111 series
Background and overview
The transported volume of Tokaido line suburban trains departing from/arriving at Tokyo station was rapidly increasing around 1960 and the next generation DC suburban train to replace 80 series and 153 series used on these suburban train services was aspired. Therefore, Japanese National Railways developed 111 series suburban DC electric multiple unit (EMU) trains having same body construction as that of 401 series EMU and 421 EMU used on the Joban line and north Kyushu area in 1962. They had 11-car train sets consisting of 6 powered vehicles and 5 trailer vehicles, and 4-car trains sets consisting of 2 powered vehicles and 2 trailer vehicles. 237 vehicles were built over the period from May 1962 until February of the following year.
Car body
They have 2900mm wide body. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a lightweight body. Their
skin and roof panel feature cold-rolled steel. Their cab end is gangwayed,
having a gangway door and curved surface windscreens on the front. A destination
roll sign is fitted above the gangway door. Two headlights are fitted each
side of the gangway, and two taillights are fitted below the headlights.
1st class vehicles are equipped with two 700mm wide single-leaf automatic
sliding door at the end of the body, and 825mm wide double-hung unit assembled
windows, the upper sash of which moves down and the lower moves up, between
the doors. 2nd class vehicles are equipped with three 1300mm wide double-leaf
automatic sliding doors. 1075mm wide double-hung side windows, both the
upper and lower sashes of which move up, and door case windows are fitted
between the doors, and 515mm and 1075mm wide double-hung windows and a
smaller door case window are fitted at the end of the body. Door operating
equipments, TK4F, are fitted on the door header of the sliding doors. 1st
class vehicles, class saro111, are equipped with 5 forced draught ventilators
on their roof. 2nd class powered intermediate vehicles with a current pickup
are equipped with 5 globe ventilators and the others 6 on their roof. Their
livery is green with orange wide band around side windows.
Bogies
Motored bogies are DT21B, and trailer bogies are TR62, employing swing hanger construction, coil springs as bolster spring, and pedestal type journal supporting system. The parallel cardan drive with hollow shaft is applied for the power transmission device. The gear ratio is 4.82. Motored bogies employ the double tread brake rigging and trailer bogies employ the disk brake rigging.
Traction unit and ancillary equipments
Eight series-wound brushed DC traction motors, MT46A, with a power output
of 100kW are controlled by the armature-resistance traction control system,
CS12A, fitted to powered intermediate vehicles, class moha111. Class moha111
vehicles are also equipped with a motor generator, MH97-DM61 with a power
output of 20kVA under their floor and class moha110 vehicles a current
pickup, PS16, on their roof. Powered intermediate vehicles, class moha110,
and trailer end vehicles, class kuha111-300, are equipped with a motor
driven air compressor, MH80A-C1000, under their floor. They adopt electromagnetic
straight air brake with the rheostatic brake.
Accommodation
1st class vehicles have 2-2 abreast rotating transverse seating, T21, with 970mm seating pitch. On the other hand, 2nd class vehicles have mixture of longitudinal bench seating and transverse seating bays with 1420mm seating pitch. 1st class seating is covered with red fabric, and 2nd class seating is blue. The backrest of transverse seating bay has a hand-grab and straps are fitted above the longitudinal seating. 1st class vehicles are equipped with 8 fans on the ceiling and 2nd class 6 fans. In the case of the end vehicle is coupled at the middle of the train as an intermediate vehicle, the cab of the driver's side is closed by the door located between the cab and the passenger saloon, and the co-driver's side is opened as a part of passenger saloon. Class saro111 and class kuha111 vehicles are equipped with a Japanese style toilet at the rear of the body. Class saro111 vehicles are also equipped with a washroom located across the aisle from the toilet.
113-0 series
Background and overview
Japanese National Railways (JNR) concerned that electrified lines extending to the 25‰ gradient section will cause the higher proportion of powered vehicles of EMU trains employing traction motors with a power output of 100kW to reinforce the substations and to induce the serious financial problems. Thus, JNR developed a high-power traction motor, MT54, to realize that the ratio of motored vehicle to trailer vehicle is 1:1 even for the use on graded mountain routes and developed 113-0 series suburban DC electric multiple unit (EMU) trains employing MT54 for the standardization in December 1963, when suburban DC EMU trains were introduced to Yokosuka and Itoh lines following the Tokaido line. The family of 113-0 series consists only powered vehicles and trailer vehicles were carried from those of 111 series. 215 vehicles were built over the period from December 1963 until February 1965.
Car body
Their body is quite same as that of 111 series excepting minor difference the gutter was extended to above the hinged door located at the cab. End vehicles, kuha111-49/-333 onward, also differ from former end vehicles in having a box-shaped ventilator to improve the ventilation of the cab.
Traction unit and ancillary equipments
Eight series-wound brushed DC traction motors, MT54, with a power output
of 120kW are controlled by the armature-resistance traction control system,
CS12D, fitted to powered intermediate vehicles, class moha113. CS12D has
improved reverser and cam contactor having increased electric capacity
than CS12A applied for 111 series EMU. A motor generator, MH97-DM61, with
power output of 20kVA is relocated under the floor of class moha112 vehicles,
because their increased traction circuit cause congested underfloor of
class moha113 vehicles. Class moha112 vehicles are also equipped with a
current pickup, PS16, on their roof. Powered intermediate vehicles, class
moha112, and trailer end vehicles, class kuha111-300, are equipped with
a motor driven air compressor, MH80A-C1000, under their floor. They adopt
electromagnetic straight air brake with the rheostatic brake.
Additional delivery
Vehicles built for the Yokosuka line from April 1965 were applied new livery which is blue with cream wide band around side windows. The pattern of their livery was same as green and orange livery at first. However, cream band of the vehicles built from September 1995 became narrower because cream color stood out too much.
The traction system of the vehicles built from April 1967 was changed into CS12E having improved reliability by adopting contactless relays, etc. The 2nd class vehicles built from February 1967 employed square shaped hand grips fitted on the backrest of transverse seating.
The vehicles built from February 1968 employed the forced draught ventilator instead of globe ventilators in order to introduce unpainted ceiling panels and prevent the damage from snow. Class moha113 vehicles are equipped with 7 forced draught ventilators and the other 2nd class vehicles 6. In addition, their traction motors were changed into MT54B having high rigidity air inlet to cool the motor and featuring improved air tightness.
The taction system of the vehicles built from July 1968 was changed into CS12F having a load compensating device and a current limit booster circuit. The material of sliding doors was changed into stainless steel to improve corrosion resistant.
Modification and refurbishment
Japanese National Railways
class saro110-0
Background and overview
At first, class Saro111 vehicles were built for the 1st class service of 111/113 series, but after 1965 1st class vehicles, class saro153, built for the 1st class service of 153 series EMU used of express services were converted to the 1st class vehicles of 113 series with the jumper coupler replacement and classified into saro110-0. Incidentally, saro110-14, -60, and -61 were converted from saro153-14 or class saro110-200 with removing a motor generator and an air compressor which saro153-14 or class saro153-200 were equipped
Car body
They have 2900mm wide body. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a lightweight body. Their
skin and roof panel features cold-rolled steel. They are equipped with
two 700mm wide single-leaf automatic sliding doors at the end of the body,
and 825mm wide double-hung unit assembled windows, the upper sash of which
moves down and the lower moves up, between the doors. Door operating equipments,
TK4E, are fitted on the door header of the sliding doors. They are also
equipped with 6 forced draught ventilators on their roof. Their livery
is green with orange wide band around side windows.
Bogies
Their bogies are TR59 or TR59A, employing swing hanger construction, bellows type air spring as bolster spring, and pedestal type journal supporting system. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast rotating transverse seating, T16, with 970mm seating pitch. They are equipped with a conductor room located toward front of the passenger saloon, a Japanese style toilet at the rear, and a washroom located across the aisle from the toilet.
class saro110-200
Saro153-201 having a motor generator and an air compressor under its floor was converted to the 1st class vehicles of 113 series with the jumper coupler replacement and classified into saro110-201. Saro110-201 was reclassified into saro110-13 in April 1967.
class saro110-900
Background and overview
1st class vehicles, class saro153-900, built for the 1st class service of 153 series EMU were converted to the 1st class vehicles of 113 series over the period from September 1968 until October and classified into saro110-900.
Car body
They have 2900mm wide body. Their body design incorporates steel applied
for the lightweight shaped beams, the pressed forming beams, the underframe,
and the roof, and SUS304 applied for the body skin. 1.5mm thick flat stainless
plates are employed for pier panels and end plates, and 1mm thick corrugated
stainless plates are employed for wainscot panels frieze board. They are
equipped with two 700mm wide single-leaf automatic sliding doors at the
end of the body, and 825mm wide double-hung unit assembled windows, the
upper sash of which moves down and the lower moves up, between the doors.
Improved door operating equipments, TK4D, are fitted on the door header
of the sliding doors. They are also equipped with 6 forced draught ventilators
on their roof. Their livery is green with orange wide band around side
windows.
Bogies
Their bogies are TR59, employing swing hanger construction, bellows type air spring as bolster spring, and pedestal type journal supporting system. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast rotating transverse seating, T16, with 970mm seating pitch. They are equipped with a conductor room located toward front of the passenger saloon, a Japanese style toilet at the rear, and a washroom located across the aisle from the toilet.
class saro112-0
Background and overview
In 1967, JNR converted surplus unairconditioned 1st class vehicles, saro152, of 153 series express DC electric multiple unit due replaced with airconditioned 1st class vehicles, saro165, of 165 series EMU to 1st class vehicles of 113 series for the Tokaido-Sanyo rapid services including the jumper coupler replacement and classified them into saro112-0. 2 airconditioned saro152 vehicles were converted to class saro112-0 in 1969, and 12 vehicles in 1975.
Car body
They have 2900mm wide body. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a lightweight body. Their
skin and roof panel feature cold-rolled steel. They are equipped with two
700mm wide single-leaf automatic sliding doors at the end of the body,
and six pairs of 925mm wide drop windows between the doors. Door operating
equipments, TK4E, are fitted on the door header of the sliding doors. They
employ 6 air forced draught ventilators. Airconditioned vehicles are also
equipped with 6 air conditioners, AU12, rated at 4000kcal/h on the roof.
Their livery is green with orange wide band around side windows.
Bogies
Their bogies are TR59, employing swing hanger construction, bellows type air spring as bolster spring, and pedestal type journal supporting system. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast reclining seating, R21, with 1160mm seating pitch. They are equipped with a conductor room located toward front of the passenger saloon, a Japanese style toilet at the front of the vehicle, and a washroom located across the aisle from the toilet. It also has a shunting control position.
class saro112-50
Background and overview
JNR converted one of surplus 1st class vehicles, saro163, of 163 series express DC electric multiple unit due discontinuance of express services linking Tokyo and Osaka to 1st class vehicles of 113 series for the Tokaido-Sanyo rapid services including the jumper coupler replacement and classified them into saro112-50 in August 1969.
Car body
They have 2900mm wide body. Their body design incorporates lightweight shaped steel and pressed forming beam to realize a lightweight body. Their skin and roof panel feature cold-rolled steel. They are equipped with two 700mm wide single-leaf automatic sliding doors at the end of the body, and six pairs of 925mm wide drop windows between the doors. Door operating equipments, TK4H, are fitted on the door header of the sliding doors. They employ 7 forced draught ventilators on the roof. Their livery is green with orange wide band around side windows.
Bogies
Bogies are TR69 featuring pedestal type journal supporting system, the diaphragm air spring, and the large diameter centre pivot. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast reclining seating, R21, with 1160mm seating pitch. They are equipped with a conductor room located toward front of the passenger saloon, a Japanese style toilet at the front of the vehicle, and a washroom located across the aisle from the toilet. It also has a shunting control position.
Class saro112-100
Background and overview
JNR converted four 1st class vehicles, saro152-100, having a motor generator and an air compressor to 1st class vehicles of 113 series for the Tokaido line suburban services including the jumper coupler replacement and classified them into saro112-100 over the period from April 1975 until May.
Car body
They have 2900mm wide body. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a lightweight body. Their
skin and roof panel feature cold-rolled steel. They are equipped with two
700mm wide single-leaf automatic sliding doors at the end of the body,
and six pairs of 925mm wide drop windows between the doors. Door operating
equipments, TK4H, are fitted on the door header of the sliding doors. They
employ 6 air conditioners, AU12, rated at 4000 kcal/h and 6 forced draught
ventilators on the roof. Their livery is green with orange wide band around
side windows.
Bogies
Their bogies are TR59, employing swing hanger construction, bellows type air spring as bolster spring, and pedestal type journal supporting system. Their bogies also employ the disk brake rigging.
Ancillary equipments
They are equipped with a motor generator, MH112A-DM76A, rated at 20kVA and an air compressor which were fitted when saro152-100 vehicles were airconditioned.
prototype vehicles experimentally fitted with an air conditioner
Japanese National Railways had a plan to move on with introducing airconditioned suburban vehicles. Because of this, the modification fitting with air conditioners was applied for a seven-car set of 113-0 series and a saro112 used on Tokaido Sanyo rapid services in 1970.
A 1st class vehicle, saro112, was equipped with 6 air conditioners, AU13E, rated at 5500kcal/h on its roof, moha112 vehicles were equipped with an air conditioner, AU73X, rated at 42000kcal/h on their roof, kuha111-300 vehicles AU74X rated at 42000kcal/h on their roof, and a kuha111-0 vehicle and two moha113 vehicles AU75X rated at 42000kcal on their roof. The cooling air duct is fitted at the centre of the ceiling. The existing electric fans of trailer end vehicles fitted on the ceiling were removed and those of powered intermediate vehicles were remained. Trailer end vehicles were also equipped with a motor generator, MH128A-DM85A, to supply electricity to the air conditioners under their floor. They were modified to full production standards in 1978.
Experimental mass modification vehicles fitted with an air conditioner
Based on the result of airconditioned prototype vehicles, AU75 was chosen for air conditioning of suburban EMU and electric fans were not fitted. Thus, air conditioning modifications were applied for 32 113-0 series vehicles used of Tokaido-Sanyo line special rapid services over the period from June 1971 until August. Trailer end vehicles were equipped with a motor generator, MH128A-DM85A, with a power output of 110kVA under their floor to supply electricity to AU75.
Mass modification vehicles fitted with an air conditioner
Japanese National Railways began to fit 3 saro110-0 vehicles with 6 air conditioners, AU13E, rated at 5500kcal/h on their roof and a motor generator, MH101-DM65, with a power output pf 40kVA under their floor over the period from April 1972 until May. Subsequently, JNR fitted additional saro110-0 vehicles with air conditioners over the period from April 1975 until July 1978. JNR also fitted saro112 vehicles with 6 air conditioners, AU13E, rated at 5500kcal on the roof in November 1973.
On the other hand, JNR fitted standard class vehicles of 113-0 series with an air conditioner, AU75B, from 1973. From this time, an existing motor generator, MH97-DM61 which class moha112 vehicles were equipped for electric control and a motor generator which class kuha111 vehicles were equipped for air conditioners were removed, and class moha112 vehicles were equipped with a motor generator, MH135-DM92, with a power output of 160kVA which class moha112 vehicles for two kinds of existing motor generator. A window fitted on the wall behind the control desk was closed to be fitted with air conditioner control switches. The jumper coupler of vehicles, which were also equipped with rollsigns at the same time, were replaced.
Modification to be fitted with the sanitary system
The chemical holding tank was applied for toilets of 113-0 series in Tokyo area and Nagoya area, and the chemical disposable tank was applied for toilets of 113-0 series in Osaka area.
Kuha111-263 to -270
8 kuha111-300 vehicles were converted to kuha111-0 with an air compressor removal over the period from November 1983 until June of the following year. The jumper coupler, KE5, of air-conditioned vehicles was also relocated.
Class saha111-300
4 trailer intermediate vehicles, saha115-300, of 115-300 series EMU were converted to the trailer intermediate vehicles of 113-0 series over the period from October 1984 until January of the following year to scrape up the end vehicles to make 113-0 series train sets shorter and were classified into class saha111-300. Their door operating equipment was TK8 carried from 115-300 series and semi-automatic door control was changed into full-automatic.
JR East
Modification to be fitted with the air conditioners
After the splitting of former JNR into the new privatized JR companies in 1987, JR East received a lot of unairconditioned vehicles of 113-0 series. For this reason, JR East additionally fit these unairconditioned vehicles with two new developed air conditioners, AU712, rated at 21000kcal/h on the roof over the period from 1988 until 1994. For the first time, these air conditioners receive electricity from a motor generator moha112 vehicles existing in the train set was equipped. Later, an auxiliary power supply, SC24, with a power output of 18kVA was fitted each air conditioner fitted vehicle to supply electricity to the air conditioners which each vehicle was equipped. Electric fans still were remained under the ceiling.
Refurbishment Programme
The refurbishment programme was commenced for some vehicle received from JNR in order to extend their life over the period from 1988 until 1993. This programme includes introducing polyurethane resin-based roofing material, the replacement of body skin, introducing continuous welds to join the underframe and the body skin, removing all exterior painting for repainting, changing the floor material into the metal, and the replacement the sliding doors with ones made by stainless steel. In addition, this programme includes the entire replacement of interior decorative panels, seat fabric replacement, and the luggage racks replacement with new ones made by aluminum alloy and stainless steel.
Kuha111-271 to -275
4 trailer end vehicles, saha115-300, of 115-300 series EMU were converted to the trailer end vehicles of 113-0 series over the period from March 1988 until June in order to make 113-0 series train sets shorter and were classified into class kuha111-0. Their door operating equipment was TK8 carried from 115-300 series and semi-automatic door control was changed into full-automatic.
Kuha111-596, -575
Air conditioned kuha111-173 and -183 were converted to class kuha111-300 with the jumper coupler relocation and an air compressor fitting in March 1988 and March 1991.
Kuha111-570 to -574
4 trailer end vehicles, kiha115-300, of 115-300 series EMU were converted to the trailer end vehicles of 113-0 series over the period from February 1988 until June in order to make 113-0 series train sets shorter and were classified into class kuha111-300. Their door operating equipment was TK8 carried from 115-300 series and semi-automatic door control was changed into full-automatic.
JR Central
After the splitting of former JNR into the new privatized JR companies in 1987, JR Central received a lot of unairconditioned vehicles of 113-0 series. For this reason, JR Central additionally fitted 48 these unairconditioned vehicles with two new developed air conditioners, C-AU711B and C-AU711C, rated at 18000kcal/h on the roof in 1988. These new air conditioners feature the omission to fit class moha112 vehicles with a motor generator, MH135-DM92, to shorten modification period and reduce the modification cost. If moha112 vehicles included in the train set were not equipped with a motor generator, MH135-DM92 and no vehicles equipped with an air conditioner, AU75, existed in the train set, trailer end vehicles, kuha111, were additionally fitted with an auxiliary power supply unit, C-SC23, with a power output of 90kVA, 600VDC train lines were fitted throughout the trains set, vehicles having an auxiliary power supply were classified into -6000, and the others into -5000.
JR West
Refurbishment programme N/refurbishment programme NA
In addition to special maintenance work focused on retaining the function the vehicles, refurbishment programme N to improve outdated accommodation was applied for 94 113-0 series vehicles over the period from September 1987 until May of the following year, or refurbishment programme NA to improve accommodation of vehicles applied special maintenance work was applied for 68 113-0 series vehicles over the period from September 1987 until May of the following year. Some accommodation improvements were included for these works. The fabric of seating was changed into red. Some parts of the luggage rack were replaced with those made by stainless steel, and the others were plated in silver coloured. The decorative end panels were replaced with brown coloured, and the decorative wainscot panels were replaced with peptone brown-coloured plates. Additional fluorescent lights were fitted to improve the illuminance in the passenger room.
Kuha111-276 to -278
3 kuha111-300 vehicles were converted to kuha111-0 with an air compressor removal over the period from June 1983 until July. The jumper coupler, KE5, of air-conditioned vehicles was also relocated.
Modification to be fitted with the air conditioners
After the splitting of former JNR into the new privatized JR companies in 1987, JR West received a lot of unairconditioned vehicles of 113-0 series. For this reason, JR West additionally equipped 28 unairconditioned vehicles with three new developed air conditioners, WAU102, rated at 12000kcal/h on the roof over the period from August 1988 until January of the following year. Electric fans still were remained under the ceiling. Electricity to power air conditioners were supplied from an auxiliary power supply which moha112-0 vehicles were equipped with.
Work for speed improvement
-5000 subseries
JR West modified 113-0 series used on JR Kobe, JR Kyoto, Biwako and Hanwa line rapid services with some improvements from 1992, including load-responding brake, improved brake lining and shoe, improved primary spring for the hunting prevention, and changing brake lever ratio in order to introduce 110km/h operation, and classified them into -5000 subseries.
-6000 subseries
JR modified 6-car sets of 113-0 series allocated at Miyahara depot, consisting of 4 powered vehicles and 2 trailer vehicles, with some improvements over the period from May 1994 until September, including load-responding brake, improved brake shoe and lining, improved primary spring for the hunting prevention, and brake lever ratio changed from 2.56 to 4.19 of powered vehicles in order to introduce 110km/h operation, and classified them into -6000 subseries.
saha111-5801
Moha113-818 was converted to the trailer intermediate vehicle of 113-0 series in August 1992 and was classified into saha111-5800. Their bogies were changed into TR62. A traction system and a traction resistor were removed, load-responding brake and improved brake shoe and lining, improved primary spring for the hunting prevention were introduced, and brake lever ratio was changed.
JR Shikoku
The Yosan line between Takamatsu and Sakaide and between Tadotsu and Kanonji were electrified in 1987. The Dosan line between Tadotsu and Kotohira was also electrified at the same time. After that, three 4-car sets allocated at Shizuoka depot were transferred to Takamatsu depot for the preparation to open the Honshi-bisan line and electrify the Yosan line between Sakaide and Tadotsu. However, these train sets were over 25 years old at that time. For this reason, the refurbish programme was commenced over the period from September 1987 until October, and from June 1988 until August.
Their body was painted in pale cream with a horizontal pale blue band below the windows. Their body structure was repaired, and side windows were changed into double-hung unit assembled windows, the upper sash of which moves down and the lower moves up. Double leaf automatic sliding doors and the gangway door were changed into new ones made of stainless steel. An additional hinged door for the conductor was fitted at the front of moha110. The fabric of seating was changed into red. The decorative end panels were replaced with brown coloured, and the decorative wainscot panels were replaced with peptone brown-coloured plates. The luggage rack was changed into the pipe constructed. They were additionally equipped with three air conditioners, AU101, rated at 11000kcal/h on the roof over the period from April 1988 until July of the following year. A motor generator, MH97-DM61, with a power output of 20kVA was displaced with a new auxiliary power supply unit, SIV-90, with a power output of 90kVA. Furthermore, all of trailer end vehicles reallocated from Shizuoka depot were class kuha111-0. So, the direction of two end vehicles, kuha111-10 and -11 was changed and they were additionally equipped with an air compressor, MH80A-C1000, and classified into kuha111-3000.
Operations
Tokyo metropolitan area
4-car sets consisting of 2 powered vehicles and 2 trailer vehicles, and 11-car sets consisting of 6 powered vehicles and 5 trailer vehicles were delivered and enter the revenue services on the Tokaido line between Tokyo and Odawara in July 1962. They also entered the revenue services on the Yokosuka line in October 1962. High power 113-0 series began to be built in January 1964 and 7-car sets consisting of 4 powered vehicles and 3 trailer vehicles including a 1st class vehicle entered the revenue services on Itoh line in February 1969, and an additional trailer end vehicle, class kuha111, was inserted into them to make 8-car sets in 1970. However, they were relocated to Hiroshima and Yamaguchi areas because 113-0? series were delivered to replace them. On the other hand, 111 series allocated at Shizuoka depot continued to be used on the rural services in Shizuoka area and then entered "Suruga shuttle" services linking Okitsu and Shimada. However, some surplus 111 series vehicles which 119 series EMU displaced with were transferred to Shikoku and the others were withdrawn. The registrations of 8 withdrawn vehicles were revived to transfer to JR Shikoku.
Nagoya area
Seven 4-car 113-0 series sets allocated at Ofuna depot were transferred to Jinryo depot to be used on Chuo line rapid services between Nagoya and Nakatsugawa in 1973. Additional 10 sets replaced moha70 series EMU and entered the long-distance services of the Tokaido line. Furthermore, 4-car sets of 113-0 series displaced moha70 series EMU used on the Okata line rural services. On the other hand, 113-0 series were allocated at Ohgaki depot to sued on the Tokaido line ordinary services along with 113-2000 series in 1977. These 113-0 series vehicles were air-conditioned after t the splitting of former JNR into the new privatized JR companies. However, they were replaced with 211-5000 series EMU and withdrawn completely.
Kansai area
51 vehicles of 113-0 series were delivered to Miyahara depot to replace some of moha80 series EMU used on rapid services between Kyoto and Kobe and entered revenue services in 1964. Their trainsets had seven vehicles consisting of 4 powered vehicles and 3 trailer vehicles. 63 vehicles including 4-car sets consisting of 2 powered vehicles and 2 trailer vehicles other than 7-car train sets were also delivered to Takatsuki depot in 1965. In addition, 33 vehicles were reallocated from Tokyo area and most rapid services were operated by 113-0 series. 113-0 series were also delivered to Akashi depot in 1966. A 1st class vehicle, saro110, was inserted to seven 7-car sets and the services were extended Kamigori and Maibara and all rapid services were operated by 113-0 series in 1968. However, 1st class vehicles were displaced with class saro112. In 1970, Aboshi depot was established. 250 vehicles allocated at Miyahara and Takatsuki depots were transferred there and newly built 59 vehicles were also delivered there. Three 6-car sets allocated at Aboshi repot were transferred to Ohtori depot to introduce special rapid services to the Hanwa line. Their livery named blue liner livery was white with the sky-blue bands above and below the windows. Furthermore, seven 6-cat sets were transferred from Tokyo to start rapid services on newly electrified Kansai line between Osaka and Nara 1973. Their livery named Kansai rapid service livery was white with scarlet bands above and below the windows. On the other hand, 12-car sets of 113-0 series replaced 153 series EMU used on Uno line rapid services in 1973. Superannuated saro110 vehicles were displaced with class saro113-1000 used on the Yokosuka line long distance services. However, 1st class vehicles of the rapid services were discontinued in 1980. 113-0 series used on uno line rapid services were displaced with 115 series EMU. On the other hand, 4-car sets, and 6-car sets of 113-0 series in blue liner livery entered the Kisei line rural services at the start of electrified Kisei line between Wakayama and Shingu in 1978. Furthermore, 4-car sets, and 6-car sets of 113-0 series coloured in Kansai rapid livery entered Wakayama and Sakurai lines rural services in 1980.
However, after the splitting of former JNR into the new privatized JR companies in 1987, JR West replaced superannuated some of 113-0 series vehicle with 221 series EMU and 113-0 series were modified for the faster operation and classified into -5000 subseries or -6000 subseries started rapid services at the maximum service speed of 110km/h to shorten the journey time. Surplus vehicles of 113 series by the replacement with 221 series were transferred ordinary services at the start of electrified Sanin line between Kyoto and Sonobe in 1990. However, they were gradually replaced with 223 series and completely withdrawn in 2012.
Chuhoku area
94 vehicles of 111 series used in Tokyo area were transferred to Hiroshima depot and fifteen 6-car sets and a 4-car set entered Sanyo and Kure lines ordinary services in 1975. However, they were transferred to Shimonoseki depot to replace moha80 series EMU used on rural services linking Hiroshima and Shimonoseki because 115-2000 series were delivered to Hiroshima depot to replace 111 series. 2 powered vehicles of 6-car sets were plucked out to make 4-car sets at the start of "Hiroshima city train" services in 1982. Unairconditioned trailer end vehicles, class kuha115-3000/-3100, were delivered to make additional 4-car sets coupled with surplus 111 series powered intermediate vehicles. However, 6 pairs of additional powered intermediate vehicles were delivered to displace and withdraw 111 series powered intermediate vehicles in 1983. They entered Ube line revenue services. However, surplus 115 series vehicles by the replacement with 211 series were transferred from Oyama depot to replace superannuated 111 series. Some vehicles were withdrawn, and the rests were transferred to Shizuoka depot. |
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