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A part of the 'current trends in municipal engineering' feature, this paper is a case study concerning the site assembly and comprehensive redevelopment of contaminated land. The site is in fragmented ownership and comprises mainly run-down commercial premises, many vacant or derelict, that have seen little investment for many years and is severed by six east-west public roads along its length. Because the site, in East London, aligns with one of the Mayor's strategic objectives there is a strong case for enabling development owing to its proximity to a public transport interchange. Through the intervention of the London Development Agency and a design brief for the site a compulsory purchase order was brought about comprising approximately 2?4 ha. There is a considerable body of policy support for the regeneration of urban areas in decline, emanating from national government policy cascading down to local level. There is a compelling case for the regeneration of the compulsory purchase order land and common consent that the compulsory purchase order site is in a state of severe decay and continuing decline. It has a seriously adverse impact on the immediate area for a combination of reasons. [ABSTRACT FROM AUTHOR]

The Thames Water ring main extension is a 4·5 km long tunnel from Stoke Newington, in the London borough of Hackney, to New River Head in Finsbury, in the London borough of Islington. The 2·85 m i.d. tunnel was excavated by an earth pressure balance tunnel-boring machine (TBM) at depths between 40 and 60 m below the surface. Surface settlements along the route were measured by precise levelling, and were found to be small. It was therefore even more important to measure these settlements as accurately as possible, in order to provide informed estimates of subsurface movements induced in third-party underground structures much closer to the tunnel horizon. Because of the relatively large magnitude of the background movements measured, when compared with the small tunnel-induced settlements, it was necessary to adopt a rigorous statistical method to fit a Gaussian curve to the data. This exploited the analogy of the 'error function' to define the Gaussian curve parameters and . In all, 13 tunnels were underpassed successfully by the TBM, all within the 'conservative expected value' predictions, and without incident. The predictions and structural monitoring schemes undertaken for the High Speed 1 tunnels near Corsica Street and the Northern line tunnels near Angel station are described in the paper. It was found that the surface and subsurface trough width parameter did not vary with depth as predicted: therefore a new relationship is proposed. [ABSTRACT FROM AUTHOR]