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Introd
uction
Introd
uction
Barn Elms
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 Barn Elms.
Thames Tunnel
Siteinformatio
npaper
1
Key facts
Local authority: Richmond upon Thames
CSO name: West Putney Storm Relief
CSO spill volume in an average year: 34,000m (equivalent to approximately
14 Olympic swimming pools)
Site type: CSO site
Duration of main construction works: Approximately two and a half years.
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We are proposing to use the south eastern corner of the
Barn Elms Schools Sports Centre for this constructionwork 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 West Putney
Storm Relief, to the main tunnel.
The location of the site is shown in Figure 1A. The Thames
Path and River Thames are located to the east of the site.
To the north are some of the Barn Elms Schools Sports
Centre pitches and facilities. Putney Lower Commonis located to the southwest. At the most southerly
point of the site are Beverley Brook and the Beverley
Brook footpath, which separate the London Boroughs
of Richmond upon Thames and Wandsworth in this
location. The site is adjacent to the Putney Embankment
Conservation Area. The site also includes a maintenance
site access road that would link to Queen Elizabeth Walk.
This site information paper sets out our proposals at BarnElms. 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.
Section 1: Introduction and site information
Related documents:
Build
How we chose this siteMain tunnel
What we proposed at phase one consultation
Through our site selection process, we identified
that a main tunnel drive site was required between
Hammersmith Bridge and Albert Bridge. At phase one
consultation, which was held between September 2010and January 2011, Barn Elms was identified as being
appropriate for this purpose and was presented as our
preferred site. We assessed other sites but only Barn Elms
made it through to the shortlist stage of the site selection
process.
What we are proposing at phase two consultation
Since January 2011, we have considered the comments
from phase one consultation, feedback from ongoing
engagement and new information; and undertaken
further technical work. As a result, we have re-assessed
potential main tunnel sites and our tunnelling strategy for
the main tunnel. We have now identified Carnwath Road
Riverside as the most suitable site. Therefore Barn Elms is
no longer our preferred site for a main tunnel drive site.
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Introduction
3
Figure 1A: Barn Elms location plan
West PutneyStorm Relief CSO
Barn ElmsPlaying Fields
Barn Elms SchoolsSports Centre
Putney Lower
Common
Beverley BrookHorne Way
MillHillRoad
QueenEliza
bethWalk
N
RICHMOND UPONTHAMES
WANDSWORTH
HAMMERSMITH &FULHAM
Local authority boundary
Draft limit of land to beacquired or used
Proposed tunnelroute centreline
Existing sewer
Existing CSO
RocksLa
ne
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CRR
CSO
What we proposed at phase one consultationThrough our site selection process, we identified four
possible shortlisted sites to intercept the West Putney
Storm Relief CSO. At phase one consultation, which was
held between September 2010 and January 2011, we
presented these sites:
Foreshore, adjacent to Barn Elms
Boat Repair Yard, off Putney Embankment
Leaders Gardens, Putney Embankment
Barn Elms.
Barn Elms 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 oneconsultation, feedback from ongoing engagement and
new information; and undertaken further technical
work. We still consider that Barn Elms should remain our
preferred site to intercept the West Putney Storm ReliefCSO.
The site is located in the southern corner of Barn Elms,
which is a good location because we can directly intercept
the CSO. We also avoid having to construct pipes beneaththe high pressure gas main and reduce encroachment
into the playing fields.
The size of the site required at Barn Elms is significantly
smaller than presented at phase one consultation, since
we only need a site to intercept the CSO in this location.
This means that the temporary effects on the playing
fields would be reduced. We would no longer need to
relocate the Scout Hut or divert the Thames Path. We
would not need to construct a new temporary jetty and
mooring structures, since the reduction in excavated
material would not justify the associated costs and
disruption.
Related documents:
Changes
Q&A Consultation
Site selection
Carnwath Road Riverside
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Construction
Construction
5
Section 2: Construction
Construction activitiesConstruction activities are required to intercept theCSO. We would construct an interception chamber to
intercept the CSO. A connection culvert would link the
interception chamber to a drop shaft (approximately
34m deep), through which flows would pass down
to a short connection tunnel. This would join to the
main tunnel. Figure 2A illustrates the below ground
infrastructure proposed.
Figure 2A: Illustration showing typical elements of below ground infrastructure
Main tunnel
Drop shaft
Short connection
tunnel Valve chamber
ExistingoverfowtoBeverley Brook
Interceptionchamber
Existingoverfowsewer
Existing sewer
Connection culvert
These activities would take place within the area
indicated by the red line in Figure 1A, in five main phases,
lasting approximately two and a half years in total. The
main construction activities associated with these phases
are set out in Table 2.1.
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Advance
works
Phase 1
Site setup
Figure reference Figure 2C
Typical working hours Varies Standard
Mainconstructionactivities
Utilities connected Utilities diverted or protected
Site cleared
Site facilities and access set up
Drop shaft excavated and built
Short connection tunnel excavated and built
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
Construction of
other structures
Phase 5
Completion of
works and siterestoration
Figure 2C Figure 2C Figure 2D
Standard Continuous Standard Standard
Related documents:
Build
Managing construction
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Site layout and construction phasesFigures 2C and 2D show how the site might be laid out
during the construction phases, which are set out in Table2.1 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:
Owing to the change in function of the site sincephase one consultation from a main drive to a CSO
interception site, the location of the construction site
is now in the south of the previous Barn Elms site,
adjacent to the Beverley Brook watercourse. This means
that the site is smaller and the potential effect on the
sports pitches has been confined to a temporary loss
during construction.
Access to and construction on the foreshore of the
River Thames are no longer required, eliminating the
potential effect on river navigation and river users; and
avoiding the need to relocate the Scout Hut or divert
the Thames Path.
At phase one consultation, two different options
for site access were proposed; a third option wasconsidered following feedback from phase one
consultation. Where possible, we have discussed these
options with relevant stakeholders and the option to
construct a temporary access road from Rocks Lane
(A306) along the northern side of the Beverley Brook
watercourse is preferred. This option reduces the effect
on common land, avoids Queen Elizabeth Walk, is
considered safer as there would be no interaction with
users or pitches and does not interfere significantlywith public access routes.
The site layouts are indicative only. 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.
Figure 2B: Construction timeline showing approximateduration of works in phases (P)
P1
P2
P3
P4
P5
Year 1 Year 2
Advance
works
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Construction
9
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Figure 2C: Illustrative phases 1, 2 and 3 construction plan
Cranes
Drop shaft
N
RICHMOND UPONTHAMES
WANDSWORTH
See inset
Inset
RocksLane
Beverley Brook
Maximum extent of constructionsite for phases 1, 2 and 3
Site hoarding
Local authority boundary
Site support/welfare
Excavated materialstorage and processing
Maintenance workshopand storage
Construction support
Internal site road
Site access
Existing Thames Path
HAMMERSMITH &FULHAM
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Construction
11
Drop shaft Crane
N
WANDSWORTH
See inset
RICHMOND UPONTHAMES
Inset
RocksLane
Beverley Brook
Figure 2D: Illustrative phase 4 construction plan
Maximum extent ofconstruction site for phase 4
Site hoarding
Local authority boundary
Site support/welfare
Maintenance workshopand storage
Internal site road
Site access
Existing Thames Path
HAMMERSMITH &FULHAM
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Additional works and activitiesThe 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 ofthe 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 forconstruction
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 constructionwork 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 would
access the sewer network through existing manholes.
Temporary connection to utilities
(such as water, sewer, phone and
electricity supply).
We expect to connect to utilities in Rocks Lane (A306).
Traffic management works.
These may need to extend beyond our site and could include
relocating kerb lines, repainting road lines, temporary relocation of
a bus stop on Rocks Lane (A306)and modifying traffic signals.
Provision of changing roomfacilities.
The existing southern pavilion changing rooms are on the
alignment of the construction site access road. There is an existing
planning permission for the demolition and redevelopment of
the southern pavilion changing rooms, which has yet to be taken
forward. If this planning permission is not implemented, aspart of our works at this site we would need to relocate/replace
the southern pavilion changing rooms. Replacement/relocated
changing rooms would be provided outside of the area indicated by
the red line in Figure 1A, in a location agreed with London Borough
of Wandsworth and the Barn Elms Sports Trust.
Required for
operational
phase
Permanent connection to
utilities (such as water, phone
and electricity supply) for theoperational tunnel.
We expect to connect to utilities either from Rocks Lane (A306) or
from the Thames Path.
Table 2.2: Additional works and activities
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Construction
13
Construction transport and accessWe propose to transport materials to and from the site
by road. We have considered the use of the River Thamesto transport materials to and from this site. However, we
consider that the cost and disruption to the Thames Path
and recreational boating activities associated with the
construction of a temporary jetty and mooring structures
are not justified, given the need to move relatively small
volumes of material from this site. Table 2.3 sets out the
anticipated average daily number of lorries visiting (ie
travelling to and from) the site during the peak months of
each phase.
Construction traffic would access the site from Upper
Richmond Road (A205), travelling along Rocks Lane
(A306) and turning right into the site through an existing
entrance that would need to be modified. A temporary
road would be constructed along the northern side of
the Beverley Brook, following the southern edge of Barn
Elms Playing Fields and the Barn Elms Schools Sports
Centre. Traffic would leave the site via the same route.This access route is shown on Figure 2E. Beyond this,
construction traffic would use the major road network to
get to and from its final destination.
At phase one consultation we presented two options
to access the site, one off Rocks Lane (A306) and one
via Queen Elizabeth Walk by extending an access route
between the Boat House Facility and the proposed
site. The Rocks Lane (A306) access was chosen based
on feedback during phase one consultation andbecause this access would provide separation between
construction traffic and users of Queen Elizabeth Walk,
and the adjacent facilities which it serves. Following
phase one consultation a third access route off Lower
Richmond Road via Putney Lower Common was
considered. This route was ruled out due to loss of trees,
effect of crossing the Beverley Brook, effect on common
land, diversion of a number of footpaths and the
increased effect on nearby residents.
We may need to relocate the southbound Ranelagh
Avenue bus stop on Rocks Lane (A306) for the duration
of the works. We may also need to suspend or relocate
some on-street parking on Rocks Lane (A306) opposite
the site entrance. Based on our current design, we do
not anticipate that any footpath or road diversions or
junction changes would be required.
Phase 1
Site setup
Phase 2
Drop shaftconstruction
Phase 3
Tunnelling
Phase 4
Constructionof other
structures
Phase 5
Completion ofworks and site
restoration
Average daily
lorry visits 2 lorries 6 lorries 7 lorries 6 lorries 8 lorries
Table 2.3: Average daily lorry visits during the peak months
Related documents:
Transport
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A306
Rocks Lane
RocksLa
ne
A205
N
Right turn in,left turn out
Suspensionof parking
Bus stop to berelocated
RICHMOND UPONTHAMES
WANDSWORTH
HAMMERSMITH &FULHAM
Figure 2E: Proposed access route to the site from the nearest major road
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
15
Related documents:
Environment
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.
B El
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Issue Our response
Possible relocation of the ScoutHut, which is located to the east
of the site, between the playing
fields and the River Thames.
Since phase one consultation, the decision to use Barn Elms as a CSO-only sitemeans that the scout hut would not be directly affected. If necessary, suitable
mitigation measures would be implemented to reduce any possible construction
effects on the Scout hut.
Temporary loss of sports pitches
during construction.
Since phase one consultation, the decision to use Barn Elms as a CSO-only site
means that the potential effect on sports pitches has been confined to a temporary
loss during construction. We are currently investigating temporary replacement
options in the local area. It is not anticipated that there would be any permanent
loss of sports pitches.
Loss of southern pavilion
changing rooms to form the
construction access road from
Rocks Lane (A306).
There is an existing planning permission for the demolition and redevelopment of
the southern pavilion changing rooms, which has yet to be taken forward. If this
planning permission is not implemented, as part of our works at this site we would
need to relocate/replace the southern pavilion changing rooms. We would discuss
any necessary alternative arrangements with the local authority and Barn Elms
Sports Trust.
Potential loss of and damage totrees to form the construction
access road from Rocks Lane
(A306).
Only a very small number of trees would need to be removed. The route of theaccess road has sought to minimise the effect on existing trees, vegetation and the
river bank as far as possible, in combination with careful root protection, pollarding
and trimming methods.
Possible diversion of the Thames
Path.
Access to the riverside is not required at this site; the Thames Path would not
therefore be affected in this location.
Possible effect of foreshore
construction activities on river
navigation and river users.
Since phase one consultation, the decision to use Barn Elms as a CSO-only site
means that construction on the foreshore of the River Thames is no longer required.
Consequently, our works would have no effect on the River Thames.
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 small connection
tunnel from the drop shaft to the main tunnel.
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Construction
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Issue Our response
Possible effects on local airquality 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.
Possible effects of construction
activities on the Beverley Brook
Site of Importance for Nature
Conservation (SINC).
Ecological surveys are being undertaken to identify possible effects arising from
construction activities and ensure that they are carefully located and managed to
minimise direct effects on local wildlife. 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
Related documents:
Managing construction
Barn Elms
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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.
DesignSince phase one consultation we have progressed the
design for the permanent use and appearance of the
structures at Barn Elms. The design of the permanent
proposals follows our scheme-wide principles and takesinto 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 including: a CSO drop shaft
with an internal diameter of approximately six metre
connection tunnel to the main tunnel, connection
culvert, interception chamber, valve chamber and a
passive filter chamber.
An above ground structure over the CSO drop shaft toprovide access into the shaft.
An above ground structure incorporating an electrical
and control kiosk, access to the interception chamber
and a ventilation column.
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
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Future
use
Future use
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Issue Our response
Preserving existing sports
pitches, facilities and
infrastructure.
The permanent works have been located close to the existing CSO at its interception point
to avoid the permanent loss of any sports pitches.
Since phase one consultation we have significantly reduced the potential effect on
Metropolitan Open Land by minimising the footprint of the permanent works.
To avoid disturbance of the high pressure gas main to the north of the site, the permanent
works have been located a suitable distance away.
Visual effect of the
permanent works.
The permanent works would be enclosed by two separate structures that we are
considering cladding with habitat walls. In combination with additional planting, thiswould aim to increase biodiversity and reduce visual effects by blending with the landscape
through good design.
A free standing ventilation column is not proposed at this site. All ventilation equipment is
enclosed within the two structures.
Loss of wildlife habitat.
Ecological surveys are being undertaken to identify specific species and types of flora and
fauna that may be affected by the permanent works. We are also considering various
landscape design features for wildlife, including habitat walls for both structures on site,dense border vegetation and wild flower planting.
The permanent access road would be composed of a reinforced concrete material that
allows grass to grow through to retain the ecological value and visual amenity of the site.
Table 3.1: Site specific issues that have influenced our permanent design
Barn Elms
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Figures 3A, 3B, 3C and 3D show the current site and
provide an illustration of our design proposals. Further
information on the development of our design can be
found in the Design development report.
Related documents:
Design
Figure 3A: Image of the site before the works*
*This photo has been digitally enhanced to remove temporary construction works on the site at the time that the photograph was taken.
Future use
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Future use
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Figure 3B: Artists impression of the site after the works are completed
Barn Elms
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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
Felled logs forhabitat growth
Felled logs forhabitat growth
Chain link fence tobe reinstated alongsite boundary
CSO drop shaftconcealed withinhabitat wall
Biodiverse roofover electrical andcontrol kiosk
Access for maintenancevehicles with reinforcedgrass system
Interception structures, ventilation structuresand control kiosk integrated into single aboveground structure concealed by habitat wall
N
Habitat wall
Barn Elms
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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 approximately
once 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 two
mobile 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 Queen
Elizabeth Walk. We would extend the existing permanent
access route south of the boat house facilities with a
reinforced ground material that allows grass to grow
through. This has been chosen to minimise the visual
effect on Barn Elms Schools Sports Centre.
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 developedanAir management planto 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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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
BuildProvides 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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CRR
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 paper may be of particular interest.
Carnwath Road Riverside
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 9 of the non-technical summary
and volume 9 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 6 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 toAppendix C for more information on this site.
Site glossary
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g y
Term Definition
Biodiversity The variety of plant and animal species in a given environment.
Biodiverse roofA 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.
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 LondonRoad Network (TLRN)
The network of roads managed by Transport for London. These are the major or strategicroads, which have high capacity.
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Phase two consultation: Barn Elms
For further information or to comment on our
proposals see our website:
www.thamestunnelconsultation.co.uk
110-ED-PNC-00000-000070
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.
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