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The new overground trains


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And probably won't couple to anything else on the railway.

 

It might do physically - the biggest problem these days is incompatible software and associated electronics. For example despite the bodyshell and couplers looking exactly the same, a 387 cannot properly couple* to a 377 as the computer and electronics are completely different.on each.

 

*In an emergency one type unit can push physically the other to the next station to clear the line, but that is all.

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Form over function. Is there any point in sleek streamlining on a suburban train? Especially when it results in reduced space for passengers.

 

(1) its only an artists impression

(2) the image is a recoloured version of the Crossrail stock (TfL have given both the Crossrail and West Anglia train procurement contracts to Bombardier

(3) Its not 'steamlined' - the front end merely has a curve to it (which might be useful in helping with reducing air resistance for Cossrail trains while they are transiting the tunnelled core section)

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Even so, it was because of the space-wasting features of the 'streamlined' cab ends on the experimental 1935 tube stock that the production trains of 1938 stock did not have this feature. Combined with being two-car units and restricted platform lengths in the tunnels, there was quite a bit of non-passenger space sitting unused in a six car train. The fancy curves and flares at the front did nothing for the aerodynamics at tube train speeds.

Some of those constraints may not apply to Overground and the artist's impression may exaggerate the curve as well. The production version may not look anywhere near as 'streamlined' as the impression.

It does look impressive. :)

 

Edit: p.s. I have deliberately put the word 'streamlined' in quotes because in practice, many of these things are done for appearance rather than true streamlining, with the exception of the high speed train types in various places, where the shapes would presumably have been tested in wind tunnels.

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I know it's only a artist impression, but if you look at the front, the sloping front is just the shape of the nose extended down to around the coupling, and covers the anti rider buffers that all modern units are fitted with. I doubt if done like this if it would actually take up any extra train length space that the normal flat front with the buffers/coupling extending beyond the front of the cab anyway.

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The latest standards require an increased amount of energy absorption material in the nose of the train.  This accounts for the extra "nose" on recent designs such as Siemens 380 compared with their earlier Desiro units.  It probably also explains the shape of the nose here. 

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I like a streamlined look, I'd rather that than the runaway carriages look of flat fronted units, and don't even mention those horrid things with connecting doors on either end.

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If that's what the new units front end is based on, then there is no worries over Passinger space being taken up with the pointy front end. The cab door is in the same position as the present electrostar series of units, over the front axle. This makes the units slightly longer.

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So far the Overground have used walk through stock and the units are the same length as the train so the only waste of space will be at either end of the train and not in the middle. The S7 and S8 stock on London Underground sub surface lines show how long trains can be one unit and I would expect a similar design on the Overground.

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So far the Overground have used walk through stock and the units are the same length as the train so the only waste of space will be at either end of the train and not in the middle. The S7 and S8 stock on London Underground sub surface lines show how long trains can be one unit and I would expect a similar design on the Overground.

The 4-car units themselves will be 'walkthrough', but West Anglia services will see them operating in multiple without access between units.

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