4.5 Selection of strategic options for review
From the significant number of available choices we have established the
following conclusions from the evaluation of each key parameter of choice as
follows:
4.5.1 Train service choices
We concluded in assessing the train service choices (Section 4.1) that:
• In the case of the Ryde - Ventnor services, the half-hourly service performs better than the hourly in terms of economic contribution. Given that no additional infrastructure is required to run half hourly, the half-hourly option is carried forward to the detailed appraisal for the Ventnor route.
• In every other train service case considered the hourly service performs better in terms of economic contribution than the half-hourly service. Given that hourly services would, if anything, trigger less infrastructure cost (e.g. fewer passing loops), the hourly options are carried forward to the detailed option appraisal for the Ryde-Newport route and possible extension to Cowes.
• Service provision from Ryde to Ventnor, Ryde to Newport and possibly on to Cowes may be worthwhile depending on the scale of the infrastructure costs involved. However, all options running services along the Shanklin - Newport axis via a new south chord at Smallbrook give significant negative economic results whether services extend to Cowes and / or Ventnor or not. Such services via Smallbrook south chord are therefore rejected at this stage.
• There would appear relatively little to chose between the three routing options to and through Newport on annual benefit / operating cost grounds, and therefore the selection from these three for the Ryde - Newport option depends on the results from the infrastructure assessment and outlay estimates.
4.5.2 Rolling stock choices
We concluded in assessing the rolling stock choices (Section 4.2) that:
• The most economic rolling stock provision for the Shanklin to Ventnor route would be to operate ex LUL tube stock as an extension of the existing Ryde to Shanklin service, rather than incurring the higher costs of diesel or new build overhead pick-up electric vehicles and associated infrastructure and depot costs.
• Services on the Ryde - Newport route would be operated with purpose built diesel railcars given the likelihood that Her Majesty's Railway Inspectorate (HMRI) and the IoW steam railway themselves would be very unlikely to approve electrification on a preserved steam heritage line on safety grounds. Furthermore electrification equipment may detract from the heritage ambience.
• HMRI approval would be significantly more difficult to achieve for light rail street tramcars rather than for conventional railcar multiple unit vehicles, when considering the case of joint running on the preserved heavy rail route between Smallbrook and Wootton. This is principally in terms of the likely consequence in the event of collision.
4.5.3 Route infrastructure options
We concluded the following in our infrastructure works assessment (Section 4.4):
• Our preliminary feasibility assessment favours provision of a terminus at Newport (Barton) adjacent to Victoria Road. This view is based on cost, on minimising vehicular and pedestrian conflict with a segregated way, and on providing the opportunity for extension of IoW steam operation into Newport.
• The alternative of developing a new alignment from Fairlee to provide a terminal at Newport Quay is assessed to require a £2m additional outlay and would achieve similar passenger benefits. It would require a level crossing across the main road. It would require street running light rail tramcars, given the significant number of service roads encountered and the joint use of the quayside itself by road vehicles. Indeed on market days the quay area can become rather congested with pedestrian and vehicular traffic.
• The option to extend with street running into a Newport town centre reverse loop would require the Quay route option and is assessed at a £6m additional outlay compared with the terminus option at Newport Barton with modest additional passenger benefit.
4.5.4 Selected options
Therefore we have selected the following three options comprising potentially compatible combinations of infrastructure, rolling stock, and train service specification. These have been developed for the purposes of this report, to assist in the examination of the likely case for the route reopening. Options 2 and 3 are mutually exclusive:
• Option 1: Half-hourly extension of Ryde Pier Head - Shanklin 3rd rail ex LUL tube electric trains to Wroxall and Ventnor;
• Option 2: Provision of hourly diesel train Ryde Pier Head - Newport (Barton) terminus over extended steam railway; or
• Option 3: Provision of hourly diesel light rail tramcars Ryde Pier Head - Cowes with street running in Newport and Cowes
We have some reservations concerning the feasibility of Option 3 but have included it to show the results of the economic evaluation of that route.
4.5.1 Train service choices
We concluded in assessing the train service choices (Section 4.1) that:
• In the case of the Ryde - Ventnor services, the half-hourly service performs better than the hourly in terms of economic contribution. Given that no additional infrastructure is required to run half hourly, the half-hourly option is carried forward to the detailed appraisal for the Ventnor route.
• In every other train service case considered the hourly service performs better in terms of economic contribution than the half-hourly service. Given that hourly services would, if anything, trigger less infrastructure cost (e.g. fewer passing loops), the hourly options are carried forward to the detailed option appraisal for the Ryde-Newport route and possible extension to Cowes.
• Service provision from Ryde to Ventnor, Ryde to Newport and possibly on to Cowes may be worthwhile depending on the scale of the infrastructure costs involved. However, all options running services along the Shanklin - Newport axis via a new south chord at Smallbrook give significant negative economic results whether services extend to Cowes and / or Ventnor or not. Such services via Smallbrook south chord are therefore rejected at this stage.
• There would appear relatively little to chose between the three routing options to and through Newport on annual benefit / operating cost grounds, and therefore the selection from these three for the Ryde - Newport option depends on the results from the infrastructure assessment and outlay estimates.
4.5.2 Rolling stock choices
We concluded in assessing the rolling stock choices (Section 4.2) that:
• The most economic rolling stock provision for the Shanklin to Ventnor route would be to operate ex LUL tube stock as an extension of the existing Ryde to Shanklin service, rather than incurring the higher costs of diesel or new build overhead pick-up electric vehicles and associated infrastructure and depot costs.
• Services on the Ryde - Newport route would be operated with purpose built diesel railcars given the likelihood that Her Majesty's Railway Inspectorate (HMRI) and the IoW steam railway themselves would be very unlikely to approve electrification on a preserved steam heritage line on safety grounds. Furthermore electrification equipment may detract from the heritage ambience.
• HMRI approval would be significantly more difficult to achieve for light rail street tramcars rather than for conventional railcar multiple unit vehicles, when considering the case of joint running on the preserved heavy rail route between Smallbrook and Wootton. This is principally in terms of the likely consequence in the event of collision.
4.5.3 Route infrastructure options
We concluded the following in our infrastructure works assessment (Section 4.4):
• Our preliminary feasibility assessment favours provision of a terminus at Newport (Barton) adjacent to Victoria Road. This view is based on cost, on minimising vehicular and pedestrian conflict with a segregated way, and on providing the opportunity for extension of IoW steam operation into Newport.
• The alternative of developing a new alignment from Fairlee to provide a terminal at Newport Quay is assessed to require a £2m additional outlay and would achieve similar passenger benefits. It would require a level crossing across the main road. It would require street running light rail tramcars, given the significant number of service roads encountered and the joint use of the quayside itself by road vehicles. Indeed on market days the quay area can become rather congested with pedestrian and vehicular traffic.
• The option to extend with street running into a Newport town centre reverse loop would require the Quay route option and is assessed at a £6m additional outlay compared with the terminus option at Newport Barton with modest additional passenger benefit.
4.5.4 Selected options
Therefore we have selected the following three options comprising potentially compatible combinations of infrastructure, rolling stock, and train service specification. These have been developed for the purposes of this report, to assist in the examination of the likely case for the route reopening. Options 2 and 3 are mutually exclusive:
• Option 1: Half-hourly extension of Ryde Pier Head - Shanklin 3rd rail ex LUL tube electric trains to Wroxall and Ventnor;
• Option 2: Provision of hourly diesel train Ryde Pier Head - Newport (Barton) terminus over extended steam railway; or
• Option 3: Provision of hourly diesel light rail tramcars Ryde Pier Head - Cowes with street running in Newport and Cowes
We have some reservations concerning the feasibility of Option 3 but have included it to show the results of the economic evaluation of that route.
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