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| Multipurpose Locomotives | |||
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C36-7i of Eesti Raudtee Acquired at the opening of the new era for the Estonian Railways the C36-7i locomotives were imported from U.S.A. as a second hand rolling stock to be used with the heavy freight trains from the Russia to Estonian ports. Built by: General Electric in 1985 for MoPac and UP Units imported and refurbished: 57, 2002 Unit numbers: 1501 - 1557 Power: 2800 kW (3750 Hp) Effect: 438 kN, 96 klbs Usage: General freight locomotive, although at home with the heaviest freights is often used for road switching and even local switching.  More on C36-7i of EVR |
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C30-7i of Eesti Raudtee Acquired at the opening of the new era for the Estonian Railways with its heavier sisters the C30-7i locomotives were imported from U.S.A. as a second hand rolling stock to be used with the heavy freight trains from the Russia to Estonian ports. Built by: General Electric in 1976 - 1984 Units imported and refurbished: 19(?), 2002 Unit numbers: 1558 - 1577 Power: 2240 kW (3000 Hp) Effect: 400 - 438 kN, 90 - 96 klbs Usage: General freight locomotive, although at home with the heavy freights is often used for road switching and even local switching. More on C30-7i of EVR |
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| Road Locomotives | |||
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2Te116 double diesel of several operators and owners Synonymous to Russian success in the export freight the 2Te116 double diesel locomotives come in several subtypes for hundreds of companies operating them. Where the C3xs are heavy for the Estonian network, the 2Te116 is just as powerful, weights less and can handle freight all the way from Siberia to Estonian ports. Built by: Lugansk Locomotive Works, 1971 - current Units imported and refurbished: probably around 10 permanently in Estonia, lots of units in cross border traffic. Unit numbers: 2Te116-0001 onwards Power: 2 x 2250 kW (6030 Hp) Effect: 399 kN Usage: Heavy long haul freight locomotive More on 2Te116 of several operators |
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Tep70 of several operators and owners Tep70 is almost synonymous to Russian passenger locomotive where diesel traction is needed. Built by: Kolomensky Zavod, 1973 to current (the current model is Tep70BS, the builder refers to Tep70 production starting in 1988) Units manufactured: >400 Unit numbers: Tep70-0001 onwards Power: 2942 kW (4000 Hp) Effect: 288 kN start / 167 kN at 48 km/h Usage: Passenger transportation on nonelectrified networks More on Tep70 of several operators - - - Discuss Page at trainorders.com - |
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| Switchers | |||
| DF7G-E diesel-electric switchers of EVR We will include pictures of these 16 Chinese built switcher once the fist units have arrived from the factory to Eesti Raudtee. These are the frist new locomotives fot the EVR for 2 decades, so they are badly needed to replace some of the old warriors. |
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Tem2 / Tem 3diesel-electric switcher of several operators and owners Tem2 / Tem3 type is actually a multitude of 4 axle Soviet switcher types from a certain period. Thousands were built in two main body shell formats and numerous of these are now modernized, as diesel-electric locos have an exceptionally long life span. Built by: Bryansk Units manufactured: thousands Built: 1960, 1967 - 1989 Power: 880 kW ( Hp) originally, after modernization specifications vary Effect: 206 kN start Usage: local switcher for all uses More on Tem2 of several operators |
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Tsem3 / ChME3 diesel switcher of several operators and owners With almost 10'000 units produced the Tsem3 switchers can be found most anywhere on the 5' gauge network fo the world. This switcher (never seen on the road) is common on all larger stations like Tallinn, Tartu, Tapa, Narva, where these locos are used fir what they are best suited for: switching work of all kinds. Built by: CKD works in Czeckoslovakia, 1960s to 1970s Units built: thousands, tens in Estonia. Many just parked there. Operators: Edelraudtee, EVR, Folker Rail, ... Power: 1000 kW (1350 Hp) Effect: n/a kN Usage: medium switcher for local only use More on Tsem3 / ChME3 of several operators |
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Tgm6 diesel-hydraulic switcher of the Elektriraudtee |
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Tgm4 diesel-hydraulic switcher of the Edelraudtee |
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Tgm23 small diesel-hydraulic switcher of the Kehra IP factory |
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| - - - Discuss Page at trainorders.com - | |||
| C36-7i of Eesti Raudtee (Estonian Railways) | |
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The formidable American heavy C36-7i freight locomotives started a new moders era for the Estonian Railways (EVR) in 2002. The ex. Missouri Pacific / UP and Conrail units were regauged for 5' and received upgraded electronics, thus the letter i in their type. Locomotives were shipped to Estonia, where they have served well in various assignments from occasional local switching to multiple unit use in the heavy international freight trains. In the early years when the Eesti Raudtee (EVR) was owned by the American Ed Burkhart much of the traffic was Russian imports passing to Estonian ports. During the last few years the Russia has invested itself to ports and capacity aid from the neighboring countries is no longer needed in a large scale. Many consists today are export products of either Estonia or Russia so there is traffic both ways. At this point you have to remember, that while Estonia is part of the European Union, it is curiously still separated from the union with a Russian track width of 5' (1520mm) instead of the "normal gauge" 4' 8,5" (1435mm). This makes it difficult for the Estonian industries to rationally import and export good by rail to EU countries, so the eastern direction is the only rails can serve well. Currently EVR has a substantial surplus of heavy freight locomotives, these are of the types C36-7i, C30-7i and 2Te116. There is also occasional criticism towards the American locomotives with their huge weight and rigid bogies destroying infrastructure. So the 2Te116 from Russian seems to be the number one choise to use to preserve the track and switches, while the C3x's serve as a surplus power. Probably this will finally lead to the withdrawal of the both C36-7i and C30-7i, which will be replaced with one of ther modern diesel locos from Western Europe or Russia. |
| C30-7i of Eesti Raudtee (Estonian Railways) | |
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The American medium heavy C30-7i freight locomotives started a new moders era for the Estonian Railways (EVR) in 2002. The ex. Conrail units were regauged for 5' and received upgraded electronics, thus the letter i in their type. Locomotives were shipped to Estonia, where they have served well in various assignments from occasional local switching to multiple unit use in the heavy international freight trains. In the early years when the Eesti Raudtee (EVR) was owned by the American Ed Burkhart much of the traffic was Russian imports passing to Estonian ports. During the last few years the Russia has invested itself to ports and capacity aid from the neighboring countries is no longer needed in a large scale. Many consists today are export products of either Estonia or Russia so there is traffic both ways. At this point you have to remember, that while Estonia is part of the European Union, it is curiously still separated from the union with a Russian track width of 5' (1520mm) instead of the "normal gauge" 4' 8,5" (1435mm). This makes it difficult for the Estonian industries to rationally import and export good by rail to EU countries, so the eastern direction is the only rails can serve well. Currently EVR has a substantial surplus of heavy freight locomotives, these are of the types C36-7i, C30-7i and 2Te116. There is also occasional criticism towards the American locomotives with their huge weight and rigid bogies destroying infrastructure. So the 2Te116 from Russian seems to be the number one choise to use to preserve the track and switches, while the C3x's serve as a surplus power. Probably this will finally lead to the withdrawal of the both C36-7i and C30-7i, which will be replaced with one of ther modern diesel locos from Western Europe or Russia. |
| 2Te116 of several operators | |
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The 2Te116 is synonymous for heavy freight transportation in the most 1520 mm gauge countries around Russia. In Estonia too these mammoth locomotives form a great majority of the motive power outside the leading operator Eesti Raudtee. At least 10 separate operators are either operating these locos or have used them in the past. While some units from the East are in a pretty bad shape, others are kept in a mint condition. |
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