451 series
Background and overview
Japanese National Railways (JNR) was consequently proceeding with the plan to start the faster train service operated by the electric multiple unit trains after 401 series suburban AC/DC dual-voltage electric multiple unit (EMU) trains entered the Johban line regional services in 1961. Initially JNR was considering intercity trains which is applicable for AC electrified lines. However, some issues on the AC/DC dual-voltage EMU trains were remained. Hence, JNR started to develop 451 series express AC/DC dual voltage EMU trains in 1962 which can be applied for 50Hz electrified lines. 451 series trains consist of some marriage pair unit comprising of a powered end vehicle and a powered intermediate vehicle, and some trailer vehicles.
Car body
They have 2900mm wide body. 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 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 stepped 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
stepped 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 sahashi451, 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
the heat absorbent glass because the buffet room is air-conditioned. The
front side door of class kumoha451 vehicles features an outside hanging
door, because stepped door case causes the obstruction to connect the bolster
beam and side of the underframe at the bogie attachment. 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 kumoha451 and moha450 vehicles. They are equipped with
forced draught ventilators on their roof. The buffet section of class sahashi451
vehicles are also equipped with four air conditioners, AU12S, rated at
4,000kcal/h on the roof. Class moha450 vehicles have the low roof section
where the current pickup and high voltage equipments are fitted to keep
the insulation distance against the extra-high voltage current feeder.
An axial flow fan is also fitted there for the ventilation. Their livery
is reddish-brown with cream wide band around side windows.
Bogies
The 451 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. 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, MT46, with a power output of 100kW are controlled by the armature-resistance traction control system, CS15, featuring free selectable speed control and fitted to class kumoha451 powered end vehicles. Class moha450 powered intermediate vehicles are equipped with a core type traction transformer, TM2B, and a traction rectifier, RS5, under the floor. They are also equipped with a current pickup, PS16B, and an air-blast circuit breaker, CB103A, on the roof. Class kumoha451 powered end vehicles are equipped with a motor generator, MH97-DM61, with a power output of 20kVA and an overhead line voltage detector on the roof of the cab. Non voltage air-blast circuit breaker method is employed for the protection against accidentally entering an AC electrified section. Class moha450, saha451-100, and sahashi451 vehicles are equipped with an air compressor, MH80A-C1000 beneath the floor. Class sahashi451 vehicles are also equipped with a motor generator, MH101A-DM65A, with a power output of 40kVA beneath the floor. They adopt electromagnetic straight air brake with the rheostatic brake.
Accommodation
1st class vehicles have 2-2 abreast reclining seating, R21T, with 1160mm
seating pitch. On the other hand, 2nd class vehicles have 2-2 abreast transverse
seating bays with 1460mm seating pitch. 1st class seating is covered with
red fabric, and 2nd class seating is blue. The backrest of transverse seating
bay has a hand-grab. The buffet room has the kitchen located on the seaside
and aisle located on the mountain side separated by the longitudinal counter.
An ice cream freezer and a drink refrigerator are fitted toward rear of
the kitchen, and a microwave and a refrigerator along the side wall. Class
saro451 vehicles are equipped with a Japanese style toilet and a washroom
located at the front of the vehicle, and conductor rooms located toward
front of the passenger room. On the other hand, 2nd class vehicles are
equipped with a Japanese toilet and a washroom at the rear of the vehicle.
Class saro451 vehicles are equipped with 7 fans on the ceiling, class kumoha451
4, class moha450 3, and class sahashi451 2 on the ceiling, besides the
low roof section of class moha450 vehicles is equipped with an axial flow
fan.
Additional delivery
Class kumoha451 vehicles built in 1963 and onward differ from earlier built vehicles in having the normal sliding door at the front by reinforcement of the bolster beam. In addition, the trailer end vehicle, class kuha451, is newly developed.
453 series
Background and overview
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. Thus, 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 and developed 115 series suburban DC EMU trains and 165 series express DC EMU trains employing MT54 in December 1962.
On the other hand, express EMU trains used on the Tohoku line express services were limited the trains sets to 10-car comprising 6 powered vehicles and 4 trailer vehicles for 25‰ gradients operation. Therefore, JNR developed 453 series express AC/DC dual voltage EMU trains featuring the traction motor, MT54, in 1963. The family of 453 series consists only powered vehicles and trailer vehicles were carried from those of 451 series, because 453 series don't employ holding breaking.
Traction unit and ancillary equipments
Eight series-wound brushed DC traction motors, MT54, with a power output of 120kW are controlled by the armature-resistance traction control system, CS15, featuring free selectable speed control and fitted to class kumoha453 powered end vehicles. Class moha452 powered intermediate vehicles are equipped with a core type traction transformer, TM9, and a traction rectifier, RS5A, under the floor. They are also equipped with a current pickup, PS16B, and an air-blast circuit breaker, CB103A, on the roof. Class moha452, saha451-100, and sahashi451 vehicles are equipped with an air compressor, MH80A-C1000 beneath the floor.
Modification
Class saro451-100
Both class saro451-0 not having an air compressor and class saro451-100 having an air compressor were used on the 451 series trainsets used on the Joban line. However, due to the insufficient air compressor capacity, some of class saro451-0 vehicles were modified to be equipped with an air compressor, MH80A-C1000, located beneath the floor over the period firm 1965 until 1979 and were classified into saro451-107 and onward.
The air conditioning modification of class saro451
Class saro451 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 in 1967. The motor generator class saro451 vehicles were equipped with was displaced with a high-power motor generator, MH128-DM85, with a power output of 110kVA and 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.
The air conditioning modification of standard class vehicles
Standard class vehicles of 451/453 series were modified to fit air conditioner(s) over the period from December 1969 until August 1974. Class kumoha451/453 and kuha451 vehicles are equipped with 5 air conditioners, AU13E, rated at 5,500kcal/h, class saha451 6, the standard class saloon of class sahashi451 2, and class moha450/452 vehicles are equipped with an air conditioner, AU72, rated at 33,000kcal/h. Forced draught ventilators located at the centre of the roof were relocated to the roof shoulder. All vehicles were equipped with additional three phase power lines for the air conditioners. Class kuha451 and saha451 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.
Front door standardizing modification of class kumoha451 vehicles
Because outside hanging door of class kumoha451 vehicles were prone to malfunction, JNR modified the underframe to change the front door of class kumoha451 into the normal sliding door over the period from 1968 until 1969.
455 series
Background and overview
In 1965, JNR developed 455 series express AC/DC dual voltage EMU trains which adopt holding breaking to deliver the express services running on grad routes at the start of the electrified Tohoku line between Sendai and Morioka including 25‰ gradient sections.
Car body
They have 2900mm wide body. 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 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 stepped 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
stepped 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 sahashi455, 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
the 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 moha454 vehicles. They are equipped
with forced draught ventilators on their roof. 1st class vehicles, class
saro455, are also equipped with six air conditioners, AU12S, rated at 4,000kcal/h
and the buffet section of class sahashi455 vehicles four on the roof. Class
moha454 vehicles have the low roof section where the current pickup and
high voltage equipments are fitted to keep the insulation distance against
the extra-high voltage current feeder. An axial flow fan is also fitted
there for the ventilation. Their livery is reddish-brown with cream wide
band around side windows.
Bogies
The 455 series are equipped with DT32B bogies on the powered vehicles and TR69B bogies on the trailers, featuring bellows 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. The gear ratio is 4.21. 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, MT54, with a power output of 120kW are controlled by the armature-resistance traction control system, CS15B, featuring holding breaking and free selectable speed control and fitted to class kumoha455 powered end vehicles. They are additionally equipped with train lines for holding brake. Class moha454 powered intermediate vehicles are equipped with a core type traction transformer, TM9, and a traction rectifier, RS22, under the floor. They are also equipped with a current pickup, PS16B, and an air-blast circuit breaker, CB103A, on the roof. Class kumoha455 powered end vehicles are equipped with a motor generator, MH97-DM61A, with a power output of 20kVA and an overhead line voltage detector on the roof of the cab. Non voltage air-blast circuit breaker method is employed for the protection against accidentally entering an AC electrified section. Class moha454 vehicles are equipped with an air compressor, MH113A-C2000M beneath the floor. Class saro455 vehicles are equipped with a motor generator, DM122-DM76A, with a power output of 20kVA for the power supply to air conditioners beneath the floor. Class sahashi455 vehicles are also equipped with a motor generator, MH101A-DM65A, with a power output of 40kVA beneath the floor. They adopt electromagnetic straight air brake with the rheostatic brake and holding brake.
Accommodation
1st class vehicles have 2-2 abreast reclining seating, R21T, with 1160mm
seating pitch. On the other hand, 2nd class vehicles have 2-2 abreast transverse
seating bays with 1460mm seating pitch. 1st class seating is covered with
red fabric, and 2nd class seating is blue. The backrest of transverse seating
bay has a hand-grab. The buffet room has the kitchen located on the seaside
and aisle located on the mountain side separated by the longitudinal counter.
An ice cream freezer and a drink refrigerator are fitted toward rear of
the kitchen, and a microwave and a refrigerator along the side wall. Class
saro455 vehicles are equipped with a Japanese style toilet and a washroom
located at the front of the vehicle, and conductor rooms located toward
front of the passenger room. On the other hand, 2nd class vehicles are
equipped with a Japanese toilet and a washroom at the rear of the vehicle.
Class kumoha455 and kuha455 vehicles are equipped with 4 fans on the ceiling,
class moha454 3, and class sahashi455 2 on the ceiling, besides the low
roof section of class moha454 vehicles is equipped with an axial flow fan.
Additional delivery
455 series built in November 1965 onward differ from earlier 455 series in for class kumoha455 and kuha455 vehicles having 6 fans, for class moha454 having 4, and for class sahashi455 having 3 fans on the ceiling, and for class moha454 having also two axial flow fans fitted at the low roof section. The current pickup of class moha454 vehicles was also changed into PS16D to reinforce the protection against snow.
The rectifier of 455 series built in April 1966 onward was changed into RS22A featuring improved insulation.
The reclining seating of 1st class built in June 1966 onward was changed into R26. The hand grip fitted on the backrest of 2nd class transverse seating was also changed into the square shaped hand grab.
The traction system of 455 series built from February 1967 was changed into CS15C having improved reliability by adopting contactless relays, etc.
2nd class vehicles of 455 series built from June 1968 were prepared for fitting air conditioners. Class Moha454 vehicles have four covers on the roof to prepare for fitting air conditioners, AU12S, rated at 4,000kcal/h, and the others 6. The fans fitted on the ceiling were relocated under the cover for the air conditioner. Due to this, the forced draught ventilators were changed into 2-row arrangement. The traction motor was also changed into MT54B having high rigidity air inlet to cool the motor and featuring improved air tightness, the traction system was changed into CS15E having improved reliability by adopting contactless relays, etc., and the current pickup was changed into PS16H to reinforce the protection against snow. Furthermore, the traction transformer was changed into TM9B having heavy protection against snow.
2nd class air conditioning preparation programme applied for vehicles built
in August 1968 onward differed from that for earlier 455 series applying
air conditioning preparation. Class kumoha455 and kuha455 vehicles have
five covers on the roof to prepare for fitting air conditioners, AU13E,
rated at 5,500 kcal/h. On the other hand, because air conditioning modification
applying AU12S causes a smaller number of air conditioners and other air
conditioners have to be fitted in the passenger room due to compliment
the insufficient air conditioning capacity, class moha454 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.
457 series
Background and overview
In response to the completion of the development of traction transformer which is applicable for both 50Hz and 60Hz AC electrified lines, Japanese National Railways developed 457 series AC at 50Hz/60Hz and DC dual-voltage electric multiple unit trains in 1968 to fulfill the requirement of nationwide reallocation and realize the inter running services through 1500V DC, 20kV 50Hz AC, and 20kV 60hz AC. The family of 457series consists only powered vehicles and trailer vehicles were carried from those of 455 series.
Car body
They have 2900mm wide body. 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 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 stepped 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. Standard class vehicles are equipped with two 1000mm wide single-leaf automatic sliding stepped 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 is fitted between the doors. 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 moha456 vehicles. Class moha456 vehicles are equipped with an air conditioner, AU72, rated at 33,000kcal/h and forced draught ventilators on their roof. On the other hand, the other vehicles of 457 series are equipped with five air conditioners, AU13E, rated at 5,500kcal/h and forced draught ventilators on their roof. Class moha456 vehicles have the low roof section where the current pickup and high voltage equipments are fitted to keep the insulation distance against the extra-high voltage current feeder. Their livery is reddish-brown with cream wide band around side windows.
Bogies
The 457 series are equipped with DT32B bogies on the powered vehicles and TR69B bogies on the trailers, featuring bellows 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. The gear ratio is 4.21. 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, MT54B, with a power output of 120kW are controlled by the armature-resistance traction control system, CS15E, featuring holding breaking and free selectable speed control and fitted to class kumoha457 powered end vehicles. Class moha456 powered intermediate vehicles are equipped with a shell type traction transformer, TM14, and a traction rectifier, RS22A, under the floor. They are also equipped with a current pickup, PS16H, and an air-blast circuit breaker, CB103A, on the roof. They are also equipped with three phase power lines for the air conditioners besides train lines for holding brake. Class kumoha457 powered end vehicles are equipped with a motor generator, MH97-DM61A, with a power output of 20kVA and an overhead line voltage detector on the roof of the cab. Non voltage air-blast circuit breaker method is employed for the protection against accidentally entering an AC electrified section. Class moha454 vehicles are equipped with an air compressor, MH113A-C2000M beneath the floor. Class kuha455 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. They adopt electromagnetic straight air brake with the rheostatic brake and holding brake.
Accommodation
They have 2-2 abreast transverse seating bays with 1460mm seating pitch. The backrest of transverse seating bay has a square shaped hand grab. They vehicles are also equipped with a Japanese toilet and a washroom at the rear of the vehicle. The toilet has the preparation to be equipped with a chemical holding tank.
Additional delivery
Class saro455 vehicles built in 1970 onward differ from earlier built class saro455 in having five air conditioners, AU13E, rated at 5,500kcal/h and a high-power motor generator, MH128-DM85, for the power supply to air conditioners beneath the floor.
Modification
Japanese National Railways
Class saro455-200
JNR equipped three class saro451 vehicles used in Tohoku region with train lines for holding brake in 1969 and classify them into class saro455-200. Additional seven saro451 vehicles were converted into class saro455-200 over the period from 1978 until 1980.
Class kumoha455/moha454-200
Class kumoha453 and moha452 vehicles were converted to class kumoha455-200 and moha254-200 with the traction system replacement with CS15F for holding brake and additional train lines for holding brake in 1979 to standardize the train type used on express services in Tohoku. In addition, a Japanese style toilet and a washroom which class kumoha453 vehicles are equipped with were converted to a service room and a luggage room.
Class kuha455-200
Surplus saha455-18 was converted to the trailer end vehicle in 1975 to supplement scrapped kuha455-45 due to an accident in 1973 and was classified into class kuha455-200. The car body was newly built and equipped with forced draught ventilators and five air conditioners, AU13E, rated at 5,500kcal/h on the roof, and a motor generator, MH128-DM85, with a power output of 110kVA for the power supply to air conditioners beneath the floor.
In addition, class kuha451 trailer end vehicles were converted to trailer end vehicles of 455 series with additional train lines for holding brake in 1979 and classified into kuha455-202 onward.
Class kuha455-300
Trailer end vehicles of 165 and 169-900 series DC electric multiple unit trains, class kuha165 and kuha169-900, were converted to the trailer end vehicles with fitting an additional AC/DC changeover switch, an overhead line voltage detector, the smoothing reactor for the motor generator against pulsating current, and the door step to compliment insufficient end vehicles over the period from September 1984 until June of the following year and classified into class kuha455-300 caused by that the EMU trains used on express services were converted in order to local services. Kuha455-321 to -324 converted from class kuha169-900 vehicles were equipped with six air conditioners, AU12S, rated at 4,000kcal/h, and the others five air conditioners, AU13E, rated at 5,500 kcal/h on the roof.
Class kuha455-400
Powered end vehicles of 165 and 169-900 series DC electric multiple unit trains, class kumoha165 and kumoha169-900, were converted to the trailer end vehicles with fitting an additional AC/DC changeover switch, an overhead line voltage detector, removing the traction system and the traction resistor, the smoothing reactor for the motor generator against pulsating current, an additional motor generator, MH128-DM85, with a power output of 110kVA for the power supply to air conditioners, replacement the powered bogies with trailer bogies, TR69 or TR69B, and the door step to supplement insufficient end vehicles over the period from November 1984 until April of the following year and classified into class kuha455-400 caused by that the EMU trains used on express services were converted in order to local services. Kuha455-401 converted from class kumoha165 vehicle was equipped with five air conditioners, AU13E, rated at 5,500kcal/h and kuha455-402 onward converted from class kumoha169-900 vehicles six air conditioners, AU12S, rated at 4,000kcal/h on the roof.
Class kuha455-500
JNR equipped class saha165 vehicles with an additional kuha411-500 style cab section at the front, an AC/DC changeover switch, an overhead line voltage detector, the smoothing reactor for the motor generator against pulsating current, and the door step to compliment insufficient end vehicles over the period from December 1983 until January of the following year and classified them into class kuha455-500 caused by that the EMU trains used on express services were converted in order to local services.
In addition, the accommodation of kuha455-501 converted for Kyushu was modified in the replacement the transverse seating bays located both end of the passenger room with longitudinal bench seating and fitted straps above there. It didn't have a partition wall between the passenger room and the doorway toward front. Kuha455-502 onward built for Tohoku region has a partition wall between the passenger room and the doorway toward front and transverse seating bays located at the door case windows were replaced with longitudinal bench seating.
Class kuha455-601 to -605
JNR equipped class saro455 vehicles with an additional kuha411-500 style cab section at the front, a 1000mm wide single-leaf at the front, and the partition wall to separate the passenger room and the doorway over the period from December 1984 until February of the following year and classified them into kuha455-601 to -605. An air conditioner interfered by the partition wall was removed. Therefore, kuha455-601 was equipped with five air conditioners, AU12S, on the roof, and kuha455-602 onward was equipped with four air conditioners, AU13E, on the roof.
Class kuha455-606 to -611
JNR equipped class saro165 vehicles with an additional kuha411-500 style cab section at the front, a 1000mm wide single-leaf at the front, the doorstep at the rear, and the partition wall to separate the passenger room and the doorway over the period from November 1984 until April of the following year and classified them into kuha455-606 to -611. An air conditioner interfered by the partition wall was removed. Therefore, kuha455-606 to -610 were equipped with five air conditioners, AU12S, on the roof, and kuha455-611 was equipped with four air conditioners, AU13E, on the roof.
Class kuha455-700
JNR equipped two class saha455 vehicles with an additional kuha411-500 style cab section at the front and classified them into class kuha455-700. Each 6 transverse seating bays located at each end of the passenger room were replaced with longitudinal bench seating and the partition walls between the passenger room and the doorway were removed. A destination roll sign was fitted on each side of the body. A motor generator, MH128-DM85, with a power output of 110kVA supply the electricity to not only air conditioners but control circuits.
The motor generator replacement of class saro455 for air conditioning
The motor generator class saro455 vehicles were equipped with was displaced with a high-power motor generator, MH128-DM85, with a power output of 110kVA and 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.
The air conditioning modification of standard class vehicles
Standard class vehicles of 455 series were modified to fit air conditioner(s) over the period from April 1969 until July 1973. Class kumoha455 and kuha455 vehicles prepared for fitting air conditioners, AU12S, are equipped with 6 air conditioners, AU12S, rated at 4,000kcal/h, and vehicles prepared for fitting air conditioners, AU13E, and not prepared were five air conditioners, AU13E, rated at 5,500kcal/h. On the other hand, all class moha456 vehicles were equipped with an air conditioner, AU72, rated at 33,000kcal/h. Forced draught ventilators located at the centre of the roof were relocated to the roof shoulder. All vehicles were equipped with additional three phase power lines for the air conditioners. Class kuha455 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.
The modification for the protection against snow and coldness
455 series were modified replace the current pickup with PS16H having the protection against snow from 1972 for the reinforcement the protection against snow and coldness due to the widespread use of the express AC/DC dual voltage EMU trains.
Work for the motor generator protection of class kumoha457 against meltwater
The ventilator located on the roof of class kumoha457 used in Hokuriku area to intake cooling air for the motor generator started to be removed and the intake of the motor generator was moved to the front doorway in 1977 to prevent the motor generator flashover failures caused by melting snow entering from the intake of the cooling air for the motor generator frequently.
Closure of the window of classification roll sign
The window of the classification roll sign located at the front of the end vehicles, class kumoha457 and kuha455, was filled with the plate by welding over the period from 1981 until 1984 to prevent the window glass from being broken by dropping icicles frequently.
Traction transformer replacement of class moha456
The traction transformer applied for class moha456 was replaced with the new one, TM20, not using high toxic insulating fluid of Polychlorinated biphenyl from 1978
Traction transformer replacement of class moha456
The traction transformer applied for class moha454 was replaced with new one, TM9C.
JR East
The modification to fit the sanding equipment
JR East equipped the front bogie of class kumoha455/457 and the rear bogie of class moha454/456 with the sanding equipment in 1987 and over the period from 1990 until 1998 to prevent 455/457 series used on the Senseki line from wheel slipping in autumn. They were replaced with the cerajet which shoots the ceramic powder on the rail in 1999.
Accommodation modification of class kuha455-600
Reclining seating, R26, which kuha455-608 and -609 have was replaced with the longitudinal bench seating at both ends of the passenger saloon and transverse seating bays at the centre in 1988.
Refurbishment Programme
JR East planned to 455 series into 717 series consequently, after the conversion of 451 and 453 series into 717 series. However, this plan was canceled, and the car body of not refurbished 455 series was getting superannuated. Therefore, refurbishment programme was commenced on 48 vehicles of 455 series over the period from July 1988 until November 1991.
Car body
The floor including the cab and the doorways was renovated with upgrading the plywood to steel construction for the fireproof. The body had been completely stripped off painting and repainted with polyurethane resin paint. The headlights were replaced with sealed beam light bulbs beam light bulbs housed in rectangular FRP units.
Accommodation
This refurbishment programme includes the entire replacement of interior decorative panels with non-flammable melamine decorative panels, application the baking finish to the doors of the switchboard. The accommodation was changed into the mixture of the longitudinal bench seating and the transverse bucket seating bays which has an electric heater below. Severely corroded toilet floor was replaced with the stainless steel and lower parts of the toilet and the washroom were replaced with FRP units.
Class kuroha455
JR East changed the front half passenger room of class kuha455-0 vehicles used on the Ban'etsu West line into 1st class coach and classified them into class kuroha455 in 1986. The accommodation of the 1st class coach has 2+2 abreast reclining seating with 1210mm seating pitch which has an LCD TV set behind the backrest and an audio control unit on the armrest to enjoy music service. On the other hand, the accommodation of the standard class coach has 2+2 abreast reclining seating, R51, with 910mm seating pitch. A door between 1st class and standard class cabins is a single-pane automatic door.
Reinforcement of the cab end
Since a train crew was killed in a level crossing on the Narita line in September 1992, for the protection against level crossing collision accident, JR East fitted the cab end which of the vehicles not having reinforced protection given by JNR with the unpainted stainless-steel plate with anti-climbers and a same-coloured band with their livery is fitted below the headlights. Head lights were changed into sealed beam light bulbs. The stainless-steel plate was painted at the general inspection.
Modification for reliability improvement
JR East modified 455 series vehicles in order to improve the reliability with the replacement of an existing reciprocation air compressor with a scroll compressor, MH3114-C1500EB and the replacement of the motor generator with an auxiliary power supply, SC65, with a power output of 140kVA. The bearing of the bogies was changed into sealed roller bearing and classified them into DT32L for powered and TR69L for trailer.
Replacement classification roll sign with LED display
The classification rollsign which had shown only train classification was replaced with LED display over the period from January 2004 and March not to show the train classification but the destination together.
JR West
Refurbishment programme NA
Refurbishment programme NA to improve accommodation of vehicles applied special maintenance work was commenced on 14 457 series vehicles over the period from September 1988 until February 1993. Some accommodation improvements were included for these works. The fabric of seating was changed into brown. 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. The squat toilet and the hand washer were also replaced.
Refurbishment programme NB
Refurbishment programme NB was commenced on two class kuha455 vehicles and two saha455 not applied special maintenance work over the period from January 1992 until August 1996. Some refurbishments were included for these works. Side windows were changed into the double sash unit assembled window, the upper sash of which moves down and lower fixed. Transverse seating bays located at the end of the passenger saloon were replaced with longitudinal bench seating. The partition wall separating the passenger saloon and the doorway was removed and the side doors were modified to allow hand operation to prevent the passenger saloon from being cold in winter.
Ventilator removal
The work to remove the ventilators on the roof started to be commenced for the protection against corrosion in 1999.
Class moha457
Considering the Amagasaki derailment of the Fukuchiyama line occurred in 2005, the Ministry of Land, Infrastructure, Transport and Tourism revised its ministerial ordinance which requires the installation of dead-man's vigilance device (EB), one action emergency operation device (TE), and the drive recorder. However, 457 series had already started to be replaced with 521 series. Thus, the driver's cab function of a powered end vehicle, kumoha457-17, was removed and it was converted to a powered intermediate vehicle, moha457-17, instead of introducing EB, TE, and the drive recorder.
Saha455-20, -62, -64
Considering the Amagasaki derailment of the Fukuchiyama line occurred in 2005, the Ministry of Land, Infrastructure, Transport and Tourism revised its ministerial ordinance which requires the installation of dead-man's vigilance device (EB), one action emergency operation device (TE), and the drive recorder. However, 457 series had already started to be replaced with 521 series. Thus, the driver's cab function of trailer end vehicles, kuha455-20, -62, and -64 were removed and they were converted to saha455-20, -64, and -64, instead of introducing EB, TE, and the drive recorder.
JR Kyushu
Passenger room expansion modification
JR Kyushu modified the accommodation of nine 457 series vehicles over the period from December 1988 until March 1992 to ease boarding and alighting during peak hours. Longitudinal bench seating was fitted where both two transverse searing bays located at the front of the passenger room and the Japanese tyle toilet and the wash room were removed. The partition walls between the passenger room and the doorways were also removed. Straps were fitted above the longitudinal bench seating.
Class kuha455-600 passenger room improvement
JR Kyushu modified the accommodation of five class kuha455-600 vehicles over the period from June 1996 until March of the following year to ease boarding and alighting during peak hours. Some reclining seats located at the centre of the passenger room were replaced with transverse seating bays fitted in zigzag and the others were replaced with longitudinal bench seating.
Modification of class kuha455-600 fitted with an additional air conditioner
JR Kyushu fitted an additional air conditioner, AU13E, to improve the capacity of air conditioning.
Ventilator removal
The work to remove the ventilators on the roof started to be commenced for the protection against corrosion in 1994.
Operations and withdrawal
451 series entered "Miyagino" express services linking Ueno and Sendai in October 1962. They also entered "Aoba" express services linking Ueno and Sendai in June 1963. In addition, they entered "Tokiwa" and "Hitachi" express services linking Ueno and Taira, besides "Matsushima" overnight express services linking Ueno and Sendai, and "Abukuma" express services linking Shirakawa and Sendai in October 1963. Furthermore, they entered "Agatsuma" express services linking Ueno and Sendai, and "Azuma" express services linking Ueno and Fukushima in 1964.
"Matsushima", "Miyagino", and "Aoba" express services were extended to Morioka in 1965. They also entered "Johban Izu" express services linking Taira and Izukyu-Shimoda. In addition, they entered "Bandai" express services linking Ueno and Kitakata at the start of electrified Johban-west line in 1967.
Express services linking Ueno and Morioka were unified to "Iwate" express services and services linking Ueno and Sendai were "Matsushima" in 1968. They also entered "Zaou" and "Senzan" services at the start of electrified Ou line between Fukushima and Uzen-Chitose and the electrified Senseki line in 1968. Furthermore, they entered "Tsukubane" express services via the Johban line linking Ueno and Sendai.
457 series had been delivered to Kyushu region for the first time in 1970 and entered "Tsukushi" express services linking Osaka and Hakata, "Genkai" services linking Nagoya and Hakata, and "Hayatomo" services linking Hiroshima and Hakata, besides "Sotetsu" express services linking Kumamoto and Nishi-Kagoshima.
457 series had also been delivered to Hokuriku region for the first time in 1971 and entered "Tateyama" express services linking Osaka and Toyama, "Yunokuni" services linking Osaka and Kanazawa, "Kenroku" services linking Nagoya and Kanazawa, and "Kuzuryu" services linking Maibara and Kanazawa.
They also entered "Kurikoma" express services linking Sendai and Aomori, "Abukuma" express services were extended to Shirakawa and Morioka in 1972. On the other hand, some of "Tokiwa" express services on the Johban line were replaced with "Hitachi" intercity services. "Genkai" express services were shortened to run between Okayama and Hakata at the opening of the Sanyo shinkansen between Shin-Osaka and Okayama.
Express services on the Sanyo line were completely discontinued at the opening of the Sanyo Shinkansen extension to Hakata in 1975, and they began to be used on "Nichinan" express services linking Kokura and Miyazaki besides "Yunoka" services linking Hakata and Oita and "Gin-nan" services linking Hakata and Kumamoto. In addition, "Kenroku" express services operated in Hokuriku area were also discontinued.
"Iwate" express services were shortened to run between Ueno and Sendai and changed into "Matsushima" services in 1978. On the other hand, the number of "Kurikoma" express services running between Sendai and Morioka were increased.
They started "Kinko" express services on the Nippo line at the start of the electrified Nippo line between Minami-Miyazaki and Kagoshima in 1979.
In 1980, "Gin-nan", "Kaimon", and "Kinko" express services had been completely withdrawn, and the number of "Yunoka" and "Nichinan" express services were decreased.
"Morioka" express services were shortened to Sendai and changed into "Tokiwa" services in1980. "Kurikoma" express services linking Sendai and Aomori were changed into rapid services linking Sendai and Morioka and "Senzan" services linking Sendai and Yamagata were changed into rapid services at the opening of the Tohoku and Joetsu Shinkansen in 1982. On the other hand, In Hokuriku area, "Yunokuni" express services were completely discontinued.
Express services on the Tohoku line were completely discontinued in 1985 and 455 and 457 series entered regional services on the Tohoku line between Kuroiso and Ichinoseki, the Senzan line, the Banetsu-west line between Fukushima and Kitakata. Meanwhile, 451 and 453 series not having holding brake were used on the regional services on the Joban line between Mito and Sendai. In addition, "Tateyama" express services operated in Hokuriku area were completely discontinued and 457 series entered the regional services on the Hokuriku line, the Kosei line between Oumi-Imazu and Oumi-Shiotu, and the Toyama-ko line. Furthermore, remaining "Nichinan" express services and "Yunoka" services operated in Kyushu region were completely discontinued, and 457 series entered the regional service on the Kagoshima line between Ginsui and Kagoshima and the Nippo line between Nakayamaka and Kagoshima.
At the splitting of JNR into the privatized JR companies, JR East received 15 vehicles of 451 series, 48 453 series, 159 455 series and 12 457 series, JR West 12 vehicles of 457 series, and JR Kyushu 33 vehicles of 457 series in 1987.
451 and 453 series received by JR East had been completely withdrawn caused by the installation of 719 series in 1993. Meanwhile, 455 series used on Joban line regional services linking Mito and Iwaki had also been withdrawn caused by the delivery of E531 series. 455 and 457 series used on the Senseki line regional services had completely been withdrawn in 2001. Remaining 455 and 457 series began completely to be displaced with E721 series in 2007 and all of them had completely been scrapped until 2021.
JR West continued to use 457 series on regional services. However, four class saha455 vehicles were displaced with 521 series in 2010. Remaining 457 series were used on Hokuriku line regional services between Kanazawa and Naoetsu. The service area was shortened to between Kanazawa and Itoigawa in 2014 and all vehicles excepting class kuha455-700 used along with 413 series had been scrapped in 2015. Remaining class kuha455-700 vehicles were displaced with 521-100 series and completely scrapped in 2021.
JR Kyushu scrapped some class kuha455 vehicles caused by the conversion to 717 series and they began to be withdrawn caused by that 815 series EMU trains were delivered to rural services on the Kagoshima line between Ginsui and Yatsushiro. The replacement of 457 series used on the Kagoshima and Nippo line had been began in 2003 and completely withdrawn in 2007. Eventually all remaining vehicles had been completely scrapped in 2010. |
|
