Carnwath Road Riverside

Partial alternative to Barn Elms
Introduction

Site information paper

Currently, untreated sewage regularly overflows into the River Thames from London’s 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 Carnwath Road Riverside.

Key facts
Local authority: Site type: Duration of main construction works: Hammersmith and Fulham Main tunnel drive and reception site; and reception site for Frogmore connection tunnel Approximately six years.

Thames Tunnel
1

Carnwath Road Riverside
Section 1: Introduction and site information
We are proposing to use the land to the south of Carnwath Road and in the foreshore of the River Thames for this construction work and to accommodate permanent building and structures required to operate the main tunnel. The site would be used to drive the main tunnel to Acton Storm Tanks and receive the main tunnel from Kirtling Street. We also need a worksite to receive a long connection tunnel, driven from Dormay Street and known as the Frogmore connection tunnel, which connects the existing local CSOs at Dormay Street and King George’s Park to the main tunnel from the site at Dormay Street. The location of the site is shown in Figure 1A. The site incorporates Whiffin Wharf, Hurlingham Wharf and Carnwath Road Industrial Estate, which are collectively referred to in this site information paper as Carnwath Road Riverside. Whiffin Wharf is intermittently used for temporary storage purposes; Hurlingham Wharf has been vacant since 1998 although it is currently occupied by a vehicle storage use; and the Carnwath Road Industrial Estate contains a mix of two storey industrial, retail and warehouse units. The Piper Building and Philpot Square are to the north of the site. The Piper Building is at the corner of Carnwath Road and Peterborough Road, and comprises of a mix of commercial and residential units. A PC World superstore is located to the east. There are more residential properties to the west of the site. The River Thames is located to the south of the site. The site is within the Sands End Conservation Area. This site information paper sets out our proposals at Carnwath Road Riverside. We have also produced project information papers, which cover overarching topics relating to the project. Where we consider that a project information paper is particularly relevant, we have highlighted this in a related documents box. At the end of this site information paper is a list of other documents, which may be of interest and a glossary of terms.

Related documents: Build

2

Introduction

Draft limit of land to be acquired or used HAMMERSMITH & FULHAM Proposed tunnel route – centreline Local authority boundary Philpot Square
Broo us mho e Lan
Figure 1A: Carnwath Road Riverside location plan

te Pe rbo rou gh a Ro d

e

The Piper Building

Carnwath Road Industrial Estate
ort sw nd Wa

Carnwath Road
Hurlingham Wharf

hB

Whiffin Wharf

rid ge

WANDSWORTH

N

3

Carnwath Road Riverside
How we chose this site
Main tunnel site
What we proposed at phase one consultation
In addition to sites to intercept the CSOs, we require sites to build the main tunnel at: • each end of the main tunnel in west and east London • suitable intervals along the route of the main tunnel • locations where the type of geology that the main tunnel goes through changes. Prior to identifying the precise location of the main tunnel sites, we established the broad areas within which they would be needed. One of the main tunnel sites was required between Hammersmith Bridge and Albert Bridge, where the geology changes from clay to sands. At phase one consultation, which was held between September 2010 and January 2011, our preferred site in this area was Barn Elms. At Barn Elms, we would have driven the main tunnel west to Hammersmith Pumping Station (where the main tunnel ended), east to Tideway Walk and intercepted the West Putney Storm Relief CSO. In considering our tunnelling strategy options, there were a number of factors we had to take into account. Due to a change of circumstances around the Hammersmith Pumping Station site we needed to find an alternative site to receive the main tunnel. Further, given our proposal to extend the main tunnel to Acton Storm Tanks and our conclusion that it would be a main tunnel reception site, we also needed to identify a site in the area between Hammersmith Bridge and Albert Bridge to drive the main tunnel to Acton Storm Tanks. This site would also need to receive the main tunnel from Kirtling Street. As part of our further technical work, we reviewed whether we could reduce the size of our main tunnel drive sites. Where the ground conditions are clay, it was concluded that it was possible to reduce the size of the main tunnel drive sites. Therefore we re-assessed potential sites, including Carnwath Road Riverside, which was previously discounted as the site fell below the size threshold used for site selection prior to phase one consultation. Since Carnwath Road Riverside is not located next to the CSO a combined main tunnel drive and CSO site is no longer possible. Our preferred site to intercept the CSO remains Barn Elms. Given the identification of a new shortlisted site, in April 2011 we held drop-in sessions for the community around the site to understand any local issues they may have, should there be a site in this location. We reviewed all the comments we received and have taken these into account as part of the site selection process.

Why we have amended our proposals
Since January 2011, we have considered the comments from phase one consultation, feedback from ongoing engagement and new information; and undertaken further technical work. We have reviewed possible sites and our tunnelling strategy, which considers how sites might be linked together to construct the main tunnel.

4

Introduction

Preferred site – Carnwath Road Riverside HAMMERSMITH & FULHAM Other shortlisted site locations Local authority boundary

Site 1

Site 3

WANDSWORTH Site 2

N
Figure 1B: Preferred and shortlisted sites

5

Carnwath Road Riverside
What we are proposing at phase two consultation
We have identified four shortlisted sites to receive the main tunnel from Kirtling Street and drive the main tunnel to Acton Storm Tanks, as shown in Figure 1B. The sites are: • Barn Elms (site 1) • Feathers Wharf (site 2) • Fulham Depot (site 3) • Carnwath Road Riverside (our preferred site). Carnwath Road Riverside is our preferred site because it is a brownfield site and the presence of wharves at this site combined with the width of the River Thames at this point would allow the use of larger barges to remove material excavated during construction of the main tunnel. There would be much less conflict with the recreational users of the River Thames than at Barn Elms. Site 1 – Barn Elms is a shortlisted site and considered to be less suitable than our preferred site because it is a greenfield site, which is designated as Metropolitan Open Land, and there would be a temporary and permanent loss of playing fields. We would also need to build jetty facilities; the width of the River Thames at this point means we could only use smaller barges to remove excavated material; and there would also be disruption to the Thames Path. Site 2 – Feathers Wharf is a shortlisted site and considered to be less suitable than our preferred site because it is too small to accommodate all the works and no viable partner site could be identified. Site 3 – Fulham Depot is a shortlisted site and considered to be less suitable than our preferred site because it is too small to accommodate all the works and no viable partner site could be identified.

Frogmore connection tunnel
What we proposed at phase one consultation
Due to the location of the Frogmore Storm Relief – Bell Lane Creek CSO and the Frogmore Storm Relief – Buckhold Road CSO, the Frogmore connection tunnel is required to transfer the flows from these CSOs to the main tunnel. At phase one consultation we proposed to connect the Frogmore connection tunnel directly into the main tunnel.

Why we have amended our proposals
Following a review of our preferred sites we have re-assessed the sites from which we could drive the Frogmore connection tunnel.

What we are proposing at phase two consultation
As a result of changes to our sites since phase one consultation we have looked at King George’s Park, Dormay Street and Carnwath Road Riverside to identify an appropriate site from which to drive the Frogmore connection tunnel. Our preferred site is Dormay Street because it minimises the effect on King George’s Park and reduces the duration of construction works at Carnwath Road Riverside. Carnwath Road Riverside would therefore be used as a reception site for the Frogmore connection tunnel.

6

Introduction

Related documents: Changes

Q&A

Consultation Site selection

AST BE DS KGP

Acton Storm Tanks Barn Elms Dormay Street King George’s Park

7

Carnwath Road Riverside

8

Construction

Section 2: Construction
Construction activities
Construction activities are required to build the main tunnel. We would construct a shaft with an internal diameter of approximately 25m. Once completed a tunnel boring machine would be lowered into the shaft (approximately 42m deep), and would drive the main tunnel to Acton Storm Tanks. Excavated material from the tunnel drive would be removed from the shaft and taken off site. The same shaft would also receive the tunnel boring machines from Kirtling Street and Dormay Street which would be dismantled and removed from the site. The 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 six main phases, lasting approximately five to five and a half years. Works carried out in advance of the main construction, such as connecting a power supply and other utilities means that the overall period of construction is likely to be approximately six years. The main construction activities associated with these phases are set out in Table 2.1.

Construction

Shaft

Related documents: Build

Main tunnel

Managing construction

Frogmore connection tunnel
Figure 2A: Illustration showing typical elements of below ground infrastructure

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Carnwath Road Riverside
Phase 1 Advance works
Table 2.1: Main activities during construction phases

Site setup

Figure reference
Typical working hours Utilities connected Utilities diverted or protected Site cleared


Varies

Figure 2C
Standard

ü ü ü ü ü

Main construction activities

Temporary works in the River Thames constructed Site facilities and access set up Shaft excavated and built Tunnel boring machine delivered to site and assembled Tunnel excavated and built Tunnel boring machine removed from shaft and disassembled Internal (secondary) tunnel lining constructed Above and below ground structures constructed Mechanical and electrical equipment installed Temporary works in the River Thames removed 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 10

Construction

Phase 2 Shaft construction

Phase 3 Tunnelling

Phase 4 Secondary lining

Phase 5 Construction of other structures Figure 2E
Standard

Phase 6 Completion of works and site restoration –
Standard

Figure 2C
Standard with occasional extended standard

Figure 2D
Continuous

Figure 2E
Continuous

ü ü ü ü ü ü ü ü ü ü
* Standard working hours would also include, subject to agreement with the local authority: – a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site. – equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday. ** The main activities taking place 24 hours a day are below ground or within an enclosure.

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Carnwath Road Riverside
Site layout and construction phases
Figures 2C, 2D and 2E show how the site might be laid out during the construction phases, which are set out in Table 2.1 and Figure 2B. These layouts have been informed by the size of the infrastructure proposed, the construction methods required and the location of neighbouring buildings and structures. They have also been developed to minimise effects on the local community and environment. Particular factors at this site that have influenced the layout are as follows: • The site layout would capitalise on existing river infrastructure through the use of the safeguarded wharf during construction to remove excavated material. • Site access has been arranged so it is not directly opposite residential units. • While continuous tunnelling is taking place, the working area would be enclosed in a temporary structure which would significantly reduce noise levels. The site layouts are indicative only, and the contractor may arrange the site in a different way, depending on the chosen construction methods, provided that any environmental effects are appropriately managed, and that the main construction activities are undertaken within the red line shown in Figure 1A.

Year 1 Advance works P1 P2

Year 2 P3

Year 3

Year 4 P5 P4

Year 5

Year 6

P6

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

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Construction

Maximum extent of construction site for phases 1 and 2 Site hoarding Local authority boundary Site support/welfare Excavated material storage and processing Maintenance workshop and storage Construction support Internal site road Site access Existing Thames Path Thames Path diversion Cranes Campshed Barge Jack up barge supporting piling operations WANDSWORTH N
Figure 2C: Illustrative phases 1 and 2 construction plan

te Pe rbo rou
HAMMERSMITH & FULHAM

gh a Ro d

Shaft

th Road Carnwa

13

Carnwath Road Riverside

Maximum extent of construction site for phase 3 Site hoarding

te Pe rbo rou
HAMMERSMITH & FULHAM Conveyor

Local authority boundary Site support/welfare Excavated material storage and processing Maintenance workshop and storage

th Roa Carnwa

gh
Barges

a Ro

d

d

Construction support Internal site road Site access Existing Thames Path Thames Path diversion Noise enclosure over shaft and gantry crane

Shaft

Gantry crane

WANDSWORTH N
Figure 2D: Illustrative phase 3 construction plan

14

Construction

Maximum extent of construction site for phases 4 and 5

te Pe rbo rou gh
HAMMERSMITH & FULHAM Crane

Site hoarding Local authority boundary Site support/welfare Maintenance workshop and storage Construction support

th Road Carnwa

a Ro d

Internal site road Site access Existing Thames Path Thames Path diversion Noise enclosure over shaft and gantry crane

Shaft

Gantry crane

Option for contractor to transport materials using barges

WANDSWORTH N

Figure 2E: Illustrative phases 4 and 5 construction plan

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Carnwath Road Riverside
Additional works and activities
The main construction activities at this site are set out in Table 2.1. We would also need to undertake additional works and activities, some of which may be located outside of the area indicated by the red line in Figure 1A. The anticipated additional works and activities are set out in Table 2.2.

When

Type of works
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 make a connection to water, sewer and phone supplies in Carnwath Road.

Required for construction phase

Temporary connection to utilities (such as A major new electricity supply would be required at water, sewer, phone and electricity supply). this site to provide power during construction. We expect to connect to an electricity supply in Townmead Road, running cables along Carnwath Road and across Wandsworth Bridge Road (A217). Traffic management works. These may need to extend beyond our site and could include relocating kerb lines, repainting road lines and modifying traffic signals. There is a possibility that as the detailed design is developed we may need to undertake dredging to allow barges to get to and from our site.

Dredging. Required for operational phase

Permanent connection to utilities (such as water, phone and electricity supply) for the We expect to connect to utilities in Carnwath Road. operational tunnel.

Table 2.2: Additional works and activities

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Construction

Construction transport and access
We propose to use barges to transport the majority of excavated material from the shaft and tunnel. It is not generally practical and cost effective to transport all materials to and from the site by barge so we would still need to transport some materials by road. We would however give the contractor the flexibility to determine the most practical and cost-effective means of transporting other materials and equipment. Each barge would remove approximately 45 lorries from the road. Using barges at this site would reduce the number of lorry visits to/from this site by approximately 60% (saving 44,000 lorry visits over the construction period of approximately six years). Table 2.3 sets out the anticipated average daily number of lorries and barges visiting (ie travelling to and from) the site during the peak months of each phase, based on moving excavated material from the tunnel by barge.

Related documents: Transport

Phase 1 Site setup

Phase 2 Shaft construction

Phase 3 Tunnelling

Phase 4 Secondary lining

Phase 5 Construction of other structures

Phase 6 Completion of works and site restoration
5 lorries none

Average daily lorry visits Average daily barge visits

26 lorries none

25 lorries 2 barges

31 lorries 2 barges

33 lorries none

18 lorries none

Table 2.3: Average daily lorry and barge visits during the peak months

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Carnwath Road Riverside
Construction traffic coming from the north would access the site via the New King’s Road (A308) and Wandsworth Bridge Road (A217), turning right into Carnwath Road. Construction traffic coming from the south would access the site via the Wandsworth Road (A217), turning left into Carnwath Road. Traffic would enter the site through one of two new entrances on Carnwath Road. Traffic would leave the site via the same route. These access routes are shown on Figure 2F. Beyond this, construction traffic would use the major road network to get to and from its final destination. We may need to suspend or relocate some parking bays on Carnwath Road during construction. We may also need to make modifications to the junction of Carnwath Road and Wandsworth Bridge Road to accommodate the movement of construction traffic. The Thames Path runs through part of our construction site. We would create a temporary diversion of the Thames Path around the outside of our site along Carnwath Road for the duration of our works as indicated on Figures 2C-2E. Based on our current design, we do not anticipate that any other footpath or road diversions or bus stop relocations would be required.

18

Construction

Left turn in, right turn out

Suspension of parking New King’s Road
Carnwath Road

A308

KENSINGTON & CHELSEA

WANDSWORTH Wandsworth Bridge Road Carnwath Road Junction modifications Wandsworth Bridge
Carnwath Road

A217 HAMMERSMITH & FULHAM

Suspension of parking

Left turn in, right turn out
Figure 2F: Proposed access route to the site from the nearest major road

N

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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Carnwath Road Riverside
Management of construction works
Our construction works would be managed in accordance with an agreed Code of construction practice (CoCP). For phase two consultation, we have produced a draft CoCP Part A: General requirements, informed by CoCPs from other major construction projects in London and consultation with the local authorities. Through the environmental impact assessment process, schemewide principles to address potential effects on the local environment have been identified and integrated into the design. The CoCP Part A sets out scheme-wide control measures that would be used to minimise potential effects during the construction process. Table 2.4 sets out what we consider to be the key issues for this site during construction, and how we are currently proposing to address them.

Issue
The site is located within the proposed South Fulham Riverside Regeneration area. Construction activities would require the permanent relocation of Carnwath Road Industrial Estate.

Our response
Construction of the tunnel in this location is not expected to affect the wider regeneration of the area. Our proposals for the permanent layout and design of the site would also bring long term benefits to the local area. We are consulting with the London Borough of Hammersmith and Fulham to manage the relocation process. Construction works at this site would generate large volumes of excavated material which would need to be transported off site. We have sought to minimise disruption to the local road network through our site layout and design. We would manage the effects of road transport through our traffic management plans, which will seek to limit the number of vehicle movements and hours of operation, identify the most suitable site access points and any necessary highway management arrangements. As already set out, we also propose to use barges to transport the excavated material from the tunnel, which would significantly reduce the number of lorry movements from this site. The extent and duration of the suspension of any on-street parking during construction would be minimised as far as possible. We are investigating options for temporary replacement parking provision during construction where necessary. The section of the Thames Path running through the construction site would be temporarily diverted around the outside of the site, via a safe alternative route along Carnwath Road. 20

Possible effect of construction vehicles on the volume of traffic on Carnwath Road and Wandsworth Bridge Road (A217).

Temporary suspension or relocation of some on-street parking on Carnwath Road. Temporary diversion of the Thames Path.

Construction

Related documents: Environment Managing construction

Issue
Use of barges to transport materials to and from the construction site may conflict with use of the Hurlingham Yacht Club pier.

Our response
Barges are proposed to dock at the centre and eastern end of the site, which is further away from the Hurlingham Yacht Club pier than the safeguarded Hurlingham Wharf. There is adequate room to manoeuvre the barges to the site without affecting access for the Hurlingham Yacht Club pier. The contractor would be required to implement noise and vibration control measures at the worksite, which will be set out in the CoCP. We need to undertake continuous tunnelling at this site for reasons of safety, cost and programme. While continuous tunnelling is taking place, the working area would be enclosed in a temporary structure which would significantly reduce noise levels. Materials needed to construct the tunnel at night would also be loaded into the building during the day, to minimise machinery and vehicle movements at night. Preliminary findings indicate that while there is the potential for dust nuisance effects, there are unlikely to be any significant local air quality effects at any of the sites. The contractor would put in place air and dust control measures at the worksite, which will be set out in the CoCP. This would include enclosing the working area whilst tunnelling works are carried out to limit dust leaving the site.

Possible effect of noise and vibration on neighbouring areas.

Possible effects on local air quality and dust nuisance in neighbouring areas.

Table 2.4: Key issues relating to construction

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Carnwath Road Riverside
Section 3: Future use
This section describes the site after the completion of the construction work, ie when the main tunnel is in use – the ‘operational phase’.

Design
The design of the permanent use and appearance of the structures at Carnwath Road Riverside follows our scheme-wide principles and takes into account comments raised during ongoing engagement with the London Borough of Hammersmith and Fulham and other technical consultees. Our permanent works need to incorporate functional elements, which are required for the operation of the tunnel. These include: • Underground structures with ground level access covers including a main tunnel shaft with an internal diameter of approximately 25m. • A ventilation building containing fans, filters and electrical and control equipment. • A ventilation column up to 15m high. • Maintenance vehicle access. Table 3.1 sets out the site specific issues that have influenced our permanent design proposals and how we have addressed them in our proposed design.

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Future use

Issue

Our response

Alignment of the proposed The alignment and depth of the proposed Wimbledon to Kensal Green Cable Tunnel Wimbledon to Kensal Green made it necessary to locate our permanent works west of the Carnwath Road Cable Tunnel. Industrial Estate. The ventilation building and column are being designed to respect the existing business and residential context and built form. We are considering adding interest to the design by using bespoke pre-cast concrete panels etched with a nature design and partly glazed with timber or metal fins to offer views of the equipment. We are also proposing a biodiverse roof that would provide a wildlife habitat. The building is being designed to avoid compromising the future regeneration of the area. The permanent works have been located in accordance with the access and visual corridor proposed in the council’s planning policies for South Fulham. Effects on the proposed South Fulham Riverside Regeneration area. The proposals are not expected to affect the wider and regeneration of the area. The likely junction improvements necessary at the Carnwath Road/Wandsworth Bridge Road (A217) junction would facilitate regeneration through increased highway capacity. The design of the permanent works allow for an extension of the Thames Path. Effect on the Thames Path. The Thames Path would be reinstated along the frontage of the Carnwath Road Industrial Estate and an additional length of Thames Path is being proposed along Whiffin Wharf. The shaft, ventilation building and column are largely located on Whiffin Wharf. Effect on safeguarded Hurlingham Wharf. The future use of the existing safeguarded wharf would not be compromised. Proposed enhancements such as improvement and strengthening works to the wharf are consistent with PLA and GLA policy. Future use

Effect of permanent works on residential amenity and business properties.

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

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Carnwath Road Riverside
Figures 3A, 3B, 3C and 3D show the current site and provide illustrations of our design proposals. Further information on the development of our design can be found in the Design development report.

Related documents: Design

Figure 3A: Photo of the site – before the works

24

Future use

Figure 3B: Artist’s impression of the site – after the works are completed

25

Carnwath Road Riverside

Figure 3C: Aerial view of the completed works

26

Future use

Temporary hoarding around site for future development by others

Existing footpath to be widened

Access for maintenance vehicles

Temporary hoarding Ventilation building around site for future with biodiverse roof development by others

ath Ro Carnw

ad

New tree planting and landscaping Hurlingham Wharf New public open space above main tunnel shaft Ventilation structure

Thames path retained

N Hardstanding area for delivery and maintenance vehicle parking
Figure 3D: Layout of site once construction works complete

Pedestrian walkway extended along river front to allow extension to Thames Path

27

Carnwath Road Riverside
Operation and maintenance
Once the tunnel is operational, we would need access to the site occasionally for inspection and maintenance purposes. We expect to visit the site approximately once every three to six months to carry out inspections and maintenance of the ventilation equipment. This is likely to involve a visit by staff in a small van, and may take several hours. Once every ten years, we expect to carry out a major internal inspection of the tunnel and underground structures. This is likely to involve a small team of inspection staff, a small team of support crew and two mobile cranes to lower the team and inspection vehicle into the shaft. This is likely to take several weeks, and would require temporary fencing around the shaft for safety and security while the inspection takes place. We may also need to make visits to the site for unplanned maintenance or repairs, for example, if there is a blockage, or equipment failure. This may require the use of mobile cranes and vans. Permanent vehicular access would be from Carnwath Road.

Management of operational effects
We have undertaken technical work, including stakeholder engagement, to assess and identify the key issues associated with this site once it is operational. Table 3.2 summarises these issues and how we are currently proposing to address them.

28

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. Permanent access would be required for maintenance and servicing purposes to the shaft and ventilation equipment. Any planned maintenance visits would be undertaken during normal working hours and all visits managed to avoid disruption to local residents, businesses and users of affected public areas as far as possible.

Possible odour effects during the operation of the tunnel.

Disturbance from future maintenance access.

Table 3.2: Key issues relating to site operation

Related documents: Odour

29

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).

Phase two public consultation material
Project information papers include general information about the Thames Tunnel project. There are 17 project information papers, which cover various aspects of the project. Those project information papers that may be of particular interest are set out below. Icon Title Build Details Provides information on the different types of sites required for the Thames Tunnel project and the typical construction activities that will be undertaken at each site. Explains how the scheme has changed compared to that presented at phase one consultation, including changes to the tunnelling strategy for the main tunnel and changes to sites. Sets out the consultation we have undertaken to date on the project, the scope of this phase two consultation and how interested parties can respond to this consultation. Contains the design principles which have influenced the permanent appearance of our sites once construction work is complete. Sets out the process the project is following to assess potential environmental effects of the Thames Tunnel project. Includes information on what measures our contractors will put in place at our sites during construction.

Changes

Q&A

Consultation

Design

Environment

Managing construction

Odour

Sets out our Air management plan and how it will work.

Options

Outlines the various ways to deal with sewage overflows.

30

Phase two public consultation material
Icon Title Details Sets out how London’s sewerage system works and why the capital has an overflow problem.

Overflow Route and tunnel alignment Site selection

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.

AST BE DS KGP

Acton Storm Tanks Barn Elms Dormay Street King George’s Park

31

Further information
Technical reports
Theme Interim engagement 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.

Phase one consultation

1

SUMMARY

Phase two construction information

Code of construction practice Part A: Sets out control measures to be adopted during the project General requirements construction period. (CoCP) Air management plan 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 13 of the non-technical summary and volume 13 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 10 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 G for more information on this site.

Phase two environmental information

Preliminary environmental information report (PEIR) Design development report

Phase two scheme development

2

Phase two scheme development report

32

Site glossary
Term
Biodiverse roof Campshed Carbon filters Combined sewer Combined sewer overflow (CSO) Connection tunnel Conservation area Draft limit of land to be acquired or used Foreshore 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
A roof which supports a wide variety of plant and animal species and reduces stormwater runoff. A flat area that is constructed within the foreshore of the river that barges can sit on at low tide. At high tide the barge floats off the campshed and can be taken away. 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. An area designated by the local authority or English Heritage as having special architectural or historical interest. 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. Ground uncovered by the river when the tide is low. 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. 33

Phase two consultation: Carnwath Road Riverside Autumn 2011 110-ED-PNC-00000-000074

For further information or to comment on our proposals see our website: www.thamestunnelconsultation.co.uk

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