Posted 23rd August 2022 | 2 Comments

Next Elizabeth Line opening dates announced

Transport for London has announced that Elizabeth Line trains from Reading, Heathrow Airport and Shenfield will start running through central London on 6 November.

Reading trains will continue to Abbey Wood, and Shenfield trains will terminate at Paddington.

Bond Street station will also open by November, said TfL, which pointed out that passengers from the outer stations who wish to continue beyond Paddington or Liverpool Street will be able to change by simply alighting at a central London station and waiting for a following train.

The date of 6 November will also mark the start of Sunday services through central London, while the existing services will start running between 05.30 and 23.00 from 5 September.

Frequencies in the central section between Paddington and Whitechapel will increase from 12 trains an hour to up to 22 trains an hour in peak times and 16 trains an hour at other times. The final timetable, which will provide 24 trains an hour during the peak between Paddington and Whitechapel, should start by May 2023.

Transport commissioner Andy Byford said: ‘When we delivered on our promise to open the central section of the line in the first half of this year, I further promised that Bond Street station would open this autumn and that the next phase of opening would also be achieved within that timeframe. I am excited to see the line unlock quicker and better journey options, greater accessibility, and further connectivity to jobs and leisure for even more people. This will be another giant leap for London’s public transport system, which supports economic growth in the capital and right across the country.’

The Mayor of London Sadiq Khan is still considering the latest TfL funding offer from the government, but he said: ‘The opening has been a landmark moment, not just for London but for the entire country, helping to contribute £42 billion to the national economy.

‘It’s great news that from November trains will run directly from Reading and Heathrow to Abbey Wood, and from Shenfield to Paddington, seven days a week. Services running on Sundays through central London will also make thousands more journeys quicker, easier and more comfortable.

‘This enhanced capacity will play a crucial role in encouraging people to make the most of the capital and will help support businesses in the heart of our city.’

Reader Comments:

Views expressed in submitted comments are that of the author, and not necessarily shared by Railnews.

  • david c smith, Bletchley

    Possible benefits might be to give more passenger amenity ( being a larger station) and easy interchange with Heathrow services. In effect, it would shift the spare capacity across to Marylebone and its approaches. This would give a greater feasibility for freight tto access Neasden yard, iif in future it were decided to divert some freight traffic away from the WCML.

    Of course, this is only " playing with possibilities", but we just do'nt know what needs there may be in future.

    Finally,another aspect. I am not familiar with all details , but would it make any sense to simply extend dc electrification from Amersham to Aylesbury, and simplify service patterns?

  • david c smith, Bletchley

    Whenever the Elisabeth line services from the West and the East of Paddington get fully "route linked", some terminal platform capacity may become available at Paddington surface level. Would there then be a case for "Chiltern Main Line" services to / from Birmingham ,etc. to terminate in Paddington rather than in Marylebone ?

    [It might not be that simple. Some platform capacity in Paddington Main Line will indeed be released from 6 November, but the Elizabeth Line trains approaching from Reading and Heathrow will still need their paths on the approaches until they dive into the Royal Oak portal. Bringing Chiltern trains into Paddington will presumably mean carrying on from South Ruislip through Greenford to reach the GWML, but most of that section was singled some time ago. What would be the cost of redoubling and remodelling the former Northolt Junction? What would be the business case? And what are the track access charge implications? Of course, if both stations are managed by GBR in due course then that will be less of an issue, but I am not sure about the paths implications on the Paddington approaches. Neither do we know what additional trains from Paddington might be planned by (or on behalf of) the future GWR contractor. Finally, will enough capacity be released in Paddington Main Line anyway?--Ed.]