Background and overview
Japanese National Railways had a plan to introduce 113 series for Yokosuka
and Sobu rapid lines interrunning services via Tokyo underground line linking
Shinagawa and Kinshi-cho. Vehicles for these services had to meet A-A regulation
laid down by ministry of transport for fireproof. Thus, JNR developed 113-1000
series featuring fireproof in 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. The floor was changed from
water-resistant veneer plywood to 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 are fitted each side of the gangway, and
two taillights are fitted below the headlights. They 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. 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. 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, MT54B, with a power output
of 120kW are controlled by the armature-resistance traction control system,
CS12F, fitted to powered intermediate vehicles, class moha113-1000. Class
moha112-1000 vehicles are equipped with a main fuse, FS64, on the roof
for use on the underground line. Furthermore, since wiring near the traction
resistor is prohibited, a sealed steel duct for wiring is fitted at the
centre of the body. Class moha112-1000 vehicles are equipped with a motor
generator, MH97-DM61, with a 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. The backrest of transverse seating bay has a square shaped hand-grab and straps are fitted above the longitudinal seating. They are equipped with 6 fans on the ceiling. 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 kuha111-1000/-1300 vehicles are equipped with a Japanese style toilet which prepares to be equipped with a chemical holding tank at the rear of the body.
Additional delivery
The traction system of the vehicles built from 1971 was changed into CS12G having current and voltage limiting relays for maintenance free. The bearings employed for the traction motors were changed into sealed type.
The vehicles built from 1972 featured more comfortable longitudinal bench seating having 30mm lower and 20mm deeper seating face. The headlights were changed into sealed beam light bulbs.
Modification and refurbishment
Japanese National Railways
Modified vehicles with an air conditioner
JNR fitted standard class vehicles of 113-1000 series with an air conditioner
from 1973. An existing motor generator, MH97-DM61 which class moha112 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. 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.
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 113-1000 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 moha112-100 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.
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.
JR West
-6300 subseries
JR West modified 113-1000 series used on 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 to introduce 110km/h operation, and classified them into -6300 subseries.
Refurbishment programme NA
In addition to special maintenance work focused on retaining the function the vehicles, Refurbishment programme NA to improve accommodation of vehicles applied special maintenance work was applied for kuha111-1310. 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.
Operations
45 vehicles were delivered to Tsudanuma depot for the start of the electrified Boso-Sai line between Kisarazu and Chikura in May 1969 and 6-car sets consisting of 4 powered vehicles and 2 trailer vehicles entered the revenue services. Subsequently, 146 vehicles were delivered to Ofuna depot in August 1969 and replaced 113-0 series used on Yokosuka line. However, the signaling system of the Tokyo underground line linking Shinagawa and Kinshi-cho was changed into ATC. So, most of vehicles allocated at Ofuna depot were transferred to Makuhari depot to enter rural services in Chiba area and the others were transferred to Nagoya and Osaka. Eventually they were displaced with 113-1000? series and 113-2000 series and completely withdrawn in 2005. |
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