User:MiasmaEternal/KiHa 80 series

The KiHa 80 series was a diesel multiple unit which was operated on express services from 1960 to 2002, under Japan National Railways and later under JR Hokkaido and JR Central. Two variants were initially built - the KiHa 81 series specifically for Hatsukari services in 1960, and the KiHa 82 series  for other services was built from 1961 to 1967.

Later, three resort trains were built based on the series - two KiHa 84 series trains (the Furano Express and Tomamu Sahoro Express) and one remodelled KiHa 82 train (the Resort Liner). All cars would be scrapped by March 2009.

Background
Prior to 1958, limited express services only ran on the Tōkaidō and San'yō Main Lines and part of the Kagoshima Main Line. This was due to several reasons, one being that demand for express services in rural areas was low due to most of the population already residing on the Tokaido Main Line. Another reason was due to lack of electrification in many areas - only the Tōkaidō, Takasaki and Jōetsu lines were electrified by 1956, necessitating the use of steam locomotives on most lines.

Unlike in other countries, steam locomotives were used widely in Japan, reaching a peak of 5,958 in 1946. Whilst necessary due to the damage brought on by the Second World War, there were disadvantages - when changing directions, steam locomotives would need to be shunted, possibly resulting in delays. Furthermore, due to the narrow-gauge railways in Japan (especially that between Tokyo and Osaka), it was considered inferior to multiple motor cars joined together.

1958–1960: Development, promotion and start of services
In late 1958, the first meeting of the Asian Railways Conference was held in Tokyo, and a decision was made to develop diesel cars to replace the steam-operated Hatsukari services. In early 1960, the new cars were scheduled to start service in December of that year.

On September 15, 1960, a promotional film using a KiHa 81 series set was filmed on the Kawagoe Line, which was followed by filming on the Jōban Line and the Tōhoku Main Line between 18 and 23 September. On October 14, a special train carrying the participants of that year's Asian Railways Conference made a round trip between Tokyo and Nikkō.

The remaining 17 KiHa 81 series cars were inaugurated between 31 October and 18 November 1960 and entered service on the Hatsukari service on December 10.

1961–1972: Expansion of services, and mechanical problems
In the, the number of daily limited express services was increased from 9 to 26; to meet that demand, 7 cars would be allocated to Hibari services in April 1962. These cars, along with a further 127 cars (15 of which were allocated to the Hakodate depot), were KiHa 82 series cars. They would be allocated to the following services:


 * Ōzora (Hakodate to Asahikawa - one return working daily)
 * Hakuchō (Osaka to Aomori via Ueno - one return working daily)
 * Hibari (Ueno to Sendai - one return working daily)
 * Tsubasa (Ueno to Akita - one return working daily)
 * Matsukaze (Kyoto to Matsue - one return working daily)
 * Kamome (Kyoto to Miyazaki via Nagasaki - one return working daily)
 * Midori (Osaka to Hakata - one return working daily)
 * Heiwa (Osaka to Hiroshima - one return working daily)

However, some mechanical problems would become apparent - on the first day of the timetable revision, one Matsukaze service departed 40 minutes late as Kiha 82-40 had to undertake repairs at Fukuchiyama due to axle overheating, and dining service in the KiShi 80 car was suspended due to the resulting lack of power supply. On the return trip, the KiHa 82-27 car was switched to face towards Kyoto, and the KiHa 28-7 car was assigned to the rear of the train - it would be exchanged with the KiHa 82-40 car at Toyooka.

Shuichiro Yamanouchi, the JNR district manager for Mukōmachi, would describe in his book If There Was No Shinkansen... (新幹線がなかったら) how he used spare cars (which were intended for Midori services) for spare parts in event of any problems, and to make up for a shortage of such parts.

Between 1964 and 1972, these services would start using the KiHa 82 series sets:


 * Ōtori (Hakodate to Abashiri and Kushiro - one return working daily)
 * Hokuto (Hakodate to Sapporo and Asahikawa - one return working daily)

Kuroshio, Hida and Nanki services
In the October 1, 1976 timetable revision, 12 extra cars from the KiHa 181 series of "Oki" trains were transferred from Mukaikamachi Depot, and two round trips of "Hida" trains were added between Nagoya and Takayama [61], and the number of cars was reduced to seven.

In the October 2, 1978 timetable revision, 36 surplus cars were transferred from Wakayama Locomotive Works [Note 104], as "Kuroshio" trains were replaced by 381 series trains due to the electrification of Shingu Station on the Kise Main Line, and the trains were split at the same station. Three round-trip "Nanki" trains were used between Nagoya and Kii-Katsuura, which was a non-electrified section. The number of "Hida" trains was increased by one to four [62].

In 1982, nine surplus cars were transferred from Mukojima and five old cars were scrapped. In 1982, nine surplus cars were transferred from Mukaikamachi, and five old cars were scrapped, and on November 15 of the same year, the timetable was revised to six-car trains.

In the March 14, 1985 timetable revision, the "Hida" trains were changed from one round trip to/from Kanazawa to one round trip to/from Hida Furukawa [Note 107], and the "Nanki" trains were shortened to four-car trains [48]. At the time of privatization on April 1, 1987, 50 cars were transferred to the Central Japan Railway Company (JR Tokai), which continued to operate four "Hida" round trips and five "Nanki" round trips [Note 109]. (Note 109).

Oyodo and Nichirin services
In the April 25, 1974 timetable revision, due to the electrification of Minami-Miyazaki on the Nippo Main Line, the composition of the basic formation was changed to 7 cars with only seating cars, excluding the dining car, while the basic formation was changed from 2 to 3 cars due to the setting of the "OYODO" via the Kagoshima Main Line, Hisatsu Line, and Yoshito Line between Hakata and Miyazaki, which is a common operation. The number of trains was changed from two to three, and the additional trains were cancelled. In October 1978, the six-car train was replaced with a three-car train.

In October 1978, six of the cars were scrapped, but seven cars were transferred from Wakayama locomotive district to replace them. After the full electrification of the Nippo Main Line in April 1979, one round trip of the "Nichirin" train remained in this series for common operation, but Kiha80 901 was scrapped on December 8 of the same year. However, Kiha80 901 was scrapped on December 8 of the same year. The following year, on October 1, 1980, when the timetable was revised, all the "Nichirin" trains were converted to electric trains, and the "Oyodo" trains, which no longer entered and exited from the Kagoshima Operation Center, were scrapped [Note 127]. As a result of the loss of regular operations, 16 cars were transferred to Nagoya Engine Depot by December of the same year, and 11 cars were scrapped between March and November 1981.

JR Central
From 1987 until 1994, KiHa 80 series sets would be used for the Suzuka F1 temporary service that ran directly from Nagoya to Suzuka Circuit Inō on the Ise Line during the Japanese Grand Prix, and to transport spectators to night games held at the Nagoya Stadium via the Nagoya Port Line.

By 1994, 22 cars were still in service. Some of these cars were used on special farewell services - the Memorial Hida event train on October 25 of the same year, the Gotemba Line 60th Anniversary temporary rapid train between Shizuoka and Gotemba on November 27, and on December 11, the Hida special train on the Takayama Main Line. On January 21, 1995, its final service - the Memorial Nanki - was operated. The nine regular cars and three Resort Liner cars that were registered at that time were scrapped during the same year, with the exception of KiHa 82-73, 105, KiHa 80-60, and KiHa 80-99.

JR Hokkaidō
The train has been stationed in Nagoya since the JNR era. In 1988, it was converted into a "resort liner" at the Nagoya plant using Kiha 82 99 and Kiha 80 96 as the seed cars after Kilo 80 57 was returned to service. In 1988, Kilo 80 57 was returned to service, and Kiha 82 99 and Kiha 80 96 were converted to "Resort Liner" at the Nagoya Works[24]. In addition, a total of 51 spare cars (1 Kiha 82, 10 Kiha 80, and 1 Kilo 80) were deployed.

Some of the Kiha80s and Kiro80s were remodeled to have large emergency exit windows, and the emergency exit windows were integrated with the adjacent small normal windows. With the exception of the discontinued "Homeliner Mie", these trains were replaced by the Kiha 85 series, and the scrapping of old trains began.

At this point, there were 22 general cars in the fleet, and while scrapping excess old cars, they were used for the "Memorial Hida-go" event train on October 25 of the same year to commemorate the 60th anniversary of the Takayama Line, for the "60th Anniversary of the Gotemba Line" temporary rapid train between Shizuoka and Gotemba on November 27, and for the "60th Anniversary of the Mino Line" on December 11 to commemorate the 60th anniversary of the Takayama Line. On December 11, it was used in the "Memorial 6040 Hida-go" to commemorate the 60th anniversary of the Takayama Line and the 40th anniversary of Minokamo City, and on January 21, 1995, it was used in the "Memorial Nanki" on the Kise Main Line. The nine regular cars and three "Resort Liner" cars that were registered at this time were scrapped during the same year, except for Kiha 82 73, 105, Kiro 80 60, and Kiha 80 99, which were intended for preservation.

The cars intended for preservation were kept in the Minotaota railroad depot with their registration in Nagoya, but Kiha80 99 was scrapped on March 31, 2008, and the remaining cars on March 31, 2009. However, Kiha80 99 was scrapped on March 31, 2008, and the remaining cars were scrapped on March 31, 2009. As a result, this series was discontinued, but only Kiha82 73 was preserved at the Linear and Railroad Museum, which opened in March 2011.

KiHa 81 series
In 1960, two nine-car sets (along with eight extra cars) of what would be known as the KiHa 81 series were manufactured - these trains were also named the Hatsukari after the services they were introduced on. In 1961, these sets would receive the fourth Blue Ribbon Award from the Japan Railfan Club.

Between 1968 and 1970, six of these cars (three KiRo 80 and three KiSaShi 80 cars) were refurbished into -900 series cars. These cars would eventually be scrapped by 1982, whilst the rest of the cars would be scrapped by 1983.


 * KiHa 81 (1 - 6)
 * A driving car with a capacity of 40 passengers, it was equipped with both an engine and a power generator. It was modeled on the 151 series trains, but with a few differences - the cab was set lower, and the car had increased width. Most of the hood was used to house the engine, and a wide opening structure was adopted for maintenance purposes. Six cars were built.


 * KiHa 80 (1 - 12)
 * An intermediate car equipped with two running engines, it had a capacity of 72 passengers. Unlike the KiHa 81 driving car, which differed between the KiHa 81 and KiHa 82 sets, the KiHa 80 cars remained consistent in design. 12 cars were built - 10 of these would be in service until 1983, whilst the remaining two were scrapped in 1977.


 * KiRo 80 (1 - 5)
 * An intermediate first-class car equipped with two engines, it had a capacity of 48 passengers. It was also equipped with a bathroom at both the front and the rear of the carriage. Initially, the sets made use of a radio antenna on the roof to provide in-seat radio, but it was removed due to difficulties with maintenance. Five cars were built - three were later converted to regular cars (1 and 5 were remodeled into KiHa 82-900 series lead cars, and 2 was remodeled into a KiRo 80-900 series car), whilst the remaining two were scrapped by 1977.


 * KiSaShi 80 (1 - 3)
 * A dining car equipped with an engine, it had a capacity of 40 passengers. A train position indicator, which was also installed on Series 151 trains, was installed here. Later, all three cars were equipped with running engines and remodeled to KiShi 80-900 series cars.

KiHa 82 series
At the end of 1960, JNR started work on a redesign of the KiHa 81 series, with was focused on fixing the set's flaws and finding possible improvements. The KiHa 82 series, which included newly designed lead and intermediate cars, was manufactured after 1961.


 * KiHa 82 (1 - 110)
 * A lead power car equipped with a gangway, it had a capacity of 52 passengers, which was 12 more than the KiHa 81 lead car. This was the result of design improvements, which included the removal of the hood, along with adopting a walk-through cab. Other improvements included an addition of a toilet and washroom, alongside an enlarged cabin. 110 cars were built between 1961 and 1967.


 * KiHa 80 (13 - 166)
 * These cars differed from those built in 1960 in that the bogies were changed and heat shielding was installed around the engine and exhaust. 154 cars were built between 1961 and 1967.


 * KiRo 80 (6 - 62)
 * In addition to the bogie and engine changes like that on the KiHa 80 cars, the seat radio was eliminated due to poor reception in rural areas, alongside the difficulties of cleaning the earphones. A water tank was installed on the roof due to the addition of two bathrooms. As the formation for the Ōzora service in 1961 did not connect these cars to the dining car, all cars from 43 onwards added a bridge between carriages, and all other cars were modified in the same way. In addition, all cars from 48 onwards had a changed bogie. 57 cars were manufactured between 1961 and 1967.


 * KiShi 80 (1 - 37)
 * It is almost similar to the 151, 481 and 489 series dining cars, but with a few differences - the water tank is mounted on the floor, reducing the capacity to 32 passengers. In addition, the number of windows in the dining room and kitchen aisles was reduced by one block each, and the men's restroom and the doors for business use, were installed closer to the center of the car. Initially, a carriage position indicator was installed on these cars, but these were removed when the cars were transferred to other lines. The last car (37) had larger windows in the dining room and Venetian blinds. Furthermore, an additional engine was installed. 37 cars were built between 1961 and 1967 - cars 29 (which would be converted to a -500 series car for the Tomamu Sahoro Express in 1988), 36 and 37 would be transferred to JR Hokkaido in 1987, whilst the cars which were operating on and Okhotsk services were replaced by KiHa 183 series sets in October 1986. All cars were scrapped by June 6, 2007.

Joyful Trains
In the 1980s, a number of Joyful Trains were built, which included the Furano Express and the Tomamu Sahoro Express, which were both converted and owned by JR Hokkaido, and the Resort Liner, which was converted and owned by JR Central.

Furano Express (KiHa 84 series)
Due to the popularity of the Alpha Continental Express, which was a modified KiHa 56 series car that entered service in 1985, the Furano area, which was attracting attention as a tourist destination, a set that offered high-quality service and improved ride comfort and speed. The set won the 30th Blue Ribbon Award in 1987.

From June to October 1987, as part of a collaboration with All Nippon Airways, the front destination board was changed to ANA, the train was reliveried with a band that had two shades of blue (which was similar to that on ANA aircraft), and the train's name was changed to the ANA Big Sneaker Train.

The KiHa 184-11 car was added to make the set a 5-car formation in January 1990 - modifications included a new control circuit, new hood height, and new exterior paint color. The car was removed from the formation later that year and restored to its usual configuration, and would be eventually scrapped in March 1994 due to damage sustained in an accident on an Ōzora service in February that year. The set was withdrawn after the Last Run Furano service on November 1, 1998, and scrapped on September 27, 2004.


 * KiHa 84 (1 - 2)
 * An end power car equipped with two engines, it had a raised section of seats for an observation deck, alongside a non-raised general section. The circuit voltage was lowered from 100V AC to 24V DC to enable joint working with KiHa 183 series trains. Two cars were rebuilt from the KiHa 80-164 and 80-165 cars in December 1986.


 * KiHa 83 (1)
 * An intermediate power car equipped with one engine, it had an observation deck. One car was rebuilt from KiHa 82-109 in December 1986.


 * KiHa 80-500 (1)
 * An intermediate power car equipped with two engines, it had a lounge. It was rebuilt from KiHa 82-110 and came into service in May 1987.

Tomamu Sahoro Express (KiHa 84-100 series)
Three cars (KiHa 84-101, KiHa 83-101 and KiHa 83-102) were completed on December 10, 1987, and in 1988, two further cars (KiHa 83-102 and KiShi 80-501) were added to the set, and it was converted to a five car formation - it began operating as a three-car set between Sapporo and Tomamu on December 27, 1987, immediately after its completion. In some seasons, it was operated as the Lavender Express to complement the Furano Express.

As part of an 1989 event in Shikoku called the Joyful Train Gathering of Six JR Companies, the train ran between Takamatsu and Matsuyama (where it was put on temporary display) on November 4, and on November 5, it ran between Matsuyama and Tadotsu. It returned to Hokkaido via the Tokaido and Tohoku Main Lines from November 6 to 10 under locomotive power from Tadotsu.

In 1999, the train was converted from Seasun to Mount Lake Onuma based in Hakodate, and to Night Cruise Ryobi, which travelled via the former Esashi Line. It was restored to the Tomamu Sahoro Express paint scheme after these services ended in August 2002, and was used on weekend services from September 14 to October 14 of the same year. After that, the cars were withdrawn, and were eventually scrapped in 2004 (with the exception of KiShi 80-501, which would be scrapped in 2007).

Resort Liner (KiRo 82-800 series)
This 3-car train was completed on July 29, 1988 and began commercial operation on August 16, 1988. Unlike the other joyful trains based on this series, they were to be used for special trains and group trains that were scheduled on a case-by-case basis. In addition, some of the trains were operated in conjunction with express trains of the KiHa 58 and KiHa 65 series - for this reason, the jumper couplers for the control circuits were replaced. The cars would eventually be scrapped in 1995.


 * KiRo 82-800 (1)
 * A front power car which was converted from the KiHa 82-99 car, it had a capacity of 24 passengers - it was equipped with four private rooms that could seat six people each, along with a lounge that had a microwave and refrigerator.


 * KiRo 80-700 (1)
 * An intermediate car which was converted from the KiRo 80-57 car, it could accommodate 44 passengers - it was equipped with a stage alongside four rows of reclining seats in front and behind it, along with an audiovisual system and monitors.


 * KiRo 80-800 (1)
 * An end power car which was converted from the KiHa 80-96 car, it could accommodate 44 passengers - the front half of the car is a high-decker section with seats that had inbuilt TVs, whilst the back half had six private rooms that could seat four people each. It also had a bathroom, along with a luggage storage area.

Preserved cars

 * KiHa 81-3
 * From 1980 to April 2014, it was preserved and exhibited at the Museum of Transport Science in Osaka, before being moved to the Kyoto Railway Museum. The original KiHa 81-3 car was built by Teikoku Sharyo, but the car on display was built by Kinki Sharyo. The front name plate is not attached as before, and the word "Kuroshio" is painted directly on the plate.