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371 series
image
371 series on an Asagiri service, October 2009
In serviceMarch 1991 – November 2014
ManufacturerHitachi, Kawasaki Heavy Industries, Nippon Sharyo
Number built7 vehicles (1 set)
Formation7 cars
Fleet numbersX1
OperatorsJR Central
DepotsShizuoka
Specifications
Car body constructionSteel
Car length21.250 m (69 ft 9 in) (end cars)
20.000 m (65 ft 7 in) (intermediate cars)
Width2,900 mm (9 ft 6 in)
DoorsSliding plug doors (1 per side)
Maximum speed120 km/h (75 mph)
Traction systemResistor control + field system superimposed field excitation control
Electric system(s)1,500 V DC
Current collectionC-PS27A single-arm pantograph
Safety system(s)ATS-PT
Track gauge1,067 mm (3 ft 6 in)

The 371 series (371系電車) was an electric multiple unit (EMU) train operated by Central Japan Railway Company (JR Central) in Japan between 1991 and 2014. Originally used on Asagiri limited express services in conjunction with Odakyu Electric Railway,[1] from 2012 until its withdrawal in 2014, the train was used on Gotemba Line excursion services. It was subsequently sold to the private railway operator Fuji Kyuko and rebuilt as the Fujikyu 8500 series for use on Fujisan Tokkyu services from March 2016.

Design

[edit]

The lone 7-car 371 series set was built jointly by Hitachi, Kawasaki Heavy Industries, and Nippon Sharyo.[2]

Operations

[edit]
371 series (right) and Odakyu 20000 series RSE (left) EMUs on Asagiri services, April 2008

From its introduction on 16 March 1991 until 16 March 2012, the 371 series set was used alongside the two Odakyu 20000 series RSE EMUs on Asagiri services run jointly by the private railway operator Odakyu Electric Railway and JR Central between Odakyu's Tokyo terminus at Shinjuku and JR Central's Numazu Station in Shizuoka Prefecture via the Gotemba Line. In addition to the daytime Asagiri services, the train was also used on the following "Home Liner" limited-stop commuter services.[3]

  • Home Liner Numazu
  • Home Liner Hamamatsu
  • Home Liner Shizuoka

From 17 March, the 371 series and 20000 series trains were replaced by Odakyu 60000 series MSE EMUs on Asagiri services.

From June 2012, the 371 series set was used on additional limited-stop "Rapid" services on the Gotemba Line connected with a series of hiking events.[4]

Formation

[edit]

The one 7-car set, X1, was formed as follows.[3] The two Green (first class) cars, 3 and 4, were bilevel cars.[1]

Car No. 1 2 3 4 5 6 7
Designation Mc M' ThsD ThsD M M' Mc
Numbering KuMoHa 371-101 MoHa 370-101 SaRoHa 371-101 SaRoHa 371-1 MoHa 371-201 MoHa 370-1 KuMoHa 371-1

Cars 1, 5, and 7 are each fitted with one C-PS27A single-arm pantograph.[1]

  • KuMoHa 371-101
    KuMoHa 371-101
  • MoHa 370-101
    MoHa 370-101
  • SaRoHa 371-101
    SaRoHa 371-101
  • SaRoHa 371-1
    SaRoHa 371-1
  • MoHa 371-201
    MoHa 371-201
  • MoHa 370-1
    MoHa 370-1
  • KuMoHa 371-1
    KuMoHa 371-1

Interior

[edit]

Standard class cars had regular 2+2 seating. The two bilevel cars had Green (first class) accommodation on the upper decks with 2+1 seating, and standard-class accommodation on the lower decks, also with 2+1 seating.[1]

  • Standard class car interior, February 2009
    Standard class car interior, February 2009
  • Bilevel car upper deck (Green class) accommodation, February 2009
    Bilevel car upper deck (Green class) accommodation, February 2009
  • Bilevel car lower deck (standard class) accommodation, February 2009
    Bilevel car lower deck (standard class) accommodation, February 2009

History

[edit]
The 371 series around 1991, with its original lozenge-type pantographs

The 371 series set entered service on 16 March 1991.[3] From 24 June 1997, car 7 was made no-smoking, and from 18 March 2007, all cars were made no-smoking.[3] From 6 November 2006, the original PS24A lozenge-type pantographs were replaced with C-PS27A single-arm pantographs.[1][3]

Withdrawal

[edit]

The 371 series was withdrawn from Asagiri services following its last run on 16 March 2012. It was subsequently re-employed as a special charter train for use from autumn 2012.[5]

The train was finally withdrawn from service after a final run on 30 November 2014.[6]

Resale

[edit]
The Fujikyu 8500 series set in June 2016
Main article: Fujikyu 8500 series

In December 2014, it was announced that the private railway operator Fuji Kyuko planned to purchase the trainset, and reform it as a three-car set for use on Fujisan Tokkyu services later in fiscal 2015.[7] The train was moved from Shizuoka to JR East's Nagano Works for rebuilding work in March 2015.[8]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

371 series

View on Grokipedia
from Grokipedia
The 371 series (371系電車, san-maru-ichi-kei densha) was a Japanese electric multiple unit (EMU) train operated solely as a single seven-car set by the Central Japan Railway Company (JR Central) from its introduction in 1991 until full deregistration in 2015. Designed for limited express through-services, it featured double-decker coaches in the third and fourth positions, an interior layout modeled after the Odakyu 20000 series RSE, and an exterior design inspired by the 100 series Shinkansen high-speed train. The series represented a unique collaboration between JR Central and Odakyu Electric Railway, enabling seamless operations across private and national rail networks. Introduced in March 1991, the 371 series primarily served the Asagiri limited express route, connecting Shinjuku Station in Tokyo to Numazu Station in Shizuoka Prefecture via the Odakyu Odawara Line and JR Gotemba Line. It also operated on commuter-oriented Home Liner services between Shizuoka and Numazu during peak morning and evening hours, providing reserved-seating accommodation for office workers. The train's bi-level configuration in select cars enhanced passenger capacity and comfort on curvy mountain routes, though it was not equipped with active tilting technology unlike some contemporary Japanese EMUs. Operations continued without expansion, as only this one set was ever built, underscoring its specialized role in regional express travel. By 2012, the 371 series had been phased out of all regular revenue services due to aging infrastructure and shifts in demand, with its final runs occurring on special charters in the Tōkai region. Full retirement followed in 2015, marking the end of JR Central's operation of this unique fleet. In a notable post-retirement chapter, three cars were acquired by Fujikyu Railway, repainted in a striking red livery, and rebuilt into the 8500 series for tourist duties on the Fujisan View Express between Ōtsuki and Kawaguchiko, offering panoramic views of Mount Fuji. This repurposing preserved elements of the original design while adapting it for scenic heritage rail tourism.

Design and Construction

Body and Structure

The 371 series trainset was jointly constructed by Hitachi (cars 1 and 2), Kawasaki Heavy Industries (cars 3 and 4), and Nippon Sharyo (cars 5 to 7) between 1990 and 1991, resulting in a single 7-car formation designated as set X1. The car bodies were fabricated from stainless steel to provide durability and corrosion resistance suitable for Japanese railway operations. End cars measured 21.25 m in length, with intermediate cars at 20 m, and a width of 2.9 m; single-level cars had a height of 4.05 m, while the bi-level cars reached 4.30 m. The bi-level design was implemented exclusively in the Green cars (cars 3 and 4), featuring upper and lower decks to enhance passenger capacity without extending the train's footprint, a configuration that distinguished the 371 series among contemporary JR Central EMUs. The total weight of the 7-car set approximated 350 tons, supporting a maximum operational speed of 120 km/h. Aerodynamic features, including a streamlined front end on the power cars, were incorporated to optimize performance for limited express services on conventional lines. These structural elements integrated with the train's electrical systems to ensure efficient high-speed travel, though detailed power integration is addressed separately.

Electrical and Mechanical Systems

The 371 series employed a conventional DC traction system powered by 1,500 V overhead catenary lines, with main electric motors rated at 120 kW each installed across five powered cars in the 7-car formation (5M configuration). The motors were DC series-wound types equipped with compensating windings: C-MT61A on KuMoHa 371 and MoHa 370, and C-MT64A on MoHa 371. These were controlled via a series-parallel resistance system combined with field-adding excitation control (C-CS57A/C-CS59A), enabling precise speed regulation and regenerative braking capabilities without the use of variable frequency drives. This setup provided reliable performance for intercity services, with four motors per powered car delivering a total output of 480 kW per unit and approximately 2,400 kW across the five powered cars. Power collection was handled by three pantographs per set, initially lozenge-style PS24A units but upgraded to aerodynamic single-arm C-PS27A types starting in November 2006 to reduce noise and improve high-speed stability. The braking system integrated regenerative braking with electrically commanded air brakes (MBSA type), featuring electro-pneumatic controls, suppression speed braking, gradient start assistance, and load-responsive devices for consistent stopping power across varying terrains; this allowed a standard deceleration of 4.0 km/h/s while recovering energy during operation. Mechanical components included bolsterless bogies of the C-DT59 type for powered cars and C-TR243 for trailers, optimized for the 1,067 mm Cape gauge and supporting a maximum operating speed of 120 km/h with an acceleration rate of 2.0 km/h/s from 0 to 80 km/h.

Operations

Asagiri and Joint Services

The 371 series was introduced in 1991 for through-services on the Limited Express Asagiri, running from Shinjuku to Numazu via the Odakyu and Gotemba lines in joint operation with Odakyu Electric Railway's 20000 series RSE sets. This partnership utilized two Odakyu RSE sets alongside the single 371 series set to meet peak tourist demand in the Mount Fuji area. The joint operation ended on 17 March 2012, when the Asagiri service was replaced by Odakyu's 60000 series MSE sets for fleet modernization and improved cost efficiency. In service, the 371 series stopped at key stations such as Gotemba and Susono.

Home Liner and Excursion Services

Following the discontinuation of joint operations with Odakyu Electric Railway on the Asagiri limited express in March 2012, the 371 series was repurposed by JR Central for secondary services, including Home Liner commuter expresses and seasonal excursion trains. These operations were based out of Shizuoka depot, with shorter routes supporting evening peak-hour demand and event-based tourism around Mount Fuji. The sets underwent minor adjustments for higher commuter volumes, such as temporary seating reallocations to accommodate standing passengers during rush hours. Home Liner services utilizing the 371 series began in the early 1990s as limited-stop evening commuter expresses linking key regional hubs. Routes included the Home Liner Numazu (Shizuoka to Numazu), Home Liner Hamamatsu (Numazu to Hamamatsu), and Home Liner Shizuoka (Hamamatsu to Shizuoka), providing reserved-seating options for workers returning from Tokyo-area connections via the Tōkaidō Main Line. These runs operated primarily in the late afternoon and evening, stopping at major intermediates like Fuji and Mishima. Operations continued until March 2012, when the series shifted to non-regular duties. From June 2012, the 371 series entered excursion service on the Gotemba Line, focusing on limited-stop "Rapid" runs tied to hiking and seasonal events near Mount Fuji. The inaugural operation was the temporary rapid "Sawayaka Walking Gotemba Liner," running one round-trip daily on June 17 and 24 from Shizuoka to Matsuda or Suruga-Oyama, serving walking events like the Kaisei Ajisai Village hike and Oyama Town centennial azalea festival. These 7-car sets (capacity 408, all reserved with a 310-yen surcharge) featured large panoramic windows ideal for scenic views, with no transfers required to event start points. Excursion frequency reduced post-2012 but emphasized weekends and winter seasons, with ad-hoc charters promoting Fuji-area tourism. In February 2014 (specifically February 8–9, 15–16, and 22–23), the "Fuji Mountain Train 371" operated six round-trips from Hamamatsu to Gotemba as a temporary express, stopping at key stations like Shizuoka, Fuji, and Numazu; each 7-car train (capacity 406, all reserved) included headmarks depicting winter Fuji vistas and onboard events, with a required express surcharge and reservations starting one month prior. Services like this averaged 1–2 daily pairs on select weekends, drawing hikers and sightseers with direct access to trails from Gotemba Station. By 2014, operations centered on the Gotemba Line's 80th anniversary, with the "Gotemba Line 80th 371" express running five round-trips from November 22–24 and 29–30 between Hamamatsu and Matsuda (stopping at 12 stations including Shizuoka and Numazu), featuring special headmarks, commemorative badges, and PR by local Fuji guides on select legs. The final charter occurred on November 30, 2014, marked by farewell ceremonies at Matsuda and Gotemba stations, after which all 371 series runs ceased. Maintenance cycles at Shizuoka supported these shorter, event-focused trips, ensuring reliability for irregular schedules. The set was then stored at Shizuoka until full deregistration in March 2015.

Formations and Configurations

Car Designations and Layout

The 371 series operated as a single 7-car fixed formation, designated as set X1, built in 1991 jointly by Hitachi, Kawasaki Heavy Industries, and Nippon Sharyo for JR Central. The cars were numbered 1 through 7, with the original designations reflecting their roles as control motor cars (KuMoHa), intermediate motor cars (MoHa), and bi-level saloon cars (SaRoHa). The formation emphasized a balanced distribution of powered and trailer cars to support efficient operation on the Gotemba and Tokaido lines, incorporating two bi-level SaRoHa 371 cars in positions 3 and 4 for enhanced passenger capacity through dual decks. The layout followed a 5M2T configuration (five motor cars and two trailers), with end cars functioning as control motor cars (Mc) equipped for leading duties, intermediate cars as either motor cars (M) or trailers (T), and pantographs mounted on cars 1, 5, and 7 to distribute power collection along the train. Specifically, cars 1 and 7 were KuMoHa 371 (Mc), cars 2 and 6 were MoHa 370 (M), car 5 was MoHa 371-201 (M, single-motor unit), and cars 3 and 4 were SaRoHa 371 (T, bi-level with Green Car and standard seating on upper and lower decks). This arrangement allowed for a top speed of 120 km/h while maintaining stability, with the bi-level cars providing additional vertical space without extending the train length. The sequential layout, from car 1 (Numazu end) to car 7 (Shinjuku end) in typical Asagiri service orientation, was as follows:
Car No.DesignationTypeNotes
1KuMoHa 371-101McPantograph, control equipment
2MoHa 370-101MIntermediate motor, auxiliary power
3SaRoHa 371-101TBi-level, Green/standard seating
4SaRoHa 371-1TBi-level, vending prep room
5MoHa 371-201MPantograph, single-motor unit
6MoHa 370-1MIntermediate motor, compressor
7KuMoHa 371-1McPantograph, control equipment
This modular design facilitated through-running with Odakyu services, with the bi-level cars structurally aligned to standard car heights for compatibility. Passenger capacity totaled 408 seats, distributed across single-level and bi-level accommodations to optimize space in a compact 7-car set. The end KuMoHa cars each seated 60 in standard class, the MoHa 370 cars 60 each, the MoHa 371-201 held 68, and each SaRoHa 371 provided 50 (32 Green Car seats on the upper deck and 18 standard seats on the lower deck), leveraging the bi-level structure for increased density without sacrificing comfort.

Pantographs and Modifications

The 371 series electric multiple units entered service in 1991 fitted with PS24A lozenge-type pantographs manufactured by Toyo Denki Seizo, installed on the motorized cars to collect power from the DC overhead electrification system. These diamond-shaped pantographs were standard for JR Central's conventional limited express trains at the time, providing reliable current collection on routes including the Gotemba and Tokaido lines. A significant modification occurred during periodic inspections in late 2006, when the pantographs on cars 1, 5, and 7 of each formation were replaced with single-arm C-PS27A types, also produced by Toyo Denki Seizo. This upgrade, completed around November 6, 2006, aimed to enhance aerodynamic performance by reducing air resistance at higher speeds and to simplify maintenance through fewer moving parts compared to the original design. The change was applied across the fleet without altering the overall electrical system integration. Minor policy-related adjustments included the implementation of smoking restrictions, beginning with a ban in car 7 in 1997 and extending to all cars by 2007, reflecting broader JR Central initiatives for passenger comfort; however, these did not involve structural changes to the formations. No major layout alterations were made during the service life until the units' withdrawal and subsequent resale. The pantograph upgrades contributed to reduced wear on contact components and improved operational reliability on DC overhead lines, supporting sustained performance in limited express duties. Prior to final withdrawal in 2014, the 371 series underwent pre-resale inspections at Shizuoka Depot, ensuring mechanical integrity before transfer to other operators.

Interior and Amenities

Standard Class Features

The standard class accommodations in the JR Central 371 series trains provided economy seating focused on comfort for limited express services, featuring rotating reclining seats with tray tables in all non-Green cars. In the single-level cars (1, 2, 5, 6, and 7), seating was arranged in a 2+2 abreast configuration with a 1,000 mm pitch, offering passengers a spacious layout for facing-forward or opposite travel during journeys on routes like the Tokaido Main Line. The bi-level cars (3 and 4) featured a more compact 2+1 arrangement on the lower decks for standard class, with a generous 1,100 mm pitch to enhance legroom despite the narrower floor space due to the double-decker structure. Each standard class car accommodated approximately 60 passengers in seated capacity, with luggage racks positioned at deck ends to support excursion users carrying items like golf bags on Gotemba Line services. Amenities included centralized air conditioning for consistent climate control, fluorescent overhead lighting for even illumination, and a public address system for announcements, contributing to a practical daily passenger experience without luxury frills. While there was no dedicated dining car, space in cars 3 and 4 allowed for vending machine access or small shop operations during peak periods. Accessibility features were basic, relying on steps and handrails for entry, with limited wheelchair provisions that did not fully align with post-2010s standards until later modifications added dedicated spaces in car 2.

Green Class Features

The Green Class accommodations in the 371 series were provided exclusively on the upper decks of the bi-level SaRoHa 371 cars, designated as cars 3 and 4 in the standard 7-car formation. These double-decker vehicles featured a 2+1 seating arrangement on the upper level, with single seats along one side of the aisle and pairs on the other, offering a premium layout inspired by the 100 series Shinkansen's bilevel Green cars. Each upper deck accommodated approximately 32 passengers, for a total Green Class capacity of 64 seats across both cars. Seats were designed for enhanced comfort, with a pitch of 1,100 mm—slightly narrower than the standard 1,160 mm for conventional Green cars but providing ample space without feeling cramped. Single seats measured 66 cm in width, while paired seats spanned 125 cm, comparable to contemporary Gran Class standards, and included soft, plush cushions, foldable tables in the armrests, and adjustable footrests with dual surfaces for versatility. The robust construction ensured stability, particularly beneficial for larger passengers, while full-automatic hydraulic rotation minimized manual adjustments during turnarounds. Large panoramic windows on the upper decks maximized views of scenic highlights, including Mount Fuji along the Gotemba Line route. Amenities emphasized luxury and convenience, including overhead call buttons for summoning attendants and embedded audio controls in the armrests, remnants of earlier onboard entertainment systems. Individual reading lights were provided, but the interior featured carpeted flooring and seamless design elements, such as concealed storage for magazines and tourist information near single seats. Separate zoning for heating, ventilation, and air conditioning (HVAC) systems ensured tailored comfort on the upper decks during extended limited express runs. Passenger perks included priority boarding for Green Class ticket holders and dedicated attendant service on Asagiri operations, with a service corner functioning as a mini-buffet equipped with refrigeration, microwave, and coffee facilities. Attendants handled light meal orders delivered directly to seats via call button requests, a service provided by JR Central and Odakyu subsidiaries; complimentary wet towels were offered, though no free beverages were included. These onboard sales and delivery amenities continued until the series' withdrawal in 2012, enhancing the premium experience on joint services to western Izu.

History

Introduction and Build

The 371 series electric multiple unit (EMU) was developed by the Central Japan Railway Company (JR Central) in the late 1980s as part of efforts to upgrade services on the Gotemba Line following the privatization of Japanese National Railways in 1987. This planning aligned with JR Central's strategy to enhance interline operations and boost tourism appeal on routes connecting Tokyo to western Shizuoka Prefecture, emphasizing luxurious bi-level configurations to attract passengers amid the bubble economy era. Construction of the single 7-car set, designated X1, took place in 1990–1991 through a partnership with Odakyu Electric Railway, adapting design elements from the Odakyu 20000 series Romancecar Super Express (RSE) to facilitate seamless through-services. The bi-level layout, featuring double-decker Green cars, incorporated wide-view windows, spacious seating with a 100 cm pitch, carpeted floors, indirect lighting, and onboard amenities such as a service counter with microwave and in-seat meal service, all aimed at elevating the tourist experience. The exterior styling drew inspiration from the contemporary 100 series Shinkansen for a modern aesthetic. The set entered service on 16 March 1991 as JR Central's inaugural bi-level limited express train, debuting on the Asagiri service running from Shinjuku to Numazu via the Odakyu Odawara and Gotemba lines. This marked a milestone in joint operations between JR Central and Odakyu, with the 371 series handling the JR portion of the route to improve capacity and comfort for peak tourist demand.

Service Changes and Withdrawal

In 2012, the 371 series was withdrawn from its primary role on the Asagiri limited express services, with the last run occurring on 16 March 2012, coinciding with a major timetable revision. This marked the end of joint operations with Odakyu Electric Railway, as the service was shortened to Shinjuku–Gotemba and fully taken over by Odakyu's newly introduced 60000 series MSE trains from 17 March 2012. Following the Asagiri withdrawal, the sole 371 series set was reassigned to limited-stop Home Liner commuter services between Shizuoka and Numazu, primarily during morning and evening peak hours, along with occasional excursion and charter operations. These changes reflected the series' transition from high-profile limited express duties to more localized roles amid operational adjustments by JR Central. The 371 series continued in this reduced capacity until its complete withdrawal from revenue service, culminating in a final charter run on 30 November 2014 as the special "Gotemba Line 80th Anniversary 371" express between Matsuda and Hamamatsu, which included a departure ceremony to thank passengers. After this event, the trainset was stored at Shizuoka depot pending future disposition, as JR Central shifted maintenance priorities toward its core Tokaido Shinkansen operations, rendering further upkeep of the aging fleet uneconomical. Challenges in sustaining the 371 series included its age—over 20 years since introduction in 1991—and escalating maintenance demands, particularly after modifications such as the replacement of lozenge-type pantographs with single-arm types starting in November 2006 to improve performance and reliability. With declining ridership on routes like the Gotemba Line contributing to lower utilization, no preservation initiatives were pursued within JR Central, leading to the decision for resale in late 2014.

Resale and Post-JR Use

In December 2014, Fuji Kyuko announced its intention to purchase the sole seven-car 371 series set from JR Central for use in Mount Fuji tourist services, aiming to replace its aging 2000 series trains on limited express routes. The purchase was completed in late March 2015, with the set transferred to JR East's Nagano Works for rebuilding. At Nagano Works, the train was reformed into a three-car unit designated as the Fujikyu 8500 series, utilizing the original single-deck end cars (KuMoHa 371-1 and KuMoHa 371-101) and intermediate car (MoHa 370-101), while the four double-decker cars were removed and scrapped. Modifications included a new red-based livery with "Fujisan View Express" branding to evoke Mount Fuji imagery, interior enhancements for tourism such as larger panoramic windows for better views, premium seating arrangements, and onboard sales of local souvenirs and refreshments. The rebuilt 8500 series entered service on April 23, 2016, operating as the Fujisan View Express limited express between Otsuki and Kawaguchiko on the Fujikyu Line, providing direct connections from Tokyo for Mount Fuji visitors. These trains feature reserved seating only, emphasizing comfort and scenic enjoyment during the roughly hour-long journey. As of 2024, the single 8500 series set remains active in seasonal tourist operations, primarily during peak Mount Fuji viewing periods, with ongoing maintenance to preserve its original structural elements while adapting to increased visitor demand.

References

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  10. https://raillab.jp/photo/11650
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  25. https://www.zone-s.net/jr/c/ec371.html
  26. https://trafficnews.jp/post/601867
  27. https://trafficnews.jp/post/601867/2
  28. https://ats-s.sakura.ne.jp/zukan/371.html
  29. https://www.1999.co.jp/eng/10422274
  30. http://www.asahi.com/travel/aviation/TKY201203160208.html
  31. https://news.mynavi.jp/article/20111217-JR/
  32. https://www.odakyu.jp/program/info/data.info/6813_2421858_.pdf
  33. https://jr-central.co.jp/news/release/nws001541.html
  34. https://prtimes.jp/main/html/rd/p/000000406.000001110.html
  35. http://www.fujikyu-railway.jp/upload/file/371kounyuu.pdf
  36. https://response.jp/article/2016/04/06/272997.html
  37. https://raillab.jp/car/34947
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