SR Merchant Navy class

Source: Wikipedia, the free encyclopedia.

SR Merchant Navy class
British Railways
ClassSR / BR: Merchant Navy
Power class
  • SR: A
  • BR: 8P
LocaleSouth West Main Line
DispositionAll modified (see below)

The SR Merchant Navy class (originally known as the 21C1 class, and later informally known as Bulleid Pacifics, Spam Cans – which name was also applied to the Light Pacifics – or Packets) is a class of air-smoothed 4-6-2 (Pacific) steam locomotives designed for the Southern Railway by Oliver Bulleid. The Pacific design was chosen in preference to several others proposed by Bulleid. The first members of the class were constructed during the Second World War, and the last of the 30 locomotives in 1949.

Incorporating a number of new developments in British steam locomotive technology, the design of the Merchant Navy class was among the first to use

Southampton Docks: a publicity masterstroke by the Southern Railway, which operated Southampton Docks during the period.[4]

Due to problems with some of the more novel features of Bulleid's design, all members of the class were modified by

British Railways during the late 1950s, losing their air-smoothed casings in the process. The Merchant Navy class operated until the end of Southern steam in July, 1967. A third of the class has survived and can be seen on heritage railways throughout Great Britain. They were known for reaching speeds of up to 105 mph (167 km/h); such speeds were recorded by examples including No. 35003 Royal Mail (since scrapped) and Nos. 35005 Canadian Pacific and 35028 Clan Line (both preserved).[5][6][7][8]

Background

The Southern Railway was the most financially successful of the "

Second World War was an additional factor in this decision.[10]

Bulleid's first suggestion was for an eight-coupled locomotive with a

"mixed traffic" classification Bulleid applied to the class for them to be built during wartime.[16] Administrative measures had been put in place by the wartime government, preventing the construction of express passenger locomotives, due to shortages of materials and a need for locomotives with freight-hauling capabilities.[16]
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.[17] The design incorporated a number of novel features, compared to then-current steam locomotive practice in Great Britain.

Cylinders, valve gear, wheels and brakes

Bulleid chain valve gear

Three 18 inches (46 cm) diameter cylinders drove the centre coupled axle. The inside cylinder was steeply inclined at 1:7.5 but the outside cylinders were horizontal.[18]

It was originally intended to use a gear-driven

steam reverser. The entire system was located in a sealed oil bath, another unique design, providing constant lubrication to the moving parts.[20]

The locomotives were equipped with the unusual 6 ft 2 in (1.88 m)

Bulleid Firth Brown (BFB) driving wheels which both lighter and stronger than the spoked equivalent.[21] These proved to be successful and were later used on other Bulleid classes. The leading bogie was based upon that of the SR Lord Nelson class, although it had a 6 ft 3 in (1.90 m) wheelbase as opposed to Maunsell's 7 ft 6 in (2.28 m) design, and featured 3 ft 1 in (0.94 m) BFB wheels.[22] A long coupled driving wheelbase was incorporated into the design, to keep the locomotives within the lineal loading of the Southern Railway's narrower bridges.[22] The supporting rear trailing truck was a one-piece steel casting that gave the smoothest of rides; the design was utilised in the future BR Standard Class 7.[3]

Bulleid Firth Brown
design, seen here on 35010 Blue Star. Note the balance weight on the lower right, a feature not present on the Merchant Navy locomotives as-built.

The spaces between driving wheels housed steam-powered clasp brakes, that gripped the wheels by way of a "scissor" action.[20] The two middle brake hangers held two brake blocks each, whilst the two outside hanger on the leading and rear driving wheels held one block each.[22] 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

psi.[3]

Bulleid decided on cheaper all-welded fireboxes for the boilers as opposed to more common riveted construction, and a steel inner firebox which was 1.5 long tons (1.5 t) lighter than a more usual copper example.

Beyer Peacock.[11]

However he soon discovered that the Southern Railway lacked the facilities to manufacture welded boilers of this size,[21] so the first ten boilers were ordered on outside contract from the North British Locomotive Company.[21]

Air-smoothed casing, smokebox and blastpipe

21C18 British India Line hauling the Bournemouth Belle in 1946

The boiler was enveloped by Bulleid's air-smoothed sheet-steel casing, which was not for the purposes of

Lemaître blastpipe arranged in a circle within a large-diameter chimney.[22]

Tender

Bulleid designed a new 5,000 imperial gallons (22,730 L; 6,000 US gal)

tender which could carry 5 tons (5.1 t) of coal on a six-wheel chassis.[22] It featured BFB wheels and streamlined panels, or "raves", that gave the top of the tender a similar cross-sectional outline to the carriages hauled by the locomotive.[20] The water tank was of welded sheet construction to save weight, and the tender was fitted with vacuum braking equipment of a clasp-type similar to that used on the locomotive.[22] Three train-brake vacuum reservoirs of cylindrical construction were grouped on the tank top, behind the coal space.[22] Unusually for a British locomotive, two extra water filler caps were incorporated into the tender front, for access from the footplate. The original tender design proved to be inadequately braced and subject to serious leakage if even slightly damaged, or when water surges caused the welded joints to split. The problem was not solved until 1944 when additional baffling was fitted.[25]

Other innovations

fireman, a steam-operated treadle was provided that used steam pressure to open the firehole doors (where the coal is shovelled into the firebox).[3]
The footplate was entirely enclosed, improving crew working conditions in winter.

Construction

For construction history of the class, see List of SR Merchant Navy class locomotives.

The Southern Railway placed an order for ten of the new locomotives to be built at

Civil Engineer, production of the remainder was halted until steps were taken to remedy this.[11] This was achieved by using thinner steel plates for the frame stretchers and covering the boiler cladding, and enlarging the existing lightening holes in the main frames.[11]
The remaining eight locomotives in the batch were delivered between September 1941 and July 1942.

A second batch of ten followed, beginning in December 1944 and culminating in June 1945. These were entirely constructed at Eastleigh

tenders.[27] 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

TIA ("Traitement Integral Armand") chemical feed-water equipment used on the Light Pacifics.[29] This precipitated scale-forming constituents in the "hard-water" of southern England into a non-adhesive mud that could be cleared from the locomotive using a manual "blow-down" valve.[29] 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.[29]
Two spare boilers for the class were also constructed at Brighton and Eastleigh during 1950/1.

Numbering and naming the locomotives

For details of names, see List of SR Merchant Navy class locomotives.
A Merchant Navy class enamelled metal nameplate mounted on the side of the locomotive boiler. The nameplate comprises a circle, containing a picture of the company flag of the shipping line, and two rectangles on either side containing the class name. In a larger circle bordering the central flag is the name of the shipping line.
Nameplate configuration of the Merchant Navy class (here 35005 Canadian Pacific)

Bulleid adopted a new numbering scheme for all his locomotives based on

British Railways in 1949 and the existing locomotives were renumbered under the British Railways standard system in the series 35001-35020; the final batch appeared in traffic as 35021-35030.[30]

The Southern Railway considered naming the locomotives after victories of the

Southampton Docks in peacetime.[32] 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.[31]

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.[31]
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.[20] The nickname Packets was also adopted by locomotive drivers, as the first member of the class was named Channel Packet.[20]

Operational details

As the class appeared during the War, there were no heavily laden Continental Boat Trains from

Dover and from October the class were used on the resumed Continental expresses.[25] 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.[10]

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.[33] 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.[34] 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.[35]

35017 Belgian Marine during the 1948 Locomotive Exchange Trials

During the time they operated under the Southern Railway, further modifications were applied to the class, such as the reduction in boiler pressure to 250 psi (1.72 MPa) and the redesign of the footplate spectacle plates.[36] 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.[3] They had been introduced in Britain in 1934 with the Gresley-designed Cock o' the North.[3] Originally, the spectacle plates of the Bulleid Pacifics were at the conventional right-angle to the direction of the locomotive, and offered limited vision ahead along the air-smoothed casing.[37] 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.[33] This resulted in several class members having a horizontal strengthening rib running down the length of the casing.[33] The final Southern Railway-initiated experiment involved equipping 21C5 Canadian Pacific with a Berkeley mechanical stoker imported from Canada.[3] Little improvement in performance was seen when trialled under British Railways auspices in 1948 and the locomotive was re-converted to hand-firing.[38]

As mentioned, the British Railways batch had detail differences to previous versions. The most significant modification was the reduction of weight using lighter materials unavailable during wartime. From 1952 the air-smoothed casing ahead of the cylinders was removed to ease maintenance and lubrication.[39] 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.[40] 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.[41]

Performance of the unmodified locomotives

35012 United States Lines hauling the Bournemouth Belle in 1950

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.[42] Partly as a result of having so many novel features, the first few years of service by the Merchant Navy class were beset by a variety of technical problems. 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.[3]
  • Maintenance problems. The chain driven valve gear proved to be expensive to maintain and subject to rapid wear. Leaks from the oil bath onto the wheels caused oil to splash onto the boiler lagging in service.
    axlebox lubricators onto the wheels when stationary to be flung upwards into the boiler lagging in service.[44] 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.[20]
  • High fuel consumption. This became very apparent in the 1948 Locomotive Exchange Trials and at trials at the Rugby locomotive testing plant in 1952.[45] 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.[46]

As a result of these problems, in 1954 serious consideration was given to scrapping the class and replacing them with Britannia class locomotives.[47] 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

BR Modified Merchant Navy class
British Railways
ClassMerchant Navy
Power class8P
LocaleSouth West Main Line
Withdrawn1964–1967
Disposition11 preserved, remainder scrapped

Partially because of the Crewkerne incident, 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

cladding, and the chain-driven valve gear was replaced with three separate sets of Walschaerts valve gear.[49] The rebuilds were provided with a completely revised cylindrical smokebox, a new Lord Nelson-type chimney and LMS-style smoke deflectors.[50] Together with the lack of air-smoothed casing, these helped reduce the problem of smoke and steam obscuring the driver's vision of the line.[50]

The fast-moving and unpredictable Bulleid

mechanical lubricators were moved to the footplates along the boiler sides.[51] Sanding was also added to the leading driving axle, whilst rearward application was incorporated to the middle driving axle.[52] 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'.[53]

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

Waterloo, the mile between milepost 38 and milepost 37 (located between Winchfield and Fleet) 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,[5] 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 Honiton. The sump was fractured leading to an oil fire.[54]
  • On 7 October 1943, No. 21C1 Channel Packet sustained a broken chain at Salisbury. The sump was fractured leading to an oil fire.[54]
  • On 29 January 1945, No. 21C12 United States Lines sustained a broken chain.[54]
  • On 24 April 1953, the
    crank axle on the central driving wheel of No. 35020 "Bibby Line" fractured whilst approaching Crewkerne station at speed.[55] No-one was injured, but the incident resulted in the withdrawal of all Merchant Navy class locomotives from service whilst the cause was ascertained.[56] An examination of other class members showed that the fracture, caused by metal fatigue, was a common fault.[57] 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.[58] The incident resulted in a redesign and replacement of the crank axle.[56]

Withdrawal

Their principal work was on the

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.[3] Nearly half of the class had been withdrawn by the end of 1965, but seven survived until the end of steam on the Southern Region in the summer of 1967.[59][60]

Table of withdrawals
Year Quantity in
service at
start of year		 Number withdrawn Quantity
withdrawn		 Locomotive numbers
1964 30 7 7 35001–02/06/09/15/18/25
1965 23 7 14 35004–05/16/19–21/24
1966 16 6 20 35010–11/17/22/27/29
1967 10 10 30 35003/07–08/12–14/23/26/28/30

Preservation

VSOE British Pullman in 2013, west of Bath

Eleven of the class survived into preservation, thanks largely to the high workload of

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 Navys 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 Barry Scrapyard. One however, 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.[20] Five examples have returned to steam, but it is unlikely that many of the remainder will do so,[61] as the class is too large and heavy for use on most of today's heritage railways.

35006 Peninsular & Oriental S. N. Co. at the Toddington railway station on the GWSR in May 2023.

As the entire fleet was rebuilt from 1956 onwards, no examples exist in their original condition, although a team is attempting to reverse-engineer 35011 General Steam Navigation with its air-smoothed casing and chain-driven valve gear.[62] 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.[63]

Preserved Merchant Navy class locomotives

For details of all Merchant Navy locos, see List of SR Merchant Navy class locomotives.
Number Name Built Rebuilt Withdrawn Service life Location Livery Status Main line certified Image Notes
35005 Canadian Pacific Dec 1941 May 1959 Oct 1965 23 Years, 10 months Eastleigh Works BR Lined Green, Late Crest (on completion) Under overhaul No Owned by Mid Hants Railway Preservation Society
35006
Peninsular & Oriental S.N. Co.
 Dec 1941 Oct 1959 Aug 1964 22 Years, 8 months Gloucestershire Warwickshire Railway BR Lined Green, Late Crest Operational, boiler ticket expires 2025 No
35009 Shaw Savill Jul 1942 Mar 1957 Sept 1964 22 Years, 2 months East Lancashire Railway N/A Undergoing restoration from scrapyard condition No, to be certified Owned by Ian Riley of Riley & Son, Bury
35010 Blue Star Aug 1942 Jan 1957 Sept 1966 24 Years, 1 month Colne Valley Railway N/A Stored, awaiting restoration No
35011 General Steam Navigation Dec 1944 Jul 1959 Feb 1966 21 Years, 2 months Swindon and Cricklade Railway[64] N/A Undergoing restoration to as-built condition with air-smoothed casing No, to be certified
35018
British India Line
 May 1945 Feb 1956 Aug 1964 19 Years, 3 months Carnforth MPD BR Lined Green, Late Crest Operational, boiler ticket expires: 2027 Yes (2017 – ongoing) First of the class to be rebuilt
35022 Holland America Line Oct 1948 Jun 1956 May 1966 17 Years, 7 months Crewe Diesel TMD N/A Stored, awaiting restoration from scrapyard condition No, to be certified
35025 Brocklebank Line Nov 1948 Dec 1956 Sept 1964 15 Years, 10 months Private Site, Sellindge, Kent N/A Undergoing restoration from scrapyard condition[65] No
35027 Port Line Dec 1948 May 1957 Sept 1966 17 Years, 9 months Crewe Diesel TMD N/A Stored, awaiting overhaul No, to be certified Last ran in 2003
35028 Clan Line Dec 1948 Oct 1959 Jul 1967 18 Years, 7 months Stewarts Lane TMD BR Lined Green, Late Crest Undergoing Repairs, boiler ticket expires: 2034[66] Yes (2017 - ongoing) Undergoing firebox repairs and retube.[67]
35029 Ellerman Lines Feb 1949 Sept 1959 Jul 1966 17 Years, 7 months National Railway Museum BR Lined Green, Late Crest Static display No Sectioned on fireman's side to show internal workings

Livery

Southern Railway

Livery was Southern Railway

Second World War were eventually repainted in Southern Railway wartime black livery, with green-shaded "Sunshine" lettering.[3]
However, this was reverted to malachite green livery upon the ending of hostilities.

21C1 Channel Packet originally had an inverted horseshoe on the smokebox door, indicating its Southern origin, but crews believed this to be unlucky.[3] A resultant re-design meant that this became a roundel, the gap being filled by the year of construction, so it acted as a builder's plate.[3] The background was painted red. Early members of the class had cast-iron numberplates and gilt 'Southern' plates on the tender, but these were subsequently replaced by transfers.[3]

British Railways

After

Brunswick green livery with orange and black lining and the British Railways crest on the tender tank sides. This livery was perpetuated after rebuilding.[69]

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".[70] 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.[38] 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".[71] Overall, the class was largely successful, with half of the locomotives completing more than 1 million miles in revenue-earning service.[72]

Models

Makers of models of Merchant Navy locomotives include Hornby Railways, Graham Farish and Minitrix.[73] 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.[74]

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.[75] As of December 2010, fifteen members of the class have been produced.[75]

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

References

Notes

  1. ^ a b Harvey (2004)
  2. ^ Arlett (1989), pp. 29–30
  3. ^ a b c d e f g h i j k l m n o p q r s t u Bulleids in Retrospect
  4. ^ Burridge (1975), p. 60
  5. ^
    OCLC 63292071
    .
  6. ^ "35005 Canadian Pacific (SR 21C5, BR s21C5 & 35005)". Preserved British Steam Locomotives. WordPress.com. 23 June 2017. Archived from the original on 20 October 2020. Retrieved 14 October 2020.
  7. ISBN 9781465436580. Archived
    from the original on 19 October 2021. Retrieved 14 October 2020.
  8. doi:10.15180/181010. Archived
    from the original on 26 October 2020. Retrieved 14 October 2020.
  9. ^ Whitehouse & Thomas, p. 49
  10. ^ a b c d Whitehouse & Thomas, p. 59
  11. ^ a b c d e f g h i Bradley (1976), p. 3-52.
  12. ^ Marsden, Richard. "Oliver Bulleid". LNER Encyclopedia. Winwaed Software Technology LLC. Archived from the original on 10 March 2017. Retrieved 4 November 2020.
  13. ^ Bulleid (1977), pp. 52–53
  14. ^ Speare, Rob; Smith, David. "The Background To Bulleid's Revolutionary 'Merchant Navy' Class". Bulleid Locos. Archived from the original on 21 October 2020. Retrieved 4 November 2020.
  15. ^ Harvey (2004), pp. 6–9
  16. ^ a b Creer & Morrison (2001), p. 7
  17. ^ Bradley (1976) p.4
  18. ^ a b Locomotive Publishing Co. (1945), p.49.
  19. ^ Chain-driven valve gear diagram, retrieved 13 April 2007 Archived 30 December 2006 at the Wayback Machine
  20. ^ a b c d e f g h i Herring (2000), pp. 148–149, 156–157
  21. ^ a b c d Bradley (1976), p. 8
  22. ^ a b c d e f g h i Bradley (1976), p. 9
  23. ^ Bradley (1976), p. 10
  24. ^ Creer & Morrison (2001), p. 21
  25. ^ a b Bradley (1976), p.19
  26. ^ Day-Lewis (1964), pp. 149–150
  27. ^ Harvey (2004), p. 33
  28. ^ a b Harvey (2004), pp. 46–50
  29. ^ a b c Bradley (1976), p. 22
  30. ^ Ian Allan Abc 1958–59 "MN"
  31. ^ a b c Burridge (1975), p. 61
  32. ^ Southern E-Group (2004) Bulleid MN "Merchant Navy" Class 4-6-2 Archived 21 November 2008 at the Wayback Machine, Retrieved April. 16, 2007. For details of the naming process.
  33. ^ a b c Harvey (2004), p. 21
  34. ^ Harvey (2004), p. 25
  35. ^ Harvey (2004), p. 40
  36. ^ Whitehouse & Thomas, p. 61
  37. ^ Creer & Morrison (2001), pp. 40–41
  38. ^ a b Whitehouse & Thomas, p. 47
  39. ^ Harvey (2004), p. 50
  40. ^ Southern E-Group (2008) Removal of raves Archived 6 February 2009 at the Wayback Machine, retrieved 14 September 2009
  41. ^ Southern E-Group (2008) Tender modifications Archived 6 February 2009 at the Wayback Machine, retrieved 14 September 2009
  42. ^ Bradley (1976), pp. 11–14
  43. ^ Southern E-Group (2004) Bulleid MN "Merchant Navy" Class 4-6-2: Notes from a Bulleid Fundamentalist Archived 21 November 2008 at the Wayback Machine, Retrieved 16 April 2007. For details on the lagging fires which were common on both Merchant Navys and Light Pacifics.
  44. ^ Southern E-Group (2004) Bulleid MN "Merchant Navy" Class 4-6-2: Notes from a Bulleid Fundamentalist Archived 21 November 2008 at the Wayback Machine, Retrieved 25 August 2010. For the cause of the lagging fires which were common on both Merchant Navys and Light Pacifics.
  45. ^ Bradley (1976), pp. 31–35
  46. ^ Creer & Morrison (2001), p. 13
  47. ^ Bradley (1976), p. 38
  48. ^ Southern E-Group (2004) Modified Bulleid MN 'Merchant Navy' Class 4-6-2 Archived 7 June 2008 at the Wayback Machine, Retrieved 16 April 2007. For more pictures of the rebuilt locomotives.
  49. ^ Creer & Morrison (2001), p. 94
  50. ^ a b Creer & Morrison (2001), pp. 74–75
  51. ^ Bradley (1976), p.41
  52. ^ Bradley (1976), p.42
  53. ^ Creer & Morrison (2001), p. 96
  54. ^
    ISBN 978-0-9554110-2-1
    .
  55. ^ Leigh (1993), p. 6
  56. ^ a b Leigh (1993), p. 9
  57. ^ Leigh (1993), p. 8
  58. ^ Leigh and Strange (1993), p. 13
  59. ^ Hicks (2007), pp. 57–61
  60. ^ "SR Bulleid "MN" Class 4-6-2". www.brdatabase.info. Archived from the original on 18 April 2018. Retrieved 17 April 2018.
  61. ^ Langston (2008), p. 112
  62. ^ "General Steam Navigation Locomotive Restoration Society". 35011gsn.co.uk. Archived from the original on 2 October 2021. Retrieved 19 October 2021.
  63. ^ "The Railway Magazine" (2007), p.25
  64. ^ "35011 General Steam Navigation". Swindon and Cricklade Railway. Archived from the original on 21 December 2019. Retrieved 16 April 2019.
  65. ^ "35025 Brocklebank Line | Restoration". www.southern-locomotives.co.uk. Retrieved 27 March 2022.
  66. ^ https://www.clan-line.org.uk/news/progress-in-devon-10/ Testing Has Started
  67. ^ https://www.railadvent.co.uk/2022/10/steam-locomotive-35028-clan-line-withdrawn-from-service-for-repairs.html 35028 Withdrawn for repairs
  68. ^ Mannion (1998), p. 72
  69. ^ Harvey (2004), p. 65
  70. ^ Day-Lewis (1964), p. 7
  71. ^ Bradley (1976), p. 44
  72. ^ Bradley (1976), p.53
  73. ^ John Russell (2003) N Gauge RTR Steam Locos Archived 20 July 2010 at the Wayback Machine, Retrieved 15 December 2010. For manufacturer details.
  74. ^ John Russell (2003) 00 Gauge RTR Steam Locos Archived 23 July 2011 at the Wayback Machine, Retrieved 15 December 2010. For details of the earlier releases.
  75. ^ a b Southern E-Group (2009) Hornby's Modified Merchant Navy Class loco Archived 27 May 2010 at the Wayback Machine, Retrieved 15 December 2010. For details of the Hornby model.

Bibliography

Further reading

External links

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