Should Didcot to Oxford be electrified to release Turbos for work elsewhere?

[TheWalrus]

Personally, in the longer term, I think they should electrify Didcot to Oxford and use 387s on London to Oxford shuttles to release a couple of sets.

 

[daodao]

Personally, in the longer term, I think they should electrify Didcot to Oxford

Yes, but only in the very long term, when lines north of Oxford (E-W rail, and/or to Banbury and beyond) are also electrified.

 

[TheWalrus]

Yes, but only in the very long term, when lines north of Oxford (E-W rail, and/or to Banbury and beyond) are also electrified.

I think Didcot to Oxford should be done as priority. This means EMUs can operate the shuttles and London-Oxfords. Bi-modes can use the wires such as the Cotswolds services and if XC get bi-modes in the future.

I agree it should be part of a greater plan to do Oxford-Coventry for XC, Chiltern lines and Snow Hill lines.

 

[Mitchell Hurd]

I think Didcot to Oxford should be done as priority. This means EMUs can operate the shuttles and London-Oxfords. Bi-modes can use the wires such as the Cotswolds services and if XC get bi-modes in the future.

I agree it should be part of a greater plan to do Oxford-Coventry for XC, Chiltern lines and Snow Hill lines.

Do GWR have enough 387's for Didcot to Oxford though? Don't forget they lost a few to Great Northern and they they still need a few 12-car trains for some workings.

New bi-mode commuter trains should take over the Turbos, preferably 110mph ones!

 

[Horizon22]

On GWR / Western, Didcot to Oxford should probably be the #1 priority. As suggested part of the wider plan to Coventry as well, as was suggested almost 10 years ago.

Then completing to Bristol, then possibly Bedwyn and then if the Thames Valley Branches can be done that would be the order I'd do it in.

 

[HSTEd]

Ultimately, yes.

Unfortunately given the status of the 25kV electrification programme, I would not expect it to ever get done.

 

[Snow1964]

Yes, and short term could probably just do a quick job with just current northbound platform done, as soon as new loop platform opens, treating it as electric bay platform.

Subsequently should continue the electrification, (adding the other tracks), continuing towards East-West route

 

[cle]

It definitely should be, it was the plan. But the project was horribly run and the money ran out.

Some shills on here are now revisionist-ing this into a good thing. But it's stupid. I'm sure that it'll be top of the list to get re-activated. To me, it's more important than getting to Bristol, which hasn't impacted any services - only pans up/down. This created a whole new bitty problem.

Plus Oxford has more network 'sparks goals' - either up to Coventry, or over to Bletchley. Which improve business cases for future infill. Nothing like that at Bristol really.

And the new semi service (fast to Slough) getting to Oxford would be something of a consolation for Slough-Oxford journeys. Plus give a quicker journey into London for the Berks/Ox calls, if re-connected.

 

[Bald Rick]

I’d say it should be priority #1 for electrification anywhere in this country.

 

[Bletchleyite]

Personally, in the longer term, I think they should electrify Didcot to Oxford and use 387s on London to Oxford shuttles to release a couple of sets.

It absolutely should, as soon as possible. Not specifically to release Turbos, but just because it's utterly ridiculous it wasn't done in the first place. And yes, bolt EWR onto it too in due course.

Bristol TM via Bath is the other obvious GWR "missing link" that should have been done in the first place and needs doing ASAP.

 

[TheWalrus]

Do GWR have enough 387's for Didcot to Oxford though? Don't forget they lost a few to Great Northern and they they still need a few 12-car trains for some workings.

New bi-mode commuter trains should take over the Turbos, preferably 110mph ones!

What about new Stadler Flirts perhaps?

 

[tomuk]

Yes it should be done as a priority as long as Oxford station rebuild is sorted first. Then time to finish the electrification to Bristol.

 

[daodao]

I’d say it should be priority #1 for electrification anywhere in this country.

Why? I can think of much better cases elsewhere, but won't go off topic by mentioning them here. The only real benefit would be conversion of the hourly London-Oxford fast service to full electric traction. The hourly London-Oxford-Worcester/Hereford service would still only be able to use bimodes.

Once E-W rail opens, joining the dmu Didcot-Oxford shuttles to the new dmu E-W rail service would be more beneficial from a connectivity perspective than relinking them to the Reading-Didcot stopping service and have the additional benefit of reducing the number of trains terminating at Oxford.

 

[RobShipway]

Personally, I think the route between Reading and Basingstoke is more of priority, than Didcot - Oxford, which many have said should also be included in any wiring to Coventry, Birmingham Moor Street/Snow Hill.

Before any asks why I believe that Reading - Basingstoke should come before Didcot - Oxford, it is down to the fact that there is a fair bit of freight that travels down to Southampton on this route. yes, that freight will need a b-mode or tri-mode locomotive. That will hopefully come in the form of the class 99.

However, I am 53 and to be honest do not expect to see the wiring of either Reading - Basingstoke or Didcot - Oxford in my lifetime, given the way the paths the World markets are currently on.

 

[43096]

Personally, I think the route between Reading and Basingstoke is more of priority, than Didcot - Oxford, which many have said should also be included in any wiring to Coventry, Birmingham Moor Street/Snow Hill.

Before any asks why I believe that Reading - Basingstoke should come before Didcot - Oxford, it is down to the fact that there is a fair bit of freight that travels down to Southampton on this route. yes, that freight will need a b-mode or tri-mode locomotive. That will hopefully come in the form of the class 99.

You do realise that the bulk of the freight using Reading-Basingstoke is intermodal trains heading to Southampton that come down via… the Didcot-Oxford route?

 

[Falcon1200]

The only real benefit would be conversion of the hourly London-Oxford fast service to full electric traction.

The real benefits would be several; Conversion of all of the half-hourly London/Oxford fast services to electric running between Moreton Cutting and Oxford station; Conversion of the Didcot/Oxford stopping trains to electric operation; Restoration of through stopping services between Oxford and the Thames Valley; and elimination of the wasteful ECS movements between Didcot and the sidings at Swindon.

Personally, I think the route between Reading and Basingstoke is more of priority, than Didcot - Oxford

Why? The only trains which could make use of electrification in the present circumstances would be the half-hourly Reading/Basingstoke stoppers. Freight operated by tri-mode locos is a long way away (and if tri-mode included diesel they would not need the wires on this route anyway!)

Yes it should be done as a priority as long as Oxford station rebuild is sorted first. Then time to finish the electrification to Bristol.

Agree, and as Oxford station rebuild has finally started, hopefully the wires will follow.

 

[WAO]

It is mostly electrified already, with many foundations piled and the complete and fenced Radley ATS merely providing a nursery for Buddleia plants.

Using Bi-modes on Oxford terminators must be one of the most wasteful use of resources around.

WAO

 

[Bletchleyite]

It is mostly electrified already, with many foundations piled and the complete and fenced Radley ATS merely providing a nursery for Buddleia plants.

Using Bi-modes on Oxford terminators must be one of the most wasteful use of resources around.

And having to split the stopper at Didcot is also negative and reduces the appeal of the service to those using local stations, both to/from Oxford and to/from Radley etc.

The terminators should be 8 or 12.EMU, yes, it's a waste of 80x.

Not including Bristol TM via Bath and Oxford in the GW electrification was an absolute and utter bodge. It needs doing, now.

 

[zwk500]

Why? I can think of much better cases elsewhere, but won't go off topic by mentioning them here. The only real benefit would be conversion of the hourly London-Oxford fast service to full electric traction. The hourly London-Oxford-Worcester/Hereford service would still only be able to use bimodes.

Once E-W rail opens, joining the dmu Didcot-Oxford shuttles to the new dmu E-W rail service would be more beneficial from a connectivity perspective than relinking them to the Reading-Didcot stopping service and have the additional benefit of reducing the number of trains terminating at Oxford.

Bi-modes can take advantage of wires as well. The restoration of London-Oxford semi-fasts extended back from didcot as 387s replacing Turbos would be a massive benefit, leaving only the Chiltern and XC trains at Oxford on Diesel (and freight)

Personally, I think the route between Reading and Basingstoke is more of priority, than Didcot - Oxford, which many have said should also be included in any wiring to Coventry, Birmingham Moor Street/Snow Hill.

Before any asks why I believe that Reading - Basingstoke should come before Didcot - Oxford, it is down to the fact that there is a fair bit of freight that travels down to Southampton on this route. yes, that freight will need a b-mode or tri-mode locomotive. That will hopefully come in the form of the class 99.

However, I am 53 and to be honest do not expect to see the wiring of either Reading - Basingstoke or Didcot - Oxford in my lifetime, given the way the paths the World markets are currently on.

If you need bi-mode anyway (which you do) for freight, electrifying Basingstoke ahead of Didcot-Birmingham only lets you convert the stopping service on the branch. Given the problem of the 3rd rail interface Oxford is much easier to do once P5 is in.
Reading-Basing will be the last bit to be done, after Chiltern electrification to Birmingham and EWR has been done, imho.

 

[Bletchleyite]

Once E-W rail opens, joining the dmu Didcot-Oxford shuttles to the new dmu E-W rail service would be more beneficial from a connectivity perspective than relinking them to the Reading-Didcot stopping service and have the additional benefit of reducing the number of trains terminating at Oxford.

Because Oxford has north facing bays this isn't a benefit.

 

[anthony263]

And having to split the stopper at Didcot is also negative and reduces the appeal of the service to those using local stations, both to/from Oxford and to/from Radley etc.

The terminators should be 8 or 12.EMU, yes, it's a waste of 80x.

Not including Bristol TM via Bath and Oxford in the GW electrification was an absolute and utter bodge. It needs doing, now.

Needs Cardiff to swansea done too.

 

[Energy]

You do realise that the bulk of the freight using Reading-Basingstoke is intermodal trains heading to Southampton that come down via… the Didcot-Oxford route?

And XC...

IIRC Oxford electrification is waiting for the station rebuild to be complete.

 

[cle]

Because Oxford has north facing bays this isn't a benefit.

Do we know that they will retain both? i.e. add another?

As isn't the future station project to build another through line from the western most bay?

i didn't mention in the infills, that an electric Oxford is also a very solid baseline situation for a Chiltern wires move too, as well as EWR and Coventry.

 

[Energy]

Because Oxford has north facing bays this isn't a benefit.

More direct London to Oxford services would also be more beneficial than direct Didcot - Milton Keynes and Cambridge.

 

[cle]

More direct London to Didcot services would also be more beneficial than direct Didcot - Milton Keynes and Cambridge.

Didcot itself is well served, but for all of the Appleford, Culham and especially Radley folks, I'm sure they'd want a London (and Reading/Slough) service back - including an EL connection at Ealing and one day, OOC. vs a 3-4 car diesel service to nowhere they are going.

 

[daodao]

Because Oxford has north facing bays this isn't a benefit.

Oxford doesn't currently have south-facing bays, so the benefit would be in not clogging up the main through platforms with terminating stopping trains from the south.

 

[Energy]

Didcot itself is well served, but for all of the Appleford, Culham and especially Radley folks, I'm sure they'd want a London (and Reading/Slough) service back - including an EL connection at Ealing and one day, OOC. vs a 3-4 car diesel service to nowhere they are going.

I meant London to Oxford, not Didcot

 

[Mikey C]

To answer the original question, yes. The current situation is a short term fudge which has lasted too long.

Wasn't one of the suggestions to go a bit further to Hanborough, both to cater for development there, but also to remove some terminating trains from Oxford?

 

[cle]

I think that was the plan, including wires - for the other hourly service, to get it out of the way.

Although with P5, it'll be even less congested, as that would be the main northbound/Cotswolds-bound platform. P4 would be better for terminators as less throat to cross - but P4 would likely be the 387s of this thread, in future. Maybe some inbound Cotswolds services too, if we don't want them crossing to P3.

And P5 is Cotswolds/Hanborough/XC north.

 

[GRALISTAIR]

On GWR / Western, Didcot to Oxford should probably be the #1 priority.

Agreed. Part of the Electric Spine route of course.