[1] The idea of visiting the Isle of Wight for reasons now described as tourism began to take hold, but these activities were limited by the poor internal transport facilities on the island.

[2] Nevertheless, and in October of the same year a Direct Ryde and Ventnor Railway was proposed; requiring only £120,000 in capital it would follow much easier ground and claimed that landowners would not object to it; this scheme fared equally badly and was almost immediately abandoned.

[1][2] The promoters of the Eastern Section railway reconsidered the route they had proposed, and determined to improve on it by taking the line through Wroxall and ending it in Ventnor.

He was asked to review the design and specification for the line's construction, and on 4 November 1862 a quotation from Henry Bond was put to the board with Fowler's support.

The Isle of Wight Eastern Section Railway Act 1860 had authorised an extension northwards from St Johns Road to Melville Street, in order to make a terminal there for a street-running tramway to the pier.

Much controversy had been generated in Ryde over the adverse effect on amenity in the area, and the company decided on 12 March 1863 to abandon the attempt to extend to Melville Street.

Although the company was desperately short of money, it appears that some directors personally funded direct action by the contractor to rectify the problems, and Yolland reported again on 8 September 1866, this time recommending approval for the opening.

The passenger accommodation at Ryde was extremely limited, and within two years a second platform was provided to handle a more frequent train service than had been envisaged.

By this time Ryde Pier (the second structure) was 745 yards in length, and travellers using it had a long walk to the shore; this was a serious competitive disadvantage compared to Cowes, where no such difficulty existed.

Maycock states that during the summer of 1867 there were extensive military manoeuvres in Sandown Bay and a temporary halt was opened, named either Yarbridge or Morton Common, but this is not confirmed by other sources.

[7] Although business was brisk, the Company was perpetually short of capital, and some dubious measures were adopted; income rose during 1872 but it was swallowed up by pre-existing cash liabilities.

[2] The 1+1⁄4-mile (2-kilometre) horse tramway from Ryde Pier to the IoWR St John's Road station was overwhelmed by the numbers of passengers during the summer months, and many proposals were put forward for the construction of a railway.

Delegations of local people in the island attended meetings with a joint committee of the LSWR and LBSCR, and they demanded a proper railway at Ryde.

[7] A bill was submitted to the 1877 session of Parliament for powers to build a widened pier and a railway to St John's Road, in tunnel for much of the way from the Esplanade.

[12][13] On further consideration it was agreed that the IWR and R&NR would have running powers to the Pier Head and work their own trains through; they would pay a toll of 3d per passenger booked to or from Ryde, including St Johns Road.

In 1889 the company placed a bill before Parliament to consolidate and rearrange the capital: it received royal assent as the Isle of Wight Railway Act 1890 (53 & 54 Vict.

[2] The absence of modern safety devices became an issue for practically all the railways of Great Britain in the 1870s, and in October 1875 a proposal had been put forward for the introduction of block signalling.

Except for some attention to fencing, he found the BHIR line in good condition for the opening to passenger trains; there were stations at St Helens and Bembridge.

When the Tay crossing ceased operation in 1881, Mason purchased one of the vessels, the paddle steamer Carrier, as well as the approach ramps and winching gear, for £3,400.

In practice Carrier had difficulties in operating in the exposed waters of the Eastern Solent, but the LBSCR was persuaded that the undertaking was a worthwhile investment and bought the company in 1886.

Golf became a popular pastime in the 20th century, and several courses were established adjacent to the branch railway, bringing in significant passenger income.

[2][5] During World War I the railways were taken under Government control; the owning companies were to be compensated, but in practice the money failed to address the deterioration of the physical assets.

On the Ventnor line former London, Chatham and Dover Railway six-wheel coaches were converted to four-wheelers for easier running on the Island's curved track and made up into close coupled four-coach sets.

[8] It was discovered that some of the piles on Ryde Pier required replacement and the Southern Railway took the opportunity to construct a fourth platform there as part of the work, ready for the 1933 season.

Many rural branch lines considered to be loss-making were to be closed, in hand with a major reduction in unremunerative wagonload goods traffic and many other changes.

The line was closed between 1 January and 19 March 1967 for completion of third-rail electrification and raising of the track at stations so that platform step heights conformed to the tube stock.

Because of the low headroom in the Ryde tunnel, no British Railways electric train stock was suitable, and 43 second hand tube cars were purchased from London Transport.

[7][8] Mitchell and Smith remark that at Brading, "the 13 elegant swan-neck gas lamps survive in 1985, controlled by automatic time clocks as the station is no longer staffed.

5-8, built 1864, (not completely known) is preserved on the Isle of Wight Steam Railway and is currently inside their exhibition shed,[20] awaiting restoration, 4w 3-comp composite no.

10, built 1864, has returned to operational condition on the Isle of Wight Steam Railway in 2017 as part of Channel 4's 'Great Rail Restorations with Peter Snow',[21] 4w 3-comp first no.