Editing Docklands Light Railway (section)

==History==
===Background===
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 [[Containerization|containerised]] and mechanised. The older docks did not have space to expand, and could not handle larger vessels.<ref name=":5">{{Cite book |last=Jolly |first=Stephen |url=https://www.worldcat.org/oclc/18746528 |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}}</ref> 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.<ref name="Christopher63">{{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}}</ref> From the mid-1960s, the docks gradually closed down - leading to major job losses and economic deprivation.<ref name=":5" /> In the 1970s, the opening of new deep water [[Port of Tilbury|Tilbury container docks]] located further east in [[Essex]] exacerbated the issue, with the Royal Docks closing in 1981.<ref name=":5" /> [[File:DLR tower gateway.jpg|thumb|right|[[Tower Gateway DLR station]] was the DLR's original link to central London.]]

=== Origins and development ===
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.<ref>{{Cite book |last=Jolly |first=Stephen |url=https://www.worldcat.org/oclc/18746528 |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}}</ref>

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]].<ref name="DLRhandbook-p4-5" /> The Greater London Council formed a Docklands Joint Committee with the Boroughs of [[Royal Borough of Greenwich|Greenwich]], [[London Borough of Lewisham|Lewisham]], [[London Borough of Newham|Newham]], [[London Borough of Southwark|Southwark]] and [[London Borough of Tower Hamlets|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 railway station|Charing Cross station]] to Fenchurch Street, Surrey Docks (now [[Surrey Quays railway station]]), the [[Isle of Dogs]], [[North Greenwich, Isle of Dogs|North Greenwich]] and Custom House to [[Woolwich Arsenal station|Woolwich Arsenal]]. This was intended to be the second stage of the Fleet line&nbsp;– 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.<ref>{{Cite book |last=Jolly |first=Stephen |url=https://www.worldcat.org/oclc/18746528 |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}}</ref> However, when the [[First Thatcher ministry|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.<ref name="DLRhandbook-p4-5">{{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}}</ref>

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 [[tram]]s or tram like vehicles.<ref>{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref> The cost of extending the Jubilee line to the area was now estimated to be around £450{{nbsp}}million.<ref name=":9">{{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}}</ref>

The core of the route ran alongside the [[Great Eastern Main Line|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 tube station|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.<ref name="DLRhandbook-p4-5" /> 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.<ref>{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref>

Two southern terminus options were put forward, at Cubitt Town (today's [[Island Gardens DLR station|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 DLR station|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.<ref name="DLRhandbook-p6">{{harvnb|Pearce|Hardy|Stannard|2000|p=6}}</ref> 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"&nbsp;– as indeed it was, for a number of years.<ref name="DLRhandbook-p7">{{harvnb|Pearce|Hardy|Stannard|2000|p=7}}</ref>

The northern terminus was proposed at [[Mile End tube station|Mile End]], with options including [[Street running train|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.<ref>{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref>

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.<ref name=":9" /><ref>{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref> Even during the development of the line, proposals for future extensions were being envisaged and investigated.<ref name=":9" /><ref>{{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}}</ref>

=== Parliamentary process and construction ===
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.<ref>{{Cite book |last=Jolly |first=Stephen |url=https://www.worldcat.org/oclc/18746528 |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.}}</ref> The funding agreement also included conditions to maximise the use of modern technology, and that no ongoing subsidy would be available from government.<ref name=":8">{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref>

Initially, the system was planned to be manually operated and having some stretches of street running.<ref>{{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}}</ref> During the Parliamentary process, the northern terminus of the line was changed to [[Stratford station|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".<ref name=":8" /> In 1984, the contract for the initial system was awarded to a [[General Electric Company|GEC]] / [[Mowlem|John Mowlem]] joint venture, which proposed fully automated operation using [[Light rail|light rail vehicles]].<ref>{{cite magazine |date=October 1984 |title=World Report |magazine=[[Railway Age]] |page=31}}</ref>

The two [[Act of Parliament (UK)|Acts of Parliament]] that authorised the line to be built were passed in 1984 and 1985.<ref>{{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=2023-04-22 |website=Transport for London |language=en-GB |quote=Two bills passed in 1984 and 1985 authorised the DLR - construction began soon afterwards.}}</ref> 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.<ref name=":8" /> 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.<ref name=":10">{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref><ref name=":11">{{Cite book |last=Jolly |first=Stephen |url=https://www.worldcat.org/oclc/18746528 |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}}</ref>

===Initial system (1987–1990)===
[[File:DLR-WestIndiaDocks-1.jpg|thumb|A first-generation DLR train crosses West India Dock in September 1987.]]
The railway was formally opened by [[Elizabeth II|Queen Elizabeth II]] on 30 July 1987,<ref name="ModernRailways3">{{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 }}</ref> and passenger services began on 31 August.<ref name="20CentLondon">{{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}}</ref><ref name="open">{{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}}</ref> The initial system comprised two routes, from {{stl|DLR|Tower Gateway}} and [[Stratford station|Stratford]] to {{stl|DLR|Island Gardens}}, with a total length of {{Convert|12.1|km|mi|abbr=in}}.<ref name=":10" /> It was mainly elevated on disused railway viaducts or new concrete viaducts, and adopted disused surface railway [[Track bed|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.<ref>{{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 }}</ref><ref>{{cite web|url=https://www.bbc.co.uk/dna/h2g2/A9948757|title=The Docklands Light Railway, London, UK|publisher=BBC&nbsp;– 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}}</ref> A total of eleven units supplied by [[Linke-Hofmann-Busch]] comprised the first generation of the [[Docklands Light Railway rolling stock]].<ref name="McCarthy2009p12">{{cite book|title=Railways of Britain&nbsp;– 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}}</ref>

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 DLR depot|Poplar depot]].<ref name="RWT-DLR-upgrade">{{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 }}</ref><ref name="20CentLondon"/><ref name="MayorLondon">{{cite web|url=http://www.london.gov.uk/mayor/transport/dlr.jsp|title=Mayor of London&nbsp;– Transport Strategy&nbsp;– 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}}</ref> 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.<ref name=":11" /> All stations featured lifts and level access into the train from platforms, catering for disabled people, people with small children and elderly people.<ref name=":102">{{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 Jan 2023 |access-date=2021-08-25 |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.}}</ref><ref>{{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."}}</ref>

===Extensions to the City and the Royal Docks (1991–1994)===
[[File:Tower Gateway DLR station 3.jpg|thumb|right|The view from {{stl|DLR|Tower Gateway}} looking east prior to rebuilding shows {{Stnlnk|Fenchurch Street}} approach tracks to the left and the DLR line in the centre. Just visible in the distance is a DLR train that has emerged from the tunnel to {{stl|London Underground|Bank}} to the right.]]
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.<ref name="statement">{{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 }}</ref> Plans were developed, before the system opened, to extend it to {{stl|London Underground|Bank}} in the west and [[Beckton]] in the east.<ref>{{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=[[Hansard|Parliamentary Debates (Hansard)]] |archive-date=6 October 2012 }}</ref> 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.<ref>{{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 }}</ref><ref name=":4">{{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=2015-06-09 |url-status=live |access-date=19 March 2022 |website=[[House of Commons Library]]}}</ref> 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.<ref name="McCarthy2009p12" /> They were operated for a time on the above-ground sections only, and [[#Rolling stock|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.<ref name="history one">{{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 }}</ref>

The east of [[London Docklands|Docklands]] needed better transport connections to encourage development, and a fourth branch, towards [[Beckton]], was planned, with several route options available.<ref>{{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 }}</ref> 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.<ref name="20CentLondon"/> Initially it was thought the line was likely to be underutilised, due to the sparse development in the area<ref>{{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 }}</ref> 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.<ref>{{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}}</ref> As part of this extension, one side of the original flat triangular junction was replaced by a [[grade separation|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 DLR depot|Beckton]].

===Extension to Greenwich & Lewisham (1996–1999)===
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 station|Lewisham railway station]].<ref name='Chriswol'>{{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 }}</ref> The ambitions of the operators were supported by politicians in Parliament, including the future [[Labour Party (UK)|Labour]] Deputy Prime Minister [[John Prescott]], and [[Lord Whitty]].<ref name="history one" /><ref name="Chriswol2">{{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}}</ref> The extension would be [[DBFO|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.<ref name=":42">{{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=2015-06-09 |access-date=7 Feb 2025 |website=[[House of Commons Library]] |pages=2-3}}</ref> 

Construction began in 1996, with the extension opening ahead of schedule on 20 November 1999.<ref name=":42" /><ref>{{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]]}}</ref> It left the Island Gardens route south of the [[Crossharbour DLR station|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 and Blackwall Railway|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 station|Greenwich railway station]], with cross-platform interchange between the northbound track and the London-bound [[Greenwich Line|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.<ref name=":14">{{Cite book |last=Pearce |first=Alan |url=https://www.worldcat.org/oclc/456423124 |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}}</ref> The extension quickly proved profitable.<ref>{{Cite news|url=http://www.highbeam.com/Search?searchTerm=DLR+helps+Mowlem+ride+high+at+%5Bpound%5D25+million.(Statistical+Data+Included)&searchType=Article&currentPage=0&orderBy=|title=DLR helps Mowlem ride high at £25&nbsp;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&currentPage=0&orderBy=|archive-date=25 October 2012}}</ref> 

===Extensions to London City Airport & Woolwich (2004–2009)===
[[File:Woolwich Arsenal Extension map.PNG|thumb|Route of the Woolwich Arsenal extension]]
An extension to [[London City Airport]] from the existing Beckton branch was explored in the mid-90s, at first via travelator from [[Royal Albert DLR station|Royal Albert]], and then in 1998 via a proposed lift-bridge over the dock with an intermediate station at West Silvertown.<ref>{{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}}</ref><ref>{{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}}</ref><ref>{{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)}}</ref> 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.<ref name="10bnscheme">{{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}}</ref> 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}}.<ref>{{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}}</ref>

A further extension from {{stl|DLR|King George V}} to [[Woolwich Arsenal station|Woolwich Arsenal]] opened on 10 January 2009, providing interchange with National Rail services.<ref name="RWT-DLR-upgrade"/> The extension again used Private Finance Initiative funding,<ref>{{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}}</ref> with construction beginning in June 2005, the same month that the contracts were finalised.<ref>{{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}}</ref> The tunnels under the Thames were completed on 23 July 2007,<ref>{{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 }}</ref> and formally opened by [[Boris Johnson]], [[Mayor of London]] on 12 January 2009.<ref>{{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 }}</ref> Following completion, the project was shortlisted for the 2009 Prime Minister's Better Public Building Award.<ref>{{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 }}</ref>

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.<ref>{{cite web|url=http://improvements.dlr.co.uk/project_updates/towergateway.asp |title=Tower Gateway Station&nbsp;– 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 }}</ref><ref>{{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 }}</ref>

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}}.<ref>{{harvnb|Christopher|2013|p=68}}</ref> 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.<ref>{{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 }}</ref> 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.<ref>{{cite web|url=http://developments.dlr.co.uk/enhancements/capacity/wiqpoplar.asp |title=Docklands Light Railway&nbsp;– 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 }}</ref>

===Upgrade to three-car trains (2007–2011)===
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.<ref name="dlrdev">{{cite web|url=http://developments.dlr.co.uk/index.asp |title=Docklands Light Railway&nbsp;– 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 }}</ref>

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.<ref name="dlrcapen">{{cite web|url=http://developments.dlr.co.uk/enhancements/capacity/index.asp |title=Docklands Light Railway&nbsp;– 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 }}</ref> The railway had been built for single-car operation, and the upgrade required both strengthening viaducts to take heavier trains and lengthening many platforms.<ref>{{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}}</ref> The extra capacity was useful for the [[2012 Summer Olympics]], which increased the use of London's transport network.<ref>{{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 Group Limited|Arup]] |access-date=24 June 2009 }}</ref> The main contractor for the expansion and alteration works was [[Taylor Woodrow]].<ref>{{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 }}</ref>

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.<ref>{{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 }}</ref>

For this upgrade DLR purchased an additional 31 cars compatible with existing rolling stock.<ref>{{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 }}</ref> 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.<ref>{{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 }}</ref> 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.<ref>{{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 }}</ref> Stratford to Lewisham and Bank to Woolwich Arsenal services sometimes operate as three-car trains; other routes run the longer trains when required.

===Extension to Stratford International (2011)===
[[File:Stratford International DLR stn east entrance.jpg|thumb|The {{stl|DLR|Stratford International}} DLR forecourt, soon after opening in 2011]]
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|thumb|[[Abbey Road DLR station|Abbey Road]] under construction in April 2010]]

The extension to [[Stratford International station|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.<ref name="oljav">{{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}}</ref>

The first contract for construction work was awarded on 10 January 2007<ref>{{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 }}</ref> and construction started in mid-2007. Originally scheduled to open in mid-2010,<ref>{{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 }}</ref> the line opened on 31 August 2011.<ref>{{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}}</ref> 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.<ref>{{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 &#124; London City Hall |website=London.gov.uk |date= 11 November 2015 |access-date=17 November 2016}}</ref>

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 station|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.

===Relocation of Pudding Mill Lane station (2014)===
[[File:Pudding Mill Lane 2014, platforms.JPG|thumb|The resited {{stl|DLR|Pudding Mill Lane}} features new, wider platforms.]]

One of the tunnel portals for [[Elizabeth line]] is on the original site of [[Pudding Mill Lane DLR station|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.<ref name="new-station-open">{{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}}</ref><ref>{{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 }}</ref> The former station stood on the only significant section of single track on the system, between [[Bow Church DLR station|Bow Church]] and [[Stratford station|Stratford]].<ref name="mrmarch">{{cite news |work=Modern Railways |date=March 2006 |title=DLR aims for Charing Cross |author=Abbott, James |location =London |page=54}}</ref> 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 2008|Crossrail Act]].