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8/3/2019 P2 Chambers Wharf SIP
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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.
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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.
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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
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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.
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Introduction
5
Figure 1B: Preferred and shortlisted sites
Southwark Park
Site 1
BermondseyStation
N
Preferred site –Chambers Wharf
Other shortlisted sitelocation
Local authority boundary
TOWER HAMLETS
SOUTHWARK
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Chambers Wharf
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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.
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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.
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Chambers Wharf
8
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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
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Chambers Wharf
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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
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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 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.
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Chambers Wharf
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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.
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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
Local authority boundary
Site support/welfare
Excavated materialstorage and processing
Internal site road
Site access
Existing Thames Path
C h a m b e r s S t r e e t
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Chambers Wharf
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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
Local authority boundary
Site support/welfare
Excavated material storageand processing
Maintenance workshopand storage
Construction support
Internal site road
Site access
Existing Thames Path
C h a m b e r s S t r e e t
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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
Local authority boundary
Site support/welfare
Excavated material storageand processing
Maintenance workshopand storage
Construction support
Internal site road
Noise enclosure over shaftand gantry crane
Site access
Existing Thames Path
C h a m b e r s S t r e e t
Shaft
Ch b Wh f
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Figure 2F: Illustrative phases 4 and 5 construction plan
N
Maximum extent of construction site forphases 4 and 5
Site hoarding
Cofferdam
Local authority boundary
Site support/welfare
Maintenance workshop
and storageConstruction support
Internal site road
Noise enclosure overshaft and gantry crane
Site access
Existing Thames Path
C h a m b e r s S t r e e t
Option for contractorto transport materialsusing barges
TOWERHAMLETS
SOUTHWARK
Gantry craneShaft
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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
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Chambers Wharf
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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
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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
C h a m b e r s S t r e e t
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
Local authority boundary
Transport for London(TfL) road network
Proposed lorry access toTfL road network
Chambers Wharf
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Chambers Wharf
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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 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
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Construction
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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
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Chambers Wharf
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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 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
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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
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Chambers Wharf
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Figure 3A: Photo of the site – before the works
Figures 3A, 3B, 3C and 3D show the current site and
provide illustrations of our design proposals. Further
information on the development of our design can be
found in the Design development report.
Related documents:
Design
Future use
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Figure 3B: Artist’s impression of the site – after the works are completed
Chambers Wharf
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Chambers Wharf
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Figure 3C: Aerial view of the completed works
Future use
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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
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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 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
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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 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
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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 our Air 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 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
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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 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
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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.
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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.