581 series
Background and overview
From the latter half of 1950s, Japanese National Railways (JNR) delivered electric/diesel multiple unit vehicles having good acceleration performance and hill climb capability for daytime intercity services. However, locomotive-hauled trains were still delivered for sleeper intercity trains in order to get high level quietness. Thus, sleeper intercity trains were difficult to reduce the journey time. On the other hand, JNR's coach yards got tight caused by increasing daytime and sleeper intercity trains. JNR developed 581 series AC at 60Hz and DC dual-voltage electric multiple unit trains for both night and daytime intercity services in 1967.
Car body
They constructed by steel incorporates lightweight shaped steel and pressed
forming beam, and are tall and wide body fulling of loading gauge to get
maximum cabin with berths. Their body width is 2900mm and their roof height
is 3945mm. 583 series featured gangwayed end section differ from former
intercity EMUs of 151 series and 481 series employing bonnet-style to name
a few. 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 intercity emblem are fitted
at the front of end vehicles. They are equipped with a 700mm wide folding
automatic stepped door, wide double windows per each berth/seating bay,
and small windows for middle and upper berths. Their door operating equipment,
TK7A, is fitted above the door header of the folding door. Destination
and train type rollsigns are fitted aside each doorway. Air conditioners,
AU15, rated at 2700kcal/h developed for 581 series are fitted on their
roof. End vehicles are equipped with eight air conditioners per each berth/seating
bay, and intermediate vehicles excepting class mohane580 are equipped with
nine air conditioners. Class mohane580 vehicles have the low roof section
where the current pickups and high voltage equipments are fitted to keep
the insulation distance against the extra-high voltage current feeder.
Thus, class mohane580 vehicles are equipped with four AU15s on the roof
toward middle of their body, and three air conditioners, AU41A, rated at
4000 kcal/h on the floor under the current pickups. The body side fitted
with AU41As have a louver to waste heat from an outdoor unit of AU41A.
Forced draught ventilators are fitted zigzag on their roof. Their livery
is cream with blue wide band around side windows and narrow blue skirting.
Bogies
The 581 series are equipped with DT32D bogies on the powered vehicles and TR69D bogies on the trailers, featuring airbags for the secondary suspension, pedestal type journal supporting system, and the anti-rolling stabilizer of the torsion bar. Their secondary airbag suspension 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.
Traction unit and ancillary equipments
Eight powerful series-wound brushed DC traction motors, MT54, with a power
output of 120kW are controlled by the armature-resistance traction control
system, CS15C, fitted to powered intermediate vehicles, class mohane581.
Their reduction gear ratio is at 3.5 for 120km/h operation. Class mohane580
vehicles are equipped with a traction rectifier, RS22A, and a traction
transformer, TM10, for only 60Hz AC electrified line under their floor,
and two diamond shaped current pickups, PS16D, for high voltage and an
air-blast circuit-breaker on their roof. Trailer end vehicles, class kuhane581,
are equipped with a motor generator, MH93B-DM55B, with a power output of
150kVA and an air compressor, MH113A-C2000 in an equipment room behind
the cab. They adopt electromagnetic straight pneumatic brake with regenerative
brake and holding brake.
Accommodation
Standard class vehicles for double use both as night mode and day mode and restaurant vehicles were delivered. Standard class accommodation employs open-section consisting of pairs of seats, situated on either side of a centre aisle. The seat pairs can be converted into the combination of an upper, a middle and a lower "berth", each berth consisting of a bed screened from the aisle by a curtain. Upper and middle berths are folded up to the ceiling in day mode. In changing from day mode to night mode, the luggage rack is turned around toward the centre aisle temporarily to fold down the middle berth. Then, the luggage ruck is put into the original position again. Finally, the upper berth is folded down covering on the luggage ruck. The width of the upper and middle berth is 700mm. The width of the lower berth is wider 1060mm to be used as a seat for two passengers. No upper berth is provided at a low roof section. This accommodation provides transverse seating bays with wide 1970mm seating pitch in day mode. Day mode seating can't be reclined. Each vehicle excepting restaurant vehicles are equipped with two Japanese style toilets and three wash stands located at the end of the vehicles for sleeper intercity trains use. A conductor room with an emergency door is fitted at the mountain side of each vehicle excepting restaurant vehicle. Since sliding curtains at the window is obstruct to making a berth or a seat, 581 series feature venetian blinds fitted in the side window.
Operations
In 1967, 44 vehicles were delivered to Minami-Fukuoka depot to start the revenue services of "Gekko" sleeper intercity trains linking Shin-Osaka and Hakata, and "Midori" intercity services linking Shin-Osaka and Ohita. In 1968, additional six vehicles were delivered as standbys.
583 series
Background and overview
Japanese National Railways (JNR) developed second generation 583 series AC at 50Hz/60Hz and DC dual-voltage electric multiple unit trains to deliver for the start of electrified Tohoku line between Morioka and Aomori and additional capacity of Sanyo line, Kagoshima, and Nippo line intercity services and sleeper intercity trains. Trailer vehicles were carried over from former 581 series. 1st class trailer intermediate vehicles, class saro581, were additionally introduced.
Car body
A snow proof shutter is additionally introduced to the whistle of class
kuhane581 (vehicles allocated to Minami-Fukuoka depot was prepared to fit
with a snow proof shutter). 1st class trailer intermediate vehicles, class
saro581, are equipped with a 700mm wide folding automatic stepped door
and small fixed double windows per each seat on each side of their body.
Their door operating equipment, TK7A, is fitted above the door header of
the folding door. Destination and train type rollsigns are fitted aside
each doorway. Eight air conditioners, AU15, rated at 2700kcal/h are fitted
on their roof.
Traction unit and auxiliary equipments
Eight powerful series-wound brushed DC traction motors, MT54B, with a power
output of 120kW are controlled by the armature-resistance traction control
system, CS15E, fitted to powered intermediate vehicles, class mohane583.
Class mohane582 vehicles are equipped with a traction rectifier, RS22A,
and a traction transformer, TM14, for 50Hz and 60Hz AC electrified line
under their floor, and two diamond shaped current pickups, PS16H, for high
voltage and an air-blast circuit-breaker on their roof. They adopt electromagnetic
straight air brake with regenerative brake and holding brake.
Accommodation
Class saro581 vehicles have reclining seating, R27, with 1160mm seating
pitch. Venetian blinds are employed. A conductor room of class mohane582
is located at the sea side of the vehicle, differing from class mohane580
vehicles.
Operations and additional delivery
In 1968, 91 vehicles delivered to Minami-Fukuoka depot consisted of 12-car sets (6 powered vehicles and 6 trailer vehicles) along with 581 series EMU and used on "Tsubame" intercity services linking Nagoya and Kumamoto, "Hato" intercity services linking Shin-Osaka and Hakata, "Myojyo" sleeper intercity services linking Shin-Osaka and Kumamoto, and "Gekko" sleeper intercity services linking Shin-Osaka and Hakata. At this time, car's No.3 was changed from class sahane581 to class saro581. 84 vehicles delivered in 1968 to Aomori depot consisted of 13-car sets (8 powered vehicles and 5 trailer vehicles) started to be used on "Hatsukari" intercity services linking Ueno and Aomori, "Hakutsuru" sleeper intercity services linking Ueno and Aomori via Tohoku line, and "Yuzuru" sleeper intercity services linking Ueno and Aomori via Johban line.
Additional 27 vehicles were delivered to Minami-Fukuoka for the additional
"Myojyo" sleeper intercity services and "Hato" intercity
services in March, 1970. Additional 64 vehicles were delivered in October,
1970 to Minami-Fukuoka depot for the additional capacity of "Shioji"
intercity services linking Shin-Osaka and Shimonoseki, for the additional
capacity and electrification of "Ariake" intercity services linking
Moji-ko and Nishi-Kagoshima, and for the additional capacity of "Kirishima"
sleeper intercity services linking Kyoto and Nishi-Kagoshima. On the other
hand, Additional 48 vehicles were delivered to Aomori depot for the additional
capacity of "Hakutsuru" and "Yuzuru" sleeper intercity
services in October, 1970. At this time, JNR developed new trailer end
vehicles, class kuhane583, for the future plan that their sets allocated
at Aomori depot will change into 15-car sets. The output, 150kVA, of the
motor generator fitted on class kuhane581 vehicles cannot get sufficient
electric supply for 15 vehicles. Class kuhane583 vehicles differ from former
class kuhane581 in having a powerful motor generator, MH129-DM88, with
a power output of 210 kVA, and additional two sections of seat pairs/berths
in place of an equipment room behind the cab. A conductor room of class
kuhane583 is located at the sea side of the vehicle, differing from class
kuhane581 vehicles. Class kuhane583 vehicles are equipped with a motor
generator, MH93B-DM55B, with a power output of 150kVA beneath their floor
and an air compressor, MH113A-C2000 under the cab.
In October, 1971, additional 11 vehicles were delivered to Minami-Fukuoka for the additional capacity of "Shioji" intercity services. Their traction system built at this time was changed into CS15F featuring contact-less.
In March, 1972, additional 24 vehicles were delivered to Minami-Fukuoka depot for the additional capacity of "Myojyo" sleeper intercity services linking Shin-Osaka and Kumamoto, and "Gekko" sleeper intercity services linking Okayama and Nishi-Kagoshima. At the same time, 583 series started to be used on "Shirasagi" intercity services linking Nagoya and Toyama. On the other hand, additional 35 vehicles were delivered to Aomori depot for the start of "Michinoku" intercity services linking Ueno and Aomori via Johban line, and the additional capacity of "Hakutsuru" and "Yuzuru" sleeper intercity services. At the same time, 583 series started to be used on "Hibari" intercity services linking Ueno and Sendai. Their traction rectifier was changed into RS40A.
At the opening of the Sanyo Shinkansen extension to Hakata in 1975, 245 vehicles of 581/583 series belonged to Minami-Fukuoka depot were reallocated to Mukomachi depot and the others were reallocated to Aomori depot. 581/583 series vehicles allocated at Mukomachi depot were used on "Ariake" intercity services linking Moji-ko/Hakata and Nishi-Kagoshima, "Shirasagi" intercity services linking Nagoya and Toyama, "Kinsei" sleeper intercity services linking Nagoya and Hakata, "Myojyo" sleeper intercity services linking Shin-Osaka and Hakata/Kumamoto, "Naha" sleeper intercity services linking Shin-Osaka and Nishi-Kagoshima, and "Suisei" sleeper intercity services linking Shin-Osaka and Oita/Miyazaki.
In October, 1978, one round-trip of "Myojyo" sleeper intercity services operated by 583 series was discontinued and 583 series used on "Suisei" sleeper intercity services were displaced with 24/25 series sleeping cars. Surplus 583 series began to be used on "Raicho" intercity services. On the other hand, 583 series used on "Shirasagi" intercity services were displaced with 485 series EMU. 583 series used on "Hibari" intercity services were displaced with 485 series EMU.
In November, 1982, "Myojyo" and "Kinsei" sleeper intercity services operated by 583 series were discontinued and they belonged to Mukomachi depot were used on only "Naha" and "Suisei" sleeper intercity services. Sets of 583 series used on sleeper intercity services were reduced to 10 cars.
In February, 1984, 581/583 series vehicles used on "Naha" sleeper intercity services were displaced with 24/25 series sleeping cars, and they used on "Ariake" and "Nichirin" intercity services were displaced with 485 series EMU. Eventually, 583 series allocated at Mukomachi depot were used on only "Raicho" intercity services and "Tateyama" express services. Some surplus 581 series vehicles were remodeled into 715-0 series AC suburban EMU trains.
In March, 1985, 583 series used on "Raicho" intercity services
were displaced with 485 series EMU and "Tateyama" express services
were discontinued. They 583 series allocated at Mukomachi depot started
to be used on "Kitaguni" sleeper express services introducing
new 1st class sleeping cars remodeled from class sahane581 vehicles by
removing middle and upper berths and fitting new upper berths. Small windows
fitted on the body side for middle berths were filled with the plate by
welding. Restaurant cars were discontinued from the sets allocated at Aomori
depot. Some surplus 583 series vehicles were remodeled into 715-1000 series
AC suburban EMU trains and 419 series AC/DC dual voltage suburban EMU trains.
At the splitting of JNR into the privatized JR companies, JR East and JR West received 583 series remodeled in 1987.
JR East continued to use 583 series EMU on "Hatsukari" intercity services linking Morioka and Aomori, and "Hakutsuru" and "Yuzuru" sleeper intercity services linking Ueno and Aomori. They additionally started to be used on "Tsugaru" express services in 1990. Though, 583 series used on "Tsugaru" express services were displaced with 485 series EMU in 1992. "Yuzuru" sleeper intercity services were discontinued, due to declining ridership. 583 series used on "Hatsukari" intercity services were completely displaced with 485 series EMU in 1993. The remaining operation for "Hakutsuru" sleeper intercity services by 583 series EMU was discontinued in 1994. Eventually, the regular operation of 583 series EMI owned by JR East was completely withdrawn. Remaining 583 series vehicles owned by JR East were used on charter and seasonal services, and finally completely withdrawn in 2017.
On the other hand, 583 series EMU owned by JR West had been used on "Kitaguni" sleeper express services and "Spur" seasonal trains. However, "Spur" services were discontinued in 2005. Eventually, "Kitaguni" sleeper express services were discontinued and 583 series owned by JE West were completely withdrawn in 2013.
Modification and refurbishment
The traction rectifier, TM10 for class mohane580 vehicles and TM14 for class mohane582 vehicles were displaced with new traction rectifier, TM20 featuring elimination of PCB.
After the splitting of JNR into the privatized JR companies, JR East commenced the refurbish programme on 583 series in 1991. Side windows were changed into single-glazed window employing sliding curtains instead of venetian blinds. The 1st class accommodation was changed into new reclining seating featuring bucket type and non-step reclining. 6 remaining vehicle bodies were repaired and seating, toilets, and wash stands were returned into the original in 2003.
JR West also commenced he refurbish programme on 583 series. Their livery was changed into pale blue with navy blue and green narrow bands under side windows. This livery was changed into white with dark gray wide band around side windows and blue and gold narrow bands below the windows again. |
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