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Kirtling Street

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Section 1: Introduction and site informationWe are proposing to use land at Kirtling Street for this

construction work and to accommodate permanent

structures required to operate the main tunnel. The site

would be used to drive the main tunnel in two directions

to Chambers Wharf and to Carnwath Road Riverside.

The location of the site is shown in Figure 1A and extends

into the foreshore of the River Thames together with land

occupied by industrial warehousing, a depot, a concrete

batching works, former petrol filling station and office

buildings. Kirtling Street and Cringle Street run through

and around the site. The new residential development

(Riverlight) on the former Tideway Industrial Estate and

our existing Heathwall Pumping Station are situated to

the east of the site, with the River Thames located to the

north and Battersea Power Station to the west. Battersea

Park Road/Nine Elms Lane (A3205) is to the south of the

site. Two boat communities are located to the east of the

site. These are the Nine Elms Pier community (aroundNine Elms Pier) and Tideway Village in Tideway Dock.

This site information paper sets out our proposals at

Kirtling Street. 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 end of this site

information paper is a list of other documents, which maybe of interest and a glossary of terms.

Related documents:

Build

How we chose this site

What we proposed at phase one consultation

In addition to sites to intercept the existing local 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 in the Battersea area, 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 Tideway Walk where we would receive

the main tunnel from Barn Elms, drive the main tunnel

to Kings Stairs Gardens and intercept the Heathwall

Pumping Station CSO and South West Storm Relief CSO.


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Introduction

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Figure 1A: Kirtling Street location plan

New CoventGarden Market

Royal MailSorting Office

Kirtling Street Nine Elms Pier

Battersea PowerStation

Batte

rseaP

arkRo

ad

CringleStreetNine

ElmsL

ane

N

CITY OF WESTMINSTER

WANDSWORTH

Local authority boundary

Draft limit of land tobe acquired or used

Proposed tunnelroute centreline

Heathwall PumpingStation site


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Why we amended our proposals

Since January 2011, we have considered the comments

from phase one consultation, feedback from ongoing

engagement and new information; and undertaken

further technical work. This work led us to review possible

sites and our tunnelling strategy, which considers how

sites might be linked together to construct the

main tunnel.

We have identified that the Tideway Walk site is no

longer available for use because planning permission

for residential development has been approved and

construction works have started on site. As a result, we

have re-assessed potential sites to drive the main tunnel

to Carnwath Road Riverside and Chambers Wharf, (ie a

double main tunnel drive site), in the Battersea area.

As part of our further technical work, we reviewed

whether it would be possible to reduce the size of our

main tunnel drive sites. Where the ground conditions are

clay and sands it was concluded that it was possible to

reduce the size of single and double main tunnel drive

sites. We therefore re-assessed what sites within the

Battersea area may be suitable as a main tunnel drive

site. One of the sites we identified was Kirtling Street; this

site is not located next to Heathwall Pumping Station

and South West Storm Relief CSOs, so a combined

main tunnel drive and CSO site would not be possible. A

separate site to intercept the CSOs would therefore be

required; our preferred site at phase two consultation tointercept both CSOs is Heathwall Pumping Station.

In our review, we identified Kirtling Street as a potentially

suitable shortlisted site. In August 2011 we held drop-in

sessions for the community around the site to understand

any local issues they may have in relation to this possible

site. Since the drop-in sessions, we have continued to

refine our proposals for this site and have added in

adjacent land off Cringle Street to improve the logistics

for the site. We held a further drop-in sessions to present

our revised proposals in October 2011. We have reviewedall the comments we received from both rounds of drop-in

sessions and took these into account as part of the site

selection process.

What we are proposing at phase two consultation

We have identified eight shortlisted sites for a main

tunnel drive site, as shown on Figure 1B. The sites are:

Battersea Park (site 1)

Battersea Power Station (site 2)

Part of Battersea Power Station (site 3)

Heathwall Pumping Station and Middle Wharf (site 4)

Post Office, Nine Elms Lane (site 5)

Post Office Way (west of US Embassy site) (site 6)

Depots, Ponton Road (east of US Embassy site) (site 7)

Kirtling Street with Cringle Street (our preferred site).

Kirtling Street with Cringle Street is our preferred site

because it is brownfield land in a mainly industrial area

and has more space to accommodate tunnelling activities

associated with a main tunnel double drive site. Including

the land at Cringle Street means that there is more river

frontage. This would provide better arrangements forjetties and barges and may result in less impact on the

nearby houseboats. There is also good vehicular access

directly from Nine Elms Lane (A3205) and unlike a

number of the shortlisted sites, using this site would avoid

needing to cross Nine Elms Lane (A3205) in to access the

River Thames to transport excavated material by barge.

The site would not affect the early stages of the Battersea

Power Station redevelopment.


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Introduction

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Figure 1B: Preferred and shortlisted sites

Site 1

Site 2

Site 5

Site 4Site 3ChelseaBridge

BatterseaPark

GrosvenorBridge

New CoventGardenMarket

Site 7Site 6

N

WANDSWORTH

LAMBETH

CITY OF WESTMINSTER

KENSINGTON &CHELSEA

Preferred site Kirtling Street

Other shortlisted site locations


Phase one consultationpreferred site Tideway Walk


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Kirtling Street

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Site 1 Battersea Park is a shortlisted site and is

considered less suitable than our preferred site because

it is a Grade II* registered park and garden, which would

be affected by development. The loss of open space,potential adverse effects on heritage features, landscape,

townscape and archaeology and the need for permanent

above ground structures make this location less suitable.

Site 2 Battersea Power Station is a shortlisted site

and is considered less suitable than our preferred site

because using this site would affect the appearance and

setting of the listed power station. Access to this site is

also restricted. Beneath the site are service tunnels, whichwould restrict where we could construct the shaft. The use

of this site could result in a delay to the Battersea Power

Station redevelopment, which has planning consent.

Site 3 Part of Battersea Power Station is a shortlisted

site and is considered less suitable than our preferred site

because the site is occupied by an existing district heating

plant serving buildings in the Pimlico area, to the north

of the River Thames, which would need to be relocated.Use of the river for transportation of materials by barge

may also be constrained by the Battersea Power Station

redevelopment and the adjacent Waste Transfer station

barge operations. The shape of the site would constrain

how we could undertake our works. The use of this site

could also affect the existing Grade II listed pumping

station, which is situated in the central area of the site.

Site 4 Heathwall Pumping Station and Middle Wharfis a shortlisted site, which we considered in conjunction

with the Tideway Walk site at phase one consultation.

By itself it is too small for a single or double main drive

site However, this site contains the two local CSOs known

as Heathwall Pumping Station and South West Storm

Relief that we need to intercept. We would prefer to use

it as a CSO site. For more information please refer to the

Heathwall Pumping Station site information paper.

Site 5 Post Office, Nine Elms Lane is a shortlisted

site and is considered less suitable than our preferred

site because it is distant from the River Thames, which

means that the main tunnel would have the potentialto affect buildings. As the site does not have direct

river access excavated materials would need to be

transported on overhead conveyors over the Nine Elms

Lane (A3205). There is also a strong likelihood that the

site is contaminated as it used to be part of Nine Elms

Gas Works.

Site 6 Post Office Way site (west of proposed US

Embassy site) is a shortlisted site and is considered lesssuitable than our preferred site because it is too small to

accommodate a double main tunnel drive site. There is a

strong likelihood that the site is contaminated as it used

to be part of Nine Elms Gas Works. Construction activities

could also affect the proposed US Embassy site, given

its close proximity. The site does not have direct river

access, therefore excavated materials would need to be

transported on overhead conveyors over the Nine Elms

Lane (A3205).

Site 7 Depots, Ponton Road (east of US Embassy

site) is a shortlisted site and is considered less suitable

than our preferred site because of the potential effects of

construction activities on the proposed US Embassy site,

given its close proximity. There is also no direct access to

the River Thames. The lack of direct access means that an

overhead conveyor belt across Nine Elms Lane (A3205)

and between the residential properties Elm Quay andRiverside Court would be required to transport materials

by barge.


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Introduction

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Related documents:

Changes

Q&A Consultation

Site selection

Carnwath Road Riverside

Chambers Wharf

Heathwall Pumping StationHePS

CRR

CW


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Construction

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Section 2: Construction

Construction activitiesConstruction activities are required to construct themain tunnel. We would construct a shaft with an internal

diameter of approximately 30m. Once completed

tunnel boring machines would be lowered into the shaft

(approximately 48m deep) and would drive the main

tunnel to Carnwath Road Riverside and Chambers Wharf.

Excavated material from the tunnel drives would be

removed from the shaft and taken off site. The shaft

would also be used to install the secondary lining intothe main tunnel. Figure 2A illustrates the below ground

infrastructure proposed.

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

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

connection a power supply, and the nature of the site as

a main tunnel drive site 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.

Related documents:

Build

Managing construction

Main tunnel

Shaft


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Advance works

Phase 1

Site setup

Figure reference Figure 2C

Typical working hours Varies Standard

Mainconstruct

ionactivities

Utilities connected

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

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 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


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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 standardContinuous 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. These 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:

Consideration has been given to the relationshipwith neighbouring developments, effects on the local

highway network and river access to nearby wharves.

The site layout would permit the continued use of the

concrete batching works or its removal.

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

Advan

ce

works

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


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Construction

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Figure 2C: Illustrative phases 1 and 2 construction plan

Jack up bargeservicing piling

operations

Cranes

Piling rig

Conveyor

Shaft

N

Maximum extent ofconstruction site for

phases 1 and 2Site hoarding

Site support/welfare

Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access

Existing Thames Path

Thames Path diversion


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Figure 2D: Illustrative phase 3 construction plan

Shaft

Barges

Gantry crane

N

Maximum extent ofconstruction site forphase 3

Site hoarding





Internal site road

Site access



Noise enclosure overshaft and gantry crane

Crane

Conveyor


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Construction

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Figure 2E: Illustrative phases 4 and 5 construction plan

N

Shaft

Gantry crane

Conveyor

Maximum extent ofconstruction site forphases 4 and 5

Site hoarding





Internal site road

Site access



Noise enclosure overshaft and gantry crane

Ki tli St t


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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 additionalworks 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 connect to water, sewer and phone supplies in Cringle

Street or Kirtling Street.

A major new electricity supply would be required at this site to provide

power during construction. We expect to connect to a cable tunnel at

Kirtling Street, running cables along Cringle Street and Kirtling Street.

Traffic management works.These may need to extend beyond our site and could include 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 Cringle Street or Kirtling Street.

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 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 55 lorries from

the road. Using barges at this site would reduce the

number of lorry visits to/from this site by approximately

65% (saving 85,000 lorry visits over the construction

period of approximately six years). Construction works

at this site would support the works at our Heathwall

Pumping Station site with welfare facilities, offices and

site management for the two sites being located at

Kirtling Street. Figure 1A shows the location of both sites.

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. We

are also considering whether use could be made of the

rail network.

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

Construction traffic would access the site from Battersea

Park Road (A3205), turning left into Kirtling Street and

right into Cringle Street. Traffic leaving the site would turn

left onto Nine Elms Lane (A3205) from Cringle Street.

These access points are shown on Figure 2F. Beyond this,

construction traffic would use the major road network to

get to and from its final destination.

The Thames Path runs past the proposed site access on

Kirtling Street and through our construction site, so we

would need to divert it during construction. We expect to

divert it along Nine Elms Lane (A3205) and Kirtling Street

to the east of the site, as shown on Figures 2C, 2D and 2E.

As shown in the section on future use, the Thames Path

may run along part of the riverfront after construction

is completed. We would consider whether it would be

possible to extend the Thames Path across the front of

the whole site.

We may also need to make modifications to the junction

of Nine Elms Lane (A3205) and Kirtling Street and the

junction of Nine Elms Lane (A3205) and Cringle Street

in order to accommodate the movement of construction

traffic. Based on our current design, we do not anticipate

that any parking bay suspensions or bus stop relocations

would be required.

Phase 1Site setup

Phase 2Shaft

construction

Phase 3Tunnelling

Phase 4Secondary

lining

Phase 5Construction

of otherstructures

Phase 6Completion

of worksand site

restoration

Average daily

lorry visits26 lorries 64 lorries 67 lorries 35 lorries 30 lorries 9 lorries

Average daily

barge visits none none 4 barges none none none

Kirtling Street


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

KirtlingStreet

Nine Elms Lane

Cringle StreetKirtling Street

Possible junctionmodifications

CringleStreet

A3035

Battersea Park Road

N

WANDSWORTH

CITY OF WESTMINSTER

Draft limit of land tobe acquired or used

Internal site road

Site access


Transport for London(TfL) road network

Proposed lorry access to

TfL road network

Related documents:

Transport

Construction


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Construction

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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 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

Kirtling Street


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Issue Our response

Possible conflict with

recent proposals for theredevelopment of Nine

Elms Pier.

We objected to the planning application for a new marina in summer 2011. However, asthe application has been amended, we would continue to work with the developers and the

local authority to agree a phasing programme that allows construction of the main tunnel.

Construction works may

require the relocation of

some of the 22 house

boats from around Nine

Elms Pier.

We would investigate alternative mooring options for the houseboats as required.

Possible conflict withpart of the consented

redevelopment of

Battersea Power Station.

We are in contact with the owners/developers of this site and hope to negotiate an

acceptable arrangement to both parties for use of this site before finalising our proposals.

Construction activities

may affect existing barge

operations from the

safeguarded wharves.

It is expected that current users of the waste transfer station would continue to operate

during construction. Arrangements would be discussed following completion of the

Navigational Risk Assessment that we have commissioned. Discussions are ongoing

with the concrete batching works owner regarding use of the site and associated wharf

during our construction works. The future use of the safeguarded wharf would not becompromised by our permanent works.

Construction works would

require the demolition

of six vacant offices in

Brooks Court.

We have sought to minimise the number of properties that must be removed and have an

established procedure for consulting with and providing appropriate compensation to site

owners. It is not expected that the properties would be reinstated following completion

of construction works, as the site is part of the wider Vauxhall and Nine Elms Opportunity

Area, which is expected to be comprehensively regenerated.

Possible effect of

construction vehicles on

the volume of traffic on

Nine Elms Lane (A3205).

Construction works at this site would generate large volumes of excavated material whichwould 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 majority of excavated material from the tunnel, which would reduce the number of

lorry movements from this site by approximately 65% over the construction period. We arealso considering whether use could be made of the rail network.

Construction


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Construction

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Issue Our response

Temporary diversion ofthe Thames Path along

Kirtling Street.

The section of the Thames Path running past the proposed site access and through theconstruction site would be temporarily diverted via a safe alternative route to the east of

the site, along Nine Elms Lane (A3205) and Kirtling Street.

The proposed

construction site access

off Cringle Street is

shared with other sites

and businesses.

The road would be kept open during construction to maintain existing access to other sites

and businesses, including the waste transfer station and the public amenity site at Cringle

Dock, our existing water treatment works, Battersea Power Station and the new residential

development Riverlight.

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.

Table 2.4: Key issues relating to construction

Related documents:

Managing construction

Transport

Kirtling Street


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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 Kirtling Street follows our scheme-wide

principles and takes into account comments raised

during ongoing engagement with the London Borough ofWandsworth and other technical consultees.

Our permanent works need to incorporate functional

elements, which are required for the operation of thetunnel. These include:

Underground structures with ground level access covers

including: a main tunnel shaft with an internal diameter

of approximately 30m and a passive filter chamber.

One ventilation column 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


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Future

use

23

Issue Our response

Effects on the future development

of the site and area.

We have located the main tunnel site to optimise critical engineering

requirements and avoid compromising the future development of the site.

Visual effect of the permanent

works.

As a result of the modified scheme-wide ventilation strategy, the need for a

ventilation building at this location has been eliminated, with passive ventilation

only required.

Effect on the Thames Path.

After the completion of construction, the Thames Path may extend along the

eastern part of the Kirtling Street site to facilitate future access and connectivity

in the area following completion of development by the developer. We would

consider whether it would be possible to extend the Thames Path across the frontof the whole site.

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

Kirtling Street


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Figure 3A: Aerial view of the completed works

Figures 3A and 3B 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: Layout of site once construction works complete

Permanentaccess for

maintenance

Combinedventilation

structure andequipment kiosk

SafeguardedWharf jetty

retained

Temporaryhoardingaround site fordevelopmentby others

Riverlightdevelopment

Nine Elms pier

Kirtling Street

resurfaced

Thames Pathwayfinding

signage

KirtlingStreet

CringleStreet

Nin

eEl

msLan

e

N

New fence toboundary of concrete

batching works site

Kirtling Street


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t g St eet

26

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 Kirtling 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


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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 the use of passive below ground carbon filters that will remove 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.

Carnwath Road Riverside

Chambers Wharf

Heathwall Pumping Station

CRR

CW

HePS

Further information


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30

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 17 of the non-technical

summary and volume 17 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 12 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 L for more information on this site.

Site glossary


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Term Definition

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.

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 excavatedmaterial 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 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 theThames 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.


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Phase two consultation: Kirtling Street

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000088

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 kirtling street sip

Documents