User:MiasmaEternal/Hankyu 3300 series

Hankyu 3300 series
Entered service	1967
Operators	Hankyu
Specifications
Maximum speed	110 km/h (68 mph)
Acceleration	3.3 km/h/s
Deceleration	4.5 km/h/s (service) 5.0 km/h/s (emergency)
Track gauge	1,435 mm (4 ft 8+1⁄2 in)

The Hankyu 3300 series (阪急3300系) is an electric multiple unit that has been in operation since 1967.

History

Between 1967 and 1969, 120 cars were manufactured to coincide with the opening of the Sakaisuji Line and the World Expo that was due to occur in Osaka - it was introduced at the same time as the Hankyū 5000 series was for the Kobe Line. In 1979, six more cars were manufactured.

From 1982, all cars would have air-conditioning installed as part of a retrofitting program - other additions would include an electrically operated display screen system, an electric directional indicator, and new service type and destination boards.

Manufactured cars

3300 series (3301 - 3348)

A motor and cab car - it is equipped with pantographs and controllers, and are used in conjuction with 3400 series and/or 3800 series cars. Some cars have been converted to intermediate cars, and the cars that have been converted to intermediate cars and pantographs removed have been re-designated as the 3890 series.

3350 series (3351 - 3368)

   Control cars facing Kyoto Kawaramachi and Kitasenri. 3 cars are converted to intermediate cars. Three cars are converted to intermediate cars. In the following diagram, it is called "Tc" or "To" (converted to intermediate car), but in the new format, it is called "Tc3350" (or "T3350" if the cab is removed).

3800 series (3801 - 3818)

   This intermediate electric car is equipped with MG and CP, and forms a unit with Type 3300. In the formation chart below, they are called M'. In the new type designation, it is called M3800.

3400 series (3401 - 3430)

   Control electric cars for Kyoto Kawaramachi and Kitasenri direction, manufactured in 1969 only. Since they were manufactured based on the coupling release operation plan described below, many of them were built in the middle of the train from the beginning, and most of them were converted to intermediate cars during the cooling modification. There are three cars that were de-electrified and renumbered to Type 3390, and only one car was de-electrified and renumbered to Type 3890 after it was converted to an intermediate car. The only cars that still have the caboose are the three cars used to form the second car of a 6+2 car formation (3426 was scrapped in 2016, so only two renewed cars, 3425 and 3427, will be used after that), and there are no opportunities to lead the train in commercial operation. In the formation chart below, they are called M'c or M'o (converted to intermediate cars). In the new type designation, it is called Mc3400 (M3400 for cars with the driver's cab removed)

3850 series (3851 - 3861 (odd-numbered cars only))

   An accessory car. In the following formation chart, it is indicated as "T". Only odd-numbered cars were built to be used only in the 4-car side of the 4+3-car formation that was built in the early days. When the number of accompanying cars was increased later, it was changed to a different type, Type 3950, and as a result, the even-numbered cars were left without a number. As a result, the even-numbered cars were left empty.

3950 series (3951 - 3956)

   Additional cars were built in 1979. As mentioned above, it was manufactured as a cooling preparation car with a body similar to Type 5850, the intermediate auxiliary car of Series 5300, and the height of the car is higher than that of normal Series 3300 because a cooling wind tunnel was built into the body from the time of new production. The height of the car is higher than the normal 3300 series, because a cooling wind tunnel was built into the car body from the time it was newly manufactured. The monitor roof at the time of new manufacture was also slightly higher and shorter than the overall length of the roof, unlike that of the normal 3300 series intermediate cars. Also, the shape of the bogies and the position of the car side indicator lights are different from those of the regular 3300 series, and are similar to those of the 5300 series. In the formation chart below, it is indicated as "T". The new name of the train is T3850-1, and it is treated as a group of T3850 even though it is number 3950.

Translated with www.DeepL.com/Translator (free version)

製造

当初は、堺筋線への直通運転の詳細が未確定なこともあり、暫定的に本線の急行など優等列車用としてMT比4M3Tの7両編成(Mc-M'-T-Tc+Mc-M'-Tc)で落成した。車両番号の下1桁をそろえるため、付随車の3850形は偶数番が欠番となっている。

Template:列車方向							竣工
Mc	M'	T	Tc	Mc	M'	Tc
3301	3801	3851	3351	3302	3802	3352	1967年12月
3303	3803	3853	3353	3304	3804	3354
3305	3805	3855	3355	3306	3806	3356
3307	3807	3857	3357	3308	3808	3358	1968年5月
3309	3809	3859	3359	3310	3810	3360	1968年9月
3311	3811	3861	3361	3312	3812	3362	1968年11月

直通運転の計画が明らかになり、阪急側は5両編成14本を用意することとなった。地下線内の故障列車の救援推進を考慮し、協定により編成内の3分の2を電動車とするため、5両編成ではユニットの関係から4M1Tとなった。

自社線内のダイヤ検討の過程で高槻市駅で5両編成+2両編成の連結解放を行う案が浮上し、その対応のために当初計画のなかったMc'車を製造することになり、3400形が登場した。3400形の形式は神戸・宝塚・京都方の先頭車に100番を加えるきっかけとなった。

Template:列車方向			竣工
Mc	M'	Tc
3313	3813	3363	1969年1月
3314	3814	3364
3315	3815	3365	1969年3月
3316	3816	3366
3317	3817	3367
3318	3818	3368
Mc	M'c
3325	3401		1969年3月
3326	3402
3327	3403
3328	3404

3400形は増備が続けられ、4M1Tの5両編成に組成変更された。一部の編成では、しばらく6M1Tの7両編成で本線急行に使用された編成も存在した。連解運用を考慮して3332 - 3348と3408 - 3424の34両に自動式の密着連結器を装備したが、結果として連結解放運転は実現しなかった。

Template:列車方向		竣工
M'c	Mc
3408	3332	1969年9月
3409	3333
3410	3334
3411	3335	1969年10月
3412	3336
3413	3337
3414	3338
3415	3339
3416	3340
3417	3341
3418	3342
Mc	M'c
3329	3405	1969年8月
3330	3406
3331	3407

Template:列車方向				竣工
Mc	M'c	Mc	M'c
3319	3419	3343	3425	1969年10月
3320	3420	3344	3426
3321	3421	3345	3427
3322	3422	3346	3428
3323	3423	3347	3429
3324	3424	3348	3430

1979年（昭和54年）には、堺筋線の6両編成化を目的として付随車6両が追加製造され、3308F、3310F、3312F、3313F、3314F、3316Fの6本に組み込まれた。車体は当時増備中の後継の冷房車5300系に準じ、断面形状が若干異なるものの、5300系の5850形と同一とした。冷房装置は搭載せず準備工事車として竣工し、車両形式も3950形となった。

External links

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