One of the most easily identifiable of the ‘standard’ classes was the small group of Crosti boilered ‘9F’ 2-10-0s, a peculiar design which had the chimney halfway down the boiler and which was anything but a success, as EVAN GREEN-HUGHES explains.
THE WRITING might have been on the wall for steam traction by the mid 1950s, but that did not mean that development and research into improved efficiency was not continuing. At the time it was assumed that new locomotives then in build would have a working life of perhaps 40 years, and there were those who thought that with upgrades it would still be possible to build a steam locomotive that could rival diesels for efficiency and availability.
In January 1954 British Railways, under the guidance of its Chief Mechanical Engineer Robert Riddles, had begun production of what many regard as the definitive freight engine, a 2-10-0 brimming with modern features that was easy to work, economical in operation and which would pull the proverbial house down. These engines were a success on all fronts and proved themselves capable of not only carrying out the duties they were intended for but also of having a fair turn of speed when required to perform on passenger trains.
However at this time …
