Shinkansen class 100
| Shinkansen class 100 | |
|---|---|
 A class 100 JR-West Shinkansen
|
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| Numbering: | Variants X / G: 100-0 Variant V: 100-3000 Variants K / P: 100-5000 |
| Number: | Variant X: 7 Variant G: 50 Variant V: 9 Variant K: 10 Variant P: 12 |
| Manufacturer: | Hitachi, Kawasaki HI, Nippon Syaryo, Kinki Syaryo, Tokyu Car, JR Central |
| Year of construction (s): | 1985-1992 |
| Retirement: | 1999-2012 |
| Axis formula : | 2'2 '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + Bo'Bo '+ 2'2' + 2'2 '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + Bo'Bo '+ Bo'Bo' + Bo'Bo '+ 2'2' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 402.1 m (variants X / G / V) End car: 26,050 mm 25,000 mm |
| Height: | 4,000 mm (double-decker car: 4,490 mm) |
| Width: | 3,380 mm |
| Trunnion Distance: | 17,500 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 838.5 t (variant X) 839.2 t (variant G) 851.8 t (variant V) 214.6 t (variant P) |
| Top speed: | 220 km / h (variant V: 230 km / h) |
| Continuous output : | 11,040 kW (variants X / G / V) |
| Driving wheel diameter: | 910 mm |
| Impeller diameter front: | 910 mm |
| Power system : | 25 kV 50/60 Hz ~ |
| Power transmission: | Overhead line 6 pantographs (variants X / G / V) (until 1991) 2 pantographs (variants K / P) |
| Number of traction motors: | 48 (variants X / G / V) 24 (variant K) 16 (variant P) |
| Train brake: | Resistance brake, electrically controlled compressed air brake (disc brake), eddy current brake |
| Train control : | ATC-1 |
| Seats: | 124 / 1.153 (variant X) (1st / 2nd class) 168 / 1.153 (variant G) 116 / 1.169 (variant V) |
| Floor height: | 1,300 mm |
| Classes : | normal (2nd class) Green Class (1st class) |
The 100 Series Shinkansen ( Jap. 新幹線100系電車 , Shinkansen 100-kei densha ) was a Japanese bullet train , that of the Japanese National Railways (JNR), JR Central and JR West on the Tokaido and San'yō- Shinkansen was used .
After the Shinkansen routes were operated exclusively with the 0 series for 20 years , the JNR needed new vehicles. Due to major technical advances and stricter environmental protection requirements , purchasing new vehicles from the 0 series was no longer an option. In order to replace half of the 0 series, 66 multiple units were purchased between 1985 and 1992.
The 100 series trains were decommissioned from 1999 to March 2012.
technology
The control cars at the end of the train were longer than those of the 0 series because the nose was designed to be more streamlined. Also not all axles were driven anymore. The axle load was reduced to 15 tons.
In the first version, all parts of the train were powered except for the control and double-decker cars . In the version for the JR-West , the control cars were also powered because of the two additional double-decker cars.
Interior
The train consisted of 16 cars and could accommodate up to 1,321 people. In 2nd class, the seat width has been increased by six centimeters and the seat spacing by 14 centimeters. In addition, the seat backs were inclined further, but not adjustable. The seats had the usual layout for Shinkansens with 3 + 2 seats per row. They were rotatable so that the passengers could always sit facing the direction of travel.
One of the two double-decker cars had an on-board restaurant: the lower level of the dining car contained the kitchen, a bistro and a passageway. The food was taken from the kitchen to the guest area above via an elevator. The other double-deck car was for 1st class.
The JR-West drove with up to four double-deck coaches per set, which were intended for 1st class passengers. In this train configuration, the control cars were also powered.
variants
Variant X
The 16-car train of the 100-9000 series (including two double-deck cars) was completed as a prototype on March 27, 1985 and designated as the X0 set . From March 27, 1985, various measurement trips took place, first between the stations of Tokyo and Mishima on the Tōkaidō Shinkansen, later on the Tōkaidō and Sanyō Shinkansen. In a test drive, the train reached up to 260 km / h on the San'yō Shinkansen, between the Ogōri and Shin-Shimonoseki stations. By the end of September 1985, this train was modified as the X1 set and started operating as the Hikari connection from October 1st. By March 1987 six trains (top speed of 220 km / h) were produced. After the privatization of JNR, all seven trains were transferred to JR Central . The trains were mainly operated as a Hikari connection, with a daily mileage of more than 2,500 km. From October 2, 1998, the trains were only used on the Kodama connection and finally decommissioned by October 1, 1999.
Variant G
In the years from 1988 to 1992, 50 trains consisting of 16 cars with two double-deck cars were built in seven series. The trains belonged to JR Central and were operated from March 13, 1988 at a maximum speed of 220 km / h on the Tokaido and Sanyo Shinkansen. Between 1996 and 1997 seven trains were transferred to JR West - this meant that the Hikari connections operated by JR West on the Tokaido Shinkansen could also be operated with the 100 series. The trains were used until 2003 on the Tokaido Shinkansen and until 2004 on the Sanyo Shinkansen.
Variant V
In the years from 1989 to 1991 nine trains of 16 cars (including four double-deck cars) were delivered. The trains belonged to JR West , but due to an increase in performance (with a reduction in the transmission ratio), new electrical resistances and the change in the transponder, they were referred to as the 100N or Grand-Hikari series. The variant V was first operated with a maximum speed of 220 km / h on the Tōkaidō Shinkansen and 230 km / h on the San'yō Shinkansen. Furthermore, with this variant, a maximum speed of 275 km / h was planned on half of the San'yō Shinkansen: This meant that the travel time between the Shin-Osaka and Hakata stations could be reduced to 2 hours and 30 minutes. During the test run in February 1992, the train reached a top speed of 277.2 km / h. Since the statutory noise protection limit values could not be complied with at 275 km / h, the maximum speed was not increased during operation. As of March 10, 2000, the on-board restaurant was no longer in operation and on November 23, 2002, variant V was taken out of service and some of the trains' wagons were converted as variants K and P. Variant V was only operated as a Hikari connection.
Variants K and P
In order to replace the Kodama connection operated with the series 0 on the Sanyo Shinkansen, the variant V was converted from 2000 to 2005 to ten trains of the variant K with six cars each and twelve trains of the variant P (with four cars each) remodeled. These variants only have 2nd class cars and are only operated at a top speed of 220 km / h. The variant P was put into operation from October 4, 2000 to March 11, 2011 between the Himeji and Hakata stations. The variant K was put into operation from February 12, 2002 on the Sanyo Shinkansen (from March 12, 2011 only between Okayama and Hakata stations). This variant was decommissioned by March 2012. The variants K and P are to be replaced with the 500 and 700 series .
Web links
- Shinkansen series 100 on hochzahlszuege.de
Individual evidence
- ↑ a b c d e f g h i 高速 鉄 道 物語 - そ の 技術 を 追 う - (Tale of high-speed traffic). Seizandō Syoten, Japan 1999, ISBN 4-425-92321-9 , p. 33.
- ↑ a b 鉄 道 フ ァ ン (Railway Fun) No. 389, Shinkansen class 100. Kōyū-sya, Japan September 1993.
- ↑ a b c Rail Magazine No. 238. Neko-Publishing, Japan July 2003, pp. 17-28.
- ↑ Hiroshi Suda: 東海 道 新 幹線 写真 ・ 時刻表 で 見 る 新 幹線 の 昨日 昨日 ・ 今日 ・ 明日. JTB-Publishing, Japan 2000, ISBN 4-533-03563-9 , p. 47.
- ↑ 鉄 道 ジ ャ ー ナ ル (Railway Journal) No. 510. Railway Journal, Japan February 2010, p. 128.
- ↑ Shojiro Nanya: 山陽 新 幹線 関 西 ・ 中国 ・ 北九州 を 結 ぶ 大動脈. JTB-Publishing, Japan 2005, ISBN 4-533-05882-5 , p. 172.
- ↑ JR 電車 編成 表 (08 冬 号). JRR, Japan 2007, ISBN 978-4-88283-048-1 , p. 130.