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Greenwich Pumping Station

Site information paper

Site and introduction Introduction

Currently, untreated sewage regularly overflows into the River Thames from Londons Victorian sewerage system via combined sewer overflows (CSOs). The proposed Thames Tunnel would intercept these overflows through the use of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. The sewage flow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reduction in untreated sewage entering the River Thames would bring long-term benefits for the environment and users of the River Thames. In order to deliver the project we need a number of sites along the route and this document identifies our current preferred site at Greenwich Pumping Station.

Key facts
Local authority: CSO name: CSO spill volume in an average year: Site type: Duration of main construction works: Greenwich Greenwich Pumping Station 8,300,000m (equivalent to approximately 3,320 Olympic swimming pools) CSO and Greenwich connection tunnel drive site Approximately five and a half years.

Thames Tunnel

Greenwich Pumping Station

Section 1: Introduction and site information
We are proposing to use the site of our existing pumping station 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 Greenwich Pumping Station CSO to the Greenwich connection tunnel, which would direct flows into the main tunnel. The Greenwich connection tunnel is a long connection tunnel which connects the CSOs at Greenwich Pumping Station, Deptford Church Street and Earl Pumping Station to the main tunnel at Chambers Wharf. We also need a worksite from which we can build this tunnel, which we propose to drive from Greenwich Pumping using land adjacent to our pumping station at Phoenix Wharf. The location of the site is shown in Figure 1A and surrounds the existing pumping station building. Norman Road and Norman House are to the east of the site. To the south is Greenwich High Road (A206), to the south west are recently built flats and to the west is Deptford Creek and the Greenwich Industrial Estate. To the north of Phoenix Wharf are industrial units. The elevated Dockland Light Railway (DLR) also crosses the site. The site is adjacent to the Ashburnham Triangle Conservation Area. This site information paper sets out our proposals at Greenwich 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.

How we chose this site

What we proposed at phase one consultation
Through our site selection process, we identified two possible shortlisted sites to intercept the Greenwich Pumping Station CSO. At phase one consultation, which was held between September 2010 and January 2011, we presented these sites: Foreshore (near Greenwich Foot Tunnel) Greenwich Pumping Station. Greenwich Pumping Station was identified as our preferred site at phase one consultation.

Related documents: Build

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 Greenwich Pumping Station should be our preferred site because we own most of the site and although the Pumping Station is a Grade II listed structure, the proposed location of our works (to the north of the pumping station site) greatly reduces any potential effect upon its setting. 2


Sue Godfrey Nature Reserve

Deptford Creek Trinity Laban Phoenix Wharf Greenwich Pumping Station Creekside Centre

Draft limit of land to be acquired or used Proposed tunnel route centreline Local authority boundary Existing sewer Deptford Church Street site CSO discharge into River Thames approximately 500 metres to the north east

Wavelengths Leisure Centre

an Norm


Greenwich Industrial Estate

ad Ro


Low Level Sewers

ich nw ee Gr

a Ro igh H

Greenwich Pumping Station CSO GREENWICH

Norman House N
Figure 1A: Greenwich Pumping Station location plan

Greenwich Pumping Station

Greenwich connection tunnel
What we proposed at phase one consultation
Due to the location of the Greenwich Pumping Station CSO, Deptford Storm Relief CSO and Earl Pumping Station CSO, the Greenwich connection tunnel, is required to transfer the flows from these CSOs to the main tunnel. At phase one consultation, we identified Kings Stairs Gardens as our preferred site from which to drive the Greenwich connection tunnel to Greenwich Pumping Station. There is not sufficient space within the existing Greenwich Pumping Station site to hold and process the excavated material that would be generated from driving the Greenwich connection tunnel. Additional land is therefore needed and we have identified land adjacent to the Greenwich Pumping Station site, known as Phoenix Wharf, for this purpose.

Why we have amended our proposals

As part of our review of the tunnelling strategy for the main tunnel, we have re-assessed the sites from which we could drive the Greenwich connection tunnel. Given the identification of this potential new site, in June 2011, we held drop-in sessions with the community around the site to understand any local issues they may have, should Greenwich Pumping Station be used to drive the Greenwich connection tunnel. We reviewed all the comments we received and took these into account as part of the site selection process.

Related documents: Changes


Consultation Site selection


Chambers Wharf

What we are proposing at phase two consultation

Our preferred site is Greenwich Pumping Station because Chambers Wharf is only large enough to accommodate either a main tunnel drive site or a drive site for the Greenwich connection tunnel, due to the volume of excavated material that would need to be treated on site prior to removal. We are proposing that Chambers Wharf is used as a main tunnel drive site therefore it could not be used as a drive site for the Greenwich connection tunnel.


Section 2: Construction
Construction activities
Construction activities are required to intercept the CSO and construct the Greenwich connection tunnel. To intercept the CSO, we would construct an interception chamber. A connection culvert would link the interception chamber to a drop shaft (approximately 44m deep), through which flows would pass into the Greenwich connection tunnel, before connecting into the main tunnel. To drive the Greenwich connection tunnel, we would lower a tunnel boring machine into the drop shaft at Greenwich Pumping Station and would drive the Greenwich connection tunnel north west to Chambers Wharf. Excavated material from the tunnel drive would be removed from the drop shaft and taken off site. 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 and a half years in total. The main construction activities associated with these phases are set out in Table 2.1.

Connection culvert Existing sewer


Valve chamber
Drop shaft

Main tunnel

Interception chamber To pumping station to River Thames

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

Greenwich Pumping Station

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

Site setup Figure 2C


Figure reference
Typical working hours Utilities connected Utilities diverted or protected


Main construction activities

Site cleared Site facilities and access set up Drop shaft excavated and built Tunnel boring machine delivered to site and assembled Tunnel excavated and built Internal (secondary) tunnel lining constructed Above and below ground structures constructed Mechanical and electrical equipment installed Site restored and landscaped Temporary site facilities removed

Our typical working hours are expected to be: Standard: 8am-6pm weekdays, 8am-1pm Saturday* Extended standard: 6pm-10pm weekdays, 1pm-5pm Saturdays Continuous: 24 hours a day, seven days a week** Varies: Working hours for advanced works will depend on the nature of the works and will be agreed with the local authority
* Standard working hours would also include, subject to agreement with the local authority: a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site. equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday. ** The main activities taking place 24 hours a day are below ground or within an enclosure.


Phase 2 Drop shaft construction Figure 2C

Standard with occasional extended standard

Phase 3 Tunnelling Figure 2D


Phase 4 Secondary lining Figure 2E


Phase 5 Construction of other structures Figure 2E


Phase 6 Completion of works and site restoration


Related documents: Build Managing construction

Greenwich Pumping Station

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. A particular factor at this site that has influenced the layout is as follows: The site layout and shaft location have been determined by the location of existing listed buildings, underground infrastructure associated with the pumping station and proximity to the Docklands Light Railway viaduct. 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

Year 3 P3

Year 4 P5 P4

Year 5


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


Option for contractor to transport materials using barges

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 footpath to be diverted Piling rig Drop shaft Footpath diversion

Figure 2C: Illustrative phases 1 and 2 construction plan

Greenwich Pumping Station

Option for contractor to transport materials using barges

Maximum extent of construction for phase 3 Site hoarding Local authority boundary Site support/welfare Excavated material storage and processing Maintenance workshop and storage Construction support


Drop shaft

Internal site road Site access Existing footpath to be diverted Gantry crane Footpath diversion Noise enclosure over shaft and gantry crane GREENWICH N

Figure 2D: Illustrative phase 3 construction plan



Option for contractor to transport materials using barges

Maximum extent of construction site for phases 4 and 5 Site hoarding Local authority boundary Site support/welfare Excavated material storage and processing Maintenance workshop and storage Construction support


Drop shaft

Internal site road Site access Existing footpath to be diverted Gantry crane Footpath diversion Noise enclosure over shaft and gantry crane GREENWICH N


Figure 2E: Illustrative phases 4 and 5 construction plan


Greenwich Pumping Station

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

What we would do

Installation of equipment to monitor environmental matters The locations of monitoring equipment would be agreed with the such as such as noise, vibration local authority and relevant landowners. and dust. 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. If protection works are required to the existing sewer, we would access the sewer network through existing manholes. If we are unable to make a connection to water, sewer and phone within the pumping station site, we would need to make a connection in Norman Road. A major new electricity supply would be required at this site to provide power during construction. We expect to connect to electricity from Stowage, running cables along Gonson Street and Creekside. 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 pumping station site.

Protection works to third party structures (such as buildings, bridges and tunnels). Required for construction phase 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



Construction transport and access

We propose to transport materials to and from the site by road. We have considered the use of the river to transport materials to and from the site; however, the tidal nature of Deptford Creek and bridges crossing the Creek makes river transport difficult, and therefore unlikely to be cost effective. We have therefore assumed that all materials would be moved by road. The contractor would however be given the flexibility to use river transport where they consider it is practical and cost effective to do so. Table 2.3 sets out the anticipated average daily number of lorries visiting (ie travelling to and from) the site during the peak months of each phase. Construction traffic would access the site from Blackheath Road (A2), along Greenwich High Road (A206) and Norman Road. There would be several site access points along Norman Road, most making use of existing entrances. One new entrance would be created from Norman Road. Light vehicles would access the site from the existing entrance on Greenwich High Road (A206). Traffic would leave the site via the same route. This access route is shown on Figure 2F. Beyond this, construction traffic would use the major road network to get to and from its final destination. We would need to make a minor diversion to the footpath that runs from Norman Road to the footbridge across Deptford Creek, as shown in Figures 2C, 2D and 2E. By relocating the footpath next to the elevated railway, we can create a safer, more efficient working space around the shaft. Occasionally the footpath will be temporarily closed to allow construction traffic to pass under the railway arches between the Greenwich Pumping Station site and Phoenix Wharf Based on our current design, we do not anticipate that any road diversions, parking bay suspensions, bus stop relocations or junction changes would be required.

Related documents: Transport

Phase 1 Site setup

Phase 2 Drop shaft construction

Phase 3 Tunnelling

Phase 4 Secondary lining

Phase 5

Phase 6

Construction Completion of other of works structures and site restoration

15 lorries 9 lorries

Average daily lorry visits

4 lorries

24 lorries

54 lorries

15 lorries

Table 2.3: Average daily lorry visits during the peak months


Greenwich Pumping Station

Norman Road

Norman Road LEWISHAM Greenwich High Road GREENWICH


Light vehicle and pedestrian access only


Blackheath Road

ch wi d en Roa e Gr igh H

Figure 2F: 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

an rm No oad R

Local authority boundary Transport for London (TfL) road network Proposed lorry access to TfL road network



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


Greenwich Pumping Station

Possible effect of construction vehicles on the capacity and operation of the local road network.

Our response
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. 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, purpose built building 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. The sheds will be carefully dismantled and stored prior to construction and will be reinstated in their current location on completion of the works in accordance with a methodology agreed with London Borough of Greenwich and English Heritage.

Possible effect of noise and vibration on neighbouring areas.

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

Effect on the Grade II listed coal sheds.

Table 2.4: Key issues relating to construction

Related documents: Managing construction Transport


Future use

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 and valve chamber. Extension of the shaft, interception chamber and valve chamber approximately 1m above ground level 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. Refurbishment of the former beam engine house to accommodate fans, filters and electrical and control equipment. A small diameter ventilation column to the interception chamber up to 6m high. Maintenance vehicle access.

Since phase one consultation we have progressed the design for the permanent use and appearance of the structures at Greenwich 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 Greenwich and other technical consultees.

Future use


Greenwich 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.


Our response

Effect on the existing pumping We have located and designed the permanent works to avoid effects upon existing station infrastructure and underground and adjacent infrastructure, and to enable the pumping station to Dockland Light Railway viaduct remain operational during and after construction. located to the north of the site. Re-use of the existing Grade II listed beam engine house. Changes in the scheme-wide ventilation strategy allow the beam engine house to be brought back into use. The building is to be refurbished and would house ventilation equipment and the electrical and control kiosk, which means there is no requirement for a new ventilation building. The majority of the proposed permanent works on this site would be below or near ground level, with the exception of the ventilation equipment, so are unlikely to have any significant effect on the listed buildings or Conservation Area. Effect on the setting of listed buildings and character of nearby Ashburnham Triangle Conservation Area. The location of the above ground works have been designed to preserve views of the listed building from adjoining public footpaths. The Grade II listed pumping station is to be sensitively refurbished with its facade preserved and enhanced. Following completion of construction, the Grade II listed coal sheds will be restored to their current location.
Table 3.1: Site specific issues that have influenced our permanent design


Future use


Greenwich 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


Future use

Figure 3B: Artists impression of the site after the works are completed


Greenwich Pumping Station

Figure 3C: Aerial view of the completed works


Future use
Proposed shaft extending approximately 1m above existing ground level with handrail Temporary hoarding around site for reinstatement/ made available for development (by others)

Existing boundary fenceline to be reinstated

Pedestrian footpath to be reinstated along existing route

Interception chamber extending approximately 1m above existing ground level

Low maintenance grass area Biodiverse roof to shaft Low maintenance grass area


ct iadu

Greenwich Pumping Station


an R o


Ventilation structure

N Coal shed to be reinstated Ventilation equipment and electrical and control equipment to be housed within disused beam engine house Maintenance access road to be connected to existing roads within site

Figure 3D: Layout of site once construction works complete


Greenwich 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 from Norman 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.


Future use


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. The permanent access to our site would remain unchanged and visits would be undertaken as part of the existing maintenance routine.

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


Further information
This section sets out documents which may be of particular interest. Further information on our proposals can be found on our website ( 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.






Managing 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 Londons 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.


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.


Chambers Wharf


Further information
Technical reports
Theme Interim engagement Phase one consultation Icon Title Interim engagement report Report on phase one consultation: summary report Details Provides a summary of the public engagement we have undertaken between phase one and phase two consultations. Provides a summary of the comments made at phase one consultation and our responses.


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 26 of the non-technical summary and volume 26 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 24 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 J 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


Site glossary
Biodiverse roof Carbon filters Combined sewer Combined sewer overflow (CSO) Connection tunnel Conservation area Draft limit of land to be acquired or used Drop shaft Foreshore Interception chamber Main tunnel/ connection tunnel drive site Main tunnel Operational phase Secondary lining

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. 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. 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. 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 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 Thames Tunnel project Beckton Sewage Treatment Works in east London, and the control of 34 CSOs along the Thames Tideway. Transport for London Road Network (TLRN) The network of roads managed by Transport for London. These are the major or strategic roads, which have high capacity.

Tunnel boring machine A machine used to excavate tunnels through a variety of conditions, with a circular (TBM) cross-section.


Greenwich Pumping Station

Phase two consultation: Greenwich Pumping Station Autumn 2011 110-ED-PNC-00000-000082

For further information or to comment on our proposals see our website:

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.