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Thames Tunnel
Siteinformationpaper
1
Currently, untreated sewage regularly overows into the River Thames from Londons Victorian sewerage systemvia combined sewer overows (CSOs). The proposed Thames Tunnel would intercept these overows through theuse of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. Thesewage ow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reductionin untreated sewage entering the River Thames would bring long-term benets 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 documentidenties our current preferred site at Acton Storm Tanks.
Introd
uction
Acton Storm Tanks
Key facts
Local authority: Ealing
CSO name: Acton Storm Relief
CSO spill volume in an average year: 310,000m (equivalent to approximately
124 Olympic swimming pools)
Site type: CSO and main tunnel reception site
Duration of main construction works: Approximately three and a half years.
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Section 1: Introduction and site informationWe are proposing to use parts of our existing pumping
station and storm water tanks site (Acton StormTanks) for this construction work and to accommodate
permanent building and structures required to operate
the main tunnel. The site would receive the main tunnel
from Carnwath Road Riverside and connect the existing
local CSO, known as the Acton Storm Relief CSO, to the
main tunnel.
The location of the site is shown in Figure 1A. The site
includes six large open storm tanks, pumping station andlandscaped areas within our existing operational site. The
site also includes Canham Road. To the north west, north
east, south and east of the site are residential properties.
These include the Factory Quarter development and
properties on Emlyn Gardens and Greenend Road. A
mixed use industrial estate is located to the north west
and a number of commercial premises to the north of
Canham Road.This site information paper sets out our proposals at
Acton Storm Tanks. 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
How we chose this siteCSO
What we proposed at phase one consultation
Through our site selection process, we identified three
possible shortlisted sites to intercept the Acton Storm
Relief CSO. At phase one consultation, which was
held between September 2010 and January 2011, wepresented these sites:
Former Hospital, Netheravon Road South
Car park, Welstead Way
Acton Storm Tanks.
Acton Storm Tanks was identified as our preferred site
at phase one consultation. We proposed to use a long
connection tunnel to connect the CSO to the main tunnel.
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.
Redevelopment of the Former Hospital site is now well
advanced so it is no longer a potential CSO site.
We still consider that Acton Storm Tanks should be our
preferred site because it is in our ownership and is on the
line of the CSO which means we can directly intercept it.
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Introduction
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Figure 1A: Acton Storm Tanks location plan
N
Acton StormRelief CSO
WendellPark
Canham Road
ActonStormTanks Cobbo
ldRoad
AlliedWay
GreenendRoad
Stanley
Gardens
CSO discharges into River Thames approximately 1500metres south, adjacent to Chiswick Eyot
Warp
leWay
EALING
HAMMERSMITH &
FULHAM
HOUNSLOW
Local authority boundary
Draft limit of land tobe acquired or used
Proposed tunnelroute centreline
Existing sewer
Factory Quarter
EmlynGardens
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Main tunnel
What we proposed at phase one consultationIn 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 is required
in the Hammersmith Bridge area, which is where the main
tunnel would have ended.
At phase one consultation, Hammersmith Pumping
Station was our preferred site in this area to receive
the main tunnel from Barn Elms and drive the long
connection tunnel to Acton Storm Tanks.
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. This work led us to review possible
sites within the western end of the main tunnel and ourtunnelling strategy, which considers how sites might be
linked together to construct the main tunnel.
Since phase one consultation, a new planning application
for mixed use development has been submitted, covering
the area around the Hammersmith Pumping Station
site. Planning permission is expected to be granted and
construction is likely to start in the near future. The
proposals for mixed use development mean that therewould be insufficient space to accommodate a main
tunnel site at the Hammersmith Pumping Station site.
Therefore, we needed to find an alternative site to receive
the main tunnel.
We also reviewed our tunnelling strategy and concluded
that the long connection tunnel, which would transfer
flows from Acton Storm Tanks to the main tunnel, needs
to be a similar diameter to the main tunnel. Therefore
we propose to extend the main tunnel to enable a direct
connection to the Acton Storm Relief CSO.
As a result of these changes, the broad search area for
the main tunnel site at the western end of the tunnel has
changed, to the Acton Storm Tanks area.
Given the proposed change of use of Acton Storm Tanks,
in July 2011 we held drop-in sessions for the community
around the site to understand any local issues, should
there be a main tunnel reception site at this location. Wereviewed all the comments we received and took these
into account as part of the site selection process.
What we are proposing at phase two consultation
We have identified four shortlisted sites to receive the
main tunnel from Carnwath Road Riverside, as shown in
Figure 1B. These are:
Commercial units, Stanley Gardens (site 1)
Acton Park Industrial Estate (site 2)
Industrial units, Allied Way (site 3)
Acton Storm Tanks (our preferred site).
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Introduction
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Figure 1B: Preferred and shortlisted sites
Preferred site Acton Storm Tanks
Other shortlisted site
locations for main tunnel site
Local authority boundary
N
EALING
HOUNSLOW
Site 1
Site 3
Site 2
HAMMERSMITH &FULHAM
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Related documents:
Changes
Q&A Consultation
Site selection
Carnwath Road Riverside
HammersmithPumping StationHPS
CRR
In considering our tunnelling strategy options, there were
a number of factors we had to take into account. Based
on current information, we concluded that Acton Storm
Tanks would be less suitable as a main tunnel drive site.This was mainly due to the fact that this site is not near
the River Thames, so there would be no opportunity to
use the river to remove excavated material and to deliver
of construction materials to site. It was however judged
suitable as a main tunnel reception site.
Acton Storm Tanks is our preferred site to receive themain tunnel from Carnwath Road Riverside for a number
of reasons. It is brownfield site, it is in our ownership andthe site is large enough to accommodate all the main
works.
Site 1 Commercial Units, Stanley Gardens, Site 2 Acton Park Industrial Estate and Site 3 IndustrialUnits, Allied Way are shortlisted sites. All these sites areless suitable because they would result in both temporary
and permanent loss of employment land and possibly
affect a number of community uses within these areas.We do not own these sites, so we would need to acquire
the land. In terms of tunnelling options, these sites could
be used as main tunnel sites, but we would still need a
site at Acton Storm Tanks to intercept the CSO.
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Construction
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Section 2: Construction
Construction activitiesConstruction activities are required to intercept the CSO.To enable this, we would demolish the two northernmost
storm tanks and construct an interception chamber within
the storm tank facilities to intercept the CSO flows. A
connection culvert would link the interception chamber
to a drop shaft (approximately 31m deep) through which
flows would pass into the main tunnel.
The drop shaft would receive the tunnel boring machine
from Carnwath Road Riverside, which would be
dismantled and removed from the site. The drop 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
five main phases, lasting approximately three and a half
years in total. The main construction activities associated
with these phases are set out in Table 2.1.
Figure 2A: Illustration showing typical elements of below ground infrastructure (existing storm tanks not illustrated for clarity)
Drop shaft
Main tunnel
Valve chamber
Existing sewer
ExistingoverfowtoRiverThames
Interception chamber
Existingoverfowsewer
Connection culvertConstruction
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Advanceworks
Phase 1
Site setup
Figure reference Figure 2C
Typical working hours Varies Standard
Maincons
tructionactivities
Utilities connected
Utilities diverted or protected
Site cleared
Site facilities and access set up
Drop shaft excavated and built
Tunnel boring machine removed from shaft and disassembled
Above and below ground structures constructed
Internal (secondary) tunnel lining constructed
Mechanical and electrical equipment installed
Site restored and landscaped
Temporary site facilities removed
Table 2.1: Main activities during construction phases
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.
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Construction
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Phase 2
Drop shaft
construction
Phase 3
Construction
of otherstructures
Phase 4
Secondary
lining
Phase 5
Completion of
works and siterestoration
Figure 2C Figure 2D Figure 2D
Standard Standard Continuous Standard
Related documents:
Build
Managing construction
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Site layout and construction phasesFigures 2C and 2D show how the site might be laid out
during the construction phases, which are set out in Table2.1 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 construction access arrangements for the site havebeen amended since phase one consultation. Access
would now be located on Canham Road to further
reduce the effects of construction on the residents of
Warple Way.
Since phase one consultation the construction site has
been moved to the northern end of the Acton Storm
Tanks site, which is farthest from nearby residential
properties on Warple Way.
The site layouts are indicative only, and the contractor
may arrange the site in a different way, depending onthe 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 2 Year 3 Year 4
P1
P2
P3
P4 P5
Year 1
Advance
works
Figure 2B: Construction timeline showing approximate
duration of works in phases (P)
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Construction
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Figure 2C: Illustrative phases 1 and 2 construction plan
Drop shaft
Cranes
N
Maximum extent ofconstruction site forphases 1 and 2
Site hoarding
Local authority boundary
Site support/welfare
Excavated materialstorage and processing
Maintenance workshopand storage
Construction support
Internal site road
Site access
EALING
HOUNSLOW
HAMMERSMITH &FULHAM
Canham
Road
Warp
leWay
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Figure 2D: Illustrative phases 3 and 4 construction plan
Dropshaft
Cranes
Crane
N
Maximum extent ofconstruction site forphases 3 and 4
Site hoarding
Local authority boundary
Site support/welfare
Maintenance workshopand storage
Construction support
Internal site road
Site access
EALING
HOUNSLOW
Canham
Road
Warp
leWay
HAMMERSMITH &FULHAM
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Construction
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Additional works and activitiesThe main construction activities at this site are set out in
Table 2.1. We would also need to undertake additionalworks 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 What we would do
Required forconstruction
phase
Installation of equipment to monitor
environmental matters such as noise,
vibration and dust.
The locations of monitoring equipment would be agreed with
the local authority and relevant landowners.
Protection works to third party
structures (such as buildings, bridges
and tunnels).
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.
Temporary connection to utilities
(such as water, sewer, phone and
electricity supply).
We expect to connect to water, sewer and phone supplies
within the site.
We expect to connect to a electricity supply in Emlyn Road.
This would require minor temporary construction works
within Cobbold Road.
Traffic management works.
These may need to extend beyond our site and could include
relocating kerb lines, repainting road lines and modifying
traffic signals.
Required for
operational
phase
Permanent connection to utilities
(such as water, phone and electricity
supply) for the operational tunnel.
We expect to connect to utilities from within the site.
Table 2.2: Additional works and activities
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Construction transport and accessWe would transport materials to and from the site by
road. We intend to use most of the excavated material
to infill two of the existing storm tanks, which would
minimise the number of lorries visiting the site. 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.
There are two possible site access options for construction
traffic. Construction traffic could access the site from
Old Oak Lane (A400), turn right on to The Vale (A4020)
and left onto the southbound Warple Way, turn right
into Canham Road and turn left into the site via a new
temporary entrance off Canham Road. Alternatively,
construction traffic could access the site from Hanger
Lane (A406), travelling along Uxbridge Road/The Vale
(A4020) and then following the same route to the site
along Warple Way and Canham Road.
Construction traffic would leave the site via the same
entrance and turn left onto Canham Road, before
travelling northbound along Stanley Gardens to the
The Vale (A4020), from which it is possible to use either
Hanger Lane (A406) or Old Oak Lane (A400). These
access routes are shown on Figure 2E. Beyond this,
construction traffic would use the major road network to
get to and from its final destination.
There may be a minor footpath diversion around the
site. We may need to suspend or relocate some on-streetparking bays on Warple Way (north of Canham Road),
Stanley Gardens and Canham Road during construction.
We may also need to make minor modifications to the
kerb line at each end of Canham Road to accommodate
the movement of construction vehicles around these
corners. Based on our current design, we do not anticipate
that any road diversions or bus stop relocations would be
required.
Phase 1
Site setup
Phase 2
Drop shaftconstruction
Phase 3
Constructionof other
structures
Phase 4
Secondarylining
Phase 5
Completion ofworks and site
restoration
Average daily
lorry visits4 lorries 7 lorries 16 lorries 16 lorries 6 lorries
Table 2.3: Average daily lorry visits during the peak months
Related documents:
Transport
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Construction
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A40
A406
A40
M4
A3220
A4020
Uxbridge Road
The Vale
Left turn in, leftturn out
Suspension of
parking
Warple Way
StanleyGardens
Old Oak LaneA400
Canham
Road
EALING
HOUNSLOWRICHMOND UPON
THAMES
BRENT
HAMMERSMITH &FULHAM
KENSINGTON &CHELSEA
Draft limit of land tobe acquired or used
Internal site road
Site access
Local authority boundary
Transport for London(TfL) road network
Proposed lorry access toTfL road network
N
Figure 2E: Proposed access route to the site from the nearest major road
A t St T k
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Management of construction worksOur 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 CoCPsfrom other major construction projects in London and
consultation with the local authorities. Through the
environmental impact assessment process, scheme-
wide 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 potentialeffects 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
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Construction
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Issue Our response
Possible effect of
construction vehicles
on the capacity and
operation of the local
road network.
We are investigating opportunities to maximise the use of excavated material from
the tunnel to fill up the northernmost storm tanks, and as part of the permanent site
landscaping. This would reduce the volume of construction traffic.
We have also 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.
Temporary suspension orrelocation of some on-
street parking on Canham
Road, Warple Way and
Stanley Gardens.
Use of the existing one way traffic system around the site would minimise the need to
relocate/replace existing areas of off street car parking. We are investigating options for
temporary relocation/replacement parking provision during construction where necessary.
Possible effect of
noise and vibration on
neighbouring areas.
Since phase one consultation, the main tunnel construction site has been moved to
the northern end of the site, which is furthest from the majority of nearby residential
properties. The contractor would be required to implement noise and vibration control
measures at the worksite, which will be set out in the CoCP. Continuous working would onlybe undertaken for a short period of time to carry out tunnel lining.
Possible effects on local
air quality and dust
nuisance in neighbouring
areas.
Since phase one consultation, the main tunnel construction site has been moved to
the northern end of the site, which is furthest from the majority of nearby residential
properties. 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.
Table 2.4: Key issues relating to construction
Related documents:
Managing construction Transport
Acton Storm Tanks
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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.
DesignSince phase one consultation we have progressed the
design for the permanent use and appearance of the
structures at Acton Storm Tanks. The design of the
permanent proposals follows our scheme-wide principlesand takes into account comments made and ongoing
engagement with the London Boroughs of Ealing
and 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 15m, connection culvert, interception
chamber and valve chamber.
A ventilation building containing fans, filters and
electrical and control equipment.
Three ventilation columns enclosed within a single
structure up to 15m high.
Maintenance vehicle access off Canham Road
Works to structures associated with the existing storm
tanks, including: modifications to existing weir overflow
chamber, a new pipe overflow and overflow connection
chamber.New pipework which will enable flows to bypass Acton
Storm Tanks, significantly reducing odours which
currently arise from the site.
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.
Future use
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Future
use
Future use
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Issue Our response
The existing storm tanks.
The two northernmost tanks would be decommissioned and filled in. This is because the
main tunnel reception shaft would be located here.
The four remaining tanks would be isolated and flows transferred to the main tunnel
during CSO spills therefore reducing odours.
Effect of permanent works
on residential amenity.
Since phase one consultation, the main tunnel site has been relocated to the northern
end of the site, which is farthest from the majority of nearby residential properties.
Visual effect of the
permanent works.
The ventilation building and structure are being designed to respect their existing
industrial context and built form, with the possible use of brick and sloping roofs, andsetting the building back from Canham Road. We are considering adding interest to the
design by revealing the ventilation equipment using a glass wall.
The ventilation structure would accommodate all three ventilation stacks and is located
west of the building to minimise its effect on its surroundings.
Narrowness of public
footpaths in Canham Road.
It is proposed to widen the existing footpath on the south side of Canham Road
to accommodate normal use and to offer better access to the nearby crche and
residential areas.
New site access.
Two new vehicle accesses from Canham Road are proposed for access to the building
and ventilation structure. The accesses would be set back from the existing road edge
and link into the existing one way system. These accesses would be used infrequently
for maintenance purposes only. The main site access would remain unchanged.
Table 3.1: Site specific issues that have influenced our permanent design
Acton Storm Tanks
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Figure 3A: Photo of the site before the works
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
Future use
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Future use
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Figure 3B: Artists impression of the site after the works are completed
Acton Storm Tanks
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Figure 3C: Aerial view of the completed works
Future use
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Figure 3D: Layout of site once construction works complete
Secondary accessfor maintenance of
ventilation column
Ventilation columnVentilationbuilding
Existingfootpath tobe widened
Northern two storm tanksfilled with excavated materialfrom shaft construction
Building set backfrom boundary by
approximately 5m
New fencing tomatch existing
Secondary accessfor maintenancevehicles
New line ofboundaryfencing
Replacement fencingto be provided
Main access toActon Storm Tanks
Canham
Road
N
Grassedarea
Hardstandingarea
Area to bereinstated followingconstruction works
Existingcar parking
Modificationsto above groundchamber
Remaining stormtanks to be takenout of use
Acton Storm Tanks
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Operation and maintenanceOnce 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 the existing
access gates in Warple Way, with only major maintenanceworks accessing the site from Canham Road.
Management of operational effectsWe 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
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Issue Our response
Possible odour effects
during the operation of
the tunnel.
Odour effects at this site are expected to be negligible because we have developed anAir management plan to minimise possible odour and air quality effects arising from theoperation 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.
As part of the proposed works, two of the existing storm tanks would be decommissioned
and filled in. This would reduce existing odour problems. We are also proposing to isolate
the remaining four tanks, so they would no longer be required. This would be achieved byconstructing new pipe work along the western perimeter of the site.
Disturbance from future
maintenance access.
The permanent access to our site would remain unchanged and visits would be
undertaken as part of the existing maintenance routine. As detailed in Table 3.1 two
additional access points would be made available to ease access from Canham Road.
Table 3.2: Key issues relating to site operation
Related documents:
Odour
Further information
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u t e o at o
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 Details
Build
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.
Changes
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.
Q&A Consultation
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 thisconsultation.
DesignContains the design principles which have influenced the permanent appearance of
our sites once construction work is complete.
EnvironmentSets out the process the project is following to assess potential environmental effects
of the Thames Tunnel project.
Managing
construction
Includes information on what measures our contractors will put in place at our sites
during construction.
Odour Sets out ourAir management plan and how it will work.
Options Outlines the various ways to deal with sewage overflows.
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Phase two public consultation material
Icon Title Details
OverflowSets out how Londons sewerage system works and why the capital has an overflow
problem.
Route and
tunnel
alignment
Sets out the preferred route of the main tunnel and the reasons for our preference.
Site selection Sets out the process we followed to find and select our preferred sites.
Transport Contains information on the different transport options we have considered fordelivering 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.
Carnwath Road Riverside
Hammersmith Pumping StationHPS
CRR
Further information
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Technical reports
Theme Icon Title Details
Interim
engagement
Interim engagement
report
Provides a summary of the public engagement we
have undertaken between phase one and phase two
consultations.
Phase one
consultation1
SUMMARY
Report on phase one
consultation:
summary report
Provides a summary of the comments made at phase one
consultation and our responses.
Phase two
construction
information
Code of construction
practice Part A:
General requirements
(CoCP)
Sets out control measures to be adopted during the project
construction period.
Phase twoenvironmental
information
Air management
plan
Outlines the methods which we will use to manage odour
from the main tunnel at all our preferred sites.
Preliminary
environmental
information report
(PEIR)
Contains initial assessments on the environmental effects of
the Thames Tunnel project based on information collected to
date. Please refer to volume 7 of the non-technical summary
and volume 7 of the PEIR for more information on this site.
Phase two schemedevelopment
Design development
report
Provides a general overview of how the scheme design at
each site has evolved to date. Please refer to chapter 4 for
more information on this site.
2
Phase two scheme
development report
Provides an overview of the development of the Thames
Tunnel project and how each site was chosen. Please refer to
Appendix A for more information on this site.
Site glossary
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g y
Term Definition
Carbon filters Filters that remove odours before the air is released from the tunnel.
Combined sewer A single sewer system that takes both rainwater and domestic and industrial wastewater.
Combined sewer
overflow (CSO)
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.
Connection tunnel A tunnel connecting a drop shaft to the main tunnel.
Draft limit of land to be
acquired or used
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.
Drop shaft
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.
Interception chamberA structure, built on an existing combined sewer, which diverts stormwater overflow into the
main tunnel.
Main tunnel/connection
tunnel drive site
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 wouldbe delivered to the tunnel at the main/connection tunnel drive site.
Main tunnel/connection
tunnel reception 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.
Main tunnel The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station.
Operational phase After the completion of the construction work, when the main tunnel is in use.
Secondary lining A second, internal lining to the tunnel, giving it additional strength.
Thames Tunnel project
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.
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
(TBM)
A machine used to excavate tunnels through a variety of conditions, with a circular
cross-section.
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Acton Storm Tanks
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Phase two consultation: Acton Storm Tanks
For further information or to comment on our
proposals see our website:
www.thamestunnelconsultation.co.uk
110-ED-PNC-00000-000068
Autumn 2011
It is very important that you understand theinformation we have provided. If you needfurther information in another language,
braille, large print or audio format pleasecontact us on 0800 0721 086.