Background and overview
In 1970's, some express services were dividing trains. Thus, Japanese National Railways anticipated that dividing trains would be introduced to intercity services operated by electric multiple unit trains after the opening of the Sanyo and Tohoku/Joetsu Shinkansen. So, gangwayed end vehicles or new air conditioners were introduced to 485 series vehicles built for the opening of the electrified Uetsu line between Niitsu and Akita in 1972 and they were classified into -200 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. Floating
floor construction is also employed for soundproof and vibration proof.
Their end vehicles feature raised driver's cab with plane glass windscreens
and storable gangway connection to improve end section appearance. 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 each side
of the cover of the gangway connection. "JNR" logo made of stainless
steel is applied to each side of the end section. The coupler of the front
of the end vehicles is changed into the tightlock coupler. In addition,
kuha481-203, -204, -207, and -208 are experimentally equipped with an automatic
jumper coupler and pneumatic cylinders to open/close the gangway connection
covers. 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 restaurant car has a shunting control position on each end of the
vehicle. A destination rollsign is fitted on each side of the body excepting
restaurant cars. Class moha484-200 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
The 485-200 series 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. 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 powered
intermediate vehicles are equipped with a shell type traction transformer,
TM14, and a traction rectifier, RS40A, 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. Class kuha481-200 end vehicles are
equipped with a motor generator, MH129-DM88, with a power output of 210kVA,
an air compressor, MH113B-C2000M under the floor, and an overhead line
voltage detector on the roof of the cab. Class sashi481 vehicles are equipped
with a motor generator, MH94-DM58, with a power output of 70kVA. They adopt
electromagnetic straight air brake with the rheostatic brake and pressure
intensifying braking over 110km/h to shorten braking distance.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R27, with 1160mm seating pitch, and standard class vehicles have 2+2 abreast rotatable transverse seating, T17B, with 910mm seating pitch. All vehicles adopt sliding curtains on side windows and roller blinds are adopted together for 1st class. Restaurant vehicles adopt venetian blinds fitted in the side windows. 1st class vehicles are equipped with a Japanese style toilet, a washroom, and conductor's rooms toward the front of the vehicle, and a western 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. 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. A galley is equipped with a sink, a serving table, a microwave, a refrigerator, and a western style toilet. An aisle is located next to the galley so that passengers can pass through the car to the rest of the train.
Additional delivery
As a countermeasure against Hokuriku tunnel fire accident occurred in 1972, Japanese National Railways decided to introduce A-A standard for fire protection to newly built vehicles. Hence, the metal made table of restaurant cars, the metal made overhead luggage rack, and the sliding door having wired glass located at the end of the vehicles are introduced to vehicles built from June 1973. Moha484 vehicles having a conductor's room are introduced at the same time and classified into -600 subclass. For vehicles built from August 1973, the floating floor construction is changed into the fixed floor construction, and the air conditioner, AU13E, is changed into the modified air conditioner, AU13EN, having the metal made cover for the fire protection.
Modification and refurbishment
Japanese National Railways
Traction transformer replacement
The traction transformer was replaced with the new one, TM20, not using high toxic insulating fluid of Polychlorinated biphenyl from 1976.
Standard class seating refurbishment
Rotatable transverse seating, T17B, was replaced with reclining seating, R55C, over the period from 1986 until 1993.
Class sashi481-80
Surplus restaurant vehicles, class sashi489 used on "Hakusan" intercity services, caused by the removement from the train set to introduce an additional 1st class trailer intermediate vehicle, class saro489-1000, and to increase the proportion of powered vehicle were converted to 485 series and classified into class sashi481-80 in 1978.
Kumoha485-0
JNR fitted moha485-97, -98, -100 to -102, -104, -105, -109, -111, -113, -116, -118, -120, -134, and -145 with an additional 485-1000 style cab section at the front of the body to make 5-car sets for "Ariake" intercity services over the period from 1984 until 1985. They are equipped with an air compressor, MH113B-C2000MA under the cab and a motor generator, MH128-DM85A with a power output of 110kVA beneath the floor. They are also equipped with 5 air conditioners, AU13E, rated at 5500 kcal/h on the roof.
Class kuro480-5 to -15
JNR fitted saro481-53, -56, -58, -64, -67, -76, -84, -87, -102, -130 with an additional 485-1000 style cab section at the rear of the body to make 5-car sets for "Ariake" intercity services over the period from 1984 until 1985. They are equipped with an air compressor, MH113B-C2000MA under the cab and a motor generator, MH129-DM88, with a power output of 210kVA beneath the floor. They are also equipped with 4 air conditioners, AU13E, rated at 5500 kcal/h on the roof.
Kumoha485-101
JNR fitted moha485-202 with an additional 485-1000 style cab section at the front in 1986, and sliding doors are also relocated to the rear. 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.
Kuroha481-201 to -208
JNR changed the front half passenger room of kuha481-236, -242, -244, -248 to -250, -252, and -259 into 1st class coach and classified them into class kuroha481-200 in 1986. The accommodation of the 1st class coach has the high-level floor and 2+1 abreast reclining seating, R-25, with 1220mm seating pitch transplanted from scrapped 0 series Shinkansen EMU. 1st class and standard class cabins are separated by a glass partition wall.
Kuroha481-209 -to -215
JNR changed the front half of the passenger room of kuha481-201, -204, -205, and -209 to -212 into 1st class coach and classified them into class kuroha481-200 in 1986. The accommodation of the 1st class coach has the high-level floor and 2+2 abreast reclining seating, R27, with 1200mm seating pitch transplanted from scrapped 1st class vehicle. 1st class and standard class cabins are separated by the wall having an automatic door, and a luggage lack is fitted beside the wall of 1st class side.
Kuha481-4 to -8
JNR delivered 4-car sets of 485 series to the Kisei line for the diesel multiple unit used on "Kinokuni" express services to be displaced with the electric multiple unit trains. JNR fitted saha481-15 -to -19 with an additional gangwayed cab section at the rear of the body to operate with two 4-car train sets coupled together between Tennoji and Shirahama, and a 4-car train set between Shirahama and Shingu in 1984 and classified them into class kuha480-0. They have no air compressor and no motor generator. They are also equipped with 5 air conditioners, AU13E, rated at 5500 kcal/h.
Saro481-501, 502
JNR replaced the buffet section located toward the rear of sashi481-54 and -55 with 7 tatami mats floor bays and the shoji with a glass bottom half is fitted on the side window to introduce EMU vehicles having Japanese style interior branded "Danran" to "Raicho" intercity services. The galley located toward the front was replaced with the refreshment counter having a microwave and an electric stove. Furthermore, shunting control positions on both end of the vehicle, and a urinal for employees were removed. Their livery is cream with red wide band around side windows, gold lining below the red wide band, and red narrow skirting.
Kuha481-701
JNR fitted saha491-11 with an additional 485-300 style cab section at the rear of the body in 1986. An air compressor, MH113B-C2000M, is relocated under the cab, and an additional motor generator, MH129-DM88, with a power output of 210kVA beneath the floor. They are also equipped with 5 air conditioners, AU13EN, rated at 5500 kcal/h and forced draught ventilators on the roof.
Kuha481-753
JNR fitted saha489-5 with an additional 485-300 style cab section at the rear of the body 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. They are also equipped with 5 air conditioners, AU13E, rated at 5500 kcal/h and forced draught ventilators on the roof.
Class kuha481-800
JNR fitted kuha480-6, and -8 with an air compressor, MH113B-C2000M, and a motor generator, MH129-DM88, with a power output of 210kVA beneath the floor in order to divert 485 series vehicles used on "Kuroshio" intercity services for "KitaKinki" services in 1986 and classified them into class kuha481-800.
Class kuha481-850
JNR fitted kuha480-5 with an air compressor, MH113B-C2000M, and a motor generator, MH135-DM92, with a power output of 160kVA beneath the floor in order to divert 485 series vehicles used on "Kuroshio" intercity services for "KitaKinki" services in 1986 and classified them into class kuha481-850.
JR West
Class kuro481-2200
Due to the popularity of the "Kagayaki" services linking Kanazawa and Nagaoka operated by 4-car sets of 485 series, JR West replaced existing seating of kuha481-224 with 2+1 abreast reclining seating with 1180mm seating pitch for 1st class service in 1991. These seats are equipped with the ports for headphones for the audio entertainment. The toilet is changed into Western style. Furthermore, the gangway door at the front of the end vehicle is welded to fill up a chink.
Saro481-2001
JR West modified class saro481-500 into a 1st class vehicle with a lounge for "Super Raicho" intercity services in 1988. Seating accommodation is 2+1 abreast reclining seating with 1160mm seating pitch. These seats are equipped with the ports for headphones for the audio entertainment. This vehicle is not equipped with doorways but a service entrance on each side. The style of the air conditioner outlet is changed into slit type. The decorative cover is additionally fitted on the tip of the overhead luggage rack to improve appearance. The refreshment counter in the lounge room is used as a store having a merchandise display rack, a drink refrigerator, and a refrigerated counter display. The lounge room is equipped with sofas, and a pay phone on the wall. They are also equipped with an air compressor, MH113B-C2000M, which is relocated from class kuro481-2000, beneath their floor.
Saro481-501
JR West modified saro481-66 1st class trailer intermediate vehicle into the standard class intermediate vehicle to obtain the end vehicle of the train set used on "Super Raicho" services in 1997 and renumbered it into saha481-501. Its accommodation is changed into 2+2 abreast R55C reclining seating with 980mm seating pitch.
JR Kyushu
Modification of class kuro480-0 fitted with an additional air conditioner
JR Kyushu fitted an additional air conditioner, AU13E, to improve the capacity of air conditioning.
Kuroha481-1 to -8
JR Kyushu changed the front half passenger room of kuha481-226, -232, -234, -239, -241, -251, and -262 into 1st class coach and classified them into class kuroha481-0 in 1986. The accommodation of the 1st class coach has the high-level floor and 2+1 abreast reclining seating, R-25, with 1220mm seating pitch transplanted from scrapped 0 series Shinkansen EMU. the accommodation of the standard class is also changed into 2+2 abreast reclining seating, R55C. 1st class and standard class cabins are separated by a glass partition wall.
Kuroha480-51, -52
JR Kyushu changed the rear half of passenger room of kuro480-11 and -12 into standard class, and classified them into -kuroha480-51, and -52 over the period from 1987 until 1988. The accommodation of the 1st class features the high-level floor and 2+1 abreast reclining seating, R25, with 1220mm seating pitch transplanted from scrapped 0 series Shinkansen EMU. A conductor room located toward the rear of the vehicle is removed to expand the standard class cabin. The standard class seats are also replaced with reclining seating, R55C.
Kuro481-301
JR Kyushu modified kuha481-243 standard class trailer end vehicle into 1st class trailer end vehicle employing 2+2 abreast reclining seating, R27, with 1160 seating pitch and classified it into kuro481-300 in 1989. An additional conductor room is also fitted toward the rear of the passenger saloon.
Gangway sealed modification of class kuha481-200
For draft prevention on the gangway door, the gangway door located at the front of kuha481-200 was filled with an additional plate by welding, and a pair of outer doors were removed.
Operations
485-200 series EMU trains were delivered to Aomori depot for the start of electrified Uetsu line in 1972, and entered "Hakucho" and "Inaho" intercity services. Furthermore, they newly entered "Hitachi" intercity services on the Johban line and they were also delivered to be used on "Hatsukari" and "Hibari", and "Yamabiko" intercity services on the Tohoku line. On the other hand, 485-200 series EMU trains were also delivered to Mukomachi depot to be used on "Raicho", "Shirasagi", "Tsubame", "Midori", "Hato", "Shioji", "Nichirin" intercity services.
After the Sanyo shinkansen was extended to Hakata in 1975, some of 485-200 series vehicles were reallocated to Minami-Fukuoka depot to provide additional capacity for "Ariake" and "Nichirin" intercity services. Some 485-200 series vehicles reallocated from Akita depot entered "Kamome" and "Midori" intercity services for the start of electrified Nagasaki and Sasebo lines. In addition, some 485-200 series vehicles were reallocated to "Hineno" depot to provide additional capacity for "Kuroshio" intercity services on the Kisei line in 1980. Moreover, JNR reallocated surplus 485-200 series vehicles caused by the displacement from "Hibari" and "Yamabiko" intercity services to Mukomachi and Minami-Fukuoka depots with the opening of the Tohoku/Joetsu Shinkansen. However, surplus 485-200 series vehicles used on "Kuroshio" intercity services caused by the displacement from with 381 series were reallocated to Fukuchiyama depot and entered "Kita-Kinki" intercity services.
At the splitting of the former Japanese National Railways into the new privatized JR companies in April 1987, JR West and JR Kyushu received most of 485-200 series.
Vehicles owned by JR Kyushu had been used on "Ariake", "Kamome", "Midori", and "Nichirin" intercity services. Eventually, they were displaced with 783 series, 787 series, 883 series, and 885 series EMU, and surplus vehicles converted to "Kirishima", "Hyuga", and "Nichirin" intercity services. At last, remaining vehicles had been completely displaced with surplus 783 series and 787 series in 2013.
On the other hand, 485-200 series owned by JR West had been used on "Raicho", "Shirasagi", "Kaetsu", and "Kita-Kinki" intercity services. Some vehicles used on "Kita-Kinki" services were remodeled into intercity DC electric multiple unit trains, 183-800 series. In addition, 485-200 series used on "Raicho" and "Shirasagi" were displaced with 683-4000 series, and they were completely withdrawn.
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