6. Conclusions

6.1 Summary of results 

This study has evaluated the likely feasibility and economic case of options for railways on the Isle of Wight, principally the routes from Ryde to Shanklin and thence to Ventnor and from Ryde to Newport via Smallbrook Junction and Havenstreet, with a possible extension to Cowes. An initial appraisal identified three options as being of sufficient potential to carry forward to a more detail evaluation:

Option 1: Ryde to Shanklin extension to Ventnor 

Reinstatement of the railway between Shanklin and Ventnor, operating a half-hourly service as an extension of the current Ryde-Shanklin railway using cascaded LUL tube rolling stock and with 3^rd rail electrification.

This option provides ample economic benefits to cover operating costs. According to standard SRA planning criteria these are insufficient to cover the substantial initial infrastructure outlays (cost benefit ratio of 0.92). There may be disruption disbenefits and risks relating to this option, principally concerning water supplies currently using the tunnel at Ventnor and the need to remove light industrial units occupying the track bed at both Ventnor and Wroxall.

Option 2: Ryde to Newport 

Reinstatement of the railway between Wooton and Newport (Barton), upgrading of the IoW Steam Railway between Smallbrook Junction and Wooton for 55 mph line speed with shared operation. An hourly service would operate between Ryde and Newport using purpose built diesel multiple unit stock. The scope and case for a more frequent service in peak hours, would be considered at more detailed feasibility stage. 'Heavy rail' is selected to ensure compatibility with existing heritage rolling stock in terms of safety case.

This option provides good value for money according to standard SRA planning criteria (cost benefit ratio of 1.23). We consider that this option may be progressed further and could be appropriate for SRA Rail Passenger Partnership funding. A spin-off benefit not quantified would be the potential for the IoW Steam Railway to operate into the Newport terminus.

Option 3: Ryde to Newport to Cowes 

Provision of Option 2 together with an extension using street running through Newport to Cowes to operate an hourly service from Ryde to Cowes using purpose built diesel trams.

Although this option provides substantial economic benefits these are insufficient to cover the very substantial initial infrastructure outlays (cost benefit ratio of 0.8). The very substantial encroachment on the former track formation means that street running is required in both Newport and Cowes, with very limited potential for segregation from road traffic. We conclude that this option offers little benefit to the passenger compared with road based public transport and may have a negative impact on road congestion at some locations.

6.2 Recommendations 

We advocate that the following approach be adopted by the Council:

6.2.1 Ryde to Newport 

The Ryde to Newport route (Option 2) be developed to more detailed full-feasibility stage: to further refine the specification, capital costs, and demand forecasts.

6.2.2 Extension to Ventnor 

As the extension of Ryde - Shanklin line to Ventnor (Option 1) provides a slightly negative economic case in purely transport terms, the Council may wish to consider whether additional benefits relating to regeneration of Ventnor or social accessibility for its residents may be applicable.

If this scheme is to be developed further then the feasibility of removing the water supply from the tunnel and the impacts of the relocation of industrial units should be investigated.

6.2.3 Cowes extension 

Extension beyond Newport to Cowes (Option 3) offers a relatively weak economic case and doubtful advantage over road based public transport. We conclude that developing a rail service for the Cowes - Newport corridor should not be viewed as a high priority.

6.2.4 Next steps 

We recommend that the study findings be discussed with:

We suggest that the possibility of connecting rail / bus links, with through ticketing, should be investigated as a potential interim improvement in accessibility: a likely priority for this could be Shanklin station to Ventnor.