The proposed enhancements include:
• In and around Oxford station, we are reviewing what changes and new facilities might be
needed to enable five EWR trains per hour to serve Oxford station, to benefit passengers and
complement other projects already planned in the area.
• At Oxford Parkway, Bicester Village, Winslow, and Bletchley stations we are reviewing what
changes to the stations and parking facilities might be needed to benefit passengers.
• At Islip, we are proposing to construct a passing loop so that faster passenger services
heading towards Oxford can pass by slower trains including freight without delay, improving
the efficiency and punctuality of EWR services.
• At the London Road level crossing in Bicester, we are considering options for an alternative
accessible crossing including footbridge, lift and underpass options.
• At Middle Claydon, we are proposing to construct a passing loop so that faster passenger
services heading towards Oxford can pass by slower freight trains without delay.
to make the appropriate adjustments to services and Track Access Contracts to ensure capacity along
the new EWR line is fully optimised and aligned with the TAO. The rights transfer will take place before
service commencement and any amendments to the Schedule 8 clauses in those contracts will be
made as part of the transfer process.
• At Bletchley we are proposing a new accessible footbridge at the south end of the station,
with lifts and stairs to all platforms; Extended platforms and improved emergency exits for
platforms 6, 7 and 8; An expanded western ticket hall and gate line, along with upgrades to
the station forecourt. In addition to these improvements, we’re now considering including an
eastern entrance to the station within our design, although the construction of this entrance
would be subject to securing third-party funding.
• Between Fenny Stratford and Kempston, we are proposing to upgrade the stations and
train services on the Marston Vale Line. Taking account of feedback from previous
consultation and ongoing engagement with local stakeholders has led to a decision to move
forward with the Consolidated Stations Option. This replaces the existing nine stations with
four new, larger, easy to access stations at Woburn Sands, Ridgmont, Lidlington and
Stewartby along with the relocated Bedford St Johns. Further information about this approach
can be found here: EWR-YSWD-Autumn-Update-2025-FOR-SCREEN-v2.pdf
• We will upgrade the railway tracks where needed to allow for new EWR services, including
building a second track between Bletchley station and where the railway crosses the A5
before Caldecotte.
• Make changes to the level crossings in this area, including diversions and closing some
crossings.
• Construct passing loops to allow faster trains to overtake slower trains including freight,
allowing passenger train journeys to be quicker.
• Relocating Bedford St Johns station to the west to better serve Bedford Hospital and to
improve the alignment of the railway into Bedford station so that trains can travel at the speeds
required to run the proposed EWR timetable.
• Building a new two-track railway to the north of Sandhurst Road that would replace the
existing single track Marston Vale Line into Bedford station – again to help achieve the EWR
timetable.
• We are moving Jowett sidings to Cauldwell Walk, making space for the railway tracks as they
approach Bedford station.
• At Bedford station, we are considering a range of work including rebuilding the station
building, creating a new station plaza, constructing footbridges and two new platforms and
providing replacement car parking, all to give passengers the best possible experience. In
addition, we are considering the introduction of an up-fast platform which would improve
interchange between train services east and west as well as north and south, as well as a
new western entrance to the station.
• North of Bedford, we are planning to construct an additional two tracks alongside the Midland
Main Line to make sure EWR services can run reliably without conflicting with other trains.
We are also proposing to construct a new 1.1km long viaduct over the River Great Ouse and
Paula Radcliffe Way.
• We are planning to lay approximately 12km (7 miles) of new railway track between Clapham
Green and Colesden, and build embankments, cuttings, bridges and viaducts where needed
to enable this.
• Near Colesden, we are proposing to install two passing loops so that faster passenger trains
could overtake slower trains, including freight.
• Between Roxton and east of St Neots, we are planning to construct a section of twin-track
railway and associated infrastructure approximately 10km (6 miles) long. As part of the 2023
route update announcement we confirmed that Alignment 1 (Tempsford variant) was the
preferred alignment for the route between Bedford and Cambridge. This alignment would
serve a new station at Tempsford. Since then, we have developed two local variations,
Alignment 1b and Alignment 1c, each making use of viaducts linked by embankment.
Alignment 1b has been developed from the route update announcement proposals and runs
south of the A421. Alignment 1c is an alternative running north of the A421 with connections
to the south. Taking account of the consultation feedback and the outcome of further
assessments and design development, we’ve selected Alignment 1c as the proposed
alignment.
• At Tempsford, we are proposing a new station to serve existing and future communities which
would also include an interchange with the East Coast Main Line to enable travel further
afield. As the station design is progressed it will include consideration of existing communities
as well as planned and potential development within the area.
• Between Croxton and Toft, we are planning to construct approximately 19km (12 miles) of
twin-track railway including passing loops, to enable travel by railway from Bedford to
Cambridge.
• At Cambourne, we are planning to build a new station to improve connectivity into Cambridge
for people living there and support the future growth of the town.
• To reduce the environmental impact of the railway, we propose constructing a mined tunnel
beneath the A428, the proposed Bourn Airfield development and Highfields Road, with an
associated temporary diversion of the A428 and other local roads.
• Between Comberton and Shelford, we are planning to construct two new tracks between
Comberton and Hauxton Junction east of the A10 Royston Road where they would join the
existing railway.
• We are proposing the construction of a tunnel, bridges and crossings so that roads and
footpaths can cross the railway including the A10 Royston Road diversion.
• At the Harston level crossing, we are looking at options for how we can avoid separating the
communities of Harston and Newton when the level crossing is closed, so that the connection
between the villages can be maintained.
• We are considering what changes would be needed to the Hauxton Royston Line and West
Anglia Main Line to allow them to connect with East West Rail and to reduce possible
disruption on the railway.
• At Hauxton Junction, we are planning the construction of passing loops to allow fast trains to
overtake slower trains, including freight, to help avoid any delays.
• In the Cambridge area, to make sure there are enough railway tracks to accommodate the
new EWR services, we are planning to lay two new railway tracks next to the existing two-
track West Anglia Main Line on its western side from Addenbrooke’s Road. These would join
the existing four tracks at the new Cambridge South station (currently being constructed by
Network Rail), and continue into Cambridge station.
• We are proposing to demolish the overbridge at Long Road and provide a new bridge wide
enough to fit the railway underneath.
• At Cambridge station, we are planning a new platform, platform extensions, bridges, building
upgrades and railway systems modifications – all to give passengers the best possible
experience.
• At the existing level crossing at Laundry Lane, we are planning safety improvements that are
needed as a result of the planned increase in train speeds and the addition of a track in this
area.
• At Cherry Hinton, we are proposing a new train turnback facility so that EWR passengers can
alight at Cambridge station and trains can continue to Cherry Hinton to turn around. This
would avoid the need for trains to turn around at Cambridge where there is currently
insufficient platform capacity to accommodate both existing and new EWR services.
• We are planning to reconstruct two footbridges at Coldham’s Common and The Tins footpath
to allow for electrification of the railway and the addition of a second track.
• We are considering where to locate two railway sidings that will be lost due to the proposed
works at Cambridge station. The two emerging possible locations for these are Chesterton
sidings at Cambridge North station.
• At Cambridge North station, we are planning to modify the track layout to allow for some
existing train services from the north to terminate there during our construction works at
Cambridge station.
• There will also be new depot facilities required, and these sites are subject to ongoing
development and consultation.
