Office of Public Sector Information
Section 1.
1 The works which the nominated undertaker is authorised by section 1 above to construct and maintain are the following—
In the London Boroughs of Camden and Islington—
Work No. 1—Railways between St. Pancras and Highbury Corner and related works comprising the following railways, including a station terminus at St Pancras for international and domestic services and the provision of facilities in connection therewith—
Work No. 1A—A railway (741 metres in length) commencing in the intended St. Pancras Station, passing north-westwards over the new road (Work No. 5D), then northwards over the realigned Camley Street (Work No. 5A) and terminating at a point 33 metres south of the southern abutment of the existing bridge over the Regent’s Canal, including bridges over Works Nos. 5A and 5D;
Work No. 1AA—A railway (2,189 metres in length) commencing by a junction with the railway (Work No. 1A) at its termination, passing northwards over the Regent’s Canal and the railway (Work No. 2) in tunnel, then passing north-eastwards over the diverted York Way (Work No. 5Q), the railways (Works Nos. 2AA and 2BB) in tunnel and the East Coast Main Line to a tunnel portal 65 metres to the east of that railway, then passing in tunnel over the Piccadilly Line then beneath Caledonian Road, Westbourne Road and Liverpool Road and terminating at Highbury Corner beneath the junction of that road with Highbury Place, including bridges over the Regent’s Canal, Work No. 5Q and the East Coast Main Line;
Work No. 1B—A railway (737 metres in length) commencing in the intended St. Pancras Station, passing north-westwards over the new road (Work No. 5D), then northwards over the realigned Camley Street (Work No. 5A) and terminating at a point 30 metres south of the southern abutment of the existing bridge over the Regent’s Canal, including bridges over Works Nos. 5A and 5D;
Work No. 1BB—A railway (2,182 metres in length) commencing by a junction with the railway (Work No. 1B) at its termination, passing northwards over the Regent’s Canal and the railway (Work No. 2) in tunnel, then passing north-eastwards in tunnel beneath the railway (Work No. 1CC) for a distance of 150 metres, then over the diverted York Way (Work No. 5Q), the railways (Works Nos. 2AA and 2BB) in tunnel and the East Coast Main Line to a tunnel portal 65 metres to the east of that railway, then passing in tunnel over the Piccadilly Line then beneath Caledonian Road, Westbourne Road and Liverpool Road and terminating at Highbury Corner beneath the junction of that road with Highbury Place, including bridges over the Regent’s Canal, Work No. 5Q and the East Coast Main Line;
Work No. 1C—A railway (533 metres in length) commencing in the intended St. Pancras Station at a point 15 metres north-west of the existing junction of Clarence Passage with Pancras Road, passing north-westwards on the eastern side of the existing Midland Main Line, over the new road (Work No. 5D) and the realigned Camley Street (Work No. 5A), and terminating at a point 25 metres south of the southern abutment of the existing bridge over the Regent’s Canal, including bridges over Works Nos. 5A and 5D;
Work No. 1CC—A railway (650 metres in length) commencing by a junction with the railway (Work No. 1C) at its termination, passing northwards over the Regent’s Canal, then passing north-eastwards over the railways (Works Nos. 1BB and 1DD) in tunnel, then over the diverted York Way (Work No. 5Q) and terminating by a junction with the railway (Work No. 1AA) at a point 100 metres north-east of the existing York Way bridge, including bridges over the Regent’s Canal and Work No. 5Q;
Work No. 1D—A railway (534 metres in length) commencing in the intended St. Pancras Station at a point 15 metres north-west of the existing junction of Clarence Passage with Pancras Road, passing north-westwards on the eastern side of the existing Midland Main Line, over the new road (Work No. 5D) and the realigned Camley Street (Work No. 5A), and terminating at a point 30 metres south of the southern abutment of the existing bridge over the Regent’s Canal, including bridges over Works Nos. 5A and 5D;
Work No. 1DD—A railway (680 metres in length) commencing by a junction with the railway (Work No. 1D) at its termination, passing northwards over the railway (Work No. 2) in tunnel and the Regent’s Canal, then passing north-eastwards in tunnel beneath the railway (Work No. 1CC) for a distance of 150 metres, then over the diverted York Way (Work No. 5Q) and the railways (Works Nos. 2AA and 2BB) in tunnel, and terminating by a junction with the railway (Work No. 1BB) at a point 125 metres north-east of the existing York Way bridge, including bridges over the Regent’s Canal and Work No. 5Q;
Work No.1 EE—A railway (767 metres in length) commencing by a junction with the railway (Work No. 1AA) at a point on the existing bridge over the Regent’s Canal, passing northwards over the Midland City Line (Thameslink) in tunnel, then north-westwards and westwards, then on viaduct over the Midland City Line (Thameslink), the diverted Midland Main Line (Work No. 3B) and the railways (Works Nos. 1HH and 3C) and terminating by a junction with the North London Line at a point 15 metres east of the bridge carrying that railway over St Pancras Way, including the said viaduct;
Work No. 1FF—A railway (394 metres in length) commencing by a junction with the railway (Work No. 1EE) at a point 95 metres north of the northern abutment of the existing bridge over the Regent’s Canal, passing northwards and north-eastwards under the railway (Work No. 1GG) and terminating by a junction with the realigned North London Incline Railway (Work No. 1JJ) at a point 30 metres west of the bridge carrying York Way over that railway;
Work No. 1GG—A railway (696 metres in length) commencing by a junction with the railway (Work No. 1EE) at a point 40 metres east of the bridge carrying the North London Line over St. Pancras Way, passing eastwards on viaduct over the diverted Midland Main Line (Work No. 3B), the railways (Works Nos. 1HH and 3C) and the Midland City Line (Thameslink), then continuing on viaduct, passing south-eastwards over the new road (Work No. 5EE) and the railway (Work No. 1FF) and terminating by a junction with the railway (Work No. 1AA) at a point 40 metres west of the bridge carrying York Way over the North London Incline Railway, including the said viaduct;
Work No. 1HH—A railway (610 metres in length) commencing by a junction with the railway (Work No. 1EE) at a point 55 metres north of the northern abutment of the existing bridge over the Regent’s Canal, passing northwards over the Midland City Line (Thameslink) in tunnel, then under the railways (Works Nos. 1EE, 1GG and 1JJ) and the existing bridge carrying the North London Line over the Midland Main Line and terminating by a junction with that railway at a point beneath the southern parapet of the bridge carrying Agar Grove over that railway;
Work No. 1JJ—A railway (955 metres in length), forming a realignment of the North London Incline Railway, commencing by a junction with the North London Line at a point 130 metres east of the bridge carrying that railway over St. Pancras Way, passing eastwards then south-eastwards, then on viaduct over the diverted Midland Main Line (Work No. 3B), the railways (Works Nos. 1HH and 3C), the Midland City Line (Thameslink) and the new road (Work No. 5EE), then over the diverted York Way (Work No. 5Q), then passing northwards under the North London Line on viaduct and terminating by a junction with the Great Northern Suburban Line at the southern portal of the western bore of the Copenhagen Tunnel, including the said viaduct and a bridge over Work No. 5Q;
Work No. 1K—A railway (103 metres in length), forming a cross-over between the diverted Midland Main Line (Work No. 3B) and the railway (Work No. 1A), commencing by a junction with Work No. 3B at its commencement and terminating by a junction with Work No. 1A at its termination;
Work No. 2—A railway (876 metres in length), including a station tunnel on the Midland City Line (Thameslink) beneath St. Pancras Station, commencing by a junction with that railway in tunnel at a point beneath Midland Road 145 metres north-east of the existing junction of that road with Euston Road, passing in tunnel north-westwards and northwards beneath the Regent’s Canal and terminating by a junction with that railway in tunnel at a point beneath the existing Midland Main Line 55 metres north of the northern abutment of the bridge carrying that last-mentioned railway over that canal;
Work No. 2A—A railway (325 metres in length) commencing by a junction with the railway (Work No. 2) in tunnel at a point beneath the existing Midland Main Line 250 metres south of the southern abutment of the bridge carrying that railway over Camley Street, passing in tunnel northwards on the western side of Work No. 2 beneath the railways (Works Nos. 1A and 1B) and the realigned Camley Street (Work No. 5A) and terminating in tunnel at a point beneath the railway (Work No. 1D) 90 metres south of the southern abutment of the existing bridge over the Regent’s Canal;
Work No. 2AA—A railway (883 metres in length) commencing by a junction with the railway (Work No. 2A) at its termination, passing in tunnel north-eastwards beneath the railways (Works Nos. 1C and 2), St. Pancras Basin, the Regent’s Canal and the diverted York Way (Work No. 5Q), then passing north-eastwards and northwards under the railways (Works Nos. 1AA, 1BB and 1DD) to a tunnel portal at a point 40 metres south of the southern side of the viaduct carrying the North London Line over the East Coast Main Line, then continuing under the North London Line on viaduct and terminating by a junction with the Great Northern Suburban Line at the southern portal of the western bore of the Copenhagen Tunnel on that railway;
Work No. 2B—A railway (255 metres in length) commencing by a junction with the railway (Work No. 2) in tunnel at the said point beneath the existing Midland Main Line 250 metres south of the southern abutment of the bridge carrying that railway over Camley Street, passing in tunnel northwards on the eastern side of Work No. 2 beneath the railways (Works Nos. 1A, 1B, 1C and 1D) and terminating in tunnel at a point beneath the realigned Camley Street (Work No. 5A) 150 metres south-east of the southern abutment of the existing bridge over the Regent’s Canal;
Work No. 2BB—A railway (928 metres in length) commencing by a junction with the railway (Work No. 2B) at its termination, passing in tunnel north-eastwards beneath St. Pancras Basin, the Regent’s Canal and the diverted York Way (Work No. 5Q), then passing north-eastwards and northwards under the railways (Works Nos. 1AA, 1BB and 1DD) to a tunnel portal at a point 35 metres south of the southern side of the viaduct carrying the North London Line over the East Coast Main Line, then continuing under the North London Line on viaduct and terminating by a junction with the Great Northern Suburban Line at the said southern portal of the western bore of the Copenhagen Tunnel on that railway;
Work No. 2C—A railway (80 metres in length), forming a cross-over between the northbound and southbound rails of the Great Northern Suburban Line in tunnel within the western bore of the Copenhagen Tunnel, commencing and terminating by junctions with that railway at points respectively 50 metres and 130 metres north of the southern portal of that tunnel;
Work No. 2D—A railway (240 metres in length), forming cross-overs between the northbound and southbound rails of the City Widened Lines (Thameslink) partly within the Clerkenwell No. 3 Tunnel, commencing by a junction with that railway in tunnel beneath the junction of Frederick Street with the Kings Cross Road, passing north-westwards beneath Acton Street, Swinton Street, Wicklow Street and Britannia Street and terminating by a junction with that railway at a point 10 metres south-east of the bridge carrying Leeke Street over that railway;
Work No. 2E—A railway (349 metres in length), forming a cross-over between the Midland City Line (Thameslink) and the Midland Main Line at Kentish Town, commencing by a junction with that first named railway at a point 20 metres south-east of the south-eastern side of the bridge carrying Islip Street over that railway, passing south-eastwards and terminating by a junction with that last named railway at a point 85 metres north-west of the north-western portal of the Camden Road Tunnel;
Work No. 3—A railway (645 metres in length), forming a diversion of the Midland Main Line at St. Pancras Station, commencing at its terminus in that station, passing north-westwards on the western side of the existing railway, including a western extension of the station over Midland Road and Pancras Road, then northwards over the new road (Work No. 5D) and the realigned Camley Street (Work No. 5A) and terminating at a point on the northern side of Work No. 5A 140 metres south of the existing bridge over the Regent’s Canal, including bridges over Works Nos. 5A and 5D;
Work No. 3B—A railway (846 metres in length), forming a continuation of the diversion of the Midland Main Line at St. Pancras Station, commencing by a junction with the railway (Work No. 3) at its termination, passing northwards over the Regent’s Canal, under the railways (Works Nos. 1EE, 1GG and 1JJ) on viaduct and the existing bridge carrying the North London Line over the Midland Main Line and terminating by a junction with that railway beneath a point 30 metres north of the southern parapet of the bridge carrying Agar Grove over that railway, including a bridge over the Regent’s Canal;
Work No. 3C—A railway (876 metres in length), forming a siding on the western side of the diverted Midland Main Line (Works Nos. 3 and 3B) north of St. Pancras Station, commencing at a point 60 metres south of the bridge carrying that railway over the realigned Camley Street (Work No. 5A), passing northwards over Work No. 5A and the Regent’s Canal, under the railways (Works Nos. 1EE, 1GG and 1JJ) on viaduct and the existing bridge carrying the North London Line over the Midland Main Line and terminating by a junction with that railway beneath a point 15 metres south of the said southern parapet of the bridge carrying Agar Grove over that railway, including bridges over Work No. 5A and the Regent’s Canal;
Work No. 3D—A railway (71 metres in length), forming a cross-over between the northbound and southbound rails of the Midland Main Line, commencing by a junction with that railway at the northern portal of the Camden Road Tunnel on that railway, passing northwards and terminating by a junction with that railway at a point 70 metres north of its commencement;
Work No. 3E—A railway (829 metres in length), for construction purposes, commencing by a junction with the railway (Work No. 1HH) at a point 110 metres south-east of the southern side of the bridge carrying the North London Line over the Midland Main Line, passing south-eastwards, then eastwards and north-eastwards under the diverted York Way (Work No. 5Q), then passing northwards and terminating by a junction with the Great Northern Suburban Line at a point 65 metres south of the southern side of the viaduct carrying the North London Line over that railway;
Work No. 4—Ticket halls and subways, including alteration of existing ticket halls and subways, of the London Underground Railways comprising—
Work No. 4A—A passenger subway commencing on the eastern side of the intended St. Pancras Station beneath a point 22 metres north of the existing junction of Clarence Passage with Pancras Road, passing south-eastwards to a ticket hall beneath the northern side of the forecourt of the Great Northern Hotel and terminating by a junction with the passenger subways (Works Nos. 4AA and 4F) beneath a point 26 metres north of the north-eastern corner of the Great Northern Hotel, including the said ticket hall;
Work No. 4A—A passenger subway commencing by a junction with the passenger subway (Work No. 4A) at its termination and the passenger subway (Work No. 4F) at its commencement, passing eastwards to junctions with the passenger subway (Work No. 4MM) then continuing south-eastwards to a junction with the passenger subway (Work No. 4D), continuing eastwards and terminating by a junction with the existing passenger subway beneath a point 14 metres west of the junction of Caledonian Road with Pentonville Road;
Work No. 4B—A ticket hall in the German Gym off Pancras Road and a passenger subway commencing on the south-western side of that building at a point 40 metres west of the existing junction of Wellers Court with Cheney Road, passing south-eastwards, then south-westwards and terminating by a junction with the subway (Work No. 4A) beneath a point 23 metres east of the junction of Wellers Court with Pancras Road;
Work No. 4C—A passenger subway, forming a cross-passage between northbound and southbound station tunnels of the Victoria Line, commencing beneath a point 29 metres north-west of the junction of Caledonian Road with Pentonville Road; and terminating beneath a point 45 metres north-west of that road junction;
Work No. 4D—A passenger subway, including a lift shaft, commencing by a junction with the cross-passage (Work No. 4C) beneath a point 35 metres north-west of the junction of Caledonian Road with Pentonville Road, passing south-westwards to a junction with the passenger subway (Work No. 4A) at its termination and terminating by a junction with the cross-passage (Work No. 4E) beneath a point 55 metres west of that road junction;
Work No. 4E—A passenger subway, forming a cross-passage between northbound and southbound station tunnels of the Victoria Line, commencing and terminating beneath points 95 metres and 80 metres respectively south-east of the junction of Caledonia Street with York Way;
Work No. 4F—A passenger subway commencing by a junction with the passenger subway (Work No. 4A) at its termination and the passenger subway (Work No. 4AA) at its commencement beneath a point 26 metres north of the north-eastern corner of the Great Northern Hotel, passing south-westwards and terminating by a junction with the passenger subway (Work No. 4G) beneath a point in Pancras Road 40 metres south-west of the south-western corner of that building;
Work No. 4G—A passenger subway, including a lift shaft, commencing by a junction with the cross-passage (Work No. 4Q), passing eastwards to junctions with the cross-passage (Work No. 4R) and with the passenger subway (Work No. 4F) at its termination, and terminating by a junction with the existing cross-passage between northbound and southbound station tunnels of the Northern Line beneath a point 60 metres north-east of the existing junction of Pancras Road with Euston Road;
Work No. 4H—A passenger subway commencing in the ticket hall (part of Work No. 4A) beneath a point 48 metres north of the north-eastern corner of the Great Northern Hotel, passing south-eastwards and terminating by a junction with the existing passenger subway beneath a point 40 metres south-east of that corner of that building;
Work No. 4J—A passenger subway commencing in the existing ticket hall beneath the station concourse of King’s Cross Station beneath a point 40 metres north of the junction of Pancras Road with Euston Road and terminating in St. Pancras Station beneath a point 60 metres north-west of that road junction;
Work No. 4K—A ticket hall beneath the forecourt of St. Pancras Station off Euston Road and a passenger subway commencing in that ticket hall beneath a point 100 metres west of the junction of Pancras Road with Euston Road, passing south-eastwards then north-eastwards and terminating by a junction with the Circle and Metropolitan Line Station concourse beneath a point 95 metres south-west of that road junction;
Work No. 4L—A passenger subway commencing in St. Pancras Station at a point 75 metres west of the junction of Pancras Road with Euston Road, passing south-eastwards beneath Euston Road and terminating in the footway on the southern side of Euston Road at a point 75 metres south-west of that road junction, including a junction with the new ticket hall (part of Work No. 4K) and a permanent opening in Euston Road at that termination;
Work No. 4MM—A passenger subway, including a lift shaft, commencing by a junction with the existing Piccadilly Line Station concourse beneath a point 56 metres north-west of the junction of York Way with Euston Road, passing northwards to junctions with the passenger subway (Work No. 4AA) and the cross passage (Work No. 4N) then continuing south-eastwards and terminating by a junction with the passenger subway (Work No. 4AA) beneath a point 45 metres north-east of that road junction;
Work No. 4N—A passenger subway, forming a cross-passage between westbound and eastbound station tunnels of the Piccadilly Line, commencing beneath a point 35 metres west of the junction of Caledonia Street with York Way and terminating beneath a point 46 metres west of that road junction;
Work No. 4P—A passenger subway, including a lift shaft, commencing in the ticket hall (part of Work No. 4A) beneath a point 17 metres east of the north-eastern corner of the Great Northern Hotel, passing south-eastwards, then south-westwards and south-eastwards and terminating beneath that building at a point 11 metres north-west of the south-eastern corner of that hotel;
Work No. 4Q—A passenger subway, forming a cross-passage between southbound and northbound station tunnels of the Northern Line, commencing beneath a point 70 metres south of the existing junction of Cheney Road with Pancras Road and terminating beneath a point 82 metres south of that road junction;
Work No. 4R—A passenger subway, forming a cross-passage between southbound and northbound station tunnels of the Northern Line, commencing beneath a point 72 metres south of the existing junction of Cheney Road with Pancras Road and terminating beneath a point 84 metres south of that road junction;
Work No. 4S—A passenger subway, including a lift shaft, commencing in the existing passenger subway beneath a point 33 metres north of the junction of Belgrove Street with Euston Road and terminating at the Circle and Metropolitan Line Station concourse beneath a point 20 metres north of that road junction;
Work No. 5—Roadworks and sewer diversions associated with Works Nos. 1 to 4 comprising—
Works No.. 5A—Realignment of Camley Street commencing at a point in that road 50 metres south of its junction with Granary Street, passing south-eastwards then eastwards under the railways (Works Nos. 1A to 1D and 3), then south-eastwards and terminating by a junction with Camley Street (Work No. 5C) at a point on the western side of that road 44 metres north-west of its existing junction with Goods Way;
Works No. 5B—A road commencing in Pancras Road at a point 20 metres south-east of the entrance from that road to St. Pancras Old Church, passing south-eastwards then southwards to a junction with Brill Place and terminating in Midland Road at its existing junction with Euston Road, including access to a service area in St. Pancras Station;
Works No. 5C—A road commencing by a junction with Camley Street (Work No. 5A) at a point 45 metres north-west of its existing junction with Goods Way, passing south-eastwards to a point 5 metres east of the existing junction of Wellers Court with Cheney Road, then south-westwards to a point 55 metres south of the existing junction of Wellers Court with Pancras Road, then passing south-eastwards along the line of that road and terminating in that road at its existing junction with Euston Road, including access to a service area in St. Pancras Station and a parcels depot;
Works No. 5D—A road commencing by a junction with Work No. 5B at a point 175 metres south-east of its commencement, passing north-eastwards beneath the intended St. Pancras Station (Works Nos. 1A to 1D and 3), across Work No. 5C at a point 7 metres south of its commencement and terminating by a junction with Goods Way at a point 155 metres from the junction of that road with York Way;
Work No. 5D(1)—A road, for construction purposes, commencing at a point 43 metres north-west of Battle Bridge Road at its termination west of Kings Cross Station, passing northwards, then north-westwards over Goods Way (Work No. 5D) at the termination of that work and over the Regent’s Canal, then south-westwards and terminating by a junction with Wharf Road at a point 45 metres west of the existing bridge between Wharf Road and Goods Way, including bridges over Goods Way and the Regent’s Canal;
Work No. 5D(2)—Widening of Wharf Road on its northern side between a point 50 metres west of the western side of the existing bridge over the Regent’s Canal between Wharf Road and Goods Way and a point 15 metres east of the eastern side of that bridge;
Work No. 5EE—A road commencing by a junction with the diverted York Way (Work No. 5Q) at a point 70 metres south of the bridge carrying the North London Line over that road, passing westwards then south-westwards and southwards under the realigned North London Incline Railway (Work No. 1JJ) and the railway (Work No. 1GG) and terminating at a point 150 metres south-east of the existing bridge carrying the North London Line over the Midland Main Line;
Work No. 5F—A road commencing by a junction with Pancras Road (Work No. 5C) at a point 75 metres from its termination, passing north-eastwards, then northwards and north-westwards and terminating by a junction with Work No. 5C at the south-eastern corner of the German Gym in Cheney Road as existing, including access to a parcels depot;
Work No. 5F(1)—A road commencing by a junction with Work No. 5F at a point 65 metres from the commencement of that work, passing westwards and north-westwards along the frontage of the Great Northern Hotel, then continuing northwards and north-eastwards and terminating by a junction with Work No. 5F at a point 75 metres from the termination of that work;
Work No. 5G—Widening of Euston Road on its southern side between its junctions with Crestfield Street and Birkenhead Street;
Work No 5H—Widening of Euston Road on its northern side between its junction with Euston Square and a point 45 metres north-east of that road junction;
Work No. 5Q—A road, forming a diversion of York Way, commencing at a point in that road 80 metres north of the junction of Copenhagen Street with York Way, passing northwards then north-westwards over the railway (Work No. 3E) and the railways (Works Nos. 2AA and 2BB) in tunnel, then northwards under the railways (Works Nos. 1AA, 1BB, 1CC, 1DD and 1JJ) to a junction with the new road (Work No. 5EE), then continuing northwards under the North London Line and terminating at a point in York Way 10 metres north-west of the junction of Vale Royal with York Way;
Work No. 5Q(1)—A road, forming a diversion of Randell’s Road, commencing by a junction with the diverted York Way (Work No. 5Q) at a point 20 metres west of the existing junction of Randell’s Road with York Way, passing eastwards and terminating at a point in Randell’s Road 55 metres east of that existing road junction;
Work No. 5J—A sewer, forming a diversion of part of the Fleet Sewer, commencing by a junction with that sewer beneath a point in Pancras Road 35 metres south-east of the junction of Chenies Place with that street, passing along the line of Work No. 5B to its junction with Brill Place, then passing eastwards beneath the intended St. Pancras Station, then southwards on the eastern side of that station and terminating beneath a point in Pancras Road 5 metres north of the existing junction of Wellers Court with that road, including a weir chamber at its junction with the Fleet Storm Relief Sewer;
Work No. 5K—A sewer, forming a diversion of the Midland Road sewer, commencing by a junction with that sewer beneath a point in Midland Road 140 metres north of its existing junction with Euston Road, passing north-westwards then northwards beneath land adjoining Midland Road and terminating by a junction with Work No. 5J beneath a point on the north-western side of Brill Place at its existing junction with Midland Road;
Work No. 5LL—A sewer, forming a diversion of part of the Camden Sewer, commencing by a junction with that sewer beneath a point 10 metres north of the bridge carrying the North London Line over the diverted York Way (Work No. 5Q), passing southwards, south-eastwards, then southwards and south-westwards and terminating by a junction with that sewer beneath a point 110 metres west of the Maiden Lane Bridge carrying York Way over the Regent’s Canal;
Work No. 5N—A sewer, forming a diversion of the Camley Street Sewer, commencing by a junction with that sewer beneath a point in that street (Work No. 5A) 93 metres from the termination of that work, passing southwards along the line of that work and Work No. 5C to a point 15 metres south of Battle Bridge Road, then passing south-eastwards and terminating by a junction with the sewer (Work No. 5J) at a point on the northern side of Stanley Passage 35 metres north-east of its existing junction with Pancras Road;
Work No. 5P—A sewer, forming a diversion of the Goods Way Sewer, commencing by a junction with the sewer (Work No. 5N) at a point 105 metres south of the commencement of that work, passing eastwards on the line of the new road (Work No. 5D) and terminating by a junction with the Goods Way sewer beneath a point in Goods Way 180 metres west of its junction with York Way;
Work No. 5R—A sewer, forming a diversion of part of the St. Pancras Sewer, commencing by a junction with that sewer beneath a point 38 metres north-west of the junction of Pancras Road with Euston Road, passing northwards, then westwards, north-westwards, then north-eastwards and terminating by a junction with the Fleet Sewer beneath a point 10 metres south-west of the south-eastern gable of the Great Northern Hotel;
In the London Boroughs of Islington, Hackney, Newham and Waltham Forest—
Work No. 6—A railway (7,229 metres in length) commencing by a junction with the railways (Works Nos. 1AA and 1BB) at their termination, passing eastwards in tunnel beneath the North London Line, or land adjoining on the northern or southern side thereof, beneath Highbury Corner, Highbury Grove, Wallace Road, Mildmay Park, King Henry’s Walk, Kingsland High Street, Dalston Lane, the Liverpool Street and Cambridge Railway, Mare Street, Barnabas Road, Kenworthy Road, the East Cross Route on the northern side of the North London Line, Eastway, the River Lea Navigation, Waterden Road and the River Lea, including ventilation shafts on lands off Corsica Street and Graham Road, then in retained cutting from chainage 6,147 metres for a distance of 1,067 metres, partly in tunnel beneath the railways (Works Nos. 6B and 6C) and the access roads (Works Nos. 6H and 6J), in land west of the High Meads Loop Railway, in the International Freight Terminal and the site of the former Chobham Farm Container Depot at Stratford, and terminating beneath a point on the western side of Angel Lane 60 metres north of the northern abutment of the bridge carrying that road over the Great Eastern Railway, including facilities for a railway crossover and junction at the International Freight Terminal and Depot at Stratford;
Work No. 6A—A railway (1,368 metres in length) commencing by a junction with the railway (Work No. 6) at the commencement of the retained cutting forming part of that work, passing eastwards between the eastbound and westbound lines of that railway to a point 210 metres west of the eastern face of the tunnel beneath the railway (Work No. 6C), then passing north-eastwards over the eastbound line of Work No. 6 and northwards in tunnel beneath the Old Yard Sidings (Work No. 6C) and the Lea Valley Line, then continuing north-westwards on the eastern side of that railway and terminating at a point under the bridge carrying Temple Mill Lane over that railway;
Work No. 6B—A railway (426 metres in length), for construction purposes, commencing by a junction with the North London Line at a point 10 metres north-west of the junction of that railway with the Channelsea Curve at Stratford Station, passing northwards, on the eastern side of the High Meads Curve, then north-eastwards over the railways (Works Nos. 6 and 6A) in tunnel and terminating by a junction with the High Meads Sidings at a point 30 metres north-east of the termination of the said tunnel over Works Nos. 6 and 6A;
Work No. 6C—A railway (836 metres in length) for construction purposes, commencing by a junction with the Lea Valley Line at a point 120 metres north-east of the junction of that railway with the Great Eastern Railway at Stratford Station, passing northwards and north-eastwards through the Old Yard Sidings and terminating by a junction with the Lea Valley Line at a point 130 metres south of the bridge carrying Temple Mill Lane over that railway;
Work No. 6D—A railway (1,032 metres in length) commencing in the existing Traction Maintenance Depot at a point 25 metres south-west of the south-western corner of the diesel repair shed in that depot, passing north-eastwards and northwards, then north-westwards on the western side of the Lea Valley Line to a junction with that railway 60 metres south of the bridge carrying Temple Mill Lane over that railway, passing under that bridge, then continuing on the eastern side of the Lea Valley Line and terminating by a junction with the railway (Work No. 6E) at a point 390 metres north of that bridge;
Work No. 6E—A railway (2,720 metres in length) commencing by a junction with the railway (Work No. 6A) at its termination, passing north-westwards and westwards through the former Temple Mills Marshalling Yard under Ruckholt Road and terminating at a point on the northern side of the Lea Valley Line 15 metres south-east of the eastern side of the bridge carrying Lea Bridge Road over that railway;
Work No. 6E(1)—A railway (410 metres in length), for construction purposes, commencing by a junction with the Lea Valley Line at a point 345 metres south-east of the bridge carrying Lea Bridge Road over that railway, passing eastwards and terminating by a junction with the railway (Work No. 6E) at chainage 1,922 metres;
Work No. 6F—A railway (509 metres in length) commencing by a junction with the railway (Work No. 6E) at a point 30 metres south-east of the bridge carrying Ruckholt Road over the Lea Valley Line, passing westwards under that bridge then south-westwards and terminating by a junction with that railway at a point 459 metres north-west of that bridge;
Work No. 6G—A cut, forming a diversion of the Channelsea River at its confluence with the River Lea, commencing in the Channelsea River at a point 26 metres south of the former sluice on that river at Bully Fen, passing south-westwards and terminating at the confluence of those rivers;
Work No. 6H—An access road commencing by a junction with the access road to the International Freight Terminal on the eastern side of the Container Terminal, passing south-westwards, over Works Nos. 6 and 6A in tunnel, and southwards through the International Freight Terminal, then south-eastwards, eastwards and north-eastwards on the northern side of the North London Line, then continuing northwards, then eastwards and terminating by a junction with the access road to the Channelsea site, north of Stratford Station;
Work No. 6J—An access road commencing at a point in the existing Traction Maintenance Depot on the western side of the diesel repair shed in that depot, passing south-westwards, then westwards on the northern side of the retained cutting forming part of Work No. 6, then south-westwards over that railway and Work No. 6A in tunnel, then southwards and south-westwards and terminating by a junction with Work No. 6H in the International Freight Terminal;
In the London Boroughs of Newham, Redbridge, Barking and Dagenham and Havering—
Work No. 7—A railway (4,560 metres in length) commencing by a junction with the railway (Work No. 6) at its termination, passing eastwards in tunnel beneath Angel Lane, The Grove, Atherton Road, Woodgrange Road, Romford Road, Woodgrange Park Cemetery and Browning Road, including a ventilation shaft on land off Woodgrange Road and terminating beneath a point 60 metres east of the junction of Reesland Close with Barrington Road;
Work No. 22—A railway (6,700 metres in length) commencing by a junction with the railway (Work No. 7) at its termination, passing eastwards in tunnel beneath the North Circular Road and the River Roding, then south-eastwards beneath Barking Station, Station Parade, Ripple Road and Alfred’s Way, then eastwards beneath Renwick Road and the Ripple Lane Freightliner Terminal to a portal at a point 462 metres south-east of the junction of Morrison Road with Julia Gardens, then continuing eastwards under the railway (Work No. 22A) and the new road (Work No. 22H(1)), across Chequers Lane (to be stopped up) and under Kent Avenue and terminating at a point 85 metres east of the bridge carrying Kent Avenue over the Tilbury Loop Railway, including ventilation shafts on lands off Barrington Road and Alfred’s Way and a footbridge over the railway at Chequers Lane;
Work No. 22A—A railway (2,201 metres in length), forming a diversion of the Tilbury Loop Railway westbound line, commencing by a junction with that railway at a point 253 metres east of the junction of Stebbing Way with Wivenhoe Road, passing eastwards under Renwick Road, then south-eastwards and eastwards over the railway in tunnel (Work No. 22), under the new road (Work No. 22H(1)) and terminating by a junction with the Tilbury Loop Railway westbound line at a point 2 metres west of the western end of Dagenham Dock Station platforms;
Work No. 22B—A railway (2,252 metres in length), forming holding sidings, commencing by a junction with the railway (Work No. 22A) at a point 15 metres west of the bridge carrying Renwick Road over the Tilbury Loop Railway, passing south-eastwards and eastwards, under the new road (Work No. 22H(1)) and across Chequers Lane and terminating at a point 120 metres south-east of the eastern end of Dagenham Dock Station platforms, including a footbridge over the railway at Chequers Lane;
Work No. 22—A railway (1,523 metres in length), for construction purposes, commencing by a junction with the Tilbury Loop Railway at a point 166 metres south-east of the bridge carrying Renwick Road over that railway, passing south-eastwards and eastwards, and terminating at a point 38 metres south-west of the point where the new road (Work No. 22H(1)) passes over the railway (Work No. 22B), including railway sidings;
Work No. 22D—A railway (280 metres in length) forming a connection between the Tilbury Loop Railway goods line and the railway (Work No. 22A), commencing by a junction with the said goods line at a point 468 metres south-east of the bridge carrying Renwick Road over that goods line, passing south-eastwards and terminating by a junction with Work No. 22A at a point 742 metres south-east of the said bridge;
Work No. 22E—A railway (1,095 metres in length) forming a connecting line between the railway (Work No. 22A) and the railway (Work No. 8E), commencing by a junction with Work No. 22A at a point 342 metres south of the junction of Morrison Road with Julia Gardens, passing eastwards under the new road (Work No. 22H(1)) and across Chequers Lane and terminating by a junction with Work No. 8E at a point 180 metres south-east of the eastern end of Dagenham Dock Station platforms, including a footbridge over the railway at Chequers Lane;
Work No. 22F—A railway (648 metres in length) forming a connecting line between the railway (Work No. 22A) and the railway (Work No. 22), commencing by a junction with Work No. 22A at a point 378 metres south-east of the junction of Morrison Road with Julia Gardens, passing eastwards under the new road (Work No. 22H(1)) and terminating by a junction with Work No. 22 at a point 150 metres west of the eastern end of Dagenham Dock Station platforms;
Work No. 22G—A railway (715 metres in length), for construction purposes, commencing by a junction with the railway (Work No. 22B) at a point 27 metres west of the point where the new road (Work No. 22H(1)) passes over Work No. 22B, passing eastwards then southwards, and terminating at a point 270 metres south-east of the eastern end of Dagenham Dock Station platforms, including railway sidings;
Work No.22J—A jetty commencing on the northern bank of the River Thames at a point 190 metres north-west of The Gores outfall sluice, extending in a south-westerly direction into the said river for a distance of 230 metres and there terminating, including a jetty head with mooring dolphins and berthing facilities;
Work No. 8—A railway (5,200 metres in length) commencing by a junction with the railway (Work No. 22) at its termination, passing eastwards under Thames Avenue (Work No. 8R), over the Beam River, and under the intended A13 link road (under construction), then continuing south-eastwards on viaduct over the new road (Work No. 8S) and Rainham Creek, and terminating beneath the intended A13 (under construction) at a point 20 metres south-west of the Tilbury Loop Railway;
Work No. 8E—A railway (906 metres in length), forming a connection between the railway (Work No. 22E) and the westbound line of the railway (Work No. 8), commencing by a junction with Work No. 22E at its termination, passing south-eastwards under Kent Avenue (Work No. 8Q) and terminating by a junction with the railway (Work No. 8) at a point 30 metres west of the intended Thames Avenue bridge (Work No. 8R);
Work No. 8G—A railway (1,330 metres in length), forming a connection between the Tilbury Loop Railway and the eastbound line of the railway (Work No. 8), commencing by a junction with the Tilbury Loop Railway 10 metres east of the eastern end of Dagenham Dock Station, passing eastwards on the southern side of that line under Kent Avenue (Work No. 8Q) and Thames Avenue (Work No. 8R), over the Beam River and terminating by a junction with Work No. 8 at a point 215 metres east of the intended Thames Avenue bridge (Work No. 8R), including a bridge over the Beam River;
Work No. 8H—A railway (279 metres in length), connecting the goods line (Work No. 22B) with a private siding west of Kent Avenue, commencing by a junction with Work No. 22B at its termination, passing south-eastwards and southwards, under the intended A13 and terminating by a junction with the said siding at a point 55 metres south of the footpath crossing that siding east of Breach Lane;
Work No. 8J—A railway (1,452 metres in length), connecting the goods line (Work No. 22B) with private sidings east of Kent Avenue, commencing by a junction with Work No. 22B at its termination, passing eastwards under Kent Avenue (Work No. 8Q) and Thames Avenue (Work No. 8R), over the Beam River and terminating at a point 33 metres west of the bridge carrying the intended A13 link road (under construction) over the Tilbury Loop Railway and the railway (Work No. 8), including a bridge over the Beam River and railway sidings;
Work No. 8K—A railway (496 metres in length) commencing by a junction with a private siding on the eastern side of Kent Avenue at a point 10 metres south of the southern end of the viaduct carrying that road and railway across Dagenham Breach, passing northwards on that existing viaduct, under the intended A13, then eastwards and terminating by a junction with the railway (Work No. 8J) at a point 300 metres east of the intended Kent Avenue bridge (Work No. 8Q);
Work No. 8L—A railway (301 metres in length) commencing by a junction with the railway (Work No. 8J) at a point 245 metres west of the intended Thames Avenue bridge (Work No. 8R), passing eastwards then southwards and terminating by a junction with a private siding at a point 30 metres north of Lake Road on the western side of Thames Avenue;
Work No. 22H(1)—A road commencing by a junction with Ripple Road at a point on its southern side 23 metres east of the junction of Pooles Lane with that road, passing southwards on the eastern side of Pooles Lane, then south-eastwards and southwards on the line of Choats Manor Way, over a private siding, the diverted Tilbury Loop Railway (Work No. 22A) and the railways (Works Nos. 22, 22B, 22E, 22F and 22G), and terminating at a point 100 metres south-west of the junction of Choats Road with Hindmans Way, including a bridge over the said railways;
Work 22H(2)—A road commencing at a point 25 metres west of Pooles Lane at the southern end of that road, passing eastwards and north-eastwards and terminating by a junction with the new road ( Work No. 22H(1)) at a point 240 metres from its commencement;
Channel Tunnel Rail Link Act 1996