East-West Rail (EWR): Oxford-Bletchley construction progress

[John R]

So it's not surprising that it needs replacing, just like the rest of the viaduct. How much less would it have cost to do the whole job in one go?

But it's around 750m from the viaduct that was rebuilt (unless I'm very mistaken - I'm just looking at googlemaps), so why would you even think to do it at the same time, especially as it is not needed for the planned service?

 

[Bletchleyite]

But it's around 750m from the viaduct that was rebuilt (unless I'm very mistaken - I'm just looking at googlemaps), so why would you even think to do it at the same time, especially as it is not needed for the planned service?

And because doing both at once would cut off both routes to central Bletchley from that side, resulting in a very lengthy diversion along unsuitable roads. You really can't close the Saxon St bridge and the Buckingham Road viaduct to road traffic (and definitely not to pedestrians and cyclists) at the same time without utter chaos.

 

[zwk500]

And because doing both at once would cut off both routes to central Bletchley from that side, resulting in a very lengthy diversion along unsuitable roads. You really can't close the Saxon St bridge and the Buckingham Road viaduct to road traffic (and definitely not to pedestrians and cyclists) at the same time without utter chaos.

Also because at the time the main flyover was being rebuilt, no decision had been made about the next section, I think.

 

[swt_passenger]

Also because at the time the main flyover was being rebuilt, no decision had been made about the next section, I think.

The main flyover wasn’t going to be rebuilt until they started investigating it, they had to go back with an additional planning application outside the TWA process. But as it was built by BR in the late 50s and presumably at least 25-30 years before the Saxon Street bridges were even thought of, I reckon there‘s little or no reason to connect the problems together.

 

[zwk500]

The main flyover wasn’t going to be rebuilt until they started investigating it, they had to go back with an additional planning application outside the TWA process. But as it was built by BR in the late 50s and presumably at least 25-30 years before the Saxon Street bridges were even thought of, I reckon there‘s little or no reason to connect the problems together.

I'm not saying it doesn't have the same problem. My point was that the decision of what to do with the Flyover itself was fairly clear, but this single line bridge has not yet had a decision made as to whether or not it needs to be redoubled. This is important, because if the bridge is likely to need to be doubled, then there is no point replacing it with a single line structure only a few years before.

 

[Nottingham59]

But it's around 750m from the viaduct that was rebuilt (unless I'm very mistaken

My mistake. Post 1754 said it was part of the overall flyover structure.

 

[zwk500]

Not strictly speaking construction, but some 'TEST' indications have appeared on signalling maps between Bicester and Bletchley. https://signalmaps.co.uk/#claydon:1093

 

[Chris125]

According to Tim Dunn on twitter, the BRC at Quainton Road now have a '5 year rolling lease' allowing them to use the mainline to connect their down and up yards.

https://x.com/MrTimDunn/status/1827275236510773569

...the BuckRailCentre folk will be reconnecting Platform 3 to the mainline formation… meaning the BRILL TRAMWAY will be attached to the METROPOLITAN formation for the first time in DECADES (although the rails of mainline have been severed just a bit further south preventing overruns on to ChilternRailway) and they have a 5 year rolling lease. Who knows what the future brings now…

 

[BlueLeanie]

According to Tim Dunn on twitter, the BRC at Quainton Road now have a '5 year rolling lease' allowing them to use the mainline to connect their down and up yards.

https://x.com/MrTimDunn/status/1827275236510773569

I'm confused what this means in practice.

Is it telling me that Network Rail are abandoning plans to link Aylesbury with East West for at least 5 years so BRC can play trains on the unconnected route?

Or simply that BRC will have the physical connection and the privilege, at certain agreed times, to make ECS manoeuvres?

 

[Dr A.Johnston]

I'm confused what this means in practice.

Is it telling me that Network Rail are abandoning plans to link Aylesbury with East West for at least 5 years so BRC can play trains on the unconnected route?

Or simply that BRC will have the physical connection and the privilege, at certain agreed times, to make ECS manoeuvres?

The railway centre has now reconnected to the main line; the intention is to provide Sunday running (and more) to Aylesbury and back. But, currently, they can only go as far as the HS2 unloading point and return.





Additionally, for those of you waiting to see passenger service or at least the driver training trains along the EWR route, I came across this link that may interest some.

Rail tours 2024

 

[edwin_m]

The railway centre has now reconnected to the main line; the intention is to provide Sunday running (and more) to Aylesbury and back. But, currently, they can only go as far as the HS2 unloading point and return.

This involves sharing track with Chiltern's Aylesbury Vale Parkway service, so the BRC stock and crews would need to be certified for main line operation similar to the NYMR Whitby service. I guess the reverse arrangement where Chiltern "visits" a route controlled by BRC is possible, but sounds highly unlikely.

I assume the rolling lease means that NR can give BRC five years notice at any time to end the current arrangement, which would presumably only happen if they intended to restore the track for through service to EWR. In that case, potentially, BRC could have a similar arrangement to share track with the Aylesbury-MK service, but any operation on the through track at Quainton Road would be subject to more complicated operating arrangements and somebody would have to pay for the signalling needed.

 

[Stephen42]

I'm confused what this means in practice.

Is it telling me that Network Rail are abandoning plans to link Aylesbury with East West for at least 5 years so BRC can play trains on the unconnected route?

Or simply that BRC will have the physical connection and the privilege, at certain agreed times, to make ECS manoeuvres?

According to the Buckinghamshire Railway Centre the road bridge behind the picture was unsafe and has now been infilled with concrete blocking the line. With the through connection already blocked, Network Rail have allowed them to lease the section through their site on a rolling basis.

Beyond the bridge is a HS2 worksite and the line on the sectional appendix is marked as a goods line, once the HS2 worksite is no longer needed there would still be further works to allow regular passenger services along that stretch. With the time to assess, secure funding and complete the works, a rolling 5 year lease is unlikely to cause much of a delay.

 

[Neen Sollars]

BRC should be good for access for 10 years minimum. Hope they thrive. And highly likely that railtour will quickly sell out. Hope there is a video recorder in the cab.

 

[zwk500]

This involves sharing track with Chiltern's Aylesbury Vale Parkway service, so the BRC stock and crews would need to be certified for main line operation similar to the NYMR Whitby service. I guess the reverse arrangement where Chiltern "visits" a route controlled by BRC is possible, but sounds highly unlikely.

In previous years Chiltern have certainly run trains from Aylesbury to Quainton road with their own operating license, stock and crew.

 

[edwin_m]

In previous years Chiltern have certainly run trains from Aylesbury to Quainton road with their own operating license, stock and crew.

Indeed, as BR did before them. I travelled on one back in the 80s. But at that time it was part of the national network and the only operating interface related to the platform. Running their own trains on the line is a bit different and more challenging.

 

[fishwomp]

According to the Buckinghamshire Railway Centre the road bridge behind the picture was unsafe and has now been infilled with concrete blocking the line. With the through connection already blocked, Network Rail have allowed them to lease the section through their site on a rolling basis.

Beyond the bridge is a HS2 worksite and the line on the sectional appendix is marked as a goods line, once the HS2 worksite is no longer needed there would still be further works to allow regular passenger services along that stretch. With the time to assess, secure funding and complete the works, a rolling 5 year lease is unlikely to cause much of a delay.

Hope so. HS2 is supposed to restore the trackbed so that Network Rail could reopen it, right? Isn't the incinerator at Calvert supposed to be linked from the south, not from Claydon Jct / EWR?

FWIW - the current end of Network Rail running is the "Quainton Railhead" - which is getting traffic supplying HS2 - such as this:

Realtime Trains | 6Z21 0447 Willesden Dc Rail Sidings to Quainton Railhead | 28/08/2024

Real-time train running information for 6Z21 0447 departure from Willesden Dc Rail Sidings to Quainton Railhead on 28/08/2024. From Realtime Trains, an independent source of train running info for Great Britain.

www.realtimetrains.co.uk

 

[masekwm]

Winslow Station earlier in the week, you can see drone footage of the station on my YouTube channel:

 

[12LDA28C]

According to the Buckinghamshire Railway Centre the road bridge behind the picture was unsafe and has now been infilled with concrete blocking the line. With the through connection already blocked, Network Rail have allowed them to lease the section through their site on a rolling basis.

Beyond the bridge is a HS2 worksite and the line on the sectional appendix is marked as a goods line, once the HS2 worksite is no longer needed there would still be further works to allow regular passenger services along that stretch. With the time to assess, secure funding and complete the works, a rolling 5 year lease is unlikely to cause much of a delay.

I'm not sure what you're saying here. You'll be aware that HS2 have been contracted to relay the running line between Quainton and Calvert / Claydon to passenger standards (i.e. not a goods line), not to mention the fact that AFAIK the Waste Disposal site at Calvert is planned to be reopened in 2027 so waste trains will need to run on the route well within the next five years.

== Doublepost prevention - post automatically merged: 26 Aug 2024 ==

I'm confused what this means in practice.

Is it telling me that Network Rail are abandoning plans to link Aylesbury with East West for at least 5 years so BRC can play trains on the unconnected route?

Or simply that BRC will have the physical connection and the privilege, at certain agreed times, to make ECS manoeuvres?

This is my understanding of the arrangement.

== Doublepost prevention - post automatically merged: 26 Aug 2024 ==

This involves sharing track with Chiltern's Aylesbury Vale Parkway service, so the BRC stock and crews would need to be certified for main line operation similar to the NYMR Whitby service. I guess the reverse arrangement where Chiltern "visits" a route controlled by BRC is possible, but sounds highly unlikely.

I assume the rolling lease means that NR can give BRC five years notice at any time to end the current arrangement, which would presumably only happen if they intended to restore the track for through service to EWR. In that case, potentially, BRC could have a similar arrangement to share track with the Aylesbury-MK service, but any operation on the through track at Quainton Road would be subject to more complicated operating arrangements and somebody would have to pay for the signalling needed.

This sounds beyond unlikely. I don't believe any of the BRC's locomotives or stock are in a position to be registered for main line running on the National network and I'd be very surprised if they have the funding to enable the necessary modifications to be made.

As I understand it, NR can terminate the agreement at any time and does not need to give anything like 5 years' notice to do so - indeed the line north of Quainton is due to reopen within the next five years anyway.

 

[Stephen42]

I'm not sure what you're saying here. You'll be aware that HS2 have been contracted to relay the running line between Quainton and Calvert / Claydon to passenger standards (i.e. not a goods line), not to mention the fact that AFAIK the Waste Disposal site at Calvert is planned to be reopened in 2027 so waste trains will need to run on the route well within the next five years.

It was my attempt to describe the current public sectional appendix diagram marked as updated May 2024. It currently displays the area Out of Use as Quainton Herritage Centre juristriction [sic] with a baulk of timbers labelled separating the mainline to Aylesbury and their part. Wasn't aware of the relaying agreed with HS2 which would reduce the work, though sounds like would still need to do the Quainton Road to Aylesbury Vale Parkway stretch and potentially signalling.

I'm expecting by rolling 5 year lease it's for an initial term of 5 years and it defaults to rolling with a much shorter notice period for either side to terminate the agreement. It may additionally have an early termination clause Network Rail could activate if things move more quickly. The centre have put a post on Facebook here and it includes a photo of the road bridge infilled with concrete preventing anything from Quainton Road to Calvert for the time being at least.

For the first time in decades, trains will be able to run from the original Quainton Road platform here at Buckinghamshire Railway Centre. And it’s all thanks to our collaboration with Network Rail, HS2, EKFB and Buckinghamshire Council.
It all started with the brick road bridge behind the station platform, which became unsafe in recent years and needed a 3-ton weight restriction imposed. The bridge has now been infilled with concrete to make it safe for road traffic, and it has now been given some aesthetic murals to lessen the visual impact of the concrete infill (see photos).
Although the bridge infilling has put an end to our ambitions to extend our running line towards Verney Junction (the original end of the old Metropolitan line), it does mean that we have instead been able to obtain a 5-year rolling lease on 0.5 mile of the former main line track, which runs through the middle of our site, allowing us to put to use our beautiful Grade I-listed Victorian station building.
Our permanent way engineers are busy laying points and new track (see photo) to link our up and down yard running lines to the only remaining surviving former Metropolitan/Great Central joint track; and this means we are able to connect both sides of our site for the first time ever!

 

[12LDA28C]

It was my attempt to describe the current public sectional appendix diagram marked as updated May 2024. It currently displays the area Out of Use as Quainton Herritage Centre juristriction [sic] with a baulk of timbers labelled separating the mainline to Aylesbury and their part. Wasn't aware of the relaying agreed with HS2 which would reduce the work, though sounds like would still need to do the Quainton Road to Aylesbury Vale Parkway stretch and potentially signalling.

Quainton Road to Aylesbury track is still in place but yes would no doubt need to be relaid separately by NR as it is only the ex-freight line north of Quainton that is being relaid by HS2. I believe line speed south of Quainton will be limited to the current 30mph, notwithstanding any relaying / line speed improvements taking place.

The bridge immediately north of Quainton station was infilled a few months ago although I'm still none the wiser as to exactly how the BRC would have 'extended the running line towards Verney Junction' as it seems unlikely there would be room for that alongside HS2 and the line to Claydon and the huge outlay required to main-line certify any of their stock if venturing onto NR metals.

 

[Oxfordblues]

So the first passenger train is being advertised for 16 November: https://www.pathfindertours.co.uk/events/the-verney-venturer/

This seems ambitious considering that driver-training hasn't yet started.

 

[12LDA28C]

So the first passenger train is being advertised for 16 November: https://www.pathfindertours.co.uk/events/the-verney-venturer/

This seems ambitious considering that driver-training hasn't yet started.

I'd imagine a few light loco moves over the new line should suffice for a charter operator so there's plenty of time for that to happen yet. As long as enough drivers (two?) sign the route to enable the tour to run, that's all that needs to happen.

 

[zwk500]

So the first passenger train is being advertised for 16 November: https://www.pathfindertours.co.uk/events/the-verney-venturer/

This seems ambitious considering that driver-training hasn't yet started.

The charter may well be planning to use freight conductor drivers to cover route knowledge. A FOC who's been involved in the engineering haulage would likely to be able to get 1 or 2 drivers sufficiently cleared to conduct from MKC to Bicester Village. WCRC will have route and traction knowledge either side.

 

[fgwrich]

The charter may well be planning to use freight conductor drivers to cover route knowledge. A FOC who's been involved in the engineering haulage would likely to be able to get 1 or 2 drivers sufficiently cleared to conduct from MKC to Bicester Village. WCRC will have route and traction knowledge either side.

As will GBRf who, along with Freightliner, have been operating the bulk of the engineers duties along the line. GBRf also have 33s on their books to through the use of 33012 and occasional hiring of WCRCs in the past.

 

[class442]

Hope so. HS2 is supposed to restore the trackbed so that Network Rail could reopen it, right? Isn't the incinerator at Calvert supposed to be linked from the south, not from Claydon Jct / EWR?

This is my question too. As the infilling of the bridge has severed the line, trains serving the incinerator are going to have to come from EWR rather than Aylesbury, and is one explanation as to why the EWR-Aylesbury chord has been progressed, when at times it seemed to be descoped/defunded from the project.

Replying to myself.. have just read the Modern Railways article on Calvert in June edition.
1. Currently Quainton Road is still connected to Aylesbury.
2. All tracks north of Quainton Road are lifted.
3. The signal box (cabin?) at Claydon is still operational by appointment (eg. for Quainton Road specials)
4. HS2 is responsible for earthworks in preparation for restoring track to Claydon Jct.
5. Network Rail is committed to returning track as far as the landfill - ~1.5 miles south of EWR.
6. Restoring track from the landfill to EWR is not guaranteed - final decisions and network change still to be agreed...

This current situation is quite different from where we were 2 years ago, as NR is currently not returning track as far as the incinerator from the south, and a rail link from EWR is necessary, if rail service to the incinerator is to resume.

However the prospect of a MK-Aylesbury passenger service is off the cards for real, unless the BRC lease is given up and the infilled bridge demolished and replaced.

I'm confused what this means in practice.

Is it telling me that Network Rail are abandoning plans to link Aylesbury with East West for at least 5 years so BRC can play trains on the unconnected route?

Or simply that BRC will have the physical connection and the privilege, at certain agreed times, to make ECS manoeuvres?

It seems to me that BRC will be operating trains on the unconnected bit of track. Looking at this facebook post they were planning to run passenger trains from the central platform yesterday.

 

[swt_passenger]

This is my question too. As the infilling of the bridge has severed the line, trains serving the incinerator are going to have to come from EWR rather than Aylesbury, and is one explanation as to why the EWR-Aylesbury chord has been progressed, when at times it seemed to be descoped/defunded from the project.

There’s no evidence I can find so far that the bridge work is a permanent infill, the BRC Facebook says it was done as a temporary fix to remove the 3 ton weight limit. Once the road is no longer a through route, ie when HS2 have completed the new road a few hundred metres further north, then why won’t the infill be removed?

It’s all getting a bit off topic for progress of the currently agreed EWR project though.

 

[12LDA28C]

This current situation is quite different from where we were 2 years ago, as NR is currently not returning track as far as the incinerator from the south, and a rail link from EWR is necessary, if rail service to the incinerator is to resume.

This is not correct, unless you've specifically heard otherwise direct from NR? Although it's correct insofar as it's HS2's contractors that will be relaying the line, not NR.

== Doublepost prevention - post automatically merged: 27 Aug 2024 ==

This is my question too. As the infilling of the bridge has severed the line, trains serving the incinerator are going to have to come from EWR rather than Aylesbury, and is one explanation as to why the EWR-Aylesbury chord has been progressed, when at times it seemed to be descoped/defunded from the project.

The infilling of the bridge is temporary as the line north of Quainton is due to be reinstated. This has been mentioned several times on this thread.

 

[swt_passenger]

I found the NR Press release about the infilling, it clearly explains it’s temporary to allow heavier traffic to use the route. It also states they‘ll return to install a new bridge:

This morning (Tuesday 2 January) traffic resumed across Station Road bridge in Quainton after strengthening work was completed which involved filling the structure’s three arches with foamed concrete. This strengthening – which was part funded by HS2 - will remove the weight limit that was on the bridge, allowing it to stay open for all road users during planned HS2 road closures in the wider area which start in 2024.
[…]
Once HS2 work is complete in the area and a new road bridge is open to motorists, Network Rail will return to Quainton to reinstate tracks between the station and Calvert. As part of this work, a new bridge at Station Road will be constructed to ensure the railway crossing remains safe and reliable for decades to come.

Aylesbury railway bridge reopens to traffic after strengthening work completed

Station Road in Buckinghamshire has fully reopened to motorists after repairs to a railway bridge were completed by Network Rail.

www.networkrailmediacentre.co.uk

 

[Bletchleyite]

Presumably this is why the preserved line only has a renewable five year lease, so it can end once it's time to use the railway again as part of the national network.

 

[12LDA28C]

Presumably this is why the preserved line only has a renewable five year lease, so it can end once it's time to use the railway again as part of the national network.

...a lease which can be revoked at any time as I understand it, particularly important if the line to Calvert is to reopen in 2027 (unless that date has slipped from the original projected timescale).