This station is the first new station on the line to have been constructed inside the London Docklands Development Corporation's zone. It was constructed as part of the Surrey Quays redevelopment plan and is expected to be used by 6,700 passengers in the peak morning rush hour and service 10,000 local residents and 6,000 workers. A connection with the East London Line and a new bus station above links the station with the rest of London's transport system.
On the face of it, Canada Water seems a straightforward construction task on a greenfield site. In reality it is complicated by being right next to a dock and two 22 storey tower blocks.
But the biggest technical challenge for contractor Tarmac - originally Wimpey until the two firms swapped assets in 1995 - while building the 22m deep, 22m wide by 130m box, was accommodating the live East London Line as it passed directly through the station 10m below ground level.
The excavation began inside the anchored and propped secant piled box while trains continued to run, but the extended closure of the East London Line to refurbish the adjacent Thames Tunnel allowed the new bridge carrying the line through the station to be built in peace. This also meant that the permanent enclosure for the railway could be built while excavation continued below.
But while the programme was getting help at one end of the box it was slowed at the other. Tunnelling delays on the adjacent contract meant that to save time the boring machines had to be lifted out at Canada Water and returned east to restart tunnelling at Durands Wharf rather than be dismantled. As a result Tarmac had to stop work on the eastern end of the station for three months while it waited for the TBMs to arrive.
Problems remained after the civils work finished, as many of the electrical and mechanical details had to be redesigned when the original architect Herron Associates pulled off the job. Joint venture consultant Benaim- Works was drafted in on site to work with the contractors to get the job done.
Work was also held up late in the job to allow sections of track to be lowered into the station tunnels and fixed by hand. But this saved time overall, as it allowed associated fit out work to continue ahead of the system-wide track laying contractor.