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I n t r o d

u c t i on

I n t r o d

u c t i on

Chambers Wharf

Currently, untreated sewage regularly overows into the River Thames from London’s Victorian sewerage systemvia combined sewer overows (CSOs). The proposed Thames Tunnel would intercept these overows through the

use 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 reductionin untreated sewage entering the River Thames would bring long-term benets for the environment and users of the 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 Chambers Wharf.

Thames Tunnel

S i t ei nf or m a t i on p a p er

Alternative to King’s Stairs Gardens

1

Key factsLocal authority: Southwark

Site type: Main tunnel drive and reception site; and

reception site for Greenwich connection tunnel

Duration of main construction works: Approximately six years.



Chambers Wharf

2

We are proposing to use Chambers Wharf for this

construction work and to accommodate permanentstructures required to operate the main tunnel. The site

would be used to drive the main tunnel to Abbey Mills

Pumping Station and receive the main tunnel from

Kirtling Street; and to connect three existing local CSOs

to the main tunnel via a long connection tunnel. The

three CSOs are known as Greenwich Pumping Station,

Deptford Church Street and Earl Pumping Station, and

the long connection tunnel is known as Greenwich

connection tunnel.

Section 1: Introduction and site information

Related documents:

Build

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

Wharf is a cleared re-development site that has planning

permission for residential development; part of our site

is also located within the foreshore of the River Thames.

Loftie Street is to the east of the site with Chambers

Street to the south, beyond which is a development site

where residential properties are proposed. Luna House

and Axis Court apartment blocks are to the west with St.

Michael’s Roman Catholic Secondary School to the south

west and Riverside Primary School to the south east.The site is adjacent to the St Saviours Dock

Conservation Area.

This site information paper sets out our proposals

at Chambers Wharf. We have also produced project

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

which may be of interest and a glossary of terms.



Introduction

3

Figure 1A: Chambers Wharf location plan

N

RiversidePrimary School

LoftieStreet

Luna House

Axis Court

Cherry Garden Pier

BermondseyStation

St Saviours Dock

St Michael’sRoman Catholic

Secondary School

C h a m b e r s S t r e e t

J a m a i c a

R o a d

B e v i n

g t o

n S t r e e t

J a m a i c a R o a d

TOWER HAMLETS

SOUTHWARK

Local authority boundary

Draft limit of land to beacquired or used

Proposed tunnelroutes – centreline



Chambers Wharf

4

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 is required

between Shad Thames/Limehouse and Abbey Mills

Pumping Station, where the geology changes from sands

and gravels to chalk.

At phase one consultation, which was held between

September 2010 and January 2011, our preferred site

in this area was King’s Stairs Gardens where we would

receive the main tunnel from Tideway Walk and Abbey

Mills Pumping Station.

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

near Shad Thames/ Limehouse and our tunnelling

strategy, which considers how sites might be linked

together to construct the main tunnel.

We reviewed our tunnelling strategy and due to

difficulties associated with moving the excavated

material offsite, by river, at Abbey Mills we concluded it

was preferable to use this site to receive the main tunnel,

rather than as a drive site. Therefore, we needed to find

an alternative main tunnel drive site which would also beable to receive the main tunnel from Kirtling Street.

We also identified an important change of circumstances

in relation to the Chambers Wharf site. Prior to the launch

of our phase one consultation, we were aware that a

developer had secured planning permission for residential

development and works (demolition and site clearance)

had started on this site. Based on the criteria set out in

our Site selection methodology, since development hadcommenced on the site, we could not consider Chambers

Wharf as a viable site for the project and so it was

not progressed.

However, in February 2011, the site was put up for sale.

We bought this site with the property developers St James

Group Limited to ensure that we could consider Chambers

Wharf as an option as part of our site selection process.

Given that a new site had been identified, in April 2011

we held drop-in sessions for the community around the

site, to understand any local issues should there be a

site at this location. We reviewed all the comments we

received and took these into account as part of the site

selection process.



Introduction

5

Figure 1B: Preferred and shortlisted sites

Southwark Park

Site 1

BermondseyStation

N

Preferred site –Chambers Wharf

Other shortlisted sitelocation


TOWER HAMLETS

SOUTHWARK



Chambers Wharf

6

What we are proposing at phase two consultationWe have identified two shortlisted sites to receive the

main tunnel from Kirtling Street and drive the main tunnel

to Abbey Mills Pumping Station, as shown on Figure 1B.

The sites are:

•Chambers Wharf (our preferred site)

•King’s Stairs Gardens (site 1).

Chambers Wharf is our preferred site because it is abrownfield site and has good access to the River Thames,

which would allow the removal of excavated material

and delivery of construction materials to site via barge.

The site would not cause disruption to the Thames Path

because it is already diverted around the site, so no

diversion works would be required. Our proposal would

not interfere with the future redevelopment plans for this

cleared site.

Site 1 – King’s Stairs Gardens is a shortlisted site and is

considered less suitable than our preferred site because

it would involve the temporary loss of public open space

and the diversion of the Thames Path. The site also has

relatively poor river access; King’s Stairs Gardens does not

have any exiting jetty and wharf facilities, so they would

need to be constructed.

Greenwich connection tunnel

What we proposed at phase one consultationDue to the location of the Greenwich Pumping Station

CSO, Deptford Storm Relief CSO and Earl Pumping Station

CSO, the Greenwich connection tunnel is required to

transfer the flows from these CSOs to the main tunnel.

At phase one consultation, we identified King’s Stairs

Gardens as our preferred site from which to drive the

Greenwich connection tunnel to Greenwich Pumping

Station.

Why we have amended our proposals

As part of our review of the tunnelling strategy for the

main tunnel, we have re-assessed the sites from which we

could drive the Greenwich connection tunnel.

What we are proposing at phase two consultationAs a result of our re-assessment, we have looked at

whether Chambers Wharf or Greenwich Pumping Station

would be the most appropriate site from which to drive

the Greenwich connection tunnel. Our preferred site is

Greenwich Pumping Station because Chambers Wharf is

only large enough to accommodate either a main tunnel

drive site or a drive site for the Greenwich connection

tunnel due to the volume of excavated material whichwould need to be treated on site prior to removal.

We are proposing that Chambers Wharf is used as a

main tunnel drive site, therefore it could not be used as a

drive site for the Greenwich connection tunnel. Chambers

Wharf would therefore receive the Greenwich connection

tunnel, which would be driven from Greenwich Pumping

Station.



Introduction

7

Related documents:

Changes

Q&A Consultation

Site selection

Abbey MillsPumping Station

GreenwichPumping Station

Kirtling Street

Shad ThamesPumping Station

GPS

KS

AMPS

STPS

Druid Street connection tunnel

What we proposed at phase one consultation

Due to the location of the Shad Thames Pumping Station

CSO, the Druid Street connection tunnel is required to

transfer the flows from this CSO to the main tunnel.

At phase one consultation, we identified King’s Stairs

Garden as our preferred site from which to drive the Druid

Street connection tunnel to Druid Street.

What we are proposing at phase two consultation

Since phase one consultation, further technical work has

established that there is no longer a need to connect

the Shad Thames Pumping Station CSO to the main

tunnel. Instead it is proposed that local modifications

are undertaken at Shad Thames Pumping Station, which

means that a site at Druid Street, associated connection

tunnel and works at King’s Stairs Gardens are no longer

required.



Chambers Wharf

8



Construction

C on s t r u c t i on

9

Section 2: Construction

Construction activitiesConstruction activities are required to construct the

main tunnel. 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 57m deep) and would drive the main

tunnel to Abbey Mills Pumping Station. 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 both KirtlingStreet and Greenwich Pumping Station which would be

dismantled and removed from the site.

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

The shaft would also be used to install the secondary

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

ground infrastructure proposed. These activities would

take place within the area indicated by the red line in

Figure 1A, in six main phases, lasting approximately six

years in total. The main construction activities associated

with these phases are set out in Table 2.1.

Related documents:

Build

Managing construction

Main tunnel

Greenwich

connection tunnel

Shaft



Chambers Wharf

10

Advanceworks

Phase 1

Site setup

Figure reference – Figure 2B

Typical working hours Varies Standard

M a i n c o n s t r u c t i o n a c t i v i t i e s

Utilities connected ü

Utilities diverted or protected üSite cleared ü

Temporary works in the River Thames constructed ü

Site facilities and access set up ü

Shaft excavated and built

Tunnel boring machine delivered to site and assembledTunnel 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 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 Saturdays

Continuous: 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



Construction

11

Phase 2

Shaft

construction

Phase 3

Tunnelling

Phase 4

Secondary

lining

Phase 5

Construction of

other structures

Phase 6

Completion of works

and site restoration

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

Standard with

occasional extended

standard

Continuous Continuous Standard Standard

ü

ü

ü

ü

ü

ü

ü

ü

ü

ü

* 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.



Chambers Wharf

12

Site layout and construction phases

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

laid out during the construction phases, which are setout in 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:

•

While continuous tunnelling is taking place, the workingarea would be enclosed in a temporary, purpose built

building which would significantly reduce noise levels.

•A one way system would operate for construction

vehicles through the site. This would improve site and

highway safety by reducing the need for construction

vehicles to reverse.

P1

P2

P3

P4 P6

P5

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

A d v a n c e

w o r k s

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

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.



Construction

13

Figure 2C: Illustrative phase 1 construction plan

N

Jack up barge servicingpiling operations

Barge

TOWERHAMLETS

SOUTHWARK Maximum extentof construction sitefor phase 1

Site hoarding

Cofferdam


Site support/welfare

Excavated materialstorage and processing

Internal site road

Site access

Existing Thames Path




Chambers Wharf

14

Figure 2D: Illustrative phase 2 construction plan

Option for contractorto transport materialsusing barges

Cranes

Shaft

Piling rig

N

TOWERHAMLETS

SOUTHWARK Maximum extent of construction site for phase 2

Site hoarding

Cofferdam



Excavated material storageand processing

Maintenance workshopand storage

Construction support

Internal site road

Site access





Construction

15

Figure 2E: Illustrative phase 3 construction plan

N

Barges

Gantry crane

TOWERHAMLETS

SOUTHWARK Maximum extent of construction site for phase 3

Site hoarding

Cofferdam



Excavated material storageand processing

Maintenance workshopand storage

Construction support

Internal site road

Noise enclosure over shaftand gantry crane

Site access



Shaft

Ch b Wh f



Chambers Wharf

16

Figure 2F: Illustrative phases 4 and 5 construction plan

N

Maximum extent of construction site forphases 4 and 5

Site hoarding

Cofferdam



Maintenance workshop

and storageConstruction support

Internal site road

Noise enclosure overshaft and gantry crane

Site access



Option for contractorto transport materialsusing barges

TOWERHAMLETS

SOUTHWARK

Gantry craneShaft



Construction

17

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.

Diversion of utilities. If utility diversions are required, we would work withutility providers to undertake the necessary works.

Temporary connection to utilities (such

as water, sewer, phone and electricity

supply).

We expect to make a connection to water, sewer and

phone supplies in Chambers Street.

A major new electricity supply would be required at this

site to provide power during construction. We are still in

discussion with the utility provider about the route for

electricity supply.

Traffic management works.

These may need to extend beyond our site and could

include relocating kerb lines, repainting road lines and

modifying traffic signals.

Protection of the river bed.We may need to carry out works to strengthen the river

bed to avoid scour.

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 Chambers Street.

Table 2.2: Additional works and activities

Ch b Wh f



Chambers Wharf

18

Construction transport and access

We propose to use barges to transport the material

to fill the cofferdam and excavated material from the

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 85 lorries from

the road. Using barges at this site would reduce the

number of lorry visits to/from this site by approximately

60% (saving 53,000 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 cofferdam fill

material by barge.

Construction traffic would access the site from Jamaica

Road (A200), travelling along Bevington Street and

turning right into the site from an existing entrance on

Chambers Street. Traffic would leave the site via the

same route. This access route is shown on Figure 2G.

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 bays

on Chambers Street during construction. The Thames

Path currently runs around the site and would remain

open throughout the construction works. Based on our

current design we do not anticipate that any footpath or

road diversions, junction changes or bus stop relocations

would be required.

Phase 1

Site setup

Phase 2

Shaft

construction

Phase 3

Tunnelling

Phase 4

Secondary

lining

Phase 5

Construction

of otherstructures

Phase 6

Completion

of worksand site

restoration

Average

daily lorry

visits

37 lorries 45 lorries 28 lorries 26 lorries 21 lorries 24 lorries

Average

daily bargevisits 2 barges none 1 barge none none 3 barges

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

Related documents:

Transport

Construction



Construction

19

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

A200

A200

Jamaica Road

Bevington Street

Loftie Street

Chambers Street

N


Right turn in,left turn out

Suspension of parking bays

TOWER HAMLETS

SOUTHWARK

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

Chambers Wharf



Chambers Wharf

20

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 CoCPs

from 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 potentialeffects 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.

Related documents:

Environment

Managing construction

Transport

Construction



Construction

21

Issue Our response

Possible effect of construction

vehicles on the capacity and

operation of the local road

network, which is largely

residential roads.

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 already

set out, we also propose to use barges to transport the material to fill the cofferdam

and excavated material from the tunnel, which would reduce the number of lorry

movements from this site by approximately 60% over the construction period.

Possible effect of foreshore

construction activities on river

navigation and river users.

We have undertaken modelling to test the effect that the structure has on the flow of

the river. The modelling has shown the proposed structure to be satisfactory and the

Port of London Authority and other key stakeholders are satisfied the permanent works

have a minimum effect on river navigation. A full navigational risk assessment will be

undertaken for the temporary and permanent works.

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, purpose

built building 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 inneighbouring 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 willbe set out in the CoCP. This would include enclosing the working area whilst tunnelling

works are carried out to limit dust leaving the site.

Table 2.4: Key issues relating to construction

Chambers Wharf



Chambers Wharf

22

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 Chambers Wharf follows our scheme-

wide principles and takes into account comments raised

during ongoing engagement with the London Borough of Southwark 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 and a passive filter chamber.

•Two ventilation columns up to 6m high.

•Maintenance vehicle access.

•An electrical and control kiosk.

Table 3.1 sets out the site specific issues that have

influenced our permanent design proposals and how we

have addressed them in our proposed design.

Future use



F u t ur e

u s e

23

Issue Our response

Effects on the future residential

development potential of

the site.

The shaft would be located below ground level, partly within the basement area

of the proposed consented residential development. The above ground layout of residential development buildings would not be affected by our works.

A structure to house the ventilation equipment would be positioned against the

new river wall. This has been designed not to intrude on the Thames Path or the

new public area which would be constructed as part of the proposed residential

development of the site.

The electrical and control kiosk would also be sensitively located to minimise

potential visual effects on the Thames Path or the new public space.

Effect on the river front

and existing flood defence

measures.

Construction of a new river wall and modification to the section of existing concrete

decking being retained would be undertaken as part of the construction works to

ensure the integrity of flood defences.

Effect of permanent works on

residential amenity and the

nearby schools.

The permanent structures at Chambers Wharf would not conflict with surrounding

uses as they are largely underground and would not be visible.

Effect on protected views and

character of the adjoining

St Saviours Dock

Conservation Area.

A ventilation structure and an electrical and control kiosk are the only above

ground structures required on site and these would be located within the public

area surrounding the proposed mixed use development. They would be softened

by landscaping and be designed to be in keeping with the proposed residential

development.

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

Chambers Wharf



Chambers Wharf

24

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



25

Figure 3B: Artist’s impression of the site – after the works are completed

Chambers Wharf



Chambers Wharf

26

Figure 3C: Aerial view of the completed works

Future use



27

Figure 3D: Layout of site once construction works complete

Proposed residentialblock by others

Landscaping of shaft coversto be completed by othersas part of development

Electrical and control kioskintegrated within new wall

Access for maintenance vehicles

Integrated seating areaand stepped access

LoftieStreet

Steps to viewingplatform

Ramp providesstep free access toviewing platform

Existing wharf to be removed

Timber feature bench seating

Viewing platform

Ventilation columns

N

Chambers Wharf



28

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 Loftie Street.

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



29

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 an Air management plan to minimise possible odour and airquality effects arising from the operation of the tunnel. The technology

we are proposing to use at this site includes the use of passive below

ground carbon filters that will remove possible odour before air leaves the

ventilation equipment.

Possible odour effects during the

operation of the tunnel.

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



30

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 our Air management plan and how it will work.

Options Outlines the various ways to deal with sewage overflows.



31

Phase two public consultation material

Icon Title Details

OverflowSets out how London’s 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.

Abbey Mills Pumping Station

Greenwich Pumping Station

Kirtling Street

Shad Thames Pumping Station

AMPS

GPS

KS

STPS

Further information



32

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 22 of the non-technical

summary and volume 22 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 19 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 R for more information on this site.

Site glossary



33

Term Definition

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

CofferdamA wall that is constructed within the river around the outside of the working area and then

pumped dry. The inside of the cofferdam can then be filled to create a safe working area.

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.

Scour Movement of the riverbed materials due to the force of the water.

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 circular

cross-section.



Phase two consultation: Chambers Wharf

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000075

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.

p2 chambers wharf sip

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