Oxford Corridor Phase 2 & Platform 5 updates

[hwl]

From the article - “More of this so-called "piling work" is scheduled…”
So are they trying to suggest it’s something else?

Does the journalist happen to live nearby???

 

[Edvid]

Here are a pair of screenshots from pages 8 & 9 of NR's September 2025 presentation to residents, explaining the installation of sheet piles in further detail. Some of them will be inserted through the railway alignment.

 

[Snow1964]

Network Rail has issued tender for Oxford station phase 2d

Value £0-£40M
Sector CONSTRUCTION
Published 26 Sep 2025
Delivery 26 Oct 2026 to 31 Dec 2028

1 buyer​

• Network Rail Infrastructure London

Description​

Network Rail wishes to procure the design & implementation of the following works at Oxford Railway Station. -
-Platform 4 & 5 Works
-Sheepwash Bridge Works
-Western Entrance Building Works
-Additional design & build scope may also be included.
This procurement will be reviewed after PQQ stage for either onward continuation or termination.
These works are also subject to funding approval and participants must be aware of this aspect.
Proposed form of contract will be NEC4 NR24 terms and conditions with target cost method.

​

https://bidstats.uk/tenders/2025/W39/855376163

 

[Oxfordblues]

The 8-day blockade seems ambitious to remove the existing bridge and southern abutment, then build a new abutment, wait for it to cure and then install the new bridge. Perhaps they should add contingency plan for a possible over-run.

 

[cle]

Network Rail has issued tender for Oxford station phase 2d

​

https://bidstats.uk/tenders/2025/W39/855376163

This is good news... even if delayed. It's needed for any of the grand plans (although I would say the eastern/main side works eg new through line and addl bay zero) are moreso, for the EWR and potential Cowley additions.

Not sure where the Didcot semi would turn, if wired. Probably p4? If p5 is the down main / through.

 

[zwk500]

The 8-day blockade seems ambitious to remove the existing bridge and southern abutment, then build a new abutment, wait for it to cure and then install the new bridge.

Are they pouring the abutments on-site or using prefabricated components?

 

[hwl]

The 8-day blockade seems ambitious to remove the existing bridge and southern abutment, then build a new abutment, wait for it to cure and then install the new bridge. Perhaps they should add contingency plan for a possible over-run.

Are they pouring the abutments on-site or using prefabricated components?

The southern square section "tube" that sits on top of the future concrete piles to the East and West of the existing 4 tracks in the "Red" and "Green" areas (but no new concrete piles under neath the exiting tracks in the same way as the northern tube) will be pre-cast.
The red and green sheet piling will allow the excavation and concrete piling work to start in about a weeks time and this will presumably be mostly complete before the "Blue" sheet piling work under the tracks in late November.

 

[swt_passenger]

The 8-day blockade seems ambitious to remove the existing bridge and southern abutment, then build a new abutment, wait for it to cure and then install the new bridge. Perhaps they should add contingency plan for a possible over-run.

IIRC from the PWI video, the southern abutment will be a single concrete beam, (or is it a box?), supported either side of the existing 4 track railway, ie there’ll be a large conventional concrete pile cap either side of the tracks within the embankment footprint, but no foundation directly under the railway. I think the two supporting pile caps can be constructed without a possession of the railway. The separate abutments for the new P5 platform line and future eastern through line will be above the two pile caps.

 

[Wyrleybart]

Not sure where the Didcot semi would turn, if wired. Probably p4? If p5 is the down main / through.

Might be wrong because plans change !! But am sure I read that the wires were to be extended to just beyond Wolvercot junction on the Honeybourne line. so that electric trains could cross over and return to Oxford's Upside platforms. Is that still the case?

 

[Zomboid]

That'd be a long way beyond the station, though I remember hearing or reading something (probably pie in the sky) about electrification reaching Hanborough so the Cotswold trains could do their power change there. Seems like pointless scope creep to me, more likely that the Didcot (London slows eventually) turns in the existing P4, or in the down side carriage sidings if the schedule needs a longer layover. The new P5 becoming the main down through platform.

 

[The exile]

That'd be a long way beyond the station, though I remember hearing or reading something (probably pie in the sky) about electrification reaching Hanborough so the Cotswold trains could do their power change there. Seems like pointless scope creep to me, more likely that the Didcot (London slows eventually) turns in the existing P4, or in the down side carriage sidings if the schedule needs a longer layover. The new P5 becoming the main down through platform.

It was more than just doing the changeover there, surely. Extending (some of) the stoppers to Hanborough was part of the proposal, wasn't it, to relieve congestion on that side of Oxford.

 

[Zomboid]

It was more than just doing the changeover there, surely. Extending (some of) the stoppers to Hanborough was part of the proposal, wasn't it, to relieve congestion on that side of Oxford.

Certainly should have been, Hanborough is a decent option that doesn't induce going into the city for Woodstock and (to a lesser extent) Witney.

But we're heading into speculation here.

 

[Wyrleybart]

It was more than just doing the changeover there, surely. Extending (some of) the stoppers to Hanborough was part of the proposal, wasn't it, to relieve congestion on that side of Oxford.

As I said earlier, I was under the impression it was to eliminate the in station shunt to get the arriving stocks from the downside over to the upside for the return trains to London etc. Extend the down train to Hanborough, change ends and start back form Hanborough eliminates the shunts particularly if there are freights signalled on the through roads.

Obviously, being single track there would not need a crossover but what sort of margins would be available in the timetable for such reversals ?I assume the driver could change ends on the platform with obviating a walking route for changing ends on multiple non-gangwayed units.

 

[swt_passenger]

Is it possible the Hanborough reversal idea predated P5 becoming the main down through platform, and the reversals would now use P4?

 

[cle]

I think both could be valid - an extra hourly service for Hanborough, and P4 used for the Didcot/semi 2tph, and probably the Bristol if that ever went regular... so 3tph turning there potentially.

P5 for Hanborough hourly, Cotswolds hourly, and 2x XC (and Banbury locals?)

 

[BrianW]

I think both could be valid - an extra hourly service for Hanborough, and P4 used for the Didcot/semi 2tph, and probably the Bristol if that ever went regular... so 3tph turning there potentially.

P5 for Hanborough hourly, Cotswolds hourly, and 2x XC (and Banbury locals?)

Will it have been worth all the pain (so far and nowhere near fiinished) for so little gain? How many additional journeys will need to made to recoup the cost??

Another nail in the coffin for rail 'improvements'?

 

[The exile]

Will it have been worth all the pain (so far and nowhere near fiinished) for so little gain? How many additional journeys will need to made to recoup the cost??

Another nail in the coffin for rail 'improvements'?

What’s the “so little gain” you mention? Surely the potential service pattern out to Hanborough is only a bit of collateral “noise” compared to the other stuff this enables?

 

[Zomboid]

I thought P5 was justified by the increase that EWR would bring. Hanborough talk doesn't really belong in this bit of the forum. It's also going to be essential as and when the Cowley branch comes along.

Plus the fact that it doesn't really work all that well now with the Didcot runs terminating and sometimes reversing in the only northbound through platform.

 

[cle]

So little gain? Maybe... I was more focused on the western side of the station. On the eastern side, we will eventually see another EWR frequency (Bedford) - and something to thread through to Cowley. I could see 3tph Chiltern at different patterns. I think the clock-face (required) for Cowley would come from the Milton Keynes service - Marylebone isn't as uniform.

With a regular Bristol service, I think we are largely there (assuming 2tph to Birmingham) - but I do think the oft-mentioned plan to have an Oxford-Moor St service would be well-received too.

 

[Falcon1200]

Turning trains at Hanborough would still require them to block all lines at Wolvercot Junction when returning to Oxford.

Platform 5 should become the main Down through passenger line and be diverted around the west side of the Down carriage sidings, reducing conflict.

 

[swt_passenger]

Platform 5 should become the main Down through passenger line…

It’s been known for some time, from the NR track layouts and line speeds etc posted and discussed earlier in this thread, that that is the end result.

…and be diverted around the west side of the Down carriage sidings, reducing conflict.

But I don’t think that’s ever been seriously suggested, and given the available width of the site that would leave the through line with a severe curve, and it would be right up against the existing housing to the west side. I think it’s highly unrealistic.

 

[Falcon1200]

that would leave the through line with a severe curve, and it would be right up against the existing housing to the west side. I think it’s highly unrealistic.

There would be curves for sure, however all trains over them would have stopped at Oxford. And being close to the housing would not be an issue as the through line would replace the westernmost siding, and anyway, the railway was there first!

 

[The Planner]

So little gain? Maybe... I was more focused on the western side of the station. On the eastern side, we will eventually see another EWR frequency (Bedford) - and something to thread through to Cowley. I could see 3tph Chiltern at different patterns. I think the clock-face (required) for Cowley would come from the Milton Keynes service - Marylebone isn't as uniform.

Timetables can change.

With a regular Bristol service, I think we are largely there (assuming 2tph to Birmingham) - but I do think the oft-mentioned plan to have an Oxford-Moor St service would be well-received too.

Moor St is a long way off.

 

[zwk500]

There would be curves for sure, however all trains over them would have stopped at Oxford. And being close to the housing would not be an issue as the through line would replace the westernmost siding, and anyway, the railway was there first!

You only need 1 siding inside the Down Main (or whichever line it counts as), to streamline reversals. The rest of the sidings can stay on the outside of the line, especially if you've got the additional platforms to hold reversals in.

 

[BlueLeanie]

Will it have been worth all the pain (so far and nowhere near fiinished) for so little gain? How many additional journeys will need to made to recoup the cost??

Another nail in the coffin for rail 'improvements'?

How are you calculating the distribution of cost at a very congested location on the Network?

A delay in Oxford can disrupt services across the country - even more so from when services from Oxford reach MK.

== Doublepost prevention - post automatically merged: 29 Sep 2025 ==

Turning trains at Hanborough would still require them to block all lines at Wolvercot Junction when returning to Oxford.

Platform 5 should become the main Down through passenger line and be diverted around the west side of the Down carriage sidings, reducing conflict.

Is there enough space to have a flying junction at Wolvercote? It's probably essential for the future ambitions of OxonRail.

 

[JamesT]

How are you calculating the distribution of cost at a very congested location on the Network?

A delay in Oxford can disrupt services across the country - even more so from when services from Oxford reach MK.

== Doublepost prevention - post automatically merged: 29 Sep 2025 ==


Is there enough space to have a flying junction at Wolvercote? It's probably essential for the future ambitions of OxonRail.

I’ve seen proposals for redoubling Wolvercot to Hanborough, but as far as I’m aware grade separation wasn’t part of it.

 

[david1212]

... but I do think the oft-mentioned plan to have an Oxford-Moor St service would be well-received too.

Moor St is a long way off.

Via Banbury then North Warwickshire line or Honeybourne & Stratford-upon-Avon with the latter link re-instated? Either way the current proposals I have read for additional capacity at Moor Street do not include this although if an extension of existing Moor Street to Stratford-upon-Avon services no additional capacity is needed.

 

[takno]

Honeybourne & Stratford-upon-Avon with the latter link re-instated?

This seems a stretch - the link to Long Marston faces toward Worcester, and I can't see them reinstating the chord that goes toward Oxford.

 

[cle]

Via Banbury then North Warwickshire line or Honeybourne & Stratford-upon-Avon with the latter link re-instated? Either way the current proposals I have read for additional capacity at Moor Street do not include this although if an extension of existing Moor Street to Stratford-upon-Avon services no additional capacity is needed.

It was once a plan by Chiltern - a Moor St/Oxford service via Banbury and their regular route into Moor St. Likely plenty of interworking with Marylebone services possible. They run locals around Birmingham too now.

And when XC was at its lowest, it felt like a great time to provide another service on this route. May need the new Midlands Connect platforms though.

Timetables can change.

Chiltern's is bonkers at the peaks... I would think the Cowley single section (if it remains thus, and without any/much signalling) would need something very standardized. Which EWR to MKC will be, no variance in stopping patterns or timings. 2tph all week! Perfect for the branch.

If they have double track or some additional platforms, maybe it can be a bit less rigid - or even more than 2tph in time. But I expect a MVP scenario...

 

[Falcon1200]

You only need 1 siding inside the Down Main (or whichever line it counts as), to streamline reversals.

That's a good point.