Background and overview
"Hatsukari" intercity services linking Ueno and Aomori introduced in October 1958 operated by the steam locomotive-hauled trains had disadvantage against intercity services on the Tokaido line operated by moha20 series EMU trains in having inferior accommodation and longer journey time. Therefore, Japanese National Railways (JNR) developed kiha80 series intercity diesel multiple unit trains in 1960. Kiha80 series train sets consist of 9-car vehicles including 2 1st class vehicles and a restaurant vehicle.
Car body
They have 2903mm wide bodies constructed by steel incorporating light gauge steel z-channel beam and pressed forming beam, 1.6mm thick plate for the skin, and 1.2mm thick cold-rolled steel plate for the roof. Floating floor construction is also employed for soundproof and vibration proof. The cab end of end vehicles, class kiha81, feature bonnet-style are equipped with raised driver's cab having large, curved windscreens extending all the way to the sides on the roof. A pair of a head light and an emergency light employing sealed beams are mounted above the windscreens. An illuminated classification headboard is fitted on the front of the bonnet, and inverted triangle gunmetal intercity express symbol mark above the headboard. Taillights are mounted on each side below the bonnet-hood. The "JNR" logo made of stainless steel and louvers for the power generator are fitted on each side backward of the cab. The front of the end vehicles has a knuckle coupler with a cover. Flush diaphragm covers between vehicles are also introduced excepting the cab end. They are equipped with small fixed double-grazing windows per each 1st class seating or wide fixed double-glazing windows aligned two 2nd class seating bays and a 700mm wide automatic sliding stepped doors at the rear. Their door operating equipment, TK100A, is fitted on the door header of the sliding door. Class kiha81 vehicles are equipped with an exhaust pipe of the prime mover inside the wall at the rear of the vehicle and the other powered vehicles with exhaust pipes inside the walls at both ends of the body. Class kiha81 end vehicles are also equipped with an exhaust pipe of the diesel engine for the power generator behind the windscreens' centre post, and class kisaha81 intermediate restaurant vehicles are equipped with a pipe for the power generator at the end of the dining room. Although class kiha81 vehicles are equipped with a water tank beneath the floor, class kiro80 and kiha80 vehicles are equipped with a water tank on the floor at the end of the body because the underfloor having two prime movers is too congested. Class kisaha80 vehicles are equipped with a water tank on the floor and three beneath the floor. Class kiha81 vehicles are equipped with 4 air conditioners, AU12, rated at 4,000 kcal/h having sucked and forced draught ventilators, and the others 6 on the roof. Class kiha81 vehicles are also equipped with a radiator blower for cooling the diesel engine for the power generator on the roof of the heat radiation room located behind the cab. They employed tight lock automatic couplers having the rubber draft gear, RD3. Their livery is cream with red wide band around side windows, narrow red skirting, narrow red gutter and red wide arrow shaped accent below the windscreens.
Bogies
The powered bogies are DT27, and the trailer bogies are TR67, employing swing hanger construction, air springs as bolster spring, and pedestal type journal supporting system. Their bogies also adopt anti-rolling stabilizer featuring torsion bar to ensure smooth ride characteristics. The gear ratio of powered bogies is 2.613. The bogie employs single tread brake rigging.
Traction unit and ancillary equipments
Class kiha81 end vehicles are powered by a four-cycle flat-eight diesel prime mover, DMH17H, with a power output of 180PS featuring one-piece crank case, while class kiro80 1st class intermediate vehicles and kiha80 2nd class intermediate vehicles two prime movers. This prime mover is mounted with the car body by means of the rubber mounts. They are equipped with a hydraulic transmission of Lysholm-Smith torque converter transmission, TC2A, of Shinko Engineering employing six-member three-stage torque converter and single-plate dry clutch, or DF115A of Niigata Converter employing six-member three-stage torque converter and multi-plate wet clutch beneath the floor. Fluid used on the torque converter is changed from lighter oil into torque converter oil. The connection position of the same solenoid box and the heat dissipation oil circuit to the car body are consolidated between TC2A and DF115A. Class kiha81 vehicles are equipped with the power generator unit consisting of a diesel engine, DMH18H-G, with a power output of 160PS and generator, DM63, with a power output of 125kVA three-phase to 3 vehicles is located. Powered intermediate vehicles are equipped with two air compressors, C400, powered by a prime mover and powered end vehicles are 1. The brake system is the automatic electromagnetic air brake (DARS) featuring the type A control valve and the quick action solenoid valve to reduce cost and make maintenance easier than the electromagnetic straight air brake.
Accommodation
1st class vehicles have 2+2 abreast reclining seating, R20, with 1160mm seating pitch, and 2nd class vehicles have 2+2 abreast rotatable transverse seating, T19, with 910mm seating pitch. The restaurant vehicles adopt sliding curtains fitted in the side windows while the other vehicles adopt roller blinds. 1st class vehicles, class kiro180, are equipped with a western style toilet and a washroom toward the front of the vehicle, and a Japanese style toilet, a washroom, and conductor's rooms at the rear of the vehicle. Class kiha80 vehicles are equipped with a Japanese style toilet and a washroom toward the doorway, and class kiha81 vehicles are equipped with a Japanese toilet and a washroom located next to the heat radiation room toward the front and a refreshment counter having an ice cream freezer and a drink refrigerator located beside the doorway at the rear. The restaurant vehicles have a galley and a service entrance for foodstuff toward the rear of the vehicle, and a dining room with ten 4-seat tables on both sides located toward the front. The galley is equipped with a sink, a serving table, a microwave, a refrigerator, and a flush urinal. An aisle is located next to the galley so that passengers can pass through the car to the rest of the train.
Additional delivery
Kiha80 series have serious problem not to be able to make various train sets flexibility because trailer restaurant vehicle, class kisaha80, causes low train set power output and only powered end vehicles, class kiha81, and trailer restaurant vehicles, class kisashi80, have the power generator. Therefore, kiha80 series built in 1961 onward feature e 6-cat sets involving two gangwayed end vehicles, class kiha82, equipped with a power generator, a 1st class vehicle and a powered restaurant vehicle, class kishi80, equipped with two prime movers instead of a power generator.
Car body
The powered end vehicles, class kiha82, have curved windscreens and a gangway at the centre. Clusters of a head light and an emergency light in the rectangular light case are mounted above the windscreens, and clusters of a taillight and a pneumatic horn located below the windscreen. A gangway connection cover is fitted around the gangway door for the folded gangway connection storage to flush with the front surface of the cab end. An illuminated classification headboard is fitted on the gangway door, and inverted triangle gunmetal intercity express symbol mark above the headboard. "JNR" logo made of stainless steel and louvers for the power generator are fitted on each side backward of the heat radiation room. They employ a 300mm higher mounted driver's cab than the floor. Flush diaphragm covers between vehicles are discontinued. Class kiha82 vehicles are equipped with an exhaust pipe of the prime mover inside the wall at the rear of the vehicle. Meanwhile, class kishi80 vehicles are equipped with two exhaust pipes located in the galley and at the rear of the vehicle. Class kiha82 vehicles are also equipped with an exhaust pipe of the diesel engine for the power generator located toward rear of the heat radiation room. Class kishi80 vehicles are equipped with four water tanks on the roof because the underfloor of the class kishi80 having two prime movers is too congested. Class kiro80 vehicles are equipped with an additional water tank located on the roof. Class kiha82 vehicles are equipped with 4 air conditioners, AU12, rated at 4000 kcal/h having sucked and forced draught ventilators, class kishi80 6 on the roof. Class kiha82 vehicles are also equipped with a radiator blower for cooling the diesel engine for the power generator on the roof of the heat radiation room located behind the cab.
Bogies
The powered bogies are DT31A, and the trailer bogies are TR68, employing swing hanger construction, air springs as bolster spring, and pedestal type journal supporting system. Their bogies also adopt anti-rolling stabilizer featuring torsion bar to ensure smooth ride characteristics. The gear ratio of powered bogies is 2.613. The bogie employs hydraulic pressure facing caliper wheel disk brake rigging.
Accommodation
1st class reclining seating is changed into R23. Class kiha82 vehicles are equipped with a Japanese style toilet and a washroom toward the doorway located at the rear of the vehicle. The restaurant vehicles have a galley and a service entrance for foodstuff toward the rear of the vehicle, and a dining room with eight 4-seat tables on both sides, a conductor room and a designated smoking room located toward the front. The galley is equipped with a sink, a serving table, a microwave, a refrigerator, an electric water boiler, a flush urinal, a resting room for employees, and a catering room. An aisle is located next to the galley so that passengers can pass through the car to the rest of the train.
Class kiha82 vehicles built in 1963 onward are equipped with an additional air conditioner, AU12, rated at 4000 kcal/h having sucked and forced draught ventilators to compensate for lack of air conditioning capacity.
Vehicles built in 1995 onward employ the fixed floor construction instead of the floating floor construction. In addition, bogies are changed into DT31B on the powered and TR68A on the trailer with the modification of the master cylinder piston mounting position. A horizontal sliding window is additionally fitted at the smoking room located in the restaurant vehicle.
Vehicles built in 1967 onward employ the new rubber draft gear, RD13. 1st class reclining seating is changed into 2-2 abreast reclining seating, R29, with 1160mm seating pitch and 2nd class 2-2 abreast rotatable transverse seating, T19K, with 910mm seating pitch. Restaurant vehicles are changed to feature venetian blinds fitted in the side windows.
Modification
Flush diaphragm cover removal
Flush diaphragm covers of which vehicles built in 1961 were equipped were
removed.
Modification of an air conditioner addition to class kiha81
An additional air conditioner, AU14, rated at 2800kcal/h as introduced to class kiha81 to cool the cab heated by the exhaust pipe of the diesel engine for the power generator located inside the cab.
Modification of an air conditioner addition to class kiha82
An additional air conditioner, AU12, rated at 4000 kcal/h to compensate for lack of air conditioning capacity
Class kiha80-900
JNR modified kiro80-2 in 1968 with an additional 975mm and 570mm wide windows where a western style toilet and a washroom were removed and seating replacement of existing reclining seating for 1st class with 2-2 abreast rotatable transverse seating, T19K, with 910mm seating pitch, and classified it into class kiha80-900.
Class kiha82-900
JNR modified kiro80-1 in 1968 and -5 in 1970 with the additional cab and heat radiation room where a western style toilet and a washroom located toward front of the vehicle were removed and replacement of the seating for 1st class with 2-2 abreast rotatable transverse seating, T19K, with 910mm seating pitch, and classified it into class kiha82-900. One of AU12 air conditioners fitted at the front on the roof was removed. A power generator was additionally fitted beneath the floor instead of one of prime movers and the front bogie was changed into TR67.
Class kishi80-900
JNR converted class kisashi80 vehicles to class kishi80 with the fitting of prime movers and hydraulic transmissions where a power generator and water tanks located beneath the floor were removed, the conversion or replacement of trailer bogie to DT27 or with DT31B, removal two4-seat tables to fit a water tank, a food storage, and a resting room for employees additionally over the period from 1968 until 1969.
Bogie replacement
JNR replaced powered bogies, DT27, with DT31B and trailer bogie, TR67, with TR68A in 1968.
Modification of class kishi80 with an additional window for a smoking room
JNR modified kishi80-26 and earlier vehicles not having a window in the designated smoking room with introducing an additional horizontal sliding window.
Modification of conductor room's window of class kiro80
Class kiro80 vehicles used in Hokkaido region had a problem that a drop window employed for the conductor room sometimes ice clogged. Therefore, JNR replaced this drop window which kiro80-37, -42, -48, -51, and -52 had with the inside swing window in 1979.
Special maintenance work for vehicles in Hokkaido region
Superannuated kiha80 series vehicles had been replaced with kiha183 series DMU. However, the accommodation of the remaining kiha80 series was inferior. Therefore, special maintenance work was commenced for seven class kiro80 vehicles, eight class kiha80, and seven class kiha82 over the period from 1984 until the following year. This programme included the replacement of the gutters and floor panels, repairment of the body skin, replacement of wall panel and the seat fabric, and toilet refurbishment with FRP unit replacement or wall panel update.
Special maintenance work and interior refurbishment for vehicles in Nagoya region
Special maintenance work commenced for seven superannuated class kiha80 vehicles and eleven kiha82 used on "Hida" and "Nanki" intercity services in Nagoya region. Accommodation refurbishment programme was also commenced for eight class kiha80 vehicles and one class kiha82 vehicle over the period from 1987 until the following year. Standard class transverse rotatable seating was replaced with switchable transverse seating, W17. The wall panel were replaced with wood pattern panels for end and pier panels and cream-coloured panels for the others. Special maintenance work included the replacement of the gutters and floor panels, and repairment of the body skin.
Interior refurbishment for vehicles in Hokkaido region
Kiha80 series had been withdrawn from regular trains in Hokkaido region with introduction of kiha183-500 series DMU. However, the remaining eleven kiha80 series vehicles used on nonscheduled trains received the interior refurbishment programme with the rotatable transverse seating replacement with reclining seating, R55, in 1986.
Operations and withdrawal
JNR delivered twenty-six kiha80 series vehicles to Oku depot to replace the steam locomotive-hauled trains used on "Hatsukari" intercity services and entered "Hatsukari" services kinking Ueno and Aomori in December 1960.
JNR also delivered 15 vehicles to Hakodate depot, 34 to Oku depot, and 78 to Mukomachi depot and they entered "Ozora" intercity services linking Hakodate and Asahikawa, "Shirasagi" services linking Osaka and Aomori/Ueno, "Tsubasa" linking Ueno and Akita, "Hibari" linking Ueno and Sendai, "Matsukaze" linking Kyoto and Matsue, "Heiwa" linking Osaka and Hiroshima, "Kamome" linking Kyoto and Nagasaki/Miyazaki in October 1961. In addition, they also entered "Midori" intercity services linking Osaka and Kumamoto in December 1961. "Heiwa" services were unified to "Tsubame" services linking Tokyo and Hiroshima to be discontinued in June 1962.
"Ozora" services were additionally expanded to Kushiro and divided into 2 trains at Takigawa in October 1962.
Furthermore, they also entered "Yamabato" services linking Ueno and Yamagata in October 1964. "Midori" services were expanded to Oita with a divided train set.
Kiha80 series used on "Hibari" services were displaced with 483 series EMU in 1965 and surplus vehicles were reallocated to Mukomachi depot. Furthermore, 20 vehicles allocated at Mukomachi depot were reallocated to Kanazawa depot, and "Hakucho" services linking Ueno and Osaka via the Hokuriku line rebranded to "Hakutaka" intercity services were operated by kiha80 series allocated at Kanazawa depot. Newly seventeen built vehicles were delivered to Yamagata depot to enter additional "Yamabato" services which entered and link Ueno and Aizu-Wakamatsu. They were also delivered to Mukomachi depot to enter "Yakumo" intercity services linking Shin-Osaka and Hamada. Meanwhile, JNR delivered 20 vehicles to Wakayama depot to enter "Kuroshio" services linking Nagoya and Tennoji via the Kisei line and "Asuka" services linking Nagoya and Higashi-Wakayama via the Kansai and Hanwa lines. Furthermore, "Kamome" services linking Kyoto and Miyazaki were rebranded to "Isokaze" intercity services, and "Kamome" services were expanded to Nishi-Kagoshima via the Kagoshima line. On the other hand, "Midori" services were additionally expanded to Sasebo and divided into 2 trains at Kokura.
They entered "Hokkai" intercity services linking Hakodate and Asahikawa via the Hakodate line in March 1967. Kiha80 series used on "Midori" services linking Osaka and Oita were displaced with 583 series EMU at the start of the electrified Nippo line between Shin-Tabaru and Kozaki in October 1967 and "Midori" services linking Osaka and Sasebo were rebranded into "Isokaze" services. Furthermore, "Ozora" service linking Hakodate and Asahikawa were rebranded to "Hokuto" intercity services. In Kyushu region, 16 vehicles allocated at Mukomachi depot were reallocated to Kagoshima depot to enter "Ariake" intercity services linking Mojiko and Nishi-Kagoshima. Finally, "Asuka" services were discontinued.
Kiha80 series used on "Hatsukari" services were displaced with 583 series EMU at the completion of the electrified Tohoku line and surplus vehicles entered "Tsubasa" services and the rest 24 vehicles were reallocated to Mukomachi depot. Meanwhile, kiha80 series used on "Yamabato" services were replaced with 485 series EMU at the start of AC electrified Ou line between Fukushima and Yamagata and Banestu-Sai line between Koriyama and Kitakata and 6 vehicles allocated at Yamagata depot were reallocated to Mukomachi depot and the rest 11 vehicles to Hakodate depot. In addition, a 6-car set allocated at Mukomachi depot were reallocated to Kanazawa depot to enter "Hida" intercity services linking Nagoya and Kanazawa via the Takayama line which were additionally introduced. "Isokaze" services linking Osaka and Miyazaki were rebranded to "Hyuga" intercity services and services linking Osaka and Sasebo were "Kamome". Furthermore, "Kamome" services linking Osaka and Nishi-Kagoshima were rebranded to "Naha" intercity services. 16 vehicles allocated at Mukomachi depot were reallocated to Kagoshima depot to enter "Nichirin" services.
"Hokuto" services linking Hakodate and Sapporo were rebranded to "Elm" intercity services in 1969. Train sets including class kiha81 vehicles used on "Tsubasa" services could not provide sufficient transportation capacity. Therefore, kiha81 vehicles were transferred to Akita depot to enter "Inaho" intercity services linking Ueno and Akita via Takasaki, Shinetsu, and Uetsu lines and "Hitach" intercity services linking Ueno and Taira. On the other hand, kiha80 series used on "Hakutaka" intercity services were displaced with 485 series EMU. As the result, a vehicle of kiha80 series allocated Kanazawa depot was reallocated to Akita depot and 15 to Oku depot.
Kiha80 series used on "Tsubasa" services were displaced with kiha181 series DMU. As the result, vehicles allocated at Oku depot were transferred to Hakodate, Akita, Mukomachi, Wakayama, and Kagoshima depots. In addition, kiha80 series used on "Ariake" services were replaced with 485 series EMU at the completion of the electrified Kagoshima line and 6 surplus vehicles allocated at Kagoshima depot were transferred to Hakodate depot and 3 to Wakayama.
"Elm" services were unified to "Hokuto" services the operations of which were shortened to Sapporo in 1971.
Ten vehicles allocated at Hakodate and 7 vehicles allocated at Mukomachi depot were transferred to Sapporo depot to be used on "Hokuto" services in March 1972. In addition, they also entered "Hamakaze" intercity services linking Shin-Osaka and Kurayoshi via Bantan line. Nine vehicles allocate at Akita depot were transferred to Sapporo depot to enter "Okhotsk" intercity services linking Sapporo and Abashiri in October 1972. In addition, kiha80 series used on "Inaho", "Hakucho", "Hitachi" services were replaced with 485 series EMU. "Yakumo" services linking Shin-Osaka and Hamada were shortened to between Shin-Osaka and Tottori and unified to "Matsukaze" services. Furthermore, they entered "Asashio" services linking Kyoto and Yonago/Kurayoshi/Kinosaki.
Kiha80 series used on "Naha" services were replaced with 485 series EMU in October 1973.
Kiha80 series entered "Oyodo" intercity services linking Hakata and Miyazaki via Kagoshima, Hisatsu, and Kitto lines besides vehicles used "Hyuga" services were replaced with 485 series EMU.
Vehicle used on "Hida" services were transferred to Nagoya depot in March 1975. "Kamome" intercity services were discontinued at the opening of the Sanyo Shinkansen extension to Hakata. Meanwhile, they entered "Oki" intercity services linking Tottori/Yonago and Ogori via Yamaguchi line. Eventually, kiha80 series used on "Oki" services were replaced with kiha181 series DMU and the surplus vehicles were delivered to Nagoya and Wakayama depots to provide additional capacity of "Hida" services. Finally, class kiha81 vehicles and early built other vehicles were withdrawn and scrapped in 1977.
Kiha80 series used on "Kuroshio" services were replaced with 381 series EMU at the start of electrified Kisei line between Wakayama and Shingu in October 1978 and the surplus kiha80 series vehicles were transferred to provide additional capacity of "Hida" services and enter newly introduced "Nanki" intercity services linking Nagoya and Kii-Katsuura.
The Nippo line was completely electrified in 1979. However, kiha80 series continued to be used on 1 round-trip of "Nichirin" services.
"Oyodo" services operated by kiha80 series had been discontinued and kiha80 series used on "Nichirin" services had been completely replaced with 485 series EMU in 1980. 16 vehicles of the surplus kiha80 series allocated Kagoshima depot were transferred to Nagoya depot to replace superannuated kiha80 series vehicles and the rest vehicles were scrapped.
Kiha80 series used on "Hokuto" services allocated Sapporo depot were transferred to Hakodate depot in 1981. In addition, "Ozora" initercity services began to depart or arrive at Sapporo excepting 1 round-trip and kiha183-900 series DMU entered revenue-earning services.
Kiha80 series used on "Ozora" services had been completely replaced with kiha183 series DMU in 1982. In addition, surplus kiha181 series, which was caused by the replacement of vehicles used on "Yakumo" services with 381 series EMU, replaced kiha80 series used on "Asashio" and "Hamakaze" services.
Some vehicles of kiha80 series used on "Hokuto" services were replaced with kiha183 series DMU in 1983.
Remaining kiha80 series used on "Matsukaze" services linking Shin-Osaka and Hakata via the San-in line were replaced with kiha181 series DMU and kiha80 series used in San-in region had been completely scrapped. Meanwhile, kiha80 series entered "Ozora" services again to provide the additional capacity for services. However, kiha80 series used on "Ozora" services had been completely withdrawn again in 1986. Kiha80 series used on "Hokuto" had also been replaced with kiha183 series DMU and "Hokkai" services had been discontinued. Eventually, kiha80 series had completely withdrawn from regular trains in Hokkaido region
After the splitting of the former Japanese National Railways into the new privatized JR companies, JR Hokkaido received 18 vehicles of kiha80 series and JR Central 51.
Six vehicles of kiha80 series owned by JR Hokkaido were converted to "Furano express" and "Tomamu and Sahoro express" and the rest vehicles were used on the "Hokuto" extra services but had completely scrapped in 1992.
Three vehicles of kiha80 series owned by JR Central were converted to "Resort liner" and the rest vehicles were used on "Hida" and "Nanki" services. However, kiha80 series used on "Hida" services began to be replaced with kiha85 series DMU and had completely been replaced and withdrawn from "Hida" services in March 1990. Subsequently kiha85 series DMU replaced kiha80 series used on "Nanki" services and kiha80 series had completely been withdrawn from "Nanki" services and scrapped in March 1992. |
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