Japan, like many European countries, leaped straight into electric propulsion on their railroad networks from steam in the early 20th century. Since her mainlines are dominated by passenger multiple units, locomotives have not been in a big demand. Diesel locomotives are even more scarce, they only run on the relatively few miles of non-electrified mainlines.
The Japanese have attempted producing a diesel-electric locomotive before (not long after the war) but have since been using hydraulic transmission instead. Well, that was until the Kawasaki DF200 was introduced in the early/mid 1990s. To date, the DF200 remains the only diesel-electric locomotive on the JR system.
Japan Rail Freight (JRF) runs unit trains only
Like the typical Japanese electric locomotive, the DF200 is a 6-axle but not the kind we are used to. Instead of having two 3-axle trucks, Japanese locomotives have three 2-axle trucks instead. Power comes from two small high-speed diesel engines. Early variants of the DF200 have two MTU engines rated at 1,700 hp, later (and the majority) of this locomotive are equipped with two 1,800 hp Komatsu engines. The variants with Komatsu engines have been given the nickname Red Bear Eco Power (well ... don't ask me how or why ... maybe it's because the locomotive has a red nose and is used in the very north of Japan where there are probably bears? That's my best guess). On the rails, traction is provided by 6 AC motors with a combined maximum output of 2,600 hp. Braking equipment will sound familiar to us North American railfans, on board are both electronic air brake valves and dynamic brake.
Not a bad looking loco really
This Wikipedia page outlines the different variants of the locomotive, including a latest passenger version.
Last week, we've identified the Janney coupler and briefly looked at its elegant design. This week, let's, again, very briefly, look at the different types of Janney coupler that are widely used today. I will only talk about the head of the coupler, and ignore anything that the general public may need to trespass onto railroad property and get in a unsafe situation in order to have a good look at. As far as coupler heads are concerned, there are 3 types in used today. Type E, F, and H. Types E and F are used on freight, and H used on passenger equipment. Since the withdrawal of passenger service in North America by private railroads, the Type H standard is no longer maintained by the Association of American Railroads, a trade group formed of major freight railroads, but is under the control of the APTA, the American Public Transportation Association. Now let me introduce another term, slack. Slack is an allowed gap between two coupled up couplers. In other words, when most
The NPCU or Non-powered Control Units are control cars used by Amtrak that are modified from surplus EMD F40PH locomotives. A control car is a generic term for a non-powered railroad vehicle that can control operation of a train from the end opposite to the position of the locomotive. They can be used with diesel or electric motive power, allowing push-pull operation without the use of an additional locomotive. Control cars first appeared in the USA and France in 1960s. Trains operating with a locomotive at one end and a control car at the other do not require the locomotive to run around to the opposite end of the train when reversing direction. In the United States, most control cars are modified from retired locomotives by removing tractive equipment and adding side baggage doors and have been used on several passenger railroads. The control cars are connected through the consist of the train by standard AAR 27-wire multiple unit jumper cables. The NPCUs at Amtrak are a
For the readers who missed the posts in the past two weeks, we talked about the 110 mph General Electric diesel-electric locomotive P42DC Genesis (link here ) and once the flagship transcontinental passenger train of the Canadian Pacific Railway The Canadian (link here ). Let's take a break from passenger equipments and look at a very powerful freight locomotive this week. The Bombardier IORE is a 12-axle twin-section electric locomotive designed exclusively for LKAB (Luossavaara-Kiirunavaara Aktiebolag), a Swedish mining company, to haul heavy (8,000 metric tonnes) iron ore trains (hence the name IORE) at 60 km/h (37 mph) in extreme Nordic weather conditions of northern Sweden and Norway. It was first commissioned in Year 2000. The IORE, or TRAXX H80AC, is an AC-propulsion locomotive that belongs in the TRAXX family of Bombardier locomotives. The top speed of the IORE is 80 km/h (50 mph). The IORE uses 12 electric motors to power its axles (i.e. one motor per axle), t
Comments