erstwhile [[Kitmaster]] company produced an unpowered polystyrene injection moulded model kit for [[00 gauge|scale]]. In late 1962, the Kitmaster brand was sold by its parent company (Rosebud Dolls) to [[Airfix]], which transferred the moulding tools to their own factory; the 9F class was among the re-introduced former Kitmaster range. In time, the moulding tools passed on to [[Dapol]], which also produced the kit.<ref>{{cite book   |last=Knight |first=Stephen   |title=Let's Stick Together: An Appreciation of Kitmaster and Airfix Railway Kits   |year=1999   |publisher=Irwell Press |location=Clopthill   |isbn=1-871608-90-2   |pages=7, 9, 41, 46, 66 }}</ref> During the 1960s a cast white metal chassis kit in the Simplas range to motorise the model was made available by Wilro Models of Hackney, London.

In late 1971, [[Hornby Railways#Tri-ang Hornby: 1964–1972|Tri-ang Hornby]] introduced a 00 scale Ready to Run model of this locomotive; it continued to be produced after the rebranding as Hornby Railways.<ref>{{cite book |last=Hammond |first=Pat |title=Tri-ang Hornby: The Story of Rovex, Volume 2 - 1965-1971 |year=1998 |publisher=New Cavendish |location=London |isbn=1-872727-58-1 |page=185}}</ref>

===N scale===
In the 1980s [[Minitrix]] produced two ready-to-run [[British N gauge]] models of the class, including a model of 92220 ''Evening Star''.<ref>{{cite web|url=http://minitrix.org.uk/The9FLocos/|title=The 9F Locos|work=Classic UK Minitrix Models|access-date=24 February 2017}}</ref> 

In 2008, [[Dapol]] introduced a British N gauge model of locomotive 92100.<ref>{{cite magazine|title=Dapol '9F' 2-10-0 in 'N'|first=Chris|last=Leigh|magazine=[[Model Rail]]|pages=12–13|issue=114|date=February 2008|location=Peterborough|publisher=EMAP Active|issn=1369-5118|oclc=173324502}}</ref><ref>{{cite magazine|title=Dapol's 'N' gauge 'Spaceship' arrives|magazine=Hornby Magazine|first=Mike|last=Wild|pages=82|issue=8|date=February 2008|location=Hersham|publisher=Ian Allan Publishing|issn=1753-2469|oclc=226087101}}</ref> The following year, Dapol were commissioned to produce a British N gauge ready-to-run model of 92203 by TMC.<ref>{{cite web|url=https://www.dapol.co.uk/index.php?option=com_content&task=view&id=384&Itemid=65|title='Black Prince' is coming!|work=Dapol|archive-url=https://web.archive.org/web/20110725101349/http://www.dapol.co.uk/index.php?option=com_content&task=view&id=384&Itemid=65|archive-date=25 July 2011}}</ref>

==In fiction==
[[List of Thomas & Friends railway engines#Murdoch|Murdoch]] from ''[[Thomas & Friends]]'' is based on a BR Standard Class 9F locomotive.<ref>{{cite web|url=https://play.thomasandfriends.com/en-us/engines/Murdoch.html|title=Murdoch - Character Profile & Bio|work=Thomas & Friends - Official Website|access-date=August 26, 2017|archive-date=31 October 2020|archive-url=https://web.archive.org/web/20201031192718/https://play.thomasandfriends.com/en-us/engines/murdoch.html|url-status=live}}</ref>

==References and Notes==
===Notes===
{{notelist}}

===References===
{{reflist}}

===Further reading===
* {{cite book |author=Cox, E. S. |title=British Railways Standard Locomotives |publisher=[[Ian Allan Publishing|Ian Allan]] |location=London |year=1966 |ref=Cox, British Railways Standard Locomotives}}
* {{cite book |author=Richard Derry |title=The Book of the 9F 2-10-0s |year=2006  |publisher=Irwell Press |isbn=1-903266-73-4 |ref=Derry, 9F 2-10-0s }}
* {{cite book |author=Gavin Morrison |title=The Power of the 9Fs |publisher=OPC Railprint |year=2001 |isbn=0-86093-558-2 |ref=Morrison, Power of the 9Fs}}
* {{cite book |author=H.C.B. Rogers |title=Riddles and the 9Fs |publisher=[[Ian Allan Publishing|Ian Allan]]  |year=1982 |ref=Rogers, Riddles and the 9Fs}}
* {{cite book |author=G. Weekes |title=BR Standard Class 9F |publisher=D. Bradford Barton |year=1975 |isbn=0-85153-187-3 |ref=Weekes, BR Standard Class 9F}}
* {{cite journal| url =https://www.gracesguide.co.uk/images/7/73/Er19591009.pdf| journal = The Engineer| first = O.S.| last = Nock| title = 2-10-0 Standard Freight Locomotive Performance and Efficiency Tests| volume =208 |date = 9 October 1959| pages =383–386}}
{{commons category|BR Standard Class 9F|<br />BR Standard Class 9F}}
*{{cite magazine|title=The BR Standard 'Spaceship'|first=Chris|last=Leigh|magazine=[[Model Rail]]|pages=18–27|issue=5|date=Winter 1998|page= |location=Peterborough|publisher=EMAP Apex|issn=1369-5118|oclc=173324502}}

{{BRstds}}

[[Category:BR Standard Class 9F| ]]
[[Category:British Railways standard classes|9F]]
[[Category:2-10-0 locomotives]]
[[Category:Railway locomotives introduced in 1954]]
[[Category:Freight locomotives]]
[[Category:1′E h2 locomotives]]
[[Category:Standard-gauge steam locomotives of Great Britain]]