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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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    Carnwath Road Riverside

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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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    Carnwath Road Riverside

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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

    11

    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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    Carnwath Road Riverside

    12

    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

    Site support/welfare

    Excavated material storageand processing

    Maintenance workshopand storage

    Construction support

    Internal site road

    Site access

    Existing Thames Path

    Thames Path diversion

    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

    Local authority boundary

    Site support/welfare

    Maintenance workshopand storage

    Construction support

    Internal site road

    Site access

    Existing Thames Path

    Thames Path diversion

    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

    17

    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

    19

    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

    Local authority boundary

    Transport for London(TfL) road network

    Proposed lorry access toTfL road network

    Carnwath Road Riverside

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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

    21

    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

    Carnwath Road Riverside

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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.

    Carnwath Road Riverside

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    Carnwath Road Riverside

    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

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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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    27

    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

    Carnwath Road Riverside

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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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    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

    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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    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 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.