Chiltern Oxford Link completed

[alexx]

Thanks everyone for the explanation, makes sense now.

 

[MarkRedon]

Yes indeed, thanks to contributors for making things clearer. For those who like myself remain slightly mystified by exactly what is planned and when, there is a somewhat helpful webpage to be found at: http://www.networkrail.co.uk/great-western-route-modernisation/oxford/. This has links to plans for phases 0 and 1. However, there must somewhere be some overall plan for the Oxford corridor modernisation – but I cannot find much detail on what that plan involves, what the various phases are and the associated timescales. As part of the overall modernisation there is a major scheme for Oxford area resignalling, divided into various phases. Is there a published document on what will be done and approximately when?

 

[jimm]

Yes indeed, thanks to contributors for making things clearer. For those who like myself remain slightly mystified by exactly what is planned and when, there is a somewhat helpful webpage to be found at: http://www.networkrail.co.uk/great-western-route-modernisation/oxford/. This has links to plans for phases 0 and 1. However, there must somewhere be some overall plan for the Oxford corridor modernisation – but I cannot find much detail on what that plan involves, what the various phases are and the associated timescales. As part of the overall modernisation there is a major scheme for Oxford area resignalling, divided into various phases. Is there a published document on what will be done and approximately when?

In addition to the plans on the page linked to, Network Rail has shown a couple of others at events in Oxford this year but I've not seen these online.

One shows which bits of track will be electrified in the Oxford area in 2018-19 - on the track layout that phase 1 will create.

The other is a potential future developments plan, showing things like the proposed extra down through platform to the rear of what is now platform 4, the potential through platform(s) created by extending the north end bays and demolishing the existing main building, with an outline of the footprint of the new station building and transfer deck. Also shown on it is a possible future extension of the forthcoming extension to the down loop north of Oxford station, which would reinstate the old direct link into the Cotswold Line at Wolvercot Junction, allowing trains bound for Worcester and Banbury to run north from Oxford in parallel, plus a dotted line towards Hinksey (and Kennington Junction), to indicate potential reinstatement of the up loop in connection with reopening of the Cowley branch to passenger trains.

But as the whole thing is a work in progress past the resignalling/track alterations and the wiring scheme, not least trying to work out where money to rebuild the station comes from, I'm not sure things are at the stage where anything like a masterplan exists anyway.

Back in the here and now, was in Oxford today and the roofing panels on the old GWR canopy at the north end of the staton are being stripped off, ready for its demolition. In the areas where the contractors are able to work on the new platform 1, the front and back retaining walls are now both up to platform height and work is in hand to add exterior cladding to the temporary staff building.

 

[MarkRedon]

... as the whole thing is a work in progress past the resignalling/track alterations and the wiring scheme, not least trying to work out where money to rebuild the station comes from, I'm not sure things are at the stage where anything like a masterplan exists anyway.

Thank you, very illuminating. Hopes and plans are a necessary first step to the realisation of actual progress. And very real progress there is, with the new platform one soon to be completed and what looks to be a very finely engineered new stretch of railway running east from Wolvercote. Concerning the financing of the new station: I am very much in favour of Network Rail retaining its property portfolio because they are slightly more likely to recognise synergies between railway development and property development than would more conventional estate managers. If the new station building is sufficiently large and imaginative, it should be possible to defray capital costs against long-term income from tenancy. I don't know the local situation sufficiently well, but I would imagine that – say – the Saïd Business School might take an interest in a suite for the delivery of executive education? This would of course be in addition to the usual range of retail opportunities. It will be very interesting to see what Network Rail and the train operators suggest as input to the next HLOS round.

... The initial arrangement is something of a temporary lash up pending the OXF resignaling. Two tracks will be laid but only one will be in use. Several signals will initially not show their full range of aspects. But it has been done in such a way as to make it quick and easy to go over to the new spec when the time comes. Let's just hope the OXF resignalling schedule doesn't slip because I can see the single line section becoming a bit of a pain when the service goes wrong.

Let us hope that this temporary arrangement does not prejudice the attractiveness of the initial Oxford to Marylebone service. That service will in any event often be under pressure when there is planned or unplanned disruption on the Paddington route.

 

[HowardGWR]

I very much support MarkRedon on the synergy point, as well as the financial one. For example, a chemist or travel agent not being changed into an estate agent's office.

I have always thought the sell-off of the hotels was a mistake, although, in fairness, I am not aware that any were closed. They could have been leased by hotel chains or franchised. The (new) Duke of Westminster won't be selling Belgravia.

 

[route:oxford]

I very much support MarkRedon on the synergy point, as well as the financial one. For example, a chemist or travel agent not being changed into an estate agent's office.

There would be rather a lot of empty former travel agents on the high street if that were the case. Generally speaking, as long as it is the same "class" of retail premises, there are no restrictions to change of business type.

I have always thought the sell-off of the hotels was a mistake, although, in fairness, I am not aware that any were closed. They could have been leased by hotel chains or franchised. The (new) Duke of Westminster won't be selling Belgravia.

With hindsight, yes... But at the time of sell-off nobody foresaw how the operation of hotels would change so considerably. As an example, the IHG group have over 5000 hotels trading under their various brands - but they only own 10 hotels in total.

 

[Rich McLean]

The Single track between Oxford General and Parkway in the short term, will ensure that paths are at a premium, as it could prevent the next GWR franchise holder negotiating track access agreements to Parkway in order to start some of their London services from there to compete. If they connect it up once Oxford Station rebuilding is done together with the new signalling, hopefully EWR will be well under way and paths already secured for that.

I know that the above is not the real reason, but if it was double tracked from the outset, what is to stop the next GW Franchise bidders applying for track access?

 

[The Planner]

Nothing at all but it would have to get through a Sale of Access Rights (SoAR) panel, doesn't mean they would get granted.

 

[jimm]

The Single track between Oxford General and Parkway in the short term, will ensure that paths are at a premium, as it could prevent the next GWR franchise holder negotiating track access agreements to Parkway in order to start some of their London services from there to compete. If they connect it up once Oxford Station rebuilding is done together with the new signalling, hopefully EWR will be well under way and paths already secured for that.

I know that the above is not the real reason, but if it was double tracked from the outset, what is to stop the next GW Franchise bidders applying for track access?

Haven't seen any signs of interest on the part of GWR in operating to Oxford Parkway. Franchise change may alter that, but a new GW franchise is still three years away.

GWR is far more interested in further developing Hanborough on the Cotswold Line as its own Parkway station for the area just north of Oxford - and the lucrative markets of Witney and Carterton just down the road. Hence work being put into the idea of redoubling to Hanborough from Wolvercot Junction, with 25kv wiring extended to allow electric services to turn round there, boost service frequency and remove shunt moves around Oxford station.

Hanborough is no slouch itself in car parking stakes - about 250 spaces now, with just under 50 more expected to be ready by the end of this year - and that's without any double-decking a la Chiltern so far. Could well be needed soon though, as the extra spaces will probably fill up fast on the basis of current traffic growth at Hanborough.

 

[L&Y Robert]

Passed through Oxford Sta. this afternoon (29/09) and paused to look at some foundation works going in immediately east of the footbridge. Observed two rows of three bored piles in N-S alignment, and a single row of four in E-W alignment. Yes, yes - bored piles - alluvial clay river bed soil etc. It's what you'd expect - BUT the first two groups were at an angle of 45° to the ground, the group of four at an angle - I'm guessing - of 20°. What on earth can they be for? Have we a layout plan of the proposals anywhere? (this'll be post 1810 - a lot to look through!) Maybe someone out there knows what they're for.

 

[alexx]

From the Oxford Mail...

http://www.oxfordmail.co.uk/news/14...ake_people__39_s_lives___39_a_nightmare__39_/

NOISY trains could make people's lives 'a nightmare' in north Oxford after councillors backed down in a battle with railway bosses over a new rail line.

Residents say sound barriers proposed by Network Rail to protect them from a 400 per cent increase in trains passing their homes with the new London Marylebone link are not enough and could have 'serious health effects'.

But the rail firm has rejected demands to continuously monitor noise levels once the track opens in December, even though its computer predictions may be wrong.

 

[NHG66]

Passed through Oxford Sta. this afternoon (29/09) and paused to look at some foundation works going in immediately east of the footbridge. Observed two rows of three bored piles in N-S alignment, and a single row of four in E-W alignment. Yes, yes - bored piles - alluvial clay river bed soil etc. It's what you'd expect - BUT the first two groups were at an angle of 45° to the ground, the group of four at an angle - I'm guessing - of 20°. What on earth can they be for? Have we a layout plan of the proposals anywhere? (this'll be post 1810 - a lot to look through!) Maybe someone out there knows what they're for.

Anchors for the stop blocks that will be positioned there.

 

[Oxfordblues]

Observations at Oxford Station today revealed no signs of the Red Star/traincrew/catering building being evacuated and the temporary replacement structure nowhere near ready. It looks increasingly like a race against time as the 12 December opening date is just over 60 days away. That is unless the initial service is restricted to 2-car trains, which will just fit into the completed half of the new Platform One. Anyone know if that's the plan?

 

[route:oxford]

Observations at Oxford Station today revealed no signs of the Red Star/traincrew/catering building being evacuated and the temporary replacement structure nowhere near ready. It looks increasingly like a race against time as the 12 December opening date is just over 60 days away. That is unless the initial service is restricted to 2-car trains, which will just fit into the completed half of the new Platform One. Anyone know if that's the plan?

A considerable amount of work can be done in 60 days.

 

[FenMan]

A considerable amount of work can be done in 60 days.

However, we're talking about 60 railway days, which I'll guess are slightly shorter than the length of the days that it's taking DfT's contractors to implement their smart motorway vision around my way.

I'm looking forward to local newspaper coverage of long service medals being awarded to loyal workers. They'll probably be the same bunch that took 2 and half years to stabilise an embankment just west of junction 3 of the M3.

Hey, it's only taxpayers' money. Who cares?

 

[alexx]

Here we go again...

City council bosses to force Network Rail to install Silent Track on another stretch of North Oxford railway

http://www.oxfordmail.co.uk/news/14...k_on_another_stretch_of_North_Oxford_railway/

A stalemate over Silent Track between Aristotle Lane and Wolvercote was reached last month when Oxford City Council refused to allow Network Rail to back out of its commitment to at least trial the technology.

Network Rail said that it would cost £3.6m, which it called a "waste of taxpayers' money" due to the lack of benefit it would bring to residents.

The same stalemate has now been reached further south of Aristotle Lane.

At a planning meeting on Tuesday night Network Rail representative Ian Gilder revealed that a number of houses would see a noise increase of more than 3 decibels - which means 'at-source' mitigation such as Silent Track must be looked at.

But Mr Gilder said it had not been "type-approved" for that section of track.

 

[asylumxl]

Here we go again...

City council bosses to force Network Rail to install Silent Track on another stretch of North Oxford railway

http://www.oxfordmail.co.uk/news/14...k_on_another_stretch_of_North_Oxford_railway/

Can they actually force NR to do anything?

 

[route:oxford]

Can they actually force NR to do anything?

Quite frankly, no.

Although not quite the same thing, according to the Council's lawyers about a week ago in TOM...

"legal officers said a ruling by the Secretary of State for Transport in 2012 meant Network Rail did not have to monitor noise levels outside people's homes."

It's all posturing by the local authority, they can't walk onto the line and close it down once it opens.

If they go down the legal route and force Network Rail to close the line, they'll anger far more people the handfull of property owners.

Essentially, this brings the Oxford City Council's promotion of public transport as a key way to visit the city into absolute disrepute.

 

[Andyjs247]

It's all posturing by the local authority, they can't walk onto the line and close it down once it opens.

It's all rather ridiculous quite frankly. If they are really on about the section south of Aristotle Lane as well, then that is open and has been continuously since about 1850! I'd hope they are not going to walk onto the line now - BTW is the crossing at Aristotle Lane now closed?

It's about time the council stopped wasting everyone's time trying to interfere in matters outside their jurisdiction.

 

[jimm]

It's all rather ridiculous quite frankly. If they are really on about the section south of Aristotle Lane as well, then that is open and has been continuously since about 1850! I'd hope they are not going to walk onto the line now - BTW is the crossing at Aristotle Lane now closed?

It's about time the council stopped wasting everyone's time trying to interfere in matters outside their jurisdiction.

Call it ridiculous if you like but Network Rail planted the idea in people's minds in Oxford that Silent Track was some sort of cure-all elixir, whereas Tata Steel's brochure describes it as:

an ideal, flexible solution for tackling isolated ‘noise hot spots’ where noise levels are particularly high.

I'm not aware there is the slightest suggestion that the line through the north of Oxford is expected to constitute a 'noise hot spot' - especially with brand new track and lots of sound barriers installed. In other parts of Oxford people living as close, if not closer, to the railway manage to do so without a sound barrier in sight.

Issues related to noise and vibration are not outside the council's jurisdiction. The Transport Secretary's decision letter, issued after the public inquiry, made it quite clear that the council would have to approve mitigation measures proposed by Network Rail.

However, the Secretary of State remains of the view that the planning conditions recommended by the Inspector (at condition 19 in the Annex to this letter) will provide sufficient assurance that the scheme would have an acceptable effect on local residents in respect of noise and vibration, without recourse to speed limits. In particular, conditions 19.9 and 19.10 will require Chiltern to submit to the local planning authority for approval detailed schemes of assessment showing how the performance standards set out in the Noise and Vibration Mitigation Policy (“NVMP”) will be achieved.

https://www.gov.uk/government/uploa...le/4494/chiltern-railways-decision-letter.pdf

The Aristotle Lane crossing remains open - at the moment it is the only way to cross the line as the work to install the new bridge is still under way. The new bowstring bridge is now all assembled on site alongside the line but there is a way to go with the construction of the new abutments. The foundations are in but the rest of the structures aren't that far out of the ground at the moment.

 

[HowardGWR]

I assume Jimm that the details do not demand a specific method of implementaion do they? Just the quoted 'achieved standards' perhaps?

 

[jimm]

I assume Jimm that the details do not demand a specific method of implementaion do they? Just the quoted 'achieved standards' perhaps?

I don't know the exact details - someone may be able to track down the document with the conditions listed - but we now seem to be at the stage where Network Rail thinks it has done what is necessary to comply with the inspector's conditions, while the council seems to have got fixated on having Silent Track on top of everything else.

 

[aylesbury]

This long saga of obstruction by the authorities has gone on long enough, it was started by a local Lib Dem councillor the last of many who lost their seats .He has tried to stir up as much trouble as he could by raising many unnessary topics he basically wanted all the rail lines closed on a spurious idea that residents would not be able to survive trains passing their gardens .Trains pass this area regularily and cause no problems if anything I think that NR should bill Oxford City authorities for all the extra work they required.

 

[jimm]

This long saga of obstruction by the authorities has gone on long enough, it was started by a local Lib Dem councillor the last of many who lost their seats .He has tried to stir up as much trouble as he could by raising many unnessary topics he basically wanted all the rail lines closed on a spurious idea that residents would not be able to survive trains passing their gardens .Trains pass this area regularily and cause no problems if anything I think that NR should bill Oxford City authorities for all the extra work they required.

Please get your facts right.

The councillor in question stepped down in May this year, because he wanted to retire - the residents of Wolvercote ward then elected another Lib Dem in his place.

Plenty of the local residents managed to be registered as objectors at the public inquiry and spoke against the plan at the public inquiry all by themselves - unprompted by any councillor.

The former councillor did not want the line closed - somewhat unlikely for a former member of the committee of the Cotswold Line Promotion Group - he wanted gold-plated sound and vibration reduction measures for the people living in the ward he represented - as did his fellow councillors in Wolvercote and adjacent wards. Something that, as I have said many times before, I would expect any councillor in a similar situation to be doing, irrespective of their party affiliation, because what you claim is unnecessary may appear very necessary to the people who elect those councillors and ring them up and write them letters and emails.

Once trains start running in December, we shall see how much fuss people in the north of Oxford continue to make. In the eastern parts of Bicester, where there just used to be the odd freight passing by and similar sound barriers are used, there doesn't seem to have been much, if anything, said about noise from four passenger trains per hour, plus the MoD and stone trains, passing by since September last year.

And, as I also keep pointing out every time someone tries to make out that this is all some plot got up by Liberal Democrats, Oxford City Council and its west area planning committee, where all the decisions about the noise and vibration reduction measures have been decided, have been run by Labour councillors, with a substantial majority, since 2010.

 

[Andyjs247]

I honestly think those people living close to the line south of Aristotle Lane are not going to notice an extra 4 trains per hour. As I've said, it is all rather ridiculous. Especially in this case. Remember that the extra track which Chiltern originally proposed as part of their independent solution is not being reinstated.

So it is like having planning permission to build say a house in ones own garden, but deciding not to build it. But the council still trying to get me to change retrospectively the structure of my existing house. Not only that, permission for the unbuilt house was not required as it would have been covered by permitted development rights. And to continue the analogy, the original house by now would be a listed structure by virtue of its age. Meaning that modification would now be restricted. All rather ridiculous IMO.

So Network Rail should tell the council that silent track isn't going to be installed here on existing running lines. And in other locations where it's of negligible benefits ask said council to either stump up the cash or agree with what has been proposed and done already.

 

[L&Y Robert]

So Network Rail should tell the council that silent track isn't going to be installed here on existing running lines. And in other locations where it's of negligible benefits ask said council to either stump up the cash or agree with what has been proposed and done already.

But is "Silent track" really silent? - or what? Would an innocent by-stander notice the difference? - sufficient, say, to remark on it - "Wow, that train that just went by didn't make any noise!"

 

[route:oxford]

But is "Silent track" really silent? - or what? Would an innocent by-stander notice the difference? - sufficient, say, to remark on it - "Wow, that train that just went by didn't make any noise!"

According to the Ta-ta website, there's a 3-4 Decibel reduction.

I suspect they'd get something broadly similar by putting up foam backed 12ft tall double-sided advertising hoardings for Tetley Tea, Jaguar and Land Rover the full length of the line alongside Aristotle lane.

The view from Port Meadow would be resolutely British...

 

[NickBucks]

Surely Earl Grey ?

 

[route:oxford]

I am forbidden by the moderators from disclosing which political party submitted the undernoted letter to The Oxford Mail today, the relevant content have therefore been redacted.

The most shocking element is highlighted in bold. Taken together with the following paragraph it appears that representatives of this organisation are seeking to slash rail subsidies.

Railway rides roughshod over the community

THE news that the Government is to improve compensation for rail travellers hit by delays of more than just 15 minutes is clearly welcome.

But, I wonder whether some of the cash that will be used to fund the scheme might have been better diverted to make Network Rail a good neighbour?

As residents living alongside the railway in my division have learnt, Network Rail can run as many trains as they like at as fast a speed as they want to and making as much noise and vibration as they feel is justified yet, in practice, there is little that anyone can do about it.

This is because the railways have a general protection under the law against the statutory offence of nuisance.

Compensating a traveller for a single journey is one thing, not compensating residents for the continual day and night pollution from noise and vibration from a railway is quite another.

No other industry would be permitted to ride quite as roughshod over local communities as the railways are allowed to do.

It is time the government realised this and used its public subsidy to the railways for the greater good of the public.

After all, railways are now a thriving business and if they must be held to higher standards of punctuality for passengers then they must also be held to higher standards with regard to their impact upon local communities.

**** ******
*** *** county councillor for ** ********’* ********
Rewley Road
Oxford

 

[Domh245]

I am forbidden by the moderators from disclosing which political party submitted the undernoted letter to The Oxford Mail today, the relevant content have therefore been redacted.

The most shocking element is highlighted in bold. Taken together with the following paragraph it appears that representatives of this organisation are seeking to slash rail subsidies.

If my rough and ready googling based on your censoring is correct, this councillor is a member of the Cotswolds and Malverns Transport partnership, so you'd have thought that they'd be interested in improving transport! But then again, Councillors aren't necessarily the brightest sparks nor mouth pieces for party policy