Overview of the new infrastructure
Between Oxford and Bedford, East West Rail services would use the existing railway, albeit with a number of upgrades and improvements to accommodate the new service. Between Bedford and Cambridge East West Rail services would require an entirely new railway.
Where East West Rail services use the existing railway the increased number of train services would lengthen wait times at level crossings. Some of these crossings would be retained; others would be replaced with new road bridges over or under the railway, or they would be closed and routes potentially diverted via new crossing points.
Some of the existing stations between Oxford and Bedford would need to be modified, with platforms widened and extended and new and improved access provided along with other new facilities such as expanded car parking. On the Marston Vale Line between Bletchley and Bedford, existing stations would be consolidated or updgraded.
Along the route East West Rail would intersect with other railways and train services.
Illustration of a typical East West Rail station
Between Bedford and Cambridge, the new railway would create a new transport corridor. While partly running at-grade (along the surface of the land) the project would require engineered structures such as embankments, viaducts, cuttings and tunnels to carry the railway across the undulating landform, rivers and roads. Where the route crosses existing roads, tracks and paths, access would be maintained using new bridges over or under the railway or using diversions to other crossing points. New stations would be constructed at Tempsford (south of St Neots) and Cambourne, and works would be required to upgrade existing station facilities in Bedford and Cambridge.
At several locations, East West Rail would require new tracks and track infrastructure such as passing loops (to allow faster trains to overtake slower ones), turnbacks (where trains can reverse for return journeys), turnouts and crossovers (points where trains can change tracks), stabling facilities (for temporary parking of trains) and maintenance depots. To increase service capacity, the addition of one or more new operational lines alongside the existing tracks would be required in some locations, including certain sections in Bletchley (Fenny Stratford), Bedford and Cambridge.
East West Rail’s traction power system could require changes to road bridges along the existing line between Oxford and Bedford to make room for overhead electrification. It would be necessary to upgrade existing railway systems for signalling, railway telecommunications (including masts) and power supply.
Works throughout the route would also necessitate diversion of utilities including overhead transmission lines and underground gas, power, telecoms, water and sewerage infrastructure.
East West Rail services
As East West Rail develops through each of its three connections stages, new rail services will be gradually introduced, firstly between Oxford and Milton Keynes with Connection Stage 1 in 2025; then between Oxford and Bedford with Connection Stage 2; and lastly the full Oxford – Cambridge service with Connection Stage 3. The service patterns that are expected for each stage are set out below.
| Connection stage | Service pattern with MVL Existing Stations Option | Service pattern with MVL Consolidated Stations Option |
| Connection Stage 1 Oxford to Milton Keynes passenger services introduced from 2025 | 2 x Oxford to Milton Keynes services in each direction per hour | |
| Connection Stage 2 Oxford to Bedford passenger services introduced from 2030 | 2 x Oxford to Milton Keynes services in each direction per hour 1 x Oxford to Bedford service in each direction per hour 1 x Bletchley to Bedford service in each direction per hour (existing) | |
| Connection Stage 3 Oxford to Cambridge passenger services introduced from 2030 | Assuming the Existing Stations for MVL stations: 2 x Oxford to Milton Keynes services in each direction per hour 2 x Oxford to Cambridge services in each direction per hour 2 x Stewartby to Cambridge service in each direction per hour 1 x Bletchley to Bedford service in either direction per hour | Assuming the Consolidated Stations for MVL stations: 2 x Oxford to Milton Keynes services in each direction per hour 2 x Oxford to Cambridge services in each direction per hour 1 x Stewartby to Cambridge service in each direction per hour 1 x Bletchley to Cambridge service in each direction per hour |
Powering the trains
EWR Co has a strategic objective to enable net zero passenger journeys in line with the UK’s commitments. The proposals included in this consultation set out EWR Co’s preference to use a system known as ‘discontinuous electrification’ combined with hybrid battery-electric trains. Further work is needed to confirm the suitability of discontinuous electrification for the route rather than full electrification, and the draft Order Limits presented at this stage would allow for full electrification should this be identified as necessary during the next stages of design.
Discontinuous electrification uses a combination of electrification (through overhead line equipment, or OLE) along sections of the route, and batteries onboard the trains to provide traction power along section where there is no OLE. This approach could provide a sustainable and cost-effective solution which would support the ambition of zero emission passenger railway services along the East West Rail route.
General cross section showing overhead line equipment along new railway
In providing an overhead electrification system, incoming power supplies would need to be provided from existing electricity grid supply points. These supplies would feed substations situated adjacent to the railway, which would then distribute power along the railway via the OLE. Indicative locations for these substations and associated utility works are included in the draft Order Limits, although a range of options for traction power compounds are being considered at this stage.
In the short-term, some diesel-powered trains will run between Oxford and Bletchley/Milton Keynes when this section of the railway starts operating. EWR Co are working to accelerate the introduction of services from Oxford to Bedford before the railway to Cambridge is operational and OLE has been installed. As a result diesel-powered passenger trains may run on this section until all construction through to Cambridge is completed. This temporary solution would mean passenger services can start as soon as these sections of the line are built and deliver benefits to communities sooner.
The decision to adopt either a full or discontinuous overhead electrification system for East West Rail influences the choice of trains (rolling stock). EWR Co’s current preference for discontinuous electrification would require hybrid battery-electric traction rolling stock. Full electrification of the route would mean a different type of rolling stock would be used.
Operational facilities
To support the operation of East West Rail, a variety of facilities and buildings would be needed across the route, including stabling and sidings for trains, depots to maintain trains, and areas that can be used to store material needed for maintaining the track and systems themselves. Staff car parking and welfare facilities would also be required at various locations.
The locations for these facilities are still being evaluated and the areas currently under consideration are presented as part of this consultation. The proposals will be confirmed at the statutory consultation, after taking account of feedback received and following further design development.
Passing loops
A passing loop is an additional section of track laid parallel to the main line, with signalling and points that allow a train to enter and exit the loop at either end. East West Rail requires passing loops to enable trains of different length, type and speed to pass each other and to allow trains to be held whilst they are integrating with the busy national network routes. Passing loops also provide resilience for an operational railway, so that incidents or periods of delay can be managed.
The project would include passing loops at a number of locations between Oxford and Cambridge, with some optionality remaining in the Ridgmont and Stewartby area.
Level crossings
Level crossings inevitably present a higher risk than bridge or underpass crossings for people crossing the line. They also result in delays for road users when barriers are down, and these would only increase at existing crossings as a result of the additional East West Rail services.
For existing sections of railway, EWR Co has carried out risk assessments to determine whether existing level crossings along the route can remain open (and if they can what works are required to upgrade them) or whether they need to be closed and, if they do, whether replacement crossings are needed.
Freight
East West Rail’s primary purpose is to provide connectivity between communities and support economic growth as a passenger railway. Alongside this, and noting that freight already runs on sections of the route, the previous government asked EWR Co to consider how the railway can maintain existing freight services that already run through commuter hubs including Oxford, Bicester, the Marston Vale and Bedford, and plan for increased future freight demand to enable wider economic growth.
EWR Co will continue to develop the proposals, considering potential freight demand and requirements for non-passenger services to inform the way forward and the overall assessment of the project.
