Detailing and Modifying Ready-to-Run Locomotives in 00 Gauge E-Book

George Dent

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 323

Veröffentlichungsjahr: 2014

Beschreibung

During the twenty years in which Britain's nationalized railway operated mainline steam locomotives, a vast array of individual designs complemented the British Railways 'Standard' machines, built up to 1960. Such was the variety of motive power to be seen on the network that this 'early' period of BR's existence has proved to be the most enduring amongst enthusiasts and modellers. The ready-to-run market has reflected this popularity in terms of models and liveries available off-the-shelf. Despite constantly rising levels of detail, finish and performance, r-t-r models can never cater for every variation in components, equipment or livery that invariably arose within large and long-lived fleets. Nor can they offer particular running numbers and names to satisfy every customer, while older products may also require work to bring them up to the standard of contemporary offerings. Therefore, being able to change factory-applied decals, add period or individual locomotive-specific details, modify a livery or create an authentic weathered finish can prove vital to achieving a heightened sense of realism and individuality within our traction fleets. Aimed at modellers of all abilities and serious model railway enthusiasts, this book gives details of a wide range of techniques, materials and tools and is lavishly illustrated wtih 400 colour photographs.

Leseprobe

DETAILING AND MODIFYING READY-TO-RUN LOCOMOTIVES IN 00 GAUGE

VOLUME 2

British Steam Locomotives, 1948–1968

GEORGE DENT

The Crowood Press

First published in 2009 by The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR

www.crowood.com

This e-book first published in 2014

© George Dent 2009

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers.

British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library.

ISBN 978 1 84797 852 3

Contents

Acknowledgements

Preface

Introduction

1

DOING YOUR HOMEWORK

2

MAKING A START

3

AIMING HIGHER

4

BASIC CUSTOMIZING

5

FURTHER CUSTOMIZING

6

SUPERDETAILING: PART 1

7

IDENTITY SWAP

8

A DIY GUIDE TO PLUMBING

9

SUPERDETAILING: PART 2

10

DETAILING CASE STUDY: LBSC ‘TERRIER’ 0-6-0T

11

SUPERDETAILING: PART 3

12

THE TENDER TRAP

13

FINISHING SCHOOL

14

WEATHERING

15

WHAT NEXT?

Appendix

Bibliography

Index

Acknowledgements

In the first instance, I must extend my gratitude to Simon Kohler (Hornby) and Dennis Lovett (Bachmann) for generously providing the models contained in this book. John Bristow (Deluxe Materials), Alex Medwell (The Airbrush Company), Dave Alexander (Alexander Models), Ken Bridger (Genesis Kits) and John Peck (Precision Labels) have also provided kind assistance over the past few years.

For support, help and advice I’d like to thank my colleagues at Model Rail, Ben Jones, Chris Leigh, Dave Lowery and Richard Foster. Thank you also to the many readers and contributors who have taken the time to share their opinions, tips and recommendations through the magazine. Thanks also to Nick Brodrick (Steam Railway), Mike Wild {(Hornby Magazine) and the staff at The Crowood Press.

Various (some now former) members of staff at the NRM went out of their way to help improve my understanding and appreciation for both the steam locomotive and 1980s Nissan Micras: thank you to Roy Boulton, Stan Knowles and David Wright. Thank you, Dad, for your persistence in trying to ensure a rounded knowledge and appreciation of railways and, along with Mum, for encouraging my creative and practical skills.

As much of this manuscript was written on location in Settle, I must thank Jeanne Carr for the use of her idyllic cottage and to the local bakers for keeping me in sustenance. The understanding of my ‘in-laws’, Ma and Pa Strange, is appreciated and I’m also grateful to Lily-Rose for humouring my train obsession. And thank you, little Joey, for reminding me of just how wonderful it is to see a real, working steam engine.

May I wish much love to Maude for her devotion, even in the face of a beleaguered guardian and, finally, to Julie-Marie: I shall be eternally grateful for too many things to mention here. Thank you.

Preface

My first railway memory involves watching a scruffy blue Class 25 diesel trundling past Donkey’s Hill en route to Liverpool’s northern docks, sometime in the late 1970s. I can easily picture the sight of the locomotive with its solitary brake van and, although it may be embellished by nostalgia, I seem to remember that the driver created a jaunty tune with several toots of his horn. The guard waved heartily and shouted something witty to my indulgent mother who had agreed to wait patiently with her two boys on this summer’s afternoon, just in case any trains should pass.

Living so close to an increasingly moribund freight line was not the most exciting baptism for a budding trainspotter, especially when set against tales of folk with homes alongside the East Coast Main Line in the days of Gresley’s ‘Streaks’ and ‘A3’ Pacifics. However, it had me hooked and, with a fellow enthusiast for a father, it seemed impossible that railways would not form a significant part of my life.

My family later left Liverpool, heading for a small village near Warrington and, while this was initially a bit of a culture shock, Arpley marshalling yard and the West Coast Main Line came within cycling distance, as did three of the Liverpool–Manchester routes. Obviously, this being the 1980s, diesel and electric traction prevailed and so, for someone raised solely in the ‘modern’ railway era, steam traction was inevitably viewed as something related to museums and preserved lines.

Dad’s tales of his spotting days at Edge Hill – of ‘Black Fives’, ‘8Fs’, ‘Duchesses’ and ‘Princesses’ – seemed like they belonged in a far distant past. Excursions orchestrated by my Dad to Steamport Museum in Southport and the odd fling across the Pennines to the National Railway Museum (NRM) were enjoyed as a form of induction into the joys of steam. However, I must admit that I was a bit slow on the uptake as contemporary forms of traction still held my imagination; those trips to York were remembered more for the anticipation of seeing HSTs on the East Coast ‘racetrack’. It was probably my first taste of a preserved railway that did the trick, a charabanc tour to Haworth for the (tedious) Brontë experience that was enlivened by an unofficial tour of the Keighley & Worth Valley Railway’s motive power depot. That we didn’t ride on the line was not important, as walking amongst various BR ‘Standards’, a Midland ‘4F’ and a ‘Jinty’ was good enough for me. Additionally, seeing Bullied ‘West Country’ Pacific City of Wells coming on-shed, at dusk, will live long in my memory.

Despite my modelling interests remaining rooted in the 1980s BR scene for a while, things changed as I got older and could afford to expand my collection of stock to incorporate more of the 1960s period. The final deciding factor was taking a job at the National Railway Museum as a conservator and any job where you spend your first day reassembling the freshly burnished coupling rods of a Great Western ‘Star’ class 4-6-0 is going to grab your imagination. My time at York also led me to take a deeper interest in Britain’s railways, looking further back in time to the pre-Grouping (pre-1922) companies and, in particular, the Midland Railway.

Eventually, I was entrusted with conserving many items from the NRM’s collection of models and other small objects and, having now been an active railway modeller for more than twenty years, this led me in 2004 to become the model-maker in residence at Model Rail magazine, one of Britain’s foremost hobby titles. Having always preferred to model in OO gauge, my professional work has nevertheless meant the odd dalliance with both the larger and smaller scales. In this book, however, I will be concentrating solely on OO gauge.

The author takes the opportunity to examine the frames of the new-build ‘A1’ Pacific Tornado at Darlington in July 2007. George modified a Bachmann OO gauge model to represent this unique locomotive and an auction for the finished model raised hundreds of pounds for the A1 Steam Trust. Photo: Ben Jones

Introduction

The suffix to the title of this work, British Steam Locomotives 1948–1968, sets out explicitly the subject matter contained herein, this period of railway history still remaining by far the most popular with modellers. Concentrating on the 1948–68 period may encompass the lifetime of British Railways (BR) steam, but that does not mean that only BR-designed machines are featured. Indeed, as the newly nationalized railway inherited a staggering array of motive power, of some weird and wonderful designs, many dated well into the previous century. That is why the likes of Hornby and Bachmann are now delving into pre-Grouping (pre-1922) designs without committing commercial suicide: many of these engines were in everyday service into the 1960s. Besides, the recent appearances of the London & North Western Railway (LNWR) ‘Super D’ 0-8-0 in the Bachmann range and Hornby’s London & South Western (LSWR) ‘T9’ 4-4-0 and ‘M7’ 0-4-4T reflect the fact that many of the pre-nationalization and subsequent BR designs have already been covered.

On the topic of prototype treatment, I’ve endeavoured to include as broad a range of period and geographical area as possible within the remit of this book’s subject. Spreading the coverage evenly has not been so easy, however, and the modelling press is constantly awash with ‘wish lists’ for what many of us consumers want to see offered in the red or blue boxes of our two main manufacturers of steam models. While London, Midland & Scottish (LMS) and Southern Railway (SR) fans are well served, the Great Western (GWR) and London & North Eastern (LNER) lag behind in terms of models offered, especially to contemporary ‘high-spec’ standards.

What I must point out is that with a good many of the suggested projects contained herein, the actual techniques are not specific to the particular locomotive model featured. The object of this book is to encourage readers to take a look at their models, assess what improvements can be made, then choose a suitable method and material to do the job. The greatest assets to any modeller are confidence and experience and, while mistakes are almost inevitable, neither of the above can be obtained without practice. It might, therefore, be an idea to start with an older product, perhaps purchased second-hand, on which various techniques, tools and adhesives can be trialled without the worry of ruining a £100-plus model. I still make mistakes, but knowing how to remedy or disguise them can be very handy!

Throughout the book, we shall look primarily at how to refine certain details, correct errors, add missing equipment and customize models to create items that are not only more authentic, but are also unique to your collection. It’s rare that any ready-to-run (r-t-r) maker will offer every permutation of number, name, livery and condition so, if a particular engine would be more appropriate for you, it helps to know how to go about changing the running numbers, names and tweaking a few details here and there.

The advantage of studying a book on locomotive detailing over a magazine article is that there is more space to devote to demonstrating and explaining each technique. This is often difficult in a monthly publication where a specific number of pages have been allotted to reveal how a model was created; a model that may have taken a few months to build. Readers sometimes complain that a certain amount of prior knowledge is assumed, but this is often essential as it’s unrealistic to be able to explain the basics in every feature. Therefore, only a handful of full projects are included here; seeing a particular model through from beginning to end, over a number of chapters. Much of the other demonstrations, especially in the early chapters, are included to offer something of a foundation course in the core skills as well as showing how to go about specific tasks, such as replacing a chimney or making your own cylinder drainpipes.

Deciding on a cut-off point in terms of required ability and the extent of modification to a model was not an easy decision. This book is intended to appeal to as broad a range of modellers as possible, regardless of their favoured region, period or their level of practical experience, but a line had to be drawn somewhere. It had been my intention to include a chapter on building a replacement chassis, complete with new motor, gearbox, wheels, coupling rods and valve gear. However, after giving the matter serious thought and with the intention of explaining the various intricate processes properly, it seemed likely that this facet of locomotive enhancement would need far more space than was available. Indeed, another volume could easily be filled with such advanced techniques.

As the chapters progress, so too does the difficulty rating of most of the techniques. By working through the book, beginners can build their practical skills, while the more experienced may like to ‘dip in’ and find some inspiration. As my own fluency in model detailing increased, I became aware that buying off-the-shelf components was not always necessary and, certainly, not the most cost-effective way to work. Therefore, I’ve demonstrated a number of ways to ‘scratch-build’ some parts using various materials and techniques that drastically reduce the cost of a detailing project.

I’ve endeavoured not to duplicate too much information that appeared in Volume One of this series (Detailing & Modifying Ready-to-Run Locomotives in OO Gauge: British Diesel and Electric Locomotives 1955–2008 [The Crowood Press, 2009]), but I’m also aware that not everyone reading these pages will have an interest in diesel and electric locomotives. Therefore, both titles aim to stand alone, while also complementing each other, so please bear with me if you’ve heard some things before, although I shall be expanding on certain topics that were mentioned only briefly in the previous book and there are aspects of other subjects that demand a slightly different slant when talking about steam traction.

This LNER ‘B17’ 4-6-0, although based around a Hornby model, only retains the original boiler and cab. Etched brass replacement chassis kits are available from firms such as Comet Models. These kits require new wheels, motors, gearboxes and power collection to be assembled, as well as the complex working valve gear and coupling rods. Can this be classed as a detailing or modifying project, or is it an advanced kit-building exercise? Unfortunately, when using the only OO gauge ‘B17’ model available at the time, such a protracted exercise was the only way to achieve an accurate rendition of the real thing. Not long after I finished this lengthy project, Hornby announced that it was planning a new, high-specification ‘B17’ in the near future.

Modifying and detailing r-t-r locomotives can be one of the most rewarding aspects of the model railway hobby and achieving a refined, personalized finish to your humble yard pilot shunter or ‘top link’ Pacific can provide an endless amount of satisfaction. Be warned, however, as it can be addictive!

GETTING TO KNOW YOUR STEAM LOCOMOTIVE

As the ensuing chapters contain many references to the various components and equipment found on steam locomotives, it seemed prudent to include a visual reference to explain these terms. Here are a few images of a BR Standard Class 4, 76079, standing in the locomotive works yard of the East Lancashire Railway at Bury in October 2007. Also included is a shot of LMS ‘Royal Scot’ 46115 Scots Guardsman at Carnforth in July 2008, just prior to its repaint following extensive restoration.

1: smokebox; 2: chimney; 3: boiler water feed; 4: dome; 5: boiler barrel; 6: safety valves; 7: whistle; 8: regulator coupling; 9: speedometer; 10: coupling rods; 11: reversing rod; 12: motion bracket; 13: crosshead and piston rod; 14: slide bars; 15: ejector; 16: steam pipe; 17: valve chest; 18: cylinders; 19: valve cylinder drains; 20: pony truck.

1: firebox; 2: wash-out plugs; 3: sandbox filler; 4: mechanical lubricator; 5: sanding pipes; 6: frames; 7: brake shoes; 8: injectors; 9: water feed from tender tank; 10: cab; 11: cab doors.

1: smoke deflectors; 2: smokebox door; 3: strap hinges; 4: smokebox door handle; 5: inside cylinder cover; 6: bufferbeam; 7: vacuum brake pipe; 8: lifting eye; 9: lamp bracket; 10: screw coupling; 11: buffer; 12: AWS protector plate; 13: guard irons; 14: cylinder relief valve; 15: front footsteps.

1: water filler hatch; 2: water scoop inlet dome; 3: coal bunker; 4: bulkhead; 5: rear view spectacle; 6: water tank; 7: water sieve box; 8: axle box and spring assembly; 9: rear guard irons; 10: train heating pipe; 11: brake pipes; 12: access ladder; 13: lifting eyes.

CHAPTER 1

Doing Your Homework

‘Think what you’re going to do before you do it’ was a motto that my old football coach used to shout at me, both repeatedly and with little effect. His constant berating was brought about by my seemingly random ball play, which left my team mates in a state of confusion. Although claiming that you’re working purely on instinct sounds romantic, it also smacks of being pretentious, especially when you’re a skinny full back playing only for Crosfield Chemicals.

Coach Terry Mac was not surprised when I quit the team to go away to Art College. In fact, he was very supportive. But I soon learned that even Jackson Pollock usually had a very good idea of what he was aiming to achieve before he opened his tins of paint. In modelling terms, doing your homework is an essential part of the process, whether you’re working on scenic, architectural or rolling stock subjects.

If you’re aiming to enhance a model, then you need to know: a) what it is you want to change or add; b) what you are going to use; and c) is it available, or will you have to make it yourself? While the solutions to b) and c) should be answered in the ensuing chapters, a) must be derived from delving into the history of that particular class of locomotive. Photographs are an obvious source of visual information, although they may not tell the full story. I’ve lost count of the times I’ve resolved to model a specific locomotive, but, after many hours spent trawling the Internet and library shelves, every image that arises seems to be of the same side of the machine, or does not show the one part I’m interested in. Therefore, for example, if you need to know whether ‘Terrier’ No.32670 had lost its Westinghouse pump by 1950, some further digging may be necessary.

History cards were kept by railway companies and formed something of a log book, detailing build dates, repair and overhaul information, shed allocations and disposal details and we are lucky that some of these have survived from BR ownership to enter personal or national archives. General arrangement (GA) drawings are also useful for overall dimensions and specifications, although many details shown can differ wildly from what was carried by each actual engine during a long service life. How likely was it that a fitter at Edgeley depot would shape a replacement copper pipe, during running repairs to an ‘8F’, exactly as it was shown on the GA plans?

The NRM’s new Search Engine facility is aimed at making what archives it has more readily available and, in addition, a new reading room has been commissioned overlooking the Great Hall exhibits. The British Library and Public Record Office (both in London) also hold an enormous amount of primary railway sources, as do most local Record Offices and smaller transport museums.

Modellers with specific regional or company interests may be well served by joining one of the numerous railway societies. For example, I’ve been a member of the Midland Railway Society for some years and the quarterly journal and newsletters offer up lots of interesting and useful titbits. There are similar groups catering for many of the pre-Grouping companies as well as each of the ‘Big Four’: LMS, LNER, GWR and SR. Regular lecture meetings, study centres and their own archives are usually freely available to other members. Many model railway societies also offer their own archives and/or libraries and it can certainly be worthwhile joining your local club.

Railway publishing has proved popular for generations and, in recent times of cheaper production costs, the number of new titles released every year is considerable. Album-style photographic collections are perfect for modellers, especially those containing colour images.

ARMCHAIR RESEARCH

Serious researchers and railway historians may have the time to spend in archives collating information from such sources, but what about us ‘regular’ modellers who have but a few evenings or weekends set aside to spruce up our latest locomotive acquisitions? Happily, there are countless books on the market (new and out of print) that contain much of the required information. However, be warned that some contain errors and, having read a few titles on the same subject matter, you may notice the odd contradictory remark. If authenticity is important to you, the best recommendation I can make is to obtain written and visual material from as many sources as possible before committing knife to plastic. Some people gain as much pleasure from the research element as from the actual practical work and, if the time is available, I do enjoy the challenge of searching for an elusive snippet of information.

Books with more of a technical aspect contain much information relevant to modellers. Some, such as these ‘Locomotive Profiles’ concentrating on LMS prototypes, include detailed plans and diagrams, as well as extensive statistics.

The Internet has undoubtedly made research easier, but it pays to be discerning before trusting anything as pure fact. There are, none the less, some excellent resources and forums where opinions and advice can be exchanged with other modellers (see the ‘Sources of Information’ section of the Appendix for some sample website addresses).

A browse across the shelves of a decent newsagent will reveal the popularity of railway-themed magazine titles intended for modellers or general enthusiasts. Many of these publications are aimed solely at steam fans, the nostalgia business being especially buoyant at the moment. Titles such as British Railways Illustrated, Steam World, BackTrack and Railway Bylines offer a photography-rich glimpse of what used to be. Heritage Railway and Steam Railway do likewise, but with a definite slant towards what’s happening in the steam preservation movement today. The long-running partwork, Locomotives Illustrated, has now left steam subjects behind in favour of ‘modern’ traction, but over the years it covered a plethora of locomotive types, each issue concentrating on a sole class, or a closely related family of engine types. Back copies of Locomotives Illustrated can still be found in transport bookshops, or direct from Ian Allan ltd (see the ‘Reference Material Sources’ section of the Appendix for the address).

Old copies of classic titles such as Trains Illustrated or Modern Railways can also be picked up at specialist retailers, or perhaps in ‘junk’ shops. I’ve been lucky enough to gather nearly a full set of the above titles (the former changed its name to the latter in the late 1960s) from 1959 to 1970 without paying more than 50 pence per copy. Indeed, I found a bag of six years’ worth in a charity shop priced at £2. As well as being an enjoyable read, they are packed with contemporary facts and figures such as engine allocations, repair and withdrawal statistics, plus a good assortment of photographs. Some public libraries have these titles in store and the NRM has its collection of journals available for reference.

There are plenty of railway magazine titles that cater purely for steam enthusiasts. BackTrack is a journal that charts all areas of railway history, from the beginnings to the very recent past, while others like Steam Railway concentrate on being the ‘clarion’ of the worldwide preservation movement. Looking at magazines contemporary to the days of working steam can provide a goldmine of information, just as today’s issues are indispensable for ‘modern image’ modellers.

In terms of modelling magazine titles there is, again, plenty of choice. The four main monthly titles – Railway Modeller, Model Rail, British Railway Modelling and Hornby Magazine – are joined by Model Railway Journal, a more specialized bimonthly publication aimed at ‘finescale’ modelling. The four main magazines all cover a broad range of subjects in terms of period, region and ability.

Other than looking at printed, archive or Internet-based sources for reference, there’s also the possibility of visiting a preserved railway or museum and viewing the real thing – that’s if an example of your subject type has made it into preservation. It must be remembered that the condition of a preserved locomotive will be different to when it ran fifty or sixty years ago, although most heritage movements take the issue of authenticity very seriously. Main-line registered steam traction will differ even further, as these engines must be fitted with modern safety features and air-braking equipment, although, where possible, operating groups strive to keep most of this gear out of view.

Museums and preserved railways are customer-focused organizations and, if you ask nicely, they will more than likely help out with whatever information you may require; if it’s possible, they may also provide access to a certain locomotive. If a visit is planned, be sure to take a camera, notebook and tape measure to record as many details as possible. Throughout the following chapters, the sort of detail modifications and additions that will be suggested should give an idea of what to look for on the prototype. Piping runs, size and location of equipment, livery variations and so on could be unique to individual machines within a specific timeframe, regardless of whether they were part of a large or small fleet.

In summary, the key to finding the right information lies in knowing where to look and, luckily enough for us, much of the hard work has already been done by numerous authors. There are so many books and magazine articles out there containing even the most trivial of information or statistics, as to render much of the legwork avoidable. Equipped with the necessary information, we can start to think about the practical part of railway modelling.

A broad choice also befalls the railway modeller, with four ‘big name’ brands. Of these, Railway Modeller is by far the longer standing, having run for fifty years, while Model Rail probably covers the widest remit in terms of subject, period, ability and area.

Choosing not only an individual locomotive, but also a specific period in which to portray it, is an important part of the research process. This 1930s view of an LMS ‘Black Five’ shows a number of era-specific features, not least in the application of the livery. The piston rod’s crosshead shows some unusual features that would not be present on a post-war example (evidence of the former crosshead-operated vacuum pump that some machines were fitted with) and the cab side tablet-catching equipment places the loco in Scotland.

Compare this late 1960s view of a ‘Black Five’ to the earlier image. It’s not the same engine, but look out for the detail differences: a flush-sided tender; different pattern of boiler with a separate dome and top feed; Automatic Warning System (AWS) fittings; and a repositioned pair of central lamp brackets.

LMS ‘Jubilee’ class No.5690 Leander currently wears LMS Crimson Lake livery, although many of her fittings and modifications render this inaccurate. But, who cares – she looks splendid!

Being able to look around a real steam prototype is not always possible, especially if an example of a particular class did not make it into preservation. Of those that live on, most are accessible to the polite individual, although some may be in bits awaiting restoration. Luckily, I timed this visit to see 46115 Scots Guardsman after she had been put back together!

Caution must be exercised when using a preserved example as a source of research. This box sitting on the running plate of ‘Black Five’ 45407 looks just like the typical battery box fitted to BR engines as part of the AWS system installed throughout the 1960s. However, it actually contains modern equipment that allows the machine to meet Network Rail specifications. For an authentic AWS-fitted ‘Black Five’, a cylindrical air tank should be fitted in this location.

Another sop to modern-day practice is this air pump fitted beneath the cab on BR ‘Standard Four’ 76079. Air-braked rolling stock is mandatory on the main line these days, so some provision for this has to be made.

Mechanical lubricators, driven by a link from the engine’s valve gear, kept all of the locomotive’s important working surfaces supplied with oil. On this ‘Black Five’, two units are fitted and the various copper pipe runs can be seen disappearing beneath the boiler (see Chapter 8 for a guide to recreating this). Note also the difference in appearance between the glossy boiler and the dusty matt of the running plate.

This view of Leander’s tender shows the pronounced rivet detail, handrails, footsteps, works and water-capacity plates, as well as the attractive lining that extends to bufferbeams and frames.

As with many pre-BR livery schemes, the GWR lining style also extended below the running plate. Here, the front bogie of City of Truro is about to be stripped for refurbishment at the National Railway Museum in 2003. Note the wide bands of polished brass incorporated into the lining pattern and look at the delicate spokes of each wheel; much finer than those on most r-t-r models.

By arming yourself with plenty of detail photographs as well as technical and historical Information – such as shed allocation, AWS fitment, livery details and tender type – a truly authentic model can be achieved. Although not as easy to come by, obtaining a copy of an engine’s history card can be a very useful source of information.

CHAPTER 2

Making a Start

It was from a relatively early age – about twelve years old – that I began to detail and modify my own model locomotives and if, at that time, someone had shown me one of today’s Hornby or Bachmann OO gauge steam locomotives I would not have believed that any further detailing could be deemed necessary. Back then, many modellers were resigned to the fact that even the best offerings from Hornby, Mainline, Lima or Airfix were purchased in the knowledge that around half of the purchase price again would have to be set aside for a pack of detailing parts. A full or partial repaint may also have been required.

To be fair, steam outline products were not half as bad as some of the diesel and electrics on the market in the early 1980s and I remember looking on enviously as my brother received an Airfix ‘Royal Scot’ in honour of his winning the School Cup for merit. With little chance of me repeating the feat when I reached his age, I made do with scrimping my pocket money to assemble an almost exclusively second-hand collection of motive power. ‘Why waste money on new stuff if I only have to take it apart and repaint it’ was my mantra. Besides, the motors were rubbish even when they were new!

That model of the ex-LMS ‘Scot’, wearing a decent rendition of BR-lined green, looked light years ahead of anything in my collection, although the level of finish and simplified valve gear now seem primitive in comparison with today’s high-specification products. Countless separately applied detail components, the finest lining, smooth and powerful mechanisms and refined wheel profiles are all things I used to dream about being offered as standard. Mind you, saving around £100 for some of today’s models would have been out of my reach, although, in real terms, the cost hasn’t increased over the past twenty years by much at all.

When taking one of Hornby’s recent ‘King Arthur’ locomotives from its box it becomes immediately clear that this is a thing of real beauty, even before any ‘improvements’ are made.

Even with such attention to detail inside the cab, the ‘King Arthur’ would still benefit from the addition of a realistic footplate crew.

Fitting Hornby’s supplied detailing parts as well as adding a driver, fireman and a pile of coal in the tender transforms a great r-t-r product into something approaching a scale model. Some light weathering also helps – see Chapter 14 for further details.

Who’d have thought that a drive unit in the locomotive (as opposed to the tender) would now be standard, with all-wheel power collection and fully detailed cab interiors? While we should be appreciative of the great efforts that r-t-r manufacturers put into their new products, as customers there’s no reason why we still can’t be a little choosy. As I write this chapter, the new Bachmann LMS un-rebuilt ‘Patriot’ has just been released and, while it’s an exceptional product, there is no representation of the prominent injector and ejector valves beneath the cabs; something that has almost become standard issue for new models in the past couple of years.

Other small issues still crop up on a good many new models, such as unflattering chimney mouldings, the odd incorrect detail that’s unsuitable for a particular livery or period, the omission of footsteps to cope with tight curves and the understandable economy of using a common chassis under a few different locomotive classes when not wholly appropriate. Maybe these things are just part of the compromise necessary for a mass-production model: a little corner must be snipped here or there in order to bring the project under a certain cost threshold, or to fit within the production foibles of a Chinese factory. I don’t know if this is true, as I’m not running a large, international company with shareholders to keep happy and production targets to meet, but what I do know is that the number of railway modellers who care about the more minor compromises is relatively small. What most people care about is whether or not the new Hornby model looks like a GWR ‘Grange’. Well, yes it does. Some of us, however, find it harder to overlook certain defects, especially those that spoil the character of a model. For instance, a poorly rendered chimney, although only a small part of the overall picture, can have a dramatic ‘make or break’ effect. Other discrepancies such as ‘modern’ fittings on older liveried variants or incorrect apparel on Western or Southern Region allocated machines, for example, can stick in the craw a little.

Another impressive model straight from the box Is the Bachmann Ivatt ‘4MT’ 2-6-0. A wealth of pipework adorns the boiler and chassis, but all this good work is let down by something so simple as this heavy moulding seam along the boiler and chimney.

It’s not just errors that may need addressing. Taking the Bachmann Ivatt ‘4MT’ for instance, this splendid model is almost perfect as it comes out of the box, except for the unsightly moulding line that runs the length of the boiler top, encompassing the chimney, top feed and dome. Just a few minutes work with a needle file and fine abrasive paper and the locomotive takes a step up in the world of realism. As these machines were usually less than spotless, a bit of weathering will complete the job and the model can sit nicely amongst miniature scenery without looking like an expertly produced assemblage of plastic mouldings.

This, then, is the crux of the matter. If you are aiming to make your locomotive collection look more like real, working machines rather than just plastic models, then please read on.

CREATING A TOOL KIT

No matter how far you may be thinking of going down the road of modifying your r-t-r locomotives, some basic tools and implements are a necessity. Even simply adding the supplied detailing parts that now come with most new models requires a pair of tweezers to handle them, a scalpel to trim away excess plastic and, in some cases, a set of miniature drill bits to open out the hole in the engine’s bufferbeam or cylinders to allow the extra parts to fit.

Illustrated here is what I’d term a kit of essential tools for everyday modelling. As I explained in depth in Volume One of this series, it’s surprising how many modellers or craftsmen tend to use only a small selection of ‘core’ tools for all but the more specialized undertakings. The comfortable, familiar feel of an old knife handle or tweezers may see newer, fancy items gathering dust in a toolbox somewhere. As this book progresses, some further devices and modelling aids will be introduced and their benefits explained.

A basic tool kit for the budding locomotive detailer: a good quality knife handle and blades are a must, along with a miniature hand drill and a selection of bits. Files, ruler and set square, calipers, a scriber and/or punch, glass-fibre brush, fine abrasive paper, screwdrivers, tweezers, pliers, end-cutters, tin snips and a cutting mat are all relatively inexpensive and easy to source from craft tool suppliers such as the Hobbycraft chain, Squires or Axminster (see Appendix for the latter two). Various brushes for paints and glue, plus cocktail sticks and cotton buds will also serve you well.

As well as having the right tools to hand, a suitable working area is also very important, not only for safety and comfort but also to ensure that a high quality of workmanship can be achieved. A small area of a table or desk is all that is required for most projects and the provision of a good amount of light is a must, be it natural (near a window) or artificial. For the sake of your eyes, use a good reading or craft lamp, preferably with a daylight-simulating bulb. Regular table lamps tend to cast light in all directions and can create dense shadows, even in daylight, that confuse the eye and cause headaches. Modelling should be an enjoyable hobby, so comfort is a big issue.

The other thing to think seriously about is a good supply of fresh air, particularly when working with solvent-based adhesives and paints. Without wanting to sound like I’m obsessed with health and safety issues, having spent the last decade working with smelly substances, I’m aware of how lightly some people tend to treat these hazards. The person working away in a small shed or spare bedroom may be oblivious to the concentration of fumes that have been building up. It’s only when a spouse or offspring enters the room and quickly turns a shade of green that you realize what you’ve been inhaling for the past few hours. So, take sensible precautions and read the hazard information on the packaging of glues, fillers and paints.

A suitable workspace is just as important as having the right tools. Safety and comfort come with a tidy and well-ventilated space, while a good source of lighting is vital.

Working with sharp tools is also something that should be done with a certain amount of responsibility. Tools should always be sharp, otherwise they’re useless. When not in use, place knives or other pointy things out of harm’s way. I say this because I can boast an impressive scar obtained by simply wiping dust from my workbench; an absent-minded flourish with one hand across the table top and, oh look, there’s a Stanley knife sticking out of the back of my hand. Be warned.

FIRST PROJECTS