They re-doubled the wrong section...

[whole diary]

[John R]

Thingley Junction to Bradford North is an even more extreme example of where there is no double track at the junction or a passing loop. This severely limits the potential capacity of the line.

Never mind, it's only used by a few passenger trains a day, and with a few freight paths thrown in as well.  Now if it were to find itself being used for frequent long distance intercity services then it might be a problem, but that would never happen, would it...

[CLPGMS]

I believe the original intention was to have the track doubled slightly further towards Finstock, but that would have meant replacing a low bridge just to the east of where Charlbury Junction was finally positioned. 

I heard the same story as IndustryInsider.  The original intention was to have a similar length of double track east of Charlbury to that which was provided west of Evesham.  This would have allowed trains to depart from Charlbury just before those from the Oxford direction arrive.

There was also a story going around a few years ago that doubling track at Hanborough would be a problem due to a similarly shaped bridge which carries the busy A4095 over the railway at the station.  The bridge at Charlbury just carries the access road to Cornbury Park.

I also believe that it was not considered worth doubling Wolvercote and Norton Junctions, due to future plans for signalling in the two areas.

[Andrew1939 from West Oxon]

The last report I read on the Oxford area re-signalling was that extra work is need in Oxford for Chiltern train terminations and that cut backs elsewhere were necessary including only "passive re-signalling provision" for Wolvercote Junction. What passive provision means was not explained.

[ChrisB]

Connections made/allowed for but work to the signals not done

[Witham Bobby]

I believe the original intention was to have the track doubled slightly further towards Finstock, but that would have meant replacing a low bridge just to the east of where Charlbury Junction was finally positioned.
I heard the same story as IndustryInsider.  The original intention was to have a similar length of double track east of Charlbury to that which was provided west of Evesham.  This would have allowed trains to depart from Charlbury just before those from the Oxford direction arrive.

Can down trains depart towards the single line at Evesham before one arrives on the up?

I've no hair left, but it would be standing on end, as I don't think that there's another signal beyond Evesham towards the single line which would prevent a down train that had departed from Evesham entering onto the single line at Evesham West Jcn, which would be a bit of a problem if the up train had not cleared that single line.

I'm sure operational flexibility would be greatly improved if the signalling allowed this, but I don't think it's the case.

And wouldn't it be a better use of money east of Charlbury if there was to be a short section of two-tracks and a doubled junction at Wolvercote, rather than a longer stretch of double line extending what's already there at Charlbury?  This would allow trains to pass off the Down Banbury line onto the OWW^▸ (Oxford Worcester and Wolverhampton) whilst waiting for an Up train from the Cotswolds to clear, leaving the more important route clear and freeing up things at Oxford station massively.

[ChrisB]

And wouldn't it be a better use of money east of Charlbury if there was to be a short section of two-tracks and a doubled junction at Wolvercote, rather than a longer stretch of double line extending what's already there at Charlbury?  This would allow trains to pass off the Down Banbury line onto the OWW^▸ (Oxford Worcester and Wolverhampton) whilst waiting for an Up train from the Cotswolds to clear, leaving the more important route clear and freeing up things at Oxford station massively.

Yes, agreed.

[CLPGMS]

Can down trains depart towards the single line at Evesham before one arrives on the up?

YES.  Once an up train has cleared the single line a mile or so from Evesham, the signaller can reset the system to change the signal at  the end of the down platform to green.  Quite often, trains can be seen passing one another between Evesham station and the junction - usually somewhere by the signal box.

[Oxman]

As part of the enhancement projects at Oxford (in conjunction with the redoubling), the down goods loop was upgraded for passenger use. This allowed a down Cotswold train to clear the platform at Oxford and wait in the loop for the single line to clear. This was immediately very useful and continues to be so, AIU.

I believe that there was a subsequent project to extend the down loop further towards Wolvercote Junction, which would further reduce delays. Has this been completed?

Converting the loop to passenger use was cheaper than doubling Wolvercote junction with much the same result.

[IndustryInsider]

I believe that there was a subsequent project to extend the down loop further towards Wolvercote Junction, which would further reduce delays. Has this been completed?

Waiting track to be laid.  Not sure it can be finished until Oxford Panel Box closes and Didcot TVSC^» (Thames Valley Signalling Centre - about) takes over.