K10 Series EMU
The K10 Series was an electric multiple unit train developed between 1959 and 1964 by the National Railway Company (邦鐵路, prong-l′ik-ragh) of Themiclesia for its new high-speed railway service. The K10 had a top speed of 135 MPH and was in use from 1967 to 1993. There were a total of 30 EMUs manufactured.
History
The NRC have employed EMUs on branch-line and frequent-stop services since before the Pan-Septentrion War. The operator then designated all its EMUs with the (apparently meaningless) prefix K regardless of attribute, each succeeding model having an incremented number. The K10 shared only a modest amount of technology with its older sibling in the EMU fleet, the K9, which ran not only at conventional speed, but was considered inadequate to replace the C30 steam locomotive in express services.
The development of the K10 began in 1959, though exploration for radical improvements in EMU technology began as early as 1957, when the K9 entered service. While development was done by the NRC itself, eventual manufacture of the frame and body was contracted to Tonning Locomotive Works, while the motors were supplied by Meridian Electric, both major manufacturers in Themiclesia that have previously co-operated with the NRC. Meridian Electric was chronically behind schedule during the manufacturing process and delivered the first motors almost an entire year late, while Tonning Works was on-time for the most part. This, however, was only one of several major delays that resulted in a belated opening in 1967.
While there was much speculation whether the two manufacturers' parts would be compatible, no such instances have been widely reported. The first EMU was delivered to NRC on Dec. 1, 1964, and delivery continued until 1966. While the NRC wished to sue Meridian Electric for its gross delay in delivering the motors, the Government intervened on the grounds that the NRC's tracks were unready, so no revenue was actually lost. All 30 units of the K10 were tested and entered service in 1967.
In 1970, the Railway Act was amended to repeal mandatory three-class service across the railway network. While the NRC internally discussed converting the existing first-class cars into other classes, they were ultimately retained as "observation seats" for their swivel chairs and individual windows, tariffed as second-class plus a flat fee. In the 70s, the NRC heavily marketed them to tourists. Observation seats generated a positive revenue in the 70s due to better utilization. Commercially, the observation seats (1 + 1) were thought to be precedessors to the modern business class seat configuration of 2 + 1.
Together with the K11, the K10 was withdrawn from regular service in 1990, though occasionally they were still used for nighttime services, which ran at reduced speeds, until 1993.
Livery
The K10 had standard NRC livery between 1964 and 1971, with a dark midnight blue body and grey roof. There were blueish-grey bands that ran horizontally under the windows. First-class carriages had one broad band, second-class two narrower bands, and third-class three. For the combined first- and second-class restaurant car, one band ran from the first-class end to the kitchen, while two were on the second-class end, and mutatis mutandi for the second- and third-class restaurant cars.
In the relivery of 1971, THSR trains were painted grey to stand out against other passenger services, which switched to a lighter shade of blue. Two bright green bands ran along the top and bottom of windows, which themselves were covered with a broad blue band. Rather than distinguishing classes by the number of bands, the Sieuxerrian numerals I, II, and III were inscribed in white on the window-bottom band instead. The NRC thought this improved the aesthetics of the EMUs, as there were now two uninterrupted and uniform lines across the entire train set.
The first-class carriage reconfigured as second-class observation seats on K10 EMUs was given two bands.
Variations
K10-1
The K10-1 was a 12-car EMU with pantographs on cars 2, 6, and 10, while motors and breaks were located on cars 3, 7, and 11. The remaining, cars 1, 4, 5, 8, 9, and 12 were unpowered, and amongst them cars 1 and 12 possessed cabs for engineers. Generally, only one cab would be operational at a given time.
This variation and its sibling the K11-1, were the only Themiclesian HSR EMUs to have first-class carriages, located on car 5 in both. The Lower Themiclesia Coachworks, renowned manufacturer of luxury carriages, was contracted for the interior of the first-class cabin. It consisted of a seating section with nine rows of two seats each, and a lounge section with opposing loveseats and chairs. The reclinable swivel chairs in the seating section were pitched at 1,650 mm. The seats were lined with red velvet, and the carpeting was also red. Each chair faced an individual window 1 m in width, with lace sheers and silk curtains. Frames and other appointments were brass, recreating the typical first-class atmostphere on the conventional railway. For 18 passengers, there were two toilets for men and women, a steward's box, tea room, and cloakroom.
Two second-class cars were on the K10-1, located on cars 2 and 3. Unlike the K11 and its successors, the K10 originally had sixteen rows of four seats each, in a 2 + 2 configuration around the aisle. Second-class seats were individually reclinable and bound with leather, pitched at 1,200 mm. Two seats on the same row and side of the aisle could be rotated around together but not individually, as they are on the same bench. A pedal from the aisle side is pushed to loosen the rotation lock. Mechanically, the bench can be locked at any angle, but the NRC prohibited any orientation except forwards and backwards relative to the train's direction. Allegedly, it made such a rule to reserve free rotation as a first-class privilege. There were two unisex toilets, one on each end, and a steward's box with hot water. Second-class carriages were carpeted in green.
There were seven third-class cars, distributed on cars 1 and 7 through 12. The K10's third class continued the old standard on the convenetional railway, which was not generally well-received, with 3 + 2 seating in each row. Each third-class carriage had 24 rows, pitched at 850 mm. Third-class seats, covered with cloth, alternated between forwards and backwards orientation. They also could not rotate or recline. There were also two unisex toilets, one in each end of the carriage. There was a nook with a tea tray and hot water dispenser, though no box for staff, as third-class carriages were not attended. Unlike second-class carriages, the luggage rack was located overhead.
Two restaurant cars were present on the K10-1 originally. One, on car 4, was a combination first- and second-class restaurant car, the first-class end being adjacent to car 5, which permitted easier access by passengers in that car. There was a kitchen equipped with an oven, range, and pantry separating the two sections, though most meals were prepared beforehand and required only reheating. The first-class section had a capacity of ten, with three tables that sat two and one that sat four. The second-class section had ten tables seating four and eight seating two. The two sections had different interior styles. The other restaurant car was located on car 6, with 24 tables that sat four each. This second restaurant car was aimed at third-class passengers and carried a different menu.
| Class | Carriages | Capacity |
|---|---|---|
| First | 1 | 18 |
| Second | 2 | 128 |
| Third | 7 | 840 |
| Total | 10 | 986 |
K10-2
The K10-2 was an 8-car version of the K10-1. It had pantographs on cars 2 and 6 and motors on 3 and 7; the others, cars 1, 4, 5, and 8, were unpowered.
Unlike its brother, the K10-2 had no first-class carriage. The second-class carriage was car 5, while the restaurant car was on car 4. Otherwise, particulars were similar to those on the K10-1. This shorter EMU was created for off-peak hours, when passenger volume was estimated to be less. Additionally, as first-class service was only required once a day on each route, off-peak services could operate without it.
| Class | Carriages | Capacity |
|---|---|---|
| Second | 1 | 64 |
| Third | 6 | 720 |
| Total | 10 | 884 |
Reception
Mechanically, the K10 was considered a reliable workhorse, exceeding its design lifespan of 20 years, but commercially, it garnered a considerable amount of criticism that have influenced the NRC's later running of the HSR. The K11 did not reflect many of the desired changes since the K10 was out of production before the HSR service formally began, and the K11 was already in production by 1968 for better speed and technical reliability.
First class was under-utilized due to high tariffs and the persistence of the Excise.[1] The express surcharge was 30% for third class, 40% for second, and 50% for first. Since the first-class tariff was fixed by law at fourfold that of third class, taxes and surcharges raised the former to around five to six times that of the latter, depending on distance. Nevertheless, the Railways Act required all three classes to run on every commercial route every day, compelling the NRC to include an unprofitable first-class service on the HSR.
Aside from a sometimes-criticized tariff rate, second class was generally well-received. The relative success of the second class eventually resulted in its revision and survival as standard class in the 70s.
Third class, on the other hand, was widely considered very cramped. While the seating pitch of 850 mm was not unusual in the 50s and before (the shortest third-class seat had a pitch of 800 mm), the NRC gradually provided more room starting from 1953. To maximize revenue, the company implemented the old layout in 1959. Third-class seats also lacked sufficient padding and made long journeys uncomfortable. Though the carriage already had a capacity of 120, the NRC sold standing-room tickets to increase its capacity to 145. Standing passengers were forbidden from entering the second- or first-class sections or occupying restaurant cars. While access to the aisle was already encumbered by seat pitch, the presence of standing passengers made it even more challenging. Standing room was limited to 15 in each carriage after 1981.