Background and overview
Japanese National Railways (JNR) concerned that electrified lines extending
to the 25‰ gradient section will cause the higher proportion of powered
vehicles of EMU trains employing traction motors with a power output of
100kW to reinforce the substations and to induce the serious financial
problems. JNR developed a high-power traction motor, MT54, to realize that
the ratio of motored vehicle to trailer vehicle is 1:1 even for the use
on graded mountain routes. In addition, holding brakes had come in practical
use on 157 series in 1959. Furthermore, JNR developed the armature-resistance
traction control system, CS15A, which is equipped the traction control
system, CS15, featuring free selectable speed control applied for 451/471
series in 1962 with the holding brake system. Thus, JNR developed 165 series
employing the powerful traction motor, MT54, and the traction system, CS15A,
in 1963. Their train sets consist of the combination of buffet vehicles,
1st class vehicles, 2nd class three-car units comprising 2 powered vehicles
and a trailer vehicle, and four-car units comprising 2 powered vehicles
and 2 trailer vehicles.
Car body
They have 2900mm wide bodies. Their body design incorporates lightweight
shaped steel and pressed forming beam to realize a lightweight body, employing
cold rolled steel plate for the body skin, and hot rolled steel plate for
the roof. The cab end is gangwayed, having a gangway door and curved surface
windscreens on the front. A classification roll sign is fitted above the
gangway door. Two headlights are fitted on each side of the gangway, and
two taillights are fitted below the headlights. 1st class vehicles are
equipped with two 700mm wide single-leaf automatic sliding doors at the
end of the body, and pairs of 925mm wide drop windows between the doors,
having shunting control position at the rear of the vehicle. 2nd class
vehicles are equipped with two 1000mm wide single-leaf automatic sliding
doors. 1080mm wide double-hung unit assembled side windows, the upper sash
of which moves down and the lower moves up, and a door case window, are
fitted between the doors. The trailer intermediate 2nd class coach-buffet
combine vehicles, class sahashi165, are equipped with a 700mm wide single-leaf
automatic sliding stepped door at the centre, and a 1000mm wide service
entrance for foodstuff toward the rear of the vehicle. The buffet section
is equipped with wide fixed double-glazing windows employing heat absorbent
glass because the buffet room is air-conditioned. Door operating equipments,
TK4E, are fitted on the door header of the sliding doors excepting other
door operating equipments, TK100B, are fitted at the door toward the front
of class moha164-800 vehicles. They are equipped with forced draught ventilators
on their roof. The buffet section of class sahashi165 vehicles are also
equipped with four air conditioners, AU12S, rated at 4,000kcal/h on the
roof. Class moha164-800 vehicles have the low roof section where the current
pickup is fitted to keep the distance against tunnels having the smaller
cross section on the Chuo East line. An axial flow fan is also fitted there
for the ventilation. Their livery is green with orange wide band around
side windows.
Bogies
The 165 series are equipped with DT32 bogies on the powered vehicles and TR69 bogies on the trailers, featuring bellows air springs for the secondary suspension, and pedestal type journal supporting system. Their secondary airbag suspension is not mounted to their body directly but mounted in the bogie unit. The parallel cardan drive with hollow shaft is applied for the power transmission device. The gear ratio is 4.21. The brake rigging is a single tread brake for powered and double disk brake for trailer.
Traction unit and ancillary equipments
Eight series-wound brushed DC traction motors, MT46, with a power output
of 100kW are controlled by the armature-resistance traction control system,
CS15A, featuring free selectable speed control the holding brake, and fitted
to class kumoha165 powered end vehicles and class moha165 powered intermediate
vehicles. Class moha164 powered intermediate vehicles with a current pickup,
PS16, on the roof and a motor generator, MH97-DM61A, with a power output
of 20kVA and two air compressors, MH80A-C1000 beneath the floor. Class
sahashi165 vehicles are also equipped with a motor generator, MH101-DM65,
with a power output of 40kVA beneath the floor. They adopt electromagnetic
straight air brake with the rheostatic brake and holding brake.
Accommodation
Eight series-wound brushed DC traction motors, MT46, with a power output
of 100kW are controlled by the armature-resistance traction control system,
CS15A, featuring free selectable speed control the holding brake, and fitted
to class kumoha165 powered end vehicles and class moha165 powered intermediate
vehicles. Class moha164 powered intermediate vehicles with a current pickup,
PS16, on the roof and a motor generator, MH97-DM61A, with a power output
of 20kVA and two air compressors, MH80A-C1000 beneath the floor. Class
sahashi165 vehicles are also equipped with a motor generator, MH101-DM65,
with a power output of 40kVA beneath the floor. They adopt electromagnetic
straight air brake with the rheostatic brake and holding brake.
Additional delivery
Class moha164-500 having the shunting control position was developed in 1963 to divide a 12-car train sets into a 10-car set and an additional 2-car married pair powered vehicle unit at Okayama to provide the additional capacity for express services bound for Uno until Okayama and eastward because only train sets having a maximum of 10 cars comprising 4 powered and 4 trailer vehicles could be operated on the Uno line due to limitations in the capacity of the substations.
Class moha165-500
A rear side sliding door is located at the rear end of the body and a Japanese style toilet, and a washroom are located between the doorway and the passenger room to be equipped with a shunting control position at the rear end. A headlight and box-shaped ventilators to intake cooling air for the traction motors.
A saro165-29 1st class vehicle built in December 1964 has six covers on the roof to prepare for fitting air conditioners, AU12S, rated at 4,000kcal/h and fans fitted on the ceiling were relocated under the cover for the air conditioner. Due to this, the forced draught ventilators were changed into a 2-row arrangement.
Vehicles built February 1965 onward employed improved bogies, DT32B/TR69B featuring improved bolster anchor to ensure smooth ride characteristics. In addition, class saro165 vehicles are equipped with six air conditioners, AU12S, rated at 4,000kcal/h on the roof and a motor generator, DM122A-DM76A, with a power output of 20kVA for the power supply to air conditioners beneath the floor.
The air compressor which class moha164 vehicles are equipped with was changed into MH113A-C2000. Some of buffet vehicles used on "Sado" express services were transferred to "Alps" express services on the Chuo line. However, two more buffet vehicles were insufficient. Hence, JNR developed class saha164 2nd class trailer intermediate vehicle having a refreshment counter.
Class saha164
A front side sliding door is relocated toward the centre of the vehicle to fit a refreshment counter having a drink refrigerator and a sink, and a catering room at the front of the body. Two double-hung unit-assembled side windows, the upper sash of which moves down and the lower moves up, and a 700mm wide service entrance for foodstuff are fitted on each side of the refreshment room. They are equipped with a motor generator, MH81-DM44, with a power output of 5kVA to supply electricity to the refreshment counter beneath the floor.
Vehicles built May 1966 onward employ the improved traction system, CS15B, featuring improved wiring material. They also differ from earlier 165 series in for class kumoha165 and kuha165 vehicles having 6 fans, for class moha164-800 having 5 and for class moha165 and moha164-0 having 7 fans on the ceiling.
Vehicles built in July 1996 employed improved reclining seating, R26, for the 1st class and square shaped hand grips on the shoulder of the backrest of 2nd class transverse seating bay.
Vehicles built in March 1967 employ the improved traction motor, MT54B, having high rigidity air inlet to cool the motor and featuring improved air tightness and the improved traction system, CS15C, having improved reliability by adopting over current relays, etc.
2nd class vehicles built in October 1968 onward were prepared for fitting air conditioners. Class moha164 vehicles have a cover on the roof to prepare for fitting an AU72 air conditioner rated at 33,000kcal/h, and a cooling air duct on the ceiling. Meanwhile, class kumoha165 and kuha165 vehicles have five covers on the roof to prepare for fitting air conditioners, AU13E, rated at 5,500 kcal/h and the others six. In addition, they employ the improved traction system, CS15E, having a load compensating device and a current limit booster circuit. Furthermore, the pneumatic horns located beside headlights are equipped with the shutter for the protection against snow.
2nd class vehicles built in May 1969 onward are equipped with air conditioners when built. Class moha164 vehicles are equipped with an air conditioner, AU72, rated at 33,000kcal/h and forced draught ventilators on their roof, and are not equipped with an axial fan at the low roof section. Meanwhile, the other vehicles are equipped with five air conditioners, AU13E, rated at 5,500kcal/h and forced draught ventilators on their roof. Class kuha165 vehicles are equipped with a motor generator, DM128-DM85, with a power output of 110kVA for the power supply to air conditioners beneath the floor. All vehicles are equipped with additional three phase power lines for the air conditioners and prepared to be equipped with a chemical holding tank.
JNR developed the class saha165 2nd class trailer intermediate vehicle in September 1969. The car body is same as class moha165 having six air conditioners, AU13E, rated at 5,500kcal/h on the roof and a motor generator, DM128-DM85, with a power output of 110kVA for the power supply to air conditioners beneath the floor.
Modifications
The air conditioning modification of class saro165
Class saro165 vehicles started to be modified to fit 5 air conditioners, AU12S, rated at 4,000kcal/h on the roof, and a motor generator, DM122-DM76A, with a power output of 20kVA beneath the floor over the period from July 1967 until August 1968. The forced draught ventilators were changed into a 2-row arrangement. Additional three phase power lines for the air conditioners were fitted because of the progress of the modification for the standard class vehicles to be equipped with air conditioners later.
Prototype vehicles experimentally fitted with an air conditioner
2nd class vehicles were modified to fit air conditioners over the period from June 1968 until August of the same year. Class kumoha165 and kuha165 vehicles have 6 air conditioners, AU12S, rated at 4,000kcal/h on the roof. Meanwhile, because air conditioning modification applying AU12S causes a smaller number of air conditioners and other air conditioners must be fitted in the passenger room due to compliment the insufficient air conditioning capacity, class moha164 vehicles are equipped with an air conditioner, AU71, rated at 28,000kcal/h on the roof and a cooling air duct on the ceiling. Additional three phase power lines for the air conditioners were also fitted. Class kuha165 vehicles were modified to be equipped with a motor generator, MH128-DM85, with a power output of 110kVA for the power supply to air conditioners beneath the floor. Over the period from May 1979 until March of the following year, an air conditioner which class moha164 vehicles excepting moha164-19, -27, and -55 are equipped with was replaced with an air conditioner, AU72, rated at 33,000kcal/h and a cooling duct was also replaced.
Mass modification vehicles fitted with an air conditioner
The air conditioning modification of standard class vehicles
Standard class vehicles of non-airconditioned vehicles and vehicles having preparation for fitting air conditioner were modified to fit air conditioner(s) over the period from February 1969 until November 1978. Class kumoha165 and kuha165 vehicles are equipped with 5 air conditioners, AU13E, rated at 5,500kcal/h, class moha165 and saha164 6, and class sahashi165 2. Forced draught ventilators located at the centre of the roof were relocated to the roof shoulder. Meanwhile, class moha164 vehicles were equipped with an air conditioner, AU72, rated at 33,000kcal/h. All vehicles were equipped with additional three phase power lines for the air conditioners. Class kuha165 vehicles were equipped with a motor generator, MH128-DM85, with a power output of 110kVA for the power supply to air conditioners beneath the floor and a motor generator which class saha164 and sahashi165 were equipped with was replaced with MH128-DM85.
Class kuha164
The train sets used on "Mizushima" express services linking Okayama and Shimonoseki which began to be operated in 1965 consists of two 2nd class 3-car sets including class kumoha165 powered end vehicle and class kuha165 or kuha153 trailer end vehicle and class saro153 1st class vehicle located between 2 3-car sets. In addition, class kumoha165 vehicles were coupled at Shimonoseki side and class kuha153 at Okayama to control holding brake while descending the maximum 22.6 ‰ gradient section between Seno and Hachihonmatsu. However, class kumoha165 vehicles changed to be coupled at Okayama side for the standardization. Eventually, two class kuha153 were coupled at Shimonoseki side. Hence, the master controller of these class kuha153 vehicles were replaced to control holding brake and classified into class kuha164.
Class sahashi165-50
The layout of the buffet of class sahashi153 was modified to make the Sushi counter into the soba counter in November 1965 and over the period from December 1968 until March of the following year and classified into class sahashi165-50.
Current pickup replacement
The current pickup which class moha164-0 vehicles were equipped with was replaced with PS23 to be operated on the Chuo-east line having smaller cross section tunnels over the period from February 1973 until 1987.
Class saro165 drop window replacement with the unit assembled window
Drop windows employed for class saro165 were prone to rainwater seepage and caused serious body skin corrosion. Thus, drop windows of some class saro165 vehicles were replaced with double-hung unit assembled windows, the upper sash of which moves down and the lower moves up, since 1977.
Saha165-101
Traction motors, a motor generator, an air compressor, and a current pickup of moha164-71 were removed and its bogies were replaced with TR69 in October 1984, and it was classified into saha165-101.
Saha165-102 to -105
Traction motors, a motor generator, an air compressor, and a current pickup of moha168-901 to -904 were removed and its bogies were replaced with TR69 over the period from October 1984 until March of the following year and it was classified into saha165-102 to -105.
Operations and withdrawal
In 1963, 165 series delivered to Niigata depot and entered "Sado" and "Yahiko" express services linking Ueno and Niigata and replaced moha80 series EMU and locomotive-hauled trains used on "Echigo" semi-express services linking Ueno and Niigata to unified with "Sado" express services. In addition, 165 series also delivered to Shin-Maebashi depot to replace 157 series EMU used on "Chuzenji" semi-express linking Shinjuku and Nikko, "Nasuno" semi-express services linking Ueno and Kuroiso, and "Shonan Nikko" semi-express services linking Nikko and Itoh. Furthermore, 165 series allocated Shin-Maebashi depot entered "Shinshu" express services linking Ueno and Nagano and "Togakushi" overnight express services linking Ueno and Nagano besides they replaced kiha57 series DMU used on "Shiga" express services linking Ueno and Nagano and moha80 series EMU used on "Akagi" semi-express services. On the other hand, married pair unit comprising class kumoha165 and moha164-500 were delivered to Miyahara depot to increase the train sets used on "Hiei" and "Ibuki" semi-express services linking Nagoya and Kobe, "Washu" semi-express linking Kyoto and Uno, "Bingo" semi-express linking Osaka and Mihara, and "Suruga" semi-express linking Numazu and Nagoya.
In 1964, they entered "Oku-Tone" semi-express services liking Ueno and Minakami.
In 1965, "Yahiko" and "Echigo" express services were unified to "Sado" express and "Echigo" express services were rebranded to "Koshiji" overnight express services and "Oku-Tone" semi-express were "Yukemuri" express. 165 series used on "Hiei", "Suruga", "Washu", and "Bingo" semi-express services were replaced with 153 series EMU. In addition, 165 series vehicles allocated Miyahara depot were reallocated to Shimonoseki depot to enter "Mizushima" express services linking Okayama and Shimonoseki besides to replace kiha55 DMU used on "Yashiro" semi-express services linking Hiroshima and Shimonoseki and "Suo" semi-express linking Ogori and Shimonoseki and moha80 series EMU used on "Tomo" semi-express services linking Okayama and Hiroshima. Meanwhile, 165 series replaced kiha58 series DMU used on "Alps" and "Hakuba" express services linking Shinjuku and Matsumoto and "Akaishi" express linking Shinjuku and Iida.
In 1966, 165 series entered "Kaiji" express services linking Shinjuku and Matsumoto.
In 1967, 165 series replaced kiha58 series DMU used on "Kusatsu" express services linking Ueno and Naganohara.
In 1968, 3-car train sets of 165 series entered "Gotemba" express services linking Tokyo and Gotemba at the start of the electrified Gotemba line between Kozu and Gotemba in 1968 which is divided from "Tokai" express services operated by 153 series EMU at Kozu. On the other hand, "Koshiji" express services were unified with "Sado" express services and "Togakushi" express services with "Shinshu" express services. They also replace kiha58 series DMU used on "Watarase" semi-express linking Ueno and Takasaki, "Kawaguchi" express services linking Shinjuku and Kawaguchi-ko, "Uchibo" express linking Shinjuku and Tateyama/Awa-Kamogawa. In addition, "Chuzenji", "Suo", "Hakuba", and "Mizushima" express services were discontinued. Furthermore, "Akaishi" express services were rebranded to "Komagane" express services and "Tomo" express to "Sanyo". They also replaced 157 series EMU used on "Nikko" express services linking Ueno and Nikko.
In 1970, "Shonan Nikko" express services were discontinued. Meanwhile, 165 series replaced kiha55 series DMU used on "Kibi" express services linking Okayama and Hiroshima and "Yoneyama" express services linking Nagano and Niigata.
In 1972, 165 series replaced moha80 series EMU used on "Fujikawa" express services linking Fuji and Kofu and "Ina" express services linking Nagoya and Tatsuno besides 165 series entered "Togakushi" express services linking Ueda and Niigata, "Nagisa" and "Misaki" express services linking Shinjuku, Tateyama, Awa-Kamogawa, Katsu-ura, and Ryogoku. Meanwhile, 165 series used on "Sanyo" express services were displaced with 153 series EMU and "Uchibo" express services were discontinued. Furthermore, they entered special rapid services in Keihanshin metropolitan region and rapid services in Nagoya region.
In1973, 165 series displaced kiha58 series DMU used on "Kiso" express services besides they entered "Tsugaike" express services linking Nagoya and Minami-Otari.
In 1975, "Nagisa" and "Misaki" express services were discontinued. Meanwhile, they entered "Uchibo" express services linking Shinjuku and Tateyama, "Sotobo" express services linking Shinjuku and Awa-Kamogawa, and "Kashima" express services linking Ryogoku and Kashima-Jingu. In addition, they replaced kiha58 series DMU used on "Tenryu" express services linking Tenryukyo and Nagano, "Inubo" express services linking Shinjuku and Choshi, and "Suigo" express services linking Shinjuku and Sahara.
In 1980, 165 series used on special rapid services were displaced with 117 series EMU.
In 1682, 165 series replaced 153 series EMU used on "Tokai" express services linking Tokyo and Nagoya, "Hiei" express services linking Nagoya and Osaka, and overnight ordinary services linking Tokyo and Ogaki and kiha58 series DMU used on "Akakura" services linking Nagoya and Niigata. Meanwhile, 165 series used on "Myoko" overnight express services linking Ueno and Naoetsu and "Shiga", "Akagi", "Nikko", "Uchibo", "Sotobo", "Inubo", Suigo", and "Kashima" express services were discontinued and surplus 165 series vehicles were transferred to the rural services on the Iida line.
In 1984, "Hiei" express services were discontinued and subsequently in 1985, "Sado", "Nasuno", "Shinshu", "Yoneyama", "Kiso", and "Akakura" express services were discontinued.
In 1986, "Alps", "Kawaguchi", "Komagane", and "Tenryu" express services were discontinued. Meanwhile, 165 series were diverted to rural services on the Chuo, Oito, Shinonoi, Okata, Kisei, and Kansai lines including the replacement of the locomotive-hauled trains used on overnight ordinary services linking ShinOsaka and Shingu.
At the splitting of JNR into the privatized JR companies, JR East, JR Central, and JR West received 165 series in 1987.
In 1988, "Togakushi" express services were rebranded to "Akakura" express services linking Nagano and Niigata. However, 165 series used on Kansai line were displaced with 213-5000 series EMU.
165 series used on "Fujikawa" express services were replaced with 373 series EMU. Subsequently in 1996, "Tokai" express services and overnight ordinary services linking Tokyo and Ogaki were also replaced with 373 series EMU.
In 1999, 165 series used on the Gotemba, Minobu, and Chuo lines were replaced with 313-3000 series EMU. Eventually, the last remaining vehicles used on the Kisei line were replaced with 105 series, 113 series, and 117 series EMUs and had been completely scrapped in 2003.
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