37038 at Crewe Works on 1 June 2003 having recently been painted in Direct Rail Services liveryBritish Rail Class 37
The British Rail Class 37 is a diesel locomotive. Also known as the English Electric Type 3, the Class was ordered as part of the British Rail modernisation plan.
37218 on a Network Rail test train through Lincoln Central on 4th February 2008The Class 37 became a familiar sight on many parts of the British Rail network, in particular forming the main motive power for Inter-City services in East Anglia and within Scotland. They also performed well on secondary and inter-regional services for many years. The Class 37 is known by railway enthusiasts as a "Tractor", the nickname derived from the similarity of the sound of the locomotive.
D6712 at Liverpool Street, 1963 in BR green with yellow warning panelsClass 37s today
In the 1980s many locomotives were refurbished, which has meant the Class 37 fleet is one of the longest surviving classes on British railways. However, the introduction of new Class 66 locomotives has meant many 37s have been withdrawn or scrapped. The last few British examples are operated by EWS (English Welsh & Scottish) and Direct Rail Services, who retain small fleets, with several examples also operated by spot-hire companies. However, second-hand Class 37s have also proved popular in the export market, with some examples currently operating in Spain and France (serving the construction of these countries' high-speed railway networks).
D6884 passing through Llanelli in August 1967Description
Building
The Class 37 locomotive was built in the late 1950s and early 1960s, the order split between English Electric's Vulcan Foundry at Newton-le-Willows, and Robert Stephenson and Hawthorns of Darlington. 309 locomotives were produced in total, originally numbered in the range D6700-D6999 and D6600-D6608. The bodywork bears a strong family resemblance to the English Electric Class 40 and Class 23 'Baby Deltic'.
37051 at Cambridge, May 1978 in Rail Blue liveryDuties
The Class was designed for both passenger and freight work and was as much at home hauling heavy goods trains as it was on passenger services (indeed, in 1966 the Western Region even tried modifying some of its 37s for 100mph operation). Many of the original locomotives were fitted with boilers for steam heating. With the withdrawal of many Type 2 and Type 3 locomotives in the 1980s the 37s were selected as the standard Type 3 and many of the fleet were given a heavy overhaul to prolong their life into the 1990s and beyond. Some were fitted with electrical train heating (ETH) equipment in the 1980s to become the 37/4 sub-class, initially for use on the West Highland Line and Far North lines but later seeing use in other parts of the country.
37411 The Scottish Railway Preservation Society at Carlisle on 27 August 2004Rebuilding
A number of locomotives were rebuilt as Class 37/9 in the late 1980s to evaluate Mirrlees and Ruston engines for possible use on a new Class 38 freight locomotive. These 'Slugs' were heavily ballasted to improve traction and had excellent load-hauling capabilities, but the Class 38 (understood to be a 'modular' locomotive based on the approach that gave rise to the Class 58 and the unbuilt Class 88 electric loco) was never built.
37674 Saint Blaise Church 1445-1995 at Westbury on 16 April 2004. This locomotive is now preserved.Axle load
The Class 37 has a relatively low axle loading for its size and power. With the withdrawal of most of the smaller types of diesel locomotive, this left them as the only mainline type available in significant numbers for lines with weight restrictions, and for a number of years they handled almost all locomotive-hauled services on the West Highland Line, the lines north of Inverness (Far North Line) and in parts of Wales. The Class 37 has Route Availability 5 and this is one of the main reasons they are still in use on the network.
37710 at Didcot on 30 October 2004TOPS renumbering
As with many diesel classes, the TOPS renumbering was implemented in a straightforward manner, with the locomotive numbers remaining in sequence. Thus 6701 became 37001 and D6999 became 37299; while D6600 - D6608 became 37300 - 37308. The remaining locomotive, D6700 became 37119 instead of D6819 which became 37283; D6983 had been withdrawn in 1965 following a collision with a Class 47, number D1671, in South Wales as the result of a landslip.
37229 Jonty Jarvis at Whitby with a Pathfinder Tours Railtour on 1 June 2005Sub-classes
Sub-class Description
37/0 Locomotives which remained unmodified after other sub-classes were created
37/3 Locomotives which were rebogied but not refurbished
37/4 Refurbished, rewired, main generator replaced by alternator, electric train supply (ETS) fitted
37/5 Refurbished, rewired, main generator replaced by alternator
37/6 Locomotives from Class 37/5 further modified with through ETS wiring and RCH jumper cables
37/7 Refurbished, rewired, main generator replaced by alternator, additional weight added
37/9 Refurbished, rewired, main generator replaced by alternator, new engines for evaluation
A class 37 in service with Spanish infrastructure company GIFClass 37/0
This designation covered all 309 locomotives as built, but with such a large number of locomotives and with two companies involved in the building, there were several differences within this sub-class alone. The most visible external difference was that the first 119 locos had a "split" headcode box; for these locos the four digit Train reporting number was shown in two square boxes containing two digits and separated by a pair of doors designed to allow the train crew to be exchanged while in motion. Later locomotives had a single centrally placed headcode box, and also had the horns mounted on the roof rather than built into the nose of the locomotive. This difference was the reason for the double change in numbers when implementing the TOPS scheme described earlier.
EWS 37417 north of York, whilst rented out to Grand Central Trains, replacing their defective HSTsClass 37/6
Eurostar (UK) Ltd. (at the time European Passenger Services) had twelve locomotives modified as Class 37/6, with the intention that they would haul overnight international trains ("Nightstar") over the non-electrified sections of their routes in Britain. However, these services were never introduced, and, in 1997, Eurostar sold six of its locomotives to DRS, with a further three sold in 2000. The remaining three locomotives were retained by Eurostar for a variety of tasks, including driver training, route learning, and for rescuing failed Class 373 units. Once Eurostar moved its operations to its new depot at Temple Mills, its Class 37 locomotives became redundant and they were sold to DRS in 2007.
Inside the cab of a Class 37Class 37/9
In 1986 four class 37s, numbers 150/148/249/124, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed Class 38, and were numbered 37901-4. These were followed in 1987 by 37905/6, converted from 37136/206, and fitted with the alternative pairing of a Ruston RK270T engine and GEC alternator. All six locomotives were fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Although intended as a testbed for the Class 38, the two power units fitted were those considered for the Class 60, which was eventually delivered with an enlarged version of the Mirrlees MB275T.
All six Class 37/9s were delivered in Railfreight Grey livery and operated as part of the British Rail Heavy Metals sector, being based in South Wales and hauling trains normally rostered for the much more powerful Class 56 such as the Port Talbot Steelworks - Llanwern Iron Ore tipplers. During the late 1990s use of the Class 37/9s declined due to availability of the newer and more powerful Class 66s and problems maintaining such a small number of non-standard locos, with all six officially designated as being in storage in 1999.
This was not, however, the end of the sub-class. In July 2000 37906 was designated as part of the EWS heritage fleet but has since been sold into preservation, joining 37901 and 37905; 37902 was sold to Direct Rail Services in 2003, but was scrapped and cut up in 2005 after a review by DRS. 37904 was cut up at Booths in Rotherham in November 2004 and 37903 was scrapped at Crewe Diesel TMD in April 2005.
Current operations
Direct Rail Services
Direct Rail Services (DRS) operate around twenty-five Class 37s. They haul nuclear trains, and during autumn have also seen use on sandite trains on behalf of Network Rail. DRS locomotives tend to be used in pairs as a precaution in case one fails en route.
DRS also have several more non-operational Class 37s, which are in store, or undergoing overhaul. These locomotives are either at Brush Traction, Carlisle Kingmoor or Crewe Gresty Bridge.
Several of the DRS fleet of Class 37s have yet to return to traffic after being stored due to a lack of OTMR (On-board Train Monitoring Equipment). These examples are: 37087, 37194, 37197, 37229, 37261, 37510 and 37515. 37667 and 37688 are allocated to a 'storage' pool (XHSS) but are active. Also allocated to this pool are 37601, 37603 and 37604 which were used by DRS in the autumn for sandite trains, after which all three where transferred to Brush Traction at Loughborough for attention.
English, Welsh and Scottish Railway
EWS currently operates a small fleet of Class 37/4 locomotives, currently consisting of 37401, 37417 and recently 37422. They are officially allocated to Warrington Arpley, usually working local trips. Recently stored 37405 is at Toton TMD along with OTMR deficient 37406, 37410 and 37416.
They retained some regular passenger duties into 2006. One was used on First ScotRail's Caledonian Sleeper service over the West Highland Line up until June 2006. Another was hired to Arriva Trains Wales for weekday peak hour use on the Rhymney Line up until December 2006.
As of January 2008, current work for the Class includes deputising for General Motors Class 67s on Caledonian Sleeper trains (between Edinburgh and Aberdeen); snowplough standby duties in Inverness and/or Aberdeen; and the 'Binliner' service, which carries compacted refuse from Edinburgh to East Lothian for landfill.
In addition to the above, EWS own a large number of non-operational 37s which are stored at numerous locations around Britain (plus a few in Spain following a hire contract). Many that would have been considered suitable for re-activation at relatively short notice, are not so now, due to the Network Rail OTMR fitment deadline being 1 January 2008.
EWS have moved 37406, 37410 and 37416 from Toton to Eastleigh in Hampshire for re-activation and a source of spares.
West Coast Railway Company
The West Coast Railway Company (WCRC) purchased four locomotives from Ian Riley Engineering in 2004. The two operational locomotives (nos. 37197 and 37261) were used on charter trains, or as standby locomotives for "The Jacobite" steam-hauled excursion services from Fort William to Mallaig during 2005. These two, along with non-operational 37423, have since been sold to DRS. The fourth (no. 37235) was for spares. In late 2007, WCRC purchased several non-operational Class 37/5 and Class 37/7s from EWS. None are currently on the mainline.
It is understood that of the locomotives purchased from EWS, 37717 will be used as a source of spares, and eventually WCRC may return a selection of 37s to the mainline from these: 37517, 37668, 37676, 37685, 37706, 37710 and 37712. 37712 should have a test run in the next couple of weeks.
One Class 37 (37214) is not currently operational, and has been stored since June 2006. The company instead purchased 37248 from preservation
Fleet details
As of July 2007, the main operator of Class 37 locomotives is Direct Rail Services. However, EWS retain a large fleet of fifty-plus locomotives in reserve, many of which could be have been reactivated at short notice, but due to the OTMR deadline of 1 January 2008 this is now not possible, unless fitted with the safety system.
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/0..37001-37308....1960-64.........308
.................(37311-37314)
.................(37321-37326)
............Operator.........No. in Traffic...Loco Nos
.......................................(2008)
..............DRS....................10...............37038
...........................................................37059
...........................................................37069
...........................................................37087
...........................................................37194
...........................................................37197
...........................................................37218
...........................................................37229
...........................................................37259
...........................................................37261
..............WCRC...................1...............37248
...........In preservation
..................31
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/3..37330-37335.....1994*............6*
..................37340-37345.....1994*...........6*
..................37350-37359.....1987*...........10*
..................37370-37382.....1987*...........13*
..................37383-37384.....1998*...........2*
...........In preservation
..................0
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/4..37401-37431.....1986-87*.........31*
............Operator.........No. in Traffic...Loco Nos
.......................................(2008)
..............EWS....................2................37401
............................................................37417
..............DRS....................1..................37423
...........In preservation
..................3
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/5..37501-37521
.................37667-37699
............Operator.........No. in Traffic...Loco Nos
.......................................(2008)
..............DRS....................3..................37510
............................................................37667
............................................................37688
...........In preservation
..................3
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/6..37601-37612............................12*
............Operator.........No. in Traffic...Loco Nos
.......................................(2008)
..............DRS...................12..................37601
.............................................................37602
.............................................................37603
.............................................................37604
.............................................................37605
.............................................................37606
.............................................................37607
.............................................................37608
.............................................................37609
.............................................................37610
.............................................................37611
.............................................................37612
...........In preservation
..................0
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/7..37701-37719
.................37796-37803
.................37883-37899
...........In preservation
..................0
Class.............Number.......Year Built....No.Built
.....................Range......(* Converted)(* Converted)
Class 37/9..37901-37906
...........In preservation
..................3
Network Rail ERTMS project
As of July 2007, Network Rail are currently restoring three Class 37s as part of the European Rail Traffic Management System trial project on the Cambrian Coast Line. The site of the restoration is the Barrow Hill Roundhouse, where five ex-HNRC locomotives have been taken. The intention is to strip and scrap two locomotives, using them only as parts donors.
The class was chosen because of its original fitment with both air and vacuum braking, a feature which will allow it to pull both modern freight trains as well as steam specials. The main work of the locomotives will be to pull on track machines (such as tampers) through the ERTMS section.
The former 37 100 has recently been released to traffic.
English Electric Type 3 British Rail Class 37
Power type................Diesel-electric
Builder.....................English Electric at Vulcan Foundry and Robert Stephenson and Hawthorns
Build date.................1960–1965
Total production........309
Configuration............Co-Co
UIC classification......Co'Co'
Gauge.......................4 ft 8½ in (1,435 mm) standard gauge
Wheel diameter.........3 ft 9 in (1.143 m)
Minimum curve.........4 chains (80 m)
Wheelbase.................50 ft 8 in (15.44 m)
Length.......................61 ft 6 in (18.75 m)
Width........................8 ft 10½ in (2.71 m)
Height.......................12 ft 9 in (3.89 m)
Locomotive weight.....100 long tons (102 t) to 105 long tons (107 t)
Fuel capacity.............890 imp gal (4,000 l/1,070 US gal)
Prime mover Built:.....English Electric 12CSVT 37/9: Mirrlees Blackstone MB275Tt or Ruston RK270Tt
Transmission.............DC traction motors
Multiple working.......★ Blue Star
Top speed..................90 mph (140 km/h)
Power output Engine:.1,750 bhp (1,305 kW)
Tractive effort Maximum: 55,500 lbf (247 kN)
Continuous:...............35,000 lbf (156 kN)
Train heating
37/0:.........................Steam
37/4:.........................Electric Train Heat
Remainder:................None
Locomotive brakeforce.50 LTf (498 kN)
Train brakes Vacuum, Dual, or Air
Career British Railways
DRS
EWS
West Coast Railway Company
Number D6700–D6999, D6600–D6608; later 37001–37308
Axle load class.....Route availability 5
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