Docklands Light Railway

Docklands Light Railway (DLR)
Info
Type	light metro / light rail, rapid transit
Locale	Greater London
Stations	40
Services	Bank-Lewisham Bank-Woolwich Arsenal Stratford-Lewisham Tower Gateway-Beckton
Operation
Opened	31 August 1987
Depot(s)	Poplar Beckton
Rolling stock	DLR rolling stock
Technical
Line length	31 km (19 mi)
Electrification	third rail, 750 V DC

v • d • e Docklands Light Railway

Legend All stations have step-free access   Bank Tower Gateway ( Tower Hill) ( Fenchurch Street) Royal Mint Street Junction Shadwell Limehouse Regent's Canal Limehouse Cut Westferry Delta Junction West India Quay West India Docks Canary Wharf West India Docks Heron Quays (original site) Heron Quays ( Canary Wharf) West India Docks South Quay Millennium Quarter under construction Millwall Inner Dock Crossharbour Mudchute (relocated 1999) Island Gardens (relocated 1999) River Thames Cutty Sark for Maritime Greenwich Greenwich Deptford Creek (four crossings) Deptford Bridge Elverson Road River Ravensbourne Lewisham Poplar Poplar depot Blackwall East India River Lee/Lea All Saints Langdon Park Canning Town Star Lane (opens 2010) West Ham (opens 2010) Abbey Road (opens 2010) Stratford High Street (opens 2010) Limehouse Cut Devons Road Bow Church ( Bow Road) Pudding Mill Lane Stratford Stratford International for High Speed 1 (opens 2010) Thames Wharf (proposed) West Silvertown Pontoon Dock Silvertown (proposed) London City Airport King George V River Thames Woolwich Arsenal Royal Victoria Custom House for ExCeL Exhibition Centre Prince Regent Royal Albert Beckton Park Cyprus Beckton Gallions Reach Beckton Depot Beckton Riverside (proposed) River Roding Creekmouth (proposed) Barking Riverside (proposed) Goresbrook (proposed) Dagenham Dock (proposed)

The Docklands Light Railway (DLR) is a light metro or light rail system opened on 31 August 1987 to serve the redeveloped Docklands area of East London, England. It currently covers several areas of London, reaching Stratford to the north, south to Lewisham, west to Tower Gateway and Bank in the City of London financial district, and east to Beckton, London City Airport and Woolwich Arsenal.

The DLR is currently operated under franchise by Serco Docklands Ltd, a joint organisation of the former DLR management team and Serco Group.

The DLR has proved successful, in 2006 it carried over 60 million passengers,^[1] and has been extended several times, with work and proposals continuously ongoing. Although it has some similarities to other mass transportation systems in London such as the London Underground, DLR track and trains are not compatible with either the Underground network, Crossrail or the wider railway network in Britain.

History

Tower Gateway station was the DLR's original link to central London.

The docks immediately east of London began to decline in the early 1960s as cargo became containerised.^[2] The opening of the Tilbury container docks, further east in Essex, rendered them redundant and in 1980 the British government gained control. The Jubilee line of the London Underground opened in 1979 from Stanmore to Charing Cross, as the first stage of an intended cross-town tube line beyond Charing Cross to south-east London.^[3] Although land, as at Ludgate Circus and Lewisham, had been reserved for the second stage, the rising cost led in the early 1980s to the project's indefinite postponement.^[4]

The London Docklands Development Corporation, needing to provide public transport cheaply for the former docks area to stimulate regeneration,^[5][6] chose a light-rail scheme using surviving dock railway infrastructure to link the West India Docks to Tower Hill and to run alongside the Great Eastern lines out of London to northern terminus at Stratford station where a disused bay platform at the west of the station was available for interchanges with the Central and main lines. Stratford was preferred to Mile End, where street-running like trams was at variance with the concept of a fully automated railway. The growth brought to Docklands enabled the Jubilee Line to be extended in 1999 to East London by a more southerly route than originally proposed, through Surrey Quays/Docks, Canary Wharf and the Greenwich peninsula (which was the next regeneration area) to Stratford. Queen Elizabeth II opened the initial system from Tower Gateway and from Stratford to Island Gardens which cost £77 million.^[7]

Initial system

The initial system was constructed by Mowlem - GEC Westinghouse - Grant Lyon Eagre - between 1985 and 1987.^[8] Original intentions set the lines to be entirely above ground with three branches terminating at Tower Gateway, Stratford and Island Gardens. Most of the track was elevated, either on disused railway viaducts or on newly built concrete viaducts, with some use of disused surface-level railway right of ways. The trains have always been fully automated and controlled by computer operations and normally have no driver; a Passenger Service Agent (PSA),^[9][10] who were originally referred to on opening as a "Train Captain", on each train is responsible for patrolling the train, checking tickets, making announcements and controlling the doors. PSAs can also take control of the train in certain circumstances including equipment failure and emergencies.

The system was more lightweight, with stations designed for trains with a length of only a single articulated vehicle. The three branches totalled 8 miles (13 km) of route,^[11] had 13 stations, and were connected by a flat triangular junction near Poplar. Services ran Tower Gateway-Island Gardens and Stratford-Island Gardens, so the north side of the junction was not used in regular passenger service. The first stations were mostly of a common design and constructed from standard components. A distinguishing feature of them was a relatively short half-cylindrical glazed blue canopy to provide shelter from the rain. All stations are generally unstaffed except those below ground, which are required to be staffed in case evacuation is needed.

First stage extensions

The view from Tower Gateway looking east prior to rebuilding shows Fenchurch Street approach tracks to the left, the original DLR line in the centre, and just visible in the distance is a DLR train emerging from the tunnel to Bank to the right.

The initial system had little capacity as the Docklands area very quickly developed into a major financial centre and employment zone, increasing the demand on the fledgling commuter network. In particular Tower Gateway, at the edge of the City of London, attracted criticism for its poor connections. This is partly because the system was not expected by much of its management to achieve such high levels of usage.^[12] As a result all stations and trains were extended to two-unit length, and the system was taken into the heart of the City of London to Bank underground station through a tunnel which opened in 1991.^[13] This extension diverged from the initial western branch, leaving Tower Gateway station on a stub. The original trains, not suitable for use underground, became obsolete. (see the Rolling Stock section below, and the main article Docklands Light Railway rolling stock).

The areas in the east of Docklands needed better transport connections to encourage development and so a fourth branch was laid, from Poplar to Beckton via Canning Town transport interchange, running along the north side of the Royal Docks complex. Initially it was thought likely to be underutilised, due to sparse development.^[14] Several proposals were made for the Blackwall Area.^[15] As part of this extension, one side of the original flat triangular junction was replaced with a grade-separated junction west of Poplar, and a new grade-separated junction was built at the divergence of the Stratford and Beckton lines east of Poplar. Poplar station was rebuilt to give cross-platform interchange between the Stratford and Beckton lines.

As the Canary Wharf office complex grew, Canary Wharf DLR station was redeveloped from a small wayside station to a large one with six platforms serving three tracks, with a large overall roof and fully integrated into the malls below the office towers.^[16] The original DLR station was never completed and was dismantled before the line officially opened, although the automatically-operated trains continued to stop at its location.

Second stage extensions

A first generation DLR EMU crosses West India Dock, September 1987.

Early in the DLR operation, Lewisham council commissioned a feasibility study into extending the DLR under the Thames. This led the council to advocate an extension to Greenwich, Deptford and Lewisham. In its early days, the DLR had been criticised by experts as being "the wrong type of system for Docklands' needs", in comparison with the Underground line proposed in the 80s.^[17] However, the ambitions of operators were supported by politicians in Parliament, including then Labour Deputy Prime Minster John Prescott^[18] and Lord Whitty,^[19] and work went ahead as proposed.

On 3 December 1999 the Lewisham extension opened as proposed.^[20] It left the original Island Gardens route south of the Crossharbour turn-back sidings, dropped gently to Mudchute where a street-level station replaced the high-level one on the former London & Blackwall Railway viaduct and then entered a tunnel following the line of the viaduct and reached a new shallow subsurface station at Island Gardens, accessed by stairs. The line crossed under the Thames to a station in the centre of Greenwich and then surfaced at the main-line Greenwich station with cross-platform interchange between the southbound DLR track and the city-bound main line. Then the line snaked on a concrete viaduct to Deptford, Elverson Road station at street level, close to Lewisham town centre and terminated in two platforms between and below the main-line platforms at Lewisham railway station, which is near the town shopping centre, with bus services stopping directly outside the station. The Lewisham extension quickly proved profitable.^[21]

This second stage of development upon the DLR was aided by a five year program of investment for public transportation across London that started in 2004.^[22] On 2 December 2005, a new eastward branch, along the southern side of the Royal Docks complex, opened from Canning Town to King George V via London City Airport.^[23] A further extension to Woolwich opened in January 2009, built at or close to the future stop on the Crossrail line to Abbey Wood via West India and Royal Docks.^[24]

Current system

A Docklands Light Railway train enters Canary Wharf from the south.

The DLR is now 19 miles (31 km) long,^[25] with 40 stations along the route. There are five branches: to Lewisham in the south, Stratford in the north, Beckton and Woolwich Arsenal in the east, and to Central London, splitting to serve Bank and Tower Gateway.^[26] Although the system allows many different combinations of routes, at present the following four are operated in normal service:

• Stratford to Lewisham
• Bank to Lewisham
• Bank to Woolwich Arsenal
• Tower Gateway to Beckton
• Canning Town to Prince Regent, an extra shuttle service operated when exhibitions are in progress at the Excel exhibition centre, to double the normal service. These trains reverse direction in the eastbound platform at Canning Town and on a crossover at the high point where the line crosses the Connaught Crossing road bridge between Prince Regent and Royal Albert stations.

At other stations trains reverse direction in the terminal platforms, except at Bank where there is a reversing headshunt beyond the station. Trains during the peak on the Stratford line turn back at Crossharbour rather than continuing to Lewisham. There are also occasional trains from Tower Gateway to Crossharbour and Lewisham. Every train serves every station on its route. During the substantial long-term enhancement works being conducted for various DLR extension projects, a range of other routes may be operated at weekends, such as Beckton to Lewisham if the Bank branch is closed.

The northern, southern and south-eastern branches terminate at the National Rail (main line) stations at Stratford, Lewisham and Woolwich Arsenal. Other direct interchanges between the DLR and National Rail are at Limehouse and Greenwich.

Depots

There are two operating depots, at Poplar and Beckton, both with maintenance workshops and extensive open-air stabling sidings. The Poplar depot is alongside the north side of the Stratford line east of the station, while the Beckton depot is to the east of the line on a long spur north-east of Gallions Reach station, and is only visible in the distance from the line. Trains leaving service into the depots form short workings to Poplar or Gallions Reach. The small diesel locomotives used for track maintenance tasks are normally visible at Poplar depot. Between 2005-6 Beckton depot received extensions and upgrades, including more sidings and improved signalling.^[27]

Map

Stations

An eastbound train leaving Westferry Station.

Many DLR stations are elevated, with others at street level, in a cutting, or underground. Access to the platforms is normally by staircase and lift, very few stations have escalators. From the outset the network has been fully accessible to wheelchairs, a large amount of attention was paid to quick and effective accessability for all passengers.^[25] The stations have high platforms, matching the floor height of the cars, allowing easy access for passengers with wheelchairs or pushchairs.

Most of the stations are of a modular design dating back to the initial system, albeit extended and improved over the years. This design has two side platforms, each with separate access from the street, and platform canopies with a distinctive rounded roof design. Stations are unstaffed, except the underground stations at Bank, Island Gardens and Cutty Sark (for safety reasons), and a few of the busier interchange stations. Canning Town, interchange with the Jubilee underground line, along with the exhibition centre stations at Custom House and Prince Regent, are normally staffed on the platform whenever there is any significant exhibition at the Excel exhibition centre.

DLR art

On 3 July 2007, DLR officially launched^[28] an art programme similar to that in place on the London Underground, Platform for Art. Alan Williams was appointed to produce the first temporary commission, called "Sidetrack", it portrays the ordinary and extraordinary sights, often unfamiliar to passengers, on the system and was displayed throughout the network.^[29]

Fares and ticketing

Ticketing on the DLR is part of the London fare zone system, and Travelcards that cover the correct zones are valid. There are one-day and season DLR-only "Rover" tickets available, plus a one-day DLR "Rail and River Rover" ticket for use on the DLR and on City Cruises river boats. Oyster Pre-Pay is also available;^[30] passengers need to both touch in and touch out on the platform readers or pass through the automatic gates. Tickets must be purchased from ticket machines at the entrance to the platforms, and are required before the passenger enters the platform. There are no ticket barriers in DLR-only stations,^[31] and correct ticketing is enforced by on-train checks by the PSA. There are barriers at Bank, Canning Town, Woolwich Arsenal and Stratford, where the DLR platforms are within the barrier lines of a London Underground or National Rail station.

Although Oyster cards are TfL's preferred method of ticketing on the DLR, there are some differences in the implementation compared to the Underground. Stations are simplistic and most do not have ticket gates. There have been criticisms that the Oyster touch in/out units are not readily apparent, particularly to casual users, as they have been sited where there is an electrical supply, which may not be the most obvious point for users. London City Airport station, which is used by many travellers from overseas, is a particular location in this respect. Passengers who do not both touch in and out on each journey are automatically surcharged £4 for any incomplete entries on their Oyster card. The ticket machines provided at each DLR station also neither sell new Oyster cards nor allow top-up of existing cards, which means passengers have no means to put any value on their cards before starting their journey. There was a significant failure of the Oyster card system on 14 July 2008 which brought havoc to commuters trying to pay for their journeys using the card.^[32]

Performance

The rapid expansion and multiple extensions to the Docklands Light Railway is a heavy sign of the success of the system. The DLR has grown to the point where it is used by up to a hundred thousand people every day. Within a year of launching passenger numbers had been 17 million.^[33] In contrast figures for 2009 put passengers at 64 million per year,^[33] breaking the barrier of 60 million journeys for the first time.^[1]

The Stakeholder Relations Manager for the Olympic Delivery Authority, Stephen, said the following statement regarding the DLR:^[12]

The opinions of the local population surrounding the DLR network are overwhelmingly positive, in 2008 there was an 87% favour of the DLR around North Woolwich.^[34]

The DLR has proven to be profitable and lucrative, in 2002 Serco Group, the operating and managing company responsible for running the DLR, exceeded predictions and posted a pre-tax profit to £24.5 million.^[35]

Criticisms

Although the Docklands Light Railways, and light railways in general, have been seen as a greatly successful tool,^[36] the DLR has been criticised as having been designed with very little capacity compared with the demand that quickly arose around the docklands region it was meant to effectively serve.^[17] The level of demand had been greatly underestimated.^[12][16] In 1989 heavy criticism was aimed at GEC, a major contractor for the DLR construction, as the system saw peak demand greatly exceed the capacity it was initially constructed to cater for.^[37] However there have also been criticisms of light railways and trams in general that they were often expensive and underused most of the time.^[38]

Although DLR puts itself forward as being highly accessible,^[25] bicycles are not allowed on trains. One notable incident involved a station manager refusing to allow a train to leave before several triathlon competitors had been made to exit the vehicle.^[39]

Accidents and incidents

Overrun of station buffers

On 10 March 1987, before the railway opened, a train crashed through station buffer stops at the original high-level terminus Island Gardens station and was left hanging from the end of the elevated track. The accident was caused by unauthorised tests being run before accident-preventing modifications had been installed. The train was being driven manually at the time.^[40][41][42]

Service difficulties with the Royal train

In July 1987, a series of minor incidents marred the operation of the royal train (number E2R) carrying Queen Elizabeth II as part of the ceremonies marking the opening of the line. The train had been manually dispatched from its starting point at Island Gardens station five minutes early because of the early arrival of the royal party. The train was on automatic control and so, being ahead of schedule, was held at the next station (Mudchute) for a few minutes before the driver reverted to manual control "to speed the Royal passage" and continued on to Poplar station, where the royal party were to disembark. A member of the royal security detail used the emergency exit to leave the train before it had stopped, causing the train to make an emergency stop short of its normal position and out of range of the docking beacon that marked its arrival point. The train doors would not open, impeding the Queen's exit for several minutes.^[43][44][7]

Collision at West India Quay bridge

On 22 April 1991, two trains collided at a junction on the West India Quay bridge during morning rush hour, requiring a shutdown of the entire system and evacuation of the involved passengers by ladder.^[45][46] One of the two trains was travelling automatically, operating without a driver, while the other was under manual control.^[47]

South Quay bombing

On 9 February 1996, the Provisional Irish Republican Army blew up a lorry under a bridge near South Quay,^[48] killing two people and injuring many others. This number would have been higher if not for advance warning.^[49] The blast did £85 million damage and marked an end to the IRA ceasefire. Significant disruption was caused to DLR services, and a train was left stranded at Island Gardens station, unable to move until the track was rebuilt.

Rolling stock

A DLR train is headed by B2K stock car 96 at Tower Gateway station

The DLR is operated by high-floor, bi-directional, single-articulated cars with four doors on each side, each train consisting of two cars.^[50] The cars have a small driver’s console concealed behind a locked panel at each car end from which the PSA can drive the car,^[51] and no driver’s cab due to normal operations being automated. Consoles at each door opening allow the PSA to control door closure and make announcements whilst patrolling the train. Because of the absence of a driver’s position, the fully-glazed car ends provide an unusual forward (or rear) view for passengers. The current stock has a top speed of 80 kilometres per hour (50 mph).

Despite having high floors and being highly automated, the cars are derived from a German light-rail design intended for use in systems with street running. All the cars that have operated on the system to date look similar, but there have been several different types, some still in service and others sold to other operators.

Signalling technology

Originally the DLR used signalling based on a fixed-block technology developed by GEC-General Signal and General Railway Signal.^[8] This was replaced in 1994 with a moving-block system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and current updates are being provided by Thales Signalling Solutions. The same technology is used for some other rapid transit systems, including Vancouver's SkyTrain,Toronto's SRT, San Francisco's Municipal Railway (MUNI) and Hong Kong's MTR. Transmissions occur between each train's onboard computer and the control centre at Poplar. If this link is broken, the train stops until it is authorised to move again. If the whole system fails the train can run at only 20 km/h for safety until the system is restored. Emergency brakes can be applied if the train breaks the speed limit during manual control, or if the train leaves the station when the route has not been set.^[11]

Recent developments

Woolwich Arsenal extension

Status - Opened 10 January 2009^[52]

Route of Woolwich Arsenal extension: OpenStreetMap

Train awaits departure from Woolwich Arsenal

This extended the London City Airport branch from King George V to Woolwich Arsenal and opened on 10 January 2009. Government approval for the project was given in February 2004, with a projected cost of £150 million, due to a required second DLR tunnel crossing of the River Thames, was met by Private Finance Initiative funding.^[53] Construction began in June 2005, the same month that the contracts were finalised,^[54] and the tunnels were completed on 23 July 2007,^[55] with official opening by Boris Johnson, Mayor of London on 12 January 2009.^[56] Following completion this project was shortlisted for the 2009 Prime Minister’s Better Public Building Award.^[57]

Tower Gateway rebuilding

The original Tower Gateway station was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a somewhat narrow island platform were replaced by a single track between two platforms, organised one for arriving passengers and the other side for those departing. The station reopened on 2 March 2009.^[58][59]

Future developments

With the development of the eastern Docklands as part of the ‘Thames Gateway’ initiative and London’s successful bid for the 2012 Summer Olympics, several extensions and enhancements are under construction, being planned or being discussed.^[60]

Upgrading entire system to 3-car trains

Status - Under construction

The capacity of the entire system is being increased by upgrading to take 3-car trains. The alternative of more frequent trains was rejected as the signalling changes needed would have cost no less than upgrading to longer trains and with fewer benefits.^[61] The original railway was built for single-car operation so the upgrading requires both strengthening viaducts to take the heavier longer trains and lengthening many platforms,^[62] although recent extensions are built to take three-car trains. The extra capacity demand has been alleged to also be of use during the 2012 Summer Olympics, which is expected to stress the transportation networks around London beyond average usage.^[63] The main contractor selected to perform the expansion and alteration works on the DLR network was Taylor Woodrow.^[64]

At the few stations unable to take three-car trains Selective Door Operation will be used, with emergency walkways in case a door fails to remain shut. The most notable such example will be Cutty Sark station which is underground and both cost and the risk to nearby historic buildings prevent platform extension. The tunnel involved was built with an emergency walkway throughout its length. Other work at some station, beyond that needed to take the three-car trains includes replacing canopies by more substantial ones along the full platform length. South Quay station is being relocated 200m to the east, as nearby curves preclude lengthening. Mudchute now has a third platform (not yet in use) and all its platforms have full-length canopies.^[65] Tower Gateway was closed until March 2009 and re-opened as a single track 3-car terminus with two platforms - one side for boarding and the other for alighting.

To allow for this upgrade, LDR purchased an additional 31 cars compatible with existing rolling stock in order to meet the increasd demand for more units in operation.^[66] The works were originally planned as three separate phases: Bank-Lewisham; Poplar-Stratford and finally the Beckton branch. The original £200m works contract was awarded on 3 May 2007.^[67] Work started in 2007 and the Bank-Lewisham phase was originally due to be completed in 2009. However, the work programme for the first two phases was merged and both are now due to be complete in early 2010. Funding to upgrade the Beckton branch was not secured until December 2008, and the work will not be completed until 2011.

Stratford International extension/North London Line conversion

Status - Under Construction - opening July 2010

An extension being built from Canning Town to the new Stratford International station takes over part of the North London Line infrastructure and will link the Docklands area with domestic and international high-speed services on High Speed 1. Stratford International was constructed in 2006, but as of 2009 no high speed trains have run for any routes from the station.^[68][69] It should open early in 2010 and is an important part of the transport improvements for the 2012 Olympic Games much of which will be held on a site adjoining Stratford International.^[70] North London Line passengers towards North Woolwich will be displaced onto the DLR extension and the Woolwich Arsenal branch. The first contract for construction work was awarded on 10 January 2007^[71] and construction work started in mid 2007. The DLR extension is due to open in mid 2010.

Existing NLL stations transferring to DLR are:

• Stratford low level
• West Ham
• Canning Town

New stations for DLR are:

• Star Lane
• Abbey Road
• Stratford High Street (on the site of the former Stratford Market station)
• Stratford International

At Stratford new platforms for the North London Line free its original platforms (1 and 2) for the DLR. Interchange between the two DLR routes will be possible although their platforms are widely separated and at different levels. There will be no track connection between the two routes. As part of the Transport & Works Act (TWA) application, Royal Victoria station on the Beckton branch will be extended to accommodate 3-car trains, with a third platform to enable trains to reverse there, using land released by the closure of this section of the parallel North London line. A partly grade-separated junction built south of Canning Town will prevent conflicting movements on the existing Bank branch and the new Stratford branch going to and from the Beckton route and the Woolwich Arsenal route. An inconvenience of the new arrangements will be that passengers, many of whom arrive at Canning Town by Jubilee Line, who wish to continue by DLR to either the Beckton line or the Woolwich line will be uncertain at which platform their next DLR train arrives as trains for both branches will leave alternately from different platforms at different levels.

Upgrading Delta Junction

Status - Completed but not yet in use

As part of upgrading the system for three-car trains some strengthening work would have been necessary in any case to the Delta Junction north of West India Quay. It was decided to include this into a plan for further grade-separation at this critical junction to eliminate the conflict between services to Stratford and from Bank, which will increase the number of trains able to traverse the junction. The new grade-separated route from Bank to Canary Wharf will only be used at peak times, as it bypasses West India Quay station.^[72] Work has been proceeding with this project concurrently with the three-car upgrade work and should be open by summer of 2009.

Limehouse station interchange

Status - Under construction

Limehouse station, which is on a viaduct, is a useful interchange for Essex commuters who work in the Canary Wharf area. Currently it has an awkward interchange between the DLR platforms and the National Rail platforms served by c2c as passengers have to pass down and then up flights of stairs. To remedy this, at least in part, a bridge is being built to connect the westbound c2c platform with the adjacent eastbound DLR platform. It was originally due for completion by the end of 2008 but work is ongoing.^[73] At the same time as the bridge was being built, other improvements were made, including readying the station for three carriage operations on the DLR and the construction of additional lifts and stairways for platform access.^[74]

Works contingent on Crossrail

Status - Approved

When Crossrail is built, one of its tunnel portals will be on the current site of Pudding Mill Lane station. The DLR will be diverted between City Mill River and the River Lea onto a new viaduct to be built further south, including a replacement station. The opportunity may be taken to eliminate the only significant section of single track on the system, between Bow Church and Stratford,^[75] although there is no provision for works beyond the realigned section in the Crossrail Act.

Crossrail will interchange with the DLR at Custom House, at Stratford and at West India Quay with Crossrail's Isle of Dogs station. Custom House station will be completely rebuilt. If a Crossrail station is built in the City Airport area, a new DLR station could be built alongside (see Connaught Road/Silvertown Interchange station section below).^[76]

Long term proposals

Dagenham Dock extension

Status - Postponed indefinitely (as of November 2008)

This proposed extension from Gallions Reach to Dagenham Dock via the riverside at Barking would connect the Barking Reach area, a formerly industrial area now due to be a major redevelopment as part of the London Riverside, with the Docklands.^[77] It would cover major developments at Creekmouth, Barking Riverside, Dagenham Dock Opportunity Area, and five stations are planned, at Beckton Riverside station, Creekmouth, Barking Riverside, Goresbrook (formerly Dagenham Vale) and Dagenham Dock. The extension is key if English Partnerships' plan is to work. As shown in DLR's first consultation leaflet,^[78] there are proposals for the DLR to extend further than Dagenham Dock, possibly to Dagenham Heathway or Rainham.^[79]

Construction was not expected to start until 2013 and the earliest expected completion date was 2017.^[80] However the Financial crisis of 2007–2009 meant that TfL requested a delay to the public enquiry whilst funding was clarified.^[81] Given that the purpose of the extension was to serve as-yet unbuilt homes it became very difficult to predict timescales for this project. The project has been reported to have been cancelled by the Mayor of London Boris Johnson as a cost cutting measure,^[82][83] although there have been calls for this to be reconsidered,^[84][85] the extension being regarded by Barking and Dagenham council as essential to regenerating the area.^[86]

Thames Wharf station

Status - Proposed

This station had been included as potential future development on the London City Airport extension since it was first planned.^[87] It would be between Canning Town and West Silvertown, due west of the western end of Royal Victoria Dock. Since the station's intended purpose is to serve the surrounding area (currently a mix of brownfield and run-down industrial sites) when it is regenerated, the development is indefinitely on hold due to the area being safeguarded for the Silvertown Link,^[88] a new Thames river crossing that has been proposed but currently has no timetable for implementation.

Connaught Road/Silvertown Interchange station

Status - Proposed

A site near to London City Airport has been identified as a possible additional station on the London City Airport extension. It would be a possible interchange with Crossrail between London City Airport and Pontoon Dock. However, no plans have emerged as to when this station is to be planned and built. The original extension was designed to allow a station to be built here. It may be located south of the Connaught Crossing.^[89]

Victoria/Charing Cross extension

Status - Proposed - 2026

In February 2006 a proposal to extend the DLR to Charing Cross station from Bank DLR branch was revealed.^[75] The idea, originating from a DLR "Horizon Study", is at a very early stage at the moment, but would involve extending the line from Bank in bored tunnels under Central London to the Charing Cross Jubilee line platforms, which would be brought back to public use. These platforms are now on a spur off the current Jubilee line and are not used by passenger trains. It has since been revealed that a proposed route as far as Victoria station will be investigated.^[90]

While not confirmed it is probable that the scheme would also use the existing overrun tunnels between the Charing Cross Jubilee platforms and a location slightly to the west of Aldwych. These tunnels were intended to be incorporated into the abandoned Phase 2 of the Fleet Line (Phase 1 became the original Jubilee Line, prior to the Jubilee Line Extension).^[91] However they would need some enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway to be provided in the tunnel.

The two reasons driving the proposal are capacity problems at Bank, having basically one interchange between the DLR and the central portion of Underground, and the difficult journeys faced by passengers from Kent and South Coast between their rail termini and the DLR. Intermediate stations would be at Ludgate Circus and Aldwych, for future connection with the Cross River Tram.

Euston/King's Cross extension

Status - Proposed

During the last Horizon study, a possible extension was considered from Bank towards Euston or King's Cross.^[92] The main benefit of this extension will be tapping into an area that doesn't have a direct link to the Canary Wharf site, either existing or proposed. This would create a new artery in central London and help relieve the Northern and Circle lines. There are no official plans for possible stations except towards Farringdon, possibly using some of the soon-to-be-disused Thameslink infrastructure.

Lewisham to Catford extension

Status - Proposed - 2026

This extension was looked at during the latest Horizon Study. The route would follow the Southeastern line and terminate between Catford station and Catford Bridge station. It has been seen as attractive to the district, as has the current terminus at Lewisham which was built in an earlier extension.^[93][94] However early plans showed problems due to Lewisham DLR station being only marginally higher than the busy A20 road which impedes any proposed extension. The plan is however being revised.^[95] When the Lewisham extension was first completed there were proposals to continue further to Beckenham to link it up with the Tramlink system. However, the way in which Lewisham DLR was built impedes this possible extension and it would prove costly to redevelop.

See also

• List of Docklands Light Railway stations
• List of rapid transit systems
• Rail transport in the United Kingdom
• Transport in London (overview)

References

Bibliography

• Jolly, Stephen; Bayman, Bob (November 1986). Docklands Light Railway Official Handbook. Harrow Weald: Capital Transport Publishing. ISBN 0 904711 80 3. 
• Gonsalves, B.F.; R.W. Deacon, D. Pilgrim, B.P. Pritchard (1991). Docklands Light Railway and Subsequent Upgrading. Proceedings of the Institution of Civil Engineers. 

External links

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Wikimedia Commons has media related to: Docklands Light Railway

• "Docklands Light Railway". Transport for London. http://www.tfl.gov.uk/modalpages/2632.aspx. Retrieved on 2008-07-11. 
• "Amazing Days". Transport for London. http://www.visitdocklands.co.uk/. Retrieved on 2008-07-11. 
• "Get Out More". Transport for London. http://getoutmore.dlr.co.uk. Retrieved on 2008-07-11. 
• "DLR Investment programme". Transport for London. http://improvements.dlr.co.uk. Retrieved on 2008-07-11. 
• Docklands Light Railway - Press Room Latest news and information about Docklands Light Railway.
• Docklands Light Railway - Development Projects Details of all major redevelopment and extension projects
• Docklands Light Railway - Our Community Information on current campaigns, community news and events in the DLR neighbourhood
• "Tube and DLR". Transport for London. http://www.tfl.gov.uk/gettingaround/1108.aspx. Retrieved on 2008-07-11. 
• Collection of Google Earth locations of Docklands Light Railway stations (Requires Google Earth software) from the Google Earth Community forum.
• "The Docklands Light Railway, London, UK". BBC h2g2. 2006-04-06. http://www.bbc.co.uk/dna/h2g2/A9948757. Retrieved on 2008-07-11. 
• "DLR: resolving the problems". The LDDC History Pages. http://www.lddc-history.org.uk/transport/tranmon2.html#DLRResolving. Retrieved on 2008-07-11. 

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