No idea but I am not going to get into a discussion where there is an underlying premise that "the North" should be grateful they have anything.
then don’t be bitter about the things the South has!
No idea but I am not going to get into a discussion where there is an underlying premise that "the North" should be grateful they have anything.
Back in the late 80's, when electric stuff actually managed to reach Weymouth, I timed assorted instances of double CIGs and CIG/VEP combinations - a max draw of around 1500kw - a double 444/450 would, notionally, pull around 2400kw. The latter a no-no.
Class 444s may look out of place west of Poole where 2 or 3 car 158s may suffice. This is for convenience as 10 car 444s from Waterloo split in half at Bournemouth then the remaining 5 car travels onwards to Weymouth also passengers would not need to get off and change to another train if they sit in the front 5 cars.
If the Weymouth line didn't get electrified in the 1980s, then I suppose we would be using 159s (more 158s and 159s would get ordered both for the West of England and BMH-WEY lines) between Bournemouth & Weymouth as a hourly shuttle service (this is done with the 444s whenever there's strike action or engineering works) you would catch a 159 to Bournemouth then change to a 442/444 onwards to Waterloo.
How and why? The TOC pays for the access rights to use the line; they pay one way or the other for the rolling stock and they pay the staff. They usually pay a large premium to DfT. Where do taxpayers come in?Pretty certain that any reasonable profit and loss costing of the Bournemouth to Weymouth line in isolation would show that taxpayers are coughing up significant sums for its generous provision.
How and why? The TOC pays for the access rights to use the line; they pay one way or the other for the rolling stock and they pay the staff. They usually pay a large premium to DfT. Where do taxpayers come in?