Index: DLR, Tube, Rail, Road & Foot, Air & Water and Others

DLR

· DLR capacity
· DLR from Canning Town to Stratford International via North London Line
· DLR from Gallions Reach to Thamesmead

DLR from North Woolwich to Woolwich Arsenal

· DLR from Stratford to Stratford International
· DLR Lewisham Extension
· DLR Nights
· DLR Poplar crossover
· DLR proposed stations at Thames Wharf and Connaught
· DLR shuttle to ExCeL
· DLR to Barking

DLR to City Airport and North Woolwich

· Heron Quays station reconstruction
· Langdon Park DLR station (Carmen Street area)
· Lewisham footbridges
· Tower Gateway resiting

Tube

· Canary Wharf Jubilee station
· District Line from Upminster to Grays
· Jubilee Line from North Greenwich to City Airport
· Shadwell interchange
· Whitechapel to Plaistow Underground improvements

National Rail

· Barking Reach new station
· c2c (LTS) improvements
· Chafford Hundred station improvements
· Charlton Express
· Dartford Lines upgrade
· Little Ilford new station
· Wingletye Lane new station (Hornchurch)
· Woolwich Rail Crossing from Custom House to Woolwich

Road & Foot

· A13 between Poplar and Dagenham
· A13 new alignment between Dagenham and the M25
· A13 old alignment between Dagenham and the M25
· A2 / A282 improvement
· A406 Junction with A13
· Bexley Bypass
· Blackwall Tunnel improvements
· East London/Thames Gateway River Crossing
· Free Dartford Crossing
· M11 Debden
· M11 Link road (A12)
· Royal Victoria Dock footbridge
· South Quay Footbridge
· South Thames-side Development Route
· Thames Road (A206) dualling

Air & Water

· City Airport enlargement
· Dagenham to Belvedere Ferry
· Deptford cruise liner terminal
· Docklands Heliport
· Manston Airport
· Southend Airport
· Tilbury Ferry closure threat

Others (Cable Cars,
Intermediate Modes
& Bus Stations)

· Aerial Shuttle from East India station to the Millennium Dome
· Barking Beckton Skyliner
· East London Transit (Gallions Reach, Barking, Gants Hill, Rainham, Romford, Collier Row, Harold Hill)
· Greenwich Waterfront Transit (Greenwich, Woolwich, Thamesmead, Abbey Wood)
· Ilford bus / rail interchange
· Kent Thames-side Metro (Fastrack)
· Millennium Transit

Scheme

Modification date

East London Transit (Gallions Reach, Barking, Gants Hill, Rainham, Romford, Collier Row, Harold Hill)

2001 Nov 28

• Map of all active tram and trolleybus schemes in London
• This started life as two separate schemes: the Thames Gateway North Intermediate Modes scheme centred on Barking and the Havering Riverside scheme centred on Romford (Havering Riverside is the name of a planned development on the north bank of the Thames, south of Rainham)
• In September 1996, London Transport stated that the Barking scheme would probably be segregated in the Barking Reach development area
• In September 1996, London Transport stated that there was insufficient demand on the Romford scheme for a significant amount of investment, and that if any scheme was pursued it was likely to be a high quality bus link. The "core alignment" of the Romford scheme was given as starting at Havering Riverside (about 500m east of Coldharbour Point), running along Coldharbour Lane, Ferry Lane, Rainham Station, Broadway, Bridge Road, Rainham Road, South End Road, Coronation Drive, Elm Park Station, The Broadway, Elm Park Avenue, Upper Rainham Road, Roneo Corner, South Street, to Romford Station. North of Romford, two branches were given: a) North Street, Havering Road, Collier Row Lane to the junction with Collier Row Road, and b) North Street, St Edwards Way, Main Road, Straight Road, Hilldene Avenue to the junction with Gooshays Drive. As well as the core alignment, alternative alignments were given as serving Dagenham Heathway and Becontree Heath (via New Road, Heathway, Wood Lane and Rush Green Road), Upminster (via Hornchurch Road and Hornchurch High Street), Ilford (via London Road and Ilford High Road), and other parts of Collier Row and Harold Hill.
• In July 1998, Newham Council stated that the Barking scheme would be "probably guided buses, but possibly trolleybuses or light rail"
• In July 1998, Barking Council suggested that the areas served by the Barking Scheme would include the proposed Science Park and Higher Education facility south of Cyprus DLR station, but by July 1999 this was no longer planned
• In July 1998, Barking Council gave the following timetable for the Barking scheme:
  • by March 1999, project feasibility study and detailed alignment should be complete
  • in 1999-2001, procedures under the Transport and Works Act should be undertaken
  • in 2001-2003, money should be obtained
  • in 2003-2006, construction should take place
• In July 1998, Barking Council stated that the Barking and Romford schemes would connect at the junction of Ripple Road and Chequers Way (not on the 1996 alignments of either scheme) and would be technologically compatible with each other and with the proposed Waterfront Transit in Thamesmead, allowing through running via the proposed Thames Gateway River Crossing
• In September 1998, London Transport gave Ilford and Gants Hill as possible additional destinations of the Barking scheme
• In February 1999, London Transport stated that assessment of the Barking and Romford bus-based schemes would be completed in the first half of 1999
• In July 1999, Newham Council stated their support for "light rapid transit" between Gallions Reach and Barking
• In July 1999, Barking Council gave the following alignments for the Barking scheme:
  • Barking Station, the Roding Valley (not Roding Valley station), Gallions Reach, Thames Gateway River Crossing, South East London
  • Barking Station, Longbridge Road, University of East London (Longbridge Road site)
  • Barking Station, Fanshawe Avenue, Ilford Lane, Ilford, Cranbrook Road, Gants Hill
  • Barking Station, Ripple Road, Movers Lane, Barking Reach (Atcost Road area), direct to Dagenham Avenue / Ripple Road junction, Ripple Road, New Road, Rainham (joining the Romford scheme and using the space made available by detrunking the old A13 )
  • Dagenham Avenue / Ripple Road junction, Dagenham Avenue, Dagenham Heathway Station
• In July 1999, Barking Council restated London Transport's 1996 core alignment for the Romford scheme. The 1996 alternative alignments were no longer mentioned
• In July 1999, Havering Council stated that a detailed feasibility study of the Romford scheme was under way. "An Intermediate Mode which will be street running without fixed track and may use a hybrid trolley / motorised power source" was favoured. A small map suggested use of Cherry Tree Lane instead of Rainham Road
• In December 1999, London Transport preferred 18 metre articulated trolleybuses for the Barking and Romford schemes
• In January 2000, London Transport produced a leaflet titled East London Transit in which the two schemes were presented as one. The leaflet hinted at low emission buses, articulated trolleybuses, guided buses and segregated busways without being too specific. The possible completion date was given as 2005, although some parts could open sooner. The "alignment under review" was
  • Barking Station, Fanshawe Avenue, Ilford Lane, Ilford, Cranbrook Road, Gants Hill (possible extension via Cranbrook Road and High Street to Fulwell Cross)
  • Barking Station, Abbey Road, new bridge, Jenkins Lane, Armada Way, Gallions Reach (with possible extension either to South London via Thames Gateway River Crossing or via Woolwich Manor Way to North Woolwich)
  • Barking Station, Longbridge Road, University of East London (Longbridge Road), Longbridge Road junction with Bennett's Castle Lane (with possible extension to Wood Lane, Rush Green Road, Dagenham Road, Oldchurch Road and Romford)
  • Barking Station, Ripple Road, Movers Lane, River Road, Bastable Avenue to Curzon Crescent area, direct to Barking Reach (Atcost Road area), direct to Dagenham Avenue / Ripple Road junction, Ripple Road, New Road using the space made available by detrunking the old A13, Rainham
  • Havering Riverside (about 500m east of Coldharbour Point), running along Coldharbour Lane, Ferry Lane, Rainham Station, Broadway, Bridge Road, New Road, Cherry Tree Lane, South End Road, Coronation Drive, Elm Park Station, The Broadway, Elm Park Avenue, Upper Rainham Road, Roneo Corner, South Street, to Romford Station
  • Romford Station, South Street, North Street, Havering Road, Collier Row Lane to the junction with Collier Row Road (with possible extension along Chase Cross Road and north to the Hillrise Estate)
  • Romford Station, South Street, North Street, St Edwards Way, Main Road, Straight Road, Hilldene Avenue to the junction with Gooshays Drive (with possible extension via Dagnam Park Drive to approximately Fairford Way)
  • Journey times were listed:
    • Harold Hill to Romford Station: 15 minutes
    • Collier Row to Elm Park: 18 minutes
    • Barking to Ilford: 8 minutes
    • University of East London Longbridge Road campus to Royal Docks campus: 19 minutes
    • Gants Hill to Barking: 15 minutes
    • Barking Reach to Ilford: 17 minutes
• In July 2000, Havering Council gave the following timetable:
  • 2002/3: Select contractors
  • 2003-5: Construction
  • 2006: Opening
• In January 2001, London's Mayor described the scheme as a key transport priority. The length was given as 53km and predicted usage was 39 million passengers per annum
• In June 2001, Transport for London produced a brochure and questionnaire, and organised a roadshow. Journey time predictions were similar to the January 2000 leaflet. Three routes were suggested:
  • Route 1: Barkingside Fulwell Cross, High Street, Cranbrook Road, Gants Hill, Cranbrook Road, Ilford, Ilford Lane, Fanshawe Avenue, Barking Station, Ripple Road, Movers Lane, River Road, new roads in the Barking Reach area, Dagenham Dock station, New Road, Bridge Road, Broadway, Rainham Station, Rainham (Ferry Lane / new A13 junction). Note that the alignment near Dagenham Dock station has altered since January 2000 to serve a retail park, and that Dagenham Dock station might be resited for (among other things) better interchange with the transit
  • Route 2: Harold Hill (approximately Fairford Way), Dagnam Park Drive, Hilldene Avenue, Straight Road, Main Road, St Edwards Way, North Street, South Street, Romford Station, Oldchurch Road, Dagenham Road, Rush Green Road, Beacontree Heath, Wood Lane, Longbridge Road, Barking Station, Ripple Road, St Pauls Road, Abbey Road, new bridge, Jenkins Lane, Armada Way, Gallions Reach (with possible extension either to University of East London and Royal Docks)
  • Route 3: Collier Row Hillrise Estate, Chase Cross Road, Collier Row Lane, Havering Road, North Street, South Street,Romford Station, South Street, Roneo Corner, Upper Rainham Road, Elm Park Avenue, The Broadway, Elm Park Station, Coronation Drive, South End Road, Cherry Tree Lane, New Road, Bridge Road, Broadway, Rainham Station, Rainham (Ferry Lane / new A13 junction)
• The Barking - Gallions Reach route may have a similar alignment to the DLR's Barking proposal and the Skyliner proposal

East London/Thames Gateway River Crossing

2001 Nov 28

• The original ELRC route through Oxleas Wood to the A2 has been scrapped and replaced by the TGRC, which would only reach from the North Circular Road to the A206 near Thamesmead
• In 1998, Greenwich Council stated that no cost estimate has been made and no target date has been set for the altered scheme
• In March 1998, Bexley Council stated that a tram system or an extension of the Docklands Light Railway would share the bridge with general traffic lanes: for progress on these schemes, see DLR from Gallions Reach to Thamesmead, East London Transit and Waterfront Transit
• By February 1999, the government had stated that decisions on new river crossings in East London should be taken by the Greater London Authority, which will be created on 4th May 2000
• In April 1999, Greenwich Council was undecided over whether to support it
• In July 1999, Newham Council stated that the TGRC is unlikely to be completed before 2011 (two thousand and eleven)
• In February 2000, the proposal specified two general traffic lanes in each direction plus one public transport lane in each direction. The crossing would be tolled
• In January 2001, London's Mayor described this multi-modal crossing as a key transport priority, and prioritised it after a Woolwich Rail Crossing (either heavy rail or DLR) but before a third Blackwall road crossing
• In October 2001, the area under the proposed southern approach ramps was being considered as a possible tram depot for Greenwich Waterfront Transit

Greenwich Waterfront Transit (Greenwich, Woolwich, Thamesmead, Abbey Wood)

2001 Nov 28

• London Transport Planning had by March 1998 decided not to proceed on planned intermediate modes between Greenwich and Erith (see below)
• But by October 1998, the Waterfront Transit Scheme was planned. This would be a busway, segregated where possible and running between Greenwich station, Cutty Sark, Millennium Dome, Woolwich Arsenal, Thamesmead and Abbey Wood. This would be an extension of the Dome to Bugsby's Lane busway built for the Millennium Transit. Future upgrading to a tramway would be an option. The technology would be compatible with East London Transit, allowing through running via the Thames Gateway River Crossing. London Transport were to make a decision in April 1999, and a detailed alignment would be decided by June 1999
• In February 1999, London Transport stated that assessment of the extended bus-based scheme will be completed in the first half of 1999
• By Spring 1999, London Transport had produced a leaflet entitled "Greenwich Waterfront Transit", which stated that the guided bus, trolley bus or tram between Greenwich and Abbey Wood might be running by 2002/2003. The leaflet predicted the following journey times:
  • Cutty Sark - Millennium Dome: 8 minutes
  • North Greenwich station - Millennium Village: 3 minutes
  • Millennium Village - Woolwich Powis Street: 12 minutes
  • Woolwich Arsenal station - Thamesmead town centre: 11 minutes
  • Thamesmead town centre - Abbey Wood station: 6 minutes
• In April 1999, Greenwich Council gave the cost as £40m
• In December 1999, London Transport stated that two lanes of the new dual carriageway from Charlton to Woolwich will be dedicated to public transport for the intermediate mode scheme
• In November 2000, the Strategic Rail Authority stated that the scheme would run from Abbey Wood Station to Thamesmead, Woolwich town centre and North Greenwich Underground Station, with a possible future extension to Greenwich town centre
• In January 2001, London's Mayor described the scheme as a key transport priority. The length was 16km and predicted usage was 16 million passengers per annum
• In July 2001, Transport for London produced a brochure and questionnaire and organised a roadshow. Service frequency would be approximately every 5 minutes for trams, or every 3 minutes from trolleybuses. Demand was expected to be comparatively weak between North Greenwich and Greenwich: this is also the section likely to cause objections from English Heritage. A number of sites in Thamesmead had been considered for the depot
• In October 2001, Transport for London were considering the area under the proposed Thames Gateway River Crossing's southern approach ramp

Heron Quays station reconstruction

2001 Nov 28

• Official web page
• In August 2001, it was reported that the station was expected to close on 1st October 2001 for 10 months. The new station, designed by Alsop Architects, will be completely covered and connected to a new shopping centre
• In September 2001, Docklands Light Railway stated that the new station would have an underground link to the Jubilee Line via a new shopping centre called Jubilee Place. Each platform will have escalators and lifts, as well as stairs at both ends. All passenger routes at the station would be complete in early 2003
• From the end of the 31st September 2001 traffic day, the station was closed for rebuilding

A13 between Poplar and Dagenham

2001 Sep 17

• Information hotline - Tel: +44 (0)87007 131313
• The project's public art has its own website: http://www.a13artscape.org.uk
• In July 1999, Newham Council stated that DBFO (Design, Build, Finance, Operate) schemes at the junctions with Woolwich Manor Way, Prince Regent Lane and Aspen Way were "more certain and imminent"
• In July 1999, Barking Council described a plan to give the A13 a dual 3-lane underpass beneath new traffic lights at the Movers Lane junction, to be part of the DBFO scheme
• By December 1999, a large amount of property on the south side of the A13 at Movers Way junction had been demolished
• In April 2000, the Romford Yellow Advertiser stated that a 30-year contract to operate and maintain the A13 from Butcher Row (near Limehouse station) to Wennington had been awarded to RMS plc. Over £140m is estimated to be invested in construction during 2000-5. [Thanks to David J Barry for this information]
• In November 2000, The Wharf reported that construction would start in 2001 and be completed in 2004
• In March 2001, the Newham Recorder stated that the road works had started, and that:
  • An extra flyover will be built over the Canning Town roundabout
  • Two new bridges will be built over the River Lea
  • An underpass and slip roads will be built at Prince Regent Lane
  • The eastbound-only flyover at Woolwich Manor Way will be replaced by a replacement with 3 lanes in each direction
  • The Movers Lane flyover will be replaced by an underpass

Millennium Transit

2001 Sep 17

• There were two Millennium Transit bus links: M1 between the Dome and Charlton station, and M2 between the Dome and Greenwich station
• M1 (the Charlton service) was due to start on December 4th 1999 (see below) and was supposed to use a guided busway from the Dome to Bugsby's Way (halfway between Blackwall Lane junction and Horn Lane junction). From there to Charlton Station, the bus uses conventional roads and steering, following Bugsby's Way, Anchor & Hope Lane and Charlton Church Lane. There was to be one stop en route, at the Millennium Village (north-east of the Blackwall Lane/Bugsby's Way junction). M2 (the Greenwich service) was due to start in January 2000 and use conventional roads and steering
• By February 1999, the special guided buses had been ordered for the Charlton route. The buses would not use small guidance wheels contacting the kerb as was practised in other UK cities: instead "state of the art" electronic guidance was to be used on this project with an "unmissable deadline"
• In the longer term, the guided busway from North Greenwich to Bugsby's Way will be extended to become the Greenwich Waterfront Transit. All curves and clearances are suitable for a trolleybus or tram. The alignment would be electrified in the long term, but this was not done for the Millennium because trolleybus routes require a Transport and Works Act and there was not enough time
• Darryl Chamberlain in January 2000 - "The M1/M2 Millennium Transit buses are in operation now. The guided busway isn't working and they have to go up the normal roads"
• At the end of 2000, when the Millennium Dome closed, the guided busway still hadn't been used in public service: the M1 had used normal roads for its entire life
• In June 2001, conventional (unguided) buses started to use the busway, 17 months after the Millennium Dome opened and 5 months after it closed

Barking Beckton Skyliner

2001 Sep 17

• In July 1999, Barking Council stated that they were "exploring means to facilitate" an elevated cable transport system between Beckton DLR station and Barking town centre
• In July 2000, Redbridge Council was awaiting an environmental assessment on the Private Sector Initiative for a "cable-hauled elevated public transport link" between Gallions Reach and the University of East London Longbridge Road campus. The scheme was probably mutually exclusive with the Gallions Reach branch of East London Transit
• The alignment may be similar to DLR's Barking proposal

Ilford bus / rail interchange

2001 Sep 17

• In July 1999, Redbridge Council stated that no land was currently available, but a bus station adjacent to the rail station was a "medium to long term project"
• In July 2000, Redbridge Council stated that Railtrack and London Transport were "very lukewarm" about the idea

Dartford Lines upgrade

2001 Sep 17

• Most platforms on the lines from Charing Cross to Dartford have been lengthened to take 12-car trains
• Darryl Chamberlain - "The Greenwich line stations were all extended [to cope with 12-car trains] as far down as Plumstead [at least] with the exception of Westcombe Park. I can only guess Westcombe Park wasn't touched because it may have involved closing the A102(M) Blackwall Tunnel Southern Approach, which runs just east of the station. The land immediately to the west of the station is - I think - a nature reserve"
• Keith Spink of InfoTransport - "£60m is being spent on upgrading the signalling system on the routes: Dartford to Woolwich Arsenal, Dartford to New Eltham, Dartford to Strood and Dartford to Falconwood. The new signalling and track layout around Dartford Station will allow 12 car trains to be operated instead of the present maximum 10 car trains"
• The resignalling started in 1998
• In October 1998, Railtrack were examining the feasibility of increasing the line speed between Abbey Wood and Dartford
• In March 2000, Railtrack stated that the resignalling was due for completion in April 2001
• By 17th April 2001, the work was complete

Whitechapel to Plaistow Underground improvements

2001 Sep 17

• In December 2000, London Underground stated that the project had been running for more than three years. The project came about because the signals between Aldgate East and Bromley-by-Bow were life expired and the platform widths at Whitechapel were sub-standard. The new Whitechapel layout would be a 3-track double-island layout, with the central track usable for reversing trains from either direction and the outside tracks usable for through trains in the appropriate direction only. The siding on the southern side would be removed. Two of the existing bridges carrying District and H&C trains over the East London Line would be abandoned and the other three would be reused: expense precluded building any new bridges. All platforms (including East London Line platforms) would be wheelchair accessible and protected from the weather. Before any turning capacity at Whitechapel was lost, new turning capacity would be created just east of West Ham: a new central reversing lane here would be accessible from both directions, and in the event of a partial line closure it would be possible to run a service between Upminster and West Ham. The layout would allow 10 trains per hour to reverse at Whitechapel and 6 trains per hour to reverse at West Ham. The requirement is to allow 30 trains per hour with conventional signalling between Aldgate East and West Ham by 2005, and to allow for 33¾ trains per hour using moving-block signalling by 2020: there was no clear indication that the flat junctions at Aldgate would be resolved to allow this track capacity to be used. The requirement was also to allow A-Stock trains (as used on the Metropolitan Line) to run as far as Barking, but there was no clear indication that the Metropolitan Line would run to Barking, and no more than 1 train in every 8 on this section would ever be A-Stock (note that A-stock cannot travel to Barking until some narrow spots have been widened). The District Line end of the St Mary's Curve would be singled, allowing it to be used as an additional reversing siding for the District Line (the other end may subsequently be disconnected from the East London Line when that is converted to third rail as part of the East London Line Extensions project). The cost would be between £50m and £60m. The construction was expected to start in 2002 and finish in 2004
• LURS are expected to hold a talk on the Whitechapel resignalling on 9th April 2002
• In early 2001, the Strategic Rail Authority recommended that the Metropolitan line should be extended eastward along the District Line

Blackwall Tunnel improvements

2001 Sep 17

• A third tunnel was proposed. The latest edition of the A-Z street atlas shows the alignment between the existing two tunnels, but a later alignment runs north-east from near North Greenwich station to the eastern end of the Lower Lea Crossing
• By February 1999, the government had stated that decisions on new river crossings in East London should be taken by the Greater London Authority, which will be created on 4th May 2000
• In April 1999, Greenwich Council voiced support for the scheme and stated that the choice of alignment had not been made
• In August 1999 it was rumoured that bus lanes would be created on the northern and southern approaches to the tunnel, to the horror of motoring lobbies
• Later in August 1999, the Highways Agency revealed watered-down proposals: plans for the lane on the northern approach were scrapped and the proposed 24-hour lane on the southern approach would only operate from 6am to 10am
• In September 1999, the Highways Agency stated that no bus or high-occupancy vehicle lanes would be instigated until the full effects of the Jubilee Line Extension and the DLR Lewisham Extension were known
• In February 2000, a tunnel or lifting bridge to the eastern end of the Lower Lea Crossing was proposed, with one lane in each direction. The crossing would be tolled (presumably tolls would be introduced on the existing Blackwall Tunnels at the same time)
• By June 2000, the government had safeguarded land at the eastern end of the Lower Lea Crossing
• In January 2001, London's Mayor described the alignment to Lower Lea Crossing as a key transport priority, but a lower priority than both a Woolwich Rail Crossing (either heavy rail or DLR) and the Thames Gateway River Crossing
• In March 2001, the London Development Agency suggested that car users of the Blackwall Tunnels should be charged £1 and lorries should be charged £2.50. "Non-local" users would be charged double

Deptford cruise liner terminal

2001 Sep 17

• In April 1999, Greenwich stated that a cruise liner terminal at Deptford Creekside was "proposed"
• In May 2000, the scheme was supported by Knight Frank (Tel:+44 (0)20 7629 8171) and Vail Williams (Tel: +44 (0)1256 467716)

Manston Airport

2001 Sep 17

• Located close to Ramsgate and owned by the Wiggins Group PLC, this ex RAF-base has an extremely long and wide runway
• By March 2001, the UK's fastest growing freight airport was planning to increase passenger numbers, with 10000 passengers using the terminal in Summer 2000 and capacity for 200000 passengers per annum. Clearance had been given for passengers to travel between planes at Manston and cruise ships at Dover without facing customs or immigration checks in either direction. Wiggins Group was considering a rail connection

c2c (LTS) improvements

2001 Sep 17

• The first of 44 new 4-carriage trains, bought at a cost of £220m, were due to be running in August or September 1999. The Electrostar Class 357 trains will have TPWS (Train Protection Warning System), which is more advanced than the AWS (Automatic Warning System) presently used
• The franchise agreement specifies that all 44 trains must be in service by November 1st 1999
• In July 1999, LTS wished to raise track speed between Barking and Upminster from 70mph to 100mph, which would cut 2 minutes from journey times. Railtrack were said to be examining feasibility and cost
• In October 1999, LTS stated that 12 of the new trains would be ready by Christmas 1999, with the remaining trains ready by March 2000
• In December 1999, 35 new trains had been delivered, but had not passed safety tests
• In December 1999, it was rumoured that LTS were considering running all night services on Friday and Saturday nights: no start date was given
• In December 1999, LTS agreed a package of measures to compensate their passengers for the failure to run new trains by the November 1999 deadline. The package included agreeing to:
  • have 46 (instead of 44) new trains in service by 28th May 2000
  • have 26 more new trains in service by 30th June 2002, replacing the last of the slam door stock
  • discuss with the Corporation of London how to improve the Coopers Row pedestrian route between Fenchurch Street and Tower Hill stations, spending up to £0.15m
• By April 2000, the first new train was in service
• By April 2001, a c2c source stated that new trains had been withdrawn from service and returned to service again. The full fleet of 74 new trains was expected to be in service by Summer 2002: introduction of a "4tph all-stops" service was being considered (Editor's note: it was not stated whether this would include the line between Upminster and Grays, which is single track apart from a short passing loop at South Ockendon, and has a poorly designed junction at Upminster which causes trains waiting to enter the single line to block the mainline)

Aerial Shuttle from East India station to the Millennium Dome

2001 Apr 01

• This £8m scheme which could have brought 8,400 people per day to the Dome was due to be open by 31st December 1999
• 23 wheelchair-accessible gondolas each carrying 15 people at 18 km/h would have taken 3 minutes for the journey and carried 2550 people per hour
• On 20th October 1998 it was scrapped because financial backers no longer believed that it was viable. Meridian Skyway (the company behind it) blamed the Dome organisers for predicting that the proportion of Dome visitors who would use it would be only 2%: Meridian Skyway had predicted 60%, and Docklands Light Railway had predicted 12%
• In March 2001, three months after the Millennium Exhibition at the Dome closed, the aerial shuttle scheme was reported to be still alive

DLR to City Airport and North Woolwich

2001 Apr 01

• Official website and contact for free brochure
• My trackmap
• DLR Extension Project Team Tel: +44 (0)20 7987 4244
• Annual passenger numbers at the airport have grown from 0.25m in 1992 to 1.5m in 1999. Early options for connecting the airport to the DLR included a travolator from Royal Albert
• In June 1998, a Docklands Light Railway branch to the City Airport was given the go-ahead by the government, subject to the Secretary of State's approval of a Transport and Works Act Order and any objections which may arise
• In late 1998, discussions concerned a £35m 2-station branch leaving the existing railway at Prince Regent, serving a new station at West Silvertown and terminating at City Airport. The bridge over the Royal Victoria Dock would have included a lifting span to allow large ships to pass
• In October 1998, DLR appointed consultants to the scheme
• By Spring 1999, the lifting bridge on the branch from Prince Regent was considered too expensive, and the regeneration benefits of the scheme were too small. The new preferred option was a 3.8km branch from the existing DLR east of Canning Town that roughly followed Silvertown Way and North Woolwich Road, bringing regeneration to the area south of the Royal Victoria Dock. This route would give quicker journey times between the airport and the city than the other options: from the airport to Bank would take 20 minutes, and from the airport to Canary Wharf would take 15 minutes. Services would be every 12 minutes, and stations on the £75m (see below) branch would be at
  • Thames Wharf
  • West Silvertown
  • Pontoon Dock
  • London City Airport
  • An extension to the low-cost residential area of North Woolwich was seen as a strong possibility, and would prevent accusations that the branch was a "yuppie railway": the station would be east of the current North Woolwich station, bringing the length of new railway to 4.4km
  • An extension to Woolwich Arsenal was described as a much longer term aspiration
• In Spring 1999, the following approximate timetable was given (presuming that a public inquiry can be avoided)
  • February - May 1999: Initial Public Consultation
  • May - December 1999: Detailed Scheme Development
  • December 1999 - June 2000: Transport & Works Act Procedure
  • November 2000 - May 2002: Construction
  • January 2003: Earliest opening date. Airline passengers at City Airport should by then number 3m per annum
• In April 1999, DLR stated that the extension was into its consultation and market-testing phase. Posters portraying the Silvertown Way / North Woolwich Road alignment (as far as City Airport) appeared at DLR stations
• In July 1999, DLR Limited were inviting developers and organisations to fund the extension
• By December 1999, the Thames Wharf station (200 metres southwest of the eastern end of the Lower Lea Crossing) was described as an enhancement to be built at a later date: this is because development around the station is restricted by government safeguarding for the Blackwall Tunnel improvements. The 4.2km branch as opened would contain stations at
  • West Silvertown: an elevated station on the south side of North Woolwich Rd, 75 metres west of the junction with Knight's Road
  • Pontoon Dock: an elevated station on the south side of North Woolwich Road, 120 metres west of the junction with Burt Road. A footbridge over the road would connect the station with a 2000-house development
  • London City Airport: the preferred location is an elevated station on the site of Drew Road Primary School to the west of the airport terminal. Discussions are under way with the London Borough of Newham about the construction of a replacement school on adjacent vacant land. The airport station would have an entrance directly into the airport and another entrance on Drew Road. Wheelchair / luggage access would consist of a single lift
  • King George V: at ground level 75 metres northwest of the Pier Road / Rymill Street junction
• By December 1999, the timetable had slipped to
  • Early 2000 - Mid 2001: Transport & Works Act Procedure
  • Mid - Late 2001: Appoint Concessionaire to design and build link
  • Late 2001: Start of Construction
  • Late 2003: Completion and testing
  • Early 2004: Trains start running
• In March 2000, the government allocated £30m as a contribution towards the project cost
• In March 2000, DLR Ltd formally sought T&WA powers to construct from Canning Town to North Woolwich. The Order is viewable at East Ham Library
• In June 2000, the Transport and Works Act Order gave a total a bill of £115.46m (to North Woolwich). The following service frequencies were suggested for years 2004 and 2011
  • Tower Gateway to Beckton: 5 tph
  • Bank to Prince Regent: 5tph
  • Bank to King George V: 5tph
  • Lewisham to King George V: no service in 2004, 5 tph in 2011
  • Bank to Lewisham: 10tph
  • Stratford to Lewisham: 10tph
• In July 2000, The Kentish Mercury stated that planning permission had been granted for the branch to North Woolwich and on to Woolwich Arsenal, with scheduled opening dates of 2004 for North Woolwich and 2006 for Woolwich Arsenal (thanks to Underground News for this info)
• In mid 2000, the Environmental Statement for the scheme suggested that the City Airport to North Woolwich part might be built later than the rest
• By September 2000 the timetable had slipped again:
  • Public inquiry result to be known by Summer 2001
  • Contract to be let in Autumn 2001
  • Construction to start in 2002
  • Opening in late 2004
• On 17th October 2000, the public inquiry started in Cabot Hall: it ended on 3rd November 2000
• In March 2001, the timetable given in September 2000 appeared not to have slipped: on the contrary, it was reported that an attempt might be made to get the branch open before the Mayoral election in 2003, as a sweetener for the electorate. A funding option being considered was for all air tickets at the airport to include a DLR pass

DLR to Barking

2001 Apr 01

• In the early 1990s a proposal for a branch from Gallions Reach to Barking was considered and rejected
• In July 1999, Newham Council stated their support for "light rapid transit" between Gallions Reach and Barking
• In approximately August 2000, Docklands Light Railway stated an intention to introduce high-speed buses linking Barking with the DLR, with a full light railway to follow.
• This may have a similar alignment to the Skyliner proposal and one branch of East London Transit
• In September 2000, DLR's map of proposals did not yet show this
• In November 2000, DLR stated that a DLR extension from Gallions Reach to Barking would not happen before 2010: the question of what to do with Beckton had not been resolved, but it was possible that trains from London would reverse at Beckton before proceeding to Barking. The express bus link was expected to happen in about 2005: it would probably have at most one stop between Gallions Reach and Barking, would possibly have a partly segregated alignment, and possibly have level access platforms. DLR hoped that the bus would appear on the tube map. The bus would only happen if East London Transit did not happen: however, the DLR rail branch to Barking and East London Transit are not mutually exclusive
• In March 2001, DLR were reported to be considering an on-street alignment from Beckton to Barking, with drivers controlling trains on that section. San Francisco's Muni Metro uses similar signalling equipment to the DLR, and after a period of extreme difficulty is now successfully running routes which are half computer-controlled and half driver-controlled

Lewisham footbridges

2001 Apr 01

• In July 1999, Lewisham Council were hoping to build two footbridges to connect Lewisham station with the main shopping area, and were bidding to receive £2.5m funding between 2000 and 2005
• In September 2000, DLR stated that £16m (sic) funding was available over a five year period to rebuild the area around the station and facilitate access to the DLR: details were not given
• In March 2001, Lewisham were reported to be planning to close the road between Lewisham Station and the town centre

DLR shuttle to ExCeL

2001 Apr 01

• In September 2000 DLR Ltd stated that an additional track "is being built" from Canning Town to Custom House For ExCeL, to allow a high frequency shuttle to run during busy periods: this appears to have been a garbled reference to the construction of a turnback siding at Canning Town which would allow a high-frequency shuttle to operate between Canning Town and Custom House For ExCeL
• In March 2001, the siding at Canning Town was reported to have been built but not yet commissioned

Wingletye Lane new station (Hornchurch)

2001 Apr 01

• On the Great Eastern Railway branch between Emerson Park and Upminster
• Primarily for students living in Romford who travel to the college on Wingletye Lane
• In July 1998, Havering Council were "unable" to fund it, and hoped to raise the issue with GER
• In July 1999, Havering Council were "unable" to fund it, and hoped to raise the issue with GER
• In mid 2000, Railtrack's list of proposed stations did not include this
• In July 2000, Havering Council bid for £0.03m feasibility and design costs in 2001/2, and intended to bid for £0.47m construction costs in 2002/3

Bexley Bypass

2001 Apr 01

• Planned to run from the Bourne Road / Southwold Road roundabout to North Cray Road, passing under or over Vicarage Road without interchange
• In 1996, extensive consultation found that the public supported the scheme
• In July 1999, Bexley Council stated that no bid for funding in the financial year 2000/1 would be made, and that no decisions would be made until London has a mayor in May 2000
• In July 2000, Bexley Council stated that there was no intention to bid for funding until 2002 at the earliest, and possibly later than 2005. The cost of the scheme was £17m, of which £0.4m had already been spent on design and consultation

Thames Road (A206) dualling

2001 Apr 01

• In July 1999, Bexley Council described an £18m plan to dual Thames Road over approximately the period 2001 to 2006. No public consultation had yet occurred
• In July 2000, Bexley Council bid for £0.25m to fund a public inquiry

Kent Thames-side Metro / Fastrack

2001 Apr 01

• From Dartford to Gravesend via Darenth Park Hospital, Bluewater Park, Eastern Quarry and Ebbsfleet Valley
• In July 1998, Kent Council stated this scheme will be bus-based and part segregated, and will allow remote guidance in the future
• In July 1999, Havering Council stated that detailed proposals for this £73m bus-based scheme were being developed
• In July 1999, Kent Council gave the alignment: Dartford Station, Home Gardens (on street), Darenth Road (segregated), Princes Road (part segregated, part on-street), Watling Street (segregated), Bluewater, Bean Road, Greenhithe Station, London Road, Galley Hill Road, Stonebridge Road, High Street, The Hill, London Road, Overcliffe, Gravesend Station. The Bean Road section had already been constructed. Phase 1 (Dartford - Greenhithe) would take 3-4 years to construct and would cost £16.3m, which the council could not afford without significant contributions from developers and public transport operators
• In December 2000, the government awarded £8m funding to Phase 1 of the scheme: this will allow completion of the section between Dartford Station and Greenhithe Station. (Thanks to Keith Spink of InfoTransport for this information)

Tilbury Ferry closure threat

2001 Apr 01

• In January 2001, the Gravesend to Tilbury ferry looked likely to be axed from 1st April 2001. What was then a 5-minute journey for £2.90 (return) would become a car journey via the Dartford Crossing taking up to 1½ hours at busy periods. The service, run by White Horse Ferries, was subsidised by Kent and Thurrock councils: although Kent was keen to continue part-funding of £0.032m per year, Thurrock planned to cease funding. Thurrock was investigating alternatives to the link
• In early February 2001, Thurrock Council agreed to secure the "short to medium term" future of the Tilbury Ferry, possibly using government funding. The matter would be re-examined when the future of tolls on the Dartford Crossing is decided "in two or three years time"
• Paul Howard in late February 2001 - "Reading the local press, it seems that White Horse are asking for a further £0.03m subsidy, meaning Thurrock's contribution would increase from £0.028m to over £0.041m. It looks like this story will run and run"

Woolwich Rail Crossing from Custom House to Woolwich

2001 Apr 01

• In November 1996, a single bi-directional tunnel with a flat junction at Woolwich Arsenal allowing 4 trains per hour was costed at £115m. Twin tunnels with a grade-separated junction at Woolwich Arsenal allowing 6 trains per hour were costed at £150m (for comparison, the 1-mile Limehouse Link Road tunnel cost £400m). Initially, services running from Stratford would terminate at Abbey Wood due to limited capacity between Slade Green and Dartford. Relieving this bottleneck at a cost of £35m would allow half of the trains to proceed to Ebbsfleet
• 23 different service options have been tested. The only one in which revenue would exceed operating cost is one that involves diverting some of the Charing Cross trains to Stratford, rather than providing additional services to Stratford. However, the project has a remarkably high cost-to-benefit ratio for a project of this type
• The tunnel would have no freight trains: it would not have sufficient clearance for freight trains, nor does the existing railway from Woolwich to Dartford
• Keith Spink of InfoTransport in 1998 - "As far as I know this is still on the drawing board and still a pipe dream"
• London Transport have stated that construction would take about four years
• By February 1999, the government had stated that decisions on new river crossings in East London should be taken by the Greater London Authority, which will be created on 4th May 2000
• In June 1999, DLR Ltd stated that Railtrack view this scheme as "low-priority", and that schemes for DLR to Woolwich and DLR from Canning Town to Stratford International are being progressed in its stead
• In January 2001, London's Mayor described a Woolwich rail crossing (either this scheme or the DLR scheme) as a key transport priority, and a higher priority than both the Thames Gateway River Crossing and the third Blackwall crossing
• In March 2001, Railtrack were reported to favour a heavy rail crossing in Thames Haven over one in Woolwich

Tower Gateway resiting

2001 Apr 01

• The Docklands Light Railway Bank branch was constructed with a flat part near Tower Gateway to simplify the addition of platforms, allowing the Tower Gateway branch to be closed. However, as of June 1999, DLR Ltd had no intention of closing the Tower Gateway branch because it is very useful when incidents have closed DLR Bank station
• In June 1999, DLR Ltd was considering resiting Tower Gateway nearer to Tower Hill station. This would involve extending the Tower Gateway branch and rebuilding the London Guildhall University building
• In March 2000, the study into improving interchange or relocating the station was said to be due for completion in April 2000
• In January 2001, London's Mayor described the scheme as "possible"
• in March 2001, DLR were reported to support the scheme

DLR from North Woolwich to Woolwich Arsenal

2001 Apr 01

• Official website and contact for free brochure
• Depends on the DLR City Airport branch being built first
• By Spring 1999, a route and stations for DLR City Airport branch were largely decided. A further extension under the river was described as a much longer-term aspiration: this would be an alternative to the plan for a heavy-rail Woolwich Rail Crossing. Proposed stations were at Woolwich Reach (on the south bank of the Thames, directly north of Woolwich Arsenal station) and at Woolwich Arsenal station
• In March 1999, Railtrack's Network Management Statement mentioned the DLR Airport branch's long-term aspiration of terminating at Woolwich Arsenal station
• In July 2000, The Kentish Mercury stated that planning permission had been granted for the branch to North Woolwich and Arsenal, with scheduled opening dates of 2004 for North Woolwich and 2006 for Woolwich Arsenal (thanks to Underground News for this info)
• In mid 2000, DLR produced a brochure about the scheme in which the station at Woolwich Reach had been removed from the plan totally, and was not even listed as a possible later enhancement. The scheme would attract 9m passengers per annum, cost £128m and have a Benefit to Cost ratio of 1.8:1: once built, it would make an operating profit. The DLR island platform at Woolwich Arsenal would be on the north side of the Eastbound Railtrack platform. The following timetable was given:
  • Until mid 2001: Planning and development
  • Mid 2001 until mid 2002: Transport & Works Act
  • Mid 2002 until late 2002: Concession competition
  • Late 2002 until early 2006: Construction
  • Early 2006 until mid 2006: Commissioning
  • Mid 2006: Opening
• In September 2000, DLR stated that Woolwich Reach station was removed from the proposal. Trains could run every four minutes, and predicted journey times:
  • 11 minutes from Woolwich Arsenal to Canning Town
  • 18 minutes from Woolwich Arsenal to Canary Wharf
  • 26 minutes from Woolwich Arsenal to Bank
• In October 2000, DLR Ltd stated that the Woolwich Reach station was removed from the proposal because of the great depth of the station, the cost of about £25m and the fact that the station would have only been about 500 metres from Woolwich Arsenal station
• In January 2001, London's Mayor described a Woolwich rail crossing (either this scheme or the heavy rail scheme) as a key transport priority, and a higher priority than both the Thames Gateway River Crossing and the third Blackwall crossing

DLR Lewisham Extension

2001 Apr 01

• My map is here, and a more geographical map is here
• This £200m extension was the brainchild of Lewisham Council
• The maximum gradient on the approaches to the tunnels beneath the Thames is 6%
• In July 1998, track laying began with special spring-mounted track in Greenwich to prevent vibrations from disturbing St Alfege's Church
• In October 1998, planning permission for Cutty Sark station was finally granted, even though construction had started many months previously
• The last trains through to Island Gardens high level station ran on Friday 8th January 1999
• David Connor in December 1998 - "The listed viaduct [between Mudchute High Level and Island Gardens High Level] will remain"
• On 20th November 1999, all stations except Cutty Sark opened
• On 3rd December 1999, Cutty Sark station opened: thus the project finished 6 weeks ahead of schedule (apart from interchange stairs at Lewisham to the Railtrack platforms)
• By March 2001, the interchange stairs at Lewisham had opened

City Airport enlargement

2000 Dec 03

• Between 1995 and 2000, passenger numbers increased by 200%
• On 15th November 2000, planning permission was sought for a £20m expansion to allow annual passenger numbers to increase from 1.6m to 4m over 10 years. Peak aircraft capacity would be increased by 50% by creating aircraft parking space at the end of the runway and on decks over the King George V Dock. New destinations in Germany, France, Spain and Scandinavia would be served. If planning permission was given, work would be completed within 4 years

DLR from Gallions Reach to Thamesmead

2000 Dec 03

• Was dependent on Thames Gateway River Crossing being built first
• In June 1999, Docklands Light Railway Ltd stated that they were still hoping that the DLR could be extended from Gallions Reach to Thamesmead via the TGRC, with stations at West Thamesmead and Thamesmead Centre, but that the government was more inclined towards putting a segregated busway on the bridge instead of DLR tracks
• By September 2000, the branch from Gallions Reach across the proposed bridge to Thamesmead had been removed from DLR's map of proposals

DLR from Canning Town to Stratford International via North London Line

2000 Dec 03

• The North London Line tracks from Canning Town to north of Stratford would be taken over by the DLR. An extra 3 stations might be built between Canning Town and Stratford (to be served by the DLR only, not by the adjacent Jubilee Line): one south of West Ham at Cody Road, and two north of West Ham at Abbey Road and Stratford Market. The northern terminus of this DLR branch would be Stratford International, which is about 400m north of Stratford station. A new station was at one time planned between Stratford and Stratford International at Carpenters Road: this was removed by September 2000. This scheme is an alternative to extending the existing DLR Stratford Branch to Stratford International
• The NLL tracks between Canning Town and North Woolwich would be abandoned. This scheme is therefore incompatible with the Woolwich Rail Crossing and could only happen after the DLR reached City Airport, North Woolwich or Woolwich
• The NLL would be diverted at Channelsea Junction (about halfway between Hackney Wick and Stratford stations) to approach Stratford Station from the west, running beside the Great Eastern Railway. This would potentially allow extension of the NLL via the Lea Bridge line
• In March 1999, Railtrack's Network Management Statement mentioned the DLR taking over the NLL south of Stratford or West Ham
• In April 1999, Docklands Light Railway stated "London Transport, Railtrack and DLR have been studying the long term options for the corridor linking Woolwich, Canning Town and Stratford (with its proposed new international station). One option that may prove viable would be for the DLR to operate the Stratford-Canning Town axis, which parallels the new Jubilee Line Extension. As the DLR is able to make more frequent stops than heavy rail, there would be the possibility of providing additional stations and complementing the Jubilee Line services in a better way than could be achieved with heavy rail. There is also the possibility, in the future, of extending the DLR Silvertown and London City Airport Extension across the river to link with the North Kent Lines, completing the Stratford-Woolwich axis and allowing a wide range of service possibilities. Given, however, that these changes are linked with introduction of new services to Stratford on the CTRL (from about 2006 or after) and also the provision of new river crossings, this is a long term project and no change should be expected in the short term"
• In June 1999, DLR Ltd stated that the Woolwich Rail Crossing (which would allow National Railway services from the Abbey Wood line to Stratford) is not being aggressively developed by Railtrack, and that this scheme is being progressed in its stead
• In July 1999, Newham Council stated their support for this scheme
• In mid 2000, DLR's Woolwich Arsenal Extension brochure mentioned this scheme
• In June 2000, the Transport and Works Act Order for the DLR to City Airport and North Woolwich included passive provision for a double scissors south of Canning Town linking the DLR and what is now the North London Line: however, the Order also states that nothing must be done in the Silvertown area which would prevent future upgrading of that section (which would become disused under this plan)
• In September 2000, DLR's map of proposals showed this extension, although the Carpenters Road station was now gone and a more direct alignment between Stratford and Stratford International seemed to be suggested. The proposal for extending the existing DLR Stratford Branch to Stratford International had been removed from the map

DLR from Stratford to Stratford International

2000 Dec 03

• Stratford International will be about 400 metres from the existing Stratford station
• David Connor - "An Horizon Study was commissioned during 1997 to examine the feasibility of further Docklands Light Railway extensions - the main recommendations include an extension of the railway to Stratford International Station"
• In June 1998, extension of the existing Stratford branch was given the go ahead by the government, subject to the Secretary of State's consideration of an application for a Transport and Works Act Order and any objections which there may be
• This project is dependent on CTRL Section 2 going ahead, and Stratford International Station being built
• The link might also be further extended to additional stations to serve developments on Stratford railway lands
• The bridge extending the existing Stratford branch over at least 8 railway lines to the international station would be rather expensive: an alternative would involve a new DLR branch from Canning Town to Stratford International
• By September 2000, this extension had been removed from DLR's map of proposals: the Canning Town to Stratford International branch is now the only extension to Stratford International on the map

Langdon Park DLR station (Carmen Street area)

2000 Dec 03

• During the DLR's planning phase in the 1980s, plans included a station at Carmen Street (between All Saints and Devons Road)
• In September 2000, DLR stated that the Single Regeneration Budget had given £20.7m to regenerating the Leaside area. This included a contribution towards the £2m cost of a new DLR station called Langdon Park (between All Saints and Devons Road) which might be open by 2002/3

South Thames-side Development Route

2000 Oct 06

• Stage 1 is from the A282 Junction 1a to the A226 at Greenhithe
• Stage 4 is a southern bypass for Northfleet, stretching from the A226 London Road to B2175 Springhead Road. It is necessary for access to Ebbsfleet station on the Channel Tunnel Rail Link Stage 2, and will be used for CTRL construction access
• In July 1998, Kent Council stated that Stage 1 should be finished by October 1998 (it actually finished in September 1998).
• By July 1998, the safeguarded alignment for Stages 2 and 3 had been abandoned due to changing ideas about planned development in the area
• In July 1998, Kent Council stated that construction of Stage 4 was due to start in December 1998 (see below)
• In July 1999, Kent Council stated that construction of Stage 4 was due to start in September 1999. The bridge under the railway should be complete by September 2000, and the road should be complete by March 2002

Little Ilford new station

2000 Oct 06

• In July 1999, Newham Council stated their support for a "BR" station at Little Ilford (this would presumably be only on the line from Barking to Woodgrange Park)
• In mid 2000, Railtrack's list of proposed stations did not include this

A2 / A282 improvement

2000 Oct 06

• In July 1999, Kent Council stated that the Transport And Works Act Order would be published in 2000/1
• In July 2000, the government described this as "subject to completion of the remaining statutory procedures"

Southend Airport

2000 Oct 06

• In 1994, Southend Council sold the airport for £1 (one pound) to Regional Airports Ltd with a brief that it be developed
• In approximately 1998, outline planning permission for a new passenger terminal able to handle 0.3m passengers a year, a visitor centre and an integrated railway station was given. It had been hoped that they would be open by 2000. The new station would be between Rochford and Prittlewell stations
• In October 1999, the plan was still alive, but the council and local residents were objecting to the planned large number of parking spaces
• In 1999, the airport was used by executive jets and freight all year round, and by a single weekly passenger plane in the summer, carrying 48 passengers to the Channel Islands
• In April 2000, RAL stated that they were still working on a detailed planning application. It was said that the airport was earmarked as a key transport site in the Government's Thames Gateway initiative, and that councils have until 19th June 2000 to comment on the Government's draft plans
• In mid 2000, Railtrack described the new station as "optional"

Barking Reach new station

2000 Oct 06

• This proposed station is between Barking and Dagenham Dock stations, on Renwick Road
• The station is to serve the proposed Barking Reach development, which consists of 4,000 homes and also river front leisure facilities
• In July 1998, Barking Council stated that a "pre-feasibility" study had been prepared
• In July 1999, Barking Council stated that they were "exploring the means to facilitate" the new station
• In mid 2000, Railtrack stated that the station was a council aspiration but not a Railtrack aspiration

DLR Poplar crossover

2000 Oct 06

• Allows Docklands Light Railway to operate direct services between the Isle of Dogs and Beckton
• My map is here
• By June 2000, it was being used by some trains returning to Beckton Depot with passengers allowed to travel over it, but there was no regular service

Chafford Hundred station improvements

2000 Oct 06

• David Connor in December 1998 - "A footbridge is proposed from Chafford Hundred station into Lakeside Shopping Centre, to replace the link bus"
• By November 1999, the attractive and impressive bridge over the A126 was structurally complete, and tiles and handrails were being fitted. However, virtually no work had been done on the subway to carry footbridge users under the railway (without this, the bridge could not be used). An old footbridge over the railway had been condemned and will not be reopened
• On (approx.) 8th June 2000, the subway and footbridge were opened

Canary Wharf Jubilee station

2000 Jun 06

• On 31st March 2000, the subway from the Jubilee ticket hall to the Canary Wharf shopping centre opened
• In September 1999 it was rumoured that the station's eastern exit was due to open when developments in that area open, in about two years time

M11 Debden

2000 Apr 06

• Since it was built, M11 Junction 5 has only had south-facing sliproads, allowing traffic to join the southbound carriageway or leave the northbound one
• In July 1998, the government was considering a plan for north-facing sliproads, which would complete the junction and allow traffic to leave or join either carriageway. Essex Council opposed the scheme, but were planning minor enhancements to the Debden local road network to cope with the increased traffic which would result were the scheme to be approved
• In July 1999, Essex Council seemed to be no longer mentioning the scheme

A13 old alignment between Dagenham and the M25

2000 Jan 31

• Consultants were commissioned to produce a preliminary design for what to do with the detrunked old A13 between Dagenham and Wennington, in order to prevent traffic flows from growing to reach levels suffered before the new A13 opened. The design included less width available to private vehicles, lower speed limits, cycle facilities and public transport priority lanes suitable for the use of East London Transit in the longer term. Cost would be "millions of pounds"
• In July 1999, Havering Council stated that the broad proposal would be accepted although some details might not
• In November 1999, Havering Council stated that they would consider the details of the report in January 2000 and that it would then be made available to the public
• David J Barry in December 1999 - "Plans for Chequers corner (Old A13 junction with A1240 [Heathway]) are on display in Barking Library"

DLR capacity

2000 Jan 31

• On 29th September 1999, the government announced that the DLR would get £20m to buy (among other things) 24 new carriages which would come into service in 2002, taking the fleet size from 70 carriages to 94
• In January 2000, a £17.4m contract was signed with Bombardier to supply 12 cars. An option for a further 12 vehicles would take the total cost to £31.3m. Bombardier will build the vehicles in the same Bruges plant where the other 70 vehicles were built. The first will be delivered in September 2001. (Thanks to Alan Reekie for the info)

Shadwell interchange

2000 Jan 31

• One of the key recommendations of the Docklands Light Railway's late 1990s Horizon Study was to improve interchange between the DLR and the East London Line at Shadwell
• By January 2000, Tower Hamlets had received money for a feasibility study, and were investigating the possibility of installing lifts in the existing East London Line vent shaft which is just north of the DLR station

A13 new alignment between Dagenham and the M25

2000 Jan 31

• In October 1998, the link road between the old A13 (near Walden Avenue, RM13) and the new A13 was open. The new A13 between this link road and the M25 was also open
• The final section opened on 14th December 1999
• See also old alignment

South Quay Footbridge

1999 Dec 06

• In early 1999, the attractive swingbridge from South Quay to Canary Wharf was rotated by 90° to allow barges to pass during the enlargement of the Canary Wharf development, preventing its use by pedestrians until early 2001 at the earliest
• In mid 1999, Canary Wharf were offering to pay £0.125m towards the £0.3m cost of a temporary replacement, and were resisting demands that they foot the entire bill. The original bridge was built with public money, but Canary Wharf is under no obligation to provide a replacement because permission to build one end of the bridge on Canary Wharf land was given on the understanding that it would close temporarily for the work
• By November 1999, a (temporary?) bridge had appeared to the west of the DLR, allowing a short cut for pedestrians from South Quay to Heron Quays

Dagenham to Belvedere Ferry

1999 Dec 06

• Ford runs this ferry for its workers only
• In July 1999, Barking Council were bidding for £0.02m to fund a study into enhancement and conversion into a public service

Royal Victoria Dock footbridge

1999 Dec 06

• Pictures here
• The bridge is not a public highway, but is owned by Royal Docks Management
• To the south of Custom House station, this £5.5m bridge links Britannia Village (1000 new homes on the south side of the dock) with ExCeL (London's largest exhibition centre, currently under construction)
• On 29th September 1999, it was opened to the public
• Proposals exist to extend the bridge (presumably over the roof of ExCeL!) to Custom House station and Victoria Dock Road. When ExCeL opened in November 2000, the station was renamed Custom House For ExCeL

Charlton Express

1999 Dec 06

• Connex will be running half-hourly non-stop services between Victoria and Charlton daily for a year from 1st January 2000
• During the same period, all trains on the Peckham Rye - Lewisham line will stop calling at Nunhead during the daytime

M11 Link road (A12)

1999 Oct 19

• By 4th August 1999, the section from Redbridge to Leytonstone Green Man was open
• On 26th August 1999, everything except the tunnel beneath the Leytonstone Green Man roundabout was open
• On 6th October 1999, the last section opened

A406 Junction with A13

1999 Sep 26

• Proposed scheme for a flyover to carry traffic over the A13 junction between the A406 and Royal Docks Road
• In July 1999, Newham Council stated that the attractive cable-stayed design would cost £30m, and that they would consider planning permission in December 1999. If no public inquiry was ordered, the contract would be awarded in May 2000 and the scheme would be completed in October 2002. If a public inquiry is called, the scheme might be completed by May 2004
• £2m is to be found from the private sector: £1.5m of that has already been received from one local developer

Free Dartford Crossing

1999 Aug 08

• Dartford Crossing website
• In February 1999, it was announced that tolls on the Dartford Tunnel and Queen Elizabeth II Bridge would be scrapped in September 2002. This is nine months later than had been hoped, but is three years earlier than had originally been planned
• In August 1999, the government announced that the scrapping of tolls might significantly increase demand on the eastern section of the M25, and that consultants had been appointed to undertake a study into keeping the tolls

DLR proposed stations at Thames Wharf and Connaught

1999 Mar 14

• Jon Elledge - "[In the mid 1990s there were] two other proposed stops - Thames Wharf, between Canning Town and Royal Victoria, and Connaught, at the Connaught Bridge [between Prince Regent and Royal Albert]"
• By 1999, these Docklands Light Railway proposals had been officially scrapped, although a station called Thames Wharf was by then proposed on the Airport branch

DLR Nights

1999 Feb 16

• In December 1998, Docklands Light Railway announced that they were considering running trains 24 hours a day
• Passengers were invited to make their opinions known by contacting Tel: +44 (0)20 7363 9708

Jubilee Line from North Greenwich to City Airport

1998 Dec 18

• SARNS - "This 'extension' is available when City Airport traffic improves"
• David Connor - "Other parts of the Royal Docks, plus Thamesmead (via Woolwich Rail Crossing) are also possible destinations. The layout of North Greenwich was designed with [the] idea that the line might one day be extended further east"

Docklands Heliport

1998 Nov 30

• In 1998, 6 sites were identified as possible locations for a heliport
  • Brunswick Wharf / East India Dock,
  • Gallions Point,
  • London City Airport,
  • Plaistow Wharf / Peruvian Wharf (West Silvertown),
  • Thames Wharf / Leamouth, or
  • Victoria Deep Water Terminal (Greenwich Peninsula)

District Line from Upminster to Grays

1998 Sep 30

• London Underground had discussions with London, Tilbury & Southend Rail to take over the Upminster to Grays branch
• Problems under negotiation included lack of waiting capacity at Grays and getting the District Line trains across the main line to the branch line
• I do not know whether it was planned to run a shuttle between Upminster and Grays, or to extend District Line trains from London