p2 cremorne sip
TRANSCRIPT
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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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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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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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Cremorne Wharf Depot
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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
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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
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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
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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
Cremorne Wharf Depot
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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
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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
Cremorne Wharf Depot
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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
Cremorne Wharf Depot
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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
Cremorne Wharf Depot
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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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Cremorne Wharf Depot
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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.