User:Colin Douglas Howell/30 series

30 series
A retired JNR KuMoHa 11 (originally a JGR MoHa 30) preserved at the Shimonoseki Railway Yard in Shimonoseki, Yamaguchi Prefecture.
In service	1926–?
Constructed	1926–1928
Operators	JGR (1926–1949) JNR (1949–?)
Lines served	Various
Specifications
Car body construction	Steel
Car length	17,000 mm (55 ft 9 in)
Current collector(s)	overhead catenary
Track gauge	1,067 mm (3 ft 6 in)

The 30 series (30系) was a class of electric multiple unit (EMU) trains which were manufactured from 1926 through 1928 by the Japanese Government Railways (JGR), the predecessor of the Japanese National Railways (JNR). 30 series units were 17 meters (56 ft) in overall length with three passenger doors per side and lengthwise bench-style passenger seating. The 30 series were the first steel-built EMUs to be manufactured by the JGR.

Specifically, this series refers to 258 cars of three types: MoHa 30 (モハ30形) third class cab-equipped power cars (numbers 30001–30205), SaRo 35 (サロ35形) second class unmotorized trailer cars (numbers 35001–35008), and SaHa 36 (サハ36形) third class unmotorized trailer cars (numbers 36001–36045). During initial production, these types were respectively called the DeHa 73200 (デハ73200形), SaRo 73100 (サロ73100形), and SaHa 73500 (サハ73500形); their names were changed to their later forms by JGR's October 1928 amendment of its railway car classification regulations.

Background of production

After the Great Kantō Earthquake of 1923, in order to increase the transport capacity on the JGR's electric train lines in the Tokyo area, the larger-body DeHa 63100 EMUs were mass-produced. These electric trains allowed the implementation of longer train consists and higher speeds. However, up to this point the cars had wooden bodies. Compared to ordinary passenger cars, they had many side apertures, and furthermore, they could not use vertically sliding windows, which have the advantage of providing far more effective ventilation. Since the load of the car's passengers was concentrated near its midpoint, where the doors were, it was structurally weak. Acceleration and deceleration were accompanied by severe strain on the car body. Also, in the event of an accident, a wooden car body could be easily smashed, making the accident much worse. Moreover, because of the reconstruction from the earthquake, the price of timber had skyrocketed, and high-quality material had become hard to obtain. Therefore, the Ministry of Railways ceased replacing standard passenger cars with new wooden-bodied EMUs, switching exclusively to EMUs with steel-built bodies. As a result, from 1926 the new EMU construction was of the 30 series.

Construction

Along with the car body being converted to steel construction, the equipment and performance were revamped, although not greatly changed, and standardization was promoted.

Car body

In the previous wooden cars, because the body merely rested on top of a steel underframe, sagging of the underframe's center was prevented by tensioning a turnbuckle fitted to a truss rod provided under the floor. However, because of the increase in length and width of this truss-rod underframe, it had become difficult to support the car body's weight. Furthermore, due to the couplers being replaced by automatic couplers, as a consequence the need arose to increase the loadbearing capacity of the underframe's middle. Therefore, in the 30 series a "fish-belly" type underframe (known as the UF20 type) was adopted, with a broadened central portion of the steel material making up the underframe.

On top of this, the car body outer skin and framework, being made of steel, were assembled with rivets. The windows were surrounded above and below with reinforcement bands (window headers and sills). The side windows, to better serve standing passengers, were changed to vertically sliding two-level windows and extended in height. The previous louvered-shutter sunshades were also abandoned, being replaced with roll-up curtains.

The seats of third class cars were "long seats": long bench seats, oriented along the car's length. The seat backs were long narrow strips with an S-shaped curve, and the seats had cushions covered in green fabric.

The roof's construction was the conventional wooden two-level roof structure (also referred to as a "double roof" or "railroad roof") provided with skylight windows on the sides. Because the car body's width had expanded to the maximum allowed and might otherwise conflict with the loading gauge limits, the usual rain gutters were not provided; there were only rain guards on top of the doors. (With the 1929 revision of the construction regulations, rain gutters began to be installed on steel cars as well.) To improve ventilation, the rooftop ventilators were also increased from the previous four units per side to six.

Traction motor

The power cars of the 30 series used the MT15 traction motor, adopted through a joint design of the JGR and its electrical equipment manufacturers. This motor had a one hour power rating of 100 kW (134 hp) at an input voltage of 675 V, and its rated speed was 653 rpm. Each MoHa 30 power car had four of these motors, one driving each axle, so the car's total one-hour rated power was 400 kW (536 hp). SaRo 35 and SaHa 36 trailer cars had no motors. A 30 series trainset normally had a MoHa 30 at each end, for a total power of 800 kW (1,073 hp).

As with the DeHa 63100 type of the previous generation, the selection of the traction motor for the 30 series became a competition among the makers' current motors, including Hitachi's MT7, Shibaura Engineering Works' MT9, Tōyō Electric's MT10, Metropolitan-Vickers' MT12, Mitsubishi Electric's MT13, and Okumura Manufacturing's MT14. Based on actual use experience with these motors, there developed a desire for standardization to escape the complexity of managing a variety of differing spare parts. Hitachi's MT7 had roughly the same performance specifications as the other motors, and with a good usage record and having been purchased in great numbers, it served as a standard. It was designed to incorporate the advantages of other manufacturers' types. Anticipating usage on future rural rail lines, it had been given a high heat capacity in order to withstand continuous operation on routes with significant grades. In addition, the motor's frame had rugged construction designed for strength and was heavy and roomy. The rated rotational speed at that time was slightly reduced from the motor's full potential. The extra performance headroom in this highly reliable and versatile motor was its greatest feature.

The MT15 was produced long thereafter as a standard traction motor. For the Yokosuka Line's MoHa 32 (モハ32形) class of 1930, field weakening was added to support high-speed running, leading to the MT15A. In addition, improvements of the MT15 based on usage experience led to the MT15B. The MT15A evolved into the MT15C, which was used in the 40 series (jp) (40系) 20-meter (66 ft) EMUs. Following these, for the electrification of lines in the Kyoto-Osaka-Kobe area, the newly designed 42 series (42系) used the improved MT15D of 1933, whose field weakening ratio was enhanced from 70% to 58%. This was the final model of the MT15.

Controller

The controller was an electro-pneumatic cam type (a so-called "PC controller") called the CS5. It was derived from a similar controller already installed in existing wooden EMUs, Shibaura Engineering Works' RPC-101 (called the CS1 by JGR), a licensed version of a General Electric (GE) controller. The CS5 was an improved, upwardly compatible version. The master controller, called the MC1, was an improved domestically produced version of GE's C36 master controller, and it had been used for a long time on existing wooden EMUs.

Brakes

The brakes were type M automatic air brakes using the type M triple valve. Though these were compatible with JGR's standard brakes of the time, the AVR automatic air brakes made by GE which used the type J triple valve, the type M brakes were made by the Westinghouse Air Brake Company (WABCO, now Wabtec), the original developer of the automatic air brake. Later on, domestically built versions were used; these were made by two companies, Mitsubishi Shipbuilding & Engineering (now Mitsubishi Heavy Industries) and Nippon Air Brake (now Nabtesco).

Standard types

Three types were actually manufactured in this series, the DeHa 73200, the SaRo 73100, and the SaHa 73500. Two types of combine power cars were also planned, a third-class passenger/mail/baggage car, the DeHaYuNi 73800 (デハユニ73800形), and a third-class passenger/baggage car, the DeHaNi 73850 (デハニ73850形). These were intended for the Keihin and Yamanote Lines, which at that time had not yet segregated passengers and baggage into separate cars, but in the end the combine cars were not built.

Although all the cars of this series entered service on the Keihin Line, starting in 1928 a portion were transferred to the Chūō and Yamanote Lines. The cars produced in 1928 were earmarked for the opening of electrified service on the Kokubunji-Tachikawa segment of the Chūō Line, but they ended up being pressed into service on the Keihin Line. Afterwards what cars could be spared were diverted to the Chūō Line.

MoHa 30

The MoHa 30 (モハ30形) was the cab-equipped power car which became the backbone of the 30 series EMU; 205 were manufactured during the three years up through 1928. As mentioned above, when first completed it was designated as the DeHa 73200 (デハ73200形); it was renamed the MoHa 30 in the numbering revision of 1928.

Its side window/door arrangement was "d1D22D22D2", where "d" is a narrow door to the driver's cab, "1" is a single window, "D" is a wide passenger door, and "2" is a pair of adjoining side-by-side windows.

The MoHa 30 was the only unit in the 30 series equipped with a driving cab, and because its front end had no corridor doorway, this cab had a spacious equipment layout.

Starting with units made in 1927, the shape of the seatbacks was changed to a nearly vertical curved surface, and the width of the driver's cab doors was reduced by 10 mm (0.4 in) to 540 mm (21 in). Also in this year the doors were motorized; these motorized doors became the MoHa 30's greatest feature and were universally adopted. (They were also refitted to the 1926 MoHa 30 units.)

In the 1928 units, the bogies were changed from the previous TR14 type (later renamed DT10), whose frame was built from bulb angle steel, to the TR22 type (later renamed DT11), a Baldwin-type bogie with a bar steel frame. This increased each car's empty weight by about three metric tons (3.3 short tons). In addition, for the car's interior lighting, which previously was only a single line of six lamps (LP8 type) along the ceiling centerline, there was now a large globe light for each of the three doorway areas, and to increase the illumination of the seating areas, at three points above the seats on each side, small globe lights (LP23 type) were suspended from brackets on the pillars of the roof's skylight windows.

The production details for each year of this type are as follows. Odd-numbered cars always faced in the up-train direction in each trainset, while even-numbered cars faced in the down-train direction.

Production year	Total built	Manufacturer	Quantity built	Original DeHa 73200 numbers	Post-1928 MoHa 30 numbers
1926	80 cars	Kawasaki Dockyard, Hyōgo Works	23 cars	73200–73222	30001–30022, 30024
		Nippon Sharyo	32 cars	73223–73254	30023, 30025–30054, 30056
		Tanaka Rolling Stock Works	15 cars	73255–73269	30055, 30057–30070
		Kisha Seizo, Tokyo branch	10 cars	73270–73279	30071–30080
1927	70 cars	Nippon Sharyo	25 cars	73280–73304	30081–30104, 30106
		Kawasaki Dockyard, Hyōgo Works	25 cars	73305–73329	30105, 30107–30130
		Tanaka Rolling Stock Works	10 cars	73330–73339	30131–30140
		Kisha Seizo, Tokyo branch	10 cars	73340–73349	30141–30150
1928	55 cars	Kawasaki Dockyard, Hyōgo Works	21 cars	—	30151–30171
		Nippon Sharyo	22 cars	—	30172–30193
		Kisha Seizo, Tokyo branch	12 cars	—	30194–30205

At the time of the 1928 car numbering revision, it was decided to renumber the cars starting from 1, so in order to preserve the odd or even state of each car's number, all the car numbers were changed. Specifically, the cars previously numbered 73200, 73201, 73202, 73203, etc. were renumbered as 30002, 30001, 30004, 30003, and so forth.

SaRo 35

The SaRo 35 (サロ35形) was the second class unmotorized trailer car of the 30 series EMUs. A total of eight were made during the 1926 and 1928 production years. (None were made in 1927.) Before the 1928 numbering revision, this type was designated as the SaRo 73100 (サロ73100形). Being a second class car, it had only two passenger doors on each side, and except for the car's ends and the doorway areas, which had shorter versions of the lengthwise seats seen in third class cars, the rest of the seats were "box seats", crosswise-oriented seats facing each other with a central aisle. The ceiling lacked any special decor. The side window/door arrangement was "2D22222D2", where "2" is a pair of adjoining side-by-side windows and "D" is a wide passenger door.

For the units built in 1928, the bogies were changed from the TR11 type with a bulb angle steel frame to the TR21 type with a bar steel frame.

The production details for each year of this type are as follows.

Production year	Total built	Manufacturer	Quantity built	Original SaRo 73100 numbers	Post-1928 SaRo 35 numbers
1926	4 cars	Kawasaki Dockyard, Hyōgo Works	2 cars	73100, 73101	35001, 35002
		Nippon Sharyo	2 cars	73102, 73103	35003, 35004
1928	4 cars	Nippon Sharyo	4 cars	—	35005–35008

SaHa 36

The SaHa 36 (サハ36形) was the third class unmotorized trailer car of the 30 series EMUs; 45 of these were built during the 1926 and 1927 production years. Before the 1928 numbering revision, this type was designated as the SaHa 73500 (サハ73500形). The configuration was like the MoHa 30, but with the driver's cab removed. The window/door arrangement was "2D22D22D2", where "2" is a pair of adjoining side-by-side windows and "D" is a wide passenger door. In 1929, when the Keihin Line's wooden second class cars were retired, SaHa 36 cars 36041–36045 served as substitute second class cars until the SaRo 37 (サロ37形) type was introduced in 1931.

The production details for each year of this type are as follows.

Production year	Total built	Manufacturer	Quantity built	Original SaHa 73500 numbers	Post-1928 SaHa 36 numbers
1926	25 cars	Kawasaki Dockyard, Hyōgo Works	10 cars	73500–73509	36001–36010
		Nippon Sharyo	10 cars	73510–73519	36011–36020
		Kisha Seizo, Tokyo branch	5 cars	73520–73524	36021–36025
1927	20 cars	Nippon Sharyo	10 cars	73525–73534	36026–36035
		Kawasaki Dockyard, Hyōgo Works	10 cars	73535–73544	36036–36045

Prewar modifications

MoHaYuNi 30

In 1930 at the start of EMU operations on the Yokosuka Line, since the cars of the 32 series (32系) EMU intended for this line had not been finished in time, 30 series units were temporarily lent for use there. However, because the third-class passenger/mail/baggage combine cars which had originally been proposed for the 30 series were never built, a temporary dividing wall (at first a mere curtain) was installed in five even-numbered, down-train-facing MoHa 30 cars (30196, 30198, 30200, 30202, and 30204), and these were employed as third-class passenger/mail/baggage combine cars. They kept their original car numbers, but their type code was changed to MoHaYuNi (モハユニ). The seats immediately behind the driver's cab were removed to create the mailroom, and behind that (in the center) was the baggage compartment, so the passenger capacity became 54 people.

From 1935 through the following year, as the MoHaYuNi 44 (モハユニ44形) type was introduced for Yokosuka Line service, the MoHaYuNi 30 units were reassigned to the Sōbu Line. Two of them (30196 and 30198) had their mail and baggage facilities removed immediately, while the other three cars were used to supplement the line's older KuHaNi 28 (クハニ28形) units. In April 1941, cars 30202 and 30204 were restored to MoHa 30 form because newer KuHaNi 67 (jp) (クハニ67形) units had moved in, but car 30200 continued to be used as a MoHaYuNi unit until May 1945.

Special repair work

Ten years after the first production of the 30 series, a service program of improvements and modifications was begun, with the work being carried out from 1936 through 1942.

In the 30 series windows were not originally installed in the adjoining end faces of the cars. To improve summertime ventilation, beginning in 1934, the MoHa 30 and SaHa 36 classes were remodeled to add openable windows on either side of the passageway between cars. From 1936 special repair and service work was done. This remodeling was performed on most of the cars built in 1926 and 1927, but thanks to Japan's rush into a wartime regime, it was left almost entirely undone for the cars from 1928. Eighty cars were left unremodeled.

In 1937, two MoHa 30 cars (30013 and 30144) were provisionally remodeled for better summer ventilation in the cab by making the window on the driver's assistant's side openable.

Olympics trial livery

To promote the Tokyo Summer Olympics which were scheduled to be held in 1940 in commemoration of the Japanese imperial year 2600, the JGR decided to apply a special livery to its electric trains. Some cars were used to test proposed color schemes. Starting in September 1937, two such schemes, A and B, were introduced, but only scheme B was tested on the 30 series. This was cream-colored from the window sills upward, with the lower car body colored maroon. The seven cars in the 30 series with this scheme were arranged in the following trains:

Higashi-Kanagawa electric train district, 5-car train: MoHa 30069—SaHa 36024—(SaRoHa 56004, a series 40)—SaHa 36025—MoHa 30070

Shimo-Jūjō electric train district, 3-car train: MoHa 30109—SaHa 36043—MoHa 30108

SaRo 35 downgrading

Because the 1937 outbreak of the Second Sino-Japanese War led to a wartime regime, after 31 October 1938, on JGR electric trains, except for the Kansai Kyuden express and the Yokosuka Line, the use of second-class passenger cars was halted. Although when the SaRo 35 units of the 30 series were first transferred to the Chūō Line (in 1939 they were moved again to the Jōban Line), they were used as substitute third-class passenger cars with their interior furnishings unaltered, in 1941, it was decided to incorporate them into the SaHa 36 class, adding doors to the middle part of the body and converting them to three-door lengthwise-seating configuration. This remodeling was done from December of that year through December of the following year at Ōi Works. The cars were renumbered in numeric order to 36046–36053.

Because these new SaHa 36 cars were remodeled from second-class cars, they differed subtly from the original SaHa 36 cars in their window dimensions, and also in the orientation of the pockets for the sliding doors in the car end sections. In the original SaHa 36 cars these pockets faced toward the end of the car, so when the door closed it slid toward the car's end, whereas in the downgraded SaRo 35s the pockets faced in the opposite direction, toward the car's center, and when the door closed it slid the opposite way. As for the SaRo 35's characteristic ceiling ornamentation, it was preserved unchanged in the remodeled cars.

The postwar situation

During the Pacific War, many of Japan's railroad cars were ruined due to overwork, and U.S. air raids incinerated many others. After the war's end travel restrictions were lifted, further intensifying congestion, and the wearing out of rolling stock began to progress at an accelerated rate. The oldest production years of the 30 series became sources of electrical components for immobile cars, and many had their electrical equipment removed. As the postwar disorder subsided from 1949 through 1952, renewal repair program I was conducted, to restore the cars to their pre-war condition.

War damage losses

Among the 30 series units used in Tokyo, because of U.S. air raids in the final months of the Pacific War, a great number were withdrawn due to war damage. In fact that number was 39 MoHa 30 cars and 21 SaHa 36 cars, amounting to a total of 60 cars, equal to nearly a quarter of the total production. In particular, the burning of the electric train districts of Ikebukuro on 13 April 1945 and Kamata on 15 April, since they happened at night, inflicted heavy losses, and in the air raid of 25 May, even trains in service fell victim. Among others, one car (30043) had been decommissioned due to a collision in 1934, and one car (30057) in 1945 and another (30036) in March of the following year were withdrawn due to accidents with overhead wiring. Of these withdrawn cars, some were restored as OHa 70 (オハ70形) type passenger coaches, while many were sold off to private railways. For some of the cars that were sold off, since they were heavily damaged, it was not possible to determine what number the car had been previously assigned, because when they were transferred the proper number had been obliterated from the car's body and underframe which had survived the flames. Thus one can see cases where it seems that the same car was transferred onto the car registries of two different companies.

Following is a list of series 30 cars which were withdrawn from service due to war damage or accidents over the same period, with notes on their subsequent treatment.

• MoHa 30 (39 cars due to war damage, 2 cars due to accidents)
  • 30015 - Keisei Electric Railway Keisei 2000 series (京成2000形) KuHa 2014 → Shin-Keisei Electric Railway SaHa 2014
  • 30017 - OHa 70 70 → SuNi 73 22
  • 30019 - Seibu Railway Seibu 311 series (西武311系) KuHa 1328 → KuHa 1324 → KuHa 1334 → KuHa 1304 → KuHa 1252 → MoHa 254 → KuHa 1304 (removed from service 1970)
  • 30021 - Tokyu Corporation Tokyu 3600 series (東急3600系) DeHa 3611 → Jozankei Railway MoHa 2203 (removed from service 1969) /

    Tobu Railway KuHa 450 → Tobu 3000 series KuHa 3671 → KuHa 3429

    † See discussion above. The registries claim this car was transferred both to Tokyu and to Tobu. It is difficult to determine which is correct.

  • 30022 - Toshiba Fuchū factory storehouse
  • 30025 - Tokyu Corporation KuHa 3672 → Kōnan Railway KuHa 3672
  • 30030 - OHa 70 101 → SuNi 73 24 → OE 70 6
  • 30031 - Sunzu Railway MoHa 57
  • 30033 - Seibu Railway KuHa 1327 → KuHa 1323 → KuHa 1333 → KuHa 1303 → MoHa 253 → KuHa 1253 → MoHa 253 → KuHa 1303 (removed from service 1968)
  • 30035 - Tokyu Corporation KuHa 3673
  • 30036 (accident) - Tokyu Corporation DeHa 3602 → Kōnan Railway DeHa 3602
  • 30037 - Tokyu Corporation DeHa 3612 → Kōnan Railway DeHa 3612 ／

    Seibu Railway KuHa 1329 → KuHa 1325 → KuHa 1331 → KuHa 1301 → MoHa 251 → KuHa 1301 (removed from service 1967)

    † See discussion above. This car is also on the registries of both Tokyu and Seibu, supposedly being transferred to both companies.

  • 30041 - OHa 70 95 → SuNi 75 94 → SuNi 75 2094
  • 30042
  • 30045 - Tokyu Corporation KuHa 3674
  • 30046 - Seibu Railway KuHa 1326 → KuHa 1322 → KuHa 1332 → KuHa 1302 → MoHa 252 → KuHa 1302 (removed from service 1968)
  • 30051 - Sunzu Railway MoHa 56
  • 30057 (accident) - Sunzu Railway MoHa 58 (removed from service 1979)
  • 30064 - OHa 70 73 → SuNi 73 29 → OE 70 37
  • 30065
  • 30067 - Odakyu Electric Railway DeHa 1701
  • 30069 - OHa 70 105 → SuNi 73 32
  • 30071 - OHa 70 87 → SuNi 73 33 → OE 70 46
  • 30079 - OHa 70 71 → SuNi 73 23 → OE 70 63
  • 30083
  • 30084
  • 30093 - Sagami Railway Sōtetsu 2000 series (相鉄2000系) MoHa 1301 → MoHa 2004 (removed from service 1973)
  • 30094 - Sagami Railway MoHa 1302 → MoHa 2005 → MoNi 2005
  • 30096 - OHa 70 83 → SuNi 73 5 → OE 70 11
  • 30097 - OHa 70 94 → SuNi 75 93
  • 30108 - Ibaraki Kotsu Company (unregistered) → Tokyu Corporation DeHa 3607
  • 30116
  • 30157 - Toshiba Fuchū factory
  • 30161 - Keisei Electric Railway KuHa 2015 → Shin-Keisei Electric Railway SaHa 2015
  • 30165 - Seibu Railway KuHa 1330 → KuHa 1326 → KuHa 1336 → MoHa 332 (removed from service 1973)
  • 30167 - In the register this was supposedly transferred to Seibu Railway, but there is no entry for it in Seibu's register.
  • 30171 - Toshiba Fuchū factory
  • 30175 - Tokyu Corporation DeHa 3608 ／

    Keisei Electric Railway KuHa 2017 → Shin-Keisei Electric Railway SaHa 1111

    † See discussion above. The registries claim this car was transferred both to Tokyu and to Keisei. One can't make a judgment which is correct.

  • 30182
  • 30184 - OHa 70 103 → SuNi 73 30
  • 30201 - Toshiba Fuchū factory
• SaHa 36 (21 cars due to war damage, 1 car due to an accident)
  • 36003 - Odakyu Electric Railway SaHa 1953 → KuHa 1956
  • 36005 - OHa 70 35 → SuNi 73 26
  • 36006 - OHa 70 32 → SuNi 73 13 → OE 70 47
  • 36007 - OHa 70 36 → SuNi 73 1
  • 36008
  • 36009 - Niitsu engine district storehouse
  • 36010
  • 36012 - OHa 70 96 → SuNi 75 102
  • 36014 - OHa 70 53 → SuNi 75 101 → OE 70 52
  • 36015 - OHa 70 34 → SuNi 73 15
  • 36017 - OHa 70 37 → SuNi 73 2 → OE 70 20
  • 36018 - Jōsō Tsukuba Railway HoHa 802 → OHa 106
  • 36019
  • 36020 - OHa 70 33 → SuNi 73 14 → OE 70 58
  • 36021 - OHa 70 97 → SuNi 75 100 → SuNi 75 2100
  • 36024 - Tokyu Corporation KuHa 3774 → Kōnan Railway KuHa 3774
  • 36026 - OHa 70 99 → SuNi 75 99
  • 36045
  • 36050 (former SaRo 35 35005) - OHa 70 102 → SuNi 73 4 → OE 70 23
  • 36051 (former SaRo 35 35006)
  • 36052 (former SaRo 35 35007) (accident) - Tokyu Corporation KuHa 3775 → Kōnan Railway KuHa 3775
  • 36053 (former SaRo 35 35008)

Restoration of war-damaged SaHa 36 units

In August and October 1945, for use as specialized rolling stock to recover and transport components of war-damaged cars, three SaHa 36 cars (36042, 36048, and 36049) which were themselves war casualties through being partly burned, had their upper sections removed from the windows up, creating open wagons. No numbering revision was done for this remodeling; instead the code for these cars was changed to ^YaSaHa (^ヤサハ) ("SaHa" (サハ) preceded by a small superscript "Ya" (ヤ)).

In 1947, these cars' component recovery task ended as they were reassigned for parts distribution service, but since the restored war-damaged cars had not much load capacity, it seems that many ToKi 10 type (トキ10形) open freight cars were used instead. The June 1953 numbering revision redesignated the ^YaSaHa 36 cars as SaRu 9400 (サル9400形) with numbers 9400–9402. In the June 1959 numbering revision the remaining cars, 9401 and 9402, were to be redesignated SaRu 28 (サル28形), numbered 28000 and 28001, but rather than actually being renumbered, they were retired that July.

Electrical equipment removal in MoHa 30 units

JGR's electric trains had been worn out by overuse during and after the war, resulting in many immobile cars. Thus from August 1947 through December 1949, some MoHa 30 and MoHa 31 (モハ31形) units were converted into non-powered cab-equipped control cars, making their electrical components available specifically for repairing larger-sized cars. For the MoHa 30, this electrical equipment removal was planned for 61 cars, but in the end it was performed on 59 cars. JGR did not just use its own plants and electric train districts for this, but also entrusted it to Koito Manufacturing, Nikkoku Kogyo, Tokyo Electric Manufacturing, Keisei Electric Railway's Narashino factory, Kisha Seizo's Tokyo branch, Tokyu Kogyo's Yokohama Works, and similar private factories.

For the cars whose electrical equipment was removed, while leaving their car numbers unchanged, they had been given the code "^KuMoHa" (^クモハ) (with a small superscript "Ku" (ク) preceding "MoHa" (モハ)), but since the MoHa 30 was undesirable as a substitute control car in practice, in October 1949 these cars were officially incorporated into the existing KuHa 38 (クハ38形) class and renumbered as 38050–38120 (with some numbers unused). In the initial renumbering plan (dated 18 October), the new car numbers were allocated in simple ascending numerical order without considering the car's direction (up-train or down-train). Because there were operational difficulties with this scheme, on 26 October the numbering was changed to match each car's direction with its number's odd or even status, and some of these cars were accordingly switched. Car numbers before and after renumbering, respectively, are shown as follows. The cars for which the removal of electrical equipment was planned but not performed are shown in parentheses.

• 30002 → 38050
• 30001 → 38051
• 30006 → 38052
• 30005 → 38053
• 30008 → 38054
• 30007 → 38055
• 30016 → 38056
• 30009 → 38057
• 30024 → 38058
• 30011 → 38059
• 30028 → 38060
• 30121 → 38061
• 30034 → 38062
• 30023 → 38063
• 30044 → 38064
• 30053 → 38065
• 30052 → 38066
• 30061 → 38067
• (30056 → 38068)
• 30063 → 38069
• 30066 → 38070
• 30077 → 38071
• 30070 → 38072
• 30095 → 38073
• 30076 → 38074
• 30107 → 38075
• 30090 → 38076
• 30111 → 38077
• 30092 → 38078
• 30129 → 38079
• 30106 → 38080
• 30137 → 38081
• 30110 → 38082
• 30141 → 38083
• 30130 → 38084
• 30151 → 38085
• 30114 → 38086
• 30163 → 38087
• 30118 → 38088
• 30179 → 38089
• 30124 → 38090
• 30181 → 38091
• 30126 → 38092
• 30187 → 38093
• (30184 → 38094)
• 30191 → 38095
• 30136 → 38096
• 30193 → 38097
• 30140 → 38098
• 30205 → 38099
• 30142 → 38100
• 30152 → 38102
• 30154 → 38104
• 30162 → 38106
• 30166 → 38108
• 30168 → 38110
• 30172 → 38112
• 30178 → 38114
• 30180 → 38116
• 30196 → 38118
• 30198 → 38120

Green trains for the Yamanote Line

After the war, JGR resolved to implement a plan to color-code the trains used on the Yamanote and Keihin lines. The reason for this plan, when at the time the Yamanote and Keihin lines shared the tracks between Tabata and Tamachi, was that passengers would not stop boarding the wrong trains. At first, "color sample trains" were introduced, and following the plan's proposal E, it was decided to change the livery for the Yamanote Line trains to green.

In April 1948, car 30123 made its debut in green livery, and before the end of 1949 the plan had been carried out for about nine tenths of the cars, but then it was decided to separate the Yamanote and Keihin lines on the Tabata–Tamachi segment by changing to quadruple track, so repainting was halted in 1950.

Remodeling for long-distance use

From 1950 through 1951, the Shizuoka railway administration bureau reassigned two MoHa 30 and four KuHa 38 cars for use on the Iida and Minobu lines. These cars were remodeled to remove the center doors and change the seating to crosswise "box seats". This converted the MoHa 30 cars to the MoHa 62 (モハ62形) type and the KuHa 38 cars to the KuHa 77 (モハ77形) type. The old and new car numbers are as follows.

30073, 30074 → 62011, 62012

38075, 38057, 38058, 38059 → 77011, 77017, 77018, 77019

In 1954, after the 1953 numbering revision (see below), two additional MoHa 11 (former MoHa 30) power cars were remodeled to the MoHa 14 type (the former MoHa 62). The old and new car numbers are as follows.

11078, 11019 → 14114, 14116

Remodeling to KuHa 47 type

For more on this topic, see KuHa 47 car 47023 remodeled from MoHa 30.

The MoHa 30 car 30173, which had burned up from an overhead line accident on the Minobu Line in 1950, was restored in 1952 by the Toyokawa branch factory as a KuHa 47 (クハ47形) type, a 20-meter (66 ft) EMU control car with two passenger doors per side and crosswise seating; the car was renumbered 47023. Despite being nominally a restoration, the car's body and underframe were completely new, and the bogies were also taken from other cars; in essence, this car was newly created by reassigning components of existing registered cars.

Cars remodeled for Chūō East Line service

The JGR had electric train service on the Chūō Line west of Asakawa (now Takao) before the Pacific War, but this was suspended by the war's outbreak. Afterward, in July 1948 it was revived with special trains, and regular service officially resumed from June 1949. This section of line had been electrified using an existing tunnel of small cross section, and as a result the tunnel's track had low overhead lines. Thus it was possible that when a train passed through the tunnel, its pantograph could fold up completely. But there was no special remodeling performed to handle this. Instead, from the cars on hand, the railway would select ones with wheels which had thinning, worn-down tires, to give a small extra margin of overhead clearance.

However, because this way of dealing with the problem became operationally troublesome, it was decided to create dedicated rolling stock for this section of the line by altering some cars to lower their roof height. These were produced by remodeling of 30 series units from July through September of 1951. This remodeling was done at the same time as renewal repair program I was performed on these cars. The existing two-level double roof was changed to a simple vaulted roof, and the rooftop ventilators were replaced with Globe-type ones (so-called because their design originated with the Globe Ventilator Company), so the roof height became 3,635 mm (11 ft 11.1 in). Along with this the ends of the roof were gabled. This configuration, in later years, became the prototype for the vaulted roof which was added to this series as part of renewal repair program II (see below), but at the time of this earlier remodeling, the details of the specifications and dimensions differed slightly.

This remodeling was applied to seven MoHa 30 cars and seven KuHa 38 cars (from the 38050–38120 range, see above) for a total of 14 cars, but six of the MoHa 30 cars were turned into intermediate power cars by removing the driver's cab. At the time the remodeling was finished, the original car numbers were unchanged, but in January 1952 the modified MoHa 30 cars were renumbered so that the only remaining cab-equipped power car became 30300 and the cabless intermediate power cars were numbered starting from 30500. The old and new car numbers for the remodeled MoHa 30 cars and the numbers of the remodeled KuHa 38 cars are as follows.

30080 → 30300

30050, 30149, 30138, 30188, 30190, 30200 → 30500, 30501, 30502, 30504, 30506, 30508

38070, 38071, 38078, 38080, 38089, 38095, 38118

These were deployed in the Mitaka electric train district and used in commercial service from September 1951. However, in April 1952 JGR deployed the MoHa 70's 800 series (jp) (soon redesignated as the MoHa 71), with an even lower roof. This improved safety still more by further enlarging the insulating gap between the pantograph and the overhead lines. Thus in February 1953, only one year and three months after the remodeled series 30 units had been introduced on the Chūō East Line, they were withdrawn from service there.

Changes made by the 1953 rolling stock type designation amendment and renewal repair program II

By the rolling stock type designation rules amendment which went into effect on 1 June 1953, because new series 10 through 29 were established for the 17-meter (56 ft) length class EMUs, for the MoHa 30, SaHa 36, and KuHa 38 types of the 30 series, all remaining cars became the targets of renumbering at this time.

With this renumbering, all 17-meter EMUs with three passenger doors per side and lengthwise seating, regardless of their origins, were integrated into the following types: MoHa 10 (モハ10形) (second generation) intermediate power cars without driving cabs, MoHa 11 (モハ11形) power cars with a single driving cab, MoHa 12 (モハ12形) power cars with two driving cabs (none created from the 30 series during this renumbering), KuHa 16 (クハ16形) unmotorized control cars with one driving cab, and SaHa 17 (サハ17形) unpowered trailer cars. However, by using ranges of car numbers to create subtypes within each type, the cars' original series were distinguished from one another. Details of this subtyping are described in the following sections on each type.

MoHa 10

MoHa 10 design diagram

The MoHa 10 (モハ10形) type, the MoHa 30 with the driver's cab removed, was the type given to that rolling stock converted to intermediate power cars モハ10形は、モハ30形の運転台を撤去し、中間電動車化した車両に与えられた形式で、1951年に中央線向けに改造された6両の他、更新修繕II併施で28両が改造され、計34両が本形式となった。そのため、後述の形式のようなモニター屋根車は存在せず、全車が丸屋根であり、また、他系列からの編入車も存在しない。なお、この改番に先だち、1953年2月から更新修繕II併施による、中間電動車化および丸屋根化を実施した車が落成しているが、これらは、改番を先取りする形で改正後の新形式番号を付けて就役している。また、改番後の改造落成車は、一旦モハ11形に編入された後に、本形式となっている。

番台は、1926年度、1927年度製のDT10形台車を履くものを10000から、1928年製のDT11形台車を履くものを10050から付番するように細分し、前者は10000 - 10018（19両）、後者は10050 - 10064（15両）とされている。番号の新旧対照は、次のとおり。

• 30500 → 10000 改番
• 30501 → 10001 改番
• 30502 → 10002 改番

• 30055 → 10003 OY
• 30068 → 10004 OY
• 30081 → 10005 OY
• 30089 → 10006 OY
• 30091 → 10007 OY
• 30119 → 10008 OY
• 30122 → 10009 OY
• 30128 → 10010 OY
• 30143 → 10011 OY

• 11020 → 10012 TK
• 11029 → 10013 TK
• 11044 → 10014 TK
• 11050 → 10015 TK
• 11047 → 10016 TK
• 11030 → 10017 TK
• 11025 → 10018 TK

• 30504 → 10050 改番
• 30506 → 10051 改番
• 30508 → 10052 改番

• 30158 → 10053 OY
• 30159 → 10054 OY
• 30164 → 10055 OY
• 30177 → 10056 OY
• 30183 → 10057 OY
• 30195 → 10058 OY
• 30197 → 10059 OY
• 30203 → 10060 OY
• 30204 → 10061 OY

• 11080 → 10062 TK
• 11074 → 10063 TK
• 11071 → 10064 TK

モハ11形

モハ11形0番台形式図

モハ11形100番台形式図

下関総合車両所に保管されているクモハ11117

モハ11形は、車体長17m級3扉ロングシート片運転台の制御電動車に与えられた形式で、モハ30形の他、モハ31形、モハ33形、モハ50形がモハ11形に統合されている。旧モハ30形は、屋根の形状と台車の違いにより番台が区分され、二重屋根のもののうち、1926年度、1927年度製のDT10形台車を履くものを11000から、1928年製のDT11形台車を履くものを11070から付番し、丸屋根車は同様に11100、11150から付番された。モハ10形とは異なり、改番前落成車については旧番のまま落成しており、改正施行期日の6月1日をもって新番号に改められた。

改番時点でモハ11形となったのは計73両で、番台区分ごとの両数は54両（11000 - 11047, 11050 - 11060（偶数））、14両（11070 - 11082, 11084）、4両（11100 - 11102, 11104）、1両（11150）である。

改番時点での新旧番号の対照は次のとおりである。

• 30004 → 11000
• 30003 → 11001
• 30010 → 11002
• 30013 → 11003
• 30012 → 11004
• 30027 → 11005
• 30014 → 11006
• 30029 → 11007
• 30018 → 11008
• 30039 → 11009
• 30020 → 11010
• 30047 → 11011
• 30026 → 11012
• 30049 → 11013
• 30032 → 11014
• 30059 → 11015
• 30038 → 11016
• 30075 → 11017
• 30048 → 11018
• 30085 → 11019

• 30054 → 11020
• 30087 → 11021
• 30056 → 11022
• 30101 → 11023
• 30058 → 11024
• 30103 → 11025
• 30060 → 11026
• 30109 → 11027
• 30078 → 11028
• 30113 → 11029
• 30082 → 11030
• 30115 → 11031
• 30086 → 11032
• 30117 → 11033
• 30088 → 11034
• 30123 → 11035
• 30098 → 11036
• 30125 → 11037
• 30100 → 11038
• 30135 → 11039

• 30102 → 11040
• 30139 → 11041
• 30104 → 11042
• 30145 → 11043
• 30112 → 11044
• 30147 → 11045
• 30120 → 11046
• 30131 → 11047
• 30132 → 11050
• 30134 → 11052
• 30144 → 11054
• 30146 → 11056
• 30148 → 11058
• 30150 → 11060

• 30156 → 11070
• 30153 → 11071
• 30170 → 11072
• 30155 → 11073
• 30174 → 11074
• 30169 → 11075
• 30176 → 11076
• 30185 → 11077
• 30186 → 11078
• 30189 → 11079
• 30192 → 11080
• 30199 → 11081
• 30194 → 11082
• 30202 → 11084

• 30300 → 11100
• 30099 → 11101 MO
• 30040 → 11102 MO
• 30062 → 11104 HB
• 30160 → 11150 MO

改番後も更新修繕IIは継続され、修繕終了（屋根形状の変更。一部は中間電車化）とともに改番が実施されたため、新旧番号の間に関連性はなくなっている。更新修繕は、1953年から1956年にかけて実施され、100番台39両（11101 - 11138, 11140）、150番台10両（11150 - 11154, 11157 - 11159, 11161）の計49両（それ以前の改造車を含めて50両）に対して実施された。本番台にならなかったものは、一部がモハ10形およびモハ14形（前述）に改造された他は1959年3月までに廃車された。

番号の新旧対照は次のとおりである（ただし、1953年6月の改番以降に改造されたもののみを記す）。新車号の後に改造工場を併記した（HB：幡生工場、MO：盛岡工場、OY：大井工場、TK：豊川分工場、NN：長野工場、日支：日本車輛製造東京支店、汽車：汽車製造、東急：東急車輛製造）。盛岡工場での施行車は仙台鉄道管理局（仙石線）、長野工場での施行車は長野鉄道管理局管内（大糸線）、幡生工場での施行車は広島鉄道管理局（可部線、宇部線、小野田線）へそのまま配置されている。

• 11013 → 11103 HB
• 11021 → 11105 HB
• 11032 → 11106 MO
• 11041 → 11107 HB
• 11040 → 11108 OY
• 11043 → 11109 HB
• 11006 → 11110 OY
• 11045 → 11111 HB
• 11026 → 11112 TK
• 11011 → 11113 OY
• 11004 → 11114 TK
• 11015 → 11115 MO

• 11022 → 11116 TK
• 11035 → 11117 NN
• 11042 → 11118 MO
• 11023 → 11119 HB
• 11016 → 11120 NN
• 11009 → 11121 HB
• 11058 → 11122 NN
• 11017 → 11123 HB
• 11018 → 11124 日支
• 11024 → 11125 HB
• 11046 → 11126 日支
• 11033 → 11127 HB

• 11056 → 11128 汽車
• 11037 → 11129 NN
• 11060 → 11130 汽車
• 11039 → 11131 日支
• 11036 → 11132 汽車
• 11003 → 11133 HB
• 11010 → 11134 東急
• 11031 → 11135 HB
• 11028 → 11136 東急
• 11007 → 11137 NN
• 11038 → 11138 NN
• 11034 → 11140 MO

• 11009 → 11151 HB
• 11058 → 11152 TK
• 11017 → 11153 HB
• 11018 → 11154 NN
• 11046 → 11156 HB
• 11033 → 11157 日支
• 11056 → 11158 東急
• 11037 → 11159 汽車
• 11039 → 11161 東急

クハ16形

クハ16形100番台形式図

クハ16形200番台形式図

クハ16形は、車体長17m級3扉ロングシート片運転台の制御車に与えられた形式で、クハ38形とクハ65形がクハ16形に統合されている。本系列に属するのは、モハ30形を電装解除したクハ38形50番台である。

屋根の形状と台車の違いにより番台が区分され、二重屋根のもののうち、1926年度、1927年度製のDT10形台車を履くものを16100から、1928年製のDT11形台車を履くものを16150から付番し、丸屋根車は同様に16200、16250から付番された。改番前落成車については旧番のまま落成しており、改正施行期日の6月1日をもって新番号に改められた。この時点で旧30系のクハ16形は55両（100番台33両、150番台15両、200番台5両、250番台2両）が存在していた。

改番時点での新旧番号の対照は次のとおりである。

• 38050 → 16100
• 38051 → 16101
• 38052 → 16102
• 38053 → 16103
• 38054 → 16104
• 38055 → 16105
• 38056 → 16106
• 38061 → 16107
• 38060 → 16108
• 38063 → 16109
• 38062 → 16110
• 38065 → 16111
• 38064 → 16112
• 38067 → 16113
• 38066 → 16114

• 38069 → 16115
• 38072 → 16116
• 38073 → 16117
• 38074 → 16118
• 38077 → 16119
• 38076 → 16120
• 38079 → 16121
• 38082 → 16122
• 38081 → 16123
• 38084 → 16124
• 38083 → 16125
• 38086 → 16126
• 38088 → 16128
• 38090 → 16130
• 38092 → 16132

• 38096 → 16134
• 38098 → 16136
• 38100 → 16138

• 38102 → 16150
• 38085 → 16151
• 38104 → 16152
• 38087 → 16153
• 38106 → 16154
• 38108 → 16156
• 38091 → 16157
• 38110 → 16158
• 38093 → 16159
• 38112 → 16160
• 38097 → 16161

• 38114 → 16162
• 38099 → 16163
• 38116 → 16164
• 38120 → 16166

• 30117 → 16200
• 30088 → 16201
• 38123 → 16202
• 38089 → 16203
• 38080 → 16204 MO
• 38118 → 16250 MO
• 38095 → 16251 HB

その後は、更新修繕IIと併施で丸屋根化が実施され、44両が200番台に改番された。丸屋根化されなかったものは、1959年までにすべて廃車された。

• 16123 → 16205 HB
• 16120 → 16206 HB
• 16105 → 16207 MO
• 16132 → 16208 NN
• 16117 → 16209 NN
• 16104 → 16210 汽車
• 16107 → 16211 日支
• 16114 → 16212 汽車
• 16115 → 16213 日支
• 16128 → 16214 東急

• 16109 → 16215 汽車
• 16124 → 16216 東急
• 16125 → 16217 汽車
• 16126 → 16218 東急
• 16111 → 16219 東急
• 16134 → 16220 OM
• 16119 → 16221 TK
• 16138 → 16222 OM
• 16113 → 16223 HB
• 16108 → 16224 HB

• 16103 → 16225 日支
• 16130 → 16226 OM
• 16101 → 16227 MO
• 16110 → 16228 NN
• 16112 → 16230 東急
• 16122 → 16232 東急
• 16136 → 16234 東急

• 16164 → 16252 HB
• 16166 → 16254 HB
• 16157 → 16255 日支
• 16158 → 16256 日支
• 16151 → 16257 TK
• 16154 → 16258 日支
• 16153 → 16259 日支
• 16150 → 16260 東急
• 16152 → 16262 東急
• 16162 → 16264 東急

サハ17形

サハ17形0番台（旧サハ36形）形式図

サハ17形0番台（旧サロ35形）形式図

サハ17形は、車体長17m級3扉ロングシートの付随車に与えられた形式で、サハ36形、サハ39形およびサハ75形がサハ17形に統合されている。本系列に属するのは、サハ36形である。

1953年の改番時点で在籍していたサハ36形は28両で、17000から付番された。その他にヤサハ36形が3両あったが、こちらは事業用の配給車サル9400形となった。末尾の4両は旧サロ35形であるが、台車の異なる1928年製の4両は、この時点までにすべて廃車されており、他形式のような台車の相違による番台区分はされなかった。

1955年（昭和30年）度中に全車が大宮工場で更新修繕IIを施行され、100番台に改番された。番号の新旧対照は、次のとおりである。

• 36001 → 17000 → 17100
• 36002 → 17001 → 17101
• 36004 → 17002 → 17102
• 36011 → 17003 → 17103
• 36013 → 17004 → 17104
• 36016 → 17005 → 17105
• 36022 → 17006 → 17106
• 36023 → 17007 → 17107
• 36025 → 17008 → 17108
• 36027 → 17009 → 17109

• 36028 → 17010 → 17110
• 36029 → 17011 → 17111
• 36030 → 17012 → 17112
• 36031 → 17013 → 17113
• 36032 → 17014 → 17114
• 36033 → 17015 → 17115
• 36034 → 17016 → 17116
• 36035 → 17017 → 17117
• 36036 → 17018 → 17118
• 36037 → 17019 → 17119

• 36038 → 17020 → 17120
• 36039 → 17021 → 17121
• 36040 → 17022 → 17122
• 36041 → 17023 → 17123
• 36043 → 17024 → 17124
• 36044 → 17025 → 17125
• 36046 → 17026 → 17126
• 36047 → 17027 → 17127

その後の状況

長く東京圏の通勤輸送を支えた本系列であるが、戦後の輸送量の増大による車体長20m級電車の増備や老朽化によって、1951年以降、地方に転ずるものが多くなった。主な転用先は電化買収線区で、仙石線、大糸線、身延線、飯田線、福塩線、可部線、宇部線、小野田線などである。東京圏に残ったものも、京浜線や山手線からは1960年代前半には退き、青梅線や南武線、鶴見線などの周辺線区に移っている。地方に移ったものも、1970年代前半までには、大都市圏への新性能電車投入によって余剰となった車体長20m級旧形電車に置き換えられて姿を消していった。一般営業用に残った最後のものは、1980年11月まで使用された南武支線である。

地方線区への転用にあたり、長大編成を前提としたモハ10形、サハ17形は1960年代中盤頃にはすべて姿を消し、モハ11形、クハ16形についても、1970年代前半にはほぼ淘汰されている。これらの一部は事業用に転用され、配給車、救援車、牽引車に改造されている。これらは、後継車の登場する1980年代まで使われたが、1987年（昭和62年）の国鉄分割民営化に際しては、牽引車に改造されていた1両がイベント用として旅客用車に復帰し、東海旅客鉄道（JR東海）に引き継がれたのが唯一例である。

配給車への改造

老朽化の進行していた木造のモル4100形の代替として、1958年から改造が行なわれたもので、大型部品の運搬の便を図るため、車体の後半部は無蓋構造とされ、あおり戸が設けられた。運転台直後の車体の3分の1は、小物部品の運搬のため有蓋構造のまま残されている。

1958年度の改造は、大宮工場でモハ11形5両、クハ16形3両に対して行なわれ、改造後はそれぞれモル4500形、クル9500形となった。これらは1959年6月の改番で、クモル24形、クル29形に改められている。その後も、増備は進められ、1969年までに両運転台形のクモル23形に2両、片運転台形電動車のクモル24形に5両、制御車のクル29形に3両が改造されている。

番号の新旧対照は、次のとおりである。

• 11134 → 4500 OM → クモル24000
• 11161 → 4501 OM → クモル24001
• 11158 → 4502 OM → クモル24002
• 11159 → 4503 OM → クモル24003
• 11130 → 4504 OM → クモル24004

• 16258 → 9500 OM → クル29000
• 16213 → 9501 OM → クル29001
• 16256 → 9502 OM → クル29002

• クモハ11157 → クモル23001 OY（1963年）
• クモハ11132 → クモル23002 ST（1963年）

• クモハ11101 → クモル24005 OY（1967年）
• クモハ11118 → クモル24006 OY（1967年）
• クモハ11154 → クモル24007 OY（1967年）
• クモハ11128 → クモル24010 ST（1968年）
• クモハ11127 → クモル24011 KY（1969年）

• クハ16264 → クル29003 ST（1965年）
• サハ17110 → クル29004 OY（1965年）
• サハ17109 → クル29005 OY（1965年）

1959年形式称号規程改正による変化

1959年6月、新性能電車を分離する形式称号規程改正が行なわれ、その際、中間電動車と制御電動車が分離されて、制御電動車に新記号「クモ」が制定されたのにともない、モハ11形はクモハ11形に改められた。また、従来形式は数字のみであったが、この改正により記号と数字を合わせて形式とするよう変更されている。

同時に、鋼製事業用車は従来の雑形形式から制式形式に移され、モル4500形、クル9500形、サル9400形は、それぞれクモル24形、クル29形、サル28形に改められている。

クハニ19形の制定

クハ16形の一部には、仙石線および飯田線用として1951年頃から運転台直後の客室を仕切って荷物室とした車両があったが、1959年12月にこれらをクハニ19形に改め、区別をした。これによって、14両が本形式となったが、30系に属するのは8両である。番号の新旧対照は、次のとおりである。

• クハ16202 → クハニ19000（荷物室設置 1951年4月 MO、便所取付 1958年12月 MO）
• クハ16207 → クハニ19001（荷物室設置 1954年10月 MO、便所取付 1958年3月 MO）
• クハ16204 → クハニ19002（荷物室設置 1951年4月 MO、便所取付 1958年3月 MO）
• クハ16217 → クハニ19003（荷物室設置 1959年1月 汽車）
• クハ16250 → クハニ19004（荷物室設置 1951年7月 MO）
• クハ16221 → クハニ19005（荷物室設置 1958年10月 TK、便所取付 1956年11月 TK）
• クハ16227 → クハニ19007（荷物室設置 1953年7月 MO、便所取付 1959年3月 MO）
• クハ16257 → クハニ19009（荷物室設置 1958年12月 TK、便所取付 1957年3月 MO）

クモハ11形を両運転台に改造

1960年、福塩線で早朝夜間の単行運転用として、幡生工場でクモハ11153の後位に運転台を増設したもので、改造後はクモハ12形に編入され、クモハ12040に改番された。増設側の運転台は全室式であるが、貫通扉は引戸のまま残されている。

本車は、岡山電車区を経て1972年に陸前原ノ町電車区に転属し、事業用車代用（構内入換用）となり、1982年に廃車となった。

牽引車への改造

東京圏の通勤線区から、17m車が撤退するのにともない、車両基地内での入換えや本線上での試運転や回送に使用するため、牽引車に改造したものである。この頃には、新性能電車が各区に配置されるようになっており、電動車は運転台のないのが基本であり、また、制御車は動力を持たない付随車であることが多いなど、これら新性能車用の牽引車が求められていたものである。クモハ11形の後位に運転台を取付けたものが1962年に1両、運転台がないことから地方での短編成運用に適さないモハ10形に運転台を取付けたものが、1963年から1966年にかけて9両が製作され、クモヤ22形に編入の上それぞれ100番台、110番台に付番された。

両者とも両側に運転台を設置し、新性能車を制御できる機能を追加しているが、車体は運転台部分以外は種車のままである。前面は切妻の貫通型で、幕板部に前照灯を埋め込んでいる。これらは、1980年代まで使用されたが、国鉄分割民営化を前に、イベント用に改造された1両を除いて、すべて廃車された。番号の新旧対照は、次のとおりである。

• クモハ11113 → クモヤ22100 OY（1962年）
• モハ10014 → クモヤ22110 OF（1963年）
• モハ10015 → クモヤ22111 OF（1964年）
• モハ10016 → クモヤ22112 HM（1964年） → クモハ12041 HM（1987年）
• モハ10017 → クモヤ22113 HM（1964年）

• モハ10000 → クモヤ22114 OF（1965年）
• モハ10001 → クモヤ22115 OF（1965年）
• モハ10006 → クモヤ22116 HM（1965年）
• モハ10010 → クモヤ22117 HM（1966年）
• モハ10053 → クモヤ22118 HM（1966年）

救援車への改造

thumb|240px|right|クモエ21001 1963年から1967年にかけて、クモハ11形4両、サハ17形1両が救援車に改造された。これらは、車体中央部に幅広の扉を設け、両運転台に改造されたのは共通であるが、配置区所の事情に応じて細部の仕様は異なっている。改造後は、それぞれクモエ21形、クエ28形に改められている。1986年までに全車が廃車された。番号の新旧対照は、次のとおりである。

• クモハ11114 → クモエ21000 OY（1963年）
• クモハ11106 → クモエ21001 MO（1967年）
• クモハ11112 → クモエ21002 MO（1967年）
• クモハ11150 → クモエ21003 HB（1966年）
• サハ17122 → クエ28100 HM（1964年）

クモヤ22形をイベント用に改造

thumb|240px|right|クモハ12041 1987年、クモヤ22形1両をイベント用として使用するために、旅客用に改造したものである。落成日は3月31日で、国鉄最後の改造落成車である。番号は、前述のクモハ12040に続くクモハ12041と付番された。外観上は、クモヤ時代とほとんど変わりはなく、扉の自動化や吊革の再設置を行なった程度である。民営化後は、JR東海に引き継がれ、初期の予定どおり、飯田線のイベント列車「ゲタ電」号や、ロングシートであることから床面に畳を敷いて簡易お座敷車としても使用された。

しかし、2000年（平成12年）12月17日に京福電気鉄道越前本線で発生した列車衝突事故により、ブレーキの多重系統化などの対策指示が国土交通省から出されたが、これに対応できない本車は使用を中止され、2002年（平成14年）2月28日付けで除籍された。

廃車

本節では、1953年改番以降の廃車について記す。

• 1958年（昭和33年）度
  • モハ11形 : 11000, 11008, 11052（静）, 11001, 11002, 11012, 11014, 11084（仙）, 11005, 11027, 11109（岡フチ）, 11054（広）
  • クハ16形 : 16100（長）, 16161（静）

• 1959年（昭和34年）度
  • クモハ11形 : 11103（岡フチ）
  • モハ10形 : 10003, 10004, 10005, 10012（東イケ）
  • クハ16形 : 16100, 16121, 16156, 16160（長キマ）, 16102, 16116, 16118, 16163（中ウヘ）, 16106（東テシ）
  • クハ18形 : 18010, 18011（静ママ）

• 1965年（昭和40年）度
  • クモハ11形 : 11105, 11119, 11121（中ウヘ）, 11120, 11124, 11138（長キマ）
  • クモハ14形 : 14110, 14111, 14114, 14116（静ママ）
  • クハ16形 : 16200, 16206, 16254（中ウヘ）, 16208（長キマ）
  • クハニ19形 : 19003（静ママ）

• 1966年（昭和41年）度
  • クモハ11形 : 11102, 11108, 11115, 11122, 11140（仙リハ）, 11129, 11137（長キマ）, 11151, 11156（中ウヘ）
  • クハ16形 : 16201, 16218, 16223, 16230（中ウヘ）, 16203, 16209, 16228（長キマ）
  • クハニ19形 : 19000, 19001, 19002, 19004, 19007（仙リハ）, 19005, 19009（静ママ）
  • サハ17形 : 17102, 17103, 17113, 17121（天オト）, 17116（仙リハ）

• 1967年（昭和42年）度
  • クモハ11形 : 11104, 11107（岡フチ）, 11110（東テシ）
  • モハ10形 : 10002, 10008, 10009, 10011, 10018, 10051, 10054, 10057, 10058, 10059, 10060, 10061, 10062, 10063, 10064（東ナハ）, 10055（東ヒナ）
  • クハ16形 : 16219（金トヤ一）, 16222（長キマ）
  • サハ17形 : 17100, 17101（東テシ）, 17104, 17112, 17118, 17120（東ナハ）

• 1968年（昭和43年）度
  • クモハ11形 : 11111（岡フチ）
  • モハ10形 : 10007, 10013, 10050, 10052, 10056（東ナハ）

• 1969年（昭和44年）度
  • クモハ11形 : 11125（中ウヘ）, 11131（岡フチ）
  • クハ16形 : 16232（西トタ）
  • サハ17形 : 17105, 17106, 17107, 17111, 17114, 17115, 17117, 17119（東ナハ）, 17108（東テシ）

• 1970年（昭和45年）度
  • クハ16形 : 16210, 16226（西オメ）, 16216, 16234（岡フチ）, 16225（広ウヘ）
  • クハ18形 : 18013（静チウ）, 18015（静ママ）

• 1971年（昭和46年）度
  • クモハ11形 : 11133, 11135（岡フチ）
  • クハ16形 : 16205（広ヒロ）, 16212（岡フチ）, 16214（西トタ）, 16220, 16251, 16252（広ウヘ）

• 1973年（昭和48年）度
  • クモハ11形 : 11100, 11116（南テシ）

• 1974年（昭和49年）度
  • クモハ11形 : 11136, 11152（南テシ）
  • クハ16形 : 16225, 16255（南テシ）
  • クモヤ22形 : 22100（南フナ）

• 1976年（昭和51年）度
  • クモハ11形 : 11117, 11123（広ヒロ）

• 1978年（昭和53年）度
  • クル29形 : 29003（大タツ）

• 1980年（昭和55年）度
  • クハ16形 : 16211, 16215（西ナハ）
  • クモヤ22形 : 22110（広セキ）, 22116（南シナ）, 22117（大タツ）
  • クモル23形 : 23001（南シナ）
  • クモル24形 : 24000, 24001, 24002, 24003, 24004, 24006, 24007, 24011（南シナ）
  • クル29形 : 29000, 29001, 29002, 29004, 29005（南シナ）

• 1981年（昭和56年）度
  • クモル23形 : 23002（大タツ）
  • クモル24形 : 24005, 24010（大タツ）

• 1982年（昭和57年）度
  • クモハ12形 : 12040（仙リハ）
  • クモエ21形 : 21005（高シマ）

• 1983年（昭和58年）度
  • クモエ21形 : 21002（西トタ）
  • クモヤ22形 : 22111（西ナハ）

• 1984年（昭和59年）度
  • クモエ21形 : 21000（南チタ）, 21003（広ヒロ）
  • クエ28形 : 28100（静トヨ）

• 1986年（昭和61年）度
  • クモエ21形 : 21001（北ヤマ）
  • クモヤ22形 : 22113（静トヨ）, 22114, 22115（南フナ）, 22118（名シン）

• 2001年（平成13年）度
  • クモハ12形 : 12041（静シス）

譲渡

thumb|right|210px|相模鉄道2019 thumb|right|210px|銚子電鉄犬吠駅前でレストランになった元・相模鉄道2022（手前の車体） thumb|right|210px|相模鉄道2023

本節では、1953年改番以降の譲渡車を掲げる。

• 11000 - 駿豆鉄道モハ46（1959年） → 廃車（1977年）
• 11002 - 相模鉄道モハ2017（1959年） → 廃車（1973年）
• 11008 - 相模鉄道モハ2019（1959年） → モニ2019（1975年）→ 廃車（2007年）
• 11014 - 相模鉄道モハ2018（1959年） → 廃車（1973年）
• 11052 - 相模鉄道モハ2020（1959年） → 廃車（1973年）
• 11054 - 相模鉄道モハ2022（1959年） → モニ2022（1975年） → 廃車
• 11084 - 相模鉄道モハ2021（1959年） → 伊豆箱根鉄道モハ163（1975年） → 廃車（1996年）
• 11109 - 相模鉄道モハ2024（1960年） → 伊豆箱根鉄道クハ187（1976年。クハ2510と車体振替） → 廃車（1996年）
• 16161 - 相模鉄道クハ2513（1960年） → 三岐鉄道モハ156（1974年） → 廃車（1988年）

• クモハ11103 - 相模鉄道モハ2023（1960年） → モニ2023 → 廃車（2007年）
• クモハ11124 - 弘南鉄道モハ1120（1967年） → 廃車（1988年）
• クハ16106 - 相模鉄道クハ2509（1960年） → 伊豆箱根鉄道クハ185（1975年） → 廃車（1996年）
• クハ16121 - 相模鉄道クハ2511（1960年） → クニ2511（1975年） → 日立電鉄クハ2504（1979年） → 廃車（1991年）
• クハ16156 - 相模鉄道クハ2510（1960年） → 伊豆箱根鉄道モハ165（1976年。モハ2024と車体振替） → コデ165（1997年）
• クハ16160 - 相模鉄道クハ2512（1960年） → 三岐鉄道モハ155（1974年） → 廃車（1988年）
• クハ16222 - 弘南鉄道クハ1610（1967年） → 廃車（1988年）
• クハ16259 - 上毛電気鉄道クハ771（1966年） → 廃車
• クハニ19003 - 伊豆箱根鉄道サハ83（1967年） → 廃車（1990年）
• クハニ19005 - 伊豆箱根鉄道クハ28（1967年） → クハ183（1971年） → 廃車（1984年）

保存

• クモエ21001 - 日酸公園（栃木県下野市） - 旧小山電車区配置の救援車
• クモハ12041 - リニア・鉄道館（愛知県名古屋市港区）。
• クモハ11117 - 西日本旅客鉄道下関総合車両所本所（山口県下関市） - 可部線で使用された車両

参考文献

• 沢柳健一・高砂雍郎 「決定版 旧型国電車両台帳」 - ジェー・アール・アール ISBN 4-88283-901-6（1997年）
• 沢柳健一・高砂雍郎 「旧型国電車両台帳 院電編」 - ジェー・アール・アール ISBN 4-88283-906-7（2006年）
• 新出茂雄・弓削進 「国鉄電車発達史」 - 電気車研究会（1959年）
• 沢柳健一 「旧型国電50年 I・II」 - JTB ISBN 4-533-04376-3（2002年） / ISBN 4-533-04717-3（2003年）
• 吉田昭雄 「国鉄鋼製電車1-1, 2 [直流旧形電車編] 30系」 - 鉄道ファン 1965年4・5月号(Nos.46, 47)
• 小山憲三 「モハ30系の国電たち」 - 月刊レイル1980年4月号(No.25)
• 寺田裕一 「ローカル私鉄車輌20年 東日本編」「同 西日本編」「同 路面電車・中私鉄編」 - JTB ISBN 4-533-03982-0（2001年） / ISBN 4-533-04102-7（2002年） / ISBN 4-533-04718-1（2003年）

関連項目

{{国鉄の旧形電車リスト}}

BREAK

JNR electric multiple units

KuMoHa 11 and KuMoHa 12

The KuMoHa 11 (クモハ11) and KuMoHa 12 (クモハ12) are classes of EMU power cars formerly operated by JNR. The two classes are generally similar, both being 17 meters (56 ft) in length with steel bodies having three passenger doors per side and bench seating mounted lengthwise. The KuMoHa 11 has a single driver's cab with separate doors, while the KuMoHa 12 has a cab at either end, each with its own doors. Both classes were created from older EMUs that had originally been built in the later 1920s and early 1930s for the Japanese Government Railways (JGR).

These classes were known at first as the MoHa 11 (モハ11) and MoHa 12 (モハ12). They were formed in June 1953 when the JNR, the postwar successor to the JGR, revised its rolling stock classification system. Their names changed to KuMoHa 11 and KuMoHa 12 in June 1959.

The MoHa/KuMoHa 11 and 12 classes were formed by consolidating units of several older EMU classes of the JGR. For the MoHa/KuMoHa 11, the units were from the MoHa 30 (モハ30), built in 1926-1928 (among the first steel-bodied EMUs built by the JGR), the MoHa 31 (モハ31), built in 1929-1931, the MoHa 33 (モハ33), built in 1932-1933, and the MoHa 50 (モハ50), built from 1934 to 1941. All of these were single-cab units with basically similar appearance, configuration, technology, and performance, but since they were built at different times, they differed in details such as the shape of the roof, the type of ventilators on the roof, the form of trucks used, and the underframe structure.

For the MoHa/KuMoHa 12, matters are more complicated. The first units were a mix of dual-cab MoHa 34 (モハ34) units built in 1933 and former single-cab MoHa 31 units which in 1950-1951 had been converted to dual-cab MoHa 34 standard. Later MoHa/KuMoHa 12 units were made in 1957-1959 by similarly converting single-cab MoHa/KuMoHa 11s (which had originally been MoHa 31s and MoHa 50s) to dual-cab form. Two other KuMoHa 12 units were made by conversion in 1960 and 1987.

KuMoHa 11

A JNR KuMoHa 11 (an ex-MoHa 31) leads a 2-car trainset in August 1980 at Hama-Kawasaki Station on the Nambu Branch Line in Kawasaki, Kanagawa Prefecture.

A retired JNR KuMoHa 11 (an ex-MoHa 30) preserved at the Shimonoseki Railway Yard in Shimonoseki, Yamaguchi Prefecture.

KuMoHa 12

A JNR KuMoHa 12 (an ex-MoHa 31) in August 1980 at Musashi-Shiraishi Station on the Tsurumi Line in Kawasaki, Kanagawa Prefecture.

A KuMoHa 12 of JR East circa December 1990 at Musashi-Shiraishi Station on the Tsurumi Line.