The EF64 was initially introduced in 1964 to replace a number of older classes then operating firstly on the Ou line and thereafter on the Chuo main line. It followed the now classic 1960s design for Japanese electric locomotives, sporting a Bo-Bo-Bo wheel arrangement. Power would be supplied form 1,500 v dc overhead. In total 79 locomotives were delivered between 1964 and 1976, where they were put to work on all types of traffic. When the Ou main line was converted from 1,500 dc to 20kv ac in 1968, the twelve locos allocated to these duties (EF64 1-12) were transferred to Chuo line workings.

A number of locomotives were fitted for passenger train haulage and were equipped with train heading apparatus, however the majority were used on heavy freights and engineers services.

Although one class, the EF64s came in seven series, each one with various improvements to the last. These series were classified by production batches:

Batch 1 - first part of this batch included just two locos - EF64 1 and EF64 2 - which were the prototypes. The second completed the Ou consignment EF64 3 - EF64 12

Batch 2 was EF64 13 to EF64 28. These were the first of the Chuo deliveries, and differed from the previous batches in having slightly larger lamps and no ETH.

Batch 3 had two locos - EF64 29 and EF64 30. Fitted with ETH, they also had various improvements made internally, for example better armatures.

Batch 4 - EF64 31 - EF64 36 were built especially for a number of new freight flows. Despite this, they were also fitted with ETH and also improvements to the cab's internal lighting!

Batch 5 had some more significant changes. EF64 37 - EF64 43 has some external modifications to the front steps and the installation of an improved anti-slip detection system.

Batch 6 again only had two examples, and EF64 44 - EF64 45 were essentially the same as batch 5, only produced by a different factory.

Batch 7 was the largest batch covering EF64 46 to EF64 75. These saw another large change to the specification, including pantograph mods, new resistance controls, improvements to the tail lights and improved cab ventilation. Of this batch only EF64 46 to EF64 55 had ETH.

EF64 76 to EF64 79 were identical to batch 7, although none of these were fitted with ETH.

In addition, there was an additional 53 locomotives built for the JÅetsu line; the sub-class EF64-1000. These are out of scope for this piece.

The EF64s dominated the Chuo main line until the introduction of the articulated EH200 in 2001.

As Yamanouchi Oshika is set on the Chuo line, the EF64 was a must have in terms of motive power. For this I have been lucky, as all three main manufacturers have produced this class in recent years. The fleet currently stands at seven machines; two each from Tomix and Micro Ace and three from Kato.

My first example was EF64 42 from Micro Ace. I obtained this locomotive last summer from Rainbow Ten in Japan, which was an achievement as these models were becoming very hard to find. In reality, EF64 42 was withdrawn by JR Eastern in 2005. There were very few loco-hauled trains diagrammed on the Chuo line during this time, so I suspect that EF64 42 was used predominately on ballast trains in its final years.

The Micro Ace model is very finely detailed and runs beautifully, as can be expected from this manufacturer. In common with most other MA models, this locomotive came ready numbered, with no additional detailing parts to add. It looks very much like a number of improvements have been made to the MA model, as I recently obtained EF64 3, which is one of the earlier 2001 models. Although still nice, it is noticeably cruder in terms of detailing than 42 - indeed the early MA EF64 is the least well detailed of all the models mentioned here. Incidentally, EF64 3 was one of the earlier withdrawals, being taken out of service in 2003.

Tomix re-released their EF64 earlier this year. Three models were produced, two in blue livery and one in JRF. These come with separate detailing parts, as well as a selection of numbers - with builder’s plates. Some of the earlier Tomix offerings have not had a great press, motors can be rough - their DE10 was notorious - and some the detailing could be a little crude in comparison with the other makes.

In this case, none of these accusations can be made. Performance is smooth and one of these locomotives will happily haul twenty bogie box vans up our layouts 1/40 gradient. In terms of identity, my blue loco (I have a fourth edition in blue and a seventh edition in JRF) has taken the number EF64 34. As far as I know EF64 34 is still in service.

Finally we come to the Kato model. This is a very recent addition to my fleet, and as such has not been given a number or builders plate. It is much like the others in terms of appearance and performance, although the fly-wheel drive on this machine is particularly impressive.

One difference is the shade of blue this locomotive carries. My understanding is that the JR blue did not change throughout its long existence - the EF64s were delivered new in this livery and some still carry it - yet the Kato model has a slightly lighter shade (if I am incorrect in this, I'm sure someone will let me know!). This may, in part, be down to what seems to be a less 'glossy' bodyside.

I cannot really criticise these models too much, as I only recently moved from UK-outline modelling; which had plenty to criticise. They are all well engineered, with powerful and responsive motors, and well detailed. I feel that perhaps the later MA model has the finer detail, and the Kato edges it in terms of performance. That is not to say that the Tomix is inferior...far from it, Tomix have produced a very good model.

What the Tomix has over the others however is availability. The run-of-the-mill production EF64s from both MA and Kato are hard to find, whereas there are now plenty available from Tomix on account of it being a recent release.

I have been very lucky with this class of locomotive. Modelling the Chuo line without an EF64 would be very difficult, as they were the staple motive power for so long. It is sad that the class is rapidly being withdrawn now, about 70% have now gone, however the majority have exceeded 35 years on what is an extremely punishing route. Their impressive replacements, the EH200, now have sufficient numbers to have replaced the EF64s on the heaviest trains, and indeed Yamanouchi Oshika has a Kato example of this class in service. Unlike the prototype, on Yamanouchi Oshika this is probably as far as they will advance and the EF64s will still hold sway for many years to come.