Cowley line to reopen

[zwk500]

There might be a difference in that the reinstatement of the Portbury branch was fully funded by the docks, so there may have been some watertight clauses inserted into the contract which guaranteed first dibs to freight traffic for an indefinite period.

The line I was talking about wasn't the Portbury/Portishead Line. The line I worked on had never closed to goods traffic and had multiple freight terminals along the route.

Could they do what's in place on parts of the West of England line, and have additional signal blocks on the single sections that allow two trains travelling in the same direction to occupy the same single section? In this case have an arrangement that allows a freight train to immediately follow a passenger train leaving Cowley, exiting the branch in time for the next passenger train to enter it,

That is one option, albeit expensive as it requires additional signalling and interlocking controls. The pattern would be that passenger comes off the branch, freight to Cowley enters, passenger follows close behind. Then when trains is ready to depart, it follows a passenger train from Cowley.

or build a passing loop at Cowley station that allows a freight train to traverse the branch while a passenger train occupies the platform?

Also an option.

 

[kevin_roche]

An article on the New Civil Engineer Website does not say much beyond what has already been mentioned above.

Chancellor Rachel Reeves has announced the government will provide £120M worth of funding to reopen the Cowley Branch Line and build two new stations in south-east Oxford.
A further £35M will also be provided by the Ellison Institute of Technology (EIT) and other local stakeholders to reopen the line and build stations at Oxford Cowley and Oxford Littlemore. In 2024, SLC Rail was appointed to deliver design studies for the two new train stations within the proposal to reopen the Cowley Branch line.


The line is currently used by freight traffic only frequenting the BMW Mini Plant. Passenger traffic stopped on the line in 1963.


The reopening of the line will aim to connect communities in Littlemore, Cowley, Blackbird Leys and Greater Leys to central Oxford in under 10 minutes. Proposals for the line also see it connect directly with London Marylebone with two new trains an hour.

 

[sh24]

Encouraging to see more investment in the Oxford-Cambridge axis. Increasingly important economic area that benefits all of the UK.

 

[The Planner]

Can’t wait for TPU to see the graph of a 2-car 165 interacting with a 108 SLU 1400t behemoth of WIAs…

Its a train vs a train.

 

[John R]

Leader of the County Council says she hopes by 2030

Which at 4 years from what appears to be a commitment to proceed and funding in place seems quite a long time in contrast to, say, Okehampton, given the line is in situ.

 

[The exile]

Which at 4 years from what appears to be a commitment to proceed and funding in place seems quite a long time in contrast to, say, Okehampton, given the line is in situ.

But “what needs to be done” is several orders of magnitude greater than Okehampton.

 

[John R]

But “what needs to be done” is several orders of magnitude greater than Okehampton.

In what way? I gather there was a complete renewal of the track for Okehampton. Does construction of a couple of stations take 4 years? Or what else is needed?

 

[zwk500]

In what way? I gather there was a complete renewal of the track for Okehampton. Does construction of a couple of stations take 4 years? Or what else is needed?

The signalling alterations for Cowley are substantially more complex than those needed for Okehampton. They may well require at least some possessions of the mainline to implement.

 

[John R]

The signalling alterations for Cowley are substantially more complex than those needed for Okehampton. They may well require at least some possessions of the mainline to implement.

Thanks. It's always good to understand the reasons, and it was a genuine question.

 

[fgwrich]

The signalling alterations for Cowley are substantially more complex than those needed for Okehampton. They may well require at least some possessions of the mainline to implement.

I wonder, and hope, that lessons learned from Project Speed will find their way to Cowley too. Granted the S&T side of things understandable take time but with new prefabricated stations and track renewals on what is currently otherwise a lightly used branch at least that side should be quicker (Mini dependant).

 

[PLY2AYS]

Is there anything now public about the intended capacity enhancement between Hinksey North and Kennington Junction?
View attachment 190956 Meanwhile, here's 2Z68, Oxford Parkway to Morris Cowley, crossing the Thames.

View attachment 190956

Fantastic snap!

On another note, will this service offset any inconvenience with the trouble/delay extending to Platform 5 at Oxford station?

(Timings and pathings are beyond my remit, but I know there’s a few more astute-minded persons on here who will know the potential impact or effect reinstating this line and service may have)

 

[The exile]

In what way? I gather there was a complete renewal of the track for Okehampton. Does construction of a couple of stations take 4 years? Or what else is needed?

IIRC, the Okehampton branch was essentially moribund so the project had effectively free rein, which won’t be the case here. As to the stations - unless planning permission etc has already been granted, yes I imagine the process could drag out for several years (even if not 4).

 

[brad465]

IIRC, the Okehampton branch was essentially moribund so the project had effectively free rein, which won’t be the case here. As to the stations - unless planning permission etc has already been granted, yes I imagine the process could drag out for several years (even if not 4).

I'd have thought "mothballed" would be a better word here: the heritage railway had already gone bust, and if it was in terminal decline NR wouldn't have gone ahead with restoring mainline services. Either way, no traffic at the time made reopening it much easier.

How often is the freight branch actually used? Recently it seems to be once in each direction approx. every other day, according to RTT. If it were possible to clump up the operations to provide a few days at a time with no traffic, that would allow plenty of work to be done, leaving the most significant disruption being possessions on the mainline at Oxford, which could be used to do further work on Oxford station itself as an efficient use of possessions.

 

[The exile]

Looking briefly at Google streetview yesterday many if the road crossings appeared to be rail over road. Are stations therefore going to be atop embankments - if so that will add both time and money!
As for the 4 years - might it just be that people are beginning to realise that optimistic spin will almost inevitably backfire and giving a more realistic assessment?

 

[The Planner]

I'd have thought "mothballed" would be a better word here: the heritage railway had already gone bust, and if it was in terminal decline NR wouldn't have gone ahead with restoring mainline services. Either way, no traffic at the time made reopening it much easier.

How often is the freight branch actually used? Recently it seems to be once in each direction approx. every other day, according to RTT. If it were possible to clump up the operations to provide a few days at a time with no traffic, that would allow plenty of work to be done, leaving the most significant disruption being possessions on the mainline at Oxford, which could be used to do further work on Oxford station itself as an efficient use of possessions.

That depends if you can stockpile and if you can match it to boats you are needing to hit. You would likely go and do it during BMW shutdowns, access is often based upon those anyway.

 

[NickBucks]

Notwithstanding the various technical arguments put forward by previous posters which are entirely valid I do wonder whether this scheme has been thought through or is it a vanity project dreamt up because a section of old line is available ? In the various press briefings and articles I have seen all parties seem to be unsure about whether the re-purposed Cowley branch is aimed at East- West travellers along the silicon valley to Cambridge or is it directing customers onto the Chiltern line to Marylebone ? If it is the former then the Leader of Oxford Councils hope that the line may be opened by 2030 may be achievable as far as Oxford but I doubt many passengers will get to Cambridge by that date or for many years after. As for the Marylebone option, whilst there may be passengers wishing to travel to Bicester Village, Princes Risborough, High Wycombe etc if London is your destination and you are passing through Oxford station the obvious choice would be to to change to GWR for a faster service and more flexible options both en-route ( OOC for Heathrow and other destinations) and Paddington for Elizabeth Line to the City / Canary Wharf. I can see the intention to move commuters from roads to rail but will two tph ( I assume using Chilterns tired old Class 165 units ) achieve this when the more frequent buses will still be running? Will the money be well spent I wonder even if the estimated costs prove to be accurate ?

 

[The exile]

Notwithstanding the various technical arguments put forward by previous posters which are entirely valid I do wonder whether this scheme has been thought through or is it a vanity project dreamt up because a section of old line is available ? In the various press briefings and articles I have seen all parties seem to be unsure about whether the re-purposed Cowley branch is aimed at East- West travellers along the silicon valley to Cambridge or is it directing customers onto the Chiltern line to Marylebone ?

For local / regional traffic as far as to / from Bicester it makes no difference. Guessing Oxford Parkway - Cowley is one of the flows they would hope to establish.

 

[Nicholas43]

[edited to correct some confusion on my part about when Lord Hendy appeared] The usually well-informed Oxford Clarion gives its take on the plans here. Written early on 23 October, and thus before the presentation / press conference at Oxford Parkway, with Lord Hendy. Includes this 'artist's impression' of the aspiration for the new station at Cowley:

[View of single platform, apparently without shelter, and sweeping bridge for pedestrians and cyclists]

The track needs to be upgraded to passenger standards. Currently the maximum line speed is just 25mph: the plan is to bring this up to 50mph, considered enough with two stations in close proximity.

The branch line meets the main line at Kennington, near the girder bridge over the River Thames. Trains will then share the main line between Kennington and Oxford station – a line which is already busy. Work will be needed to increase capacity on this stretch.

If this means an upgrade to re-instate to passenger standard the Up Relief all the way from Hinksey North to Kennington Junction, then, on the ground, it looks very expensive.
Not yet discussed, as far as I know, is the, probably controversial, closure of Spring Lane foot crossing.

 

[The Planner]

The usually well-informed Oxford Clarion gives its take on the plans here. Written on 23 October, and thus before today's presentation / press conference at which (I surmise) Lord Hendy may explain further, and answer questions. Includes this 'artist's impression' of the aspiration for the new station at Cowley:
View attachment 191027
[View of single platform, apparently without shelter, and sweeping bridge for pedestrians and cyclists]

If this means an upgrade to re-instate to passenger standard the Up Relief all the way from Hinksey North to Kennington Junction, then, on the ground, it looks very expensive.
Not yet discussed, as far as I know, is the, probably controversial, closure of Spring Lane foot crossing.

I can imagine removing a good bit of the Sandy Lane Rec isn't going to be took well either.

 

[cle]

Guessing Oxford Parkway - Cowley is one of the flows they would hope to establish.

This version of Cambridge North to Cambridge South? But not quite!

50mph seems plenty for the very short distance. Looks to be a Corby style solve, with the through/freight line without platform. I'm sure that could be remedied in time if more than the 2tph was ever warranted.

What is the longest consist that runs Oxford-Marylebone today, 7 cars? It's quite long for this branch...

 

[The Pelican]

Notwithstanding the various technical arguments put forward by previous posters which are entirely valid I do wonder whether this scheme has been thought through or is it a vanity project dreamt up because a section of old line is available ? In the various press briefings and articles I have seen all parties seem to be unsure about whether the re-purposed Cowley branch is aimed at East- West travellers along the silicon valley to Cambridge or is it directing customers onto the Chiltern line to Marylebone ? If it is the former then the Leader of Oxford Councils hope that the line may be opened by 2030 may be achievable as far as Oxford but I doubt many passengers will get to Cambridge by that date or for many years after. As for the Marylebone option, whilst there may be passengers wishing to travel to Bicester Village, Princes Risborough, High Wycombe etc if London is your destination and you are passing through Oxford station the obvious choice would be to to change to GWR for a faster service and more flexible options both en-route ( OOC for Heathrow and other destinations) and Paddington for Elizabeth Line to the City / Canary Wharf. I can see the intention to move commuters from roads to rail but will two tph ( I assume using Chilterns tired old Class 165 units ) achieve this when the more frequent buses will still be running? Will the money be well spent I wonder even if the estimated costs prove to be accurate ?

Travellers on a Cowley-Littlemore-Oxford-Oxford Parkway-Marylebone train will be able to change at Oxford station for a GWR, but it's still a useful through service, as some people won't want to change. There are various existing places on the network with a slow direct train vs a fast train you can change to.

As for two trains an hour, it already does reasonably well at Oxford Parkway- I have heard that the buses all the way from Cowley take most of an hour during rush hour, so the train might have a real speed advantage. My guess is it will do particularly well with people connecting onwards at Oxford Station, or staying on the train, to travel to places outside Oxford.

 

[PLY2AYS]

What is the longest consist that runs Oxford-Marylebone today, 7 cars? It's quite long for this branch...

Usually services terminate in Platforms 1 & 2 can’t fit 7 cars, I’ve very rarely been diagrammed 7 cars (not to say it doesn’t happen) but services are usually 4, 5 or 6 when not short formed.
Any longer than that and you’d have to run them into Platforms 3 (or 4) which given the current station layout, would be essential to services to Cowley (I know someone alluded to building through-roads in the bays earlier in this thread)
That being said, it would depend entirely on the footfall demand on services when EWR is finally (eventually) up and running.

EDIT: Platforms 1&2 are 6 car, 7 car sets must be routed into Platforms 3 and 4… (thanks to @150219 for the route refresh)

 

[CdBrux]

what is the point of that big sweeping bridge when there seem to be one or two underpasses that do the same job?

 

[Kite159]

what is the point of that big sweeping bridge when there seem to be one or two underpasses that do the same job?

To give the local kids a new racetrack?

As for the reopening of the branch, hopefully this time things actually happen on the ground and that money doesn't magically disappear into a 3rd party to produce a glossy report with lots of pretty artist impression photos only for the government to go "actually, we will postpone this reopening for X months".

 

[BlueLeanie]

what is the point of that big sweeping bridge when there seem to be one or two underpasses that do the same job?

There are no underpasses that pass under the railway in that picture. A modern bridge has to be wide enough and strong enough to allow two modern cargo bicycles to pass in an active travel focussed city and still leave space for pedestrians.

Here's two YouTube videos demonstrating modern bikes that you might find passing each other on this bridge. One is a six wheeler articulated, the other is a four wheeler cargo bicycle. Both road legal.

 

[150219]

Usually services terminate in Platforms 1 & 2, which are ~160m so can fit 7 cars, although I’ve very rarely been diagrammed 7 cars (not to say it doesn’t happen) but services are usually 4, 5 or 6 when not short formed.
Any longer than that and you’d have to run them into Platforms 3 (or 4) which given the current station layout, would be essential to services to Cowley (I know someone alluded to building through-roads in the bays earlier in this thread)
That being said, it would depend entirely on the footfall demand on services when EWR is finally (eventually) up and running.

6 car maximum for Platforms 1 & 2.

 

[Class 170101]

Not necessary - Up Oxford Relief is bi - directional , if extended to the Cowley branch ( between Hinksey and Kennington ) , a train can be routed without conflicting movements to / from Oxford station .

However it could be facing trains in opposite direction at current platform 3 .
I guess the sooner bay platform 2 is made as a through road the better, but that needs station to be redeveloped as a whole in the first place.

Yes in principle, but that then puts Platform 3 under pressure with trains in both directions.

 

[PLY2AYS]

6 car maximum for Platforms 1 & 2.

Fair point. Well presented. Edited with credit.

 

[BlueLeanie]

[edited to correct some confusion on my part about when Lord Hendy appeared] The usually well-informed Oxford Clarion gives its take on the plans here. Written early on 23 October, and thus before the presentation / press conference at Oxford Parkway, with Lord Hendy. Includes this 'artist's impression' of the aspiration for the new station at Cowley:
View attachment 191027
[View of single platform, apparently without shelter, and sweeping bridge for pedestrians and cyclists]

If this means an upgrade to re-instate to passenger standard the Up Relief all the way from Hinksey North to Kennington Junction, then, on the ground, it looks very expensive.
Not yet discussed, as far as I know, is the, probably controversial, closure of Spring Lane foot crossing.

The image shows a large empty paved space, with a pavement surrounding, plus seating area for goodness knows who.

That space is essentially the same shape and size of the existing former BMW group car park behind Tesco, a link with an overhead map of the area is here:-

Google Maps

Find local businesses, view maps and get driving directions in Google Maps.

maps.app.goo.gl

So what's the point of this big empty space? A railway station car park for people from South Oxfordshire area with little access to public transport? Will there be similar at the Science Park?

I can't quite decide whether it's raised up and maybe an underground car park? It seems to be the same height as the Tesco cold store from some angles.

 

[Bald Rick]

So what's the point of this big empty space?

Tyoically, when artists impressions like this are done, and there is no confirmed plan for some land like that, it is left ‘blank‘. Someone will have a plan for it.