Dudley Heath, the N gauge portable layout I built a couple of years’ ago (and still working on) needs a number of ‘signature’ trains to help reinforce the look and feel of a West Midlands location. Class 150s (Graham Farish) are part of a programme of stock construction/conversion which will include further Class 150s of various kinds in Centro livery, at least one Class 323 and a Class 310, a project which has was started last month.
The layout has two exhibitions to attend later this year: Aberdeen on October 29/30 and Falkirk on November 26/27. For that, I hope to complete the aforementioned Class 310 and two more Class 150s: 150002 (to go along side my current model of prototype Class 150/0 No. 150001) together with 150012, a Class 150/1 and 150/2 hybrid unit.
One of the challenges of modelling the second of the two prototype Class 150s is determining the size and position of the air-con units fitted to the roof of this unit when it was temporarily converted to a Class 154 – the test bed for the Class 158 programme.
Work starts on the cut and shut conversion of the centre car which can be completed using a second Graham Farish Class 150/1 – the un-needed toilet compartment must be converted to a normal passenger bay if using two Class 150 models as a basis for the conversion and remember, one of them has to be a Class 150/1! I was fortunate enough to find a spare body shell from a Class 150/1 without the toilet compartment making the centre car conversion easier than last time.
The join between the two body sections is made along the door line of one of the passenger entry door ways. There are several ways of cutting out the cab section of the donor vehicles to make the centre car. However, I prefer a straight cut across the body, just outside the cut line and file back to make the join. It is not as scary as it first appears!
Filing the cut line so the body sections make a clean join takes time and care. When undertaking cut and shut conversions, the join must be totally square and true all round to avoid a new body shell. It is a three-dimensional object with the potential for a problem along three planes: a kink along its length which will show when viewed along the roof ribs; a twist at the join where the two sections are twisted relative to each other or a bow when viewed from the side. Any of these faults will prevent the underframe from fitting the model neatly.
With the roof vents fitted to the two outer driving cars, the body shells were cleaned up ready for a trip to the paint shop. Centro livery is one that I have painted before on two Class 150s already operational on the layout:
I know some modellers will say that I could use a centre car from a new Graham Farish Class 319 (shares same multiple unit body shell profile) for the Class 150/0 centre car when the 4-car dual voltage EMU is released at some point in the future. However, the likely cost of that model together with the difficulty of using the remaining trailers makes Class 150 cut and shut conversion with two Class 150 sets more economical. Also, one of the centre cars of the Class 319 will be a pantograph vehicle with an unusable roof as far as Class 150s are concerned. In the meantime, it’s a trip to the paint shop for No. 150002!
Class 150/0 prototype units (1984): 150001 and 150002.
Class 150/1 2-car production units (1985-6): 150101 – 150150.
Class 150/2 cab-gangwayed production units (1986-7): 150201 – 150285.
Class 150/0 hybrid 3-car sets made up of a Class 150/1 and a single Class 150/2 vehicle as a centre car: 150010-017.
Class 154: The temporary conversion of 150002 as a test bed for Class 158 development in 1986.