KiHa 80 series
The KiHa 80 series was a diesel multiple unit type that 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 to replace the then steam-operated Hatsukari services in 1960, and the KiHa 82 series for other services from 1961 to 1967; the KiHa 81 series sets would receive the fourth Blue Ribbon Award for outstanding design from the.
By early 1960, the new cars were scheduled to start service in December of that year. After a promotional film of the KiHa 81 series was shot between September 15–23, 1960, and a demonstration was given to the participants of the 1960 Asian Railways Conference on October 14, the sets began operating Hatsukari services as planned on December 10.
In the late 1980s, three resort trains were built based on the series: two KiHa 84 series trains and one remodeled KiHa 82 train. The Furano Express would be reliveried from June to October 1987 as part of a promotion with All Nippon Airways, and win the 30th Blue Ribbon Award in the same year; the Tomamu Sahoro Express set would participate in a Shikoku event showcasing the trains of all JR Group companies in 1989.
By the time of its retirement in 2002, it had been superseded by various multiple units such as the KiHa 183, KiHa 181, and 485 series. Most cars were scrapped by 2009, but some were preserved, including a KiHa 81 lead car at the Kyoto Railway Museum, and a KiHa 82 lead car on the.
Background
After World War II, limited express services used only the Tōkaidō and San'yō Main Lines and part of the Kagoshima Main Line. This was due to low demand for express services in rural areas due to most of the population already residing on the Tōkaidō Main Line, as well as 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.Steam locomotives were used widely in Japan during the mid-20th century, reaching a peak of 5,958 in 1946. Whilst necessary due to its significant role in transporting freight, there were disadvantages: when changing directions at terminal stations, steam locomotives would need to be shunted. Furthermore, due to the railway standards in Japan, they were considered inferior to trains with multiple motor cars.
History
1958–1960: Development, promotion and start of 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 September 18 and 23. 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 October 31 and November 18, 1960, and started on the Hatsukari service on December 10.
File:KiHa 81 Hatsukari Ueno.jpg|thumb|KiHa 81 series set arriving at Ueno in Tokyo on a Hatsukari service, 1961
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, were KiHa 82 series cars. They would be allocated to the following services:
- Ōzora
- Hakuchō 2=白鳥
- Hibari
- Tsubasa
- Matsukaze
- Kamome
- Midori
- Heiwa
Shuichiro Yamanouchi, the JNR district manager for Mukōmachi, would describe in his book If There Was No Shinkansen... how he used spare cars 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:
- Hokuto 2=北斗
- Hokkai 2=北海
1972–1987: Pre-JNR privatization, and gradual replacement
''Kuroshio, Hida'' and ''Nanki'' services
In the October 1, 1976 timetable revision, 12 surplus cars were transferred from Mukaikamachi Depot, and two Hida return workings using KiHa 82 series cars were added between Nagoya and Takayama.In the October 2, 1978 timetable revision, 36 surplus cars were transferred from Wakayama Locomotive Works, as Kuroshio trains were replaced by 381 series trains due to the electrification of Shingu Station on the Kise Main Line. Three Nanki return workings ran between Nagoya and Kii-Katsuura, which was a non-electrified section. The number of Hida services was increased by one to four. In 1982, nine surplus cars were transferred from Mukōmachi, and five old cars were scrapped, and on November 15 of the same year, the timetable was revised to include six-car trains.
In the March 14, 1985 timetable revision, the Hida services were changed from one round trip to/from Kanazawa to one round trip to/from Hida-Furukawa, and the Nanki services were shortened to four-car sets. At the time of privatization on April 1, 1987, 50 cars were transferred to the Central Japan Railway Company, which continued to operate four Hida round trips and five Nanki round trips.
Services in Hokkaido (''Ōzora'', ''Hokuto'', ''Ōtori'' and ''Hokkai'')
In the October 1, 1981 timetable revision, the number of Ōzora return workings using KiHa 80 series sets would be reduced to one, and the number of cars on Ōtori services would be reduced by one. Three Hokuto return workings were transferred to the.In the March 14, 1985 timetable revision, the position of the KiShi 80 and KiRo 80 cars would be reversed on Ōtori services, whilst two Ōzora services to Obihiro were added and the one remaining Hokuto service using the KiHa 80 series would become a seasonal-only train. In the November 1, 1986 timetable revision, all services in Hokkaido using KiHa 80 series sets were either replaced by KiHa 183 series sets, or removed from regular service.
1987–2002: ''Joyful Trains'', final services and retirement
JR Hokkaido
After the privatization of JNR, 15 cars would be allocated to the then newly formed JR Hokkaido:Of these cars, KiHa 82-109 would be converted to KiHa 80-501 for the Furano Express; KiHa 80-160 and KiHa 80-166 would be converted to KiHa 84 series cars, along with the KiHa 82-86 car being converted into a KiHa 83 series car, to make up the Tomamu Sahoro Express. Due to the aging of the modified cars, operation of the Furano Express was terminated in 1998. The Tomamu Sahoro Express was converted to the Mount Lake livery in 1999, but the operation was terminated in the summer season of 2002. Both trains would be scrapped in 2004.
The remaining cars - unmodified KiHa 82-102/108 and KiHa 80-144/152/161 cars - were used in a 5-car formation on various services. Several farewell services were run, starting September 25, 1992 with a service from Sapporo to Hakodate, on September 26, 1992, with another Hakodate to Sapporo service, and on September 27–28, 1992 with a farewell Sapporo round trip service ; the set would be withdrawn on October 2, 1992.
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 the KiHa 82-73/105 and KiHa 80-60/99 cars.
Manufactured cars
KiHa 81 series
In 1960, two nine-car sets of what would be known as the KiHa 81 series were manufactured. These trains were also named the Hatsukari after the services on which they were introduced. In 1961, these sets received the fourth Blue Ribbon Award from the.Between 1968 and 1970, six of these cars were refurbished into 900-series cars.
| Classification | Car nos. | No. built | Notes | Ref. |
| KiHa 81 | 1–6 | 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. | |
| KiHa 80 | 1–12 | 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. Ten of the cars would be in service until 1983, whilst the remaining two were scrapped in 1977. | |
| KiRo 80 | 1–5 | 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. Three were later converted to regular cars, whilst the remaining two were scrapped by 1977. | |
| KiSaShi 80 | 1–3 | 3 | A dining car equipped with an engine, it had a capacity of 40 passengers. A train position indicator, which was also installed on 151 series trains, was installed here. Later, all three cars were equipped with running engines and remodeled to KiShi 80 900 series cars. |