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• Introduction
• Existing Railway
• Infrastructure Map
• Consultation
• Options
• Financial & Economic Evaluation
• Conclusions

• Other Sections:
• Questionnaire

Strategic choices identified 

Options have been developed comprising compatible combinations of choice:

Train service choices 

Enhancements examined include additional trains on peak dates, 30 minute regular interval services, journey time improvements, frequency enhancements to 3 and 4 trains per hour, both on the pier and to Shanklin, and service extension into Shanklin town centre.

Traction and rolling stock choices 

Retention of the present 1938 Tube stock is compared with replacing with more recent 1983 or 1972 ex-LUL Tube stock, new build tube gauge vehicles, and new light rail vehicles. Traction options for new build examined include 3rd rail DC, overhead DC, dual pick-up electric, diesel and 3rd rail DC/diesel.

Operational staffing choices 

Retention of conductor/guards is compared with investment in driver only operation with passenger ticket machines at stations. Revenue protection would be carried out by retail staff and could be achieved by enhancing the manning at stations or on trains, or a combination of the two. The existing train delays sometimes experienced at stations due to the conductor completing a retail transaction on the train prior to door release and/or train dispatch could then be avoided. The economics of train service frequency enhancement are significantly improved with DOO and this is explored in the strategic option evaluation.

Infrastructure choices  

The infrastructure choices address the following areas of choice:

Options have tested enhancement of line speed from 45 to 55 mph, the addition of a passing loop at Brading, rationalisation at Sandown and Smallbrook- St John's Road. Conversion to light rail, de-electrification or conversion to overhead line equipment and street running loop to Shanklin town centre.

The primary choice with respect to track capacity is mix and location of double and single track sections and any passing loops on the route. Half hourly (or 15 minute frequency) requires trains to cross just north of Brading, or with line speed improvements at Brading station.

Any significant track and signalling alterations are assumed to require bringing forward signalling interlocking, frame and panel replacement from 2011.

Selection of options for review evaluation 

From the significant number of available choices from the above key parameters we have identified the following strategic options comprising compatible combinations of infrastructure, rolling stock, new stations and train service specification.

These have been developed for the purposes of this report, to assist in the examination of the likely transport case for the route reopening.

A options: Base case - no infrastructure changes 

A1  Do Minimum. Retain existing rolling stock until 2014, replace with cascaded ex LUL tube stock. Retain existing train service on existing infrastructure. Renewals when necessary.

A2  Replace rolling stock in 2004 with cascaded ex LUL vehicles. Retain existing train service on existing infrastructure. Renewals when necessary.

A3  Replacement cascaded ex LUL vehicles in 2004. Enhanced service: Regular half hourly to Shanklin and two pier shuttle trains per hour.

B options: 'Heavy rail' investment - retain 3^rd  rail

B1 Replacement cascaded ex LUL vehicles with enhanced train service as in Option A3 in 2004. Invest in conversion to Driver Only Operation.

B2  Invest in track upgrade to improve journey times and enable 10 minute metro style frequency on Ryde pier, incorporating a regular half hourly service to Shanklin. Otherwise as Option B1 with cascaded ex LUL replacement stock in 2004 and DOO.

B3  Invest in track upgrade and provision of Brading loop with DOO and cascaded ex LUL stock in 2004. Introduce clockface half hourly service and operate additional trains on peak summer Saturdays.

B4  Invest in track upgrade, Brading loop, DOO, cascaded LUL replacement stock in 2004 and introduce a 15 minute clockface frequency timetable between Ryde Pier Head and Shanklin. No pier shuttle trains. Train would be 2 car with some four car operation on some summer Saturday trains. Overall vehicle mileage would be similar to the existing situation.

C options: 'Light rail' investment - DC electric  

C1  Dual pick-up DC electric new light rail vehicles in 2004. Retaining 3^rd rail Ryde- Shanklin and electrification with overhead line equipment on an extension to Shanklin town centre. Otherwise as Option B3.

C2  Convert entire line to OHLE electrification with Shanklin town centre extension in 2004. New overhead pick up light rail vehicles. Otherwise as Option B3.

D options: De-electrify - diesel light rail 

D1  New diesel light rail vehicles in 2004. De-electrify. Otherwise as B3.

D2  New diesel vehicles in 2004 as Option D1, with the addition of the Shanklin town centre extension. Otherwise as Option B3  

Table 1 : Indicative incremental initial outlays for options evaluated  

Incremental initial outlays above that required in the existing Base Case are shown below to the nearest million pounds at current 2001 price levels.