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I've spent a bit of time thinking about how further improvements could be made to the North Cotswold Line as we know the existing infrastructure is nearing capacity at certain times of the day. 

The North Cotswold Line was partially redoubled in 2011 as part of a plan to improve train punctuality along the route.  This also facilitated improvements to the number of trains that could operate and reduced journey times for some trains.  However, the line is now operating close to its capacity.  Having single track sections of almost ten miles each at either end really affects the number of trains that can be pathed, and, whilst much better than before 2011, it can still take a frustratingly long time to recover the service after there has been a delay.  With the added factors of large levels of growth, especially at the eastern end, and a new station at Worcestershire Parkway opening next year which will further constrain available paths at the western end, there is now a need to think about further enhancements.

The attached document is intended to suggest ways of further improving the Cotswold Line route allowing for more trains to operate, speedier recovery from disruption and minor improvements to journey times over and above what might be possible by the new IET trains coming on stream.

It concentrates on keeping costs down as much as practically possible, by wherever possible using existing signalling and minimising the amount of new infrastructure required such as station platforms and footbridges.

The end result means the headway between trains as a result of the current signalling is roughly halved on key sections of the route, reducing section lengths to allow headways of 8 minutes for the common station calling patterns of trains.  This will allow more trains to be pathed (generally an extra train each hour in each direction could be accommodated), and reduce reactionary delays at times when no more trains than currently operate are required.

IT IS JUST A SUGGESTION.  You could argue that the whole line could be redoubled, all the signal boxed closed and transferred to the TVSC at Didcot or ROC at Rugby.  That would have obvious cost implications such as the need to rebuild Finstock station and add another platform as well as adding a platform at Combe within a tricky engineering location.  Another option would be to undertake the track layout changes I’ve suggested, but take the opportunity to re-signal the route at the same time – that would have implications on the cost, but would probably save money over time.  Other more sensible signalling solutions may exist to the ones I suggest.

We have a number of forum users who have a vested interest in the line, and it would be interesting to hear their views of my ideas.

Good work, and pretty much includes all the items identified by NR.

As for including all items with a significant cost, you forgot the pedestrian overbridge that would be required at Pershore with a second platform. Eye watering figure.

Thanks, Chris.

Yes, new platforms nowadays come with a disproportionate footbridge cost as well usually.  The same would apply at Hanborough.  However the same number of rebuilt footbridges were required in 2011 at Honeybourne and Charlbury and that scheme got the green light of course.

You could look into ending the double track just short of the stations and just keep the one platform, though that would not give you anywhere near as much of a decrease in headways.

Hanborough additional platform is included in a formative scheme around additional park/ride facilities for Oxford. To include double-tracking as far as Hanborough.

There also exists a Cotswold Line Task Force made up of many interested parties able to source funding for projects such as these. Meeting regularly

Let's hope those meeting come to something.

Yes II, some good work there.  I'm away from home for the next few weeks, so will have a better look at your signalling proposals when I return.

I've tried to keep them to what I think should be achievable - very few alterations at the manual signalboxes and most new stuff located either at Didcot TVSC or Evesham (which would probably need an extended/new panel).  I would certainly appreciate your more knowledgeable signalling observations though.