Docklands Light Railway#Depots

In the 18th and 19th century, new docks were built east of the City of London to cater for the rapidly growing city. The last of these docks opened in 1921 in the Royal Docks. From the early 1960s, the docks began to decline as cargo was containerised and mechanised. The older docks did not have space to expand, and could not handle larger vessels.{{Cite book |last=Jolly |first=Stephen |title=Docklands Light Railway : official handbook 1987 |date=1986 |publisher=Capital Transport |others=Bob Bayman |isbn=0-904711-80-3 |location=Harrow Weald |pages=6–7 |oclc=18746528}} The docks 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.{{cite book|last=Christopher|first=John|title=The London & Blackwall Railway|url=https://books.google.com/books?id=Wg2oAwAAQBAJ|date=30 September 2013|publisher=Amberley Publishing|isbn=978-1-4456-2187-6|page=63}} From the mid-1960s, the docks gradually closed down - leading to major job losses and economic deprivation. In the 1970s, the opening of new deep water Tilbury container docks located further east in Essex exacerbated the issue, with the Royal Docks closing in 1981. File:DLR tower gateway.jpg was the DLR's original link to central London.]]

Throughout the 1970s, the government and the Greater London Council (GLC) put forward various plans to redevelop the Docklands area. The area was thought to have great potential for redevelopment, located close to the City of London with historic warehouses and large areas of water.{{Cite book |last=Jolly |first=Stephen |title=Docklands Light Railway : official handbook 1987 |date=1986 |publisher=Capital Transport |others=Bob Bayman |isbn=0-904711-80-3 |location=Harrow Weald |pages=7 |oclc=18746528}}

In 1972, the London Docklands Study team commissioned Travis Morgan & Partners to propose redevelopment of the area. In 1973, they proposed, among other recommendations, that a "minitram" people-mover system capable of carrying up to 20 people in each unit should be constructed to connect the Docklands with the planned Fleet line tube railway terminus at Fenchurch Street railway station. The Greater London Council formed a Docklands Joint Committee with the Boroughs of Greenwich, Lewisham, Newham, Southwark and Tower Hamlets in 1974 to undertake the redevelopment of the area. A light railway system was envisaged, terminating either at Tower Hill tube station or at nearby Fenchurch Street, but both options were seen as too expensive.

Nonetheless, in 1976 another report proposed a conventional tube railway for the area and London Transport obtained Parliamentary powers to build a line from Charing Cross station to Fenchurch Street, Surrey Docks (now Surrey Quays railway station), the Isle of Dogs, North Greenwich and Custom House to Woolwich Arsenal. This was intended to be the second stage of the Fleet line – which had been renamed the Jubilee line, the first stage of which opened in 1979 from {{stl|London Underground|Stanmore}} to {{stl|London Underground|Charing Cross}}. This would have cost around £325{{nbsp}}million.{{Cite book |last=Jolly |first=Stephen |title=Docklands Light Railway : official handbook 1987 |date=1986 |publisher=Capital Transport |others=Bob Bayman |isbn=0-904711-80-3 |location=Harrow Weald |pages=5 |oclc=18746528}} However, when the Thatcher Government came to power, the plans to extend the Jubilee line were halted and the new government insisted that a lower-cost option should be pursued.{{Cite book|title=Docklands Light Railway Official Handbook|last2=Hardy|first2=Brian|last3=Stannard|first3=Colin|date=November 2000|publisher=Capital Transport Publishing|isbn=978-185414-223-8|location=Harrow Weald|pages=4–5|last1=Pearce|first1=Alan}}

In July 1981, the government established the London Docklands Development Corporation (LDDC) to coordinate the redevelopment of the Docklands. The need to provide a cheap public transport solution led to it commissioning London Transport to evaluate a number of exclusively light rail options, using trams or tram like vehicles.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |page=5 |oclc=456423124}} The cost of extending the Jubilee line to the area was now estimated to be around £450{{nbsp}}million.{{Cite web |last1=Greater London Council |author-link=Greater London Council |last2=London Docklands Development Corporation |author-link2=London Docklands Development Corporation |date=Spring 1982 |title=A Light Railway for Docklands? |url=https://www.mernick.org.uk/dlr/documents/02.pdf |access-date=22 April 2023}}

The core of the route ran alongside the Great Eastern line out of London and south along the former London & Blackwall Railway line through the Isle of Dogs. Three terminus options were proposed at the west end, at Tower Hill, Minories and Aldgate East. The Tower Hill option would have required a low-level interchange to be constructed alongside the existing Underground station, but this would have been a very costly venture. The Minories option, a high-level station virtually on the site of the old Minories railway station, was selected and became the current Tower Gateway DLR terminus. Aldgate East would have been perhaps the most ambitious of all of the options, as it originally envisaged a low-level connection with the District line that would have allowed DLR trains to run on London Underground tracks to a variety of central London destinations. However, it quickly became apparent that there was no capacity on the existing network for integrating the DLR into the Underground.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |page=6 |oclc=456423124}}

Two southern terminus options were put forward, at Cubitt Town (today's Island Gardens station) and Tiller Road, on the west side of Millwall Dock, with two possible routes to reach them. A "western" route would have run from the Westferry station alongside West Ferry Road via Cuba Street, then either terminating at Tiller Road or continuing over Millwall Docks Cut to a terminus at Cubitt Town. The "central" option required the West India Docks to be infilled or bridged and would run down the middle of the peninsula, through what was at the time an area of derelict warehouses.{{harvnb|Pearce|Hardy|Stannard|2000|p=6}} Ultimately this latter option was chosen, though the 1981 London Transport report warned that without extensive development around Canary Wharf the area would be "very isolated with poor traffic prospects" – as indeed it was, for a number of years.{{harvnb|Pearce|Hardy|Stannard|2000|p=7}}

The northern terminus was proposed at Mile End, with options including street running down Burdett Road towards Limehouse or along the Mile End Road to turn south before using an old railway alignment to reach Poplar.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |pages=5–7 |oclc=456423124}}

A final report {{ndash}} prepared by the GLC, LDDC, government departments and London Transport {{ndash}} was published in June 1982, proposing a north–south route from Mile End to the Isle of Dogs, and an east–west route linking the Isle of Dogs to the City of London.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |pages=7 |oclc=456423124}} Even during the development of the line, proposals for future extensions were being envisaged and investigated.{{Cite web |last1=Greater London Council |author-link=Greater London Council |last2=London Docklands Development Corporation |author-link2=London Docklands Development Corporation |date=July 1984 |title=Docklands Light Railway Beckton Extension |url=https://www.mernick.org.uk/dlr/documents/13.pdf |access-date=22 April 2023}}

Following the publishing of the report, the Departments of the Environment and Transport agreed to provide £77{{nbsp}}million towards construction of the extension, with a deadline of 1987.{{Cite book |last=Jolly |first=Stephen |title=Docklands Light Railway : official handbook 1987 |date=1986 |publisher=Capital Transport |others=Bob Bayman |isbn=0-904711-80-3 |location=Harrow Weald |pages=5 |oclc=18746528 |quote=The cash outturn price was not to exceed £77m, to be funded equally by the Departments of Transport and of the Environment to the GLC and the LDDC.}} The funding agreement also included conditions to maximise the use of modern technology, and that no ongoing subsidy would be available from government.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |pages=8 |oclc=456423124}}

Initially, the system was planned to be manually operated and having some stretches of street running.{{cite journal |last1=Bayliss |first1=David |title=What's New in European and Other International Light Rail Transit Projects? |journal=TRB Special Report |volume=221 |issue=Light Rail Transit: New System Successes at Affordable Prices |page=48 |url=https://www.trb.org/Publications/Blurbs/152263.aspx |access-date=24 July 2024}} During the Parliamentary process, the northern terminus of the line was changed to Stratford, as part of efforts to segregate the line from road and other railway traffic, as the LDDC were pushing for the line to use a "high tech automated system". In 1984, the contract for the initial system was awarded to a GEC / John Mowlem joint venture, which proposed fully automated operation using light rail vehicles.{{cite magazine |date=October 1984 |title=World Report |magazine=Railway Age |page=31}}

The two Acts of Parliament that authorised the line to be built were passed in 1984 and 1985.{{Cite web |last= |first= |title=Docklands Light Railway (DLR) |url=https://www.tfl.gov.uk/corporate/about-tfl/culture-and-heritage/londons-transport-a-history/dlr |access-date=22 April 2023 |website=Transport for London |language=en-GB |quote=Two bills passed in 1984 and 1985 authorised the DLR – construction began soon afterwards.}} Construction of the system began shortly after in 1985, with the joint venture careful to minimise costs in light of the £77{{nbsp}}million budget. Two thirds of the route was built on underused or disused railway infrastructure, and station architecture used a kit-of-parts approach to save money.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |page=10 |oclc=456423124}}{{Cite book |last=Jolly |first=Stephen |title=Docklands Light Railway : official handbook 1987 |date=1986 |publisher=Capital Transport |others=Bob Bayman |isbn=0-904711-80-3 |location=Harrow Weald |pages=10 |oclc=18746528}}

File:DLR-WestIndiaDocks-1.jpg

The railway was formally opened by Queen Elizabeth II on 30 July 1987,{{cite magazine |authorlink=Roger Ford (journalist) |last=Ford |first=Roger |title=Opening of the Docklands Light Railway |magazine=Modern Railways |location=London |date=September 1987 }} and passenger services began on 31 August.{{cite web |title=Docklands Light Railway (D.L.R.) |url=http://www.20thcenturylondon.org.uk/server.php?show=conInformationRecord.27 |url-status=dead |archive-url=https://web.archive.org/web/20130315042111/http://www.20thcenturylondon.org.uk/docklands-light-railway-d-l-r |archive-date=15 March 2013 |access-date=3 September 2009 |publisher=Exploring 20th Century London}}{{Cite news |last=Cross |first=David |date=1 September 1987 |title=Enthusiasts flock to busy opening day: Docklands Light Railway |newspaper=The Times |location= London}} The initial system comprised two routes, from {{stl|DLR|Tower Gateway}} and Stratford to {{stl|DLR|Island Gardens}}, with a total length of {{Convert|12.1|km|mi|abbr=in}}. It was mainly elevated on disused railway viaducts or new concrete viaducts, and adopted disused surface railway formations between Poplar and Stratford. The trains were fully automated, controlled by computer, and had no driver; a Passenger Service Agent (PSA) on each train, originally referred to as a "Train Captain", was responsible for patrolling the train, checking tickets, making announcements and controlling the doors. PSAs could take control of the train in circumstances including equipment failure and emergencies.{{cite web|title=Technology: Signalling & Control |publisher=Transport for London |url=http://www.tfl.gov.uk/corporate/modesoftransport/dlr/keyfacts/1546.aspx |access-date=29 August 2007 |url-status=dead |archive-url=https://web.archive.org/web/20070930165625/http://www.tfl.gov.uk/corporate/modesoftransport/dlr/keyfacts/1546.aspx |archive-date=30 September 2007 }}{{cite web|url=https://www.bbc.co.uk/dna/h2g2/A9948757|title=The Docklands Light Railway, London, UK|publisher=BBC – h2g2|access-date=29 August 2007|url-status=live|archive-url=https://web.archive.org/web/20121105152825/http://www.h2g2.com/approved_entry/A9948757|archive-date=5 November 2012}} A total of eleven units supplied by Linke-Hofmann-Busch comprised the first generation of the Docklands Light Railway rolling stock.{{cite book|title=Railways of Britain – London North of the Thames|last2=McCarthy|first2=David|publisher=Ian Allan Publishing|year=2009|isbn=978-0-7110-3346-7|location=Hersham, Surrey|page=12|last1=McCarthy|first1=Colin}}

The system was lightweight, with stations designed for trains of only a single articulated vehicle. The three branches totalled {{convert|13|km|mi|abbr=in}}, had 15 stations, and were connected by a flat triangular junction near {{stl|DLR|Poplar}}. 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 Poplar depot.{{cite web |url=http://www.railway-technology.com/projects/docklands/ |title=Docklands Light Railway Capacity Upgrading, United Kingdom |website=Railway-Technology.com |access-date=13 June 2014 |url-status=live |archive-url=https://web.archive.org/web/20180615163255/https://www.railway-technology.com/projects/docklands/ |archive-date=15 June 2018 }}{{cite web|url=http://www.london.gov.uk/mayor/transport/dlr.jsp|title=Mayor of London – Transport Strategy – DLR|year=c. 2006|publisher=Greater London Authority|access-date=19 March 2012|url-status=dead|archive-url=https://web.archive.org/web/20080312115619/http://www.london.gov.uk/mayor/transport/dlr.jsp|archive-date=12 March 2008}} 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. All stations featured lifts and level access into the train from platforms, catering for disabled people, people with small children and elderly people.{{Cite web |date=1997 |title=Monograph – "Starting from Scratch" – the development of transport in London Docklands (1997) – The Detailed Story (1) |url=http://www.lddc-history.org.uk/transport/tranmon3.html#7.DLR%22 |url-status=dead |archive-url=https://web.archive.org/web/20230105140858/http://www.lddc-history.org.uk/transport/tranmon3.html#7.DLR%22 |archive-date=5 January 2023 |access-date=25 August 2021 |website= |publisher=London Docklands Development Corporation |quote=Another important principle established at this stage was that all stations and trains should allow for disabled access. This meant that lifts and ramps were available at all stations, and trains were designed with platform height floors.}}{{Cite news |last=Lloyd |first=David |date=3 October 1986 |title=Captains sought for Dockland Trains |work=LRT News |pages=4 |quote=Stations on the line will have lifts as well as stairs to platform level ... "the lifts will be slow running to discourage people from using them all the time. They are primarily for disabled people, people with shopping and children and the elderly."}}

File:Tower Gateway DLR station 3.jpg

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.{{cite web|url=http://www.london2012.com/blog/2009/01/13/new-games-transport-link-marks-20-years-of-dlr-progress.php |title=New Games transport link marks 20 years of progress |publisher=London 2012 Official Blog |date=13 January 2009 |access-date=24 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090528013329/http://london2012.com/blog/2009/01/13/new-games-transport-link-marks-20-years-of-dlr-progress.php |archive-date=28 May 2009 }} Plans were developed, before the system opened, to extend it to {{stl|London Underground|Bank}} in the west and Beckton in the east.{{cite web |url=https://api.parliament.uk/historic-hansard/written-answers/1987/may/06/docklands-light-railway#S6CV0115P0_19870506_CWA_30 |title=Hansard Written Answers |date=6 May 1987 |url-status=live |archive-url=https://web.archive.org/web/20121006063136/http://hansard.millbanksystems.com/written_answers/1987/may/06/docklands-light-railway#S6CV0115P0_19870506_CWA_30 |work=Parliamentary Debates (Hansard) |archive-date=6 October 2012 }} Stations and trains were extended to two-unit length, and the system was expanded into the heart of the City of London to {{stl|London Underground|Bank}} through a tunnel, which opened in 1991 at a cost of £295{{nbsp}}million.{{Cite news |url=http://www.cnplus.co.uk/news/16feb90-uk-ben-roskrow-reports-on-nuttalls-extension-of-the-docklands-light-railway-(1-of-2)/1689334.article |title=Ben Roskrow reports on Nuttal's extension of the Docklands Light Railway |newspaper=Construction News |date=16 February 1990 |access-date=25 June 2009 |url-status=live |archive-url=https://web.archive.org/web/20100928121337/http://www.cnplus.co.uk/news/16feb90-uk-ben-roskrow-reports-on-nuttalls-extension-of-the-docklands-light-railway-(1-of-2)/1689334.article |archive-date=28 September 2010 }}{{Cite web |last=Butcher |first=Louise |date=4 May 2010 |title=Railways: Docklands Light Railway (DLR) |url=https://researchbriefings.files.parliament.uk/documents/SN00415/SN00415.pdf |archive-url=https://web.archive.org/web/20150609175238/http://researchbriefings.files.parliament.uk/documents/SN00415/SN00415.pdf |archive-date=9 June 2015 |url-status=live |access-date=19 March 2022 |website=House of Commons Library}} This extension left {{stl|DLR|Tower Gateway}} 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.

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.{{cite web|url=http://www.tfl.gov.uk/corporate/modesoftransport/dlr/history/2982.aspx |title=DLR history timeline |publisher=Transport for London |access-date=3 September 2007 |url-status=dead |archive-url=https://web.archive.org/web/20070930190323/http://www.tfl.gov.uk/corporate/modesoftransport/dlr/history/2982.aspx |archive-date=30 September 2007 }}

The east of Docklands needed better transport connections to encourage development, and a fourth branch, towards Beckton, was planned, with several route options available.{{cite web |url=http://www.lddc-history.org.uk/transport/3tran15.jpg |title=Options for the DLR Beckton Extension route |publisher=London Docklands Development Corporation |access-date=23 February 2008 |url-status=live |archive-url=https://web.archive.org/web/20120207140704/http://www.lddc-history.org.uk/transport/3tran15.jpg |archive-date=7 February 2012 }} A route from {{stl|DLR|Poplar}} via {{stl|London Underground|Canning Town}} and the north side of the Royal Docks complex was chosen, and opened in March 1994 at a cost of £280{{nbsp}}million. Initially it was thought the line was likely to be underutilised, due to the sparse development in the area{{Cite news |url=https://www.independent.co.uk/arts-entertainment/art/news/architecture-a-driverless-train-a-blighted-destination-a-railway-deep-into-londons-docklands-emphasises-the-potential-yet-to-be-realised-in-the-east-says-gillian-widdicombe-1432567.html |title=Architecture: A driverless train, a blighted destination |newspaper=The Independent |access-date=24 June 2009 |location=London |first=Gillian |last=Widdicombe |date=30 March 1994 |url-status=live |archive-url=https://web.archive.org/web/20120118214052/http://www.independent.co.uk/arts-entertainment/art/news/architecture-a-driverless-train-a-blighted-destination-a-railway-deep-into-londons-docklands-emphasises-the-potential-yet-to-be-realised-in-the-east-says-gillian-widdicombe-1432567.html |archive-date=18 January 2012 }} and for this reason two additional stations at Thames Wharf (not to be confused with the later Thames Wharf proposal on the Woolwich branch) and Connaught were omitted.{{Cite web |title=Map showing the Docklands Light Rail proposed extensions to Beckton and Lewisham, issued 1992 |url=https://www.ltmuseum.co.uk/collections/collections-online/maps/item/1996-2239 |access-date=28 March 2022 |website=London Transport Museum |language=en}} 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. As part of the extension, a new, larger, depot was built at Beckton.

Early on, Lewisham London Borough Council commissioned a feasibility study into extending the system under the River Thames. This led the council to advocate an extension via Greenwich and Deptford, terminating at Lewisham railway station.{{Cite news |url=https://www.independent.co.uk/life-style/crucial-links-hold-key-to-the-future--docklands-a-special-report-1569645.html |first=Christian |last=Wolmar |title=Crucial links hold key to the future: Docklands, a special report |newspaper=The Independent |access-date=24 June 2009 |location=London |date=25 January 1995 |url-status=live |archive-url=https://web.archive.org/web/20120126144438/http://www.independent.co.uk/life-style/crucial-links-hold-key-to-the-future--docklands-a-special-report-1569645.html |archive-date=26 January 2012 }} The ambitions of the operators were supported by politicians in Parliament, including the future Labour Deputy Prime Minister John Prescott, and Lord Whitty.{{Cite news |last=Wolmar |first=Christian |date=25 January 1995 |title=Crucial links hold key to the future: Docklands, a special report |url=https://www.independent.co.uk/life-style/crucial-links-hold-key-to-the-future--docklands-a-special-report-1569645.html |url-status=live |archive-url=https://web.archive.org/web/20120126144438/http://www.independent.co.uk/life-style/crucial-links-hold-key-to-the-future--docklands-a-special-report-1569645.html |archive-date=26 January 2012 |access-date=24 June 2009 |newspaper=The Independent |location=London}} The extension would be designed, built, financed and maintained by a private consortium as a Private finance initiative, with Government contributing around £50 million of the £200 million construction cost.{{Cite web |last=Butcher |first=Louise |date=4 May 2010 |title=Railways: Docklands Light Railway (DLR) |url=https://researchbriefings.files.parliament.uk/documents/SN00415/SN00415.pdf |url-status=live |archive-url=https://web.archive.org/web/20150609175238/http://researchbriefings.files.parliament.uk/documents/SN00415/SN00415.pdf |archive-date=9 June 2015 |access-date=7 February 2025 |website=House of Commons Library |pages=2–3}}

Construction began in 1996, with the extension opening ahead of schedule on 20 November 1999.{{Cite news |last=De Haan |first=Judy |date=29 August 2000 |title=Getting Back on the Right Track (letter to the editor) |url=http://www.theboltonnews.co.uk/news/344110.credit_crunch_shows_signs_of_easing |url-status=live |archive-url=https://web.archive.org/web/20120503100311/http://www.theboltonnews.co.uk/news/344110.credit_crunch_shows_signs_of_easing/ |archive-date=3 May 2012 |access-date=25 June 2009 |newspaper=The Bolton News}} It left the Island Gardens route south of the Crossharbour turn-back sidings, and dropped gently to {{stl|DLR|Mudchute}}, where a street-level station replaced the high-level one on the former London & Blackwall Railway viaduct. The line then entered a tunnel, following the route of the viaduct to a shallow subsurface station at {{stl|DLR|Island Gardens}}, accessible by stairs or a lift. It crossed under the Thames to {{stl|DLR|Cutty Sark}} in the centre of Greenwich, and surfaced at Greenwich railway station, with cross-platform interchange between the northbound track and the London-bound main line. The line snaked on a concrete viaduct to {{stl|DLR|Deptford Bridge}}, before descending to {{stl|DLR|Elverson Road}} at street level, close to Lewisham town centre, terminating in two platforms between and below the main-line platforms at Lewisham railway station, with buses stopping outside the station.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Rail : official handbook |date=2000 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard |isbn=1-85414-223-2 |edition=4th |location=Harrow |page= |oclc=456423124}} The extension quickly proved profitable.{{Cite news|url=http://www.highbeam.com/Search?searchTerm=DLR+helps+Mowlem+ride+high+at+%5Bpound%5D25+million.(Statistical+Data+Included)&searchType=Article¤tPage=0&orderBy=|title=DLR helps Mowlem ride high at £25 million|last=Withers|first=Malcolm|date=8 March 2001|newspaper=London Evening Standard|access-date=25 June 2009|url-status=dead|archive-url=https://web.archive.org/web/20121025214828/http://www.highbeam.com/Search?searchTerm=DLR+helps+Mowlem+ride+high+at+%5bpound%5d25+million.(Statistical+Data+Included)&searchType=Article¤tPage=0&orderBy=|archive-date=25 October 2012}}

File:Woolwich Arsenal Extension map.PNG

An extension to London City Airport from the existing Beckton branch was explored in the mid-90s, at first via travelator from Royal Albert, and then in 1998 via a proposed lift-bridge over the dock with an intermediate station at West Silvertown.{{Cite news |title=Prescott backs DLR airport extension |url=http://www.nce.co.uk/prescott-backs-dlr-airport-extension/844052.article |url-status=live |archive-url=https://web.archive.org/web/20111002145100/http://www.nce.co.uk/prescott-backs-dlr-airport-extension/844052.article |archive-date=2 October 2011 |access-date=25 June 2009 |newspaper=New Civil Engineer}}{{Cite web |date=14 August 2020 |title=Transport Plans for the London Area – East |url=https://husk.org/www.geocities.com/athens/acropolis/7069/tpftla_e.html#Connaught |access-date=18 April 2022 |website= |archive-url=https://web.archive.org/web/20200814141509/https://husk.org/www.geocities.com/athens/acropolis/7069/tpftla_e.html#Connaught |archive-date=14 August 2020 |url-status=dead}}{{Cite web |title=LCY Extension Project: The Routes |url=http://www.dlr.co.uk:80/extension/lcy/airport/old/index.html |archive-url=https://web.archive.org/web/20010629133143/http://www.dlr.co.uk:80/extension/lcy/airport/old/index.html |url-status=dead |archive-date=29 June 2001 |access-date=18 April 2022 |website=Docklands Light Railway (Archived)}} The government initially supported this proposal, and in 1999 was developed to the route known today with a further extension to King George V. At this time, the further route to Woolwich Arsenal was developed with an intermediate station at Woolwich Reach, but was viewed as a longer-term aspiration. The Woolwich Reach station (on the south bank of the Thames, at the site of the Marlborough Road ventilation and escape shaft), was descoped in 2000.

The extension was 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.{{Cite news|url=https://www.theguardian.com/uk/2004/oct/12/transport.london|title=Mayor unveils £10bn scheme for capital's transport|last=Muir|first=Hugh|date=12 October 2004|newspaper=The Guardian|location=London|access-date=28 June 2009|url-status=live|archive-url=https://web.archive.org/web/20130828083628/http://www.theguardian.com/uk/2004/oct/12/transport.london|archive-date=28 August 2013}} 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 {{stl|DLR|King George V}} via {{stl|DLR|London City Airport}}.{{Cite news |url=http://www.timesonline.co.uk/tol/travel/business/article749409.ece |title=Docklands Light Railway reaches City airport |newspaper=The Times |access-date=25 June 2009 |location=London |date=6 December 2005 |first1=Fiona |last1=Hamilton |first2=Sam |last2=Coates |first3=Michael |last3=Savage}}{{dead link|date=September 2024|bot=medic}}{{cbignore|bot=medic}}

A further extension from {{stl|DLR|King George V}} to Woolwich Arsenal opened on 10 January 2009, providing interchange with National Rail services. The extension again used Private Finance Initiative funding,{{Cite news |date=26 February 2004 |title=New DLR extension wins approval |url=http://news.bbc.co.uk/1/hi/england/london/3489298.stm |url-status=live |archive-url=https://web.archive.org/web/20060216013429/http://news.bbc.co.uk/1/hi/england/london/3489298.stm |archive-date=16 February 2006 |access-date=24 June 2009 |work=BBC News}} with construction beginning in June 2005, the same month that the contracts were finalised.{{Cite news |url=https://www.forbes.com/feeds/afx/2005/06/01/afx2068185.html |title=AMEC, RBoS jv finalise contract for DLR extension to Woolwich Arsenal |work=Forbes |location=New York |access-date=24 June 2009 |date=6 January 2005 }}{{dead link|date=January 2022|bot=medic}}{{cbignore|bot=medic}} The tunnels under the Thames were completed on 23 July 2007,{{Cite press release|url=http://pressroom.dlr.co.uk/news/details.asp?id=141 |title=Tunnel extending Docklands Light Railway to Woolwich completed |date=23 July 2007 |publisher=Transport for London |access-date=29 June 2008 |url-status=dead |archive-url=https://web.archive.org/web/20070928011206/http://pressroom.dlr.co.uk/news/details.asp?id=141 |archive-date=28 September 2007 }} and formally opened by Boris Johnson, Mayor of London on 12 January 2009.{{Cite press release|url=http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/10970.html |title=Mayor unveils DLR Woolwich Arsenal station |publisher=Transport for London |date=12 January 2009 |access-date=19 March 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120425184416/http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/10970.html |archive-date=25 April 2012 }} Following completion, the project was shortlisted for the 2009 Prime Minister's Better Public Building Award.{{Cite news |url=https://www.constructionnews.co.uk/archive/dlr-extension-award-10-06-2009/ |title=DLR extension award |work=Construction News |date=10 June 2009 |access-date=24 June 2009 }}

The original {{stl|DLR|Tower Gateway}} station 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.{{cite web|url=http://improvements.dlr.co.uk/project_updates/towergateway.asp |title=Tower Gateway Station – Now Open |publisher=Transport for London |access-date=21 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090702022120/http://improvements.dlr.co.uk/project_updates/towergateway.asp |archive-date=2 July 2009 }}{{Cite news |location=Ilford |url=http://www.eastlondonadvertiser.co.uk/content/towerhamlets/advertiser/news/story.aspx?brand=elaonline&category=news&tBrand=northlondon24&tCategory=newsela&itemid=WeED02%20Mar%202009%2008%3A51%3A29%3A073 |title=DLR Terminal suddenly reopens: Taking passengers by surprise |newspaper=East London Advertiser |access-date=21 June 2009 |url-status=live |archive-url=https://web.archive.org/web/20090305010509/http://www.eastlondonadvertiser.co.uk/content/towerhamlets/advertiser/news/story.aspx?brand=ELAOnline&category=news&tBrand=northlondon24&tCategory=newsela&itemid=WeED02%20Mar%202009%2008%3A51%3A29%3A073 |archive-date=5 March 2009 }}

As part of an upgrade to allow three-car trains, strengthening work was necessary at the Delta Junction north of {{stl|DLR|West India Quay}}.{{harvnb|Christopher|2013|p=68}} 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.{{cite web |url=http://developments.dlr.co.uk/pdf/enhancements/phase2/delta.pdf |title=Docklands Light Railway (DLR) Delta Junction Grade Separation |publisher=Transport for London |access-date=21 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20071003191051/http://developments.dlr.co.uk/pdf/enhancements/phase2/delta.pdf |archive-date=3 October 2007 }} 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.{{cite web|url=http://developments.dlr.co.uk/enhancements/capacity/wiqpoplar.asp |title=Docklands Light Railway – West India Quay/Poplar Junction Improvements |publisher=Transport for London |access-date=1 August 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090627085203/http://developments.dlr.co.uk/enhancements/capacity/wiqpoplar.asp |archive-date=27 June 2009 }}

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.{{cite web|url=http://developments.dlr.co.uk/index.asp |title=Docklands Light Railway – Development Projects |publisher=Transport for London |access-date=9 July 2008 |url-status=dead |archive-url=https://web.archive.org/web/20080705084414/http://developments.dlr.co.uk/index.asp |archive-date=5 July 2008 }}

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.{{cite web|url=http://developments.dlr.co.uk/enhancements/capacity/index.asp |title=Docklands Light Railway – Three-carriage Capacity Enhancement Project |publisher=Transport for London |access-date=9 July 2008 |url-status=dead |archive-url=https://web.archive.org/web/20080803062955/http://developments.dlr.co.uk/enhancements/capacity/index.asp |archive-date=3 August 2008 }} The railway had been built for single-car operation, and the upgrade required both strengthening viaducts to take heavier trains and lengthening many platforms.{{Cite news |url=http://news.bbc.co.uk/1/hi/england/london/6924214.stm |title=Longer trains for Docklands Line |work=BBC News |access-date=24 June 2009 |date=31 July 2007}} The extra capacity was useful for the 2012 Summer Olympics, which increased the use of London's transport network.{{cite web|url=https://www.arup.com/projects/docklands-light-rail |archive-url=https://web.archive.org/web/20190421194506/https://www.arup.com/projects/docklands-light-rail |url-status=dead |archive-date=21 April 2019 |title=Docklands Light Railway (DLR) 3 Car Enhancements Project |publisher=Arup |access-date=24 June 2009 }} The main contractor for the expansion and alteration works was Taylor Woodrow.{{Cite news|url=http://www.contractjournal.com/Articles/2007/05/03/54774/taylor-woodrow-wins-200m-docklands-light-railway-project.html |title=Taylor Woodrow wins £200m Docklands Light Railway project |date=3 May 2007 |work=Contract Journal |access-date=24 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20160117052125/http://www.contractjournal.com/Articles/2007/05/03/54774/taylor-woodrow-wins-200m-docklands-light-railway-project.html |archive-date=17 January 2016 }}

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. {{stl|DLR|Cutty Sark}} station 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 {{stl|DLR|South Quay}} station has been built {{convert|200|m|abbr=on}} east of the former location as nearby curves precluded lengthening. {{stl|DLR|Mudchute}} now has a third platform.{{cite web|url=http://londonconnections.blogspot.com/2008/04/mudchute-third-platform.html |title=Mudchute third platform |date=11 April 2008 |publisher=London Connections |access-date=29 June 2008 |url-status=dead |archive-url=https://web.archive.org/web/20110708051923/http://londonconnections.blogspot.com/2008/04/mudchute-third-platform.html |archive-date=8 July 2011 }}

For this upgrade DLR purchased an additional 31 cars compatible with existing rolling stock.{{Cite news|url=http://findarticles.com/p/articles/mi_m0BQQ/is_7_46/ai_n26701780/ |archive-url=https://archive.today/20120712232246/http://findarticles.com/p/articles/mi_m0BQQ/is_7_46/ai_n26701780/ |url-status=dead |archive-date=12 July 2012 |title=Olympic rail gets a head start |work=International Railway Journal |access-date=12 March 2012 |author=Barrow, Keith |date=July 2006 }} The works were originally planned as three phases: Bank-Lewisham, Poplar-Stratford, and the Beckton branch. The original £200{{nbsp}}million contract was awarded on 3 May 2007.{{Cite press release|url=http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1138 |title=Extra carriage on every DLR train |date=3 May 2007 |publisher=Transport for London |access-date=10 June 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110927185707/http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1138 |archive-date=27 September 2011 }} 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.{{cite press release |url=http://www.tfl.gov.uk/corporate/media/newscentre/19961.aspx |publisher= Transport for London |title= Docklands Light Railway ready for 2012 Games with three-car upgrade completed |date= 10 May 2011 |url-status= live |archive-url=https://web.archive.org/web/20110513075914/http://www.tfl.gov.uk/corporate/media/newscentre/19961.aspx |archive-date= 13 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.

File:Stratford International DLR stn east entrance.jpg

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.

File:Abbey Road DLR stn high northbound under construction April2010.jpg under construction in April 2010]]

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.{{cite press release|title=£20m bullet trains to serve Olympic Park|date=28 September 2004|publisher=London2012.org|url=http://www.london2012.org/news/archive/bid-phase/20m-bullet-trains-to-serve-olympic-park.php|access-date=6 July 2005|url-status=live|archive-url=https://web.archive.org/web/20130403060050/http://www.london2012.com/|archive-date=3 April 2013}}

The first contract for construction work was awarded on 10 January 2007{{cite web|url=http://developments.dlr.co.uk/ProjectUpdatesDetail.aspx?updateid=1053 |title=Major contract award signals start of work on DLR Stratford International Extension |date=10 January 2007 |publisher=Transport for London |access-date=19 March 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120322021610/http://developments.dlr.co.uk/ProjectUpdatesDetail.aspx?updateid=1053 |archive-date=22 March 2012 }} and construction started in mid-2007. Originally scheduled to open in mid-2010,{{Cite press release |url=http://developments.dlr.co.uk/ProjectUpdatesDetail.aspx?updateid=1049 |date=25 October 2006 |title=Government gives green light to key 2012 rail link |publisher=Transport for London |access-date=8 August 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110914070903/http://developments.dlr.co.uk/ProjectUpdatesDetail.aspx?updateid=1049 |archive-date=14 September 2011 }} the line opened on 31 August 2011.{{cite news |url=https://www.bbc.co.uk/news/uk-england-london-14727813 |title=New £211m DLR extension connecting Olympic venues opens |date=31 August 2011 |work=BBC News |url-status=live |archive-url=https://web.archive.org/web/20110901173549/http://www.bbc.co.uk/news/uk-england-london-14727813 |archive-date=1 September 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.{{cite press release |url=http://www.london.gov.uk/media/mayor-press-releases/2015/11/mayor-announces-real-terms-fares-freeze-and-extends-free-travel |title=Mayor announces real terms fares freeze | London City Hall |website=London.gov.uk |date= 11 November 2015 |access-date=17 November 2016}}

New stations were {{stl|London Underground|Canning Town}}, {{stl|DLR|Star Lane}}, {{stl|London Underground|West Ham}}, {{stl|DLR|Abbey Road}}, {{stl|DLR|Stratford High Street}} and Stratford International. Of these, Canning Town, West Ham and Stratford are former North London Line stations, and Stratford High Street was built on the site of {{Stnlnk|Stratford Market}} railway station.

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 were 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.

File:Pudding Mill Lane 2014, platforms.JPG

One of the tunnel portals for Elizabeth line 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.{{cite web|url=http://www.tfl.gov.uk/info-for/media/press-releases/2014/april/new-dlr-station-opens-at-pudding-mill-lane|title = New DLR station opens at Pudding Mill Lane|date = 28 April 2014|publisher = Transport for London|access-date = 20 April 2015|url-status = live|archive-url=https://web.archive.org/web/20150427102931/http://www.tfl.gov.uk/info-for/media/press-releases/2014/april/new-dlr-station-opens-at-pudding-mill-lane|archive-date = 27 April 2015}}{{cite news |url=http://londonist.com/2011/07/pudding-mill-lane-station-to-be-rebuilt.php |title= Pudding Mill Lane Station To Be Rebuilt |work= Londonist |date= 28 July 2011 |access-date= 13 August 2011 |url-status= live |archive-url=https://web.archive.org/web/20110812075353/http://londonist.com/2011/07/pudding-mill-lane-station-to-be-rebuilt.php |archive-date= 12 August 2011 }} The former station stood on the only significant section of single track on the system, between Bow Church and Stratford.{{cite news |work=Modern Railways |date=March 2006 |title=DLR aims for Charing Cross |author=Abbott, James |location =London |page=54}} 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.

The DLR has {{convert|38|km|mi|abbr=in}} of tracks,{{Cite press release |url=https://tfl.gov.uk/info-for/media/press-releases/2015/august/increased-services-for-docklands-light-railway-routes |title= Increased services for Docklands Light Railway routes |date=24 August 2015 |publisher= Transport for London |url-status=live |archive-url=https://web.archive.org/web/20160629223044/https://tfl.gov.uk/info-for/media/press-releases/2015/august/increased-services-for-docklands-light-railway-routes |archive-date=29 June 2016}} with 45 stations.{{cite web |url=http://www.tfl.gov.uk/corporate/about-tfl/culture-and-heritage/londons-transport-a-history/dlr |title= London's transport – a history: Docklands Light Railway (DLR) |publisher=Transport for London |access-date=13 June 2014 |url-status=live |archive-url=https://web.archive.org/web/20140615201803/http://www.tfl.gov.uk/corporate/about-tfl/culture-and-heritage/londons-transport-a-history/dlr |archive-date=15 June 2014 }} The three lines shown on the TfL DLR map have six branches: to Lewisham in the south, {{stl|London Underground|Stratford}} and Stratford International in the north, {{stl|DLR|Beckton}} and Woolwich Arsenal in the east, and Central London in the west, splitting to {{stl|London Underground|Bank}} and {{stl|DLR|Tower Gateway}}.{{cite web |publisher= Official London Guide |url=http://www.visitlondon.com/travel/getting_around/docklands-light-railway |title= Docklands Light Railway |website= visitlondon.com|access-date= 19 March 2012 |url-status=live |archive-url=https://web.archive.org/web/20120223063455/http://www.visitlondon.com/travel/getting_around/docklands-light-railway |archive-date= 23 February 2012 }}

File:Limehouse station MMB 11 DLR 62.jpg (foreground), operated by c2c, runs alongside the DLR (behind the fence) from Limehouse to Tower Gateway.]]

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 are available between Shadwell DLR station and the Windrush line station of the same name, and between Fenchurch Street and the DLR's western termini of Tower Gateway and Bank.{{cite web |title=OSI List |date=October 2014 |url=http://www.oyster-rail.org.uk/osi-list/ |website= oyster-rail.org.uk |access-date=14 April 2015 |url-status=live |archive-url=https://web.archive.org/web/20150320010931/http://www.oyster-rail.org.uk/osi-list |archive-date=20 March 2015}}

Between Limehouse and Tower Gateway, the DLR runs parallel to the London, Tilbury and Southend line.

File:Docklands Light Railway.svg

The following services are operated in normal off-peak service from 26 September 2022:{{cite web|publisher= Transport for London|url=https://tfl.gov.uk/info-for/media/press-releases/2022/september/new-dlr-timetable-promises-quicker-easier-and-more-comfortable-journeys |title= New DLR timetable promises quicker, easier and more comfortable journeys |date = 2 September 2022 |access-date= 26 September 2022}}

At peak times, these same services run, but with the frequency increased by 25 per cent. Additionally, in the morning peak, alternate Stratford{{snd}}Canary Wharf services extend to Lewisham.

At terminal stations, trains reverse direction in the platforms, except at Bank where there is a reversing headshunt in the tunnel beyond the station. During service disruption or planned engineering work, trains can also turn back at {{stl|DLR|Crossharbour}} and {{stl|DLR|Mudchute}}. There is also capability for an additional shuttle from Canning Town to Prince Regent when exhibitions are in progress at the ExCeL exhibition centre, although this is not supported by any additional turnback infrastructure. Trains serve every station on the route, but trains from Bank to Lewisham do not call at {{stl|DLR|West India Quay}} because they are routed along the diveunder track to avoid junction conflicts. When required, such as during engineering works or for special events, other routes may be operated, such as Beckton to Lewisham if the Bank and Tower Gateway branch is closed.

The new rolling stock to be introduced from 2024 onwards will support service improvements.

File:DLR Westferry aerial view.jpg

{{Main|List of Docklands Light Railway stations}}

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.{{cite web |url=http://www.tfl.gov.uk/gettingaround/transportaccessibility/2986.aspx |title=DLR was the first fully accessible railway in the UK, making access much easier for everyone |publisher=Transport for London |access-date=4 March 2012 |url-status=live |archive-url=https://web.archive.org/web/20120530014302/http://www.tfl.gov.uk/gettingaround/transportaccessibility/2986.aspx |archive-date=30 May 2012 }} The station platforms match the floor height of the cars, giving level access for passengers with wheelchairs or pushchairs.

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 {{stl|London Underground|Bank}}, Stratford International and Woolwich Arsenal for safety reasons, a few of the busier interchange stations, Canning Town, West Ham, 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.

On 3 July 2007, DLR officially launched{{cite press release|publisher=Transport for London |date=3 July 2007 |url=http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/5426.html |title=Docklands Light Railway draws up public arts strategy |access-date=4 March 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120425190215/http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/5426.html |archive-date=25 April 2012 }} an art programme called DLR Art,{{cite web |url=http://www.dlrart.co.uk/ |title=The DLR Public Arts Programme |publisher=DLR Art |access-date=5 August 2010 |url-status=live |archive-url=https://web.archive.org/web/20120509043254/http://www.dlrart.co.uk/home/ |archive-date=9 May 2012 }} 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.{{cite web|url=http://www.dlrart.co.uk/projects/view.asp?id=8|title=Alan Williams – Sidetrack|publisher=Docklands Light Railway|access-date=25 June 2009|url-status=dead|archive-url=https://web.archive.org/web/20090829061702/http://www.dlrart.co.uk/projects/view.asp?id=8|archive-date=29 August 2009}}

File:Unit 90 at Woolwich Arsenal DLR.JPG

The system is part of the London fare zone system, and Travelcards that cover the appropriate zones are valid. Tickets can be purchased from ticket machines at the entrances to platforms, and are required before accessing the platform. Passengers using Oyster pay-as-you-go{{cite web|url=http://www.studentjetpacks.com/jetpacks_london_oystercard.asp|title=London jetpack: London Oyster travelcard|publisher=studentjetpacks.com|access-date=21 June 2009|url-status=dead|archive-url=https://web.archive.org/web/20120530020421/http://studentjetpacks.com/jetpacks_london_oystercard.asp|archive-date=30 May 2012}} and contactless bank-cards need to touch both in and out of the system using card readers on automatic gates and platforms. There are no ticket barriers at DLR-only stations:{{Cite news |title=Tube errors may cost you dear |newspaper=The Times |date=5 January 2004 |location=London |first1=Ben |last1=Webster |first2=Andrew |last2=Clennell}} correct ticketing is enforced by random on-train inspections by Passenger Service Agents (PSAs). There are barriers at Bank, {{stl|London Underground|Canning Town}}, West Ham and {{stl|London Underground|Stratford}}, where the DLR platforms are within a London Underground or National Rail barrier line. There are also ticket barriers at Woolwich Arsenal, which are the only barriers staffed by DLR staff; at this station passengers can pass between the DLR and Southeastern platforms within the paid area. Users of payment cards who have failed to touch in at the start of the journey, and other passengers without a correct ticket, may be liable to a £100 penalty fare or prosecution for fare evasion.

File:DLR 106.jpg]]

{{Main|Docklands Light Railway rolling stock}}

The DLR is equipped with 149 high-floor bi-directional single-articulated electric multiple units (EMUs). Each car has four double doors on each side, and two or three cars make up a train.{{Failed verification|reason=For some of it, not all; upgrade report bad source for present rolling stock.|date=September 2022}} There are no cabs because normal operations are automated; a small driver's console is concealed behind a locked panel at each end, from which the PSA can drive the car.{{Cite news |url=http://londonist.com/2007/11/unmanned_train.php |title=Unmanned Train: DLR Respond |newspaper=The Londonist (blog) |date=2 November 2007 |access-date=19 March 2012 |url-status=live |archive-url=https://web.archive.org/web/20120222004250/http://londonist.com/2007/11/unmanned_train.php |archive-date=22 February 2012 }} Consoles at each door opening allow a 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 operational top speed is {{convert|64|km/h|mph|abbr=on}}.

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. Units were purchased from Bombardier in 2005 and delivered between 2007 and 2010.{{Cite press release |url=http://bombardier.com/en/corporate/media-centre/press-releases/details?docID=0901260d8000fc2d |title=Bombardier receives a $94 million US order from Docklands Light Railway for automatic Light Rail cars to be used in London, UK |publisher=Bombardier |date=4 May 2005 |location=Montreal |access-date=14 July 2009 |url-status=live |archive-url=https://web.archive.org/web/20090821135659/http://bombardier.com/en/corporate/media-centre/press-releases/details?docID=0901260d8000fc2d |archive-date=21 August 2009 }}

In 2017, TfL opened bidding for new full-length, walk-through trains, subsequently awarded to CAF in 2019{{Cite press release |date=12 June 2019 |title=CAF wins driverless trains contract in London |url=https://www.caf.net/en/sala-prensa/nota-prensa-detalle.php?e=279 |publisher=CAF |location= Guipúzcoa}} and expected in service between 2024 and 2026,{{cite web | url = https://tfl.gov.uk/modes/dlr/improving-the-dlr?intcmp=25179 | title = Improving the DLR | publisher = Transport for London | access-date = 12 February 2023}}{{cite news | url = https://www.railadvent.co.uk/2023/02/mayor-of-london-views-first-new-docklands-light-railway-train.html | work = Rail Advent | title = Mayor of London views first new Docklands Light Railway train | first1 = Roger | last1 = Smith | date = 9 February 2023 | access-date = 12 February 2023}} following delivery and testing on the network of the initial units from January 2023. An order was placed for 54 five-car trains: 33 to replace the oldest existing trains and the rest to increase service capacity. The design of the trains increases internal capacity by 10% which, combined with service improvements, will bring about a 65% increase in capacity from Stratford to Lewisham, and a doubling of capacity between Canning Town and Beckton or Woolwich Arsenal. The trains have charging points and air-conditioning.{{cite news |url=http://www.railtechnologymagazine.com/Rail-News/tfl-opens-bidding-for-43-new-dlr-trains |title=TfL opens bidding for 43 new DLR trains |work=Rail Technology Magazine |date=20 November 2017 |url-status=live |archive-url=https://web.archive.org/web/20171201035438/http://www.railtechnologymagazine.com/Rail-News/tfl-opens-bidding-for-43-new-dlr-trains |archive-date=1 December 2017 }}

The network has two depots, at Poplar and Beckton. Poplar was opened with the initial line in 1987. Due to the constrained site, a new, larger, depot at Beckton was opened in 1994 {{ndash}} and is now the main maintenance depot and primary control centre for the network.{{Cite book |last=Pearce |first=Alan |title=Docklands Light Railway : official handbook |date=2006 |publisher=Capital Transport |others=Brian Hardy, Colin Stannard, Capital Transport |isbn=1-85414-298-4 |edition=5th |location=Harrow |oclc=137312784}} Track maintenance, off-peak train stabling, as well as the Operating and Maintenance Centre (OMC for TfL Staff) and the Hilton, Ritz and Dorchester Buildings houses the KeolisAmey Docklands franchise staff and the secondary back-up control centre are based at Poplar.

Buckingham Group was awarded a £35m contract in 2021 to upgrade the Beckton DLR depot to accommodate the new B23 rolling stock. Works include construction of a new carriage wash, extension and modification to existing track, and new sidings for the new trains. This was scheduled for completion in September 2023, but Buckingham went into administration the previous month (August 2023). TfL appointed Morgan Sindall to complete the work, alongside a £90m deal to build a new train shed and deliver further sidings.{{cite news |last1=Rogers |first1=Dave |title=Buckingham collapse delays DLR job by months, TfL confirms |url=https://www.building.co.uk/news/buckingham-collapse-delays-dlr-job-by-months-tfl-confirms/5128735.article |access-date=4 April 2024 |work=Building |date=4 April 2024}}

File:Docklands Light Railway - conductor rail 239091x.jpg

Traction power is provided at 750 V DC via an unusual bottom contact third rail system.

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.{{harvnb|Pearce|Hardy|Stannard|2000|p=66}} 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 {{convert|12|mph|km/h|abbr=on|order=flip}} 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. A secondary control centre is based at Poplar, the location of the original control centre, which can operate immediately should there be any issues with the primary at Beckton.{{cite web |url=https://content.tfl.gov.uk/dlr-franchise-agreement-redacted-version.pdf |archive-url=https://web.archive.org/web/20151120022959/http://content.tfl.gov.uk/dlr-franchise-agreement-redacted-version.pdf |archive-date=20 November 2015 |url-status=live |page=14 |title=Franchise Agreement: Docklands Light Railway Limited and Keolis Amey Docklands Limited relating to the Docklands Light Railway |date=17 July 2014 |publisher=Transport for London}}

Initially, DLR was a wholly owned subsidiary of London Regional Transport. In 1992, ownership was transferred to the London Docklands Development Corporation (LDDC).{{Cite web |title=About TfL – Culture & heritage – London's transport a history – Docklands Light Railway (DLR) |url=https://www.tfl.gov.uk/corporate/about-tfl/culture-and-heritage/londons-transport-a-history/dlr |access-date=19 March 2022 |website=Transport for London |language=en-GB}} With the winding up of the LDDC in 1998, ownership passed to Department of the Environment, Transport and the Regions – before passing to Transport for London (TfL) in 2000.

The infrastructure is owned by Docklands Light Railway Ltd,{{cite web |url=http://data.companieshouse.gov.uk/doc/company/02052677 |title=URI |website=Data.companieshouse.gov.uk |date=13 October 2011 |access-date=17 November 2016 |url-status=live |archive-url=https://web.archive.org/web/20170331175917/http://data.companieshouse.gov.uk/doc/company/02052677 |archive-date=31 March 2017 }} part of the London Rail division of TfL, which also manages London Overground, London Trams, the IFS Cloud Cable Car and the Elizabeth line.{{clarify|date=December 2022|reason=In this context, what is the difference between own and manage given that in the example of Elizabeth Line a concession has been given to MTR? Do we really mean manage, or own?}} The infrastructure is maintained by the private company awarded the DLR franchise by TfL – currently KeolisAmey Docklands. 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).{{cite web |url=http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1532.aspx |title= DLR management |publisher= Transport for London |access-date= 10 June 2011 |url-status= live |archive-url=https://web.archive.org/web/20120930183042/http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1532.aspx |archive-date= 30 September 2012 }} In 2011, Transport Trading Limited (a subsidiary of TfL){{cite web |url=http://www.tfl.gov.uk/assets/downloads/corporate/tfl-subsidiary-organisation.pdf |title=TfL Subsidiary Company Structure |archiveurl=https://web.archive.org/web/20121013221842/http://www.tfl.gov.uk/assets/downloads/corporate/tfl-subsidiary-organisation.pdf |archivedate=13 October 2012 |website=Transport for London }} bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership{{cite magazine |url=http://www.railwaygazette.com/news/single-view/view/tfl-expects-pound250m-saving-from-buying-docklands-light-railway-pfi-concessionaries.html |title=TfL expects £250m saving from buying Docklands Light Railway PFI concessionaires |archiveurl=https://web.archive.org/web/20150924144511/http://www.railwaygazette.com/news/single-view/view/tfl-expects-pound250m-saving-from-buying-docklands-light-railway-pfi-concessionaries.html |archivedate=24 September 2015 |magazine=Railway Gazette |location=London |date=6 December 2011}} until 31 March 2021, when the concession reverted to TfL.{{cite web |last1=Mansfield |first1=Ian |title=TfL to take full ownership of the DLR's Lewisham extension |url=https://www.ianvisits.co.uk/articles/tfl-to-take-full-ownership-of-the-dlrs-lewisham-extension-42208/ |website=ianVisits |access-date=23 March 2025 |date=23 March 2021}}

Initially operated by London Regional Transport, the DLR was transferred to the LDDC in 1992. The LDDC appointed Brown and Root to run the system in 1993. In 1994, it was announced that the DLR would be privatised, with operations and maintenance operated under franchise by the private sector.{{Cite news |last=Stevenson |first=Tom |date=27 October 1994 |title=Docklands railway will be privatised |url=https://www.independent.co.uk/news/business/docklands-railway-will-be-privatised-1445237.html |access-date=3 October 2024 |work=The Independent}}

In 1997, the first franchise was awarded to Serco Docklands Limited for seven years;{{cite web |date=13 October 2011 |title=URI |url=http://data.companieshouse.gov.uk/doc/company/03145194 |url-status=live |archive-url=https://web.archive.org/web/20160813001002/http://data.companieshouse.gov.uk/doc/company/03145194 |archive-date=13 August 2016 |access-date=17 November 2016 |website=Data.companieshouse.gov.uk}}{{cite web|url=http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1532.aspx#page-link-agreement-with-serco |title=DLR management | Transport for London |access-date=1 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120930183042/http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1532.aspx |archive-date=30 September 2012 }} operations began in April 1997.{{cite press release |url=http://www.serco.com/media/pressreleases/archive/1997/008_1997.asp |title=Acquisition of DRML Shares |archiveurl=https://web.archive.org/web/20130313144228/http://www.serco.com/media/pressreleases/archive/1997/008_1997.asp |archivedate=13 March 2013 |publisher=Serco |year=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,{{cite press release|url=http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1115 |title=Four Pre-Qualify for DLR Franchise |publisher=Transport for London |date=15 February 2005 |url-status=dead |archive-url=https://web.archive.org/web/20131113151928/http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1115 |archive-date=13 November 2013 }} and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006.{{cite press release|title=Serco appointed preferred bidder for £400m Docklands Light Rail service |date=22 November 2005 |publisher=Serco |url=http://www.serco.com/media/market/transport/DLR.asp |url-status=dead |archive-url=https://web.archive.org/web/20130313144233/http://serco.com/media/market/transport/DLR.asp |archive-date=13 March 2013 }}{{cite press release|url=http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1122 |title=DLR awards new franchise to Serco |publisher=Transport for London |date=8 March 2006 |url-status=dead |archive-url=https://web.archive.org/web/20131113151931/http://developments.dlr.co.uk/NewsDetail.aspx?newsid=1122 |archive-date=13 November 2013 }}

In July 2012, TfL called for expressions of interest in bidding for the next DLR franchise,{{cite web |url=http://www.tendersdirect.co.uk/Search/Tenders/Live.aspx?ID=%20000000003807322§=R009&cat=37&Source=Categories |title=Docklands Light Rail franchise contract |work=OJEU tender |date=13 July 2012 }}{{Dead link|date=January 2024 |bot=InternetArchiveBot |fix-attempted=yes }} and in January 2013 Serco's contract was extended until September 2014.{{cite press release |url=http://www.tfl.gov.uk/corporate/media/newscentre/26710.aspx |title=DLR operating contract extended until September 2014 |date=7 January 2013 |publisher=Transport for London |access-date=7 January 2013 |url-status=live |archive-url=https://web.archive.org/web/20130117170025/http://www.tfl.gov.uk/corporate/media/newscentre/26710.aspx |archive-date=17 January 2013 }} In April 2013, TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise.{{cite press release |url=http://www.tfl.gov.uk/corporate/media/newscentre/27761.aspx |title= DLR announces short list of bidders for new franchise |publisher= Transport for London |date=17 April 2013}} However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out.{{cite news |last=Thomas |first=Natalie |title=Go-Ahead forced to pull out of DLR contest |url=https://www.telegraph.co.uk/finance/newsbysector/transport/10278358/Go-Ahead-forced-to-pull-out-of-DLR-contest.html |newspaper=The Daily Telegraph |location=London |date=31 August 2013 |url-status=live |archive-url=https://web.archive.org/web/20150925030313/http://www.telegraph.co.uk/finance/newsbysector/transport/10278358/Go-Ahead-forced-to-pull-out-of-DLR-contest.html |archive-date=25 September 2015 }} The franchise was awarded to KeolisAmey Docklands Limited, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender.{{cite news |url=https://www.bbc.com/news/business-28157128 |title=French firm wins 7-year Docklands Light Rail franchise |archiveurl=https://web.archive.org/web/20150924040401/http://www.bbc.com/news/business-28157128 |archivedate=24 September 2015 |work=BBC News |date=4 July 2014 }}

In August 2023, TfL went out for tender for the next DLR franchise, with KeolisAmey Docklands contract being extended to 2025 while bidding took place.{{Cite web |last=Preston |first=Robert |date=25 August 2023 |title=TfL tenders next Docklands Light Railway operating contract |url=https://www.railjournal.com/passenger/metros/tfl-tenders-next-docklands-light-railway-operating-contract/ |website=Modern Railways}} In February 2024, TfL announced that KeolisAmey, ComfortDelGro and Connecting Docklands (a joint venture of AtkinsRéalis and Go-Ahead Group) had been shortlisted to bid for the next franchise.{{Cite web |last= |first= |date=19 February 2024 |title=Three shortlisted for Docklands Light railway operating contract |url=https://www.railwaygazette.com/three-shortlisted-for-docklands-light-railway-operating-contract/65949.article |access-date=3 October 2024 |website=Railway Gazette International |language=en}} In October 2024, TfL announced that KeolisAmey retained the franchise, being awarded an eight-year contract to operate and maintain the DLR from 1 April 2025.{{Cite web |last= |first= |date=3 October 2024 |title=KeolisAmey retains the franchise to operate the DLR |url=https://tfl.gov.uk/info-for/media/press-releases/2024/october/keolisamey-retains-the-franchise-to-operate-the-dlr |access-date=3 October 2024 |website=Transport for London |language=en-GB}}

Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009,{{cite web|url=http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1536.aspx |title=Docklands Light Railway performance |publisher=Transport for London |access-date=19 March 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120123081840/http://www.tfl.gov.uk/corporate/modesoftransport/dlr/1536.aspx |archive-date=23 January 2012 }}{{Cite press release|url=http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/4825.html |title=Docklands Light Railway carries 60 million passengers |date=4 April 2007 |publisher=Transport for London |access-date=4 March 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120425183407/http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/4825.html |archive-date=25 April 2012 }} and more than 80 million in 2011.{{cite web |url=http://www.flagshipconsulting.co.uk/media-centre/client-news/dlr-now-carries-more-than-10-times-the-population-of-london-per-year/ |title=Client News – DLR now carries more than 10 times the population of London per year |publisher=Flagship Consulting |date=21 June 2012 |access-date=28 June 2014 |url-status=dead |archive-url=https://web.archive.org/web/20140407072554/http://www.flagshipconsulting.co.uk/media-centre/client-news/dlr-now-carries-more-than-10-times-the-population-of-london-per-year/ |archive-date=7 April 2014 }} 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,{{cite web |url=http://www.lddc-history.org.uk/transport/tranmon2.html#DLRResolving |title=DLR: resolving the problems |publisher=London Docklands Development Corporation |access-date=11 July 2008 |url-status=dead |archive-url=https://web.archive.org/web/20120426004205/http://www.lddc-history.org.uk/transport/tranmon2.html#DLRResolving |archive-date=26 April 2012 }} 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.{{cite web|url=http://www.lcacc.org/access/north-woolwich-research-report.pdf |title=North Woolwich Research: Changes, 2006–2008 – The influence of Docklands Light Railway |date=July 2008 |publisher=Social Research Associates |access-date=26 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20110716220654/http://www.lcacc.org/access/north-woolwich-research-report.pdf |archive-date=16 July 2011 }}

The Parliamentary Transport Select Committee favourably reviewed light rail in 2005,{{cite web |url=https://publications.parliament.uk/pa/cm200405/cmselect/cmtran/378/37805.htm |title=Horses for Courses: The Advantages of Light Rail |publisher=UK Parliament |work=Commons Transport Select Committee |date=3 April 2005 |url-status=live |archive-url=https://web.archive.org/web/20120728114105/http://www.publications.parliament.uk/pa/cm200405/cmselect/cmtran/378/37805.htm |archive-date=28 July 2012 }} and due to the success of the DLR, proposals for similar systems elsewhere emerged. The North and West London Light Railway was a plan for an orbital railway serving the other side of London.{{Cite news|last=Flintoff |first=John-Paul |url=http://timesonline.typepad.com/environment/2009/09/orbital-rail-the-solution-to-city-congestion.html |title=Orbital rail the solution to city congestion? |newspaper=The Times (Environment blog) |location=London |date=17 September 2009 |access-date=16 December 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090925161043/http://timesonline.typepad.com/environment/2009/09/orbital-rail-the-solution-to-city-congestion.html |archive-date=25 September 2009 }} The DLR has been successful, as have other recent light rail systems,{{Cite news|url=http://www.railway-technology.com/features/feature1953/|title=Light Rail – the Solution to Inner-City Chaos?|date=22 May 2008|website=Railway-Technology.com|access-date=19 March 2012|url-status=live|archive-url=https://web.archive.org/web/20120229165634/http://www.railway-technology.com/features/feature1953/|archive-date=29 February 2012}} although it was earlier criticised for having been designed with insufficient capacity to meet the demand that quickly arose.

Until 1 July 2013, the only bicycles that were allowed were folding ones.{{cite web|url=http://www.tfl.gov.uk/roadusers/cycling/11701.aspx |title=Bikes on public transport |publisher=Transport for London |access-date=27 January 2013 |url-status=dead |archive-url=https://web.archive.org/web/20130527140218/http://www.tfl.gov.uk/roadusers/cycling/11701.aspx |archive-date=27 May 2013 }} 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.{{Cite news |first=Valerie |last=Low |url=http://www.thisislondon.co.uk/events/article-23407230-last-one-in-the-water-is-toast.do |title=Last one in the water is toast |newspaper=London Evening Standard |date=6 August 2007 |access-date=27 January 2013 |archive-url=https://web.archive.org/web/20110606081807/http://www.thisislondon.co.uk/events/article-23407230-last-one-in-the-water-is-toast.do |archive-date=6 June 2011}} 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).{{cite web |author=ibikelondon |url=http://ibikelondon.blogspot.co.uk/2014/01/good-news-from-today-you-can-take-your.html |title=i b i k e l o n d o n: Good news! From today you can take your bike on the Docklands Light Railway |website=Ibikelondon.blogspot.co.uk |date=18 January 2014 |access-date=17 November 2016 |url-status=dead |archive-url=https://web.archive.org/web/20161018224749/http://ibikelondon.blogspot.co.uk/2014/01/good-news-from-today-you-can-take-your.html |archive-date=18 October 2016 }}

The key available trends in recent years for the Docklands Light Railway are (years ending 31 March):

Activities in financial years 2020/21 and 2021/22 were severely reduced by the impact of the coronavirus pandemic.

{{main|Docklands Light Railway extension to Thamesmead}}

Mooted throughout the 2010s,{{Cite web |url=https://www.london.gov.uk/questions/2016/3797 |title=East London Crossings (8) |last=Mayor of London |date=10 October 2016 |website=Mayor's Question Time |access-date=17 April 2020}}{{Cite news |url=https://www.insidehousing.co.uk/news/news/dlr-extension-to-provide-11500-home-thamesmead-boost-48239 |title=DLR extension to provide 11,500-home Thamesmead boost |date=4 October 2016| website=Inside Housing |access-date=17 April 2020}} 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).{{Cite news |url=https://www.bexleytimes.co.uk/news/transports-plans-for-bexley-1-6491008 |title=See DLR extension plans for Thamesmead and Abbey Wood |last=Leeming |first=Lachlan |website=Bexley Times |date=30 January 2020 |access-date=17 April 2020 |archive-date=29 September 2020 |archive-url=https://web.archive.org/web/20200929022050/https://www.bexleytimes.co.uk/news/transports-plans-for-bexley-1-6491008 |url-status=dead }}{{Cite news |url=https://www.newsshopper.co.uk/news/18202007.workshops-future-thamesmead-abbey-wood-opened-public/ |title=Workshops about the future of Thamesmead and Abbey Wood opened to public |work=News Shopper |date=31 January 2020 |location=Petts Wood |access-date=17 April 2020}} Technical and feasibility work began in late 2020.{{Cite press release |date=21 December 2020 |title=TfL and partners commence feasibility work on extending DLR into Thamesmead |url=https://tfl.gov.uk/info-for/media/press-releases/2020/december/tfl-and-partners-commence-f-feasibility-work-on-extending-dlr-into-thamesmead |access-date=21 December 2020 |publisher =Transport for London }} Stations would be located at Beckton Riverside and Thamesmead.{{Cite web |date=21 December 2020 |title=Thamesmead and Abbey Wood Opportunity Area |url=https://www.london.gov.uk/what-we-do/planning/implementing-london-plan/opportunity-areas/opportunity-areas/thamesmead-abbey |access-date=21 December 2020 |publisher=Greater London Authority |archive-date=21 December 2020 |archive-url=https://web.archive.org/web/20201221181439/https://www.london.gov.uk//what-we-do/planning/implementing-london-plan/opportunity-areas/opportunity-areas/thamesmead-abbey |url-status=dead}}{{Cite web |date=December 2020 |title=Thamesmead and Abbey Wood OAPF – OAPF Transport Strategy |url=https://data.london.gov.uk/download/thamesmead-and-abbey-wood-opportunity-area-documents/f0400b1e-3e1b-41a3-9b1b-73399c4280ad/TAW_Appendix%20A_TransportStrategy.pdf |archive-url=https://web.archive.org/web/20210127192934/https://data.london.gov.uk/download/thamesmead-and-abbey-wood-opportunity-area-documents/f0400b1e-3e1b-41a3-9b1b-73399c4280ad/TAW_Appendix%20A_TransportStrategy.pdf |archive-date=27 January 2021 |url-status=live |access-date=17 April 2020 |publisher=Greater London Authority|pages=25–26}} Public consultation into the extension began in 2024.{{Cite web |last=Vickers |first=Noah |date=5 February 2024 |title=Londoners to have their say on plans for cross-river DLR extension |url=https://www.standard.co.uk/news/transport/tfl-dlr-extension-thamesmead-consultation-beckton-riverside-belvedere-london-docklands-light-railway-b1137123.html |access-date=5 February 2024 |website=Evening Standard |language=en}} Estimated to cost around £1bn, the extension could open in the "early 2030s".{{Cite web |title=FAQs {{!}} Extending the Docklands Light Railway to Beckton Riverside and Thamesmead {{!}} Have Your Say Transport for London |url=https://haveyoursay.tfl.gov.uk/dlr-extension/widgets/83880/faqs |access-date=5 February 2024 |website=haveyoursay.tfl.gov.uk |quote=the extension could be open in the early 2030s ... We think it could cost around £1bn (2022 prices)}}

{{Main|Thames Wharf DLR station}}As part of the construction of the London City Airport extension, a gap in the viaduct due west of the western end of Royal Victoria Dock, between {{stl|London Underground|Canning Town}} and {{stl|DLR|West Silvertown}} stations, was passively safeguarded for a future station when development came forward on the brownfield and industrial sites.{{Cite web|url=https://www.royaldocks.london/articles/coming-soon-a-new-stop-on-the-dlr|title=Coming soon: a new stop on the DLR|website=The Royal Docks|language=en|access-date=17 April 2020}} A station was also initially proposed at Oriental Road; however this was discounted at an early stage and the site is now flanked by several developments.{{Cite web|date=July 2005|title=DLR Horizon 2020 Study Business Case Appraisal|url=https://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf |archive-url=https://web.archive.org/web/20111108214018/http://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf |archive-date=8 November 2011 |url-status=live|access-date=24 January 2022|website=What Do They Know|publisher=ARUP|page=10}} The potential of development on the land at Thames Wharf 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.{{Cite web|url=https://www.tfl.gov.uk/travel-information/improvements-and-projects/silvertown-tunnel|title=Improvements and Projects – Silvertown Tunnel|website=Transport for London|language=en-GB|access-date=17 April 2020}}

As part of the 2018 budget, the Chancellor announced funding for the DLR to support development in the Royal Docks.{{Cite web|url=https://www.newhamrecorder.co.uk/news/greater-london-authority-bids-for-funding-through-housing-infrastructure-fund-to-improve-dlr-1-5762504|title=Chancellor pledges £291million to build homes around the Isle of Dogs and Royal Docks|last=Long|first=Rhiannon|website=Newham Recorder|date=2 November 2018|language=en|access-date=17 April 2020|archive-date=3 November 2018|archive-url=https://web.archive.org/web/20181103131158/https://www.newhamrecorder.co.uk/news/greater-london-authority-bids-for-funding-through-housing-infrastructure-fund-to-improve-dlr-1-5762504|url-status=dead}} 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 constructed.{{Cite web|url=http://keystone-london.co.uk/thameside-west/|title=Thameside West|website=Keystone|language=en-GB|access-date=17 April 2020|archive-date=6 February 2020|archive-url=https://web.archive.org/web/20200206134054/http://keystone-london.co.uk/thameside-west/|url-status=dead}}

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 per cent, thereby unlocking more capacity on the Bank branch.{{cite web |url=https://www.london.gov.uk/sites/default/files/Transport%20Supporting%20Paper_3.pdf |title=London Infrastructure Plan 2050: Transport Supporting Paper |publisher=London City Hall |page=143 |access-date=6 February 2018 |archive-url=https://web.archive.org/web/20180206103556/https://www.london.gov.uk/sites/default/files/Transport%20Supporting%20Paper_3.pdf |archive-date=6 February 2018 |url-status=live}}{{#tag:ref|It has been proven that almost all DLR passengers heading to the city get on DLR services to Bank instead of Tower Gateway, but only 75 per cent of services head to the former.|group=note}}

{{Main|Docklands Light Railway extension to Dagenham Dock}}

The extension to Dagenham Dock in East London, via the Barking Riverside development was first proposed in 2003,{{Cite magazine|url=https://www.newcivilengineer.com/archive/dlr-extension-planned-01-03-2003/|title=DLR extension planned|date=1 March 2003|magazine=New Civil Engineer|language=en|access-date=15 April 2020}}{{Dead link|date=October 2022 |bot=InternetArchiveBot |fix-attempted=yes }} and was anticipated that the project could be completed and open for use by 2017,{{cite web |website=Transport for London |url=http://developments.dlr.co.uk/extensions/dagenham/whatnext.asp |title=Docklands Light Railway – Dagenham Dock: Key Project Milestones |archiveurl=https://web.archive.org/web/20090615075056/http://developments.dlr.co.uk/extensions/dagenham/whatnext.asp |archivedate=15 June 2009 }} at a cost of around £750{{nbsp}}million.{{Cite web|url=https://www.railstaff.co.uk/2017/09/12/focus-london-overgrounds-barking-riverside-extension/|title=In focus: London Overground's Barking Riverside Extension|last=Johnson|first=Marc|date=12 September 2017|website=RailStaff|language=en-GB|access-date=15 April 2020}} In November 2008, the Mayor of London Boris Johnson announced that due to financial constraints the extension, along with a number of other transport projects, had been cancelled.{{Cite news |date=6 November 2008 |title=TfL scraps projects and cuts jobs |language=en-GB |work=BBC News |url=http://news.bbc.co.uk/2/hi/uk_news/england/london/7712002.stm |access-date=15 April 2020}} The Barking Riverside development is instead served by an extension of the London Overground to the new Barking Riverside station, which opened in July 2022.{{cite news |last1=Emmett |first1=Conrad |title=Barking Riverside station opening celebrated |url=https://news.railbusinessdaily.com/barking-riverside-station-opening-celebrated/ |access-date=2 April 2023 |work=RailBusinessDaily |publisher=Business Daily Group |date=26 July 2022}}

In February 2006 a proposal to extend the DLR to {{stl|London Underground|Charing Cross}} station from {{stl|London Underground|Bank}} DLR branch was revealed. The idea originates from a DLR "Horizon Study".{{cite web|url=http://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf|title=Bank-Aldwych-Charing Cross (E2)|author=Ove Arup & Partners Ltd.|date=July 2005|work=DLR Horizon 2020 Study: Business Case Appraisal|publisher=Docklands Light Railway Ltd.|page=34|url-status=live|archive-url=https://web.archive.org/web/20111108214018/http://www.whatdotheyknow.com/request/18439/response/46991/attach/4/Report%20Horizon%202020%20Final%20Issue.pdf|archive-date=8 November 2011|access-date=19 October 2012}}

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 {{stl|London Underground|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).{{cite web |first=Clive |last=Feather |website=Clive's UndergrounD Line Guides (CLUG) |url=http://www.davros.org/rail/culg/jubilee.html |title=Jubilee Line, A Modern Tube |archiveurl=https://web.archive.org/web/20120424014730/http://www.davros.org/rail/culg/jubilee.html |archivedate=24 April 2012 |accessdate=26 June 2008 }} However they would need enlargement because the DLR loading gauge is larger than tube gauge and current safety regulations require an emergency walkway in the tunnel.{{Cite web|url=https://www.citymetric.com/transport/long-and-confusing-history-explains-why-charing-cross-and-embankment-are-so-weird-3650|title=The long and confusing history that explains why Charing Cross and Embankment are so weird {{!}} CityMetric|website=citymetric.com|access-date=7 April 2020|archive-date=7 April 2020|archive-url=https://web.archive.org/web/20200407075519/https://www.citymetric.com/transport/long-and-confusing-history-explains-why-charing-cross-and-embankment-are-so-weird-3650|url-status=dead}}

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.

In 2011, strategy documents proposed a DLR extension to {{Stnlnk|Euston}} and {{Stnlnk|St Pancras}}.{{cite web|url=http://londonist.com/2011/05/tfl-moots-new-dlr-routes-including-victoria-and-st-pancras.php|title=TfL Moots New DLR Routes, Including Victoria And St Pancras|date=3 May 2011|publisher=Londonist|url-status=live|archive-url=https://web.archive.org/web/20140707231325/http://londonist.com/2011/05/tfl-moots-new-dlr-routes-including-victoria-and-st-pancras.php|archive-date=7 July 2014|access-date=17 November 2016}} Transport for London have considered driving a line from {{stnlnk|City Thameslink}} via {{stl|London Underground|Holborn}} north to the rail termini.{{cite web|url=http://developments.dlr.co.uk/uploadedFiles/Development_Projects/The_future_of_DLR/Where_we_go_Next/DLRextVicEustonStP.pdf|title=Potential DLR extensions|date=21 September 2010|publisher=Transport for London|url-status=dead|archive-url=https://web.archive.org/web/20120322021527/http://developments.dlr.co.uk/uploadedFiles/Development_Projects/The_future_of_DLR/Where_we_go_Next/DLRextVicEustonStP.pdf|archive-date=22 March 2012|access-date=28 January 2013}}{{cite web|url=https://www.camden.gov.uk/ccm/cms-service/download/asset/;jsessionid=FA49BDE46B5ED8C29C561EE8511FC7B2?asset_id=2794916|title=Archived copy|url-status=dead|archive-url=https://web.archive.org/web/20171212084203/https://www.camden.gov.uk/ccm/cms-service/download/asset/;jsessionid=FA49BDE46B5ED8C29C561EE8511FC7B2?asset_id=2794916|archive-date=12 December 2017|access-date=11 December 2017}}{{cite web|url=https://democracy.cityoflondon.gov.uk/Data/Policy%20and%20Resources%20Committee/20110721/Agenda/$16%20-%20High%20Speed%202.doc.pdf|title=Archived copy|url-status=live|archive-url=https://web.archive.org/web/20171211213622/https://democracy.cityoflondon.gov.uk/Data/Policy%20and%20Resources%20Committee/20110721/Agenda/%2416%20-%20High%20Speed%202.doc.pdf|archive-date=11 December 2017|access-date=11 December 2017}} 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.

This possible extension was considered during the latest Horizon Study. The route would follow the Southeastern line and terminate between {{Stnlnk|Catford}} and {{Stnlnk|Catford Bridge}} stations. It has been seen as attractive to the district, as has the current terminus at Lewisham, built in an earlier extension.{{Cite news|last=Wilkes|first=Roger|url=https://www.telegraph.co.uk/property/propertyadvice/propertymarket/3303494/One-long-picnic-it-certainly-aint.html|title=One long picnic, it certainly ain't|date=19 June 2002|newspaper=The Daily Telegraph|access-date=24 June 2009|url-status=dead|archive-url=https://web.archive.org/web/20121111233631/http://www.telegraph.co.uk/property/propertyadvice/propertymarket/3303494/One-long-picnic-it-certainly-aint.html|archive-date=11 November 2012|location=London}}{{Cite news|url=http://business.highbeam.com/410604/article-1G1-116283467/dlr-takes-off|title=DLR takes off|date=6 May 2004|work=Contract Journal|access-date=24 June 2009|url-status=dead|archive-url=https://archive.today/20120709053121/http://business.highbeam.com/410604/article-1G1-116283467/dlr-takes-off|archive-date=9 July 2012}} A map published in 2010 by Transport for London suggests that a further extension from Catford to {{stnlnk|Forest Hill}} has also been considered.

However, early plans showed problems due to {{stl|DLR|Lewisham}} station being only marginally lower than the busy A20 road, which impedes any extension. The plan is however being revised.{{cite web|url=http://www.alwaystouchout.com/project/129|title=DLR to Catford|date=27 October 2007|publisher=Always Touch Out|url-status=live|archive-url=https://web.archive.org/web/20080513060822/http://www.alwaystouchout.com/project/129|archive-date=13 May 2008|access-date=9 July 2008}} 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.{{cite web|url=https://consultations.tfl.gov.uk/tube/bakerloo-extension/user_uploads/background-summary-report.pdf |archive-url=https://web.archive.org/web/20200324162143/https://consultations.tfl.gov.uk/tube/bakerloo-extension/user_uploads/background-summary-report.pdf |archive-date=24 March 2020 |url-status=live|title=Bakerloo line extension. Background to Consultation Summary Report. October 2019|publisher=Transport for London|access-date=24 March 2020}}

Another proposal is to {{stnlnk|Bromley North}} 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{{cite news|url=http://www.thisislocallondon.co.uk/news/9487309.Could_the_DLR_or_Bakerloo_line_be_coming_to_Bromley_/|title=Could the DLR or Bakerloo line be coming to Bromley?|date=23 January 2012|newspaper=This is Local London|access-date=26 January 2013|url-status=live|archive-url=https://web.archive.org/web/20160304052933/http://www.thisislocallondon.co.uk/news/9487309.Could_the_DLR_or_Bakerloo_line_be_coming_to_Bromley_/|archive-date=4 March 2016}} and the London Borough of Bromley{{cite web|url=http://cds.bromley.gov.uk/documents/s12298/ENV%20PDS%20180112%20Future%20Rail%20and%20Tram%20Link.pdf|title=Future Rail and Tram Links to Bromley|date=18 January 2012|work=Report No. ES12004|publisher=London Borough of Bromley|url-status=live|archive-url=https://web.archive.org/web/20130604211854/http://cds.bromley.gov.uk/documents/s12298/ENV%20PDS%20180112%20Future%20Rail%20and%20Tram%20Link.pdf|archive-date=4 June 2013|access-date=26 January 2013}} 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.{{cite web|url=http://newlewisham.com/masterplan.html|title=Masterplan|date=December 2012|work=Lewisham Gateway: Phase A Consultation|publisher=Lewisham Council|url-status=dead|archive-url=https://web.archive.org/web/20130521234130/http://newlewisham.com/masterplan.html|archive-date=21 May 2013|access-date=27 January 2013}}{{cite web|url=http://www.londonreconnections.com/2013/the-past-and-future-of-the-bromley-north-branch/|title=The Past and Future of the Bromley North Branch|date=25 January 2013|work=London Reconnections|url-status=live|archive-url=https://web.archive.org/web/20130128103307/http://www.londonreconnections.com/2013/the-past-and-future-of-the-bromley-north-branch/|archive-date=28 January 2013|access-date=26 January 2013}}

File:Island Gardens DLR station in 1992.jpg

• On 10 March 1987, before the system opened, a test train crashed through buffer stops at the original high-level {{stl|DLR|Island Gardens}} terminus and was left hanging from the end of the elevated track. The accident has largely been attributed to unauthorised tests being run before the correct installation of the wayside safety system had been verified; an omission in the wayside system allowed the train to travel too fast on the approach to the terminus. The train was being driven manually at the time.{{cite news |url=http://catless.ncl.ac.uk/Risks/5.29.html#subj3 |title=London Docklands Light Railway; Northern Line's Dot-Matrix Indicators |archiveurl=https://web.archive.org/web/20070824045251/http://catless.ncl.ac.uk/Risks/5.29.html |archivedate=24 August 2007 |work=RISKS Digest |volume=5 |issue=29 |at=Article 3 |date=13 August 1987 }}{{cite magazine |title=Report on the Docklands Light Railway Accident Which Occurred at Island Gardens Station on 10 March 1987 |magazine=Modern Railways |location=London |date=May 1987 }}{{page needed|date=July 2012}}{{cite magazine |title='Unauthorised Tests' Caused DLR Crash |magazine=Modern Railways |location=London |date=June 1987 }}{{page needed|date=July 2012}} However, inside sources have stated these tests were being done to test the ATP if the train was entering the station too quickly, and after six successful tests, a software issue involving asynchronous computer systems caused the train to not receive the instructions to activate the ATP, cut off power from the motors, and apply the brakes soon enough to prevent the train from slowing down, causing the train to go through the buffers. Following this, the software was reworked and the braking distance was changed to ensure such incidents wouldn't happen in practice, and as a result may have possibly prevented a far more tragic incident from occurring.{{Citation |title=The Island Gardens Accident: What Really Happened | date=14 March 2021 |url=https://www.youtube.com/watch?v=y5mP72l4AXs |access-date=12 July 2023 |language=en}}
• On 22 April 1991, two trains collided at a junction on the {{stl|DLR|West India Quay}} bridge during morning rush hour, requiring a shutdown of the system and evacuation of passengers by ladder.{{cite news |url=http://catless.ncl.ac.uk/Risks/11.52.html#subj1.1 |title=Another commuter train wreck in London |author=Kamens, Jonathan I. |work=RISKS Digest |volume=11 |issue=52 |date=23 April 1991 |url-status=live |archive-url=https://web.archive.org/web/20070726094556/http://catless.ncl.ac.uk/Risks/11.52.html#subj1.1 |archive-date=26 July 2007 }}{{cite news |title=Computer-controlled commuter trains collide in east London |agency=United Press International |date=22 April 1991}} One train was travelling automatically; the other was under manual control.{{cite news |url=http://catless.ncl.ac.uk/Risks/11.54.html#subj10.1 |title=Trains collide in east London |author=Batten, Ian G. |work=RISKS Digest |volume=11 |issue=54 |date=25 April 1991 |url-status=live |archive-url=https://web.archive.org/web/20070922052353/http://catless.ncl.ac.uk/Risks/11.54.html#subj10.1 |archive-date=22 September 2007 }}
• On 9 February 1996, the Provisional IRA blew up a lorry under a bridge near {{stl|DLR|South Quay}},{{Cite news|url=http://www.nydailynews.com/archives/news/1996/02/10/1996-02-10_blast_shatters_london__adams.html |title=Blast shatters London, Adams Presumes IRA's Responsible |first1=Ellen |last1=Tumposky |first2=Don |last2=Gentile |newspaper=New York Daily News |date=10 February 1996 |access-date=12 November 2008 |url-status=dead |archive-url=https://web.archive.org/web/20090912002136/http://www.nydailynews.com/archives/news/1996/02/10/1996-02-10_blast_shatters_london__adams.html |archive-date=12 September 2009 }} killing two people and injuring many others.{{Cite news |url=http://news.bbc.co.uk/onthisday/hi/dates/stories/february/10/newsid_2539000/2539265.stm |work=BBC News |title=Docklands bomb ends IRA ceasefire |date=10 February 1996 |access-date=2 January 2010 |url-status=live |archive-url=https://web.archive.org/web/20120321012534/http://news.bbc.co.uk/onthisday/hi/dates/stories/february/10/newsid_2539000/2539265.stm |archive-date=21 March 2012 }} This caused £85 million of damage and marked an end to an IRA ceasefire in force at the time. Significant disruption was caused and a train was stranded at Island Gardens, unable to move until the track was rebuilt.

{{Portal|London transport}}

• List of Docklands Light Railway stations
• List of tram and light rail transit systems
• Rail transport in Great Britain
• Transport in London (overview)
• Crossings of the River Thames
• Tunnels underneath the River Thames

{{reflist|group=note}}

{{Reflist|30em}}

{{Refbegin}}

• {{Cite book|last1=Jolly|first1=Stephen |last2=Bayman |first2=Bob|title=Docklands Light Railway Official Handbook|publisher=Capital Transport Publishing|location=Harrow Weald|date=November 1986|isbn=978-0-904711-80-6 |ref=none}}
• {{Cite journal |last1=Gonsalves|first1=B.F. |last2=Deacon |first2=R.W. |last3=Pilgrim |first3=D |last4=Pritchard |first4=B.P. |title=Docklands Light Railway and Subsequent Upgrading |journal=Proceedings of the Institution of Civil Engineers |date= October 1991 |volume=90 |oclc= 24833359 |ref=none}}

{{Refend}}

{{Sister project auto}}

• {{Official website}}

{{Spoken Wikipedia|Docklands_Light_Railway.ogg|date=24 February 2007}}

{{Attached KML|display=title,inline}}

{{Keolis}}

{{Docklands Light Railway}}

{{UK light rail}}

{{Britishmetros}}

{{Transport in London}}

{{Automated trains and fixed-guideway transit}}

{{International Metro Organizations}}

{{Airport rail links in the United Kingdom}}

{{Authority control}}

Category:Airport rail links in London

Category:Automated guideway transit

Category:Keolis

Category:Railway lines opened in 1987

Category:Serco

Category:Standard gauge railways in London

Category:Transport in the Royal Borough of Greenwich

Category:Transport in the London Borough of Lewisham

Category:Transport in the London Borough of Newham

Category:Transport in the London Borough of Tower Hamlets

Category:Tunnels underneath the River Thames

Category:Urban people mover systems

Category:1987 establishments in England

Category:Articles containing video clips

Category:750 V DC railway electrification