2. Review of existing railway

Market and Passenger Demand 

The line is used primarily by a mix of commuters both within the Island, most importantly across to Portsmouth by ferry, and to a limited extent beyond to London; by residents for leisure journeys, and for holiday makers and day tourists for trips from the mainland, and thence within the Island on holiday.

A key feature of Island Line is its role as a contributory feeder to/from the mainland, primarily the main line to Waterloo. Nearly half of Island Line passengers travel via the ferry at Pier Head. Approximately half the Portsmouth-Ryde ferry passengers use Island line along the pier. Overall on Island Line passenger demand in July/August is over three times higher than that in January/February. The classic Saturday to Saturday holiday traffic using ferries via Ryde Pier Head during school summer holidays, after decades of slow decline, appears to have stabilised in recent years at over 10,000 passengers on peak Saturdays.

A period of Island Line passenger decline in the first half of the 1990's has been stabilised with evidence of modest traffic growth in recent years.

Train Service 

To achieve the existing Passenger Service Requirement service level of two trains per hour, the service interval is currently skewed to 20/40 minute intervals each hour, rather than a regular 30 minute clockface headway, as a result of the constraints of existing rationalised single line infrastructure at the southern half of the line and provision by two diagrams in traffic.

Train services attempt to connect with every ferry at Pier Head. The constraints described above severely constrain the timing of trains to optimise connections with ferries and connections are too tight to be robust as ferry services can often run a little late, especially in the summer, due to conflicting traffic in the Harbour at Portsmouth, on the Solent, or adverse sea conditions.

On high summer Saturdays previous practise of operating a more frequent service together with a pier shuttle train to augment the Shanklin service had been discontinued for a number of years with reports of overcrowding at peak times when train connections are missed. A third Ryde Pier - Shanklin train per hour has run on peak summer Saturdays in 2001 with Wight Link funding.

Train service provision at two trains per hour throughout the year is similar in level to that during the winter for much of the last three decades. On summer Saturdays however this service level represents a significant reduction from past decades, driven by reductions in demand and in ferry operations.

Based on passenger counts carried out during the Saturday of the late August Bank Holiday weekend 2001, and observations on Saturdays in June 2001, we have assessed that a train service incorporating 12 vehicles per hour of capacity would be required for existing demand levels.

Rolling Stock 

The existing vehicles are former London Underground 1938 tube stock, brought over to the Island in 1989/90, converted to operate on the 3^rd rail DC electrification system. This initial fleet of eight 2-car sets has been reduced marginally to leave seven 2-car sets on the Island of which one is out of commission and off-lease, having not been put through the most recent programme of heavy repair. Rolling stock is maintained at Ryde St Johns depot, including overhaul, with support from LUL's Acton Works who supply spares and recondition key components.

The present rolling stock appears to be quite acceptably reliable, and maintainable with the railway industry in its present form. The proposed fragmentation of LUL may reduce the part that LUL is able or willing to play in keeping the fleet running, or it might simply increase their prices.

Damage has been caused by flooding in autumn/winter 2000 to both rolling stock and depot equipment. This problem affected a wider area of residential and commercial property and although not usually as severe as last year, can occasionally present a problem, not only to the operability of the depot, but also of the railway through Ryde St Johns with running lines flooded.

The current rolling stock does suffer from rough riding and bogie component wear. This is considered to be due at least partly to permanent way condition.

Based on our experience and discussions with those currently responsible for maintenance of the fleet, and the LUL rolling stock engineer, we have established assumptions for this strategic evaluation concerning the cost and longevity of the existing fleet in operational service. Heavy repair will be required by 2004 and again in 2009. The cost of this heavy repair is likely to escalate on each occasion given the obsolete components involved. Our view is that it would be a reasonably robust assumption that the existing fleet can be kept operational until 2014, i.e. for two further heavy overhauls. Beyond then it is unlikely that component support for further heavy repair would be available. In any event subject to the timing of availability of more ex LUL rolling stock, cascade replacement is likely to become the economic solution assuming that vehicles can be purchased at little more than scrap value.

Infrastructure 

Overview 

The existing infrastructure has been rationalised since the introduction of electric traction in 1967 and now allows a 20-minute regular interval service between Ryde Pier Head and Shanklin, a distance of 8.4 miles. The maximum line speed is 45 mph and existing Class 485 rolling stock has a vehicle weight of 27.5t and a gross weight of 31.5t. Based on the existing service, the Track Category is 5 and the Route Availability is 1.

The southern half of the Island Line was rationalised and resignalled approximately 10 years ago with Brading and Sandown signal boxes closed, track singling through Brading to Sandown, and with double track retained at Sandown station as a passing loop with hydrokinetic points. The single line section between Smallbrook and Sandown is not track circuited but is signalled by IOW tokenless block. The section south of Sandown is similarly tokenless and operated on a one train in section basis. After rationalisation up to three trains per hour (20 minute headway) can be accommodated on this southern section.

The section of the line north of Smallbrook is double track unidirectionally signalled with track circuit block to a crossover north of Ryde Tunnel just south of Ryde Esplanade station. From this trailing crossover south of Esplanade station to the Pier Head the route is signalled as two bi-directional lines, one line is only configured for a 'pier shuttle' train, latterly only required on high summer Saturdays, and is currently not used.

The infrastructure on the island is leased to the operator, a situation unique on the British railway network. A 25 year lease between the landlord, Railtrack plc, and the lessee, Island Line Limited, governs the responsibilities for maintenance and renewal of the infrastructure since 1994. Island Line is responsible for the maintenance of the infrastructure generally e.g. track, signalling, electrification equipment and buildings, however Railtrack is responsible for the maintenance of structures, earthworks and the formation below 450mm from the underside of the sleepers. Railtrack is responsible for renewals except permanent way and the non-structural elements of stations.

Permanent Way 

Two thirds of the 10.4 track miles of permanent way are flat bottom rail and the remainder of bullhead rail. There are ten switch and crossing units on the running lines together with two sets of traps. All the units are bullhead with the exception of a set of traps. The track is laid generally on shingle ballast although recent maintenance has used imported limestone ballast. No significant track renewals appear to have been undertaken over the last six years, although rail on the Pier has been replaced this year following identification of excessive chair gall. Generally track condition is typical of minor lines and the existing policy of piecemeal renewal can continue to meet the requirements of the existing service indefinitely, subject to the continuing availability of materials, particularly bullhead switch & crossing components.

Structures 

The structures comprise Ryde tunnel, Ryde pier, Esplanade station structure, 8 underbridges, 9 overbridges, 7 side of line bridges, 6 footbridges, 3 subways, and 3 culverts. Ryde Pier according to Railtrack is currently assessed to be in sound condition (RA 10). Ryde Esplanade station supporting structure was examined during 1999 and expenditure on the substructure is planned within the next three years. Subject to normal maintenance e.g. painting and re-pointing, it is unlikely that the major structures will need to be reconstructed during the next thirty years, however it is probable that it will be necessary to replace the superstructures of three cattle creeps over this period. With regard to the overbridges, although some repair works are evident to the arches, it is probable that all of them can continue to be maintained in the long term. However, the intermediate supports to the concrete bridges in the Ryde area could require significant road vehicle derailment protection works. Rowborough Road Bridge suffers from regular road vehicle collision damage to its parapets due to poor road alignment on the approaches and works will be required to strengthen the parapets. The footbridges at Ryde St. Johns and Brading have been reconstructed recently, and two further footbridges will probably need to be reconstructed during the next thirty years.

Earthworks 

There are two locations where cuttings and embankments present problems. At Rowborough the embankment is unstable and has regularly been subject to temporary speed restrictions. Investigations to determine appropriate remedial measures are in hand to achieve stabilisation of the site. At Sandown there is an unstable cutting slope which Railtrack propose to regrade.

Signalling  

Signalling maintenance is the responsibility of Island Line and renewal the responsibility of Railtrack. All the signalling is controlled from the signal box at Ryde St. Johns Road. The interlocking has had numerous major alterations during its life, principally at the time of electrification in 1966/67 and subsequently in association with schemes to abolish the other signal boxes and rationalise track layout. The Sandown interlocking has received only minor alterations since installation in 1986. Recent work has included a major service of the mechanical locking and in 1999/2000 the replacement of outdoor equipment in the Ryde area and the installation of a new 48-core cable in trough between Ryde Esplanade and Sandown. An Automatic Train Protection substitute has been provided on the line by modifying and reactivating the LT trainstop equipment fitted to the trains and providing the necessary lineside equipment interlocked with the existing signalling.

A Railtrack review in 1997 reported that the mechanical locking frame had received recently a 10 yearly service and the electrical locking was also in good condition and being regularly serviced. At that time there were no known problems with spare parts for the lever frame, locking tray and electrical controllers for the foreseeable future. During 1999/2000, outdoor equipment in the Ryde area was replaced and a new 48-core cable was installed in trough between Ryde Esplanade and Sandown. A recent Inspection Report for Stagecoach Island Line describes the signalling equipment as being in a generally good condition and well maintained. However, wire degradation has been reported in location cupboards and is being managed currently by spot replacement of individual wires. In a similar manner the deterioration of the location boxes is being managed by spot repairs. A number of issues have been identified in earlier reports which suggest that investment will be required to replace equipment that is becoming life expired including the 27 core cable, wiring in location boxes, and relays, and on the structure of Ryde Relay Room.

Telecoms 

Railtrack undertook a survey of the communications systems in 1995 to consider their condition and anticipated life. The customer information and public address systems at Ryde Pier Head and Esplanade were installed in 1991 with a ten-year life subject to maintenance in the aggressive environment. The signal post telephone system and communications power supplies were installed in 1992 again with an estimated ten-year life. Other equipment is of a minor nature and can be replaced on an as-required basis.

Electrification 

The Isle of Wight system is electrified on the third rail 630v dc system and the supply equipment, which was originally installed in 1967, is considered to be unique on the network. The power supply system comprises three substations located at Ryde, Rowborough and Sandown fed directly from a 33kV supply through fault thrower switches and associated auto isolators. Each substation has a 630 volt traction rectifier and transformer unit connected to a dc switchboard of medium speed circuit breakers. The system is controlled from Eastleigh electrical control room. In general, Island Line is responsible for maintenance and Railtrack for renewal of the electrification equipment.

An overview of the condition and future investment requirements of the electrification equipment has been obtained from a condition audit undertaken for Railtrack, together with a recent audit of equipment for Stagecoach Island Line. The outdoor equipment includes the conductor rail, insulating pots, connecting cables, hookswitches, bonds and negative reinforcement. Reports identify routine maintenance items and do not identify any requirement for major investment in the foreseeable future. This is reasonable given the nature of the equipment.

The original audit of the substations recorded a number of defects that were assumed to be due to the lack of planned maintenance although major remedial works appeared to have been carried out to a high standard. Railtrack's Table of Projected Maintenance and Renewal Expenditure included in the lease provisionally allowed for renewal expenditure on certain dc switchgear and transformer/rectifiers by 2004. Recent reports confirm that regular inspections are being undertaken and do not identify any imminent major renewal works.

Buildings 

Although no details of the existing condition of the buildings are available, Railtrack anticipated expenditure on Ryde Esplanade and St. John's stations by 2011. As discussed above, a recent inspection has confirmed the requirement for extensive remedial works to the supporting structure at Esplanade station. A proposal for a new transport interchange terminal at the Ryde Esplanade would replace the existing main station building. The development of this scheme is at an early stage but is being developed by IOW Council with implementation by 2004/5. It is assumed that the scheme would be entirely local authority / external grant funded and that no significant provision should be assumed to be made by Railtrack for this scheme. In addition, a scheme has been identified for Park and Ride facilities at Ryde St John's station.

Summary 

Railtrack summarised the future anticipated works in the lease document based on continuing like-for-like renewal of the existing assets in modern equivalent form. Expenditure by Railtrack appears to broadly follow the predicted average although not necessarily on the predicted items. Examination of the various reports and subsequent discussions with Island Line, their consultants and Railtrack have confirmed that this is a reasonable strategy based on the status and utilisation of the line. However, development of our own Base Case suggests that track renewals expenditure on the present basis will be insufficient to maintain a steady state throughout the whole duration of the lease from Railtrack. Therefore there is concern that this approach, combined with fragmentation of responsibilities defined in the Lease, could lead to short term solutions to maintenance and renewal expenditure potentially detrimental to infrastructure condition in the long term.