Opened in 1846 between Stratford and Canning Town, the line was extended to North Woolwich the following year. Services were extended north to Palace Gates in 1887 although that line (northwards from Seven Sisters) was closed to passengers in 1963.

1979 saw the North Woolwich branch incorporated into the North London Line, pre-empting the closure of the Broad Street line (Broad Street station had hitherto provided the eastern terminus for the North London Line).

All North London line services were withdrawn from the section south of Stratford in 2006. The DLR extension to Stratford International has taken over the line as far south as Canning Town. The Custom House to North Woolwich section will be used by Crossrail.

When the Victoria Dock was built, a swing bridge was put in at its entrance. However it was thought that the opening and closing of the bridge would interfere with the train services so a new route for the line was built to the north of the dock. The route of the line was interruped again when the adjacent Albert Dock was opened; a new cut & cover tunnel was built underneath its entrance.

The tunnel has been extensively altered and repaired in preparation for its re-use by Crossrail.

The centre section of the tunnel as seen here, was iron ringed, re-constructed much in the same way as a deep level tube line. Shown here is a crossover passage between the two tunnels. The running track was still largely intact in the northbound tunnel; surprising considering that rationalisation of the line resulted in only the southbound tunnel being used for passenger services from 1969, and that goods services ceased using the northbound tunnel in 1993.

(photo: 2009)

The join between brick lined tunnel and iron rings. The iron ringed section passed directly beneath the Royal Albert dock and was the section that was rebuilt and lowered after it was discovered that the bottom of passing boats were scraping the top of the tunnel. As part of the Crossrail works, the single track tunnels have been removed (including the iron ringed section) and the section enlarged, not only for the larger new trains that will pass through but for the overhead power. The entire tunnel floor has been lowered for that reason.

(photo: 2009)

The northbound tunnel looking in a north-westerly direction toward Custom House.

(photo: 2009)

The area of the twin tunnels after Crossrail reconstruction. Note that the tunnel here is now just one double-train width tunnel.

(photo: Sep 2014)

Looking back toward the Custom House direction, this is the south-eastern side of the tunnel and it reverted from two single-track tunnels to one dual-track tunnel. The northbound track was still in situ in its tunnel but at this point, and behind the photographer, it had been removed completely.

(photo: 2009)

Still looking back toward the Custom House direction but from a point closer to Silvertown.

(photo: 2009)

Looking from the tunnel portal in a south-easterly direction toward Silvertown.

(photo: 2009)

The tunnel portal at the south-eastern end and the 1878 opening date inscription.

(photo: 2009)

Five years later and as part of the Crossrail works, the top four courses of the wall have been removed and extended upwards with concrete.

(photo: Sep 2014)

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