471 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 421 series suburban AC/DC dual-voltage electric multiple unit (EMU) trains entered the Sanyo and Kagoshima 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 471 series express AC/DC dual voltage EMU trains in 1962 which can be applied for 60Hz electrified lines. 471 series trains consist of some marriage pair unit comprising of a powered end vehicle and a powered intermediate vehicle, and some trailer vehicles. The trailer vehicles used in these sets are classified into 451 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. 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 kumoha471 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 kumoha471 and moha470 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 moha470 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 471 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 kumoha471 powered end vehicles. Class moha470 powered intermediate vehicles are equipped with a shell type traction transformer, TM3B, and a traction rectifier, RS7, under the floor. They are also equipped with a current pickup, PS16B, and an air-blast circuit breaker, CB103A, on the roof. Class kumoha471 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 moha470 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 kumoha471
4, class moha470 3, and class sahashi451 2 on the ceiling, besides the
low roof section of class moha470 vehicles is equipped with an axial flow
fan.
Additional delivery
Kumoha471-15 built in November 1963 tentatively differ from earlier built vehicles in having the normal sliding door at the front by reinforcement of the bolster beam. The front door of class kumoha471 built in 1963 and onward employs the normal sliding door. In addition, the trailer end vehicle, class kuha451, is newly developed.
473 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.
Furthermore, express EMU trains used on 50Hz AC electrified lines were shifted to 453 series featuring MT54. Hence, 473 series express AC/DC dual voltage EMU train were developed at the additional delivery of express EMU trains used on 60Hz AC electrified lines in 1970. The family of 473 series consists only powered vehicles and trailer vehicles were carried from those of 451 series, because 473 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 kumoha473 powered end vehicles. Class moha472 powered intermediate vehicles are equipped with a shell type traction transformer, TM10, 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 moha472 and sahashi451 vehicles are equipped with an air compressor, MH80A-C1000 beneath the floor.
Modification
Japanese National Railways
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 kumoha471 vehicles
Because outside hanging door of class kumoha471 vehicles were prone to malfunction, JNR modified the underframe to change the front door of class kumoha471 into the normal sliding door over the period from 1968 until 1969.
Work for the motor generator protection of class kumoha471 and kumoha473 against meltwater
The ventilator located on the roof of class kumoha471 and kumoha473 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 kumoha471, kumoha473, 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.
Louvers removal of class moha474
The work to remove the louvers at the low roof section of class moha474 started to be commenced for the protection against corrosion from 1980.
JR West
Traction motor replacement of 471 series.
Traction motors of 6 remaining powered vehicles which conversion to 413 series was not applied were displaced with the high-power traction motor, MT54, to make a power output of the traction motor same as 475 series and 457 series over the period from March 1990 until December.
Refurbishment programme NB
Refurbishment programme NB was commenced on three class kumoha471 vehicles, and three moha470, and two kuha451 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.
475 series
Background and overview
JNR planned to deliver the express AC/DC dual voltage EMU trains for the additional capacity of express trains running though Sanyo and Kyushu area. However, over 20‰ gradient sections exist on the Sanyo line. Thus, 475 series express AC/DC dual voltage EMU trains which adopt holding braking in 1965.
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 moha474 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 moha474 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 475 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 kumoha475 powered end vehicles. They are additionally equipped with train lines for holding brake. Class moha474 powered intermediate vehicles are equipped with a shell type traction transformer, TM10, and a traction rectifier, RS22, under the floor. They are also equipped with a current pickup, PS16B, and an air-blast circuit breaker, CB101E, on the roof. Class kumoha475 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 moha474 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 kumoha475 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 moha474 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.
Vehicles built in August 1967 onward employ the traction rectifier having improved insulation, RS22A, and a traction system, CS15C, having improved reliability by adopting contactless relays, etc. The reclining seating of 1st class 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.
2nd class vehicles of 455 series built from June 1968 were prepared for fitting air conditioners. Class Moha474 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.
2nd class air conditioning preparation programme applied for vehicles built
in September 1968 onward differed from that for earlier 455 series applying
air conditioning preparation. Class kumoha475 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 moha474 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.
Modification
Japanese National Railways
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 475 series were modified to fit air conditioner(s) over the period from April 1969 until July 1973. Class kumoha475 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 moha476 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.
Work for the motor generator protection of class kumoha475 against meltwater
The ventilator located on the roof of class kumoha475 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.
Louvers removal of class moha474
The work to remove the louvers at the low roof section of class moha474 started to be commenced for the protection against corrosion from 1980.
Closure of the window of classification roll sign
The window of the classification roll sign located at the front of the end vehicles, class kumoha475 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.
JR West
Refurbishment programme NA
Refurbishment programme NA to improve accommodation of vehicles applied special maintenance work was commenced on 14 475 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 six class kumoha475 vehicles and six moha474 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 moha475
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, 475 series had already started to be replaced with 521 series. Thus, the driver's cab function of a powered end vehicles, kumoha475-47 and kumoha475-50, were removed and it was converted to a powered intermediate vehicle, moha475-47 and moha475-50, instead of introducing EB, TE, and the drive recorder.
JR Kyushu
Passenger room expansion modification
JR Kyushu modified the accommodation of eighteen 475 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.
Ventilator removal
The work to remove the ventilators on the roof and the louvers at the low roof section of class moha474 started to be commenced for the protection against corrosion in 1994.
Operations and withdrawal
471 series entered "Kaga" and "Yunokuni" express services linking Osaka and Kanazawa and "Echizen" services linking Tsuruga and Kanazawa in April 1963. "Yunokini" services were stretched to Toyama and rebranded to "Etsuzan" services at the opening of electrified Hokuriku line between Kanazawa and Toyama in 1964.
In 1965, "Etsuzan" services linking Osaka and Toyama were rebranded to "Tateyama" services and "Tsurugi" services rebranded from "Kaga" services and stretched to Toyama started revenue services. In addition, "Yunokuni" services linking Osaka and Kanazawa and "Echizen" services linking Tsuruga and Kanazawa were rebranded to "Kaga" services. On the other hand, 475 series delivered to Minami-Fukuoka depot and entered "Tsukushi" express services linking Osaka and Hakata, "Hayatomo" services linking Nagoya and Hakata, "Ariake" services linking Okayama and Kumamoto, "Sanyo" services linking Hiroshima and Hakata, and "Gin-nan" services linking Hakata and Kumamoto.
In 1966, "Kenroku" express services linking Nagoya and Kanazawa and "Kuzuryu" services linking Maibara and Kanazawa started revenue services. In addition, as for express services operated on the Hokuriku line, express services linking Osaka and Toyama were unified into "Tateyama" services, express services linking Osaka and Kanazawa "Yunokuni", and express services linking Maibara and Kanazawa "Kuzuryu". In Kyushu area, "Yunoka" express services linking Hakata and Oita and "Beppu" services linking Shin-Osaka and Oita entered the revenue services. "Hayatomo" express services linking Nagoya and Hakata were rebranded to "Genkai" services and "Sanyo" express services linking Hiroshima and Hakata were rebranded to "Hayatomo" services.
"Tateyama" express services were stretched to Itoigawa at the opening of the electrified Hokuriku line between Toyama and Naoetsu in 1969. On the other hand, "Sotetsu" express services linking Kumamoto and Nishi-Kagoshima entered the revenue services at the opening of the entire electrified Kagoshima line in Kyushu. However, "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.
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. In Hokuriku area, "Yunokuni" express services were completely discontinued in 1982.
In 1985, "Tateyama" express services operated in Hokuriku area were completely discontinued and they 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 They 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 West received 16 vehicles of 471 series, 2 453 series, 57 475 series and 12 457 series, and JR Kyushu 45 vehicles of 475 series in 1987.
JR West continued to use 471, 473, and 475 series on regional services. However, four class saha455 vehicles were displaced with 521 series in 2010. Remaining 471, 473, and 475 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 had been scrapped in 2015.
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 475 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. |
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