Castarcian Rail Class 420

Castarcian Rail Class 420
Class 420 No. 420469 at Didsley Bridge station.
File:Class420interior.jpg Interior of a Class 420 train operating in the Pearsonville Metropolitan Area region.
In service	1990 - Present
Manufacturer	Flynn Industries
Replaced	Class 365 Class 366 Class 367
Formation	3 coaches per trainset
Capacity	284 total 244 (Specialist Airport Services)
Operator(s)	Castarcian Rail
Specifications
Train length	70.18m (230 ft 3 in)
Car length	End Units: 23.37 m (76 ft 8 in) Central Unit: 23.44 m (76 ft 11 in)
Width	2.8m
Height	3.78m
Maximum speed	100mph (160km/h)
Weight	120t
Power output	1.8 MW
Power supply	overhead catenary
Electric system(s)	25 kV 50Hz AC
Current collection method	Pantograph
Braking system(s)	Regenerative Air Brake
Track gauge	1,435mm Standard Gauge

The Castarcian Rail Class 420 electric multiple units are a class of train that operates on lines in the Allied Castarcian States. The class is the most widely used train in the Allied Castarcian States, primarily used for shorter routes that are of lesser significance. The quick acceleration and deceleration coupled with lower running costs (in comparison to other EMUs in service) make it an ideal choice for local routes which stop at every station and intercity routes that are not of crosscountry distance.

Construction and Order

In 1986, a Castarcian Rail report determined that DMUs (Diesel Motor Units) were not very popular within the Allied Castarcian States for a number of reasons. Chiefly, they were loud and noisy on accelerating (from a station) and turning (screeching on bends), and as such acted as a nuisance to communities in close proximity to the rails, and the primary DMUs in service - the Class 365, the Class 366, and the Class 367 respectively - were not popular trains, with many complaints levelled about passenger space on the inside, as well as ride comfort, amongst other things.

Due to the announcement of Craig Webley, who was then Transport Minister, which detailed the widespread electrification of any lines which weren't already, and a desire to appear modern and up to date with the rest of the worlds rail networks, Castarcian Rail issued a requirement for a versatile EMU to serve around the nation on these soon to be electrified lines. The aging DMUs that were in service at the time were in dire need of replacement, many of which had been made simply to replace steam services a couple of decades earlier, and the public felt that many were past their expiry date. DMUs had a negative public image and environmental concerns meant that EMUs were an attractive proposition - the electric powerplants would also be quieter and would allow the train to accelerate and decelerate much more quickly and generally cut down travel times. Castarcian Rail foresaw that if an EMU model could fix the problems of the DMUs, the rail network would gain popularity and fares could be sold cheaper, which would then help contribute to the popularity of rail.

Flynn Industries proposed what it called the Current EMU, the name meaning both that it was a modern design and also alluding to the trains electric nature. It had larger interior space inside than its DMU predecessors and made use of regenerative braking as opposed to rheostatic braking, viewing it as a more reliable method. Whilst the Current looked perfectly able to solve all the problems it was designed to deal with, plenty of people believed it too good to be true, and that the technology involved in the EMU would inevitably lead to reliability issues which would undo any or most good the train could do for the country. The Current was also criticised for trying to be 'over-versatile' with its top speed of 125 mph (200 km/h), leading it to be infamously called the 'bastardised offspring of a drunk HST (high speed train)' by the then Councillor of Cromley, John Frobisher. The Current also faced criticism for 'trying too hard' when it was argued that a newer DMU would be cheaper and less risky when it came to reliability issues by a minority portion of Castarcian Rail, and additionally the train was mocked for what many believed was a silly name.

Service history

Flynn Industries proposed a slightly revised EMU design soon after its concept of the Current. It featured rheostatic brakes and was overall less ambitious, featuring a top speed of 100 mph (160 km/h). A significant amount of these units were ordered and the first entered service in 1990, designated as the Class 420. However, the 'Webley Plan' of 1986 did not come to full fruition, as the entire network hadn't been electrified. Older DMUs that couldn't be replaced with electric trains because of this were mostly replaced with loaned freight haulers. Castarcian Rail had to quickly build new DMUs as a stopgap measure in some cases, and in one extreme case recorded in Sexham, a steam locomotive was used for a service.

In 1996, Alexander Winter, the newly appointed Transport Minister, promised to implement the Webley Plan. He oversaw total electrification of the network and gave the go-ahead for more Class 420 units to be ordered. Furthermore, in 1999, he enacted a revamp of the Class 420 trains in service. Their systems were upgraded to a state more similar to the Current concept, and featured proper regenerative braking, which helped cut down rail emissions.