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problem in 3rd rail land is if you double the number of motors you double the current take. The direct consequence of which is the need to upgrade power feeder stations. Also can the pick up shoes handle the (vastly) increased current?

A pendo could be shortened- are 9 or 11 coach units really required to match anticipated demand? Also, what journey time savings could be achieved deploying them, and would the cost of installing TASS equipment justify those time savings?

indeed, because there is a commuter flow in both directions.

Talgo have such a product already, and it goes faster than 140mph.

I wonder if this new (to the UK) plastic sleeper system, as recently used in Moncrieff tunnel near Perth, could be used here? It requires less ballast, so is a track lowering to some extent, perhaps sufficient if used in conjunction with polymer insulating paint and surge arrestors?

just wondering if, during the recent blockade to undertake track replacement at Moncrieff tunnel, the opportunity was taken to lower the track to gain electrification clearance?

TTCs seem to be a recent phenomenon. Also piled foundations for the masts seem to be a more recent practice. I used to have not infrequent journeys up and down the M74 and that part of the WCML looked like drilled and concreted was the preferred method. Concrete is still used where piles aren't...

IIRC it's been mentioned that TTCs are preferred, as obviously only one mast is needed, but that mast needs a larger pile to support it. Several things would suggest the use of a single track cantilever, STC or a portal. Ground conditions, signal sighting, the zig zag to accommodate a curve etc.

are you able to give us a hint from where to where?

Sounds like a workable plan. That rise will assist with braking for the station and speed things up going down the hill. Any blocks in place for this work to be carried out? Reckon Thornliebank road bridge is a little bit more pressing.

is there sufficient distance from the bridge to the station to get the track back to the correct height or will there be a need for rebuilding the platforms a bit lower too?

Climb out of Queen St on electric and change over to diesel at Cowlairs on the chord would work. I could see them get used to Kilmarnock too, the changeover at Barrhead.

I'd suspect the design top speed of 125mph, as opposed to the 80x's 140mph, would involve different gearing, which would go a little way to mitigate.

I suspect, if these 2 have been brought north as speculative by Porterbrook, then they will be tried out over various routes to establish their suitability for those routes. Girvan to/from Stranraer isn't exactly high speed, with 156s, so 769s might very well be ok. The borders route makes use...

Very possible, especially if the units were offered at an attractive price? SR is short of some stock and these could definitely fill that gap.

indeed 14 months does sound excessive. It might be down to the amount of utilities that need diverting and restoring afterwards- in my personal experience some utilities are not the quickest out of the blocks.

I think the current situation with the old Ayr Station Hotel and the shuttle temporarily in place would be the ideal use for 769s until things get sorted out with the building and the power can be turned back on again. I'm not sure that would release any stock that could be usefully redeployed...

at the time of the question being asked! A week is a long time in politics. Nothing would surprise me.

I've often thought that Jordanhill could/should have platforms on the Anniesland line. Similarly Thornton for Glenrothes is screaming for the station to be located inside the triangle serving all the lines.

I envisioned a while back taking 2x IC225 rakes, turn one around, remove both DVTs and stick them together. Perhaps remove one rake's first class coaches and maybe one of the kitchen cars and you'd end up with a 2+14/15 formation. Significantly less weight to move about, 12,600BHP on tap, so...