Greenwich Pumping Station SIP

8/3/2019 Greenwich Pumping Station SIP

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Introd

uction

Site

and

introdu

ction

Introd

uction

GreenwichPumping Station

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 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 Greenwich Pumping Station.

Thames Tunnel

Siteinformationpaper

1

Key facts

Local authority: Greenwich

CSO name: Greenwich Pumping StationCSO spill volume in an average year: 8,300,000m (equivalent to approximately

3,320 Olympic swimming pools)

Site type: CSO and Greenwich connection tunnel drive site

Duration of main construction works: Approximately ve and a half years.


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Greenwich Pumping Station

2

We are proposing to use the site of our existing pumping

station for this construction work and to accommodatepermanent structures required to operate the main

tunnel. The site would be used to connect the existing

local CSO, known as the Greenwich Pumping Station CSO

to the Greenwich connection tunnel, which would direct

flows into the main tunnel.

The Greenwich connection tunnel is a long connection

tunnel which connects the CSOs at Greenwich Pumping

Station, Deptford Church Street and Earl Pumping Stationto the main tunnel at Chambers Wharf. We also need a

worksite from which we can build this tunnel, which we

propose to drive from Greenwich Pumping using land

adjacent to our pumping station at Phoenix Wharf.

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

surrounds the existing pumping station building. Norman

Road and Norman House are to the east of the site. To

the south is Greenwich High Road (A206), to the southwest are recently built flats and to the west is Deptford

Creek and the Greenwich Industrial Estate. To the north of

Phoenix Wharf are industrial units. The elevated Dockland

Light Railway (DLR) also crosses the site. The site is

adjacent to the Ashburnham Triangle Conservation Area.

Section 1: Introduction and site information

Related documents:

Build

This site information paper sets out our proposals at

Greenwich Pumping Station. 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.

How we chose this site

CSO

What we proposed at phase one consultation

Through our site selection process, we identified two

possible shortlisted sites to intercept the Greenwich

Pumping Station CSO. At phase one consultation, whichwas held between September 2010 and January 2011, we

presented these sites:

Foreshore (near Greenwich Foot Tunnel)

Greenwich Pumping Station.

Greenwich Pumping Station was identified as our

preferred site at phase one consultation.

What we are proposing at phase two consultation

We have considered the comments from phase one

consultation, feedback from ongoing engagement and

new information; and undertaken further technical work.

We still consider that Greenwich Pumping Station should

be our preferred site because we own most of the siteand although the Pumping Station is a Grade II listed

structure, the proposed location of our works (to the northof the pumping station site) greatly reduces any potential

effect upon its setting.


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Introduction

3

Figure 1A: Greenwich Pumping Station location plan

Greenwich PumpingStation CSO

Norman House

GreenwichIndustrial

Estate

GreenwichPumpingStation

CSO discharge

into River Thamesapproximately500 metres tothe north east

Deptford

Creek

Creekside

Centre

TrinityLaban

DLR

WavelengthsLeisure Centre

Low LevelSewers

Sue GodfreyNature Reserve

N

Greenw

ichHigh

Road

Norm

anR

oad

GREENWICH

LEWISHAM

PhoenixWharf

Local authority boundary

Draft limit of land tobe acquired or used

Proposed tunnelroute centreline

Existing sewer

Deptford ChurchStreet site


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4

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 Kings 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.

Given the identification of this potential new site, in

June 2011, we held drop-in sessions with the communityaround the site to understand any local issues they may

have, should Greenwich Pumping Station be used to drive

the Greenwich connection tunnel. We reviewed all the

comments we received and took these into account as

part of the site selection process.

What we are proposing at phase two consultation

Our preferred site is Greenwich Pumping Stationbecause 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 that would 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.

There is not sufficient space within the existing Greenwich

Pumping Station site to hold and process the excavated

material that would be generated from driving the

Greenwich connection tunnel. Additional land is therefore

needed and we have identified land adjacent to the

Greenwich Pumping Station site, known as Phoenix Wharf,

for this purpose.

Related documents:

Changes

Q&A Consultation

Site selection

Chambers WharfCW


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Construction

Construction

5

Section 2: Construction

Construction activitiesConstruction activities are required to intercept the

CSO and construct the Greenwich connection tunnel. To

intercept the CSO, we would construct an interception

chamber. A connection culvert would link the interception

chamber to a drop shaft (approximately 44m deep),

through which flows would pass into the Greenwich

connection tunnel, before connecting into the main

tunnel. To drive the Greenwich connection tunnel, we

would lower a tunnel boring machine into the drop shaft

at Greenwich Pumping Station and would drive the

Greenwich connection tunnel north west to Chambers

Wharf. Excavated material from the tunnel drive would

be removed from the drop shaft and taken off site. 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 five and a half years in total. The

main construction activities associated with these phases

are set out in Table 2.1.

Drop shaft

Main tunnel

Valve chamber

To pumping station to

River Thames

Interception chamber

Existing sewer

Connection culvert

Figure 2A: Illustration showing typical

elements of below ground infrastructure


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6

Advance works

Phase 1

Site setup

Figure reference Figure 2C

Typical working hours Varies Standard

Mainconstru

ctionactivities

Utilities connected

Utilities diverted or protected

Site cleared

Site facilities and access set up

Drop shaft excavated and built

Tunnel boring machine delivered to site and assembled

Tunnel excavated and built

Internal (secondary) tunnel lining constructed

Above and below ground structures constructed

Mechanical and electrical equipment installed

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

* 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

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

Related documents:

Build

Managing construction


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Site layout and construction phases

Figures 2C, 2D and 2E show how the site might be laid

out during the construction phases, which are set outin Table 2.1 and Figure 2B. These layouts have been

informed by the size of the infrastructure proposed,

the construction methods required and the location

of neighbouring buildings and structures. They have

also been developed to minimise effects on the local

community and environment. A particular factor at this

site that has influenced the layout is as follows:

The site layout and shaft location have beendetermined by the location of existing listed buildings,

underground infrastructure associated with the

pumping station and proximity to the Docklands Light

Railway viaduct.

P1

P2

P3

P4 P6

P5

Year 1 Year 2 Year 3 Year 4 Year 5

Advan

ce

works

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

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

9

Figure 2C: Illustrative phases 1 and 2 construction plan

N

Cranes

Drop shaftPiling rig

Maximum extent ofconstruction site for

phases 1 and 2Site hoarding


Site support/welfare

Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access

Existing footpath tobe diverted

Footpath diversion

GREENWICH

LEWISHAM

Option for contractor

to transport materialsusing barges


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10

Option for contractorto transport materialsusing barges

N

Gantry crane

Drop shaft

GREENWICH

LEWISHAM

Maximum extent ofconstruction for phase 3

Site hoarding






Internal site road

Site access


Footpath diversion

Noise enclosure overshaft and gantry crane

Figure 2D: Illustrative phase 3 construction plan


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Construction

11

N

Gantry craneCrane

Option for contractorto transport materialsusing barges

GREENWICH

LEWISHAM

Maximum extent ofconstruction site forphases 4 and 5

Site hoarding






Internal site road

Site access


Footpath diversion

Noise enclosure overshaft and gantry crane

Drop shaft

Figure 2E: Illustrative phases 4 and 5 construction plan


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12

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 matterssuch as such as noise, vibration

and dust.

The locations of monitoring equipment would be agreed with thelocal 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.

If protection works are required to the existing sewer, we wouldaccess the sewer network through existing manholes.

Temporary connection to

utilities (such as water, sewer,

phone and electricity supply).

If we are unable to make a connection to water, sewer and

phone within the pumping station site, we would need to make a

connection in Norman Road.

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

provide power during construction. We expect to connect to

electricity from Stowage, running cables along Gonson Street and

Creekside. However, we are still developing a route for electricitysupply in discussion with the utility provider.

Traffic management works.

These may need to extend beyond our site and could include

relocating kerb lines, repainting road lines and modifying traffic

signals.

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 from within the pumping

station site.

Table 2.2: Additional works and activities


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Construction

13

Construction transport and access

We propose to transport materials to and from the site by

road. We have considered the use of the river to transportmaterials to and from the site; however, the tidal nature

of Deptford Creek and bridges crossing the Creek makes

river transport difficult, and therefore unlikely to be cost

effective. We have therefore assumed that all materials

would be moved by road. The contractor would however

be given the flexibility to use river transport where they

consider it is practical and cost effective to do so.

Table 2.3 sets out the anticipated average daily numberof lorries visiting (ie travelling to and from) the site during

the peak months of each phase.

Construction traffic would access the site from

Blackheath Road (A2), along Greenwich High Road

(A206) and Norman Road. There would be several site

access points along Norman Road, most making use of

existing entrances. One new entrance would be created

from Norman Road. Light vehicles would access the sitefrom the existing entrance on Greenwich High Road

(A206). Traffic would leave the site via the same route.

This access route is shown on Figure 2F. Beyond this,

construction traffic would use the major road network to

get to and from its final destination.

Table 2.3: Average daily lorry visits during the peak months

We would need to make a minor diversion to the footpath

that runs from Norman Road to the footbridge acrossDeptford Creek, as shown in Figures 2C, 2D and 2E. By

relocating the footpath next to the elevated railway, we

can create a safer, more efficient working space around

the shaft. Occasionally the footpath will be temporarily

closed to allow construction traffic to pass under the

railway arches between the Greenwich Pumping Station

site and Phoenix Wharf Based on our current design, we

do not anticipate that any road diversions, parking bay

suspensions, bus stop relocations or junction changeswould be required.

Phase 1

Site setup

Phase 2

Drop shaftconstruction

Phase 3

Tunnelling

Phase 4

Secondarylining

Phase 5

Constructionof other

structures

Phase 6

Completionof worksand site

restoration

Average

daily lorryvisits 4 lorries 24 lorries 54 lorries 15 lorries 15 lorries 9 lorries

Related documents:

Transport


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

N

A2

GreenwichHigh Road

Blackheath Road

Norman Road

A206Light vehicle andpedestrian access only

Greenw

ich

High

RoadNorm

an

Road

Norman

Road

GREENWICHLEWISHAM

Draft limit of land tobe acquired or used

Internal site road

Site access


Transport for London(TfL) road network

Proposed lorry access toTfL road network


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Construction

15

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 CoCPsfrom other major construction projects in London and

consultation with the local authorities. Through the

environmental impact assessment process, scheme-

wide principles to address potential effects on the local

environment have been identified and integrated into

the design. The CoCP Part A sets out scheme-wide control

measures that would be used to minimise potentialeffects during the construction process.

Table 2.4 sets out what we consider to be the key issues

for this site during construction, and how we are currently

proposing to address them.

Related documents:

Environment

G i h P i St ti


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Issue Our response

Possible effect of constructionvehicles on the capacity and

operation of the local road

network.

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.

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 atemporary, 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 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.

Effect on the Grade II listed

coal sheds.

The sheds will be carefully dismantled and stored prior to construction and will be

reinstated in their current location on completion of the works in accordance with

a methodology agreed with London Borough of Greenwich and English Heritage.

Table 2.4: Key issues relating to construction

Related documents:

Managing construction

Transport


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Future

use

Future use

17

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 Greenwich Pumping Station. The design

of the permanent proposals follows our scheme-wideprinciples and takes into account comments made

and ongoing engagement with the London Borough of

Greenwich 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 including: a CSO drop shaft

with an internal diameter of approximately 17m,

connection culverts, interception chamber and valve

chamber.

Extension of the shaft, interception chamber and valve

chamber approximately 1m above ground level withaccess covers on top of the structures. To ensure that

they are finished to a certain level above the tunnel

and because the site is low lying, these structures need

to be extended above ground level. Refurbishment of

the former beam engine house to accommodate fans,

filters and electrical and control equipment.

A small diameter ventilation column to the interception

chamber up to 6m high.Maintenance vehicle access.

Green ich P mping Station


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Issue Our response

Effect on the existing pumping

station infrastructure and

Dockland Light Railway viaduct

located to the north of the site.

We have located and designed the permanent works to avoid effects upon existing

underground and adjacent infrastructure, and to enable the pumping station to

remain operational during and after construction.

Re-use of the existing Grade II

listed beam engine house.

Changes in the scheme-wide ventilation strategy allow the beam engine house to be

brought back into use. The building is to be refurbished and would house ventilation

equipment and the electrical and control kiosk, which means there is no requirement

for a new ventilation building.

Effect on the setting of listed

buildings and character of

nearby Ashburnham Triangle

Conservation Area.

The majority of the proposed permanent works on this site would be below or near

ground level, with the exception of the ventilation equipment, so are unlikely to have

any significant effect on the listed buildings or Conservation Area.

The location of the above ground works have been designed to preserve views of the

listed building from adjoining public footpaths.

The Grade II listed pumping station is to be sensitively refurbished with its facade

preserved and enhanced.

Following completion of construction, the Grade II listed coal sheds will be restored

to their current location.

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

Table 3.1 sets out the site specific issues that have

influenced our permanent design proposals and how we

have addressed them in our proposed design.

Future use


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Future use

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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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Future use

21

Figure 3B: Artists impression of the site after the works are completed



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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

Ventilation equipment and electricaland control equipment to be housedwithin disused beam engine house

Pedestrianfootpath to bereinstated alongexisting route

Proposed shaftextendingapproximately 1mabove existing groundlevel with handrail

Maintenance accessroad to be connected toexisting roads within site

Existing boundaryfenceline to be reinstated

DLRvia

duct

Coal shed tobe reinstated

Norm

an

Road

Interceptionchamber extending

approximately1m above existingground level

Temporary hoardingaround site forreinstatement/made available fordevelopment (by others)

N

Greenwich

Pumping Station

Ventilationstructure

Lowmaintenance

grass area

Lowmaintenance

grass area

Biodiverseroof to shaft



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Operation and maintenanceOnce the tunnel is operational, we expect to undertake

inspection and maintenance of the ventilation and below

ground equipment approximately once every three to six

months. This would be undertaken within our site and as

part of the existing maintenance routine.

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 two

mobile cranes to lower the team and inspection vehicle

into the shaft. This is likely to take several weeks and

would all be undertaken within our site.

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 Norman Road.

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. Table

3.2 summarises these issues and how we are currently

proposing to address them.

Future use


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Issue Our response

Possible odour effects during

the operation of the tunnel.

Odour effects at this site are expected to be negligible because we have developed

anAir management plan to minimise possible odour and air quality effects arisingfrom the operation of the tunnel. The technology we are proposing to use at this site

includes 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.

The permanent access to our site would remain unchanged and visits would be

undertaken as part of the existing maintenance routine.

Table 3.2: Key issues relating to site operation

Related documents:

Odour

Further information


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u t e o at o

This section sets out documents which may be of particular interest. Further information on our proposals can be

found on our website (www.thamestunnelconsultation.co.uk) or is available upon request (call our customer centre

on 0800 0721 086).

Phase two public consultation material

Project information papers include general information about the Thames Tunnel project. There are 17 project

information papers, which cover various aspects of the project. Those project information papers that may be of

particular interest are set out below.

Icon Title Details

Build

Provides information on the different types of sites required for the Thames Tunnel

project and the typical construction activities that will be undertaken at each site.

Changes

Explains how the scheme has changed compared to that presented at phase one

consultation, including changes to the tunnelling strategy for the main tunnel and

changes to sites.

Q&A Consultation

Sets out the consultation we have undertaken to date on the project, the scope

of this phase two consultation and how interested parties can respond to thisconsultation.

DesignContains the design principles which have influenced the permanent appearance of

our sites once construction work is complete.

EnvironmentSets out the process the project is following to assess potential environmental effects

of the Thames Tunnel project.

Managing

construction

Includes information on what measures our contractors will put in place at our sites

during construction.

Odour Sets out ourAir management plan and how it will work.

Options Outlines the various ways to deal with sewage overflows.


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Phase two public consultation material

Icon Title Details

OverflowSets out how Londons sewerage system works and why the capital has an overflow

problem.

Route and

tunnel

alignment

Sets out the preferred route of the main tunnel and the reasons for our preference.

Site selection Sets out the process we followed to find and select our preferred sites.

Transport Contains information on the different transport options we have considered fordelivering and removing materials from our sites.

Site information papers provide information that relate to each preferred site along the route of the Thames Tunnel

project. The following site information papers may be of particular interest.

Chambers WharfCW

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 26 of the non-technical

summary and volume 26 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 24 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 J for more information on this site.

Site glossary


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g y

Term Definition

Biodiverse roof

A roof which supports a wide variety of plant and animal species and reduces

stormwater runoff.

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.

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/

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 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 circular

cross-section.


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Phase two consultation: Greenwich Pumping Station

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000082

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.

Greenwich Pumping Station SIP

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