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Class EF63
A pair of EF63s leading a 489 series EMU on a Hakusan service in June 1997
Type and origin
Power typeElectric
BuilderKawasaki, Mitsubishi and Tōshiba
Build date1962–1976
 • UICBo-Bo-Bo
Gauge1,067 mm (3 ft 6 in)
Wheel diameter1,120 mm (44.09 in)
Length18,050 mm (59 ft 2+58 in)
Width2,800 mm (9 ft 2+14 in)
Height4,060 mm (13 ft 3+78 in)
Loco weight108 t (106 long tons; 119 short tons)
Electric system/s1,500 V DC overhead lines
Current pickup(s)Pantograph
Traction motorsDC
Performance figures
Maximum speed100 km/h (62 mph)
Power output2.55 MW (3,420 hp)
Tractive effort23,400 kgf (229,476 N; 51,588 lbf)
OperatorsJNR, JR East, JR Freight
Number in class25
First run1 October 1963
Withdrawn30 September 1997
DispositionAll withdrawn

The Class EF63 (EF63形) is a class of 1,500 V DC electric locomotives formerly operating in Japan.


A total of 25 Class EF63 locomotives were built between 1962 and 1976 exclusively for use as bankers (U.S. "helpers" or "pushers") on the steeply-graded Usui Pass section of the Shinetsu Main Line between Yokokawa and Karuizawa. They replaced the Class ED42 electric locomotives previously used on the rack-and-pinion line between these two stations.

The prototype, EF63 1, was produced in 1962 by Toshiba for testing before full production of the class started in 1963 spread between manufacturers Kawasaki, Mitsubishi and Toshiba. The class was equipped with a number of special safety features to cope with the unique conditions of operating on the 66.7, 6.67 % gradient of the Usui Pass.[1] These included independent dynamic brakes on all six axles (hence the large louvres along the bodysides for heat dissipation), magnetic adhesion brakes operating directly on the rails, and mechanical locking brakes. Small wheels attached to the centre bogie were used to measure the train speed and apply the brakes in the case of run-away. The class used the same 425 kW MT52 traction motors used on the EF62s and also the EF70s. The entire class was based at Yokokawa depot, and they were always used in pairs at the Yokokawa end of trains travelling in both directions, and were capable of operating in multiple with Class EF62 locomotives and a wide range of EMU types (including 115, 185, 189, 489 series) – hence the impressive array of jumper cables and connectors on the Karuizawa ends of the locos.[note 1] Trains ascending the incline from Yokokawa were driven by the driver in the rearmost cab of the EF63 pair at the rear of the train, with the driver in the front cab of the train acting only as signal look-out.

Locos EF63 5 and EF63 9 were written off after a runaway derailment also involving two EF62s in 1975, and EF63 24 and EF63 25 were additionally built in 1976 to replace these two.

In 1978, EF63 11 and 13 were specially turned out to work an imperial train over the Usui Pass.

Following privatization of JNR, the entire fleet was transferred to JR East operation with the exception of EF63 1 and 14 operated by JR Freight.

The closure of the Yokokawa to Karuizawa section of the Shinetsu Main Line in September 1997 coinciding with the opening of the new Nagano Shinkansen marked the end of the careers of the EF63 locomotives. Before their final withdrawal, however, a number of locos (EF63 18, 19, 24, and 25) were repainted into original brown livery following their last overhauls in 1997. Incidentally, these locomotives were delivered in standard blue livery from new.

Locomotive histories

No. Builder Built Withdrawn
EF63 1 Toshiba 1962 1984
EF63 2 Toshiba 1963 1998
EF63 3 Toshiba 1963 1998
EF63 4 Toshiba 1963 1998
EF63 5 Toshiba 1963 1975
EF63 6 Toshiba 1963 1998
EF63 7 Mitsubishi 1963 1998
EF63 8 Mitsubishi 1963 1998
EF63 9 Mitsubishi 1963 1975
EF63 10 Mitsubishi 1963 1998
EF63 11 Mitsubishi 1963 1998
EF63 12 Mitsubishi 1963 1998
EF63 13 Mitsubishi 1963 1998
EF63 14 Toshiba 1966 1984
EF63 15 Toshiba 1966 1998
EF63 16 Toshiba 1966 1998
EF63 17 Toshiba 1966 1998
EF63 18 Kawasaki 1967 1998
EF63 19 Mitsubishi 1967 1998
EF63 20 Kawasaki 1969 1998
EF63 21 Kawasaki 1969 1998
EF63 22 Kawasaki 1974 1998
EF63 23 Kawasaki 1974 1998
EF63 24 Kawasaki 1976 1998
EF63 25 Kawasaki 1976 1998


Batch differences

Batch 1: EF63 2 – EF63 13 Icicle cutters added above cab windscreens, rectangular front skirts
Batch 2: EF63 14 – EF63 21 Recessed tail lights, lightning protector moved to centre of cab roof
Batch 3: EF63 22 – EF63 25 Loco numbers affixed in number plate form

Preserved examples

EF63 24 and 25 are currently used to provide driver training sessions to members of the public at the Usui Pass Railway Heritage Park on a short stretch of track electrified at 750 V DC (rather than the normal 1,500 V). EF63 11 and 12 are kept as operational spares. All other preserved examples are kept as static exhibits.

See also


  1. ^ Their Karuizawa ends had dual coupling, the Yokokawa ends had normal Janney coupling though.[citation needed]


  • Inoue, Kōichi (1999). 国鉄機関車事典 [JNR Locomotive Encyclopedia]. Japan: Sankaido. ISBN 978-4-381-10338-3.
  • JR全車輌ハンドブック2006 [JR Rolling Stock Handbook 2006]. Japan: Neko Publishing. 2006. ISBN 978-4-7770-0453-9.
  1. ^ Harada, Katsumasa (1981). "Technological independence and progress of standardization in the Japanese railways". JETRO. Retrieved 2 January 2009. it was eventually decided to build the track at a steep grade of 66.7/1,000
  2. ^ Tezuka, Kazuyuki (December 1996), "EF63と強調運転" [EF63 and cooperative operation], Japan Railfan Magazine (in Japanese), 36 (428): 18 et seq