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In 2005, TfL commissioned a report, entitled “DLR Horizon 2020” into possible pragmatic options for expanding and extending the DLR over the subsequent 15 year period. Thanks to the Freedom of Information Act, this report is now available to the public and the posts in this series each summarise one of the options the final 2005 report suggested.

Please note that all estimated costs are the original 2005 figure and the report is not indicative of current TfL strategy. I will make a general summary post providing a link to the full report and some background and conclusions at the end of the series.

The Proposal

Utilize redundant Thameslink tunnels to take the DLR to Barbican via Moorgate.

Originally, this proposal anticipated extending the line further to Farringdon, but accepts this would likely prove difficult and uneconomical once Crossrail was approved.

As with an extension to Liverpool Street, this proposal would see the overrun tunnel at Bank form the basis of the northbound line and the southbound would be taken from a step junction at the end of the eastbound platform at Bank again.

Unfortunately, Crossrail (specifically the Liverpool Street Ticket Hall) means that the City Widened Lines alignment can’t be used for the DLR at Moorgate, so the preferred alignment would be under Coleman Street, with an entirely new DLR Moorgate station near London Wall. The line would then turn west to reach the City Widened Lines before the Barbican Development and then terminate at the Barbican platforms previously used by Thameslink, with crossovers located to the east of the station to provide a headshunt (and avoid Crossrail’s Farringdon station to the west).

The Benefits

This extension would provide excellent interchange facilities with a number of National Rail services, Underground Lines and Crossrail.

It would also abstract significant traffic away from LU, with flow reductions on the Central Line between Bond Street and Bank, on the Northern Line between Moorgate and Kings Cross and on the Jubilee Line. It would also abstract traffic away from Thameslink services south of Farringdon.

The extension would effectively provide additional planning capacity between Barbican and Bank of almost 10,000 pax.hr/direction, providing relief for Bank station (a whopping 60% decrease in interchanges in 2012) and the Circle/Hammersmith lines.

The Problems

As with the other Bank expansions, it would face sub-surface issues in the area. This time:

  • the disused Post Office Railway;
  • the BT cable tunnel under London Wall;
  • Crossrail;
  • the disused City Widened Lines
  • The Bank of England Vaults

As with a Liverpool Street extension, interfacing with Crossrail would again be an immensely complex task.

Total Construction Cost: £242m
Annual Operating Costs: £1.9m

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There is 1 comment; on this article
  1. Jas says:

    Could somebody explain exactly what it is about the Crossrail plans that prohibit the DLR running to Farringdon? Are the ticket halls or tunnels encroaching on the disused Widened Lines?

    Although going to Barbican is fine if you want to use the Crossrail station, what about those who would want to take Thameslink north or south?

    Lastly, is there not enough space in the sidings area at Farringdon to host a DLR station (3 car?) behind where the extended Thameslink platforms will go?

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