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Docklands Light Railway

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Docklands Light Railway
Colour on map double turquoise stripe
Year opened 1987
Line type Primarily elevated
Rolling stock DLR B Stock
Stations served 38
Length (km) 31
Length (miles) 19
Depots Poplar
Beckton
Journeys made 60,000,000 (per annum)
Rail lines of
Transport for London
London Underground lines
  Bakerloo
  Central
  Circle
  District
  East London
  Hammersmith & City
  Jubilee
  Metropolitan
  Northern
  Piccadilly
  Victoria
  Waterloo & City
Other lines
Docklands Light Railway
  Tramlink

The Docklands Light Railway (DLR) is a light rail public transport metro serving the redeveloped Docklands area of east London, England. The DLR is separate from the London Underground, with separate tracks and rolling stock. The two systems share a single ticketing system. The DLR appears on the London Underground’s Tube map.

All the trains are computer-controlled and have no driver: a passenger service agent (PSA) 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 case of computer failure or emergency.

Operation and maintenance of the DLR has been carried out by a private franchise since 1997. The current franchise, due to expire in April 2013, belongs to Serco Docklands Ltd, a company jointly formed by Serco and the former DLR management team.

Contents

History

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

Initial system

The DLR was conceived in the late 1980s by the London Docklands Development Corporation (LDDC) to aid the regeneration of the docks of East London, which had been derelict since the 1960s. As originally conceived, the system was to be entirely above ground and consist of three branches, with their termini at Tower Gateway, Stratford, and Island Gardens. The early plan was an underground line with connections from Charing Cross to Woolwich Arsenal via Fenchurch Street, Surrey Docks, Isle of Dogs, North Greenwich and Custom House. However things changed when the Conservative Government took office on 4th May 1979. They ordered the study into feasible light rail options, resulting in the birth of the DLR.

The initial idea was to use modern tram-derived light rail vehicles, with overhead current collection, manual driving, and some street running. The LDDC, however, wanted to showcase cutting-edge technology and disliked overhead wires, and so chose an automatically-driven system with third-rail current collection, but still using tram-derived vehicles. Most of the track was elevated, either on new lightweight concrete viaducts or on disused railway viaducts, with some use of disused surface-level railway right of way. The system was opened by Queen Elizabeth II on 31 July 1987, with passenger service starting a month later, on 31 August.

As opened, the system was still lightweight, with stations and trains only a single articulated vehicle long. The three branches together totalled 13 km Docklands Light Railway (2005). [Facts]. Retrieved February 26 2006., were connected by a flat triangular junction near Poplar, and services were operated between all three termini.

First extensions

The view from Tower Gateway looking east shows Fenchurch Street approach tracks to the left, the original DLR line in the centre, and DLR train emerging from the tunnel to Bank to the right
Enlarge
The view from Tower Gateway looking east shows Fenchurch Street approach tracks to the left, the original DLR line in the centre, and DLR train emerging from the tunnel to Bank to the right

The initial system proved too light-weight for its job, as the Docklands area developed rapidly into a major financial centre and employment zone. Additionally, the Tower Gateway terminus, situated at the very edge of the City of London, attracted criticism for its poor connections.

In response to this, all stations and trains were extended to two-unit lengths, and the system was extended into the heart of the City of London with a tunnel to Bank underground station, which opened in 1991. This extension diverged from the initial western branch, leaving Tower Gateway station on a limb. It also rendered the initial car fleet obsolete, as its construction was not suitable for use underground (see Rolling Stock, below).

At the same time, the areas in the east of the Docklands area needed better transport connections to encourage development there. This resulted in a fourth branch being constructed, from Poplar via Canning Town transport interchange to Beckton, running along the north side of the Royal Docks complex. 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 created at the divergence of the Stratford and Beckton lines east of Poplar. Poplar station was rebuilt to provide cross-platform interchange between the Stratford and Beckton lines.

The growth of the Canary Wharf office complex required the redevelopment of Canary Wharf DLR station from a small wayside station to a large complex with six platforms serving three rail tracks, beneath a large overall roof and fully integrated into the malls below the office towers. The original DLR station was never completed.

Once Canary Wharf became a major financial employment centre, demands came to improve transport connections with residential areas to the south-east of London. This was met by an extension of the DLR from Island Gardens in tunnel under the River Thames to Greenwich and then on a new elevated route paralleling Deptford Creek to an interchange at the major rail junction of Lewisham. Besides providing two new rail interchanges at Greenwich and Lewisham, this branch also serves the tourist area of Greenwich with a new station at Cutty Sark.

A new eastward branch from Canning Town to King George V, serving the London City Airport, opened on 2 December, 2005. It runs along the southern side of the Royal Docks complex, with many developments planned along the route.

Current system

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

The DLR now includes 31 km of track Docklands Light Railway (2005). [Facts]. Retrieved February 26 2006.. There are five branches: to Lewisham in the south, Stratford in the north, Beckton and King George V in the east and another leading into Central London, splitting to serve two nearby termini, Bank and Tower Gateway. Although the system allows many different combinations of routings, at present the following four routes are operated in normal service:

Some trains on the Stratford line turn back at Crossharbour and London Arena rather than continuing to Lewisham. There are also occasional trains from Tower Gateway to Crossharbour and Lewisham. There are no limited-stop trains on the DLR - each train serves every stop along its route.

The northern and southern branches terminate at the National Rail (main line) stations at Stratford and Lewisham respectively. Other direct interchanges between the DLR and National Rail are at Limehouse, Canning Town and Greenwich.

Map

Stations

Many DLR stations are elevated, with a few at street level, in cutting, or underground. Access to the platforms is normally by staircase, with very few stations having escalators but all having lifts, and accessible by wheelchair. The stations have high platforms, matching the floor height of the cars, allowing easy access to the trains, especially for passengers with wheelchairs or buggies.

Most of the stations conform to a simple modular design dating back to the initial system, albeit extended. This design has two side platforms, each with separate access from the street, and platform canopies with a distinctive rounded roof design. Almost all stations are unstaffed, although for legislative reasons the three stations which are underground (Bank, Island Gardens, and Cutty Sark) are staffed, along with a few of the busier interchange stations.

Stations on west to east branches

Stations on north to south branches

Stations on London City Airport branch

Opened December 2 2005.

Closed DLR stations

Fares and ticketing

Ticketing for single and return journeys is part of the London Underground fare-zone system, and Travelcards that cover the correct zones are valid. One-day and season Travelcards provide considerable savings for passengers who make several journeys on different types of public transport in London.

There are also 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 on the DLR — passengers need to both touch in and touch out their Oyster cards on the readers at the entrance / exit to the platforms, or pass through the automatic gates at selected stations.

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, and correct ticketing is enforced by on-train checks by the Passenger Service Agent. The only exceptions to this rule are Bank, Canning Town, and Stratford stations, where the DLR platforms are located within the barrier lines of a London Underground or National Rail station.

Rolling stock

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

An artist’s impression of the new DLR stock on order from Bombardier Transportation.
Enlarge
An artist’s impression of the new DLR stock on order from Bombardier Transportation.

The DLR is operated by high-floor, bi-directional, single-articulated cars with four doors on each side, with each train composed of two cars. The cars have no driver’s cab, although there is a small driver’s console concealed behind a locked panel at each car end from which the PSA can drive the car in an emergency. Other 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 excellent forward (or rear) view for passengers.

Despite having high floors and being highly automated, the cars are derived from a German light-rail design intended for use in systems with elements of street running. All the cars that have operated on the system look similar, but there have been five separate types, of which three are still in operation on the DLR.

Withdrawn rolling stock

The fleet for the 1987 opening consisted of 11 light-rail vehicles built in 1986 by LHB in Germany and numbered 01 to 11. These were referred to as P86 stock, with P referring to Poplar depot, where they were maintained. These cars were built for the initial above-ground system and, because of the lack of appropriate fire-proofing, were not allowed to operate on the tunnelled extension to Bank. Because of this, and because adaptation to a new signalling system was too costly, these cars were sold in 1991 to Essener Verkehrs-AG of Essen, Germany, where they were extensively rebuilt and put into service between 1994 and 1998.

In 1989, BREL supplied another ten LRVs, numbered 12 to 21. These were designated P89 stock and remained in operation on the DLR until the middle of the 1990s. They were also sold to Essen, where they entered service between 1999 and 2004 after major modifications had been carried out.

Trains sold to Essen are operated mainly on underground line U11, in a new yellow livery

Current rolling stock

Further vehicles were required as the network grew and as the original P86 and P89 cars had to be replaced due to their unsuitability for the changed system conditions. Bombardier built 23 vehicles of B90 stock in 1991, 47 vehicles of B92 stock between 1993 and 1995 and 24 vehicles of B2K stock in 2001 and 2002. The B in the type codes refers to Beckton depot, where they are primarily maintained. They are of a common design and can be operated interchangeably in trains of two. All of them remain in service.

The DLR fleet at the end of 2004 was:

DLR cars had a common livery of red, blue, and white upon delivery. Over the years, several vehicles have received all-over advertising livery. A new livery of turquoise and blue was tested on B92 car 45 in the mid-1990s, but it was not adopted, and the car reverted to standard livery a few years later. Refurbishment of the B90 cars started in 2004, with the completed trains re-entering service in a new livery of red and blue with grey doors.

Future rolling stock

In May 2005, Bombardier announced that they would be providing a further 24 vehicles of a new design, which they consider superior to the current fleet. The new cars, needed for coming extensions and three-car service on the Bank–Lewisham route, are to be delivered between May 2007 and September 2008. Bombardier (1997-2006). [Bombardier Receives A $94 Million US Order From Docklands Light Railway For Automatic Light Rail Cars To Be Used In London, UK]. Retrieved February 26 2006. In June 2006 another 31 vehicles were added to this order, partly funded by the Olympic Delivery Authority, to be delivered by 2009. Docklands Light Railway (2006). [DLR looks to the future with Olympic train order, UK]. Retrieved June 24 2006.

Future developments

With the rapid 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.Docklands Light Railway (2005). [DLR Development Projects] Retrieved February 23 2006.:

New platforms at Stratford

Status - Under Construction

Currently the DLR has only one platform at Stratford, which limits capacity and ease of interchange with other platforms. Two replacement platforms are under construction and expected to open in 2007. The first is expected to open in January 2007, with the decommissioning of the old platform at this time. Full station opening is expected in Spring 2007.

Woolwich Arsenal Extension

Status - Under Construction

An extension of the London City Airport branch from King George V to Woolwich Arsenal is under construction. This requires a second DLR tunnel crossing of the River Thames. The projected cost of £150 million is expected to be met through the Private Finance Initiative. Construction began in June 2005, with the boring machine being entered in June 2006, and is due to be completed in February 2009.Docklands Light Railway (2006). [Mayor launches tunnelling of DLR Woolwich Arsenal Extension] Retrieved April 28 2006.

Upgrading Bank - Lewisham route to 3-car trains

Status - TWA and financial approval given

There is formal approval to upgrade the lines between Bank station and Lewisham station to allow operation of 3-car trains and increase capacity. More frequent trains were considered as an alternative, but it was found that the necessary signalling changes would be as expensive as upgrading to longer trains, and provide fewer benefits. Docklands Light Railway.(2005). [DLR Capacity Enhancement]. Retrieved February 26 2006.

It is expected that the work will be carried out during 2007-2009. The work involves the lengthening of platforms on most stations, together with viaduct-strengthening works to support the longer trains. Most of this section dates from the initial system originally built for single-car operation. South Quay station will require locating as nearby curves preclude lengthening. The below-ground Cutty Sark station will not be extended due to the cost and the risk to nearby historic buildings. Instead, use of Selective Door Operation (SDO) has been approved by the Railway Inspectorate at this station.

Although not on the Bank - Lewisham route, two other stations will be modified to improve operational flexibility. Poplar station will also be lengthened, whilst Tower Gateway is due to be converted from its current two-track terminal layout into a single longer platform. However the exact details of the Tower Gateway work are under review.Ian Allan Publishing. Modern Railways. March 2006''..

Langdon Park station

Status - Approved. Awaiting construction

A planning application for a station at Langdon Park between All Saints and Devons Road has been submitted. This has finally been approved although the contractor is still to be appointed and is in the process. Construction is expected to start in October 2006. The plan envisages the station opening in late 2007. (Sourde:Tfl)

Stratford International Extension / North London Line conversion

Status - Awaiting Transport & Works Act approval from the Government

This will be an extension from Canning Town to the new Stratford International station, taking over the North London Line infrastructure and linking Docklands with domestic and international high-speed services on the Channel Tunnel Rail Link. Four new stations will be built, at Star Lane, Abbey Road, Stratford High Street, and Stratford International, with a possible fifth station between Cody Road and Canning Town. The branch will also serve London Underground and National Rail stations at West Ham and Stratford. All stations will be capable of accommodating three-unit trains.

As part of the TWA application the DLR station at Royal Victoria on the Beckton branch will be extended to accommodate three-unit trains. Additionally it will have a third platform. The extra platform becomes possible because the part of the North London Line due to be abandoned currently runs parallel to Royal Victoria station.Docklands Light Railway. [Map showing proposed Royal Victoria station]. Retrieved February 26 2006.

The extension will convert the North London Line to DLR operation, which will in future terminate at Stratford on new platforms. The extension is projected to open early in 2010 and is an important part of the transport improvement package for the 2012 Olympic Games, which will largely be held on a site adjoining Stratford International.

Upgrading other lines to 3-car trains

Status - TWA application being prepared

Once the work to allow three-car trains between Bank station and Lewisham station hase been completed, the only parts of the network unable to accommodate longer trains will be between Poplar station and Stratford station, and between Poplar and Beckton station. There is therefore a proposal to upgrade the remainder of the line with the aim of carrying out the work between 2008 and 2010.

As part of this work, it is proposed to enhance the junction north of West India Quay station, which would preclude services on the Bank to Lewisham route from stopping at West India Quay station. this would also allow services from Beckton and Woolwich to terminate at Canary Wharf or Lewisham.

Barking Reach extension

Status - Being planned, Route safeguarded

This is a proposed extension from Gallions Reach to Dagenham Dock via the riverside at Barking. This would connect the Barking Reach area, a formerly industrial area now undergoing major redevelopment, with the Docklands. This new route would cover major developments at Creekmouth, Barking Riverside, Dagenham Dock Opportunity Area. The extension is key if English Partnerships' plan is to work. A possible opening date according to the DLR website is 2016, however Mayor Ken Livingstone is keen to have the extension open before the 2012 Olympic Games.

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. It would be located 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, a new Thames river crossing proposed for opening by 2015.AlwaysTouchOut.com (2005). [Silvertown Link] Retrieved February 24 2006.

Connaught Road\Silvertown Interchange station

Status - Proposed

A site near to London City Airport has been identified as a possible second station on the London City Airport extension. It will 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 in the future. It may be located south of the Connaught Crossing.AlwaysTouchOut.com (2006). [DLR to City Airport]. Retrieved February 26 2006.

Charing Cross extension

Status - Proposed

In February 2006 a proposal to extend the DLR to Charing Cross station (running from either the Bank or Tower Gateway DLR branches) was publicly revealedIan Allan Publishing. Modern Railways. March 2006''.. The idea, originating from a DLR "Horizon Study", is in very early stages at the moment, but would involve extending the line from 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 located on a spur that branches off the current Jubilee line and are not used by passenger trains.

While not specifically confirmed it is implied 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). However they would need some enlargement because DLR gauge is larger than tube gauge and modern safety regulations would almost certainly require a narrow walkway to be provided in the tunnel.

The two reasons reported as driving the proposal were 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. The point of the original DLR Network was to provide for East and Central London, however budget restraints restricted the route.

Works contingent on Crossrail

Status - Proposed

If Crossrail is approved some of the track between Bow Church and Stratford would need to be moved to the south. The opportunity would then be taken to double the track throughout and eliminate the only significant section of single track on the systemIan Allan Publishing. Modern Railways. March 2006''..

The current route projections for the cross-London Crossrail Line 1 entail interchanges with the DLR at Custom House, Stratford, and the provision for interchanges at West India Quay (with Crossrail station 'Isle of Dogs') and London City Airport (with Crossrail station 'Silvertown').AlwaysTouchOut.com (2006). [Crossrail]. Retrieved February 23 2006.

Unlikely Developments

This section has information on projects and developments that shall not take place on the DLR Network. They were discusssed during a personal visit to the DLR Development Team at Poplar, London.

Thamesmead Extension

The route would have used the transport lanes on the Thames Gateway Bridge or could have used its own tunnels across the Thames. With Stations at West Thamesmead and Thamesmead Centre, the extension would have looked to have done what the Lewisham Extension did for Lewisham and Greenwich. However, this option would only have happened if the Woolwich Option had not proceeded. Also this was a committed scheme following the London City Airport Extension and the Greenwich Waterfront Transit is also taking the same route as the extension

Hackney Central/Dalston Extension

This option would have involved tunnels under the main railway lines out of Liverpool Street after Bow Church. Stations would be located at Carpenters Road, Hackney Wick, Homerton and Hackney Central. If there was the option to extend to Dalston, which is feasable because of the connection to the East London Line and Crossrail Line 2. Two new stations would have been located at Dalston Lane and Dalston Junction. This option was also part of a possibility of a spur off of the Stratford International line with the same stations. The development reached as far as a business study, but this revealed poor readings. The extension options have been shelved and are very unlikely to emerge again.

Woolwich Reach Station

Woolwich Reach was initally included in the proposal, but was later removed. Woolwich Reach had been removed from the plan totally, and was not even listed as a possible later enhancement. The scheme would attract 9m passengers per annum, cost £128m and have a Benefit to Cost ratio of 1.8:1: once built, it would make an operating profit. In October 2000, DLR Ltd stated that the Woolwich Reach station was removed from the proposal due to the great depth of the station and the cost of about £25m. Also the fact that the station would have only been about 500 metres from Woolwich Arsenal station, it could not justify having a station there. However the station would have had very good connections with the Greenwich Waterfront Transit and local developments occurring riverside. Another thing is that most DLR stations are 500 metres apart, with some even closer. The plan continues to emerge.

Eltham Extension

The Eltham Extension was looked at as part of the Horizon 2020 study. It was proposed by the MP for Eltham and the local community also supported the scheme. it was decided to look at the extension and various sites were suggested for stations. The route would continue on from Woolwich Arsenal and run parrell to the main road. Main Stations were suggested at various sites along the route, mainly connecting into local streets and developments. The Eltham station would have used part of the bus station to site its platforms, which is what Lewisham Station did. The scheme fell under heavy criticism, due to its 6.5km length and was chosen not to be taken forward. The plan is unlikely to resurface.

Charlton Extension

This route was proposed during both Horizon Stidies, 1998 and 2006. With the emerging plans for the Silvertown Link, there is the possibility of including transport lanes on the bridge. However, Mayor Ken Livingstone wants the Link in tunnel, so the DLR Extension would also have to be in tunnel, which would favour the route. The extension would leave after Thames Wharf station and dive into the board tunnel. It would emerge during Millennium Village, and rise to 20 metres on a viaduct. It would then turn east and enter, Millennium Way station. It would continue into Bugsby's Way station, with connecting bridges into all the commercial disricts there, 3 in total. It would continue east, dive into tunnel and turn south. A Charlton Station would be located beneath the station. The extension would cost £150 million and take three years to build. However, the plan cannot be justified due to the poor Benifit to Cost Ratio. The scheme has been 'on hold' ever since.

East Ham Extension

This extension was looked at when the latest Horizon study took place. The route would have continued from Beckton Station, into the Asda Car Park. The track would have turned North and have a station at the Bus Terminal. It would then continue North, with a station at the edge of the A13. It would continue over the A13 following the route of the road. There would then be a station on the edge of Central Park. After this the tracks would dive into a tunnel, go under East Ham High Street, and have a cut and cover station beneath East Ham Station. The extension was withdrawn from development due to the close proximity of houses and that there would not be much of a time saving from Beckton to East Ham against the local bus routes.

Options for extending into London that will not take place

Many options for extending the DLR into London has been circulated and many options have been studied.

Finsbury Park via Liverpool Street

This route would have continued from Tower Gateway DLR Station. New tunnels would have been dug, with a replacement Tower Gateway Station. New stations would have been built for DLR at Liverpool Street, Ashburnton Grove, (for Arsenal's new stadium) and Finsbury Park. The development is still in the balance and could still be built. However, DLR LTD prefers to pursue the Charing Cross extension. Although construction of the entire extension is unlikely, there is still a strong possibility of extending to Liverpool Street with the replacement of Tower Gateway Station as well, with the aim of relieving the crowded conditions at the original terminus.

London Bridge

This extension was proposed as part of the recent Horizon Study work. It would have created another spur off of the network after Shadwell and crossed the River Thames in tunnel. The station would have been located beneath the the Northern Line platforms with new underpasses into the Northern, Jubilee and National Rail platforms. There would also be a lift to the National Rail concourse. The scheme was not taken forward due to three spurs being located after Shadwell and another crossing of the Thames. There was also the possibilty of creating a new tunnel after Shadwell stopping at London Bridge, Bank and Liverpool Street. This proved to costly and was also rejected. The London Bridge extension will never take place, according to the Development Team.

Kings Cross

The options for this extension is very vague and DLR believed this option was a creation of the media! However, they decided to pursue the option in case it proved valuable. This route would have continued from Bank with one station along the way, located at Farringdon This would have allowed connection with Crossrail. Although DLR discovered significant travel time reductions, especially from the South, they decided against the option. DLR felt options to extend to the West would be lost if this option was taken forward.

See also

References

External links

Wikimedia Commons has media related to:

West: Crossings of the River Thames East:
Greenwich foot tunnel Lewisham branch,
between Island Gardens
and Cutty Sark 		Jubilee Line
between Canary Wharf
and North Greenwich
Woolwich foot tunnel Woolwich branch,
between King George V
and Woolwich Arsenal
(under construction) 		Thames Gateway Bridge
(planned)

Transport for London
Tube | DLR | Buses | Trams | Rail | Coaches | River | Taxi | Dial-a-Ride | Streets | Congestion charge

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Local rail transport in the United Kingdom
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Docklands Light Railway (East London) > Glasgow Subway | London Underground | Tyne and Wear Metro  
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