3-5 Great Scotland Yard

Construction Management Plan
December 2012

Constructions Management Plan

3-5 Great Scotland Yard

Contents 1.0 Introduction 1.1 Proposed Development 1.2 Site Layout 2.0 Phase 1 Demolition - McGee Construction Management Statement 1. 2. 3. 4. 5. 6. 7. 8. Introduction Outline Demolition & Construction Method Statement Site Security & Access Control Pedestrian Access Vehicular Access Material Distribution Waste Management Good Neighbour / Managing Environmental Impacts

3.0 Construction Phase 3.01 Sub-structure and Basement 3.02 Super-structure 3.03 Facade 3.04 General working Practices 3.05 Access arrangements for vehicles servicing the site 3.06 Tower Crane Operations 3.07 Vehicle Cleaning 3.08 Road Sweeping 3.09 Pedestrian and Cyclist Safety 3.10 Plant & Machinery 3.11 Storage of Materials 3.12 Working at Heights 3.13 Formwork 3.14 Parking 3.15 Electrical Equipment/Supplies

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3.16 Electricity Supply 3.17 Electrical Appliances 3.18 240V Energised Circuits, pre-completion 3.19 Bus Stand Suspension 3.20 Temporary Footway & Lane Closure: 3.21 Proposed Hoarding & Security 3.22 Westminster Highways Inspector 3.23 Unauthorised Access 3.24 Cleanliness 3.25 Regulatory Requirements

4.0 General 4.01 Proposed Working Hours & Completion Date 4.02 Public Consultation 4.03 Local Stakeholders 4.04 Considerate Constructors Scheme 4.05 Site Impacts

5.0 Site accommodation & Welfare 6.0 Appendices A. Construction Phase Logistics Drawing B. McGee Construction Management Statement

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1.0 Introduction This is the Construction Management Plan for the demolition and construction activities located at 3-5 Baker Street. This document reflects traffic priorities, shared access routes, temporary diversions and signage it will be implemented, regularly reviewed and revised if required. It will also describe the techniques, equipment and plant, used during the contract.

The proposed scheme is the conversion of the unoccupied office buildings owned by The Crown Estate located at 3-5 Great Scotland Yard, London, WC1 into a 233-bedroom boutique economy hotel with restaurant, bar, meeting rooms and reception areas, and further hotel suite guestrooms in the adjoining 1 Great Scotland Yard.

The buildings are located on Great Scotland Yard, a street that links Whitehall and Northumberland Avenue, close to Trafalgar Square in central London. 3-5 Great Scotland Yard is a 1910 office building spread over 5 floors, built as the Central London Recruiting Office by the Office of Works. An atrium space and additional floor area were constructed within the original building’s courtyard in 1982 and it became the library for the Ministry of Defence until its relocation in 1999. 1 Great Scotland Yard is to the west of the building at 3-5. It is a Grade II listed building that stands set back from the street (following the line of an original terrace of dwellings). It is currently unoccupied having been in office use. This construction management plan seeks to outline the management of activities during the development period at 3-5 Great Scotland Yard and has been prepared in conjunction with advice from Westminster Council and Local Stakeholders. The project consists of demolition phase (approximately the first 6 months of the project) and a construction phase, the plan reflects this and incorporates the management plan as developed by the demolition Contractor 1.1 Proposed Development The project is to refurbish, convert and extend the existing office buildings at 3-5 Great Scotland Yard, London WC1 into a 233-bedroom boutique economy hotel with further guestroom suites in the adjoining 1 Great Scotland Yard.

The project includes the strip out and demolition of the existing building at 3-5 Great Scotland Yard with retained facades. The building will be extended with two levels of basement and two levels above the existing roof level, and refitted internally with new core circulation, floors and lightwell. The Grade II listed building at 1 Great Scotland Yard will be refurbished and a link opened up between the adjacent buildings.

The external facades are retained on the south elevation to Great Scotland Yard, the north elevation to Craig’s Court and the east elevation to the lightwell against the police station. The north, south and east elevations will be extended upwards. The west elevation will be rebuilt. Two new stories will be added to the existing building height, including the top storey in a mansard roof with roof level plant and ecological features. The new elevations and lightwells are shown to coordinate with the materials and proportions of the existing building. The appearance will be in accordance with the Local Authority planning approval for 3-5 and Listed Building Consent for 1 Great Scotland Yard.

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1.2 Site Layout The Construction Phase Logistic Management Drawing details the site layout through the demolition and construction phases.

2.0 Demolition Phase See Appendix B – McGee Construction Management Plan

3.0 Construction Phase In terms of structure, the building comprises seven storeys of superstructure and two levels of new basement construction. 3.01 Sub-structure and Basement As described in the McGee Demolition Document on completion of the demolition works the site will be left with a hardcore piling mat. Both the bearing piling and secant piling operations will take place from the piling mat. The piling will be carried out under monitored conditions for vibration, movement and noise, real time monitoring of these activities will be carried out for the duration of these works. Given the ground conditions and the applied loading, piled foundations are to be adopted for the building. Multiple piles are considered to be a more flexible solution able to adapt to changes in layout if ground obstructions are encountered. Excavation of the basement will require temporary propping, the monitoring operation will continue for the period of these works. The decision has been taken to erect a crane during the demolitions and maintain this during the piling and sub-structure works. All loading and off-loading will take place from the dedicated loading bay. Excavations - Excavations will not start until underground services have been identified. McAleer and Rushe will follow guidance HSG 47 ‘Avoiding danger from underground services’ whilst excavating. Services may need to be isolated or redirected and this will be determined after the service provider has been consulted. When excavations take place in order to remove existing underground services, such as, gas or oil then the service provider will be contacted. Service drawings will be obtained by the site and services will be isolated before excavating and removal take place. Trenches or excavations will be backfilled as quickly as possible to minimise the number of open hazards throughout the site. Weekly inspections of excavations will be carried out and recorded in the inspection register kept on site. Excavations will be shored using an appropriate system following a risk assessment based on:• • • • Depth of excavation Ground conditions Proximity of adjacent structures – temporary bracing may need employed Existence of the services in the excavation

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3.02 Super-structure The basement and ground floors are to be constructed in reinforced concrete. The upper floor construction is currently a steel frame with consideration being given to a concrete frame. Again all loading and off-loading will be carried out by the tower cranes and the tower cranes will be serviced via the dedicated loading bay. 3.03 Facade The greater percentage of the facade exists and is of brickwork construction, the main work on the elevations is general repair work, this work will be carried out from a scaffold erected inside the retention structure. Both the façade retention structure and scaffolding will be erected during the demolition works and will remain in place until the structural frame and façade works are complete. 3.04 General working Practices • • • • • • A Traffic Marshall dressed in an orange hi visibility jacket and complete with 2 way radio will escort all lorries in and out of site, particular care will be taken during reversing operations. Lorries will enter and leave the site via the loading bay located in the side street to the West of the property. Lorry wheels will be washed down on a hard standing area before leaving site, the hard core / concrete standing will be replaced as required so that wheel cleaning is kept to a minimum. Roadways will be Jet Washed regularly, should the need arise a road sweeper will be utilised to clean the exit to the site and surrounding Roads. If necessary to avoid congestion in Great Scotland Yard Lorries will be held in an off site location or holding area. To keep other contractors and visitors away from the demolition works a demolition exclusion zone will be formed separating it from the remainder of the site works by a Heras Fenced barrier at a distance in accordance with BS 6187:2000 Clause 13, carrying signs indicating that demolition work is being carried out within it. All walkways/ pavements will be kept clear of debris and/or material to prevent slips, trips and fall hazards. Warning signs will be displayed in prominent positions around the site and work area indicating “CAUTION CONSTRUCTION SITE TRAFFIC”. For the delivery of heavy plant, this will be coordinated with the local police via movement orders, the delivery of these are typically during quiet hours to avoid presenting disruption to local traffic. All vehicular traffic after leaving or entering the site will take due regard to all other road users and pedestrians. All drivers will be given a site specific induction on first arrival on site; this is to ensure that everyone understands the site traffic requirements and precaution to prevent injury. When lorries are reversing onto site they will be fitted with an audible alarm and be directed by a Banksman Site plant i.e. excavators, diggers etc, will only be driven by persons that are trained and competent with the appropriate qualifications. Prior to works starting all personnel will be given a site specific induction and orientation to the site, this will be conducted by the site manager who will advise personnel on any specific safety requirement that are required during the course of the project. Plant equipment will not be offloaded onto the public highway, it will be reversed on to site by a banksman and unloaded.

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• •

The site does not have sufficient space available for onsite parking and therefore visitors and site staff will have to make suitable parking arrangements elsewhere that will not cause disruption to local stakeholders or Westminster City Council. All flat back lorries will have edge protection for operatives safety when working on the bed of the lorry. Should there be a requirement for emergency vehicular access, these vehicles will be given priority over all other traffic both on or off site.

3.05 Access arrangements for vehicles servicing the site Delivery vehicles will access the site via the route as indicated in the map below.

Access to site It is planned that the one way traffic system set up for the demolition phase will also be maintained in Great Scotland Yard during the construction phase of the project. All vehicles entering Great Scotland Yard will do so from the East of the site from Northumberland Avenue. As shown on the detailed logistic plan vehicles making deliveries to the site will reverse into the loading bay located in the side road on the West side of the site. As indicated on the map below all site vehicles will turn right out of the loading bay and travel West down Great Scotland Yard towards Whitehall. The junction between Whitehall and Great Scotland Yard is a traffic light controlled junction, although this provides suitable control we will still encourage construction site traffic to turn left onto Whitehall.

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Egress from site Heavy plant and vehicles will not be allowed to park or build up on Whitehall or Northumberland Avenue. A professional logistic management company will be employed on site to manage the all deliveries and vehicle movements. The key member of the logistics team is the logistics manager, all vehicles will be booked in with the logistics manager prior to arrival on site and have times and dates agreed. The logistics personnel and Banksmen will direct the vehicle when arriving and leaving the site. Vehicles are not to be reversed in construction areas unless under the control of an authorised banks man. Only authorised personnel; i.e. plant operators, banks-men/slingers truck drivers will be allowed in areas of machine/plant activity. Due to the tight constraints within the site all vehicles will load unload within the zone to the South side of the property. 3.06 Tower Crane Operations The tower crane(s) erected on the site will be managed by a dedicated team of Crane Supervisor, Banksmen, Drivers and relief Drivers. The cranes will be luffing Jib tower cranes to avoid oversailing issues. On the erection of a second crane both cranes will be fitted with anti-collision devices. 3.07 Vehicle Cleaning Powered jet washes will be provided for wheel washing of all vehicles leaving the site to reduce the impact on the surrounding road network

3.08 Road Sweeping Public Highways and other publicly accessible roads are to be kept clear of mud at all times. Vehicles leaving the construction site will be cleaned before joining the highway to minimize the spreading of mud and dust onto the surrounding roads. As a minimum road sweeping will be provided and shall be used on all public roads used by site traffic within 500m of the site entrances. Roads outside of this will be monitored and inspected and road sweeping will be undertaken where required. Highway cleaning operations will be undertaken in line with the Considerate Constructor Scheme.

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3.09 Pedestrian and Cyclist Safety Construction traffic poses a potential risk to pedestrians and cyclist’s safety, particularly when entering and exiting the site. The safety of pedestrians and cyclists will be ensured by the use of banksmen during all periods of operation at the site. Professional banksmen will supervise all arrivals and departures of construction traffic. Traffic movements will be co-ordinated such that the arrival of vehicles is staggered to ensure that there is no overhang of vehicles All pedestrian personnel will enter and exit the site through a clearly signed and supervised security gate leading into No. 1 Great Scotalnd Yard where security and welfare facilities will be provided, there will also be a seperate Pedestrian Gate In Craigs Court. Pedestrians must sign in and out upon entering and leaving the site, no matter how many times they leave and re-enter the site each day. There will be a pedestrian emergency exit into Craigs Court. A safe walkway will provide safe access to the work area, keeping operatives away from plant/delivery operations as much as possible. This will be supervised rigorously by site management. Relevant signage will be erected and site personnel will be informed of the site traffic plan during induction. Sight lines, particularly those on the approach to the site entrance will be maintained unobstructed. Signage warning traffic of the construction site and heavy plant crossing will be erected on approaches to the site entrance/exit. 3.10 Plant & Machinery The Company will ensure that all plant delivered to site is in good working order, in a safe condition, and that in relation to lifting appliances and tackle, has been thoroughly examined within the defined statutory period and has a current test certificate. Daily inspections will be recorded on a pro-forma record sheet and weekly inspections will be recorded in the PUWER and LOLER register for machines and lifting tackle. All excavators that lift structural sections and other items will be deemed to be lifting appliances for the purposes of statutory inspections. The site management team will be responsible for ensuring that when not in use each item of plant and equipment is suitably immobilised and secured so as to prevent unauthorised use or interference. All plant operatives must be competent, trained and be able to provide relevant qualifications for the item of plant they are operating. With regards to foreign plant operatives who do not have a U.K. recognised training certificate or skills card, McAleer and Rushe will contact CITB to arrange a competency assessment for that driver. All dumpers, excavators and cranes will have either a CCTV or convex mirror fitted for all round vision. All excavators, used as lifting equipment, should be fitted with “Check Valves” and equipped with fire extinguishers and spill kits. Quick hitch pins and retaining clips will be used at all times. Telehandlers will have all protective screens intact prior to being used; this is due to the hydraulic boom being positioned in close proximity to the operator’s cab. If the screen is missing and the operator has any body parts outside of the cab then the boom could potentially dismember limbs. All lifting equipment used in lifting operations will be accompanied by appropriate “Test” certificates and undergo “Thorough Examinations” every 12 months. Lifting accessories such as chains/slings must be “Thoroughly Examined” every 6 months. Each item of lifting equipment put in place for the duration of the works must be appropriately tested and thoroughly examined prior to use. The records for all subcontractors’ plant on site will be handed in at the weekly safety review meeting. These will be filed and available for inspection. All records for plant owned or hired by McAleer and Rushe will be held on site and will be regularly updated by the Plant Department
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3.11 Storage of Materials Materials will be stored within the designated areas as agreed. Hazardous materials will be securely stored to prevent access by unauthorised persons and other materials will be stored/stacked in a safe and secure manner. Continual monitoring of the site will be undertaken to control the amount of debris around the site. Good housekeeping practices will be adopted to control waste and ensure debris is disposed of appropriately. Contractors must ensure that the timing of waste collection must be so arranged to prevent nuisance, hazard or obstruction of the street for prolonged periods and be made at a reasonable hour. McAleer and Rushe will manage this locally and all contractors will be informed of these requirements. Material deliveries will be off loaded from within the site boundaries, stored and stacked safely. Vehicles will be guided by a banksman / signaller to the off-loading area and only authorised personnel e.g. slingers and telehandler operators, will have access to this area. Contractors will be advised to adopt appropriate control measures when decommissioning and removing unidentified pipes in low levels of the building due to the potential presence of flammable substances both liquid and/or gaseous representing a hazard both to safety and to fire. McAleer and Rushe will bring this to the attention of the Demolition Subcontractors and ensure that these hazards are outlined within the RAMS for demolition.

3.12 Working at Heights The Company will adopt a variety of safe working methods when working at height. The exact methods will be outlined in method statements produced by the site management team in consultation with the Project Manager. An appointed member of the site management team will ensure that weekly inspections are carried out on working platforms, i.e. scaffold, ladders, etc. Internal work at height will be achieved by means of mobile alloy towers, properly erected by PASMA trained scaffolders. 3.13 Formwork Formwork will be designed by a competent designer who will issue the designs to the contractor and sign off ensuring that it is fit for purpose. Formwork will be erected by a competent contractor. All formwork erectors constructing and erecting table formwork for slabs, column boxes and shuttering for sheer walls, will be experienced operatives, informed by their supervisor of the safe system of work, particularly when working at height and will be adequately supervised at all times. McAleer and Rushe will adopt a stringent system of checking formwork procedures from method statements and risk assessments to sign off sheets. This will be carried out by the onsite management team in conjunction with the relevant subcontractor. All requisite paperwork in accordance with legislation will be submitted by the subcontractor at the weekly safety review meeting on a weekly basis.

3.14 Parking No parking other than delivery or service vehicles will be permitted on site. No vehicles other than authorised site vehicles shall be permitted to access beyond the Site Office compound onto the construction Site.

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Parking shall not be permitted on public roads where access or egress to buildings or houses will be affected. Statutory bodies’ plant / equipment shall be kept clear and accessible at all times e.g. fire hydrants. The parking in the immediate area is controlled by City of Westminster. McAleer and Rushe are aware of the parking restrictions in the area and their implication for short term parking for delivery of equipment etc. The area is well served by Public Transport.

3.15 Electrical Equipment/Supplies All portable electrical appliances used on site will be powered with a 110v supply and will be inspected/tested in accordance with the requirements of the Electricity at Work Regulations. Temporary supplies will be installed and tested by a competent electrical contractor to the recognised standard. Site huts will be electrically inspected and tested approximately every twelve months.

3.16 Electricity Supply A generator or temporary mains supply will be available on site and transformers will be installed to provide a 110 volt supply for portable electrical appliances, generally on each floor. These transformers will be inspected by a competent person before first use and subsequently on a weekly basis to ensure electrical safety, the results of those inspections being recorded in the site office. Welfare facilities and offices will be provided with a safe 240V electricity supply, protected by RCD devices.

3.17 Electrical Appliances Only 110-volt electric or battery powered tools will be used on site. All component parts will be colour coded yellow for easy identification. Special allowances may be made for the use of higher voltage appliances, but ‘Residual Current Devices’ (RCD’s) or other precautions must be in place before approval can be granted for their use. Portable electrical appliances will be inspected regularly; PAT (Portable Appliance Tested) every three months and certified that they comply with industry standards. Extension leads must be placed where they cannot be damaged or cause a tripping hazard. Damaged or defective equipment will be replaced or taken out of service until repairs have been carried out.

3.18 240V Energised Circuits, pre-completion The electrical contractor will test and commission electrical installations as and when necessary. Only competent, experienced electricians will carry out this work under the supervision of the electrical foreman or Contracts Manager. Prior to operations they will formulate Risk Assessments and Methodology specific to their works. The electrical contractor will liaise with McAleer & Rushes’ Site Manager when this operation is being carried out as systems will be energised. The electrical contractor will display warning signage in clearly visible locations in areas under test. Once testing is complete, systems will be de-energised and the lockout systems re-instated. As and when mains power supply is required, McAleer & Rushe Ltd. will issue a written request for the electrical contractor to energise the required installations. The sequence for energising floor levels will be pre-determined after discussions with interested parties.

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Access to ‘Switch Rooms’ will be restricted. Trades / operatives requiring entrance to this area must gain permission via a Permit to Work from the Site Manager in consultation with the electrical contractor prior to carrying out any work. A specific Risk Assessment for these works must be carried out and a safe system of work implemented. The electrical contractor will specify a key-holder who will open the door on production of the Permit to Work. They will only permit work to be carried out if they are satisfied that conditions are safe and that the ‘Switch Board’ is locked out. Instruction from the electrical contractor must be complied with. Even though 240v power will be available, operatives working in energised areas will only use 110v electric tools powered from a transformer connected to the mains or suitable generator. Safe procedures will be communicated to contractors at the Site Safety Meeting and during a ‘Tool Box Talk’ given by contractors to their operatives. 3.19 Bus Stand Suspension As detailed in the site logistics plan the one way traffic order will require the suspension of the Bus Stand opposite the site. 3.20 Temporary Footway & Lane Closure: To facilitate the demolition and construction of the building an external façade retention scheme is required this will be located on the footway and highway adjacent to the South boundary of the site. To facilitate this Great Scotland Yard will become a one way street and the lane and footway adjacent to the site will be closed, this will be carried out under a temporary traffic management order on Great Scotland Yard. The loading bay will also require a road closure of the side street on the West side of the site directly in front of No.1 Great Scotland Yard. Access for deliveries to the Public House and McDonalds will be maintained adjacent to the loading bay. It is expected that these arrangements will remain in place for the entire period of the demolition and construction works. 3.21 Proposed Hoarding & Security The site will require the erection of a hoarding which will be constructed from plywood and will be 3.0m high, the final design for this will be agreed with Westminster. The layout of the proposed hoarding can be seen on the accompanying drawing in the appendices. The site will be guarded by a 24hr security guard and if appropriate CCTV cameras will be installed on the perimeter hoarding. The Security Guard will man the main access point, access to the site will be achieved by signing in through and electronic hand scanner. 3.22 Westminster Highways Inspector Through discussions with Westminster it has been agreed that the project will pay for a dedicated highways inspector for the scheme. The highways inspector will ensure that the site is managed in line with the agreed traffic orders and that the site is maintained and managed to the required standards. Local Stakeholders will have access to the Highways inspector ensuring that any issues are dealt with immediately.

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3.23 Unauthorised Access The Site Management Team will ensure that all fences, security and signs are checked on a regular basis. Everyone will remain vigilant for trespassers. 3.24 Cleanliness Operatives will be advised to wash their hands at meal breaks and at the end of each shift. Information on leptospirosis and arsenic will be provided. 3.25 Regulatory Requirements Standards The works shall be carried out, as far as is reasonably practicable, in compliance with the following standards: British Standard BS:5288 ‘Noise Control on Construction and Open Sites’, and The guidance contained in the BRE publication ‘BRE Pollution Control Guide - Controlling particles, vapour and noise pollution from construction sites’ : Part 1 – ‘Pre project planning and effective management’ Part 2 – ‘Site preparation, demolition, earthworks and landscaping’ Part 3 – ‘Haulage routes, vehicles and plant’ Part 4 – ‘Materials handling, storage, stockpiles, spillage and disposal’ Part 5 – ‘Fabrication processes and internal and external finishes’

Statutory Requirements The relevant statutory requirements are listed below: • • • • • • • • • Control of Pollution Act 1974 Environmental Protection Act 1990 Clean Air Act 1993 Environmental Protection (Duty of Care) Regulations 1991 Special Waste Regulations 1997 Pollution Prevention Control Act 1999 Pollution Prevention and Control Regulations 2000 The Control of Noise (Codes of Practice for Construction and Open Sites) (England) Order 2002 Building Act 1984

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To work on the project all sub-contractors are expected to have a working knowledge of all relevant Acts and Regulations (some of which are listed below) and so be able to promote, stimulate and encourage a high standard of health and safety during their work:

• • • • • • • • • • • • • • •

Health and Safety at Work etc Act 1974 The Health and Safety (First Aid) Regulations 1981 Construction (Head Protection) Regulations 1989 Manual handling Operation Regulations 1992 Workplace (Health, Safety and Welfare) Regulations 1992 Construction (Design Management) Regulations 2007 Personal Protective Equipment at Work Regulations 1992 Reporting of Injuries, Diseases and Dangerous Occurrences (RIDDOR) Regulations 1995 Construction (Health, Safety and Welfare) Regulations 1996 Confined Spaces Regulations 1997 The Provision and Use of Work Equipment Regulations 1998 The Lifting Operations and Lifting Equipment Regulations 1998 Health and Safety (Enforcing Authority) Regulations 1998 Control of Substances Hazardous to Health (COSHH) Regulations 2002 Management of Health and Safety at Work Regulations 1999

Both of the above lists are not exhaustive. Health and Safety Guidance MAR shall maintain an updated copy of ‘Construction Site Safety – Safety Notes GE-700’ (CITB Publication) and ‘Successful Health & Safety Management’ (HSE Publication) which provides guidance on construction activities, use of plant and equipment and PPE, etc. This publication shall be readily referred to by the Site Manager as and when additional information is required in respect of associated activities (e.g. working with asbestos). Specific health and safety issues relating to the site shall be dealt with by the Construction Health and Safety Plan which shall be maintained throughout the project commencement and shall be updated as required.

A Construction Health and Safety File shall be prepared and submitted upon the completion of the construction phase in accordance with the CDM Regulations 2007.

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4.0 General 4.01 Proposed Working Hours & Construction Period Access to site will be between the hours of 0800 and 1800hrs Monday to Friday and 0800 to 1300hrs on Saturday. No works are expected to take place on Sunday. The whole demolition and construction process is scheduled to be undertaken within a 107 week programme. 4.02 Public Consultation Consultation has already taken place with local stakeholders. McAleer & Rushe will also keep the local stakeholders and public updated via the circulation of monthly newsletters. These newsletters will provide information relating to the site detailing, progress, programme for the next month and contact details in the event that they have any concerns or difficulties. During the construction phase information will be provided on a regular basis to all people living in the immediate vicinity of the site. 4.03 Local Stakeholders There is in the immediate proximity, neighbouring buildings whose daily activities vary but could be impacted with the works. In particular, the neighbouring building occupied by the mounted police division and there is a need for consideration due to the presence of working horses in the direct vicinity of the works. Such provisions that will need to be catered for are: • • • • • • • Welfare of the animals Consideration of the work sequences of the horses Timing for “quiet” works Consideration of vibration transfer through the mediums Entry and Exit times of the horses when on duty Horse Box space to the front Awareness of the workforce as to the requirement of the consideration for the horses

To the west elevation there are two neighbouring buildings whose close proximity may have a bearing on the method of construction. They are both commercial and include a pub and McDonalds Fast Food restaurant. The access road does not contribute to either premises as a primary or a main pedestrian entrance to the businesses but the access road does provide for deliveries to both. It allows for the entrance to the cellar for the pub, and a rear door for the McDonalds restaurant. It is understood that the building directly opposite is the DECC and it is maintained that there will be no impact on them accessing their rear doors.

4.04 Considerate Constructors Scheme (CCS) McAleer & Rushe will register the scheme with the CCS and it is within our own standards to target a score of between 34 and 36

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4.05 Site Impacts Minimising Impacts on Local Environments Construction, by its very nature, has the potential to cause many negative environmental impacts upon the local environment. All neighbours will have concerns about the impact that construction works will have on their lives. It is fair to say that most people’s concerns will be regarding the cleanliness of the project and the potential for noise that is associated with construction projects. It is, therefore, recommended that daily visual checks are carried out to determine if the site could be considered a nuisance. These checks should be recorded and rapidly dealt with, the following list, although not full and final - asks questions of the kinds of impacts that should be considered: • • • • • • Is the site and surrounding area tidy and free of visual intrusion? Are footpaths and roads kept clean and free of obstruction? If you were a local resident is there anything that would annoy you? Are measures being implemented to keep the air clean i.e. reduce dust? Are there areas close to the site at higher risk such as flora, fauna and water courses? Can noise be limited or eliminated?

By understanding this concept each member of the construction workforce can help ensure that they are the first to identify areas that have the potential to cause concern to local residents and businesses. Monitoring Site Impacts As noted above construction activity has the potential to cause nuisance, or even harm, from environmental disturbance such as noise, vibration and dust. Such issues are often a cause for concern to the Local Authority, the project’s neighbours and the public at large. Whilst mitigation measures can be adopted to minimise nuisance, it is also important to conduct environmental monitoring to measure site performance in relation to baseline data and to ensure agreed noise levels are not exceeded. Dust and Vibration Dust is often the most notable nuisance when it comes to negative construction impacts. Unlike noise and vibration dust remains long after the operation that caused it has ceased. In addition to its unsightliness dust can be damaging to health as well as detrimental to property. Given the location of the project it will be necessary to adopt robust procedures for dealing with this issue. Dry spells during the summer months are the most likely times of year where dust can become a nuisance not least because of the lack of moisture to dampen down particles stopping them from becoming airborne. This will, therefore, require a monitoring and management regime to be employed by site staff. Where practicable it should be considered that any potentially dusty works are to be carried out during the most suitable weather conditions. Site management will be best placed to plan these works with due consideration for the local surroundings but will also have a range of tools at their disposal for managing any dust generated. Minimising dust is the best way to avoid any issues arising and this can be done by simply employing a vigorous housekeeping regime that uses an absorbent sweeping compound such as Dusmo. The use of water, wet vacs, mechanical sweepers and vacuum cleaners may also be used as an effective way of keeping dust to a minimum.

Vibration is to be monitored to demonstrate compliance. To aid this, a baseline survey is undertaken and used to measure all works to evaluate their impact.

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Managing Site Impacts Controls for day to day issues affecting the local environment will include:Dust Suppression – stand pipes with shower head hoses should be available around critical areas of the project. Hose heads shall be spring loaded to ensure that water cannot be left running whilst unattended. • • • Maintaining road cleanliness Cleanliness of the site perimeter – hoardings shall be cleaned regularly to help maintain the site’s tidy image. Provisions for inclement weather – grit bins shall be available and positioned at the site gate and be filled with salt grit which can then be used for the purpose of snow clearance and frost prevention / removal. Pest control – the provision of adequate means into which canteen and office waste can be deposited will greatly reduce the possibility of attracting vermin but will not entirely negate the need for a suitable pest control regime. Spill kits – spill kits for use on site in the event of a spillage shall be readily available. These kits should be located at areas of the project which post the most significant risk. In this instance we recommend that they be placed at the vehicle gate plus the nominated fuel storage zone and the main vehicle unloading are.

5.0 Site Accomodation & Welfare The decision has been made to utilise No.1 Great Scotland Yard for the provision of site accommodation and welfare facilities. When the construction process is sufficiently advanced additional site accommodation will be provided within the new building structure.

6.0 Appendices C. Construction Phase Logistics Drawing D. McGee Construction Management Statement

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Great Scotland Yard Outline Logistic Plan
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Vehicle, fork-lift, tower crane and hoist bookings co-ordinated via Alandale's web-based Delivery Booking Manager

Alandale Fire Point consisting of: 1no. CO 2 - 1no. Foam 1no Water - Alarm System and Fire Plan Signage

Alandale’s S2k Security Access Control System to co-ordinate and monitor all movements entering and exiting site

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Traffic Management of all Construction Vehicles by fully trained and qualified CITB Traffic Officers

Site Welfare

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Alandale’s biometric hand scanner providing heightened security and increased speed

Legend
1. NRSWA Trained Traffic Marshals to control third party traffic movements when construction vehicles arrive and depart utilising Stop/Go boards. 2. Fire Point locations maintained and approved on a regular basis via a quality audit system. 3. Loading bay facilities located adjacent to building. 4. Waste Management team to collect full bins and replacing with empty bins to each level. 5. Full time logistics manager to liaise with project management and site personnel. 6. Central Waste Management Area allocated for a designated collection point. 7. Decorated 3m high hoarding. 8. Half height hoarding with mesh. 9. Proposed location of scaffolding and monoflex. 10. Indicative location of luffing jib tower cranes. 11. Gate to be used by UKPN. 12. Pedestrian access gate. 13. Fire escape exit. 14. Existing bus stand to be removed. 15. No access from Whitehall. Great Scotland Yard to be one way traffic. 16. Proposed horse box parking area. 17. Welfare and site accommodation located at No. 1 Great Scotland Yard.

Timber, Metals, Packaging, Inert Wastes

5 8

Recycling Statistics It is anticipated that 90% of all waste produced will be recycled. Waste Monitoring 'Smartwaste' is proposed to be used on the Project to monitor on recycling percentages throughout the project.

2 15
GO

3 1
STOP

METAL

PLASTER
INERT

16 6 7
Bus Stand Bus Stand

40 Yard Skips

Great Scotland Yard

Driving Egress Reversing Manoeuvre

Bus Stand

Driving Access

Great Scotland Yard - Logistics Plan - Alandale Logistics Ltd

  Construction Management     Statement

Document Reference

Project: 3-5 Great Scotland Yard    

MGL-GSY-CMP01rev03

Version
Draft

Prepared By
Henry Hathaway

Approved By
Nicholas Taylor

Date
12-11-2012

 

Contents 
1. 2. 3. 4. 5. 6. 7. 8.     APPENDICES  Appendix A  Appendix B  INTRODUCTION              OUTLINE DEMOLITION & CONSTRUCTION METHOD STATEMENT  SITE SECURITY & ACCESS CONTROL         PEDESTRIAN ACCESS            VEHICULAR ACCESS             MATERIAL DISTRIBUTION            WASTE MANAGEMENT            GOOD NEIGHBOUR / MANAGING ENVIRONMENTAL IMPACTS                                                                  4  5  6  8  9  12  12  15 

Traffic Management Plan Drawings        24 hour Contact Details 

 

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REVISION RECORD    Version  Date  01    28.11.12   

Page / Section Affected    All   

Prepared by  HH   

Approved by  NT   

      DISTRIBUTION LIST    Version  Date  00  01  02  03      12.11.12  27.11.12  28.11.12  29.11.12   

Recipient    Niall Canning  Niall Canning  Niall Canning  Niall Canning 

  Project Manager  Project Manager  Project Manager  Project Manager 

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1. INTRODUCTION 
This Construction Management Statement has been developed to illustrate the logistical feasibility of the project  in order to discharge condition 28 of the planning conditions. One purpose is to provide foundation principles,  which will aid the development of the detailed Construction Management Statement by the Principal  Contractor, once appointed. The primary purpose of the Construction Management Statement is to manage all  freight vehicle movements to and from the site identifying efficiency and sustainability measures to be  undertaken during site deconstruction and construction development and to ensure disturbance to  neighbouring properties and occupiers is limited. Where appropriate, options have been identified and assessed  in accordance with relevant selection criteria.      The key elements include:  Site Security and Access Control  Considerate Constructors Scheme  Pedestrian and Vehicular Traffic Management  Materials Delivery Co ordination  Material Distribution  Waste Management  Good Neighbour Policies / Environmental Impacts  Agreement to use freight operators who follow best practice (FORS members)  Proactive management of deliveries to reduce the number of vehicle movements where possible     These proposals should be read in conjunction with the logistics drawings and phasing plans. These drawings  illustrate an efficient site set up during key phases of the project, due consideration having been given to  preferred construction methods and sequences.    There is in the immediate proximity, neighboring buildings whose daily activities vary but could be impacted  with the works. In particular, the neighboring building occupied by the mounted police division and there is a  need for consideration due to the presence of working horses in the direct vicinity of the works. Such provisions  that will need to be catered for are:    Welfare of the animals   Consideration of the work sequences of the horses  Timing for non noisy works  Consideration of vibration transfer through the mediums  Entry and Exit times of the horses when on duty  Horse Box space to the front  Awareness of the workforce as to the requirement of the consideration for the horses  Provision in the event of an emergency by Contractor  Key persons to be contacted in the event of an emergency, and / or general queries, relations.   
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To the west elevation there are two neighboring buildings whose close proximity may have a bearing on the  method of deconstruction. They are both commercial and include a pub and McDonalds Fast Food restaurant.  The access road does not contribute to either premises as a primary or a main pedestrian entrance to the  businesses but the access road does provide for deliveries to both. It allows for the entrance to the cellar for the  pub, and a rear door for the McDonalds restaurant. It is understood that the building directly opposite is the  DECC and it is maintained that there will be no impact on them accessing their rear doors. There is also no risk of  the temporary site accommodation overseeing the building occupied by the DECC as there will be no cabins on  the gantry and the scaffold will be sheeted with monarflex.     Refer to paragraph 8.2 for a description of the measures to be implemented to protect the mounted Police  Division.   

2.  OUTLINE DEMOLITION & CONSTRUCTION METHOD STATEMENT 
2.1  Demolition     Prior to demolition of the existing building, a full condition survey will be undertaken and agreed with the  relevant appointed party wall surveyors and local authority.  The existing services feeding the site will be  identified with the statutory undertakers and terminated at the boundary of the site. Following a full R&D  Asbestos Survey and analysis, any asbestos confirmed as present will be removed by a licensed and authorised  asbestos removal contractor, having completed the required notification to the appropriate regulatory bodies.   With any asbestos removed and the necessary certificates issued, demolition can proceed.  The demolition of  the existing structure will require an external scaffold to be erected to the perimeter of the building.  The  scaffold will be fully sheeted with hoarding at the lower level and Monarflex above.  This will provide a sealed  envelope to the site affording protection to the public and limiting the dust emissions from the site during the  demolition process. Soft strip will be undertaken in sequence with any asbestos removal.  This will include  internal finishes, partitioning, windows etc.  All arisings will be sorted for potential recycling.  Once internal  areas have been stripped, the roof coverings will be removed to expose the structural roof.  With the roof  structure removed, the internal  walls will be demolished to ground slab level using mechanical plant working  from the existing concrete ground slab.  Where possible the existing bricks will be salvaged and sorted for  recycling, the remaining material will be removed from the site.  The removal of the internal brick / blockwork  infill panels will leave the exterior facades exposed.  Care shall be taken to retain ongoing structural stability.  All  temporary support works will have been agreed prior to any demolition works commencing with the engineer.  The façade is to be retained with the internal elements of the building demolished to ground floor level, the  existing concrete slab will be removed and crushed to form hardcore for the new foundations.    2.2  Piling  Having completed demolition and levelled the site in preparation for substructure works, the bored piling will be  installed to form the perimeter of the new basement areas. The piling will also be undertaken to the  substructure of the proposed UKPN substation. 
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  2.3  Substructure  The piling will require temporary propping as the bulk excavation proceeds to the lower levels a scheme that  warrants a detailed temporary works design.  The lower ground floor will be excavated from the west of the site,  working towards the site entrance in Great Scotland Yard. It is expected that alongside the demolition this will  pose the most frequent vehicle movements during the project.  As excavation proceeds, the foundations can  start to be installed, again starting at the east extremity of the site and gradually working its way to the access  road entrance.    2.4  Health & Safety  Health & safety is an integral part of the planning process for each project.  Implementation of comprehensive  Health & Safety System and Procedures ensures every facet of the construction process is planned, managed  and monitored.  This also ensures compliance with statutory obligations.    Designers and contractors engaged on the project will be competent and adequately resourced.  This will be  achieved by:  Interviews to ascertain compliance with their legal duties  Review of existing health & safety policies and procedures  Review of their health & safety performance and site visits    The principal contractor will be tasked with producing the Construction Phase Plan based on the current  information and the pre tender plan.  The plan will set out the arrangements for managing and monitoring the  project.  Contractors engaged to carry out works on the project will be issued with this Health & Safety Plan so  that they can integrate this management philosophy into their health & safety plans.  The project team will  implement the plan assisted by specialist health & safety advisors.     All persons will be encouraged to express their views and concerns about health & safety.  This is achieved by he  formulation of various routes.  These include:    Project Health & Safety committees  Safety representatives from each contractor  Toolbox talks including a feedback process  Discussion and briefing on method statements and risk assessments    An ‘open door’ policy will be employed whereby any individuals can discuss health & safety issues with any  member of the project team.  Site notice boards, toolbox talks and posters are used to convey relevant  information to persons on the project. 

3.  SITE SECURITY & ACCESS CONTROL 
3.1  Introduction 
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All security operations shall be implemented in accordance with the latest British Standards applicable to the  security industry ie BS 7858:2006 and BS 7499:2007 and full compliance with the Private Security Industry Act  2001. The presence of the Metropolitan Police, government departments , residential and commercial  properties is recognised and the following measures have been developed with all of the neighbouring  properties in mind.      3.2  Generally  The general security of the site falls into three main categories:  a) Maintaining a secure perimeter  b) Preventing unauthorised access  c) Deterring acts of theft and vandalism  This protection is provided by a combination of physical and manned security.    3.3  Physical Security  Physical security of the site will be afforded by the erection of perimeter hoarding and fencing erected in  accordance with the Code of Good Construction Practice or as otherwise agreed with London Borough of  Westminster. Hoardings will incorporate a number of lockable gates to effect access and egress for both  pedestrians and vehicles.  Vehicle gates will be supplemented by raising arm barriers which offer a more  practical solution during the working day whereas gates will secure the site perimeter during silent hours.   Proposed gates and barriers are identified on the logistics phasing plans.  Further measures including alarms to  scaffolding (when installed at the perimeter of the site) and floodlighting to security sensitive areas during the  hours of darkness may also be considered.  Such enhanced security may be of particular benefit during the fit  out stage of the project.    3.4  Manned Security  The site shall be manned by a combination of static and mobile guards.  Access/egress points shall be manned  by static guards whilst mobile guards undertaking regular patrols will monitor the physical perimeter security  and randomly challenge personnel on site to ensure they hold a valid security pass for the project.  Additional personnel may be deployed during the latter stages of the project typically when areas are nearing  completion or when high value fixtures, fittings and equipment are present on site.  Permit to access procedures  may also be implemented at such time and will be managed by the site security team.    To maximise efficiency the mobile guards provide relief cover for the static guards and may also undertake  additional tasks as part of their regular daily duties, most commonly fire marshalling.  All operatives involved  with site security must meet the requirements of British Standard 7858:2006 (security screening of individuals  employed in a security environment).    3.5  Third Party Liaison    The Security Management will identify and liaise with the local Crime Prevention and Reduction Adviser and  ensure that a good working relationship is implemented.  Furthermore, through close liaison with the owners / 
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occupiers of adjacent properties and their security if present, any security concerns held by the projects  neighbours will be adequately and effectively managed.   

4.  PEDESTRIAN ACCESS 
4.1  Introduction     When considering pedestrian access the three primary issues to consider are:  a) Appropriateness of location  b) Maintaining site security  c) Segregation of pedestrian and vehicular traffic    4.2  Appropriateness of Location  Pedestrian access points will be treated sympathetically to principal arrival routes, typically determined by  primary public transport routes.  These access points should also be in reasonably close proximity to the site  welfare accommodation which will be accessible via a safe, PPE free, ‘green’ route.  As a further consideration  access points should be located such that site personnel, when arriving at or leaving the site, do not cause undue  inconvenience or nuisance to neighbouring premises or to the general public at large.    4.3  Maintaining Site Security  In order to maintain site security it is important to provide the minimum practicable number of pedestrian  access/egress points.  In this instance a single access point into the project is proposed.  Access into the site will  be managed to ensure only authorised personnel gain access.  The primary control point will be located at the  designated pedestrian access.  This control point shall be permanently manned to process visitors and non inducted personnel.    4.4  Security Access Control  It is proposed that all personnel (management, operatives, visitors etc) arriving on site should immediately  report to the project security reception within the project accommodation.  All personnel entering the site will  be required to log in and out of the site this point, this attendance information being essential should there be  an emergency site evacuation.    4.5  Pedestrian / Vehicular Segregation    Regulation 36 of the Construction (Design and management) Regulations 2007 requires that every construction  site shall be organised in such a way that, so far as is reasonably practicable pedestrians and vehicles can move  safely and without risks to health.  Again there is particular attention to be paid to the fact that the horses of the  Met Police are transited regularly and in short notice and above the implemented standards consideration is to  be shown to liaise in due time of progress and intentions of the works. In short, this regulation requires the  provision of safe, effective and functional pedestrian and vehicle segregation.  It is therefore, proposed, that 
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pedestrians and vehicles will, wherever practicable, not share access / egress points or circulation routes.   Therefore, wherever vehicles and pedestrians are required to utilise adjacent access suitable physical  segregation shall be installed to demarcate safe pedestrian routes.      4.6  Site Layout    Pedestrian access / egress points and primary circulation routes are depicted on the site logistics plan.  Vehicles  making deliveries to the site or demolition material will travel via the designated routes.     Operatives will attire themselves with appropriate PPE within the site welfare before proceeding onto site.   When passing between the welfare compound and the working site all personnel will be required to pass  through a security control point (full height turnstiles are proposed).  Within site, pedestrian routes will be  delineated, segregated from vehicular construction traffic.  These shall be classified as site walkways and the  wearing of PPE in these areas shall be mandatory.      4.7  Transport Links  These will be no parking available on site and local parking facilities are limited.   It will, therefore, be  recommended that site personnel travel to site on public transport.  Whilst no scheduled bus services  immediately pass the site, numerous routes serve the surrounding area with regular services running  throughout the City. 

5.  VEHICULAR ACCESS 
5.1  Introduction   When considering vehicular access the four primary issues to consider are:  a) Maintaining site security  b) Segregation of pedestrian and vehicular traffic  c) Manoeuvring of vehicles  d) Delivery co ordination  e) Movement of Pedestrians and Neighbors    Proposed site demolition and construction works traffic routes are illustrated in Appendix A of this document.    There will be one vehicle entrance to the site from Great Scotland Yard. For the duration of the works the flow  of traffic on Great Scotland Yard will become a one way from East to West. This will be covered under a  Temporary Traffic Order (TTO) agreed and issued by The London Borough of Westminster.  Access gates will be  provided for pedestrian and vehicular access into the site with clear signage to maintain the safety of the site  and the public subject to agreement and approval from TFL and Westminster Highways Department  representatives. For the purposes of loading there will be no more than four vehicles waiting on the street to be 
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loaded as shown in appendix A. Communication is to be through the despatch controller to each vehicle driver  via two way radio directing them to hold position if required outside of the borough. Loading operations will  take place during the hours of 8am to 6pm. The existing two way traffic system on Great Scotland Yard will be  subjected to a traffic order that will implement an east to west one way system. Lorries will be reversed down  the side access road to allow loading and unloading and allow lorries to be loaded by an excavator that is  situated on a gantry.    The access and egress of works traffic will be carefully managed to minimise its impact upon the surrounding  highway and local neighbors.  Access and egress for construction vehicles may vary according to the particular  stage of works but generally will follow the logistics plan attached in the Appendix A.  Deliveries will be phased  and controlled on a ‘just in time’ basis all being clearly marked to show their destination.  This will minimise  transport around the site and any associated noise.  All transportation to, from and on site will be on rubber tyre  vehicles.  All vehicles will be taken into the main body of the site under escort by the MGL or main contractor  appointed Traffic Marshalls and Banksmen. All demolition material will be deposited into container vehicles  using skips suspended from the tower crane.  The debris will be thoroughly dampened at the work face to avoid  any dust nuisance during the loading operation.   Should the road be affected in any way by our activities,  cleaning measures will be implemented immediately by an attendant MGL operative.    All plant and materials are to be stored within the confines of the hoarding.    Any deviation from the agreed local traffic management measures for site access / egress will be previously  agreed with the relevant London Borough of Westminster and Transport for London highway authorities and the  adjoining owners before implementation.    There will be no private car parking allowed on site although some subcontractor works vehicles may require  parking facilities on site as part of their works but spaces will be limited.  The MGL site labour force and  management will be encouraged to use public transport and the site is very close to both Charing Cross tube  station and Charing Cross main line station. There will be no operatives vehicles parked outside of the site.         5.2  Maintaining Site Security  In order to maintain site security it is important that vehicle gates provide access to vehicular traffic only.   Pedestrian access  will be prohibited at these points.  Vehicle access gates  will be kept closed, opened only to  receive or disperse vehicles.  Pedestrian barriers are utilised to more efficiently control traffic access/egress  during the working day whilst the gates will be closed and locked at the end of the shift to secure the site.   Vehicle access and egress points should also be manned during site operational hours.    5.3  Vehicular / Pedestrian Segregation  It is recommended that vehicles and pedestrians should, wherever practicable, not share access / egress or  circulation routes.  As previously stated in 4.5 construction vehicles shall enter/exit the site at a separate 

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location to pedestrians.  Furthermore, protected pedestrian routes will be established within the site to ensure  segregation from vehicles outside of the site.    5.4  Manoeuvring of Vehicles  In order to promote safe manoeuvring in and around the site reversing will be restricted to vehicles reversing  into the access road under the direct supervision of traffic marshalls.  Due consideration is given to, amongst  others, the space required to complete such manoeuvres, the exclusion of personnel from this area and the  supervision, direction and control afforded to the manoeuvre by a suitable experienced banksman .    5.5  Vehicle Arrival and Dispersal   All vehicles shall approach the southern part of the site, westbound, along the one way traffic system in  accordance with the Temporary Traffic Order. Directed by prominent signage and controlled by attendant  banksmen, vehicles shall enter and exit the site in accordance with the traffic management plan. This will  minimise the potential for congestion.     5.6  Vehicle Access & Egress  All vehicles shall enter the site via Great Scotland Yard. Upon reaching the site vehicles shall be met by a vehicle  gateman who will check the delivery against his records before assisting the vehicle with the manoeuvre  required to enter site.  Given the limited space within the site boundary there will not be sufficient space to turn  vehicles around.  It will, therefore, be necessary for vehicles to reverse into site from the hammer head junction.   To ensure this manoeuvre is achieved with maximum efficiency and in the safest possible manner the assistance  of at least one vehicle banksman will be required.  Two operatives will be on hand to assist in this manoeuvre,  one at each end of the vehicle.   Vehicles shall exit through this same gate and once again will be assisted by a  vehicle banksman who will be on hand to disperse vehicles when it is safe to do so as described below.    5.7  Traffic Management Operatives   All vehicle entrances and exits shall be manned by security traffic marshals responsible for receiving and  dispersing vehicles.  Duties will include checking that vehicles arrive in accordance with the planned delivery  schedules, advising drivers of site rules, issuing vehicle passes and directing to the appropriate off loading zone.   When leaving, marshals will collect passes, confirm the legitimacy of any plant or materials being removed from  site and check vehicles’ cleanliness before finally dispersing back onto the public highway.  Marshals will also be  responsible for directing and banking vehicles to ensure that manoeuvres are executed safely, minimising the  risk to the general public.  Finally, marshals will ensure that these gates are used for vehicular traffic only,  pedestrians seeking to gain entry or exit being directed to security reception.    5.8  Delivery Co ordination of Plant and Materials  Site access / egress for all materials and waste will require  close control.  The development of a scheduling  system will provide an efficient and effective means of controlling all deliveries.  The implementation of pre agreed delivery schedules and programmes will ensure that all deliveries arrive at the right time with materials  being efficiently despatched to the correct offloading and storage zone.  Delivery scheduling should not be  limited to receiving material deliveries on site but should be fully co ordinate with all materials handling 
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equipment within the site (cranes / forklifts / hoists etc).  Daily delivery schedules should be provided at all gate  posts/off loading points and also for the crane co ordinator, hoist drivers, forklift drivers and any other materials  handling equipment operators, all of whom will be in constant radio communication with one another.     Successful implementation of delivery management regimes requires commitment from all personnel involved  (traffic marshals, hoist drivers, materials handling equipment operators, security etc).  Regular delivery meetings  between all trade contractors should be implemented to ensure that the delivery schedules are pre agreed with  all.   

6.  MATERIAL/PLANT DISTRIBUTION AND STORAGE 
6.1  Introduction  Off loading materials close to their final location where practicable.  Distributon directly from off load to workface, “just in time” deliveries to minimise storage and double  handling).  Use of materials handling equipment to transport materials around site and to each level within buildings  (minimise manual handling).  The access road is to be used for offloading so as not to interrupt the main traffic flow.  Materials storage is to be within the hoarding confines and not on the highway.  The crane is to be used to load and unload in a safe manner and within the remit of the crane lifting plan.    

 7.  WASTE MANAGEMENT 
7.1  Introduction   Waste management can be considered under three broad headings:    Collection and transportation from the workface  Removal off site and disposal  Environmental issues (segregation, recycling etc)    A proposed solution for the project is detailed below.  It should be noted that the proposal relates to ‘general  builders rubbish’ only, structural trades typically being responsible for their own waste where skips and much  away vehicles will be used to collect spoils.    7.2  Collection and Transportation  A sufficient number of 240/660 litre wheeled bins will be delivered to site and distributed up / down to and  across all floors by the logistics operatives..  Trade contractors will be required to deposit all their own rubbish in  these bins.  As trade contractors fill the bins, logistics labour will be deployed to exchange full bins for empties,  transporting full bins to the ground floor.  Full bins will be stored in bin holding areas at ground level awaiting 
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collection by a visiting vehicle.  As the project progresses it may be necessary to reduce the size of bins within  the building, at such a time the use of debris chutes should be considered.  Once emptied wheelie bins will be  returned back to the floors for refilling.  A sufficient number of bins will be held on site to ensure that bins are  always available to trade contractors.  Where practicable and economically viable, waste streams will be  segregated on site and separate arrangements made for removal / disposal.      7.3  Removal and Disposal  On a regular basis, or on demand as quantities dictate, a specialist waste management company will attend site  to remove all collected rubbish, utilising a mobile compactor into which full wheel bins are emptied.  The  compacted waste is transported from site and deposited at a licensed transfer station where it will be  segregated for onward transportation to various recycling houses.  Residual waste is sent to landfill.  Waste  segregated on site will be collected by other registered carriers and transported either to a licensed transfer  station for bulking or directly for recycling / reuse.    7.4  Builders Rubbish  This collection service will be limited to the removal of ‘general builders rubbish’ compactable waste and  excludes non compactable waste occasioned from the ground works, structural and envelope / cladding  contractors, these trades to be responsible for removal of their own waste.  Furthermore, in accordance with  good environmental practice, it is expected that all trade / package contractors be required to remove their own  pallets from site usually by return to the supplier.    7.5  Waste Operatives  Waste operatives from the logistics team will undertake bin distribution and removal as described above but, in  addition, will also undertake the following tasks:  Maintaining and keeping clear emergency escape routes and exits.  Maintaining access routes.  General cleaning of unallocated rubbish.  General site cleanliness (litter picking)      7.7  Segregation & Recycling  As indicated above, on site segregation, where practicable, will be promoted.  However, any mixed loads will still  be subject to off site segregation to maximise reuse, recycling or recovery.    Onsite Segregation  Segregation of waste on site is subject to certain constraints ie available space.  On site segregation will only be  performed on wastes which are deemed to be in recyclable condition ie uncontaminated and where we believe  there is sufficient volume of a single waste stream to warrant a dedicated container.  Best practice dictates that  waste segregation should be undertaken at source.  This does not simply mean ‘on site’ but actually at the point  of waste generation at the workface.  Segregation at source is the only methodology that does not require a 
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secondary process to sort collected mixed waste.  Onsite segregation relies on the support of all site  management to ensure unauthorised use of dedicated containers for general builder’s rubbish is prohibited.   Loads found to contain over 5% diversity are deemed as contaminated and subject to increased transport and  handling costs of waste transfer stations.    Offsite Segregation  Mixed waste collected from site will be segregated off side at a local waste transfer station where all materials  will be processed through a MRF (Material Recycling Facility).  Materials will be handpicked and sorted into  various categories ready for onward transportation to recycling depots.  Materials that are deemed to be non  recyclable will then be sent through a trommel to be pulverised and used for fines, any materials remaining from  the process will be sent to landfill.  It is estimated that at least 80% of waste generated on construction projects  is recyclable.    Reclamation Performance  The project team will agree a target benchmark for waste reclamation (ie waste diverted from landfill).  This  target will be published in the Site Waste Management Plan.  Waste reclamation includes:    Reuse on site  Reuse on other sites  Salvaged for reuse  Return to supplier via a ‘take back’ scheme  Collected from site by an approved licensed waste management contractor who shall segregate  waste streams for recycling, recovery or reuse.    The target benchmark shall be a minimum of 75% by weight or 65% by volume of non hazardous construction  waste.    7.8  Site Waste Management Plan  SWMPs have been brought into force in England for all projects over £250,000.  Legislation dictates that a plan is  in existence from design stage throughout the project duration.  A project waste champion will be appointed to  ensure procedures are kept relevant and up to date and also to ensure waster materials leaving site are  recorded for project benchmarking purposes.  The client shall appoint a waste ‘champion’ to be responsible for  the development of the Site Waste Management Plan and subsequent implementation and compliance.  This  may be the principal contractor but an alternative appointment may be made to ensure design and pre construction activities are incorporated.  The Site Waste Management Plan shall include the following:    Identification of the waste champion (the nominated individual responsible for implementation of the plan).  The target benchmark for resource efficiency (the minimisation of waste generated) ie m3 or tonnes of  waste produced per 100m2.  This target will be agreed with the project team.  The target benchmark, by weight or volume, for waste reclamation (ie diversion from landfill through reuse,  recycling or recovery).  This target will be agreed with the project team. 
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Procedures and commitments for minimising hazardous and non hazardous waste to achieve or exceed the  target benchmark.  Procedures for monitoring, measuring and reporting hazardous and non hazardous waste to identify and  record the type and quantity of waste produced.  Procedures for sorting waste generated into defined waste streams for subsequent reuse, recycling or  recovery (either on site or off site at a licensed facility).  Procedures for monitoring, measuring and reporting hazardous and non hazardous waste to identify and  record where and how each waste stream is disposed and the quantity reclaimed.  Procedures for communicating the plan to management and operatives including appropriate targeted  training.  A review process to monitor the success of the foregoing procedures and promote continuous improvement  during the project and for future projects.    7.9  Duty of Care  As a waste producer, the client has a duty to ensure that any contractor who removes waste from the site is  registered with the Environment Agency.  The principal contractor shall be required to provide documentary  evidence that all waste carriers and waste brokers employed in connection with the project are appropriately  licensed.  Site records including transfer notes and conveyance notes shall be collected and retained.      7.10  Environment  The project team will be committed to maintaining the highest environmental standards and demand the same  standards throughout the supply chain.  In conjunction with the logistics provider, regular audits will be  conducted or preferred waste carriers, transfer stations and landfill sites.  These audits are intended to confirm  compliance with legislation and to ensure every effort is being made to maximise the recycling of waste  generated from site.    Any road closures or traffic management proposals will be planned well in advance and the relevant  documentation will be agreed with Westminster Council, Transport for London and the Metropolitan Traffic  Officers in advance including timely issue of associated method statements, dates etc.    Monthly newsletters will be issued to the local community and neighbours and will include details of any  proposed major traffic management changes. 

8.  GOOD NEIGHBOUR / MANAGING ENVIRONMENTAL IMPACTS 
8.1  Introduction   The development will be progressed with due and proper consideration given to the sensitive nature of adjacent  occupied premises.  A key tool in the successful management of these concerns will be the establishment and  visible implementation of a robust Good Neighbour Policy.    8.2 Mounted Police Division  
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Previously in the introduction it has been described that the mounted Police Division is in close proximity to the  proposed development and the works and due consideration is to be shown that the occupiers of the building  are horses. There are no current proposals to rehouse the horses during the works and therefore it is necessary  to incorporate their presence into the management of the project.     The welfare of the animals is of primary importance and the impact that the works may have on them. The  horses are work horses and it is noted that the stables provide a rest area that is important when not on duty. It  is noted that the police horse’s working day commences at 6am and while the site working hours are from 8am  and that the horses are event horses as well as having to be made available for emergencies and may not return  until 1.30am. Therefore, while there maybe patterns to their working day, the contractor notes that such  patterns are not to be relied upon and in any given moment an emergency may arise.     Typically, the contractor is obliged to retain the hours of noisy and non noisy work and to that effect the non  noisy works are to be deemed to include clearing up and loading material and debris. Mopac have requested  that the time between 2pm and 4pm is to be reserved as a non noisy time each day.  Non noisy works will  exclude the use of an impact hydraulic breaker. Equally so, in order to minimise the direct transfer of vibration,  it is proposed that where the two elevations exist that the horses are located on the opposite side of the  development, the contractor proposes to use reasonable attempts to divorce the main slab from the wall that  would transfer the vibration. Cutting of the structure will be at pre agreed times. This can be undertaken with  smaller tools to minimise the impact. Where possible the use of the impact hydraulic breaker will be restricted  where it has been demonstrated that the use of a hydraulic pulveriser (muncher) is as productive as the  proposed method of the hydraulic breaker.     There is a requirement that the horses will leave and enter the building at various times and the traffic marshalls  are to be given explicit directions that vehicles are to stop and give way and regardless of the nature of the work  that the horses undertake that no horns, shouting or sudden noises are to be allowed for on the road. There will  be times that the MOPAC horse box will be required to transport the horses. A space is to be reserved in front of  the 3 5 Great Scotland Yard building between the façade retention and the police entrance. If there are a  contractors vehicle in this position the police vehicle takes precedence. (See Appendix A)    When the workforce has established themselves at site, a representative from the police force will be invited to  visit site and give a presentation to the workers to ensure that they are aware of the sensitivities of the horses.  Key to the establishment of a working rapport will be the ability for the sergeant or inspector to have a direct  contact in the event of an emergency. This will be the site manager, in such an event the site manager will direct  that all vehicles are to be removed from site as soon as possible and the traffic marshalls are to be key to such a  process. A trial of such an event can be undertaken at the same time as a fire drill.    All scaffold is to be alarmed  for security and to be reviewed continuously. Owing to the fact that there are live  animals next to the site the alarms are to be silent and respond to the private security company direct.      
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8.3 Public House and McDonalds Restaurant    On the opposite elevation to the Mounted Police Division, it is noted that there will be vehicles arriving to  undertake deliveries to the businesses of the public house and to McDonalds Restaurant. It is noted that that  there is the potential of disruption for the businesses deliveries. The Contractor is committed to allowing access  to allow for the deliveries and to help in all instances. This will include close liaison with the managers of the  respective premises of their intended deliveries and to coordinate the contractors deliveries. The contractor  does not intend that either business will alter their schedule or impact on the efficiency of their deliveries.        8.4   Considerate Constructors Scheme (CCS)    The project will be required to register with the Considerate Constructors Scheme and comply with their Site  Code of Considerate Practice which commits contractors to be considerate and good neighbours as well as  clean, respectful, safe, environmentally conscious, responsible and accountable.  The principal contractor will be  required to demonstrate their commitment and compliance with the scheme, both prior to appointment and  throughout construction.  In order to maximise the BREEAM rating for the development, the principal contractor  will be required to commit to attaining the maximum practicable CSS Code of Construction Practice score.   BREEAM credits, in respect of this scheme, are awarded as follows:  o One credit A CCS Code of Construction Practice score between 24.0 and 31.5.  o Two credits A CCS Code of Construction Practice score between 32.0 and 35.5.  o Exemplary Level A CCS Code of Construction Practice score of 36.0 or more.    The principal contractor will be expected to attain a minimum CCS Code of Construction Practice score of 32.0.    8.5  Minimising Impacts on the Local Environment  Construction, by its very nature, had the potential to cause many negative environmental impacts upon the local  environment.  All neighbours will have concerns about the impact that construction works will have on their  lives.  It is fair to say that most people’s concerns will be regarding the cleanliness of the project and the  potential for noise that is associated with construction projects.  It is, therefore, recommended that daily visual  and audio checks are carried out to determine if the site could be considered a nuisance.  These checks should  be recorded and rapidly dealt   with the following list, although not full and final   asks questions of the kinds of  impacts that should be considered:    Is the site and surrounding area tidy and free of visual intrusion?  Are footpaths and roads kept clean and free of obstruction?  If you were a local resident is there anything that would annoy you?  Are measures being implemented to keep the air clean ie reduce dust?  Are there areas close to the site at higher risk such as flora, fauna and water courses?  Can noise be limited or eliminated?   
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By understanding this concept each member of the construction workforce can help ensure that they are the  first to identify areas that have the potential to cause concern to local residents and businesses.    8.6  Monitoring Site Impacts  As noted above construction activity has the potential to cause nuisance, or even harm, from environmental  disturbance such as noise, vibration and dust.  Such issues are often a cause for concern to the Local Authority,  the project’s neighbours and the public at large.  Whilst mitigation measures can be adopted to minimise  nuisance, it is also important to conduct environmental monitoring to measure site performance in relation to  baseline data and to ensure agreed noise levels are not exceeded.       8.7  Dust and Vibration   Dust is often the most notable nuisance when it comes to negative construction impacts.  Unlike noise and  vibration dust remains long after the operation that caused it has ceased.  In addition to its unsightliness dust  can be damaging to health as well as detrimental to property.  Given the location of the project it will be  necessary to adopt robust procedures for dealing with this issue.  Dry spells during the summer months are the  most likely times of year where dust can become a nuisance not least because of the lack of moisture to dampen  down particles stopping them from becoming airborne.  This will, therefore, require a monitoring and  management regime to be employed by site staff.  Where practicable it should be considered that any  potentially dusty works are to be times to be carried out during the most suitable weather conditions.  Site  management will be best placed to plan these works with due consideration for the local surroundings but will  also have a range of tools at their disposal for managing any dust generated.  Minimising dust is the best way to  avoid any issues arising and this can be done by simply employing a vigorous housekeeping regime that uses an  absorbent sweeping compound such as Dusmo.  The use of water, wet vacs, mechanical sweepers and vacuum  cleaners may also be used as an effective way of keeping dust to a minimum.    Vibration is to be monitored to demonstrate compliance. To aid this, a baseline survey is undertaken and used  to measure all works to evaluate their impact. To reduce the vibration the method will be evaluated and where  possible the use of hydraulic pulverisors will be used. Where applicable the adjoining structures will be divorced  prior to the main demolition of the element.     8.8  Managing Site Impacts  A considerate principal contractor should have a range of tools and procedures at their disposal in order to react  to everyday conditions that may arise during the course of the project.  The subjects of traffic management and  waste management are tackled separately in earlier sections.  Controls for day to day issues affecting the local  environment will include:     Dust Suppression – stand pipes with shower head hoses should be available around critical areas of the  project.  Hose heads shall be spring loaded to ensure that water cannot be left running whilst unattended. 

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Maintaining road cleanliness – during early works the use of a pressure washer to be used by gatemen shall  be considered to clean vehicle wheels upon exit from site.  A visiting road sweeping service should also be  considered to help upkeep the surrounding roads.  Cleanliness of the site perimeter – hoardings shall be cleaned regularly to help maintain the site’s tidy  image.  This shall be achieved with neighbours in mind and executed within a cordoned area during off peak  periods by using a simple wipe down technique or, if necessary, using the aforementioned pressure washer.   Provisions for inclement weather – grit bins shall be available and positioned at the site gate and be filled  with brown salt grit which can then be used for the purpose of snow clearance and frost preparation.  Pest control – the provision of adequate means into which canteen and office waste can be deposited will  greatly reduce the possibility of attracting vermin but will not entirely negate the need for a suitable pest  control regime.  Spill kits – spill kits for use on site in the event of a spillage shall be readily available.  These kits should be  located at areas of the project which post the most significant risk.  In this instance we recommend that they  be placed at the vehicle gate plus the nominated fuel storage zone and the main vehicle unloading are.    Outline logistics phasing plans have been prepared to demonstrate practical logistical solutions throughout the  construction cycle.    The logistics phasing plans depict the following:  Main access / egress routes  Delivery  / off loading points  Hoarding and fencing layout, decorated and maintained.        

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    Appendix A    Traffic Management Plan Drawings     

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  Appendix B    24 Hour Contact Numbers                                               
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  Mike Taylor   Head of Security McGee Group   Mike Sharkey – Neighbourhood Liasion        07796831439  07903184057  07831165692  07903183046  02089981101  

Nick Taylor – Head of Demolition, McGee Group  Henry Hathaway  Contracts Manager  McGee Group  McGee Group Head Office                                              

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McGee Group Limited
340-342 Athlon Road Wembley Middlesex HA0 1BX T: +44 (0) 20 8998 1101 F: +44 (0) 20 8997 7689 E: mail@mcgee.co.uk  

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www.mcgee.co.uk

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