Jubilee to Charing Cross

There have been various routes across London proposed for the Jubilee.

In 1946, the Railway (London Plan) Committee proposed a 'Route 4'. This would be a railway linking the Southern Railway with the LMS via London Bridge, Aldwych, Piccadilly Circus and Paddington.

The London Plan Working Party recommended in 1949, their 'Route F' which would link the BR (Southern) lines to the BR (Eastern) and BR (Midland) lines by 5180 mm diameter tunnels from Hither Green to Neasden via Fenchurch St, Bank, Trafalgar Square and Marylebone. A Route C was also proposed which later became the Victoria Line.

By 1964, the route had changed to Stanmore to Lewisham via Baker St, Charing Cross (Strand), Fenchurch Street and New Cross. New tube tunnels at 3850 mm would be constructed between Baker St and Lewisham.

As said previously in this thread, construction of the line was to be split into various stages:

• Stage I - Stanmore to Charing Cross
  
• Stage II - Charing Cross to Fenchurch St
  
• Stage III - Fenchurch St to Lewisham
  

Work on Stage I was approved in 1971 with some preliminary work on Stages II and III also authorised. By 1974, there were initial proposals for the redevelopment of the Docklands area so the London Rail Study of 1974 recommended a route from Fenchurch Street to Thamesmead via Wapping, Millwall, Custom House, and Woolwich Arsenal. I'm not sure if it is the same 74 Study, but an alternative route from Custom House to Thamesmead via Beckton was also proposed. Thus:

• Stage I - Stanmore to Charing Cross
  
• Stage II - Charing Cross to Fenchurch St
  
• Stage III - Fenchurch St to Lewisham OR
  
• Stage III and IV - Fenchurch Street to Thamesmead.
  

It was hoped that work for the other stages would be authorised in 1979 but by 1981 LT gave up on extending the Jubilee line beyond Charing Cross.

The redevelopment of the Docklands was underway with DLR construction starting in 1984 and in 1985 a £4 billion development at Canary Wharf was announced. This development included a possible working population of 50,000 and thus further transport links to the area were needed. In 1987, Olympic & York (O&Y), now the developers of Canary Wharf, partially funded (40% of the cost) the extension of the DLR from Tower Gateway to Bank which opened in 1991.

It was soon realised that this branch would not be sufficient and in 1988 O&Y proposed an extension of the Bakerloo from Waterloo to Canary Wharf via London Bridge. This was quickly dropped and the O&Y proposed the standalone Waterloo & Greenwich Railway (W&GR) with stations at Waterloo, Southwark, London Bridge, Surrey Quays, Isle of Dogs, Blackwall Point, Greenwich Parkway, and Westcombe Park. Possible future extensions to Stratford and Thamesmead were also factored in. It would largely be privately funded with little contribution from the taxpayer. The Government of the time was enthusiastic of the proposal but LT was not since they preferred Crossrail and this new railway would compete for the same resources as Crossrail. Thus, on the advice of LT, the Government rejected the proposal.

The Central London Rail Study of 1988 recommended a further investigation into an extension of the Jubilee Line to the Docklands as an alternative to the W&GR.

Due to the rejection of O&Y proposal, the Government insisted that the East London Railway Study was done independently of LT. This study in 1990 recommended the extension of the Jubilee to Stratford from Green Park via Waterloo, London Bridge and Canary Wharf. (Crossrail was also recommended).

Eventually the route the JLE took was largely based on the W&GR as there was little time to study alternatives. There were two options east of Canary Wharf to Straftford - either via Brunswick or via North Greenwich. The latter option was taken.