Sheffield Based- Since 2008.

Unless stated all items are OO Gauge (1:76)
(+44) 0114 3216 160.
(+44) 0114 2647 449.
         0 755 7126 651.
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Heljan 4011OL Prototype DP2 BR Two Tone Green

Heljan 4011OL. Prototype
DP2
In BR Two Tone Green Livery.

1965- 1967  Running Condition.

In Stock Ready to Order 

Locomotive Prices: £52 Saving
£  78 – Analogue
£103 – Decoder Fitted.
£214 – ESU V5 Olivia’s Sound Fitting.

Additional Work Available- DCC Fitted Only:

£10 – Tail Lamp Modification (Independent operation of tail lamps using function commands.)
£  7 – Cab Light (Per Cab)
£45 – ESU Stay Alive Fitted (ESU Decoder Req.)

Olivia’s Trains ESU V5 Sound Function List For Prototype Class DP2.
May 2019 using Class 50 Engine recordings with Deltic Horns

Function Commands:
F0:- Head/ Tail Lights. (Look at our Tail Light Mod)**
F1:- Engine Start Up / Shut Down.
F2:- High Tone Horn.
F3:- Low Tone Horn.
F4:- Brakes Releasing.
F5:- On = Buffer Clash – Turn Off = Coupling
F6:-  No 2 End Tail Light Mod **
F7:-  No 1 End Tail Light Mod.**
F8:-  Cab Door Slam.
F9:- On = Dispatch Whistle – Turn Off = Driver Acknowledgement.
F10:-  Flange Squeal.*
F11:-  On Engine Running = Compressor.  On Engine Shut Down =Air Cylinder Drain Valve/ Pop
F12:-  Drive Hold. ( Old Notch up/Down) See a further explanation Below***
F13:-  Rail Clack.*
F14:-  No 1 End Cab Light 
F15:-  No 2 End Cab Light 
F16:-  On=Fade Out (reduces sound Doppler effect to 25% Volume) Off=Back to normal setting
F17:- Brake 1 Option (Slows Loco down 50% Quicker) without using Speed Controller
F18:- Brake 2 Option (Slows Loco down 65% Quicker) without using Speed Controller
F19:- Brake 3 Option (Slows Loco down 85% Quicker) without using Speed Controller
F20:- 

• *Flange Squeal only operates at low speed turns off over 15mph

• ** A Loco can’t have Tails light lit when coupled to other vehicles this includes another Loco, wagons, coaches & brake vans. This was a punishable offence for the Driver on Main Line operation. Intermediate Tails lights on trains had a Special Bell Code for Signalman as this was termed as 2 Trains in 1 Section a sackable offence for the Signalman. 
This how serious this was in Railway Times right up to Power Signal Boxes taking over by using Track Circuit Block Signalling (TCB). 
This took away from most signalman to observe EVERY train had passed with Tail Light lit. Imagine a train becoming divided in a section then passing the Signal box the signalman saw the Tail Light of the Loco and allowed another train into this section with another part of the train still in the section. All retailers have always overlooked this apart from Bachmann having a flirt with switches under some chassis.

• Our Tail Light Mod on all Models except Hornby, allows you to turn either end on/off using F6 & F7 on V5 Decoders and nothing to do with directional lights

• *** Drive Hold this replaces notching up & down which was quite hard for us to explain & Locked the Engine rev. Using Drive Hold Press F12 Nothing will happen until you select the speed you require. Still the Loco will not move until you turn off F12 the trick using this is to turn this off before MAX Revs are reached, if not the Loco revs will decrease back to idle. Once the Loco has set off you can increase the speed & engine revs as normal 
Please Note due to the need to keep these Functions to an acceptable level we have incorporated duel functions on F5 & F9 the down side to this option is that when the Power is turned on the track or the Loco is placed on a live track you will hear the coupling ping & the Drivers Acknowledgement. We are slowly rolling out all V5 updates starting with Diesels

DP2 History

DP2 locomotive was built in 1962 by English Electric at their Vulcan Foundry in Newton-le-Willows to demonstrate its wares to BR. As the Deltics were then in production, it was decided to produce the locomotive on the same production line; the bodyshell used for DP2 reputedly being the eighteenth made. While DP2 looked like a Class 55 locomotive in outline, there were many detail differences; particularly the large bodyside radiator vents at one end, and the single roof fan as opposed to the four symmetrically placed fans on the Deltics. These differences revealed that DP2 was totally different from the twin-engined Deltics internally, having only a single prime mover and generator. The loco was later updated with electronic control systems to become the forerunner of the Class 50.

It was of Co-Co wheel arrangement and was fitted with an English Electric 16CSVT engine of 2,700 hp (2,000 kW). It had a maximum speed of 90 mph (140 km/h) and weighed 105 long tons (107 t; 118 short tons). It was initially painted in standard BR Brunswick Green livery and later (from 1965) in two-tone green livery with a light green lower bodyside band.

Its first test service was on 2 May 1962, running light from Newton-le-Willows to Chester and back. Its final test with Vulcan Foundry was a fast running test six days later, with a 15-coach train of 475 long tons (483 t; 532 short tons) between Crewe and Penrith, passing Tebay at 80 mph (130 km/h). On 11 May, the locomotive was lent to the LMR for crew training where it undertook a few Crewe–Birmingham runs.

From 14 May 1962, BR tested it on regular London Midland Region services out of London Euston and later on the Eastern Region from Sheffield Victoria-Kings Cross (Master Cutler). Following its first major overhaul in mid-1965 and clad in new two-tone green Deltic livery, it was used on the Sheffield Pullman workings until 1966. It was fitted with electronic tractive effort and wheel-slip control which gave it superior acceleration to a Deltic, in spite of possessing only 82% of the power. It was placed in a Deltic Diagram covering the 01.32 King’s Cross – Edinburgh and the 22.50 Edinburgh – King’s Cross, These duties were performed quite punctually and without complaint. In August 1966, it was derailed at Edinburgh Waverly station. On 31 July 1967 it was involved in a serious accident at Thirsk, colliding at speed with the de-railed Cliffe (Kent) to Uddingston (Glasgow) cement train. DP2 sustained severe front and left hand side damage, and was taken to York shed where it remained sheeted over. The damage proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was dismantled in 1968,  its reusable parts being provided to the Class 50 Pool of spares, its engine initially went to D417/50 017 ‘Royal Oak’, but ended its working days in 50 037

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