Background and overview
In 1977, Japanese National Railways (JNR) developed class kiha47-0 single-cab diesel multiple unit (DMU) in order to replace superannuated class kiha10 series DMU used on unelectrified lines in warm district. At the splitting of JNR into the privatized JR companies, JR East received 5 vehicles of class kiha47-0/1000, JR Central 5, JR Shikoku 23, and JR Kyushu 162 in 1987.
Car body
Bodies constructed by weatherproof high-tension steel have 20806mm long
and 2930mm wide body having 1.6mm thick skin and 1.2mm thick roof. Their
gangwayed cab end is constructed with 4.5mm thick plate and employed raised
driver's cab for the protection against obstacles at the level crossing.
Expansible sealing rubber is applied for a gangway door to prevent cold
air from entering through the gap between a gangway door and door frame.
A destination rollsign is fitted above the gangway and two headlights employing
sealed beam light bulbs are fitted each side of the front rollsign. They
are equipped with two 1,300mm wide stepped double leaf semi-automatic sliding
doors employing the door operating equipment, TK106, fitted above the door
header of the door and double-hung unit assembled windows, both the upper
and lower sashes of which move up, between the doors, behind the cab, and
at the end of the vehicle. Forced draught ventilators and two FRP water
tanks fitted inside the steel cover are fitted on the roof. They are also
equipped with two heat exchangers rated at 15,000kcal/h under their floor
to supply heated air to passenger room by electric fan. Their bodies are
painted in vermilion.
Bogies
They are equipped with a powered bogie, DT22D, and a trailer bogie, TR51C, featuring pedestal guide type journal supporting system, coil springs secondary suspension, and 1-axle drive. Brake rigging is the single tread brake powered by the body mounted brake cylinder.
Traction unit and ancillary equipments
Class kiha47-0/100 vehicles are powered by a diesel prime mover, DMF15HSA, with a power output of 220PS, employing the individual cylinder head and the supercharger, TB15, to achieve higher power output. Their hydraulic transmission gear is DW10, which is made several improvements on DW9 employed for kiha66 series DMU, incorporating oil filling and draining type three-member single-stage torque converter and multi-plate wet clutch. They are equipped with an air compressor, CW750D, powered by a prime mover. Their brake system is the automatic electromagnetic (CLE) air brake.
Accommodation
Seating is arranged as mixture of longitudinal bench seating and 4-seat transverse seating bays with 1470mm seating pitch. Electric fans are fitted under the ceiling. They are not vestibuled and equipped with a Japanese style toilet at the end of the vehicles.
Additional delivery
JNR started to deliver vehicles not having a toilet classified into -1000 subclass under the policy of toileted vehicle reduction from 1978.
Modification
JNR
JNR fitted 6 kiha47-0 vehicles and 3 kiha47-1000 vehicles allocated at Kagoshima depot with a self-powered air conditioner, AU34, rated at 25,500kcal/h in 1986.
JR East
Since 3 kiha47-0 vehicles and 2 kiha47-1000 vehicles used on rural services of the Hachiko and Suigun lines were relocated to Tohoku and Niigata regions, JR East fitted them with a cover under the floor for the protection against snow and strengthen heating of the passenger room in 1992.
JR Central
Class kiha47-5000
JR Central fitted 2 kiha47-0 vehicles with a self-powered air conditioner,
C-AU27, rated at 24,000kcal/h in 1989. Then JR Central replaced a prime
mover and a hydraulic transmission with C-DMF14HZB with a power output
of 350PS and C-DW14 and classified into -5000 subclass in 1997 and 1999.
Class kiha47-6000
JR Central fitted 3 kiha47-1000 vehicles with a self-powered air conditioner, C-AU28, rated at 24,000kcal/h in 1989. Then JR Central replaced a prime mover and a hydraulic transmission with C-DMF14HZB with a power output of 350PS and C-DW14 and classified into -6000 subclass in 1997 and 1999.
JR West
JR West began to equip 133 kiha47-0/-1000 vehicles with the ticket machines to issue the ticket indicating the boarding station at the doorways, the fare box near a driver's seat, and the fare display behind a cab for the conductor-less operation in 1989. Longitudinal bench seating behind the cab was also removed.
In addition, JR West began to equip all of kiha47-0 vehicles and kiha47-1000
vehicles with a self-powered air conditioner, AU34, rated at 26,000kcal/h
in 1989. Likewise, JR West replaced a prime mover and a hydraulic transmission
with SA6D125H-1A of Komatsu Ltd. and KTF3335A-1A of Komatsu Ltd in order
to reduce maintenance cost and improve running performance between 1995
and 2001. Moreover, the refurbishment programme was also commenced in having
body repairment, replacement with flush surfaced window frame made of aluminum,
decorative panel replacement, and buttons to open/close doors manually,
and an air conditioner replacement with a prime mover driven air conditioner,
WAU201, rated at 27,000kcal/h for life-extension between 1999 and 2010.
Furthermore, vehicles used in Hiroshima and Yamaguchi regions are equipped with LED destination indicators.
Class kiha47-2000
JR West modified three kiha47-0 vehicles to provide additional capacity for Kibi and Tsuyama lines accommodation trains by changing their accommodation into longitudinal bench seating throughout and classified them into -2000 subclass in 1993. Likewise, JR West modified 20 kiha47-0 vehicles used on rural services of San-in, Sakai, and Geibi lines to provide additional capacity by changing their accommodation and classified them into -2000 subclass in 1994. Transverse seating bays were changed into longitudinal bench seating excepting 4 transverse seating bays located at the centre of the vehicles.
Class kiha47-3000
JR West modified two kiha47-1000 vehicles to provide additional capacity for Kibi and Tsuyama lines accommodation trains by changing their accommodation into longitudinal bench seating throughout and classified them into -3000 subclass in 1993. Likewise, JR West modified 18 kiha47-1000 vehicles used on rural services of San-in, Sakai, and Geibi lines to provide additional capacity by changing their accommodation and classified them into -3000 subclass in 1994. Transverse seating bays were changed into longitudinal bench seating excepting 4 transverse seating bays located at the centre of the vehicles.
JR Shikoku
JR Shikoku equipped all of kiha47-0 vehicles and kiha47-1000 vehicles with two air conditioner, F-TUR300-104, rated at 18,000kcal/h on the roof and a diesel generator, S4F, with a power output of 44PS to supply electricity to air conditioners in 1988. JR Shikoku also equipped kiha40-2000 vehicles with the ticket machines to issue the ticket indicating the boarding station at the doorways, the fare box near a driver's seat, and the fare display behind a cab for the conductor-less operation.
JR Kyushu
JR Kyushu began to equip all of kiha47-0 vehicles and kiha47-1000 vehicles with a self-powered air conditioner, K-AU600, rated at 27,000kcal/h in 1987. K-AU600 was developed based on AU34. Ventilators on the roof of all kiha47-0 vehicles and kiha47-1000 vehicles were removed. A superannuated water tank fitted on the roof of some kiha47-0 vehicles were also removed. Some vehicles are equipped with an additional prime mover driven air conditioner, AU619K, rated at 20,600kcal for the additional cooling capacity.
Class kiha147-0
JR Kyushu replaced a prime mover and a hydraulic transmission of two kiha47-0
vehicles with DMF14HZ (SHINKO ENGINEERING CO., LTD.) with a power output
of 360PS and SCR1.0-4 (SHINKO ENGINEERING CO., LTD.), or replaced them
of four kiha47-0 vehicles with DMF13HZA (Komatsu Ltd) with a power output
of 360PS and DW14-D of NIIGATA ENGINEERING CO., LTD. to provide the additional
capacity for commuter services of Sasaguri line between 1990 and 1992.
Their air compressor was also replaced with CW600. Likewise, JR Kyushu
replaced a prime mover and a hydraulic transmission of additional eleven
kiha47-0 vehicles with SA6D125HD-1 (Komatsu Ltd) with a power output of
360PS and DW14E of NIIGATA ENGINEERING CO., LTD. between 1992 and 1993.
A prime mover and a hydraulic transmission of the vehicles modified between
1990 and 1992 were replaced with SA6D125HD-1 (Komatsu Ltd) with a power
output of 360PS and DW14E of NIIGATA ENGINEERING CO., LTD. again.
Class kiha147-1000
JR Kyushu replaced a prime mover and a hydraulic transmission of two kiha47-1000
vehicles with DMF14HZ (SHINKO ENGINEERING CO., LTD.) with a power output
of 360PS and SCR1.0-4 (SHINKO ENGINEERING CO., LTD.), or replaced them
of two kiha47-1000 vehicles with DMF13HZA (Komatsu Ltd) with a power output
of 360PS and DW14-D of NIIGATA ENGINEERING CO., LTD. to provide the additional
capacity for commuter services of Sasaguri line between 1990 and 1992.
Their air compressor was also replaced with CW600. Likewise, JR Kyushu
replaced a prime mover and a hydraulic transmission of additional nine
kiha47-1000 vehicles with SA6D125HD-1 (Komatsu Ltd) with a power output
of 360PS and DW14E of NIIGATA ENGINEERING CO., LTD. between 1992 and 1993.
A prime mover and a hydraulic transmission of the vehicles modified between
1990 and 1992 were replaced with SA6D125HD-1 (Komatsu Ltd) with a power
output of 360PS and DW14E of NIIGATA ENGINEERING CO., LTD. again.
Class kiha47-5000
JR Kyushu modified a prime mover, DMF15HSA, of class kiha47-0 with replacing its supercharger with TA51, its injection pump with type NB, and its mechanical fuel control unit with electrical unit to improve a power output up to 300PS, and classified it into DMF15HSA-P in order to reduce the journey time of Ibusuki-Makurazaki line rural services in 1997. Four kiha47-0 vehicles of which a prime mover was modified were classified into -5000 subclass.
Class kiha47-6000
JR Kyushu modified a prime mover, DMF15HSA, of class kiha47-1000 with replacing its supercharger with TA51, its injection pump with type NB, and its mechanical fuel control unit with electrical unit to improve a power output up to 300PS, and classified it into DMF15HSA-P in order to reduce the journey time of Ibusuki-Makurazaki line rural services. Four kiha47-1000 vehicles of which a prime mover was modified were classified into -6000 subclass.
Class kiha47-8000
JR Kyushu started to replace a prime mover and a hydraulic transmission
of twenty kiha47-0 vehicles and four kiha47-5000 vehicles with SA6D125HD-1A
(Komatsu Ltd) with a power output of 300PS and TACN-22-1612A of Niigata
Converter Co., Ltd. and classified them into -8000 subclass in 1999. A
prime mover of vehicles modified after 2004 was changed into SA6D125HE-1
(Komatsu Ltd) with a power output of 300PS featuring the common rail direct
fuel injection for anti-air pollution.
Class kiha47-9000
JR Kyushu started to replace a prime mover and a hydraulic transmission
of eighteen kiha47-1000 vehicles and four kiha47-6000 vehicles with SA6D125HD-1A
(Komatsu Ltd) with a power output of 300PS and TACN-22-1612A of Niigata
Converter Co., Ltd. and classified them into -9000 subclass in 1999. A
prime mover of vehicles modified after 2004 was changed into SA6D125HE-1
(Komatsu Ltd) with a power output of 300PS featuring the common rail direct
fuel injection for anti-air pollution.
Operations
Class kiha47-0/1000 had been used on rural services on unelectrified lines in warm regions excepting Hokkaido. However, they owned by JR East have completely been withdrawn by replacement with class kiha100 series, kiha110 series, and kihaE130 series excepting special vehicles used on charters, special events, tourist excursions, and other similar purposes in 2021. They owned by JR Central have completely been withdrawn by replacement with class kiha25 in 2016.
On the other hand, they owned by JR West, JR Shikoku, and JR Kyushu are still now used on rural services on unelectrified lines excepting vehicles replaced with class YC-1. |
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