Class66 / JT42CWR "Shed" Diesel Freight Locomotive

British class 66 has become one of the most successfull diesel locomotive types in Europe. The locomotive is based on the proven American robust locomotive technology (roughly the SD70 construction) heavily adapted to the European requirements. Hundreds of this type earn income to their owners every day year round. A successor candidate class 66 EU has a number of things further improves, among these one that is strikingly poor for the class 66: the crew conditions.

Picture above: a HGK JT42CWR number DE672 in Ulm Germany. This locomotive is operated by Transpetrol. Picture by Ilkka Siissalo 2007.

-- Click any picture to see a larger version of it! --

* Why the Class 66 has become so popular * Technical specifications * After 66 * Class 66 competition * Next Class Numbers in Use... *

Roster pictures by Operator
Aggregate (UK) : unknown *
Cargonet (Norway, Sweden) : 402 * 403 * 406 *
EWS (DB Schenker) : 009 * 077 * 100 * 140 * 142 * 176 * 185 * 187 * 196 * 246 *
Freightliner (UK) : 407 * 414 * 502 * 516 * 522 * 572 * 608 *
Metronet/GBRF (UK) : 714 * 718 * 722 *
Transpetrol (Germany) : DE672 *

Created for 4rail.net by John McKey, Ilkka Siissalo and Andreas Ehnberg. Pictures by Stanislav Voronin, Ilkka Siissalo, Hannu Peltola, Andreas Ehnberg and John McKey.

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Class 66 / JT42CWR General Info
	Class66 is one of the most successfull diesel locomotive types in Europe. The locomotive is based on the proven American robust locomotive technology (roughly an SD70 construction) adapted to European requirements. Hundreds of this type earn income to their owners every day year round. A possible successor (no orders have been reported yet) class 66 EU has a number of things further improves, among these one that is strikingly poor for the class 66: the crew conditions. The JT42CWS/JT42CWSM/class66 has become a symbol to diesel success in Europe, as many of the open access operators operate the type. The diesel locomotive can operate independently of dozens of European electric companies and 4 main electricity distribution form standards, as long as the 1435 mm (4' 8,5") gauge applies, which is most of the Western Europe. Also the British traditional small loading gauge used makes the use possible just about anywhere. Amazingly, in just 10 years this locomotive has been taken into use in at least 15 European nations for tens of operators! As an American design made to cross the mountains, to be used almost continuously and survive with minimal maintenance this locomotive is at home both in the rough winter conditions in Nordic countries and in summers heat in southern France. Why the class 66 is popular What is special about class 66? The class 66 has become immensely popular among the operators. We can pinpoint at least 3 reasons for this success: Interoperability in Europe. The manufacturer EMD has been carefull in making sure thet the JT42CWR is certified for large majority of the European Union countries and countries around them. A few member countries had chosen not to certify the locomotive, which will lead to interesting situations, once the rule that if a rolling stock is certified in one EU member country, it should in general be allowed to operate in all others (some restrictions like train control systems still apply) comes into effect. Critical volume. Once the locomotive is common enough that dozens of operators own it, you are almost guaranteed to have the aftersale market, be able to lease and lend locomotives, and be able to acquire services and repairs easily. Successfull design. Although the crews have reported about the poor spartan cabin, the locomotive is otherwise very durable and made to last. The capacity is just high enough to pull a medium sized freight train (for Europe) and while the loading gauge is "obsolete" (the smallest in Europe, that is the older British loading gauge), that means too that the size is not the issue anywhere. - - - Discuss this page at Trainorders.com! --- Technical details -> Builder: Electro-Motive Diesel @ Ontario Canada, distribution EMD Europe GbmB -> Type: JT42CWR / JT42CWRM / original classification was the British class 66, hence the common nickname for this durable locomotive. -> Usage: Medium heavy freight road locomotive. -> Production dates: 1998 to current. Competition is getting tougher with calsses 67, 70, Euro3000, ... -> Numbers built: 700+ currently in production use + some orders -> Gauge: 1435 mm (4' 8.5" ft) , could be easily adapted to 1520/1524 mm gauge (5 ft) or other broad gauge. -> Users: Numerous European operators and/or owners including ACTS Nederland BV, Aggregate, CargoNet of Scandinavia, DLC Railway, ECR (Euro Cargo rail), EWS, Fastline Freight (Alco Leasing), FirstGBRf (Porterbook Leasing), Freightliner UK, HGK, MRCS (Mitsui Rail Capital Europe), Rail4Chem Benelux, Railion (owner of EWS), Rurtalbahn, TGOJ Trafik, Transpetrol (owner HGK), Veolia Transport, ... -> Seen: Most of the open access European 1435 mm rail network. Numerous cross border operations. -> Certified for operation in: Belgium, Czech Republic, Denmark, France, Germany, Great Britain, France, Luxembourg, Netherlands, Norway, Poland, Slovak republic and Sweden. -> Operators outside Europe: Egyptian National Railways -> Energy Source: Diesel fuel -> Engine: EMD 12N-710G38-EC / 12N-710G3B-T2 (later (current production model) compatible with EU Stage 3A Exhaust Emission regulations). Engine is turbocharged and features fuel injection for best possible performance. -> Power output: 2420 kW (3245 Hp), 2268 kW traction output -> Transmission: Diesel electric -> Traction generator: AR8/CA6, 18 kW ?Super? auxiliary generator -> Traction motors: six D43TRC traction motors on axles -> Tractive Effort: 409 kN start (very good!) / 260 kN at 26 km/h -> Braking system: Westinghouse PBL air brake system, WLNA type direct drive air compressor -> Braking effort on traction motors (dynamic braking): - -> Wheel arrangement: Co'Co' -> Bogies: optional HTCR-E radial bogies for reduced track and wheel wear (steerable trucks). Higher than normal adhesion. -> Electronics: Advanced EM2000 computer to reduce in modules and components and improve performance, even at the lower speeds. Accessible for Laptop via USB for system diagnostics and program maintenance. Optional Intellitrain remote monitoring and GPS. -> Servicing period: 180 day maintenance interval, 1,6 million km for HTCR bogies, 20 year engine overhaul period. -> Services from the manufacturer: Full maintenance, remote monitoring. -> Crash resistance: 300 kN collision beam at the front of the cab(s). Cab structure penetration resistant up to 900 G:s! High impact resistant windsreens. -> For the train personnel: "Quiet" cab (the earlier versions were very noisy and uncomfortable and the train personnel hated them), heating and airconditioning. -> Maximum operational speed where possible: 120 km/h (75 mph) -> Multiple unit operation capability: Yes -> Length: 20,1 meters -> Heigth: 3,9 m -> Width: 2,65 m (within the British loading gauge = narrower than normal ~3 meters used in several countries in Europe) -> Fuel capacity: 6400 liters -> Lube oil capacity: 625 liters -> Weight: 129,6 metric tonnes -> Axle weight max: After Class 66 with the success of JT42 the interest to share the market has picked up. General Electric, the dominant locomotive manufacturer is the U.S. has brought to the market it's Class 70 locos, which are more powerful that the Class66s. Also the GE has adressed the most obvious lack for the Class 66: poor working conditions. GE is known in the U.S. for providing relatively quiet work environment for the engineers. But so does the competition in Europe. Euro3000 is one example of the high quality competition, as are the Eurorunners by Siemens and Traxx diesels by the Bombardier, plus a huge diesel product line of Vossloh. Somehow you get the idea, that the only surviving strength for the Class 66 new sales might be it's capability to operate on the backward loading gauge, the competition can't match. It remains to be seen if this is enough to attract new customers, or will the last class 66 locomotive built in 2008 and shipped to use in Europe in 2011 also be the last of it's kind.

Class 66 number 403 used by CargoNet
	Picture: The CargoNet clas66's are providing the motive power for a north-south container train in 2009 in Norway. As far as we have learned the use for these locos is getting lesser and the cooperation Green Cargo - NSB was sold to NSB creating again an aerial exclusive NSB operation for Norway. Excluding certain Green Cargo hauled freight trains. Picture by Ilkka Siissalo.
	Another picture of the unit 403 in Bodö, Norway. Picture by Ilkka Siissalo.
	Here you can almost feel that the unit is ready to start the train up the mountain side. Picture by Ilkka Siissalo.