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Partial alternative to Barn ElmsIntrod

uction

Carnwath Road Riverside

Currently, untreated sewage regularly overows into the River Thames from Londons Victorian sewerage systemvia combined sewer overows (CSOs). The proposed Thames Tunnel would intercept these overows through theuse of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. Thesewage ow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reduction

in untreated sewage entering the River Thames would bring long-term benets for the environment and users ofthe River Thames. In order to deliver the project we need a number of sites along the route and this documentidenties our current preferred site at Carnwath Road Riverside.

Thames Tunnel

Siteinformationpaper

1

Key facts

Local authority: Hammersmith and FulhamSite type: Main tunnel drive and reception site; and

reception site for Frogmore connection tunnel

Duration of main construction works: Approximately six years.

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We are proposing to use the land to the south of

Carnwath Road and in the foreshore of the River

Thames for this construction work and to accommodate

permanent building and structures required to operate

the main tunnel. The site would be used to drive the main

tunnel to Acton Storm Tanks and receive the main tunnel

from Kirtling Street. We also need a worksite to receive

a long connection tunnel, driven from Dormay Street

and known as the Frogmore connection tunnel, which

connects the existing local CSOs at Dormay Street andKing Georges Park to the main tunnel from the site at

Dormay Street.

The location of the site is shown in Figure 1A. The site

incorporates Whiffin Wharf, Hurlingham Wharf and

Carnwath Road Industrial Estate, which are collectively

referred to in this site information paper as Carnwath

Road Riverside. Whiffin Wharf is intermittently used for

temporary storage purposes; Hurlingham Wharf has beenvacant since 1998 although it is currently occupied by a

vehicle storage use; and the Carnwath Road Industrial

Estate contains a mix of two storey industrial, retail and

warehouse units.

Section 1: Introduction and site informationThe Piper Building and Philpot Square are to the north of

the site. The Piper Building is at the corner of CarnwathRoad and Peterborough Road, and comprises of a mix of

commercial and residential units. A PC World superstore is

located to the east. There are more residential properties

to the west of the site. The River Thames is located to

the south of the site. The site is within the Sands End

Conservation Area.

This site information paper sets out our proposals at

Carnwath Road Riverside. We have also produced projectinformation papers, which cover overarching topics

relating to the project. Where we consider that a project

information paper is particularly relevant, we have

highlighted this in a related documents box. At the end

of this site information paper is a list of other documents,

which may be of interest and a glossary of terms.

Related documents:

Build

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Introduction

3

Figure 1A: Carnwath Road Riverside location plan

WhiffinWharf

CarnwathRoad

BroomhouseLane

PeterboroughRoad

The Piper

BuildingWand

sworth

Bridg

e

PhilpotSquare

HurlinghamWharf

Carnwath Road

Industrial Estate

N

WANDSWORTH

HAMMERSMITH &FULHAM Local authority boundary

Draft limit of land to beacquired or used

Proposed tunnelroute centreline

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How we chose this site

Main tunnel site

What we proposed at phase one consultation

In addition to sites to intercept the CSOs, we require sites

to build the main tunnel at:

each end of the main tunnel in west and east London

suitable intervals along the route of the main tunnel

locations where the type of geology that the main

tunnel goes through changes.

Prior to identifying the precise location of the main

tunnel sites, we established the broad areas within which

they would be needed. One of the main tunnel sites was

required between Hammersmith Bridge and Albert Bridge,

where the geology changes from clay to sands.

At phase one consultation, which was held betweenSeptember 2010 and January 2011, our preferred site

in this area was Barn Elms. At Barn Elms, we would have

driven the main tunnel west to Hammersmith Pumping

Station (where the main tunnel ended), east to Tideway

Walk and intercepted the West Putney Storm Relief CSO.

Why we have amended our proposals

Since January 2011, we have considered the commentsfrom phase one consultation, feedback from ongoing

engagement and new information; and undertaken

further technical work. We have reviewed possible sites

and our tunnelling strategy, which considers how sites

might be linked together to construct the main tunnel.

In considering our tunnelling strategy options, there were

a number of factors we had to take into account. Due

to a change of circumstances around the Hammersmith

Pumping Station site we needed to find an alternative

site to receive the main tunnel. Further, given our proposal

to extend the main tunnel to Acton Storm Tanks and ourconclusion that it would be a main tunnel reception site,

we also needed to identify a site in the area between

Hammersmith Bridge and Albert Bridge to drive the main

tunnel to Acton Storm Tanks. This site would also need to

receive the main tunnel from Kirtling Street.

As part of our further technical work, we reviewed whether

we could reduce the size of our main tunnel drive sites.

Where the ground conditions are clay, it was concludedthat it was possible to reduce the size of the main tunnel

drive sites. Therefore we re-assessed potential sites,

including Carnwath Road Riverside, which was previously

discounted as the site fell below the size threshold used

for site selection prior to phase one consultation. Since

Carnwath Road Riverside is not located next to the CSO

a combined main tunnel drive and CSO site is no longer

possible. Our preferred site to intercept the CSO remains

Barn Elms.

Given the identification of a new shortlisted site, in April

2011 we held drop-in sessions for the community around

the site to understand any local issues they may have,

should there be a site in this location. We reviewed all the

comments we received and have taken these into account

as part of the site selection process.

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Introduction

5

Figure 1B: Preferred and shortlisted sites

N

Preferred site Carnwath Road Riverside

Other shortlisted site locations

Local authority boundaryHAMMERSMITH &FULHAM

WANDSWORTH

Site 1

Site 2

Site 3

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What we are proposing at phase two consultation

We have identified four shortlisted sites to receive the

main tunnel from Kirtling Street and drive the main

tunnel to Acton Storm Tanks, as shown in Figure 1B. The

sites are:

Barn Elms (site 1)

Feathers Wharf (site 2)

Fulham Depot (site 3)

Carnwath Road Riverside (our preferred site).

Carnwath Road Riverside is our preferred site because

it is a brownfield site and the presence of wharves at

this site combined with the width of the River Thames

at this point would allow the use of larger barges to

remove material excavated during construction of the

main tunnel. There would be much less conflict with the

recreational users of the River Thames than at Barn Elms.

Site 1 Barn Elms is a shortlisted site and considered

to be less suitable than our preferred site because it is a

greenfield site, which is designated as Metropolitan Open

Land, and there would be a temporary and permanent

loss of playing fields. We would also need to build jetty

facilities; the width of the River Thames at this point

means we could only use smaller barges to remove

excavated material; and there would also be disruption to

the Thames Path.

Site 2 Feathers Wharfis a shortlisted site and

considered to be less suitable than our preferred site

because it is too small to accommodate all the works and

no viable partner site could be identified.

Site 3 Fulham Depot is a shortlisted site and considered

to be less suitable than our preferred site because it is

too small to accommodate all the works and no viable

partner site could be identified.

Frogmore connection tunnel

What we proposed at phase one consultationDue to the location of the Frogmore Storm Relief

Bell Lane Creek CSO and the Frogmore Storm Relief

Buckhold Road CSO, the Frogmore connection tunnel

is required to transfer the flows from these CSOs to the

main tunnel.

At phase one consultation we proposed to connect the

Frogmore connection tunnel directly into the main tunnel.

Why we have amended our proposals

Following a review of our preferred sites we have

re-assessed the sites from which we could drive the

Frogmore connection tunnel.

What we are proposing at phase two consultation

As a result of changes to our sites since phase one

consultation we have looked at King Georges Park,

Dormay Street and Carnwath Road Riverside to identify

an appropriate site from which to drive the Frogmore

connection tunnel. Our preferred site is Dormay Street

because it minimises the effect on King Georges Park and

reduces the duration of construction works at Carnwath

Road Riverside.

Carnwath Road Riverside would therefore be used as a

reception site for the Frogmore connection tunnel.

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Introduction

7

Related documents:

Changes

Q&A Consultation

Site selection

Acton Storm Tanks

Barn Elms

Dormay Street

King Georges Park

AST

KGP

DS

BE

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Construction

Construction

9

Section 2: Construction

Construction activitiesConstruction activities are required to build the maintunnel. We would construct a shaft with an internal

diameter of approximately 25m. Once completed a

tunnel boring machine would be lowered into the shaft

(approximately 42m deep), and would drive the main

tunnel to Acton Storm Tanks. Excavated material from the

tunnel drive would be removed from the shaft and taken

off site. The same shaft would also receive the tunnel

boring machines from Kirtling Street and Dormay Streetwhich would be dismantled and removed from the site.

The shaft would also be used to install the secondary

lining into the main tunnel. Figure 2A illustrates the below

ground infrastructure proposed.

Main tunnel

Frogmore

connection tunnel

Shaft

Figure 2A: Illustration showing typical elements of below ground infrastructure

Related documents:

Build

Managing construction

These activities would take place within the area

indicated by the red line in Figure 1A, in six main phases,

lasting approximately five to five and a half years. Works

carried out in advance of the main construction, such

as connecting a power supply and other utilities means

that the overall period of construction is likely to be

approximately six years. The main construction activities

associated with these phases are set out in Table 2.1.

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Advance

works

Phase 1

Site setup

Figure reference Figure 2C

Typical working hours Varies Standard

Mainconstructiona

ctivities

Utilities connected Utilities diverted or protected

Site cleared

Temporary works in the River Thames constructed

Site facilities and access set up

Shaft excavated and built

Tunnel boring machine delivered to site and assembled

Tunnel excavated and built

Tunnel boring machine removed from shaft and disassembled

Internal (secondary) tunnel lining constructed

Above and below ground structures constructed

Mechanical and electrical equipment installed

Temporary works in the River Thames removed

Site restored and landscaped

Temporary site facilities removed

Table 2.1: Main activities during construction phases

Our typical working hours are expected to be:

Standard: 8am-6pm weekdays, 8am-1pm Saturday*

Extended standard: 6pm-10pm weekdays, 1pm-5pm SaturdaysContinuous: 24 hours a day, seven days a week**

Varies: Working hours for advanced works will depend on the nature of the works and will be

agreed with the local authority

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Construction

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Phase 2

Shaft construction

Phase 3

Tunnelling

Phase 4

Secondary lining

Phase 5

Construction of

other structures

Phase 6

Completion of

works and siterestoration

Figure 2C Figure 2D Figure 2E Figure 2E

Standard with

occasional extended

standard

Continuous Continuous Standard Standard

* Standard working hours would also include, subject to agreement with the local authority:

a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site.

equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday.

** The main activities taking place 24 hours a day are below ground or within an enclosure.

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Site layout and construction phases

Figures 2C, 2D and 2E show how the site might be laid

out during the construction phases, which are set outin Table 2.1 and Figure 2B. These layouts have been

informed by the size of the infrastructure proposed,

the construction methods required and the location

of neighbouring buildings and structures. They have

also been developed to minimise effects on the local

community and environment. Particular factors at this site

that have influenced the layout are as follows:

The site layout would capitalise on existing riverinfrastructure through the use of the safeguarded wharf

during construction to remove excavated material.

Site access has been arranged so it is not directly

opposite residential units.

While continuous tunnelling is taking place, the working

area would be enclosed in a temporary structure which

would significantly reduce noise levels.

The site layouts are indicative only, and the contractor

may arrange the site in a different way, depending onthe chosen construction methods, provided that any

environmental effects are appropriately managed, and

that the main construction activities are undertaken

within the red line shown in Figure 1A.

P1

P2

P3

P4

P5

P6

Year 1 Year 2 Year 3 Year 4 Year 5 Year 6

Advance

works

Figure 2B: Construction timeline showing approximate duration of works in phases (P)

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Construction

13

Figure 2C: Illustrative phases 1 and 2 construction plan

Cranes Campshed Barge Jack up bargesupporting pilingoperations

Shaft

HAMMERSMITH &FULHAM

WANDSWORTH

Maximum extent ofconstruction site forphases 1 and 2

Site hoarding

Local authorityboundary

Site support/welfare

Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access

Existing Thames Path

Thames Path diversion

N

CarnwathRo

ad

PeterboroughRoad

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Figure 2D: Illustrative phase 3 construction plan

BargesGantry craneShaft

Conveyor

WANDSWORTH

HAMMERSMITH &

FULHAM

Maximum extent ofconstruction site for phase 3

Site hoarding

Local authority boundary


Excavated material storageand processing



Internal site road

Site access



Noise enclosure over shaftand gantry crane

N

CarnwathRo

ad

PeterboroughRoa

d

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Construction

15

Figure 2E: Illustrative phases 4 and 5 construction plan

N

Option for contractorto transport materials

using barges

Gantry crane

Crane

Shaft

WANDSWORTH

HAMMERSMITH &

FULHAM

Maximum extent ofconstruction site forphases 4 and 5

Site hoarding





Internal site road

Site access



Noise enclosure overshaft and gantry crane

CarnwathRo

ad

PeterboroughRoad

C th R d Ri id

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Additional works and activities

The main construction activities at this site are set out in

Table 2.1. We would also need to undertake additional

works and activities, some of which may be located

outside of the area indicated by the red line in Figure 1A.

The anticipated additional works and activities are set

out in Table 2.2.

When Type of works What we would do

Required for

construction

phase

Installation of equipment to monitor

environmental matters such as noise,

vibration and dust

The locations of monitoring equipment would

be agreed with the local authority and relevant

landowners.

Protection works to third party structures

(such as buildings, bridges and tunnels).

We would undertake studies to identify any effects our

construction work may have on third party structures.

The studies may recommend particular construction

methods or, in very limited instances, protection works.

Temporary connection to utilities (such as

water, sewer, phone and electricity supply).

We expect to make a connection to water, sewer andphone supplies in Carnwath Road.

A major new electricity supply would be required at

this site to provide power during construction. We

expect to connect to an electricity supply in Townmead

Road, running cables along Carnwath Road and across

Wandsworth Bridge Road (A217).

Traffic management works.These may need to extend beyond our site and couldinclude relocating kerb lines, repainting road lines and

modifying traffic signals.

Dredging.

There is a possibility that as the detailed design is

developed we may need to undertake dredging to

allow barges to get to and from our site.

Required for

operational

phase

Permanent connection to utilities (such as

water, phone and electricity supply) for the

operational tunnel.

We expect to connect to utilities in Carnwath Road.

Table 2.2: Additional works and activities

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Construction

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Construction transport and access

We propose to use barges to transport the majority of

excavated material from the shaft and tunnel. It is not

generally practical and cost effective to transport all

materials to and from the site by barge so we would

still need to transport some materials by road. We

would however give the contractor the flexibility to

determine the most practical and cost-effective means of

transporting other materials and equipment.

Each barge would remove approximately 45 lorries from

the road. Using barges at this site would reduce the

number of lorry visits to/from this site by approximately

60% (saving 44,000 lorry visits over the construction

period of approximately six years). Table 2.3 sets out the

anticipated average daily number of lorries and barges

visiting (ie travelling to and from) the site during the

peak months of each phase, based on moving excavated

material from the tunnel by barge.

Phase 1

Site setup

Phase 2

Shaftconstruction

Phase 3

Tunnelling

Phase 4

Secondarylining

Phase 5

Constructionof otherstructures

Phase 6

Completionof worksand site

restoration

Average daily

lorry visits26 lorries 25 lorries 31 lorries 33 lorries 18 lorries 5 lorries

Average daily

barge visits none 2 barges 2 barges none none none

Table 2.3: Average daily lorry and barge visits during the peak months

Related documents:

Transport

Carn ath Road Ri erside

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Construction traffic coming from the north would access

the site via the New Kings Road (A308) and Wandsworth

Bridge Road (A217), turning right into Carnwath Road.

Construction traffic coming from the south would accessthe site via the Wandsworth Road (A217), turning left into

Carnwath Road. Traffic would enter the site through one

of two new entrances on Carnwath Road. Traffic would

leave the site via the same route. These access routes

are shown on Figure 2F. Beyond this, construction traffic

would use the major road network to get to and from its

final destination.

We may need to suspend or relocate some parking bayson Carnwath Road during construction. We may also

need to make modifications to the junction of Carnwath

Road and Wandsworth Bridge Road to accommodate the

movement of construction traffic. The Thames Path runs

through part of our construction site. We would create

a temporary diversion of the Thames Path around the

outside of our site along Carnwath Road for the duration

of our works as indicated on Figures 2C-2E. Based on

our current design, we do not anticipate that any otherfootpath or road diversions or bus stop relocations would

be required.

Construction

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Construction

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Figure 2F: Proposed access route to the site from the nearest major road

WandsworthBridge Road

New Kings Road

Suspensionof parking

Suspensionof parking

WandsworthBridge

Junction modifications

A308

A217

Carnwath Road

Carnwath

Road

Carnwath

Road

NLeft turn in, rightturn out

Left turn in,right turn

out

HAMMERSMITH & FULHAM

KENSINGTON &CHELSEA

WANDSWORTH

Draft limit of land tobe acquired or used

Internal site road

Site access


Transport for London(TfL) road network

Proposed lorry access toTfL road network


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Issue Our response

The site is located within the proposed

South Fulham Riverside Regeneration

area.

Construction of the tunnel in this location is not expected to affect the

wider regeneration of the area. Our proposals for the permanent layout and

design of the site would also bring long term benefits to the local area.

Construction activities would require the

permanent relocation of Carnwath RoadIndustrial Estate.

We are consulting with the London Borough of Hammersmith and Fulham

to manage the relocation process.

Possible effect of construction vehicles

on the volume of traffic on Carnwath

Road and Wandsworth Bridge Road

(A217).

Construction works at this site would generate large volumes of excavated

material which would need to be transported off site. We have sought

to minimise disruption to the local road network through our site layout

and design. We would manage the effects of road transport through our

traffic management plans, which will seek to limit the number of vehicle

movements and hours of operation, identify the most suitable site access

points and any necessary highway management arrangements. As alreadyset out, we also propose to use barges to transport the excavated material

from the tunnel, which would significantly reduce the number of lorry

movements from this site.

Temporary suspension or relocation

of some on-street parking on

Carnwath Road.

The extent and duration of the suspension of any on-street parking during

construction would be minimised as far as possible. We are investigating

options for temporary replacement parking provision during construction

where necessary.

Temporary diversion of the Thames Path.The section of the Thames Path running through the construction site wouldbe temporarily diverted around the outside of the site, via a safe alternative

route along Carnwath Road.

Management of construction works

Our construction works would be managed in accordance

with an agreed Code of construction practice (CoCP).For phase two consultation, we have produced a draft

CoCP Part A: General requirements, informed by CoCPsfrom other major construction projects in London and

consultation with the local authorities. Through the

environmental impact assessment process, scheme-

wide principles to address potential effects on the local

environment have been identified and integrated into

the design. The CoCP Part A sets out scheme-wide control

measures that would be used to minimise potential

effects during the construction process.

Table 2.4 sets out what we consider to be the key issues

for this site during construction, and how we are currently

proposing to address them.

Construction

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Construction

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Table 2.4: Key issues relating to construction

Issue Our response

Use of barges to transport materials

to and from the construction site may

conflict with use of the Hurlingham

Yacht Club pier.

Barges are proposed to dock at the centre and eastern end of the site,

which is further away from the Hurlingham Yacht Club pier than the

safeguarded Hurlingham Wharf. There is adequate room to manoeuvre the

barges to the site without affecting access for the Hurlingham Yacht

Club pier.

Possible effect of noise and vibration on

neighbouring areas.

The contractor would be required to implement noise and vibration control

measures at the worksite, which will be set out in the CoCP. We need to

undertake continuous tunnelling at this site for reasons of safety, cost

and programme. While continuous tunnelling is taking place, the working

area would be enclosed in a temporary structure which would significantly

reduce noise levels. Materials needed to construct the tunnel at night would

also be loaded into the building during the day, to minimise machinery and

vehicle movements at night.

Possible effects on local air quality and

dust nuisance in neighbouring areas.

Preliminary findings indicate that while there is the potential for dust

nuisance effects, there are unlikely to be any significant local air quality

effects at any of the sites. The contractor would put in place air and dust

control measures at the worksite, which will be set out in the CoCP. This

would include enclosing the working area whilst tunnelling works are carried

out to limit dust leaving the site.

Related documents:

Environment

Managing construction


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Section 3: Future use

This section describes the site after the completion of the

construction work, ie when the main tunnel is in use the

operational phase.

Design

The design of the permanent use and appearance

of the structures at Carnwath Road Riverside follows

our scheme-wide principles and takes into account

comments raised during ongoing engagement with theLondon Borough of Hammersmith and Fulham and other

technical consultees.

Our permanent works need to incorporate functional

elements, which are required for the operation of the

tunnel. These include:

Underground structures with ground level access covers

including a main tunnel shaft with an internal diameter

of approximately 25m.

A ventilation building containing fans, filters and

electrical and control equipment.

A ventilation column up to 15m high.

Maintenance vehicle access.

Table 3.1 sets out the site specific issues that have

influenced our permanent design proposals and how wehave addressed them in our proposed design.

Future use

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Future

use

23

Table 3.1: Site specific issues that have influenced our permanent design

Issue Our response

Alignment of the proposed

Wimbledon to Kensal Green

Cable Tunnel.

The alignment and depth of the proposed Wimbledon to Kensal Green Cable Tunnel

made it necessary to locate our permanent works west of the Carnwath Road

Industrial Estate.

Effect of permanent works

on residential amenity and

business properties.

The ventilation building and column are being designed to respect the existing business

and residential context and built form. We are considering adding interest to the design

by using bespoke pre-cast concrete panels etched with a nature design and partly glazed

with timber or metal fins to offer views of the equipment. We are also proposing a

biodiverse roof that would provide a wildlife habitat.

The building is being designed to avoid compromising the future regeneration of

the area.

The permanent works have been located in accordance with the access and visual

corridor proposed in the councils planning policies for South Fulham.

Effects on the proposed

South Fulham Riverside

Regeneration area.

The proposals are not expected to affect the wider and regeneration of the area.

The likely junction improvements necessary at the Carnwath Road/Wandsworth Bridge

Road (A217) junction would facilitate regeneration through increased highway capacity.

Effect on the Thames Path.

The design of the permanent works allow for an extension of the Thames Path.

The Thames Path would be reinstated along the frontage of the Carnwath Road

Industrial Estate and an additional length of Thames Path is being proposed along

Whiffin Wharf.

Effect on safeguardedHurlingham Wharf.

The shaft, ventilation building and column are largely located on Whiffin Wharf.

The future use of the existing safeguarded wharf would not be compromised. Proposedenhancements such as improvement and strengthening works to the wharf are

consistent with PLA and GLA policy.


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Figure 3A: Photo of the site before the works

Figures 3A, 3B, 3C and 3D show the current site and

provide illustrations of our design proposals. Further

information on the development of our design can be

found in the Design development report.

Related documents:

Design

Future use

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Figure 3B: Artists impression of the site after the works are completed

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Future use

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Figure 3D: Layout of site once construction works complete

Existing footpathto be widened

Temporary hoardingaround site for futuredevelopment by others

Temporary hoardingaround site for future

development by others

Access formaintenance

vehicles

Hardstanding area fordelivery and maintenancevehicle parking

Ventilation building

with biodiverse roof

New tree plantingand landscaping

Ventilation structure

Hurlingham Wharf

CarnwathR

oad

Pedestrian walkway extendedalong river front to allowextension to Thames Path

Thames path retained

New public open

space above maintunnel shaft

N


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Operation and maintenance

Once the tunnel is operational, we would need access

to the site occasionally for inspection and maintenance

purposes. We expect to visit the site approximately onceevery three to six months to carry out inspections and

maintenance of the ventilation equipment. This is likely

to involve a visit by staff in a small van, and may take

several hours.

Once every ten years, we expect to carry out a major

internal inspection of the tunnel and underground

structures. This is likely to involve a small team of

inspection staff, a small team of support crew and twomobile cranes to lower the team and inspection vehicle

into the shaft. This is likely to take several weeks, and

would require temporary fencing around the shaft for

safety and security while the inspection takes place.

We may also need to make visits to the site for unplanned

maintenance or repairs, for example, if there is a

blockage, or equipment failure. This may require the use

of mobile cranes and vans.

Permanent vehicular access would be from

Carnwath Road.

Management of operational effects

We have undertaken technical work, including stakeholder

engagement, to assess and identify the key issues

associated with this site once it is operational. Table3.2 summarises these issues and how we are currently

proposing to address them.

Future use

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Issue Our response

Possible odour effects during

the operation of the tunnel.

Odour effects at this site are expected to be negligible because we have developed

anAir management plan to minimise possible odour and air quality effects arisingfrom the operation of the tunnel. The technology we are proposing to use at this site

includes a mechanical ventilation system that draws air through the tunnel with fans

before cleaning the air using carbon filters that will absorb possible odour before air

leaves the ventilation equipment.

Disturbance from future

maintenance access.

Permanent access would be required for maintenance and servicing purposes to

the shaft and ventilation equipment. Any planned maintenance visits would be

undertaken during normal working hours and all visits managed to avoid disruption

to local residents, businesses and users of affected public areas as far as possible.

Table 3.2: Key issues relating to site operation

Related documents:

Odour

Further information

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This section sets out documents which may be of particular interest. Further information on our proposals can be

found on our website (www.thamestunnelconsultation.co.uk) or is available upon request (call our customer centre

on 0800 0721 086).

Phase two public consultation material

Project information papers include general information about the Thames Tunnel project. There are 17 project

information papers, which cover various aspects of the project. Those project information papers that may be of

particular interest are set out below.

Icon Title Details

Build

Provides information on the different types of sites required for the Thames Tunnel

project and the typical construction activities that will be undertaken at each site.

Changes

Explains how the scheme has changed compared to that presented at phase one

consultation, including changes to the tunnelling strategy for the main tunnel and

changes to sites.

Q&A Consultation

Sets out the consultation we have undertaken to date on the project, the scope

of this phase two consultation and how interested parties can respond to thisconsultation.

DesignContains the design principles which have influenced the permanent appearance of

our sites once construction work is complete.

EnvironmentSets out the process the project is following to assess potential environmental effects

of the Thames Tunnel project.

Managing

construction

Includes information on what measures our contractors will put in place at our sites

during construction.

Odour Sets out ourAir management plan and how it will work.

Options Outlines the various ways to deal with sewage overflows.

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Phase two public consultation material

Icon Title Details

OverflowSets out how Londons sewerage system works and why the capital has an overflow

problem.

Route and

tunnel

alignment

Sets out the preferred route of the main tunnel and the reasons for our preference.

Site selection Sets out the process we followed to find and select our preferred sites.

Transport Contains information on the different transport options we have considered fordelivering and removing materials from our sites.

Site information papers provide information that relate to each preferred site along the route of the Thames Tunnel

project. The following site information papers may be of particular interest.

Acton Storm Tanks

Barn Elms

Dormay Street

King Georges Park

AST

BE

DS

KGP

Further information

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Technical reports

Theme Icon Title Details

Interim

engagement

Interim engagement

report

Provides a summary of the public engagement we

have undertaken between phase one and phase two

consultations.

Phase one

consultation1

SUMMARY

Report on phase one

consultation:

summary report

Provides a summary of the comments made at phase one

consultation and our responses.

Phase two

construction

information

Code of construction

practice Part A:

General requirements

(CoCP)

Sets out control measures to be adopted during the project

construction period.

Phase twoenvironmental

information

Air management

plan

Outlines the methods which we will use to manage odour

from the main tunnel at all our preferred sites.

Preliminary

environmental

information report

(PEIR)

Contains initial assessments on the environmental effects of

the Thames Tunnel project based on information collected

to date. Please refer to volume 13 of the non-technical

summary and volume 13 of the PEIR for more information

on this site.

Phase two scheme

development

Design development

report

Provides a general overview of how the scheme design at

each site has evolved to date. Please refer to chapter 10 for

more information on this site.

2

Phase two scheme

development report

Provides an overview of the development of the Thames

Tunnel project and how each site was chosen. Please refer to

Appendix G for more information on this site.

Site glossary

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Term Definition

Biodiverse roofA roof which supports a wide variety of plant and animal species and reduces

stormwater runoff.

CampshedA flat area that is constructed within the foreshore of the river that barges can sit on at low

tide. At high tide the barge floats off the campshed and can be taken away.

Carbon filters Filters that remove odours before the air is released from the tunnel.

Combined sewer A single sewer system that takes both rainwater and domestic and industrial wastewater.

Combined sewer

overflow (CSO)

A structure, or series of structures, that allows sewers to overflow into the river when they

are full as a result of increased rainfall. Without the overflows, the sewers would back up

and cause flooding in streets or houses.

Connection tunnel A tunnel connecting a drop shaft to the main tunnel.

Conservation areaAn area designated by the local authority or English Heritage as having special architectural

or historical interest.

Draft limit of land to be

acquired or used

The extent of land that we may need to use or acquire, or over which rights may be needed

to carry out works that are essential to the project.

Foreshore Ground uncovered by the river when the tide is low.

Main tunnel/connection

tunnel drive site

A site that would be used to construct the main tunnel or connection tunnel. The excavated

material would be removed from the tunnel and the concrete tunnel lining segments would

be delivered to the tunnel at the main/connection tunnel drive site.

Main tunnel/connection

tunnel reception site

The tunnel would be constructed from a drive site to a reception site. Once the tunnel

arrives at the reception site, the tunnel boring machine would be dismantled and removed.

Main tunnel The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station.

Operational phase After the completion of the construction work, when the main tunnel is in use.

Secondary lining A second, internal lining to the tunnel, giving it additional strength.

Thames Tunnel project

The Thames Tunnel project comprises a storage and transfer tunnel, from west London to

Beckton Sewage Treatment Works in east London, and the control of 34 CSOs along the

Thames Tideway.

Transport for London

Road Network (TLRN)

The network of roads managed by Transport for London. These are the major or strategic

roads, which have high capacity.

Tunnel boring machine(TBM)

A machine used to excavate tunnels through a variety of conditions, with a circularcross-section.

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Phase two consultation: Carnwath Road Riverside

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000074

Autumn 2011

It is very important that you understand theinformation we have provided. If you needfurther information in another language,

braille, large print or audio format pleasecontact us on 0800 0721 086.

Download - P2 CRR SIP

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