OxRail 2040 - plan from Oxfordshire County Council

[hvshe]

Pretty far-fetched question, but how feasible is it for GWR stations to Banbury [Tackley, Heyford, Kings Sutton] to be served by an extension of Chiltern's 1tp2h Birmingham-Leamington stopper, instead of the current GWR 1tp2h extension of Didcot Local?

I'd imagine that when they electrify Didcot-Oxford, it would be a waste of resources to run bi-mode trains just because occasionally some services may venture into diesel land

I know that terminating capacity at Oxford from the North is limited, could that be mitigated by running some EWR trains as through trains? Perhaps temporarily taking over the Didcot local (only when not electrified), or through-running onto the proposed Oxford-Bristol services?


This is even more far-fetched:
Would it be better to pump up the service frequency of Birmingham-Oxford to 1tph, in the process cutting XC's Newcastle-Reading to Newcastle-Birmingham?
Timings from Oxford would be
(XC Manc/XC Newcastle/New) 17/17/27 Banbury, 35/35/45 Leamington, 72/66/83 Birmingham NS/MS

 

[PTR 444]

Pretty far-fetched question, but how feasible is it for GWR stations to Banbury [Tackley, Heyford, Kings Sutton] to be served by an extension of Chiltern's 1tp2h Birmingham-Leamington stopper, instead of the current GWR 1tp2h extension of Didcot Local?

I'd imagine that when they electrify Didcot-Oxford, it would be a waste of resources to run bi-mode trains just because occasionally some services may venture into diesel land

I know that terminating capacity at Oxford from the North is limited, could that be mitigated by running some EWR trains as through trains? Perhaps temporarily taking over the Didcot local (only when not electrified), or through-running onto the proposed Oxford-Bristol services?

Another option could be to extend the Chiltern Birmingham service to Cowley or a reopened Abingdon.

 

[JamesT]

Pretty far-fetched question, but how feasible is it for GWR stations to Banbury [Tackley, Heyford, Kings Sutton] to be served by an extension of Chiltern's 1tp2h Birmingham-Leamington stopper, instead of the current GWR 1tp2h extension of Didcot Local?

I'd imagine that when they electrify Didcot-Oxford, it would be a waste of resources to run bi-mode trains just because occasionally some services may venture into diesel land

I know that terminating capacity at Oxford from the North is limited, could that be mitigated by running some EWR trains as through trains? Perhaps temporarily taking over the Didcot local (only when not electrified), or through-running onto the proposed Oxford-Bristol services?


This is even more far-fetched:
Would it be better to pump up the service frequency of Birmingham-Oxford to 1tph, in the process cutting XC's Newcastle-Reading to Newcastle-Birmingham?
Timings from Oxford would be
(XC Manc/XC Newcastle/New) 17/17/27 Banbury, 35/35/45 Leamington, 72/66/83 Birmingham NS/MS

Do Chiltern actually have any spare stock to do this with? I get the impression they're barely resourcing what they do run, never mind adding more.

If/when they finally electrify Didcot to Oxford, the likely first effect is that the current Didcot stopper 387s would be extended back to Oxford. Potentially then the Banbury trains would just shuttle back and forth to the Oxford bays. The initial EWR service must be predicated on using Oxford Station as it currently is, as there's nowhere else to put them.

Why does everyone want to take away our XC trains? Chiltern would be running into Moor Street instead of New Street and you've now added a train terminating in the notoriously busy New Street. Give us back the 2tph of XC that existed pre-Covid and then maybe talk about adding additional services, not replacing them with inferior ones.

 

[cle]

Pretty far-fetched question, but how feasible is it for GWR stations to Banbury [Tackley, Heyford, Kings Sutton] to be served by an extension of Chiltern's 1tp2h Birmingham-Leamington stopper, instead of the current GWR 1tp2h extension of Didcot Local?

I'd imagine that when they electrify Didcot-Oxford, it would be a waste of resources to run bi-mode trains just because occasionally some services may venture into diesel land

I know that terminating capacity at Oxford from the North is limited, could that be mitigated by running some EWR trains as through trains? Perhaps temporarily taking over the Didcot local (only when not electrified), or through-running onto the proposed Oxford-Bristol services?


This is even more far-fetched:
Would it be better to pump up the service frequency of Birmingham-Oxford to 1tph, in the process cutting XC's Newcastle-Reading to Newcastle-Birmingham?
Timings from Oxford would be
(XC Manc/XC Newcastle/New) 17/17/27 Banbury, 35/35/45 Leamington, 72/66/83 Birmingham NS/MS

There are lots of bitty services which one day might be unified in some way - that cross Oxford. EWR to the bays, Oxford-Didcot shuttles, Oxford-Banbury shuttles.... but yes the Moor St-Leamington service could in theory absorb the Banbury-Oxford service.

Understand on the XC 2tph - it should be - but if I were Chiltern I'd come for that with a Moor St faster service (as well as the stopper above) - to compete and add some new markets, like Warwick/P - Oxford.

They could even run the Bristol-Oxford on to Moor St. Not the pick for Bristol-Brum journeys of course, but it be a convenient combination, and would add a few new possibilities (Bath/Chippenham/Swindon to Banbury/Leamington/Birmingham) to the direct map. As well as all the Oxford demand. I think it's more useful and powerful than sending it up to MKC.

It could be the new Bristol TPH in the Midlands Connect scenario, even.

 

[hvshe]

Why does everyone want to take away our XC trains? Chiltern would be running into Moor Street instead of New Street and you've now added a train terminating in the notoriously busy New Street. Give us back the 2tph of XC that existed pre-Covid and then maybe talk about adding additional services, not replacing them with inferior ones.

I had always thought that XC is facing an acute stock shortage, but I reckon that it has been alleviated by the introduction of some ex-Avanti sets. My original intention was to reduce the number of services required to run by XC to use those sets to bolster existing services, but apparently that is no longer necessary now that I look at it again. XC uses a very limited number of classes, with the 220s/221s being almost taken, so expansion of the fleet would be difficult.

Do Chiltern actually have any spare stock to do this with? I get the impression they're barely resourcing what they do run, never mind adding more.

They are getting new 196s for their EWR services, perhaps they might be able to introduce more of those to their general fleet?

 

[david1212]

Pretty far-fetched question, but how feasible is it for GWR stations to Banbury [Tackley, Heyford, Kings Sutton] to be served by an extension of Chiltern's 1tp2h Birmingham-Leamington stopper, instead of the current GWR 1tp2h extension of Didcot Local?

I'd imagine that when they electrify Didcot-Oxford, it would be a waste of resources to run bi-mode trains just because occasionally some services may venture into diesel land

I know that terminating capacity at Oxford from the North is limited, could that be mitigated by running some EWR trains as through trains? Perhaps temporarily taking over the Didcot local (only when not electrified), or through-running onto the proposed Oxford-Bristol services?


This is even more far-fetched:
Would it be better to pump up the service frequency of Birmingham-Oxford to 1tph, in the process cutting XC's Newcastle-Reading to Newcastle-Birmingham?
Timings from Oxford would be
(XC Manc/XC Newcastle/New) 17/17/27 Banbury, 35/35/45 Leamington, 72/66/83 Birmingham NS/MS

Do Chiltern actually have any spare stock to do this with? I get the impression they're barely resourcing what they do run, never mind adding more.

If/when they finally electrify Didcot to Oxford, the likely first effect is that the current Didcot stopper 387s would be extended back to Oxford. Potentially then the Banbury trains would just shuttle back and forth to the Oxford bays. The initial EWR service must be predicated on using Oxford Station as it currently is, as there's nowhere else to put them.

Why does everyone want to take away our XC trains? Chiltern would be running into Moor Street instead of New Street and you've now added a train terminating in the notoriously busy New Street. Give us back the 2tph of XC that existed pre-Covid and then maybe talk about adding additional services, not replacing them with inferior ones.

I had always thought that XC is facing an acute stock shortage, but I reckon that it has been alleviated by the introduction of some ex-Avanti sets. My original intention was to reduce the number of services required to run by XC to use those sets to bolster existing services, but apparently that is no longer necessary now that I look at it again. XC uses a very limited number of classes, with the 220s/221s being almost taken, so expansion of the fleet would be difficult.

Chiltern stock is one issue. Time will tell first exactly how many Class 68 & mark5 LHS sets are in use each day and second how many class 165 sets are kept in service / the size of the fleet that replaces them plus the 168s.

Regarding XC even with the ex-Avanti 221 sets they are still woefully short of capacity. The can only do one of extend services that are currently a single set to a double set or operate more services using a single set.

For a Birmingham Moor Street to Didcot service either route crew knowledge would be have to be extended to Didcot or a crew swap with additional rolling stock knowledge.

Another option could be to extend the Chiltern Birmingham (Moor Street) service to Cowley or a reopened Abingdon.

This perhaps is more realistic to avoid termination / turn-around at Oxford as crew training to Cowley or a reopened Abingdon is required however operated. For a 2tph service to Cowley also extend a E-W route service as already suggested.
One downside is no increase of Oxford - Didcot capacity. However as stated presuming Didcot - Oxford is finally electrified then 387 sets running Paddington <> Oxford rather would provide this.

Leamington - Aynho Junction is already a busy section. Can another train per hour each way be fitted in?

 

[oxfordrelayer]

Oxfordshire County Council have published a consultation on what they've called "OxRAIL 2040: Plan for Rail" which can be found here: https://letstalk.oxfordshire.gov.uk...523454&goal=0_206c6fb447-6187f9f7e2-408523454

There's quite a lot in there, and I assume this is a wish list for the next 15 years that they will then need to find funding for. Some of this will come from some sizeable housing developments in the area. Some highlights including:

• Cowley branch line plus new stations at Wantage & Grove, Begbroke and Ardley. Ardley isn't one I've seen before and is slated for post-2038 'if possible', linked to the plan for 9000 new houses on the old Heyford airfield site.
• Increased frequency on a 'Science line' Didcot - Oxford - Banbury with 4-tracking Radley-Oxford.
• North Cotswold line upgrades, reinstating a second track between Hanborough and Wolvercote.
• Development of the Electric Freight Spine and electrification from Didcot to Bletchley

With much else also included. What do people think - realistic vision or pie in the sky?

Consultation launched on Wednesday and closes on 1st October.

Special is running on the Cowley branch 23/10/25 don't know the time

 

[BlueLeanie]

Interesting.

Will this be a rail tour special

Or a Chiltern special for Councillors and MPs?

 

[The Planner]

Interesting.

Will this be a rail tour special

Or a Chiltern special for Councillors and MPs?

Not that long since they last did a press junket.

 

[BlueLeanie]

Not that long since they last did a press junket.

Wasn't the last "proper" one about a decade ago?

Image shows a cab view of a Turbo approaching a temporary station at Oxford Science Park.

https://www.oxfordmail.co.uk/resources/images/7886207/

 

[The Planner]

Wasn't the last "proper" one about a decade ago?

Image shows a cab view of a Turbo approaching a temporary station at Oxford Science Park.

https://www.oxfordmail.co.uk/resources/images/7886207/

Blimey, doesn't seem that long.

 

[JamesT]

Cowley Branch Line to reopen after 60 years in £120m project

The Cowley Branch Line is currently only used by freight going to and from the BMW Mini Plant.

www.bbc.co.uk

An Oxford railway line closed to passengers since 1963 is being reopened.
The Cowley Branch Line is currently only used by freight going to and from the BMW Mini Plant, but new stations will be opened in Cowley and Littlemore in south-east Oxford.
The government has pledged £120m in funding, part of a £500m investment in infrastructure to link up Oxford and Cambridge and turn the region into the "European Silicon Valley".
Anneliese Dodds, MP for East Oxford, said the Cowley Branch Line was "finally going to become a reality".

Presumably this is why the train is doing its tour of the line today.

 

[SynthD]

That train today is passing Oxford at 1020 and 1113. https://www.realtimetrains.co.uk/se...25-10-23/0000-2359?stp=WVS&show=all&order=wtt

 

[oxfordrelayer]

Interesting.

Will this be a rail tour special

Or a Chiltern special for Councillors and MPs?

Oxford rail line to reopen after 60 years with two new stations in city

A £120m funding investment from the government will reopen the Cowley Branch Line to passengers and create two new stations in Oxford.

www.oxfordmail.co.uk

 

[BrianW]

Oxford rail line to reopen after 60 years with two new stations in city

A £120m funding investment from the government will reopen the Cowley Branch Line to passengers and create two new stations in Oxford.

www.oxfordmail.co.uk

I imagine a picture from this morning's train will emerge?

 

[cle]

Great news, if it moves forward. Even more motivation to sort out both sides of Oxford station - this will see 4tph more through trains, calling at the through platforms. Might all 4tph run through p3? Or would Marylebone-bound services really cross from p4/5?

Interesting to see London services run in both directions from the through platforms.

It does of course free up bay space for EWR. And the masterplan on the main station side was an additional through, which would make perfect sense for this service, Cowley-bound.

 

[Zomboid]

They put in some higher speed crossovers so trains from the 4/5 side could cross to the Marylebone line faster a year or so ago, as part of the EWR stuff. I imagine there will be some Marylebone (or MK/ Cambridge) trains going from that side in due course.

 

[JamesT]

Great news, if it moves forward. Even more motivation to sort out both sides of Oxford station - this will see 4tph more through trains, calling at the through platforms. Might all 4tph run through p3? Or would Marylebone-bound services really cross from p4/5?

Interesting to see London services run in both directions from the through platforms.

It does of course free up bay space for EWR. And the masterplan on the main station side was an additional through, which would make perfect sense for this service, Cowley-bound.

Where do you get 4tph from? The announced service is 2tph, i.e. the current Marylebone trains.

 

[cle]

In each direction - that is four tph through Oxford itself (2 to Cowley, 2 to Marylebone) - thinking through(put) of platforms, vs bays.

 

[SynthD]

The local MP posted some very MP-like and untrainspotter-like photos on Twitter. https://x.com/anneliesedodds/status/1981351185647800821?s=46

[three photos of people in and around Oxford station, one outside the Mini factory, one selfie from a road bridge over the line]

 

[JamesT]

In each direction - that is four tph through Oxford itself (2 to Cowley, 2 to Marylebone) - thinking through(put) of platforms, vs bays.

Platform 3 is already quite busy. As there could well be twice as many Northbound platforms as Southbound by the time the service starts, it seems unlikely they'd try to squash both directions onto 3.

The local MP posted some very MP-like and untrainspotter-like photos on Twitter. https://x.com/anneliesedodds/status/1981351185647800821?s=46

[three photos of people in and around Oxford station, one outside the Mini factory, one selfie from a road bridge over the line]

I think those are old photos. https://www.networkrailmediacentre....eopen-for-passengers-after-more-than-60-years has some from today, but they're all from Oxford Parkway.

 

[cle]

Platform 3 is already quite busy. As there could well be twice as many Northbound platforms as Southbound by the time the service starts, it seems unlikely they'd try to squash both directions onto 3.

Agree, it'll be a while before P2 is a through...

if the wires and the Didcot don't materialize, I could see p4 playing an 'up' role here towards Marylebone (also for a Bristol-Oxford/EWR for instance) - as well as the one fast terminator. With P5 for all Cotswolds and Banbury-bound services.

 

[Zomboid]

If I were to eat a whole box of crayons, I'd suggest that a third bi-directional track could be installed between Oxford and Kennington Jn for the Cowley branch (could also function as an up slow), and then give the station and northern approaches a real shake up, and pair them by use.

Get the station to it's 4 through and one bay configuration, then the Western island (4/5) and the two western tracks would be for trains heading to Worcester or Banbury, whilst the eastern island & bay would handle Marylebone and EWR. Put reversing sidings on both sides so terminating trains from the south could use either island.

 

[fishwomp]

If I were to eat a whole box of crayons, I'd suggest that a third bi-directional track could be installed between Oxford and Kennington Jn for the Cowley branch (could also function as an up slow), and then give the station and northern approaches a real shake up, and pair them by use.

That railway is almost entirely 4-track already - but only 2-3 used for mainline. A short (600m) stretch from south of the station to the north end of Hinskey Yard is 3 track, thereafter Hinksey Yard plus mainline gives 4 as far as Kennington Jct.

£120m for making that good to use for passenger, and two single platform stations!

 

[Zomboid]

That railway is almost entirely 4-track already - but only 2-3 used for mainline. A short (600m) stretch from south of the station to the north end of Hinskey Yard is 3 track, thereafter Hinksey Yard plus mainline gives 4 as far as Kennington Jct.

£120m for making that good to use for passenger, and two single platform stations!

There's goods loops at the junction (someone better informed than me will know if they're passenger rated), but other than that there's only two running lines as far as Grandpont.

 

[cle]

I can’t imagine the Cowley services will need to go especially fast, so those upgraded lines don’t have to be the highest lift.

I’d be more curious about signals, passing or two platform builds on the branch itself.

As for Oxford station, it really will be quite squeezed and a point come when everything needs to run through. Not vastly different to Manchester Victoria in some ways.

If the Didcot semi ever returns at 2tph, or the Bristol does get to hourly/all week, it’ll be very tight. All good problems to have, of course. A bay between 4 and 5, if it was wide enough (it isn’t!) would be helpful. But would have to be 8 cars I guess.

And a platform zero / second bay on the east might be needed if Bedford comes online too!

 

[The Planner]

I can’t imagine the Cowley services will need to go especially fast, so those upgraded lines don’t have to be the highest lift.

I’d be more curious about signals, passing or two platform builds on the branch itself.

As for Oxford station, it really will be quite squeezed and a point come when everything needs to run through. Not vastly different to Manchester Victoria in some ways.

If the Didcot semi ever returns at 2tph, or the Bristol does get to hourly/all week, it’ll be very tight. All good problems to have, of course. A bay between 4 and 5, if it was wide enough (it isn’t!) would be helpful. But would have to be 8 cars I guess.

And a platform zero / second bay on the east might be needed if Bedford comes online too!

If its two an hour you are still going to need a reasonable turnaround at the end, 5 or 6 minutes minimum. Add on a single line reoccupation at Kennington of at least 3 minutes and it leaves you with 20-21 minutes to cover the branch. Its 2½ miles long, so it would work at 30mph quite comfortably.

 

[fishwomp]

..but other than that there's only two running lines as far as Grandpont.

There are four lines heading north from Kensington Jct. They are used to loop freight and bar a short three line only point at the southern entrance to Hinksey Yard (would need bridge deck adding to be four) they extend all the way to the near top of Hinksey Yard, which is where they end, and also where the third line (southbound) from the station merges in (it also has access to Hinksey Yard). https://traksy.uk/live/M+31+OXFD+-35 is schematic but near enough..

 

[Zomboid]

There are four lines heading north from Kensington Jct. They are used to loop freight and bar a short three line only point at the southern entrance to Hinksey Yard (would need bridge deck adding to be four) they extend all the way to the near top of Hinksey Yard, which is where they end, and also where the third line (southbound) from the station merges in (it also has access to Hinksey Yard). https://traksy.uk/live/M+31+OXFD+-35 is schematic but near enough..

Those are the reception lines for Hinksey yard, not useful as running lines.

 

[Verulamius]

The 2024 non statutory consultation for East West Rail provided this diagram of potential changes in the Oxford area