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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
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Introduction
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
an Norm
LEWISHAM
ad Ro
DLR
ich nw ee Gr
a Ro igh H
d
Greenwich Pumping Station CSO GREENWICH
Norman House N
Figure 1A: Greenwich Pumping Station location plan
Q&A
CW
Chambers Wharf
Construction
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.
Construction
Valve chamber
Drop shaft
Main tunnel
Figure reference
Typical working hours Utilities connected Utilities diverted or protected
Varies
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.
Construction
Related documents: Build Managing construction
Year 2
Year 3 P3
Year 4 P5 P4
Year 5
P6
Figure 2B: Construction timeline showing approximate duration of works in phases (P)
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
LEWISHAM
Cranes
Internal site road Site access Existing footpath to be diverted Piling rig Drop shaft Footpath diversion
GREENWICH N
Figure 2C: Illustrative phases 1 and 2 construction plan
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
LEWISHAM
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
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Construction
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
LEWISHAM
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
Crane
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When
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.
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Construction
Phase 3 Tunnelling
Phase 5
Phase 6
4 lorries
24 lorries
54 lorries
15 lorries
Table 2.3: Average daily lorry visits during the peak months
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A206
A2
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
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Construction
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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 effects on local air quality and dust nuisance in neighbouring areas.
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Future use
Design
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
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Issue
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
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Future use
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Future use
Figure 3B: Artists impression of the site after the works are completed
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22
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)
Low maintenance grass area Biodiverse roof to shaft Low maintenance grass area
DLR
ct iadu
Norm
an R o
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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
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Future use
Issue
Our response
Odour effects at this site are expected to be negligible because we have developed an Air management plan to minimise possible odour and air quality effects arising from the operation of the tunnel. The technology we are proposing to use at this site includes a mechanical ventilation system that draws air through the tunnel with fans before cleaning the air using carbon filters that will absorb possible odour before air leaves the ventilation equipment. The permanent access to our site would remain unchanged and visits would be undertaken as part of the existing maintenance routine.
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Further information
This section sets out documents which may be of particular interest. Further information on our proposals can be found on our website (www.thamestunnelconsultation.co.uk) or is available upon request (call our customer centre on 0800 0721 086).
Changes
Q&A
Consultation
Design
Environment
Managing construction
Odour
Sets out our Air management plan and how it will work.
Options
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Sets out the preferred route of the main tunnel and the reasons for our preference.
Sets out the process we followed to find and select our preferred sites. Contains information on the different transport options we have considered for delivering and removing materials from our sites.
Transport
Site information papers provide information that relate to each preferred site along the route of the Thames Tunnel project. The following site information papers may be of particular interest.
CW
Chambers Wharf
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Further information
Technical reports
Theme Interim engagement Phase one consultation Icon Title Interim engagement report Report on phase one consultation: summary report Details Provides a summary of the public engagement we have undertaken between phase one and phase two consultations. Provides a summary of the comments made at phase one consultation and our responses.
SUMMARY
Code of construction practice Part A: Sets out control measures to be adopted during the project General requirements construction period. (CoCP) Air management plan 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.
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Site glossary
Term
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
Definition
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.
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For further information or to comment on our proposals see our website: www.thamestunnelconsultation.co.uk
It is very important that you understand the information we have provided. If you need further information in another language, braille, large print or audio format please contact us on 0800 0721 086.
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