Extending the DLR to Beckton Riverside and Thamesmead

We have provided our consultation information in the following formats:

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To further enhance how we consult with London's deaf community have provided British Sign Language (BSL) video of our proposals and survey:

We also provide a BSL conversation service. This allows the TfL consultation lead to have a two-way BSL translated discussion with a BSL user. To request a BSL conversation please contact us at DLRTEx@tfl.gov.uk and we will be in contact to arrange a convenient time.

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The purpose of this page is to explain the extension route and features of the new stations, including information about how you would enter the stations.

The route

(Click on map for a larger version)

The new extension would branch off from the current line north of Gallions Reach DLR station and would also link into Beckton DLR depot. This would be via an elevated track from Gallions Reach over the existing Beckton branch line before continuing to a new station at Beckton Riverside. We call this a ‘grade separated’ junction. This junction design avoids potential delays because trains operating on the extension would not come into conflict with trains operating on the existing Beckton branch, or which are leaving and entering the Beckton DLR depot. This layout would also allow for a potential future extension of the DLR towards Barking, subject to funding and justification of benefits.

The route through the Beckton Riverside area is constrained by the road network, the existing Beckton DLR branch and utilities infrastructure to the west. To the east (towards the River Thames), it is constrained by Armada Way, a flood attenuation pond and river wall infrastructure.

The route would initially remain elevated on a viaduct to pass through the Beckton Riverside area immediately to the south of Armada Way. The viaduct section of the railway would run for around 500 metres through Beckton Riverside before descending to a proposed ground level station at Beckton Riverside.

After leaving Beckton Riverside station the track would descend into a tunnel approximately 1.5km long to cross under the river and continue towards Thamesmead. The tunnel route has been influenced by the need to avoid significant existing underground infrastructure, particularly relating to the former use of Beckton Riverside as Beckton Gas Works, flood defences and the river wall. On the south side of the river, the alignment of the tunnel through the Thamesmead Waterfront aims to avoid areas of ground identified as historic and active landfill as well as Metropolitan Open Land.

The route would emerge from the tunnel in Thamesmead onto a viaduct to pass over the Twin Tumps and Thamesmere Site of Importance for Nature Conservation and terminate at an elevated station in Thamesmead, serving the town centre at the current site of Cannon Retail Park on Central Way. This proposed route alignment would also support any potential further extension in the future, for example towards Bexley, subject to funding and justification of benefits.

Beckton Riverside station

We’re proposing a new DLR station at Beckton Riverside, on a currently vacant site south of Armada Way opposite Gallions Reach Shopping Park. The new station would eventually form part of a redeveloped town centre, with residential developments, employment, retail, and community facilities.

(Click on map for a larger version)

The station would be:

• Ground‑level
  
  
• Fully accessible with step‑free access between street and train
  
  
• Equipped with lifts and stairs to a covered footbridge between platforms
  
  
• Fitted with facilities including:
  
  
  1. Lighting
  2. CCTV
  3. Help points
  4. Customer information systems
  5. Secure cycle parking
  6. A platform canopy for weather protection

When the station opens, access would primarily be from Armada Way to the north, with potential for a new on‑street bus interchange for routes 262, 366 and N551, along with improved walking and cycling facilities to make it easier and safer to reach the station. In the longer term as new development comes forward, the station footbridge would also act as a public walking and cycling link between new neighbourhoods on either side of the railway.

Please see below illustration of the proposed Beckton Riverside DLR station, for indicative purposes.

(Click on map for a larger version)

A new on‑street interchange would also be created on Armada Way for bus routes 262, 366 and N551, along with improved walking and cycling facilities to make it easier and safer to reach the station.

Thamesmead station

A new elevated DLR station is proposed at Thamesmead, on the site of Cannon Retail Park. The site is currently accessed via Twin Tumps Way from Central Way and is currently the site of several retail units and associated car parking. This sits within the wider Thamesmead Waterfront development area, where thousands of new homes and jobs, alongside an extended and revitalised town centre, are planned.

(Click on map for a larger version)

The station would be:

• Elevated on a viaduct, with the railway continuing for a short distance beyond the platforms to meet railway safety requirements
  
  
• Fully accessible with lifts and stairs at both ends of the platform
  
  
• Fitted with facilities including:
  
  
  1. Lighting
  2. CCTV
  3. Help points
  4. Customer information systems
  5. Secure cycle parking
  6. A platform canopy for shelter
     
     
• Designed to support a possible future extension of the railway (for example towards the London Borough of Bexley), subject to funding and demand
  
  

Retail units and car parking within Cannon Retail Park would need to make way for the new station, but access to retail areas east of Twin Tumps Way would remain. The Central Way roundabout may need to be redesigned due to space constraints around the viaduct, and we are working with the Royal Borough of Greenwich, landowners and retailers to understand the safest and most effective layout.

When the station opens, the main entrance would sit next to Central Way, creating a new interchange with local bus services. Walking and cycling improvements would be added where needed to provide safe routes to the station, complementing wider proposals to improve bus reliability and enhance walking and cycling connections in this area.

Please see below illustration of the proposed Thamesmead DLR station, for indicative purposes.

(Click on map for a larger version)

As regeneration progresses, Thamesmead Waterfront is expected to change significantly. In March 2026, Thamesmead was identified by HM Government as a potential New Town, supporting the Royal Borough of Greenwich’s long‑term vision for the area. The station is being designed with this future in mind, including a western entrance to link to future walking and cycling routes and to the existing town centre.

Future changes to the surrounding environment would be led by developers through the planning process, working closely with the Royal Borough of Greenwich and TfL.

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The purpose of this page is to give more information on the areas of land we would need to build the proposed DLR extension, what activities these worksites would support and the impacts on local communities, businesses and stakeholders.

A number of construction worksites would be needed to build the extension. These sites must be large enough to store construction equipment and materials, carry out construction activities, and provide welfare facilities for workers.

Common construction activities across worksites

Many of the worksites would involve similar types of construction activity. Depending on the location and stage of construction, this may include:

• Site clearance and preparation
  
  
• Groundworks and earth‑moving
  
  
• Installing deep foundations (piling)
  
  
• Diverting or protecting underground utilities
  
  
• Constructing viaducts, tunnels or station structures
  
  
• Installing track, railway systems and equipment

Equipment used may include:

• Earth-moving machines – vehicles such as excavators, bulldozers and rollers would be used to dig, move and level the ground, preparing the site for the main works
  
  
• Piling machines – large machines that would be used to create the foundations for the new railway
  
  
• Cranes and concrete equipment – used to lift heavy materials and pour concrete for new structures
  
  
• Heavy Goods Vehicles (HGVs) and other vehicles – used to take soil away from the site and deliver construction materials and concrete
  
  
• Special lifting equipment to place large viaduct sections, up to about 12 metres above ground
  
  
• Specialist tunnelling equipment – including a tunnel‑boring machine (TBM) and supporting plant needed to undertake tunnelling activities.
  
  

Beckton Riverside

At Beckton Riverside, we have identified land that would be needed to build the proposed extension. This consists of a corridor of land that follows the proposed route.

(Click on map for a larger version)

This corridor has been divided into four indicative worksites, known as Worksites A, B, C and D.

Worksite A

This worksite would use land bordered by A1020 Royal Docks Road, the Beckton Combined Heat and Power plant, and the Beckton DLR depot. Part of the site is crossed by the existing DLR line towards Beckton.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

This worksite would be used to build a new link between the existing DLR line and the proposed extension.

This would involve:

• Digging and preparing the ground
  
  
• Installing deep foundations
  
  
• Building a ramp to connect to the new viaduct
  
  
• Laying new track and installing railway equipment

The worksite would include part of the Royal Docks Road southbound slip road that connects to the Woolwich Manor Way and Ferndale Street roundabout. This slip road forms part of the public highway. To ensure the work can be carried out safely, it may need to be partially or fully closed on a temporary basis. If closures are needed, a diversion would be provided via Royal Docks Road and Woolwich Manor Way to maintain access to the Woolwich Manor Way and Ferndale Street roundabout. During any closures, existing parking on the slip road would not be available.

Construction access points would be provided from Hornet Way and the Royal Docks Road southbound slip road. Vehicles accessing the site via the southbound slip road would exit via the Woolwich Manor Way and Ferndale Street roundabout. We are also exploring the potential need for an additional construction access point from Royal Docks Road, located south of the slip road, to access the southern part of the worksite.

At this time, we expect to need this construction worksite for around two years, during the middle to later stages of the construction programme.

Worksite B

This site would start at the junction of Royal Docks Road and Armada Way. It would then run along Armada Way, ending just beyond Hornet Way. It would include the land immediately south of Armada Way and the land between Royal Docks Road, the Beckton Combined Heat and Power Plant, and Armada Way. Construction access would be provided via Hornet Way; utilities suppliers in the area would also be using this road to access their existing sites.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

This worksite would be used to build the elevated viaduct that would carry the DLR extension from Gallions Reach towards the proposed Beckton Riverside station.

The work would include:

• Clearing the site
  
  
• Moving major utilities, including gas pipes, water pipes, sewers, and telecoms cables
  
  
• Installing deep foundations
  
  
• Installing large, prefabricated sections of the viaduct and ramps
  
  
• Laying new railway track and installing railway systems

To make space for the viaduct and utilities works, Armada Way may need to be realigned between Royal Docks Road and Hornet Way. This would involve temporary lane closures and traffic management measures such as cones and temporary signals. Full road closures are not expected but very short closures may occasionally be needed to allow the delivery of unusually large items, such as the TBM.

Additionally, we are assessing the impact of diverting major utilities in this area. This includes whether there would be additional worksites needed, for example impacting the car park at Gallions Reach Shopping Park, or if this can be avoided. We are working with utility providers and landowners to assess this impact and the map below shows possible diversion routes.

(Click on map for a larger version)

At this time, we expect to need Worksite B for up to three and a half years.

Worksite C

This worksite would be on the south side of Armada Way, opposite Gallions Reach Shopping Park. It would extend south-east towards the roundabout where Armada Way meets Hornet Way.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

The site would be used to build the section of railway that comes down from an elevated viaduct to ground level and includes the proposed station at Beckton Riverside.

The work would include:

• Moving major utilities, including gas pipes, water pipes, sewers, and telecoms cables
  
  
• Building sections of new viaduct and the station at Beckton Riverside
  
  
• Creating a retained cutting (a section of railway below ground level, supported by walls)
  
  
• Building a shallow (cut-and-cover) tunnel to take the railway into a deeper (bored) tunnel under the River Thames

Space would also be set aside to store and handle excavated soil and materials within this worksite.

To carry out the work in Worksite C, a section of Armada Way to the south of the Hornet Way roundabout would need to be closed to allow construction of the shallow cut-and-cover tunnel. Access to Gallions Reach Shopping Park, Gemini Business Park, and the Beckton DLR depot would be maintained. We would work with local landowners and partners to keep bus services and local traffic moving during construction by exploring diversion options for the section of Armada Way impacted by Worksite C.

At this time, we expect to need this worksite for the majority of the construction programme as it would support some of the most intense activities to build the new extension.

Worksite D

This worksite would be located east of Armada Way, between Gemini Business Park and the River Thames. It would be accessed from the roundabout linking Armada Way and Hornet Way.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

This would be the largest worksite at Beckton Riverside and would be used for tunnelling-related activities such as TBM launch and handling of excavated material.

This work would include:

• Moving major utilities, including gas pipes, water pipes, sewers, and telecoms cables
• Continuing the shallow cut‑and‑cover tunnel from Worksite C
  
  
• Building a deep shaft where the TBM would be assembled and launched
  
  
• Handling, processing and removing the soil and material dug out during tunnelling
  
  
• Constructing a permanent shaft and access facility once tunnelling is complete

As with Worksite C, the same section of Armada Way to the south of the Hornet Way roundabout would need to be temporarily closed to allow construction of the cut-and-cover tunnel. Access to Gallions Reach Shopping Park, Gemini Business Park, and the Beckton DLR depot would be maintained. We would work with local landowners and partners to keep bus services and local traffic moving during construction.

A storm‑water attenuation pond on the site would be carefully protected during construction so it could continue to do its job of managing rainfall and reducing flood risk. The pond would be clearly fenced off to prevent construction vehicles or materials from entering the area, and dedicated routes would guide machinery safely around it.

At this time, we expect to need this worksite for the majority of the construction programme as it would support some of the most intense activities to build the extension.

Road impacts during construction

Construction traffic would mainly use Armada Way and Royal Docks Road, with onward access to the A406 and A13. We have described how each worksite could impact the road network above.

We will work closely with the London Borough of Newham to manage these changes safely for all road users.

We may also need additional changes to the road network or access for abnormal load movements. These are deliveries to site of equipment, for example the TBM, which are heavy and oversized, and need to be done outside of normal working hours when roads are quieter. These movements would be managed and planned with the London Borough of Newham and the Metropolitan Police. The majority of construction would however be done during core daytime hours.

Utilities and other local works

Utility diversion works would be required across all worksites, including around Gallions Reach Shopping Park, Armada Way, and Hornet Way. These would be planned with utility providers and landowners, and full details would form part of our application to build and operate the railway.

Thamesmead

Two worksites would be required on the south side of the river, with indicative locations identified below known as Worksites E and F.

(Click on map for a larger version)

To access these worksites, construction traffic would mainly use roads including Western Way and Eastern Way, both of which form part of the A2016 and provide onward access to the A205, A207 and the A2.

Worksite E

This worksite would be situated within the Thamesmead Waterfront development area, on the former Tripcock Landfill site. This location is not currently accessible to the public and lies to the northwest of Thamesmead town centre.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

The worksite would be used to continue building the tunnelled section of railway, as well as creating the new structures that would allow the DLR extension to rise to the surface and transition onto the viaduct towards the new proposed Thamesmead station.

Work here would include:

• Receiving the tunnel boring machine arriving from Worksite D, rotating it and then relaunching the machine for the second drive from Thamesmead to Beckton Riverside
  
  
• Building a deep tunnel shaft and head house with associated ventilation and maintenance equipment, which would provide future maintenance and emergency access to the shaft and tunnels
  
  
• Building the shallow cut-and-cover tunnels and retained cut section that would allow the DLR extension to rise to the surface and transition onto the viaduct
  
  
• Installing rail systems

Construction traffic would access the site from Western Way, crossing the Thamesmead Waterfront development area.

At this time, we expect to need this worksite for the majority of the construction programme as it would support some of the most intense activities to build the new extension.

Worksite F

This worksite would be located on the current Cannon Retail Park, accessed by Twin Tumps Way. Construction vehicles would mainly access the site from Twin Tumps Way, with some access shared with Worksite E.

Please see the proposed worksite boundary below:

(Click on map for a larger version)

This worksite would be used to build the viaduct section which would connect the cross-river section of the railway and the new station at Thamesmead.

Work here would include:

• Demolishing the existing retail buildings to make space for the new railway infrastructure
  
  
• Building the new elevated DLR station
  
  
• Building new viaducts on either side of the station to carry the railway
  
  
• Installing deep foundations (piling) to support the new structures
  
  
• Building viaduct supports and spans
  
  
• Fitting out the new station, including platforms and internal areas

Worksite F would be accessed via A2041 Central Way, with construction traffic to this worksite routing via the roundabout junction which connects Western Way, Eastern Way and Central Way rather than via Carlyle Road.

Temporary highway changes during construction are likely to be needed to build the proposed station, along Central Way, and at the roundabout junction which connects Central Way, Twin Tumps Way and Hutchins Road. We would maintain vehicle access to the car parks which serve Morrisons, Aldi, and other facilities situated in Thamesmead town centre, as well as the Morrisons Petrol Filling Station. This would be achieved by putting in place temporary lane closures, traffic management measures, and diversions for pedestrians and cyclists.

Changes to the operation of the junction in the long-term could also be required and we’re working with the Royal Borough of Greenwich, landowners and retailers to understand the safest and most effective layout.

At this time, we expect to need this construction worksite for up to three and a half years.

Utilities and other local works

Utilities works at these worksites would include:

• Disconnection of existing water, gas, and electricity mains at Cannon Retail Park
  
  
• Diversion of utilities currently located under Central Way and Twin Tumps Way
  
  
• Providing new utilities corridors to the proposed station and permanent shaft, potentially requiring works along Barnham Drive
  
  
• Relocation of communications equipment e.g. masts

The map below shows possible diversion routes for these works.

(Click on map for a larger version)

All works would be planned with utility providers and landowners, and local residents would be kept updated, with full details forming part of our application to build and operate the railway.

Landscaping would also be carried out around all sites once the main construction is complete.

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The purpose of this page is to give more information about how we would build the tunnels to connect new stations in Beckton Riverside and Thamesmead.

Example tunnel boring machine The new DLR extension would be built using the following types of tunnel construction:

• Bored tunnels: Two deep tunnels created by a tunnel boring machine (TBM) that cuts through the ground. These would be used beneath the River Thames
  
  
• Cut-and-cover tunnels: Shallower tunnel portals built by digging an open excavation from the surface, building the structure within it, and then covering it over again
  
  
• Cross passages: Tunnels dug by excavator within the bored tunnels which could be used should the tunnels need to be evacuated

Together, these methods allow the railway to run safely and connect smoothly from underground to the surface on both sides of the river. At this time, we expect all tunnelling activities, including construction of the cut-and-cover tunnels, to take around four years.

We would use a TBM to build the tunnel under the River Thames. A TBM is a very large machine that digs circular tunnels deep underground. It cuts through soil or rock, and removes the material, while maintaining the stability of the ground above, and builds the tunnel wall behind it as it progresses.

Launch and reception shafts

Before tunnelling can begin, two large vertical shafts must be built:

• A launch shaft at Beckton Riverside – where the TBM starts its journey digging the first tunnel and finishes the second tunnel
  
  
• A reception shaft at Thamesmead – where the TBM finishes the first tunnel and is turned around to begin the second tunnel.

These shafts are deep, reinforced structures that allow workers, machinery, and equipment to access the tunnel. The shafts would then be made permanent and would be used as access and emergency evacuation routes from the tunnels.

The shafts would be built in Worksites D and E, explained here.

Bored tunnels

We are proposing a twin‑bore tunnel, which means creating two separate circular tunnels running side by side beneath the River Thames. The tunnels would carry trains in opposite directions, which is the safest and most reliable way to run modern rail services. This approach is widely used across London’s rail network and provides the best balance of safety, efficiency and long‑term performance.

How the tunnel boring machine creates the two tunnel bores

1. The machine is assembled inside the Beckton Riverside launch shaft
   
   
2. It begins cutting its way beneath the River Thames
   
   
3. The machine builds the tunnel wall behind it as it progresses on its route
   
   
4. The first tunnel drive continues until the TBM reaches the reception shaft at Thamesmead

Once the TBM reaches Thamesmead, it is:

1. Retrieved from the reception shaft
   
   
2. Turned around
   
   
3. Prepared for the return journey
   
   
4. Driven back to Beckton Riverside to create the second tunnel
   
   

Additional tunnelling works

Short connecting tunnels, called cross-passages, would be built between the two main bores. These allow safe evacuation and maintenance access.

After the structural tunnels are completed, they would be fitted with:

• Track slab (the concrete base the rails sit on) and track
  
  
• Walkways for safe evacuation and maintenance access
  
  
• Drainage systems
  
  
• Power and ventilation equipment
  
  
• Signalling systems
  
  

A 24-hour tunnelling operation

TBMs must operate continuously, 24 hours a day. This is essential to:

• Maintain stable ground conditions
  
  
• Avoid the machine stopping and becoming stuck
  
  
• Ensure the tunnel advances smoothly and safely

As the tunnelling happens deep underground beneath the River Thames, it is not expected to cause disturbance. We would work to ensure that any necessary surface level work outside normal hours is kept to a minimum.

Managing excavated material

As the TBM advances, it produces excavated material. This would be carried back through the tunnel on conveyor belts and brought to the surface at the Beckton Riverside launch site for reuse or removal.

Example excavation conveyor belt

Impact on the river

The tunnels would be built deep below the River Thames, within a strong layer of chalk that is well suited for tunnelling. This approach has been used successfully for other major river crossings, including the DLR Woolwich Arsenal Extension, Silvertown tunnel and Crossrail.

All tunnelling would take place below the riverbed, and the river would remain open and undisturbed throughout construction. As chalk naturally contains water, specialist techniques would be used to control water and keep the tunnel stable while it is being dug.

The river would remain open and unaffected for boats, wildlife and river users throughout the construction period.

What else was considered

During the early stages of the project, several ways of crossing the River Thames were assessed.

Aerial view of Beckton Riverside and Thamesmead A bridge was not suitable because the river is very wide at this point, needs to remain open to large ships, and any structure would have to stay below protected flight paths for London City Airport. All these constraints made a workable design extremely difficult. An immersed‑tube tunnel was also discounted as it would have caused more disruption during construction, cost more to build, and had significant negative impacts on the river and flood defences.

A twin-bored tunnel was chosen because it is safe and reliable and has already used successfully on projects such as previous DLR extensions, the Jubilee line extension, Crossrail and the Silvertown Tunnel.

Why Beckton Riverside was selected as the main tunnelling site

Beckton Riverside was chosen as the main site and launch point for the TBM because it is the most practical and least disruptive option.

The site has direct access to major roads, including the A1020, the A13, and the A406. These roads can safely handle heavy goods vehicles, and the large loads needed for tunnelling works. Accessing Thamesmead would require construction traffic to pass through residential areas, which would cause more disruption.

Beckton Riverside has easier access to the Port of Tilbury. This is a proven location for delivering large TBM components by river barge and so presents an opportunity to use the River Thames rather than the road network. Thamesmead has no suitable nearby dock, meaning deliveries would be longer and more complex.

Assembling and launching the TBM also requires a very large temporary power supply. Our initial work has shown that this supply would only be available in the Beckton area.

Beckton Riverside provides enough space for assembling the TBM, storing tunnel lining segments, handling and treating excavated material, and providing construction welfare facilities. The site is also well connected by public transport, with Gallions Reach DLR station and local shops and services close by. For these reasons, Beckton Riverside has been selected as the main tunnelling site and TBM launch location.

Cut-and-cover tunnels on both sides of the river

At both Beckton Riverside and Thamesmead, the bored tunnels need to connect to surface-level infrastructure, such as the new DLR stations, tracks at ground level, power, signalling, control systems, and maintenance access facilities. This is achieved using cut-and-cover tunnels and tunnel portals.

Cut‑and‑cover construction involves:

• Digging a trench from the surface
  
  
• Building the tunnel walls and roof within the excavation
  
  
• Backfilling the trench and reinstating the ground above

These areas are shallow enough for construction from the surface, creating a transition between the deep bored tunnels and surface‑level railway infrastructure.

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The purpose of this page is to give more information about the options and opportunities for transporting goods and materials to and from worksites during construction.

Building the new railway would involve moving large amounts of material, including excavated material, tunnel segments, concrete and steel to and from the site. We are looking at different ways to move these materials during construction, which could involve road, river or rail-based options or a combination of them, with the aim of reducing environmental impacts wherever possible.

Road-based transport will always be needed, as many construction materials (e.g. contaminated soil), cannot be delivered by river or rail, but we are exploring opportunities to use the River Thames and other existing transport infrastructure.

Using the road network for all construction transport

Example HGV

Using the road network for transporting all materials and waste during construction would be the most reliable and flexible strategy, and suitable for all sites. We know however that this approach would result in the highest number of vehicle movements, notably Heavy Goods Vehicles (HGVs).

We have done a high-level assessment of how many HGVs may be needed across the Beckton Riverside and Thamesmead worksites, with these figures presented as average daily two-way movements, based on a five-day working week. These numbers are indicative and do not reflect a finalised construction strategy. The final strategy would take into account TfL and London-wide policies on sustainable mode use during construction.

(Click on map for a larger version)

At Beckton Riverside (Worksites A-D shown in the map above):

• Daily average daily two‑way HGV movements would be expected to range between 60 and 90 per day for much of the tunnelling programme
  
  
• During the main tunnel boring machine excavation period, average daily HGV movements would typically increase to around 90 to 120 movements per day, driven by spoil removal and associated tunnelling logistics at Worksite D. The highest average daily movements, of up to around 140 movements per day, would be limited to a very small number of individual months, coinciding with peak spoil removal
  
  
• Outside the main tunnelling phase, daily movements would be expected to be much lower, typically between 15–40 movements per day, and would gradually reduce below this range as major construction activities are completed

(Click on map for a larger version)

At Thamesmead (Worksites E and F shown in the map above):

• Overall HGV movements would be lower
  
  
• Most activity would be focused around Worksite E, where the tunnel reception shaft and associated cut‑and‑cover structures would be built
  
  
• During the busiest months, Thamesmead could experience around 10-40 movements per day, with higher levels of 50-70 movements per day occurring for short periods when excavation activity for the reception shaft is at its peak
  
  
• For much of the programme, daily movements are expected to be significantly lower, typically between five and 15 per day, reducing further below this range as construction moves into station fit‑out and finishing works

These HGV numbers focus on the largest and most predictable vehicle movements, such as:

• Excavated material
  
  
• Tunnel segments
  
  
• Major construction materials

They do not include all construction‑related traffic, such as:

• Utilities and highway diversions
  
  
• Site set‑up works
  
  
• Smaller deliveries
  
  
• Removal of general construction waste
  
  
• Workforce travel

We recognise both the environmental and the disruptive impact of HGVs on the road network, so we are continuing to look for opportunities to reduce the number of vehicle movements where possible.

Opportunities to reduce road transport

Using the River Thames

In some cases, excavated materials could be transported by barge along the River Thames to reduce HGV movements on local roads. This could be achieved either through the construction of a new pier or jetty or through the use of existing wharfs, docks or jetties along the River Thames in east London. Road transport would still be required to some extent at all sites.

Building a temporary jetty

A temporary jetty, or similar, could be built at Beckton Riverside. This could significantly reduce HGV movements and local road traffic as any excavated materials not reused in the local area could be loaded onto barges for removal by river locally. However, it would also require:

• Temporary structures in the river to form the temporary jetty causing disruption to the marine environment
  
  
• Careful assessment of environmental and navigational impacts
  
  
• Approvals from the Port of London Authority, the Environment Agency and the Marine Management Organisation

Any new river arrangements would be designed to support construction activities in the first instance, with any more permanent uses subject to further assessment.

Using existing river facilities

Instead of building new river structures, we are also looking at the opportunity to transport excavated materials by HGV to existing wharves, docks or jetties along the River Thames in east London, to then transfer onto barges. This approach could reduce overall HGV journey distances while avoiding the need for disruptive construction in the River Thames. However, it would require:

• The identification of suitable wharfs, docks or jetties locally that had available capacity
  
  
• Some HGV journeys to transport the spoil from site to the identified river facility
  
  

Using existing rail facilities

There is also potential to use rail freight, subject to further assessment of available facilities, capacity on the network and environmental impact. Some road transport would still be required to move materials to these facilities.

Ongoing assessment

Whilst we continue to explore potential opportunities to use sustainable transport modes during the construction phase, some level of road access would still be essential because many construction materials and equipment cannot be transported by barge and would still need to arrive by HGV.

We are continuing to assess construction transport by:

• Balancing environmental impacts, traffic effects and deliverability
  
  
• Working closely with the Port of London Authority, Network Rail and others
  
  
• Learning from similar projects such as the Northern line extension, Silvertown Tunnel, Thames Tideway Tunnel and HS2

We are also assessing potential sites that we could send excavated materials to. These are the locations where material would ultimately be reused, restored or otherwise managed. Preference would be given to sites that are relatively local and offer positive environmental outcomes, such as habitat creation or land restoration. The suitability and location of these sites play an important role in determining the most appropriate way to remove materials from our worksites.

Our approach to construction transport would be finalised before works start on site.

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The purpose of this page is to explain what is included in an Environmental Impact Assessment, what an Environmental Statement is and how it is used, and our approach to Green Infrastructure, Biodiversity and Carbon.

We have considered potential environmental effects across three different parts of the scheme at Beckton, the River Thames and Thamesmead. These initial considerations will be developed further through the Environmental Impact Assessment, with detailed findings set out in the Environmental Statement submitted as part of the TWAO application.

Environmental Impact Assessment process and Environmental Statement

The proposed extension to Beckton Riverside and Thamesmead will be subject to an Environmental Impact Assessment (EIA) under the Transport and Works (Applications and Objections Procedure) (England and Wales) Rules 2006.

The EIA process ensures that the likely significant environmental effects of the proposal are identified and potential mitigation measures are properly and clearly reported in an Environmental Statement. The EIA should include all significant effects, both positive and negative. The Environmental Statement is submitted as part of the Transport and Works Act Order (TWAO) application to be considered in the decision-making process.

The EIA Scoping Request sets out the topics and assessment methods that are proposed to be included within the EIA and reported in the Environmental Statement. An Opinion will be sought from the Secretary of State for Transport prior to the submission of the TWAO application.

The Environmental Statement considers a number of relevant environmental topics including:

• Air Quality
  
  
• Biodiversity and Ecology
  
  
• Climate Change resilience
  
  
• Cultural Heritage
  
  
• Greenhouse Gas Emissions
  
  
• Ground Conditions and Contamination
  
  
• Materials and Waste
  
  
• Noise and Vibration
  
  
• Townscape and Visual Impacts
  
  
• Traffic and Transport
  
  
• Water Resources and Flood Risk

Example wild flower verge

To inform the Environmental Statement, a number of supporting documents will be produced as part of the TWAO application. These include: a Transport Assessment, Wider Economic Benefits Assessment, Biodiversity Net Gain Assessment, Sustainability Statement, Health Impact Assessment and an Equalities Impact Assessment. Other documents not listed here may also be included in the TWAO application.

We will continue to engage with key environmental stakeholders such as the Environment Agency, Natural England, Historic England, the Port of London Authority, the Marine Management Organisation and the Local Planning Authorities. This engagement will ensure that due consideration is given to the likely significant environmental effects of the project and to discuss appropriate mitigation measures. We would also like your feedback through this consultation on how our proposals might impact your local environment.

Green Infrastructure (GI) and Biodiversity Net Gain (BNG)

We are undertaking additional ecological surveys this summer to support our understanding of the local environment, habitats and species which live there. This will enable us to further develop our GI and BNG proposals for the scheme as well as supporting the EIA.

As the project progresses towards a TWAO application, the scheme will follow a custom BNG route. This is because the legal requirements which apply to projects under Town and Country Planning and Nationally Significant Infrastructure Projects are currently not applied to TWAOs.

However, in line with our own policies, we are developing our own custom strategy and are aiming to provide a net gain in biodiversity. We are continuing to develop our GI and BNG proposals for the scheme and further details on our BNG strategy will be included in our TWAO submission.

Carbon

We are committed to taking further steps to reduce our whole life carbon emissions including in the delivery phase of projects and programmes to mitigate the effects of climate change and meet TfL, Mayoral, national and international decarbonisation commitments. Research, governmental publications, examples from industry and examples from within TfL have also shown that reducing whole life Carbon reduces whole life costs, demonstrating the benefits an overt focus on Carbon can have.

We are currently undertaking Carbon assessments to help us understand the whole life carbon impacts of our proposals and associated costs. This work includes producing a Carbon and Resource Plan, DfT Carbon Management Plan and using TfL’s Whole Life Carbon Model tool to help identify “hotspots” for further design work to reduce the project’s overall impact on Carbon.

Key targets and commitments come from:

• Net Zero Carbon London 2030, Mayoral target
  
  
• Science Based Targets from the Science Based Targets initiative, aligned with the Paris Agreement
  
  
• Construction Leadership Council’s 5 Client Carbon Commitments

We are also committed to delivering projects to PAS 2080 Carbon Management and we are currently working through these requirements and how we can apply them to this project.

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This page summarises the potential environmental impacts in Beckton Riverside. All impacts outlined below will undergo further evaluation through the Environmental Impact Assessment (EIA) process, during which appropriate mitigation measures will be developed. As such, these impacts should not be considered definitive at this stage.

Existing environmental conditions

Beckton, including the Beckton Riverside area has been shaped by over 100 years of industrial use. Since the 1980s, the area has begun to change. New homes, community buildings, and the DLR have been built, although parts of the old industrial landscape can still be seen, especially along the river.

(Click on map for a larger version)

Today, Beckton Riverside is part of the Royal Docks and Beckton Riverside Opportunity Area. Much of the land is underused and has significant potential for redevelopment.

Important features include:

• Retail and restaurants at Gallions Reach Shopping Park and Beckton Gateway Retail Park
  
  
• Former Beckton Gas works site and the existing DLR Depot
  
  
• Gemini Business Park and Beckton Sewage Treatment works
  
  
• Residential communities within the wider area including schools and the University of East London

The local environment in and around Beckton is influenced by:

• Road traffic from Royal Docks Road and Armada Way
  
  
• Air quality levels are influenced by nearby major roads, including the A13 and A1020
  
  
• Noise comes mainly from existing road traffic, the existing DLR line, and aircraft using London City Airport
  
  
• Local habitats include parks, waterways, planted areas, and land that is slowly returning to a more natural state
  
  

Potential changes during construction

Construction of the scheme would take place across four proposed worksites in Beckton Riverside. We have provided information about these here.

Transportation of materials to, or from the worksites may take place using roads only, or with support from the river (for example, moving materials by boat) or rail. In either case, some short‑term changes are likely.

Community and people

During construction, people may notice:

• Introduction of additional heavy goods vehicles (HGVs) on main roads associated with construction movements, which could potentially make streets feel busier and less pleasant for walking
  
  
• Changes to road layouts which could temporarily affect access to local shops, places to eat, and how people experience the area
  
  
• Visible construction activity, including temporary worksites, machinery, and structures. These would be especially noticeable near Armada Way and Royal Docks Road
  
  
• Potential temporary impacts from noise, vibration, and air quality caused by activities such as piling foundations into the ground, digging, and moving materials although there would be control measures in place to reduce any impacts
  
  
• Possible disturbance to archaeological remains, as Beckton is an Archaeological Priority Area, meaning there is a higher chance of finding remains from the past
  
  
• Temporary changes to walking and travel routes, which could be harder for people with limited mobility or those who rely on familiar, predictable routes
  
  
• A more visible and concentrated period of activity along the riverside, including piling works, crane operations, construction lighting, and vessels moving materials on the river
  
  

Green environment (plants, animals, and water)

It is possible that there may be temporary impacts on the local environment. This may result in temporary changes in conditions near sensitive habitats.

Construction could lead to:

• Temporary construction dust settling on plants, including nearby Priority Habitat woodland
  
  
• Temporary disturbance to wildlife, especially animals using roadside grass, trees, and the balancing pond area
  
  
• Small indirect effects on nearby protected nature sites, such as slight changes in air quality or groundwater
  
  
• Restrictions due to flood risk areas, meaning flood storage space must be carefully planned
  
  
• Below‑ground works disturbing buried materials in the ground, which would need careful management to avoid harm to the environment
  
  
• Short-term changes to groundwater movement caused by tunnelling or deep foundations
  
  

Brown environment (land, soil, and past industry)

Beckton has a long industrial history associated with the former gasworks and other industrial activities. Therefore, construction could lead to:

• Digging potentially uncovering contaminated soil or old industrial remains
  
  
• Likely presence of ground gases or historic pollutants which would need to be safely controlled
  
  
• Rainwater runoff potentially increasing if soil becomes compacted or waterlogged during works
  
  
• Waste from excavation and construction will need careful handling and disposal
  
  
• Emissions from construction vehicles, both on roads and the river, potentially increasing along certain routes (but only for a limited time)
  
  

Potential impacts once the scheme is operating

Community and people

After construction is complete:

• A new station and transport would create new links in the area, connections to other public transport services such as the Elizabeth Line and links to east and central London which would make it easier to reach jobs, schools, and services
  
  
• Land use will change, with the new station helping support redevelopment of the local area and the creation of a new town centre, as well as improve how people move around the area
  
  
• Permanent structures will change views, but over time they are expected to become a normal part of the local landscape
  
  
• Reduce car use by providing a high-quality public transport option, supporting a shift towards more sustainable transport and lower carbon emissions. Operational noise from trains is expected to be regular and predictable, making it easier to manage
  
  
• Archaeological remains will be protected, as no further ground disturbance is expected
  
  

Green environment

Longer term environmental effects are expected to be small and there is opportunity to create new areas which support local habitats:

• Wildlife is likely to adapt to regular and predictable train movements
  
  
• Green spaces and habitats should continue to function normally with landscaping and maintenance measures kept in place
  
  
• Surface water systems will control rainwater runoff from raised tracks and structures
  
  
• Groundwater levels and flood risk are expected to settle back to stable conditions once construction ends
  
  

Brown environment

Once operational:

• Very little ground disturbance would occur
  
  
• Existing contamination would be either remediated or contained safely beneath new structures
  
  
• Routine maintenance will produce small amounts of waste, handled through normal operating procedures
  
  
• Reduced road traffic may lead to lower pollution levels over the long term
  
  

Mitigation and management measures

Construction will follow a Code of Construction Practice which sets rules that controls how construction is carried out to reduce impacts and sets out the approach to environmental management of potential impacts.

Our Code of Construction Practice is currently in development but is likely to include:

• Require our contractors to achieve FORS accreditation and strictly adhere to Direct Vision Standards as part of our commitment to Vision Zero safety standards
  
  
• Require that are contractors are registered with the Considerate Constructors Scheme
  
  
• Controls on noise, dust, traffic, and lighting
  
  
• Archaeological surveys and protection
  
  
• Water management and flood protection measures
  
  
• Ecological management of sensitive areas during construction, careful vegetation management and working methods
  
  
• Emergency plans and pollution prevention measures

We are also developing our plans for other environmental improvements for example, Biodiversity Net Gain, which aims to restore and enhance the environment to a level better than it currently exists.

Measures we could implement include:

• New planting of native species supporting healthy habitats and ecosystems
  
  
• Nest boxes and bat roosts
  
  
• Structures that support insects and other small wildlife
  
  
• Enhancing existing watercourses to support wider species such as birds

The EIA will make a full assessment and confirm whether any significant environmental effects are likely and identify any specific suitable mitigation measures.

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This page summarises the potential environmental impacts on the River Thames if the river is utilised for construction purposes. All impacts outlined below would go through further evaluation through the Environmental Impact Assessment (EIA) process, during which appropriate mitigation measures would be developed. As such, these impacts should not be considered definitive at this stage.

(Click on map for a larger version)

Existing environmental conditions

The River Thames is a large tidal river, with water levels rising and falling several metres during each tide cycle. It has been heavily modified over the years with flood defences, wharves and quays lining much of its tidal length.

At low tide, areas of foreshore are exposed along both side of the river at this location. These are important for wildlife and have the potential to contain archaeological remains.

The river supports fish, marine mammals and bird life and forms part of the functional floodplain, meaning it regularly floods and helps store flood water safely.

The River Thames is also a busy working river, used for commercial shipping, leisure boating, tourism, and walking and cycling along the Thames Path.

Construction effects

Construction impacts will depend on how the river is used. Existing wharves may be used, or temporary structures such as piers or jetties may be installed in the river. These temporary structures would be removed after construction.

Possible short‑term effects include:

• Changes to views, noise and activity along the river
  
  
• Temporary disturbance to wildlife and habitats
  
  
• Small, localised risks to water quality
  
  
• Disturbance of riverbed sediments or historic material

Care will be taken to ensure tidal flows and flood risk are not affected.

After construction

All temporary river structures would be removed and the river is expected to return to its current condition. The removal of any temporary structures would be carefully managed and any permanent mitigation would be agreed and implemented to ensure there are no long-term effects.

Mitigation

All works in the river would follow a Code of Construction Practice, including controls on:

• Noise, vibration and lighting
  
  
• Protection of wildlife
  
  
• Archaeological monitoring
  
  
• Pollution prevention and spill response
  
  
• Navigational safety, agreed with the Port of London Authority

If the river is used for construction purposes, the EIA will confirm whether any significant effects are likely and whether further mitigation is required.

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This page summarises the potential environmental impacts in Thamesmead. All impacts outlined below will undergo further evaluation through the Environmental Impact Assessment (EIA) process, during which appropriate mitigation measures will be developed. As such, these impacts should not be considered definitive at this stage.

Existing environmental conditions

Thamesmead was built on former marshland and designed as a “New Town.” This history explains its distinctive layout: large housing estates, wide open spaces, and a connected system of lakes and waterways.

(Click on map for a larger version)

Important features include:

• Twin Tumps and Thamesmere, which are designated Sites of Importance for Nature Conservation, areas recognised by local authorities for their value to wildlife
  
  
• Thamesmead town centre and associated retail
  
  
• Residential areas and schools

The local environment in and around Thamesmead is influenced by:

• Road traffic from Central Way and local roads in and around Thamesmead town centre
  
  
• General neighbourhood residential activity and the town centre
  
  
• Noise levels are typical for a residential urban area and are lower than in places with heavy industry
  
  
• Air quality levels (associated with road transport) which are usually higher near major routes such as roads towards Woolwich and Abbey Wood
  
  
• Thamesmead also lies within the Royal Arsenal East Archaeological Priority Area, meaning there is a possibility of finding remains from earlier settlement or land use
  
  

Potential changes during construction

The project would try to minimise material movements by reusing excavated materials on site where possible and using recycled materials, helping to reduce the number of road‑based vehicle trips.

Community and people

Short‑term effects during construction may include:

• Introduction of additional heavy goods vehicle (HGV) traffic within the construction worksites and along Central Way and Eastern Way
  
  
• Visual changes near the elevated station and viaduct, including construction compounds, machinery, and temporary use of open space
  
  
• Temporary changes to walking routes and local connections, with some paths diverted or restricted
  
  
• Possible discovery of archaeological remains, which would require investigation and protection
  
  
• Temporary increases in noise, vibration, and air quality
  
  
• Short‑term disruption near community buildings, schools, shops, and local centres

Green environment (wildlife, habitats, and water)

Construction activity may affect:

• Wildlife and habitats identified within or nearby locally designated wildlife sites due to noise, lighting, and increased human activity
  
  
• Vegetation along haul routes, which may be exposed to dust or disturbance from vehicles
  
  
• Surface‑water systems, including lakes and drainage channels, which must be protected from polluted runoff or accidental spills
  
  
• Flood‑risk areas, where extra drainage or water‑storage measures may be needed
  
  
• Groundwater pathways, which may experience small, temporary changes due to piling or excavation

Brown environment (land, soil, and past uses)

Parts of Thamesmead were previously used for landfill and other historic activities. Therefore, it is possible that:

• Excavation may uncover contaminated soil, which would need careful and controlled handling and disposal
  
  
• Introduction of additional heavy‑vehicle movements may temporarily raise traffic levels and emissions
  
  
• Unexpected ground conditions may be discovered during earthworks, requiring additional mitigation
  
  

Effects during operation

Community and people

Once the DLR extension is open, it is expected to:

• Greatly improve transport connections, particularly for communities currently reliant on buses or private cars
  
  
• Support regeneration of the retail park and surrounding areas and support development at Thamesmead Waterfront
  
  
• Introduce new permanent structures, including the station and viaduct. These would change local views but are expected to become part of Thamesmead’s identity over time
  
  
• Generate operational noise, which would be regular and predictable, and much lower than construction noise
  
  
• Reduce car use, helping to improve local air quality
  
  
• Avoid further archaeological impacts, as major ground disturbance will have ended

Green environment

Longer term environmental effects are expected to be small and there is opportunity to create new areas which support local habitats:

• Wildlife is likely to adapt to regular and predictable train movements
  
  
• The elevated railway design helps protect ground‑level habitats by keeping most activity above them
  
  
• Shading beneath the viaduct may slightly affect local temperatures and plant growth (known as microclimate effects)
  
  
• Stormwater treatment systems will protect lakes and other surface‑water features from pollution
  
  
• Flood‑risk conditions should remain stable through well‑designed drainage systems

Brown environment

Once operational:

• Very little ground disturbance would occur
  
  
• Elevated structures reduce contact with soil, lowering environmental risk
  
  
• Only small amounts of waste will be generated through routine maintenance
  
  
• Long‑term environmental benefits are expected as more people switch from cars to public transport

Mitigation and management measures

Construction will follow a Code of Construction Practice which sets rules that controls how construction is carried out to reduce impacts and sets out the approach to environmental management of potential impacts.

Our Code of Construction Practice is currently in development but is likely to include:

• Require our contractors to achieve FORS accreditation and strictly adhere to Direct Vision Standards as part of our commitment to Vision Zero safety standards
  
  
• Require that are contractors are registered with the Considerate Constructors Scheme
  
  
• Controls on noise, dust, lighting, and traffic
  
  
• Archaeological investigation and recording
  
  
• Temporary wildlife‑friendly features and protection of existing vegetation
  
  
• Drainage and dewatering management
  
  
• Emergency response procedures
  
  
• Ongoing monitoring of noise, traffic, dust, and flood‑risk measures

We are also developing our plans for other environmental improvements for example, Biodiversity Net Gain, which aims to restore and enhance the environment to a level better than it currently exists.

Measures we could implement include:

• New planting of native species supporting healthy habitats and ecosystems
  
  
• Nest boxes and bat roosts
  
  
• Structures that support insects and other small wildlife
  
  
• Enhancing existing watercourses to support wider species such as birds.

The EIA will make a full assessment and confirm whether any significant environmental effects are likely and identify any specific suitable mitigation measures.

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What is a Transport and Works Act Order?

Following this consultation, we will start to finalise our proposals ready to submit a Transport and Works Act Order (TWAO) application to the Sectary of State for Transport to make a decision on the scheme.Houses of Parliament

A TWAO is a statutory instrument made by the Secretary of State under the Transport and Works Act 1992. A TWAO can authorise the construction, operation and maintenance of new transport infrastructure, such as the proposed extension of the DLR to Thamesmead.

A TWAO may also provide compulsory powers for acquiring property interests and rights. A TWAO application could also be accompanied by a request to the Secretary of State for Transport to give a direction for deemed planning permission for the works to be authorised by a TWAO, meaning that planning permission could be granted by the government rather than the local planning authority.

Land Acquisition and Compensation

The land and property needed for the extension would be acquired either voluntarily or by compulsory purchase powers granted through a TWAO. Where possible we would seek to reach an agreement with landowners to acquire land needed for the scheme in advance of the TWAO application. Owners and occupiers of land that may be compulsorily acquired for the purposes of our proposals may be entitled to claim compensation.

The TWAO Application Process

The TWAO application would include:

• A draft of the proposed TWAO for the extension which would grant the required powers to construct and operate the extension
  
  
• A request to the Secretary of State for Transport for a direction for deemed planning permission
  
  
• An Environmental Statement which provides a description of the proposed scheme and how we propose to carry out the works and manage the construction process. It also sets out how the proposed scheme may affect the environment and how we propose to reduce those potential effects to an acceptable level
  
  
• A non-technical summary of the environmental statement
  
  
• A Funding Statement
  
  
• A Consultation Report
  
  
• A Design and Access Statement
  
  
• A Statement of Aims
  
  
• Supporting plans and documents
  
  

How the decision-making process works

Following our submission of the TWAO application, a formal process will be followed where you can have your say.

1. Public representation period

Once TfL submits the TWAO application, there will be a 42‑day period when anyone can send in comments, support, or objections to the Secretary of State.

2. Potential Public Inquiry

It is possible that an independent Public Inquiry will be held. This is a formal process where an Inspector listens to evidence from TfL, stakeholders, and members of the public.

The inquiry usually involves:

• Statements of Case – written summaries of what each participant plans to say
  
  
• A pre-inquiry meeting, run by the inspector, to explain how everything will work
  
  
• Proofs of Evidence – detailed documents submitted four weeks before the Public Inquiry
  
  
• Questioning of expert witnesses during the inquiry

3. The Inspector’s report

The Inspector writes a report with recommendations and sends it to the Secretary of State for Transport.

4. Final decision

The Secretary of State will decide whether to:

• Approve the TWAO – in this case we would be officially given permission to build the project. This includes using or buying land needed and carrying all out all works described in the application
  
  
• Reject the TWAO – we would not be allowed to build the project as we have proposed it. Powers to buy land would not be granted and we would likely have to submit a revised application
  
  
• Approve the TWAO with changes – sometimes the Secretary of State agrees that a project should go ahead but with certain changes to the TWAO. In this case we would need to carry out these adjustments, which would be clearly set out in the written decision

The decision will be published in writing, and anyone who took part in the inquiry will receive a copy.

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