Putney Bridge Foreshore

Introduction

Site information paper

Currently, untreated sewage regularly overflows into the River Thames from Londons Victorian sewerage system via combined sewer overflows (CSOs). The proposed Thames Tunnel would intercept these overflows through the use of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. The sewage flow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reduction in untreated sewage entering the River Thames would bring long-term benefits for the environment and users of the River Thames. In order to deliver the project we need a number of sites along the route and this document identifies our current preferred site at Putney Bridge Foreshore.

Key facts
Local authority: CSO name: CSO spill volume in an average year: Site type: Duration of main construction works: Wandsworth Putney Bridge 68,000m (equivalent to approximately 27 Olympic swimming pools) CSO site Approximately three and a half years.

Thames Tunnel
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Putney Bridge Foreshore

Section 1: Introduction and site information
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 Marys 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. This 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

Draft limit of land to be acquired or used HAMMERSMITH & FULHAM

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Proposed tunnel route centreline Local authority boundary Existing sewer Existing CSO

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Putney Pier

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Putney Bridge CSO

Watermans Green WANDSWORTH

S tr eet

St Marys Church

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Figure 1A: Putney Bridge Foreshore location plan

Putney Bridge Foreshore

How we chose this site
What we proposed at phase one consultation
Through 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 and St Marys 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 interception point 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 consultation

We 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 Marys Church, it would have better vehicular access than the sites to the east and would avoid a pedestrian area.

Related documents:

Q&A

Consultation Site selection

Construction

Section 2: Construction
Construction activities
Construction 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 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.

Connection culvert Existing overflow sewer Short connection tunnel

Construction

Valve chamber

Existing overflow to river Drop shaft

Interception chamber

Main tunnel

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

Putney Bridge Foreshore

Phase 1 Advance works
Table 2.1: Main activities during construction phases

Site setup

Figure reference
Typical working hours Utilities connected Utilities diverted or protected Temporary slipway constructed

Figure 2C
Varies

Figure 2D
Standard

Main construction activities

Site cleared Temporary works in River Thames constructed 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 Temporary works in the River Thames removed Temporary slipway removed Site restored and landscaped Temporary site facilities removed

Our typical working hours are expected to be: Standard: 8am-6pm weekdays, 8am-1pm Saturday* Extended standard: 6pm-10pm weekdays, 1pm-5pm Saturdays Continuous: 24 hours a day, seven days a week** Varies: Working hours for advanced works will depend on the nature of the works and will be agreed with the local authority

* Standard working hours would also include, subject to agreement with the local authority: a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site. equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday. ** The main activities taking place 24 hours a day are below ground or within an enclosure.

Construction

Phase 2 Drop shaft construction Figure 2E

Standard

Phase 3 Tunnelling

Phase 4 Construction of other structures Figure 2F

Standard

Phase 5 Completion of works and site restoration

Standard

Figure 2E
Continuous

Related documents: Build Managing construction

Putney Bridge Foreshore

Site layout and construction phases
Figures 2C, 2D, 2E and 2F show how the site might be laid out during the construction phases, which are set out 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 replacement slipway 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 Watermans Green to limit our worksite to the western part and provide protection from construction for users of Watermans 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 ensure the 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. Year 1 Year 2 Year 3

Advance works

P1 P2

P3 P4

P5

Figure 2B: Construction timeline showing approximate duration of works in phases (P)

Construction

HAMMERSMITH & FULHAM Jack up barge servicing piling operations Temporary cofferdam to enable construction of slipway Slipway

Maximum extent of construction site for advance works Site hoarding Cofferdam Local authority boundary Site support/welfare Internal site road Site access Existing Thames Path Thames Path diversion

WANDSWORTH

N
Figure 2C: Illustrative advance works construction plan

Putney Bridge Foreshore

HAMMERSMITH & FULHAM

Maximum extent of construction site for phase 1 Site hoarding Cofferdam

Barge Jack up barge servicing piling operations

Local authority boundary Site support/welfare Site access Existing Thames Path Thames Path diversion

WANDSWORTH

N
Figure 2D: Illustrative phase 1 construction plan

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Construction

HAMMERSMITH & FULHAM

Maximum extent of construction site for phases 2 and 3 Site hoarding

Option for contractor to transport materials using barges

Cofferdam Local authority boundary Site support/welfare Cranes Excavated material storage and processing Maintenance workshop and storage Construction support Internal site road

Drop shaft

Site access Existing Thames Path

WANDSWORTH

Thames Path diversion

N
Figure 2E: Illustrative phases 2 and 3 construction plan

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Putney Bridge Foreshore

HAMMERSMITH & FULHAM Maximum extent of construction site for phase 4 Site hoarding Option for contractor to transport materials using barges Cranes Cofferdam Local authority boundary Site support/welfare Excavated material storage and processing Maintenance workshop and storage Internal site road Site access Drop shaft Existing Thames Path Thames Path diversion

WANDSWORTH

N
Figure 2F: Illustrative phase 4 construction plan

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Construction

Additional works and activities

The main construction activities at this site are set out in Table 2.1. We would also need to undertake additional works 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
Installation of equipment to monitor environmental matters such as noise, vibration and dust. Protection works to third party structures (such as buildings, bridges and tunnels). Diversion of utilities.

What we would do
The locations of monitoring equipment would be agreed with the local authority and relevant landowners. We would undertake studies to identify any effects our construction work may have on third party structures. The studies may recommend particular construction methods or, in very limited instances, protection works. If utility diversions are required, we would work with utility providers to undertake the necessary works. We expect to connect to utilities in Embankment or Lower Richmond Road. These may need to extend beyond our site and could include relocating kerb lines, repainting road lines and modifying traffic signals. 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. We may need to carry out works to strengthen the river bed to avoid scour. We expect to connect to utilities in Embankment or Lower Richmond Road.

Required for construction Temporary connection to utilities (such as phase water, sewer, phone and electricity supply). Traffic management works.

Dredging. Protection of the riverbed. Required for operational phase Permanent connection to utilities (such as water, phone and electricity supply) for the operational tunnel.

Table 2.2: Additional works and activities

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Putney Bridge Foreshore

Construction transport and access
We propose to use barges to bring in and take away the material used to fill the cofferdam. It is not generally practical 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 the number 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.

Related documents: Transport

Phase 1 Site setup

Phase 2 Shaft construction

Phase 3 Tunnelling

Phase 4 Construction of other structures

15 lorries

Phase 5 Completion of works and site restoration

10 lorries

Typical daily lorry visits Average daily barge visits

8 lorries

7 lorries

5 lorries

2 barges

none

none

none

2 barges

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

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Construction

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 shown on 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 both parts 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 relocations would be required.

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Putney Bridge Foreshore

Thames Place Embankment HAMMERSMITH & FULHAM

Lower Richmond Road Putney Bridge Road A219 Putney High Street

A3209

Right turn in, left turn out A205 WANDSWORTH

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Minor kerb modifications

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

Draft limit of land to be acquired or used Internal site road Site access

Local authority boundary Transport for London (TfL) road network Proposed lorry access to TfL road network

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Construction

Management of construction works

Our 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, schemewide 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 potential effects 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

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Putney Bridge Foreshore

Issue
Temporary loss of historic public drawdock (slipway).

Our response
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 west of Putney Bridge. The existing slipway would be reinstated in its original location and condition following completion of construction works. 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 the Port 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. 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 Watermans Green would be maintained. 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 Watermans 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 block on Watermans Green to minimise the risk of damage to important trees. 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.

Possible effect of construction activities on Putney Pier.

Construction activities could obstruct the emergency exits from Putney Bridge Vaults to Watermans Green. Temporary loss of open space from Watermans Green. Potential loss of and damage to trees along the Embankment and on Watermans Green. Possible effect on Grade II listed Putney Bridge from construction of the ventilation column for the interception chamber.

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Construction

Issue

Our response

The Thames Path would remain open throughout construction works, with a small Temporary diversion of the diversion for the length that runs across the access to the construction site. Thames Path and reduced access to the Embankment 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 during construction. construction. Possible effect of construction vehicles on the capacity and operation of the local road network. Temporary suspension or relocation of some on-street parking on the Embankment. Possible effect on the Oxford Cambridge Boat Race and other events. Possible effect of noise and vibration on neighbouring areas. Possible effects on local air quality and dust nuisance in neighbouring areas. 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 take away 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. 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. 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 also ensure that any barges associated with our works would be removed on Boat Race day. 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. Preliminary findings indicate that while there is the potential for dust nuisance effects, there are unlikely to be any significant local air quality effects at any of the sites. The contractor would put in place air and dust control measures at the worksite, which will be set out in the CoCP. 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.

Possible effects of on foreshore habitat and river wildlife.

Table 2.4: Key issues relating to construction

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Putney Bridge Foreshore

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. 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.

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 principles and 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:

Issue

Our response
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.

Effect on the setting of the Grade II listed The shape and configuration of this hardstanding area is being designed to reflect its setting Putney Bridge. and 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 form and width.

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Future use

Issue
Effects on Watermans Green.

Our response
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 effect and 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. A ventilation column would be located on this hardstanding area and would be designed as a feature.

Visual effect of the ventilation columns.

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. 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.

Effects on river navigation and hydraulics.

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. 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.

Loss of foreshore habitat and effects on ecology.

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.

Future use

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

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Putney Bridge Foreshore

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

Figure 3A: Photo of the site before the works

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Future use

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

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Putney Bridge Foreshore

Figure 3C: Aerial view of the completed works

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Future use

New riverwall with vertical fenders

New Putney Bridge CSO outlet

Recycled timber fenders as seating for viewing bridge

Existing stone cobbles to be protected or removed during construction, stored and reinstated

Bicycle stand relocated along footpath Removable bollards for access for maintenance vehicles Existing bollards to be refurbished and relocated

Lo we r

Ric

hm

on

dR oa

N New cobbles to match existing Ventilation column Electrical and control kiosk incorporating biodiverse roof and stone cladding to match existing wall Ventilation column Interception chamber below bridge arch to capture existing CSO

Figure 3D: Layout of site once construction works complete

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Putney Bridge Foreshore

Operation and maintenance
Once 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 Embankment.

Management of operational effects

We 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.

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Future use

Issue
Possible odour effects during the operation of the tunnel.

Our response
Odour effects at this site are expected to be negligible because we have developed an Air management plan to minimise possible odour and air quality effects arising from the operation of the tunnel. The technology we are proposing to use at this site includes the use of passive below ground carbon filters that will remove possible odour before air leaves the ventilation equipment. 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.

Disturbance from future maintenance access.

Table 3.2: Key issues relating to site operation

Related documents: Odour

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Further information
This section sets out documents which may be of particular interest. Further information on our proposals can be found on our website (www.thamestunnelconsultation.co.uk) or is available upon request (call our customer centre on 0800 0721 086).

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 Build Details 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. 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. Contains the design principles which have influenced the permanent appearance of our sites once construction work is complete. Sets out the process the project is following to assess potential environmental effects of the Thames Tunnel project. Includes information on what measures our contractors will put in place at our sites during construction.

Q&A

Consultation

Design

Environment

Managing construction

Odour

Sets out our Air 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 Sets out how Londons sewerage system works and why the capital has an overflow problem.

Overflow Route and tunnel alignment Site selection

Sets out the preferred route of the main tunnel and the reasons for our preference.

Sets out the process we followed to find and select our preferred sites. Contains information on the different transport options we have considered for delivering and removing materials from our sites.

Transport

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Further information
Technical reports
Theme Phase one consultation Icon Title Report on phase one consultation: summary report Details Provides a summary of the comments made at phase one consultation and our responses.

SUMMARY

Phase two construction information

Code of construction practice Part A: Sets out control measures to be adopted during the project General requirements construction period. (CoCP) Air management plan Outlines the methods which we will use to manage odour from the main tunnel at all our preferred sites. Contains initial assessments on the environmental effects of the Thames Tunnel project based on information collected to date. Please refer to volume 10 of the non-technical summary and volume 10 of the PEIR for more information on this site. Provides a general overview of how the scheme design at each site has evolved to date. Please refer to chapter 7 for more information on this site. Provides an overview of the development of the Thames Tunnel project and how each site was chosen. Please refer to Appendix D for more information on this site.

Phase two environmental information

Preliminary environmental information report (PEIR) Design development report

Phase two scheme development

Phase two scheme development report

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Site glossary
Term
Biodiverse roof Carbon filters Cofferdam Combined sewer Combined sewer overflow (CSO) Connection tunnel Conservation area Draft limit of land to be acquired or used Drop shaft Foreshore Interception chamber Main tunnel Operational phase Scour

Definition
A roof which supports a wide variety of plant and animal species and reduces stormwater run-off. Filters that remove odours before the air is released from the tunnel. A 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. A single sewer system that takes both rainwater and domestic and industrial wastewater. A structure, or series of structures, that allows sewers to overflow into the river when they are full as a result of increased rainfall. Without the overflows, the sewers would back up and cause flooding in streets or houses. A tunnel connecting a drop shaft to the main tunnel. An area designated by the local authority or English Heritage as having special architectural or historical interest. The extent of land that we may need to use or acquire, or over which rights may be needed to carry out works that are essential to the project. A vertical circular concrete structure, used to drop flows from the high level of the CSO to the low level of the main tunnel. It would also be used to provide access to construct the connection tunnels. Ground uncovered by the river when the tide is low. A structure, built on an existing combined sewer, which diverts stormwater overflow into the main tunnel. The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station. After the completion of the construction work, when the main tunnel is in use. Movement of the riverbed materials due to the force of the water.

The Thames Tunnel project comprises a storage and transfer tunnel, from west London to Thames Tunnel project Beckton Sewage Treatment Works in east London, and the control of 34 CSOs along the Thames Tideway. Transport for London Road Network (TLRN) The network of roads managed by Transport for London. These are the major or strategic roads, which have high capacity.

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Putney Bridge Foreshore

Phase two consultation: Putney Bridge Foreshore Autumn 2011 110-ED-PNC-00000-000089

For further information or to comment on our proposals see our website: www.thamestunnelconsultation.co.uk

It is very important that you understand the information we have provided. If you need further information in another language, braille, large print or audio format please contact us on 0800 0721 086.
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