BR standard classes

The BR Standard steam locomotives were an effort to standardize locomotives from the motley collection of older pre-grouping locos. Construction started in 1951. Due to the controversial British Railways' modernisation plan of 1955, where steam traction was abandoned in favour of diesel and electric traction, many of the locomotives' working lives were very short: between 7 and 17 years. Many have been preserved, mainly due to their having been sent to Barry.

ex-WD Austerity engines

The first BR standards were the BR ex-WD Austerity 2-8-0 and BR ex-WD Austerity 2-10-0s. They were given the numbers 90000-732 and 900750-774. They were assigned the boiler types BR10 and BR11, and both had the tender type BR5.

Background

Riddles put his case for continuing to build steam locomotives in his presidential address to the Institution of Locomotive Engineers in November 1950. He compared capital costs to show that steam was cheaper than the alternatives, though he didn't mention productivity differences, except to say fuel costs did not rank very high relative to total costs. For example, a Class 5 cost £16,000, compared to £78,100 for a 1,600 h. p. diesel, £138,700 for a gas turbine, or £37,400 for electric. He calculated the costs per drawbar horse power as £13 6s (steam), £65 (diesel), £69 7s (turbine) and £17 13s (electric).[1] Riddles retired in 1953.

Design

From 1951, BR started to build steam locomotives to its own standard designs, which were largely based on LMS practice but incorporating ideas and modifications from the other constituent companies and America. Their design was overseen by Robert Riddles.

Characteristic features were taper boilers, high running plates, two cylinders and streamlined cabs.

Construction

Although more were ordered, 999 BR "Standards" were constructed: the last, 92220 Evening Star, was built in 1960. Most never achieved their potential service life and were withdrawn in working order.

Construction was split between the ex-LMS works at Crewe, Derby and Horwich, the ex-LNER works at Darlington and Doncaster, the ex-GWR works at Swindon, and the ex-SR works at Brighton.

Class	Numbers	Power class	Wheel arr.	Quantity built	Years built	RA	Tenders types
Class 7 (Britannia)	70000–054	7P6F	06424-6-2	55	1951–54	8	BR1, BR1A, BR1D
Class 8 (Duke of Gloucester)	71000	8P	06424-6-2	1	1954	8	BR1E until 1957, BR1J thereafter
Class 6 (Clan)	72000–009	6P5F	06424-6-2	10	1952	8	BR1
Class 5	73000–171	5MT	06404-6-0	172	1951–57	7	BR1, BR1B, BR1C, BR1F, BR1G, BR1H
Class 4 4-6-0	75000–079	4MT	06404-6-0	80	1951–57	4	BR2, BR2A
Class 4 2-6-0	76000–114	4MT	06202-6-0	115	1952–57	4	BR2, BR2A, BR1B
Class 3	77000–019	3MT	06202-6-0	20	1953	4	BR2A
Class 2	78000–064	2MT	06202-6-0	65	1952–56	3	BR3
Class 4 Tank	80000–154	4MT	0624T2-6-4T	155	1951–57	5	—
Class 3 Tank	82000–044	3MT	0622T2-6-2T	45	1951–53	4	—
Class 2 Tank	84000–029	2MT	0622T2-6-2T	30	1953–57	3	—
Class 9F	92000–250	9F	10202-10-0	251	1954–60	9	BR1B, BR1C, BD1F, BR1G
Total				999	1951–60

Tenders

Std 4 2-6-0 number 76089 with a BR2A tender.

The tenders used with the Standard locomotives were also new designs. There were different types were due to different coal-to-water ratios, weight restrictions and later improved designs. It was standard practice for there to be fewer tenders than locomotives, as tenders took little time to overhaul compared to locomotives, locomotives entering works for overhaul would tend to lose their tenders to locomotives leaving works after overhaul.

Tender details

Tender Type	Quantity built	Years built	Coal (long tons)	Water (imp.gal.)	Weight full (long tons)	RA	Used with Classes	Notes
BR1	100	1951–53	7	4250	49.15		8, 7, 6
BR1A	5	1952	7	5000	52.50		7	5000-gallon version of BR1
BR1B	114	1955–57	7	4725	51.25		5, 4 (4-6-0), 4 (2-6-0), 9F
BR1C	123	1954–58	9	4725	53.25		5, 7	9-ton version of BR1B
BR1D	10	1954	9	4725	54.50		7	BR1C with coal pusher
BR1E	1	1954	10	4725	55.50		8	10-ton version of BR1D. Rebuilt to BR1C in 1958
BR1F	95	1954–58	7	5625	55.25		5, 9F
BR1G	61	1954–60	7	5000	52.50		5, 9F	BR1A updated with fall plate
BR1H	12	1954	7	4250	49.15		5	BR1 updated with fall plate
BR1J	1	1958	10	4325	53.70		8
BR1K	3	1958	9	4325	52.35		9F	Fitted with mechanical stokers. Rebuilt to BR1C in 1961
BR2	95	1951–54	6	3500	42.15		4 (4-6-0), 4 (2-6-0)
BR2A	88	1954–57	6	3500	42.15		4 (4-6-0), 4 (2-6-0), 3	BR2 updated with fall plate
BR3	65	1952–56	4	3000	36.85		2	Updated version of LMS equivalent
Total	773

Preservation

A total of 46 standards have survived - of these, 38 were rescued from Woodham Brothers scrapyard in Wales. The BR Standard Locomotive Owner's Group provides co-ordination.

Class	No. preserved	Percentage preserved	Numbers	Notes
7 (Britannia)	2	3.6%	70000/13
8 (Duke of Gloucester)	1	100%	71000	71000 has Caprotti valve gear
6 (Clan)	0	0%	–
5MT	5	2.9%	73050/82/96, 73129/56	73129 has Caprotti valve gear
4MT 4-6-0	6	7.5%	75014/27/29/69/78/79
4MT 2-6-0	4	3.5%	76017/77/79/84
3MT 2-6-0	0	0%	–
2MT 2-6-0	4	6.2%	78018/19/22/59	78059 being rebuilt to a tank version as ‘84030’
4MT 2-6-4T	15	11.6%	80002/64/72/78/79/80/97/98, 80100/04/05/35/36/50/51
3MT 2-6-2T	0	0%	–	Replica 82045 under construction
2MT 2-6-2T	0	0%	–	One being rebuilt from a standard 2-6-0.
9F	9	3.6%	92134, 92203/07/12/14/19/20/40/45
Total	46	4.6%

New Builds

The new build of the 'Clan' class “Hengist” is progressing, slowly. 72010 is coming along quite quickly and is expected soon. The new build of the Class 3 Tank 82045 is also currently underway, work continues as of 2020.

References

1. Railway Magazine January 1951 pp. 60-61 Standardisation and Comparative Costs of Motive Power on B.R.