p2 cremorne sip

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Alternative to Cremorne Wharf Foreshore Introd

uction

Cremorne Wharf Depot

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 Cremorne Wharf Depot.

Thames Tunnel

Siteinformationpaper

1

Key facts

Local authority: Royal Borough of Kensington and Chelsea

CSO name: Lots Road Pumping Station

CSO spill volume in an average year: 1,100,000m (equivalent to approximately

440 Olympic swimming pools)

Site type: CSO site

Duration of main construction works: Approximately three years.


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2

We are proposing to use the existing council depot for

this construction work and to accommodate permanentstructures required to operate the main tunnel. The site

would be used to connect the existing local CSO, known as

the Lots Road Pumping Station CSO, to the main tunnel.

The location of the site is shown in Figure 1A. The site

is a safeguarded wharf, which is also safeguarded for

use as a waste transfer station. The Grade II listed Lots

Road Pumping Station is located within the site. To the

south east of the site is the River Thames; Chelsea Creekenters the River Thames to the south. To the west and

north west is Lots Road, where residential properties are

located. To the south west is Lots Road Power Station,

where construction work has commenced for a mixed use

development scheme. To the north are Chelsea Wharf

(office and studio units) and Chelsea Wharf Apartments.

The site is adjacent to the Thames Conservation Area.

Section 1: Introduction and site information

Related documents:

Build

This site information paper sets out our proposals at

Cremorne Wharf Depot. We have also produced projectinformation 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.


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Introduction

3

Figure 1A: Cremorne Wharf Foreshore location plan

Lots Road Pumping

Station CSO

Cremorne Gardens

Westfield Park

CremorneRo

ad

LotsRo

ad

Cheyne

Walk

Lots

Road

Powe

r

Station

ChelseaCreek

N

Local authority boundary

Draft limit of land to beacquired or used

Proposed tunnelroute centreline

Existing sewer

Existing CSO

KENSINGTON &CHELSEA

WANDSWORTHHAMMERSMITH &

FULHAM

Chelsea Wharf

Lots RoadPumping Station


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4

How we chose this site

What we proposed at phase one consultationAt phase one consultation, which was held between

September 2010 and January 2011, Cremorne Wharf

Foreshore was identified as our preferred site to intercept

Lots Road Pumping Station CSO.

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 has resulted in us re-assessing

potential sites to intercept the Lots Pumping Station CSO.

Our review of the Air management plan revealed that

the drop shaft did not need to be on the line of the main

tunnel, which meant that land based CSO sites could be

considered.

In addition, discussions with the Royal Borough of

Kensington and Chelsea indicated that the council depot

at Cremorne Wharf could be made available for our works

subject to satisfactory interim arrangements.

Given the identification of a new shortlisted site, in July

2011 we held a community liaison meeting to understand

any local issues, should there be a site at this location. We

reviewed all the comments we received and took these

into account as part of our site selection process.

What we are proposing at phase two consultationWe have identified two shortlisted sites to intercept the

CSO, as shown in Figure 1B. The sites are:

Cremorne Wharf Foreshore (shortlisted site 1)

Cremorne Wharf Depot (our preferred site).

Cremorne Wharf Depot is our preferred site to intercept

Lots Road Pumping Station CSO. This brownfield site

provides a suitable and available land based site, avoidingthe need to build a structure in the foreshore of the River

Thames. Access to the site off Lots Road can be provided

via existing access points on either side of the existing

pumping station. All the works can be accommodated

within the depot area, which creates a self-contained site

that is likely to have less effect on surrounding residential

properties.

Site 1 Cremorne Wharf Foreshore is considered lesssuitable than our preferred site because there is an

alternative land based site that would avoid the need to

build a structure in the foreshore of the River Thames.

Related documents:

Changes

Q&A Consultation

Site selection


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6


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Construction

Construction

7

Section 2: Construction

Construction activitiesConstruction activities are required to intercept the

CSO. We would construct an interception chamber to

intercept the CSO. A connection culvert would link the

interception chamber to a drop shaft (approximately

45m deep), through which flows would pass down to

a short connection tunnel. This would then join to the

main tunnel.

Main tunnel

Drop shaft

Valve chamberShort connectiontunnel

Existing

overfowtoRiver Thames

Interception

chamber

Existingoverfowsewer

Connection culvert

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

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 years in total. The

main construction activities associated with these phases

are set out in Table 2.1.


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Advance works

Phase 1

Site setup

Figure reference Figure 2C

Typical working hours Varies Standard

Mainconstructionactivities

Utilities connected

Site cleared

Site facilities and access set up

Drop shaft excavated and built

Short connection tunnel excavated and built

Above and below ground structures 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

9

Phase 2

Drop shaft

construction

Phase 3

Tunnelling

Phase 4

Construction

of otherstructures

Phase 5

Completion of

works and siterestoration

Figure 2C Figure 2C Figure 2D

Standard with

occasional extended

standard

Continuous Standard 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 to this site has been redesignedfollowing the relocation of the site from the foreshore.

Access would be via the existing depot accesses to Lots

Road to avoid using Cremorne Gardens.

The drop shaft has been moved from the foreshore

and is now located within the depot. This is because

the air management strategy for the main tunnel has

been modified so that a drop shaft is no longer required

directly on to the main tunnel in this location. This

has resulted in a reduction in the drop shaft internal

diameter from approximately 20m to 8m. Moving the

drop shaft and related works inland away from the

foreshore has removed any effects on river ecology, river

navigation and river flows.

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.

P1

P2

P3

P4

P5

Year 1 Year 2 Year 3

Adva

nce

work

s

Figure 2B: Construction timeline showing approximate

duration of works in phases (P)


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Construction

11

Figure 2C: Illustrative phases 1, 2 and 3 construction plan

N

Drop shaft

Cranes Option for contractorto transport materialsusing barges

Maximum extent ofconstruction site for

phases 1, 2 and 3Site hoarding

Site support/welfare

Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access

Existing Thames Path

Lots

Road


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Figure 2D: Illustrative phase 4 construction plan

N

Piling rig

Cranes

Dropshaft

Maximum extent ofconstruction site forphase 4

Site hoarding

Site support/welfare

Excavated materialstorage and processing

Construction support

Internal site road

Site access

Existing Thames Path

Lots

Roa

d

Option for contractorto transport materialsusing barges


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Construction

13

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 constructionmethods or, in very limited instances, protection works.

Temporary connection to utilities (such as

water, sewer, phone and electricity supply).

If we are unable to make a connection to utilities

within the site, we would need to make a connection to

utilities in Lots 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

pumping station 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 have considered the use of the River Thames totransport materials, but we consider that it is unlikely to

be cost effective, given the need to move relatively small

volumes of material. However, the contractor would be

given the flexibility to be able to use river transport where

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 Cheyne

Walk (A3220) and along Lots Road, turning left into the

site through an existing entrance east of the pumping

station. Traffic would leave the site by turning right onto

Lots Road from an existing access west of the pumping

station. 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 Lots Road during construction. We may also needto make some modifications to the junction of Lots

Road and Cheyne Walk (A3220) to accommodate the

movement of construction traffic. Based on our current

design we do not anticipate that any footpath, road

diversions or bus stop relocations would be required.

Phase 1

Site setup

Phase 2

Drop shaftconstruction

Phase 3

Tunnelling

Phase 4

Constructionof other

structures

Phase 5

Completion ofworks and site

restoration

Average daily

lorry visits12 lorries 12 lorries 11 lorries 9 lorries 7 lorries

Table 2.3: Average daily lorry visits during the peak months

Related documents:

Transport


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Construction

15

DRAFT IMAGE, PLACEHOLDER ONLY

N

Lots Road

Possible junctionmodifications

Suspension ofparking

Cheyne Walk

Ashburnum Road

A3220

ChelseaCreek

Lots

Road

Rightturn out

Leftturn in

KENSINGTON &CHELSEA

HAMMERSMITH &FULHAM

Draft limit of land to beacquired or used

Internal site road

Site access

Local authority boundary

Transport for London (TfL)road network

Proposed lorry access toTfL road network

Figure 2E: Proposed access route to the site from the nearest major road

C Wh f D t


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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

17

Issue Our response

Possible effect of

construction vehicles on

the volume of traffic on

Cheyne Walk (A3220)

and Lots Road.

The average daily number of lorries for the peak month (12 per day) from this site during

construction is expected to be lower than currently permitted for the existing waste transferstation under the terms of their planning permission (which allows 75 lorries per day). 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.

Our Transport Assessment will include a cumulative assessment of the combined effects

of construction activities associated with our site and other significant surrounding

development.

Possible effect of

noise and vibration on

neighbouring areas.

The contractor would be required to implement noise and vibration control measures at theworksite, which will be set out in the CoCP. We will also undertake a cumulative assessment

of the combined effects of construction activities associated with our site and that at the

Lots Road power station development. Continuous tunnelling would only be undertaken

for a short period of time to construct a connection tunnel from the drop shaft to the main

tunnel.

Possible effects on

local air quality and

dust nuisance in

neighbouring areas.

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 the sites. The contractor would

put in place air and dust control measures at the worksite, which will be set out in the CoCP.We would also undertake a cumulative assessment of the combined effects of construction

activities associated with our site and that at the Lots Road power station development.

Table 2.4: Key issues relating to construction

Related documents:

Managing construction

Transport



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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.

Design

Since phase one consultation we have progressed the

design for the permanent use and appearance of the

structures at Cremorne Wharf Foreshore, moving them

from the foreshore to the Cremorne Depot site. Thedesign of the permanent proposals follows our scheme-

wide principles and takes into account comments made

and ongoing engagement with the Royal Borough of

Kensington and Chelsea 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 CSO drop shaft with an internal diameter

of approximately 8m, connection tunnel to the main

tunnel, connection culverts, interception chamber, valve

chamber and a passive filter chamber.

Two main ventilation columns up to 6m high.

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 wehave addressed them in our proposed design.

Future use


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Future

use

Future use

19

Issue Our response

Effect on the Safeguarded

Cremorne Wharf and use as

a waste transfer station.

Following phase one consultation, the tunnelling strategy and ventilation system has

been amended. This means that the drop shaft is no longer required to be on the lineof the main tunnel. As a result, we have been able to reduce the diameter of our shaft

and avoid building structures in the foreshore by locating our works within the existing

depot at Cremorne Wharf. We therefore do not intend to undertake works to the

existing jetty and river wall.

The proposed design would be informed through ongoing engagement with the Royal

Borough of Kensington and Chelsea to avoid limiting the future use of the site as a

designated waste management site and safeguarded wharf, once construction of the

Thames Tunnel project has been completed.

The layout of the site as shown is indicative and has been developed to enable a

replacement building of a similar height and layout to the existing structure to be

erected on the site after our works are completed to allow council operations to be

reinstated.

Effects on the setting of the

Grade II listed Lots Road

Pumping Station.

The proposed design of the replacement building takes account of and seeks to be

sensitive to the setting of the building and nearby developments.

Effect on the Thames Path.

The Thames Path does not currently pass through the site, and adjacent sections of the

Thames Path would be unaffected.

The layout of the site has been designed such that, once operational, a 5m wide

cleared area would be left along the riverside edge between Chelsea Wharf and the

Lots Road development. This would allow the landowner to extend the Thames Path in

the future should this cease to be in conflict with the operation of the site.

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



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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

21

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



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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

Ventilationcolumns

Proposeddevelopmentby others

Access formaintenancevehicles

Electrical and controlequipment locatedinside existing building

Biodiverseroof to newcouncil depot

Lots

Road

Lots

Roa

d

pumping

statio

n

Existing jettyretained

Cremorne Wharf depotreconfigured and reinstated

Parking spacefor depot

N

Existing outfallretained



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Operational and maintenanceOnce the tunnel is operational, we would need access

to the site occasionally for inspection and maintenance

purposes. We expect to visit the site approximately

once every three to six months to carry out inspections

and maintenance of the ventilation and below ground

equipment. This is likely to involve a visit by staff in a

small van, and may take several hours.

Once every ten years, we expect to carry out a major

internal inspection of the tunnel and underground

structures. This is likely to involve a small team of

inspection staff, a small team of support crew and two

mobile cranes to lower the team into the shaft. This is

likely to take several days and would require temporary

fencing around the shaft for safety and security while the

inspection takes place.

We may also need to make visits to the site for unplanned

maintenance or repairs, for example, if there is a

blockage, or equipment failure. This may require the use

of mobile cranes and vans.

Permanent vehicular access would be from Lots 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 developedanAir management plan to minimise possible odour and air quality effects arisingfrom 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.

Disturbance from future

maintenance access.

Permanent access would be required for maintenance and servicing purposes to the

shaft and ventilation equipment. Any planned maintenance visits would be undertaken

during normal working hours and all visits managed to avoid disruption to localresidents, businesses and users of affected public areas as far as possible.

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.

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 15 of the non-technical

summary and volume 15 of the PEIR for more information

on this site.

Phase two scheme

development

Design development

report

Provides a general overview of how the scheme design at

each site has evolved to date. Please refer to chapter 14 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 J for more information on this site.

Site glossary


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g y

Term Definition

Biodiverse roofA roof which supports a wide variety of plant and animal species and reduces

stormwater runoff.

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.

Conservation areaAn area designated by the local authority or English Heritage as having special

architectural or historical interest.

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.Foreshore Ground uncovered by the river when the tide is low.

Interception chamberA structure, built on an existing combined sewer, which diverts stormwater overflow into the

main tunnel.

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.

Thames Tunnel projectThe Thames Tunnel project comprises a storage and transfer tunnel, from west London toBeckton 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.


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Phase two consultation: Cremorne Wharf Depot

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000077

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.

p2 cremorne sip

Documents