Upload
thamestunnel
View
229
Download
0
Embed Size (px)
Citation preview
8/3/2019 P2 CRR SIP
1/36
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.
8/3/2019 P2 CRR SIP
2/36
Carnwath Road Riverside
2
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
8/3/2019 P2 CRR SIP
3/36
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
8/3/2019 P2 CRR SIP
4/36
Carnwath Road Riverside
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 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.
8/3/2019 P2 CRR SIP
5/36
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
8/3/2019 P2 CRR SIP
6/36
Carnwath Road Riverside
6
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.
8/3/2019 P2 CRR SIP
7/36
Introduction
7
Related documents:
Changes
Q&A Consultation
Site selection
Acton Storm Tanks
Barn Elms
Dormay Street
King Georges Park
AST
KGP
DS
BE
8/3/2019 P2 CRR SIP
8/36
Carnwath Road Riverside
8
8/3/2019 P2 CRR SIP
9/36
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.
8/3/2019 P2 CRR SIP
10/36
Carnwath Road Riverside
10
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
8/3/2019 P2 CRR SIP
11/36
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.
8/3/2019 P2 CRR SIP
12/36
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)
8/3/2019 P2 CRR SIP
13/36
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
8/3/2019 P2 CRR SIP
14/36
Carnwath Road Riverside
14
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
8/3/2019 P2 CRR SIP
15/36
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
8/3/2019 P2 CRR SIP
16/36
Carnwath Road Riverside
16
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
8/3/2019 P2 CRR SIP
17/36
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
8/3/2019 P2 CRR SIP
18/36
Carnwath Road Riverside
18
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
8/3/2019 P2 CRR SIP
19/36
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
8/3/2019 P2 CRR SIP
20/36
Carnwath Road Riverside
20
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
8/3/2019 P2 CRR SIP
21/36
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
8/3/2019 P2 CRR SIP
22/36
Carnwath Road Riverside
22
Section 3: Future use
This section describes the site after the completion of the
construction work, ie when the main tunnel is in use the
operational phase.
Design
The design of the permanent use and appearance
of the structures at 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
8/3/2019 P2 CRR SIP
23/36
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
8/3/2019 P2 CRR SIP
24/36
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
8/3/2019 P2 CRR SIP
25/36
25
Figure 3B: Artists impression of the site after the works are completed
8/3/2019 P2 CRR SIP
26/36
Future use
8/3/2019 P2 CRR SIP
27/36
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
8/3/2019 P2 CRR SIP
28/36
28
Operation and maintenance
Once the tunnel is operational, we would need access
to the site occasionally for inspection and maintenance
purposes. We expect to visit the site approximately onceevery three to six months to carry out inspections and
maintenance of the ventilation equipment. This is likely
to involve a visit by staff in a small van, and may take
several hours.
Once every ten years, we expect to carry out a major
internal inspection of the tunnel and underground
structures. This is likely to involve a small team of
inspection staff, a small team of support crew and twomobile cranes to lower the team and inspection vehicle
into the shaft. This is likely to take several weeks, and
would require temporary fencing around the shaft for
safety and security while the inspection takes place.
We may also need to make visits to the site for unplanned
maintenance or repairs, for example, if there is a
blockage, or equipment failure. This may require the use
of mobile cranes and vans.
Permanent vehicular access would be from
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
8/3/2019 P2 CRR SIP
29/36
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
8/3/2019 P2 CRR SIP
30/36
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.
8/3/2019 P2 CRR SIP
31/36
31
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
8/3/2019 P2 CRR SIP
32/36
32
Technical reports
Theme Icon Title Details
Interim
engagement
Interim engagement
report
Provides a summary of the public engagement we
have undertaken between phase one and phase two
consultations.
Phase one
consultation1
SUMMARY
Report on phase one
consultation:
summary report
Provides a summary of the comments made at phase one
consultation and our responses.
Phase two
construction
information
Code of construction
practice Part A:
General requirements
(CoCP)
Sets out control measures to be adopted during the project
construction period.
Phase twoenvironmental
information
Air management
plan
Outlines the methods which we will use to manage odour
from the main tunnel at all our preferred sites.
Preliminary
environmental
information report
(PEIR)
Contains initial assessments on the environmental effects of
the Thames Tunnel project based on information collected
to date. Please refer to volume 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
8/3/2019 P2 CRR SIP
33/36
33
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.
8/3/2019 P2 CRR SIP
34/36
8/3/2019 P2 CRR SIP
35/36
8/3/2019 P2 CRR SIP
36/36
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.