| Status | see East West Rail |
|---|---|
| Owner | Network Rail |
| Locale | South East England |
| Termini | |
| Stations | 13 open 2 planned |
| Service | |
| Type | Heavy rail |
| System | National Rail |
| Operator(s) | Chiltern Railways (Oxford–Bicester) West Midlands Trains (Bletchley–Bedford) |
| History | |
| Opened | 1846–1851 |
| Closed | 1968: Bedford to Cambridge; Oxford–Bletchley (to passengers) 1993: mothballed Claydon Junction–Bletchley (to all traffic) |
| Technical | |
| Number of tracks | 1–2 |
| Track gauge | 1,435 mm (4 ft 81⁄2 in) standard gauge |
The Varsity Line was the main railway line that linked the English university cities of Oxford and Cambridge, operated by the London and North Western Railway.
In World War II, the line became a strategic route for freight avoiding London, and additional connections were made to nearby lines to improve it, but was not greatly used for its intended purpose. After the war, the line was again scheduled to be developed as a strategic route, but that scheme was never fully implemented either.
Passenger services were withdrawn from most of the line on 1 January 1968, and only the Bletchley–Bedford section remained open for passenger traffic.
In 1987, the section between Oxford and Bicester was reopened, followed in 2015 by a connection to the Chiltern Main Line at Bicester, enabling Chiltern Railways to operate an Oxford to London passenger service. There are funded plans for the entire line to be re-established by the mid 2020s, partly on a new route and under a new name – East West Rail.
Early history[edit]
The Oxford to Cambridge line, when completed, ran broadly west to east. Although a continuous line from Oxford to Cambridge was proposed from time to time, it was actually built by local schemes.
From west to east, these were:
- the Buckinghamshire Railway, from Oxford to Bletchley;
- the Bedford Railway, from Bletchley to Bedford;
- the Bedford and Cambridge Railway, between those points, which adopted the alignment of an earlier private scheme, the Sandy and Potton Railway.
In time, these sections were all incorporated into the London and North Western Railway.
In the early days there were five intersecting trunk lines running south to north:
- The Great Western Railway at Oxford, with its northward allies;
- the London and Birmingham Railway, forming part of the later West Coast Main Line;
- the Midland Main Line, opened by the Midland Railway, crossing the route at Bedford;
- the East Coast Main Line, opened by the Great Northern Railway, forming a connection at Sandy; and
- the Eastern Counties Railway at Cambridge.
Two other trunk routes, the Great Western Railway's Bicester cut-off and the Great Central Railway main line, were built later.
Bedford Railway[edit]
The London and Birmingham Railway opened on 9 April 1838 as far north as Denbigh Hall, about a mile north of Bletchley (which was then a minor village). Initially, passengers alighted here to take a stagecoach on Watling Street to Rugby during construction work on the intervening section, which opened on 17 September 1838,[1] and this temporary terminus was closed. Subsequently and for a time, Wolverton (a few miles further north and on the main road between Oxford and Cambridge via Buckingham and Bedford[2]) took over as an important stop on the line, as a point where engines were changed over and passengers rested.
In 1836, proposals were put forward to build a line from Cambridge to join the L&BR (still under construction) at Bletchley; the line would have passed through Bedford, but the scheme was not taken forward. The obvious enhancement to the prosperity of Aylesbury following that town's connection to the L&BR changed attitudes, and as time passed, Bedford business interests sought a connection to the main line railway.[3] In 1844 George Stephenson visited Bedford to discuss the matter. At a meeting on 23 April 1844 he set out his proposed scheme, for a line to Bedford joining the L&BR main line at Bletchley. Some opinions had preferred Wolverton as the junction, since Bletchley was not then a settlement of any significance.[4]
A prospectus for the Bedford and London & Birmingham Railway was prepared; the capital was to be £125,000.[4][note 1] On 16 July 1846 the London and Birmingham Railway amalgamated with others, and formed the London and North Western Railway. A proposed extension of the Bedford line on to Cambridge through Hitchin was submitted to Parliament in the 1846 session but failed standing orders.[1][5] The line to Bedford opened on 17 November 1846, when a ceremonial opening took 600 persons from Bedford to Bletchley in a special train. The new line had a connection to the River Great Ouse at Bedford, trailing from the Bletchley direction.[note 2] The Bedford station was not yet ready at the time of opening. The commercial benefit to Bedford, already well served by coastal water-borne commerce over the River Great Ouse, is indicated by the immediate fall of coal prices, from 1s 9d to 11d per cwt.[4] There were four passenger trains each way, Sunday excepted, but this was soon enhanced to five each way, one of which was limited-stop, and two Sunday trains. Immediately on opening the Bedford Railway was absorbed into the London and North Western Railway. The terms were 4% per annum on the capital, plus half of any surplus. The LNWR had subscribed 1,522 of the 2,500 shares.[4]
Buckinghamshire Railway[edit]
The Oxford and Bletchley Junction Railway and the Buckingham and Brackley Junction Railway had both been authorised in 1846,[6] and before construction the two schemes were amalgamated to form the Buckinghamshire Railway, authorised by Act of Parliament on 22 July 1847.[note 3] The new company would form a Y shape from Bletchley to both Oxford and Banbury. The 1847 powers also included an extension to Banbury, connecting to the Oxford and Rugby Railway there. and a southward extension from Verney Junction to join the Aylesbury branch.[6]The scheme was encouraged by the London and North Western Railway, which wished to block northward encroachment from the Great Western Railway, whose area of influence at the time was further south.[4]
The junction that became Verney Junction was known at first as Claydon Junction; the name Verney Junction was given to the station that was later established there. When the World War II link from the Great Central Railway main line was made, the junction there was called Claydon LNE Junction to emphasise the distinction.
Following authorisation of the Buckinghamshire company, the directors determined on 10 November 1847 to press ahead with the Banbury line in preference to the Oxford line. Work started on the last day of 1847. The line opened from Bletchley to Banbury on 1 May 1850 for passenger traffic, and goods trains started on 15 May 1850.[5][6][4]
Opening of the Oxford line (from Claydon Junction, at first as a single track only) followed relatively swiftly: to Islip on 1 October 1850; on to Oxford Road on 2 December 1850. This station was at the crossing of the present-day A4165 road, and therefore near to the modern Oxford Parkway station. Horse omnibuses and carts connected the station with Oxford itself. The line was extended to the company's own station at Oxford on 20 May 1851. It was a single track west of Claydon Junction.[4]
The 1853 passenger timetable shows 4 trains each way daily except Sundays, the first trains each way divided and joined Buckingham portions at Winslow. The journey time Oxford to Bletchley was 75 minutes and a typical journey Oxford to London took about 2 hours 45 minutes.[7]
The company had its own station at Oxford. It was fortunate in finding a site: Rewley Abbey had long since fallen into ruins, and the site was made available. Approaching trains crossed a swing bridge over the Sheepwash Channel to reach it. The junction with Oxford and Rugby Railway at Banbury was not made by the company, and the southwards extension from Verney was abandoned for the time being.[4]
The LNWR provided more than half the capital and worked the line from the beginning, and leased it for 999 years from 1 July 1851 guaranteeing a 4% dividend to the other shareholders. The LNWR absorbed the Buckinghamshire Railway company on 21 July 1879.[6] Early in 1854 the line from Verney Junction to Oxford was doubled, completing double track along the full length of the line. Verney was a junction, but no station was built until 1868, prompted by the construction of the Aylesbury and Buckingham Railway.[4][8]
Wolverhampton to London via Bletchley[edit]
The Oxford, Worcester and Wolverhampton Railway was authorised as a broad gauge line on 4 August 1845. Its line was to be 89 miles in length, connecting to the Great Western Railway at Wolvercot Junction, just north of Oxford. The cost of the line was heavy, and the estimates fell considerably short, so that the company was constantly short of funds during the construction period. For some time it concentrated its resources on the northern part of the authorised line.[9]
Although the OW&WR had originally been expected to be an ally of the GWR, the friendly relations cooled, and the London and North Western Railway (as owner of the Oxford to Bletchley line) developed good relations with the OW&WR. The LNWR tried to negotiate a takeover of the OW&WR, but this was rejected in Parliament; and in 1852 a direct connection between the LNWR Bletchley line and the OW&WR was also thrown out. In 1853 however the proposed connection (later known as the Yarnton Spur) was approved, and on 4 June 1853 the OW&WR had opened its line as far as Wolvercot Junction, its southern extremity.
The Yarnton Spur was a short double-track line, 1 mile 49 chains (1.61 mi; 2.6 km) in length, from Oxford Road Junction to Yarnton, and it was opened on 1 April 1854. The LNWR at once started operating through passenger services between Euston and Wolverhampton, via Bletchley, Yarnton Spur and the OW&WR. The trains were worked by the LNWR as far as Hanborough, and also from Dudley to Wolverhampton LNWR station via the South Staffordshire curve at Tipton.[9]
The Buckinghamshire Railway connection at Bletchley left in a southward direction, and a west to south chord was brought into use there in October 1854 to permit direct running between Euston and the Buckinghamshire line.[4]
A west to south curve to the Yarnton Spur was opened, allowing direct access from the OW&WR line to the LNWR Oxford station; this was used chiefly for goods traffic, but in the autumn of 1857 local passenger trains used it during a period of exceptionally strained relations between the OW&WR and the GWR.[4]
The service to London over the LNWR ceased by 1 September 1861; the west to south curve at Yarnton was reduced to a through siding only shortly afterwards, and the west to south curve at Bletchley was closed and lifted in 1864.[10][4] Nevertheless, the goods and mineral traffic from the OW&WR line remained considerable; Lawrence, writing in 1910, said that, "In March last, no fewer than 7,500 coal trucks made use of the loop."[11]
Verney Junction[edit]
There was a junction but no station at Verney Junction until 1868, when the Aylesbury and Buckingham Railway completed their line from Aylesbury to Verney. The Great Western Railway worked the A&BR trains until the company was absorbed by the Metropolitan Railway in 1891, becoming the northern terminus of the Metropolitan Railway. Two Pullman cars worked to Baker Street daily.[8]
Joint station proposed for Bedford[edit]
The Oxford to Cambridge line crossed under the Midland main line, and there were two separate passenger stations. In November 1855 officers of the Midland Railway and the LNWR met to consider the construction of a joint station at Bedford. It would have been a little to the west of the contemporary LNWR station. The scheme was agreed to be desirable and feasible, but the Midland Railway board declined to approve it, and it foundered.[12]
Sandy and Potton Railway[edit]
The Great Northern Railway had opened its line from London to Peterborough on 7 June 1850, ultimately giving access to York, and running through Sandy.[13]
The Sandy and Potton Railway was planned by Captain Sir William Peel. He had settled in Potton, and conceived a railway running almost entirely over his own lands, connecting with the Great Northern Railway at Sandy. The length of the line was 31⁄2 miles, and an opening ceremony was held in June 1857. The line opened to public goods traffic on 23 June 1857. A Board of Trade inspection took place on 5 November 1857, and this was successful, enabling opening of the line to passengers on 9 November 1857. Peel acquired a locomotive for the line from George England and Co. of Hatcham; it was named Shannon, after the frigate commanded by Peel.[note 4] A locomotive was hired from the GNR on one or two occasions, and passenger rolling stock was supplied by the GNR.[14] The line had cost £15,000 to build.[15][16][note 5]
The GNR had allowed Captain Peel to terminate his line in their Sandy goods yard, on condition that he would remove his works if the GNR required the site.[14][15]
Bedford and Cambridge Railway[edit]
In 1859 the Cambridge aspirations of several railway companies were competing for Parliamentary approval. A proposed Bedford, Potton and Cambridge Railway was thrown out, but the reverse showed that an alliance with the Great Northern Railway might prove fruitful.
In the 1860 session of Parliament, the Bedford and Cambridge Railway (as it now styled itself) got the Royal Assent on 6 August 1860. The Great Northern Railway hoped to build from Shepreth to this new line near Lords Bridge and gain access to Cambridge, by-passing the hostile, and even spiteful, Eastern Counties Railway.
The Bedford and Cambridge Railway was to take over the Sandy and Potton Railway and use its alignment. The route chosen entered the southern extremity of Cambridge alongside the Eastern Counties route from London, at Cambridge being permitted to use a platform at the ECR station. There was to be a separate LNWR goods station west of Hills Road.[17]
In fact the construction significantly overran cost estimates, and the company had to confer with the LNWR (as prospective lessee) about how to raise the extra cash. The authorised capital had been £240,000, and this had never fully been subscribed, and after opening the estimated cost to complete had risen to £370,175. This at last proved to be accurate. There was acrimony between the companies, but the LNWR underwrote the extra capital, and after considerable further negotiation, the LNWR absorbed the Bedford and Cambridge Railway Company by a share conversion, equating to 4% on the £240,000 original capital.
It opened on 7 July 1862 for passengers, and for goods in October 1862. The Sandy and Potton Railway had been purchased for £20,000. On 1 July 1862 the Eastern Counties Railway was restructured into the Great Eastern Railway.[16][18][14]
The May 1864 working timetable shows four passenger trains running throughout from Cambridge to Bletchley, and one early train from Bedford to Bletchley, and three goods trains. One Sunday passenger train is shown. Most of the passenger trains appear to continue to Oxford and London, probably by through coach attached to other trains.[19]
Working arrangements were made with the LNWR, authorised by Act of 23 June 1864. The company was absorbed by the LNWR on 5 July 1865.[1][6]
The line as constructed was single; double track was later constructed between Sandy and Gamlingay on 20 October 1870, and on to Cambridge on 10 July 1871.[20]
The Midland Railway's London extension opened in 1857, at this stage to Hitchin. It crossed the LNWR line at Bedford by a (nearly) 90-degree flat crossing; although it was undesirable, it was considered an appropriate economy measure as compared with a bridge crossing.[note 6]
Railmotors[edit]
In the early twentieth century, railways sought lower-cost methods of operating passenger trains. The LNWR experimented with a steam railmotor. This was a single passenger coach, designed at Wolverton, with a small integrated steam locomotive. A railmotor was brought to Oxford for trials with a service to Bicester. However, during a trial run on 5 October 1905 the vehicle developed a hot axlebox, and the opening was deferred to the 9th. The railmotor was found to be capable of a top speed of 45 miles per hour (72 km/h), and was timed for 30 minutes for the 12 miles (19 km) to Bicester.
The vehicle had seats for 48 passengers in two saloons, smoking and non-smoking. The transverse seating had reversible backs, to allow passengers to face the direction in which they were going. They were considered by users to be very comfortable. Woodwork was framed teak and the coach was lit electrically. Alighting and departing the vehicle at the ground level platforms of the halts was effected by a set of steps that swung out from the body of the vehicle. The steps were interlocked with the brakes. In 1905, there were six workings between Oxford and Bicester, with one additional on Thursday and Saturday, in each direction.[21]
A number of small timber platform halts were built to facilitate the new service. The halts were unstaffed, and tickets were issued by a conductor on the train. The first was Summertown Halt, opened on 20 August 1906. By the following January the name had been changed to Port Meadow. The remainder of the halts were opened on 9 October 1905.[4]
From 1 December 1905, a steam railmotor was operated between Bedford and Bletchley also, and several new halts were opened. Three vehicles were used, one being kept as a maintenance spare.[22]
Due to World War I, the six halts were closed from 1 January 1917, and were reopened on 5 May 1919. The railmotors had limitations: they were underpowered, had insufficient accommodation, and suffered from reliability problems. In about 1921, they were replaced by autotrains, which used a conventional locomotive operating in combination with a coach that was adapted to allow the driver to control the train from the coach when it was being propelled. The autotrains, and the halts west of Bicester, were finally withdrawn on 25 October 1926, during the General Strike, but competition from road omnibuses had led to a significant decline in rail patronage.[4]
The system continued further east but, in 1959, the autotrains were replaced by diesel multiple units, and the remaining stopping places were given raised platforms.[22]
From Oxford to Islip, the railmotor halts were: Summertown Halt, soon renamed Port Meadow, Wolvercote, and Oxford Road, and between Islip and Bicester: Oddington, Charlton, and Wendlebury Halt, near Bicester. The eastern section halts were Bow Brickhill, Aspley Guise, Husborne Crawley, Wootton Pillinge, Wootton Broadmead, Kempston Hardwick, and Kempston & Elstow.[4][22]
Grouping of the railways[edit]
At the beginning of 1923, the main line railways of Great Britain were "grouped" into one or other of four new, large companies, in compliance with the Railways Act 1921. The LNWR and the Midland Railway were constituents of the new London Midland and Scottish Railway. The Great Western Railway absorbed a number of other concerns and continued under the same name. The Great Northern Railway and the Great Eastern Railway were constituents of the new London and North Eastern Railway.[23]
The whole of the Oxford to Cambridge line was thus part of the new LMS. In the 1930s, the major railways adopted a novel form of collaboration in the interest of reducing operating expenses. In 1934 the Stationmaster of the GWR's Oxford General station took over the management of the LMS's Rewley Road station.[citation needed]Cartage lorries in Oxford carried the initials of both companies.[24]
The Micheline railcar[edit]
In 1931, the Michelin Tyre Company was trying to market an internal combustion (petrol) railcar, which it named the Micheline. It was a ten-wheel articulated vehicle, with pneumatic rubber tyres. It was tried on the line in 1932. Carrying only 24 passengers and with uncertain reliability, it had many of the disadvantages of the steam railmotors, and the trial did not lead to adoption of the system.[note 7][25][26]
Diesel railcar[edit]
On 12 September 1938, a new diesel railcar design started work on the line. It was a three-car articulated unit, powered by six 125 hp diesel engines; the design was stylish and futuristic, and included central control of sliding passenger doors by the guard. The train was designed at Derby LMS.
Three journeys throughout the Oxford to Cambridge line were undertaken daily, with some short fill-in trips. The journey time Oxford to Cambridge, with three stops, (Bletchley, Bedford and Sandy) was 1 hour 45 minutes, comparing favourably with the 3 hour steam train journey. The runs were not advertised in the ordinary timetables, but only by handbills locally.
The outbreak of World War II prevented further development of this experimental system.[27]
World War II[edit]
In September 1939, war on Germany was declared by the United Kingdom. Aerial bombardment of UK cities and industrial sites was expected, and it was considered essential to create a trunk route for goods traffic avoiding London, which was expected to be the principal target of bombing. The Cambridge to Oxford route was selected to be the core of this route, because of its intersections with several trunk routes. Where existing connections between railways on the route were inadequate, relatively simple enhancements would resolve the difficulty.
Wragg describes the situation:
In November 1940 Oxford North Junction was created, enabling through running from the Bletchley line towards Oxford GWR station.[29][30] A south-to-east chord line was constructed at Claydon across an area called Shepherd's Furze, connecting the former Great Central Main Line with the line from Bletchley. This link proved a useful connection in addition to its emergency value, and it saw much traffic during the war.
At Bletchley, the old west-to-south curve, removed in 1864, was reinstated, opening on 31 August 1942. . The Bicester Military Railway was built; it served a very large depot for ordnance and equipment. The civilian railway authorities protested at the adverse impact the railway movements to and from the depot would have on the ordinary war effort of the LNWR line, and the Ministry of War Transport agreed to the building of a new 660 wagon capacity yard at Swanbourne, about 31⁄2 miles west of Bletchley.[31][32]
The Railway Executive also constructed a west-to-north connection at Sandy; it opened in 1942. However it did not prove to have a strategic value in peacetime and was removed after the war.[33][30]
Crump explains the strategic significance:
Bicester Military Railway[edit]
In the late 1930s, a site at Bicester was selected for a large Ordnance Depot to be road and rail served. Construction of the Depot began in July 1940. The railway part of the site would start from a junction with the Oxford to Bletchley line and encircle the two hills of Graven Hill and Arncott. By the end of 1941 the exchange sidings had been laid, and in 1942 the first troop train entered the depot from Bicester station. The site was heavily used during the war, particularly in the preparations for D-Day.
Since the war, the site has been retained as a base for the Royal Logistic Corps. At its peak there were about 40 single-track miles of layout within the depot.[34][35]
The Oxford connection was useful in peacetime and was retained. The same is true of the Claydon curve, which provided a useful route for certain freight flows, and for empty passenger stock moves. The Bicester and Sandy connections proved less useful, and were removed.
Nationalisation[edit]
The main line railways of Great Britain were taken into state ownership at the beginning of 1948, pursuant to the Transport Act 1948. The entire line was in the London Midland Region of British Railways at first, but in 1951 the section from just east of Bicester to Oxford was transferred to the Western Region.
Transfer to the GWR station at Oxford[edit]
The operation of two passenger stations at Oxford was obviously wasteful and the wartime connection allowed trains from the Bletchley direction to run directly into the GWR's Oxford General station.
In October 1951, a complete transfer of passenger operation at Oxford into this (former GWR) station, now named simply Oxford railway station, took place. Most goods workings were transferred to the former GWR Hinksey yard, and Rewley Road station handled only coal and some general goods traffic.[29]
1955 development plan: goods[edit]
In the first years of British Railways, the organisation was beset with falling demand as costs increased. In 1955 a report, The Modernisation and Re-equipment of British Railways,[36] was published. £1.2 billion would be spent on the project. Subsidiary reports recommended the development of the Oxford to Cambridge line as part of an outer freight ring route from Cambridge to Ashford (Kent) via Oxford, Reading and Tonbridge, keeping freight flows away from London. The cost was to be £15 million. A large marshalling yard was to be built at Swanbourne, and the Bletchley Flyover (a viaduct over the West Coast Main Line beside Bletchley station).
Work on the Swanbourne yard and the Bletchley viaduct started in September 1958. The viaduct was ready in 1962 (it had cost £1.5 million) but work was halted on the marshalling yard.[37][38]
Gerry Fiennes was Chief Operating Officer, British Railways, at the time and wrote that he was convinced marshalling yards should be built in the areas of production and consumption, and not, like Swanbourne, in greenfield sites:
Rationalisation and extensive section closures[edit]
If development of passenger business on the line had been envisaged in 1955, that too was suddenly reversed, and in 1959 closure of the entire route was considered. However the introduction of diesel multiple unit passenger trains in that year substantially reduced operating costs, and the closure idea was rescinded. In the Beeching Report of 1963,[40]retention of the line was recommended, with only minor curtailment, but in December 1963 closure was once again put forward, as income was only a little over half of operating expenses. Closure was approved, and most local freight facilities were withdrawn on 18 April 1966.
Following public protest, passenger operation on the central section between Bedford and Bletchley was retained (and continues in use as the Marston Vale Line). Delay in arranging substitute bus services resulted in the passenger closure of the remainder being deferred to 1 January 1968. The line from Bedford (Goldington Power Station) to the junction at Cambridge was closed completely; the wartime marshalling yard at Swanbourne was closed in March 1967.[41]
The Buckingham branch closed to passengers on 7 September 1964 and to goods on 5 December 1966.[42][43]
In 1967, the line between Bicester and Oxford was closed to passengers and, in October 1973, reduced to single track. Following that time, for some years the chief use of the line was as a connection from Aylesbury via Claydon LNE Junction to Bletchley for stone trains, refuse trains from the Bristol area, and empty passenger stock movements.[44] The freight-only section between Bicester and Bletchley was mothballed by Trainload Freight in 1993 following the closure of the ARC roadstone terminal at Wolverton.[45] Until earlier that year, there had been up to three limestone workings from Whatley to Wolverton, plus the daily Avon-Calvert binliner but this had been re-routed via London and Aylesbury.[45] The fertiliser flow from Ince and Elton to Akeman Street had ended due to changing modal distribution.[45] The Oxford-Bicester section remained open for freight traffic to Bicester Central Ordnance Depot and the reinitated passenger service.[45]
Revitalisation and renewal, East West Rail[edit]
After the partial closure, portions of the route continued as the Oxford–Bicester line and the Marston Vale line. Beginning in 2015, work to revitalise and renew the route began; it hoped that the two university cities will be connected by rail again as the East West Rail link before the end of the 2030s .
List of Varsity line station locations and dates[edit]
- Oxford; opened 20 May 1851; later Oxford Rewley Road; closed 1 October 1951, when service diverted to former GWR station.
- Oxford North Junction; convergence from GWR line; from 1940.
- Wolvercote; opened 9 October 1905; close 1 January 1917; reopened 5 May 1919; closed 25 October 1926; in the earliest days the station was named Woolvercot; the nearby GWR station was named Wolvercot.
- Yarnton Loop Junction; diverging junction; 1854 – 1863.
- Oxford Road Junction; convergence of spur from Handborough; 1854 – 1965; renamed Banbury Road Junction about 1950 to avoid confusion with the junction at Reading.
- Oxford Road; opened 2 December 1850 as temporary terminus; closed 20 May 1851, when the line was extended to Oxford; reopened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
- Oxford Parkway; opened 25 October 2015
- Islip; opened 1 October 1850; closed 1 January 1968; reopened 13 May 1989
- Oddington; opened 1 October 1850; closed January 1851; reopened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
- Charlton; opened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
- Wendlebury; opened 9 October 1905; closed 1 January 1917; reopened 5 May 1919; closed 25 October 1926.
- Bicester; opened 1 October 1850; renamed Bicester London Road 1954; closed 1 January 1968; reopened as Bicester Town 11 May 1987; renamed Bicester Village 12 March 2015.
- Gavray Junction; divergence towards Princes Risborough.
- Launton; opened 1 October 1850; closed 1 January 1968.
- Marsh Gibbon and Poundon; opened 2 August 1880; closed 1 January 1968.
- Claydon LNE Junction; trailing junction from Great Central main line; 1940 - .
- Claydon: opened 1 May 1850; closed 1 January 1968.
- Verney Junction; opened 23 September 1868; closed 1 January 1968. Originally Claydon Junction before station opened; converging junction from Buckingham 1856 – 1966; diverging junction to Aylesbury 1868 – 1947.
- Winslow; opened 1 May 1850; closed 1 January 1968.
- Swanbourne; opened October 1851; closed 1 January 1968.
- Bletchley; London and Birmingham Railway station; still open; flyover 1962 - .
- Fenny Stratford; opened 18 November 1846. still open
- Bow Brickhill; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
- Woburn; opened 18 November 1846; renamed Woburn Sands 1860; still open.
- Aspley Guise; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
- Husborne Crawley; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
- Ridgmont; opened 18 November 1846; still open.
- Lidlington; opened 18 November 1846; still open.
- Marston; opened 18 November 1846; shortly renamed Ampthill; renamed Millbrook 1877; still open.
- Wootton Pillinge; opened 1 December 1850; closed 1 January 1917; reopened 5 May 1919; renamed Stewartby 1935; still open.
- Wootton Broadmead; opened 1 December 1850; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
- Kempston Hardwick; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; still open.
- Kempston & Elstow; opened 1 December 1905; closed 1 January 1917; reopened 5 May 1919; closed 5 May 1941.
- Bedford; opened 18 November 1846; relocated 1 August 1862; renamed Bedford St Johns 1924; relocated northwards on line towards Midland Road station 14 May 1984.
- Goldington Siding; connection to Goldington Power Station; closed 1981.
- Willington; opened 1 May 1903; closed 1 January 1968.
- Blunham; opened 7 July 1862; closed 1 January 1968.
- Girtford Halt; opened 1 January 1938; closed 17 November 1940.
- Sandy West Junction; diverging junction to north curve 1940 - ?
- Sandy; Sandy & Potton Railway station; opened 9 November 1857; closed December 1861; reopened by LNWR 7 July 1862 ;closed 1 January 1968.
- Potton; Sandy & Potton Railway station; opened 9 November 1857; closed December 1861. LNWR station opened 7 July 1862; closed 1 January 1968.
- Gamlingay; opened 7 July 1862; closed 1 January 1968.
- Old North Road; opened 7 July 1862; closed 1 January 1968.
- Lords Bridge; opened 7 July 1862; closed 1 January 1968.
- Cambridge; Eastern Counties Railway station; still open.[46][47]
East West Rail is a strategic aim to establish a new main line railway between East Anglia and South Wales.[5][6] The immediate plan is to build (or rebuild) a line linking Oxford and Cambridge via Bicester, Milton Keynes (at Bletchley) and Bedford, largely using the trackbed of the former Varsity Line. Thus it provides a route between any or all of the Great Western, Chiltern, West Coast, Midland, East Coast, West Anglia, Great Eastern and the Cotswold main lines, avoiding London. The new line will provide a route for potential new services between Southampton Central or Swansea and Ipswich or Norwich via Reading, Didcot and Ely, using existing onward lines. The government approved the western section (from Oxford to Bedford) in November 2011,[7] with completion of the section to Bletchley expected[a] by 2025, and services to Bedford to run by 2030.[8][3]
The line was initially promoted (as the East West Rail Link) by the East-West Rail Consortium, a consortium of local authorities and interested bodies along the route. Since 2013 it has been adopted by the Department for Transport and, in late 2017, the government announced that will be delivered by a quango, the East West Railway Company (rather than Network Rail).[9]
The plan is divided into three sections:
- "Western section" from Oxford to Bedford on the former Varsity Line route, taking advantage of the recently reconstructed Oxford-Bicester lineand the existing Bletchley–Bedford Marston Vale line (leaving just Bicester–Bletchley to be rebuilt);[10] This work is in progress and on schedule.
- "Central section" from Bedford to Cambridge over a substantially new alignment; in May 2023, the Company announced its preferred route for statutory consultation.
- "Eastern section" from Cambridge to Norwich, Felixstowe and Ipswich on existing lines.
Phase 1 of the western section, the segment from Oxford via Bicester Village to the junction with the Chiltern Main Line, has been operational since December 2016. On 5 February 2020, the Department for Transport made the Transport and Works Act Order for Phase 2 of the western section, the Bicester–Bletchley (and Aylesbury–Claydon) segments. In April 2020, engineering work began on the route of the Bicester–Bletchley segment.
The eastern section, Bedford to Cambridge and Western improvements are categorised as a nationally significant infrastructure project.[12]
History[edit]
Origins[edit]
The link is promoted by the East West Rail Main Line Partnership (originally called the "East West Rail Consortium") which was initiated by Ipswich Borough Council in 1995.[13] The council and its neighbours were particularly concerned about poor services within East Anglia and the links to London. Some success was achieved east of Cambridge, at least partly through the efforts of the group.[14]
In April 2006, the Office of the Deputy Prime Minister reported itself to be in favour of the principle of re-opening the link between Bedford and Oxford.[15]
In May 2006, the Department for Transport (DfT) announced specific plans for Bletchley railway station.[16] The document stated that "it is likely" that Bletchley area renewals and network simplification will take place "by 2010", "to include a high-level platform" for Bedford trains. "The network will be suitable for the later addition of any 'East-West' link to and from Oxford and for the operation of through links from either Oxford or Bedford to and from Milton Keynes".
In March 2007, a study (funded by the East West Rail Consortium) stated that
In April 2008, the DfT responded to an e-petition for support on East West Rail by reiterating that they would encourage private funding.[18]
In the 2011 Autumn Statement by Chancellor George Osborne, the East West railway between Oxford, Aylesbury Vale Parkway and Bedford was adopted by the Department for Transport, and £270 million was committed to the scheme to fund its development.[19] This was confirmed in July 2012 when the Secretary of State for Transport, Justine Greening, announced that the Western section of East West Rail (EWR) would be part of the government's strategy for rail transport.[20]
Western section[edit]
The western section will link Oxford and Bedford via Bletchley, with connections to the West Coast Main Line and the Midland Main Line. It will use the Oxford–Bicester line, a renovated section of the Varsity Linefrom Bicester to Bletchley, and finally the Marston Vale line from Bletchley to Bedford. The existing Cherwell Valley line will form a link to the Great Western Main Line at Didcot Parkway railway station. Passenger services to Milton Keynes Central (via the WCML) and Aylesbury (via the existing freight line from Claydon Junction) were also planned.[21]
The first part of this work, doubling the Oxford–Bicester line and connecting it to the Chiltern Main Line, was largely completed in 2015 (and fully operational from December 2016); the remaining work from Bicester to Bedford was greatly delayed,[22][23] and was scheduled for completion by 2030[8].
On 3 February 2020,[24] the DfT made the Transport and Works Act Order for the Bicester–Bletchley and Aylesbury–Claydon sections.[25] The Planning Inspectorate's report had indicated that the scheme was fully funded, as confirmed by a DfT letter dated 9 February 2018, with a budget for this phase of £1,084,726,000, consisting of £150.095 million in Control Period 5 (2014–2019) (sic) and £934.631 million in Control Period 6 (2019–2024) but that, if the Order was not made in 2019, delays of 6 to 12 months could be expected with an impact on its integration with HS2 and a resulting significant increase in costs which had not been allowed for in that funding.[1]
Planning[edit]
In February 2008, the consortium published a business case for re-opening the western section of the route funded by Milton Keynes Partnership (MKP), South East England Regional Assembly, South East England Development Agency and the consortium.[26]
In March 2008, a £2 million engineering survey of the existing and removed tracks was launched,[27] and those undertaking the engineering survey stated that a 100 mph (160 km/h) link between Oxford and Bletchley could be achieved for around £190 million. If construction had started in 2009 as they then hoped, the upgraded / re-opened line could have been in service by 2012.[27]
In November 2008, the Milton Keynes Partnership, Chiltern Railways and the consortium formally agreed to take their proposals forward together. Chiltern Railways would take the lead on the upgrading of the Oxford-Bicester section with its Project Evergreen 3 and the Milton Keynes Partnership would lead for the rest of the line to Bletchley.[28]
In December 2008, the commissioning of a further report, to take the project forward to GRIP Stage 4 (single option selection), was announced. This was to encompass work to analyse the additional requirements (as outlined above), not previously considered in detail, to GRIP Stage 3 equivalent, as well as revisiting the future requirements for the existing Bletchley-Bedford line.[29]
According to section 3 of the October 2008 progress report,[30] during 2008 a number of proposals from other parties emerged which might have a significant impact on the project:
- an aspiration to use the route as part of a strategic freight route
- an aspiration to provide longer-distance north-south passenger services avoiding Birmingham, which could use the western section as part of its route
- a proposal by Chiltern Railways to run Oxford-Bicester-London passenger services via a [then] mooted new south-to-east chord to the existing Chiltern line. (This chord has been built and is now in use).
Section 3 also states that there is some uncertainty over various parties' requirements for the existing Bletchley-Bedford railway.
Infrastructural assessment investigations would be taken forward in parallel with this work funded by £2 million of contribution, half directly by the Department for Communities and Local Government and the other half in varying proportions from various local authorities' Growth Area Funding allocation. Work to clear vegetation from the redundant section of line for the infrastructure assessment started in January 2009.[31]
In January 2021, East West Railway Company revised the phasing of the project, with delivery to be in three ‘connection stages’: Oxford – Milton Keynes; Oxford – Bedford; Oxford – Cambridge, and plans for the Aylesbury branch to be reviewed.[32] In May 2023, the EWR Company announced that the Aylesbury branch was not being funded.[11]
Design[edit]
The February 2008 report identified two options defined from different perspectives, the "Regional Rail" option (the best commercial case) and the "Local Rail" option (as identified by the requirements mainly of local authorities and business interests). As part of existing upgrades, a new bay platform has been provided at Milton Keynes Central, which will be able to receive the local services. The infrastructure between Oxford and Bletchley required by both options is essentially the same. The spur from Calvert to Aylesbury is only included in the Local option, though about 20% of southern part of the route has already been reinstated under the Aylesbury Vale Parkway project. The line from north of Wolvercote Tunnel (just north of Oxford) through Bicester to Bletchley would be enabled for 100 mph (160 km/h) double-track running. The Oxford–Wolvercote Tunnel section, and the Aylesbury–Calvert line if also provided, would be 90 mph (140 km/h) single-track working. A new high-level platform would be provided at Bletchley, with new stations (under the Local option only) at Winslow and Newton Longville.[33][b]
The Planning Inspectorate's report to the Minister for Transport,[34] in support of the (presumed) final Transport and Works Act Order (January 2020), has firmed up on these principles. The platforms at Aylesbury Vale Parkway, Bletchley High Level and Winslow are to be specified as suitable for trains no longer than four cars.[35] The section between Oxford and Bletchley is specified as double-track, 100 mph (160 km/h) max.; Aylesbury–Claydon LNE Junction is to be single-track (with space but no underpinnings for a second track),[36] up to 90 mph (140 km/h) but Bletchley–Bedford is to remain at 60 mph (97 km/h) maximum.[37] The line is not initially to be electrified but constructed so as to facilitate electrification at a later date.[35] The proposed Newton Longville station does not appear. There are no funded plans for north-to-east chords at Bicester (to enable a direct Banbury–Bletchley service) or at Bletchley (to enable a direct Milton Keynes Central – Bedford service).
Service pattern[edit]
As of May 2023, East West Rail Co. plans this service pattern on the Western section:[38]: 11
| Western section | |||
|---|---|---|---|
| Route | tph | Calling at | |
| Oxford to Milton Keynes Central | 2 | Oxford Parkway, Bicester Village, Winslow, Bletchley | |
| Oxford to Cambridge | 2 | Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands, Ridgmont, Bedford St Johns, Bedford, Tempsford, Cambourne, Cambridge South | |
| Bedford to Cambridge | 2 | Tempsford, Cambourne, Cambridge South | |
The Bletchley-Bedford stopping service on the Marston Vale line is assumed to continue under a separate franchise.
Additionally, since December 2016, Chiltern Railways have provided 2 tph between Oxford and London Marylebone using the section between Oxford and Bicester as part of Chiltern's Evergreen 3 project. The necessary chord between the Oxford–Bletchley line and the Chiltern Main Line was completed and the service commenced [initially from Oxford Parkway] on 26 October 2015.[39]
The TWAO states that no provision is to be made for a Milton Keynes Central–Marylebone service,[40] or for an Aylesbury–Manchester Piccadilly service.[35]
Approval[edit]
In the 2011 Autumn Statement by Chancellor George Osborne, the East West railway between Oxford, Aylesbury Vale Parkway and Bedford was approved and funded, with £270 million committed to the scheme.[19] A new station was to open at Winslow and a high-level station built at Bletchley. The Bicester Village to Bletchley and the Aylesbury to Claydon Junction sections were to be upgraded or built to a 90–100 mph (140–160 km/h) line speed.[19] At that stage it was due for completion in 2019.[19][41]
On 16 July 2012, the East-West Rail Consortium made the following announcement:
Developments and announcements for western section[edit]
On 10 January 2013, Network Rail announced its intention to construct the western section between Bedford and Oxford, Aylesbury and Milton Keynes, as part of their five-year strategic business plan (2014–2019). The target date for train services to be operational on this section was December 2017. Electrification of the line between Oxford and Bedford was also included in the budget and target completion date was March 2017.[42]
In November 2013, the East West Rail Consortium pledged an additional £45 million to the project. The chair of the East West Rail joint delivery board, Councillor Janet Blake presented a letter to Transport Minister Philip Hammond, confirming the financial commitment from the Board.[43]
From 1 February 2014, Network Rail began clearing vegetation that had grown over the abandoned track.[44]
In March 2014, Carillion and Buckingham Group announced that they were to undertake construction of the new link, commencing with the Oxford to Bicester stretch, with a contract value of £87 million,[45] but later that month Network Rail stated that there would be a delay in the completion of the line by two years until 2019.[46]
Early in April 2014, Network Rail acknowledged that the busy level crossing in Milton Keynes between Woburn Sands and Wavendon is presenting "a headache".[47] The report goes on to say that the crossing near Bow Brickhill (Brickhill Street in Milton Keynes to the A5) will be replaced with a bridge.[47]
In May 2014, Network Rail announced that the line will be opened to 125 mph (200 km/h) running, the current top speed for InterCity services. It is proposed that CrossCountry services, along with Chiltern Railways and London Northwestern Railway services will use the route.[48]
In July 2015, Sir Peter Hendy was appointed chairman of Network Rail "and asked by the Secretary of State to conduct a thorough review of the enhancement programme in England and Wales to see what can be delivered in an affordable and timely way within the funding period to 2019".[49] The report states "During CP5 development work will continue into the full re-opening of the route between Bicester and Bletchley [...] and delivery will be started as soon as possible".[50] However, in the table that lists in detail the revised work programme, the route is shown as one of the "Projects with significant delivery in CP5 and completion in CP6".[51] (CP5 is 2014–2019; CP6 is 2019–2024.[52])
As part of the Budget of March 2016, the Chancellor, George Osborne, wrote to the National Infrastructure Commission (NIC) to ask them to develop proposals for unlocking growth, housing and jobs in the Cambridge – Milton Keynes – Oxford corridor. The letter made reference to the East West Rail Link, raising the possibility of further development of the line in the future.[53][54]
In May 2016, the Department for Transport revealed that it 'is considering a new franchise to operate services on the east-west rail link' and that 'development of the proposed franchise will start in 2018 (including a competition period)'.[55]
By August 2016, it became clear that Network Rail considers the project to be 'no longer the third most important project in the country' (after HS2 and Crossrail) and that delivery of the core of the Western Section (Oxford to Bedford via Bletchley) might slip beyond 2024,[22] with the connection to Aylesbury due even later.[23] Councillor Rodney Rose, chair of the East West Rail Consortium suggested that the main causes of the delay include delays arising from rail electrification difficulties and fiscal uncertainty arising from the UK's decision to leave the European Union.[22] In October 2016, the Minister instructed Network Rail to delete electrification from the design, but to maintain clearances to permit a retrofit at an unspecified future date.[35]
In November 2016, Chancellor of the Exchequer Philip Hammond announced £110 million funding to ensure completion of the Bicester–Bedford segment by 2025.[56]
In December 2016, the Transport Secretary announced his decision to privatise the line.[57] A new entity will be responsible for track and infrastructure, as well as operating train services, which, he believes, will deliver an Oxford–Cambridge service at an earlier date than is realistic for an overcommitted Network Rail.[57]
In July 2017, Network Rail began a public consultation on the details of its proposals for the Bicester–Bedford section.[58]
In August 2017, the East West Rail Alliance,[59] the consortium – VolkerRail, Atkins, Laing O'Rourke and Network Rail – developing the Western section, noted that the decision by the Department for Transport to delete electrification from the specification was causing further delay to the programme, because work already done on the TWA applications would need to be reworked.[60]
In November 2017, in its report on the Cambridge – Milton Keynes – Oxford corridor, the NIC called for the line between Bicester and Bedford to be reopened by 2023 and Bedford/Cambridge by 2030, and for the development and construction of a link between the M1 motorway and Oxford by 2030, as part of the proposed Oxford–Cambridge Expressway.[61] In his budget of November 2017 the Chancellor, Philip Hammond, allocated further funding to open the western section by 2024 via a new company, the East West Railway Company, which was established in December 2017.[62]
In December 2017, the Transport Secretary announced the establishment of a new East West Railway Company which will oversee the establishment of both the Western & Central Sections of East West Rail Link. The budget in November 2017 announced the completion of the central section by 2030 and a preferred route to be announced in early 2019 following a number of public consultations.[63][64][9]
In April 2018, the chairman of the East West Railway Company, Rob Brighouse, suggested a new line between Milton Keynes and Bedford might avoid the problems with the current Marston Vale Line. These problems are the all-stations hourly stopping service operated by London Northwestern Railway and numerous level crossing on the route: these could limit capacity for through regional trains. He acknowledged that this proposal could be expensive but suggested the private sector could help fund it. He also suggested then that the Western Section could be completed by 2022, ahead of the planned 2024 opening date.[65]
On 27 July 2018, Network Rail submitted a Transport and Works Act Order (TWAO) application to the Secretary of State for Transport for the Bicester-Bletchley segment.[66] The Public Enquiry ended on 1 May 2019.[66]
A DfT/EWR report that considers the strategic and economic cases for the Western Section Phase 2 project was published on 7 December 2018.[67]
In July 2019, the EWR Company announced that it will be issuing Invitations to Tender for rolling stock 'later thisyear',[68] possibly as early as August.[69]
In January 2020, the chairman of the consortium said that, following the public inquiry into the western section that had been held in 2019, he hoped there would be a positive announcement on the TWAO in the 'very near future', with major construction work starting later in 2020.[70] In February 2020, Transport Minister Grant Shappsapproved the TWAO.[24][71]
In March 2020, the company invited tenders for supply of twelve to fourteen three-car (self-powered, driver-controlled) trains on a four-year lease.[72]
In April 2020, the EWR Alliance published its schedule of works, which projects that the infrastructure will be fully tested and ready to use "in 2024".[59]
In April 2023, the Department for Transport announced its intent to negotiate an amendment to its current agreement with Chiltern Railways, to add operation of the Oxford – Milton Keynes Central service, with effect from December 2024.[73]
March 2021 consultation[edit]
In March 2021, the company opened "non-statutory" consultation on its plans for the Western (and Central) segments.[74] A more detailed technical report[75] supports the consultation document.[76] In an associated document, it announced that its opening plans for East West Rail have changed, notably deferring indefinitely a connection to Aylesbury.[77]
The new plans divide the schedule into Connect Stages. "Connect Stage 1" should open in 2025 and see two trains per hour from Oxford to Milton Keynes Central. "Connect Stage 2" is planned to run between Oxford and Bedford (Mainline) after upgrading the Marston Vale line. Although work had been planned as part of the Western Section this could not provide the two trains per hour to Bedford nor accommodate an extension to Cambridge.[77]
"Connect Stage 1" proposes changes to Oxford, Oxford Parkway and Bicester Village railway stations. For Oxford, proposals are for two additional platforms (platform 5 and Platform 0), two new sidings south of Platform 1 and 2, additional crossovers and two additional tracks to accommodate the 6 trains per hour planned for EWR.[78] Oxford Parkway and Bicester Village could get expansions to the car parks at both stations. The report moots the closure of the London Road level crossing in Bicester, with several options put forward for replacements.[78]
"Connect Stage 2" might involve:[79]
- a new platform at Bletchley opposite platform 6 (in addition to the high-level platforms already scheduled)
- reinstatement of the second track at Fenny Stratford
- possible closure of the original Bow Brickhill and Woburn Sands stations and their merger onto a new site just west of Woburn Sands, in a possible Milton Keynes south-east expansion area.[80]
- relocation of Ridgmont station to accommodate passing loops and a merger with a (potentially closed) Aspley Guise
- relocation of Bedford St Johns either close to the hospital or south west of the existing site, both of which options require realignment of the existing track,
- remodelling Bedford (mainline) railway station (discussed below).
- closure of level crossings across the route
Other proposals put forward for Connect Stage 2 regarding services and stations are to retain the existing 'all stations' hourly service between Bletchley and Bedford and to provide two trains per hour between Cambridge and Bletchley as well as two trains per hour between Oxford and Cambridge both stopping at Woburn Sands and Ridgmont. Another option is to replace the stations with five newly relocated stations (at Woburn Sands, Ridgmont, Stewartby, Lidlington and Bedford St Johns.[79]
In May 2023, the EWR Company announced that the Aylesbury branch was not being funded.[11]
(The consultation also describes the route options between Bedford and Cambridge, as discussed below.)
Engineering and construction works[edit]
From April 2020, work began to refurbish the Bletchley Flyover, with sections beside and over the WCML being removed in April and May.[81][82] The arches crossing Buckingham Road (on the east side of WCML) started being removed on 5 July 2020.[83] During summer 2021, a new structure, in the form of a box tunnel around the WCML, was completed.[84] By early February 2022, 1.5 km (0.93 mi) of track had been installed over the new flyover, enabling engineering trains to reach the eastern end of the construction site.[85]
At Bicester, the first section of new track for the EWR2 project was successfully installed in April 2021. "This is a key milestone for the project because it is not only the first section of track, but it will also enable access for the engineering trains that will carry out the track construction across the whole project".[86] At Bletchley in late 2021, track was installed over the new flyover, enabling engineering trains to reach the eastern end of the construction site.[87]
In December 2023, East-West Rail Partnership announced that the track laying between Bicester Village and Bletchley was 99% complete, including bridges, earthworks and an underpass at Calvert.[88] The track was completed ceremonially on 7 March 2024.[3]
Delivery[edit]
Phase 1: Oxford–Bicester[edit]
The section from Oxford through Bicester Village to the Chiltern Main Line was rebuilt as part of Phase 2 of Chiltern Railways Project Evergreen and adopted as Phase 1 of the East West Rail Link.[89] Chiltern Railways began service over it, from Oxford Parkway to Marylebone, on 26 October 2015;[39] and from Oxford station to Marylebone on 11 December 2016.[90]
Central section[edit]
The Varsity Line route trackbed alignment between Bedford and Cambridge is no longer available for East West Rail because key sections of it have been reused for other purposes since the closure of this part of the line in 1968. These include the Ryle Telescope (part of the Mullard Radio Astronomy Observatory), Trumpington Meadows, the Cambridgeshire Guided Busway and National Cycle Route 51 as well as housing at Potton, Sandy, and Trumpington.
Developments and announcements for central section[edit]
In March 2016, Network Rail announced that the link would connect to the East Coast Main Line (ECML) via (or near) Sandy.[91] In the 2016 Autumn Statement, the chancellor announced £10 million of funding to continue to develop plans for the route.[92]
On 30 October 2018, the Chancellor of the Exchequer announced in his Autumn Budget that £20 million was being made available for work to develop a "strategic outline business case" for the Bedford–Cambridge segment.[93]
In December 2018, in a paper published jointly with the Department for Transport, EWR Ltd. reported that it intended to begin consultations on the route of the central section "early in 2019".[67]
On 28 January 2019, East West Railway Company revealed five potential routes in the consultation which ran from 28 January until 11 March 2019.[94]
- Route A involves going from the Marston Vale line to a new Bedford South split-level station with the Midland Main Line then to a relocated Sandy station, south of the existing station. The route then heads east to a new station at Bassingbourn before then joining the Great Northern route to Cambridge.
- Route B involves running from the Marston Vale line to a new Bedford South station before then running to a relocated Sandy (to the north Tempsford area or south of St. Neots). The route heads east to a new station in Cambourne before swinging south to join the existing line northbound to Cambridge.
- Route C involves running from the Marston Vale line to a new Bedford South station before continuing to a new junction station at Tempsford with the ECML and then continuing on the ECML to Sandy. The route then leaves the ECML and heads east to a new station at Bassingbourn before joining the existing line northbound to Cambridge.
- Route D involves running from the existing Bedford (Midland road) station heading north then turning east towards a new Tempsford station before joining the ECML and heading to Sandy. The route then heads east towards a new station at Bassingbourn then joining the existing line northbound to Cambridge.
- Route E involves running from the existing Bedford station heading north then running to Tempsford where a new station would be built then (bypassing Sandy) the route heads east to Cambourne where a new station would be built. The route then joins an existing line northbound to Cambridge
None of the route options connect to Cambridge via Cambridge North as this option was ruled out in the evaluation stage.[95] However, its section 7.7 concedes that two of its routes could alternatively approach Cambridge from the north if new information is provided to EWR Co through the consultation that suggests that this would be better.
The consultation document proposes a target date of "mid 2020s" for the central section to be completed.[94]
In September 2019, the government declared the Central Section a nationally significant infrastructure project.[96]
In September 2022, the government confirmed East West Rail and Cambridge South as two of the "138 major infrastructure projects that the Government aims to fast-track," although "inclusion in the list [does] not guarantee funding, planning consent or approval at this stage".[97]
Route selected[edit]
In January 2020, the company announced that Route E (Bedford Midland – "south of St Neots / Tempsford area" – Cambourne – Cambridge) had been selected as the preferred route.[70]
Go-ahead for Cambridge South railway station was announced in the budget of 11 March 2020.[98] On 22 June 2020, Network Rail revealed that its preferred location for the station was at a site adjacent to Addenbrooke's Hospital and the Cambridgeshire Guided Busway crossing.[99] The indicative route E corridor for the East West line shows a junction with the West Anglia Main Line (WAML) south of Cambridge but is (deliberately) vague about the precise location of this junction and thus its position relative to that of Cambridge South; local media reports anticipate that it will be such as to enable East West trains to stop here.[100]
In late December 2020, EWR Ltd. announced that it would begin an informal consultation on the route details in "early 2021".[101]
Route option lobbying[edit]
The northern route was promoted by a private interest group "CamBedRailRoad", which sought to connect EWR via a new line to Cambridge North.[102] East West Rail Ltd rejected this option in favour of a broad 'route corridor' ("Option E") running south of Cambridge, probably but as of October 2020 not definitely, via a new Cambridge South station on the Cambridge line and the WAML.
A group called "Cambridgeapproaches" was formed in June 2020 from a collection of parishes in the Option E area to review route alignments in the area and to consult residents on alternatives.[103]
2021 Bedford–Cambridge route alignment consultation[edit]
In March 2021, East West Railway Company opened an "informal consultation" on proposals for the Central section’s route alignment. The proposals put forward include:
- in Bedford:[104]
- relocation of Bedford St Johns;
- either expansion of the mainline station with three new platforms or complete relocation of the station;
- possibly widening the Midland Main Line corridor north of the station to give EWR its own dedicated tracks;
- narrowing the (EWR) route corridor options near Tempsford and Cambourne:[105]
- there are two potential sites for the ECML crossing: one just north of the historic station and the second a mile or so closer to St Neots, which it calls "St Neots South". Table 9.2 strongly prefers the latter option. Whether there will be a junction station is left for others to decide;
- two potential sites are proposed for Cambourne station: one across the A428 from the town and the second on the south side. The report favours the former.
- on the approach to Cambridge:[106]
- the option to join the WAML directly is dismissed as infeasible for a variety of reasons;
- instead, the EWR will merge first with the Cambridge Line (also known as the Shepreth Branch Line) via a grade-separated junction (Hauxton Junction) between Harston and Newton and then onward to the WAML;
- increasing the number of tracks on the WAML from Shepreth Junction to Cambridge (central) station from two to four, with associated changes to that junction;
- two further platforms to be added at Cambridge, using space currently allocated to sidings.
2021 Bletchley–Bedford stations review[edit]
In the same consultation, the company put forward proposals for the stations between Bletchley and Bedford (currently known as the Marston Vale Line. The proposals put forward include:[107]
- Woburn Sands could be relocated to the western outskirts of the town, between the existing Woburn Sands and Bow Brickhill stations, which would close;
- Ridgmont could be relocated to the west;
- Lidlington could be relocated between the existing Lidlington and Millbrook stations which would close;
- Stewartby could be relocated between the existing Stewartby and Kempston Hardwick stations which would close
As of May 2023, the results remain almost evenly divided with further work to be explored.[38]
2023 Bedford–Cambridge preferred route[edit]
In May 2023, following public consultation, EWRL published its preferred route for a new line between Bedford and Cambridge. The preferred route, which will be subject to statutory consultation in the first half of 2024, includes a new interchange station (with the ECML) at Tempsford, a new station at Cambourne, then to Cambridge via Cambridge South station. The plan requires the compulsory acquisition and demolition of 65 houses in Bedford so that an additional two tracks can be laid north Bedford station.[108][38]: 14
A majority of the section via Tempsford will broadly follow the route of the planned A1–M11/A14 link.[38]: 97 The report also presumes significant future urban development of the Tempsford area, particularly the disused RAF Tempsford site.[38]: 100 Although the route into Cambridge via Cambridge South would be more expensive than the alternative northern approach, EWRL believes that it would bring greater economic benefits to the region.[38]: 15 Endorsing the proposed route, the Secretary of State for Transport (Mark Harper) confirmed the Government's continued support for the project.[108]
In October 2023, Network Rail awarded a contract for construction of Cambridge South station.[109]
NAO investigation[edit]
In October 2023, the National Audit Office (NAO) announced that it intended to assess the "economic and strategic" case for the project.[110] In December 2023, the NAO released its report which,[111] among other remarks, observed that:
Eastern section[edit]
The track in this section is all in place and operational: from Cambridge to Norwich, Felixstowe and Ipswich. The plan would see more services on the existing Felixstowe Branch Line, Ipswich to Ely Line, and parts of the East Suffolk Line and Great Eastern Main Line. Hourly services in both directions between Cambridge and Ipswich were started in 2004. There are also hourly passenger services between Cambridge and Norwich operated by Greater Anglia, although these run on the Breckland line (via Ely and Thetford) instead of the Great Eastern Main Line.
A section of Felixstowe Branch Line was doubled in 2009 to allow freight trains to pass each other at Derby Road in Ipswich[113] and there were plans to double 5 miles (8.0 km) of route from Nacton to Trimley[114]together with other work as part of the Felixstowe and Nuneaton freight capacity scheme. The "Bacon Factory Curve" in Ipswich was completed in March 2014 to allow trains from Felixstowe to continue to the West Midlands without reversing at Ipswich.[115]
In January 2019, East West Rail Consortium released a document to press the case for the Eastern section to Norwich via Ely, and to Ipswich via Bury St Edmunds.[116]
See also[edit]
- Oxford-Cambridge Arc
- Felixstowe to Nuneaton railway upgrade
- Northern Powerhouse Rail, proposed upgrades to the Liverpool–Hull cross-Pennines route, especially the Liverpool–Manchester–Leeds section.
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