P2 Putney Bridge SIP

8/3/2019 P2 Putney Bridge SIP

http://slidepdf.com/reader/full/p2-putney-bridge-sip 1/32



Putney Bridge Foreshore

2

We are proposing to use the foreshore of the River

Thames, to the west of Putney Bridge, for this

construction work and to accommodate permanent

structures required to operate the main tunnel. The site

would be used to connect the existing local CSO, known

as the Putney Bridge CSO, to the main tunnel.

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

located in the foreshore of the River Thames, between

Putney Pier and Putney Bridge. It is also north of the

junction of Lower Richmond Road and Embankment. The

site is within the Putney Embankment Conservation Area.

Beyond Lower Richmond Road to the south are residential

properties. To the south east is Putney High Street (A219)

and Grade II* listed St Mary’s Church. The site includes

the existing slipway, which is located to the west of

Putney Bridge.

A temporary, replacement slipway would be constructed

for the duration of our Putney Bridge CSO construction

works. This would be located approximately 300m west

of Putney Bridge, close to the business premises of Chas

Newens Marine. The location of the replacement slipway

is shown in Figure 1A.

Section 1: Introduction and site informationThis site information paper sets out our proposals at

Putney Bridge Foreshore. 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



Introduction

3

Figure 1A: Putney Bridge Foreshore location plan

Putney BridgeCSO

St Mary’sChurch

Putney Pier

Waterman’sGreen

P u t n e y B r i d g e R o a d P

u t n

e y H i g h

S t r e

e t

L o w e r R i c h m o n d R o a d

E m b a n k m e n t

P u t n

e y B

r i d g e

N

WANDSWORTH

HAMMERSMITH &FULHAM Local authority boundary

Draft limit of land to beacquired or used

Proposed tunnelroute – centreline

Existing sewer

Existing CSO




4

Related documents:

Q&AConsultation

Site selection

How we chose this site

What we proposed at phase one consultationThrough our site selection process, we identified four

possible shortlisted sites to intercept the Putney Bridge

CSO. At phase one consultation, which was held between

September 2010 and January 2011, we presented these

sites:

•Foreshore, end of Brewhouse Lane

•

Foreshore, adjacent to Putney Bridge andSt Mary’s Church

•Junction of Lower Richmond Road and

Putney Embankment

•Putney Bridge Foreshore.

The location of the site is restricted by the configuration

of the Putney Bridge CSO, which splits into two outlets

beneath the southern arch of the Putney Bridge. Since

both outlets need to be intercepted, the interceptionpoint cannot be located inland and therefore a site in the

foreshore of the River Thames is required.

Putney Bridge Foreshore was identified as our preferred

site at phase one consultation.

What we are proposing at phase two consultationWe have considered the comments from phase one

consultation, feedback from ongoing engagement and

new information; and undertaken further technical work.

We still consider that Putney Bridge Foreshore upstream

of Putney Bridge, should be our preferred site because it

would not have a direct effect on the setting of the Grade

II* listed St Mary’s Church, it would have better vehicular

access than the sites to the east and would avoid apedestrian area.



Construction

C on s t r u c t i on

5

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

37m deep) through which flows would pass down to

a short connection tunnel. This would then join to the

main tunnel.

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 and a half years in

total. The main construction activities at this site are set

out in Table 2.1.

Main tunnel

Drop shaft

Valve chamberShort connectiontunnel

Interception

chamber

Existing overfowsewer

Connection culvert

Existing

overfowtoriver




6

Advance works

Phase 1

Site setup

Figure reference Figure 2C Figure 2D

Typical working hours Varies Standard

M a i n c o n s t r u

c t i o n a c t i v i t i e s

Utilities connected ü

Utilities diverted or protected ü

Temporary slipway constructed ü

Site cleared ü

Temporary works in River Thames constructed ü

Site facilities and access set up ü

Drop shaft excavated and built

Short connection tunnel excavated and built

Above and below ground structures constructed

Mechanical and electrical equipment installed

Temporary works in the River Thames removed

Temporary slipway removed

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 willbe agreed with the local authority

* Standard working hours would also include, subject to

agreement with the local authority:

– a short period (up to one hour) before works start and

after they have finished to allow our workers to

prepare for work and check the site.

– equipment and machinery maintenance could also

take place 1pm-5pm Saturday and 10am-4pm

Sunday.

** The main activities taking place 24 hours a day are

below ground or within an enclosure.



Construction

7

Phase 2

Drop shaft

construction

Phase 3

Tunnelling

Phase 4

Construction

of otherstructures

Phase 5

Completion of

works and siterestoration

Figure 2E Figure 2E Figure 2F –

Standard Continuous Standard Standard

ü

üü

ü

ü

ü

ü

ü

Related documents:

Build Managing construction




8

Site layout and construction phasesFigures 2C, 2D, 2E and 2F show how the site might be

laid out during the construction phases, which are setout in Table 2.1 and Figure 2B. These layouts have been

informed by the size of the infrastructure proposed,

the construction methods required and the location

of neighbouring buildings and structures. They have

also been developed to minimise effects on the local

community and environment. Particular factors at this site

that have influenced the layout are as follows:

•

Since phase one consultation, a temporary replacementslipway is now proposed upstream of the site,

approximately 300m west of Putney Bridge, to ensure

that recreational and commercial river users are not

adversely affected during construction.

•Timber hoarding is proposed on Waterman’s Green

to limit our worksite to the western part and provide

protection from construction for users of Waterman’s

Green. The vaults emergency access would be

maintained and their use unaffected should existing

planning permissions to convert them into cafes or

restaurants be implemented.

•Since phase one consultation, this site has moved

further west, away from Putney Bridge, to ensurethe listed bridge is protected. Moving the site further

west also allows us to minimise the footprint of the

permanent works after construction and retain the

alignment of the existing slipway.

The site layouts are indicative only, and the contractor

may arrange the site in a different way, depending on

the chosen construction methods, provided that any

environmental effects are appropriately managed and

that the main construction activities are undertaken

within the red line shown in Figure 1A.

P1

P2

P3

P4

P5 A d v a n c e

w o r k s

Year 1 Year 2 Year 3

Figure 2B: Construction timeline showing approximate

duration of works in phases (P)



Construction

9

Figure 2C: Illustrative advance works construction plan

Jack up barge servicingpiling operations

Slipway

N

Maximum extent of construction site for

advance worksSite hoarding

Cofferdam

Local authority boundary

Site support/welfare

Internal site road

Site access

Existing Thames Path

Thames Path diversion

WANDSWORTH

HAMMERSMITH &FULHAM

Temporarycofferdam toenable constructionof slipway




10

Figure 2D: Illustrative phase 1 construction plan

Jack up bargeservicing pilingoperations

Barge

N

Maximum extent of construction site forphase 1

Site hoarding

Cofferdam



Site access



WANDSWORTH

HAMMERSMITH &FULHAM



Construction

11

Figure 2E: Illustrative phases 2 and 3 construction plan

N

Option for contractorto transport materialsusing barges

Cranes

Drop shaft

WANDSWORTH

HAMMERSMITH &FULHAM

Maximum extent of construction site forphases 2 and 3

Site hoarding

Cofferdam



Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access






12

Figure 2F: Illustrative phase 4 construction plan

N

Option for contractorto transport materialsusing barges

Cranes

Drop shaft

WANDSWORTH

HAMMERSMITH &FULHAM

Maximum extent of construction site for phase 4

Site hoarding

Cofferdam



Excavated materialstorage and processing

Maintenance workshopand storage

Internal site road

Site access





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 for

construction

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.

Diversion of utilities.If utility diversions are required, we would work with

utility providers to undertake the necessary works.

Temporary connection to utilities (such as

water, sewer, phone and electricity supply).

We expect to connect to utilities in Embankment or

Lower Richmond 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.

Dredging.

There is a possibility that as the detailed design is

developed we may need to undertake dredging to

allow barges to get to and from our site.

Protection of the riverbed.We may need to carry out works to strengthen the

river bed to avoid scour.

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 in Embankment or

Lower Richmond Road.

Table 2.2: Additional works and activities




14

Construction transport and accessWe propose to use barges to bring in and take away the

material used to fill the cofferdam. It is not generallypractical and cost effective to transport all materials

to and from the site by barge so we would still need to

transport some materials by road. We would however

give the contractor the flexibility to determine the most

practical and cost-effective means of transporting other

materials and equipment.

Each barge would remove approximately 20 lorries from

the road. Using barges at this site would reduce thenumber of lorry visits to/from this site by approximately

45% (saving 4,500 lorry visits over the construction

period of approximately three and a half years). Table 2.3

sets out the anticipated average daily number of lorries

and barges visiting (ie travelling to and from) the site

during the peak months of each phase, based on moving

cofferdam fill material by barge.

Construction traffic would access the site from the A3

travelling along Putney Bridge Road (A3209) and Putney

High Street (A219). Traffic would then turn left onto

Lower Richmond Road and right into the site from the

Embankment. It is proposed to suspend a short section

of the existing one way system along the Embankment.

This would enable construction vehicles to exit the site via

the same route and limit the number of vehicles travelling

westbound along the Embankment.

Phase 1

Site setup

Phase 2

Shaftconstruction

Phase 3

Tunnelling

Phase 4

Constructionof other

structures

Phase 5

Completion of works and site

restoration

Typical daily

lorry visits 8 lorries 7 lorries 5 lorries 15 lorries 10 lorries

Average daily

barge visits2 barges none none none 2 barges

Related documents:

Transport

Table 2.3: Average daily lorry and barge visits during the peak months



Construction

15

A temporary slipway would be constructed approximately

300m west of Putney Bridge, to provide an alternative

access to the River Thames during the construction

period. It is proposed that this temporary slipway

is removed once construction at the Putney Bridge

Foreshore site is completed. During construction of the

temporary slipway, construction traffic would access the

site by turning right from Lower Richmond Road into

Thames Place, and turning right into the site from a new

entrance on the Embankment. Traffic would leave the

site via the same route. These access points are shownon Figure 2G. 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 on-street

parking bays on the Embankment during construction. We

may also need to make some minor kerb modifications

on the Embankment at the junction with Lower Richmond

Road. The Thames Path currently runs around bothparts of the site and would remain open throughout

the construction works. When we are undertaking

our advance works for the temporary slipway, a small

diversion that runs across the access to our construction

site would be required. Similarly, for the main site, a small

diversion would also be required where the Thames Path

runs across the site access. The proposed diversions are

shown on Figures 2C, 2D, 2E and 2F. Based on our current

design, we do not anticipate that any bus stop relocationswould be required.

P t B id F h




16

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

Lower Richmond Road


Putney High Street

Thames Place

Embankment

Putney Bridge Road

Right turn in,left turn out

Right turn in,left turn out

Minor kerb

modifications

E m b a n k m

e n t

E m b a n k m

e n t A205

A3

A219A3209

N

WANDSWORTH

HAMMERSMITH & FULHAM

Draft limit of land tobe acquired or used

Internal site road

Site access


Transport for London(TfL) road network

Proposed lorry access toTfL road network



Construction

17

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 CoCPs

from 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

Managing construction

Transport

P tne Bridge Foreshore




18

Issue Our response

Temporary loss of historicpublic drawdock (slipway).

A temporary slipway would be provided for the duration of construction to provide

alternative access to the River Thames. This would be located approximately 300m westof Putney Bridge. The existing slipway would be reinstated in its original location and

condition following completion of construction works.

Possible effect of

construction activities on

Putney Pier.

Since phase one consultation, the site has been moved further west. We are continuing

to study any potential effects on Putney Pier and to minimise possible effects on vessel

movements and navigation to and from the pier.

We have undertaken modelling to test the effect that the structure has on the flow of

the river. The modelling has shown the proposed structure to be satisfactory and thePort of London Authority and other key stakeholders are satisfied the permanent works

have a minimum effect on river navigation. A full navigational risk assessment will be

undertaken for the temporary and permanent works.

Construction activities

could obstruct the

emergency exits from

Putney Bridge Vaults to

Waterman’s Green.

During construction, timber hoarding would be put up to exclude the eastern part of the

Green from any construction works. The emergency exit from Putney Bridge Vaults onto

Waterman’s Green would be maintained.

Temporary loss of open

space from Waterman’s

Green.

With the exception of an area required for a control kiosk and associated ducting,

construction works at this site would not require the use of the rest of Waterman’s Green.

Potential loss of and

damage to trees along

the Embankment and on

Waterman’s Green.

Clearance between construction activities and existing trees would be maximised, and

potential damage further minimised through careful root protection, pollarding and

trimming methods.

The permanent electrical and control kiosk has been located near the disused toilet blockon Waterman’s Green to minimise the risk of damage to important trees.

Possible effect on Grade

II listed Putney Bridge

from construction of the

ventilation column for the

interception chamber.

We would minimise construction effects on the bridge by reducing the size and height of

the ventilation column to be constructed, and incorporating it within or attached to the

bridge structure itself.

Construction



Construction

19

Issue Our response

Temporary diversion of theThames Path and reduced

access to the Embankment

during construction.

The Thames Path would remain open throughout construction works, with a small

diversion for the length that runs across the access to the construction site.

Only a small section of the Embankment footway would be temporarily closed and

diverted, and access to the Embankment and pier would be maintained during

construction.

Possible effect of

construction vehicles on

the capacity and operationof the local road network.

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. As already set out, we also propose to use barges to bring in and takeaway the material used to fill the cofferdam, which would reduce the number of lorry

movements from this site by approximately 45% over the construction period.

Temporary suspension

or relocation of some

on-street parking on the

Embankment.

The extent and duration of the suspension of any on-street parking during construction

would be minimised as far as possible. We are investigating options for temporary

replacement parking provision during construction where necessary.

Possible effect on the

Oxford Cambridge BoatRace and other events.

The Boat Race would not be affected by our works, The construction site would not be

removed but construction activities would be temporarily suspended. We would alsoensure that any barges associated with our works would be removed on Boat Race day.

Possible effect of noise

and vibration on

neighbouring areas.

The contractor would be required to implement noise and vibration control measures

at the worksite, which will be set out in the CoCP. 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 nuisancein 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 any of the sites. Thecontractor would put in place air and dust control measures at the worksite, which will be

set out in the CoCP.

Possible effects of on

foreshore habitat and river

wildlife.

The site footprint within the foreshore is determined by functional requirements for

construction. We have however sought to reduce encroachment into the foreshore

as much as possible. Ecological surveys of the River Thames and foreshore are being

undertaken to identify possible effects arising from construction activities. The contractor

would put in place various control measures at the worksite to minimise these effects as

far as possible. These will be set out in the CoCP.Table 2.4: Key issues relating to construction





20

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 Putney Bridge Foreshore. The design of the

permanent proposals follows our scheme-wide principlesand takes into account comments made and ongoing

engagement with the London Borough of Wandsworth

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 6m, connection tunnel to the main

tunnel, connection culvert, interception chamber, valve

chamber and a passive filter chamber.

•A main ventilation column up to 6m high above the

shaft.

•A small diameter ventilation column to the interception

chamber up to 6m high located on Putney Bridge.•Maintenance vehicle access.

•An electrical and control kiosk.

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.

Issue Our response

Effect on the setting

of the Grade II listedPutney Bridge.

Since phase one consultation the proposed hardstanding area has been repositioned further

westwards to increase the distance from Putney Bridge.

A potential new public area would be created using the new hardstanding area. Its design

would incorporate appropriate materials, furniture and surfacing. This would also be used for

our maintenance access.

The shape and configuration of this hardstanding area is being designed to reflect its settingand to reflect discussions with Design Council CABE, English Heritage, the London Borough of

Wandsworth, river users and other stakeholders.

The design of the interception chamber under the bridge and its small diameter ventilation

column have responded to stakeholder feedback and their design minimises adverse effects on

the bridge appearance through incorporation into or attachment to the structure.

Effect on existing

public drawdock(slipway).

The existing public drawdock would be retained in its current location, and in its current formand width.

Future use



F u t ur e

u s e

Future use

21

Issue Our response

Effects on

Waterman’s Green.

The control cabinet is proposed to be located adjacent and to the west of the disused toilet

block and would be designed to blend with the current stone structure, reducing its visual effectand avoiding damage to significant trees.

Our proposals for the permanent layout and design of the site also provide a potential new area

of public space along the foreshore which would enhance the appearance of this area.

Visual effect of theventilation columns.

A ventilation column would be located on this hardstanding area and would be designed as a

feature.

The height of the main column has been reduced from a potential 10m to up to 6m due to a

change in the ventilation strategy for the main tunnel.

The small diameter ventilation column required immediately adjacent to Putney Bridge would

be designed to blend with the Grade II listed bridge and incorporated into or attached to the

structure.

Effects on river

navigation and

hydraulics.

The permanent structure in the foreshore of the River Thames has been developed to ensure

that there would be no effect on river users and that the existing slipway is fully reinstated.

Preliminary modelling has indicated that the proposed design is acceptable in terms of river flow.

The proposals have been discussed with the Port of London Authority and other key

stakeholders to develop a layout has a minimal effect on river navigation.

Loss of foreshorehabitat and effects

on ecology.

Our proposals for the permanent layout and design of the site have sought to reduce the extent

of the permanent works within the foreshore to minimise effects on water ecology as far as

possible.

Ecological surveys of the River Thames and foreshore are being undertaken to identify possible

effects, and design measures would be incorporated where required.

Construction of the tunnel would also deliver river wide improvements to local water quality,

which would result in positive effects on river ecology, including habitat improvements and

reduced fish kills.

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





22

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



23

Figure 3B: Artist’s impression of the site – after the works are completed





24

Figure 3C: Aerial view of the completed works

Future use



25

Figure 3D: Layout of site once construction works complete

Interceptionchamber belowbridge archto captureexisting CSO

Ventilationcolumn


Ventilationcolumn

New cobbles tomatch existing

Recycled timberfenders as seating

for viewing bridge

New Putney

Bridge CSO outlet

New riverwall with

vertical fenders

Electrical and controlkiosk incorporatingbiodiverse roof andstone cladding tomatch existing wall

Existing stone cobbles tobe protected or removedduring construction,

stored and reinstated

N

Bicycle standrelocated alongfootpath

Removable bollardsfor access for

maintenance vehicles

Existing bollardsto be refurbishedand relocated




ut ey dge o es o e

26

Operation 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 approximatelyonce 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 twomobile 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 Embankment.

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. Table3.2 summarises these issues and how we are currently

proposing to address them.

Future use



27

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

an Air 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

local residents, 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



28

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.

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 this

consultation.

Design

Contains 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 our Air management plan and how it will work.

Options Outlines the various ways to deal with sewage overflows.



29

Phase two public consultation material

Icon Title Details

OverflowSets out how London’s 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



30

Technical reports

Theme Icon Title Details

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 two

environmental

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 10 of the non-technical

summary and volume 10 of the PEIR for more informationon 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 7 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 D for more information on this site.

Site glossary



31

Term Definition

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

stormwater run-off.Carbon filters Filters that remove odours before the air is released from the tunnel.

CofferdamA wall that is constructed within the river around the outside of the working area and then

pumped dry. The inside of the cofferdam can then be filled to create a safe working area.

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.

Scour Movement of the riverbed materials due to the force of the water.

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.




32

Phase two consultation: Putney Bridge Foreshore

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000089

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.

Documents

P2 Putney Bridge SIP