Stratford International - The Beginning

Following the Horizon report, the then Department of Environment, Transport and the Regions (DETR) instructed DLR to undertake studies of the feasibility of an extension serving the proposed Stratford International Station on the Channel Tunnel Rail Link (CTRL).
In December 1998, DLR Ltd commissioned Maunsell Ltd to establish the optimum route and prepare outline engineering designs for the proposed extension of the DLR to Stratford International and to allow for possible future extensions, taking into account engineering, timescale and financial factors.
In June 2002 DLR initiated a review of previous demand modelling and appraisal work for the extension. The work incorporated the latest views and strategic thoughts emerging about development on both the Railway Lands (a large scale mixed use development planned between Stratford station and the planned Stratford International station) and the Arc of Opportunity corridor (an identified regeneration zone which runs from Stratford to Canning Town).
In late 2003, DLR and the Strategic Rail Authority (SRA) commissioned a joint study to review options for the future operation of the North London Line. In July 2004 DLR received the Government's support to pursue plans for the conversion of the North London Line between Canning Town and Stratford.

The aims for the Stratford International Extension are:
1) act as a catalyst for regeneration in the Lower Lea Valley, bringing forward new jobs, homes, shops and other leisure facilities to the area;
2) provide improved public transport capacity, reliability, accessibility and frequency on the corridor between Stratford and Canning Town by converting the NLL to DLR use; 3) enable people to take advantage of employment opportunities and amenities in the Lea Valley and other parts of east and south-east London through direct connections to the Royal Docks and Woolwich Arsenal;
4) create intermediate stations on the line to serve existing and future communities and provide a new link and station to Stratford International to serve high speed train services calling at this station;
5)offer passengers an environmentally friendly alternative to the car; a significantly improve orbital journey opportunities between north, north-east, east and south-east London

In addition to the above objectives the scheme is required to help meet the travel demands associated with the 2012 Olympic Games.

Dagenham Dock - The Beginning

The idea of extending the DLR to Dagenham Dock has been examined several times in the past. It was first investigated in 1997, when DLR Ltd looked at possible extensions to the network which could be realised within the ten-year period up to 2007. A Dagenham Dock scheme was not taken forward at that time because the land use and development proposals for Dagenham Dock and Dagenham were not fully developed and the likely timescale for re-development of the area was beyond the designated period up to 2008.
However, by 2002, the emerging plans for both Barking Riverside and for South Dagenham envisaged as many as 11,000 new homes in Barking Riverside and significant employment and new homes around South Dagenham. The Barking Riverside area has now been identified in the London Plan and emerging proposals for regeneration of the Thames Gateway sees it as a location for major housing growth and employment.
The Greater London Authority (GLA) and Transport for London (TfL) requested that DLR undertake initial feasibility studies into possible route options and costs for an extension through to Barking Riverside. In February 2002, Docklands Light Railway Limited (DLR Ltd) appointed consultants to examine outline engineering corridors for a proposed eastern extension of the DLR from the existing network. This work was completed in mid 2002 and highlighted Barking town centre, Renwick Road or Dagenham Dock as possible terminus destinations.
Following further work and stakeholder consultation, it was concluded that the optimal route eastwards involved extending the DLR to Dagenham Dock. This was principally due to the potential interchange opportunities, the need to fully serve the planned Barking Riverside area and the desire for the potential of the DLR to unlock sites further east.
Consultants were then appointed in October 2003 to detail route options for the DLR between Gallions Reach and Dagenham Dock.
In March 2006 Ken Livingstone, the Mayor of London, instructed DLR to develop this scheme further. With this in mind, DLR is moving forward with the schemes development.

Woolwich Arsenal - The Beginning

It sets out five over-arching objectives for transport:
1)To protect and enhance the built and natural environment;
2)To protect and enhance the built and natural environment;
3)To contribute to an efficient economy, and to support sustainable economic growth in appropriate locations;
4)To promote accessibility to everyday facilities for all, especially those without a car; and
5)To promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system.

A comprehensive appraisal was undertaken of the four options, taking into account these objectives and engineering, environmental, social, economic, and operational factors. This appraisal also considered the results of the public consultation exercise and wider views of stakeholders.




Following the initial option appraisal process, Option 1 was identified as the 'preferred route'. This was endorsed by the DLR Ltd Board in November 2001 and by Greenwich Council Cabinet Committee in January 2002.

The 2.5 km extension from King George V station at North Woolwich will be via two parallel bored tunnels under the Thames, to a new partly sub-surface station adjacent to the existing Woolwich Arsenal network rail Station. The new DLR station will be constructed - built partly under Woolwich New Road with station entrances at Greens End and Woolwich New Road giving access to the Town centre and the Royal Arsenal. The existing Woolwich Arsenal Station will be modified to fully integrate with the DLR station.

London City Airport - Stations

At North Woolwich, King George V is at ground level to the northern end of Pier Road conveniently located for local shops and with direct pedestrian links to the Woolwich Ferry and bus terminal at North Woolwich. Work on construction of an extension from King George V station under the Thames to Woolwich Arsenal station began in summer 2005.



At London City Airport the station is elevated and fully enclosed. There are two entrances and the platforms are connected by escalators and lifts to an intermediate level with a direct link into the Airport concourse. Main access to the station for local passengers and mobility impaired customers is by a lower level subway connecting directly with Drew Road.



Pontoon Dock station is surrounded by major redevelopment and regeneration. The first phases, including the Barrier Point residential development and Thames Barrier Park are complete. The location has been chosen to allow easy integration with the surroundings and future residential and leisure developments including the London Aquarium – part of the Silvertown Quays development on the opposite side of the road – which will eventually be reached by a pedestrian bridge. The station is elevated and connected by stairs and lifts to a raised concourse connecting directly to street level and to the new footpaths through the park which leads down to the river front and views of the Thames Barrier.


West Silvertown serves Britannia Village and the proposed new development at Peruvian Wharf (formerly a Tate & Lyle site) where it is hoped to build 1600 new homes with a mixed development town centre environment. Situated on the south side of North Woolwich Road , the station is elevated and connected by stairs and lifts to the ground level concourse.

London City Airport Extension - The Beginning

The aims for the London City Airport extension were:
1. To create a new link that will significantly improve access to the communities of Silvertown, and provide a reliable public transport service to the area.
2. To provide a direct rail connection to the City from London City Airport that will enable future growth potential to be realised without adverse effect on the environment.
3. To build a railway that will act as a catalyst for substantial regeneration of Southern Royal Docks, and help bring new jobs, homes, shops and other leisure facilities to the area.

The DLR London City Airport extension runs through the southern part of the Royal Docks, an area that has been through a major amount of change in the past 20 years. The area has suffered from its relative isolation in comparison to the transport improvements that have taken place on the north of the docks and, as a result, the pace of regeneration has been slower.
The extension connects the southern part of the Royal Docks to the London rail network and offer major reductions in passenger journey times. The most significant improvements in public transport accessibility are found to Canary Wharf, the City and the West End, which experience a significant reduction in travel time as a result of the extension.