Pre-Production units
Background and overview
Sixty percent of the DMU fleet inherited by JR East from the former Japanese
National Railways was over 20 years old and had undergone special maintenance
programs. Nevertheless, the trains were becoming increasingly obsolete.
To replace these aging DMUs, JR East developed a pre-production type of
the double-ended Kiha110-0 series diesel multiple unit (DMU) in 1990, offering
high running performance and an improved interior and exterior design.
Three vehicles were manufactured and delivered to the Morioka Depot.
Car body
The vehicles have carbodies measuring 19,500 mm in length and 2,928 mm
in width, with a bogie centre distance of 13,800 mm. The body skin is fabricated
from 1.6-mm-thick steel plate, while the roof uses 1.2-mm plate. The floor
height is 1,175 mm, which is 100 mm lower than that of earlier DMU types.
The shoulders of the side structure, the underframe side beams, and the
corners of the end structures feature chamfered profiles. The gangwayed
cab incorporates a low-profile driver's cab, and the obstacle deflectors
beneath it are protected by chromium-plated pipes.
Two rectangular sealed-beam headlights are mounted above the gangway door,
and rectangular taillights are positioned in the upper section behind the
windscreen. Destination rollsigns are provided above the driver's-side
windscreen and on the side walls.
Each vehicle is equipped with two 1,060-mm-wide automatic stepped sliding
plug doors located immediately behind the cabs, controlled by the PD-O2A
door operating system. The doors can also be operated manually using the
buttons installed beside them. The step height at the doorway is 1,036
mm. Fixed windows measuring 1,500 mm in width and employing laminated glass
are fitted between the doors. A dummy black window is applied to the side
of the toilet compartment to maintain the appearance of a continuous window
band.
The vehicles are equipped with two outdoor units of the prime-mover-driven
AU26J-A air-conditioning system, rated at 15,500 kcal/h, mounted beneath
the floor. Two bus-type ventilation fans and two indoor air-conditioning
units are installed on the roof. The exhaust pipe of the prime mover is
routed inside the cab.
Tight-lock couplers with automatic jumper couplers are fitted at both ends
to facilitate rapid coupling during rush-up operations. The livery consists
of a very pale green base with moss-green accents applied to the chamfered
areas.
Bogies
The powered bogies are type DT58, incorporating a two-axle drive system,
while the trailer bogies are type TR242. Both bogie types feature bolster-less
secondary air suspension, a cone-shaped multilayer rubber-spring journal-support
system, and a Watts-linkage draw gear. They have a wheelbase of 2,100 mm
and employ unit-assembled single-tread brake rigging. The gear ratio of
the powered bogies is set to 2.712.
Powertrain and ancillary equipment
They are powered by either a DMF13HZA prime mover manufactured by Niigata
Engineering Co., Ltd., or a DMF14HZA prime mover manufactured by Cummins
Inc. Both engines are four-cycle straight-six diesel units with an output
of 420 PS, equipped with an exhaust-gas-driven turbocharger and an intercooler.
The hydraulic transmission, classified as type DW14A-B, features a three-element
single-stage torque converter, a multi-plate wet clutch, and a two-stage
direct-coupled range. The prime mover and hydraulic transmission are controlled
by a programmable logic controller to reduce the amount of control equipment
and improve reliability.
The braking system is an electric-command pneumatic brake with a retarder.
When the retarder is no longer able to provide the specified braking force,
the pneumatic brake supplements it.
Accommodation
The interior is fitted with 2+2-abreast R55G bucket-style reclining seats
with a seating pitch of 940 mm between the doors, along with two transverse
bucket-style seating bays at the rear of the vehicle. The passenger saloon
is partitioned from the doorway. The saloon is illuminated by two rows
of covered fluorescent light fixtures. A water-heating system is installed
beneath the seats.
The air-conditioning duct is mounted above the ceiling to improve the interior
appearance, and slit-shaped vents are employed for air distribution.
Each vehicle is equipped with a Japanese-style toilet constructed from
fibre-reinforced plastic, located immediately in front of the rear door.
The master controller employs a lateral-motion operating handle.
Mass-Production units
Background and overview
Based on the results of revenue-earning services operated by the pre-production
class Kiha100-0 sets, JR East developed the mass-production class Kiha110-0
DMU trains in 1991. Two vehicles were delivered to the Morioka Depot.
Car body
The vehicles have carbodies measuring 19,500 mm in length and 2,928 mm
in width, with a bogie centre distance of 13,800 mm. The body skin is fabricated
from 1.6-mm-thick steel plate, while the roof uses 1.2-mm plate. The floor
height is 1,175 mm, which is 100 mm lower than that of earlier DMU types.
The shoulders of the side structure, the underframe side beams, and the
corners of the end structures feature chamfered profiles. The gangwayed
cab incorporates a low-profile driver's cab, and the obstacle deflectors
beneath it are protected by chromium-plated pipes.
Two rectangular sealed-beam headlights are installed above the gangway
door, and rectangular taillights are mounted in the upper section behind
the windscreen. Destination rollsigns are installed above the driver's-side
windscreen and on the side walls.
Each vehicle is equipped with two 1,060-mm-wide automatic stepped sliding
plug doors located immediately behind the cabs, controlled by the PD-O2A
door operating system. The doors can also be operated manually using the
buttons installed beside them. The step height at the doorway is 1,036
mm. Fixed windows measuring 1,500 mm in width and employing laminated glass
are fitted between the doors. The dummy black window previously applied
to the side of the toilet compartment was omitted on production vehicles.
The vehicles are equipped with two outdoor units of the prime-mover-driven
AU26J-A air-conditioning system, rated at 15,500 kcal/h, mounted beneath
the floor. Two bus-type ventilation fans and two indoor air-conditioning
units are installed on the roof. The exhaust pipe of the prime mover is
located inside the cab.
Tight-lock couplers with automatic jumper couplers are fitted at both ends
to facilitate rapid coupling during rush-up operations. The livery consists
of a very pale green base with moss-green accents applied to the chamfered
areas.
ush-up operations. The livery consists of a very pale green base with moss-green
accents applied to the chamfered areas.
Bogies
The powered bogies are type DT58A, incorporating a revised gear ratio set
to 2.915 compared with the pre-production units, while the trailer bogies
are type TR242. Both bogie types feature bolster-less secondary air suspension,
a cone-shaped multilayer rubber-spring journal-support system, and a Watts-linkage
draw gear. They have a wheelbase of 2,100 mm and employ unit-assembled
single-tread brake rigging.
Powertrain and ancillary equipment
They are powered by a DMF14HZA prime mover manufactured by Cummins Inc,
with an output of 420 PS, equipped with an exhaust-gas-driven turbocharger
and an intercooler. The hydraulic transmission, designated as type DW14A-B,
features a three-element single-stage torque converter, a multi-plate wet
clutch, and a two-stage direct-coupled range. The prime mover and hydraulic
transmission are controlled by a programmable logic controller to reduce
the amount of control equipment and improve reliability.
The braking system is an electric-command pneumatic brake with a retarder.
When the retarder is no longer able to provide the specified braking force,
the pneumatic brake supplements it.
Accommodation
The interior is fitted with 2+2 abreast R55G bucket style reclining seats with a seating pitch of 940 mm between the doors, along with two transverse bucket style seating bays at the rear of the vehicle. The passenger saloon is partitioned from the doorway. The saloon is illuminated by two rows of covered fluorescent light fixtures. A water heating system is installed beneath the seats.
The air conditioning duct is mounted on the ceiling shoulders, with spot diffusers installed on the duct surface and above the side windows to ensure even airflow distribution.
Each vehicle is equipped with a Japanese style toilet constructed from fibre reinforced plastic, located immediately in front of the rear door. The master controller employs a lateral motion operating handle.
Operations
The pre-production units were delivered to the Morioka Depot in 1990 to
enter the "Rikuchu" express services linking Morioka with Kamaishi
and Miyako. One round trip of the "Rikuchu" express services
was reclassified as the "Hamayur" rapid service in 2001. Subsequently,
the units were completely withdrawn from the "Rikuchu" express
services and reassigned to the "Hamanasu" rapid services in 2002.
Four Class Kiha110-0 vehicles were reallocated to the Kogota Depot to operate
the "Minami-Sanriku" rapid services linking Sendai and Kesennuma
via the Tohoku, Ishinomaki, and Kesen lines. However, the "Minami-Sanriku"
rapid services were suspended and later discontinued after the Kesennuma
Line was destroyed, heavily damaged, and flooded by the 2011 Tohoku earthquake
and tsunami. As a result, the four vehicles allocated to the Kogota Depot
were returned to the Morioka Depot.
They are currently operated on the "Hamayuri" rapid services
linking Morioka and Kamaishi. |
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