corresponding shortages of cash for construction; there were also solvency problems for the contractor. Eventually the section from Merstone to was ready and the Board of Trade inspector was critical of the tunnel, but sanctioned opening. There was a publicity demonstration run on 17 July 1897 and a public ceremonial opening on 19 July 1897, with normal public opening the following day. There were nine trains daily each way, and the line was worked by the IoWCR. The terminus was described as Ventnor (St Lawrence), although the station was from the town. F. Baker of Ventnor operated a horse omnibus over the distance, for a fare of sixpence. Although the original contractor had failed financially, it proved possible to continue the extension to Ventnor, and Lt Colonel von Donop visited on 21 May 1900. Although there were some deficiencies he authorised the opening of the extension. A press run took place on 31 May 1900 and public services started on 1 June 1900. The Ventnor station was described as Ventnor Town, and it was stated that "In eight or nine minutes passengers can walk to the centre of the town." There were now five trains each way daily, generally running through to Cowes trains on the Sandown former main line now made a connectional stop only at Merstone—and offering onward ferry connections via Southampton. From June 1901, it was arranged that the London and South Western Railway would run a train from London Waterloo to Southampton Royal Pier, making a swift connection to a ferry to Cowes and thence to Ventnor by train. This did not prove the commercial success that had been hoped. The preference of the Ventnor line over the Sandown line for the through trains was considered to be a mistake, and from 1 October 1903 the arrangement was reversed. Bus competition In 1905, the first motor bus service started work on the island. The primitive vehicles and poor roads of the day did not make for efficient travel, but the future threat was there. The IoWCR considered the adoption of railmotors—single-coach rail vehicles incorporating a small locomotive within the coach chassis. These vehicles offered lower operating costs, but still required a crew of three; and they did not have the power to haul additional vehicles at busy times. However they avoided the necessity of running round at the end of journeys. One was ordered from Hurst