It does stand to reason that a justifiable source of revenue income is required to justify a curve at Clapham/Oakley, but you sometimes wonder how many routes are crossed out because 100 metres of track isn't laid.
But it isn't just 100m of track. Avoiding freight standing foul requires 1km minimum. There's also 2 or more junctions, legal costs, land costs, design costs, feasibility studies (technical, engineering, capacity, operations), public consultation, compensation to Passengers & Operators for disruption while the line is built, compensation to neighbours for noise/value loss. Yes there are plenty of curves that are below standard that are still in use, but they're a colossal pain for the railway and it's only the cost of rebuilding them to standard that stops them being rebuilt from scratch.
I have a couple of questions -
Is Sharnbrook tunnel part of the W12 gauging? Or would any intermodals have to go over to the fasts?
I don't know 100% but if the tunnels have been wired (fairly sure they have) they will almost certainly be cleared to W10/12.
Where is the proposed southern facing curve at Oakley/Clapham likely to be? If you can shorten it down to south of the northern Oakley bridge or south of it (or north of the old station or south of it). I still haven't seen precise maps of this.
The precise line of EWR has not been fixed, but the broad corridor indicated is to pass between Bedford itself and Clapham, east of the village itself.
As for stations, any station would require quite a bit of space for car parking. If one was built on the MML section i'd like to see some extra sidings there for THL trains relieving Bedford of capacity issues. Bedford would better be served as a through station than a terminating one, at least for a couple of services an hour.
TL (THL makes no sense as an acronym, personal pet peeve) will continue to terminate at Bedford for the majority of services. When EWR comes in it'll need to be rebuilt anyway, so building a new station to relieve Bedford is not money well spent. The new Corby electric services are proposed to stop at Bedford on their way north, so the benefit to extending TL to a new station would be purely for the community served by the new station.
Any new station would need to make it's case independent of changes to Bedford, but the line near both Oakley and Rushden is close to the A6, and there is a lot of development going on around there so car parking shouldn't be too much of a problem to provide.
As for Oakley only being 4 miles north of Bedford, you have to remember that Wixams is only 4 miles south of Bedford and the station still has some justification as it was sold as a sweetener for anyone buying homes there years ago.. never happened yet though.
Using a station that has only been talked about rather than in any serious state of advancement is perhaps not the strongest comparison to make. A better one would be Bletchley and Wolverton, both 3 miles from Milton Keynes Central.