Background and overview
In 1961, Japanese National Railways (JNR) developed the Kiha35 series commuter diesel multiple unit (DMU) trains for operation on unelectrified lines near metropolitan areas. The series consists of Class Kiha35, equipped with a toilet, and Class Kiha36, without a toilet.
Car body
The car body has a width of 2,929mm and is constructed from steel. It incorporates
1.6mm thick plates for the body skin and roof, and 3.2mm thick plates for
the cab end section. The cab end features a gangway door flanked by flat
windscreens. A headlight is mounted above the gangway door, with two taillights
installed below the windscreens. A destination rollsign is positioned above
the driver's side windscreen.
Each side is fitted with three 1,300mm wide double-leaf automatic sliding
doors with steps. Located centrally between the doors are 930mm wide double-hung
windows with both upper and lower sashes operable upward. Adjacent to the
doors are 615mm wide double-hung windows; the upper sash lowers by 150mm,
and the lower sash raises by 50mm, limiting openings for safety reasons.
Due to structural weakening caused by doorway step cutouts, the side doors are externally hung. This design reinforces the underframe by eliminating window openings at the steps and minimizing cutout length. Covered door rails are mounted on the frieze board outside the body, and TK6A door operating mechanisms are installed beneath the floor near the doorsteps.
Roof equipment includes seven globe-type ventilators. The exhaust pipe of the prime mover is routed through the driver's cab. The couplers are tight-lock automatic couplers with RD3 rubber draft gears. The livery consists of a cream-colored base with a prominent scarlet skirt.
Bogies
Powered bogies are designated as DT22C and trailer bogies as TR51B. Both types feature swing hanger suspension, coil springs used as bolster springs, and pedestal-type journal supports. The gear ratio of the powered bogies is 2.976. To accommodate commuter load conditions, the axle diameter is increased to 175?mm. A single-tread brake rigging system is employed.
Traction unit and ancillary equipments
Traction power is provided by a four-cycle, inline eight-cylinder diesel engine (DMH17H) producing 180?PS. The engine features a one-piece crankcase and is mounted horizontally using rubber isolation mounts.
Hydraulic transmission systems consist of either:
- TC2A (Lysholm-Smith type by Shinko Engineering): six-element, three-stage torque converter with single-plate dry clutch, or
- DF115A (by Niigata Converter): six-element, three-stage torque converter with multi-plate wet clutch.
Both transmissions are mounted beneath the floor, and the fluid specification transitioned from light oil to torque converter oil. Solenoid box placement and oil cooling circuit interfaces with the car body are unified across both transmission types.
An air compressor (Model C600), driven by the prime mover, supplies air for the braking system, which uses an automatic air brake configuration (Type DA).
Passenger Accommodation
Interior seating consists of longitudinal bench seats throughout, except for a transverse seat opposite the toilet. Seats are upholstered with pile fabric. The passenger saloons are illuminated by two rows of fluorescent lighting and equipped with water heating systems.
When operating as a mid-train car in a multiple-unit configuration, the driver's side cab is closed off by a door between the cab and saloon, while the co-driver's side remains open to passengers. A Japanese-style toilet is installed at the rear end of the car.
Additional deliveries and derivatives
From August 1962, Class Kiha35-500 units were introduced for cold-region operation, equipped with snow ploughs and forced-draught ventilators in place of globe ventilators.
From February 1963, Class Kiha30-0 double-ended cars were produced, featuring a second cab at the rear end instead of a Japanese-style toilet.
August 1963 saw the delivery of Class Kiha35-900 cars, constructed with stainless steel throughout-skin, beams, posts, and underframe-except for bolster beams and crossbeams supporting the prime mover. Corrugated side skins and full-length door rail covers were adopted to reinforce structural rigidity.
From November 1964, Class Kiha30-500 cars were built for cold-region use, incorporating snow ploughs and forced-draught ventilators.
Cars built after July 1966 featured reinforced body structures, with end posts and corner posts integrated into the underframe to enhance collision protection.
Vehicles manufactured from November 1966 onward were equipped with newly developed RD13 rubber draft gears.
Modifications
Japanese National Railways
Headlight Replacement (1973)
Incandescent headlights were gradually replaced with sealed beam units.
Door Operation Button Installation (1972)
Units operating on the Sagami, Hachiko, and Kawagoe lines were fitted with door control buttons both outside and adjacent to doorways.
Cab End Reinforcement (1975)
Some vehicles received reinforced cab structures, consisting of 4.5?mm additional front panels and externally welded V-shaped hollow belts using 6?mm thick plates, mitigating damage during level-crossing collisions.
JR East
Prime Mover Replacement Program (1988-1989)
Testing of new prime movers began in January 1988. Following a fire incident involving a Kiha58 series train, full-scale replacement started in September 1989. The DMF14HZ diesel engine from Cummins Inc. was adopted, rated at 300?PS but derated to 250?PS to match the capabilities of existing hydraulic transmissions and propeller shafts.
JR West
Kiha35-300 Series Conversion (1990)
Surplus Kiha35 series vehicles formerly used on the Kakogawa Line were refurbished to replace aging locomotive-hauled coaches on the Wada-Misaki Line. The series included powered Class Kiha35 vehicles and trailer Class Kikuha35-300 cars converted from Class Kiha35-0 by removing their prime movers. Side doors facing the seashore were eliminated (except for center doors), and the respective openings were sealed. The toilet and seaward-facing bench seating were also removed.
Operations
Initial deployments began in 1961 with 26 units delivered to Nara Depot for Kansai Line service between Minatomachi and Nara.
Subsequent deliveries included:
1962: Kameyama Depot (5 units); Nara Depot (additional 6 Kiha 35, 31 Kiha 36); Chiba Depot (2 Kiha 35, 18 Kiha 36); Echigo-Yahiko Depot (23 Kiha 35-500 for Yahiko Line); and various depots for Class Kiha 30.
1963-1965: Deployments expanded to Chiba, Tajimi, Omiya, Himeji, Okayama, Takaoka, Higashi-Karatsu, Niigata, Takasaki, Fukuchiyama, Kakogawa, Yonago, Hiroshima, and other depots nationwide.
Production continued until 1966, serving commuter needs across unelectrified routes in western Japan, Kyushu, Niigata, and the Kanto region.
Fleet Transfers and Reallocations
Surplus vehicles resulting from electrification projects were systematically transferred to regions requiring additional capacity:
Early 1970s: Transfers to Nara and Kameyama Depots.
1973 onward: Post-electrification transfers to Hachiko, Kawagoe, Sangu, Kisei, Wakayama, Kakogawa, San-in, Chikuho, and other lines.
1984-1987: Allocations adjusted following electrification of lines such as the Yahiko, Uchibo, Togane, Narita, Kashima, Kusatsu, Sakurai, and Wakayama. Vehicles were redistributed to depots including Takasaki, Ise, Kameyama, Ogori, Nogata, and Higashi-Karatsu.
Privatization and Final Operations
At the 1987 JNR privatization:
JR East received 89 units
JR Central: 6 units
JR West: 30 units
JR Shikoku: 4 units
JR Kyushu: 27 units
JR East operated the fleet mainly on the Hachiko, Ashio, Kururi, and Sagami lines. Surplus units were retired following electrification (Sagami Line in 1991; Hachiko Line in 1996), with final withdrawals from the Kururi Line occurring in 2012.
JR West utilized the units across the Takayama, Johana, Himi, Kansai, Kakogawa, and Mine lines. Withdrawals were completed between 1989 and 1996. Kiha 35-300 series, introduced in 1990, were retired upon electrification of the Wada-Misaki Line in 2001.
JR Shikoku operated the fleet in the Tokushima area until 1990.
JR Kyushu deployed units on the Chikuho, Sasaguri, Nagasaki, and Omura lines, concluding operations in 1991. |
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