LogoClive's UndergrounD Line Guides

"It's your kingdom."
"Was," Pluto reminded her. "I sold out to an Anglo-French consortium, remember? They were going to try and link it up with the Paris metro. Bloody silly idea if you ask me, but ..."

- Ye Gods!
Tom Holt

Future proposals

[Last modified: 2022-06-08]


This page attempts to describe future proposals for the lines covered by these pages. Predicting the future is always a risky business, especially in such a politically-charged area as London's transport. It is often hard to distinguish rumour from fact, speculation from serious proposal. But the projects described here all have a "fighting chance" of becoming reality (where projects are definitely going ahead, they get a brief mention here with full details on that line's page). A few abandoned proposals are also included where they are both significant and met the "fighting chance" test at some point in the past.

In late 2008 a number of projects were cancelled until further notice because of funding shortfalls - these are labelled ‡ to show their status, with the the detailed description left unchanged.

This page is divided into four separate topics:

Changes to existing lines

Subsurface lines

Circle Line

There are no known plans to extend or change this line.

District Line

If the Chelsea-Hackney Line is ever built, it might use part of the Wimbledon branch. Proposals vary as to whether the District would withdraw from the section south of the new junction (variously proposed as East Putney or Parsons Green), or whether the line would be shared.

If a proposal for the Piccadilly Line goes ahead, the District will lose the Ealing Broadway branch. Trains running to Ealing Common depot will come out of service at Turnham Green but, to maintain service intervals, be checked for overriding passengers at the westbound platform at Chiswick Park.

East London Line

There are proposals to extend the Crystal Palace branch via Balham to Clapham Junction.

Construction of the Surrey Canal Road station has now obtained funding.

Hammersmith & City Line

There are no known plans to extend or change this line.

Metropolitan Line

There are currently three separate proposals that affect the Metropolitan.

Photo [471kb] and info

First is the Croxley Link (a plan that apparently dates from around 1920). This involved diverting the Watford branch at Croxley on to a new viaduct over road, river, and canal, and thence on to the NR Croxley Green branch to Watford High Street and Watford Junction (see the Bakerloo Line). The existing Watford station would close completely, though the line would be retained for train storage. Preparation work began in 2015 but construction proper never started; financial issues mean that the project was effectively abandoned in January 2018 (the legal powers expired in August of the same year), though there are still attempts to reinstate it and Hertfordshire County Council have renamed it the "western Watford Sustainable Corridor". In November 2021 the county council sought proposals for a transport system from Watford Junction to Croxley along the route.

key to notation

Northbound is up the page and southbound is downwards.

110973 79=47 [T=TT=4T =6ns=ns=^ =b] [ZW] {Watford Junction}
113960 78=08 [CP#] [Z8] {Watford High Street}
111958 77.84 [Watford High Street Junction]
103954 76.71 [ns=] (Watford Stadium)
101954 76.58 [OP#] {{Watford Vicarage Road}}
098956 76.21 [OP#] (Watford West)
091958 75.48 [OP#] {{Cassiobridge}}
090958 75.35 [start of new alignment]
084959 74.73 [end of new alignment]
079954 74.10 [OP] [Z7] Croxley

Secondly, Chiltern Railways are proposing rebuilding West Hampstead station as a major interchange, including platforms on the Metropolitan. At this stage it is unclear whether or not Finchley Road would become a Jubilee Line only station.

Finally, proposals for the Jubilee Line (described below) would mean that Northwick Park and Preston Road would no longer be served, and possibly that the Uxbridge branch would be lost.

At one time Crossrail was being planned to take over some or all of the route from Moor Park to Amersham (en route to Aylesbury) and Chesham. There was also a proposal to exchange the eastern termini of the Metropolitan and Hammersmith & City Lines, with the former running to Barking. Both of these have now been abandoned.

Tube lines

Bakerloo Line

The former Croxley Green branch was planned to become part of the Metropolitan Line - see above.

Transport for London plans to restore the service to Watford Junction, removing London Overground trains from the line north of Queen's Park (there is no firm date for this change).

LU are proposing to extend the line from Elephant & Castle to Lewisham (380759). There would be three intermediate stations, Burgess Park at 336784, Old Kent Road at 349774, and New Cross Gate at 361770. The line would continue to reversing and stabling sidings at approximately 380752 and would be in tunnel throughout. If approved, construction could start in 2024 and the line might open in 2030; in the meantime, the route has now been safeguarded. An alternative route that reached New Cross Gate via Camberwell and Peckham Rye was not chosen. Though there are no specific plans for extension beyond Lewisham at a later date, the route chosen would allow the line to surface and take over the NR line to Hayes, including a branch to Beckenham Junction. The latter could also be extended to Bromley town centre.

The Canary Wharf Group, who own much of the eponymous financial district, have proposed extended the line from Elephant & Castle to Charlton via Surrey Quays and Canary Wharf.

If HS2 includes a station at Old Oak Common, the Bakerloo could be made to serve it, either by diverting it somewhere between Queen's Park and Willesden Junction, or by adding a branch starting on that section.

Central Line

There are proposals for a new station at Park Royal (location 190825) to provide interchange with the Piccadilly Line.

If the Chelsea-Hackney Line is ever built, it might take over one of the eastern arms, leaving the Central with the other. The 2001 proposals saw the Central running only to Hainault via Newbury Park, but the 1994 suggestions were the reverse, with the Central Line retaining both Epping and Hainault via Woodford, while Chelsea-Hackney ran to Hainault via Newbury Park.

Jubilee Line

There are proposals for a future branch from North Greenwich to London City Airport or to Thamesmead, and provisions have been made at the east end of the former to allow such an extension to be built without disrupting service.

Because the time taken to reverse trains at Willesden Green or Wembley Park would obstruct an increased peak service, while the Stanmore branch is already over-served, there is a proposal for the Jubilee to take over the local tracks of the Metropolitan Line between Wembley Park and Harrow-on-the-Hill, meaning the line would have two branches at that end. If this is done, the changes required mean it would probably start in 2018. There is also the possibility of taking over the Uxbridge branch of the Metropolitan.

Northern Line

The Battersea branch may be extended to Clapham Junction.

Part of the Northern Heights proposals came back to life for a while. One set of proposals for the Chelsea-Hackney Line suggested connecting it to a reinstated line from Finsbury Park to East Finchley, with trains then continuing on to High Barnet (it's not clear how the Mill Hill East branch would have be treated). This proposal has since been dropped.

There have been suggestions to split the line into two, one taking trains from Morden via Bank to one of the northern branches and the other from Kennington via Charing Cross to the other northern branch. However, this will not be practical without major reconstruction at platform level at Camden Town, in order to cope with the increased number of interchanging passengers. As of late 2020 TfL was looking for funding for this.

Piccadilly Line

As part of the plans to increase the frequency of trains on the line, which requires the ability to turn round trains more easily at the eastern end, it is proposed to add another platform on the eastern side of Cockfosters and another on the west side of Oakwood (using an existing siding), plus an extra track and flyover to avoid conflicts. There are also proposals to build platforms on the Central Line at Park Royal station (apparently this will be 200m from the Piccadilly Line platforms because the Railway Inspectorate will not allow the latter to be moved).

The next new rolling stock for this line is likely to be driverless, meaning that platform edge doors will be fitted at most or all stations (possibly except between Rayners Lane and Uxbridge). In order to segregate the service, the District Line branch to Ealing Broadway would be transferred to the Piccadilly Line, with new crossovers west of Turnham Green allowing Ealing Broadway and Rayners Lane trains to call at Chiswick Park station while Heathrow and Uxbridge trains bypass it on the fast lines. (This replaces an earlier plan where new platforms would be opened nearby on the Richmond branch.) The District Line tracks from Turnham Green to the crossovers would only be used for access to Ealing Common depot. At Acton Town the Piccadilly will use the current westbound platforms, with the eastbound ones being closed. Between there and Northfields the outer pair of tracks would be removed, but the two westbound platforms would both be retained (the outer one used for through services and the inner one for reversing trains).

Victoria Line

There was a proposal to extend the depot branch to Northumberland Park to serve the Picketts Lock area for an athletics championship in 2005 or Olympic games at some later date. However, since the plans for a stadium were abandoned, this is effectively dead.

The track arrangement at Brixton is one of the bottlenecks in operating the line and there was a proposal to extend it in a large single-track loop to a new station at Herne Hill (location 319744). However, this idea was abandoned when analysis showed that the line would not be able to cope with the resulting traffic as well as requiring two more trains.

Waterloo & City Line

There are no known plans to extend or change this line.

Other lines

Croydon Tramlink

For some reason Tramlink has attracted the attention of planners, and there are a number of proposals. The ones seen as most likely at the moment are:

Other proposals that have been made, in no particular order, are:

Docklands Light Railway

The DLR has already had five extensions. The latest, to Stratford International, may be further extended to Temple Mills (384852) at a later date.

‡ The most likely sixth extension would take the Beckton branch to the Barking Reach area and Dagenham Dock NR station (location 490830). It would be 5.5km long (or possibly longer, depending on the choice of routes to cross the River Roding), starting just east of Gallions Reach and with intermediate stations at Beckton Riverside (445813), Creekmouth (464818), Barking Riverside (471822), and Dagenham Vale (477827); the last of these is called "Gorresbrook" in some versions. It would open in early 2016.

Tower Gateway station might be moved west about 200m to bring it closer to Tower Hill station. This would require bridging Minories and reconstructing part of Guildhall University.

There are proposals to extend the Bank branch to Victoria via City Thameslink, Aldwych, and Charing Cross (using the abandoned Jubilee Line tunnels and platforms). The Mayor's 2011 London Plan omits Aldwych and adds Green Park to this, but also offers an alternative destination of St.Pancras, via City Thameslink, Holborn, and Euston.

The 2010 Mayor's Transport Strategy suggests an extension from Lewisham to Hayes over the existing NR line, with a branch to Beckenham Junction, and another from Stratford via Leytonstone to Walthamstow Central. The 2011 London Plan replaces this with an extension from Lewisham to Forest Hill via two unlocated stations (the first not named and the second given the curious name of "Medusa") and Catford. Neither of these appear in the 2014 Infrastructure plan; instead the only proposal is that Tower Gateway would be closed, replaced by a station at Tower Hill (with interchange to the existing station) on the Bank branch.

In October 2016 plans were announced to build a new branch from Gallions Reach to the north side of Thamesmead (at 462806) with an intermediate station at Beckton Riverside (443817). It is not clear at this point whether it will cross the Thames in tunnel or on a bridge. In 2020 these plans were gaining support, though extension to Abbey Wood was viewed as challenging for limited benefit and more likely is a segregated bus route between Woolwich, Thamesmead, and Abbey Wood. An opening date around 2030 is being suggested.

Finally, the City Airport branch could gain a station some time in the future at Thames Wharf (around location 399804), though a 2018 decision to build it was cancelled in late 2020 because it would conflict with a planned new road tunnel.

New rail lines


Crossrail is a new line across the centre of London, designed to relieve the burden on the Circle and Central Lines. The new section will run in 6m (19'8") diameter tubes (large enough to accommodate full-size trains), but at both ends it would emerge and run along existing NR lines. It be run by Transport for London (like LU and London Overground services).

Photo [336kb] and info

Construction started in 2009 with the line originally planned to open in December 2018 (but see below). Descriptions are partly based on the latest information on the Crossrail web site and on the Crossrail Act.

The central section runs in tube. At the east end it splits into two routes, one to Stratford and one to Abbey Wood via Canary Wharf. Four of the stations have two separate entrances feeding the platforms from opposite ends. Stations on the central section will have platform screen doors. Distances are approximate and taken from an arbitrary zero point.

key to notation

Westbound is up the page and eastbound is downwards.

[Portobello Junction]
257815 10.50 [Royal Oak portal]
265813 11.4 [IP#] [Z1] {{Paddington}}
285810 west entrance
285810 13.8 [CP#] [Z1] {{Bond Street}}
288810 east entrance
295813 west entrance
297813 14.9 [CP#] [Z1] {{Tottenham Court Road}}
298813 east entrance
316818 west entrance
317818 17.1 [CP#] [Z1] {{Farringdon}}
319818 east entrance
327816 west entrance
328817 18.3 [CP#] [Z1] {{Liverpool Street}}
331816 east entrance
346819 20.4 [CP#] [Z2] {{Whitechapel}}
357815 21.37 [Stepney Green Junction]
378836 24.65 [Pudding Mill Lane portal]
[Pudding Mill Lane Junction]
382839 25.05 [junction with main line]
385844 [Z3] {Stratford}

357815 21.37 [Stepney Green Junction]
376804 23.9 [IP#] [Z2] {{Canary Wharf (3)}}
404808 26.73 [Victoria Dock portal]
407809 27.0 [Z3] {Custom House}
422802 [diverge from NLL alignment]
428799 29.48 [North Woolwich portal]
438797? 39.5? {{Woolwich}}
451788 32.38 [Plumstead portal]
473790 34.7 [u=dW=E#] [Z4] {Abbey Wood}
483791 35.69 [end of new line]

The line will be electrified at 25kV AC (like many National Rail lines, including those it connects to at each end) and will be operated by a new fleet of class 345 9-car EMUs (but see below), though the stations will be long enough to take 12-car trains. Trains will not run on any existing third-rail National Rail lines and so will not need to be dual-voltage.

At the west end the line will connect to the National Rail lines out of Paddington, where it will serve two routes: one to Heathrow Airport (all trains will serve the airport station at Terminals 2 & 3; some trains will terminate at Terminal 4 and others at Terminal 5), stopping intermediately only at Ealing Broadway and Hayes & Harlington, and the other running along the main line to Reading (this line has been electrified from Airport Junction, where the Heathrow branch diverges). There will be a depot west of Heathrow at Old Oak Common.

Four other possibilities have now been rejected:

The second and third options would have required converting the relevant lines to overhead electrification, replacing the third and fourth rails where present. Because they run relatively near to each other, it is unlikely that both would have be built.

There are proposals to add a link to the slow lines on the West Coast Main Line via a link from Old Oak Common to Willesden Junction, either using existing surface tracks or in a new tunnel. At this stage studies are ongoing but no commitment has been made.

At the east end the Stratford branch emerges at Pudding Mill Lane station on the DLR (the station being relocated to the south), after which trains will call at all stations from Stratford to Shenfield.

After surfacing, the Canary Wharf branch will run on the surface (and through the Connaught Tunnel under the East India Docks) on the former alignment of the North London Line, which was closed when the DLR was extended from Canning Town to Stratford, before descending into a new tunnel under the river and then between the tracks of the existing line to Abbey Wood. Previous plans to continue to Dartford, Swanscombe, and then on a new connection to a station at Ebbsfleet (around 615735) on the Channel Tunnel Rail Link, have been abandoned; so too has an alternative route emerging south of the river at 394795 and then continuing to meet the existing line further west, at Charlton station (471809). However, extension to Gravesend some time after 2019 has been recommended by a Network Rail study.

The proposed peak schedule sees 24tph each way through the central section. At the east end, 12 would go to Shenfield and 12 to Abbey Wood. At the west end, 10 would initially terminate at Paddington (by reversing in sidings on the surface west of the station) but changing to a new station at Old Oak Common in 2026 when HS2 opens. Of the remaining 14, 4 would terminate at Heathrow Terminal 4, 2 at Heathrow Terminal 5, 2 at West Drayton, 2 at Maidenhead (both on the line to Reading), and 4 at Reading. Since trains will run on an even interval schedule on all branches, all Heathrow trains will run to Abbey Wood in the peak while the Reading line will serve Shenfield. There will also be a 4tph service between Liverpool Street and Shenfield (peak-only). If a link is built to the West Coast Main Line, 8 or more of the Paddington terminators would use that instead.

The off-peak service is currently planned at 20tph. At the east end, 10 would go to Shenfield and 10 to Abbey Wood. At the west end, 10 would terminate at Paddington, 4 at Heathrow Terminal 4, 2 at Heathrow Terminal 5, 2 at Maidenhead, and 2 at Reading.

Trains will stop at all stations on the east side and in the central tunnel, but there will be some non-stopping on the west side.

The new line will initially use a Communications Based Train Control signalling system, while by the time of opening the line to Heathrow and Maidenhead will be using ETCS.

The Crossrail service (and new trains) initially ran on the existing surface tracks between Liverpool Street and Shenfield from May 2017 and between Paddington and Heathrow Terminals 1, 2, & 3 from May 2018, both under the name "TfL Rail". The next stage in opening will be to start a service through the tunnels between Paddington and Abbey Wood, at which point the name will become the "Elizabeth Line"; keeping this separate from the two surface routes will avoid initial compatibility issues with the signalling. This was originally planned for December 2018 but on 2018-08-31 it was announced that this would be delayed by around a year and the latest statements are that it will open between October 2020 and March 2021 but with Bond Street station shut. The third and final stages will be to divert the two surface sections into the tunnels: first the Shenfield service (originally planned for May 2019) and then at a later date the western extension to Reading and Heathrow (originally planned for December 2019). At some point (originally planned for April 2020) the line will officially become part of LU.

Trains serving Liverpool Street will be limited to 7 cars, and some of the class 345 trains will be reduced to this length temporarily. They will be made up to full length once the platforms there have been extended.

There are proposals to extend the Abbey Wood branch to Ebbsfleet; this could be on dedicated tracks or using the existing ones (which would need to be converted to dual electrification).

Chelsea-Hackney Line

The idea of a tube line from the City to the Hackney area appeared as long ago as 1901 but, as part of the "Morgan Tube", it was abandoned in 1906 following political manoeuvring by the Yerkes group. In the next 70 years the concept evolved into a "Chelsea-Hackney tube" connecting the Putney and Chelsea area in the southwest to the relatively poorly served Hackney area in the northeast; the idea of linking the District and Central Lines was first introduced in 1974.

Proposed routes varied over the years, but in 1991 a tube route was formally safeguarded (against any other developments that would make it harder to build):

Parsons Green 250766
King's Road 272781
Sloane Square 280786 (omitted by some sources)
Victoria 288791
Piccadilly Circus 296806
Tottenham Court Road 298813
King's Cross St. Pancras 302829
Angel 315831
Essex Road 321841
Dalston Junction 335847
Hackney Central 349849
Homerton 357850
Leytonstone 392874

The route also took over the District Line from Wimbledon to Parsons Green and the Central Line from Leytonstone to Epping [1]. District trains would terminate at Parsons Green while Central Line trains would all run to Woodford via Hainault. Although the safeguarded route remains unchanged, publications have sometimes shown variations. A version of the official line diagram appeared with this route on in 1994; this omitted Essex Road and showed Chelsea-Hackney running from Leytonstone to Hainault via Newbury Park, leaving the Central Line with both Epping and Hainault via Woodford. Since then, Sloane Square has sometimes been omitted from descriptions.

In 1995 a new concept - the Express Metro - appeared. This would save costs by increased use of existing lines and by omitting some of the stations, though it would be built to accommodate main-line trains. With three options in the southwest (only one of which would be used) and two branches in the northeast, it looked like this:

All stations from Wimbledon to
East Putney 244748
[1] Putney Bridge 245759
[1] Parsons Green 250766
[2] [3] Wandsworth Town 259751
[2] [3] Clapham Junction 271756
[3] Battersea 287770
[2] Chelsea Harbour 264766
[1] [2] Kings Road 272781
Victoria 288791
Tottenham Court Road 298813
King's Cross St. Pancras 302829
Highbury & Islington 315847
Dalston Kingsland 335850
Hackney Central 349849
Leytonstone 392874
then all stations to Epping
Stratford 385843
West Ham 391829
Canning Town 394814
Custom House 407809
Silvertown 420801
Woolwich Arsenal 438788

Once again the District and Central Lines would be cut back to accommodate the new line (though there are suggestions that the former would continue to share the route), but this time the line also takes over the NR North London Line from just east of Highbury and Islington as far as Silvertown, with North Woolwich station at the east end and the intermediate stations of Homerton and Hackney Wick all closing. As the East London Line has also taken over part of the North London Line, the latter would presumably be cut back to run only between Richmond and Willesden Junction.

In 2001 a third version of the proposal was published, this time in the form of main-line tunnels connecting the main lines in the Wimbledon area to both the Central Line and the NR East Coast Main Line. This version has far fewer stations:

[Raynes Park portal] 233693
Wimbledon 248706
Clapham Junction 271755
Victoria 288791
Tottenham Court Road 298813
King's Cross St. Pancras 302829
[Hackney Wick portal] 372846
Leyton 384861
[Drayton Park portal] 314855
Finsbury Park 314867

These proposals allowed for the route to be either a "Metro" line or an "Express" one, with greatly differing routes beyond the tunnels.

In the southwest the "Metro" would serve the Kingston, Hounslow, Shepperton, Hampton Court, Chessington South, and Epson Down branches, while the "Express" would serve Southampton, Portsmouth, Alton, and Heathrow airport via a new line from Feltham.

The northeast, with two separate branches, is more interesting. In both cases the eastern arm would once again take over part of the Central Line, both to Epping and - this time - to Hainault via Woodford. The Central would be left with only Leytonstone to Hainault via Newbury Park; to avoid a bottleneck between Leyton and Leytonstone there would need to be new tracks, and the chosen split leads to some interesting track layout issues. The western arm involves a climb from Drayton Park to the main lines at Finsbury Park, after which the two versions diverge widely.

The "Metro" proposal involves reinstating part of the Northern Heights proposals. The line from Finsbury Park to East Finchley would be reinstated, after which trains from High Barnet would run this way instead of on the Northern Line (it is not clear what would happen to Mill Hill East). The "Express" proposal, on the other hand, takes over some of the WAGN services to Cambridge and Peterborough.

This proposal also appears on the Crossrail web site under the name Crossrail line 2. This might also involve restoring the Piccadilly Circus station. However, it looks unlikely to open before 2016.

The 2010 Mayor's Transport Strategy has a reference to a tube between Putney Bridge and Snaresbrook, presumably with services running between Wimbledon and Epping.

In 2011 the Mayor's office was referring to this line, again under the name Crossrail 2, and in 2013 a report issued by "London First", supported by senior people on both sides of the political divide, echoed this with minor changes.

There were two options, both on an alignment similar to the 1991 proposals. Option A was for an automatic metro:

Wimbledon 247706 (2013 version only)
Tooting Broadway 274714 (2013 version only)
Clapham Junction 271756
King's Road 272781
Victoria 288791
Piccadilly Circus 296806 ("optional" in 2013 version)
Tottenham Court Road 298813
Euston / St. Pancras 295826
King's Cross 302829 (2011 version only)
Angel 315831
Essex Road 321841 (2011 version only)
Dalston Junction 335847
Hackney Central 349849 (2011 version only)
Seven Sisters 336889
Turnpike Lane 315896 (2013 version only)
Alexandra Palace 302905 (2013 version only)

Option B was for regional services, connecting to National Rail lines at both ends, plus a branch at the northern end.

From Epson, Chessington South,
Woking (2011) or Hampton Court (2013),
Shepperton, and Twickenham
[Raynes Park portal] 233693
Wimbledon 247706
Tooting Broadway 274714
Clapham Junction 271756
King's Road 272781
Victoria 288791
Tottenham Court Road 298813
Euston / St. Pancras 295826
Angel 315831
Dalston Junction 335847
Seven Sisters 336889
Turnpike Lane 315896 (2013)
Wood Green 310904 (2011)
Alexandra Palace 302905
Hackney Central 349849
[Tottenham portal] 345885
Tottenham Hale 345895
To Cheshunt and then all
stations to Hertford East

The route is described as "necessary" by 2031.

A further consultation was launched jointly by TfL and Network Rail in 2014. This referred to option B as the preferred one and proposed some changes and alternatives.

From Epson, Chessington South, Woking,
Shepperton, and Twickenham
Wimbledon 247706
[Wimbledon portal] 256706 ?
Tooting Broadway 274714
Clapham Junction 271756
Chelsea West 266774 or King's Road 271780 or direct
Victoria 288791
Tottenham Court Road 298813
Euston / St. Pancras 295826
Angel 315831
then one of the alternatives:
Dalston Junction 335847
Stoke Newington [2] 337869
Hackney Central 349849
Clapton [2] 347865
then two branches:
Seven Sisters 336889
Turnpike Lane 315896
Alexandra Palace 302905
[New Southgate portal] 289919 ?
New Southgate [3] 287922
[Tottenham portal] 345892 ?
Tottenham Hale 345895
To Cheshunt and then all
stations to Hertford East

Following the consultation, the King's Road station and the alternative via Dalston Junction were chosen. A report by the National Infrastructure Commission in 2016 supported this route and rejected the suggestion of having three branches. Nevertheless, the report mentions the possibility of a branch from Hackney via Stratford or West Ham to Barking in tunnel, before emerging near Dagenham Dock to run to Grays on the existing NR line; if chosen, this would presumably replace one of the two routes shown above.

If the line goes ahead, powers to build it would probably be granted in the early 2020s with service starting in the 2030s.

[1] All references to Epping up to 1994 should be taken to include the section from there to Ongar.

[2] Possible future station.

[3] Proposed depot location.

West London Orbital

West London Orbital is a proposal for a new line around the western suburbs on London. It is specifically designed to connect a number of radial routes, including Crossrail, so as to improve journey opportunities both between the areas that they serve and from there to Docklands.

The line would run entirely in tunnel and, like the Docklands Light Railway, would use small automated trains.

There are two proposed routes, both running from Brent Cross to Surbiton. The locations in this table are of the existing stations that would be served; it is anticipated that the West London Orbital stations would normally be directly underneath them.

Brent Cross239880
Wembley Park193863
North Wembley176862
Sudbury Hill154855
Hounslow Central136759
Wembley Stadium189853
Stonebridge Park196842
Park Royal191822
Ealing Broadway180810

The inner route (via Ealing Broadway) would be 25km long and have an end-to-end running time of 28 minutes, while the outer route (via Hounslow) would be 31km long and have an end-to-end running time of 36 minutes.

Park Royal Transit

Park Royal Transit is a proposal for a rapid-transit system around a redeveloped Old Oak Common and Park Royal area. The public documents include two maps, both with two routes but showing different sets of stations:

Proposal map 1
Kensal Town239822
Kensal Green236823
Old Oak Central217820
North Acton209821
Park Royal193836
Willesden Interchange219829
Old Oak Central217820
Wormwood Scrubs228812
White City233803
Proposal map 2
Kensal Town238822
Canal Way236823
Peabody Centre232822
North Pole227821
Old Oak Central217820
Old Oak Common215819
North Acton208820
Willesden Interchange219829
Willesden South219826
Hythe Road221824
Old Oak Central217820
Old Oak Common215819
Brunel Road214816
East Acton216813
Wormwood Scrubs223811

All the indicated locations are approximate. Stations do not have formal names but are my descriptions.

The Old Oak Central location is proposed as a Crossrail and mainline station as well.

There is also the possibility of extension beyond beyond Park Royal to Wembley Central.

New tram lines

The success of Croydon Tramlink, as well as new trams in other cities, has sparked new interest in tram lines in London. At present there are two serious proposals and two more speculative ones.

Uxbridge Road

The Uxbridge Road tramway would extend for about 22km from Shepherd's Bush Green to Uxbridge. It would 41 tram stops and for most of its length would run along the Uxbridge Road (A4020), though at the Uxbridge end it would follow the original, now pedestrianized, High Street and not the present-day road. If built, construction would start in 2009 and the line would open in 2013. However, current indications are that the plans are likely to be abandoned following the approval of Crossrail.

The following list of stations and locations comes from a 2004 public consultation. Locations marked ± are estimated from landmarks on small-scale maps; those marked § are even rougher estimates. SPN and SPS indicate a single platform on the north and south sides of the line respectively.

Shepherd's Bush Green 236799 SPN
Shepherd's Bush Market 232800±
Loftus Road 228800§
The Adelaide 224800§
Askew Road 219801±
Bromyard Avenue 214801§
The King's Arms 210800±
Acton Park 206800§
Acton Town Hall 203800 OP
Acton Square [E/B] 200801 SPN
Acton Square [W/B] 198802 SPS
Twyford Crescent 194802§
Ealing Common Station 189804±
Ealing Common 185806§
Ealing Broadway 179808 OP
Ealing Town Hall [W/B] 177807 SPS
Ealing Town Hall [E/B] 175806 SPN
St Leonard's Road 171805±
Northfield Avenue 166804 CP
West Ealing 164803 OP
Hanwell Cemeteries 159802±
Hanwell Broadway [W/B] 157802 SPS
Hanwell Broadway [E/B] 156801 SPN
Hanwell Bridge 154801±
Ealing Hospital 150801§
Iron Bridge 145801§
Dormer's Wells 135804§
Southall High Street 128803 OP
Southall Broadway 123804§
Grand Union Canal 120805§
Ossie Garvin 114807§
The Grapes 106810±
Shakespeare Avenue 102812±
Church Road Hayes 099814±
Lansbury Drive 095816±
Park Road 091817§
Hayes End 086818§
Hillingdon Heath 078823§
Long Lane 075825±
Hillingdon Village 068829±
Greenway for Brunel University 061831±
RAF Uxbridge 060835±
Civic Centre Uxbridge 058839±
Uxbridge Station 055841

‡ Cross River

Cross River Tram is a tramway running north-south through the very centre of London. Operation would start in 2016. There will be a single central section with two branches at each end. At this point there are a number of possible route variations being consulted on; station locations are not given in the current consultation, but are either copied from previous documents or estimated where the route deviates from that suggested previously. The † symbol indicates that there is a terminal loop. Alternative routes are shown with [1] and [2]; note that each alternative applies only to the next common station (thus there are three sets of alternatives - and 8 possibilities in total - for the branch to Brixton).

Camden Town station † 287840
Mornington Crescent station 292833
King's Cross station 302831
[1] British Library / St. Pancras station 299831
[2] St. Pancras hospital 296835
[2] Mornington Crescent station 292833
Euston 297826
Tavistock Square 299822
Russell Square 301820
Holborn station 305815
Aldwych 306809
South Bank 308803
Waterloo 311799
[1] St George's Circus 315794
[1] Elephant & Castle North 319791
[1] Elephant & Castle Interchange 319788
[1] Kennington station 316178
[2] Lambeth North station 311794
[2] Imperial War Museum 312791
[2] Kennington Cross 312783
Oval station 311775
[1] Albert Square 308770
[1] Stockwell station 305764
[1] Stockwell Green 307761
[2] Vassall Road 311770
[2] Slade Gardens 311763
Brixton Academy 310757
[1] Brixton station 310755
[1] Brixton town centre † 309750
[2] Brixton Popes Road 312755
St George's Circus 315794
Elephant & Castle North 319791
Elephant & Castle Interchange 319788
Elephant & Castle South 321788
Catesby Street 328786
East Street 329784
Albany Road 332780
[1] Burgess Park 333778
[1] Chandlers Way 334776
[1] Kelly Avenue 337770
[2] Burgess Park 330777
[2] Rainbow Street 330772
[2] Commercial Way 335770
Melon Road 340768
[1] Peckham Arch 341766
[2] Peckham Library 343768
Peckham Bus Station 344766

City Tram

City Tram is a proposal for a tram line from Battersea to Hackney, crossing the Thames over London Bridge. Intermediate stations would be at Vauxhall, Elephant & Castle, Borough, Bishopsgate, and Shoreditch, and there is the possibility of an extension to Stratford.

‡ Oxford Street

In 2006 the Mayor of London proposed a tram line running along Oxford Street between Marble Arch and Tottenham Court Road stations, a distance of about 1.8km. No further details have been published so far, but there would probably be 5 or 6 intermediate stations.



Rapid Transit on Rubber Tyres (RTonRT) is the term for the latest proposals for routes requiring more capacity or better facilities than can be provided by buses, but that do not yet justify tram or rail lines.

The key features of RTonRT are:

The use of trolleybuses means that street work is limited to putting up overhead wires but, with this exception, the idea is to provide as much as possible of the "tram experience" at lower cost. Conversion to tramway, when traffic justifies it, would then mean laying rails and replacing the double wire overhead with single. In order to provide a predictable "swept path" in pedestrian areas, electronic guidance using a buried cable is being suggested; this might apply only in such areas or might cover the entire system.

Two proposals are currently being considered, but with no specific start date. There are also suggestions that they could be linked by a ‡ road bridge across the Thames from near Gallions Canal to Gallions Reach, which would imply that compatible vechicles would be necessary.

All locations in these descriptions are approximate.

‡ Greenwich Waterfront Transit

This is a single line from Greenwich to Abbey Wood via North Greenwich and Woolwich, 16km in length. The original plans were based around a "reference alignment" with a fair amount of off-street running. For this scheme, trams would have a slightly better cost-benefit ratio than trolleybuses, but neither were very attractive financially. Therefore a "reduced cost alignment" was also laid out. This omits the section west of North Greenwich (this section is now described as a "potential further phase") and deviates from the reference alignment in three places, in each case following existing roads rather than dedicated right of way. No details of stops have been published for these deviations, and therefore the following table gives indicative locations rather than definite sites (note also that the names apply only to the reference alignment).

Reference alignment   Reduced cost alignment
Greenwich Station 380773
Reduced cost alignment does
not include this section.
Norman Road or Cruise Liner Terminal 378776
Cutty Sark 382777
Romney Road 378778
Trafalgar Road 389779
Old Woolwich Road 389781
Banning Street (Badcock's Wharf) 391784
Mauritius Road 392786
Morden Wharf Road 392791
Victoria Deep Water Terminal 390794
Blakeley Cottages 389798
North Greenwich interchange 391798
Pilot Inn 395794
Millennium Village Oval 398792
Millennium Village South 400790
Filmworks 398788
Sainsbury's 401786
Holmwood Villas 404784 402788
Lombard Wall 407784 410787
Charlton Station 411785
Reduced cost alignment runs along
one carriageway, reference alignment
runs just to the north of the road.
New Charlton Sports Ground 413786
Thames Barrier 417788
Warspite Road 420790
Albion Wharf 423791 423790
Aquatic Centre 428791
Mast Pond Wharf 431792
Powis Street West 432790 433792
Powis Street East 435789 435792
Woolwich Arsenal station 437788 438789
Wellington Avenue 439791 442789
Hardinge Street 441793 446789
Broadwater Dock 445795 449791
Warepoint Drive 448799 450795
Belmarsh Prison and Crown Courts 453799 452797
Gallions Canal 455802 460799
[junction with link to Gallions Reach] 456803 460803
Twin Tumps 459803 461805
Thamesmead Town Centre 463806
Linton Mead School 467808
Titmuss Avenue 469807
Boiler House 471804
Newacres Library 473797
Thistlebrook 473794
Abbey Wood station 474790

‡ East London Transit

This is a network of three lines in East London, north of the river and centred on the Barking-Romford axis. The system would total about 53km. Unnamed stops have been determined from a small-scale map of the proposals.

Line 1 Line 2 Line 3
  445903 Barkingside Fulwell Cross  
442898 441894
439891 438889
433884 Gants Hill station
432874 434869
436865 Ilford station
436863 437860
439854 St. Luke's Avenue
441850 443847
444843 Barking station
447837 451836
452833 453830
457831 460831
462828 462822
462819 465819
469822 469824
470830 Great Flete Way
480835 481838
486838 490836
495834 499831
503830 508829
514827 519826
521820 Rainham station
516815 Rainham Ferry Lane
525800 Havering Riverside
  555919 Harold Hill  
554921 551923
544924 540922
537921 534920
531918 531915
532912 533909
534905 531902
524898 516893
511889 513887
514885 Romford station
516875 520860
521858 525858
525857 Elm Park station
527854 528850
527845 521840
514827 519826
521820 Rainham station
516815 Rainham Ferry Lane
  504917 503918  
505919 505918
The above four stops form a one-way loop in Collier Row
505916 506914
499911 Collier Row roundabout
500908 501904
502901 505900
507895 509891
511889 513887
514885 Romford station
512881 508878
507874 498870
490869 488863
481858 472857
464858 461857
444843 Barking station
442837 440836
442833 443829
444822 444815
444813 438812
438810 Gallions Reach station
Potential cross-river link to Greenwich Waterfront Transit

Proposed frequencies in each direction are as follows.

Line 1 12 buses per hour throughout.
Line 2 12 buses per hour throughout.
Line 3 10 buses per hour throughout, plus a further 6 buses per hour between Collier Row roundabout and Barking.
Additional 4 buses per hour along line 2 between Harold Wood and Romford, and along line 3 between Romford and Barking.

More recently descriptions of the proposals show a smaller network. Phase 1 involves line 1 running from just north of Ilford Station to Dagenham Dock station via Barking station, with line 2 branching off in the Barking Reach area to a temporary terminus. At a later date line 2 would be extended via the proposed Barking Riverside and Dagenham Vale DLR stations to meet line 1 at 482826; an intermediate link would allow some line 1 services to also serve Dagenham Vale. Another future phase would involve a separate line 3 running from Barking to Gallions Reach (and thence over the bridge to link with the Greenwich Waterfront Transit).

Line 1 Line 2 Line 3
435864 Ilford Station
444844Barking Station
490829Dagenham Dock Station

Intermediate link
479827Dagenham Vale station
435864 Ilford Station
444844Barking Station
460823initial terminus
471823Barking Riverside station
479827Dagenham Vale station
490829Dagenham Dock Station
435864 Ilford Station
444844Barking Station
439809Gallions Reach station
Potential cross-river link to Greenwich Waterfront Transit

At present conventional buses badged as "East London Transit" operate over the length of route 1 (except that they start at Ilford Station).

UpBack to the CULG index.UpBack to the Rail index. CDWFBack to Clive's home page.