East Japan Railway
Chuo Line 201 Series
H7 Series H7 Series H7 Series H7 Series H7 Series H7 Series ● Series 201 (Chuo Rapid Line, 10-car formation, car length 20 m)
The Series 201 was introduced in 1979 as a prototype and in 1981 as a mass-produced model. It was designed and manufactured as an “energy-saving train” that adopted the first armature chopper control system, DC DC direct-wound electric motor as the main electric motor, and regenerative braking. The trains were used on the Chuo Rapid Line, Ome Line, and Itsukaichi Line, but in 2006 they began to be replaced by E233 Series 0 trains, and by March 2008 all the trains had been retired.
On June 20, 2010, the H4 train was retired with the special train “Farewell Chuo Line 201 Series Last Run to Yamanashi and Shinshu (operated to Matsumoto Station in Nagano Prefecture),” and the H7 train was withdrawn completely on October 17, 2010, after the special train (departing from Toyota Station at 10:19 and arriving at Matsumoto Station at 12:30).
After unloading passengers at Matsumoto Station, the H7 train entered the Nagano General Rolling Stock Center for scrapping.
The upper photo (1) shows the Ome Line (H4 formation).
The upper photo (2), (3) and (4) show the Chuo Line (H7 formation). The lower photos (5), (6), (7) and (8) are the last H7 trains. (1)Ome Station [2008/10/20] (2)Near Nishi-Hachioji Station [2010/05/04] (3)Near Nishi-Hachioji Station [2010/05/21] (4)Near Nishi-Hachioji Station [2010/05/04] (5)Near Kokubunji Station [2010/09/13] (6)Near Nishiogikubo Station [2010/05/18] (7)Near Nakano Station [2010/09/13] (8)Nakano Station [2010/09/13]
Keiyo Line 201 Series
ケヨ51編成 ケヨ51編成 ケヨ53編成 ケヨ53編成
Keiyo 54 formation Keiyo 54 formation Keiyo 57 formation Keiyo K4 formation ● Series 201 (Keiyo Line, 10-car fixed formation, car length 20m)
Series 201 cars were transferred from the Chuo and Sobu Lines. 201 cars were painted blue from August 2000, and were replaced by Series E233-5000s, which were retired on June 20, 2011.
The (Kayo 51/54) + (K1/K4) formation was used for direct service on the Sotobo Line and Togane Line, where cars are divided. *Photographs (4) and (5) show the Keiyo 51 (6-car) Series 201 belonging to the Keiyo Sharyo Center during the return transportation of a Keiyo 51 formation (6-car), which was open to the public at the “Toyota Sharyo Center Chuo Line 201 Series Exhibition” as part of the “Farewell Chuo Line 201 Series Campaign Vol. 2” held by the JR East Hachioji Branch Office on August 22 (Sunday), 2010. It appears that the train is being evacuated at Nakano Station on the Chuo Line.
The route was Toyota → Nakano → Ochanomizu → Kinshicho → (rapid line) → Makuhari Rolling Stock Center → Soga → Keiyo Rolling Stock Center.
Photos (6), (7) and (8) were displayed at the Keiyo Rolling Stock Center Fair (October 2010).
*The official announcement by JR East Chiba Branch Office is here. Train history [Series 201 K4+54 (4-car + 6-car) 10-car 1 formation] March 1984 Built by Kawasaki Heavy Industries March 1984 Deployed at Nakano Train Depot March 1986 Deployed at Mitaka Train Depot (now Mitaka Rolling Stock Center) October 2000 Deployed at Keiyo Train Depot (now Keiyo Rolling Stock Center) June 20, 2011 Out of service and retired (1) Nakano Station [2010/08/23] (2)Nakano Station [2010/08/23] (3)Kasai Rinkai Koen Station [2010/11/28] (4)Keiyo Rolling Stock Center [2010/10/09] (5)Keiyo Rolling Stock Center [2010/10/09 Rinkai Park Station[2010/05/25] (8)Keiyo Rolling Stock Center[2010/10/09]
Keiyo Line Series 205-0
Series 205-0 (Keiyo Line, 10-car fixed formation, car length 20m)
This series was newly introduced in March 1990 when the Keiyo Line was extended and opened at Tokyo Station. The front of the first car has a different shape from the conventional type, and is commonly referred to as a “fairy tale face. The maximum operating speed of 110 km/h on the Uchibo and Sotobo Lines, which are directly connected to the new line, was supported.
The main controller was a resistive controller (series-parallel combination field additive excitation control), and an MT61 DC direct-wound motor (120kW) was installed as the main motor.
With the completion of the deployment of Series E233-5000, it was withdrawn from the Keiyo Line on July 6, 2011. (1)Shinkiba Station [2010/03/27] (2)Kasai Rinkai Koen Station [2010/05/25] (3)Kasai Rinkai Koen Station [2010/05/25] (4)Minami Funabashi Station [2010/10/09]
Keiyo Line 205 Series
Keiyo 22 formation Keiyo 24 formation Keiyo 25 formation Keiyo 26 formation ●205 Series (Keiyo Line, 10-car fixed formation, car length: 20 m)
Series 205 cars on the Keiyo Line were transferred from the Yamanote Line, the Chuo and Sobu Lines, and the Saikyo Line. The main controller is a CS57 type resistance control (series-parallel combination field additive excitation control) system, the main electric motor is an MT61 type DC direct current winding motor (120kW), the drive unit is a hollow shaft parallel cardan drive system with bolsterless bogies, and the braking system is an electric command type regenerative brake.
The Keyo 24, 26, and 27 trains of this series were the first mass-produced cars transferred from the Yamanote Line, and had double-hung passenger compartment side windows.
For service on the Uchibo and Sotobo Lines (including the service between Chiba Station and Soga Station), trains with a maximum operating speed of 110 km/h were used. (1)Minami Funabashi Station [2010/10/09] (2)Kasai Rinkai Koen Station [2011/06/10
Keiyo Line Series E331
The E331 Series was manufactured in March 2006 by Tokyu Car Corporation and Kawasaki Heavy Industries, Ltd. for seven of the 14 cars in the train. The length of the car is 16m for the first two cars and cars 7 and 8, and 13m for the remaining intermediate cars. This length is the same as that of a 20-meter class 10-car train. The 14-car train is a unit consisting of two 7-car articulated trains, each with three side doors per side. The main controller is a VVVF inverter control system using IGBT elements (Photo 5), and a direct-drive permanent magnet synchronous motor (DDM) is installed as the main electric motor.
Series E331-AK1 was out of service on the Keiyo Line since January 2011, and was sent to the Nagano General Rolling Stock Center on March 25, 2014. (1)-(8)Kaihin-Makuhari Station [2010/11/28].
Saikyo Line Series 205-0
Series 205-0 (Saikyo Line, Kawagoe Line, 10-car fixed formation, car length 20m)
The Saikyo Line Series 205 specification was newly manufactured and introduced between 1989 and 1990 to replace the 103 Series. The main controller is a resistance controller (series-parallel combination field additive excitation system), and the main motor is an MT61 DC direct-wound motor. The drive unit is a hollow shaft parallel cardan drive system.
Photo (1) shows a Series 205 10-car formation running on a single track section. On November 6, 2013, JR East announced that it would transfer the Series 205 cars used on the Saikyo Line, Kawagoe Line, and other lines to an Indonesian railroad operator. In addition to the transfer of 180 Series 205 rolling stock, more than 10 engineers from the Saikyo Line rolling stock maintenance center will be sent to Indonesia for a short period of time to provide technical support. The 205 Series was withdrawn from Saikyo Line service on February 28, 2014, following the completion of the deployment of the E233 Series 7000 Series. (1)Near Minamikoya Station [2010/04/14] (2)Kawagoe Train Center [2010/04/14] (3)Naka-Urawa Station [2011/06/22] (4)Near Ebisu Station [2011/07/12]
Yokohama Line Series 205-0
● Series 205-0 (Yokohama Line, 8-car fixed formation, car length 20m)
Series 205, which started operation in September 1988, was withdrawn from service on August 23, 2014. After retirement, some of the trains will be transferred to an Indonesian railroad operator for a fee.
The Yokohama Line was operated by an 8-car formation of Series 205-0 belonging to the Kamakura Rolling Stock Center. The main controller was a CS57 type resistance controller (series-parallel combination field additive excitation control), the main electric motor was an MT61 type DC direct current winding motor (120kW), the drive unit was a hollow shaft parallel cardan drive system with bolsterless bogies, and the brake system was an electric command type regenerative brake.
All of the trains, with the exception of one train formerly used on the Musashino Line, which was transferred from the Keiyo Rolling Stock Center in 2009, were equipped with 6-door cars and operated as rapid trains during the daytime. (1)JR East [2014/08/23] (2)Nagatsuta Station [2010/04/21] (3)Near Yokohama Station [2010/05/17] (4)Hachioji Station [2010/09/13]
Keihin Tohoku Line Series 209 (Kuha 901-1)
Series 209 KUHA901-1 (Keihin-Tohoku Line, Negishi Line, 10-car fixed formation, car length 20m)
The development concept of the Series 901 for the Keihin-Tohoku Line and Negishi Line was “half the weight, half the price, and half the service life. The Series 901 was developed in 1992 with the aim of reducing the price by half and the service life by half, without major disassembly and repair during the 13-year depreciation period (the period required by tax law).
The Series 901 was renamed Series 209-900 for mass production, and began commercial operation on May 7, 1992 on the Keihin-Tohoku Line and Negishi Line, with 78 10-car trains (780 cars) belonging to the Urawa Train Depot. The train was replaced by Series E233-1000 from December 2007 to the end of January 2010 due to the frequent breakdowns of the train and the difficulty of maintenance due to the discontinuation of the on-board equipment. (1)-(4)JR Tokyo General Rolling Stock Center [2011/08/27].
Joban Loop Line Series 203
Mat-53, Mat-53, Mat-54, Mat-54, Mat-63 ●Series 203-0/100 (Joban Loop Line, Tokyo Metro Chiyoda Line, 10-car fixed formation, car length 20m)
The Series 203 was introduced in 1982 to serve the Tokyo Metro Chiyoda Line. 170 cars (17 10-car trains) were manufactured, but only 2 trains (20 cars) were in operation at the beginning of September 2011 when they were about to be retired.
The control system is an armature chopper control system (weak field), and the main electric motor is an MT60 type DC direct current winding motor (150kW). The equipment is based on the 201 Series, and a lightweight all-aluminum alloy body is used.
This series began to be replaced by Series E233-2000 in FY2010, and was scrapped and transferred to KRL Jabotabek Railway in Indonesia on September 26, 2011, and was withdrawn from operation. (1)Kitakogane Station [2011/06/20] (2)Kanamachi Station [2011/03/28] (3)Kashiwa Station [2010/05/25
Series 253 (Narita Express)
Series 253 (Narita Express, 6-car fixed formation, 3-car additional formation, car length 20 m)
The Series 253 began commercial operation on March 19, 1991, as a dedicated train for the Narita Express, a limited express train service to Narita International Airport.
From 1990 to 2002, 111 cars were built by Tokyu Car Corporation and Kinki Sharyo over a five-round period, and in 1992, it received the Laurel Award from the Japan Railfan Club. The main controller is an armature chopper control system (field additive excitation control) based on the Series 251, and an MT61 DC direct-wound motor (120kW) is used as the main motor. The brake system uses an air brake with electric regenerative braking and shaft-by-shaft sliding re-adhesion control to achieve a maximum operating speed of 130 km/h.
The new E259 Series was introduced in October 2009 to replace the E259 Series, which was retired from the Narita Express Line on June 30, 2010.
The JR East Omiya branch announced that the renewed train would be used for the “Nikko-go/Kinugawa-go” limited express trains operated directly by JR East and Tobu Railway, and that it would be put into commercial operation in 2011. The train began commercial operation on April 16, 2011. All trains are 6-car formation of standard cars, and the main control system has been upgraded to VVVF inverter control system and renumbered as 1000 series. Please click here to see the operation. (1)Shinagawa Station [2010/05/10] (2)Near Higashi-Kanagawa Station [2010/05/16] (3)Near Tsurumi Station [2010/05/21] (4)Near Tsurumi Station [2010/05/17]
Series 189 (Ayano)
Series 189 (6-car fixed formation, car length 20m)
The “Nikko” and “Kinugawa” expresses directly operated by JR and Tobu were Series 485, while Series 189 was used for temporary trains to/from Yokohama and Hachioji Stations and as spare cars. Tobu ATS, train radio, etc. were installed. Other modifications included special Nikko-inspired paint job, interior trim, and reupholstering of seat moccasins. After the remodeling, it was assigned to the Oyama Train Depot (currently Oyama Rolling Stock Center), and in March 2006, it was transferred to the Omiya General Rolling Stock Center, Rolling Stock Inspection Department, Higashinomiya Center.
It started operation on March 18, 2006 with a new connecting line with the Tobu Nikko Line at Kurihashi Station on the JR Utsunomiya Line. 4 round trips are made per day, 2 by JR cars (485 Series) and 2 by Tobu Railway Spacia cars. The route goes from JR Shinjuku Station or JR Yokohama/Hachioji Station (Series 189) to Tobu Nikko/Kinugawa Onsen Station via the connecting line at Kurihashi Station on the JR Utsunomiya Line.
On June 27, Series 189 OM201 “Ayano” belonging to Omiya General Rolling Stock Center was sent back to Nagano General Rolling Stock Center. The official announcement at the time of the start of operation is here. (1)-(4)Inside Omiya Station [2011/06/22]
Series 211-2000 (Tokaido Line, 10-car train, 5 additional cars, 20m long)
Series 211 was introduced in 1985. It was originally designed and manufactured by Japan National Railways (JNR). This series is a full model change from Series 111, 113, and 115, and is equipped with lightweight stainless steel car bodies, bolsterless bogies with simple structures, armature chopper controllers (field-added excitation), DC DC direct-wound motors, highly responsive electric command brakes, simple monitoring devices, and other features designed to “save energy” and “reduce maintenance costs. The train is now equipped with a field-added excitation motor, DC DC direct-wound motor, highly responsive electric-command brakes, and a simple monitoring system. At the end of April 2012, this train series left the Tokaido Line and was replaced by the E233-3000 series. (1)Tamachi Station [2011/09/12] (2)Tamachi Station [2011/09/12] (3)Tamachi Station [2011/09/12] (4)Shinkoyasu Station [2010/05/16]
Series 115 (Nagano Color/Yokosuka Color)
Series 115 (Chuo Main Line, Nagano color, 6-car train, 20m long)
The Series 115 was designed by the Japanese National Railways for operation in cold regions and on steep gradient lines. Production of the Series 115 began in 1963, and nearly 2,000 cars were built over a long period of time until 1983, with many improvements made. The MT54 DC direct-wound motor with a rated output of 120 kW is installed as the main electric motor, and a CS15A type resistance controller (series-parallel combination, weak field) with a notch return mechanism (*) is used for operation on gradient sections. The brake system is an electromagnetic direct-acting brake with a generator brake (with a speed reducing brake) for descending at a constant speed on a downhill grade.
Photo (1) shows a regular train running between Takao and Kofu Stations on the Chuo Main Line, painted in Nagano color.
The C1 train belonging to the Nagano General Rolling Stock Center ended regular service on October 28, 2015. Series 115 (Chuo Main Line, Yokosuka color, 6-car formation)
The Series 115 belonging to the Toyota Sharyo Center is painted in the Yokosuka Color.
Photo (4) shows a regular train running between Tachikawa-Ohtsuki-Kofu-Kobuchizawa stations.
The notch reversing mechanism is a function that can lower the notch = control stage in the manual stage, and this mechanism is available in the 3rd to 5th notches of the power train notch and in the speed suppression notch.
This series of trains was discontinued on the Chuo Line by January 2015, and seems to have been scrapped. (1)Near Takao Station [2010/03/11] (2)Takao Station [2010/05/21] (3)Otsuki Station [2010/04/26] (4)Takao Station [2010/05/21] (5)Toyota Sharyo Center [2014/11/8]
The Series 189 began production in 1972 by Japan National Railways and was awarded the Blue Ribbon Prize by the Japan Railfan Club in 1973. The main electric motor is an MT54 DC direct-wound motor (120kW), the main controller is a CS15 type resistance controller (series-parallel combination weak field), the brake system is a direct electromagnetic brake with generator brake and grade-restraining brake, and the drive system is a hollow shaft parallel cardan drive system (DT32 and TR69 series The driving unit is a hollow shaft parallel cardan drive system (DT32 and TR69 series) with an in-direct mounting system air spring bogie. Manufactured by Nippon Sharyo Mfg. and Kawasaki Heavy Industries.
The six-car Series 189 (M50 formation) of the “Old Azusa Color” Holiday Rapid Kawaguchiko No. shown in photos (1) and (2) are at the Toyota Sharyo Center. Photos (3) and (4) show the “Holiday Rapid Kawaguchiko No. 4” trains belonging to Tamachi Rolling Stock Center and running on the Fujikyuko Line between Kawaguchiko and Otsuki Stations, and from Otsuki Station on the Chuo Line, entering the Musashino Freight Line (between Kunitachi and Shin Kodaira Stations) at Kunitachi Station and running on the Musashino Line to Kita Asaka Station, entering the Tohoku Freight Line and operating to Omiya Station.
All JR East Series 189s are scheduled to leave service in April 2018.
Series 485 (Joyful Train)
New Nanohana (Series 485 modified, 6-car train, 20m long)
The “New Nanohana”, which began commercial operation on February 1, 1998, is a joy train converted from a Series 485 train. It is a 6-car formation with the lead car being a Kuro 484 and a Kuro 485, and the middle car being a Moro 484 and a Moro 485, and belongs to the Makuhari Rolling Stock Center. (1)(2)Takao Station[2010/05/21] (1)Kofu Station[2010/04/26] (2)Nishiogikubo Station[2010/11/30] (3)Hachioji Station[2010/07/03
Series E351 (Chuo Main Line, 8-car train + 4 additional cars, 20m in length)
Series E351 was manufactured by Nippon Sharyo Mfg. and Hitachi, Ltd. and started commercial operation as limited express Azusa on December 23, 1993.
This is the first train in the East Japan Railway Company to be given the “E” in its name.
The control system is a VVVF inverter control system (GTO thyristor elements in the first mass-produced cars and IGBT elements in the mass-produced cars), and the train output is 3,600 kW (at MT ratio of 6M6T) with a cage-type 3-phase AC induction motor as the main electric motor. This train series uses a controlled natural pendulum system to increase speed on curved sections (between Hachioji and Shinano-Omachi Station on the Oito Line), and connects Shinjuku and Matsumoto Stations in 2 hours and 25 minutes (Limited Express Super Azusa). (1)Near Hachioji Station [2010/05/04] (2)Takao Station [2010/05/21] (3)Nishiogikubo Station [2010/05/18] (4)Near Nakano Station [2010/09/13]
Series 205-1200 (Nambu Line, 6-car fixed formation, car length 20m)
Series 205 began replacing Series 103 in 1989 and completed its deployment in January 1991. The Series 205 was originally manufactured by Japan National Railways (JNR), and after privatization, it was continued to be manufactured by JR East and JR West.
The main controller is a CS57 type resistance controller (series-parallel combined field additive excitation control), the main electric motor is an MT61 type DC direct current winding motor (120kW), the drive unit is a hollow shaft parallel cardan drive system with bolsterless bogies, and the braking system is an electric command type regenerative brake. The train has been in operation since April 9, 2011. This train was taken out of service on the Nambu Line in January 2016. (1)Near Noborito Station [2010/11/05] (2)At Yamata Station [2010/05/16] (3)Near Noborito Station [2010/11/05] (4)At Musashi Nakahara Station [2011/07/10]
Series 209 (Nambu Line, 6-car fixed formation, car length 20m)
The Series 209, which has been deployed on the Nambu Line since April 1993, uses a VVVF inverter control system with GTO thyristor elements manufactured by Mitsubishi Electric Corporation and an MT68 cage-type three-phase AC induction motor (95Kw) as the main electric motor. The AC induction motor used with the VVVF inverter has an output equivalent to 150 kW of DC motor equivalent, assuming overload use. The train MT ratio is 4M2T. The reason why the MT ratio of this train is higher than that of other trains is that the VVVF inverter is set differently.