Docklands Light Railway



The Docklands Light Railway (DLR) is a light rail system serving the redeveloped Docklands area of East London, England. It currently extends to Stratford in the north, and Lewisham in the south, west to Bank in the heart of the City financial district, and east to Beckton and North Woolwich (including London City Airport). The DLR has separate track and trains from the London Underground, but the two systems share a ticketing system and the DLR appears on the London Underground’s Tube map.

The trains are computer-controlled and normally 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 certain circumstances including equipment failure and emergencies. Stations are generally unstaffed except the ones below ground, which are required to be staffed in case evacuation is needed.

The DLR has been operated and maintained 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.

The DLR system is undergoing continuing expansion, with currently 39 stations. In 2006 it carried over 60 million passengers. The Docklands Light Railway was 20 years old on 31 August 2007.

Before the DLR
The decline of the docks east of London began in the early 1960s, as containerised traffic began to move overseas, and the declining UK manufacturing base shipped less and less through the docks. The opening of the Tilbury container docks, further east in Essex, sealed the fate of the docks, and in 1980 control of the now almost out-of-use docks passed to the British government. The Jubilee line as opened (Stanmore to Charing Cross) in 1979, was supposed to be the first stage in a new cross-town tube line, stretching from Charing Cross, via Ludgate Circus, Cannon Street and Wapping, to various sites in South-East London. One option considered was Lewisham via Surrey Quays, taking over the East London line at that point; another was Thamesmead via West India Docks and Royal Docks.

Although land had been reserved for the construction of a second section (land at the derelict Ludgate Circus and Lewisham amongst others had been bought by London Transport in anticipation of the go-ahead), the escalating cost of a second-stage Jubilee Line saw the project officially postponed indefinitely in the early 1980s.

The London Docklands Development Corporation searched for a cheaper way to provide public transport across the docks in order to stimulate regeneration. Various plans were considered and the one investigated most eagerly was a light-rail scheme. This would exploit existing former railway infrastructure and would link the West India Docks to Tower Hill and a northern terminus. Both Stratford (running alongside the Great Eastern lines out of London) and a street-running railway to the District and Central line station at Mile End were considered. The final decision to invest in a fully automated railway precluded any tram-like ideas and Stratford was chosen. This would take advantage of a disused bay platform at the far west of the station. Interchange here was with the Central line and main lines and later with the Jubilee line. The regeneration of the docks brought the Jubilee plans full circle &mdash; an extension along the South Bank, via the Surrey Quays/Docks through Canary Wharf and on to Stratford via the next regeneration "hotspot", the Greenwich peninsula, opened in 1999.

The initial Tower Gateway/Stratford to Island Gardens (at the southern end of the Isle of Dogs, next to the Thames facing Greenwich (see "extensions" below) was opened by Queen Elizabeth II in 1987, the costs having been held down to £77 million &mdash; a relatively low figure considering the state of the art technology employed.

Initial system
As originally conceived, the system was to be entirely above ground and comprise three branches, with their termini at Tower Gateway, Stratford and Island Gardens.

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 lightweight, with stations and trains only a single articulated vehicle long. The three branches together totalled 13 km, were connected by a flat triangular junction near Poplar. Services ran Tower Gateway-Island Gardens and Stratford-Island Gardens, meaning that the north side of the junction was not used in regular passenger service.

The stations on the initial system were mostly to a common design and were constructed out of a standard set of parts. The principal distinguishing feature of the stations was a relatively short half cylindrical glazed blue canopy to provide shelter from the rain.

First extensions


The initial system proved to have insufficient capacity as the Docklands area developed 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 the Rolling Stock section, below, and the main article Docklands Light Railway rolling stock).

At the same time, the areas in the east of Docklands needed better transport connections to encourage development. 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. Early designs showed several options through the Blackwall Area. 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 tracks, beneath a large overall roof and fully integrated into the malls below the office towers. The original DLR station was never completed and was, in fact, dismantled before the line officially opened. The automatically-operated trains continued to stop at this location.

Second stage extensions
Early in the days of the DLR's operation, the London Borough of Lewisham commissioned a feasibility study of extending the DLR under the Thames to Lewisham. The outcome of the study led the South London borough to push the case for an extension, and eventually a line to Greenwich, Deptford and Lewisham joined the roster of extensions.

The line was planned to leave the original DLR route south of Crossharbour turn-back sidings, dropping gently to Mudchute, a street level station replacing the high-level Mudchute on the former London & Blackwall viaduct. Immediately after, the line would drop into tunnel, tracing the route of the viaduct to Island Gardens, a just-below-surface station reached by a staircase. Crossing the Thames, the line would have a station in the centre of Greenwich, thereafter rising to the surface in deep tunnel and then cut-and-cover to a stop at the mainline Greenwich station, the southbound DLR track offering convenient cross-platform interchange with the city-bound mainline. From here, the line would snake across concrete viaducts to Deptford, Elverson Road (at street level on a road close to Lewisham town centre), terminating in two platforms lying directly under the mainline platforms at Lewisham, in walking distance of the town shopping centre, and bus services stopping directly outside the station.

The Lewisham extension, authorised as above, opened in 1999. With the opening of the extension, DLR took its first steps from being a local people-mover to a truly important backbone of the east/south-east London transport system.

On 2 December 2005, a new eastward branch, running along the southern side of the Royal Docks complex, opened from Canning Town to King George V, via London City Airport. Further extension to Woolwich, already being shown on London tube maps, and to be built at or close to the future stop on the Crossrail line to Abbey Wood via West India and Royal Docks, will contribute to this growth.

Current system


The DLR now includes routes extending for a total of 31 km. There are five branches: to Lewisham in the south, Stratford in the north, Beckton and King George V in the east, and to Central London, splitting to serve Bank and Tower Gateway. 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 King George V
 * Tower Gateway to Beckton

Trains during peak times 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. There are no limited-stop trains on the DLR: every train serves every station on its route.

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

Stations
Many DLR stations are elevated, with others at street level, in a cutting, or underground. Access to the platforms is normally by staircase, very few stations having escalators. The DLR network from the outset has been fully accessible to wheelchairs. The stations have high platforms, matching the floor height of the cars, allowing easy access to the trains 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. Most stations are unstaffed, although for safety reasons the three stations below ground, Bank, Island Gardens, and Cutty Sark, are staffed, as are a few of the busier interchange stations.

See List of Docklands Light Railway stations for stations on the system.

DLR Art
On the 3 July 2007, DLR officially launched their own art programme similar to that in place on the London Underground, Platform for Art. Alan Williams has been appointed to produce Docklands Light Railway's first temporary commission. Known as "sidetrack" the project portrays the ordinary and extraordinary sights, often unfamiliar to passengers, along the route of the Docklands Light Railway.

Fares and ticketing
Ticketing is part of the London Fare zone system, and Travelcards that cover the correct zones are valid.

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 &mdash; 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. 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.

The DLR is used by up to a hundred thousand people daily, with around 60 million journeys yearly.

Overrun of station buffers
Prior to the public opening of the railway, on 10 March 1987, 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.

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. At the station, a member of the royal security detail used the emergency exit to leave the train ahead of the Queen before it had fully stopped. This caused the train to make an emergency stop in the station, 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.

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. One of the two trains was traveling automatically, operating without a driver, while the other was under manual control.

South Quay bombing
The Docklands Light Railway has also been the scene of a terrorist attack. On 9 February 1996, the Provisional Irish Republican Army exploded a lorry under a bridge near South Quay DLR station, killing 2 people and injuring many others. This number would have been higher if not for advance warning. 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


The DLR is operated by high-floor, bi-directional, single-articulated cars with four doors on each side, each train consisting 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 Passenger Service Agent (PSA) can drive the car when necessary. 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 unusual forward (or rear) view for passengers. The current stock has a top speed of 50 mph (80 km/hour).

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 to date look similar, but there have been several different types, some still in service and others sold to other operators. A further car type, with quite different styling, is to be introduced in 2007.

Signalling technology
Originally, the DLR used signalling based on a fixed-block technology developed by GEC-General Signal and General Railway Signal. 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. Also, 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.

New platforms at Stratford

 * Status - both platforms have opened

The DLR had only one narrow platform at Stratford. This limited capacity and hindered interchange with other services at this station and so two replacement platforms have been built. The last day of use of the old platform was 15 June 2007 and the first new one opened on Monday 18 June 2007 and the second opened on 9 December 2007.

Langdon Park station

 * Status - Opened

A station at Langdon Park between All Saints and Devons Road has been completed. Work started on 17 November 2006 and it opened on 9 December, 2007.

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:

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 being met by Private Finance Initiative funding. Construction began in June 2005 and is due to open on 28 February 2009.

On 23 July 2007, it was confirmed that both tunnels had been completed.

Upgrading Bank - Lewisham route to 3-car trains

 * Status - Under Construction

The stations between Bank station and Lewisham station will be upgraded to allow operation of 3-car trains to 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 handle longer trains but would provide fewer benefits.

The awarding of the £200m contract was confirmed on 3 May 2007. Work is to be carried out during 2007-2009. Some work has already started resulting in partial weekend closures. A large portion of the work will be carried out in 2008 in concentrated periods of activity.

The work involves the lengthening of platforms at most above-ground stations together with viaduct-strengthening works to support the additional weight of lengthened trains. Much of this section dates from the initial system originally built for single-car operation. South Quay station will have to be moved as nearby curves preclude lengthening. Due to the cost and the risk to nearby historic buildings, the underground Cutty Sark station will not be extended. Instead, use of Selective Door Operation (SDO) has been approved by the Railway Inspectorate at this station.

Other stations affected
Although not on the Bank – Lewisham route, two other stations are included in the plans so as to improve operational flexibility. Poplar station has already been lengthened in advance of the work elsewhere to confirm that the proposed method of construction is satisfactory. Tower Gateway is due to be converted from its current two-track terminal layout into a single longer platform. It will be closed from June 2008 until April 2009 to enable the work to be carried out.

Stratford International extension / North London Line conversion

 * Status - Under Construction

On October 25 2006, permission was granted for this extension from Canning Town to the new Stratford International station, taking over the North London Line infrastructure (which closed on December 9 2006) and linking the Docklands area with domestic and international high-speed services on High Speed 1.

Four new stations will be built: Star Lane (formerly known as Cody Road), Abbey Road, Stratford High Street (formerly known as Stratford Market) and Stratford International. The branch will also serve London Underground and National Rail stations at West Ham and Stratford. All stations will be able to accommodate 3-car trains. The North London Line will terminate at Stratford in new platforms.

As part of the Transport & Works Act (TWA) application, the DLR station at Royal Victoria on the Beckton branch will be extended to accommodate 3-car trains. It will have a third platform, which becomes possible because the part of the abandoned section of North London Line ran parallel to Royal Victoria station.

The first contract for construction work was awarded on 10 January 2007 and construction work started in mid 2007. The announcement of the award of the main construction contract was made in early July 2007. 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 - Transport & Works Act approval given

When work to allow 3-car trains between Bank and Lewisham is complete, the two parts of the network unable to take 3-car trains will be Poplar to Stratford and Poplar to Beckton. On 24 July 2007 approval was given for upgrading those two sections between 2008 and 2010 and for further grade-separation at Delta Junction north of West India Quay to allow enable all routes to operate without the present conflict between services to Stratford and from Bank, however southbound services from Bank will be unable to stop at West India Quay due to the removal of the outer platform. This will, however, permit possible new services from Beckton and Woolwich to terminate at Canary Wharf or Lewisham.

On 31 July 2007 however TfL stated that due to lack of committed funding the Beckton branch would not be upgraded to 3-car operation at the moment. 

Dagenham Dock extension

 * Status - TWA submission being prepared - 2017

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 as part of the London Riverside, with the Docklands. This new route would cover major developments at Creekmouth, Barking Riverside, Dagenham Dock Opportunity Area, and five stations have been planned at Beckton Riverside, Creekmouth, Barking Riverside, Dagenham Vale and Dagenham Dock. The extension is key if English Partnerships' plan is to work. As shown in DLR's first consultation leaflet, there are plans for the DLR to extend further than Dagenham Dock, possibly to Dagenham Heathway or Rainham.

Construction is not expected to start until 2013 and and the earliest expected completion date is 2017.

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 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.

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.

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. 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.

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). 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 City Thameslink 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. 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.

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 system.

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 Isle of Dogs station) and London City Airport (with Crossrail Silvertown station). Another option would be to provide an interchange with a possible new station on the DLR (see Connaught Road/Silvertown Interchange station section above).

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. 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. 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 impeded this possible extension and would prove costly to redevelop.