OxRail 2040 - plan from Oxfordshire County Council

[fishwomp]

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

Well that's the point of my first post.. I was responding that you don't need to build on the lake, you relay to the west.. there is space and already track - just as the branch itself isn't up to snuff, neither is the yard.. but can be fixed. Hinksey Yard has plenty space west that it isn't using at all.

 

[Zomboid]

The track bed is wide enough on the eastern edge for another running line.

 

[fishwomp]

The track bed is wide enough on the eastern edge for another running line.

Yup. It's pretty wide, maybe a minor slew of the other lines required... I wasn't sure if there was even already a bridge deck at the bottom end of the lake as trees obscure the Google maps ( this is the same point at which the reception line is on a single track deck ).

 

[Falcon1200]

The bridge over the Thames at Osney was only ever 3 tracks, however from there to Kennington Jc could be, for passenger use, quadrupled, however this would be extremely expensive, requiring complete re-arrangement, and replacement, of the track through Hinksey Yard, at both ends of the 4-track section,, and extensive signalling alterations. Doubt £120 million would cover it!

 

[The Planner]

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

View attachment 190999

This is what will end up being built.

 

[oxfordrelayer]

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.

Relief line between Hinksey and Radley

 

[MarkyT]

Here's my suggestion, a 4 track arrangement with:
New bi-di up relief on the east side.
New down main routed around the west side of the yard, including additional span at Osney bridge.
Old down main becomes bi-di down relief.
Fully signalled moves in and out of certain roads in Hinksey yard.
Kennington Jn part of old up down main can be used as yard headshunt without main line conflict

Notes:
Cowley trains use the bi-di up relief, always from Cowley to Oxford, while in the other direction, they can divert to the up main instead if a crossing is necessary. Locals reversing in platfrom 4 can use the bi-di down relief in either direction for regulating/parallelism.

edit: ups and downs.

 

[Mark J]

Have they given up on the idea of reopening the old line to Witney?

 

[Zomboid]

The group promoting it haven't, but it's a bit ambitious by the standards of this strategy.

 

[Mark J]

Radley presumably depends on is sort of becoming Abingdon Parkway,

I've always prefered 'Radley for Abingdon'.

Much like 'Pokesdown for Boscombe' on the SW main line.

 

[JamesT]

Have they given up on the idea of reopening the old line to Witney?

The OxRail 2040 report does have a dashed line for Carterton-Witney-Oxford mass rapid transit corridor. But no further detail.
Previous studies have suggested a new alignment that follows the A40 rather than reopening the old line.

 

[overthere 2]

Just a gentle reminder that this thread is for the discussion of the "Oxrail 2040 plan".

If anyone wants to discuss anything else then they are free to start a new thread elsewhere or find an on topic existing one.

thanks

I was looking for something else and I came across this thread which could be re-opened as discussing about trams for Oxford seems a popular subject.

Should Oxford have a tramway?

The LTN thread here: https://www.railforums.co.uk/threads/oxford-low-traffic-neighbourhood.247180/#post-6178606 discusses the issues of excessive car use for local journeys in Oxford, with the LTN concept being a stick with regard to that traffic. But what about a carrot? While Oxford does...

www.railforums.co.uk

 

[overthere 2]

The plan has been approved. Sadly no mention of using the Cholsey and Wallingford railway for morning and evening commuter services, re-opening the Abingdon branch or building a branch to Wantage which I suggested in the survey but hopefully if this works out then one day there will be a "part 2" where these things can be done.

Oxfordshire approves OxRail 2040 plan to transform rail transport over next 15 years | Rail Industry Connect | Connecting you with rail industry insight and best practice

www.railindustryconnect.co.uk

Oxfordshire approves OxRail 2040 plan to transform rail transport over next 15 years​

https://api.whatsapp.com/send?text=Oxfordshire+approves+OxRail+2040+plan+to+transform+rail+transport+over+next+15+years https://www.railindustryconnect.co.uk/oxfordshire-approves-oxrail-2040-plan-to-transform-rail-transport-over-next-15-years/
Just weeks after confirmation that Oxford’s Cowley Branch Line will reopen to passengers, Oxfordshire County Council has approved an ambitious long-term strategy to improve rail transport and connectivity across the county and wider region.

The council’s cabinet has adopted OxRail 2040: Plan for Rail, developed in partnership with industry stakeholders and shaped by a public consultation. The strategy outlines a series of interventions to create a modern, inclusive and sustainable rail network, centred around four core priorities:

• An Oxfordshire Metro: a coordinated, user-focused transport network integrating rail, buses, walking and cycling.
• Electrification: delivering a zero-carbon rail network for Oxfordshire, anchored by an electric freight spine.
• Oxford railway station: expanding capacity, improving connectivity and upgrading facilities.
• Five new stations: at Oxford Cowley, Oxford Littlemore, Begbroke, Wantage & Grove and Ardley to support planned growth.

Councillor Judy Roberts, Oxfordshire County Council’s Cabinet Member for Place, Environment and Climate Action, said:
“This is not simply a wish list. We have credible routes for the delivery of each of the proposals in OxRail 2040, and through the consultation we have received very positive feedback from key government and industry figures.
While the government and train operators are responsible for rail infrastructure and passenger services, with private operators delivering rail freight, as the local transport and highways authority Oxfordshire County Council is a key stakeholder and partner in shaping the future of transport in the county.
Since we started putting this plan together, we’ve had the announcement about government funding of the Cowley Branch Line, which shows the kind of investment we can generate when all the preparation and partnership working is in place when opportunities arise.”

Additional opportunities identified in the plan include continued support for community rail initiatives and exploring mass rapid transit options for the Oxford-Witney-Carterton corridor in line with emerging growth plans.
OxRail 2040 also calls for upgrades across the county’s rail network to support increased passenger services and expand freight capacity. The council argues that shifting freight from road to rail will ease congestion on key routes such as the A34, reduce maintenance costs and improve air quality.
Further priorities include the continued development of East West Rail, improvements to all 23 existing railway stations and restoring double track on the North Cotswold Line to Hanborough.
The requirement for a new rail plan is set out in the council’s Local Transport and Connectivity Plan. The strategy is also expected to strengthen Oxfordshire’s position when bidding for future funding opportunities.
Cllr Roberts added:

“It demonstrates how we are pushing hard for an ambitious expansion and enhancement of rail to complement and sustain our fast-growing local economy.
However, success in delivering these aims will depend on the government, the rail industry and our local communities collaborating with us and playing their part.
With the move to a state owned Great British Railways encompassing track and train, and the likely establishment of a mayoral strategic authority with substantial new powers and funding, OxRail 2040 lays the foundations for the future.”

 

[AlastairFraser]

The plan has been approved. Sadly no mention of using the Cholsey and Wallingford railway for morning and evening commuter services, re-opening the Abingdon branch or building a branch to Wantage which I suggested in the survey but hopefully if this works out then one day there will be a "part 2" where these things can be done.

Oxfordshire approves OxRail 2040 plan to transform rail transport over next 15 years | Rail Industry Connect | Connecting you with rail industry insight and best practice

www.railindustryconnect.co.uk

I agree with you on Abingdon, but a branch to Wantage doesn't really make much sense with the modern Wantage/Grove conurbation stretching up to the old station site. There was a tramway when the urban area of the town was much smaller, but the centre of population has shifted significantly since then.

 

[djox]

The proposed Ardley station will be a good one to fast track. It is situated close to Heyford Park where there will be 1000s of new houses and being on Chiltern line to Bicester and London gives passengers plenty of destinations. It's a shame the current Heyford station which is a few miles away on the Banbury to Oxford line has so few services and hasn't been factored some how to serve the new development.

 

[The Planner]

Where is the money coming from?

 

[Falcon1200]

I don't see a line to Abingdon ever being restored - For a start, how would a train service operate, ie where would the capacity between Radley and (presumably) Oxford come from? Unless passengers were forced to change at Radley, as in the Good Old Days. There are multiple bus services between Abingdon and Oxford, via different routes serving the town and its various suburbs, and which run into Oxford city centre and in some cases beyond to the JR Hospital. I cannot see how a train from one location somewhere (where?) in Abingdon, at a lower frequency than the buses, and in Oxford (if they could even get there) only able to serve another single location, can be thought viable and better than the current public transport provision.

 

[Magdalia]

Where is the money coming from?

The prospects for funding are good.

Oxford is part of the Oxford Cambridge Growth Corridor. It has the Oxford Growth Commission which published an interim report in December 2025 which is here:

https://assets.publishing.service.gov.uk/media/693fe29a33c7ace9c4a42175/Oxford_Growth_Commission_Interim_Report.pdf

Interim Report of the Oxford Growth Commission

Transport is on pages 13-15 and says this about Rail.

Rail The implementation of the County Council’s OxRail 2040 plan will be a key element in this. The October 2025 agreement with the Government to reopen the Cowley Branch Line to passengers with two new stations is a great start, providing connectivity to vital science and technology businesses at the ARC Business Park and Oxford Science Park, linking Oxford’s growth areas together and supporting the transformative plans of the Ellison Institute of Technology and other housing and employment opportunities in the Oxford Cowley Branch Line Opportunity Area. Besides delivering services on the Cowley Branch Line and carrying out the modernisation of Oxford Station, OxRail2040 looks to improve services across the county setting out the delivery of an electrified railway, creating an integrated transport network across all modes, badged ‘Oxfordshire Metro’ with further new stations at Begbroke, Wantage & Grove and Ardley, and upgrading existing stations. Recognising the lack of a current rail corridor to the west of Oxford, a project to develop and promote a case for Carterton-Witney Oxford Mass Rapid Transit, which may include rail, will also be investigated. The Growth Commission will work with the County, the new Strategic Rail Promoters Group, Network Rail and the Department for Transport to support implementation of OxRail 2040 and the Oxfordshire Metro integrated transport network with priority for delivering the Cowley Branch Line project, upgrading Oxford Station and supporting the case for a new station at Begbroke

Furthermore, the New Towns Taskforce reported in September 2025, and Heyford Park is one of the recommended locations.

Heyford Park in Cherwell presents a distinctive location for a standalone new town. This is an opportunity to deliver over 13,000 homes centred around a 505-hectare brownfield site in single ownership in the heart of Oxfordshire. Situated on a plateau surrounded by countryside, this former airbase sits within the Oxford to Cambridge Growth Corridor, which has been has identified in the government’s Industrial Strategy as a priority area for investment in housing, transport, and digital infrastructure.

Development in Heyford Park could capitalise on proximity to the city of Oxford (15 minutes by train from Heyford Station to Oxford, or a 30-minute drive), as well as the towns of Banbury and Bicester, industrial developments at Begbroke, Oxford City Airport and nearby motorsport industry in and around Silverstone.

I am hoping that there will be a government response to the New Towns Taskforce soon. There is a separate discussion on this.

== Doublepost prevention - post automatically merged: 9 Mar 2026 ==

Sites for Labour's New Towns that already have rail connections

If you are going to impose such restrictions on developers in an attempt to get more support for development (which personally I think is futile, but there we go), I would suggest we'd have to do a ground up estimate on actual future needs for such facilities. Estates near where I grew up were...

www.railforums.co.uk

 

[The Planner]

So not guarenteed then.

 

[Magdalia]

So not guarenteed then.

Not much is guaranteed with current political and economic events!

Two weeks ago I'd have said that I'd expect there to be money for Oxford in the next spending review, in the same way that projects like Portishead and Collumpton/Wellington are going ahead in this spending review.

The Oxford Growth Commission and a Heyford New Town Development Corporation should be able to leverage in private sector funding too.

 

[fishwomp]

I don't see a line to Abingdon ever being restored

I don't either - because there is no money and railways are expensive to build: it is said to be £155M to reopen the already open Cowley branch largely because of all the extra work it needs like an extra track into Oxford.

I don't buy the other reasons that it won't happen though:

- For a start, how would a train service operate, ie where would the capacity between Radley and (presumably) Oxford come from? Unless passengers were forced to change at Radley, as in the Good Old Days.

If - as one of the [unlikely to happen] current proposals from Network Rail has - the line from Didcot to Oxford is 4-tracked, then this problem disappears (and has already then been paid for).
When the fifth platform reopens at Oxford, and perhaps when Cowley has created a sixth platform (the bridge is in place at Botley for this, not just platform 5), again the costs are reduced, and the problem solved.

There are multiple bus services between Abingdon and Oxford, via different routes serving the town and its various suburbs, and which run into Oxford city centre and in some cases beyond to the JR Hospital. I cannot see how a train from one location somewhere (where?) in Abingdon, at a lower frequency than the buses, and in Oxford (if they could even get there) only able to serve another single location, can be thought viable and better than the current public transport provision.

That argument also holds for the Cowley branch, which is reopening - plenty buses doing that!! For Abingdon - the A34 is notorious, and the Kennington detour is often more reliable but far slower.

The challenges I see for Abingdon are it's growing the housing stock but not the speed of road access to the central area that would host a station.. so for a good proportion of the north north east and north of the town, the Radley station may still be nearer (time not distance) than any central Abingdon station (likely just before it's prior location at the Waitrose site). Those on the south or west of the town may (50-50 say) - given the Abingdon traffic bottlenecks - split and drive to Didcot. Cyclists would likely use it though.

 

[Falcon1200]

the line from Didcot to Oxford is 4-tracked, then this problem disappears

I will be astonished if this ever happens; While parts of the route were once 4 tracks, Hinksey North/Oxford station and Radley/Appleford LC never were, and there are road overbridges and river underbridges on the only-ever 2 track sections. And it would not solve the problem of the limited areas served by the stations in Abingdon and Oxford.

 

[JamesT]

I will be astonished if this ever happens; While parts of the route were once 4 tracks, Hinksey North/Oxford station and Radley/Appleford LC never were, and there are road overbridges and river underbridges on the only-ever 2 track sections. And it would not solve the problem of the limited areas served by the stations in Abingdon and Oxford.

Four-tracking Oxford to Radley was one of the interventions identified in the Oxfordshire Rail Corridor Study - https://cdn.prod.website-files.com/...Oxfordshire Rail Corridor Study - Jun '21.pdf (see page 9). So no guarantees, but it is being suggested by NR as necessary in order to provide the capacity for desired services. I would also think although there may be overbridges preventing widening the existing formation, there's no actual need to following the current route between Oxford and Didcot. Only the stoppers call at the intermediate stations, so bypassing them wouldn't be a problem.

 

[BrianW]

I will be astonished if this ever happens; While parts of the route were once 4 tracks, Hinksey North/Oxford station and Radley/Appleford LC never were, and there are road overbridges and river underbridges on the only-ever 2 track sections. And it would not solve the problem of the limited areas served by the stations in Abingdon and Oxford.

When does Oxfordshire County Council die? Who will 'own' these aspirations and drive them forward? So much for a 'plan' being 'approved'.

 

[Falcon1200]

Only the stoppers call at the intermediate stations, so bypassing them wouldn't be a problem.

IMHO 4-tracking between Radley and Oxford, or rather Hinksey North, which as I said was once quadruple, is unlikely; A new additional route between Didcot and Oxford is, sorry to be blunt, entering fantasy territory.

 

[Magdalia]

When does Oxfordshire County Council die? Who will 'own' these aspirations and drive them forward? So much for a 'plan' being 'approved'.

Proposals for reorganisation are currently in consultation see here:

Proposals for local government reorganisation in Oxfordshire

www.gov.uk

his statutory consultation seeks views on the proposals that the Ministry of Housing Communities and Local Government (MHCLG) has received following the Secretary of State’s invitation to councils in Oxfordshire to submit proposals for unitary local government for Oxfordshire.

The three proposals in this consultation were made by the following councils on 28 November 2025:

Oxfordshire County Council proposed 1 unitary council. This would comprise the current areas of:

• Oxfordshire: Cherwell, Oxford City, Oxfordshire County, South Oxfordshire, Vale of White Horse, and West Oxfordshire

Cherwell District Council, South Oxfordshire District Council, Vale of White Horse District Council, West Oxfordshire District Council proposed 2 unitary councils. These would comprise the current areas of:

• Oxford and Shires Council: Cherwell, Oxford City and West Oxfordshire
• Ridgeway Council: South Oxfordshire, Vale of White Horse, plus West Berkshire (outside of invitation area)

Oxford City Council proposed 3 unitary councils: This includes a request to split existing district council areas between the proposed new councils. These would comprise the current areas of:

• Greater Oxford Council: Oxford City plus 15 parishes from Cherwell, 25 parishes from South Oxfordshire and 9 parishes from Vale of White Horse
• Northern Oxfordshire Council: Cherwell less 15 parishes and West Oxfordshire
• Ridgeway Council: South Oxfordshire less 25 parishes, Vale of White Horse less 9 parishes, plus West Berkshire (outside of invitation area)

Oxfordshire County Council may not die at all, one of the options is for it to absorb the districts into a single Oxfordshire Unitary Authority.

Taking the strategy forward could be for a mayor or a development corporation successor to the Oxford Growth Commission. I'm not clear what the latest position is on a mayor, a BBC report from December 2025 here has a proposal for a Thames Valley mayor covering Berkshire, Oxfordshire and Swindon.

Thames Valley councils seek mayoral devolution from government

Council leaders write to the Communities Secretary following agreement by 13 local authorities.

www.bbc.co.uk

Council leaders have submitted an expression of interest letter, asking for the creation of a mayoral strategic authority (MSA) within the Thames Valley.

Mary Temperton, leader of Bracknell Forest Council and chair of the Berkshire Prosperity Board, and Liz Leffman, leader of Oxfordshire County Council, wrote to Communities Secretary Steve Reed, external following discussions and agreement by 13 councils within the region.

 

[fishwomp]

IMHO 4-tracking between Radley and Oxford, or rather Hinksey North, which as I said was once quadruple, is unlikely; A new additional route between Didcot and Oxford is, sorry to be blunt, entering fantasy territory.

but government policy is also fantasy (eg. bradford new station, NPR, new tunnels across the pennines etc).. just because it's not happening, doesn't mean it can't be policy at the same time!!

 

[cle]

When the fifth platform reopens at Oxford, and perhaps when Cowley has created a sixth platform (the bridge is in place at Botley for this, not just platform 5), again the costs are reduced, and the problem solved.

It's still a fifth - same platform, just busted into a through one.

There was once upon time talk of adding an easternmost bay (p zero I would suppose) - but haven't seen it in plans for ages.

I'd assume the new p2 would be Chiltern to Cowley, and p3 would be Chiltern to Marylebone (and XC to Reading, and GWR fast to Padd could use either)

God knows what happens if the Didcot semi-fasts get reinstated. Especially if we have Bristol services too (good fit for p4 too unless they go on somewhere)

 

[JamesT]

It's still a fifth - same platform, just busted into a through one.

There was once upon time talk of adding an easternmost bay (p zero I would suppose) - but haven't seen it in plans for ages.

I'd assume the new p2 would be Chiltern to Cowley, and p3 would be Chiltern to Marylebone (and XC to Reading, and GWR fast to Padd could use either)

God knows what happens if the Didcot semi-fasts get reinstated. Especially if we have Bristol services too (good fit for p4 too unless they go on somewhere)

Why would you expect services to be split like that? Surely with two islands you have one for Northbound and one for Southbound as the big constraint on services is the availability of a platform?

 

[cle]

I think it’ll be western pair and eastern pair - with some bidi services.

P5 for all through northbound Cotswolds / Banbury services
P4 will be for turning Padd fasts, maybe Bristol. Possibly A/B permissive for Banbury locals.

P3 XC South, Cotswolds through South, Chiltern to London
P2 Chiltern to Cowley (or both ways)
P1 all EWR

Or similar