Background and overview
Japanese National Railways started to deliver 113-1000´ series having
some minor improvements corresponding the introduction of ATC signaling
system for the Tokyo underground line linking Shinagawa and Kinshi-cho
in 1972.
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. The floor features lightweight
painted vehicle floorboards for fireproof. 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 employing the
sealed beam light bulb are fitted each side of the gangway and two taillights
are fitted below the headlights. The location of the pneumatic horns was
moved downward in order to avoid the interruption against onboard ATC signaling
system. They are equipped with three 1300mm wide double-leaf automatic
sliding doors. 1075mm wide double-hung unit assembled 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 unit assembled
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. A destination rollsign is fitted on each side of the body. Class
moha113-1000 vehicles are equipped with 7 forced draught ventilators on
their roof and the others 6. Class kuha111-1000/-1300 vehicles are also
equipped with a box-shaped ventilator in front of the roof. They are also
equipped an opening with a cover plate for the preparation to be fitted
with an air conditioner, AU75A, on the centre of the roof. Their livery
is blue with cream 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, MT54D, featuring international
standard are controlled by the armature-resistance traction control system,
CS12G, fitted to powered intermediate vehicles, class moha113-1000. Class
moha112-1000 vehicles are equipped with a motor generator, MH97-DM61, with
power output of 20kVA. Class moha112-1000 vehicles are also equipped with
a current pickup, PS16, on their roof. Powered intermediate vehicles, class
moha112-1000, and trailer end vehicles, class kuha111-1300, are equipped
with a motor driven air compressor, MH80A-C1000, under their floor. They
adopt electromagnetic straight air brake with the rheostatic brake.
Accommodation
They have mixture of longitudinal bench seating and transverse seating bays with 1420mm seating pitch. Longitudinal bench seating is located at beside doors. An onboard ATC signaling system is located at the back of the co-driver's seat and the depth of the driver's cab was extended. They are equipped with 6 fans on the ceiling. Class kuha111-1000/-1300 vehicles are equipped with a Japanese style toilet floored with s stainless steel for anti-corrosion and having a chemical holding tank, located at the rear of the body.
Additional delivery
Vehicles built from 1972 are equipped with an air conditioner, AU75A. The number of the ventilators of class moha112 vehicles were changed into 5, and the other 6. Furthermore, a box-shaped ventilator located at the front on end vehicles was changed into a forced draught ventilator.
The air conditioner of the vehicle built from 1973 was changed into AU75B. They also employed 30mm deeper longitudinal bench seating to comfort.
Furthermore, JNR developed the 1st class vehicle, class saro113-1000, being applicable to the long-distance underground line in order to start the rapid services linking downtown Tokyo and Narita International Airport.
Class saro113-1000
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 930mm wide double-hung unit assembled windows, both the upper and lower
sashes of which move up, between the doors. Door operating equipments,
TK4H, are fitted on the door header of the sliding doors. They are also
equipped with 5 air conditioners, AU13EN, rated at 5500kcal/h and 6 forced
draught ventilators on their roof.
Bogies
Bogies are TR69F 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 adjustable reclining seating, R26AN, with 1170mm seating pitch. They are equipped with a conductor room located toward rear of the passenger saloon, a Japanese style toilet at the rear, and a wash room located across the aisle from the toilet.
The end vehicles built from March 1974, employ 4.5mm thick skin for the
cab end for the protection against the level crossing accident. The ventilator
located next to the back of the air conditioner was moved further away
from the air conditioner to improve the ventilation.
In 1976, JNR developed class saro110-1200 vehicles in order to displace
class saro113-1000 vehicles of which the seating capacity was too small
to provide enough seating demand. Surplus saro113-1000 vehicles which were
displaced with class saro110-1200 vehicles replaced superannuated saro112
vehicles used on Tokaido-Sanyo rapid services.
Class saro110-1200
Car body
They have 2900mm wide body. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a light weight 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,
a door case window located toward the front, and 818mm wide double-hung
unit assembled windows, both the upper and lower sashes of which move up,
between the doors. Door operating equipments, TK4H, are fitted on the door
header of the sliding doors. They are also equipped with 5 air conditioners,
AU13EN, rated at 5500kcal/h and 6 forced draught ventilators on their roof.
Bogies
Bogies are TR69F 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 rotating transverse seating, R51AN, with 970mm seating pitch. They are equipped with a conductor room located toward rear of the passenger saloon, a Japanese style toilet at the rear, and a wash room located across the aisle from the toilet.
Sato110-1200 vehicles built from 1978 employed a Japanese style toilet
constructed by fibre-reinforced plastic. The window of the toilet was changed
into stadium shaped.
Modification and refurbishment
Japanese National Railways
Standard class vehicles were built for the Sobu and Yokosuka line interrunning
services. However, 1st class vehicles were not built for these services
but vehicles converted from existing 1st class vehicles with adopting A-A
regulation laid down by ministry of transport for fireproof were delivered.
Class saro111-1000
JNR modified 18 saro111-0 vehicles with the replacement of floor material and seating fabric for fireproof and classified them into -1000 subclass over the period from 1972 until 1976. JNR also equipped them with 6 air conditioners, AU13E, rated at 5500kcal/h and a chemical holding tank for the toilet.
Class saro111-1000
JNR modified 7 saro110-0 vehicles with the replacement of floor material and seating fabric for fireproof and classified them into -1000 subclass over the period from 1972 until 1976. JNR also equipped them with 6 air conditioners, AU13E, rated at 5500kcal/h and a chemical holding tank for the toilet.
Class saro110-1350
Background and overview
JNR converted 8 surplus 1st class vehicles of 498 series and 485 series intercity AC/DC dual-voltage electric multiple unit to 1st class vehicles of 113-1000 series over the period from January 1986 until March and classified them into class saro110-1350 in order to replace superannuated saro110-1000 and saro111-1000 vehicles.
Car body
They have 2946mm wide body. Their body design incorporates lightweight shaped steel and pressed forming beam to realize a light weight body. Their skin features cold-rolled steel and roof panel features hot-rolled steel. Their floor material and seating fabric were replaced in order to adopt A-A regulation laid down by ministry of transport for fireproof. The additional body end section having a 700mm wide single-leaf automatic sliding door and a door case window on each side is fitted where the section of a western style toilet and a wash room located toward the front of class saro481-0 or class saro489-0. The third windows from each end employ the hopper window for ventilation in emergency. The door operation equipment for additional doors is TK103. On the other hand, that for existing doors is TK100B. The existing door had a step, but the step was removed and an additional lower track for the door is fitted. Existing roll signs are changed into those for 113 series. They employ 5 air conditioners, AU13E, rated at 5500kcal/h.
Bogies
Bogies are TR69A or TR69E featuring pedestal type journal supporting system and the large diameter centre pivot. TR69A also features the bellows air spring and TR69E the diaphragm air spring. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast reclining seating, R24, with 1160mm seating pitch. They are equipped with a conductor room and a service room located toward front of the passenger saloon, a Japanese style toilet a wash room located across the aisle from the toilet located at the front of the body.
Class saro110-1300
Background and overview
JNR converted 5 surplus 1st class vehicles of 183-1000 series intercity DC electric multiple unit to 1st class vehicles of 113-1000 series in March 1987 and classified them into class saro110-1300 in order to replace superannuated saro110-1000 and saro111-1000 vehicles.
Car body
They are converted from class saro183-1000. The additional body end section having a 700mm wide single-leaf automatic sliding door and a door case window on each side is fitted where the section of a Japanese style toilet and a wash room located toward the rear of class saro183-0. They employ 5 air conditioners, AU13E, rated at 5500 kcal/h and 6 forced draught ventilators.
Bogies
Their bogies are TR69H featuring the diaphragm air spring, pedestal type journal supporting system and the large diameter centre pivot. Their bogies also employ the disk brake rigging.
Accommodation
They have 2-2 abreast reclining seating, R27N, with 1160mm seating pitch. They are equipped with a conductor room and a service room located toward front of the passenger saloon. The catering room located at the front of the vehicle is in mothball.
JR East
Modified vehicles with an air conditioner
JNR fitted standard class vehicles of 113-1000 series with an air conditioner, AU75B, from 1976. An existing motor generator, MH97-DM61 which class moha112-1000 vehicles were equipped for electric control was replaced with a motor generator, MH135-DM92, with a power output of 160kVA for two kinds of existing motor generator.
Modification of accommodation to longitudinal bench seating
The accommodation of pairs of the powered intermediate vehicles located
at the front and the rear of 1st class vehicles of 11-car sets was changed
into longitudinal bench seating in order to relieve overcrowding over the
period from 1989 until 1992.
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.
Reinforcement of the cab end
Since a train crew was killed in a level crossing on the Narita line in September 1992, for the protection against level crossing collision accident, JR East fitted the cab end which of the vehicles not having reinforced protection given by JNR with the unpainted stainless plate with anti-climbers and a same-coloured band with their livery is fitted below the headlights. Head lights were changed into sealed beam light bulbs. The stainless plate was painted at the general inspection.
Modification for reliability improvement
JR East modified 113-1000´ series vehicles allocated at Makuhari depot in order to improve the reliability with the replacement of an existing reciprocation air compressor with a scroll compressor, MH3114-C1500EB and the replacement of the motor generator with an auxiliary power supply, SC63, with a power output of 160kVA. The bearing of the bogies was changed into sealed roller bearing and classified them into DT21E for powered and TR62D for trailer.
Operations
113-1000? series entered the Sobu line between Tokyo and Narita, Uchibo-line between Soga and Kisarazu, and Sotobo line between Chiba and Ohara in July 1972 and entered Yokosuka in 1973. However, vehicles used on Yokosuka line and Sobu line rapid services began to be displaced with E217 series in 1995 and had been displaced completely in 1999. Surplus 113-1000? series vehicles replaced with E217 series were transferred to the Tokaido line and rural services in Boso area to replace superannuated 113-0 series. Vehicles used on Tokaido line were displaced with E231-1000 series and vehicles used in Boso area were also displaced with 211-3000 series and 209-2000 series. Eventually, they were completely withdrawn in 2011. |
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