The Bulleid Merchant Navy class original and rebuilt

The Bulleid Merchant Navy’ class original and rebuilt

Compiled by Hector Maxwell

© Images and design: The Transport Treasury 2020. Text: Hector Maxwell.

ISBN 978-1-913251-10-9 First Published in 2020 by Transport Treasury Publishing Ltd., 6 Highworth Close, High Wycombe, HP13 7PJ www.ttpublishing.co.uk 2 Printed in the UK by Henry Ling Limited at the Dorset Press, Dorchester, DT1 1HD.

Contents Introduction

4

In original condition

6

Rebuilt - the ultimate design?

68

Works views

110

Bibliography

112

Front cover: No 35030 Elder Dempster Lines on the Down ‘Bournemouth Belle’ at Clapham Junction.

Externally similar in many ways to a ‘Britannia’; and why not, for the high footplate and fully enclosed motion had been a feature of the Standard designs, and Ron Jarvis at Brighton was only continuing the style of Robin Riddles. The engine is seen in likely final condition, BR AWS battery box prominent but external Bulleid touches still present in the (literal) shape of the smokebox door and electric lights. 100% Bulleid? Not any more. 100% Jarvis? Not that either. Instead an amalgam of both intended to combine the best of both worlds. Did each succeed, again yes and no. Modernisation (and electrification) would come too soon to allow a full appraisal to be made.

Title page: No 35021 New Zealand Line awaiting departure from Waterloo. No date except a rather vague ‘between August 1953 and June 1959’. As such it is difficult to tie down the exact working as duty numbers and timetable changes occurred over six years. However, in June 1956 Duty No 32 was shown as the 8.30am departure from Waterloo scheduled for a WC class loco. From the public timetable of the period, this service called at Woking, Basingstoke, Winchester City, Southampton Central, Brockenhurst, and Bournemouth Central where the train divided. No 35021 would continue with the front portion (the rear coaches continuing to Bournemouth West) calling further at Poole, Wareham, Wool, Dorchester South and terminate at Weymouth at 12.22pm. Meanwhile there will have been a crew change at Bournemouth Central. After turning at Weymouth shed the engine ran tender first back to Dorchester for servicing.

Weymouth turntable could accommodate a Pacific whereas the turntable at Dorchester could not. There followed a return to Weymouth, again light engine and of course tender first, at 4.40pm ready for the 5.35pm Waterloo departure which after similar stops as far as Bournemouth Central and again combining with a Bournemouth West Portion ran fast to Waterloo to arrive at 8.50pm this time stopping only at Southampton Central. Departure light for Nine Elms and the end of the day’s duty was at 9.22pm. Evidently in 1956 at least company loyalties still remained so far as servicing was concerned, hence the former GWR facilities at Weymouth were used as little as possible.

Opposite: No 35003 Royal Mail in the course of repair standing on 14 road outside the rear of Eastleigh shed. The engine has clearly had its rods removed within the shed and has then been hauled out into the sunshine - notice the crank pins are not aligned which they certainly would be if the rods had been removed where she stood. Although theoretically fitted with 6 foot 2 inch wheels, each wheel circumference would be slightly different to the next hence the movement seen. The AWS battery box on the front framing is clearly visible.

Rear cover: No 35025 on the ‘ACE’ and with hardly a breath of steam or smoke from the chimney. Pristine condition too. When clean both originals and rebuilds really did look impressive. Impressive for all the wrong reasons in their rebuilt form towards the end, caked in grime. But then steam was said to be outdated and the filthy appearance did nothing to dispel that notion.

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Introduction; a very personal viewpoint

W

hat another book on the ‘Merchant Navy’ class - simply put ‘why not’.

And those men were not just the two in the cab, oh what I would swap for a time machine, for it included the draughtsmen, the engineers, the artisans: fitters, machinists, boilermakers, welders, ‘mates’, and all the rest who turned them out. Then there were the staff at the shed; the foreman, shed fitter, boiler washer, cleaner, coalman and finally culminating with the drivers and firemen.

The rational is simple, for as the reader will gather throughout the text this is also a somewhat personal resume and for the simple reasons: 1 - I have always admired the class.

2 - Here is a new set of images probably never seen before. * 3 - The opportunity presented itself.

To some it was a love of steam that had brought them to where they were, to others it was simply a job, a means to earn a living to pay for family necessities as much as a night out with the boys.

Many of them could and never would understand the fascination there was from the layman and we in turn failed to comprehend that lack of understanding for our devotion.

I have always been a closet ‘Merchant Navy’ enthusiast. Indeed the work of Bulleid generally has similarly appealed, steam perhaps more than anything else, but I also do appreciate others can have different views; but in this book we will stick wholeheartedly to steam. Besides if you are reading this you probably feel the same.

Standing by the lineside as a spotty youth watching an ‘MN’ pass at speed somehow created a sense of power. Yes the ‘Light Pacifics’ were aesthetically similar and of course there were more of them, so perhaps it was this rarity factor and the simple piece of knowledge that the ‘Merchant Navy’ class were the bigger type that made it all come together.

Personally I recall examples of the type mainly from the last years. My lasting regret is not seeing an engine in original condition - I certainly must have done, I was old enough - but family were less than keen on their childs’ wanderings and whilst ‘good behaviour’ was sometimes rewarded with a trip to the station, lineside or even better a journey by train, most times it seemed the reward was nothing as might have been preferred.

Now no longer a youth (I will say nothing about spots) I can also instead appreciate how those from elsewhere will have come to regard their ’own’ lines and their ‘own’ express passenger types as the best of the best - they are wrong of course… .

Indeed I recall a maiden Aunt presenting me with a gift of a year’s subscription to a particular wellknown magazine (the sort one reads in the doctor’s or dentist's waiting room - seemingly always called in before there was time to finish the article) ‘...better to broaden your horizons…’ was her comment. To me the same phrase would have been preferable had it been presented differently; visits to places to watch trains….and I would listen with envy to friends who at the time had similar interests but who had been allowed to visit Waterloo ostensibly on their own.

I will also say straight away I am not a railwayman, never have been and far too late to start now. But as that spotty youth yes I did have an ambition to be an engine driver. Not a fiveminute whim either but one I hid from relatives and friends alike, however when the time came career paths took me in a totally different direction to trains but that is another and totally irreverent story.

The decline of steam was also to one, by then teenager, fraught with sadness.

To me the ‘Merchant Navy’ class was everything a steam engine should be; big, powerful majestic especially when clean - and revered certainly by this youth, but as I realise nowadays perhaps not so liked by the men who had to work on them.

That decline coincided with fewer engines to see I never did record numbers - and those that were present were ever more grimy and seemingly woebegone. Some engines became ever more commonplace, 50-60 years later I recall Nos 35003, 4, 7, 8, 12, 13, 17, 21, 22, 23, 25, 26, 27, 29 and 30 were the ones I recall, but as this is 4

being written more than 50 years later it is quoted as a memory and certainly not fact. These were the ones that seemed to be regulars on the faster trains, others were around but confined it seemed to lesser workings; even at that tender age I knew enough to realise not all were in the best condition.

the smokebox door with its flattened top and bottom which made them special and of course unique.

Mechanically and operationally there were pro’s and cons to both. If your preference is for the original then this book will not disappoint, neither will it if you prefer the ’revised’ appearance.

We are fortunate today that 11 members of the class escaped the cutters torch - well ten and half actually, for No 35029 was deliberately cut through lengthways and survives as a permanent exhibit at the National Railway Museum.

External grime and missing nameplates excluded, the knocks and wheezes that were prevalent plus an even more off-beat sound (the 3-cylinder Bulleids were invariably more off-beat than on) made me realise things were not always quite what they should be. This culminated, I cannot recall exactly when, but I think it was Basingstoke and seeing a fireman jump down off the tender swearing his head off at the engine, British Railways, the designer and anyone else he could probably think of to blame. I did not enquire what the issue was, but I recall it was No 35012, the poor man was black from head to toe and I should say the driver looked none too impressed either.

All have also been in private hands for far longer than they were ever in Southern Railway / British Railways ownership, whilst the number that did survive is surely similar confirmation that the present writer is not alone in his love of this particular design.

This book does not pretend to be a new history. It will not reveal facts that have not been gleaned from elsewhere. The writer’s own comments will likely add little to the history already known and those seeking more technical information are certainly recommended to those other works mentioned in the bibliography. Instead what it does do is present a set of what we believe to be predominantly unpublished photographs plus an attempt to set out a personal perspective, similar perhaps to the experiences of others but one which the author has longed to do for many decades. Now half a century after the passing of steam that opportunity has at last presented itself.

We have not spoken of the designer as yet, Mr O V S Bulleid. Genius perhaps, but if I may say from one who trained as an engineer but not in the mechanical sense, a man who perhaps failed to appreciate the practicalities of living with his creation. Read the various technical books and history books on Mr Bulleid and this fact shines through. It was instead left to British Railways under Ron Jarvis to right the ills and whilst amongst enthusiasts the jury may still be out, to one at least the result was to me a thing of beauty.

Hector Maxwell * Do bear in mind that different photographers over the years may well have used the same location to record trains. ‘We’, meaning the publisher (The Transport Treasury) and the compiler, genuinely believe many of these particular views are being seen for the first time; not an excuse but an honest belief, and besides can one ever have too much of a good thing?

An older friend once remarked to me that the original ‘Merchant Navy’ was fat and bulbous compared with the ‘Light Pacific’ type. In a similar way he recounted the first time he saw a ‘modified’ engine he thought from a distance it was a ‘Britannia’, such is the similarity of the two.

Aesthetically to me at least it was the retention of

5

In original condition

Doyen of the class No 35001 Channel Packet in ‘original’ condition seen emerging from the 263yd Black Boys Tunnel. ‘Original’? - well not strictly accurate, as a number of external changes have already been made, several of which are visible. These include the cab windows, removal of the fairing in front of the cylinders, ‘widows’ peak’ at the top of the smokebox and the fitting of standard smoke deflectors, the latter in the summer of 1947. In addition there are any number of additional changes not necessarily visible and which (drawing upon The Book of the Merchant Navy Pacifics) include a modified oil bath, a new right hand cylinder, speedometer, a further (this time) complete set of new cylinders, equalising pipes, and fittings to carry the ‘Golden Arrow’ regalia - and this was just up to late 1949 when the engine was renumbered as seen. As we have no date for the image it would be unwise to continue the list except to say modifications and amendments continued not just on No 35001 but on others of the class throughout most of their lives. Sometimes these were individual changes whilst at other times an engine which was in works might be altered slightly for an official ‘Test’, the intention being to see if such a change was worthwhile. If it were all engines of the type might be similarly altered. No 35001 is seen here on the Up ‘ACE’ soon after departure from Exeter. Notice too the fogman’s hut at the base of the signal on the opposite line - Exmouth Junction concrete product of course. Completed at Eastleigh in the early days of 1941, No 35001 was new to service in June 1941 and survived until November 1964.

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35001

Compared with Western Section pictures, views of the Merchant Navy class on Eastern Section lines are far less common. This is easily explained by the fact steam had all but disappeared from the Kent Coast routes after 1961 and the full implementation (Phase 2) of the Kent electrification scheme. Consequently the pacifics were cascaded west and as we know there was almost then a surfeit of motive power on the Western Section. Indeed, excluding the few Central Section turns allocated to the WC/ BB type, it meant all 140 engines were available on the Bournemouth/ Weymouth and West of England routes; small wonder there came the ‘night of the long knives’ at the end of 1962 when so many SR and former LBSCR engines were unceremoniously consigned to scrap, the ‘cascade’ factor meaning more modern engines were available to replace them. Here No 35001 is passing Shakespeare Cliffs and on the right the former coal workings later to become one of the bases for the Channel Tunnel construction. It is likely this photograph was taken in the period January 1957 to June 1959 when she had been allocated for a second and final time to Stewarts Lane. Evidence of scorch marks on the lower smokebox door are apparent as are the copper pipes leading from the cylinder drain cocks. In this view the tender has been modified.

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Merchant Navy’s at work

Above: Again no date is available which is a pity as we might have been able to explain Salisbury Duty No 434 - clearly not a Salisbury to Portsmouth train as appears to be the case in the 1956 engine workings book! What we do know we can glean from the picture; the engine is standing at the Up platform at Andover Junction and is painted in the short lived blue livery which makes it between October 1949 and April 1952. Original cab front and side windows whilst the fairing ahead of the cylinders has yet to be removed. We may hope the fireman has satisfied himself there was nothing approaching on the Up fast line before leaning so far out. The usual reason for such an action was to check the injector’s water flow.

Opposite top: Passing Weald intermediate signals with a Kent Coast train, chunky looking engine and a distinct variety of coaching stock behind.

Opposite bottom: Taken by Dick Riley in either November 1958 or 10 May 1959. (In Dick’s index he does not differentiate as to whether the engine is carrying a headboard.) And to be fair what a headboard it is.

The only circular embellishment in ordinary use (now there is a quiz question for you!). In this view the modified cab and windows show up well - personal preference again but the triple side windows looked better. Six electric lamps for the various headcodes but these were only ever capable of displaying a white light whilst route discs and oil lamps remained the order of the day. Sandbox covers open. The tender appears fully coaled so it is likely No 35001 will shortly be making its way to Platform 2 at Victoria for the actual train and the usual 9.00pm/ 10.00pm departure (dependent upon the time of year). Whether a pilot will be required is reliant upon the actual load for whilst Mr Bulleid set himself the self-imposed task of being able to haul 600 tons at a start to stop average of 60mph the motive power department would sometimes provide a pilot regardless. The fact it is the main engine that is carrying the headcode means that on this occasion this is perhaps less likely. Journey time for passenger to Paris by train - ferry - train was in the order of 12 hours.

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Merchant Navy’s at work Left: We move on now to 21C2 Union Castle, seen here sometime between July 1946 and November 1949 standing in the Up platform at Exeter Central.

The point of note here has to be the heavy gunmetal castings for the word ‘Southern’ and the engine number - do any of these survive even? Such fittings were only applied to the first two engines partly on account of needing to reduce weight. In the photograph the centre yellow line appears to be missing from much of the length of the firebox. Original short smoke deflectors and tender in original condition.

Bottom: No 21C2 this time outside of Exmouth Junction shed. Two points of note here (the first applicable to both images of the engine on this page) and which is the fitment of the Flaman speed recorder; identified as the triangular fitment dropping from the casing centrally over the rear driving wheels. More noticeable is the apparent fire damage to the casing, evidence of a casing fire. Oil could be thrown up from the outside motion at speed to collect in the lagging and then ignite later, usually by sparks from the brake blocks. Such incidents were probably more common than we may think and never really resolved until rebuilding. Note also, and again in both images, the third sandbox filler above the previous two and close to the front deflector.

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A spirited image of 21C2 leaving Salisbury westbound. As we know, when first built the engines were widely used on freight between Salisbury and Exeter and Salisbury and Southampton. There were two reasons for this; firstly to prove to all their ability to operate freight as well as passenger trains but also to archive some sort of reliability in service which was sadly lacking in early days. Bradley, in his thesis on the engines published by the RCTS, quotes that extra fitters needed to be sent to both Salisbury and Exmouth Junction sheds in consequence of the engines requiring more attention and this taking more time. Salisbury estimating that for every hour spent on the maintenance of a ‘King Arthur’, the equivalent work would take 4½ hours on a Merchant Navy. Coal consumption was not good either, No 21C2 when on main line freight duty consuming 80-85 lbs of coal per mile - again from Bradley.

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Merchant Navy’s at work

Above: Rear view of No 35003 Royal Mail, this time at Nine Elms and again in blue. Lighting visible - if needs be even the Royal train headcode could be displayed on the tender although I doubt it ever was notice too the cupped light beneath that at top centre which afforded illumination to assist when coupling/ uncoupling. Bulleid did have some good ideas. Raved tender and a ‘limpet’ casing. This was made from board, lighter than the metal previously used, but had the tell-tale joint running lengthways. Possibly taken soon after June 1950 when the cab had been modified and the paint style seen here applied. Tubular ladders rather than odd steps were no doubt a boon but a similar fitting on the tenders of the Drummond locomotives converted to burn oil were criticised; double standards here. The high side to the tender caused initial problems at various shed coaling plants as it collided with the coal delivery shoots.

Bottom: Evidence of patching on the casing of No 35004. For once though the sandbox fillers are in the closed position.

Opposite: Head on at Nine Elms. Two points here; note the large gap beneath the front cowling which should, in theory, have allowed a sufficient flow of air to pass and reduce any risk of drifting smoke. Also the position of the centre electric lights compared with the adjacent brackets for route discs. The latter had originally been far closer to the electric lights but it was then realised this would mean the discs would stand proud of the loading gauge. Even so it took some time for the brackets to be repositioned as seen. Build date, etc, in the lower portion of the circular ‘Southern’ disc. Two hinged plates (flaps might be a better description) located on the ‘running plate’ immediately below the smokebox could be lifted up to afford access to the mechanical lubricators.

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Merchant Navy’s at work

Above: Crossing an otherwise deserted road (the A30 perhaps?), 21C4 Cunard White Star runs light towards Exeter for its train. Certain engines, mainly those allocated to Exmouth Junction, had brackets fitted to the smoke deflectors to carry the ‘Devon Belle’ plates. Slightly unusual here as the tender displays the ‘British Railways’ wording. Courtesy of the Irwell Press volume we can therefore date this view to between April 1948 and August 1950. The original tenders associated with the class were prone to water surging and in consequence quickly developed leaks. That originally fitted to 21C4 was the first to be fitted with additional wash (baffle) plates but the results were disappointing. Further internal modifications and changes to relieve stress at weld points applied to a different tender (attached to 21C2) were more successful and these were subsequently applied to all tenders from the first batch of ten engines. (The advert for Simonds Beer related to the brewers H & G Simonds founded in 1768 in Reading.

The company was acquired by Messrs Courage in 1960.)

Opposite page: Running well on the main line near Wimbledon, 35004 has charge of Exmouth Junction duty No 495: the 7.30am Up to Waterloo and 6.00pm Down return. This turn was specifically diagrammed for a Merchant Navy. As with the view on page 13, notice the footsteps cut into the front casing so as to make access to the smokebox easier. Limpet board casing of course whilst the tender remains basically unaltered but on the engine there is the modified cab and this time the fairing ahead of the cylinders has been removed. The first ten engines which all entered traffic between June 1941 and July 1942 had been built to Works Order No HO1068. Bulleid’s design intended that the profile of the tender would match his coaching stock and this shows up well in this view. From the vehicles in view it could well be that all the rolling stock was of the Bulleid type, the first two in green, followed by a batch (a set perhaps?) repainted in the then standard two-tone red and cream. (With apologies for the scratches on the negative.)

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Above: We come now to No 35005 - originally of course 21C5 - depicted awaiting departure from Waterloo; destination either Bournemouth or Exeter, no destination board in place on the cantrial either to assist.

(Exeter perhaps and note the baton to hold the ‘Devon Belle’ boards on the smoke deflector is visible.) It was this engine that was fitted with a mechanical stoker between 1948 and 1950. Bulleid had been interested in this device as far back as 1945 but the prevailing conditions prevented progress at that time.

Bradley gives an excellent account of the trials and tribulations of the device and which in general terms 16

35005

was successful even if steaming was slightly erratic with the engine blowing off more as it was not always possible to control the fire as was possible with hand firing. Consequently coal consumption was generally heavier than with hand firing. Not surprisingly the firemen especially approved having less work.

The coal available for much of the time was also dusty whilst the device was considered to be noisy in operation. The dust factor was also not something confined to the locomotive cab (once the back ends had been turned inwards Bulleid cabs were generally draft free but reputed to be hot), as when working fast trains catering staff would complain bitterly about the amount of small pieces of coal, ash and general grit that would find their way on to clean tablecloths and even polished footwear. (I suppose it gave a whole new meaning to the dish ‘spotted dick’.)

Above: So far we have of course not mentioned the name, Canadian Pacific of course - unofficially and somewhat crudely shortened later to ‘Can-Pac’. No ideas on the working here unless the ‘Spl’ designation really does apply, as 106 refers to a Feltham S15 turn. Modifications not immediately obvious since building include plain section coupling rods and a self-cleaning smokebox, the latter a series of mesh screens which held the ash and char ‘in suspension’ so to speak and prevented it from falling to the floor of the smokebox. It would thus be ejected with the blast. The disadvantage was that some of this char was literally red hot and could create a greater number of lineside fires as well as entering the eyes of passengers (travellers looking out of the window) and passengers/ staff at a station as the train passed through. (I can vouch for both from personal experience.) Green livery has been applied but the cylinders and all items along the same line including the tender are black.

Copies of the images within this volume (along with tens of thousands of others on UK, Irish and some European railways) are available direct from The Transport Treasury.

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Merchant Navy’s at work

Above: No. 35005 the object of attention at Exmouth Junction and ready for the prestige working. The ‘Devon Belle’ board had a red background, whilst the clasp brakes also show up well.

Left: Nameplates were cast in brass in three sections. That from No 35006 seen here dated from 4 June 1942 when with the engine less than five months into traffic it was named at Ashford Works by the Chairman of the shipping line.

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Opposite: A puzzler here, clearly 21C6 (later 35006), but what IS that bag/ cover over the rear axle box?

Wartime black livery which was carried until September 1946 and a good view of the front of the cab might this even have been at the time of the naming? This engine spent the whole of its working life in both original and later rebuilt form based at Salisbury. Notice the lid of the (interior) tender filler just visible above the handrail.

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35007

Opposite: As BR No 35007 Aberdeen Commonwealth descending Honiton incline. (We deliberately refer to it as an ‘incline’ rather than a ‘bank’ as this is the term others have used. There was also an intermediate signal box ‘Honiton incline’ which we will see later.) Blue livery and seemingly in reasonable external condition but with some ‘weathering’ apparent from the dull top lining. This is another Nine Elms duty and with the coaches also carrying roof boards unfortunately not legible. Aside from the first vehicle the remaining stock that can be seen appears to be of Bulleid build. Passenger train services between Exeter and Waterloo (or reverse) took anything from 2hs 5 minutes (for the ‘ACE’), upwards. All would include a stop at Salisbury after which it was just dependent upon the number of stops at the various junction points; Axminster, Seaton Junction, Chard Junction, Sidmouth Junction; as a thought why, compared with the others, was Axminster never accorded the status of ‘Junction’? Summer time view, several droplights down, and notice the steam-heat hose is missing from the front. Some good coal on the tender as well so hopefully with a engine in seemingly good external condition (no obvious steam leaks but then these would not necessarily be so obvious when running on light steam and also during summer). No 35007 was rebuilt in 1958, the order of rebuilding seemingly dictated by the time when a works visit was due and also when this coincided with works capacity. In Southern Railway/ Region service, this engine achieved the highest recorded mileage for any member of the class, just over 1.3 million miles, equivalent to 52,000 annually. Whilst this might seem to neatly compute to 1,000 per week the actual weekly figure would be higher as down time associated with maintenance and works visits needs to be factored in.

Above: At Wilton and No 35007 is reversing into the Down siding to await the arrival of the Down ‘Devon Belle’ and the associated engine change. A few years later on a works visit between May and June 1955, the boiler pressure was reduced from 280psi to 250psi, something that had started with No 35024 in November 1952 and was expanded to the whole class. The safety valves were also resisted further back towards the firebox. This had come about as an engine with a full boiler might otherwise witness surging of the water forward as it stopped, which water was then ejected with force to cover all around. Bradley rightly points out that this was a particular issue for Down trains at Winchester when required to stop on the 1 in 250 gradient.

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Merchant Navy’s at work

Front view and nameplate for No 35008 Orient Line covering Bournemouth duty 381, the 1.30pm Down departure. The engine would previously have arrived at Waterloo at 10.50am and would now work back through to Weymouth before finally reaching its home depot again after a final passenger turn from Weymouth as far as Bournemouth Central. Two sandbox covers at least properly closed whilst the mechanism operating the drain cocks is also clear.

Seen from the side the limpet type board of casing is evident - faced with 22swg metal sheet. The combination needed to be tough and durable as well to withstand the vibration in service and to support the weight of those nameplates - the latter coming in three pieces weighing - well ‘a fair amount’.

The additional flap above the r/h sand filler was probably made for a specific maintenance issue on the engine.

Several engines had similar evidence as access being required at varying points.

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35009

We move on now to No 35009 Shaw Savill, seen at Nine Elms and ready for a Salisbury duty. Again note the fittings in place for holding the ‘Devon Belle’ side plates. Alongside is one of the Bulleid breed fitted with longer smoke deflectors; No 35020 or 34006 perhaps?

Drifting smoke was always a problem with the class, more so with the engines in original condition. It was never really satisfactorily cured despite wind tunnel experiments with scale models and at least one engine running around soon after building with ribbons attached to try and indicate air flow patterns. A great pity no images of the latter testing appear to have survived.

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35010

Opposite: As No 21C9 at Exeter. Southern malachite green and basically in almost original condition including the tender raves. Clear evidence of the safety valves discharging steam from their original, front position, on the boiler. The fireman appears glad to rest and perhaps catch a bit of fresh air for whilst Mr Bulleid did have crew comforts in his mind when it came to the cab, the result could also be a breathless atmosphere akin at times to a sauna. It has been quoted elsewhere that the temperature endured by the fireman on that other Bulleid creation ‘Leader’ was 122º, but in that same official report what is rarely mentioned is that a member of the Merchant Navy class recorded a higher 140º in the cab on the same day. Putting aside the unfortunate marks and scratches on the original negative, the tender shows distinct signs of having come into contact with something fairly high up by the coal space. Possibly this was from a coal hopper at one of the depots - no one it seems having considered that the original Merchant Navy tenders would foul the coaling stages at some of the sheds. Finally note the cab steps - as with all the SR Pacific types, these were attached to the tender and not the locomotive.

Above: Dignity and impudence? Perhaps not, instead it is probably safer to say the design of Mr Adams from 1881 and that of Mr Bulleid 60 years later. The date was 23 November 1952 with the ‘0395’ forming the first part of the RCTS ‘Bisley Tramway and North West Surrey Rail Tour’, as the name would imply; Waterloo to Brookwood, thence two return trips on the tramway involving ‘M7’ No 30027, before No 30577 took over again running initially west via Sturt Lane Junction before turning north and then east through Frimley Junction - Camberley - Ascot - Virginia Water - Twickenham - Barnes - Clapham Junction Longhedge Junction - Stewarts Lane Junction, and finally terminating at Victoria at 4.15pm (five minutes earlier than scheduled). By the same time the ‘Bournemouth Belle’ would have arrived at its destination and the cars being made ready for the return to Waterloo. No 35010 likely involved on both Down and Up workings.

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35011

Opposite: Here No 35010 is seen on a seemingly less prestige duty although it will be noted the carriages still carry roof boards; possibly these simply read ‘Waterloo - Southampton - Bournemouth - Weymouth’.

The location is Southampton Central and the train is heading west on what was the Down through line four tracks east and west between Southampton Central and Millbrook. This engine had a new firebox fitted after just six years in service and was also one of those to go into blue livery for three years from late 1949 to late 1952. This was also the engine which in December 1942, and when just five months old, took on the temporary role of a mobile test bed in an attempt to cure the problems with drifting smoke referred to earlier. The photograph is pre November 1956 by which time the maximum working pressure had been reduced from the original 280psi to 250psi.

This page: No 35011 General Steam Navigation with a Down train at Axminster. This was one of three of the class (the others were Nos 35014 and 35023) which never received blue livery. Modified cab (from 7-155) and casing ahead of the cylinders removed (Apr/ May 1953) - the latter made for necessary access much easier. It is views like this from an almost head-on perspective that confirm the ‘wide’ appearance of the original engines, far more bulbous than a ‘Light Pacific’ when seen from a similar angle. BR Mk1 coaching stock certainly initially at least behind the tender whilst the engine appears to have the sanders in operation. Anyone on that footbridge will no doubt soon have the benefit of a good lungful of smoke.

This engine was also the first of the second batch of ten members of the class completed at Eastleigh on 30 December 1944 in wartime black. As built it too had the ‘bag’ type cover over the rear pony truck axlebox as was seen earlier with No 21C6. No 35011 ran in basically the condition seen from January 1955 until February 1956 which period also included three weeks out of service for what was then classified as a ‘Heavy Intermediate’ overhaul between 15 January and 19 February 1955.

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Merchant Navy’s at work

Above: In smart malachite green, we see No 35011 almost in her final form prior to rebuilding - although she still retains the fairing ahead of the cylinders hence we can date this view between 1953 and 1956.

(Rebuilding was in 1959.) Post 1956 No 35011 had a light-intermediate repair in 1957 at which time the tender was modified in the same form as seen behind No 35001 on page 9. Indeed, in keeping with most of the class, tenders were only infrequently exchanged, No 35011 coupled to tender No 3121 for all apart from the last four months of its working life.

Right: Next comes No 35012 United States Lines which engine followed No 35011 out of Eastleigh in January 1945. In this image we see the engine at Nine Elms on an unreported date but which we know from the photographer was the occasion of a visit by a group of enthusiasts learning their photographic craft - hence the photographer in the pit ready for a low angle shot.

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35012/ 35013

Opposite: In the condition seen, No 35012 was based respectively at Nine Elms and then Bournemouth before returning again to Nine Elms, as such its work could well be said to have been more on the Bournemouth line. It is in charge of a Nine Elms duty here, the Down ’Bournemouth Belle’ likely running at line speed ready for the restriction through the sharp curve at Clapham Junction before the climb towards Earlsfield and then accelerating towards Wimbledon and beyond.

Above: West of England line special duty for No 35013 Blue Funnel (judging by the ‘SPL 1’ on the lower headcode disc - unfortunately no other details known). Whatever it is, there is certainly interest from the enthusiast brigade ‘de-rigur’ in the typical raincoat fashion of the time. Alongside is a Maunsell vehicles whilst on the adjacent platform a Bournemouth line service also awaits departure. No 35013 was named Blue Funnel on 17 April 1945 but this was changed to Blue Funnel Line just three days later. It reverted to 31 the original name again on 21 June.

Merchant Navy’s at work

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35015

Opposite page, top: No 35014 Nederland Line departing Waterloo on the lunchtime Down run. Cylinder cocks open, unlikely the fireman in conversation with the single observer on the platform - they are probably too far apart. The rebuilt tender will be noted, again a personal perspective but which the present writer thinks suited the engines better. Small BR crest on the tender. Definitely ‘off-peak’ as Waterloo for once is almost quiet.

Opposite page, bottom: In the same location as where we saw No 35001 earlier and to be totally accurate the site of Mount Pleasant Road Halt: opened in 1906 and closed in 1928, No 35014 runs light engine.

Probably also around the same period as the engine appears in similar external condition. From August 1954 this was one of two of the class (the other was No 35022) allocated to Bournemouth which work involved the ’Up’ ’Royal Wessex’ service. Arguably this was the hardest duty on the Bournemouth line, not quite as heavy as the 12 Pullman cars making Up the ‘Belle’ set, but the ‘Wessex’ had sharper timings as well as more intermediate stops including at Winchester where a wet or greasy rail could cost several minutes spent getting going again on the adverse gradient.

This page: No 35015 Rotterdam Lloyd at the Nine Elms coaling plant with an unidentified sister engine behind. (The stubs of the original facility may also be seen.) As No 21C15 it was responsible for the first part of the new ‘Devon Belle’ service which it took as far as Wilton on 20 June 1947. (No 21C3 took the train on to Exeter.)

For the first 11 years of its life No 21C15/ 35015 was based exclusively at Nine Elms; and where it returned to in 1959 until retired from service. The ‘495’ would again indicate a West of England line duty.

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34

35016

Opposite page: In smart BR blue livery, although the mixed blue/ black on the tender has to be open to question, No 35015 takes the ‘Bournemouth Belle’ near Basingstoke. (Light steam and a goodly fill of coal on the tender would imply this was the Down train.) The fact the driver appears relaxed would suggest all was well even if the load of 12 cars behind included some heavy vehicles running on 6-wheel bogies.

Above: Side view of No 35016 Elders Fyffes, stationary but at an unreported location. (Salisbury perhaps as it appears to be a pneumatically operated signal and which from the operating lever, the latter is already in the ‘off’ position.) No 35016 is also the object of some curiosity, the clasp brakes perhaps (were the Bulleid engines the only steam locos to have this fitment…?), or perhaps the photograph was taken just as a slip was in the offing.

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Merchant Navy’s at work

Southampton Central - westbound. No 21C16 appears to be in almost original condition resplendent in Southern malachite with yellow stripes. Two visible things are missing; the ‘cloth’ covering over the rear pony truck axlebox and the cover over the slidebars. There is a third item not immediately visible which is the cab water filler at the front of the tender. As we know the first engines (that should really be tenders of course) had a water filler either side of the cab, but these would sometimes leak and in cases of surging, water could be sent across the footplate - hardly ideal. We know these fillers were later sealed off, so was that the case with No 21C16 or had she never been fitted with this or indeed the two earlier items?

Certainly the fact the fireman is climbing down from the tender would imply he is returning to the cab after having been on top of the tender. Firemen had to be agile as well as fit. Meanwhile the driver looks nonchalantly unconcerned, no doubt he has had his fair share of contortionist moves when oiling an inside cylinder engine from the stable of Messrs Maunsell and Drummond during his progression to the ’left hand’ seat. Preparation on an original ‘Merchant Navy’ was intended to be easy. Clearly there were oiling points but these were all on the outside from ground level or as originally fitted, filling the mechanical lubricator via a lifting flap on the front framing below the smokebox. The driver could also take a portable electric light with him and plug this in to various points all around to assist or when making his checks. Whether many crews actually used this facility or preferred the tried and trusted flare-lamp is not reported. Likely the lamps ‘walked’ anyway. Notice the railway’s use of anything that possibly could be recycled, the piece of rail sunk into the ground to which the chain attached to the arm of the water column is secured. All the railway companies were adapt at saving money whenever possible but perhaps the Southern were near the top as old rail could be used for signals, supporting signs, holding back hoardings and the like. When it came to rolling stock, again the Southern was in a league of its own, for study of the number of electric sets that had started life as something quite different was nothing short of remarkable.

(We should also add that that ‘other railway’, the ‘Great Western’, issued their stations and offices with sieves so that unburnt coal from an office fire might be saved and used again. Neither was that a peculiarity of the GWR, most domestic households from the period did likewise.)

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35016

Up train at/ arriving at platform 2 Eastleigh station. No confirmed date but probably around 1946. A few points of note; firstly the Southern ‘roundel’ is still in place - not many of these appear to have survived so presumably they were simply melted down. The position of the middle right headcode disc has been mentioned before, and from the photograph it is easy to see why the brackets were subsequently moved ’in-board. Likely a disc in the position seen might well have obstructed the driver’s view as well. American soldiers on the platform whilst the alternate striped canopy supports are an obvious legacy of darker times. In the period prior to the opening of Southampton Airport (now Parkway) station in 1966, it was common for several of the semi-fast Bournemouth line services to call at Eastleigh hence this is likely to be an Up Bournemouth semi-fast working.

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38

35016

Left: Alongside the office block at Eastleigh, above which was the water tank for the depot. When the latter was periodically cleaned out it was common to find a number of fish which had been sucked up from the River Itchen. This would have been taken soon after 19 May 1950 at which time No 35016 had received a ‘Light Intermediate’ repair including modified ‘V’ front windows to the cab and a repaint into blue. It was probably pending a running-in turn before working back to its home depot at Nine Elms. It was cracks in the coupling rods and axleboxes on this engine discovered near Gillingham on 16 November 1955 that led to a redesign of the rods and associated items.

Above: West of England working on the four track section east of Worting Junction - likely westbound and judged from the coal seen piled high on the tender. Bulleid loco with original front to the cab - the flat glass at the front resulted in reflection back into the cab at night whereas the sloping front cab windows resolved this issue. Notice the side profile of the tender matches that of the first three (Bulleid) vehicles, the remainder of the load seemingly a mixture of Maunsell flat sided types. Bull head track and neat grass complete the picture.

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Merchant Navy’s at work Left: Belgian Marine. As No 21C17 at Eastleigh, and below renumbered to 35017 arriving at Bournemouth Central with the Down ‘Belle’. Released to traffic when new from Eastleigh in April 1945 and renumbered by BR in April 1948. A Nine Elms engine until late in life. The top view seemingly shows the engine out of steam but in malachite (this livery from April 1948) may well have been taken around the time she was prepared for or shortly after the interchange trials. Two other engines were prepared for the trials, Nos 35019 and 35020. The former worked on the WR, whilst No 35020 remained on its home territory: spare. No 35017 meanwhile was taming Shap but at the cost of higher fuel and water consumption.

40

35018

Late Southern Railway’s era view of No 21C18 British India Line arriving at Eastleigh (the name Eastleigh and Bishopstoke had been officially dropped back in 1923) - again note the use of an old rail to support the running-in board. This engine was built in May 1945 appearing in wartime black, and was to benefit from a repaint into malachite as early as August of the same year, replete with yellow lines, and ‘Sunshine’ style numerals plus ownership lettering. Short smoke deflectors only were provided at the outset but these were lengthened in June of the following year. The four tracks extended from just south of Shawford through to the south end of Eastleigh station whilst the station was also the junction for the lines to Fareham/ Gosport and Romsey; that to the latter diverged off to the left immediately having passed under the Bishopstoke road overbridge. The exceptionally tall signals with lower quadrant LSWR arms and fittings were a boon to the crews of Up non-stop services, their indication being able to be seen prior to passing under the large station footbridge which is behind the photographer. No doubt the necessary climb meant they were perhaps not quite so popular with the lampman! Co-acting arms were provided at a lower level and these may just be discerned against the background of the bridge. This arrangement was changed c1950 and the signals lowered to a more conventional height when banner repeaters for the Up through line were provided on the approach to the footbridge at the same time as more modern upper quadrant arms and fittings appeared. Maintenance of individual engines was often the province of the individually allocated sheds, Nine Elms for example, where No 21C18/ 35018 was allocated from new until 1960, carrying out ’C’ class repairs at the home depot.

Copies of the images within this volume (along with tens of thousands of others on UK, Irish and some European railways) are available direct from The Transport Treasury.

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35018

Opposite: Centre of attention at Southampton Central station, 7 October 1946, the occasion the first postwar working of the ‘Bournemouth Belle’. Extra help appears to have been recruited to assist in refilling the tender whilst the fireman appears to be engaged within the coal space. Again a (that) cover over the trailing axle box– was it actually a large hinged flat we are seeing, if so in the position seen it would appear to be foul of the loading gauge. Original train nameboard carried, a bit bland in design perhaps.

The great and good are clearly present and include the local mayor; probably Reginald James Stranger.

Nine Elms duty No.35 of course, perhaps a pity the engine, whilst clearly in malachite, had not had the benefit of having its paintwork retouched for the occasion.

Above: This time at Nine Elms, coaled and (almost) it seems ready to go. The smoke deflectors have already been extended backwards on No 35018 whilst it may also be noted that the cab windows have been modified which would date this image as between May 1948 and May 1949; at the latter point the engine being repainted into blue. The rear tender lights also show up well (but no coupling light) as do the access ladders - one either side on the rear. At the top of the tender just behind the coal space may be glimpsed the vacuum cylinders.

43

Merchant Navy’s at work

Pristine condition at Eastleigh having just come around from the works for the first time. The initials ‘C.G.T.’ on the nameplate stand for ‘Compagnie Generale Transatlantique’ which translates as Transatlantic General Company. When built all the class were fitted with multiple jet blast pipes and which certainly contributed to their free-steaming capabilities albeit at the expense of poor combustion when the fire was fed a diet of low grade coal. It was felt that this issue might be dealt with by a rearrangement of the blast pipe and consequently No 35019 became a guinea-pig for experiments run from Eastleigh in June 1951 with the engine modified with a single blast pipe.

Initial results were very poor and in consequence the blast pipe diameter was reduced by two inches to 15½ inches which gave improved although erratic results.

Further changes were made, according to Bradley in September 1951 and then later in January 1952 when a 16 inch liner was fitted. The trials were, initially at least, conducted from Eastleigh and whilst post January there was some improvement; apparently enough for the engine to be returned to its home depot at Nine Elms, it was no more than the equal of its classmates. A revision to its original state with a multiple jet blastpipe occurred in AugustSeptember 1954 at the time of a heavy intermediate overhaul.

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35019

Above: No 35019 (21C19) prepared for the 1948 interchange trials. Whilst the attachment of an LMS standard tender (No 10219) was necessary as the SR tenders were not fitted with a water scoop, what a pity these remained black and were not painted green to match the locomotive. Modified cab, longer smoke deflectors and a Flaman speed recorder. This was also the only member of the class to have the shipping line text written in script. This engine worked away between King’s Cross and Leeds before requiring firebox repairs. It was then used on the former GWR main line between Paddington and Plymouth.

Right: Wet day at Nine Elms. Bulleid had intended his air-smooth machines be kept clean by being able to pass through the equivalent of a carriage washing plant although whether this was ever tried is not reported. Perhaps a modified ‘loco’ version was envisaged. In the background and just in view is the front of a ‘rebuilt’, the number of images showing original and rebuilt members of the same class are for whatever reason very few.

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Merchant Navy’s at work

Above: Last of the second batch of ten, Bibby Line, ‘launched’ from Eastleigh in June 1945 and named at Waterloo 15 months later. In the above view she is seen in blue and with the unique (for the Merchant Navy class) extra long smoke deflectors which were provided in April/ May 1948 at the same time as she was prepared as the stand-by engine for the interchange trails. There is no subsequent record these contributed to much improvement in smoke lifting but the fitment was retained until rebuilding and, perhaps more poignantly, none of the rest of the class were similarly fitted.

Opposite top: A clear view of the rear of the tender (No 3130) which was attached to No 21C20/ 35020 from new until June 1948 - excepting the time she had the temporary attachment of an LMS version of course.

Original two sliding windows to the cab side and again no coupling light.

Opposite bottom: The extra long deflectors meant a hole had to be provided part way for access to the front sandbox filler, even so impossible to get at without the aid of a trestle or set of steps. Notice too the cover over the slidebars remains in position.

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47

48

35021

Ten final engines were delivered under Works order No HO3393. Delivery commenced with No 35021 New Zealand Line new from Eastleigh (where all members of the class were built) in September 1948 and immediately allocated to Exmouth Junction. Despite this move west it was not until the following year that the necessary wooden battens were added to carry the ‘Devon Belle’ wing-plates when necessary.

Lessons had also been learnt from the earlier engines as Nos 35021 to 35030 also entered service with a wedge shaped cab having three side windows from the outset. The rear pony truck was also different being of fabricated construction. Indeed the engines, while officially built at Eastleigh, were in effect ‘partconstructed’, ‘assembled’ might be a better term, as Ashford had responsibility for the frames and cylinders, Brighton the boilers and tenders, with Eastleigh assembled, all as well as adding the other (numerous) parts. No 35021 might even (rightly to have been) said to have used second hand parts as the initial boiler, No. 1098 had previously seen service on the frames of 21C9 whilst supply difficulties from Brighton also meant several of the final batch started life coupled to tenders intended for Light Pacifics then also under construction at Brighton.

Left: A useful view of the cab and tender showing the turned in rear intended to stop draughts - which it certainly did - but at the expense of also retaining the heat. A sort of ‘streamlining’ exists as well where the top of the tender joins the locomotive cab and then finishes in a curved section. The coal well had space to either side ostensibly to afford for good vision when running tender first; that is if any steam tender engine ever really had good vision in this way. If it was not blocked by the bulk of the tender, then coal dust would likely be flying around. In this case and as indeed was common, coal has dropped into the space whilst an amount has also spilled over the top to where the vacuum cylinders and tank filler are sited.

In the view ABOVE, the engine is seen in malachite at the head of the ‘Belle’ shortly to depart Waterloo and with the usual gathering of observers at the platform end. A little more thought has also gone into the headboard as well! With that number of observers, a Saturday perhaps?

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Loco Junction, with the access/egressto Nine Elms on the right. No 35021 commencesthetender first run to Waterloo two milesdistant.

50

Top: No 35021 using the turntable at Salisbury ‘suited and booted’ ready for - or perhaps after - its work on the ‘Devon Belle’. From images taken by others in different occasions, it appears the SR and WR would use each other company’s turning facilities should a turntable be out of action.

Bottom: Engine changing on the Down service at Wilton. No 35021 has worked the train from Waterloo and has come to a stand whilst the actual uncoupling takes place. Meanwhile No 35007 waits to pull forward and then reverse back on to the train. Meanwhile a Pullman conductor perhaps observes the procedure or might it even be an inquisitive passenger?

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Merchant Navy’s at work

No. 35022 Holland-America Line on an Up West of England working arriving at Templecombe. This was the interchange between the Southern and the Somerset & Dorset line, remaining as such until 1966 when the S&D was closed. Consequently as a junction station there was movement of passengers and freight which also explains the presence of the sidings in what was otherwise a quiet Somerset town. Rumour has it that BR did consider placing a Merchant Navy boiler on to a Britannia chassis but the resultant weight was too great. This probably came about when the true steaming capabilities of the MN boiler began to be known following the Rugby trials. Unfortunately development of steam in the 1950s was already seen as outmoded and we may only speculate what might have been achieved with an improved front end - but then we do actually have a clue in the rebuilt engines!

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Under test at Rugby in 1952, also the only Southern Region engine ever to have visited the plant although others were the subject of controlled road testing. No. 35022 achieved a maximum steaming rate of 42,000lbs per hour and even then this was not considered to be quite the limit - although to be fair it was probably close. The propensity to slip and the resultant buckling of coupling rods whilst on the test precluded the engineers attempting more. Controlled road testing both of No. 35022 and indeed with other members of the class with general load tests on the Southern Region revealed the class well capable of hauling loads in service in excess of 700 tons.

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Merchant Navy’s at work

Above: No 35023 Holland-Afrika Line (Eastleigh, November 1948) seen at Templecombe; notice too the Southern style public address system equipment. Malachite green and yellow stripes but with BR identification. This was the last of the class to run in this condition. We may date the image as between May 1949 when batons were added to the smoke deflectors and February 1952 when a repaint took place.

No 35023 was an Exmouth Junction machine from new until 1960 and as such would have spent most of its time galloping along between London and Exeter - and galloping was indeed the case especially West of Salisbury when with a willing crew, a clear road and an engine performing well, it was not unusual for the official 85mph speed limit to be ignored from time to time. After all if you can get a run at the gradients on what was very much a switchback route, why not?

Opposite page: No 35024 East Asiatic Company at Exmouth Junction; pity about the wonky headboard. As a main depot the location had one weakness which was a restricted water supply. During normal periods everything was fine but when an extra call was made upon resources, such as a summer Saturday, there could be occasions, certainly in the late 1940s, when engines might need to queue up for replenishment.

Until improvements were made (believed in the early 1950s), permission was sought and obtained to convert one of the tanks installed for the abortive oil fuel debacle of 1946-48 to hold water as a reserve supply. No such issues occurred with coal though and Exmouth Junction was one of just two locations on the South Western lines where a large coal hopper was provided. Speaking of oil firing for a moment it made perfect sense for Exmouth Junction to be one of the three depots originally intended for locomotives burning this type of fuel, after all it would have reduced the haulage of coal, tank cars being a lot easier to deal with, and for which reason also oil ‘topping-up’ facilities were also envisaged at other Southern depots west of Exeter which came under the control of Exmouth Junction. Whilst a single Bulleid Light pacific was included and indeed converted in the initial oil burning plans, no member of the ‘Merchant Navy’ class were so fitted and we may only speculate on the performance of one of these if given the opportunity for limitless fuel as and when required. No 35024 had been the subject of several experiments with the then to be standard blue livery before officialdom were satisfied with the results. The 54

35024

first was on 12 February 1949 when following a works visit the engine left Eastleigh in blue including the wheels, yellow lettering, three horizontal red lines and a hand-painted BR ‘lion and wheel’ emblem. It was inspected at Brighton six days later having reached the Sussex works via London, due to restrictions over Ford bridge. Notwithstanding the effort involved it appears this was not to the Executive’s liking as following a stay at Brighton No 35024 re-entered Eastleigh to have the yellow letters replaced by similar but in a lighter straw colour, the tender crest (and all that work) was also repositioned to be in line with the cabside numbers, and the three red lines replaced with just two in black but with fine white lining. A further inspection was made at Eastleigh but officialdom were still not satisfied and the final move was to have the wheels in black (probably quite sensible) and as Bradley describes ‘splash’ skirts painted black added. Despite this now being approved, the next six members of the class were still repainted in malachite but blue in the form described, became the standard commencing with No 35026 on 1 July 1949.

Completing the livery story, No 35006 was the final engine to be painted in blue in March 1951.

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Merchant Navy’s at work

Above: Leaning to the curve at Battledown, No 35024 is seen passing under the flyover London bound.

The Up Bournemouth line passes over the top of the flyover whilst the Down Bournemouth is the set of rails on the far left. Both routes conjoin/ diverge a few hundred yards further east at Worting Junction.

Opposite page: No 35025 Brocklebank Line at the same location but this time on the Down Bournemouth line. Compare the front end with that of 21C16 on page 37 and the revised portion of the centre disc brackets show up well. All the Bulleid pacifics also had a grab handle on the left hand side of the smokebox whilst the actual door was not round and was instead flattened top and bottom (as such it could hardly be described as an elliptical shape either). Your writer thinks he is correct but the only other classes of steam engine not to have a circular smokedoor door were the ‘A4’ class and also of course No 36001.

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57

Merchant Navy’s at work

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35025

Both pages: three views of No. 35025. Opposite top: on what appears to be the vacuum turntable at Southampton Docks and with the vacuum hose connected, wedge fronted cab, sanding to all driving wheels but front fairing intact. Livery with the two black/ white lines referred to but in hardly clean condition. Cleaners were another group who would need to access a trestle or ladders for cleaning purposes and whilst the ‘top link’ engines should really have had priority so far as appearances were concerned, working on an engine which could be accessed by conventional steps and with a running plate was a lot easier.

Opposite bottom: Injectors and water feeds, fireman’s side. Bulleid deliberately designed the cab so that all controls were within easy reach and those appertaining to the fireman deliberately placed together.

Consequently the water and steam feeds for the injectors were placed on the right hand side. The two feed pipes leading to the clack valves may be seen leading up and towards the casing. It was access to items such as these as well as the clacks themselves that was less than easy with the engines in original condition. In the view seen here it appears No. 35025 has had a recent repaint/ overhaul. No. 35025 was one of the class which had its driving (crank) axle replaced after investigation following the failure of this first major component at speed on No 35020 near Crewkerne on 24 April 1953. Whilst the axles on Nos 35025/6 were replaced as a precaution, those on Nos 35001/12/23/24 were found to be fatigued and it was fortunate no further incident had occurred in the meanwhile.

This page: Outside the rear of Eastleigh, undated but likely between February and December 1955. (After the latter date plain coupling rods were fitted.) On 10 December 1954 this engine was working a Waterloo to Exeter service past Honiton when a coupling rod fractured. Several windows on the train were broken and there were some minor injuries. In addition some 200 yards of track was damaged. Having come to a stop, leaking oil from the oil bath then set the lagging under the casing on fire which was only extinguished with the assistance of the local fire brigade. Might this explain the apparent patch on the lower half of the casing ahead of the nameplate?

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Merchant Navy’s at work

Above: Gillingham (Kent), No 35026 with a Dover to Victoria (via Chatham) working; probably a boat train based on the two luggage vans at the front.

No 35026 Lamport & Holt Line, identified only by a glimpse of the nameplate and the figure ‘6’ at the end, ‘somewhere’ on the SE lines. No 35026 was at Stewarts Lane from 1950 through to 1957, likely outside the tenure of Mr Hardy as it is most unlikely he would have allowed one of his engines to appear in the 60 appalling external state seen here.

Another south–eastern view, this time with No. 35027 Port Line at Dover. Taken sometime between 1953 and 1956; the former date when the casing ahead of the cylinders was removed and the latter date when plain coupling rods were substituted. Nos. 35025 through to 35030 were the ones that spent more time on the SE lines than any of the others with No. 35027 appearing to have been on special duty in fairly recent times as there is still some white paint showing on the buffers.

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Merchant Navy’s at work

Two views of No. 35028 Clan Line. On this page we see the engine with nameplates fitted yet for the time covered up - this was common practice on all the engines until the time came for their official naming. In reality the covers, which were in two parts top and bottom, tended to fall off and it was not uncommon to see an engine running around in this form. The names chosen were no real secret anyway. Both images were taken at Stewarts Lane, the domain of the late Dick Hardy as shedmaster for a period in the 1950s.

Dick’s first impression of the class are best described as eye-opening. He, like others in similar positions, would agree that on a good day the class as built were without equal but on a bad day…. and this could be on consecutive duties, with the same crew and the same type of coal! Not for a reason do we perhaps refer to steam engines in a particular gender (with due regard to 21st century political correctness).

Top: we see the engine in well-travelled malachite, this livery carried until the end of 1950 after which it spent 13 days in works emerging in blue on 13 January 1951 and named two days later. Namings were invariably carried out by the chairman or other senior executive of the shipping line concerned (sometimes ‘Mrs’ chairman), the exception had been the first of the class whose plates were unveiled by the then Minister of Transport. All three series of engines (using their BR designations) eventually weighed less than the first two; 21C1 had been 94T 19cwt and 21C2 94T 11cwt, but eventually all three batches were more or less brought into line: 35001-35010 94T 4cwt, 35011-35020 94T 0cwt, and 3502135030 93T 18cwt. This was achieved by reducing the thickness of metal at some points both within the frames and the use of thinner plates.

In the view opposite No. 35028 is again at Stewarts Lane, nameplates uncovered and the steam seen is coming from the driver sounding the whistle. The slot ahead of the chimney intended to allow air to pass towards the chimney is seen and the original position of the safety valves is also apparent. We can conclude then this right hand view was taken before the valves were resited rearwards, at which time the boiler pressure was also reduced from 280psi to 250psi and which coincides with a general overhaul from 25 October to 3 December 1954.

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Merchant Navy’s at work

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35029 Opposite page top and bottom: No. 35028 again and again at Stewarts Lane. The members of the class based here, and/ or at Dover, were responsible for the principal steam services over the Kent lines including the ‘Golden Arrow’ and as the headboard suggests from the lower view, ‘The Night Ferry’. The latter train with its heavyweight rolling stock could regularly tip the scale at over 600 tons and consequently despite the capabilities of the locomotives, double heading was not uncommon usually with a 4-4-0 of former SECR/ SR design. Notice in the lower view the engine is positioned under the damping sprays intended to reduce the incidence of coal dust swirling around the footplate. Such effort was not entirely successful and not just at Stewarts Lane, hence regular wetting of the coal was called for whilst firemen would sometimes be seen either with cycle clips at the base of their trousers or the latter items of clothing tucked into socks.

This page: The penultimate engine, No. 35029 Ellerman Lines, and in fact the last of the class to be named.

Why the delay from building in February 1949 to naming in March 1951 is not explained. In order to keep as many of the class in service at any time and to allow for the fact that some major components took longer to recondition than others, 35 boilers were provided for the class. An original ten from the North British Locomotive Company, then 13 built at Eastleigh and 12 from Brighton. There was thus interchange between the engines should a boiler repair be necessary at the time of a works visit. No 35029 for example carried four different boilers during its operational life. The engine is seen here seemingly working with ease on a West of England line train consisting primarily of BR Mk1 vehicles in crimson and cream livery.

For reasons that are not explained, the engine was effectively stored at Brighton from the last week of November to the first week of December 1955. ‘The Book of….’ describes the occasion but without explanation, however, might it have had something to do with the fact No 35018 was then in the process of being rebuilt at Eastleigh? Just a thought but Brighton had been responsible for the drawings so could it be possible they wanted a member of the class present to make some physical checks?

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Merchant Navy’s at work

Above: No. 35029, nameplate half covered, not surprising considering the time it spent in this condition.

(Find one of those covers in 2020 and even they would be worth collectors market prices.) No. 35029 moved to the Western section from Dover in June 1955 spending time at Nine Elms. We know in times of dire need sheds might unofficially borrow an engine from their neighbour but did this ever happen between Nine Elms and Stewarts Lane? Geographically close of course but responsible for locomotive working on two separate divisions of the Southern. Movement between the two over the myriad of lines in the area whilst certainly possible would also have been a logistical nightmare, especially at peak times.

Opposite: The final engine of the class, No. 35030 Elder Dempster Lines, and which meant, allied to the 110 Light Pacifics, the Southern had more pacific types than the LMS. There is rumour the Southern Region attempted to secure another ten which would have made 40 but this must be conjecture for two reasons, firstly at the time of the emergence of No. 35030 on the perhaps none too auspicious 1 April 1949, plans for the first BR Standard engines were already well advanced, whilst in addition the final batch of Light Pacifics had yet to emerge. Years later, and somewhat prophetically, this same engine albeit in rebuilt form would take the last steam hauled Bournemouth line service into Waterloo. There though nostalgia must end for the present at least. The view shows the engine on what is probably a late running or summer ‘Night Ferry’, as it was a train otherwise very difficult to record in daylight. Despite being the last of the class it was not as might have been expected to be the one which achieved the lowest mileage, that melancholy distinction falling to No. 35029.

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35029

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Rebuilt - the ultimate design?

This page: No. 35001 Channel Packet at Woking with a Down WofE working. Rumour has it that Nos. 35001/2 were initially thought of as unsuitable to rebuild but where this originated and what it was based upon has never been found. Certainly the first two were not the last engines to be modified as seen. The selection of an engine for rebuilding seemingly based as much on when it was due for a works visit as well as actual works capacity.

Opposite top: Between workings in the confined Branksome shed which served engines off the S&D as well as main line engines off trains at Bournemouth West.

Opposite bottom: ‘We made it!’, or perhaps something more prophetic from the fireman as the engine arrives at Waterloo. Despite its place in history, No 35001 was one of seven of the class to be laid aside in the first year withdrawals started, 1964. It had run a recorded 1,095,884 miles, just 288,566 of that in rebuilt form.

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35001

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Above: No. 35002 climbing the 1 in 412 Up gradient necessary to gain height on the Up Bournemouth line approaching Worting flyover. (It was a far steeper 1 in 106 Down on the other side!) The concrete p/way huts are of course pure Exmouth Junction whilst the hipped building in the background is the base of the original signal box in use at the time when this was a flat junction. No. 35002 was one of the first two of the class taken out of service (along with No. 35015) in February 1964 and had run a recorded 1,101,914 miles.

Opposite: No. 35003 at Bournemouth Central shed in final condition and minus at least one nameplate.

Most of those that survived to the end, as did No. 35003, were nameless in the final year or so, the plates removed by BR to prevent pilfering. The engine was one of the final seven in service until the end of steam on 9 July 1967 on which date all were withdrawn ‘en-bloc’. No. 35003 had run a recorded 1,131, 793 miles.

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35003

Opposite: Lineside view of No.35003 Royal Mail and on this occasion with plates intact. General workaday grime prevails; cleaners were in short supply at most sheds although the external appearance of Salisbury based engines was probably the best - but then Salisbury did not see the class much after 1964 anyway.

On the bank is a grinding stone as would be used by the local p/way gang to sharpen their rip hooks when cutting back grass and vegetation. This was an essential role in the summer months and an aid to reducing the incidences of lineside fires. Even so Waterloo (and in the days of steam the other headquarters offices) would regularly receive claims for burnt crops, the Bulleid breed, especially in their original form, being known to throw fire especially when in a spin.

This page: Seen though the hopper of the coaling plant at Nine Elms, No 35003 is recorded for one final time close towards the end of steam working. Clearly the track in the immediate vicinity had seen little maintenance in recent times, indeed there was a pronounced dip at this point and what with deposits of oil and water from almost every engine, getting away after coaling could be a noisy affair. No 35003 had its final ‘repairs’ in the form of ‘Non-Classified’ attention as late as 5 January 1967 although details of what was dealt with are not given. Unlike its sisters that survived to the same time it also gained the perhaps unfortunate nickname of ’Royal Snail’, so called as its performance seemed not to excite observers in those final months. On 9 July 1967 this was also the oldest member of the class still working.

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35004

A personal favourite to the present writer (along with No. 35012). Don’t ask why, it just is - perhaps because these are two of the ones I specially recall - but then I also recall most of the others as well!

As is known 35004 had an abrupt end to its life when it was damaged beyond economical repair in a bout of uncontrollable slipping near Hook in October 1965. Despite being regarded as a ‘good-un’ repairs were not authorised and she was literally dumped outside the front of Eastleigh shed and cut up on the spot soon after having been deemed unfit to travel. If there was a good thing to come out of it, it was the formation of the Merchant Navy Preservation Society who were spurred into action at the thought of a similar end befalling all 30 of the class. Indeed if it had not been for the MNPS and later purchasers all the rebuilds might have been lost.

In happier times (left) we have an almost head on view of the engine at what could well be Yeovil Town shed. Seemingly pitted tyres on the front axle of the pony truck and is that a bent boiler handrail on the left as well? Some attention from the cleaners would not go amiss.

Above: Easier to identify, this is Nine Elms (the concrete base supports of the original coaling stage give it away) and in reasonable external condition. That coal does not look good seeming to consist primarily of dust. On the road the results will probably be clinkering of the firebars, an awful lot of unburnt coal blasted out of the chimney as well as dust and grit flying around the footplate. And all for £15 a week wages for the crew, no wonder it was difficult to recruit staff at the time. At the time of its withdrawal No. 35004 had covered 1,129,417 miles in a life of exactly 24 years.

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Merchant Navy’s at work

No. 35005 about to pass through Clapham Junction with ‘that’ signal box in the background. (The one that collapsed due to corrosion on 25 October 1965.) Interesting also as seemingly no AWS battery box on the front framing but we know that it was certainly present by late 1965 but unfortunately no date for the image here. Out of the first 14 engines this was the only one not to achieve one million miles in service, the actual figure 976,806 perhaps accounted for by the amount of time spend tinkering about when it had the automatic stoker fitted. From 1959 on it was based at Bournemouth and then moved to Weymouth in 1964. As with No. 35004 it was withdrawn in 1965, one of seven laid aside that year. Considering electrification was still almost two years into the future it is small wonder the Southern Region were struggling for motive power and were left to resort to borrowed diesel traction.

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35006

Glorious Devon, No. 35006 seemingly taking the climb to Honiton Tunnel with ease and about to pass the small Honiton Incline signal box. Clearly a warm summer’s day, the carriage windows mainly open and the blinds also down on some windows. The tender shows signs of the fireman having ‘dug deep’ into the coal. Notice the vacuum tanks now have a cover over them, whereas on the original tenders the tanks were left exposed. The change was to facilitate climbing into the coal space from the rear should it be necessary when shovelling coal forward. The first two vehicles at least are of Bulleid design, S1455S even having gained a warning electrification flash on the end. There were no overhead wires on the Southern apart from a few freight yards on the South Eastern section where carriages would not be seen anyway.

We tend to think of the end of the Bulleid era as coming on 9 July 1967 but it should not be forgotten that some of his rolling stock was still operating as far afield as Scotland for a few years after - painted in maroon by this time. His electric locos 20001/2 were also still active whilst so were a few EMUs, the very last Bulleid vehicles in service likely to have been the former Waterloo and City stock in the 1990s. The engine had been rebuilt in October 1959, one of no less than 10 modified in that year, but was taken out of service less than five years later with a cumulative mileage of 1,134,319.

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Merchant Navy’s at work

Engines No. 35007 (above) and 35008, opposite, both survived until the end of steam. No. 35007 seen (above) making a spirited departure from Waterloo with steam leaks in a few places, perhaps they should not be. No sanding though, this was prohibited at Waterloo (and elsewhere?) in case a false indication of the track circuits resulted. Bournemouth line train - Bournemouth West or Weymouth destination we cannot be certain. Notice the fireman with the handkerchief tied around his head, several men preferring this to the more conventional cap. No. 35007 achieved the highest mileage of any of the class in public service reaching 1,318,765 but this does of course take into account the mileages later run by the preserved members of the class - No. 35028 most certainly the leader in that field. As with the engines that reached the end, nearly all were sold to Cashmore’s and would not survive to reach preservation.

Opposite top: Ground level view of No 35008 again at Nine Elms. Mechanical lubricators now moved to a more appropriate position on the running plate whilst necessary access to the clack valves is far easier.

Below the nameplate the two tubes are the sandboxes with the ‘dustbin lid’ type fillers attached, again with a running plate to stand upon, filling these was easier. The front sandbox filler is immediately behind the rear end of the smoke deflector.

Opposite bottom: On a west of England train at Basingstoke. Here was another excellent vantage point to observe both west of England and Bournemouth line trains as well as the inter-regionals in either direction. No. 35008 was one of the early rebuilds, eight being dealt with in the first full year, 1957. Shown carrying a 72A Exmouth Junction shed plate we may therefore date this as between May 1957 and March 1960 when she moved to Bournemouth. This time the sanders are in use for the departure; no restrictions here on their use. Whilst some drivers were perhaps a bit more adept than others at getting away from a standing start, the propensity of every engine with a trailing truck to ‘sit back’ upon starting thus creating more weight at the rear compared with the front meant that it was certainly not just the Bulleid type that were prone to slipping when starting.

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Merchant Navy’s at work

Final checks at Nine Elms and with a 70F shedplate we know this is post 1963 when No. 35008 was allocated to Bournemouth and this was the identification given to that depot. (Up to 1959 the same code had been used for Fratton whilst between 1959 and 1963 it was not used at all.) A pair of legs can also be seen, most likely the fireman checking all is in place in the smokebox. Alongside, No. 75077 is under repair whilst beyond is another rebuilt Bulleid but impossible to tell if a Merchant Navy or Light Pacific.

The copper pipes leading from the cylinder drain cocks were clamped together part way along their run and then passed through a hanger just visible behind the front foot step. Slight difference and just visible is the run of these pipes between the two Bulleid engines, not uncommon as the pipework on each engine might vary in length very slightly but also because it was items such as these that were prone to being easily damaged in the course of every day operation.

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35008

Arriving at Southampton Central with the Up ‘Royal Wessex’. This train had been introduced in 1951 with one Up and one Down working daily. At the time it was deliberately formed of the then latest BR Mk1 standard stock in crimson and cream but years later we have at least one Bulleid coach as the first of the trailing rake - nothing wrong with that of course. For the Summer of 1956 the ‘Royal Wessex’ was Bournemouth duty No.381 allocated to an ‘MN with large tender’. The engine for the duty started its turn by leaving Bournemouth and with its first crew for the day at 3.45am light engine. It travelled to Wimborne to attach to the coaches of the 4.31am service (3.25am ex Salisbury). Arrival at Weymouth was 5.42am where the engine retired to the depot for turning. Departure time at the head of the named train was 7.34am, calling at Dorchester South (reversal into the Up platform) , Wareham, where there was a connection from Swanage, Poole and arrival at Bournemouth Central at 8.35am where a portion from Bournemouth West was attached. Here the first crew would also be replaced. The train then called at Southampton Central, 9.13am - 9.15am, Winchester City 9.37am reaching Waterloo at 10.50am.

Above: No. 35009 in what may well be ex-works condition. A few blemishes around the area of the whistle, cylinder and ashpan but otherwise she looks as a rebuilt should - and when they were clean they looked very smart indeed. This was one of the early rebuilds, from March 1957,but was also an early casualty in July 1964 having covered a total of 1,134,319 miles. Seen from this angle the diameter of the smokebox can be seen to be slightly less than that of the boiler; explained as the boiler was lagged. By the late 1950s the engine record cards were also indicating the type of lagging being used, mostly fibreglass. Withdrawal now was dependent upon when the engine might next be due for shopping and consequently as that time arrived they were simply laid aside.

Opposite page: No. 35010 showing evidence of a ‘coming together’ on an unreported date but quite likely around 1963/4 - by which time the sight of a condemned original ‘Light Pacific’ on the Eastleigh scrap line - as may be seen in the background - was becoming increasingly common. (No identification as to the ‘Light Pacific’.) No. 35010 was repaired and returned to traffic; the damage may actually be more superficial than serious although we have no idea as to how it occurred. Unfortunately the next damage accrued was far more serious with the front end of the right hand cylinder blown apart. Again no cause but water being carried over would seem to be the most likely reason. Whatever, it spelt the end and the engine was condemned in September 1966 with the second highest mileage to its credit, 1,286,418 miles.

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35010

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Merchant Navy’s at work

This page: No. 35011 with what is almost certainly the Down ‘Belle’ unless by some slim chance it is a boat train special consisting mainly of Pullmans. Train headboard missing but assuming time was being kept, this would be around 1.45pm as the service is just passing the diminutive Stoneham Crossing signal box between Eastleigh and Swaything. Rebuilt in July 1959 it survived until February 1966 and was then taken into store at Eastleigh Works seemingly as a donor for others in the fleet. In this way it lost its centre crank axle - who the recipient was is not reported. It remained stored for a year until sold to Woodham Bros. at Barry and was moved there by rail, presumably plus or minus a centre axle? If the latter this is interesting as axle loadings would surely have been an issue. No. 35011 was one of the engines of the class rescued later but at the time of writing has yet to steam in preservation, the intention being to ‘reverse rebuilt’ and restore the engine to its original condition.

Opposite: No. 35012 seemingly again in ex-works condition but again in the lower view with water staining apparent from the whistle - sand box fillers and lids show up well of course. This engine was one which could have escaped the cutters as on 24 April 1964 it was chosen to haul A4 No. 60008 Dwight D. Eisenhower from Eastleigh to Southampton Docks where the A4 was to be presented to the American Railroad Museum at Green Bay, Wisconsin. Three days later a resplendent No. 35012 was at Waterloo to haul a special train carrying VIPs to Southampton for the formal presentation. In his acceptance speech prior to the shipping of No. 60008, the museum president made it clear that they would also welcome the opportunity to display No. 35012 on its eventual withdrawal from service. The great and the good from British Railways were present on the day including Dr Beeching, the latter perhaps not best known for his sentimentality. Whether it was pure economics, or forgetfulness that subsequently occurred, for nothing further is heard of saving No. 35012 for posterity and she succumbed to withdrawal in April 1967 by which time she was in truly terrible mechanical condition with a leaking boiler barrel joint and steam leaking past the regulator when the latter was closed. Indeed so poor was the engine that in her final days she was only trusted to work local and light loads. She had run 1,134,836 miles.

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35012

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Merchant Navy’s at work Left: Watched by a youthful observer, No. 35013 enters platform 1 at Southampton Central, westbound. As a small boy having a passion for railways but knowing little about them, I recall reading the nameplate Blue Funnel and instinctively looking up to see if it were true. I seem also to recall being as unsure as before as the actual chimney was more dirty than painted so I never did know the answer!

Bottom: West of England duty 523 awaiting departure from Waterloo; Bulleid stock behind, (set 84 was a four vehicle combination; three 2nd class and one composite). The engine seems almost ready to start and whilst there were no prohibition notices over the emission of smoke and steam there was still a requirement that such issues be kept to a minimum; a locomotive inspector being stationed at Waterloo to deal with locomotive issues and excessive miscreants. To be fair this was rarely an issue for up trains, which would be most of those standing under the roof, as the firemen of these would have deliberately been running the fire and water levels down towards the end of the run.

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Oiling round in the afternoon sun at Salisbury prior to setting off westbound. Seen from this angle it becomes possible to see how from a distance the rebuilds might well be confused with a ‘Britannia’, the high running plate and position of the smoke deflectors the two items in common. Front tyres also look a bit better than those on No. 35004 seen earlier. No. 35013 had eleven years in service in original condition and a further eleven in this form. Drivers were mixed in their reactions to the change. Some saying the rebuilds had to be ‘punched’ to archive the same results, others preferring the fact the reversing gear could be set - and it stayed put! Peter Smith, the former Somerset & Dorset footplateman who transferred to Bournemouth Central upon closure of the S&D, was fulsome in his praise of the engines in rebuilt form, commenting that whilst the Merchant Navy class rebuilds may have looked almost identical to the rebuilt Light Pacifics, there any similarity stopped (the MNs were two feet longer than their smaller sisters), as they were masters of their task on the heaviest trains. No. 35013 lasted until the very end and covered 1,114,836 miles.

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Merchant Navy’s at work

Above: The products of Messrs Bulleid/ Jarvis (35014) on the left and Mr Maunsell on the right (31405).

Approximately 30 years separate the two. Duty 385 was a Merchant Navy turn from Bournemouth; the 7.7am from Bournemouth West to Waterloo involving the engine in two round trips to Waterloo. What the ‘SPL 16’ on the head code disc refers to is not explained. Neither engine displays a plate with the home shed code. No 35014 did not quite make the end of steam as it was withdrawn in March 1967 with a total of 1,062,394 miles run. (No. 31405 went earlier in May 1966.)

Opposite top: South Eastern boat train duty for No. 35015 near Folkestone with the Harbour branch bankers on the right. Boat trains were readily identified by the luggage vans in the formation.

Opposite bottom: ‘Golden Arrow’ duty this time for No. 35015 awaiting its train at Dover. Despite its pristine appearance it was one of the first casualties, laid aside in February 1964, and the first of the second built batch to stop working. It had run 813,950 miles.

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35015

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Merchant Navy’s at work

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35017

Opposite page: Elders Fyffes at Bournemouth shed (top) and below on an Exeter train at Axminster. Diesel incursion at Bournemouth but of a type hardly likely to bother No. 35016 and showing distinct signs of paint having been burnt from the smokebox at Axminster. This engine was a 1965 casualty with 900,637 miles to its credit.

Above: No. 35017 on a down train at Winchester City; resited safety valves but still excess steam to spare.

Winchester was one of the stations whose platforms would be extended (at the south end) to cater for the 12 coach electric service. Mechanical signalling would also disappear by that time whilst the accoutrements of the steam age, the water column, and its associated tank (the latter at the top of the right hand embankment just behind the photographer) are forgotten by most. A public footpath ran along the top of the embankment and it is recalled that when walking past the actual water tank the latter had a habit of making the most fearful gurgling noises as it refilled. No. 35017 ran until the end accruing 1,017,754 miles.

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35018 Left: Amongst the 1960s paraphernalia of Waterloo, a distinctly shabby engine.

Top: No. 35018 at Waterloo, the first rebuilt and specially inspected by the hierarchy at Waterloo in early 1956, handrails on the smoke deflectors missing for the present. After initial teething troubles were resolved and performance analysed, authority was given to proceed with the whole class, six further engines being rebuilt in 1956.

Bottom: On the turntable at Nine Elms. No. 35018 differed slightly from all the other rebuilds so far as some of the visible pipe runs were concerned on the left side of the boiler. It ran in service until August 1964 with 956,544 miles to its credit.

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Merchant Navy’s at work

Top: No. 35019 passing Lymington Junction; point of divergence for the branch of that name and on the opposite side of the line the ‘old road’ (the original Southampton and Dorchester railway) via Ringwood and Wimborne. Rebuilt in 1959 but surprisingly a speedometer was not fitted until two years later in 1961.

When given the chance the engines could certainly run, so an excuse then - pre 1961 at least - if the 85mph limit was exceeded on occasions.

One monthly periodical of years past in describing the performance of the rebuilts showed a speed of 98mph credited passing Winchester Junction on the gently sloping 1 in 250 gradient, and a dead stop at Winchester City two miles later. No. 35019 was in service until September 1965 with a recorded 981,479 miles to that time.

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Left: At rest at Bournemouth, coaled and ready for service.

The engine was at only two sheds throughout its life, Nine Elms from new and then Weymouth from September 1964.

35020

No. 35020 during the pause at Southampton Central with the fireman (unless as per Salisbury there was a man on hand to assist) bringing coal forward. Rebuilt in April 1956 and given what would turn out to be a final general repair in the spring of 1961, it was probably due for another works visit when the ban on major repairs was announced. Hence withdrawn in February 1965 with 981,479 miles to its credit.

Following withdrawal it was not unknown for an individual engine to be worked light, or towed ‘dead’ to a congregation point. Whilst steam was still operational this might well be Eastleigh or Nine Elms although as the electrification date moved ever closer the decision was made to concentrate withdrawn steam engines at Salisbury and Weymouth pending sale and where there was siding space. No. 35020, a Weymouth engine at the end however it made its way to Eastleigh where it was scrapped at the works; the location of its building and the only engine of the class to be dismantled here as well. As such it could well have yielded parts for the others remaining in service.

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Merchant Navy’s at work

This page: Down Bournemouth line train possibly restarting from a signal check at Barton Mill just east of Basingstoke. (Carriage sidings of the same name in the background.) No.35021 was the first of the final ten members of the class and as such considering their shorter working lives generally accrued a lower mileage. Indeed speaking of the three batches, from the first ten builds only No. 35005 failed to exceed one million miles. From the second batch six out of ten reached that figure, the exceptions Nos. 35015, 35016, 35018 and 35019. For the final ten none made it. No. 35021 managing 859,661 miles before ceasing to work in August 1965.

Opposite top: No. 35022 on an inter-regional working via Oxford soon to depart Bournemouth Central.

These services ran via the Reading West curve with the SR engine working through as far as Oxford. The headcode is also the BR Standard code for an express passenger working rather than a Southern Region route code.

Opposite bottom: Lined up at Eastleigh shed, no date but the presence of an MN usually meant awaiting for or after works attention. (Eastleigh Works had limited storage sidings and consequently engines for works would congregate at the adjacent depot and then be hauled across dead as required, usually in small groups.) From the engine record card (see The Book of the Merchant Navy Pacifics), the engine had classified repairs or works visits - the latter presumably all at Eastleigh - in its post rebuilt state, in 1957, 1958 (twice), 1959 (twice), 1960 (twice), 1961, 1962, 1964 and finally twice again in 1966. No AWS battery box so likely to be 1961 or before. Ahead is another Bulleid engine, impossible to say the type, where the tender has not yet been cut down and which makes for an interesting comparison with that of No. 35022.

Withdrawal came in May 1966 after running 903,562 miles.

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Notwithstanding having been seen as the frontispiece for this work minus coupling rods, usually a sure sign of impending or recent condemnation, No 35023 lived to steam another day and was active until the end of steam. From the exhaust she is just making her way out of Waterloo and whilst certainly impressive, the steam leaks were not what would have been tolerated only a few short years before. On what appears to be otherwise a quiet and steam free period at the station the sight of No 35023 leaving is attracting a small audience. This machine lasted until the end and also achieved the highest mileage for any of the final ten, 941,326.

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35024

A spirited run through Brookwood heading west, destination Bournemouth/ Weymouth. Third rail electrification on the slow lines only as far as Pirbright Junction; the main lines would not be electrified until 1966. (That was the year the power was switched on and not meant as the year steam ended.)

No.35024 had been rebuilt in 1959 and remained in service until January 1965. It was also another member where no speedometer was initially provided even at rebuilding, this fitment eventually appearing in 1961 with the instruments fitted to the class calibrated up to 100mph. No apparent AWS battery so this may then date the view as between April and October 1959 in which case there is an awful lot of grime acquired in a maximum of six months. In the background the station name proclaims ‘for Bisley Camp’ even if the branch to Bisley had closed back in 1952. From the number 31 on the disc, this may be the 5.30pm Down working, part of a diagram that saw the engine away until 4.31am the following morning. No. 35024 ran 839.415 miles.

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Merchant Navy’s at work

This page: No. 35025 seen inside Swindon Works under investigation for ‘a knock’. Why Swindon is not explained although the simplest explanation was the Hampshire works simply did not have capacity. Whatever the cause/ outcome (seemingly to do with the middle cylinder) all was well later as it ran until September 1964 achieving 884,081 miles. Withdrawn due to a tyre shifting on one of the driving wheels.

Opposite: No. 35026 at Eastleigh and then at York. In the latter case having worked a special and seen here in the roundhouse amongst illustrious company; the ‘A4’ that is!

Retired in March 1967 having covered 858,784 miles.

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35026

Merchant Navy’s at work

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Opposite page: No. 35026 under a coaling tower. This is not Nine Elms or Exmouth Junction, indeed the painted board reads ‘Notice to Enginemen. Pacific and V2 class engines only to take coal at the middle hopper’, so might well have been the time No. 35026 travelled ‘off piste’ to York or similar? (Two tours took No. 35026 on to the Eastern Region. The first was on 24 –26 June 1966 with 35026 working on the final day between Doncaster and Dudley. Then on 22 October 1966 in company with No. 4472 Flying Scotsman a special was run from King’s Cross to Newcastle via the ECML. No. 35026 in charge in both directions between York and Newcastle, certainly the furthest north a rebuilt member of the class ever ventured. In the lower view the engine is seen on the Weymouth turntable, the headcode indicating a Weymouth to Bournemouth service.

Above: No. 35027 reversing out of Waterloo with a decidedly lopsided starting signal on the opposite platform. This was another 1966 casualty from the class and as occurred with some engines, the smokebox plate is missing: broken - ‘acquired’? The replacement a simple chalked identification.

Basically the engine looks run down with steam leaking again, a sign of gland packing was somewhat overdue. 872,290 miles.

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35028

Above: A week before the official end of steam, the Southern Region advertised two steam hauled trains to mark the event. Nos. 35008 and 35028 were the selected motive power but in the event it was a very subdued special working as tickets singularly failed to sell. Partly this was because of the premium prices being asked whilst if the enthusiasts were prepared to take a chance some ordinary services were still being steam hauled at a fraction of the price. Even so the two engines were prepared to perfection, nameplates also restored for the occasion. Here the pair are seen being prepared at Nine Elms. Come the end No 35028 would move to a new home on the Longmoor Military Railway via the connection at Liss, No. 35008 ending up being scrapped.

Opposite: Location unconfirmed (two adamant individuals have offered differing opinions so perhaps best to be non-committal). The carriage destination board adds to the confusion. Almost in end of public life condition the engine is fitted with TIA water treatment, the dosing tank for which was on the top of the tender close to the vacuum cylinders but not visible in this view. No. 35028 as we know passed to preservation but it was a close run thing as in February 1967 the engine was out of service at Nine Elms with a cracked pony truck. Whether because the Merchant Navy Preservation Society had expressed an interest in this engine or more for the want of a welder an engine could be returned to service, Eastleigh sent a specialist and 35028 returned to work as shown. In BR service she covered a reported 794,343 miles up to July 1967 but for those engines that saw out the end of steam the months leading up to the end were not always recorded as accurately as before so some 1967 totals should be regarded as more of an approximation. Why record mileage, well simply because like a motor car, inspections and servicing were undertaken on a mileage basis and with no equivalent odometer fitted to a steam engine mileage was calculated by clerks at each depot based on the miles the engines would run on its allocated daily duty dependent upon what routes were taken for each allocated turn. (‘Duty 247 for example = 431 miles. The latter an example and not to be taken as a genuine.) Records were also kept on a ’time’ basis as some features such as boiler washouts were based upon time in service rather than miles run.

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Merchant Navy’s at work

Above: The penultimate member of the class, No. 35029, and the one with two perhaps less than enviable distinctions. Firstly this was the engine that ran the least miles of all the class, 745,343, more than 100,000 less than No. 35030 and which was two months newer. To be fair though No. 35029 was retired a year earlier in September 1966 and stored at Weymouth until April 1967 when she was sold as scrap to Messrs Woodhams at Barry. Here she rusticated for some years until rescue came in a surprising form.

Purchased as part of the National Collection in January 1974, she was taken to the premises of the then Flying Scotsman enterprises and literally cut in two, being sectioned on the right hand side above the wheels as a static exhibit to show how a steam locomotive works. As such she can never steam again.

In the view seen, No. 35029 is on a West of England train at Basingstoke. Evidence of pending electrification and modernisation is all around; the conductor rails, concrete troughing and long welded rail waiting to be laid. Most through Waterloo - Exeter steam workings came to an end in 1964 with the takeover of the line west of Salisbury by the Western Region. On paper at least those members of the class at Exmouth Junction were now allocated to the WR, who certainly did not want them and promptly transferred them back to the Southern. With ‘Warship’ diesels now also taking over the services from Waterloo to Exeter a number of former MN turns were consequently no longer needed and this too contributed to some of the withdrawals previously referred to; the engines in best condition kept for the remaining Bournemouth line services. Trains from Waterloo that terminated at Salisbury were still the responsibility of the SR and were given over to Light Pacifics.

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Passing a ‘Hampshire’ DEMU on what is probably a Southampton Central and Portsmouth service, No. 35029 enters Salisbury station. With the lighting as it is this is probably an afternoon / early evening train, the crew (assuming they were working beyond Salisbury) having the glare of the sun with them all the way to Exeter - dependent upon the weather and the time of arrival at destination of course!

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35030

Final member of the class No. 35030. Left at Eastleigh (with smokebox plate), and above, at the end with its final Down train from Waterloo and just a chalked number; No. 35030 also took the last steam hauled service into Waterloo on the afternoon of Sunday 9 July 1967. Finally beow at Nine Elms, rods removed (either in the tender, tied to the framing and the odd one sticking out of the firebox poking into the cab), coal and water emptied and ready to be towed away probably to Salisbury for store and then sale. Slightly over 18 years service, split almost exactly 50/50 between original and rebuilt condition and yet given regular maintenance as had been the case originally, still good for a few years yet. She would never steam again.

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Works views Left: Laid bare at Eastleigh and identified by the chalking ‘35010’ on the end of the right hand cylinder. It has been reported that the complete ‘airsmoothed’ casing could be removed ‘en-bloc’ and this was often done with this part left outside the rear of works; unfortunately no confirmatory images.

Below: No. 35004, limpet board casing and on the rollers for valve setting.

Opposite top: The same engine likely a decade perhaps later, wheels removed and 80+ tons standing on those jacks.

Opposite bottom: Unknown example, undressed.

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Works views

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Bibliography Two books come to mind the moment the ‘Merchant Navy’ class is mentioned. The first, Locomotives of the Southern Railway Part 2, by D L Bradley and published by the RCTS in 1976, and the second, The Book of the Merchant Navy Pacifics by Richard Derry and Ian Sixsmith, published by Irwell Press in 2001 and then enlarged and reprinted in 2011.

Any writer would be extremely foolish to attempt anything like the preceding pages without due regard to both. Indeed I would go so far as saying both books should be on the shelves of anyone with the remotest interest in the class. (Other publications from other very well informed and intended individuals have also been published.)

But as mentioned at the outset, this work does not set out to surpass either of the volumes mentioned above. Instead the intention is simply to display some new and/ or favourite images of the present writer and once more journey back (with rose-tinted specs of course) into nostalgia.

Salisbury, Waterloo bound - shortly.

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