Common Features:
- Highly detailed OO scale model, 1:76.2
- Heavy die-cast metal chassis
- Accurate tumbleholme, nose, cab roof and cantrail curves taken from 3D Laser scan and extensive surveys
- Timeframe specific details, including but not limited to;
- Bogies (Fabricated and three variations of Cast)
- Fuel tanks (As built and with later smooth-sided long range fuel tank)
- Early Class 37/0 features frost grille, boiler filler panel and access steps
- Early Class 37/0 features illuminated split headcode displays with a selection of different four-character headcodes
- Class 37/6 have operational WIPAC light clusters and top headlight and numerous different nose slides all including multiple working socket
- Three styles of buffer: large round Oleo, oval and squared oval
- Three styles of nose grilles: as built, refurbished ‘split’ and refurbished ‘single piece’
- Boiler exhaust, and two styles of plated boiler panel
- With or without bufferbeam skirts
- With or without cab roof vents and bodyside windows
- Nose and roof aerials and antennas (where applicable)
- Three styles of windscreen: standard, centre toughened and all toughened
- Three styles of cab interior: as built, refurbished and modern DRS locos
- Four bufferbeam variations with different piping configurations
- Door kickplates where applicable
- Multiple body and nose slides to accurately represent almost every member of the class, including three variations of cantrail grille: early EE (for D6700-D6704), later EE and RSH
- Four roof styles: Original double riveted, single riveted, welded and welded with antennas
- Separately applied etched metal and high fidelity plastic detail parts, including grab handles, aerials, steps, wipers, nameplates, crests and more.
- Etched metal door kickplates (where applicable), ‘frost’ grille (where applicable) & super fine etched metal roof grille
- Scale width wire handrails
- Turned brass roof-mounted horns on centre headcode examples
- Full underbody tank detail with brackets and pipework
- Bogies feature separate footsteps, etched footsteps, brake cylinders, speed recorder, end brake rigging and very fine brake chain
- Brake blocks on trucks (bogies) in line with wheels (can be moved for EM/P4 gauges)
- Numerous other locomotive-specific details yet to be revealed!
- RP25-110 profile OO gauge wheels with fine scale ‘drop in’ EM (18.2mm gauge) and P4 (18.83mm gauge) wheels available separately
- Accurate high-fidelity miniature snowploughs
- Fully sprung metal buffers, extra-fine factory-installed pipework and screw couplings
- Correct height mini-tension-lock couplers with NEM socket as well as a fully detailed bufferbeam
- Provided DCC ready [21Pin MTX Socket] or Factory DCC Sound Fitted [ESU LokSound 5]
- Every model includes PowerPack / Backup Power Capacitor Bank for up to ten seconds of power free running, flicker free lighting and continuous sound
- DCC Sound Versions include:
- ESU LokSound V5 DCC Chip
- Customised Dual-Speaker Technology with;
- Large EM2 Style Bass Speaker
- Smaller 'iphone' style cube for higher frequencies
- High Performance traction, to include:
- High-quality five-pole motor with two flywheels
- Metal Helical Gear box for maximum performance and slow speed running
- Gearing arranged so locomotive can achieve a scale top speed of 100 mph (160 km/h)
- DCC ready with PowerPack Super-capacitor for uninterrupted power and super low speed running
- All wheel drive and all wheel pickup
- Fully detailed Lighting Pack, including:
- Directional lighting on DC and DCC
- Fully functional Headlights per prototype
- Engine Bay Lighting (with visible Prime Mover)
- WIPAC light clusters where appropriate with day and night-time settings
- Separately switched cab lighting and illuminated, details driver’s console, auto off on movement
- Switchable red tail lights
- RP25-110 wheels OO wheels with provision for re-gauging to p4 and EM gauge
- Minimum Radius 438mm (2nd Radius Set-track)
Departing from English Electric’s Vulcan Foundry in August 1961, D6724 was briefly allocated to 31B March before heading to 30A Stratford the following month. A dependable member of the East London depot for the next five years its duties would have included Great Eastern main line and Cambridge line passenger diagrams, inter-regional turns, particularly the Manchester-Harwich ‘boat’ train, as well as parcels and freight services.
By now wearing small yellow warning panels, the arrival of increasing numbers of Brush Type 4s from the mid 1960s saw many of Stratford EEs pushed out with this particular example returning to March from August 1966. Over the next seven years it would pinball around various East Anglian depots before finally making the move to Thornaby in February 1974 when it was also renumbered 37024 under the new TOPS system.
It was involved in a major collision in 1980 that saw it gain plated nose doors at both ends, but other than a brief period of loan to Cardiff Canton in 1981 it was a solid but unexciting Eastern Region machine until it joined the exodus of Class 37s north of the border in May 1987, moving to Motherwell and then Eastfield.
This would only be short lived as it was accepted into the heavy general overhaul ‘refurbishment’ scheme at BREL Crewe exactly one year later emerging in Railfreight Metals livery in October 1988 as 37714, one of the ballasted Class 37/7 variants. Initially based in South Wales at Canton it became a Thornaby FMTY pool machine in May 1991 and was named Thornaby Depot at the open day in September 1992. Frustratingly it was moved on to Immingham just five months later and lost its ’plates.
It was back at Motherwell at the start of 1994 and now under the ownership of English Welsh & Scottish Railway received the revised version of that operator’s livery after an intermediate overhaul at Adtranz Crewe in April 1997. It was stored unserviceable from Toton in October 2000 but would be resurrected in May 2001 with 13 other ‘Heavyweights’ as part of a contract with Continental Rail (GIF) for construction of the AVE (Alta Velocidad España) high speed network in Spain. For its new career abroad it repainted in a light blue/dark blue livery in the same style as the maroon/gold scheme it previously wore.
It wasn’t repatriated until 2011, when it was one of six to escape the cutter’s torch. It joined Direct Rail Services with 37703/716/718 and was initially used for shunting duties at Daventry, although these were short lived. Placed on loan to the Heavy Tractor Group in 2016 it was repainted back into the classic triple-grey with Metals branding the following year and remains a stalwart of operations at the Great Central Railway.