>>1295969>so many Japan National Railway is, national, duh. It was also financially burdened, so as with any then-lagging national enterprises, they stuck with a timed and tried design. However they did evolve, raising the cab for more at-grade crossing crash protection and visibility. Panoramic window (curved ones) are further introduced for the latter reason.
Its contemproary subrurban-type or express-type DMU and EMU designs are based on the KiHa 82 and 153 series, replacing the KiHa 81 and (JNR) 80 series respectively.
KiHa 82:
KiHa 81 followed the iconic bonnet design of Limited Expres type vehicles, containing machinery inside that hood. The latter lived on. KiHa 82 follows the new ordinary type vehicle designs at that time, opting for a through-cab configuration by decentralizing more machinery, and putting more motors and electrical equipment throughout its cars.
153 vs 80 series characteristics:
1. Fixed single door width through-cab gangway connection: Since Japan uses multiple units to replace locomotives in general service, this allows for flexibility to increase capacity by coupling MUs and expanding available space through the entire train set. This is favored by the operator (the corporation, for capacity and passenger comfort) and conductors (to oversee, manage, and inspect tickets throughout the train), yet obviously disliked by drivers. Nowadays, since invidual MU formations are already longer and more permanently coupled together, some newer designs, especially urban service ones, has done away with it. This also has to do with increased complexity and visibility requirement at the cab. A secondary benefit brought by it is a convenient escape door at the ends.
2. Lights at the two corners.
3. A train class roll sign display at the forehead
4. I forgot where can I find a detailed explanation for the shape's aerodynamics at the moment.
