In December 1941 Merchant Navy class locomotive number 21C6 was rolled out of Eastleigh Works in Hampshire, the latest locomotive of the Southern Railway, later to be named Peninsular & Oriental S. N. Co. after the famous shipping line. Built as part of the war effort, the Merchant Navy class represented a radical departure from accepted design practice on the part of the Southern Railway's Chief Mechanical Engineer, Oliver Bulleid, under whose auspices the new class had been constructed.

The locomotive's efficient all steel boiler was clad in an unusual squared off air smoothed casing, intended to cut down wind resistance and facilitate easy cleaning. Due to their appearance the locomotives soon earned the nickname 'Spam Cans' after the brand of tinned meat. The conventional arrangement of valve operating gear was replaced by a miniature version mounted between the frames and lubricated by an oil bath, much along the lines of the internal combustion engine. The unorthodox design was the subject of much controversy at the time and represents one of the last attempts to modernise the steam railway locomotive. After receiving the imposing name: "Peninsular & Oriental S. N. Co" (in recognition of the contribution made by the merchant shipping company to the war effort) 21C6 was allocated to Salisbury Shed,  where she remained based throughout her working life.

During the war the locomotives saw service on duties from freight to express passenger, but it is for their role in post war British life that they are perhaps most fondly remembered. Proudly wearing Southern Railway livery of Malachite Green, with Southern 'Sunshine' lettering, these locomotives became synonymous with trains such as the 'Devon Belle', the 'Golden Arrow' and the 'Atlantic Coast Express'. They are linked in the memories of many, not just with these glamorous services evoking the thrill of travel to coast or continent, but also with day-to-day commuting to London Waterloo.

When Nationalisation came in 1948 the locomotive was renumbered as 35006. The Bulleid Pacifics, distinguished themselves in trials with locomotives from other companies, but were less economical with coal. The quest for standardisation and simplicity was at odds with Bulleid's remarkable but distinctly non-standard design. Considered too radical to figure in the new establishment's standardisation plans, yet far too young and too useful to send for scrap, all examples of the Merchant Navy class were rebuilt along more conventional lines, with 35006 and 35028 Clan Line being the last two examples to be modified in 1959.

Rebuilding saw the removal of the air smoothed casing, and the fitting of conventional valve gear, which  gave the locomotives a much more customary appearance. In this condition 35006 and the other members of her class continued to run; unofficial reports speak of 100mph being attained on the Southern Region's premier express trains, frequently outclassing more modern designs. However, the end of steam had already been planned some years before 35006 was rebuilt.

Sweeping in with the 1960's, the new wave of diesel and electric traction began to displace steam locomotives all over the system. As the changeover continued, steam engines were cascaded down to ever more humdrum tasks, and their traditionally resplendent appearances began to suffer - partly a reflection of   their decreased status and partly because, in an era of full employment, it was difficult to find skilled men to undertake the dirty and less well paid duties of footplate work.

35006 soldiered on, wearing an increasingly heavy coat of grime; photographs from the time show that on some occasions the only area of paint visible was the number '6', cleaned presumably by the driver in order to identify his charge! In August 1964 it was all over; due for a heavy general overhaul, 35006 was cannibalised for spare parts before her sale to Woodham Bros scrap yard at Barry in South Wales for the sum of £350. The locomotive joined the lines of over 200 others at on Barry Island awaiting cutting up, but that is not the end of her story.

After 19 years on the scrap line she was rescued by the present owners, with the intention of replacing all the missing components and restoring the locomotive to full working order. The locomotive was moved to Toddington, the principal station of the Gloucestershire Warwickshire Railway, in March 1983. Once the locomotive was disassembled, the tasks of reconditioning parts, measuring others and fabricating many of the missing items began. Some components have come to light from enthusiasts who removed parts from condemned locomotives as souvenirs in the 1960s. As well as the physical work, fund raising has continued relentlessly to keep pace with the volunteer workforce, who are busy sandblasting, turning, riveting and painting, and carrying out endless preparation work to ensure that each component is made and fitted to the highest standard.

At Toddington the frames of the locomotive are well advanced, with the coupling rods, pistons and valves all in place. Manufacture of new pipework for the brakes, heating and lubrication systems is well advanced. A new chimney has been cast and fitted to the smokebox to replace the original which was badly damaged during the loco's long stay at the scrap yard.

Outside the engine shed a new tender is largely complete, 35006's original having been sold to another preservation group before the locomotive was purchased. The tender is at an advanced stage, requiring only brake gear and water pipes before it is complete (the picture of the tender shown was taken in 2002).

Following an extensive overhaul at a professional boilersmiths in Cornwall, the boiler was replaced on the locomotive. A start has been made on adding fittings to the boiler and an additional £14,000 has been raised so far to pay for a set of boiler tubes through a successful Sponsor a Tube scheme.