SR Merchant Navy class

The Southern Railway was the most financially successful of the "Big Four", but this was largely based on investment in suburban and main line electrification. After the successful introduction of the SR Schools class in 1930, the railway had lagged behind the others in terms of modernising its ageing fleet of steam locomotives. Following the retirement of the general manager of the Southern Railway Sir Herbert Walker and Richard Maunsell the Chief Mechanical Engineer (CME) in 1937, their successors considered that the time had come to change this situation. In March 1938, the new general manager Gilbert Szlumper authorised Oliver Bulleid, Maunsell's replacement, to prepare designs for 20 express passenger locomotives. The deteriorating international situation prior to the Second World War was an additional factor in this decision. A second "Mikado" locomotive design was planned to have a Helmholtz pony truck – a system already successfully applied on the Continent. However, both proposals for eight-coupled locomotives were resisted by the Southern Railway's Chief Civil Engineer, so a new 4-6-2 Pacific design was settled upon instead. The new design was intended for express passenger and semi-fast work in Southern England, though it had to be equally adept at freight workings due to the nominal "mixed traffic" classification Bulleid applied to the class for them to be built during wartime. Classifying a design as "mixed traffic" neatly circumvented this restriction. ==Design==

Most of the detailed design for the Merchant Navy class was undertaken by the drawing office at Brighton works, but some work was also undertaken by Ashford and Eastleigh. This division of responsibility was possibly due to Bulleid's wish to restrict knowledge of the new class to a limited number of personnel. The design incorporated a number of novel features, compared to then-current steam locomotive practice in Great Britain. Cylinders, valve gear, wheels and brakes Three diameter cylinders drove the centre coupled axle. The inside cylinder was steeply inclined at 1:7.5, but the outside cylinders were all horizontal. It was originally intended to use a gear-driven valve gear, but space restrictions within the frames and wartime material shortages led Bulleid to design his novel chain-driven valve gear. It later gained a bad reputation, because it could cause highly irregular valve events, a problem compounded by the fast-moving Bulleid steam reverser. The entire system was located in a sealed oil bath, another unique design, providing constant lubrication to the moving parts. These were connected together by outside rodding for ease of access, and the whole system was operated from the footplate. Boiler and welded firebox The maximum boiler pressure was higher than any other British regular service locomotive (except the GWR County class) at 280 psi. so the first ten boilers were ordered on outside contract from the North British Locomotive Company. The flat sides were also an aid to cleaning the locomotive with mechanical carriage washers, representing an attempt to reduce labour costs. It followed the profile of the Belpaire firebox and extended to a curved profile forward of the smokebox front. The gauges had fluorescent dial markings lit by ultra-violet light. This enabled clearer night-time vision of the boiler steam pressure gauge and the brake pipe vacuum gauge, whilst eliminating dazzle, making it easier for the crew to see signals along the track. Close attention was also paid to the ergonomics of the driving cab, which was designed with the controls required for operation grouped according to the needs of both fireman and driver, thus promoting safe operation. As an aid to the fireman, a steam-operated treadle was provided that used steam pressure to open the firehole doors (where the coal is shovelled into the firebox). The footplate was entirely enclosed, improving crew working conditions in winter. ==Construction==

The Southern Railway placed an order for ten of the new locomotives to be built at Eastleigh Works, although the boilers had to be supplied from private industry and the tenders were built at Ashford. The Merchant Navy class spawned the design and construction of a lighter version of the same locomotive with consequently increased route availability. These were the West Country and Battle of Britain class Light Pacifics, the first of which entered service in 1945. Just prior to the nationalisation of the railways in 1948, the Southern Railway placed an order for ten more Merchant Navy locomotives, with larger tenders. A shortage of materials meant that delivery was delayed until September 1948, and completed in 1949; the batch never carried Southern Railway numbers. Eastleigh was responsible for the construction of the final batch, which were in the series 35021–35030. Construction was undertaken in-house by Eastleigh works, with the boilers and tenders constructed at Brighton, the frames at Ashford and the rest at Eastleigh. A delay in the construction of the new larger tenders for the new locomotives meant that some were fitted with the smaller examples intended for use with Light Pacifics that were under construction at the time. Two spare boilers for the class were also constructed at Brighton and Eastleigh during 1950/1. ==Numbering and naming the locomotives==

Bulleid adopted a new numbering scheme for all his locomotives based on Continental practice, following his experiences at the French branch of Westinghouse Electric before the First World War, and those of his tenure in the rail operating department during that conflict. The Southern Railway numbers followed an adaptation of the UIC classification system of using letters and numbers to designate the powered and unpowered axles, together with a running number. Thus the first 4-6-2 locomotive became 21C1 – where "2" and "1" refer to the number of unpowered leading and trailing axles respectively, and "C" refers to the number of driving axles, in this case three. The Southern Railway considered naming the locomotives after victories of the Second World War, to the extent that a mocked-up nameplate River Plate was produced. This idea resonated in 1941 because the shipping lines were heavily involved in the Atlantic convoys to and from Britain during the Second World War. A new design of nameplate was created, featuring a circular plate with a smaller circle in the centre. The inner circle carried the colours of the shipping company on a stylised flag, on an air force blue background. Around the outer circle was the name of the locomotive, picked out in gilt lettering. A horizontal rectangular plate was attached to either side of the circular nameplate, with "Merchant Navy Class" in gilt lettering. This acted as a class plate, as indicated on the nameplate photograph, above left. During their operational career, the class gained several nicknames; the most obvious, Bulleid Pacific, simply denoted the designer and wheel arrangement. The colloquial name Spam Can arose from their utilitarian appearance, enhanced by the flat, boxy air-smoothed casing, and the resemblance of this to the distinctive tin cans in which SPAM was sold. The nickname Packets was also adopted by locomotive drivers, as the first member of the class was named Channel Packet. ==Operational details==

As the class appeared during the War, there were no heavily laden Continental Boat Trains from Dover and Folkestone, for which they had been designed. They were, however, used on express trains on the South West Main Line to Southampton and to Exeter . The prestigious Bournemouth Belle Pullman train was reinstated in October 1946 and entrusted to the class for the next two decades. However, their heavy axle loading and length meant that they were banned from many areas of the Southern Railway, and, later, the British Railways Southern Region network. ==Subsequent development==

As mentioned, the main production batch of Southern-built locomotives differed from the two prototypes, Channel Packet and Union Castle. The steam-operated firehole door treadle was removed, and a new type of boiler cladding was utilised in response to the worsening supply situation during the Second World War. Modification was also made to the air-smoothed casing surrounding the smokebox after reports were made of drifting smoke obscuring the locomotive crew's vision ahead. Initially, the only form of smoke deflection was a narrow slot in front of the chimney, intended to enable air to lift the smoke when the locomotive was travelling. This proved inadequate because of the relatively soft exhaust blast that came from the multiple-jet blastpipe, which failed to be caught by the air flow. After several trials, the air flow was increased by extending the casing roof over the front of the smokebox to form a cowling whilst side smoke deflector plates were also incorporated into the front of the air-smoothed casing. The latter added to the poor visibility from the footplate and the expedients combined never fully solved the smoke drift problem. During the time they operated under the Southern Railway, further modifications were applied to the class, such as the reduction in boiler pressure to and the redesign of the footplate spectacle plates. These are the small windows on the front face of the cab, which were redesigned to a wedge-shaped profile, a feature to be seen on all Bulleid-designed locomotives post-nationalisation. The Southern-built batches also had variations in the material used for the air-smoothed casing with a change from sheet steel to an asbestos compound, forced upon the manufacturer by wartime expediency. This coincided with the removal of the tender 'raves' on all locomotives, as they quickly rotted, obstructed the packing of coal into the bunker and restricted the driver's view when reversing the locomotive. The resultant 'cut-down' tender included new, enclosed storage for fire-irons, revised step ladders and glass spectacle plates to protect the crew from flying coal dust when running tender-first. ==Performance of the unmodified locomotives==

The new locomotives demonstrated that they could generate enormous power using mediocre quality fuel, due largely to Bulleid's excellent boiler. They also ran very smoothly at high speed. However, the first few years of service by the Merchant Navy class were beset by a variety of technical problems, partly as a result of having so many novel features. Some of these were merely teething troubles, but others remained with the class throughout their working lives. These may be summarised as follows: • Adhesion problems. The locomotives were often prone to wheelslip, and required very careful driving when starting a heavy train from rest, but once into their stride they were noted for their free running, excellent steam production and being remarkably stable when hauling heavy expresses. The fires were also attributed to oil overflowing from axlebox lubricators onto the wheels when stationary to be flung upwards into the boiler lagging in service. In either case, the local fire brigade would invariably be called to put the fire out, with cold water coming into contact with the hot boiler, causing stress to the casing. Many photographs show an unmodified locomotive with a 'buckled' (warped) casing, the result of a lagging fire. This was largely attributed to the variability of valve events due to the chain-driven valve gear. • Restricted driver visibility due to the air-smoothed casing. The exhaust problem was never adequately resolved, and continued to beat down onto the air-smoothed casing when the engine was on the move, obscuring the driver's vision from the cab. As a result of these problems, in 1954 serious consideration was given to scrapping the class and replacing them with Britannia class locomotives. However, the locomotives had excellent boilers and several other good features and so the decision was taken to rebuild them, removing several of Bulleid's less successful ideas. ==Modification==

Partially because of the Crewkerne incident (when a crank axle of number 35020 Bibby Line disintegrated at speed because of metal fatigue), and due to the incessant modification of Bulleid's original design, British Railways took the decision to rebuild the entire class to a more conventional design by R. G. Jarvis, adopting many features from the BR 'Standard' locomotive classes that had been introduced since 1950. The air-smoothed casing was removed and replaced with conventional boiler cladding, and the chain-driven valve gear was replaced with three separate sets of Walschaerts valve gear. The rebuilds were provided with a completely revised cylindrical smokebox, a new Lord Nelson-type chimney and LMS-style smoke deflectors. The fast-moving and unpredictable Bulleid steam reverser was replaced with a screw-link version, whilst the mechanical lubricators were moved to the footplates along the boiler sides. Sanding was also added to the leading driving axle, whilst rearward application was incorporated to the middle driving axle. The first 'modified' locomotive to be released from Eastleigh was 35018 British India Line in 1956. The final example, 35028 Clan Line, was completed in 1960. The success of the modification programme for the Merchant Navy class was also to influence the design of the future modification of 60 'Light Pacifics'. ==Performance of the modified locomotives==

There is no doubt that rebuilding the class solved most of the maintenance problems, whilst retaining the good features, thereby creating excellent locomotives. One minor drawback was that the 'modifieds' put greater loads on the track as a result of hammerblow, caused by the balance weights for the outside Walschaerts valve gear, whereas the original valve gear design was largely self-balanced. On 26 June 1967, 35003 Royal Mail recorded the highest speed ever for the class. Hauling a train comprising three carriages and two parcels vans (164 tons tare, 180 tons gross) between and Waterloo, the mile between milepost 38 and milepost 37 (located between and ) was covered in 34 seconds, a speed of 105.88 mph. This was also the last authenticated speed in excess of 100 mph achieved by a steam locomotive in the United Kingdom, until the same mark was attained in 2017 by Tornado. ==Accidents and incidents==

• On 17 December 1942, No. 21C6 Peninsular & Oriental S. N. Co. sustained a broken chain near . The sump was fractured leading to an oil fire. • On 7 October 1943, No. 21C1 Channel Packet sustained a broken chain at . The sump was fractured leading to an oil fire. No-one was injured, but the incident resulted in the withdrawal of all Merchant Navy class locomotives from service whilst the cause was ascertained. An examination of other class members showed that the fracture, caused by metal fatigue, was a common fault. To cover the motive power shortage caused by the mass withdrawal of thirty locomotives, classes from other British Railways regions were drafted in to deputise. The incident resulted in a redesign and replacement of the crank axle. ==Withdrawal==

Their principal work was on the South West Main Line to Southampton and Bournemouth until 1967. However, the main reason why the class began to be withdrawn in 1964 was the transfer of the main line between Salisbury and Exeter to the Western Region and the introduction of "Warship" class diesel-hydraulic locomotives on these services. The rebuilt locomotives were therefore withdrawn relatively soon after their rebuilding, whilst still in excellent condition. The first two to be withdrawn were the second prototype 35002 Union Castle and 35015 Rotterdam Lloyd in February 1964. ==Preservation==

hauling the VSOE British Pullman in 2013, west of Bath Eleven of the class survived into preservation, thanks largely to the high workload of Woodham Brothers Scrapyard in Barry, Vale of Glamorgan, South Wales, which found it easier and more lucrative to scrap railway wagons, keeping the more technical steam locomotives for a downturn in workload. Five of the surviving Merchant Navies have run in preservation: 35005, 35006, 35018, 35027 and 35028. Three members of the class, 35005, 35018 and 35028, have operated on the mainline in preservation. Ten locomotives ended up at the Barry Scrapyard. One however, No. 35028 Clan Line, was purchased by the Merchant Navy Locomotive Preservation Society direct from British Railways service in 1967. Clan Line has since been regarded as the flagship of the class. as the class is too large and heavy for use on most of today's heritage railways. As the entire fleet was rebuilt from 1956 onwards, no examples exist in their original condition, although a team is attempting to reverse-engineer No. 35011 General Steam Navigation with its air-smoothed casing and chain-driven valve gear. Other relics of the class have survived in the guise of locomotive nameplates and smokebox number plates, which were taken from their locomotives towards the end of steam on the British Railways Southern Region in the 1960s. As a result, many exist in private collections and several have been seen at auctions, selling for several thousands of pounds. Preserved Merchant Navy class locomotives ==Livery==

Southern Railway Livery was Southern Railway malachite green with "sunshine yellow" horizontal lining and lettering. All class members that operated during the Second World War were eventually repainted in Southern Railway wartime black livery, with green-shaded "Sunshine" lettering. ==Operational assessment==

The class in both as-built and modified forms has been subject to a range of divergent opinions. The utilisation of welded steel construction and the various innovations that had not previously been seen in British locomotive design meant that the class earned Bulleid the title "Last Giant of Steam". The constant concern for ease of maintenance and utility had not previously been seen on locomotives of older design, whilst their highly efficient boilers represented the ultimate in British steam technology, the hallmark of a successful locomotive design. Despite this, the number of innovations introduced at the same time made the class unreliable and difficult to maintain during the first few years of service. Many of these difficulties were overcome during the rebuilding, leading to D.L. Bradley's statement that the modified locomotives were "the finest express locomotives to work in the country". Overall, the class was largely successful, with half of the locomotives completing more than 1 million miles in revenue-earning service. ==Models==

Makers of models of Merchant Navy locomotives include Hornby Railways, Graham Farish and Minitrix. The first OO gauge model of an as-built locomotive was produced by Graham Farish in 1950 followed by Hornby/Wrenn in 1962 and by the modified version. In 1959, Tri-ang Railways produced a TT gauge version of Clan Line. Hornby and Graham Farish currently produce the rebuilt version of the class in OO gauge and N gauge respectively. The Hornby model was introduced in the 2000 edition of the Hornby catalogue. As of December 2010, fifteen members of the class have been produced. In March 2015, Hornby announced the inclusion of a new as-built version of the class in OO gauge in their 2016 range; this model was subsequently postponed to the 2017 range. ==See also==