Planned and proposed route |
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| Location | Oxfordshire, Buckinghamshire, Bedfordshire |
|---|---|
| Proposer | East West Rail Consortium |
| Website | East West Rail Consortium |
| Status | Planned |
| Type | Railway |
| cost estimate | £270 million (Oxford/Aylesbury - Bedford) £530 million (whole route) |
| completion date | 2017 (Oxford/Aylesbury - Bedford) |
| Geometry | KML |
East West Rail Link[1] is a planned new railway line in England to provide a fast outer orbital railway to the north of London, linking the Great Western Main Line, Oxford, Bicester, Milton Keynes, Bedford, Cambridge, Ipswich and Norwich for both passenger and freight traffic. It is being promoted by the East-West Rail Consortium, a consortium of local authorities and interested bodies along the route. The Western section (Oxford - Bedford) got funding and the go ahead in November 2011, with completion expected in 2017.[2]
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The link is promoted by the East West Rail Consortium, which was initiated by Ipswich Borough Council in 1995 and which it chaired for 10 years. 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.[3]
In 2001, the Strategic Rail Authority rejected the option to reopen the stretch of line between Bicester and Bletchley.
In 2005 Buckinghamshire County Council took over chairing the Consortium.[4]
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 but gave no indication of underwriting that opinion.[5]
In May 2006 the Department of Transport announced[6] specific plans for Bletchley station. The document states 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 the expansion plans for Milton Keynes, the area around Newton Longville is to be extensively developed. A new passenger station for Newton Longville is included[7] in the "MK2031" strategic plan, with a spur to a new platform at Milton Keynes Central. The line to here has already been reinstated to take freight trains to the land-fill site nearby.
On 4 December 2006, work began at Milton Keynes Central to prepare for a service connection from the Marston Vale Line.[8][9] The project was completed in early 2009.
During 2006 it was announced that, in a bid to co-host the 2012 London Olympics, a large rowing lake would be built near the former station site at Willington in Bedfordshire, in return for a licence to extract gravel.[10] The lake would cut through the route of the trackbed between Bedford and Sandy and any subsequent bridging costs would seem to be prohibitive, especially given the uninterrupted span that would be required to avoid obstructing the lake.
In March 2007, a study (funded by the councils and other interested parties along the route) declared at p. 38, 5.1 A very good operating and business case exists for [a "base case" for a] 2 trains per hour passenger service between Oxford and Milton Keynes, and an operating case also exists for the Aylesbury spur which would bring further economic and strategic advantages to the subregion. Capital cost for the base case is between £100m - £135m. The base case and the Aylesbury options should be further considered in the next phase of work.[11]
In April 2008, the Department for Transport responded to an e-petition for support on East West Rail by reiterating that they would encourage private funding.[12]
The current proposal for a new eco-town at Weston Otmoor also proposes a dedicated new railway station on the Oxford-Bicester line, citing direct commuter trains to London, with the reinstated east-west rail link giving access to Milton Keynes and Oxford. The proposals were examined in summer 2008, and a further consultation period extends to April 2009. [13]
Chiltern Railways has opened Aylesbury Vale Parkway (AVP) 3 miles (4.8 km) to the north west of Aylesbury town station, adjacent to the A41 and the major development at Berryfields on the old Varsity Line in December 2008. It is also proposed that this line is extended further north to reach a rebuilt Oxford-Bletchley line. Chiltern Railways also has long-term aspirations to reach Milton Keynes.[14]
The plan is divided into three sections:
From Norwich and Felixstowe and Ipswich to Cambridge using the existing Felixstowe Branch Line, Ipswich to Ely Line, and parts of the East Suffolk Line and Great Eastern Main Line. An hourly service in both directions between Cambridge and Ipswich was started in 2004. There is also an hourly passenger service between Norwich and Cambridge by National Express East Anglia.
A section of Felixstowe Branch Line was recently doubled to allow freight trains to pass each other at Derby Road in Ipswich[15] and there are plans to double of 8 km of route from Nacton to Trimley[16] together with other work as part of the Felixstowe and Nuneaton freight capacity scheme. The 'bacon chord' in Ipswich is be protected to allow trains from Felixstowe to continue to the West Midlands without reversing at Ipswich.[17]
There is currently no suitable route from Cambridge to Bedford since the Bedford and Cambridge Railway closed in 1967 and key sections of this line have since been re-used for other purposes, including the Ryle Telescope as part of the Mullard Radio Astronomy Observatory, the Cambridgeshire Guided Busway, National Cycle Route 51 and also housing and a proposed new rowing lake near Sandy.
Three main infrastructural options for linking to the ECML:[18]
The central option has been costed at £250 million and the southern option at £300 million.[19] An operational scenario based on the southern route but serving Cambridge and not Stansted was stated to have the best financial case. The northern route, though the cheapests was not fully pursued as it was considered to be outside the aims of the EWRC.
The possible Stansted Airport link would use the East Coast Main Line via the Hertford Loop Line and the Hertford East Branch Line to the West Anglia Main Line heading north and would involve the creation of a route from Hertford East station to Hertford North in Hertford with significant difficulties within Hertford[20] and a new chord near Rye House railway station.[21]
The western section would link Oxford to Bedford and also to Milton Keynes, the West Coast Main Line and possibly also Aylesbury. It would use the Oxford to Bicester Line, then a renovated section of the Varsity Line from Bicester to Bletchley, and finally the Marston Vale Line from Bletchey to Bedford. The existing Cherwell Valley Line would be used to link to the Great Western Main Line at Didcot Parkway railway station, and a new passenger service to Aylesbury might be created using a freight-only section of the Great Central Main Line from Aylesbury Vale station connecting to the Marston Vale Line at Calvert, near Claydon. The western Section of the East West Link is being developed by the Milton Keynes Partnership and Chiltern Railways.[22]
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.[23]
In March 2008, a £2 million engineering survey of the existing and removed tracks was launched,[24] and those undertaking the engineering survey stated that a 100 mph link between Oxford and Bletchley could be achieved for around £190 million. If construction were to start in 2009 as they then hoped, the upgraded / re-opened line could be in service by 2012.[24]
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.[25]
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.[26]
According to section 3 of the October 2008 Progress report,[27] during 2008 a number of proposals from other parties emerged which might have a significant impact on the project:
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 of 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.[28]
According to the December 2008 announcement, a final outline design and report is expected by December 2009.
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, the "Clients"). 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 AVP project. The line from north of Wolvercote Tunnel (just north of Oxford) through Bicester to Bletchley would be enabled for 100 mph double-track running. The Oxford-Wolvercote Tunnel section, and the Aylesbury-Calvert line if also provided, would be 90 mph 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.
Both options would see the present hourly stopping service between Bletchley and Bedford reduced to every two hours (apparently conflicting with the stated aim of improving stopping services), but with an additional hourly semi-fast service stopping only at Woburn Sands. Both options would provide two services per hour over the Oxford-Bletchley section: under the Regional option, both services would serve Milton Keynes via the West Coast Main Line; under the Local option there would be more stops than the semi-fast Regional Rail service, and one service would continue semi-fast to Bedford instead, an additional Milton Keynes train serving Aylesbury via Bletchley. A further possible hybrid option was identified based on the Regional Rail option, but with the additional hourly train serving Aylesbury working through to Bedford.
Following a joint travelling exhibition by the Consortium, Milton Keynes Partnership and Chiltern Railways in April 2009,[29] the May EWRC 2009 publicity leaflet cites the following proposed service patterns:
In the 2011 Autumn Statement by Chancellor George Osborne the East West railway between Oxford, Aylesbury Vale Parkway and Bedford was given the go ahead with £270 million committed to the scheme.[2] One station will reopen at Winslow while the Bicester Town and Aylesbury to Bletchley sections will be upgraded or built to a 90-100mph line speed.[2] Currently it is due for completion in 2017.[30][2]
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