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
- 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.
