With a desire for customisation, Tony Wright changes the identities of Hornby’s new Thompson Pacific locomotives, with guidance on suitable class members.
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Words & photography: Tony Wright
Who would have thought that RTR models of Edward Thompson’s LNER Pacifics would have been made available? They are now and very nice they are, too. I must express an interest at this point because I assisted Hornby’s design team with the development of these models. That the variations have turned out so well is because of that team’s diligence.
Anyway, despite the perceived ‘failures’ of Thompson’s big engines, it’s good now that so many people can own models of them. They were an everyday scene on the ECML towards steam’s end, though were rarely, if ever, in the limelight, as were their illustrious Gresley predecessors. To some, it was a wanton act of embittered ‘vandalism’ when Gresley’s magnificent (at least in appearance) P2 2-8-2s were converted into what became the A2/2s, during the War. To others, Thompson was making the best of a bad job. Either way, wartime conditions made life very difficult for the new CME and he must have thought he was doing the right thing. Posterity has been unkind to Thompson, but it must be acknowledged that, in rebuilt form, the locomotives were incapable of the work they’d done before. The new-build A2/3s were superior, but inherited the same flaws as the rebuilt P2s, particularly at the front end. All the Thompson Pacifics were withdrawn before the last of their Gresley progenitors, and no group is contemplating building a new fullsized Edward Thompson Pacific, though two new P2s are underway!
Two of these fine models that I've modified will feature in magazine format (one A2/2 and one A2/3), and all three (both A2/2s and the A2/3) can be seen on video in the digital edition.
I must state now that the following ‘alterations’ are in no way a criticism of the original models.
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I’ve had a model of 60501 for over 20 years. I built it as the prototype for the DJH kit of the A2/2 – it was painted by Ian Rathbone. Hornby’s model is representative of the locomotive in the mid-‘50s, before the front numberplate was lowered, its rimmed chimney was changed to a lipped type and the later BR device was applied to the tender. I’ve added the extra bits by now.
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The starting point for the A2/2 adaptations. You’ll note in the digital edition how all I did was to fit scale etched brass nameplates to another 60501. But this is what one gets from Hornby at source. There are a few details supplied for the customer to fit – cylinder drain cocks, front steps and brake rigging.
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Before any additions/alterations were contemplated, I gave the locomotive a thorough test on 'Little Bytham' – watch two of these completed Pacifics running on 'Little Bytham' in the digital edition. The performance is exemplary.
Now, as Earl Marischal, the locomotive was tested once more on 'Little Bytham'. Weathering awaits, and you can see how this is done (by Geoff Haynes) in the digital edition. All I’ve done with regard to weathering is to darken the motion with paint. 10
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Already having a model of 60501, I decided to renumber/rename this example to the next in the class, 60502 Earl Marischal. In fact, this is the only other one of the six which 60501 can become, because of the turned-in cab rear edges and beaded tender. 60503 and 60504 can't be made because they retained their original boilers and full ‘V’-fronted cab to withdrawal. The last two, with their streamlined non-corridor tenders can be made from Hornby’s 60505. Since 60502’s nameplates were shorter, I had to cut-down the plastic backing plates, using a curved Swann Morton blade in a ‘rocking’ motion; and, great care!
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No two in this small class were identical at any one time, so make alterations with care. On 60502, the main horizontal handrails extended to be clipped to the smokebox front ring. Two Markits short handrail pillars facilitated this, together with short lengths of .45mm brass wire. Superglue and solder secured the additions. Beware – soldering so close to plastic can prove to be disastrous! The new front numberplate is also now in place. Also, note the new front top lamp iron – the original made from plastic and very weak just disappeared!
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The new nameplate in place, courtesy of 247 Developments. Take note of the prototypes when positioning replacement ‘plates. Their relative positions altered during the locomotives’ lives. How I fixed it in place can be seen in the digital edition.
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The cabside numbers also needed changing; just the last one each side. I found the easiest way was to gently scrape the digit away, using a brand new curved blade in the trusty Swann Morton. The replacement digits came from the HMRS ‘Pressfix’ range.
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The complete front end, with just licks of matt black paint applied as appropriate. Since both 60501 and 60502 were York locomotives, the 50A shedplate was left unchanged.
Alterations complete. The new ‘2’ is a slightly different shade to Hornby’s numbering, but this will disappear with weathering. I’ve also painted the cab eaves matt black and the top of the tender above the beading the same. 9
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Changing the nameplates was simple because
Honeyway is a little longer than
Steady Aim. Again, these are 247 Developments’ etched brass substitutes.
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New identity completed and now ready for weathering (by Geoff Haynes). Honeyway was chosen for two reasons – it always carried a lipped chimney (as did 60514), and it’ll end up the property of a Scottish friend. 60519 spent just about all of its life at Haymarket (Edinburgh).
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The same procedure for changing the numbers was employed as on the A2/2,
using Pressfix transfers from the HMRS.
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Fortunately, a two-position drawbar is provided. All one does is to take out the screw in the tender and reposition it in the inner hole. Unfortunately, the then-protruding outer hole fouls the connecting pins and socket. The trick is just to turn the whole thing round...
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And, in service on Little Bytham. I have to say, I’m tempted to keep this locomotive myself; normally, I make my own engines (including three A2/2s already on Little Bytham). Am I becoming RTR-dependent?
...resulting in a much closer – and more realistic – gap between the units. 16
The starting point for the A2/3 adaptations. This is representative of the class in earlier BR days, with rimmed chimney and Dia. 117 boiler carrying a round dome on the second ring. 13
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Now weathered beautifully by Geoff Haynes. This is exactly how I remember seeing this controversial class – always dirty. Weathering brings models to life in my view.
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As supplied, the locomotive comes separated from its tender by this huge gap – needed for the pair to negotiate ‘train-set’ curves.
It’s extraordinary how just applying varnish to the A2/3 ‘lifts’ the base colour into something much more representative of BR Brunswick green. A final conclusion? Superlative models at source, and, yes, I know there have been issues over quality control with some examples. However, with just a little bit of work, these locomotives have been lifted into something equalling
(or even better than) kit-built equivalents; all at a starting point of less than £200. Just to finish with a thought; were I to build kit equivalents of these models, and get Geoff Haynes or Ian Rathbone to paint them, each one would cost over seven times more than what you have here! Taking that on board, it shows how lucky the general modelling community is to have such outstanding RTR models at source. 20