BR Standard Class 8

{{Infobox locomotive

| powertype = Steam

| name = BR Standard Class 8

| image = Hugh llewelyn 71000 (5363551073).jpg

| imagesize = 300

| caption = The sole Standard Class 8 (71000 Duke of Gloucester) locomotive crossing the Somerset Levels, 2010

| designer = Robert Riddles

| builder = BR Crewe Works

| builddate = April 1954

| totalproduction = 1

| whytetype = {{whyte|4-6-2}}

| uicclass = 2′C1′h3

| gauge = {{Track gauge|uksg|allk=on}}

| leadingdiameter = {{convert|3|ft|0|in|m|3|abbr=on}}

| driverdiameter = {{convert|6|ft|2|in|m|3|abbr=on}}

| trailingdiameter = {{convert|3|ft|3+1/2|in|m|3|abbr=on}}

| length = {{convert|67|ft|8|in|m|abbr=on}}

| width = {{convert|9|ft|0|in|m|2|abbr=on}}

| height = {{convert|13|ft|0+1/2|in|m|2|abbr=on}}

| axleload = {{convert|22|LT|ST t}}

| weightondrivers = {{convert|66|LT|ST t}}

| locoweight = {{convert|101.25|LT|ST t}}

| tenderweight = BR1E: {{convert|55.5|LT|ST t}}
BR1J: {{convert|53.7|LT|ST t}}

| tendertype = 1954–1958: BR1E
1958–1962: BR1J

| fueltype = Coal

| fuelcap = {{convert|10|LT|ST t}}

| watercap = BR1E: {{convert|4725|impgal|abbr=on}}
BR1J: {{convert|4325|impgal|abbr=on}}

| boiler = BR13

| boilerpressure = {{convert|250|psi|MPa|2|abbr=on}}

| firearea = {{convert|48.6|sqft|m2|abbr=on}}

| fireboxarea = {{convert|226|sqft|m2|abbr=on}}

| tubesandflues = {{convert|2264|sqft|m2|abbr=on}}

| superheaterarea = {{convert|677|sqft|m2|abbr=on}}

| cylindercount = Three

| cylindersize = {{convert|18|x|28|in|mm|0|abbr=on}}

| tractiveeffort = {{convert|39080|lbf|kN|2|abbr=on}}

| valvegear = Caprotti valve gear

| valvetype = Poppet valves

| factorofadhesion = 3.78

| operator = British Railways

| locale = London Midland Region

| powerclass = 8P

| fleetnumbers = 71000

| axleloadclass =

| withdrawndate = December 1962

| disposition = Preserved, operational, to be mainline certified

}}

{{Listen

|filename = 71000 passing St Andrew's Junction.ogg

|title = 71000 passing St Andrew's Junction

|description = (A steam locomotive makes a lot of noise when working hard: play loud for realism)

|type = sound

|pos = right

|header = Hear 71000 at work

}}

The BR Standard Class 8 is a one-off 4-6-2 Pacific steam locomotive designed by Robert Riddles for use by British Railways. Only a single locomotive, the prototype, was constructed, which was named Duke of Gloucester. Constructed at Crewe Works in 1954, the Duke, as it is popularly known, was a replacement for the destroyed LMS Princess Royal Class locomotive 46202 Princess Anne, which was involved in the Harrow and Wealdstone rail crash of 1952.

The Duke was based on the BR Standard Class 7 Britannia design. It incorporated three sets of modified Caprotti valve gear, new to British locomotive engineering and more efficient than Walschaerts or Stephenson valve gear. Due to errors made during the original construction of The Duke, it was regarded as a failure by locomotive crews due to its poor steaming characteristics and its heavy fuel consumption. Trials undertaken by British Railways also proved disappointing, revealing problems with the draughting of the locomotive, which caused difficulties in adhering to timetables.

Consequently, the unique locomotive had an operational life of eight years, comparatively short for a British steam locomotive. It was taken to Woodham Brothers scrap yard in Barry, Vale of Glamorgan, South Wales, but was saved from being cut up when it was purchased by a group of railway enthusiasts, who restored it to as-built condition over 13 years. Since then, modifications have been made to the original design, creating one of the most efficient and powerful steam locomotives ever to run in Britain.{{cite web |website=The Duke of Gloucester Locomotive Trust |url=https://www.dukeofgloucester.co.uk/ |title=The changes of the locomotive's characteristics |access-date=30 August 2007}} {{As of|2025}}, the locomotive is being overhauled to return it to operational condition at Tyseley Locomotive Works.{{Cite web |last=Wakeland |first=Steve |date=15 February 2025 |title=Overhaul update - January 2025 |url=https://www.theduke.uk.com/2025/02/15/overhaul-update-january-2025/ |access-date=22 March 2025 |website=The Duke |language=en-GB}}

Background

Riddles had frequently argued the case for the inclusion of a Standard Class 8 Pacific in the standard range of locomotives being introduced by British Railways. However, those proposals were rejected by the Railway Executive on the grounds that attempting to develop a new form of steam motive power was unnecessary because there were enough Standard Class 7 Britannia locomotives already available for use.{{Cite web |title=History |url=https://www.theduke.uk.com/the-duke/history/ |access-date=23 March 2025 |website=The Duke |language=en-GB}}

However, opportunity came out of adversity when the short-lived rebuild of the former LMS Turbomotive, 46202 Princess Anne was destroyed in the Harrow and Wealdstone rail disaster of 1952.{{cite book |last=Langston |first=Keith |title=Made in Crewe: 150 Years of Engineering Excellence |publisher=Mortons Media |isbn=0-9552868-0-8}}{{rp|64}} A gap then existed in the roster for locomotives with 8P power classification, for which there was high demand to allow the efficient operation of heavy expresses on the West Coast Main Line between London Euston and Scotland.{{cite magazine |title=British Railways prototype class 8 express passenger locomotive |magazine=Railway Magazine}}{{rp|460}} That gave Riddles the perfect opportunity to press the case for his new design, a prototype of which was duly authorised for construction.{{r|railmag|p=490}}

Design details

File:71000 DUKE OF GLOUCESTER East Lancashire Railway.jpg, 2009. Note the British Caprotti valve gear.]]

At first, Riddles wanted to develop an enlarged version of his Standard Class 7 Britannias, because that design still featured a two-cylinder layout.{{cite book |last=Herring |first=Peter |title=Classic British Steam Locomotives |section=Standard Class 8}}{{rp|188-189}} However, the size of the cylinders needed to achieve the 8P power classification would mean that the locomotive was outside the British loading gauge, so a reluctant reversion to the three-cylinder layout ensued. That reluctance was born from experience with the Gresley Pacifics, in which the conjugated valve gear was difficult to maintain due to the middle cylinder being located between the frames. Therefore, an alternative type of valve gear had to be found.

A rotary cam-driven form of Caprotti valve gear was settled on, as developed by Heenan & Froude, using poppet valves.{{cite magazine |title=B.R. class 8 4-6-2 locomotive No. 71000 |magazine=Locomotive, Railway Carriage & Wagon Review |page=88}} It was based on Italian locomotive practice and allowed precise control of steam admission to the cylinders, as well as improving exhaust flow and boiler draughting when compared to the more conventional Walschaerts and Stephenson valve gear. On paper, that created a free-steaming, hard-working locomotive, capable of hauling heavy loads over long distances, but in practice, fundamental design errors and undetected deviations from the drawings made during construction combined to prevent the locomotive from achieving its expected performance during British Railways ownership.{{cite magazine |title=British Railways standard class "8" locomotives |magazine=Engineer |year=1954 |pages=8, 19}}

The main problem was known even when the locomotive was under construction, because L.T. Daniels, the representative of the British Caprotti company, recommended the use of the Kylchap blastpipe, which could have coped with the fierce exhaust blasts experienced with the Caprotti system. A standard double chimney of the Swindon type had already been fabricated in order to cut costs and it had been installed in the smokebox, supposedly before Riddles could do anything about it. As a result, the locomotive suffered due to the choke area of both the chimney and blastpipe being much too small for the pressure created by the exhaust, which led to poor draughting.{{cite report |title=British Railways standard 3 cylinder 4-6-2 express passenger steam locomotive No. 71000 |author=HMSO, British Transport Commission |location=London |year=1957 |series=Performance and efficiency tests |issue=15}}{{rp|29}} Further problems relating to the firebox of the locomotive were only discovered during its restoration, including a poorly dimensioned ashpan, and dampers that were too small, starving the fire of air when operating at speed.{{r|BR|p=58}}

Following the occasional appearance of cracks near the spring brackets of the Britannias and Clans, a substantial rearrangement took place in that area, which resulted in the locomotive riding on three cast steel "sub-frames" carrying the ten front-most spring brackets, and lengthened spring brackets behind the rear driven axle.{{cite document |title=SL/DE/21642, SL/DE/21631, SL/DE/22042 |author=British Rail |publisher=National Railway Museum |type=Drawing}}

Construction history

The opportunity to create an entire batch of locomotives within the 8P category was declined by the Railway Executive because the design process had been very expensive and complex, so that when the locomotive emerged from Crewe Works in 1954, the construction of similar locomotives was seen as inappropriate, especially given the 1955 Modernisation Plan.{{r|BR|p=58}} As a result, 71000 remained the solitary member of the proposed class of Standard 8P locomotives.

=Naming the locomotive=

After emerging from Crewe Works in 1954, the locomotive was named Duke of Gloucester prior to entering revenue-earning service. Had further locomotives been constructed, they would have belonged to the Duke Class, standing alongside the sister locomotives of the Britannia and Clan Classes. Since then, the locomotive has colloquially been referred to by enthusiasts and crews as the Duke.

Operational details

The Duke was highly unpopular with crews in British Railways service, who regarded it as something of a liability due to its poor steam production. Inefficiencies caused by the problems regarding its draughting abilities and firebox design meant that no further examples were constructed.{{cite magazine |last=Nock |first=O.S. |title=Performance and efficiency tests on B.R. class 8 locomotive |magazine=Engineer |year=1957 |issue=204 |pages=293–294}} The fact that no effort was made to rectify the problems indicates the change in policy regarding steam locomotives, with the Modernisation Plan coming into operation just as the "Duke" entered service. Based for its entire working life at Crewe North depot, the locomotive was used to haul boat trains on the undemanding North Wales Coast Line between Crewe and Holyhead. All those factors culminated in the locomotive having a short service life of only eight years, being withdrawn from service in 1962. The reputation of the locomotive amongst its crews as being a poor steamer was eventually to disappear, but only after it was rebuilt following its rescue from the scrap yard in 1974.

Livery and numbering

File:Hugh llewelyn 71000 (6812160047).jpg at {{rws|Minehead}}, 2010]]

The livery of the Duke was a continuation of the British Railways standard class practice. The class was given the power classification 8P.{{cite book |last=Clarke |first=David |title=Riddles Class 6/7 Standard Pacifics}}{{rp|82-83}} Following on from the 'Britannias', the Duke was numbered under the British Railways standard numbering system in the 71xxx series.{{r|Clarke|p=82}} The "Duke" was given the number 71000, and featured brass nameplates with a black background, located on the smoke deflectors.{{r|Clarke|p=84}}

Preservation

File:The Duke of Gloucester at Townsend Fold.jpg, 2007]]

After withdrawal, the Duke was selected for inclusion in the National Railway Museum, but it was later decided that only the cylinder arrangement was of interest. One of the outside cylinders was removed for display at the Science Museum, and the other was removed to restore balance in readiness for scrapping. The locomotive was purchased by Dai Woodham, though it was initially sent to the wrong scrapyard. After being retrieved, the Duke spent seven years in Woodham Brothers scrapyard, before enthusiasts purchased the locomotive in 1974, forming the Duke of Gloucester Steam Locomotive Trust.{{r|Langston|p=65}}

Restoration began in earnest on 24 April 1974. With many components missing, including the Caprotti valve gear, it took 13 years of effort on the part of enthusiasts, with assistance in the guise of sponsorships from industry, to return the locomotive to near as-built condition. One of the very few compromises made was replacing the previous steel cylinders with spheroidal graphite iron.{{r|Langston|p=65}}

Two significant construction errors were discovered during restoration:

The chimney was too small compared with other locomotives of similar size, resulting in poor boiler draughting at times of high steam demand.{{cite web |website=The Duke of Gloucester Locomotive Trust |year=2007 |url=https://www.dukeofgloucester.co.uk/ |title=Problems discovered with original features |access-date=30 August 2007}}
The firebed (grate) air inlet dampers had not been built to the drawings and were too small, resulting in poor air supply and inefficient combustion.

Those errors were corrected and the opportunity was taken to incorporate some other improvements, including the previously recommended Kylchap exhaust system, which finally unlocked the locomotive's true potential as a powerful express passenger locomotive. When the "Duke" was first allowed to haul a full load on the main line, it became immediately obvious that the boiler was producing steam at a more efficient rate and that the reborn "Duke" was unrecognisable from the failure experienced under British Railways ownership. With the modifications, the "Duke" is now one of the most powerful steam locomotives ever to run on Britain's railways, past or present (the LMS Coronation Class Pacifics held that title under British Railways auspices - the three cylinder "Duke" never actually achieved the 3000 cylinder horse power figure that was recorded by the four cylinder Princess Coronation Class). Ironically, it is not only more powerful than the English Electric Type 4 diesel locomotives which replaced it directly in service, but also the type 4 and 5 diesel locomotives built to replace the earlier diesels.

In the 1995 "Shap trials" (30 September to 3 October) 71000 broke the record for the fastest northbound ascent and achieved the highest Estimated Drawbar Horsepower (EDHP) figures during the event, its average over the Shap ascent was 2300 EDHP and peak 2803. The Duchess of Hamilton (46229) generated EDHP figures of 2150 and 2343 respectively. The A4, Sir Nigel Gresley (60007) suffered from poor coal and possible leaking tubes so only achieved an EDHP of 1671 (average) and 1812 (peak).{{cite magazine |magazine=Railway Magazine |date=December 1995 |pages=19–22 |issue=1136 |volume=141 |editor-first=Nick |editor-last=Pigott |department=Practice & Performance |title=Shap Performance Trials: The Full Analysis |first=Peter W. B. |last=Semmens }}

In preservation, the "Duke" had an impeccably reliable operational record. However, on 9 June 2007, the engine operated a railtour from {{stnlnk|Preston}} to Carlisle returning via {{stnlnk|Settle}}, where, for operational reasons, the locomotive's start position was changed to {{stnlnk|Carnforth}}.{{cite magazine |last1=Hopkins |first1=Danny |last2=Streeter |first2=Tony |title=The Duke's Bad Day |magazine=Steam Railway Magazine |page=89 |year=2007 |issue=338}} A little over {{convert|30|mi|km}} into the journey, the locomotive was stopped at {{stnlnk|Penrith}} with leaking tubes in the firebox and removed from the train. It was withdrawn for repairs and returned to service in January 2008.

Because the locomotive now bears little mechanical resemblance to that which operated under British Railways, it has also been used as a test bed, incorporating several other modifications and innovations. They are intended to investigate how much further the locomotive's performance can be enhanced, raising speculation about the capabilities of an entire batch of Standard class 8 "Pacifics" had history been different. As a result, Duke of Gloucester frequently hauled railtours and other passenger-carrying services over the British mainline in preservation until it's boiler certificate expired in 2012.{{Cite news |date=14 February 2025 |title=Dule of Gloucester rises again |work=Heritage Railway Magazine |pages=66-70}} After undergoing heavy overhaul, {{As of|2025|April|lc=y}}, the locomotive was undergoing testing on the Severn Valley Railway.{{Cite magazine |date=29 February 2024 |title=71000 Trust signs agreement with Crewe |magazine=Steam Railway |pages=15 |issue=555}}{{Cite web |title=EXPRESS POINTS May 2025 |url=https://www.svrlive.com/epmay25 |access-date=2025-05-15 |website=svrlive |language=en}}

Models

A ready-to-run model in O scale, produced by Ace Trains, was released in Summer 2019,{{Cite web|url=https://www.acetrainslondon.com/display%20pages/e31dukeofglouces.html|title=E/31 Duke of Gloucester|website=www.acetrainslondon.com|access-date=2 September 2019|archive-date=21 October 2019|archive-url=https://web.archive.org/web/20191021113310/http://www.acetrainslondon.com/display%20pages/e31dukeofglouces.html|url-status=dead}} built to coarse scale standards, which apply mainly to the wheels rather than the model more generally. Uniquely, the model has a representation of working Caprotti valve gear{{cn|date=July 2024|reason=WP:UGC removed}}

The only well-documented construction of working live-steam scale model of Duke of Gloucester in Model Engineer magazine was by Denis Evans,{{Cite journal |title=Denis Evans |journal=Model Engineer |volume=202 |issue=4343 |page=106 |date=16 January 2009}} of Blackpool, England. Beginning in the 1966, and using original drawings from British Railways and Associated Locomotive Equipment (a subsidiary of Heenan & Froude), Evans built three Dukes, with fully working Caprotti valve gear, first in 7¼ inch gauge,{{Cite magazine |title=1 1/2 in scale "Duke of Gloucester" |author=D.L. Evans |magazine=Model Engineer |volume=133 |issue=3328 |page=840 |date=1 September 1967}}{{Cite magazine |title=Locomotive with Caprotti valves |magazine=Model Engineer |volume=137 |issue=3428 |page=1047 |date=5 November 1971}}{{Cite magazine |last=Evans |first=Martin |title=Torquay Manor. 5 in. gauge Great Western 4-6-0 |magazine=Model Engineer |volume=138 |issue=3450 |page=965 |date=6 October 1972}}{{Cite magazine |last=Evans |first=Martin |title=48th Model Engineer Exhibition. 'First Impressions' |magazine=Model Engineer |volume=145 |issue=3603 |page=214 |date=16 February 1979}}{{Cite magazine |first=Stan |last=Bray |title=Midlands Federation Exhibition |magazine=Model Engineer |volume=146 |issue=3647 |page=1518 |date=19 December 1980}}{{Cite magazine |first=Stan |last=Bray |title=The 7 1/4 in. Gauge Society A.G.M. |journal=Model Engineer |volume=160 |issue=3825 |page=601 |date=20 May 1988}}{{Cite journal |first=Mike |last=Chrisp |title=SMEE 100 The Centenary Exhibition |journal=Model Engineer |volume=181 |issue=4080 |page=564 |date=6 November 1998}}{{Cite magazine |first=John |last=Arrowsmith |title=The 7 1/4" Gauge Society AGM & Rally 2004 |magazine=Model Engineer |volume=194 |issue=4240 |page=162 |date=4 February 2005}} and then 5 inch{{Cite magazine |first=Martin |last=Evans |title=Caprotti valve gear on 5" gauge 'Duke of Gloucester' by Dennis Evans |magazine=Model Engineer |volume=163 |issue=3859 |page=508 |date=20 October 1989}}{{Cite magazine |first=Stan |last=Bray |title=The 62nd Model Engineer Exhibition |magazine=Model Engineer |volume=169 |issue=3929 |page=347 |date=18 September 1992}}{{Cite magazine |first=David |last=Wainwright |title=Southern Federation Autumn Rally 1992 |magazine=Model Engineer |volume=170 |issue=3939 |page=202 |date=19 February 1993}} and 3½ inch{{Cite magazine |first=Martin |last=Evans |title=62nd International Model Engineer and Modelling Exhibition. Duke of Edinburgh Challenge Trophy |magazine=Model Engineer |volume=170 |issue=3940 |page=267 |date=5 March 1993}}{{Cite magazine |title=The 65th Model Engineer Exhibition at the International Model Show. Loan Section |magazine=Model Engineer |volume=176 |issue=4014 |page=385 |date=5 April 1996}}{{Cite magazine |first=Tom |last=Garner |title=Hindsight (Locomotive building) |magazine=Model Engineer |volume=181 |issue=4076 |page=328 |date=11 September 1998}}{{Cite magazine |first=Alan |last=Bibby |title=The Northern Association of Model Engineers Exhibition 2004 |journal=Model Engineer |volume=192 |issue=4223 |page=673 |date=11 June 2004}} gauges. The 7¼ inch gauge Duke won awards at the 48th Model Engineer Exhibition in 1979,{{Cite magazine |first=P.J. |last=Dupen |title=48th Model Engineer Exhibition 1979. The Locomotives |magazine=Model Engineer |volume=145 |issue=3609 |page=563 |date=18 May 1979}} as did his 3½ inch gauge locomotive at the 61st Model Engineer Exhibition in 1992.{{Cite magazine |first=Martin |last=Evans |title=Model Engineer and Modelling Exhibition. Class Reports. The Locomotives. Class B2 (Locomotives under 1 in. scale) |magazine=Model Engineer |volume=168 |issue=3916 |page=278 |date=6 March 1992}}

References

=Citations=

=Further reading=

{{Bradley-StdSteamBR}}
Gilbert, Dr. P. T. (Ed.): A Detailed History Of BR Standard Steam Locomotives. Volume 1. Background to Standardisation and Pacific Classes (Railway Correspondence & Travel Society (RCTS): 1994) {{ISBN|0-901115-81-9}}

External links

[https://www.theduke.uk.com The BR Class 8 Steam Locomotive Trust website - latest news and photos of 71000 Duke of Gloucester]
[https://www.dukeofgloucester.co.uk The Duke of Gloucester website - more detail and pictures]
[https://web.archive.org/web/20070519025430/http://www.visitcumbria.com/wc/ssphotos4.htm Steam Special along the West Cumbria Coast 24 February and 10 March 2007]

Category:4-6-2 locomotives

8 71000

Category:Individual locomotives of Great Britain

Category:Locomotives saved from Woodham Brothers scrapyard

Category:Railway locomotives introduced in 1954

Category:Unique locomotives

Category:Standard-gauge steam locomotives of Great Britain

Category:2′C1′ h3 locomotives

Category:Passenger locomotives