| EMD Class 66 | |
|---|---|
| HGK DE 64 at Godorf Hafen open day. | |
| Power type | Diesel-electric |
| Builder | Electro-Motive Diesel |
| Model | EMD JT42CWRM |
| Build date | 1998 to date |
| Total produced | 651+(7)[1] |
| UIC classification | Co'Co' |
| Gauge | 1,435 mm (4 ft 8 1⁄2 in) |
| Bogies | HTCR-E |
| Length | 21.35 m (70 ft 1 in) |
| Width | 2.64 m (8 ft 8 in) |
| Height | 3.9 m (12 ft 10 in) |
| Locomotive weight | 126.9 t (124.9 long tons; 139.9 short tons) |
| Fuel type | Diesel |
| Fuel capacity | 6,400 l (1,400 imp gal; 1,700 US gal) |
| Engine type | EMD 12N-710G3B-T2, 2,420 kW |
| Alternator | Main: General Motors AR8PHEH Aux.: General Motors CA6B |
| Traction motors | General Motors D43TR Axle Hung (6x) |
| Cylinders | 12 |
| Top speed | 120 km/h (75 mph) Except Freightliner 66/6 105 km/h (65 mph) |
| Power output | 2,420 kW (3,250 hp) (total) 2,268 kW (3,041 hp) (traction) |
| Tractive effort | Starting: 409 kN (92,000 lbf) except Freightliner 66/6: 467 kN (105,000 lbf) Continuous: 260 kN (58,000 lbf) @ 25.6 km/h (15.9 mph) except for Freightliner 66/6: 296 kN (67,000 lbf) @ 22.5 km/h (14.0 mph) |
| Locomotive brakes | Air |
| Nicknames | 'Sheds', 'Ying-yings' (UK) 'Klaas 66' (NL)[2] |
| Locale | Europe, Egypt |
The Electro-Motive Diesel (EMD) Class 66 (or JT42CWR) is a series of Co-Co six axle diesel locomotives built by EMD for the European heavy freight market. Originally designed for use in Great Britain as the Class 66, a development of the Class 59, they have since been adapted and certified for use in other European countries.[3] Outside Europe, 40 locomotives have been sold to Egyptian Railways for passenger operation.[4]
A number of locomotives built for Euro Cargo Rail in France with roof mounted air conditioning are classed Class 77.
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The EMD Class 66' was originally designed by General Motors-Electro Motive Division[5] for use in the UK as the British Rail Class 66, 250 were sold to EWS, with further orders coming from Freightliner (UK) and other railway operators.
With the locomotives proving successful in the UK, interest came from railway operators in Europe. General Motors locomotives in mainland Europe had historically been produced under license by local manufacturers, more recently the high haulage capacity and reliability of the Class 59 (JT26-CW-SS) had led to its use by the German company Häfen und Güterverkehr Köln (HGK). The first mainland Europe order also came from HGK, for two locomotives, followed by TGOJ Trafik (Trafikaktiebolaget Grängesberg-Oxelösunds Järnvägar) in Sweden. Subsequently numerous, often private European railway operators bought locomotives.[6]
Over 100 locomotives of this type have been purchased for operations in Europe, including 60 operated by Euro Cargo Rail a wholly owned subsidiary of English, Welsh and Scottish Railway (since 1st Jan 2009 named DB Schenker rail (UK) Ltd.. The ECR locomotives are equipped with train protection systems for France, Germany and Belgium but cannot operate in Great Britain. They have cab air conditioning and carry a fridge and microwave oven in one cab. They are registered in France as Class 77.
In 2008 EMD announced plans to develop of a new variant 'Class 66EU', specifically designed for continental European operations - this development will not need to conform to the restrictive UK loading gauge, instead being built within the UIC 505-1 loading gauge. A range of European safety systems would be supported including ERTMS, the locomotives would be fitted with a dynamic brake and previous issues with driver comfort were also to be addressed.[7] The project was confirmed to be cancelled in 2011.[8]
The locomotive uses standard EMD components of its era - an EMD 710 prime mover, D43 traction motors, radial[9] (self-steering) bogies of patented design which reduces wheel surface and flange wear[10] and is also said to improve adhesion[11] and reduce track load.[12]
The class has undergone various updates; other than the lower geared class 66/6 version produced for Freightliner, most of the updates have been in relation to conforming to the ever increasing specifications for exhaust particulate emissions.
Despite being popular with rail operators, especially due to its high reliability, the class has not been universally successful: one recurring problem, both in operation in the UK and mainland Europe, has been the issue of driver comfort. In particular, noise levels (including noise from the cab horn), vibration, and excessive cab-temperatures in hot weather have brought serious complaints. In particular, the cab is not isolated from the main frame causing engine noise to be the dominant background noise[13]; notwithstanding the implications for safety (audibility of warning signals etc.), and the potential for hearing damage in the long term, the conditions drivers face led to threats of industrial action in the UK in 2007,[14] and an agreement for increased pay for drivers using this type of locomotive[15] (in Norway). By modifying using noise absorbing materials EMD succeeded in meeting TSI Noise Certification standards in 2008.[16] Tests on retrofitted cooling systems and improved seating have been carried out on some UK locomotives.[17][18]
A number of locomotives operating in the Netherlands and Germany have been equipped with ETCS, principally to allow them to work on the ETCS equipped Betuweroute, comprising the ETCS Level 1 "Havenspoorlijn" in the Rotterdam harbour area and the ETCS Level 2 "A15" route linking Rotterdam to the German border.[note 1]
Certification (homologation) is needed for each country of operation. The locos were initially given a temporary certificate for use in France[19], full certification for use in France came in 2009[20] (they had previously operated in France on some routes), Romanian certification came in 2007[21]
The class are also certified for operation in Germany, The Netherlands, Luxembourg, Belgium, Sweden, Norway, Poland and Denmark.
As of 1 Jan 2009, certification for use in the Czech Republic and the Slovak Republic is pending.
Additionally they have been sold to, and are operated in Egypt by the Egyptian National Railways.
| Owner | Operator | Countries | Designation | Total | Comments |
|---|---|---|---|---|---|
| Angel Trains (250) Beacon Rail (15) Halifax Assets finance Ltd. (33) HSBC Rail UK Ltd. (85) Porterbrook (60) Lloyds TSB (4)[22] |
Colas Rail DB Schenker DRS Fastline GB Railfreight Freightliner UK |
Great Britain | British Rail Class 66 | 450+ |
Main article: British Rail Class 66
60 EWS locomotives lent from EWS stock to EWSi subsidiary Euro Cargo Rail.[23] 5 units exported to Poland for Freightliner Poland.[22] |
| Angel Trains | Euro Cargo Rail (ECR)[23] | France | Class 66 Class 77 |
120 | 60 loaned from parent company EWSi 60 further locomotives during 2009 designated Class 77 |
| Freightliner PL (FPL)[24] | Poland | Class 66[25] | 7[26] | Part of Freightliner Group Ltd. | |
| CB Rail[27] formerly Porterbrook |
Rail4Chem Benelux (R4CB) | Benelux (Belgium, Netherlands & Luxembourg) | 26 | ||
| Heavy Haul Power International (HHPI) | Germany | ||||
| Dillen et Le Jeune Cargo Railway (DLC) | Belgium | ||||
| Häfen und Güterverkehr Köln (HGK) | Germany | Class 266 | |||
| ERS Railways (ERSR) | Netherlands | ||||
| Railion Nederland (RN) | Netherlands | ||||
| Deutsche Leasing[27] | Rail4Chem Benelux (R4CB) | Benelux (Belgium, Netherlands & Luxembourg) | 1 | ||
| Egyptian National Railways (ENR) | Egypt[4][28] | 2120[29] | 40 [28] | First non-European customer, for passenger use. | |
| GM/Opel leasing[27] | Häfen und Güterverkehr Köln (HGK) | Germany | Class 266 | 2 | |
| GM/GMAC leasing[27] | Heavy Haul Power International (HHPI) | Germany | 1 | ||
| HSBC Rail[27] | TGOJ Trafik (TGOJ)[30] | Sweden | T66 713[31] | 1[31] | Leased to Ikea rail AB, 1 unit modified for use in Denmark |
| CFL Cargo DK[32] | Denmark | T66K 714 "Krudthornet" | 1 | Transferred to CFL Cargo DK in Padborg in 2010 | |
| CargoNet (CN) | Norway | CD66[33] | 6[34] | Problems with driver cabin conditions (see above) Named Di9 as per Di series in procurement documents[35], in practice also called CD 66 To be replaced by Vossloh Euro 4000 on the Nordland Line |
|
| Häfen und Güterverkehr Köln (HGK) | Germany | Class 266 | 5 | ||
| ERS Railways (ERSR) | Netherlands | 5 | |||
| KBC lease group[27] | Dillen et Le Jeune Cargo Railway (DLC) | Belgium | 4 | ||
| MRCE[27] | Dillen et Le Jeune Cargo Railway (DLC) | Belgium | ~5 | ||
| ERS Railways (ERSR) | Netherlands | ~6 | |||
| Häfen und Güterverkehr Köln (HGK) | Germany | Class 266 | ~2 | ||
| Afzet Container Transport System (ACTS) | Netherlands | 1 | |||
| Dortmunder Eisenbahn (DE) | Germany | 1 | |||
| Veolia Cargo / Connex (VC) | Netherlands & France | 1 | |||
| Trainsport AG (TS) | Belgium | 1 | |||
| Rail4Chem (R4C) | Germany | 1 | |||
| NedTrain | 1 | ||||
| Setrag | Gabon | 2 | Units shipped July 2011.[36] | ||
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