Review: Kato E127-100 (10-1812)

Models of 'ordinary' commuter trains are not commonly offered to British N scale modellers, but Japanese modellers have lots of them to choose from. While such trains may lack the charisma of express trains or the muscle of big freight locomotives, the fact is, these are the trains most of us spend out time travelling on! While not a very numerous class (13 E127-0s and 12 E127-100s were built) the E127 looks to me every inch the unremarkable sort of train we wouldn't miss until it was gone.

Background

The E127 series of 2-car electric trains were introduced in 1998, intended as replacements for trains like the 165-series dating from the 1960s. Beyond technological advances, they had a number of practical advantages that made them better suited to increases in passenger numbers, including more and bigger doors per car that meant people could get on and off more quickly. Seating was a mix of transverse and longitudinal seating which provided more open space for standing passengers when the train was full.

While passengers appreciated the fact they could board the trains more quickly, they missed the more comfy seats on the older 165-series with its express train-style transverse seating. Even so, the E127 trains turned out to be extremely rugged and reliable trains. One incident in 2022 is notable, when a lightning strikes in the Niigata region crippled the brand new E129 trains on the Echigo Line and Hakushin Line. Some retired E127s were drafted in to serve the Joetsu Line, freeing up other E129s for the commuter lines. Despite being put to work on a steep, mountainous line they were not designed for — the E127s performed flawlessly.

My review concerns Kato's model of the E127-100 version of the train, designed specifically for the Oito Line and Shinonoi Line local services. These are notable for having a a 'de-icing' pantograph on one of the two cars. This second pantograph is only raised in icy conditions where it scrapes off ice and snow from the overhead wire. When it isn't needed, this pantograph is lowered.

Kato E127-100 (10-1812)

What's in the box?

• Powered KuMoHa 127 and KuHa 126 trailer
• Working headlight (can be switched on and off) on both cars
• Tool for accessing the light switch
• Features pantographs on both cars (unlike Kato 10-1811)
• Pre-fitted with standard Kato close couplers
• Optional 'denren' electrical connection boxes for the cab ends
• Optional coupler pocket pieces, A and B, specific to the E127 and E126
• Optional cab-end destination display pieces
• Set of stickers for the destination panels on the sides of the cars and priority seating
• 4-page instruction leaflet, in Japanese

Thankfully, none of the optional extras, even the stickers, are notable by their absence — so if you want to plonk the train straight onto the track and start serving your N-scale commuters, go for it.

This train is DCC-ready in the sense of being ready for Kato's proprietary slide-in cards (rather than sockets or drop-in replacement PCBs). Kato EM13 is needed for the motor car and two Kato FL12 chips are needed for lights at each cab. Optionally, you could fit a Kato FR11 to control the interior lights, if fitted. If you don't add one, the lights stay on all the time the train is on the track — which I think is fine, but might annoy some.

Incidentally, 'denren' is a nickname for the denki renketsu (or electrical coupler). When two units are coupled together, this box allows electrical controls to be shared between the units. If you've ever seen old railwaymen connecting up trains with jumper cables between sockets, you'll know that was quite a laborious task. The 'denren' opens up as the two trains join together, automatically connecting up all the different cables.

Performance and detailing

Performance is excellent, everything you expect from modern Kato, and in fact the new slotless motor used in this model is a smoother and quieter than the motor used in Kato's 2010 release of this train. No traction tyres are fitted, but they aren't necessary, since the motor is more than capable of moving a 2-car train around curves and up reasonable gradients. My train happily goes around quite tight R282 curves without problems. While the motor lacks a flywheel, there's no obvious downside, the slotless motor responding very smoothly to changes in voltage, even at low speed.

Like the 313-1300 reviewed earlier, this train features current collection across both bogies of the power car, but only a single powered bogie. The rationale for this is simple: a single powered bogie is ample for a 2-car train, and if you want to build this up with a second unit, it'd have its own powered bogie. Smaller, lower powered motors draw less current (putting less strain on the transformer) and lack the force to push or pull the other powered car if running at slightly different speeds.

A cosmetic advantage is that smaller motors can be hidden entirely in the bogie and chassis, ensuring the passenger cabin is completely empty. This allows for more realistic interior detailing. Like most Kato passenger trains, this model can be easily upgraded with cool white interior lighting kits (11-211). If you do this, you'll want to add some passengers — I used the cheap-and-cheerful mass produced ones you can buy online easily enough. While they lack the detailing you'd get on premium N-scale people, you'll have to cut off their legs to get them to fit inside the cabin of the car, so buying expensive people makes no sense. They look fine when glimpsed at through the windows!

Although the first E127s were delivered to JR East in 1998, the model represents the train as it looks from 2016 onwards when they were updated to more modern specifications. Most of the changes were internal, but modellers will notice changes to the underfloor equipment, the skirt around the front ends, and changes to the wiring on the roof of the trailer car.

If you look closely, you can also see one set of passenger doors on the trailer car are marked with blue accessibility signs for travellers with prams, pushchairs, and wheelchairs. On the real train, this is the door that station staff will take those users to, laying down a ramp if necessary. Just like on the real trains, Kato have left out one of the benches inside the door and blocked off an area for the accessible lavatory next to it!

Conclusion

Overall, what I like about this train is its thoroughly ordinary appearance. It's not fancy in any way, but looks exactly like train that has to work for a living. The fact it runs very smoothly and quietly, and required very little in terms of additional work before I could run it, just adds to its charm. There isn't (yet) a Sound Card for this train but the generic 'clickity-clack' card works well enough.

For ¥10,450 (about £50) the value is quite good compared to other Japanese trains. Maybe not an absolute steal in the same way as the Local Sen train pack reviewed some time ago, but still a fraction of what you'd pay for a 2-car multiple unit of a British prototype. I think it's worth highlighting the differences between this Kato model and, say, the Graham Farish Class 150 DMU. With an RRP of £250, that model is five times the cost of the Kato one. Is it five times better? Well, it comes with some significant features the Kato model lacks including a built-in speaker (for DCC sound) and 8-pin DCC slots in both cars (one for the motor car, the second for the trailer to control its lights). On the other hand, the Kato model is preconfigured for an easy internal lighting upgrade. Both models have some separately fitted details, but the Farish model is, somewhat, better appointed in this regard, and unlike the Kato model, the Farish one comes with all the necessary decals applied, including tiny ones on the windows.

While I don't think that comparison is unfair, neither do I think it tells the whole story. The UK N-scale market being vastly smaller than the Japanese one, and therefore runs of new models end up smaller and more expensive. Ultimately, the Farish model might be twice as detailed as the Kato one, but not five times so — that's more about the size of the Farish and Kato markets more than anything else. And which is more reliable? Time will tell, but Kato mechanisms are widely regarded as the gold standard in terms of durability and performance — something I'm not sure has been said about the Bachmann mechanisms used in Graham Farish models!

Review: Tomix 2709 Private Owner Tank Wagon (Tamu 6000)

Another cheap wagon purchased secondhand before I really knew anything about Japanese railways — or for that matter, where to find information about Japanese railways written in English! This Tomix wagon is attractive and functional, but what is it actually meant to represent? Turns out, nothing specific...

Background

Alongside all its high-end models, Tomix has also produced low-cost wagons (like the Komu wagons reviewed elsewhere on this blog) that are built to satisfy the casual modeller on a budget. While those Komu wagons were models of something real, Tomix 2709 is more freelance in its approach. There were two-axle tank wagons on the Japanese railway, such as the Tamu 5000, the Tomix model isn't one of them. Instead, it seems to use the same chassis and wheelset as the Komu wagons (Tomix 2718 and 2719) but with a small tank plonked on top of it instead of a couple of containers. Apparently, the Tomix 2712 Guard's Van is similar, but I don't own it.

Tomix 2709 Private Owner Tank Wagon (Tamu 6000)

What's in the box?

• Private owner tank wagon
• Wheels (not chemically blackened)
• Arnold couplings
• Sheet of rub-on transfers to add branding (Esso, Kyodo Oil, JOT, and Nippon Oil)

So, as is common with Tomix models, there's a little extra work to do before you can use the wagon. In this case, rather than fitting details, you'll be adding the transfers. Perhaps not 100% essential, but the wagon looks very dull without them. Apart from some white printed letters and numbers on the tank itself, the model lacks any other printing or paintwork.

Performance and detailing

Performance is excellent. The wagon rolls along nicely, even on curves as tight as R150 Unitrack. As such, it's a nice little wagon to put behind a small locomotive (like a C11 or DE10) working a branchline through mountainous scenery. While the Rapido coupler isn't subtle it works entirely as expected, coupling up happily to Kato as well as Tomix wagons, and I dare say any other rolling stock equipped with a Rapido coupler.

Detailing is minimal though. The basics are certainly there: ladders on each side, straps holding the tank in place, and a platform around the filler cap. But they're not made to high standard modellers expect from premium products. The ladders are chunky plastic and not, for example, separately fitted etched brass. Similarly, the platform around the filler cap should probably be some sort of metal grill, and while the grill effect is moulded onto the plastic platform, it doesn't perforate the platform as it should. Again, on a premium wagon you'd expect to see etched brass used to replicate that sort of detail.

Still, if you wanted to improve the wagon a bit, Tomix 0396 TN Coupler set and Tomix 0652 Blackened Wheels (5.6mm) are both available from the usual retailers. As 'vintage' model with pinpoint ends to the axles, the old wheels push out and the new ones pop in. I tarted mine up by weathering the wagon to give it more of an 'in use' feel, including using some gloss varnish to simulate oil leakage.

Conclusion

Sold new, the wagon cost about ¥600 (under £4). You can still find them online at vendors like RG-Rokko. For what they cost, they're absolutely fine if all you want is a wagon to add variety to a short mixed goods train.

However, as models they fall between two stools. On the one hand, if they're meant to replicate the Tamu5000 they fall short by lacking transfers appropriate to the chemical loads they'd normally carry: hydrochloric acid and amino acids — the latter used in food production. On the other hand, the transfers the models do come with, for oil companies, would be better used on much larger bogie tankers like the Taki 3000 ones used to transport gasoline, not little tank wagons like these.

Kato do produce twin-packs of Tamu500 tank wagons, such as #8069-1 in JOT livery. These wagons would be a better bet if you wanted a more realistic train of oil tankers on your layout. The twin-packs ¥2000 (about £9) mean they're slightly more expensive but being much more realistic models, unless your budget is really tight, they're probably the better investment.

Similarly, MicroAce produce models of the Tamu5000 wagons including the famous 'Aji Tam' ones carrying amino acids to the Ajinomoto factory near Kawasaki (MicroAce A3075). So, if you wanted to replicate that particular flow of traffic, that's the set to get. As with other MicroAce models, you pay quite a lot more (at ¥10,000, about £46) for a niche model, but they do look very nice and feature a lot more detailing, such as handrails, absent from the Tomix model.

Review: Tomix 7142 EF66 0-series

Here's the big daddy of JNR electric locomotives! There's something quintessentially Japanese about the design of this locomotive. Not in a quaint anime sort of way, but the technologically ambitious Japan shown in the James Bond film You Only Live Twice — all post-war optimism and sophisticated design. I just love the rakish front-end design that, nowadays, has a retro-futurism feel that Japanese designers handle so well. So, did I need this locomotive? No. Did I want one? Damn straight!

Background

The prototype of the EF66 series was introduced in 1966, and after very successful trials, the class was introduced en masse from 1968. They were designed very much as mixed traffic locos, equally at home on express passenger trains as heavy freight trains. With over 5000 hp at their disposal and a top speed of 75 mph, they were, at the time, the elite of the JNR electric fleet. A single EF66 could handle the sorts of trains that earlier locomotive types needed to work in pairs, and they became particularly associated with high speed container trains using Koki 50000 series flatcars. Sleeper trains were another speciality, the EF66s being much better able to handle long (up to 15 coaches!) sleeper trains at speed than the EF65s that had worked them before.

A total of 55 were built across two batches. The most obvious difference between the two batches is that the first batch lacked the visor over the cab windows sported by the second batch. Over the years, some of the first tranche of locos had visors installed, and this particular model represents EF66-0 early series locomotives after 1974. The number plates included in the box correspond to machines that received this upgrade.

All good things come to end, of course. The blue sleeper trains stopped running in 2010, and newer locomotives like the EF210 series starting taking on the heavy freight trains from 2007 onwards. The last example in service, EF66 27 was retired in 2022.

Tomix 7142 EF66 0-series

What's in the box?

• Early series, visor fitted EF66
• Working headlights
• Rapido couplings pre-fitted
• Two replacement dummy couplers
• Two Tomix TN functional knuckle couplers (compatible only with other TN couplers)
• Number plates for EF66 5, 6, 13, and 14
• A4 sheet, in Japanese, outlining how to fit detailing parts, remove the bogies for cleaning, etc.

As supplied, this model fits into the late Showa-era (mid 70s to mid 80s) when these locomotives were primarily working freight trains all across the main island of Honshu.

Performance and detailing

Like other modern Tomix trains, performance is excellent. Very smooth, the newer M13 motor design accelerating steadily and running very quietly. It's every bit as good as the motors in the Kato locomotives, even if their designs are different.

Out of the box, the loco has the Arnold Rapido coupler installed. For whatever reason, the Tomix one seems unusually large but it works well. It's relatively easy to swap out this coupler for a working knuckle coupler (the Tomix TN coupler) or a non-functional, but correctly scaled, dummy coupler. I stuck one of these at the front, and left the Rapido at the back.

When it comes to detailing, it's the usual situation with Tomix models. Out of the box, number plates are missing, as are maker plates, certain roof details, and even handrails. Fitting this is an absolute pain. The number plates aren't too bad — pressing these face-on onto masking tape, and then using the masking tape to position and push them into place. But some of the other detailing parts, especially the whistle on the roof, is really hard. They're small, springy, and easily sent flying onto the carpet. I used forceps, wore my glasses with magnifying lenses, and a certain number of swear words until I was done.

(Edit: Google AI tells me some modellers assemble these extra parts with their hands and the loco inside a clear plastic bag. Sounds like a good idea!)

Is it worth the effort? Well, yes, in the sense my locomotive is highly personalised and has some very fine detailing now. I'm not totally convinced the separately fitted handrails on the Tomix model are any better than the factory fitted ones on the Kato model, but either way, they do look good.

Conclusion

Bought secondhand for ¥5,760 (about £27) it's hard to fault the value. Even allowing for the faff of fitting the additional details you're not going to walk away from this model thinking you've been stiffed. It runs perfectly and captures the iconic look of the machine very well. 

It looks brilliant hauling Koki 10000 and Koki 50000 container trains. While JNR green containers would be appropriate to the 1970s/80s era, such as those in the Kato 10-815 twin pack. But with all of this said, adding the details is time-consuming and difficult even for relatively experienced N scale modellers. Would I recommend this model over a Kato one with the details pre-fitted? I guess that would depend on the patience and skill of the modeller, and of course whether Kato produce the actual EF66 model you want — they don't, for example, currently produce models of the early EF66 locos like this one.

Review: Kato 10-1377 Tora 90000 (8-wagon box set)

While looking for something to put behind my C11, I came across this relatively inexpensive pack of wagons from Kato. As it turned out, these wagons were the perfect companion for this little steam locomotive, not just on their own as a block train, but mixed into a goods train alongside other covered and open wagons.

Background

Built from existing Tora ('tiger') wagons between 1964 and 1971, these wagons were used to transport wood chippings from the forests where the trees were grown to the mills where the wood chippings were turned into paper. Unusually for a single-purpose wagon serving one industry, these wagons were not privately owned but belonged to the Japanese state railway.

The Kato models represent the second and largest tranche of wagons — over 2,000 were built! —designed to operate at speeds of up to 75 km/h. The smaller first tranche of wagons could only run at up to 65 km/h and had been removed from service by 1974. By contrast, the higher speed wagons had longer careers. They were built between 1967 and 1969 and remained in use until 2002. Most were then scrapped but a small number found further use as trolley cars. These are open air passenger cars used on tourist trains on some scenic lines.

Compared to the standard Tora open wagon, the most obvious difference is the tall green mesh that increases the height of the wagon. Rainproof tarpaulins went over the top of the wagon to keep the wood chips relatively dry. Used as intended, the wagons could carry up to 17 tonnes of chippings. They were used in many parts of Japan including Hokkaido.

Kato 10-1377 Tora 90000

What's in the box?

• 8 ToRa 90000 wagons, each with a unique running number
• 8 green mesh extensions modelled with the yellow wood chips visible inside
• 8 grey tarpaulin pieces

Each wagon comes with the green mesh extension and grey tarpaulin top pre-fitted but both parts are removable. You can also buy (Kato 11-562) a pack of 10 detailing parts to model the wagons when empty. This pack contains see-through green mesh extensions and rolled back tarpaulins.

You can also buy a 2-pack of these wagons (Kato 8062) which have the same specification and two additional running numbers. The big advantage to buying the 8-pack of wagons is lowering the cost per wagon (¥1265 per wagon bought in a 2-pack, versus ¥1237 per wagon in the 8-pack). They also come in a single storage tray that's a lot less fiddly to open than four jewel cases!

Performance and detailing

Performance is what you'd expect from a modern wagon. Light, free-rolling and equipped with Rapido couplings, the wagons easily hauled by the little C11 tank engine. Even adding some extra wagons and a brake van at the end doesn't cause any problems for the engine.

The green mesh extension is very finely made, with see-through holes and delicate struts. The tarpaulin clips on top and has fairly realistic creases and folds. It would probably benefit from some weathering, but as it comes, does the job. If you remove the tarpaulin piece you can see the inside of the wagon. A yellowy plastic piece sits inside the green mesh, simulating the wood chip load. This piece isn't removable: if you try, you'll probably break it.

Conclusion

Given they're around ¥1200 (about £5.50) each, these wagons are surprisingly nicely made with fine detailing parts and excellent performance. The fact you get a box of eight wagons, each with their own running number, is icing on the cake. If you're looking for something that works equally well behind steam and (relatively) modern traction, they're hard to beat. They'd look especially nice on a mountainous, single track layout with rails that wind their way between the forests and a river valley.

Interestingly, while they sometimes ran on their own in block trains, more often than not short blocks of these wagons were included in mixed trains alongside Wamu 80000 covered wagon and Tora 45000 open wagon. You'd also want a brake van like the Yo 5000 at the end. In fact, the Kato Freight Car Pack (10-033) contains several wagons suitable for a mixed freight train: the Tora 45000, the Waki 5000, and the Hoki 2200 would all be perfectly suitable, and the Yo 5000 would be a realistic brake van to put at the end of the train.

The main thing the modeller should think about is how many wagons to put behind the locomotive: in the real world, a little C11 might struggle taking more than ten wagons over a steep mountain line, while a big D51 could obviously handle a lot more! On more modern layouts, a DE10, ED 75 or EF65 would be appropriate, but a DD51 in JNR red is perhaps the iconic motive power for this sort of mixed goods freight train.

Review: Kato 10-1932 313-1300 (Chuo Line - Kansai Line)

I bought this multiple unit secondhand while looking for something short but modern-looking, and ideally, with a Kato Sound Card available. Ticking both those boxes, the 313 series

Background

First built in 1999, the 313-series of EMUs were intended to replace older JNR designs that were, by then some 40 years old. Designed for the 1500V DC JR Central network, the trains feature stainless steel bodies and snowploughs making them well suited to the arduous and sometimes rather snowy conditions.

They are famously reliable trains. Stainless steel is strong and corrosion resistant, keeping the outsides in good shape. But they are also well designed on the inside. For a start, they use robust IGBT-VVVF inverters that handle changes in current and voltage very smoothly, keeping the AC motors in good shape and providing passengers with an almost silent ride. Electrical systems are distributed across the cars, so if something fails in one car, the other takes over. Note also the two pantographs on one car. Why not one pantograph on each of the two cars? During winter, the leading pantograph acts as an ice scraper, leaving the trailing pantograph to pick up the current. During the summer, the train usually runs with one of the pantographs locked down. In fact, the second car is merely a trailer: only the car with the pantographs has electric motors.

Overall, the train was designed to be a reliable, adaptable workhorse and has fully lived up to that expectation.

The 313-1300 series are based at the Jinryo Depot (near Nagoya) on JR Central where they run predominantly on two major routes: the Chuo Main Line (between Nagoya and Shiojiri) and the Kansai Main Line (between Nagoya and Kameyama).

On the Chuo Main Line they are usually operated in 4- and 6-car trains, and in peak periods these are coupled up into commuter expresses with up to 10 cars. However, 2-car trains like the one in the pack are used on the branchlines, often in the picturesque mountainous areas up north. When the trains are also used on the Kansai Main Line where they are sometimes used for 'one man operation' trains where passengers use a machine on the train to buy their ticket. Such trains serve small stations without ticket offices that might only see a hundred passengers a day, if that.

Kato 10-1932 313-1300

What's in the box?

• Two-car 313 1300-series electric multiple unit
• DCC-ready using Kato EM13 motor decoder (and FL12 function decoder for the trailer)
• Light kit ready for illuminated carriages
• Working head and taillights (can be switched on and off)
• Realistic click-together couplings rather than Arnold Rapidos
• Quite a large sheet of stickers for the destination blinds on the carriages
• Small selection of optional details including jumper cables and alternate destination blinds for the cab ends (Nagoya installed, Kameyama replacement)
• 4-page booklet (in Japanese) including a potted history of the class, instructions on how to fit the extra details, and suggestions of which Kato models to add to create longer trains

The train is basically ready to go as supplied, but adding the stickers to the destination blinds on the carriage sides would be more realistic. They are very small though, and fiddly to apply, so if you don't add them, I doubt anyone will notice!

Performance and detailing

As you'd expect for a modern Kato train with a slotless motor and flywheel, performance is excellent. The train pulls away slowly, almost silently, and very steadily. Perhaps more of an issue for some is the single powered bogie. You can see the compromise made here by the Kato engineers. On the one hand, a single powered bogie, with a single traction tyre, is bound to limit haulage somewhat. But on the other hand, but having a small motor in the one bogie, the passenger cabin is left completely clear, ready for illuminating with the optional coach lighting kit 11-211 and populating with little plastic people.

Having a single relatively small motor also ensures that the train works well if coupled with other multiple units. The real trains would couple up to other 313-series units, but also 211- and 315-series trains as well. If each unit had a very strong motor, a mismatch between them could cause them to push or pull at each other at high speed, derailing the train or pulling couplers apart. High current draws could also overwhelm the transformer.

In practice, the train runs perfectly well, and if you were adding another unit to make a 4-car train, the add-on train would have a motor of its own. So, unless you have ridiculously steep gradients, the single powered bogie shouldn't cause any problems. As far as going around curves is concerned, my train manages tight curves (R282 Unitrack) just fine.

Because the small motor used includes strong magnets, the model features a demagnetisation plate to prevent unexpected magnetic track triggers. This effectively blocks the magnetic field from the motor accidentally tripping anything that uses reed switches or magnets to work.

The leading bogies on each car feature a small snowplough. Potentially, this could foul anything on the track higher than the ballast, but mine seems to run smoothly. Still, you might want to run the train slowly at first, to see if it catches on things like level crossings or paved track sections. Unlike the snowploughs on some Kato stock, these ones are not removable.

Speaking of bogies, the outermost couplers sit in a sort of 'pocket' as part of Kato's body-mount telescopic coupler system. This means they only stick out a realistic amount when not in use. If you want to couple the unit up to another train, the coupler needs to be slid forwards. To do that, you turn the car upside down and slide the coupling forwards from behind. Now, when the train's couple up to another, the coupler can extend enough to allow it to go around tight curves, while settling back to a more realistic distance on straights. All very clever, and explained in the instructions — but of course in Japanese!

The model features JR Central's standard corporate livery, which the real trains have carried since their introduction in 2010. While the livery isn't complicated, it is well applied and looks very smart. The interior of the coaches are not painted and may benefit from a little work if you're going to add people and light up the coaches with the lighting kits.

Conclusion

This little train has quickly become one of my favourites. The colour scheme is low key but attractive, and the illuminated headcode and headlights make it a fun train to watch. 

It's interesting to compare this EMU to equivalent models sold in the UK of British prototypes. If we look at the (admittedly excellent) Revolution Trains model of the BR Class 313, a three-car train goes for around £300. The specification for these is extremely high: electrical connections between all three cars, more and finer details, and nothing for the user to add to complete the model. The Kato model is listed at ¥10,780 (about £50) and only has two cars and a single powered bogie, but the result is a much more affordable model.

I'm on the fence about which is the 'best' approach but the different approaches taken by British and Japanese model train manufacturers is certainly striking.

Review: MicroAce A0301 Maya 34-2002 Modernised Refurbished Track Inspection Car

Unlike Kato, and to some extent Tomix, MicroAce don't seem to have much presence outside of Japan. While those two companies produce mass produce the common stuff seen on the Japanese railway, MicroAce seem to specialise in more niche models. One-off locomotives, unusual freight wagons, that sort of thing.

This particular model is a track inspection vehicle. Since it could be hauled by all sorts of different engines or even by a multiple unit, it's effectively a complete train in itself. So, while a little more expensive than Kato or Tomix, it seemed like a fun addition to my collection.

Background

Various Maya 34 track inspection vehicles were built between 1959 and 1981 by Tokyu Corporation and by Hitachi. This model represents one of the second tranche of vehicles which different from the first ones in being slightly longer, lacking headlights, incorporating air conditioning, and having an upgraded diesel generator for the onboard equipment.

Its basic job was to check the track at high speed. It had three bogies, rather than two, and these were equipped with a variety of sensors including lasers that could tell if the track was out of gauge, cracked, out of alignment vertically, and so on. It is presented here in the livery it carried between 1992 and 2004 while it worked on JR East. Although based at the Oku Passenger Car Depot in Tokyo it could be seen anywhere on the JR East network.

The Japanese wikipedia page for this car includes photographs of them be hauled by a variety of different motive power. DE10 and EF58 are shown. Since the Maya 34 car has working tail lights but no headlights, it would normally be pulled (rather than pushed) by the locomotive. MicroAce themselves are promoting MicroAce A3290 Kumoya 143 + 145 electric multiple unit twin-pack as an authentic option. The Maya 34 car would sit in between the two power cars in this case.

MicroAce A0301 Maya 34-2002

What's in the box?

• The Maya 34 track inspection car
• Working taillights (can be switched on and off)
• Arnold couplings at each end
• Couple of slips of paper (with Japanese text) but no instructions or diagrams of spare parts

The taillights are quite bright, perhaps unrealistically so, but otherwise work well. Current is collected from the front and back bogies but not the central one. Tiny switches behind the front and back bogies can be used to turn off the taillights at that particular end — presumably this is most useful when the car is sandwiched within a train, like the Kumoya 143 + 145 combination mentioned above. In that situation, the taillights lighting up would not be prototypical.

Performance and detailing

Not much to say about performance beyond the fact the MicroAce Maya 34 runs well, even on R282 Unitrack curves and through Unitrack points. The lights don't flicker, indicating that current collection across the two bogies is perfectly adequate.

Detailing is superb. Starting at the roof, at first this looks rather plain, but the ventilators on the roof have moulded details that are really only visible under a magnifying glass. On each side are separately fitted duckets, protruding windows that allowed crew to safely look forwards and backwards without having to stick their heads out of an open window. The fronts of the car include moulded details such as jumper cable sockets.

Perhaps more remarkably, the chassis and bogies are even more detailed, with all sorts of underframe details present as well as separately fitted equipment bars on the bogies. The equipment bars are painted metallic grey and feature rivet detail barely visible to the naked eye. On the real car, these beams provided a rigid platform for the various lasers and magnetic sensors used to take measurements. While these are very low down on the bogies, they don't seem to foul anything on my layout, but it's worth checking for clearance through level crossings and any paved areas of track.

Conclusion

Brand new, the usual online vendors sell this model at around ¥6,000 (approximately £27) which is about the going rate for a British railway coach in N scale but maybe double what you'd pay for a bog standard Kato or Tomix passenger coach.

But if you compare this model to, for example, the standard Kato passenger coaches, it scores in several regards. The roof mouldings are much more detailed, the livery application is far more complex, and the model also comes with working lights at both ends. Unlike the Kato coaches which sometimes require swapping out the stock wheels for more authentic spoked wheels, the MicroAce model comes with chemically blackened wheels of the correct general type.

On the other hand, it doesn't have an easy option for interior lighting, something the Kato coaches do have. Also, the Rapido couplings it uses are the old fashioned copper spring design rather than a push-fit socket that could be easily upgraded to a more realistic knuckle coupling.

Still, these are minor quibbles. The coach itself is fantastic, with all the extra details installed right out of the box. Plonk it on the track, couple up to a loco, and off you go!

Review: EF81-300 Kato 3067-3

You might not normally think of railway locomotives as built for operation under the sea, but in the case of the JNR EF81-300 series that's not too far off the mark! As it happens though, my introduction to this class was primarily its low cost during a sale at Plaza Japan. It was only once I started reading up on the history of the EF81-300 series that I properly appreciated what cool models these really were.

Background

The EF81 locomotives were initially designed as heavy-duty mixed traffic locomotives capable of hauling long freight trains and express passenger trains. Introduced in 1968 they remained in front line service well into the 21st century, JNR West for example only retiring their fleet in 2023. Most have been scrapped now, but a few linger on in niche roles such as charter trains.

In any event, like a lot of other Japanese locomotives they use a relatively unusual Bo-Bo-Bo wheelbase compared to the more conventional Co-Co arrangement seen on most six-axle diesel and electric locomotives seen elsewhere. This is because these locomotives are very big, over 100 tons in weight, and having three bogies lets them spread their weight and handle tight corners better than a typical Co-Co locomotive ever could.

They were also designed to operate under the patchwork of 1,500V DC and 20,000 V (50 and 60 Hz) AC wires that made up the Japanese electrified railway, making them even more versatile. As such, they could be seen almost anywhere, from busy mainlines to the relatively lightly built coastal routes serving smaller cities and harbours.

No fewer than six different series of EF81s were built, but the 300-series is perhaps the most remarkable. Only four were every built, but they were intended to operate in some of harshest conditions any railway engine would have the misfortune to endure -- the Kanmon Tunnel connecting the islands of Honshu and Kyushu. It wasn't just that the Honshu end (and the tunnel itself) were electrified at 1500V DC while the Kyushu end was at 20,000V AC. The tunnel itself was wet, the air basically saturated with water, and saltwater constantly dripped through the tunnel onto the railway line below. All of this made corrosion a ferocious problem, standard steel locomotives quickly become rusted.

So, Hitachi were commissioned to build 4 EF81s built to resist these conditions. The most obvious difference compared with the basic model EF81 was the use of unpainted stainless steel panels. To provide rigidity, these panels had unique horizontal corrugations not seen on the standard EF81s. Similarly, the roof was unpainted stainless steel. While the pantograph was the standard cross-arm PS22 design, the materials used were different, including stainless steel fasteners and special anti-corrosion coatings. Grease was applied liberally too, to keep the water out!

Kato 3067-3 EF81-300 

What's in the box?

• EF81-300 electric locomotive
• Working headlights
• Chemically blackened wheels
• Plastic sprues with number plates, maker plates, and multiple unit jumper cable
• Optional snowploughs (only some locos carried these in real life)
• Replacement knuckle couplers (Arnold-type pre-fitted)
• Two-page instruction leaflet (in Japanese)

As is typical with Japanese model trains, the model is 99% ready to go out of the box. What I mean by that is the model looks and runs fine, but doesn't have its number and maker plates installed. These need to be pushed into place, a slightly fiddly process. While I don't mind that Japanese locos come like this — it means you could buy four of the models and number them all differently — collectors who prefer their models to stay in mint condition are stuck with running their EF81 'numberless'.

Strictly speaking, only 303 and 304 ran in the colour scheme modelled here: so while the model is supplied with number plates for 301 and 302, they never ran in this specific condition. They had been, in fact, painted into a rose pink livery as early as 1978!

On the other hand, and in contrast with Tomix models, I didn't have to spend time faffing about with handrails, hooters, and other standard issue detailing parts that any and all locomotives would need to have fitted to them. While there's an argument the Kato approach means details are either moulded (like the cables at the bufferbeam) or oversized (like the handrails on the cab front) the relative ease with which the model can be 'finished' and put to work on my layout is very welcome.

Performance and detailing

Performance is typical for Kato thanks to the modern coreless motor and flywheels. Acceleration is smooth and the engine runs around the track very quietly. It handles somewhat tight (R282) Unitrack curves without complaint. Working headlights operate in the direction of travel; Japanese modellers don't seem to expect working taillights at the back of the engine because these would not be used when the engine is hauling something — which is most of the time!

Japanese railfans have nicknamed these models 'silver kettles' on account of their shiny appearance, and Kato have captured that rather well. However, it's worth noting that the detailing and livery presented here is from quite late in their lives, from 2010 until withdrawal. For example, the roof features a particular radio antenna, and there are black (rather than grey) seals around the cab windows. Blue JR logos are fitted on either side of the locomotive, indicating post-privatisation branding. If you look at the driver cab windows in front of the cab doors, you'll see additional an inspection hatch that was absent from the locos as delivered. Even the pantograph is slightly modified to be more accurate — so if you need to replace them, be sure to get the correct sort!

Snowploughs were only carried by 303 and 304, and even then, only for a short period when they were loaned to Toyama Depot in 2011 in response to a shortage of motive power after an earthquake and tsunami that year. Number 302 also carried snowploughs, but it was, of course, in rose pink livery, not silver.

Even though the locomotive is mostly silver, there are splashes of colour that stand out. The insulators on the roof are nice, and between the neat printing and the press-fit plates, there's a whole host of tiny details on the front and sides that make the engine look very smart. You can also see the black rubber around the cab windows: a small detail, but distinctive.

Conclusion

As mentioned earlier, the main reason this locomotive was purchased was the insanely low price, just ¥6,985 (around £32). For such a big model with so many attractive features that seemed an absolute steal.

But as it turned out, the more I learned about this engine the more interesting it turned out to be. Famous in Japan among rail fans as the 'silver kettles' these stylish looking locomotives enjoyed long lives even if they operated within a relatively restricted area. It looks terrific hauling a long train of Koki container flats.

There is also a Sound Card for this engine which brings another dimension to the fun, including start-up sounds, hooters, brakes, and ATS bells. The card can be used two ways: the traditional way where the model responds immediately to changes from the controller, or with the Sound Box in charge, where the model accelerates or decelerates more slowly and realistically for a more immersive experience.