Professional Documents
Culture Documents
Introduction
Currently, untreated sewage regularly overflows into the River Thames from Londons Victorian sewerage system via combined sewer overflows (CSOs). The proposed Thames Tunnel would intercept these overflows through the use of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. The sewage flow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reduction in untreated sewage entering the River Thames would bring long-term benefits 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 document identifies our current preferred site at Acton Storm Tanks.
Key facts
Local authority: CSO name: CSO spill volume in an average year: Site type: Duration of main construction works: Ealing Acton Storm Relief 310,000m (equivalent to approximately 124 Olympic swimming pools) CSO and main tunnel reception site Approximately three and a half years.
Thames Tunnel
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Introduction
ay Allied W
a ley G Stan s rden
le rp Wa
y
Local authority boundary Existing sewer Canham Road Factory Quarter HAMMERSMITH & FULHAM
a W
EALING
Gr ee
ne
nd
ld Cobbo
Emlyn Gardens
Road
Wendell Park
Ro a
CSO discharges into River Thames approximately 1500 metres south, adjacent to Chiswick Eyot
Figure 1A: Acton Storm Tanks location plan
HOUNSLOW
Introduction
Preferred site Acton Storm Tanks Other shortlisted site locations for main tunnel site Local authority boundary
EALING
HOUNSLOW
Figure 1B: Preferred and shortlisted sites
Q&A
CRR HPS
Construction
Section 2: Construction
Construction activities
Construction activities are required to intercept the CSO. To enable this, we would demolish the two northernmost storm tanks and construct an interception chamber within the storm tank facilities to intercept the CSO flows. A connection culvert would link the interception chamber to a drop shaft (approximately 31m deep) through which flows would pass into the main tunnel. The drop shaft would receive the tunnel boring machine from Carnwath Road Riverside, which would be dismantled and removed from the site. The drop shaft would also be used to install the secondary lining into the main tunnel. Figure 2A illustrates the below ground infrastructure proposed. These activities would take place within the area indicated by the red line in Figure 1A, in five main phases, lasting approximately three and a half years in total. The main construction activities associated with these phases are set out in Table 2.1.
Connection culvert
Existing sewer
Construction
Valve chamber
Drop shaft
Main tunnel
Figure 2A: Illustration showing typical elements of below ground infrastructure (existing storm tanks not illustrated for clarity)
Figure reference
Typical working hours Utilities connected Utilities diverted or protected
Varies
Figure 2C
Standard
Site cleared Site facilities and access set up Drop shaft excavated and built Tunnel boring machine removed from shaft and disassembled Above and below ground structures constructed Internal (secondary) tunnel lining constructed Mechanical and electrical equipment installed Site restored and landscaped Temporary site facilities removed
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.
Construction
P5
Figure 2B: Construction timeline showing approximate duration of works in phases (P)
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Construction
am Canh
Road
Maximum extent of construction site for phases 1 and 2 Site hoarding Local authority boundary
le rp Wa
Site support/welfare
y
Cranes
Excavated material storage and processing Maintenance workshop and storage Construction support Internal site road Site access
a W
Drop shaft
HOUNSLOW
Figure 2C: Illustrative phases 1 and 2 construction plan
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Maximum extent of construction site for phases 3 and 4 Site hoarding Local authority boundary
le rp Wa
y
Site support/welfare Maintenance workshop and storage Construction support Internal site road Site access
a W
Cranes
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Construction
When
Type of works
Installation of equipment to monitor environmental matters such as noise, vibration and dust. Protection works to third party structures (such as buildings, bridges and tunnels).
What we would do
The locations of monitoring equipment would be agreed with the local authority and relevant landowners. 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. We expect to connect to water, sewer and phone supplies within the site. We expect to connect to a electricity supply in Emlyn Road. This would require minor temporary construction works within Cobbold Road. These may need to extend beyond our site and could include relocating kerb lines, repainting road lines and modifying traffic signals. We expect to connect to utilities from within the site.
Temporary connection to utilities (such as water, sewer, phone and electricity supply).
Traffic management works. Required for operational phase Permanent connection to utilities (such as water, phone and electricity supply) for the operational tunnel.
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4 lorries
7 lorries
16 lorries
Table 2.3: Average daily lorry visits during the peak months
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Construction
BRENT A40
A406 Uxbridge Road A40 Old Oak Lane A400 The Vale EALING A4020 A3220 KENSINGTON & CHELSEA Left turn in, left turn out Warple Way Suspension of parking
am Canh d Roa
Stanley Gardens
M4 HOUNSLOW
Figure 2E: Proposed access route to the site from the nearest major road
Draft limit of land to be acquired or used Internal site road Site access
Local authority boundary Transport for London (TfL) road network Proposed lorry access to TfL road network
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Construction
Issue
Our response
We are investigating opportunities to maximise the use of excavated material from the tunnel to fill up the northernmost storm tanks, and as part of the permanent site landscaping. This would reduce the volume of construction traffic. We have also 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 construction vehicles on the capacity and operation of the local road network.
Temporary suspension or Use of the existing one way traffic system around the site would minimise the need to relocation of some onstreet parking on Canham relocate/replace existing areas of off street car parking. We are investigating options for Road, Warple Way and temporary relocation/replacement parking provision during construction where necessary. Stanley Gardens. Possible effect of noise and vibration on neighbouring areas. Since phase one consultation, the main tunnel construction site has been moved to the northern end of the site, which is furthest from the majority of nearby residential properties. The contractor would be required to implement noise and vibration control measures at the worksite, which will be set out in the CoCP. Continuous working would only be undertaken for a short period of time to carry out tunnel lining. Since phase one consultation, the main tunnel construction site has been moved to the northern end of the site, which is furthest from the majority of nearby residential properties. 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 on local air quality and dust nuisance in neighbouring areas.
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Design
Since phase one consultation we have progressed the design for the permanent use and appearance of the structures at Acton Storm Tanks. The design of the permanent proposals follows our scheme-wide principles and takes into account comments made and ongoing engagement with the London Boroughs of Ealing and Hammersmith and Fulham and other technical consultees.
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Future use
Issue
The existing storm tanks.
Our response
The two northernmost tanks would be decommissioned and filled in. This is because the main tunnel reception shaft would be located here. The four remaining tanks would be isolated and flows transferred to the main tunnel during CSO spills therefore reducing odours. Since phase one consultation, the main tunnel site has been relocated to the northern end of the site, which is farthest from the majority of nearby residential properties. The ventilation building and structure are being designed to respect their existing industrial context and built form, with the possible use of brick and sloping roofs, and setting the building back from Canham Road. We are considering adding interest to the design by revealing the ventilation equipment using a glass wall. The ventilation structure would accommodate all three ventilation stacks and is located west of the building to minimise its effect on its surroundings.
It is proposed to widen the existing footpath on the south side of Canham Road to accommodate normal use and to offer better access to the nearby crche and residential areas. Two new vehicle accesses from Canham Road are proposed for access to the building and ventilation structure. The accesses would be set back from the existing road edge and link into the existing one way system. These accesses would be used infrequently for maintenance purposes only. The main site access would remain unchanged.
Table 3.1: Site specific issues that have influenced our permanent design
Future use
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Future use
Figure 3B: Artists impression of the site after the works are completed
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Future use
Ventilation column
Ventilation building
a Canh
ad m Ro
Northern two storm tanks filled with excavated material from shaft construction
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Future use
Issue
Our response
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 arising from 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. As part of the proposed works, two of the existing storm tanks would be decommissioned and filled in. This would reduce existing odour problems. We are also proposing to isolate the remaining four tanks, so they would no longer be required. This would be achieved by constructing new pipe work along the western perimeter of the site. The permanent access to our site would remain unchanged and visits would be undertaken as part of the existing maintenance routine. As detailed in Table 3.1 two additional access points would be made available to ease access from Canham Road.
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Further information
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).
Changes
Q&A
Consultation
Design
Environment
Managing construction
Odour
Sets out our Air management plan and how it will work.
Options
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Sets out the preferred route of the main tunnel and the reasons for our preference.
Sets out the process we followed to find and select our preferred sites. Contains information on the different transport options we have considered for delivering and removing materials from our sites.
Transport
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.
CRR HPS
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Further information
Technical reports
Theme Interim engagement Phase one consultation Icon Title Interim engagement report Report on phase one consultation: summary report Details Provides a summary of the public engagement we have undertaken between phase one and phase two consultations. Provides a summary of the comments made at phase one consultation and our responses.
SUMMARY
Code of construction practice Part A: Sets out control measures to be adopted during the project General requirements construction period. (CoCP) Air management plan Preliminary environmental information report (PEIR) Design development report Outlines the methods which we will use to manage odour from the main tunnel at all our preferred sites. Contains initial assessments on the environmental effects of the Thames Tunnel project based on information collected to date. Please refer to volume 7 of the non-technical summary and volume 7 of the PEIR for more information on this site. Provides a general overview of how the scheme design at each site has evolved to date. Please refer to chapter 4 for more information on this site. Provides an overview of the development of the Thames Tunnel project and how each site was chosen. Please refer to Appendix A for more information on this site.
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Site glossary
Term
Carbon filters Combined sewer Combined sewer overflow (CSO) Connection tunnel Draft limit of land to be acquired or used Drop shaft Interception chamber Main tunnel/connection tunnel drive site Main tunnel/connection tunnel reception site Main tunnel Operational phase Secondary lining Thames Tunnel project Transport for London Road Network (TLRN) Tunnel boring machine (TBM)
Definition
Filters that remove odours before the air is released from the tunnel. A single sewer system that takes both rainwater and domestic and industrial wastewater. 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. A tunnel connecting a drop shaft to the main tunnel. 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. 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. A structure, built on an existing combined sewer, which diverts stormwater overflow into the main tunnel. 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. The tunnel would be constructed from a drive site to a reception site. Once the tunnel arrives at the reception site, the tunnel boring machine would be dismantled and removed. The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station. After the completion of the construction work, when the main tunnel is in use. A second, internal lining to the tunnel, giving it additional strength. 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. The network of roads managed by Transport for London. These are the major or strategic roads, which have high capacity. A machine used to excavate tunnels through a variety of conditions, with a circular cross-section.
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For further information or to comment on our proposals see our website: www.thamestunnelconsultation.co.uk
It is very important that you understand the information we have provided. If you need further information in another language, braille, large print or audio format please contact us on 0800 0721 086.
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