Background and overview
Japanese national Railways were considering whether to deliver 183-0 series or new intercity EMU trains which can be operated in multiple with EF63 electric banker between Yokogawa and Karuizawa to increase the capacity of intercity EMU trains on the Shinetsu line to replace superannuated 181 series EMU used on "Azusa" and "Toki" intercity services. On the other hand, the breakdown of the vehicles used on "Toki" services occurred repeatedly. For this reason, in 1974 JNR quickly developed 183-1000 series intercity DC electric multiple int (EMU) trains based on 183-0 series with heavy protection against snow and coldness.183-1000 series trains consist of 8 powered vehicles and 4 trailer vehicles including 2 1st class vehicles in it. 38 vehicles were delivered in 1974.
Car body
They have 2946mm wide body. Their body design incorporates lightweight shaped steel and pressed forming beam to realize a lightweight body, employing weatherproof high tension steel sheet for the skin and the roof. They introduce A-A standard for fire protection such as the employment of the floor construction which consists of deck plates, floor fillings, and floor coverings. Their end vehicles feature raised driver's cab with plane glass windscreens. A built-in classification headboard and an inverted triangle gunmetal intercity express emblem are fitted at the front of end vehicles. A headlight employing the sealed beam light bulb and a taillight are longitudinally fitted on each side of the front. "JNR" logo made of stainless steel is applied to each side of the end section. Rectangular louver windows for the ventilation for a motor generator and an air compressor are fitted on the co-driver's side of the cab section. 1st class vehicles, class saro183-1000/-1100, are equipped with a 700mm wide single-leaf automatic sliding door, and small fixed double-grazing windows per each. On the other hand, standard class vehicles are equipped with two 700mm wide single-leaf sliding doors and wide fixed double-glazing windows aligned two class seating bays between doors. Heat absorbent glass is employed for all windows. Their door operating equipment, TK100A, is fitted on the door header of the sliding door. A destination rollsign is fitted on each side of the body excepting restaurant cars. Class moha183-0 vehicles are equipped with an air conditioner, AU71A, rated at 28,000 kcal/h and forced draught ventilators on the roof, the others 5 AU13E rated at 5500kcal/h and forced ventilators. Their livery is cream with red wide band around side windows and red narrow skirting.
Bogies
They are equipped with DT32E bogies on the powered vehicles and TR69E bogies on the trailers, featuring diaphragm air springs for the secondary suspension, the top of which is slanted in lateral direction, 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 and employ the air purge unit inside the gearbox to prevent melting snow water from entering the gear box. The gear ratio is 3.50. The wheel tread cleaner is also fitted. Their 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, MT54D, with a power output of 120kW are controlled by the armature-resistance traction control system, CS15F, fitted to class moha183-1000 powered intermediate vehicles. CS15F features holding breaking and free selectable speed control. Class moha182-1000 vehicles are also equipped with two current pickups, PS16I, connected with the cable bus on the roof. Class kuha183-1000 end vehicles and class saro183-1100 intermediate vehicles are equipped with a motor generator, MH129-DM88, with a power output of 210kVA, an air compressor, MH113B-C2000M under the co-driver's seat of class kuha183-1000 vehicles and under the floor of class saro183-1100. A motor generator of class saro481-1000 usually supplies electricity to class saro183-1100 itself. Motor generators on the trainset can be switchable when a motor generator fails. In addition, failed traction system is able to be cut off from the cab. They adopt electromagnetic straight air brake with the rheostatic brake with pressure intensifying braking over 120km/h to shorten braking distance. Pneumatic brake equipments are unitized for the protection against flying stones and water.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R27N, with 1160mm seating pitch, and standard class vehicles have 2+2 abreast simplified reclining seating, R51AN, with 910mm seating pitch. All vehicles adopt sliding curtains on side windows and roller blinds are adopted together for 1st class. They are equipped with a Japanese style toilet and a washroom at the end of the vehicle. A All toilets employ a chemical holding tank. Restaurant vehicles have a galley and a service entrance for foodstuff toward the front of the vehicle, and a dining room with ten 4-seat tables on both sides located toward the rear. Class saro183-1000/-1100 vehicles are equipped with a catering room having an ice cream freezer and a drink refrigerator located at the front, and a conductor rooms toward the front of the passenger room. The toilet and the washroom are not constructed fibre-reinforced plastic but metal wall plates for the incombustibility.
Additional delivery
Class kuha183-1000 end vehicles built in 1975 and onward employ improved louver windows for the ventilation for a motor generator and an air compressor.
Vehicles built in 1976 and onward feature an improved air compressor, MH113B-C2000MA, having the prevention meltwater from entering. Door operating equipments are also changed into TK103 employed for 0 series Shinkansen train.
Vehicles built in 1978 and onward employ improved reclining seating, R51BN, having reclining lock mechanism. The air conditioner of class moha182-1000 vehicles is also equipped with an air conditioner, AU71B.
Additionally, class kuha183-1500 vehicles which is class kuha183-1000 having an onboard ATC signaling system in the equipment room behind the cab were delivered in 1981 onward.
Modification and refurbishment
Japanese National Railways
Class saro183-1050
JNR modified class saro481 vehicles with replacement of a western style toilet with a luggage room and the destination rollsigns with one employed for existing 183-1000 series vehicles and classified them into class saro183-1050.
Class 183-1525 to -1532
JNR fitted an onboard ATC signaling system in the equipment room behind the cab with kuha183-1025 to -1032 in 1981 and classified them into class kuha183-1500.
Class kuha182-0
JNR fitted the rear of class saha481-100 with an additional 183-1000 style cab section and an additional 700mm wide single-leaf sliding door in 1985 and classified them into class kuha182-0. They are not equipped with an air compressor and a motor generator beneath the floor, and 5 air conditioners, AU13E, rated at 5500kcal/h on the roof. The destination rollsigns carried from class saha481-100 were removed. Their seating capacity is 8 less than the other end vehicles since they are also equipped with a catering room carried from class saha481-100 vehicles.
Class kuha183-100
JNR fitted the rear of class 489-0 with an additional 183-1000 style cab section and an additional 700mm wide single-leaf sliding door in 1985 and classified them into class kuha183-100. An air compressor fitted beneath the floor is relocated to under the co-driver's seat and a motor generator is additionally fitted beneath the floor. The are also equipped with 5 air conditioners, AU13E, rated at 5500kcal/h on the roof. The destination rollsigns caried from class saha481-100 were removed.
Furthermore, JNR fitted the rear of class 481-100 with an additional 183-1000 style cab section and an additional 700mm wide single-leaf sliding door in 1986 and classified them into class kuha183-100. The catering room and the destination rollsigns carried from class saha481-100 were removed and new destination rollsigns were fitted on the frieze board located behind the doorway behind the cab. An air compressor fitted beneath the floor is relocated to under the co-driver's seat and a motor generator is additionally fitted beneath the floor. The are also equipped with 5 air conditioners, AU13E, rated at 5500kcal/h on the roof.
Class kuha182-100
JNR fitted the rear of class saha481-100 with an additional 183-1000 style cab section and an additional 700mm wide single-leaf sliding door in 1986 and classified them into class kuha182-100. They are not equipped with an air compressor and a motor generator beneath the floor, and 5 air conditioners, AU13E, rated at 5500kcal/h on the roof. The destination rollsigns and the catering room carried from class saha481-100 were gotten rid of.
Class kuha183-150
JNR fitted the rear of the body of saha489-8 and -6 with an additional 485-300 style cab section in 1986. An air compressor, MH113B-C2000M, and an additional motor generator, MH135-DM92, with a power output of 160kVA are fitted beneath the floor.
JR East
Grade-up Azusa
Refurbishment program of the interior and the exterior began to be commenced for the 183-1000 series used on "Azusa" intercity services in 1987.
Car body
The height of side windows is made 100mm higher upward. Their livery is cream with a red and green bands crossing side windows and light brown skirting.
Accommodation
1st class seating accommodation features 2 abreast reclining seating, R37, and an abreast reclining seating, R7, with 1160mm seating pitch located on the floor raised 170mm from the aisle. On the other hand, standard class seating accommodation features 2-2 abreast reclining seating, R55E, with 970mm seating pitch for end vehicles and 960mm for intermediate vehicles. The luggage rack was replaced with new one having reading lights. A door between a vestibule and a passenger saloon is changed into the automatic door detecting by the photo sensor. A LED display for providing passenger information is fitted above the door between a vestibule and a passenger saloon. 1st class vehicles are equipped with a western style toilet employing the automatic toilet seat cover exchanger, and a luggage room.
ATS-P installation
JR East fitted all end vehicles with the ATS-P onboard signaling system over the period from 1989 until 1990.
ATC6 installation
JR East fitted kuha183-1525 and -1528 used on "Hamakaiji" intercity services traveling on the Keihin-Tohoku line with ATC6 onboard signaling system.
Operations
Their 12-car sets comprising 8 powered vehicles and 4 trailer vehicles entered "Toki" intercity services in 1974. Their 10-car sets comprising 6 powered vehicles and 4 trailer vehicles also entered "Shirane" services linking Ueno and Manza-Kazawaguchi, and "Amagi" services linking Tokyo and Izukyu-Shimoda. "Amagi" services were renamed "Odoriko" services. 88 vehicles of 183-1000 series used on "Toki" services were reallocated to Nagano depot after the opening of the Joetsu Shinkansen in 1982 and 12-car sets entered "Azusa" intercity services. On the other hand, the rest 55 vehicles were reallocated to Makuhari depot and 9-car sets entered "Wakashio", "Sazanami", and "Shiosai" intercity services, and 6-car sets entered "Ayame" services. Surplus vehicles caused by shortening the train set used on some of "Wakashio", "Sazanami", and "Shiosai" services to 6 cars and surplus vehicles used on "Amagi" services which were displaced with 185 series EMU were reallocated to Nagano depot in 1985.
At the splitting of the former Japanese National Railways into the new privatized JR companies in April 1987, JR East received all of 183-1000 series.
Refurbished 183-1000 series vehicles branded "Grade-up Azusa" entered the revenue services in 1987. "Azusa" services linking shorter Shinjuku and Kofu were renamed into "Kaiji". However, E351 series tilting electric multiple unit trains entered "Super Azusa" intercity services in 1994, and subsequently E257 series EMU trains began to displace with 183-1000 series used on "Azusa" services in 2002. Eventually, 183-1000 series used on "Azusa" and "Kaiji" services were completely displaced with E257 series EMU. Some of surplus 183-1000 series vehicles were reallocated to Takasaki depot to be used on "Mizukami" seasonal intercity services or chartered trains. They were reallocated to Omiya depot again to enter "Moon light Nagara" rapid services and "Holiday Kawaguchi-ko" rapid services in 2013. Eventually, they were completely scrapped in 2015. |
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