-0 subseries
Background and overview
Since 485 series didn't have measures to pass through Usui Pass between Yokogawa and Karuizawa on the Shinestu Line, "Hakutaka" intercity services operated by 485 series linking the Tokyo metropolitan area and the Hokuriku area ran via the Joetsu line. On the other hand, the improvement in long journey time, which "Hakusan" express services linking the Tokyo metropolitan area and the Hokuriku are via Shinetsu line through Usui Pass had, was required. Because of this, Japanese national Railways (JNR) developed intercity AC and DC dual-voltage electric multiple unit trains 489-0 series in 1971 adding the function to operate in multiple with EF63 electric banker between Yokogawa and Karuizawa to 485-0 series.
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 floor level is 125mm higher than that of 151 series to fit with the AC electric equipments such as traction transformer under the floor. The end vehicles closely based on the bonnet-style 151 series EMU are equipped with a dome-shaped driver's cab having large, curved windscreens extending all the way to the sides on the roof. A headlight employing a sealed beam light bulb and two extra whistles covered with integrated cover are fitted on the cab. An illuminated classification headboard is fitted on the front of the bonnet, and inverted triangle gunmetal intercity express symbol mark above the headboard. A headlight employing a sealed beam light bulb and a taillight are fitted on the front of rectangular shaped light case on each side of the bonnet. "JNR" logo made of stainless steel is applied to each side of the bonnet. The front of the A end vehicles, class kuha489-0, has a knuckle coupler with a cover. On the other hand, the front of the B end vehicles, class kuha489-500, has a knuckle coupler with a release pin with a lever to uncouple, a jumper plug, KE70, and no cover for the coupler. 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 prepared to be fitted on each side of the body excepting restaurant cars. Class moha489 and sashi489 vehicles are equipped with 6 air conditioners, AU12, rated at 4000 kcal/h having sucked and forced draught ventilators, class kuha489 5, and class moha488 3 on the roof. Class moha488 vehicles lacking cooling capacity are also equipped with 3 air conditioners, AU41, rated at 4000 kcal/h on the floor. Their livery is cream with red wide band around side windows and red narrow skirting.
Bogies
The 489 series are equipped with DT32A bogies on the powered vehicles and TR69A 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 which can be punctured while passing between Yokogawa and Karuizawa 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, MT54B, having high rigidity
air inlet to cool the motor and featuring improved air tightness with a
power output of 120kW are controlled by the armature-resistance traction
control system, CS15G, fitted to class moha489 powered intermediate vehicles.
CS15E features an additional function to operate in multiple with EF63
locomotive besides holding breaking and free selectable speed control.
Class moha488 powered intermediate vehicles are equipped with a shell type
traction transformer, TM14, and a traction rectifier, RS22A, under the
floor, and two current pickups, PS16H, connected together with copper bar
supported by ceramic insulators, and an air-blast circuit breaker, CB103A.
Class kuha489 end vehicles are equipped with a motor generator, MH129-DM88,
with a power output of 210kVA under the floor, an air compressor, MH92B-C3000A
inside the bonnet located at the front, and an overhead line voltage detector
on the roof of the cab. Class sashi489 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 with pressure intensifying
braking over 110km/h to shorten braking distance. Class kuha489-500 vehicles
are equipped with a suppressor to replace failed rheostatic brake with
pneumatic brake while rheostatic brake one or more traction systems work
for is failed while descending the gradient. The magnet supply and discharge
valve also have a throttle to prevent excessive coupler force when the
emergency brake is applied while climbing the gradient in multiple operation
with class EF63 locomotive.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R24, 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. 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 urinal for employees. An aisle is located next to the galley so that passengers can pass through the car to the rest of the train.
Additional delivery
Class moha488 vehicles built from January 1972 employ a new traction rectifier, RS40A, featuring oil immersion cooling, and is fitted with an additional door between the passenger room and the passageway facing the air conditioners, AU41, to improve the heating capacity. Vehicles built from May 1972 differ from former vehicles in having improved bogies, DT32E and TR69E, employing the diaphragm air spring, and improved traction motors, MT54D. A urinal for employees located in the restaurant vehicle is changed into the western style toilet. Additional trailer intermediate vehicles, class saha489, were developed to provide additional capacity for "Hakusan" services.
Modification
Class saha489-50
JNR converted saha481-1 and -2 into 489 series by adding train lines for multiple operation with EF63 and the airbag suspension punctuation function in 1972, and classified them into class saha489-50.
Class sashi489-100
JNR converted sashi181-102 and -103 of 181 series EMU into 489 series by adding train lines for multiple operation with EF63 and the airbag suspension punctuation function and the replacement of the bolster of TR69C to match the height of the underframe to 489 series in 1972 and classified them into class sashi489-100.
Class saha489-200
JNR fitted class saha489-0 vehicles with an air compressor, MH113B-C2000M, under the floor to resolve the problem that it takes a long time to resume the punctured airbag suspension after traveling between Yokogawa and Karuizawa in 1973 and classified them into class saha481-200.
Class saha489-250
JNR fitted class saha489-50 vehicles with an air compressor, MH113B-C2000M, under the floor to resolve the problem that it takes a long time to resume the punctured airbag suspension after traveling between Yokogawa and Karuizawa in 1973 and classified them into class saha481-250.
Traction transformer replacement
The traction transformer was replaced with the new one, TM20, not using high toxic insulating fluid of Polychlorinated biphenyl from 1977.
-200 subseries
Background and overview
When Japanese National Railways (JNR) additionally built 489 series to provide an additional return "Hakusan" services and to replace 181 series EMU used on Sanyo line intercity services with additional 489 series for converting surplus 181 series to "Toki", "Asama", and "Azusa" intercity services for the additional capacity, JNR developed 489-200 series which had a similar construction to 485-200 series built at the same time.
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. 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 moha488-200 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 which can be punctured while passing between Yokogawa and Karuizawa 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, MT54B, having high rigidity
air inlet to cool the motor and featuring improved air tightness with a
power output of 120kW are controlled by the armature-resistance traction
control system, CS15G, fitted to class moha489 powered intermediate vehicles.
CS15G features an additional function to operate in multiple with EF63
locomotive besides holding breaking and free selectable speed control.
Class moha488-200 powered intermediate vehicles are equipped with a shell
type traction transformer, TM14, and a traction rectifier, RS22A, under
the floor, and two current pickups, PS16H, connected together with copper
bar supported by ceramic insulators, and an air-blast circuit breaker,
CB103A. Class kuha489 end vehicles are equipped with a motor generator,
MH129-DM88, with a power output of 210kVA under the floor and an overhead
line voltage detector on the roof of the cab. A-end vehicles, class kuha489-200,
are also equipped with an air compressor, MH113B-C2000M under the floor.
On the other hand, B-end vehicles, class kuha489-600 are also equipped
with 2 to ensure the same pneumatic flow in the formation as 489-0 series.
Class sashi489 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 with pressure intensifying braking over 110km/h
to shorten braking distance. Class kuha489-600 vehicles are equipped with
a suppressor to replace failed rheostatic brake with pneumatic brake while
rheostatic brake one or more traction systems work for is failed while
descending the gradient. The magnet supply and discharge valve also have
a throttle to prevent excessive coupler force when the emergency brake
is applied while climbing the gradient in multiple operation with class
EF63 locomotive.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R24, 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. 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 urinal for employees. 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 March 1973. Class saha489 vehicles employing AU13E air conditioners and having an additional air compressor, MH113B-C2000M, also began to be built. For vehicles built from July 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.
JR West
Moha489-18 to -21
JR West introduced the lounge room and the refreshment counter where seats located from the front end to 10th row were removed to moha489-18 to -21 for the service level improvement of "Hakusan" intercity services in 1988. The lounge located toward the rear has sofas at the seaward side and 6 stools at mountainside. The refreshment counter located beside the vestibule has a refrigerated display case and a shelf at the seaward side and the counter table with a microwave and a refrigerator at mountainside. The toilet and the washroom were removed to fit with a large refrigerator and a service room.
-300 subseries
Background and overview
End vehicles of 489-200 series had problems with drafts entering through the gangway door fitted at the front and a narrow cab. In addition, the accommodation having rotating transverse seating was inferior compared to 183 series standard class accommodation having reclining seating. Thus, Japanese National Railways introduce not gangwayed end vehicles and improved standard class accommodation to 489 series and classified them into 489-300 series.
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 are changed into 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 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 moha489-200 vehicles are equipped with an air conditioner, AU71A, rated at 28,000 kcal/h and forced draught ventilators on the roof, the others 5 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 485-300 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 which can be punctured while passing between Yokogawa and Karuizawa 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, CS15G, fitted to class moha485 powered intermediate vehicles. CS15G features an additional function to operate in multiple with EF63 locomotive besides holding breaking and free selectable speed control. Class moha488-200 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. Class kuha489 end vehicles are equipped with a motor generator, MH129-DM88, with a power output of 210kVA under the floor and an overhead line voltage detector on the roof of the cab. A-end vehicles, class kuha489-300, are also equipped with an air compressor, MH113B-C2000M under the floor. On the other hand, B-end vehicles, class kuha489-700 are also equipped with 2 to ensure the same pneumatic flow in the formation as 489-0 series. 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 with pressure intensifying braking over 110km/h to shorten braking distance. Class kuha489-700 vehicles are equipped with a suppressor to replace failed rheostatic brake with pneumatic brake while rheostatic brake one or more traction systems work for is failed while descending the gradient. The magnet supply and discharge valve also have a throttle to prevent excessive coupler force when the emergency brake is applied while climbing the gradient in multiple operation with class EF63 locomotive.
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. 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
Class saro489-1000
Background and overview
Japanese National Railways (JNR) adopted the heavy protection against snow for class saro489 by fitting with a motor generator additionally in 1978 to prevent the motor generator flashover failures caused by melting snow in cold region and classified them into -1000 subseries.
Bogies
Class saro489-1000 vehicles are equipped with TR69H bogies, 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 which can be punctured while passing between Yokogawa and Karuizawa is not mounted to their body directly but mounted in the bogie unit. Their brake rigging is a single tread brake for powered and double disk brake for trailer.
Ancillary equipments
They are equipped with a motor generator, MH129-DM88, with a power output of 210kVA an air compressor, MH113B-C2000M under the floor.
Operations
22 vehicles of 489 series were delivered to Mukomachi depot in 1971 and entered "Raicho" special intercity services linking Osaka and Kanazawa. After additional 36 vehicles were built and 2 vehicles of 181 series were converted to 489 series, they were used on one return "Hakusan" intercity services and two return "Raicho" services from March 1972. Additional 24 vehicles were delivered to increase "Hakusan" services to two returns in November 1972. 3 twelve-car train sets were reallocated to Kanazawa depot in 1973 and additional 24 vehicles were also delivered to Kanazawa depot. Furthermore, remaining 29 vehicles allocated at Mukomachi depot were also reallocated to Kanazawa depot and additional 8 vehicles were delivered to Kanazawa depot to be used on "Raicho", "Hakusan", "Hokuetsu", "Asama" services. Eventually, 42 newly build vehicles besides remaining vehicles at Mukomachi depot were delivered to Kanazawa depot.
Class sashi489 and saha489 were displaced with motored vehicles in 1978 to unify the train sets with 189 series. One of saro489 vehicles was consequently replaced with a sashi489 to resume meal service on train in 1982. The train sets used on "Hakusan", "Asama", "Soyokaze", and "Shirasagi" intercity services were reduced to 9 cars with abolition of a restaurant car in 1985. Vehicles used on "Asama" and "Soyokaze" services were relocated to Kita-Nagano depot in 1986.
At the splitting of the former Japanese National Railways into the new privatized JR companies in April 1987, JR East and JR West received 489 series. 489 series under JR East ownership had been used on "Asama" services. However, they were completely scrapped at the start of the operations on the Hokuriku Shinkansen between Takasaki and Nagano. 489 series owned by JR West had been used on "Hakusan" and "Shirasagi" services. However, "Hakusan" services were discontinued at the start of the operations on the Hokuriku Shinkansen between Takasaki and Nagano in 1997, 489 series used on "Shirasagi" services were displaced with 683-2000 series, and vehicles used on "Kita-Kinki" services were converted to 183 series. Consequently, "Noto" express services operated by 489 series were discontinued and they were completely withdrawn in 2010. |
|
