Background and overview
Japanese National Railways (JNR) adopted the heavy protection against snow for 485-300 series to prevent the motor generator flashover failures caused by melting snow in cold region when JNR deliver additional 485-300 series vehicles for the start of full electrification of the Ou line in 1975 and classified them into -1000 subseries.
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. Their
end vehicles feature no gangwayed, and the body length is 250mm stretched
to realize larger driver's cab. Their end vehicles feature raised driver's
cab with plane glass windscreens. A roller binding 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 each side of the classification
headboard. "JNR" logo made of stainless steel is applied to each
side of the end section. They are equipped with a 700mm wide single-leaf
automatic sliding stepped doors, and small fixed double-grazing windows
per each 1st class seating or wide fixed double-glazing windows aligned
two standard class seating bays. Heat absorbent glass is employed for all
windows. Their door operating equipment, TK100B, is fitted on the door
header of the sliding door. A destination rollsign is fitted on each side
of the body. Class moha484-1000 vehicles are equipped with an air conditioner,
AU71A, rated at 28,000 kcal/h and forced draught ventilators on the roof,
the others 5 AU13EN rated at 5500kcal/h and forced ventilators. Their livery
is cream with red wide band around side windows and red narrow skirting.
Bogies
The 485-1000 series are equipped with DT32E bogies on the powered vehicles and TR69H 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. The gear ratio is 3.50. 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 moha485 powered intermediate vehicles. CS15F features
holding breaking and free selectable speed control. Class moha484-1000
powered intermediate vehicles are equipped with a traction transformer
employing silicone oil for electric insulation, TM20, and a traction rectifier
not employing Polychlorinated biphenyl coolant, RS22A, under the floor.
They are also equipped with two current pickups, PS16H, connected with
the cable bus, and an air-blast circuit breaker, CB103A, on the roof. The
traction rectifier of some class moha484-1000 vehicles is RS45A. Class
kuha481-1000 end vehicles and class saro481-1000 1st class intermediate
vehicles are equipped with a motor generator, MH129-DM88, with a power
output of 210kVA under the floor. Class moha484-1000 vehicles are equipped
with an air compressor, MH113B-C2000M under the co-driver's position, and
an overhead line voltage detector on the roof of the cab. On the other
hand, Class saro481-1000 vehicles are equipped with an air compressor,
MH113B-C2000M under the floor. A motor generator of class saro481-1000
usually supplies electricity to class saro481-1000 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 110km/h to shorten braking distance. Furthermore, pneumatic
brake equipments are unitized for the protection against flying stones
and water.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R27, with 1160mm seating pitch, and standard class vehicles have 2+2 abreast reclining seating, R51AN, with 910mm seating pitch. All vehicles adopt sliding curtains on side windows and roller blinds are adopted together for 1st class. 1st class vehicles are equipped with a catering room and conductor's rooms toward the front of the vehicle, and a Japanese style toilet and a washroom at the rear of the vehicle. Standard class vehicles are equipped with a Japanese style toilet and a washroom toward the doorway. All toilets employ a chemical holding tank. Class moha484-1000 vehicles are also equipped with conductor's rooms beside the doorway.
Additional delivery
The air conditioner of class moha484-1000 vehicles built in August 1978 onward was changed into AU71B. The traction rectifier of some class moha484-1000 vehicles was changed into RS45B. Their door operating equipment was also changed into TK103. Furthermore, standard class reclining seating was changed into R51BN featuring that the backrest can be locked at the reclining position.
Modification and refurbishment
Japanese National Railways
Class saro481-1050
JNR fitted saro481-115, -116, -122, -123, -127, and -128 with an additional jumper coupler to convert to the 1st class vehicle for 485-1000 series not to build 1st class vehicles newly and classified them into class saro481-1050 when additional 485-1000 series were delivered in 1978.
Class saro481-1500
Class saro181-1100 built as the 1st class vehicles for 181 series had a same construction to convert to 485 series after the Joetsu Shinkansen opening. Thus, they had the modification of the jumper couplers to convert to 485 series after the opening of the Joetsu Shinkansen in 1982 and were classified into saro481-1500.
Class Kumoha485-1000
JNR fitted moha485-1017, -1019, -1023, -1048, -1072, -1073, -1076, -1079, and -1080 with an additional 485-1000 style cab section at the front in 1986, and sliding doors are also relocated to toward the front to shorten the train sets used on "Tazawa" intercity services in 1986. This vehicle is used for a 3-car or 5-car set and class kuha481 has an air compressor and a motor generator that are sufficient to secure the capacity. So, it is not equipped with an air compressor and a motor generator. However, they are equipped a backup auxiliary power supply, SC16A.
Kuroha481-1000
JNR changed the front half of the passenger room of kuha481-1008, -1012, -1014, -1018, -1024, -1026, -1034 and -1036 into 1st class coach and classified them into class kuroha481-1000 in 1986 to introduce 1st class service to 5-car train sets used on "Tazawa" services. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, R27, with 1210mm seating pitch transplanted from scrapped 1st class vehicle. 1st class and standard class cabins are separated by the wall having a door.
JR East
Kuroha481-1000
JR East changed the front half of the passenger room of kuha481-1001, -1003, -1009, -1015, -1017, -1021, -1023, -1029, -1031, -1033 and -1501 into 1st class coach and classified them into class kuroha481-1000 in 1987 to introduce 1st class service to 6-car train sets used on "Hatsukari" services. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, similar to those of 1st class seating of 100 series Shinkansen train, with 1210mm seating pitch and standard class cabins are separated by the wall having an automatic door. Kuha481-1013 was additionally converted to class kuroha481-1000 in 1988.
Furthermore, JR East changed the front half of the passenger room of kuha481-1002, -1004, -1028, -1038, -1040, and -1042 into 1st class coach and classified them into class kuroha481-1000 in 1988 to introduce 1st class service to 6-car train sets used on "Inaho" and "Tsubasa" services. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, similar to those of 1st class seating of 100 series Shinkansen train, with 1210mm seating pitch and standard class cabins are separated by the wall having an automatic door. They replaced class kuroha481-1000 vehicles used on "Tazawa" services and former 1st class vehicles used on "Tazawa" services were converted to "Inaho" and "Tsubasa" services.
In addition, JR East additionally changed the front half of the passenger room of kuha481-1019, -1035, and -1041 into 1st class coach and classified them into class kuroha481-1000 in 1993 to displace 583 series trains used on "Hatsukari" services in 1993. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, R27, with 1210 seating pitch transplanted from scrapped 1st class vehicle. 1st class and standard class cabins are separated by the wall having an automatic door.
Class kuha481-1100
JR East fitted saro481-1003, -1004, -1006, and -1501 to -1505 with an additional 485-1000 style cab section at the rear over the period from 1989 until the following year to replace superannuated end vehicles used on "Hitachi" intercity services. Their accommodation was changed into 2+2 abreast R55C reclining seating with 910mm seating pitch and a multipurpose space located at the front. A toilet and a washroom were removed. They are equipped with an air compressor, MH113B-C2000MA, fitted under the floor and a motor generator, MH129-DM88, with a power output of 210kVA located under the floor. They are also equipped with 5 air conditioners, AU13E, rated at 5500 kcal/h on the roof. An additional air conditioner, AU203, was fitted on the floor behind the cab later.
Saha481-303
JR East displaced the seating of saro481-1051 with 2+2 abreast reclining seating, R55C, with 960mm seating pitch converted from saro 481 in 1989 to make 485 series train sets into only standard class.
Class kuroha481-1500
JR East changed the front half of the passenger room of kuha481-1104 into 1st class coach and classified them into class kuroha481-1000 in 1993 to introduce 1st class service to 6-car train sets used on "Viva Aizu" services. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, which is employed for the 1st class seating of 255 series EMU, with 1160mm seating pitch and standard class cabins are separated by the wall having an automatic door. A payphone room and a luggage room are located at the rear.
Operations
485-1000 series were delivered to Aomori and Akita depots to enter "Hatsukari", "Yamabiko", "Hibari", "Inaho", "Hakucho", and "Tsubasa" intercity services. They had been used on "Tazawa" services besides "Hatsukari", "Ch?kai", "Inaho", "Hakucho", "Tsubasa", "Hokuetsu", and "Raicho" after the opening of the Tohoku and Joetsu Shinkansen.
At the splitting of the former Japanese National Railways into the new privatized JR companies in April 1987, JR East received most of 485-1000 series excepting some powered intermediate vehicles received by JR West.
Two round tips of the "Hatsukari" service were extended to Hakodate in Hokkaido following the opening of the undersea Seikan tunnel in 1988. The number of round trips to Hakodate had increased to three in 1991. 485-1000 series used on "Hatsukari" services were remodeled into 485-3000 series in 1996. On the other hand, "Tazawa" services on the Tazawako line were discontinued at the start of the Akita Shinkansen in 1997.
485-1000 series had been used on "Hakucho", "Hokuetsu", and "Raicho" intercity services on the Sea of Japan coastal route along with 485-3000 series. However, they had been used on "Kubikino" rapid services and "Moonlight Echigo" rapid service besides "Hokuetsu" services along with 485-3000 series, after "Hakucho" service was discontinued and they were withdrawn from "Raicho" services in 2001. 485-1000 series also replaced superannuated 489 series used on "Noto" express service when "Noto" express service was changed from regular daily service into special service and the operator was transferred to JR East in 2010. While JR East has not formally announced its discontinuation, no services have operated since 2012. 485-1000 series began to be withdrawn gradually after the start of the operations on the Hokuriku Shinkansen between Nagano and Kanazawa. Eventually they were completely withdrawn and scrapped in 2014. |
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