Background and overview
Japanese National Railways (JNR) had a plan to deliver class EF65-0 and EF65-500 locomotives to provide additional capacity for intercity overnight sleeping car train services. However, JNR developed class EF65-1000 DC electric locomotives having the heavy protection against snow and coldness, and gangway doors for the use on the Tohoku and Joetsu lines and delivered 17 vehicles in 1969.
Car body
Their body features double ended boxcab style constructed by steel. The
cab-end is equipped with a 450mm wide gangway hinged to operate in pairs.
Thus, their operation control is divided into the driver side and the co-driver's
side. A gangway door is able to open outward fitted with the ladder inside
to go up on the roof after it opens. The windscreen consists of wide plane
glass employing resistive conductor to defog for the centre and curved
glass for the corner to get better visibility. Their body skin employs
2.3mm thick steel plate. However, their skin below the windscreens features
3.2mm plate and reinforcing mold steel grate welded inside for the protection
against obstacles at the level crossing. Two headlights are mounted above
the windscreens and two tail-lights are fitted at the lower part of body
ends. Six pairs of rectangular windows and louver windows employing punching
plate are fitted on each side of their body. The obstacle deflector has
a remote-control socket, KE59, for current pickup and diesel generator
operation of the generator car, class kani22, an electromagnetic brake
socket, KE72, and two multiple control sockets, KE70-6. A monitoring roof
having a ventilating effect and an auxiliary machinery room roof are fitted
on the 4-block construction detachable roof to mount/dismount equipments
inside the body. They adopt the automatic knuckle couplers. Two cab ventilation
grilles fitted below the windscreens and a snowplough under the obstacle
deflector. Their livery was blue with larger cream rectangle accent in
front of the vehicle and two cream narrow stripes.
Bogies
Bogies having 2800mm wheel base are DT115B for outer and DT116C for centre, employing cylindrical rubber journal supporting system, and low centre plate construction for prevention of weight transfer to enhance adhesion. Outer bogies support the body weight with a centre plate and two side bearings. A centre bogie supports the body only with the center plate. Their drive unit features single reduction axle-hung and its gear ratio is 3.83.
Traction unit and auxiliary equipments
The traction system of class EF65-1000 locomotive employs cam contactors
driven by camshaft drive device to control traction motors, consisting
of the improved rheostatic vernier control system, CS29, and the field
control system, CS26C. They are equipped with six traction motors which
are series-wound brushed DC traction motors, MT52A, with a power output
of 425kW, the armature current resistance, MR71A, the field current resistance,
MR77, and shunting resistors, MR72, MR73, and MR75. They are also equipped
with a motor generator for controlled source, MH124-DM77, with a power
output of 10kVA, a motor driven aur compressor, MH92B-C3000 in their machinery
room, and two diamond shaped current pickups, PS17 on their roof. Two electric
blowers, MH91I-FK102 are employed to supply air to cool 6 traction motors
and resistances. They adopt standard automatic brake, EL14AS, which is
usually applied for locomotives operated singly. They also employ pressure
intensifying braking, an electromagnetic braking component to shorten braking
distance, and the balancing pipe for operations in pairs.
Additional delivery
EF65 1018 onward built in 1970 differ from earlier EF65-1000s in having some modifications. Icicle cutters are fitted above the windscreens. The switch to operate the current pickup of the generator car, class kani22, was removed. They are also equipped with the dead-man's vigilance device (EB) and the one-action emergency operation device (TE) for single train crew operation.
EF65 1040 onward built in 1972 are equipped with an electric fan under
the ceiling and a trapezoid fan cover on the roof. Two cab ventilation
grilles below the windscreens are removed. Their rheostatic vernier control
system is changed into CS29B and their field control system is changed
into CS26D for easy maintenance. A remote-control socket, KE59, is left
off.
EF65 1050 onward built in 1972 employ the improved rheostatic vernier control system, CS29C, featuring the improved current limiting relay.
EF65 1056 onward built in 1976 differ from earlier EF65-1000s in having some changes. Their current pickup is changed into PS22B featuring cross-arm type. Their multiple control socket is changed into KE70-G5.
EF65 1069 onward built in 1977 differ from earlier EF65-1000s in having some modifications. the armature current resistance is changed into MR134 and the field current resistance is changed into MR135.
The snowplough of EF65 1092 built in 1978 in order to replace EF65-500 used on intercity overnight sleeping car train services is left off.
Their traction motors of EF65 1119 onward built in 1979 are changed into MT52B employing the thicker armature shaft and the improved brush holder.
Modification and refurbishment
JR Freight appended some EF65-1000 locomotives to the pressure reduction
enhancer of service braking to reduce brake lag distance and changed the
back colure of their number into red plate for distinguishment over the
period from 1987 until 1989. JR Freight also equipped 5 EF65-1000s with
air conditioners on the floor of the co-driver's side of the cab in 1988
and additional 28 over the period from 1997 until 2009.
JR Freight introduced ATS-SF signaling system featuring forcedly train stop at the absolute block signaling (home signal and starting signal) showing red in 1991. JR Freight added the speed check function to ATS-SF signaling system. Finally, JR Freight began to introduce ATS-PF signaling system for the lines applying ATS-P transponders.
The refurbishment programme commenced over the period from 1989 until 2008
involved replacement of the major wiring, replacement of armature coil
and reinforcement of insulation of traction motors, and introduction of
solid rolled wheel. Their traction system also began to be renovated from
1993 and their traction motors began to be displaced with MT52C employing
a roller bearing for the suspension bearing in 2000. Refurbished locomotives
were painted in new JR Freight two-tone blue livery having mustard-coloured
doors. Some were painted in light purple with sky blue accent later named
revised JR Freight livery. Furthermore, some were painted in JNR original
livery.
EF65-1000 locomotives owned by JR East and West have not been modified excepting JR East fitted with aur conditioners.
Operations and withdrawal
They replaced EF65-500 (F type) used on the express freight service on Tohoku, Shinetsu and Johetsu lines in 1969. They also entered all of locomotive hauled trains on Tohoku line and some freight services on Tokaido and Sanyo lines in 1970. They replaced 1st generation DC electric locomotives used in Tokyo metropolitan area in 1976.
They also replaced EF65-500 (P type) used on intercity overnight sleeping car train services departing from/arriving at Tokyo in 1978 and replaced EF58 used on intercity overnight sleeping car train services departing from/arriving at Osaka in 1979. However, all EF65-1000s used on intercity overnight sleeping car train services linking Tokyo and Kyushu region were displaced with EF66 DC electric locomotives in 1985.
At the splitting of JNR into the privatized JR companies, JR Freight received 76 vehicles of EF65-1000, JR East 41, and JR West 22 in 1987.
EF65-1000 locomotives owned by JR East hauled "Izumo" and "Seto" intercity overnight sleeping services on Tokaido and Sanyo lines, "Ginga" and "Chikuma" express overnight sleeping service on Tokaido line, "Akebono" intercity overnight sleeping services on Tohoku line, and "Tsugaru" and "Hakkoda" express overnight sleeping service on Tohoku line. EF65-1000 used on a pair of "Akebono" services was displaced with EF64-1000 because of route change and EF65-1000 used on "Tsugaru" was displaced with 583 series EMU in 1990. "Hakkoda" services hauled by EF65-1000 were discontinued in 1993. Finally, EF65-1000 used on remaining "Akebono" services were replaced with EF81 in 1995. Eventually, EF65-1000 locomotives owned by JR East began to be withdrawn in 1995.
On the other hand, "Seto" and a pair of "Izumo" intercity overnight sleeping services hauled by EF65-1000 were displaced with "Sunrise Seto" and "Sunrise Izumo" intercity overnight sleeping services operated by 285 series EMU in 1998. "Suisei" and "Akatsuki" intercity overnight sleeping services began to be coupled together between Kyoto and Kokura in 2000, and EF65-1000 locomotives were replaced with EF66 locomotives. Eventually, EF65-1000 owned by JR East were gradually withdrawn and are now used on the non-revenue trains.
EF65-1000 locomotives owned by JR West hauled "Naha" and "Akatsuki" intercity overnight sleeping services. However, "Suisei" and "Akatsuki" intercity overnight sleeping services began to be coupled together between Kyoto and Kokura in 2000, and EF65-1000 locomotives were replaced with EF66 locomotives. In addition, "Suisei" services were discontinued and "Akatsuki" and "Naha" intercity overnight sleeping services began to be coupled together between Kyoto and Tosu and they were hauled by EF66 locomotives in 2005. Eventually EF65-1000 locomotives owned by JR West were retired from daily scheduled services. EF65-1000 locomotives were still used on seasonal rapid services namely "Moon Light Kyushu" and "Moon Light Kochi". But these seasonal rapid services were completely discontinued in 2008. Surplus 10 EF65-1000 locomotives were redeployed to JR Freight. EF65 1124 was changed into "Twilight Express" livery in 2015. Eventually, EF65-1000 owned by JR West are now used on the non-revenue trains.
EF65-1000 owned by JR Freight had been used on freight service. However, they were gradually displaced with EF200 and EF210 locomotives. Finally, remains were converted to -2000 subclass. |
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