This year was the 50th anniversary of the Isle of Wight’s ‘underground’, an anniversary that appears to have been missed! There may have been local celebrations however the news archives at the British Library had nothing on record. Instead the 150th anniversary of the line was celebrated in 2014.
The 2016 anniversary of 50 years on the nearby steam railway (1966-2016) wasn’t forgotten and featured in the press! That was the occasion when the Isle of Wight steam railway moved its stock (under its own power) from Newport to Havenstreet.
This post commemorates the Island Line’s 50th anniversary, hence some pics from my archives of the line in 1974 and 1989 as Ryde Rail plus briefly the first days of the new class 483 trains. Despite knowing of the anniversary month (March 2017) I couldn’t find a single trace of my Island Line photographs so the idea of a commemorative post was given up.
An entirely separate post on with new perspectives on London’s tube trains was researched and drafted in the summer of 2017 (and its to be published soon.) A considerable part of this refers to the 485/486 units. Eventually some photographs from 1989/90 were found and scanned for this other article. A few weeks later (12 September to be exact) I created the first draft of this belated anniversary post.
One problem remained. I couldn’t find my copy of Railway World. That magazine, as I deemed, was to be somewhat central to the article. Ultimately I thought this post would never get done. Just a couple of weeks ago I found the magazine by chance right at the back of a pile of books. And there we have it! A late November post celebrating the 50th anniversary of the Island Line!
I’m sure the Island Line still has its enthusiasts – as a fan of 1938 stock I took a great interest in their introduction on the Island Line’s services. Yet having attended the stock’s introduction onto services in its first days, it seemed to me the 483s just were not going to make it cos they couldn’t cope with the line’s track geometry. That meant a stay of execution for the older stock and so I contrived a comprehensive record of the last three years or so of these in service. Hence this is more about the 1924-27 tube stock or as they were known, the 485/486 VECTIS units.
Ryde St Johns Road station in January 1974
The ‘new’ electrified Isle railway in its early days still made for an impressive line despite the closure of the lines to Newport/Cowes and Ventnor. Intensive summer services featured trains every twelve minutes, there were full track layouts, every platform and track was in use, and perhaps more importantly, in everyone’s mind there was a still extant possibility to return trains to both Newport and Ventnor.
Network South East introduced a further element of positivity to the line in 1986 with re-branding and depot open days. The annual cheap fares day and the new Network Rail card also brought hordes of new people to the line and made it so much more widely known.
The first two pictures are of the line in January 1974. This was my first ever visit to the isle. Compared to the summer it was a very dull and cold day in January. I found a quite sleepy line just waiting for the next influx of summer visitors wanting to make their way to the seaside resorts of Sandown and Shanklin.
The line heading out of Shanklin temptingly towards Ventnor. January 1974
In those days the line towards Ventnor was part electrified as far as the first overbridge south of Shanklin. This section was regularly used as a shunt in the summer when the line ran its very intensive 12 minute interval services.
Many seem to think the shunt and up line were practically never used. These were – as my picture shows – even in the winter months! The up line could only be accessed from the headshunt, even just for simply stabling trains. The up platform was used during the summer months in the line’s early years. I have a picture showing passengers waiting for a train to enter the up platform from the shunt. This example of two VECTIS units at Shanklin is from Flickr. The invectis website advises use of the headshunt ceased after March 1979.
What could have been. Unidentified VECTIS peering over the wall at the new road in Shanklin that took over the old route towards Ventnor. May 1989
On this first visit in 1974 I managed a brief detour by bus to Ventnor and found the site of the old station. It had gone, replaced by new industrial units. Amazingly the signal box still stood though quite dilapidated.
The Railway World published an article in 1967 which exemplified the Isle of Wight Line at the time it was re-opened with electrification. This was written at a time when it seemed every single un-remunerative rail service in the country was being shut down. Amazingly this one wasn’t. It flew in the face of what had gone on since Beeching. Yes most of the Isle of Wight’s railways were shut down, but the Ryde to Shanklin section was given a new breath of life and this was most unusual. Would Beeching have approved?
G. Kichenside’s ‘By Underground to Shanklin’ Railway World May 1967
Geoffrey Kichenside’s Isle of Wight Album had just been published by Ian Allan Ltd so he was the natural choice to write this article on the island’s newly updated railway.
He gives his view of the new line but laments the passing of the old:
The Ryde-Shanklin line is but a pale shadow of the old Island railway system which was always very much a family concern because of its isolation from the mainland. There was always an air of timelessness even though the summer Saturday timetable demanded precision timekeeping. Now much has changed; gone are the O2s, the LBSCR and SECR coaches and much of the operating interest of a branch type line. Now we have the more austere Underground electric trains, and just under 8½ miles of line. But the Island railway still retains its own character. Many of the staff are still there and becoming familiar with their new equipment; drivers for example learned the hard way that cab doors are much lower than on the O2s!
This was a time when automated tube trains in London had begun, certainly on the Hainault loop and the soon to open Victoria Line. The Hammersmith (District/Piccadilly) had begin LT’s first ever large scale testing of automatic ticket barrier gates, following an earlier experiment in 1964 at Stamford Brook. Yet despite it being a modernisation of sorts, the Island Line would stay in the mechanical past.
One surprise of the newly reinvigorated line, according to Kichenside, was although its operations were focused upon trains between Ryde and Shanklin, it retained an office and staff at Newport for the purposes of parcels distribution. Presumably these relied on road transport from Ryde as the line there had now been closed!
Look at the Island Line now! Yes its still got ‘heritage’ trains but its a railway thats struggling for survival. There are two newer stations on the line (Smallbrook and Lake) which have given it some new sources of passenger flow however the line’s problems are still at the fore. The Garnett Report of 2016 suggests further second hand tube trains would not solve its problems.
It may come as a surprise that some of the VECTIS units actually ran in service still complete with ‘London Transport’ visible on the sides of the carriages! The old corporate identity hadn’t been rubbed out, simply painted over yet the lettering underneath stood proud. An example is this picture of an unidentified unit at Brading in 1974.
1938 tube stock destined for the Isle of Wight, seen at Strawberry Hill depot June 1989
Even in the first the days of Network South East the by now quite ancient trains still had excitement and there was the semblance of a fully fledged railway. The repainted trains and rebranding of the services as Ryde Rail at least worked and gave hope.
The ‘new’ 38’s arrived in the newer NSE livery but soon were adorned with pictures of dinosaurs – fun for the kids but apt for a railway faced with the threat of extinction.
Rationalisation of the double track section between Brading and Sandown initially didn’t do terrible harm as the 486/86s were able to maintain the then 20 minute service using the new Sandown loop. The 483s just couldn’t do it. They swung all over the place as I remember too well. On some sections they had to crawl to prevent the very violent swinging they were susceptible to, with two sections in particular near Rowborough giving the most notable of these violent jerks. Timekeeping became problematic and staff much preferred the old stock. The 483s were used very lightly whilst the 485/86s continued to provide sterling service.
483 001 (003 at rear) seen at Ryde Pier Head 24 November 1989
Ideally a half hour service would have helped with generous recovery times and enabled the older stock to be scrapped – but with track rationalisation and the one passing loop, the line had now been designed specifically for a 20 minute interval service and anything else just wasn’t going to fit. Although large scale scrapping of the old stock had begun at Sandown, that was put on hold for a while because the old trains were needed more than ever to maintain the service.
Pruning the line’s infrastructure may have helped to keep costs down but its ultimately done the overall image a huge disfavour with lopsided train times. Not only that any notion of getting trains back to Ventnor (which would have helped create a more balanced service) was dealt a huge blow with the first part of the old line out of Shanklin being converted to a road! Totally disappointing.
The old order on the Island Line at least provided a distraction from these great disappointments. The 1924/27/34 tube stock had many delights. Interior fittings, lights with shades, strap hangers, and builders plates etc as the following pictures show.
The trains’ clerestory roofs were another feature immediately recognisable as a signature of the old classic style of tube trains
What a title! Some carriages had “The Metropolitan Carriage, Wagon & Finance Co Ltd. Birmingham”
This one is easy! Cammell Laird & Co Ltd.
A 483 just for compares! Metropolitan & Cammell had amalgamated the rail side of the businesses.
Some of the carriages purchased for the line were built by the Union Construction Ltd. This company built a substantial number of 1927 tube stock. As the above pictures show, Metropolitan Carriage and Cammell Laird too were builders of the original tube stock.
486 031 despite its more modern front look (pictured below at Lake in May 1989) was a reformed unit from 1985 and known as the vintage set. This compromised the best historic features still to be found of the stock and this train was a regular performer on the line. Very unusually the motor driving car at the Shanklin end of this set was given a name and known as Indomitable.
A couple of VECTIS units (built 1927/34) had a more modern front look. This is 031
Tube trains came to the Isle of Wight almost by accident. Originally a batch of tube stock was bought at nominal scrap value from London Transport in 1965 as the Southern region wanted to retain a shuttle train service on the pier to connect with the ferries. The rest of the line would close. The section from the pier head to St Johns Road would be electrified and serve a bus station there for onwards journeys.
In that same year, the Minister of Transport, Mr Fraser, rejected the proposal to close the line southwards to Shanklin and replace it with buses. This early purchase of tube trains that year ensured a further batch could now be procured for what would be a substantially modernised line. The Government made a capital expenditure of half a million available for the purpose of electrification.
Classic tube strap hangers, vent grilles and lamp shades in the 1924/7 stock.
The 483 stock does have its merits but hasn’t exactly given the line a huge reinvigoration. The trains constitute a glorified shuttle service with very uneven intervals that offers two trains twenty minutes apart then a gap of forty minutes before those two services once again! Most trains are simply a pair of carriages thus conveying an impression there is little desire to give much in terms of passenger capacity and comfort. In the summer these two car trains get terribly overcrowded at times – just like the tube!
The Class 03 shunter at Sandown October 1989
There was a pair of shunters, one kept at Ryde and the other at Sandown. The earlier shunter was a class 05. Here’s a picture of showing this older shunter at Ryde Pier Head!
483 003 at Sandown on 15.40 to Ryde. 24 Nov 1989. 003 was scrapped in 2000
The VECTIS units originally ran in either three or four carriage sets. These were reformed into five and two car units during 1985. They should have all gone by 1990, however the last sets ran in 1992. This was in part due to their ability to hold the track better and sustain timekeeping – essential for keeping the then 20 minute line frequency.
Newly arrived Unit 001 seen at St Johns Road depot August 1989. 03 shunter at left
Of the eighteen class 483 units (nine train formations) that came to the island, at least three have now been scrapped (eg 002 and 003.) A couple are kept for spares. This leaves technically four sets to work the line, but the actual availability, given the difficulties of spares, is problematic. Currently (Nov 2017) its said just three are available.
485 045 leaving Ryde St Johns Road heading south. 12 August 1989
In my view I much preferred the 485/86 tube stock which at least had serious character and rode the tracks so much better than the current 1938 tube stock. I remember the very first days of the 1938 stock. After just one single trip on the 1938 stock it was apparent ride quality was appalling. Even the drivers didn’t like the awful motion these gave and most were left in the sidings at Ryde depot until a solution could be found to stop the trains’ violent track hunting. Ultimately I preferred to wait for services that constituted a train of 1923/24/27 stock and this made me appreciate these veterans even more.
Class 485 043 between Ryde tunnel and St Johns Road. 12 August 1989
Another issue for the newer stock was that the track laid in 1966/67 came in 55 foot lengths. That was the maximum size that could be conveyed on the ferries of that time. This meant the track was somewhat less rigid considering the shale formation but that was not so apparent until the 483s entered service. During testing these had been run on the mainland railways where much longer sections of rail combined with properly selected ballasting no doubt gave the 483s on test a most satisfactory ride quality.
The 485/86 units really worked their armatures off and one could especially feel these seven car trains muscling their power especially heading south. The best place to sit was of course in the front carriage, right next to the motor compartment and the power dispensed by these units upon leaving either Brading or Lake stations in a southbound direction was stupendous.
The old order being broken up. Sandown May 1989
To resolve somewhat the issues the line faced with the awful ride quality of the 1938 tube stock, a rail tamper machine was shipped over to the Wight for about a week in the early 1990s. This worked overnight possessions to sort the track’s dreadful state and make the rails’ overall geometry more consistent. This drastic measure at least enabled a few more 483s to begin work as both ride quality and timekeeping could be better maintained.
Sandown station with its tall signal box (now demolished.) May 1989.
In regards to the state of the track, the district engineer responsible for the line once called the entire route between Ryde and Shanklin his “40 mph siding!” (see The Future of Island Line – Options Report.) That is essentially what the track was. It used 55 foot lengths of rail suitable for sidings and beach shingle as a base. The 483s were just no match for this.
Vectis unit passing Los Altos Park, Sandown, amid the Isle of Wight scenery. October 1989
I haven’t been to the Island Line since about 2003. The last couple of times before that, in the late 1990s, I spent a few days there and sampled the 483s at various times of day and night, including the last turns and it was interesting to see how the 483s performed at various times of the day which indeed constituted a difference.
By this time the track’s stability had got so much better and I was able to see how the 483s performed under different conditions. They were by now a most appreciable replacement stock for the Island Line. The important aspect however was their flexibility and the need to add extra units where necessary and this gave the line a good image. A drop in passenger numbers was soon reversed and this increased.
However given the current state of the line and lack of train capacity numbers or people using it has once again dropped within the last eight years. This chart from Wikipedia shows the rise and fall in the line’s patronage since 1997.
The section by Lake Cliff park with the sea visible through the trees
Sad to say it seems there will never be a six car train seen on the line again. One problem is the availability of units. The other is the line’s power supply has become long in the tooth and is unable to support more than a couple of units. There are severe voltage drops on sections of the line which means sometimes there’s barely enough power for the trains.
The latest report – November 2017
Will the line survive the next fifty years? Despite the many surveys, reports, recommendations, it seems no-one knows. The new franchise, South West Railway, very recently weighed in with their own report – and it wasn’t widely publicised.
Railways on the Isle of Wight (Wikepedia)
Announcing the Isle of Wight Community Rail Partnership (Nov 2005)
Some upgrade work/track repairs needed as a result of flooding (Jan 2014)
The tram conversion idea (Feb 2016)
The Future of Island Line – Options Report (PDF Feb 2016)
Local MP meets SWR to discuss Island Line (Aug 2017)
The diesel, battery or flywheel train solution (Nov 2017)
Developing a more sustainable future for Island Line (PDF Nov 2017)