Background and overview
JR Shikoku upgraded its infrastructure by introducing heavier rails and concrete sleepers to remain competitive against the expanding expressway network. In parallel, the company developed a prototype intercity diesel‑hydraulic multiple unit, the 2000 series branded TSE (Trans‑Shikoku Experimental), in 1989. The train incorporated the controlled‑pendulum tilting system (CPS) and high‑output prime movers to increase running speeds on curves and gradients.
A three‑car pre‑production set, comprising two end cars and one intermediate car, was delivered to the Takamatsu Depot in 1989. The Class 2000 end car on the Kōchi side features a streamlined, non‑gangwayed cab, while the Class 2100 end car is flat‑fronted and gangwayed.
Car body
The car bodies of the 2000 series measure 20,800 mm in length and 2,839 mm in width, with a bogie centre distance of 14,400 mm. The floor height is set at 1,105 mm to lower the vehicle’s centre of gravity and eliminate the level difference between the platform and the floor, thereby improving accessibility. The structure is primarily composed of stainless steel, while the bolster beams, the end sections of the centre sill, and selected cross beams are fabricated from weather resistant steel plate (Steel Plate Atmospheric). To accommodate 5 degrees of tilting, the side structures are narrowed upward and downward and incorporate curved roof shoulders with a radius of 350 mm to ensure the cross-sectional profile remains within the loading gauge.
The exterior features unpainted bead-stiffened stainless-steel panels, 1.2 mm thick, with a light blue waistline band running below the windows along each car. Side doors are finished entirely in light blue.
Two types of end cars are provided: the Class 2000, which is streamlined and non-gangwayed, and the Class 2100, which is flat-fronted and gangwayed.
The non-gangwayed end car is fitted with a wide curved windscreen to provide a commanding forward view. The cab end below the windscreen is finished in black. Exterior lighting consists of two horizontally arranged rectangular sealed-beam headlights positioned below the windscreen and two externally mounted LED tail lamps.
The gangwayed end car is equipped with a central double-leaf plug door for the gangway connection, flanked by flat windscreens. Its lighting equipment consists of two rectangular sealed-beam headlights arranged on either side of the gangway door, with rectangular LED tail lamps mounted externally.
The vehicles are equipped with 810-mm-wide sliding plug doors that provide airtight sealing at both ends. Side windows are 1,560-mm-wide double-glazed units aligned with two-seat bays. A three-colour LED destination indicator is mounted on each side panel of the end cars.
Climate control is provided by two outdoor units of the prime-mover-driven AU26 air-conditioning system, each rated at 16,000 kcal/h and mounted beneath the floor, together with two indoor units installed on the roof. Three electric fans within the system supply fresh air into the passenger saloon, eliminating the need for roof mounted ventilators.
Exhaust pipes for the prime mover are routed inside the body side walls at each end of the vehicle, except for one exhaust pipe located immediately behind the cab.
The vehicles are equipped with tight-lock automatic couplers.
Bogies
The S DT56 bogies feature single axle drive and employ bolsterless secondary air suspension, rolled rubber spring journal supports, a single link traction device, and yaw dampers to ensure stable ride characteristics at speeds up to 120 km/h. To lower the centre of gravity, the wheel diameter is reduced to 810 mm.
The tilting mechanism combines a pneumatic cylinder, which suppresses abrupt tilting, with a roller tilting system enabling up to 5 degrees of tilt. This controlled passive tilting system allows curve negotiation at speeds approximately 30 km/h higher than conventional speed limits. The roller tilting mechanism is enclosed in a dustproof cover.
The controlled pendulum tilting system calculates the train’s running position using signals from speed generators mounted on the trailing wheels and corrects this position based on data from the onboard ATS signalling system. It then outputs commands for tilt initiation timing and tilt angle, determined by the location of the upcoming curve and the current travel speed.
The bogies are equipped with double tread brake rigging using high adhesion alloy cast iron brake shoes.
Powertrain and ancillary equipment
The vehicles are powered by two four‑cycle, straight‑six diesel prime movers (type SA6D125‑H), each rated at 330 PS. These engines are equipped with an exhaust‑gas‑driven turbocharger and an intercooler to enhance output and thermal efficiency.
The hydraulic transmission system, designated type TACN‑22‑160, features a three‑element single‑stage torque converter, a multi‑plate wet clutch, and a two‑range direct‑coupled drive. Both the prime movers and the hydraulic transmissions are controlled by a programmable logic controller (PLC), which reduces the complexity of the control equipment and improves system reliability.
An electrically commanded pneumatic braking system is employed, incorporating both engine braking and Jake braking. When engine or Jake braking alone cannot provide the required braking force, the pneumatic brake system automatically supplements it.
Accommodation
Seating accommodation consists of 2+2 abreast adjustable reclining seats with a pitch of 980 mm. The Class 2100 vehicle includes a sofa area toward the rear of the passenger saloon. Sliding curtains are fitted to the side windows.
The air conditioning ductwork is installed above the ceiling to maintain a clean interior profile, with slit type vents providing evenly distributed airflow. A spot diffuser is installed above each seat, and electric warm air heaters are mounted beneath the seating.
A television monitor is mounted inside the rear wall of the passenger saloon, providing karaoke entertainment in addition to a commanding forward view. The door between the vestibule and the passenger saloon is automatic and activated by a photo sensor. An LED passenger information display is mounted above this door.
The Class 2000 and Class 2100 end cars are equipped with Japanese style toilets constructed from fibre reinforced plastic, incorporating chemical holding tank systems and washstands located at the rear. The Class 2200 intermediate car is also fitted with a conductor’s room at the rear end, as well as a catering room and a payphone booth located immediately forward of the rear door.
Modifications
Modification to full production standard
The set was modified to full production standard at Fuji Heavy Industries in November 1990 to enable operation alongside the mass production units. The front couplers of the end cars were replaced with tight lock couplers incorporating automatic jumper couplers. The remaining couplers were also replaced with tight lock couplers at a later date.
The audio and video equipment, as well as the sofa area, were removed, and additional seating was installed. Furthermore, the gangway door of the Class 2100 end car was replaced with a single leaf door, which was subsequently sealed with a cover plate.
Operations
The pre production set of the 2000 series underwent extensive testing between
February and March 1989 to verify its designed performance and to provide
operational training. The set subsequently entered extra Nampu and Shimanto intercity services in March 1989.
After being modified to full production standard, the set operated on Shiokaze intercity services as an add on set. When the 2000 series units assigned
to Shiokaze services were replaced by 8000 series EMUs, the pre production set was reassigned to Ashizuri and Shimanto intercity services alongside the full production 2000 series sets. It
later also entered Uwakai intercity services.
The set was eventually withdrawn from service in 2019, with all vehicles scrapped except for the preserved end cars. |
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