Island Line Upgrade updates

[Romsey]

My understanding is that the rail replacement bus contract includes minibuses on the pier. So far with the FastCat suspended they have not been run.

Before anyone gets too excited about using the fast cat service, it seems from their website that reservations are required....

Isle of Wight ferry timetables - Wightlink Ferries

The latest timetables and travel updates for Wightlink’s three Isle of Wight ferry routes.

www.wightlink.co.uk

No clear guidance given for holders of priv tickets or free passes.

 

[swt_passenger]

Any idea what that metal bar is in the foreground at Sandown with all those cables attached? A lot of clearing up and some damage repairs too in that photo.

It’s part of a track circuit impedance bond. It isolates the track circuit from the traction return. The plate is where the traction return current bonds are cross connected. There’s normally some kind of electrical box on one end - it must be out of shot.

 

[D6130]

It’s part of a track circuit impedance bond. It isolates the track circuit from the traction return. The plate is where the traction return current bonds are cross connected. There’s normally some kind of electrical box on one end - it must be out of shot.

These are colloquially known as "spiders" among 'Southern Region' staff.

 

[RobertsN]

If so, why would it be so clearly connected to the right hand running rail (as seen in the photo)?
Maybe some for of occupancy detector?
BTW, response to #720

 

[Chris125]

It’s part of a track circuit impedance bond. It isolates the track circuit from the traction return. The plate is where the traction return current bonds are cross connected. There’s normally some kind of electrical box on one end - it must be out of shot.

Ah, thankyou - photo below suggests the box has been removed.


Class 483 008 by Derek Morgan Photos, on Flickr

 

[Mag_seven]

Just a gentle reminder that this thread is for discussion of the progress of infrastructure works not the trains.

Discussion about the Class 484 introduction can be found in this thread.

Thanks

 

[Chris125]

Nice to finally see confirmation of what the track improvements are, St Johns-Pier Head seemingly not included.

As part of the infrastructure works, which have largely progressed on schedule, SWR has:

- Improved the ride comfort of the line by trimming, rejointing and adjusting the rails on over 6.5 miles of railway, as well as installing new sleepers and rail at various locations between Shanklin and Ryde St Johns.
- Installed new electricity cables, an upgraded power supply and new signalling cables and equipment across the line to provide greater resilience and reliability for years to come.
- Constructed a ‘passing loop’ at Brading which allows trains to pass each other and make possible a new regular half hourly service.
- Upgraded stations which will see new ticket machines at 3 locations and Wi-Fi at all stations
- Improved accessibility by raising platforms or lowering tracks at 5(?) stations to reduce the step between the train and the platform.
- Transformed the Ryde St Johns depot to accommodate the new 484 class trains, with a new crane and hi-tech software to maintain the fleet

 

[paul1609]

Rumours are surfacing in the local area that both infrastructure and new train commisioning are so far behind the line is unlikely to reopen for this years summer season...

 

[swr444]

Rumours are surfacing in the local area that both infrastructure and new train commisioning are so far behind the line is unlikely to reopen for this years summer season...

It's no rumour

https://twitter.com/PaulCliftonBBC/status/1387052836660211720

Train issues delay Island Line reopening

www.southwesternrailway.com

 

[Chris125]

It will be interesting to see how this all works in reality: http://www.iwbususers.btck.co.uk/RecentMinutes

Following IWBRUG representations the evening services have been retimed when compared with the original draft to give a 7-minute connection with the ferry at Ryde Pier Head and will leave at 19.49, 20.19, 20.49 and 21.49 with a last train to Ryde St. Johns Road at 23.15. However, some trains in the opposite direction will have to wait for 5 minutes at Brading.

 

[Xenophon PCDGS]

Rumours are surfacing in the local area that both infrastructure and new train commisioning are so far behind the line is unlikely to reopen for this years summer season...

What are the new train commissioning problems to which you allude?

 

[swt_passenger]

What are the new train commissioning problems to which you allude?

They’re covered in the 484 rolling stock thread, there’s an SWR & Vivarail statement linked here:

Class 484 replacing class 483 on the island line: progress updates

More 484 testing this evening and for the rest of the week https://www.realtimetrains.co.uk/train/16749/2021-04-12/detailed

www.railforums.co.uk

 

[Chris125]

Some interesting detail about the substation works: https://www.facebook.com/groups/376349029705042/permalink/729937724346169/

- all old switch gear removed and replaced with brand new DC breakers
- new communication cabling with the control room
- new cable from the breakers to the track
- original transformers and rectifiers retained

 

[Mcq]

Did this line ever have Hewitt mercury arc rectifiers?

 

[swt_passenger]

Some interesting detail about the substation works: https://www.facebook.com/groups/376349029705042/permalink/729937724346169/

- all old switch gear removed and replaced with brand new DC breakers
- new communication cabling with the control room
- new cable from the breakers to the track
- original transformers and rectifiers retained

So reports that the transformers and rectifiers were “completely knackered”, and a new traction tech (such as battery) would be needed was presumably completely rubbish all along?

 

[Chris125]

So reports that the transformers and rectifiers were “completely knackered”, and a new traction tech (such as battery) would be needed was presumably completely rubbish all along?

It's hard to think of any other part of the network which has seen more exaggerations, myths and misunderstandings not just by enthusiasts but more authoritative sources too including books and magazines. I think people were suggesting they'd need to replace the conductor rail at one point?

 

[A0wen]

So reports that the transformers and rectifiers were “completely knackered”, and a new traction tech (such as battery) would be needed was presumably completely rubbish all along?

Assuming a post on Facebook is accurate.......

I still believe going battery would actually have made some sense for this line - it would have been an ideal test bed and would have removed the safety issues and ongoing maintenance requirements which comes with the 3rd rail.

 

[mr_jrt]

I guess battery might have made any integration with the steam railway a tad easier as well.

 

[DelW]

I still believe going battery would actually have made some sense for this line - it would have been an ideal test bed and would have removed the safety issues and ongoing maintenance requirements which comes with the 3rd rail.

I guess battery might have made any integration with the steam railway a tad easier as well.

When would the units be charged though? The layovers at both termini are quite short, the timetable has to match the Wightlink ferries, and it would be very expensive to add (or reinstate) a second platform at either Shanklin or Pier Head.

 

[swt_passenger]

When would the units be charged though? The layovers at both termini are quite short, the timetable has to match the Wightlink ferries, and it would be very expensive to add (or reinstate) a second platform at either Shanklin or Pier Head.

Yeah, it would have potentially needed another train in service, and still a DC power upgrade at both ends of the route to do the charging…

Although I don’t know why we keep going down this blind alley of a discussion, it didn’t happen, and isnt ever likely to happen.

 

[A0wen]

When would the units be charged though? The layovers at both termini are quite short, the timetable has to match the Wightlink ferries, and it would be very expensive to add (or reinstate) a second platform at either Shanklin or Pier Head.

Well Viva rail reckon a 100 mile range and a 10 minute recharge time.

The Island Line is only 16 miles as a round trip. So a unit could cover 5 round trips before needing a charge.

Even on a 5 minute layover that would be a 50% charge, more than enough to keep the unit topped up.

 

[Mcq]

Did this line ever have Hewitt mercury arc rectifiers?

Bump?

 

[Iliketrains123]

Why use unproven battery technology when you have a perfectly good third rail? I really don't think passengers on the Island want to be guinea pigs for this.

 

[100andthirty]

Did this line ever have Hewitt mercury arc rectifiers?

The Island line was electrified long after mercury arc rectifiers stopped being used!

 

[Chris125]

Assuming a post on Facebook is accurate.......

"I have been involved in the upgrade works on the island, my works were upgrading the sub stations for the new trains"

...and he's posted photos to prove it!

I still believe going battery would actually have made some sense for this line - it would have been an ideal test bed and would have removed the safety issues and ongoing maintenance requirements which comes with the 3rd rail.

No one wants to see a test bed for battery operation more than me, but they will only make sense as an alternative to diesel traction and that's the comparison that needs to be made - replacing an existing conductor rail with heavy, expensive batteries with a fraction of the lifespan wouldn't achieve that and risks making the line even more costly to run.

 

[Mcq]

Ok thanks

 

[A0wen]

No one wants to see a test bed for battery operation more than me, but they will only make sense as an alternative to diesel traction and that's the comparison that needs to be made - replacing an existing conductor rail with heavy, expensive batteries with a fraction of the lifespan wouldn't achieve that and risks making the line even more costly to run.

3rd rail - outside of underground metro operations - is a technology which was at best substandard and at worst obsolete 70 years ago. Only the UK undertook widespread electrification using this inefficient and frankly dangerous standard.

Over time the mainland 3rd rail mainlines will, quite rightly, be updated to 25kv OHLE. The Island Line will never justify this, but will easily justify battery or hydrogen. The move to battery could, and probably should, have been done now, proving the technology and improving safety.

 

[Journeyman]

3rd rail - outside of underground metro operations - is a technology which was at best substandard and at worst obsolete 70 years ago. Only the UK undertook widespread electrification using this inefficient and frankly dangerous standard.

Over time the mainland 3rd rail mainlines will, quite rightly, be updated to 25kv OHLE. The Island Line will never justify this, but will easily justify battery or hydrogen. The move to battery could, and probably should, have been done now, proving the technology and improving safety.

It is, of course, a historical accident that the Southern ended up a third rail system. They could have chosen the LBSCR low-frequency, high-voltage AC system, but I can understand why it was dropped. By the time of the Grouping, there was much more third rail mileage, and the LBSCR system was expensive, dependent on foreign components that had been unavailable during WW1, and technically rather complicated, essentially being some years ahead of its time. Also, apparently, the motors on the trains needed a very high starting voltage, and the resulting jolt when they pulled away from stations was enough to give you whiplash.

Given that the Southern wanted to electrify quickly and cheaply, they made the right decision at the time, but the system then became a victim of its own success. It became one of the biggest electric networks in the world, and changing or mixing systems would have become incredibly difficult and expensive to do.

The Southern considered 25kV for the Bournemouth line, but baulked when they realised how complex and expensive the knitting would have been going into Waterloo. Remember as well this was a good decade before BR's first-ever dual voltage trains appeared.

I agree third rail is obsolete and needs to go, but unfortunately getting rid of it is a huge job! Island Line was probably perfect for battery trains, and I'm not convinced the decision to keep the third rail was a great idea, but I guess the ship has sailed on that one. De-electrification is a bad look, I suppose.

 

[AEnnis]

The 484s will be moved to Fratton either on rail or driven on the back of a lorry, they’ll then be put on the ferry to Fishbourne on the back of a lorry, I’m not entirely sure where they’ll be re-railed. I’m not certain if the steam railway is still connected to the island line. If it is they’ll be rerailed at Haven Street and then a shunter of some kind will drag them to St John’s. I don’t think there’s room in the area for a 18m trailer to negotiate the surrounding streets, it’s tight enough in your standard 10.8m double decker E400

They will be trucked all the way from Eastleigh to Sandown where they will re-rail it there then it will go to Ryde St Johns from there

 

[Gloster]

Ryde St Johns Road does not have any end-on access, so the trains would have to be craned on and off the lorries if delivered directly to there. Sandown does have end-on access at the back of the station off Perowne Way. The units that were craned on to lorries at St Johns Road were going for scrap, I believe, so there were few worries about such rough treatment.