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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 Earl Pumping Station.
Local authority: CSO name: CSO spill volume in an average year: Site type: Duration of main construction works: Lewisham Earl Pumping Station 540,000m³ (equivalent to approximately 216 Olympic swimming pools) CSO site Approximately four years.
Earl Pumping Station
Section 1: Introduction and site information
We are proposing to use our existing pumping station and adjacent industrial land for this construction work and to accommodate permanent structures required to operate the main tunnel. The site would be used to connect the existing local CSO, known as the Earl Pumping Station CSO, to the main tunnel via a long connection tunnel, known as the Greenwich connection tunnel. The location of the site is shown in Figure 1A. Yeoman Street is located to the east of the site, Chilton Grove to the north and Croft Street, to the west, beyond which is an apartment block. South of the site, along Croft Street is a row of terraced housing as well as commercial and industrial units. This site information paper sets out our proposals at Earl Pumping Station. We have also produced project information papers, which cover overarching topics relating to the project. Where we consider that a project information paper is particularly relevant, we have highlighted this in a related documents box. At the end of this site information paper is a list of other documents, which may be of interest and a glossary of terms.
Related documents: Build
Surrey Quays Shopping Centre
CSO discharges into River Thames approximately 100 metres to the east
Draft limit of land to be acquired or used Proposed tunnel route – centreline Local authority boundary Existing sewer
an eet Str
Earl Pumping Station CSO Earl Pumping Station
r we Lo
Cro ft S tre et
Figure 1A: Earl Pumping Station location plan
Earl Pumping Station
How we chose this site
What we proposed at phase one consultation
Through our site selection process, we identified five possible shortlisted sites to intercept the Earl Pumping Station CSO. At our phase one consultation, which was held between September 2010 and January 2011, we presented these sites: • Foreshore (adjacent to boat yard and St. George’s Square) • Car park, St. George’s Square • Boat Yard, Calypso Way • Car park, corner of Grove Street and Plough Way • Earl Pumping Station (including adjacent land). Earl Pumping Station was identified as our preferred site at phase one consultation.
What we are proposing at phase two consultation
We have considered the comments from phase one consultation, feedback from ongoing engagement and new information; and undertaken further technical work. We still consider that Earl Pumping Station (including adjacent land) should be our preferred site because we own the majority of site, it makes use of brownfield land and although there are residential properties close to the site, we consider that it would be possible to use measures to reduce any possible significant effects.
Consultation Site selection
Section 2: Construction
Construction activities are required to intercept the CSO. To intercept the CSO, we would construct an interception chamber. A connection culvert would link the interception chamber to a drop shaft (approximately 49m deep) through which flows would pass into the Greenwich connection tunnel, before connecting 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 four main phases, lasting approximately four years in total. The main construction activities associated with these phases are set out in Table 2.1.
Existing overflow sewer
Greenwich connection tunnel
To pumping station to River Thames
Figure 2A: Illustration showing typical elements of below ground infrastructure
Earl Pumping Station
Phase 1 Advance works
Table 2.1: Main activities during construction phases
Typical working hours Utilities connected
Main construction activities
Utilities diverted or protected Site cleared Site facilities and access set up Drop shaft excavated and built Above and below ground structures constructed Mechanical and electrical equipment installed Site restored and landscaped Temporary site facilities removed
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Our typical working hours are expected to be: Standard: 8am-6pm weekdays, 8am-1pm Saturday* Extended standard: 6pm-10pm weekdays, 1pm-5pm Saturdays Continuous: 24 hours a day, seven days a week** Varies: Working hours for advanced works will depend on the nature of the works and will be agreed with the local authority
* Standard working hours would also include, subject to agreement with the local authority: – a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site. – equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday. ** The main activities taking place 24 hours a day are below ground or within an enclosure.
Phase 2 Drop shaft construction Figure 2C
Standard with occasional extended standard
Phase 3 Construction of other structures Figure 2D
Phase 4 Completion of works and site restoration –
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Related documents: Build Managing construction
Earl Pumping Station
Site layout and construction phases
Figures 2C and 2D 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 drop shaft has been moved further north west within boundary of the site following phase one consultation. This means the drop shaft is further away from the residential properties to the south of the site. • The construction access to this site has been redesigned following phase one consultation and a one way system would now operate through the site. This would increase safety on neighbouring highways and within the site by reducing the need for construction vehicles to manoeuvre within the site. Year 1 P1 P2 Year 2 Year 3 P3 P4 Year 4 • The location of the drop shaft has taken into consideration the proposed allocation of this site as part of a wider mixed use strategic site in the London Borough of Lewisham’s adopted planning policies. The permanent layout and design of the site minimises the amount of land that is needed for the shaft and maintenance area, allowing as much of the site as possible to be developed in accordance with adopted planning policies. 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.
Figure 2B: Construction timeline showing approximate duration of works in phases (P)
Maximum extent of construction site for phases 1 and 2 Site hoarding Local authority boundary Site support/welfare Cranes Excavated material storage and processing Maintenance workshop and storage Construction support Internal site road Site access Piling rig Drop shaft Existing footpath to be diverted Footpath diversion
Figure 2C: Illustrative phases 1 and 2 construction plan
Earl Pumping Station
Maximum extent of construction site for this phase 3 Site hoarding Local authority boundary Site support/welfare Cranes Maintenance workshop and storage Construction support Internal site road Site access Existing footpath to be diverted Footpath diversion Piling rig
Drop shaft SOUTHWARK
Figure 2D: Illustrative phase 3 construction plan
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.
Type of works
Installation of equipment to monitor environmental matters such as noise, vibration and dust.
What we would do
The locations of monitoring equipment would be agreed with the local authority and relevant landowners.
Required for construction phase
We would undertake studies to identify any effects our construction work may have on third party structures. The studies may Protection works to third party recommend particular construction methods or, in very limited structures (such as buildings, instances, protection works. bridges and tunnels). If protection works to the existing sewer are required, we would access the sewer network through existing manholes. Diversion of utilities. If utility diversions are required, we would work with utility providers to undertake the necessary works. If we are unable to make a connection to water, sewer and phone supplies within the pumping station site, we would need to make a connection to these in Yeoman Street or Chilton Grove. We may need to connect to an electricity supply from New Cross. However, we are still developing a route for electricity supply in discussion with the utility provider. These may need to extend beyond our site and could include relocating kerb lines, repainting road lines and modifying traffic signals. We expect to connect to utilities from within the site.
Temporary connection to utilities (such as water, sewer, phone and electricity supply).
Traffic management works. Required for operational phase Permanent connection to utilities (such as water, phone and electricity supply) for the operational tunnel.
Table 2.2: Additional works and activities
Earl Pumping Station
Construction transport and access
We would transport materials to and from the site by road. Table 2.3 sets out the anticipated average daily number of lorries visiting (ie travelling to and from) the site during the peak months of each phase. Construction traffic would access the site travelling northbound along Lower Road (A200), using the one way system and turning left into Plough Way, right into Yeoman Street and right into the site from a new entrance on Yeoman Street. Traffic leaving the site would turn right out of the site from a new entrance on Croft Street, then travel along Chilton Grove, Yeoman Street, Plough Way and southbound along Lower Road (A200). This access route is shown on Figure 2E. Beyond this, construction traffic would use the major road network to get to and from its final destination. We may need to suspend or relocate some parking bays on Croft Street and several kerb spaces along Croft Street and Yeoman Street during the construction period. We may also need to remove the traffic calming on Yeoman Street and Chilton Grove. There would be minor footpath diversions around the site, as shown on Figures 2C and 2D. Based on our current design, we do not anticipate that any road diversions, bus stop relocations or junction changes would be required.
Related documents: Transport
Phase 1 Site setup
Phase 2 Drop shaft construction
Phase 3 Construction of other structures
Phase 4 Completion of works and site restoration
Average daily lorry visits
Table 2.3: Average daily lorry visits during the peak months
Plough Way Yeoman Street TOWER HAMLETS
GREENWICH Suspension of parking
n ma Yeo eet Str
Deptford Church Street
t ee Str
Right turn in Right turn out N
Figure 2E: Proposed access route to the site from the nearest major road
Draft limit of land to be acquired or used Internal site road Site access
Local authority boundary Transport for London (TfL) road network Proposed lorry access to TfL road network
Earl Pumping Station
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.
Related documents: Environment Managing construction Transport
Location of the site within the Plough Way Strategic Site Allocation, which is allocated for comprehensive mixed use redevelopment in the London Borough of Lewisham’s adopted planning policies. Construction activities would require some businesses to be relocated. Temporary suspension or relocation of some on-street parking on Croft Street and Yeoman Street.
Whilst the use of this site during construction would prevent it from being available for redevelopment in the short term, the permanent layout and design of the site minimises the amount of land required permanently, allowing as much of the site as possible to be developed in accordance with the council’s planning policies. We are in ongoing discussions with affected landowners and businesses to identify an agreeable and appropriate solution. 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. We are proposing a one way system for construction vehicles. This would create a safe vehicle route that reduces the effects of construction traffic on local residents. 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. Since phase one consultation, the location of the shaft has been moved further north to reduce effects on residential properties to the south of the site. The contractor would be required to implement noise and vibration control measures at the worksite, which will be set out in the CoCP. Preliminary findings indicate that while there is the potential for dust nuisance effects, there are unlikely to be any significant local air quality effects at any of the sites. The contractor would put in place air and dust control measures at the worksite, which will be set out in the CoCP.
Possible effect of construction vehicle movements on adjoining residential streets.
Possible effect of noise and vibration from construction activities on neighbouring areas.
The effects of air pollution and dust in neighbouring areas.
Table 2.4: Key issues relating to construction
Earl Pumping Station
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’. Our permanent works need to incorporate functional elements, which are required for the operation of the tunnel. These include: • Underground structures including: a CSO drop shaft with an internal diameter of approximately 17m, connection culverts, interception chamber, valve chamber and a passive filter chamber. • Extension of the shaft and valve chamber approximately 3m above ground level (with parapet wall above this), with access covers on top of the structures. To ensure that they are finished to a certain level above the tunnel and because the site is low lying, these structures need to be extended above ground level. • A main ventilation column incorporated into the valve chamber. • A small diameter ventilation column to the interception chamber up to 6m high. • Maintenance vehicle access. • Electrical and control equipment installed within the existing pumping station. 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.
Since phase one consultation we have progressed the design for the permanent use and appearance of the structures at Earl Pumping Station. The design of the permanent proposals follows our scheme-wide principles and takes into account comments made and ongoing engagement with the London Borough of Lewisham and other technical consultees.
Effect on the existing pumping station infrastructure. Effect of permanent works on residential amenity. Location of the site within the Plough Way Strategic Site Allocation, which is allocated for comprehensive mixed use redevelopment in the London Borough of Lewisham’s adopted planning policies. Accommodating the above ground shaft structure to provide visual interest and discourage anti-social behaviour.
We have located and designed the permanent works to avoid effects upon existing above and below ground infrastructure, and to enable the pumping station site to remain operational during and after construction. The shaft has been designed to minimise the above ground extent and maximise the area of land available for potential future redevelopment. The permanent layout and design of the site minimises the amount of land that is needed permanently, allowing as much of the site as possible to be developed in accordance with the council’s planning policies. The shared surface hardstanding within the site would be designed to provide a potential future access through the site towards Yeoman Street in line the aspirations of the council. The shaft structure would be clad with decorative brickwork which would provide visual interest for the local community as well as a graffiti resistant surface coating. The roof would also be visible; a biodiverse roof that provides a wildlife habitat is being considered. The shaft and site have been designed to encourage natural surveillance through the layout and open sightlines around the structure.
Table 3.1: Site specific issues that have influenced our permanent design
Earl Pumping Station
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
Figure 3B: Artist’s impression of the site – after the works are completed
Earl Pumping Station
Figure 3C: Aerial view of the completed works
Proposed valve chamber extending above ground level
Access for maintenance vehicles
Electrical and control equipment located inside existing pumping station
n ma Yeo
G on hilt
Earl Pumping Station
New gates to compound Biodiverse roof to drop shaft Temporary hoarding around site for future development (by others)
N Stairs up to roof accessed from within pumping station compound Drop shaft extending approximately 3m above ground level with 1m brick parapet Ventilation structures on roof Removable bollards for maintenance access around drop shaft 21 Publicly accessible paved area for shared use with future development
Figure 3D: Layout of site once construction works complete
Earl Pumping Station
Operation and maintenance
Once the tunnel is operational, we expect to undertake inspection and maintenance of the ventilation and below ground equipment approximately once every three to six months. This would be undertaken within our site and as part of the existing maintenance routine. Once every ten years, we expect to carry out a major internal inspection of the tunnel and underground structures. This is likely to involve a small team of inspection staff, a small team of support crew and two mobile cranes to lower the team and inspection vehicle into the shaft. This is likely to take several weeks, and would all be undertaken within our site. We may also need to make visits to the site for unplanned maintenance or repairs, for example, if there is a blockage, or equipment failure. This may require the use of mobile cranes and vans. Permanent vehicular access would be via the pumping station or from Croft Street.
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.
Possible odour effects during the operation of the tunnel.
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 the use of passive below ground carbon filters that will remove possible odour before air leaves the ventilation equipment. The permanent access to our site would remain unchanged and visits would be undertaken as part of the existing maintenance routine.
Disturbance from future maintenance access.
Table 3.2: Key issues relating to site operation
Related documents: Odour
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. 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.
Sets out our Air management plan and how it will work.
Outlines the various ways to deal with sewage overflows.
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.
Theme Phase one consultation Icon Title Report on phase one consultation: summary report Details Provides a summary of the comments made at phase one consultation and our responses.
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 24 of the non-technical summary and volume 24 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 22 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 T for more information on this site.
Phase two environmental information
Preliminary environmental information report (PEIR) Design development report
Phase two scheme development
Phase two scheme development report
Biodiverse roof Carbon filters Combined sewer Combined sewer overflow (CSO) Connection tunnel Draft limit of land to be acquired or used Drop shaft Foreshore Interception chamber Main tunnel Operational phase Thames Tunnel project Transport for London Road Network (TLRN)
A roof which supports a wide variety of plant and animal species and reduces stormwater runoff. Filters that remove odours before the air is released from the tunnel. A single sewer system that takes both rainwater and domestic and industrial wastewater. A structure, or series of structures, that allows sewers to overflow into the river when they are full as a result of increased rainfall. Without the overflows, the sewers would back up and cause flooding in streets or houses. A tunnel connecting a drop shaft to the main tunnel. The extent of land that we may need to use or acquire, or over which rights may be needed to carry out works that are essential to the project. A vertical circular concrete structure, used to drop flows from the high level of the CSO to the low level of the main tunnel. It would also be used to provide access to construct the connection tunnels. Ground uncovered by the river when the tide is low. A structure, built on an existing combined sewer, which diverts stormwater overflow into the main tunnel. 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. 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.
Phase two consultation: Earl Pumping Station Autumn 2011 110-ED-PNC-00000-000080
For further information or to comment on our proposals see our website: www.thamestunnelconsultation.co.uk
It is very important that you understand the information we have provided. If you need further information in another language, braille, large print or audio format please contact us on 0800 0721 086.