Background and overview
Japanese National Railways developed 113-2000 series suburban DC electric multiple unit (EMU) trains featuring extended seating pitch and the reduction of toilets at the start of the replacement moha80 series EMU used on local services in Nagoya area in 1978.
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 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. Unit assembled cab section is not employed
but that constructed with main body together to strengthen the protection
against collision impact. 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 1075mm wide double-hung unit assembled
windows and a door case window are fitted at the end of the body. The window
of the toilet was changed in oval shape. Door operating equipments, TK4I
are fitted on the door header of the sliding doors. A destination rollsign
is fitted on each side of the body. Class moha112-2000 vehicles are equipped
with 5 forced draught ventilators on their roof and the others 6. They
are also equipped with an air conditioner, AU75B, rated at 42000kcal/h
on the centre of the 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 bogie located at the front of the end vehicle is equipped with a small wedge plough. 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 moha113-2000. Class
moha112-2000 vehicles are equipped with a motor generator, MH97-DM61, with
a power output of 20kVA. Class moha112-2000 vehicles are also equipped
with a current pickup, PS16, on their roof. Powered intermediate vehicles,
class moha112-2000, and trailer end vehicles, class kuha111-2000, are equipped
with a motor driven air compressor, MH80A-C1000, under their floor. They
adopt electromagnetic straight air brake with the rheostatic brake. Pneumatic
brake equipments are unitized for the protection against flying stones
and water.
Accommodation
They have mixture of longitudinal bench seating and 85mm wider transverse seating bays than 113-0? series with 1490mm seating pitch. Longitudinal bench seating is located at beside doors. Class kuha111-2000 vehicles are equipped with a unit assembled Japanese style toilet constructed by fibre-reinforced plastic and having a chemical holding tank, located at the rear of the body. Class kuha111-2100 vehicles have no toilet.
Additional delivery
Class kuha111-2100 vehicles built from 1980 are also equipped with a Japanese style toilet.
Polyurethane resin-based roofing material is introduced for the roof of the vehicles built from 1981.
Some passengers couldn't take a seat as a result of over-crowding of 1st class vehicles during peak hours after the splitting of the former Japanese National Railways into privatized JR companies. So, JR East developed bi-level 1st class vehicles, class saro124, and 8 vehicles were delivered in 1988.
Class saro124
Car body
They have 2900mm wide body to reduce the slant angle of the lower body for ensure the lower saloon width. The underframe of bilevel section is constructed by 9mm thick high]tensile steel to reinforce the car body rigidness and make the center of the gravity lower. The bogie distance adopts 14150mm to make the lower passenger room as long as possible. They are equipped with two 720mm wide single-leaf automatic sliding door on each side of the vehicles. Wide fixed windows are fitted between the doors and small fixed windows per each seat are fitted at the one-story section of each end of the car. Two air conditioners, AU713, rated at 18000kcal/h are fitted on the roof at both end of the body. Bodies are unpainted and have green and orange waistline band at the centre of the body at the bilevel section and below the windows at the one-story sections.
Bogies
Bogies are TR69I transplanted from scrapped intercity EMU vehicles, featuring pedestal type journal supporting system, the diaphragm air spring, the large diameter centre pivot, and the anti-rolling stabilizer. Their bogies also employ the disk brake rigging.
Ancillary equipments
They adopt electromagnetic straight air brake. Pneumatic brake equipments are fitted in the equipment room located toward the front of the one-story passenger room.
Accommodation
Seating accommodation is 2+2 abreast reclining seating with 970mm seating pitch. The air conditioner duct on the upper deck is fitted on the wainscot panel and pier panels to blow the conditioned air from near the top of the windows. The triangle-shaped air conditioner duct on the lower deck is fitted at the joint between the ceiling and the walls to blow the conditioned air from near the top of the windows. One-story passenger rooms employ the slit-shaped outlets to blow the conditioned air. A conductor room and a service room are located at the front of the vehicle.
6 additional saro124 vehicles having blue and cream waistline bands were
delivered for Yokosuka and Sobu rapid services in 1989. Their bogies were
changed into TR235G, featuring bolster-less secondary air suspension, corn-shaped
multilayered rubber spring journal supporting system, and the multilayered
rubber traction device. 15 vehicles were delivered for Tokaido line long
distance services in 1990.
5 class saro125 vehicles were also delivered for Tokaido line long distance
services to use along with class saro110-300 and saro110-350 vehicles having
no toilet.
Class saro125
Car body
They have 2900mm wide body to reduce the slant angle of the lower body for ensure the lower saloon width. The underframe of bilevel section is constructed by 9mm thick high]tensile steel to reinforce the car body rigidness and make the center of the gravity lower. The bogie distance adopts 14150mm to make the lower passenger room as long as possible. They are equipped with two 720mm wide single-leaf automatic sliding door on each side of the vehicles. Wide fixed windows are fitted between the doors and small fixed windows per each seat are fitted at the one-story section of each end of the car. Two air conditioners, AU713, rated at 18000kcal/h are fitted on the roof at both end of the body. Bodies are unpainted and have green and orange waistline band at the centre of the body at the bilevel section and below the windows at the one-story sections.
Bogies
Bogies are TR235G, featuring bolster-less secondary air suspension, corn-shaped multilayered rubber spring journal supporting system, and the multilayered rubber traction device. They employ both the single disk brake rigging and the single tread brake rigging.
Ancillary equipments
They adopt electromagnetic straight air brake. Pneumatic brake equipments are fitted in the equipment room located toward the front of the one-story passenger room.
Accommodation
Seating accommodation is 2+2 abreast reclining seating with 970mm seating pitch. The air conditioner duct on the upper deck is fitted on the wainscot panel and pier panels to blow the conditioned air from near the top of the windows. The triangle-shaped air conditioner duct on the lower deck is fitted at the joint between the ceiling and the walls to blow the conditioned air from near the top of the windows. One-story passenger rooms employ the slit-shaped outlets to blow the conditioned air. A western style toilet and a washroom are located at the front of the vehicle.
Modification and refurbishment
JR East
Modification for reliability improvement
JR East modified a kuha111-2100 vehicle 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. The bearing of the bogies was changed into sealed roller bearing and classified them into TR62D.
JR Central
Class kumoha113-2000
Passenger load factor of the Tokaido line local services during the daytime was approximately 50% with 4-car sets. So, JR Central modified class moha113-2000 powered intermediate vehicles into powered end vehicles by joining the cab section to make 6-car sets not using during the daytime two 3-car sets over the period from November 1987 until March 1989 and classified them into class kumoha113-2000.
Class kuha111-2200
Passenger load factor of the Tokaido line local services during the daytime was approximately 50% with 4-car sets. So, JR Central equipped class kuha111-2100 trailer end vehicles with an air compressor, MH80A-C1000 and relocated jumper couplers to make 6-car sets not using during the daytime two 3-car sets over the period from November 1987 until March 1989 and classified them into class kuha111-2200.
Class kuha111-2300
The progress of 113-0 series vehicles withdrawal resulted in lack of a Tokyo side end vehicle. So, JR Central relocated the jumper couplers of a kuha111-2100 vehicle, mothballed an air compressor, and classified it into class kuha111-2300.
Class moha112-8000
Some of 113-2000 series train sets began to be used on Chuo line local services between Shiojiri and Nagiso having smaller cross section tunnels. So, JR Central replaced the current pickup of class moha112-2000 vehicles with C-PS24 and classified them into class moha112-8000.
JR West
Refurbishment programme N
In addition to special maintenance work focused on retaining the function the vehicles, refurbishment programme N to improve outdated accommodation was applied for 10 113-2000 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.
Work for speed improvement
-7000 subseries
JR West modified 113-2000 series used on JR Kobe, JR Kyoto, Biwako and
Hanwa line rapid services with some improvements over the period from December
1991 until January 1993, 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 -7000 subseries. Furthermore, eighteen 4-car sets used on Sagano
line were additionally equipped with the buttons beside the door to open
or close the door manually by pushing them and were also equipped with
the automatic jumper coupler to ease rush-up operations over the period
from April 1994 until February 1996. Class kuha111-2100 vehicles were classified
into class kuha111-7500 and class kuha111-2000 were class kuha111-7600.
-7500 subseries
JR modified 6-car sets of 113-2000 series consisting of 4 powered vehicles and 2 trailer vehicles, with some improvements over the period from July 1992 until November and from September 2006 until October, 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 -7500 subseries.
class kumoha113/112-2000
Background and overview
JR West modified class moha113-2000 and moha112-2000 powered intermediate vehicles into powered end vehicles, class kumoha113-2000 and kumoha112-2000 to make 2-car sets for the optimization of the transportation capacity in 2002.
Car body
An additional cab section is constructed at the front of moha113-2000 and at the rear of moha112-2000. Corroded body skin was refurbished, and the rain gutter was integrated with the body skin. Ventilators on the roof were removed. Door operating equipments were changed into the direct driven type, WTK113, and the buttons beside the door were additionally fitted to open or close the door manually by pushing them. For draft prevention, side windows located between sliding doors were changed into the aluminum made double sash unit assembled window, the upper sash of which moves down and lower fixed, and windows located at the end of the body were changed into the fixed window. The method to equip door case windows and the windscreen with the windowpane was changed into gluing. Displays showing entrance or exit are fitted on the door case beside the doorways at the both ends for conductor-less operation. Their livery was ocean green with a horizontal lavender band below the windows.
Accommodation
They have mixture of longitudinal bench seating and transverse seating bays with 1490mm seating pitch. Class kumoha112-2000 vehicles are equipped with a western style toilet, a chemical disposable tank and a wheelchair space, located at the rear of the body. The ticket machine, which put the ticket indicating the boarding station, is located beside doorways at the end of their body. The fare chart seven segment display and the fare box are located behind the driver's cab.
Refurbishment programme N40
JR West commenced refurbishment programme on 66 113-2000 series vehicles to bring the accommodation and ancillary equipments at the similar level to the contemporary rolling stocks over the period from November 1998 until October 2001.
Car body
Corroded body skin was refurbished, and the rain gutter was integrated with the body skin. Ventilators on the roof were removed. Door operating equipments were changed into the direct driven type, WTK113, and the buttons beside the door were additionally fitted to open or close the door manually by pushing them. For draft prevention, side windows located between sliding doors were changed into the aluminum made double sash unit assembled window, the upper sash of which moves down and lower fixed, and windows located at the end of the body were changed into the fixed window. The method to equip door case windows and the windscreen with the windowpane was changed into gluing.
Accommodation
Prefabricated panels were employed for the ceiling construction to flat the ceiling and the fluorescent lights fitted on the ceiling were covered. Straps were fitted throughout their body. Seating accommodation was changed into 2+2 abreast switchable transverse seating with 910mm seating pitch excepting the end of the end vehicles. The overhead luggage racks were changed into constructed with pipes having the decorative cover at the edge. The covers fitted on the floor for the inspection of the traction motor were filled with the plates. Doors located at both end of the vehicle were changed into self-closing.
Life extension programme N30
JR West commenced life extension programme N30 on 40 113-2000 series vehicles to reduce the cost of the refurbishment programme N40 over the period from March 2002 until March 2005.
Car body
Corroded body skin was refurbished ventilators on the roof were removed. The buttons beside the door were additionally fitted to open or close the door manually by pushing them. Side windows, double leaf sliding doors, and the door operating equipments were not refurbished. The method to equip door case windows and the windscreen with the windowpane was changed into gluing.
Accommodation
Straps were fitted throughout their body. Seating accommodation was changed into 2+2 abreast switchable transverse seating with 910mm seating pitch excepting the end of the end vehicles. The overhead luggage racks were changed into constructed with pipes having the decorative cover at the edge. The covers fitted on the floor for the inspection of the traction motor were filled with the plates. Doors located at both end of the vehicle were changed into self-closing.
Operations
Tokyo metropolitan area
113-2000 series entered revenue services on Tokaido line in 1981. After the splitting of former Japanese national railways into the new privatized JR companies, they were used on the Tokaido long distance services. However, they were gradually replaced with E231 series and some trailer end vehicles were transferred to Makuhari depot in order to replace superannuated end vehicles of 113-0 series. The others had been replaced and completely scrapped until 2006. Vehicles used in Chiba area had been completely withdrawn in 2011.
Nagoya area
113-2000 series were delivered to Ogaki depot to replace moha80 series EMU used on Tokaido line local services and Jinryo depot to replace moha70 series EMU used on Chuo and Okata lines in 1978. Furthermore, they entered Kansai line local services between Nagoya and Kameyama at the start of electrified Kansai line between Nagoya and Kameyama in 1982. However, 113-2000 series used on Kansai and Okata lines local services were displaced with 165 series 3-car sets in 1985.
After the splitting of the former Japanese National Railways into the new privatized JR companies, 113-2000 series were used on Tokaido and Chuo lines local services. However, they started to be displaced with 313 series and had been withdrawn from Tokaido line completely in 1999. Furthermore, vehicles used on Chuo line local services had also been withdrawn completely in 2007.
Kansai and Chugoku area
113-2000 series delivered to Takatsuki depot and entered Tokaido Sanyo lines rapid services in 1978. However, some vehicles replaced with 223-2000 series were transferred to replace superannuated 113-0 series vehicles used on Hanwa line rapid services, and the others were transferred to Shimonoseki and Hiroshima depots. Vehicles used in Hiroshima area were displaced with 227-0 series and scrapped. Now 42 vehicles of 113-2000 series are now used on local services in Okayama area. |
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