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Putney Bridge Foreshore
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We are proposing to use the foreshore of the River
Thames, to the west of Putney Bridge, for this
construction work and to accommodate permanent
structures required to operate the main tunnel. The site
would be used to connect the existing local CSO, known
as the Putney Bridge CSO, to the main tunnel.
The location of the site is shown in Figure 1A. The site is
located in the foreshore of the River Thames, between
Putney Pier and Putney Bridge. It is also north of the
junction of Lower Richmond Road and Embankment. The
site is within the Putney Embankment Conservation Area.
Beyond Lower Richmond Road to the south are residential
properties. To the south east is Putney High Street (A219)
and Grade II* listed St Mary’s Church. The site includes
the existing slipway, which is located to the west of
Putney Bridge.
A temporary, replacement slipway would be constructed
for the duration of our Putney Bridge CSO construction
works. This would be located approximately 300m west
of Putney Bridge, close to the business premises of Chas
Newens Marine. The location of the replacement slipway
is shown in Figure 1A.
Section 1: Introduction and site informationThis site information paper sets out our proposals at
Putney Bridge Foreshore. 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 may be of interest and a glossary of terms.
Related documents:
Build
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Introduction
3
Figure 1A: Putney Bridge Foreshore location plan
Putney BridgeCSO
St Mary’sChurch
Putney Pier
Waterman’sGreen
P u t n e y B r i d g e R o a d P
u t n
e y H i g h
S t r e
e t
L o w e r R i c h m o n d R o a d
E m b a n k m e n t
P u t n
e y B
r i d g e
N
WANDSWORTH
HAMMERSMITH &FULHAM Local authority boundary
Draft limit of land to beacquired or used
Proposed tunnelroute – centreline
Existing sewer
Existing CSO
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Putney Bridge Foreshore
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Related documents:
Q&AConsultation
Site selection
How we chose this site
What we proposed at phase one consultationThrough our site selection process, we identified four
possible shortlisted sites to intercept the Putney Bridge
CSO. At phase one consultation, which was held between
September 2010 and January 2011, we presented these
sites:
•Foreshore, end of Brewhouse Lane
•
Foreshore, adjacent to Putney Bridge andSt Mary’s Church
•Junction of Lower Richmond Road and
Putney Embankment
•Putney Bridge Foreshore.
The location of the site is restricted by the configuration
of the Putney Bridge CSO, which splits into two outlets
beneath the southern arch of the Putney Bridge. Since
both outlets need to be intercepted, the interceptionpoint cannot be located inland and therefore a site in the
foreshore of the River Thames is required.
Putney Bridge Foreshore was identified as our preferred
site at phase one consultation.
What we are proposing at phase two consultationWe have considered the comments from phase one
consultation, feedback from ongoing engagement and
new information; and undertaken further technical work.
We still consider that Putney Bridge Foreshore upstream
of Putney Bridge, should be our preferred site because it
would not have a direct effect on the setting of the Grade
II* listed St Mary’s Church, it would have better vehicular
access than the sites to the east and would avoid apedestrian area.
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Construction
C on s t r u c t i on
5
Section 2: Construction
Construction activitiesConstruction activities are required to intercept the
CSO. We would construct an interception chamber to
intercept the CSO. A connection culvert would link the
interception chamber to a drop shaft (approximately
37m deep) through which flows would pass down to
a short connection tunnel. This would then join to the
main tunnel.
Figure 2A: Illustration showing typical elements of below ground infrastructure
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 five main
phases, lasting approximately three and a half years in
total. The main construction activities at this site are set
out in Table 2.1.
Main tunnel
Drop shaft
Valve chamberShort connectiontunnel
Interception
chamber
Existing overfowsewer
Connection culvert
Existing
overfowtoriver
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Putney Bridge Foreshore
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Advance works
Phase 1
Site setup
Figure reference Figure 2C Figure 2D
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 ü
Temporary slipway constructed ü
Site cleared ü
Temporary works in River Thames constructed ü
Site facilities and access set up ü
Drop shaft excavated and built
Short connection tunnel excavated and built
Above and below ground structures constructed
Mechanical and electrical equipment installed
Temporary works in the River Thames removed
Temporary slipway 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 willbe agreed with the local authority
* 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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Construction
7
Phase 2
Drop shaft
construction
Phase 3
Tunnelling
Phase 4
Construction
of otherstructures
Phase 5
Completion of
works and siterestoration
Figure 2E Figure 2E Figure 2F –
Standard Continuous Standard Standard
ü
üü
ü
ü
ü
ü
ü
Related documents:
Build Managing construction
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Putney Bridge Foreshore
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Site layout and construction phasesFigures 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:
•
Since phase one consultation, a temporary replacementslipway is now proposed upstream of the site,
approximately 300m west of Putney Bridge, to ensure
that recreational and commercial river users are not
adversely affected during construction.
•Timber hoarding is proposed on Waterman’s Green
to limit our worksite to the western part and provide
protection from construction for users of Waterman’s
Green. The vaults emergency access would be
maintained and their use unaffected should existing
planning permissions to convert them into cafes or
restaurants be implemented.
•Since phase one consultation, this site has moved
further west, away from Putney Bridge, to ensurethe listed bridge is protected. Moving the site further
west also allows us to minimise the footprint of the
permanent works after construction and retain the
alignment of the existing slipway.
The site layouts are indicative only, and the contractor
may arrange the site in a different way, depending on
the 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 A d v a n c e
w o r k s
Year 1 Year 2 Year 3
Figure 2B: Construction timeline showing approximate
duration of works in phases (P)
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Construction
9
Figure 2C: Illustrative advance works construction plan
Jack up barge servicingpiling operations
Slipway
N
Maximum extent of construction site for
advance worksSite hoarding
Cofferdam
Local authority boundary
Site support/welfare
Internal site road
Site access
Existing Thames Path
Thames Path diversion
WANDSWORTH
HAMMERSMITH &FULHAM
Temporarycofferdam toenable constructionof slipway
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Figure 2D: Illustrative phase 1 construction plan
Jack up bargeservicing pilingoperations
Barge
N
Maximum extent of construction site forphase 1
Site hoarding
Cofferdam
Local authority boundary
Site support/welfare
Site access
Existing Thames Path
Thames Path diversion
WANDSWORTH
HAMMERSMITH &FULHAM
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Construction
11
Figure 2E: Illustrative phases 2 and 3 construction plan
N
Option for contractorto transport materialsusing barges
Cranes
Drop shaft
WANDSWORTH
HAMMERSMITH &FULHAM
Maximum extent of construction site forphases 2 and 3
Site hoarding
Cofferdam
Local authority boundary
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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Putney Bridge Foreshore
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Figure 2F: Illustrative phase 4 construction plan
N
Option for contractorto transport materialsusing barges
Cranes
Drop shaft
WANDSWORTH
HAMMERSMITH &FULHAM
Maximum extent of construction site for phase 4
Site hoarding
Cofferdam
Local authority boundary
Site support/welfare
Excavated materialstorage and processing
Maintenance workshopand storage
Internal site road
Site access
Existing Thames Path
Thames Path diversion
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Construction
13
Additional works and activitiesThe 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.
Diversion of utilities.If utility diversions are required, we would work with
utility providers to undertake the necessary works.
Temporary connection to utilities (such as
water, sewer, phone and electricity supply).
We expect to connect to utilities in Embankment or
Lower Richmond Road.
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.
Protection of the riverbed.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 Embankment or
Lower Richmond Road.
Table 2.2: Additional works and activities
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Putney Bridge Foreshore
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Construction transport and accessWe propose to use barges to bring in and take away the
material used to fill the cofferdam. It is not generallypractical 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 20 lorries from
the road. Using barges at this site would reduce thenumber of lorry visits to/from this site by approximately
45% (saving 4,500 lorry visits over the construction
period of approximately three and a half 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 the A3
travelling along Putney Bridge Road (A3209) and Putney
High Street (A219). Traffic would then turn left onto
Lower Richmond Road and right into the site from the
Embankment. It is proposed to suspend a short section
of the existing one way system along the Embankment.
This would enable construction vehicles to exit the site via
the same route and limit the number of vehicles travelling
westbound along the Embankment.
Phase 1
Site setup
Phase 2
Shaftconstruction
Phase 3
Tunnelling
Phase 4
Constructionof other
structures
Phase 5
Completion of works and site
restoration
Typical daily
lorry visits 8 lorries 7 lorries 5 lorries 15 lorries 10 lorries
Average daily
barge visits2 barges none none none 2 barges
Related documents:
Transport
Table 2.3: Average daily lorry and barge visits during the peak months
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Construction
15
A temporary slipway would be constructed approximately
300m west of Putney Bridge, to provide an alternative
access to the River Thames during the construction
period. It is proposed that this temporary slipway
is removed once construction at the Putney Bridge
Foreshore site is completed. During construction of the
temporary slipway, construction traffic would access the
site by turning right from Lower Richmond Road into
Thames Place, and turning right into the site from a new
entrance on the Embankment. Traffic would leave the
site via the same route. These access points are shownon 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 on-street
parking bays on the Embankment during construction. We
may also need to make some minor kerb modifications
on the Embankment at the junction with Lower Richmond
Road. The Thames Path currently runs around bothparts of the site and would remain open throughout
the construction works. When we are undertaking
our advance works for the temporary slipway, a small
diversion that runs across the access to our construction
site would be required. Similarly, for the main site, a small
diversion would also be required where the Thames Path
runs across the site access. The proposed diversions are
shown on Figures 2C, 2D, 2E and 2F. Based on our current
design, we do not anticipate that any bus stop relocationswould be required.
P t B id F h
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Putney Bridge Foreshore
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Figure 2G: Proposed access route to the site from the nearest major road
Lower Richmond Road
L o w e r R i c h m o n d R o a d
Putney High Street
Thames Place
Embankment
Putney Bridge Road
Right turn in,left turn out
Right turn in,left turn out
Minor kerb
modifications
E m b a n k m
e n t
E m b a n k m
e n t A205
A3
A219A3209
N
WANDSWORTH
HAMMERSMITH & FULHAM
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
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Construction
17
Management of construction worksOur 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
P tne Bridge Foreshore
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Putney Bridge Foreshore
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Issue Our response
Temporary loss of historicpublic drawdock (slipway).
A temporary slipway would be provided for the duration of construction to provide
alternative access to the River Thames. This would be located approximately 300m westof Putney Bridge. The existing slipway would be reinstated in its original location and
condition following completion of construction works.
Possible effect of
construction activities on
Putney Pier.
Since phase one consultation, the site has been moved further west. We are continuing
to study any potential effects on Putney Pier and to minimise possible effects on vessel
movements and navigation to and from the pier.
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 thePort 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.
Construction activities
could obstruct the
emergency exits from
Putney Bridge Vaults to
Waterman’s Green.
During construction, timber hoarding would be put up to exclude the eastern part of the
Green from any construction works. The emergency exit from Putney Bridge Vaults onto
Waterman’s Green would be maintained.
Temporary loss of open
space from Waterman’s
Green.
With the exception of an area required for a control kiosk and associated ducting,
construction works at this site would not require the use of the rest of Waterman’s Green.
Potential loss of and
damage to trees along
the Embankment and on
Waterman’s Green.
Clearance between construction activities and existing trees would be maximised, and
potential damage further minimised through careful root protection, pollarding and
trimming methods.
The permanent electrical and control kiosk has been located near the disused toilet blockon Waterman’s Green to minimise the risk of damage to important trees.
Possible effect on Grade
II listed Putney Bridge
from construction of the
ventilation column for the
interception chamber.
We would minimise construction effects on the bridge by reducing the size and height of
the ventilation column to be constructed, and incorporating it within or attached to the
bridge structure itself.
Construction
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Construction
19
Issue Our response
Temporary diversion of theThames Path and reduced
access to the Embankment
during construction.
The Thames Path would remain open throughout construction works, with a small
diversion for the length that runs across the access to the construction site.
Only a small section of the Embankment footway would be temporarily closed and
diverted, and access to the Embankment and pier would be maintained during
construction.
Possible effect of
construction vehicles on
the capacity and operationof the local road network.
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 bring in and takeaway the material used to fill the cofferdam, which would reduce the number of lorry
movements from this site by approximately 45% over the construction period.
Temporary suspension
or relocation of some
on-street parking on the
Embankment.
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.
Possible effect on the
Oxford Cambridge BoatRace and other events.
The Boat Race would not be affected by our works, The construction site would not be
removed but construction activities would be temporarily suspended. We would alsoensure that any barges associated with our works would be removed on Boat Race day.
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. Continuous tunnelling would only be
undertaken for a short period of time to construct a connection tunnel from the drop
shaft to the main tunnel.
Possible effects on local air
quality and dust nuisancein 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. Thecontractor would put in place air and dust control measures at the worksite, which will be
set out in the CoCP.
Possible effects of on
foreshore habitat and river
wildlife.
The site footprint within the foreshore is determined by functional requirements for
construction. We have however sought to reduce encroachment into the foreshore
as much as possible. Ecological surveys of the River Thames and foreshore are being
undertaken to identify possible effects arising from construction activities. The contractor
would put in place various control measures at the worksite to minimise these effects as
far as possible. These will be set out in the CoCP.Table 2.4: Key issues relating to construction
Putney Bridge Foreshore
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Putney Bridge Foreshore
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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
Since phase one consultation we have progressed the
design for the permanent use and appearance of the
structures at Putney Bridge Foreshore. The design of the
permanent proposals follows our scheme-wide principlesand takes into account comments made and ongoing
engagement with the London Borough of Wandsworth
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 CSO drop shaft with an internal diameter
of approximately 6m, connection tunnel to the main
tunnel, connection culvert, interception chamber, valve
chamber and a passive filter chamber.
•A main ventilation column up to 6m high above the
shaft.
•A small diameter ventilation column to the interception
chamber up to 6m high located on Putney Bridge.•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.
Issue Our response
Effect on the setting
of the Grade II listedPutney Bridge.
Since phase one consultation the proposed hardstanding area has been repositioned further
westwards to increase the distance from Putney Bridge.
A potential new public area would be created using the new hardstanding area. Its design
would incorporate appropriate materials, furniture and surfacing. This would also be used for
our maintenance access.
The shape and configuration of this hardstanding area is being designed to reflect its settingand to reflect discussions with Design Council CABE, English Heritage, the London Borough of
Wandsworth, river users and other stakeholders.
The design of the interception chamber under the bridge and its small diameter ventilation
column have responded to stakeholder feedback and their design minimises adverse effects on
the bridge appearance through incorporation into or attachment to the structure.
Effect on existing
public drawdock(slipway).
The existing public drawdock would be retained in its current location, and in its current formand width.
Future use
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F u t ur e
u s e
Future use
21
Issue Our response
Effects on
Waterman’s Green.
The control cabinet is proposed to be located adjacent and to the west of the disused toilet
block and would be designed to blend with the current stone structure, reducing its visual effectand avoiding damage to significant trees.
Our proposals for the permanent layout and design of the site also provide a potential new area
of public space along the foreshore which would enhance the appearance of this area.
Visual effect of theventilation columns.
A ventilation column would be located on this hardstanding area and would be designed as a
feature.
The height of the main column has been reduced from a potential 10m to up to 6m due to a
change in the ventilation strategy for the main tunnel.
The small diameter ventilation column required immediately adjacent to Putney Bridge would
be designed to blend with the Grade II listed bridge and incorporated into or attached to the
structure.
Effects on river
navigation and
hydraulics.
The permanent structure in the foreshore of the River Thames has been developed to ensure
that there would be no effect on river users and that the existing slipway is fully reinstated.
Preliminary modelling has indicated that the proposed design is acceptable in terms of river flow.
The proposals have been discussed with the Port of London Authority and other key
stakeholders to develop a layout has a minimal effect on river navigation.
Loss of foreshorehabitat and effects
on ecology.
Our proposals for the permanent layout and design of the site have sought to reduce the extent
of the permanent works within the foreshore to minimise effects on water ecology as far as
possible.
Ecological surveys of the River Thames and foreshore are being undertaken to identify possible
effects, and design measures would be incorporated where required.
Construction of the tunnel would also deliver river wide improvements to local water quality,
which would result in positive effects on river ecology, including habitat improvements and
reduced fish kills.
Table 3.1: Site specific issues that have influenced our permanent design
Putney Bridge Foreshore
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Putney Bridge Foreshore
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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
Putney Bridge Foreshore
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Putney Bridge Foreshore
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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
Interceptionchamber belowbridge archto captureexisting CSO
Ventilationcolumn
L o w e r R i c h m o n d R o a d
Ventilationcolumn
New cobbles tomatch existing
Recycled timberfenders as seating
for viewing bridge
New Putney
Bridge CSO outlet
New riverwall with
vertical fenders
Electrical and controlkiosk incorporatingbiodiverse roof andstone cladding tomatch existing wall
Existing stone cobbles tobe protected or removedduring construction,
stored and reinstated
N
Bicycle standrelocated alongfootpath
Removable bollardsfor access for
maintenance vehicles
Existing bollardsto be refurbishedand relocated
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ut ey dge o es o e
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Operation and maintenanceOnce the tunnel is operational, we would need access
to the site occasionally for inspection and maintenance
purposes. We expect to visit the site approximatelyonce every three to six months to carry out inspections
and maintenance of the ventilation and below ground
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 into the shaft. This is
likely to take several days 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 Embankment.
Management of operational effectsWe 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 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.
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 this
consultation.
Design
Contains 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.
Further information
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Technical reports
Theme Icon Title Details
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 two
environmental
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 10 of the non-technical
summary and volume 10 of the PEIR for more informationon 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 7 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 D for more information on this site.
Site glossary
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Term Definition
Biodiverse roof A roof which supports a wide variety of plant and animal species and reduces
stormwater run-off.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.
Drop shaft
A vertical circular concrete structure, used to drop flows from the high level of the CSO to
the low level of the main tunnel. It would also be used to provide access to construct the
connection tunnels.
Foreshore Ground uncovered by the river when the tide is low.
Interception chamberA structure, built on an existing combined sewer, which diverts stormwater overflow into the
main tunnel.
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.
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.
Putney Bridge Foreshore
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Phase two consultation: Putney Bridge Foreshore
For further information or to comment on our
proposals see our website:
www.thamestunnelconsultation.co.uk
110-ED-PNC-00000-000089
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.