Which will be why Hitachi are making much battery EMU noise at the moment. I don't usually go in for trainset fantasy talk, but anything other than a follow on Class 385 order would be madness when you see the reliability statistics in Roger Ford's section of Modern Railways.
The Forth and Tay Bridges don't present a particular problem to electrify, beyond listed building consent. The viewing platform plan for the Forth Bridge navigated that despite proposing a frankly hideous structure be bolted to the side of the bridge (though I did hear a whisper that despite currently being out to tender, it's not going ahead).
The primary concerns were the electrification of the route at Edinburgh Airport and the Kinghorn Tunnel which did need track lowering (slab track and rigid overhead conductor was the assumed plan as per other projects in Scotland).
Technically, it's not really more of a challenge than some of the other structures which have been successfully electrified across the network in recent years, particularly the Cardiff Intersection which has similarly limited clearances and the same issues with steelwork that the Forth Bridge also has. Cardiff Intersection, whilst it arguably could have been rebuilt, I suppose, has the added complication of a live railway running above the electrification, complete with signalling system and it's soon to be electrified itself, so electrical current management was a key issue there.On what basis do you think that it not a problem to electrify the Forth Bridge. Well known in the railway industry that the Forth is a huge issue for electrification - hence all the talk of battery technology!
When you look at the scale of the structure, which is itself all metal girders, it is hard to see how the addition of some electrification gubbings would have any meaningful impact on the aesthetics. Though I'm sure that won't stop those august bodies pouring all over the plans and adding a few millions to the overall cost somehow.and agreeing on the aesthetics of such a system such that it is acceptable to the planning authorities and UNESCO.
I am no expert - but having had a little involvement on SUB Electrification Feasibility in the past & Tendering for Portobello (unsuccessfully!!) If you don't electrify the Sub then when Portobello is disrupted there is no way of getting electric stock into Waverley or Haymarket I believe (unless you loco haul it into Waverley).There's no point in Curriehill being in hand unless they they are going to electrify the Sub. It's needed to allow electric haulage of freight from the east coast ports to Mossend via the ECML.
The only ones which won't be are LNER 801/2s, and ScotRail's own 385s on Dunbar/North Berwick services. (You could also add Cally Sleeper, when diverts via the ECML are going on)I had forgotten that aspect. When major work is required at either end of Waverley the sub can be used to bring trains in from the other end. However all the WCML trains are electric only. Admittedly most of the ECML services will be bimodes.
There's no point in Curriehill being in hand unless they they are going to electrify the Sub. It's needed to allow electric haulage of freight from the east coast ports to Mossend via the ECML.
If you are wiring for ECML freight (future potential) is there any future potential for electric freight on the ECML especially north of Newcastle given the number of Class 1 >100 mph paths wanted by East Coast - two or three, XC one, TPE one per hour, First Group 4/5 per day and Class 2 services between Newcastle and Morpeth / Chathill and between Dunbar / North Berwick and Edinburgh. Is there actually any room for Class 4 and Class 6 Freight?Is Curriehill not needed to support an increased shotts timetable along with being part of the wider capacity increase on the ECML?
There is little ECML freight that could be electric hauled end to end even if the operators were interested in doing it
Surprised that a Pendolino or two hasn't been this way already? They seemed to be used for testing power draw on newly wired lines elsewhereAre the Portobello upgrade through signalling and wiring of Millerhill and the Edinburgh sub not all interconnected. Not sure if there is enough power to allow diversion of the Pendolinos via Shotts during the Carstairs rebuild.
It is in hand - all linked to Portobello Remodelling & Edinburgh Sub Electrification
So Network Rail is keen to electrify the Sub but Transport Scotland is reluctant to pay for it?The latter looking less likely as TS still don't see a benefit to it I believe.
Unfortunately, I can't see the current nice bridge on Braid Avenue surviving although I was surprised by how low the track is below the pavement level on Myreside Road and Colinton Road.We've discussed all this before. The remaining issues are tree clearance, improved fencing, and parapets. I'll be down in Edinburgh in a couple of weeks and take a few pics.