Background and overview
Since the transport demand of the Chuo West line linking Kansai/Chukyo and Shinshu region were increasing and going good so far, Japanese National Railways (JNR) had a plan to modernize the Chuo West line namely electrification and track improvement, and to deliver 181 series EMU trains to reduce their journey time. Improvement of the track would take a high cost and many existing curved sections would impact against the significant journey time reduction. On the other hand, experimental dual-voltage tilting electric multiple unit (EMU), 591 series, proved that the tilting system realized 20km/h faster travelling than standard limited speed on curves and would realize to shorten total journey time on Chuo West line. Based on the result of 591 series' extensive test running, JNR developed 381 series intercity DC EMU tilting trains. 381 series adopt 3-car unit system consisting of 2 powered vehicles and 1 trailer vehicle. A total of 47 vehicles (five 9-car sets and two spare end vehicles) were delivered to Nagano depot in 1973.
Car body
They have 2900mm wide and 21,300mm long body, incorporating aluminum alloy
construction. Aluminum-magnesium alloys are employed for their skins and
roof panels, and aluminum-zinc-magnesium alloys having high strength are
employed for their underframe. The both ends of their body are made 25mm
narrower and side construction are slanted at 3.5 degrees to keep their
body within loading gauge when tilting at 5 degrees. 381 series feature
gangwayed end section raised driver's cab with plane glass windscreens
and storable gangway connection to improve end section appearance. A built-in
classification headboard and an intercity emblem are fitted at the front
of end vehicles. Their floor level is 1055mm from the rail, 100mm lower
than 485 series EMU in order to realize a low centre of gravity. They are
equipped with a 700mm wide single-leaf sliding doors and the fixed windows
fitted with venetian blinds inside. Their door operating equipment, TK100A,
is fitted above the door header of the sliding door. Traditional destination
rollsigns are fitted on the side of their body. An air conditioner, AU33,
rated at 28,000kcal/h/unit, are fitted under their floor in order to realize
a low centre of gravity. Two sucking ventilators are fitted on the roof.
Their livery is cream with red wide band around side windows and narrow
red skirting.
Bogies
Motored bogies are DT42 and trailer bogies are TR224 with built-in roller devices for body tilting system, featuring directly body mounted secondary air suspension and flat spring journal supporting system. Their wheel base is 2300mm. Their tilting system realizes 20 km/h faster travelling by tilting at 5 degrees than standard limited speed on curves. Their brake rigging is the single tread brake device for motored bogies and the disk brake device for trailer bogies.
Traction unit and ancillary equipments
Eight series-wound brushed DC traction motors, MT58, with a power output of 120kW are controlled by armature-resistance traction control system, CS43, fitted to powered intermediate vehicles, class moha381, featuring holding brake. The gear ratio is 4.21 having higher ratio compared to 3.5 employed by 485 series EMU intercity trains by employing high speed traction motors, MT58. This higher ratio realizes higher acceleration performance. Class moha381 vehicles are equipped with their traction resistor unit, MR123, employing a cross-flow cooling fan under their floor in the crosswise direction contributed to their lower floor. Class moha381 vehicles are also equipped with two diamond-shaped current pickups, PS16I, fitting to the body lateralization while tilting. Class moha380 vehicles are equipped with a motor driven air compressor, MH113A-C2000M under their floor. Class saro381 and kuha381 vehicles are equipped with a motor generator, MH128C-DM85C, with a power output of 110kVA under their floor. 381 series adopt electromagnetic straight pneumatic brake with the rheostatic brake and holding brake.
Accommodation
All seats are adjustable reclining, R30 for 1st class and R52 for standard class featuring light metal frame for light weight. 1st class vehicles have 2+2 abreast seating with 1160mm seating pitch and standard class vehicles have 2+2 abreast seating with 910mm seating pitch. 381 series feature venetian blinds fitted in the side window. The AC duct connected with two vertical ducts on the wall to the air conditioning unit fitted under the floor is fitted on the ceiling for supplying conditioned air to the passenger room. Doors between a passenger room and a vestibule are automatic. Door operating equipments for these doors are TK104, detecting by the pressure sensitive mat switch. Each vehicle excepting class moha381 is equipped with a Japanese style toilet and a washroom prepared to be fitted with a chemical holding tank for the toilet. A conductor's room and a catering room are also located in class saro381 vehicles.
Additional delivery
Additionally delivered 30 vehicles to displace remaining kiha181 series DMU trains used on "Shinano" services in 1974 have some noticeable differences. As for car body and accommodation, plywood used for the floor was changed into metal for fire protection. The fabric of their seating is also changed for fire protection. Hand-grabs were introduced on the edge of aisle seats for passenger's safety against sudden swaying while walking. Each toilet is equipped with a chemical holding tank.
As for traction equipments, traction motors were changed into MT58A including improvements of lead wiring with the protection against the damage caused by bogie tilting. Traction motors ventilation is able to be changed into from the aisle inside the body for the protection against airborne snow in winter.
381 series were delivered for the start of electrified Kisei line between Wakayama and Shingu in 1976. The end vehicles onward built at this time differ from former end vehicles in having no gangway at the front and classified into -100 subclass. Their door operating equipment is changed into TK103. Seating for standard class has an improvement introducing lockable reclining mechanism and is classified into R52BN.
Modification
Class kumoha381
Powered end vehicles, class kumoha381, were modified powered intermediate vehicles, class moha381, into by jointing a cab section to consist of 6-car sets for off-season operation of "Yakumo" intercity services in 1986. These vehicles have a gangway door to couple with an additional 3-car set during peak season.
Class kuro381-0
Trailer end vehicles, class kuro381-0, were modified from 1st class trailer intermediate vehicles, class saro381, into by jointing a cab section to consist of 6-car sets for frequent operation of "Shinano" intercity services in 1986. A single-leaf sliding door is fitted toward front of the vehicle and a conductor's room and a catering room were gotten rid of. These vehicles have a gangway door to couple with an additional 3-car set during peak season.
Class kuro381-10
Trailer end vehicles, class kuro381-10, were modified from 1st class trailer intermediate vehicles, class saro381, into by removing one-third of wall panels from the front, and constructing a new doorway, a conductor's room, and observation room in order to improve services of "Shinano" in 1988. Cab section is constructed by steel for the protection against obstacles at the level crossing, and connected with body made of aluminum by bolts. The end section features high and wide windscreen slanted at 42 degrees continuing to the underframe to have a commanding view of the tracks ahead. A partition wall behind the driver's cab is low and seating behind the driver's cab is fitted on the high-level floor. They adopt newly designed reclining seating with 2+2 abreast seating and 1125mm seating pitch.
Class kuro381-50
Trailer end vehicles, class kuro381-50, were modified standard class trailer end vehicles, class kuha381-0, into by changing their accommodation into 1st class with a partition dividing a passenger's room into smoking and non-smoking seating in order to fill up the lack of 1st class end vehicles caused by increasing 381 series sets, and classified into -50 subclass in 1987.
Class kuro380
For the improvement of "Kuroshio" services, JR West modified 1st class trailer intermediate vehicles, class saro381, into 1st class trailer end vehicles, class kuro380, by jointing a cab section with the slanted high and wide windscreen to have a commanding view of the tracks ahead in 1989. A partition wall behind the driver's cab is low and upper part of partition is all glass-covered. The refurbished 2+2 abreast seating is fitted on the 100mm higher level than the aisle with 1160mm seating pitch. Their luggage racks were changed into new ones with reading lights. A new catering room is located where the conductor's room was originally located. A western style toilet and a washroom are located where the catering room was originally located.
Five class kuro380 vehicles were modified for "Kuroshio" intercity services in 1989 and two vehicles were modified for "Yakumo" intercity services in 1994. Class kuro380 vehicles used on "Kuroshio" intercity services were refurbished with 2+1 abreast seating using former 0 series Shinkansen high speed train in 1996. Vehicles used on "Yakumo" intercity services were also refurbished in 2007.
Class moha380-500
Powered intermediate vehicles, class moha380-500, were modified from powered intermediate vehicles, class moha380-0, with a closed rear gangway and an automatic jumper coupler to ease couple/uncouple sets used on "Super Kuroshio" services at Shirahama station in 1990. Same modification was also made for vehicles used on "Yakumo" services in 2016.
Class kuha381-500
Trailer end vehicles, class kuha381-500, were modified from trailer end vehicles, class kuha381-100, with an automatic jumper coupler to ease couple/uncouple sets used on "Super Kuroshio" services at Shirahama station in 1990.
Class kuro381-100
JR West modified standard class trailer end vehicles, class kuha381-100, into 1st class trailer end vehicles, kuro381-100, to locate the 1st class in the end vehicles when the refurbishment was commenced for "Kuroshio" intercity services with 2+1 abreast seating using former 0 series Shinkansen high speed train in 1998. Automatic doors between a passenger room and a vestibule were changed into new one detecting by photo sensors. A toilet was changed into Western style. Venetian blinds employed for side fixed windows were changed into sliding curtains.
Class saha381
The standard class trailer intermediate vehicles, class saha381, were modified from the 1st class trailer intermediate vehicles, class saro381 caused by 1st class vehicle migration to the end vehicles. They have 2+2 abreast reclining seating with 1000mm seating pitch. Venetian blinds employed for side fixed windows were changed into sliding curtains. The other standard class were also refurbished with 2-2 abreast reclining seating with 1000mm seating pitch and sliding curtains likewise.
Class moha380-200
JR West put additional smoking rooms to class moha380-0 and classified them into class moha380-200 when the refurbish programme was commenced for "Yakumo" intercity services in 2007. An electric powered exhaust fan is fitted on the ceiling of a smoking room. A Japanese style toilet was changed into western style, and a flushing urinal and a new washroom were fitted where the original wash room was located.
The return ducts for the air conditioner fitted at the lowest part of the wall were moved to under the floor by fitting seats on the 70mm higher level to make duct and more sufficient leg space. Seating was replaced with new one supporting the passenger body against body sawing in order to reduce to feel offensive sway. The outlet of conditioned air was changed into slit shape. The lighting of the passenger's room was changed into down light. Moquette covering of seating and decorative plate of their interior were also changed. The other vehicles were also refurbished likewise.
Extensive test
In 1982, JNR developed experimental trailer bogies, TR906, TR907, and TR908 based on the plan to develop new high speed intercity trains realizing maximum service speed at 130km/h and 25 km/h faster travelling than standard limited speed on curves to name a few, and fitted them on a 381 series' trailer end vehicle, kuha381. TR906 was developed based on TR224 and featured low rigid journal supporting system, arc wheel profile, roller side bearing, and shorter wheel base to reduce lateral force. TR907 employed the same tilting mechanism as TR224, and featured the tilting system with electrical control, active suspension system, shorter wheel base and chevron rubber spring journal supporting system to ensure smooth ride characteristics even at high speed. TR908 employed the same tilting mechanism as TR224, and featured the tilting system with electrical control, bolster-less secondary air suspension, rolled rubber spring journal supporting system, corrugated wheels, and anti-yaw dampers to realize light-weight and improve smooth ride characteristics. As the result, TR908 experimental bogie showed good performance to reduce lateral force. Therefore, JNR completed the technical issues on high-speed train from extensive test tunning by trailer end vehicle, class kuha381, fitted with TR908 bogies and the tilting system with electrical control in 1983.
Then JNR made a new plan to realize new maximum service speed at 160km/h and 45 km/h faster travelling than standard limited speed on curves based on the result of the test, and verified travelling resistance and current collection performance by using a trailer end vehicle, class kuha381, with TR908 and a powered intermediate vehicle, class moha380, with improved current pickup, PS21. JNR also developed TR908A with improved dustproof mechanism of roller tilting device and reexamine the strength of the bogie frame, and fitted the train used on revenue services to verify it in 1984.
JNR developed experimental powered bogies classified into DT51X and experimental trailer bogies classified into TR268X based on the result of TR908A and fitted all vehicles of a 381 series set employing the tilting system with electrical control on train set basis, new diamond shaped current pickup classified into PS25X to realize light weight and to improve tracking performance against current feeder, and new traction motors, MT62X, by introducing extensive field weakening range and high speed rotation to get light weight and high speed performance. This testing set achieved maximum speed record at 179.5km/h on Kosei line in 1985.
JNR introduced new technical results to a revenue train set for long term
validation in 1986.
Operations
381 series EMU entered 6 of 8 round-trips of "Shinano" intercity services linking Nagoya and Nagano in July, 1973. 381 series EMU also entered remaining 2 round-trips of "Shinano" services operated by kiha181 series DMU in 1975.
Subsequently, 381 series EMU entered "Kuroshio" intercity services linking Tennoji and Shingu at the start of electrified Kisei line and "Yakumo" intercity services linking Okayama and Izumo-si at the start of electrified Hakubi line.
JR Central delivered next generation 383 series EMU to replace 381 series and 381 series used on "Shinano" intercity services were completely withdrawn in 1996.
JR West started "Super Kuroshio" intercity services with limited stops and operation was extended to Shin-Osaka or Kyoto. 381 series EMU also entered "Kita-Kinki" intercity services linking Shin-Osaka and Kinosaki. Surplus 381 series vehicles displaced with 287 series EMU for "Kuroshio" services were relocated to displace superannuated 183-800 series EMU used on "Kita-Kinki" services in 2012. The tilting device of 381 series EMUs, which used on "Kounotori" and "Kinosaki" intercity services, was out of use and not able to ensure the smooth ride characteristics because tilting operation brings bad influence to the ground equipment. As the result, the tilting angle of 381 series EMUs used on the "Kita-Kinki" services was changed from 5 degree to 3 degree. modified 381 series EMUs were classified into -1a000 sub-series. Finally, 381 series EMU used on "Kita-Kinki" services were replaced with 289 series and completely withdrawn.
381 series EMU is now used on "Yakumo" intercity services on Hakubi line. |
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Kuro380
