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The initial system had a relatively low capacity, but the Docklands area very quickly developed into a major financial centre and employment zone, increasing traffic. In particular Tower Gateway, at the edge of the City of London, attracted criticism for its poor connections, as it did not connect directly with the nearby Tower Hill tube station or Fenchurch Street railway station. The criticism arose partly because the system usage was higher than expected. Plans were developed, before the system opened, to extend it to in the west and Beckton in the east. Stations and trains were extended to two-unit length, and the system was expanded into the heart of the City of London to through a tunnel, which opened in 1991. This extension left on a stub. The original trains were not suitable for underground usage due to not meeting the fire safety laws for underground trains. They were operated for a time on the above-ground sections only, and were later sold. | The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | 1 |
The initial system had a relatively low capacity, but the Docklands area very quickly developed into a major financial centre and employment zone, increasing traffic. In particular Tower Gateway, at the edge of the City of London, attracted criticism for its poor connections, as it did not connect directly with the nearby Tower Hill tube station or Fenchurch Street railway station. The criticism arose partly because the system usage was higher than expected. Plans were developed, before the system opened, to extend it to in the west and Beckton in the east. Stations and trains were extended to two-unit length, and the system was expanded into the heart of the City of London to through a tunnel, which opened in 1991. This extension left on a stub. The original trains were not suitable for underground usage due to not meeting the fire safety laws for underground trains. They were operated for a time on the above-ground sections only, and were later sold. | The DLR also appears in the 2007 film "28 Weeks Later". | 0 |
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 and a large overall roof, fully integrated into the malls below the office towers. | The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | 1 |
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 and a large overall roof, fully integrated into the malls below the office towers. | Another proposal is to by taking over the Bromley North Line, a short National Rail branch line which has no direct services into Central London. The scheme being considered by Transport for London and the London Borough of Bromley would convert the branch line to DLR operation. Although Lewisham Council planned to re-route the A20 road and redevelop the area south of Lewisham DLR station, the plans published in 2012 have no safeguarded route for an extension, making one unlikely. | 0 |
The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | The initial system had a relatively low capacity, but the Docklands area very quickly developed into a major financial centre and employment zone, increasing traffic. In particular Tower Gateway, at the edge of the City of London, attracted criticism for its poor connections, as it did not connect directly with the nearby Tower Hill tube station or Fenchurch Street railway station. The criticism arose partly because the system usage was higher than expected. Plans were developed, before the system opened, to extend it to in the west and Beckton in the east. Stations and trains were extended to two-unit length, and the system was expanded into the heart of the City of London to through a tunnel, which opened in 1991. This extension left on a stub. The original trains were not suitable for underground usage due to not meeting the fire safety laws for underground trains. They were operated for a time on the above-ground sections only, and were later sold. | 1 |
The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | One of the tunnel portals for Crossrail is on the original site of Pudding Mill Lane station. As a consequence, work was carried out to divert the DLR between City Mill River and the River Lea onto a new viaduct further south. This included a replacement station, which opened on 28 April 2014. The former station stood on the only significant section of single track on the system, between Bow Church and Stratford, though the opportunity was taken to double the track in three stages, to improve capacity. There was originally no provision for works beyond the realigned section in the Crossrail Act. | 0 |
The next developments were aided by a five-year programme of investment for public transport across London that was unveiled by Mayor of London Ken Livingstone on 12 October 2004. On 2 December 2005, an eastward branch along the approximate route of the former Eastern Counties and Thames Junction Railway on the southern side of the Royal Docks complex opened from Canning Town to via . | A further extension from to Woolwich Arsenal opened on 10 January 2009, providing interchange with the North Kent main line, close to the planned future stop on the Crossrail line to Abbey Wood via West India and Royal Docks, met by Private Finance Initiative funding. Construction began in June 2005, the same month that the contracts were finalised, and the tunnels were completed on 23 July 2007, and formally opened by Boris Johnson, Mayor of London on 12 January 2009. Following completion, the project was shortlisted for the 2009 Prime Minister's Better Public Building Award. | 1 |
The next developments were aided by a five-year programme of investment for public transport across London that was unveiled by Mayor of London Ken Livingstone on 12 October 2004. On 2 December 2005, an eastward branch along the approximate route of the former Eastern Counties and Thames Junction Railway on the southern side of the Royal Docks complex opened from Canning Town to via . | The contract for the initial system was awarded to a GEC / John Mowlem joint venture in 1984 and the system was constructed from 1985 to 1987 at a cost of £77 million. The line was formally opened by Queen Elizabeth II on 30 July 1987, and passenger services began on 31 August. | 0 |
A further extension from to Woolwich Arsenal opened on 10 January 2009, providing interchange with the North Kent main line, close to the planned future stop on the Crossrail line to Abbey Wood via West India and Royal Docks, met by Private Finance Initiative funding. Construction began in June 2005, the same month that the contracts were finalised, and the tunnels were completed on 23 July 2007, and formally opened by Boris Johnson, Mayor of London on 12 January 2009. Following completion, the project was shortlisted for the 2009 Prime Minister's Better Public Building Award. | As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of . It was decided to include this in a plan for further grade separation to eliminate the conflict between services to Stratford and from Bank. A new timetable was introduced, with improved frequencies at peak hours. The new grade-separated route from Bank to Canary Wharf is used throughout the day, bypassing West India Quay station until mid-evening. Work on this project proceeded concurrently with the three-car upgrade work and the 'diveunder' (sometimes referred to as a flyunder but DLR have coined the term in this instance 'diveunder'), and the improved timetable came into use on 24 August 2009. | 1 |
A further extension from to Woolwich Arsenal opened on 10 January 2009, providing interchange with the North Kent main line, close to the planned future stop on the Crossrail line to Abbey Wood via West India and Royal Docks, met by Private Finance Initiative funding. Construction began in June 2005, the same month that the contracts were finalised, and the tunnels were completed on 23 July 2007, and formally opened by Boris Johnson, Mayor of London on 12 January 2009. Following completion, the project was shortlisted for the 2009 Prime Minister's Better Public Building Award. | Until 1 July 2013, the only bicycles that were allowed were folding ones. DLR stated that this is because if evacuation is required, they would slow down the process. DLR cars, especially older rolling stock, were not designed with bicycles in mind – if they were allowed, they might obstruct doors and emergency exits. Since January 2014 full-size bicycles have been allowed on DLR trains at off-peak hours and weekends (except Bank Station, where bicycles are not permitted for safety reasons). | 0 |
The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of . It was decided to include this in a plan for further grade separation to eliminate the conflict between services to Stratford and from Bank. A new timetable was introduced, with improved frequencies at peak hours. The new grade-separated route from Bank to Canary Wharf is used throughout the day, bypassing West India Quay station until mid-evening. Work on this project proceeded concurrently with the three-car upgrade work and the 'diveunder' (sometimes referred to as a flyunder but DLR have coined the term in this instance 'diveunder'), and the improved timetable came into use on 24 August 2009. | 1 |
The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | In February 2006 a proposal to extend the DLR to from DLR branch was revealed. The idea originates from a DLR "Horizon Study". | 0 |
As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of . It was decided to include this in a plan for further grade separation to eliminate the conflict between services to Stratford and from Bank. A new timetable was introduced, with improved frequencies at peak hours. The new grade-separated route from Bank to Canary Wharf is used throughout the day, bypassing West India Quay station until mid-evening. Work on this project proceeded concurrently with the three-car upgrade work and the 'diveunder' (sometimes referred to as a flyunder but DLR have coined the term in this instance 'diveunder'), and the improved timetable came into use on 24 August 2009. | The next developments were aided by a five-year programme of investment for public transport across London that was unveiled by Mayor of London Ken Livingstone on 12 October 2004. On 2 December 2005, an eastward branch along the approximate route of the former Eastern Counties and Thames Junction Railway on the southern side of the Royal Docks complex opened from Canning Town to via . | 1 |
As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of . It was decided to include this in a plan for further grade separation to eliminate the conflict between services to Stratford and from Bank. A new timetable was introduced, with improved frequencies at peak hours. The new grade-separated route from Bank to Canary Wharf is used throughout the day, bypassing West India Quay station until mid-evening. Work on this project proceeded concurrently with the three-car upgrade work and the 'diveunder' (sometimes referred to as a flyunder but DLR have coined the term in this instance 'diveunder'), and the improved timetable came into use on 24 August 2009. | Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | 0 |
With the development of the eastern Docklands as part of the Thames Gateway initiative and London's staging of the 2012 Summer Olympics, several extensions and enhancements were undertaken. | Elverson Road, Royal Albert, Gallions Reach and Cutty Sark have not been extended for three-car trains; such extension may be impossible in some cases. Selective door operation is used, with emergency walkways in case a door fails to remain shut. is underground, and both costs and the risk to nearby historic buildings prevent platform extension. The tunnel has an emergency walkway. Additional work beyond that needed to take the three-car trains was also carried out at some stations. This included replacing canopies with more substantial ones along the full platform length. A new has been built east of the former location as nearby curves precluded lengthening. now has a third platform. | 1 |
With the development of the eastern Docklands as part of the Thames Gateway initiative and London's staging of the 2012 Summer Olympics, several extensions and enhancements were undertaken. | In 2011, strategy documents proposed a DLR extension to and . Transport for London have considered driving a line from via north to the rail termini. The main benefit of such an extension would be to broaden the available direct transport links to the Canary Wharf site. It would create a new artery in central London and help relieve the Northern and Circle lines and provide another metro line to serve the High Speed line into Euston. | 0 |
Capacity was increased by upgrading for trains with three cars, each with four doors per side. 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. The railway had been built for single-car operation, and the upgrade required both strengthening viaducts to take heavier trains and lengthening many platforms. The extra capacity was useful for the 2012 Summer Olympics, which increased the use of London's transport network. The main contractor for the expansion and alteration works was Taylor Woodrow. | With the development of the eastern Docklands as part of the Thames Gateway initiative and London's staging of the 2012 Summer Olympics, several extensions and enhancements were undertaken. | 1 |
Capacity was increased by upgrading for trains with three cars, each with four doors per side. 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. The railway had been built for single-car operation, and the upgrade required both strengthening viaducts to take heavier trains and lengthening many platforms. The extra capacity was useful for the 2012 Summer Olympics, which increased the use of London's transport network. The main contractor for the expansion and alteration works was Taylor Woodrow. | Mooted throughout the 2010s, an extension across the River Thames to Thamesmead was first proposed in November 2019 as part of the Thamesmead and Abbey Wood OAPF (Opportunity Area Planning Framework). Technical and feasibility work began in late 2020, following adoption of the OAPF. Stations would be located at Beckton Riverside and Thamesmead. | 0 |
Elverson Road, Royal Albert, Gallions Reach and Cutty Sark have not been extended for three-car trains; such extension may be impossible in some cases. Selective door operation is used, with emergency walkways in case a door fails to remain shut. is underground, and both costs and the risk to nearby historic buildings prevent platform extension. The tunnel has an emergency walkway. Additional work beyond that needed to take the three-car trains was also carried out at some stations. This included replacing canopies with more substantial ones along the full platform length. A new has been built east of the former location as nearby curves precluded lengthening. now has a third platform. | With the development of the eastern Docklands as part of the Thames Gateway initiative and London's staging of the 2012 Summer Olympics, several extensions and enhancements were undertaken. | 1 |
Elverson Road, Royal Albert, Gallions Reach and Cutty Sark have not been extended for three-car trains; such extension may be impossible in some cases. Selective door operation is used, with emergency walkways in case a door fails to remain shut. is underground, and both costs and the risk to nearby historic buildings prevent platform extension. The tunnel has an emergency walkway. Additional work beyond that needed to take the three-car trains was also carried out at some stations. This included replacing canopies with more substantial ones along the full platform length. A new has been built east of the former location as nearby curves precluded lengthening. now has a third platform. | Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | 0 |
For this upgrade DLR purchased an additional 31 cars compatible with existing rolling stock. The works were originally planned as three phases: Bank-Lewisham, Poplar-Stratford, and the Beckton branch. The original £200m contract was awarded on 3 May 2007. Work started in 2007 and Bank-Lewisham was originally due to be completed in 2009. However, the work programme for the first two phases was merged and the infrastructure work was completed by the end of January 2010. The Lewisham-Bank route now runs three-car trains exclusively. They started running on the Beckton branch on 9 May 2011. Stratford to Lewisham and Bank to Woolwich Arsenal services sometimes operate as three-car trains; other routes run the longer trains when required. | Capacity was increased by upgrading for trains with three cars, each with four doors per side. 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. The railway had been built for single-car operation, and the upgrade required both strengthening viaducts to take heavier trains and lengthening many platforms. The extra capacity was useful for the 2012 Summer Olympics, which increased the use of London's transport network. The main contractor for the expansion and alteration works was Taylor Woodrow. | 1 |
For this upgrade DLR purchased an additional 31 cars compatible with existing rolling stock. The works were originally planned as three phases: Bank-Lewisham, Poplar-Stratford, and the Beckton branch. The original £200m contract was awarded on 3 May 2007. Work started in 2007 and Bank-Lewisham was originally due to be completed in 2009. However, the work programme for the first two phases was merged and the infrastructure work was completed by the end of January 2010. The Lewisham-Bank route now runs three-car trains exclusively. They started running on the Beckton branch on 9 May 2011. Stratford to Lewisham and Bank to Woolwich Arsenal services sometimes operate as three-car trains; other routes run the longer trains when required. | Two reasons driving the proposal are capacity problems at Bank, having just 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/Ludgate Circus and Aldwych, which was intended for future connection with the proposed but now abandoned Cross River Tram. | 0 |
In addition to the three-car station extensions, partly funded from the 2012 Olympics budget, a line was opened from Canning Town to Stratford and Stratford International railway station along the former North London Line of the national railway system, with additional stations. It parallels the London Underground Jubilee line for much of its length. | At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | 1 |
In addition to the three-car station extensions, partly funded from the 2012 Olympics budget, a line was opened from Canning Town to Stratford and Stratford International railway station along the former North London Line of the national railway system, with additional stations. It parallels the London Underground Jubilee line for much of its length. | However, early plans showed problems due to being only marginally lower than the busy A20 road, which impedes any 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 station was built impedes this possible extension and it would prove costly to redevelop. | 0 |
In addition to the three-car station extensions, partly funded from the 2012 Olympics budget, a line was opened from Canning Town to Stratford and Stratford International railway station along the former North London Line of the national railway system, with additional stations. It parallels the London Underground Jubilee line for much of its length. | The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | 1 |
In addition to the three-car station extensions, partly funded from the 2012 Olympics budget, a line was opened from Canning Town to Stratford and Stratford International railway station along the former North London Line of the national railway system, with additional stations. It parallels the London Underground Jubilee line for much of its length. | The system is part of the London fare zone system, and Travelcards that cover the appropriate zones are valid. There are one-day and season DLR-only "Rover" tickets, plus a one-day DLR "Rail and River Rover" ticket for the DLR and City Cruises river boats. Oyster pay-as-you-go is also available; or NFC enabled bank card holders (contactless) passengers need to touch both in and out on the platform readers or pass through the automatic gates. Tickets can be purchased from ticket machines at the entrance to the platforms, and are required before entering the platform. There are no ticket barriers at DLR-only stations, and correct ticketing is enforced by random on-train inspections by the PSA. Users of pay-as-you-go Oyster cards or a contactless bank card who have failed to touch in at the start of the journey, as well as other passengers without a correct ticket, may be liable to a £80 penalty fare or prosecution for fare evasion. There are barriers at Bank, , Woolwich Arsenal, West Ham and , where the DLR platforms are within a London Underground or National Rail barrier line. | 0 |
The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | 1 |
The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | The DLR is operated by 149 high-floor bi-directional single-articulated Electric Multiple Units (EMUs). Each car has four doors on each side, and two or three cars make up a train. There are no cabs because normal operations are automated, and a small driver's console is concealed behind a locked panel at each end, from which the PSA can drive the car. Consoles at each door opening allow the PSA to control door closure and make announcements whilst patrolling the train. With the absence of a driver's position, the fully glazed car ends provide a forward and rear view for passengers. The top speed is . | 0 |
The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | 1 |
The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | Mooted throughout the 2010s, an extension across the River Thames to Thamesmead was first proposed in November 2019 as part of the Thamesmead and Abbey Wood OAPF (Opportunity Area Planning Framework). Technical and feasibility work began in late 2020, following adoption of the OAPF. Stations would be located at Beckton Riverside and Thamesmead. | 0 |
The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | 1 |
The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | 0 |
The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | 1 |
The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | 0 |
New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | 1 |
New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | 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 and a large overall roof, fully integrated into the malls below the office towers. | 0 |
New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | 1 |
New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | Another proposal is to by taking over the Bromley North Line, a short National Rail branch line which has no direct services into Central London. The scheme being considered by Transport for London and the London Borough of Bromley would convert the branch line to DLR operation. Although Lewisham Council planned to re-route the A20 road and redevelop the area south of Lewisham DLR station, the plans published in 2012 have no safeguarded route for an extension, making one unlikely. | 0 |
From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | 1 |
From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | 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 TBTC (Transmission Based Train Control) system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and updates are provided by Thales Rail Signalling Solutions. The same technology is used by rapid transit systems including Vancouver's SkyTrain, Toronto's SRT, the San Francisco Municipal Railway and Hong Kong's MTR. The SelTrac S40 system has also been adopted by the London Underground Jubilee line and Northern line. Transmissions occur via an inductive loop cable between each train's Vehicle On-Board Controller (VOBC) and the control centre (VCC, SMC) at Beckton. If this link is broken and communication is lost between the VOBC and VCC, SMC, the train stops until it is authorised to move again. If the whole system fails the train can run in restricted manual at for safety until the system is restored and communication is re-established. Emergency brakes can be applied if the train breaks the speed limit during manual control or overshoots a fixed stopping point, or if it leaves the station when the route has not been set. | 0 |
From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | 1 |
From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | This possible extension was considered during the latest Horizon Study. The route would follow the Southeastern line and terminate between and stations. It has been seen as attractive to the district, as has the current terminus at Lewisham, built in an earlier extension. A map published in 2010 by Transport for London suggests that a further extension from Catford to has also been considered. | 0 |
At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | The extension to Stratford International, taking over the North London Line from Canning Town to Stratford, links the Docklands area with domestic high-speed services on High Speed 1. It was an important part of transport improvements for the 2012 Olympic Games, much of which were held on a site adjoining Stratford International. | 1 |
At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | Although the layout allows many different routes, the following are operated in normal service: | 0 |
At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | From Canning Town to Stratford the extension runs parallel to the Jubilee line of the London Underground. As well as providing interchange with the adjacent Jubilee line stations, there are additional DLR stations at Star Lane, Abbey Road and Stratford High Street. | 1 |
At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | 0 |
The DLR has of tracks, with 45 stations. There are six branches: to Lewisham in the south, and Stratford International in the north, and Woolwich Arsenal in the east, and Central London in the west, splitting to and . | The northern, southern and south-eastern branches terminate at the National Rail stations at Stratford, Stratford International, Lewisham and Woolwich Arsenal. Other interchanges with National Rail are at Limehouse, Greenwich and West Ham, while out of station interchanges for Oyster card holders exist between Shadwell DLR station and London Overground's station of the same name, and between Fenchurch Street and the DLR's western termini Tower Gateway and Bank. | 1 |
The DLR has of tracks, with 45 stations. There are six branches: to Lewisham in the south, and Stratford International in the north, and Woolwich Arsenal in the east, and Central London in the west, splitting to and . | 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 TBTC (Transmission Based Train Control) system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and updates are provided by Thales Rail Signalling Solutions. The same technology is used by rapid transit systems including Vancouver's SkyTrain, Toronto's SRT, the San Francisco Municipal Railway and Hong Kong's MTR. The SelTrac S40 system has also been adopted by the London Underground Jubilee line and Northern line. Transmissions occur via an inductive loop cable between each train's Vehicle On-Board Controller (VOBC) and the control centre (VCC, SMC) at Beckton. If this link is broken and communication is lost between the VOBC and VCC, SMC, the train stops until it is authorised to move again. If the whole system fails the train can run in restricted manual at for safety until the system is restored and communication is re-established. Emergency brakes can be applied if the train breaks the speed limit during manual control or overshoots a fixed stopping point, or if it leaves the station when the route has not been set. | 0 |
The northern, southern and south-eastern branches terminate at the National Rail stations at Stratford, Stratford International, Lewisham and Woolwich Arsenal. Other interchanges with National Rail are at Limehouse, Greenwich and West Ham, while out of station interchanges for Oyster card holders exist between Shadwell DLR station and London Overground's station of the same name, and between Fenchurch Street and the DLR's western termini Tower Gateway and Bank. | Between Limehouse and Tower Gateway, the DLR runs parallel to the London, Tilbury and Southend line. | 1 |
The northern, southern and south-eastern branches terminate at the National Rail stations at Stratford, Stratford International, Lewisham and Woolwich Arsenal. Other interchanges with National Rail are at Limehouse, Greenwich and West Ham, while out of station interchanges for Oyster card holders exist between Shadwell DLR station and London Overground's station of the same name, and between Fenchurch Street and the DLR's western termini Tower Gateway and Bank. | As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of . It was decided to include this in a plan for further grade separation to eliminate the conflict between services to Stratford and from Bank. A new timetable was introduced, with improved frequencies at peak hours. The new grade-separated route from Bank to Canary Wharf is used throughout the day, bypassing West India Quay station until mid-evening. Work on this project proceeded concurrently with the three-car upgrade work and the 'diveunder' (sometimes referred to as a flyunder but DLR have coined the term in this instance 'diveunder'), and the improved timetable came into use on 24 August 2009. | 0 |
Between Limehouse and Tower Gateway, the DLR runs parallel to the London, Tilbury and Southend line. | The northern, southern and south-eastern branches terminate at the National Rail stations at Stratford, Stratford International, Lewisham and Woolwich Arsenal. Other interchanges with National Rail are at Limehouse, Greenwich and West Ham, while out of station interchanges for Oyster card holders exist between Shadwell DLR station and London Overground's station of the same name, and between Fenchurch Street and the DLR's western termini Tower Gateway and Bank. | 1 |
Between Limehouse and Tower Gateway, the DLR runs parallel to the London, Tilbury and Southend line. | In July 2014, a Transport Supporting Paper from the London Infrastructure Plan 2050 by the Mayor of London considered the closure of Tower Gateway DLR station and the branch serving it, with a replacement interchange being provided via new platforms at Tower Hill Underground station. This would increase train frequencies to Bank by approximately 30%, thereby unlocking more capacity on the Bank branch. However, this document notes that this would be a long-term aspiration - around 2050. | 0 |
Although the layout allows many different routes, the following are operated in normal service: | At terminal stations trains reverse direction in the platforms, except at Bank where there is a reversing headshunt in the tunnel beyond the station. Many peak-hour trains on the Lewisham route from Stratford turn back at Canary Wharf. During service disruption or planned engineering work, trains can also turn back at and . Trains serve every station on the route, but trains from Bank to Lewisham do not call at West India Quay because they are routed along the diveunder track to avoid junction conflicts. During long-term works for extension projects, other routes may be operated at weekends, such as Beckton to Lewisham if the Bank branch is closed. | 1 |
Although the layout allows many different routes, the following are operated in normal service: | While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . 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 enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | 0 |
There is capability for an additional shuttle from Canning Town to Prince Regent when exhibitions are in progress at the ExCeL exhibition centre. | At terminal stations trains reverse direction in the platforms, except at Bank where there is a reversing headshunt in the tunnel beyond the station. Many peak-hour trains on the Lewisham route from Stratford turn back at Canary Wharf. During service disruption or planned engineering work, trains can also turn back at and . Trains serve every station on the route, but trains from Bank to Lewisham do not call at West India Quay because they are routed along the diveunder track to avoid junction conflicts. During long-term works for extension projects, other routes may be operated at weekends, such as Beckton to Lewisham if the Bank branch is closed. | 1 |
There is capability for an additional shuttle from Canning Town to Prince Regent when exhibitions are in progress at the ExCeL exhibition centre. | While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . 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 enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | 0 |
At terminal stations trains reverse direction in the platforms, except at Bank where there is a reversing headshunt in the tunnel beyond the station. Many peak-hour trains on the Lewisham route from Stratford turn back at Canary Wharf. During service disruption or planned engineering work, trains can also turn back at and . Trains serve every station on the route, but trains from Bank to Lewisham do not call at West India Quay because they are routed along the diveunder track to avoid junction conflicts. During long-term works for extension projects, other routes may be operated at weekends, such as Beckton to Lewisham if the Bank branch is closed. | There is capability for an additional shuttle from Canning Town to Prince Regent when exhibitions are in progress at the ExCeL exhibition centre. | 1 |
At terminal stations trains reverse direction in the platforms, except at Bank where there is a reversing headshunt in the tunnel beyond the station. Many peak-hour trains on the Lewisham route from Stratford turn back at Canary Wharf. During service disruption or planned engineering work, trains can also turn back at and . Trains serve every station on the route, but trains from Bank to Lewisham do not call at West India Quay because they are routed along the diveunder track to avoid junction conflicts. During long-term works for extension projects, other routes may be operated at weekends, such as Beckton to Lewisham if the Bank branch is closed. | The DLR has of tracks, with 45 stations. There are six branches: to Lewisham in the south, and Stratford International in the north, and Woolwich Arsenal in the east, and Central London in the west, splitting to and . | 0 |
Most stations are elevated, with others at street level, in cutting or underground. Access to the platforms is mostly by staircase and lift, with escalators at some stations. From the outset the system has been fully accessible to wheelchairs; much attention was paid to quick and effective accessibility for all passengers. The stations have high platforms matching the floor height of the cars, allowing level access for passengers with wheelchairs or pushchairs. | On 3 July 2007, DLR officially launched an art programme called DLR Art, similar to that on the London Underground, Art on the Underground. Alan Williams was appointed to produce the first temporary commission, called "Sidetrack", which portrays the ordinary and extraordinary sights, often unfamiliar to passengers, on the system and was displayed throughout the network. | 1 |
Most stations are elevated, with others at street level, in cutting or underground. Access to the platforms is mostly by staircase and lift, with escalators at some stations. From the outset the system has been fully accessible to wheelchairs; much attention was paid to quick and effective accessibility for all passengers. The stations have high platforms matching the floor height of the cars, allowing level access for passengers with wheelchairs or pushchairs. | However, early plans showed problems due to being only marginally lower than the busy A20 road, which impedes any 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 station was built impedes this possible extension and it would prove costly to redevelop. | 0 |
Most stations are of a modular design dating back to the initial system, extended and improved with two side platforms, each with separate access from the street, and platform canopies, although few examples remain of the original, distinctive rounded roof design. Stations are unstaffed, except the underground stations at , Stratford International and Woolwich Arsenal for safety reasons, a few of the busier interchange stations, and City Airport, which has a ticket office for passengers unfamiliar with the system. Canning Town, Custom House and Prince Regent are normally staffed on the platform whenever there is a significant exhibition at the ExCeL exhibition centre. | Most stations are elevated, with others at street level, in cutting or underground. Access to the platforms is mostly by staircase and lift, with escalators at some stations. From the outset the system has been fully accessible to wheelchairs; much attention was paid to quick and effective accessibility for all passengers. The stations have high platforms matching the floor height of the cars, allowing level access for passengers with wheelchairs or pushchairs. | 1 |
Most stations are of a modular design dating back to the initial system, extended and improved with two side platforms, each with separate access from the street, and platform canopies, although few examples remain of the original, distinctive rounded roof design. Stations are unstaffed, except the underground stations at , Stratford International and Woolwich Arsenal for safety reasons, a few of the busier interchange stations, and City Airport, which has a ticket office for passengers unfamiliar with the system. Canning Town, Custom House and Prince Regent are normally staffed on the platform whenever there is a significant exhibition at the ExCeL exhibition centre. | At Stratford new platforms have been built for the North London Line at the northern end of the station. The old platforms (formerly 1 and 2) adjacent to the Jubilee line were rebuilt for the DLR, renumbered 16 (towards Stratford International) and 17 (towards Beckton/Woolwich Arsenal). Interchange between the Stratford International branch and DLR trains via Poplar is possible although the platforms are widely separated and at different levels. There is no physical connection between the two branches. | 0 |
On 3 July 2007, DLR officially launched an art programme called DLR Art, similar to that on the London Underground, Art on the Underground. Alan Williams was appointed to produce the first temporary commission, called "Sidetrack", which portrays the ordinary and extraordinary sights, often unfamiliar to passengers, on the system and was displayed throughout the network. | Most stations are elevated, with others at street level, in cutting or underground. Access to the platforms is mostly by staircase and lift, with escalators at some stations. From the outset the system has been fully accessible to wheelchairs; much attention was paid to quick and effective accessibility for all passengers. The stations have high platforms matching the floor height of the cars, allowing level access for passengers with wheelchairs or pushchairs. | 1 |
On 3 July 2007, DLR officially launched an art programme called DLR Art, similar to that on the London Underground, Art on the Underground. Alan Williams was appointed to produce the first temporary commission, called "Sidetrack", which portrays the ordinary and extraordinary sights, often unfamiliar to passengers, on the system and was displayed throughout the network. | The original was closed in mid-2008 for complete reconstruction. The two terminal tracks either side of a narrow island platform were replaced by a single track between two platforms, one for arriving passengers and the other for departing (Spanish solution). It reopened on 2 March 2009. | 0 |
The DLR is operated by 149 high-floor bi-directional single-articulated Electric Multiple Units (EMUs). Each car has four doors on each side, and two or three cars make up a train. There are no cabs because normal operations are automated, and a small driver's console is concealed behind a locked panel at each end, from which the PSA can drive the car. Consoles at each door opening allow the PSA to control door closure and make announcements whilst patrolling the train. With the absence of a driver's position, the fully glazed car ends provide a forward and rear view for passengers. The top speed is . | Despite having high floors and being automated, the cars are derived from a German light-rail design intended for street running. All cars look similar but there have been several different types, some still in service, others sold to other operators. B2007 units were purchased from Bombardier in 2005 and delivered between 2007 and 2010. | 1 |
The DLR is operated by 149 high-floor bi-directional single-articulated Electric Multiple Units (EMUs). Each car has four doors on each side, and two or three cars make up a train. There are no cabs because normal operations are automated, and a small driver's console is concealed behind a locked panel at each end, from which the PSA can drive the car. Consoles at each door opening allow the PSA to control door closure and make announcements whilst patrolling the train. With the absence of a driver's position, the fully glazed car ends provide a forward and rear view for passengers. The top speed is . | The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | 0 |
Despite having high floors and being automated, the cars are derived from a German light-rail design intended for street running. All cars look similar but there have been several different types, some still in service, others sold to other operators. B2007 units were purchased from Bombardier in 2005 and delivered between 2007 and 2010. | On 12 June 2019, it was announced CAF have been successful in their bid and have been awarded the contract to provide the new trains, entering service in 2023. | 1 |
Despite having high floors and being automated, the cars are derived from a German light-rail design intended for street running. All cars look similar but there have been several different types, some still in service, others sold to other operators. B2007 units were purchased from Bombardier in 2005 and delivered between 2007 and 2010. | There is capability for an additional shuttle from Canning Town to Prince Regent when exhibitions are in progress at the ExCeL exhibition centre. | 0 |
In 2017, TfL opened bidding for new trains to run on the DLR. It will order 43 new trains, which will increase capacity by 30% when they are introduced in 2022. The contract will be awarded in 2018 and the trains will feature charging points and air-conditioning. | The DLR is operated by 149 high-floor bi-directional single-articulated Electric Multiple Units (EMUs). Each car has four doors on each side, and two or three cars make up a train. There are no cabs because normal operations are automated, and a small driver's console is concealed behind a locked panel at each end, from which the PSA can drive the car. Consoles at each door opening allow the PSA to control door closure and make announcements whilst patrolling the train. With the absence of a driver's position, the fully glazed car ends provide a forward and rear view for passengers. The top speed is . | 1 |
In 2017, TfL opened bidding for new trains to run on the DLR. It will order 43 new trains, which will increase capacity by 30% when they are introduced in 2022. The contract will be awarded in 2018 and the trains will feature charging points and air-conditioning. | The system is part of the London fare zone system, and Travelcards that cover the appropriate zones are valid. There are one-day and season DLR-only "Rover" tickets, plus a one-day DLR "Rail and River Rover" ticket for the DLR and City Cruises river boats. Oyster pay-as-you-go is also available; or NFC enabled bank card holders (contactless) passengers need to touch both in and out on the platform readers or pass through the automatic gates. Tickets can be purchased from ticket machines at the entrance to the platforms, and are required before entering the platform. There are no ticket barriers at DLR-only stations, and correct ticketing is enforced by random on-train inspections by the PSA. Users of pay-as-you-go Oyster cards or a contactless bank card who have failed to touch in at the start of the journey, as well as other passengers without a correct ticket, may be liable to a £80 penalty fare or prosecution for fare evasion. There are barriers at Bank, , Woolwich Arsenal, West Ham and , where the DLR platforms are within a London Underground or National Rail barrier line. | 0 |
On 12 June 2019, it was announced CAF have been successful in their bid and have been awarded the contract to provide the new trains, entering service in 2023. | In 2017, TfL opened bidding for new trains to run on the DLR. It will order 43 new trains, which will increase capacity by 30% when they are introduced in 2022. The contract will be awarded in 2018 and the trains will feature charging points and air-conditioning. | 1 |
On 12 June 2019, it was announced CAF have been successful in their bid and have been awarded the contract to provide the new trains, entering service in 2023. | The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available. A route from via and the north side of the Royal Docks complex was chosen, and opened in 1994. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area. As part of this extension, one side of the original flat triangular junction was replaced by a grade-separated junction west of Poplar. Poplar was rebuilt to give cross-platform interchange between the Stratford and Beckton lines, with a new grade-separated junction built east of the station at the divergence of the Stratford and Beckton lines. | 0 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | 1 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | The docks immediately east of Central London began to decline in the early 1960s as cargo became containerised. They had been connected to the national railway network via the London and Blackwall Railway (L&BR), which was closed in 1966 for lack of traffic. The opening of the Tilbury container docks, further east in Essex, finally rendered them redundant, and in 1980 the government gained control of the now-derelict area. | 0 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | 1 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | As part of the 2018 budget, the Chancellor announced funding for the DLR to support development in the Royal Docks. Following completion of the Silvertown Tunnel in the mid 2020s, around 5,000 homes will be built on the site, and a new DLR station would be constructed. | 0 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | 1 |
DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | Most stations are of a modular design dating back to the initial system, extended and improved with two side platforms, each with separate access from the street, and platform canopies, although few examples remain of the original, distinctive rounded roof design. Stations are unstaffed, except the underground stations at , Stratford International and Woolwich Arsenal for safety reasons, a few of the busier interchange stations, and City Airport, which has a ticket office for passengers unfamiliar with the system. Canning Town, Custom House and Prince Regent are normally staffed on the platform whenever there is a significant exhibition at the ExCeL exhibition centre. | 0 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | 1 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | As part of the construction of the London City Airport extension in the mid 2000s, a gap in the viaduct due west of the western end of Royal Victoria Dock, between and stations - was passively safeguarded for a future station when development came forward on the brownfield and industrial sites. The potential of development on the land was on hold for until the late 2010s, as the area was being safeguarded for the route of the Silvertown Tunnel, a new Thames river crossing currently under construction on the site. | 0 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | 1 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | The DLR also appears in the 2007 film "28 Weeks Later". | 0 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | 1 |
The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . 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 enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | 0 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | 1 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | The DLR appears in the video to Sean Paul and Clean Bandit's single "Rockabye". Poplar, Canary Wharf and Heron Quays stations appear, interspersed with scenes of New York in winter, in the official video for the single "Trains and Winter Rains" by Enya, released in 2008. | 0 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | 1 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | In 2011, strategy documents proposed a DLR extension to and . Transport for London have considered driving a line from via north to the rail termini. The main benefit of such an extension would be to broaden the available direct transport links to the Canary Wharf site. It would create a new artery in central London and help relieve the Northern and Circle lines and provide another metro line to serve the High Speed line into Euston. | 0 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | 1 |
The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | Mooted throughout the 2010s, an extension across the River Thames to Thamesmead was first proposed in November 2019 as part of the Thamesmead and Abbey Wood OAPF (Opportunity Area Planning Framework). Technical and feasibility work began in late 2020, following adoption of the OAPF. Stations would be located at Beckton Riverside and Thamesmead. | 0 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | 1 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | The key available trends in recent years for the Docklands Light Railway are (years ending 31 March): | 0 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | 1 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | The first contract for construction work was awarded on 10 January 2007 and construction started in mid-2007. Originally scheduled to open in mid-2010, the line opened on 31 August 2011. On 11 November 2015 the Mayor of London announced that all stations on this line would be rezoned from zone 3 to zone 2/3. | 0 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | 1 |
In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | 0 |
The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | 1 |
The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | The system was lightweight, with stations designed for trains of only a single articulated vehicle. The three branches totalled , had 15 stations, and were connected by a flat triangular junction near . Services ran from Tower Gateway to Island Gardens and from Stratford to Island Gardens; the north side of the junction was used only for access to the depot at Poplar. The stations were mostly of a common design and constructed from standard components. A common feature was a short half-cylindrical glazed blue canopy. All stations were above ground and were generally unstaffed. | 0 |
The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | 1 |
The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | The key available trends in recent years for the Docklands Light Railway are (years ending 31 March): | 0 |
Subsets and Splits