Consultation 2026

A complete guide to all the key information for this consultation

Foreword 

East West Rail (EWR) is about far more than building a railway. At its heart, this project is about people and the long‑term potential of the communities it will serve, today and for generations to come. By connecting people and places between Oxford, Milton Keynes, Bedford and Cambridge, EWR can support sustainable growth across the entire region: enabling new homes where they’re needed most, strengthening employment and education opportunities, and making everyday journeys easier – whether for work, essential services or simply seeing friends and family. A reliable rail link would also ease pressure on local roads and support a greener, more resilient future for the region.  

Across our three consultations in 2019, 2021 and 2024, thousands of people have taken the time to share their views. These insights have played a key role in shaping our proposals. Following feedback from the 2024 consultation alone, we made more than 80 design improvements to make sure EWR continues to reflect local priorities. During the 2024 consultation, I was pleased to see a record turnout at events and meet so many people in person. These conversations help us understand local perspectives – what matters most to communities, and where we can offer clearer information or address concerns. 

With key decisions now confirmed, this consultation marks an important milestone as we move towards finalising our designs. It sets out our latest proposals – which include new and updated features – and provides the opportunity for people to help shape the final refinements before we submit our designs to the Secretary of State for a Development Consent Order (DCO) application. 

Your feedback is crucial and every formal response to our latest proposals will be taken into account.  

I strongly encourage you to share your views formally, and the ways to respond are outlined on page 31. Your feedback will inform our final designs to ensure the railway best serves local communities – creating a better‑connected future for generations to come. 

1. Introduction 

This brochure outlines our latest proposals for East West Rail (EWR).  

We’ve updated proposals to take account of: 

This consultation will run for eight weeks from 14 April to 9 June 2026. The purpose is to gather feedback on updated proposals, particularly on elements which are new or have changed significantly since our previous consultation.   

This brochure contains:  

To help bring the project to life, we’ve produced maps, plans, illustrations and visualisations showing the route of the proposed railway and its key features. The plans also identify proposals for mitigation and enhancement as well as showing the land that would be required for the railway, both temporarily and permanently.  

We’re asking for your feedback, especially from people living and working in local communities, and those whose homes or properties could be affected by the proposals. 

We will take account of the feedback from this consultation, ongoing engagement and the outputs of environmental and transport assessments, before we finalise proposals for the railway and submit a Development Consent Order (DCO) application. 

Everyone is encouraged to take part, and we look forward to receiving your comments. 

2. The case for East West Rail 

People living and working in communities along the route will experience the benefits of East West Rail (EWR) in many different ways. From stronger local economies to easier everyday journeys and more connected places, the strategic aims of the project could help address long‑standing challenges and support a better future for the region.  

In short, EWR would: 

Unlocking the region 

The area between Oxford and Cambridge is one of the UK’s strongest economic assets – attracting investment, driving economic growth and delivering world‑leading innovation. The region has consistently proven to be a source of economic resilience and contributes over £143 billion to the national economy every year, supporting around two million jobs. A third of these are in knowledge‑intensive sectors – three times the national average. 

Our consultation and the planning process 

Previous consultations 

Since 2019, we’ve carried out three consultations, to gather feedback and to share updates on progress as proposals have developed for East West Rail (EWR). 

Our 2019 consultation 

In 2019, we consulted on five areas through which the railway could run. Feedback was received on all options and in January 2020 Route Option E was confirmed as the preferred option. This route links existing stations in Bedford and Cambridge with communities in Cambourne and the area north of Sandy, south of St Neots. 

Our 2021 consultation 

In 2021, we consulted on nine route alignment options for the railway between Bedford and Cambridge and on other aspects of the project between Oxford and Cambridge. The alignments presented were within the area identified for Preferred Route Option E, as well as possible route alignments partially outside that area, recognising the potential to serve a station north of Cambourne and/or to follow the route of National Highways’ A428 Black Cat to Caxton Gibbet improvement scheme. 

Following the 2021 consultation, we were asked by the government to review the strategic case for EWR and explore ways to lower the cost. We carried out this review while considering feedback from our 2021 consultation. In the route update announcement in May 2023, we confirmed our preference for Alignment 1, which passes north of Ravensden, Wilden and Roxton. We also identified our preference for a local variation of the alignment to provide a new station at Tempsford rather than St Neots south. 

Our 2024 consultation 

In 2024, we carried out a further consultation across all eight route sections forming Alignment 1, to obtain feedback on design elements for which we were considering more than one option. We also invited feedback on topics such as land and property, environment and sustainability, traffic and transport, construction and logistics, and active travel and community benefits. 

Progress since our 2024 consultation 

Since our previous consultation, we’ve carried out a range of activities to further develop our plans, including: 

We published a consultation update in May 2025, providing an overview of how the 2024 consultation was delivered and highlighting emerging findings. 

In November 2025, we then published: 

We have: 

Engaging and collaborating  

We have: 

Refining the design 

Initial analysis as part of the scoping process for the project, along with more detailed assessments and survey results, has helped us understand the railway’s potential impacts and how best to mitigate them. 

Since our previous consultation we’ve further developed our design to avoid and reduce potential impacts, including: 

As more information becomes available through ongoing environmental survey and assessment work, we will further refine our mitigation proposals and test these through engagement with technical stakeholders. We’ll also continue to work with landowners and other interested parties and adapt our mitigation proposals so they align with their needs where possible. 

The proposals presented in this consultation reflect the ongoing survey and assessment work. The proposals we’ve included aim to achieve multiple benefits wherever possible through providing well‑connected green infrastructure for wildlife, people and communities. 

The sections below provide examples of how our approach is achieving this with further detail set out in the route section chapters. 

Biodiversity and nature recovery 

We’re looking at ways that our mitigation proposals might support nature recovery strategies in the wider area. This includes chalk stream restoration, wetland creation, woodland expansion and incorporation of habitat extensions supporting nature recovery strategies. 

Examples include: 

Islip 

There are a number of priority habitats in the Islip area, focused along Gallos Brook and its tributaries, including areas of potentially irreplaceable habitat. We’ve relocated the drainage ponds and access roads associated with the passing loop at Islip to avoid the most sensitive areas of habitat and are exploring opportunities to create additional areas of woodland and grassland to strengthen the green corridor along the brook. 

Hardwick 

The Hardwick area forms part of the core sustenance zone for Wimpole and Eversden Special Area of Conservation (SAC) and connects to a number of important priority habitats in the wider area. We propose to create two multifunctional green bridges to address potential severance impacts for protected species in this area. A green bridge is a structure that carries a highway or public right of way crossing that is made wider to accommodate planting and habitat creation alongside the highway or right of way. This approach has been shown to be effective at helping maintain ecological connectivity between habitats on either side of linear infrastructure, supporting species movement. 

We would also incorporate earthworks as well as tree and hedgerow planting along this section of route to encourage protected species to use these crossing points. We would divert a watercourse to the east of the proposed railway and would provide additional planting to encourage protected species to follow the course of the river. 

We’re exploring ways to maintain and enhance the existing watercourse on the west side of the railway and to provide better opportunities for nature recovery where the two watercourses converge at a point just north of Hardwick Green Bridge. 

Bourne Brook, between Bourne and Harlton 

The alignment of the railway viaduct has been modified so that it crosses Bourne Brook at a narrower part of the floodplain. The design and height of the viaduct have also been refined to provide clearances for bat movement, and to minimise fragmentation and loss of habitats along the banks of the watercourse. 

Surveys carried out to date have found the condition of existing habitats along the Bourne Brook area to be varied, with some sections in moderate or poor condition. Our mitigation proposals would focus on opportunities to improve existing habitats where they are in poor condition. Surveys also identified shortages of lowland meadow and marsh, offering important opportunities for us to enhance and create these habitat types and connect them with existing retained riparian (waterside) habitats. 

Green infrastructure, landscape and strategic connectivity for people and nature 

Green infrastructure refers to networks of natural, planted or vegetated spaces and corridors – such as parks, gardens, woodlands, and hedgerows along footpaths and bridleways. These areas provide important habitats for wildlife and help connect different parts of the natural environment. They also support community wellbeing by offering space for recreation, as well as safe and healthy walking and cycling routes. 

To help meet our sustainability goals, our design looks for opportunities to enhance and strengthen green infrastructure networks along the route, benefiting local people and the environment. We’ve taken a multi‑functional approach to our mitigation design. This is particularly important for promoting high‑quality and sustainable access to new stations in ways that work for existing communities and areas where future development is proposed. It is also relevant where existing rights of way need to be diverted around the railway, or where other features such as drainage and habitat creation can be combined. 

Below, we outline specific examples of how we’re applying this approach. 

We’re also looking at ways we could extend public access along the river corridor and to Bromham Lake Local Nature Reserve on the north side of the river. Further information on this can be found in the Bedford chapter. 

 To maintain species and habitat connectivity, we’ve created an extension to the A421 dual carriageway’s proposals for a mammal crossing supported by hedgerow planting to form a wildlife corridor that runs from a point east of the A421 dual carriageway across to the Great River Ouse. We’re engaging with landowners to explore opportunities to reinforce and extend this wildlife corridor as part of planned developments for the wider area. Further information on this can be found in the Roxton to east of St Neots chapter. 

 We’re also looking at opportunities to connect floodplains, create new wetland habitat and provide connectivity with associated priority habitats. There are important opportunities for biodiversity net gain along the river corridor with the potential to provide stepping stones to other areas of priority habitat between Caldecote, the Hen Brook river corridor and Wyboston Lakes. Further information on this can be found in the Roxton to east of St Neots chapter. 

We’ve reviewed the impact of the proposed structure on flood risk and are continuing to explore opportunities to support the reinstatement of floodplain meadows along the watercourse to support nature recovery and protect water quality. Further information on this can be found in the Comberton to Shelford chapter. 

We’ve also incorporated viaducts into the design at Ravensden and South Brook West to retain the long views and maintain an appreciation of the landscape. Further information on this can be found in the Clapham Green to Colesden chapter.  

We’ve moved the point at which the railway crosses Long Brook 200 metres to the east so we can keep the height of the railway lower for longer. As part of realigning Long Brook, we’ve introduced gentle curves into the design of the channel. This would help it behave more like a natural stream and would better support local wildlife and natural water flow. Further information on this can be found in the Comberton to Shelford chapter. 

Archaeology and built heritage 

Construction of the project would have some adverse impacts on heritage features and could permanently or temporarily affect their setting and appreciation. Our priority has been to avoid negatively affecting the significance of heritage assets where possible through sensitive route alignment and careful delineation of works close to heritage features. 

We’ve collected more information about the historic environment and used this to make localised design changes to reduce impacts, including relocating features and incorporating measures to provide visual and acoustic screening. We present some specific examples of how the project has been developed to incorporate such mitigation below. 

Noise and vibration 

Noise would be generated during construction of the railway by activities such as demolition, roadworks and earthworks. Once the railway and roads are operational, train movements, the operation of maintenance facilities and changes in vehicle traffic would generate noise. 

Vibration would be generated by construction activity such as piling and tunnelling. Vibration impacts are likely to be minimal during operation due to measures incorporated into the design of the tracks, structures and trains. Our assessment of noise and vibration effects is ongoing and the results will be reported as part of the Environmental Statement (ES). 

We’re designing the railway to reduce noise and vibration at source where possible. This includes keeping the track low in the landscape as this would help reduce the spread of noise. Noise mitigation would, however, be required in a number of locations to further reduce noise levels experienced by nearby communities and other sensitive receptors from the operation of the railway. This would likely take the form of noise barriers consisting of solid fences located alongside the railway tracks. 

Our proposals are currently using preliminary assessments and professional judgement to identify likely noise barrier locations, which have been identified on the plans and described in each route section. The precise heights and locations of the barriers would be determined through our ongoing noise modelling. 

Our noise assessment will follow the policy and guidance set out in the Noise Policy Statement for England 2010 (as described in our EIA Scoping Report). This involves identifying the noise levels which in specific contexts could have adverse effects on health and quality of life. The ES will identify the significant noise and vibration effects during construction and operation of the railway. It will also identify measures to mitigate the significant effects. 

Community 

We’re considering how the project proposals would affect residential and community assets and networks, as well as the health of local populations. This includes loss of residential properties, as well as loss of or impacts on community facilities supporting health, education or amenity, including open spaces. 

Our assessment considers how settlements, or closely associated settlements, may be actually or perceptually separated by the railway. It also considers how other environmental impacts and effects (noise, visual, dust, traffic) might act in combination to impact community amenity, health and quality of life. 

Sources of community impact would include: 

Our proposals include measures to address these impacts. For example, in south Bedford area we’ve included replacement open space to address the open space removed for the realigned tracks. 

Flooding and water 

One of our key considerations is how the project interacts with watercourses and areas that flood naturally, often referred to as floodplains. While avoiding floodplains is always preferable, it’s inevitable that the route would have to pass through them, and potentially occupy land that currently helps store water during flood events. Reducing the capacity of flood storage in one location could increase flood risk elsewhere. 

One way to avoid increasing flood risk is to limit the railway’s footprint within floodplains – by using viaducts for example. Where this is not practical, another potential solution is to provide flood compensation areas. 

We’re continuing an extensive flood risk modelling to inform these decisions. This work is helping to refine the design. We’re working closely with the Environment Agency and other stakeholders to share and develop our findings. 

Carbon 

We’re committed to delivering a net zero carbon passenger railway in line with the UK’s statutory climate commitments. We aim to reduce whole life carbon across construction and operation by prioritising carbon avoidance and reduction at every stage of development. 

Low carbon outcomes are embedded within our design principles, and our proposals include opportunities for reusing and refurbishing existing assets to reduce the need for new construction, optimising designs to minimise material use, and specifying lower carbon materials. 

Our electrification proposals would reduce operational emissions from running services on the railway, and the new railway would enable additional freight paths, helping to cut emissions from HGVs on local road networks. New stations and buildings are being designed to be energy‑efficient and to minimise operational emissions. 

We’re carrying out a whole life carbon assessment. This involves calculating emissions across the project lifecycle, including construction, operation, use, maintenance and decommissioning the infrastructure. We’re also preparing a carbon management plan that will explain the steps we’ve taken to reduce the project’s carbon impacts, and reports the level of residual emissions in the context of the UK’s statutory carbon budgets. 

Environmental impact assessment process 

We’re carrying out an environmental impact assessment (EIA) of our proposals in accordance the Planning Act 2008 and the Infrastructure Planning (Environmental Impact Assessment) Regulations 2017. 

Carrying out an EIA is a comprehensive process that involves: 

The EIA covers a wide range of topics grouped into three categories: 

In January 2025, we submitted an EIA scoping report to the Planning Inspectorate, setting out the proposed scope of the environmental matters to be assessed and the methodologies to be used. This marked a key milestone in the project’s development. It initiated a formal consultation, led by the Planning Inspectorate, with a range of statutory bodies whose feedback informed the scoping opinion, which was adopted by the Planning Inspectorate (on behalf of the Secretary of State) on 12 February 2025. 

The scoping opinion sets the parameters that we should follow when assessing the environmental effects of the scheme. These documents are published at nationalinfrastructure-consenting.planninginspectorate.gov.uk/projects/TR040012/ documents 

The full results of the EIA will be presented in an ES that will be submitted with our DCO application. The information will be taken into account by the Secretary of State when deciding whether to grant development consent for the project. 

 

Figure 16: Map showing sample indicative plan for construction routes in the Cambridge area. Maps for all route sections are available at eastwestrail.co.uk/consultation2026

 

We’re continuing to develop these measures, alongside other associated control plans through engagement with local authorities and relevant stakeholders prior to the DCO submission and these plans will be submitted as part of the application for the DCO.

11. Route-wide matters 

This chapter provides information on the following topics, which are relevant to the whole route: 

• Electrifying the railway  

• Selection of depots 

• Utilities 

 Electrifying the railway 

In line with the government’s commitment to decarbonisation and our ambition for a net‑zero carbon passenger railway, we propose to electrify the railway through the use of overhead lines which would provide power to the trains. We confirmed in November 2025 that we’ve decided to use a system known as ‘discontinuous electrification’. 

Discontinuous electrification would mean overhead lines would only need to be installed along some sections of the route, meaning less construction would be required. Passenger trains would be powered by onboard batteries along other sections. This approach provides a lower cost solution to delivering the EWR benefits than full electrification at this time. 

The system is designed to ensure that trains have enough power to complete their journeys if, for example, there are delays to the service or there is a power outage in a section of the route. It also means trains can keep operating if something unexpected happens on the line, such as a short power cut, because they can switch to using their onboard batteries. 

The image below indicates the sections of the route where we’re currently considering overhead electrification. 

Figure 17: Diagram indicating sections of the route where we are considering electrification

 

Overhead line electrification 

On the sections where electrification is to be provided, we would install a network of wires above the tracks to supply electric power to the trains. These wires would be supported by masts parallel to the railway. 

Our designs would not preclude full electrification across the route in the future. For example, we’re designing new bridges with decks that are high enough for overhead lines to be installed underneath at a later date if required. We’ve also identified land for potential utility diversions on sections of the route which may not be electrified and are continuing to explore whether these are still required. 

We’re currently proposing to electrify the railway between: 

• Oxford Parkway and Bicester Village 

• Bletchley and Tempsford 

• Cambridge (Coldhams Lane Junction) and Cambridge Eastern train care centre 

Overhead line equipment may need to extend for a short distance beyond some stations to enable trains to switch between power from the overhead lines and the onboard batteries. Tracks within train depots would also be electrified so that train batteries could be charged overnight. 

The Shepreth branch line, in the Comberton to Shelford route section, the West Coast Main Line and West Anglia Main Line are already electrified. 

Some diesel passenger services would operate on some sections of the route between Oxford, Bletchley and Bedford during earlier years. This is until overhead line installation across the project is complete, enabling us to operate battery electric trains. 

When battery electric trains are operating, it would not preclude some diesel trains using the EWR route operated by other passenger and freight operators. 

Supplying power to East West Rail 

To electrify the railway, power would be needed from the National Grid and electricity distribution network operators. We’re engaging with them to assess the best ways of connecting EWR to the grid. Cables would feed substations situated next to the railway, which would then distribute power along the railway via the overhead lines. These substations would be located within secure compounds, with vehicle access for emergencies and maintenance. 

We aim to use existing infrastructure wherever possible, but there would be a need for new utility connections in some areas. We’re still considering the best locations and designs for these connections within each of the route sections. 

Selection of depots 

A reliable, punctual and high quality railway requires well maintained trains. Itis important that we provide quality facilities to stable and maintain the trains. This includes depots which support an efficient train maintenance programme by enabling routine checks and cleaning of trains to keep them reliable for service. 

These facilities need to work together across EWR to minimise empty train movements and make sure that trains are as close to their origin as possible at the start of service each day. We plan to have a central depot supported by facilities at either end of the route. 

We are proposing the following facilities along the route: 

• A train maintenance depot to the west of Bletchley near Whaddon Road. This would be used for the stabling, inspection, cleaning and maintenance of trains and would be the primary location where trains are parked and fully serviced. 

• A Cambridge Eastern train care centre. This would provide a facility for routine servicing and cleaning, reducing the distance travelled by empty trains. 

• Sidings along the route that would provide additional places for trains to be stabled when not in service. These are proposed to be located in Bedford (reuse of existing Jowett sidings) and Oxford (use of existing sidings in the Oxford area, in addition to the proposed turnback siding at Oxford Parkway). We are still exploring an alternative to Jowett by potentially integrating this into our Stewartby station proposals. 

More information on these facilities is set out in the relevant route section chapters of this consultation brochure. 

In addition to the depots and sidings above, we’re proposing a maintenance delivery unit (MDU) facility at Cambridge north, which is required for the storage of spare parts, tools and equipment to facilitate a quick response to technical issues on the railway. You can find more information about the MDU in the Cambridge route section chapter of this consultation brochure. 

In selecting the proposed locations for the train maintenance depot and train care centre we’ve carried out a comprehensive option selection process using a range of criteria known as Assessment Factors. Details of the outcomes of this process are provided in the relevant route section chapters. More information about the Assessment Factors is set out in the Assessment Factors factsheet which is available on our website at eastwestrail.co.uk/consultation2026 

Utilities 

To construct the railway, a range of existing underground and overhead services, such as electricity, gas, water, sewers and communications cables, would need to be protected or relocated. New utility supplies would also be required to support construction activities and new infrastructure across the route. 

We’re working closely with utility companies to agree what works are required. This includes identifying routes for diverted utilities, understanding how the work would be undertaken, how sites would be accessed and how we’ll minimise disruption. 

Many proposals for works to utilities are shown on the plans and drawings included as part of this consultation. As we continue to discuss work with utility companies and refine proposals, the amount of land we’ve identified on these plans will be refined. 

We’ve also identified areas that remain subject to further utilities investigation. These are illustrated by a red star on plans and drawings. Once we’ve undertaken further design work with the utility companies, we’ll provide an update. 

The extent of works required, and the land we may need either temporarily or permanently, will be determined following further investigation. 

We’ll continue to engage with landowners where land is needed to allow work to utilities. 

All required utilities works will be included as part of our DCO application. 

12. Oxford to Bletchley 

East West Rail (EWR) would use the existing railway between Oxford, Bletchley and Milton Keynes on this 48km (30 mile) route section. This route section starts at the A423 Southern Bypass Road, Oxford and ends at Saxon Street, Bletchley, and also includes the section of railway between Bletchley and Milton Keynes. We would carry out upgrade works to the railway to enable the increased number of passenger services and freight to operate from Oxford to Cambridge. 

This chapter presents our updated proposals for the Oxford to Bletchley route section. 

In this route section we’re proposing the overhead electrification of the railway between Oxford Parkway and Bicester Village, and also from Bletchley running east to support the electrification of the Marston Vale Line. 

As part of this consultation, we are seeking your views in particular on our proposals for: 

Figure 18: Map of the planned route of the project from Oxford to Bletchley

Oxford 

Our latest proposals 

To build the widened railway corridor south of Oxford Parkway required for the proposed turnback siding, another satellite compound is proposed to the west of the existing railway and north of the current Pear Tree park‑and‑ride site. Access to the compound would be either from the A44, via the services access road, or through a new direct access point from the A44. 

Islip 

Our latest proposals 

The EWR route would continue north‑east from Oxford Parkway to Islip. As presented at our previous consultation, we do not plan for EWR services to call at Islip and no changes to this station are required. 

A passing loop would be constructed to the north‑east of Islip to serve the westbound track to the south of the railway, and would allow faster trains to overtake slower services. This passing loop has been extended by 400 metres since our previous consultation, to allow for faster and more efficient overtaking. It sits within a flood zone and would be designed to manage any flood risks, including the provision of a flood compensation area within Gallos Brook and a drainage pond to the east of it. Woodland and grassland habitat would be planted around this drainage pond to provide environmental enhancements. The southern extent of the passing loop would be lined by hedgerows to provide visual screening. 

There is an area of priority habitat associated with a tributary of Gallos Brook that extends either side of the existing railway. Part of this habitat could be priority floodplain grazing marsh, which is classified as potentially irreplaceable habitat. As a precaution, we have refined the position of the new passing loop and supporting infrastructure to avoid the area of habitat as far as possible, and we’ll carry out survey work to confirm its status and condition. We are also proposing to provide mitigation planting to create floodplain grazing marsh or wetland meadow. Our current proposals allow for this planting on the south side of the railway, either side of Gallos Brook, to a point where an existing farm access track intersects Gallos Brook. 

To accommodate routine and emergency access to the loop from the highway, a new track access point and permanent compound is proposed at the east end of the Islip station car park. This compound would be lined by hedgerows along the west and east borders, with landscape planting provided along the southern extent of the compound, which would offer some visual screening. To allow large vehicles to access this compound, it would be necessary to widen the junction at the Islip station car park approach road and Bletchingdon Road. 

Approach to construction 

Construction of the new Islip passing loop would be supported by two satellite compounds. The first compound would be located north of the existing station car park. Construction traffic would use the existing station access route. 

The second compound would be situated further north and would be accessed via the existing accommodation track from Middle Street. 

Bicester 

What we presented at our previous consultation 

We proposed closing the level crossing at London Road, Bicester. This was based on our assessment of the impact of four trains on EWR services per hour in each direction passing over the crossing, in addition to existing train services. This would result in the barriers at London Road level crossing being down for at least 32 minutes every hour, leading to: 

We presented two options to provide an accessible replacement crossing for walking, wheeling and cycling to make sure people can still cross the railway safely and easily. These options were: 

For both options, road traffic would be re‑routed via existing roads, with accompanying upgrades to local roads and junctions to mitigate journey times. 

What you told us 

Of the two options presented at the previous consultation, the majority of you favoured an underpass. You wanted a safe, accessible and well‑connected option for people walking, wheeling and cycling. Many of you noted an underpass would have less visual impact than a footbridge and would provide a more direct and accessible active travel route. 

Many of you indicated that neither design option fully met the needs of the local community, and there was a strong preference to maintain vehicle access across the railway. 

Taking account of this feedback, we announced in the You Said, We Did Autumn Update that we had identified a further option for a revised underpass design which includes a single‑lane road that could be used by vehicles, alongside a protected active travel corridor for pedestrians and cyclists. We explained that we would be engaging with local stakeholders on this option before presenting a final proposal in 2026. Following this engagement, we have confirmed that the underpass option has been included in our designs subject to third party funding contributions. 

Our latest proposals 

The updated train service specification we’re considering introduces more frequent and longer trains than presented at our previous consultation. This would further increase the barrier down time, exacerbating safety issues, were the crossing to remain open. The closure of the level crossing therefore remains necessary. 

We propose to close the crossing and build an underpass which includes a single‑ lane road that could be used by vehicles no more than 2.1 metres high, alongside a protected active travel corridor for walking, wheeling and cycling. This underpass would be subject to third party funding. Traffic signals and vehicle height barriers would be installed on the approach ramps to allow vehicles to travel through the underpass safely in both directions. 

We’re proposing the single‑lane solution to avoid excessive impacts to residential properties along London Road. We considered a two‑lane road, but this would require a wider and deeper underpass which would need more land to be acquired to accommodate longer ramps, directly impacting properties nearby. 

The alignment of the underpass has been updated so that the north approach ramp would tie into the existing Station Approach/London Road junction rather than extending along Station Approach towards the station. While this updated underpass alignment requires the acquisition of land occupied by businesses directly north and south of the existing level crossing, it provides a more direct route towards Market Square for both pedestrians and vehicles. For cyclists, this improved alignment better complements the cycleway between the A41/Ploughley Road and London Road/Launton Road junction planned by Oxfordshire County Council. Access to Alchester Terrace would be maintained via a new road link across the site currently occupied by the petrol filling station. 

In addition to increasing the footprint of the project for the proposed underpass, we’re including measures to enhance the public realm around Bicester Village station, including: 

As the vehicle underpass would require a height restriction, there is a risk that vehicles may strike the underside of the structure. Height and width restriction infrastructure would be installed at the underpass approaches to prevent oversized vehicles from accessing the ramps. The station pick up and drop off areas would be positioned to allow oversized vehicles to safely turn around and divert along other roads. 

Further highway restrictions may be needed to reduce the risk of oversized vehicles attempting to use the underpass and we’re engaging with relevant stakeholders, including local authorities and Network Rail, so that the crossing is safe for all users. 

Middle Claydon and Verney Junction 

Our latest proposals 

At our previous consultation, we proposed a new westbound passing loop at Middle Claydon to allow faster trains to overtake slower trains. We have undertaken further operational analysis which took account of the introduction of additional passing loops west of Bletchley, meaning the westbound passing loop at Middle Claydon is no longer required. Therefore, the passing loop has been removed from our proposals. 

As noted in the section above, Electrifying the railway, we’ve retained land for potential utility diversions on sections of the route which may not be electrified and are continuing to explore whether these are still required. Accordingly, we are still reviewing the need to divert a number of high voltage power cables which cross the railway in the Verney Junction and Winslow area. 

Winslow 

Our latest proposals 

Winslow station is an EWR station, built by Network Rail to accommodate new services between Oxford and Milton Keynes. At our last consultation we explained that the station was designed and constructed based on earlier passenger demand requirements but did not preclude later expansion. 

Following updated demand analysis based on more frequent Oxford to Cambridge services of up to five carriages that would serve the routes, we’re now considering extending the station platforms by 24 metres to the west. We would propose undertaking this work without disrupting passenger train services using the station. This is due to the possible requirement for five‑carriage trains to meet the anticipated increase in demand. We’re also proposing improvements to the highway crossing outside the station at Great Horwood Road to improve active travel connections in the area. 

Bletchley West passing loops and train maintenance depot 

We’re proposing to construct a train maintenance depot west of Bletchley on the north side of the EWR main line, as well as westbound and eastbound passing loops in the same area. 

Well maintained trains are essential for a safe and reliable railway. A train maintenance depot brings together all the functions needed to maintain, service and house trains in one place. It therefore requires a large area of land, incorporating train stabling sidings, a large maintenance workshop building, train servicing equipment and associated infrastructure to support both day‑to‑day and specialist maintenance activities. 

The train maintenance depot would be a fenced compound and would include the following facilities: 

The passing loops, which are additional sections of track laid in parallel to the main line, would allow faster trains to overtake slower services, providing flexibility and reliability of service. One of these loops would provide access to the train maintenance depot. 

What we presented at our previous consultation 

At our previous consultation, we said that, to enable the smooth and reliable operation of EWR services, we would need locations to stable and maintain trains when they are not in service. This would include a train maintenance depot, a smaller satellite train care centre, and sidings. We presented broad search areas that were being considered for these facilities which covered areas near Bicester, west of Bletchley, Bedford, north of the proposed Tempsford station and west of the proposed Cambourne station. 

We also explained that we would need passing loops at various locations along the EWR line to enable faster and more reliable services. We presented proposals for passing loops in Islip, Middle Claydon, between Aspley Guise and Kempston Hardwick, Colesden, Cambourne and at Hauxton junction. 

What you told us 

A small number of you expressed concern about the community impacts of the potential depot locations, including disruption to local communities and loss of farmland. Potential harm to wildlife was also raised as an issue. You suggested that depots should be located away from residential areas and sensitive ecological areas. 

Some of you suggested that existing facilities should be reused or expanded, such as those in Bletchley and Northampton, rather than creating new ones on greenfield sites. A small number of you also raised concern about land for depots being included within the safeguarding boundary, and suggested we focus on areas immediately around stations rather than extending into employment or housing land. 

Some of you recognised the importance of sufficient track capacity and passing loops to accommodate freight services. However, the visual and noise impacts of the passing loops and associated structures was highlighted by some of you, with requests for screening measures such as tree planting and sound barriers. 

How we identified the preferred location 

Since our previous consultation, we have undertaken a detailed review of options to determine the preferred location for the train maintenance depot. 

The option selection process started with the identification of 35 potential sites along or near the route that were big enough to accommodate a train maintenance depot. 

This included considering the expansion or reuse of existing depot sites. An indicative depot layout was then used to determine the feasibility of these sites as a location for a train maintenance depot. We considered the following factors: 

This review resulted in five locations being shortlisted 

We carried out a detailed assessment of the relative advantages and disadvantages of the five potential locations using a range of relevant criteria known as Assessment Factors. You can learn more about these Assessment Factors and how they are used to support decisions on our proposals in our factsheet at eastwestrail.co.uk/consultation2026 

The outcome of the assessment was that the site west of Whaddon Road was identified as the preferred location for the train maintenance depot. 

The main factors that support the decision to locate the train maintenance depot at Bletchley West are summarised below. 

A technical report describing the option section process is available on the EWR website at eastwestrail.co.uk/consultation2026 

The option selection process was undertaken based on a single typical depot layout, with the stabling and workshop buildings positioned towards the eastern end of the site. Our next phase of design development we’ll be looking at how the depot facilities will be laid out at this location, which could include positioning facilities towards the western end of the site. This will be refined prior to the submission of the Development Consent Order. 

We presented these proposals as part of Design Update Sessions held in January this year. Feedback received at these events and in response to this consultation will help us refine our plans for the Bletchley West train maintenance depot. The draft Order Limits boundary covers all options being considered and will ultimately reduce in size, for example depending on the final train service level. 

Passing loops 

Further development of the timetable and freight strategy since our previous consultation has highlighted the need to provide passing loops near Bletchley. This would enable freight trains to align with available time slots on the West Coast Main Line (WCML). 

We’re proposing the construction of two passing loops located in the vicinity of the train maintenance depot, a westbound loop and an eastbound loop, to provide freight holding capacity. The new section of track for the proposed westbound loop would be located immediately south of the existing tracks passing under Whaddon Road. The proposed eastbound loop would be located to the north of the existing tracks and to the west of Whaddon Road. 

These loops would run alongside the train maintenance depot site, adjacent to the existing railway creating a wider rail corridor with four tracks in the area around the depot. The loop on the north side of the railway (eastbound loop) would also connect to the reception track into the depot. 

Alterations to several bridges may be required to accommodate the train maintenance depot and the loops. Bridges affected could include Swan’s Way/Whaddon Road bridge, Salden Road bridge, Newton Approach Road bridge, all of which would cross over the railway, and Trenches footpath bridge, which would pass under the railway. 

13. Fenny Stratford to Kempston 

To provide you with details of our plans between Fenny Stratford and Kempston, we’ve set out this chapter differently to the other route sections. We start with an outline of our proposals, followed by an overview of how we’re approaching level crossings, stations and acceleration works. We’ve split this route section into five smaller sections and we cover each in turn, going into the detail. At the end of the chapter you’ll find a table summarising our proposals for all the level crossings within this route section. 

East West Rail (EWR) would use the existing Marston Vale Line (MVL) between Bletchley and Bedford on this 23km (14 mile) route section. This starts at Saxon Street in Bletchley and ends at Ampthill Road in Kempston. This route section would be upgraded to provide four modern, well‑equipped stations at Woburn Sands, Ridgmont, Lidlington and Stewartby to replace the nine existing stations that date back to the 1840s. We would also make changes to existing level crossings and install overhead line electrification throughout this route section. 

This chapter presents our updated proposals for the Fenny Stratford to Kempston route section. As part of this consultation, we’re seeking your views in particular on our proposals for: 

In our You Said, We Did Autumn Update we explained how we’ve continued to shape our proposals for stations and services along the Marston Vale Line (MVL). Existing stations on the MVL are spaced an average of only 1.7 miles apart, have poor facilities and are among the least used stations in the country. They were designed and located to serve industry in the area over 150 years ago rather than supporting the growing communities we see today. There’s currently just one train an hour between stations, with long journey times resulting from the frequent stops. 

To address these constraints, we would provide four modern, well‑equipped stations around the following areas: