PEIR Main Report Vol2-Proposed-Development

Preliminary environmental information report
Volume 2: Proposed development
Regulations 2 and 10 of the Infrastructure Planning (Environmental Impact Assessment) Regulations 2009
Thames Tunnel
Phase two consultation documentation

General
Your guide to phase two consultation Why does London need the Thames Tunnel? Feedback form Equalities form Customer overview leaflet
Technical documents
Air management plan Book of plans Code of construction practice Part A: General requirements Consultation strategy and statement of community consultation Design development report Draft waste strategy Interim engagement report Needs Report Phase two scheme development report Preliminary environmental information report Report on phase one consultation Background technical paper Site selection methodology paper
Project information papers

Build Changes Consultation Design Environment Funding Managing construction Odour Options Overflow Regulatory framework Route and tunnel alignment Route to consent Settlement Site selection Timing Transport
Site information papers

Abbey Mills Pumping Station Acton Storm Tanks Albert Embankment Foreshore Barn Elms Beckton Sewage Treatment Works Bekesbourne Street Blackfriars Bridge Foreshore Carnwarth Road Riverside Chambers Wharf Chelsea Embankment Foreshore Cremorne Wharf Depot Deptford Chrurch Street Dormay Street Earl Pumping Station Falconbrook Pumping Station Greenwich Pumping Station Hammersmith Pumping Station Heathwall Pumping Station Jews Row King Edward Memorial Park Forehore King Georges Park Kirtling Street Other works Putney Bridge Foreshore Shad Thames Pumping Station Victoria Embankment Foreshore
Thames Tunn
Thames Tunnel Preliminary environmental information report

List of contents Non technical summary Part A: Preliminary project information Volume 1 Volume 2 Volume 3 Volume 4 Volume 5 Volume 6 Volume 7 Volume 8 Volume 9 Introduction Proposed development (this document) Alternatives Scoping Opinions and technical engagement Assessment methodology Project-wide assessment Acton Storm Tanks CSO interception and main tunnel reception site Hammersmith Pumping Station CSO interception site Barn Elms CSO interception site
Part B: Preliminary site information
Volume 10 Putney Bridge Foreshore CSO interception site Volume 11 Dormay Street CSO interception and connection tunnel sequential drive site Volume 12 King Georges Park CSO interception and connection tunnel reception site Volume 13 Carnwath Road Riverside main tunnel drive and reception, and connection tunnel reception site Volume 14 Falconbrook Pumping Station CSO interception site Volume 15 Cremorne Wharf Depot CSO interception site Volume 16 Chelsea Embankment Foreshore CSO interception site Volume 17 Kirtling Street main tunnel double drive site Volume 18 Heathwall Pumping Station CSO interception site Volume 19 Albert Embankment Foreshore CSO interception site Volume 20 Victoria Embankment Foreshore CSO interception site Volume 21 Blackfriars Bridge Foreshore CSO interception site Volume 22 Chambers Wharf main tunnel drive and reception, and connection tunnel reception site Volume 23 King Edward Memorial Park CSO interception site Volume 24 Earl Pumping Station CSO interception site Volume 25 Deptford Church Street CSO interception site
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Volume 26 Greenwich Pumping Station CSO interception and connection tunnel drive site Volume 27 Abbey Mills Pumping Station main tunnel reception site Volume 28 Beckton Sewage Treatment Works site
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Thames Tunnel Preliminary environmental information report Volume 2: Proposed development

List of contents
Page number
1 2
Introduction ...................................................................................................... 1 Need for the project ......................................................................................... 2 2.1 2.2 2.3 2.4 2.5 2.6 2.7 Introduction .............................................................................................. 2 Background ............................................................................................. 2 Legislative requirements .......................................................................... 4 Government response ............................................................................. 5 Water quality impacts .............................................................................. 6 The long term effect of doing nothing ...................................................... 8 Conclusion on need ................................................................................. 9 Introduction ............................................................................................ 11 Strategic documents .............................................................................. 11 Phase one consultation documents ....................................................... 12 Phase two consultation documents ....................................................... 12 Introduction ............................................................................................ 13 National planning context ...................................................................... 13 Regional planning context ..................................................................... 14 Local planning context ........................................................................... 15 Introduction ............................................................................................ 22 Overview of the phase two preferred scheme ....................................... 22 Construction logistics ............................................................................. 43 Code of Construction Practice ............................................................... 64 Operational logistics .............................................................................. 65 Other works ........................................................................................... 80 Environmental management and monitoring plan ................................. 89
Background documents ................................................................................ 11 3.1 3.2 3.3 3.4
Strategic planning context ............................................................................ 13 4.1 4.2 4.3 4.4
Project description......................................................................................... 22 5.1 5.2 5.3 5.4 5.5 5.6 5.7
Appendix A : Draft Code of Construction Practice Part A .................................. 90 Appendix B : Local planning policies relevant to sites ...................................... 91
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Appendix C : Draft Waste Strategy Executive summary ................................... 124 Glossary ................................................................................................................ 128
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List of figures
Page number
Vol 2 Figure 5.2.1 Thames Tunnel preferred route and sites................................... 27 Vol 2 Figure 5.2.2 Isometric view of CSO interception arrangements ..................... 33 Vol 2 Figure 5.2.3 Typical layout of a main tunnel drive site .................................... 35 Vol 2 Figure 5.2.4 Typical layout of a foreshore CSO site ....................................... 36 Vol 2 Figure 5.2.5 Typical layout of an inland CSO site ........................................... 36 Vol 2 Figure 5.3.1 The elements of constructing a tunnel using a TBM................... 45 Vol 2 Figure 5.3.2 Main tunnel drive summary ........................................................ 46 Vol 2 Figure 5.3.3 Excavated material by strata ...................................................... 54 Vol 2 Figure 5.3.4 Indicative material deliveries by type to construction sites ......... 59 Vol 2 Figure 5.3.5 Summary of material deliveries .................................................. 60 Vol 2 Figure 5.5.1 Ventilation plant locations ........................................................... 70 Vol 2 Figure 5.5.2 Typical schematic arrangement for active ventilation plant ........ 72 Vol 2 Figure 5.5.3 Typical schematic arrangement for passive ventilation .............. 75 Vol 2 Figure 5.6.1 Holloway CSO weir, Bekesbourne Street - construction ............ 81 Vol 2 Figure 5.6.2 Holloway CSO weir, Bekesbourne Street - permanent works .... 81 Vol 2 Figure 5.6.3 Shad Thames Pumping Station - construction ........................... 81 Vol 2 Figure 5.6.4 Shad Thames Pumping Station - permanent works ................... 81
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List of tables
Page number
Vol 2 Table 5.2.1 Method of flow control for each CSO and CSO site locations...... 23 Vol 2 Table 5.2.2 Summary of main tunnel components ......................................... 28 Vol 2 Table 5.2.3 Summary of long connection tunnel components ........................ 30 Vol 2 Table 5.2.4 Summary of main tunnel drive and reception sites ...................... 37 Vol 2 Table 5.2.5 Summary of connection tunnel and CSO interception sites ......... 38 Vol 2 Table 5.3.1 Main tunnel drives summary ........................................................ 47 Vol 2 Table 5.3.2 Long connection tunnel drive length summary ............................ 47 Vol 2 Table 5.3.3 Short connection tunnels summary ............................................. 48 Vol 2 Table 5.3.4 Excavated quantities by strata type at construction sites (m3 ) ..... 53 Vol 2 Table 5.3.5 Phase two consultation logistics strategy .................................... 55 Vol 2 Table 5.5.1 Tunnel operation scenarios for a typical year .............................. 71 Vol 2 Table 5.5.2 Typical maintenance needs at mechanical ventilation plant ........ 77 Vol 2 Table 5.5.3 Typical maintenance requirements at passive ventilation plant ... 78 Vol 2 Table 5.6.1 Minor works - working hours ........................................................ 83 Vol 2 Table 5.6.2 Shad Thames Pumping Station - working hours.......................... 85 Vol 2 Table 5.6.3 Shad Thames Pumping Station - programme dates .................... 87
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List of abbreviations AADT ACE AM AOD APZ AQEG AQMA AQO ARS ASR ASSI ATC ATD AURN BAP BGS BMWP BOD BPIP BPM BS CABE CAMS CCI CCSS CCTV CDA CEMP CIRIA CLR CoCP CoPA CROW CSO Annual Average Daily Traffic Arts Culture and Entertainment Morning Above Ordnance Datum Archaeological Priority Zone Air Quality Expert Group Air Quality Management Area Air Quality Objective Artificial Recharge Scheme Aquifer Storage and Recovery Area of Special Scientific Interest Automated Traffic Counter Above Tunnel Datum (defined at ~100m AOD) Automatic Urban and Rural Network Biodiversity Action Plan British Geological Survey Biological Monitoring Working Party Biochemical Oxygen Demand Building Profile Input Programme Best Practicable Means British Standard Commission for Architecture and the Built Environment Catchment Abstraction Management Strategy Community Conservation Index Community Consultation Strategy Closed Circuit Television Critical Drainage Area Construction Environment Management Programmes Construction Industry Research and Information Association Contaminated Land Report Code of Construction Practice Control of Pollution Act Countryside and Rights of Way Combined Sewer Overflow
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dB dB LAeq,T
Decibel a equivalent continuous A-weighted sound pressure level having the same energy as a fluctuating sound over a specified time period T Department for Culture, Media and Sport Development Consent Order Department for Communities and Local Government Department for Culture media and Sport Department of the Environment, Food and Rural Affairs Department for Transport Development Management Plan Development Management Policies Document Design Manual for Roads and Bridges Dissolved Oxygen Development Plan Document Digital Terrain Mapping Environment Agency European Commission Ecological Impact Assessment Estimated Vibration Dose Value European Economic Area Environment Food and Rural Affairs Committee English Heritage Environmental Health Officer Environmental Impact Assessment European Monitoring and Evaluation Programme English Nature Environment Protection Agency Earth Pressure Balance Earth Pressure Balance Machine Equality Impact Assessment Environmental Quality Standard Environmental Statement European Union Frequently Asked Questions Frequency, Intensity, Duration, Offensiveness, Receptor
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DCMS DCO DCLG DCMS Defra DfT DMP DMPD DMRB DO DPD DTM EA EC EcIA eVDV EEA EFRA EH EHO EIA EMEP EN EPA EPB EPBM EqIA EQS ES EU FAQ FIDOR
FRA GARDIT GI GiGL GIS GLA GLHER GQA GSHP GWB GWMU H2S ha HA HDV HEA HER HGV HIA HIAB HPA HQ HRA HTC HWR IEEM IEMA IMD IPC Iron Age JNCC kg km kVA
Flood Risk Assessment General Aquifer Research Development and Investigation Team Ground Investigation Greenspace Information for Greater London Geographical Information System Greater London Authority Greater London Historic Environment Record General Quality Assessment (EA water quality classification) Ground Source Heat Pump Groundwater Body: distinct volume of groundwater within an aquifer or aquifers Ground Water Management Unit Hydrogen sulphide hectares Highways Authority Heavy Duty Vehicle Historic Environmental Assessment Historic Environment Record Heavy Goods Vehicle Health Impact Assessment Hydrauliska Industri AB Company Health Protection Agency Headquarter Habitats Regulations Assessment Hammersmith Town Centre Hazardous Waste Regulations (2005) Institute of Ecology and Environmental Management Institute of Environmental Management and Assessment Index of Multiple Deprivation Infrastructure Planning Commission 600 BC AD 43 Joint Nature Conservation Committee kilograms kilometre kilo watt amperes
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kW l/d l/s LA LAARC LAQM LAQN LB LBAP LDF LGV LHA LMB LNR loWR LSB LtB LTI LTT LUL LVMF m m AOD m ATD m/s MAGIC Mbgl MEICA Ml/d MoD MOL MOLA NE NESR NCR
kilowatt litres per day litres per second Local Authority London Archaeological Archive and Research Centre Local Air Quality Management London Air Quality Network London Borough Local Biodiversity Action Plan Local Development Framework Light Goods Vehicle Local Highway Authority Lambeth Mottled Beds Local Nature Reserve List of Wastes Regulations 2005 Lower Shelly Beds Laminated Beds London Tideway Improvements London Tideway Tunnels London Underground Limited London View Management Framework metre metres above Ordinance Datum (see AOD) metres above temporary datum, (see ATD) metres per second Multi-Agency Geographic Information for the Countryside Metres below ground level Mechanical Electrical Instrumentation Controls Automation Megalitres per day (million litres per day) Ministry of Defence Metropolitan Open Land Museum of London Archaeology Natural England North East Storm Relief National Cycle Route
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NGR NMR NNR NO2 NOx NPPF NPS NRMM NSIP NSRA NTS OCU Ofwat OS OUE PAH PCB PEI PEIR PEL PICP PIP PLA PM PM10 PPC PPE PPG PPS PPV PRoW PS pSPA PWS RAMS
National Grid Reference National Monuments Record National Nature Reserve Nitrogen dioxide Oxides of nitrogen National Planning Policy Framework National Policy Statement Non Road Mobile Machinery Nationally Significant Infrastructure Project National Small-bore Rifle Association Non Technical Summary Odour Control Unit The Water Services Regulations Authority Ordnance Survey European Odour Unit Polycyclic aromatic hydrocarbons Polychlorinated Biphenyl Preliminary Environmental Information Preliminary Environmental Information Report Probable Effect Levels Pollution Incident Control Plan Project Information Paper Port of London Authority Afternoon Particles on the order of ~10 micrometers or less Pollution Prevention and Control Personal Protective Equipment Pollution Prevention Guidance Planning Policy Statement Peak Particle Velocity Public Rights of Way Pumping Station Potential Special Protected Area Public Water Supply Risk Assessment Method Statement
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RAMSAR RB RBKC RBMP RDB RHS RPG RSPB RDB RTC RTD SA SAC SAM SCI SCL SFRA SI SINC SMI SNCI SO2 SoCC SPA SPD S-P-R SPZ SR SRN SSR SSSI STW SUDS SWMP
The Convention on Wetlands of International Importance Royal Borough Royal Borough of Kensington and Chelsea River Basin Management Plans Red Data Book Royal Horticultural Society Regional Planning Guidance Royal Society for the Protection of Birds Red data book Real Time Control River Terrace Deposits Sustainability Appraisal Special Area of Conservation Scheduled Ancient Monument. More commonly referred to as Scheduled Monument Statement of Community Involvement Sprayed Concrete Lining Strategic Flood Risk Assessment Statutory Instrument Site of Importance for Nature Conservation Site of Metropolitan Importance Site Nature Conservation Importance Sulphur dioxide Statement of Community Consultation Special Protection Area Supplementary Planning Document Source-pathway-receptor Source Protection Zone Storm Relief Strategic Road Network Site Suitability Report Site of Special Scientific Interest Sewage Treatment Works Sustainable (Urban) Drainage Systems waste - Site Waste Management Plan
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SWMP t TA TAS TBC TBM TDP TEBP TEL TfL TFRM TH TLRN Tpa TPO TT TTQI TTSS TWU UDP UK UKHO UMB UPN UWWTD UWWTR UXO VDV VNEB OA WCA WEEE WFD WIA WRAP WSI
water Surface Water Management Plan tonne Transport Assessment Thames Archaeological Survey To be confirmed Tunnel Boring Machine Thames Discovery Programme Thames Estuary Benthic Programme Threshold Effect Levels Transport for London Tideway Fish Risk Model Tower Hamlets Transport for London Road Network tonnes per annum Tree Preservation Order Thames Tunnel Thames Tideway Quality Improvements Thames Tideway Strategic Study 2005 Thames Water Utilities Unitary Development Plan United Kingdom United Kingdom Hydrographic Office Upper Mottled Beds Upnor Formation Urban Waste Water Treatment Directive Urban Waste Water Treatment Regulations Unexploded Ordnance Vibration Dose Value Vauxhall Nine Elms Battersea Opportunity Area Wildlife and Countryside Act Waste Electrical and Electronic Equipment Directive Water Framework Directive Water Industry Act 1991 Waste Resources Action Programme Written Scheme of Investigation
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WWT ZTV ZVI
Wildfowl and Wetlands Trust Zone of Theoretical Visibility Zone of Visual Influence
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Section 1: Introduction
1
1.1.1
Introduction
This volume provides details of background documents related to the project, and describes the need for the project. It summarises the extensive background work and research that has already been undertaken, the Government decision in 2007 to request that Thames Water urgently proceed with a tunnel solution, and the work done since March 2007 to verify and update the Thames Tideway Strategy Study (TTSS). Information on the national, regional and local planning context is also provided. Part 1, Schedule 4, 2009 Environmental Impact Assessment (EIA) requires that the preliminary environmental information includes a description of the development. This volume describes the overall phase two preferred scheme (the preferred scheme) for the project which is the subject of phase two consultation. This is the project that is being environmentally assessed in this report. The plans illustrating the limit of land to be acquired or used (PEIR LLAU) were necessarily provided at a point in time for preliminary environmental assessment. The draft LLAU lines in some other phase two consultation (eg, Book of plans, and the site information papers) material reflects latest design development. The slight differences mentioned above do not have an effect on the assessment set out in this report. The permanent works plans were also necessarily provided at a point in time for preliminary environmental assessment, and the permanent works in other phase two consultation material (eg, Book of plans, and site information papers) reflect latest design development. Given the preliminary nature of this report, more detailed scheme information, including design plans and landscaping plans, will also be presented and assessed in the ES. The project description in Section 6 provides information on: a. main tunnel route b. main tunnel c. connection tunnels d. drive strategy for the tunnels e. tunnel sites f. CSO sites g. construction logistics h. Code of Construction Practice Part A i. j. operational logistics other ancillary works.
1.1.2
1.1.3
1.1.4 1.1.5
1.1.6
1.1.7
1.1.8
Further more detailed information on the proposed development at the construction sites is included in Volumes 7 to 28.
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Section 2: Need for the project
2 2.1
2.1.1
Need for the project Introduction

A full description of the need for the project is provided in the Needs Report, which is available at: http://files.thamestunnelconsultation.co.uk/files/thamestunnel/1-100RG-PNC-00000-900007%20Needs%20Report.pdf
2.1.2
Volume 3, which provides information on strategic and project alternatives, should be read in conjunction with the following project need information.
2.2
2.2.1
Background
Substantial portions of Londons sewerage network were built on the combined principle, whereby a single set of sewers convey foul sewage and rainwater runoff to sewage treatment works (STWs) for treatment, prior to discharge to the Thames Tideway. It is normal practice for combined sewer systems to incorporate overflows in the system, known as combined sewer overflows (CSOs). CSOs allow excess storm flows following rainfall to discharge directly to a water body to reduce flood risk to land and properties. This is the case with much of the London sewer system which, to alleviate flooding, has of necessity been extended over the years and now incorporates 57 CSOs which discharge to the Thames Tideway and lower River Lee. The impact of these discharges only began to be appreciated in the late 1970s when general improvements to sewage treatment improved the background water quality to the point where fish populations were able to re-establish. Operation of these overflows under certain conditions, particularly summer conditions of low river flows and high temperatures, could result in localised deoxygenation and fish deaths. Recognising the causes and impacts of these episodes of poor water quality the Thames Tideway has been the subject of the many studies over a considerable period of time in relation to increasing environmental expectations as well as obligations arising from the interpretation of successive European Directives. Nonetheless, it was clear that a major study would be required and this was endorsed in 2000, leading to the establishment of the Thames Tideway Strategic Study (TTSS). The Steering Group of the TTSS was assembled in early 2001 to: a. co-ordinate the study b. to assess the environmental impact of intermittent discharges of combined storm and foul sewage on the Thames Tideway c. to identify objectives for improvement d. to propose potential solutions, having regard to benefits and costs.
2.2.2
2.2.3
2.2.4
2.2.5
Thames Water, the EA, Department of Food and Rural Affairs (Defra) and the Greater London Authority (GLA) were represented on the
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Steering Group under the independent chairmanship of Professor Chris Binnie. The Water Services Regulation Authority (Ofwat) maintained an observer status. The Steering Group was supported by three working groups focussed respectively on: a. objectives, b. cost-benefits c. 2.2.6 solutions. As part of the TTSS the EA evaluated the 57 CSOs by considering the volume and frequency of the discharges, as well as assessing their impact on river water quality and ecology. These were then categorised and a total of 36 CSOs were identified as being unsatisfactory and therefore requiring control. Of these, 34 discharge directly into the River Thames, and the other two into the River Lee. The remaining 21 CSOs were assessed by the EA as not requiring any action to be taken. Of the two unsatisfactory CSOs discharging into the River Lee one will be addressed by the provision, under a separate scheme, of a 7km long, 7.2m diameter storage tunnel from Abbey Mills Pumping Station to Beckton STW. This is referred to as the Lee Tunnel. A local improvement solution is adequate for the other CSO. West of Acton there are no significant CSOs discharging to the tidal River Thames from the Beckton and Crossness catchments. The majority of the pollution in the Richmond area of the River Thames originates from the CSOs downstream and reaches the area on the incoming tide. While the catchments served by Beckton and Crossness STW to the east have a substantial proportion of combined sewers, the area in the west of London that drains to Mogden STW contains mostly separate sewers for rainwater and sewage. As part of Thames Waters London Tideway Improvements programme significant works are under way at the Mogden STW to increase the capacity of the works and so reduce the frequency of overflow from the storm water storage tanks. Consequently there is no water quality justification, nor legislative driver, to extend the proposed tunnel west of Acton. Following on from the TTSS and an independent review by Jacobs Babtie, further study by Thames Water concluded that, in conjunction with the Thames Tideway Quality Improvements and the Lee Tunnel schemes, a single tunnel option, described as the Thames Tunnel Option 1c, was the preferred solution satisfying both UK policy frameworks and statutory requirements, including European requirements, in a phased programme of works. The study culminated with a policy decision by the responsible Minister, in support of a fulllength storage tunnel. The draft Waste Water National Policy Statement (NPS) specifically cites the Thames Tunnel project, and sets out the issues to be addressed for consideration of the application by the IPC or its successor. The London Plan 2011 supports the project at policy 5.14, as does the Mayors Draft Water Strategy 2009 (Proposal 10). In addition, a
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2.2.7
2.2.8
2.2.9
2.2.10
number of London authority local development framework core strategies also support the project in principle, in accordance with policy 5.14 (E) of the London Plan 2011.
2.3
2.3.1
Legislative requirements
The UK Government is required to meet the requirements of the Urban Waste Water Treatment Directive (UWWTD) and the Water Framework Directive (WFD). Thames Water must meet the requirements of the related UK Urban Waste Water Treatment Regulations (UWWTR) 1994, in respect of collection and treatment of sewage within its area, and the requirements of the Water Environment (WFD) (England and Wales) Regulations, 2003 in respect of aiming to reach good chemical and ecological status in inland and coastal waters by 2015. The impact of the intermittent CSO discharges during wet weather is dependent on river conditions, but it can adversely affect the water quality and amenity of the tidal River Thames in three main ways: a. introducing sewage derived solid material into the river that can give rise to unsightly and offensive conditions both in the river and on the foreshore b. causing a fall in the amount of dissolved oxygen (DO) in the river, which can drop sufficiently low to result in fish death, and other severe effects on the aquatic ecosystem c. introducing pathogenic organisms into the river, which increases the health risks to river users.
2.3.2
2.3.3
The UWWTD has the overall aim of protecting the environment from the adverse effects of urban wastewater discharges and includes the following requirements: a. The design, construction and maintenance of collecting systems shall be undertaken in accordance with the best technical knowledge not entailing excessive costs, notably regarding volume and characteristics of urban waste water; prevention of leaks; and limitation of pollution of receiving waters due to storm water overflows. (Annex 1 A). b. Given that it is not possible in practice to construct collecting systems and treatment plants in a way such that all waste water can be treated during situations such as unusually heavy rainfall, Member States shall decide on measures to limit pollution from storm water overflows. (Footnote to Annex 1(A)). c. Urban waste water entering collecting systems shall before discharge be subject to secondary treatment or an equivalent treatment. (Article 4(1)).
d. Urban waste water treatment plants are designed, constructed, operated and maintained to ensure sufficient performance under all normal local climatic conditions. (Article 10). 2.3.4 The UWWTD recognises that storm overflows will occur under situations such as unusually heavy rainfall.
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Volume 2: Proposed development 2.3.5
Another consideration is the WFD, which requires surface waters to achieve and maintain good status or good ecological potential in the cases of designated heavily modified water bodies such as the tidal River Thames. In 2004 the European Commission (EC) instigated infraction proceedings against the UK in relation to the CSO discharges to the Thames Tideway alleging that the UK was in breach of the UWWTD. The case is now before the European Court with a hearing expected around December 2011, and a decision anticipated next summer (EC Press Release IP/09/1488, 8 October, 2009).
2.3.6
2.4
2.4.1
Government response
On 27 July 2006, Ian Pearson (then Minister of State for Climate Change and the Environment) instructed Thames Water to evaluate two principal tunnel options to tackle Londons CSO discharges. This work culminated in the report entitled Tackling London's Sewer Overflows Thames Tideway Tunnel and Treatment - Option Development: Summary Report, which recommended that a tunnel solution be adopted. Subsequently on 22 March 2007 the Minister announced the UK Governments decision to support the development and implementation of the Thames Tideway Tunnel Storage and Treatment initiative. A Regulatory Impact Assessment was also issued in March 2007. In a written statement to Parliament on 1 March 2010 the then Secretary of State for Environment Food and Rural Affairs Committee (EFRA) (Hilary Benn) announced that he was minded to direct applications for the project to the Infrastructure Planning Commission (IPC). In doing so he set out the case for the project to be a project of national significance which, if not implemented, could cause reputational risk to the UK. The Secretary of State commented that the urgency of the works is increased by the infraction proceedings being pursued against the UK by the EC for an alleged breach of the UWWTD. The succeeding Environment Secretary, Caroline Spelman, issued a written ministerial statement on 7 September 2010 confirming the Coalition Governments support for the construction of the project and declaring that a Thames Tunnel continues to offer (by far) the lowest cost solution to the problem and I believe Thames Water should continue to press forward with this project working with Ofwat, the EA and Defra on the regulatory, commercial and planning processes. Further more detailed information on project need is included in the Thames Tunnel Needs Report, Thames Water, summer 2010, and associated Appendices, available at: http://files.thamestunnelconsultation.co.uk/files/thamestunnel/1-100RG-PNC-00000-900007%20Needs%20Report.pdf
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
The draft Waste Water National Policy Statement (NPS) A framework document for planning decisions on nationally significant wastewater
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infrastructure, Defra, 16 November, 2010 (draft NPS) also addresses project need. It is available at: http://archive.defra.gov.uk/corporate/consult/waste-water/101116wastewaterpolicy-condoc-annex1.pdf 2.4.7 Section 4.2 of the draft NPS notes that the national need for the Thames Tunnel project has been demonstrated, and that appropriate strategic alternatives have been considered and ruled out. On 13 July 2011 the Government began consultation on a draft order under Section 14(3) of the Planning Act 2008, the effect of which would be to designate the project as an NSIP.
2.4.8
2.5
2.5.1
Water quality impacts

Discharges from CSOs contain a mixture of foul sewage, groundwater infiltration and stormwater runoff, and contain pollutants such as suspended and colloidal solids and volatile organic matter that contribute significantly to the organic and chemical oxygen demand in the river. These result in oxygen depletion and nutrient enrichment of the river through London. These conditions are most prevalent during summer months when temperatures are higher and oxygen in the river is more subject to depletion. Water quality is influenced by physical, chemical and biological conditions and is commonly compared to a set of standards against which compliance is assessed. In England and Wales, the EA is the competent authority for quality monitoring. The following parameters are among the most useful and important in assessing quality: a. Biochemical oxygen demand (BOD) - a measure of the amount of biodegradable organic matter in water. It is expressed as the number of milligrams of oxygen required by micro-organisms to oxidise biodegradable organic matter in one litre of water. As the BOD of a water body increases, so does the demand for oxygen, which causes a subsequent depletion in the DO concentration to the detriment of water quality. b. Total ammonia a compound of nitrogen and hydrogen which, at high concentrations, is toxic to freshwater organisms. It is also oxidised by certain bacteria in water causing a depletion of DO. The measurement of ammonia and other inorganic nitrogen compounds is usually referenced to the nitrogen and hence ammonia is often referred to as ammoniacal nitrogen. c. Un-ionised ammonia - a form of ammonia that arises under conditions of high temperature and/or pH (alkaline conditions). This form of ammonia is more toxic to freshwater organisms than other forms of ammonia.
2.5.2
d. DO the amount of oxygen dissolved in water expressed as milligrams of oxygen dissolved in one litre of water. It is influenced by temperature, atmospheric pressure, re-aeration, photosynthesis and the decay of pollutants (as indicated inter alia by ammonia and
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BOD levels). DO concentration decreases with rising temperature and low DO concentrations can result in fish kills. e. Nitrogen and phosphorus these are commonly referred to as nutrients. High concentrations can give rise to eutrophication, the condition where nutrient enrichment supports dense plant populations the decomposition of which kills aquatic life by reducing DO concentrations. 2.5.3 In England and Wales, there are water quality standards that should be met in order to maintain water quality. Whilst those for freshwaters are well-established, and are in many instances statutory, those for estuaries are historically less well-developed. For this reason the TTSS developed a suite of water quality standards applicable to the Thames Estuary. Water quality is influenced by a number of sources, which are outlined in further detail below: a. Continuous discharges typically continuous discharges come from treated effluent from STW, and the quality of the final effluent depends on the nature of the STW. Specifically the BOD, ammonia and phosphate in final effluent are considered to assess the impact on water quality in the receiving watercourse. b. Intermittent discharges this is the discharge of untreated sewage into a watercourse during times of high flow in the sewer system, typically from CSOs or storm tanks at STWs. As the discharges are untreated (although perhaps screened), they may discharge high levels of pollutants into a watercourse which can cause detrimental impacts on water quality, in particular a depletion of DO. c. Diffuse pollution pollution from diffuse sources can include, for example, agricultural runoff, highway runoff, or runoff from contaminated land. Frequently diffuse runoff enters a watercourse without being treated and can add significant pollutant to a watercourse.
Influences on water quality in the Thames Tideway 2.5.4 Prior to any improvements affecting water quality in the Thames Tideway, modelling indicated significant water quality impacts on the Thames Tideway due to a combination of continuous and intermittent discharges. Continuous discharges from the five STWs in the Thames Tideway have been shown to have a significant impact on water quality and resulted in the development of the Thames Tideway Quallity Improvement programme. There are significant intermittent discharges into the Thames Tideway from storm tanks at the STWs and CSO spills. Water quality modelling clearly demonstrated that the pollutant load from both continuous and intermittent discharges caused a fall in DO concentrations that could result in fish mortality. Summer storms in particular have the capacity for an even greater impact, due to low river flows resulting in less dilution of the overflows. Furthermore, the River Thames catchment does not generate large natural river flows and these are further reduced by abstractions from the River Thames upstream of Teddington for use as a potable water
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2.5.5
supply for London. The Thames Tideway does not therefore receive large flows of freshwater from upstream to provide dilution and protection from pollution. As a consequence, there is a very slow net seaward movement of flow causing water to take up to three months to travel along the estuary from Teddington to Southend. 2.5.6 The slow seaward movement of freshwater makes the upper and middle reaches of the Thames Tideway particularly vulnerable to pollution. The tidal effect moves water up to 15km up and down the River Thames on each flood and ebb tide, but on aggregate as little as half a kilometre per day towards the sea. During larger rainfall events, this can create slicks of polluted water and solid material (known as sewage derived litter) to be washed onto the foreshore during the ebb tide.
2.6
2.6.1
The long term effect of doing nothing

The projected spill volumes and spill frequencies for the baseline conditions for the Thames Tunnel (which is with the Thames Tideway Quality Improvements applied to the STWs, and the Lee Tunnel in place), and with population projected to 2021, have been estimated. In essence, these are the conditions that are estimated for 2021 and remain if no further schemes are commissioned and the effects due to population growth or climate change are not considered. With a baseline total annual CSO discharge to the Thames Tideway of about 18 million m3 and the annual number of spills of up to around 50 times in a typical year, this will still not be a sufficient level of CSO control to meet the UWWTD. Unless the Thames Tunnel project proceeds the UK Government would continue to be subject to the imposition of financial penalties if suitable action were not taken. It is not possible to make a reasonable estimate of the size of any fines that might be imposed in relation to the infraction proceedings against the UK government. However, previous cases suggest that fines levied by the Commission will be significant, as the sole purpose is to ensure that Member States comply. To this end, the level of the fine is usually scaled upwards, based on the Member States ability to pay, to a point where it is no longer economically viable to do anything other than comply with the legislation. In terms of the EC, a Reasoned Opinion (European Commission, 10 April, 2006) argues that the UK is failing to fully implement the Directive. There are extant infraction proceedings in respect of insufficient collecting systems and treatment processes. These proceedings are being partly addressed by the improvements and extensions at the London Tideway sewage treatment plants, the construction of the Lee Tunnel and the plans for the Thames Tunnel. The UK is currently considered non-compliant, although it is believed that the Thames Water action plan for implementation of the Thames Tideway schemes (including the Thames Tunnel) would satisfy the Commission. However, the EC announced in a press release dated 8 October 2009 (EC Press Release IP/09/1488), that it has decided to continue with the
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2.6.2
2.6.3
2.6.4
legal process and take the UK to the European Court of Justice on the grounds that urban wastewater collecting systems and treatment facilities in London do not comply with European Union (EU) legislation. This is because it considers that the wastewater collecting system in London is being allowed to spill untreated wastewaters from CSOs too frequently and in excessive quantities. 2.6.5 With the effects of future population changes and climate change (as projected), even if modified by changing patterns in water usage, the doing nothing approach is likely to mean the increased risk of more frequent overflows, more frequent fish kills, continued increased health risks to recreational users, worse litter blight, and adverse impacts on the attractiveness of the water frontage. Climate change can be considered to have two principal impacts on the Thames Tideway: a. On the operation of the sewer system although the predicted reduction in summer rainfall is now not as significant as originally thought, drier periods could cause an increase in pollutant build up which could increase the impacts of the first flush in any overflow from the tunnel. Furthermore, wetter winters could lead to more overflows during winter events. b. On water quality processes in the Thames Tideway water quality modelling has demonstrated that increases in river water temperatures lead to DO depletion due to lower DO saturation and faster reaction rates. Warmer winter temperatures in conjunction with wetter winters could lead to higher overflows from the sewer system and an associated impact on water quality, although the impact of these may be moderated by higher flows. 2.6.7 To support the Lee Tunnel and Beckton STW expansion environmental studies further water quality modelling was undertaken in March 2008. The water quality assessment aimed to assess the effectiveness of the Lee Tunnel and STW improvements in protecting DO levels in the Thames Tideway and the River Lee for the immediate and long term situations. The modelling illustrated that with preceding events included, the Lee Tunnel and STW improvements (the baseline conditions) would result in improved DO levels in the Thames Tideway, but would not result in compliance against the interim DO standards derived as part of the TTSS. Thus the conclusions of the water quality assessment are that the current baseline conditions (ie, those conditions including the Lee Tunnel and London Tideway Improvements) are insufficient to: a. meet water quality objectives b. adapt to the impacts of population growth and climate change.
2.6.6
2.6.8
2.7
2.7.1
Conclusion on need
The need for the Thames Tunnel arises from the objective of the EU UWWTD; to protect the environment from the adverse impacts of
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insufficiently treated wastewater discharges. Wastewater collecting systems in London, in the opinion of the EC, are being allowed to spill untreated wastewaters from CSOs too frequently and in excessive quantities. The Directive, and related UK legislation, accepts that collecting systems and treatment plants may spill water in certain situations, such as emergency shutdowns or unusually heavy rainfall, but in the case of London, the spills are considered by the Commission to be excessive and go beyond what the conditions the legislation provides for. 2.7.2 The EC is taking infraction proceedings because it considers that the current situation of high spill frequencies and large discharge volumes is in breach of the EU UWWTD. The spills also stand to cause breach of the UK UWWTR and to cause the River Thames to be non-compliant with the objectives of the WFD. Wastewater discharges affect the environment in three main ways, which have been considered in developing the specific objectives for the project, namely: a. adverse environmental impacts on the river ecosystems and on fish species in particular b. unacceptable aesthetic issues c. 2.7.4 elevated health risks for recreational users of the Thames. Should nothing be done to address the current situation, with continuing population growth, incremental changes to impermeable areas and projected increases in the intensity of rainfall, the risk of greater spillage to the river, with associated adverse environmental impacts, will increase.
2.7.3
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Section 3: Background documents
3 3.1
3.1.1 3.1.2
Background documents Introduction

A considerable amount of background work has been undertaken in developing the Thames Tunnel project to date. The following provides information on the Thames Water documents that are available on the consultation webpage for the Thames Tunnel and have been important in developing and consulting on the project to date. The consultation webpage is available at: http://www.thamestunnelconsultation.co.uk
3.2
3.2.1
Strategic documents
The following documents are available on the consultation website: a. Thames Tideway Strategic Study Report, February, 2005: This report was undertaken to assess the environmental impact of intermittent discharges of storm sewage on the Thames Tideway, to identify objectives for improvement and to propose potential solutions, having regard to costs and benefits. b. Thames Tideway Strategic Study Supplementary Report, November, 2005: This report comprises further investigation of the proposed long term tunnel solution and of alternative measures, including temporary or interim works and some smaller scale tunnel and/or treatment options. c. Thames Tunnel Site Selection Methodology Paper, May, 2009: This paper provides information about the background and the engineering requirements of the Thames Tunnel project.
1.1.1
The following strategic documents are not on the Thames Tunnel consultation webpage: a. Ofwat Independent review to assess whether there are Economic Partial Solutions to Problems caused by Intermittent Storm Discharges to the Thames Tideway Phase 1, Final Report, February 2006, Ofwat Ref: PROC/01/0021 (note: only available at http://www.thameswater.co.uk/cps/rde/xbcr/corp/ofwat-independantreview.pdf). d. Regulatory Impact Assessment 2007 in which the conclusions of a, above, were rejected. This document is available at: http://archive.defra.gov.uk/corporate/consult/waste-water/101116wastewaterpolicy-condoc-annex2.pdf e. draft NPS for Waste Water: A framework document for planning decisions on nationally significant waste water infrastructure, Defra, November 2010. This document is available at: http://archive.defra.gov.uk/corporate/consult/waste-water/101116wastewaterpolicy-condoc-annex1.pdf)
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Section 3: Background documents
3.3
3.3.1
Phase one consultation documents

The following documents are available on the consultation website: a. Thames Tunnel phase one consultation Site Selection Background Technical Paper, spring 2010: This paper sets out the methods used for assessing potential sites to support the construction of the Thames Tunnel. b. Thames Tunnel phase one consultation Community Consultation Strategy, September 2010; this strategy sets out the intended approach and timetable for consulting all those with an interest in the proposed Thames Tunnel. c. Thames Tunnel phase one consultation Needs Report, summer 2010: This report considers the need for the Thames Tunnel taking into account the Lee Tunnel and the other London Tideway Improvements. The Needs Report included appendices examining the practicality of SUDS and Sewer Separation as alternatives and also looked at the European Experience.
d. Thames Tunnel phase one consultation General Project Information Papers (PIPs) and Site Information Papers (SIPs): These papers provide both general and site specific information about the preferred Thames Tunnel project that was part of the phase one consultation. e. Thames Tunnel phase one consultation Project Overview, summer 2010: This report provides information on the need for the Thames Tunnel, the development of the preferred solution, and the processes and outcomes of the site selection and route optioneering work undertaken.
3.4
3.4.1
Phase two consultation documents

The Guide to phase two consultation provides an overview of all of the documents available.
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Section 4: Strategic planning context
4 4.1
4.1.1
Strategic planning context Introduction

On the basis that the project will become an NSIP, Thames Water will need to submit an applicationto the IPC, or its successor, and will also need to address the policies in the draft, or final, version of the Waste Water NPS (whichever is current at the time of the application). Thames Water will also be considering the regional (Mayor of London) and local planning policies (local authorities). A full assessment of these policies will be provided in the Planning Statement that will accompany the application. The following provides details on the national, regional and local relevant to the Thames Tunnels project.
4.1.2
4.1.3
4.2
4.2.1
National planning context

The draft NPS for waste water was issued for consultation in November 2010. The IPC or its successor body is the decision-maker for applications where an NPS has been designated. Under s104(3) of the 2008 Act, an application must be decided in accordance with any relevant NPS unless an exception applies, eg, where the decision results in the breach of international obligations or where the adverse effects of a proposal outweigh the benefits. Once designated, the waste water NPS will therefore be an important national planning policy document against which the project will be judged by the IPC (or Secretary of State). Even in its current draft form, the NPS is a material consideration for applications. The draft NPS specifically cites the Thames Tunnel project, and sets out the issues to be addressed for consideration of the application by the IPC or its successor. It should be noted that the EFRA Committee of the House of Commons considered the draft NPS and one of its recommendations was to remove project specific references from the main text. However on 5 April 2011 Under Secretary of State for Defra, Lord Henley, indicated in the House of Lords that he doubted if this was appropriate (Column GC299). Section 5 of the draft NPS considers factors for examination and determination of applications. Two notable environmental issues relate to the Habitats Regulations Assessment (HRA) and climate change requirements. A project level HRA screening report will be prepared to accompany the application to confirm whether the project can be implemented without adverse effects upon identified European Sites, as recommended in the Thames Tunnel section of the draft NPS. The draft NPS also advises that the application should set out how the proposal will take account of the projected impacts of climate change. The relevant requirements are described in Section 5.6 of the draft NPS. The project is required to satisfy the decision-maker that the proposals have taken into account potential impacts using the latest UK Climate
4.2.2
4.2.3
4.2.4
4.2.5
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Projections available at the time the ES was prepared. Appropriate mitigation or adaptation measures need to be identified, which should also cover the estimated lifetime of the new infrastructure (Volumes 6, and 7 to 28 have dedicated sections on approach to mitigation, and environmental design already embedded is provided in the draft CoCP (Appendix A). 4.2.6 Section 6 of the draft NPS deals with generic impacts and in a number of cases, such as odour, landscape and visual impacts, sets out specific guidance on the content of the ES. On 13 July 2011 the Government began consultation on a draft order under Section 14(3) of the Planning Act 2008, the effect of which (if made) would be to designate the project as an NSIP. Section 104 (2) of the 2008 Act provides that the IPC, in determining an application, must have regard to any NPS that has effect and to any other matters which it thinks are both important and relevant to its decision. This is likely to include various national planning policies covered in Planning Policy Statements (PPS) or Planning Policy Guidance (PPG) documents, which are therefore a material consideration. National planning policies also provide the policy context from which all regional and local planning policies are designed to flow. These are in the process of being amalgamated into a single National Planning Policy Framework (NPPF), which will supersede the existing PPSs and PPGs. The Government have consulted on a draft NPPF document. If this comes into effect prior to the completion of the ES and it replaces existing policy guidance, then the final ES will be updated accordingly where possible. Another relevant national planning context document for the project is Defras Marine Policy Statement, available at: http://www.defra.gov.uk/environment/marine/protect/planning/ 4.2.10 Other national planning documents of relevance include publications by the Department for Culture Media and Sport (DCMS), Department for Communities and Local Government (DCLG), Defra, English Heritage, Commission for Architecture and the Built Environment (CABE) (now at the Design Council), and the EA. The document on Climate Resilient Infrastructure, which set out UK Governments overarching policy objectives for these areas, also provides important context for the project and is available at: http://www.defra.gov.uk/publications/2011/05/09/climate-resilientinfrastructure/ 4.2.11 It should also be noted that the Localism Bill is currently before Parliament and this proposes some significant changes to the planning system. However if passed the Bill is unlikely to come into force until April 2012 and there is limited scope for this to impact on the ES.
4.2.7
4.2.8
4.2.9
4.3
4.3.1
Regional planning context

At a regional level the London Plan sets out the Mayors spatial planning framework for London, which aims to promote an attractive, well designed and greener city. The London Plan 2011 was published in July 2011.
Page 14
Policy issues affecting the Thames Tunnel include: a. The Thames Tunnel policy b. safeguarded wharves c. energy and sustainability policies.
4.3.3
The London Plan provides support for the Thames Tunnel project through Policy 5.14 which states that the The development of the Thames Tideway Sewer Tunnels to address Londons combined sewer overflows should be supported in principle, and that relevant Boroughs should include policies within their LDFs to support the project in principle. Safeguarded wharves continue to be protected in the London Plan 2011, which affects a number of preferred sites for the project. The Mayors objective to make better use of the Thames in its transport strategy underpins the policy safeguard. With regard to energy and sustainability issues, the draft Plan aims to tackle climate change by reducing Londons carbon dioxide emissions, managing resources more effectively and helping the city to cope with the effects of a changing climate. This is addressed through polices on overheating and cooling, encouraging urban greening including the use of green roofs, the management of flood risk, sustainable drainage, water efficiency and the management of water quality. Local policies contained in LDFs are required to be in general conformity with the London Plan.
4.3.4
4.3.5
4.3.6
4.4
4.4.1
Local planning context Acton Storm Tanks, London Borough of Ealing

The Acton Storm Tanks site is situated in the London Borough (LB) of Ealing, however, the LB of Hammersmith and Fulham administrative boundary is located to the east of the site along Warple Way. The planning context for this site must, therefore, consider the planning policies for both Ealing and Hammersmith and Fulham. The current local statutory development plan for the LB of Ealing comprises the saved policies from the Ealing Unitary Development Plan (UDP), adopted 2004. The Council is working on its Local Development Framework (LDF) documents. The policies from the Ealing Development Strategy Submission Version, July 2011, are also a material consideration due to its advanced stage. The Submission Version was submitted for Examination in Public in July 2011, with adoption scheduled for late 2011. A summary of the LB of Ealing local planning policies and designations relevant to the Acton Storm Thanks site is included in Appendix B. The current local statutory development plan for the LB of Hammersmith and Fulham comprises the saved policies from the Hammersmith and Fulham UDP, adopted 2003. The Council is working on its LDF documents. The policies from the Hammersmith and Fulham Core Strategy Proposed Submission, November 2010, are also a material consideration with significant weight due to its advanced stage. The
4.4.2
4.4.3 4.4.4
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Proposed Submission went to Examination in Public in April 2011, with adoption scheduled for late 2011. 4.4.5 4.4.6 Relevant Hammersmith and Fulham local planning policies and designations applicable to the site are provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Acton Storm Tanks (Volume 7, Section 2).
Hammersmith Pumping Station, London Borough of Hammersmith and Fulham

4.4.7 The current local statutory development plan for the LB of Hammersmith and Fulham comprises the saved policies from the Hammersmith and Fulham UDP, adopted 2003. The Council is working on its LDF documents. The policies from the Hammersmith and Fulham Core Strategy Proposed Submission, November 2010, are also a material consideration with significant weight due to its advanced stage. The Proposed Submission went to Examination in Public in April 2011, with adoption scheduled for late 2011. A summary local planning policies and designations relevant to the Hammersmith Pumping Station site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Hammersmith Pumping Station (Volume 8, Section 2).
4.4.8 4.4.9
Barn Elms, London Borough of Richmond upon Thames

4.4.10 The Barn Elms site is situated in the LB of Richmond upon Thames, however, the LB of Wandsworth administrative boundary is located along Beverley Brook to the south of the site. The planning context for this site must, therefore, consider the planning policies for both Richmond upon Thames and Wandsworth. The current local statutory development plan for the LB of Richmond upon Thames comprises the saved policies from the Richmond upon Thames Core Strategy, adopted April 2009, and the saved policies from the Richmond UDP, adopted 2005. The Council is working on the rest of its LDF documents. The policies from the Hammersmith and Fulham Development Management Plan (DMP) Publication Version, October 2010, are also a material consideration due to its advanced stage. The Publication Version went to Examination in Public in May 2011, with adoption scheduled for late 2011. A summary of the LB of Richmond upon Thames local planning policies and designations relevant to the Barn Elms site is included in Appendix B. The current local statutory development plan for the LB of Wandsworth comprises of the Wandsworth Core Strategy, adopted October 2010, and the saved policed from the Wandsworth UDP, adopted 2003. The Council is working on the rest of its LDF documents. The policies from the Wandsworth Development Management Policies Document Submission Version, May 2011, are also a material consideration due to its advanced
4.4.11
4.4.12 4.4.13
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stage. The Submission Version was submitted for Examination in Public in May 2011, with adoption scheduled for April 2012. 4.4.14 4.4.15 Relevant Wandsworth local planning policies and designations applicable to the site are provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Barn Elms (Volume 9, Section 2).
Putney Bridge Foreshore, London Borough of Wandsworth

4.4.16 The current local statutory development plan for the LB of Wandsworth comprises of the Wandsworth Core Strategy, adopted October 2010, and the saved policies from the Wandsworth Unitary Development Plan, adopted 2003. The Council is working on the rest of its LDF documents. The policies from the Wandsworth DMPD and the Site Specific Allocations Document (SSAD) Submission Versions, May 2011, are also a material consideration due to their advanced stage. These documents were submitted for Examination in Public in May 2011, with adoption scheduled for April 2012. A summary of local planning policies and designations relevant to the Putney Bridge Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Putney Bridge Foreshore (Volume 10, Section 2).
4.4.17 4.4.18
Dormay Street, London Borough of Wandsworth

4.4.19 4.4.20 4.4.21 See para. 4.4.16 for general local planning context information on LB of Wandsworth. A summary of local planning policies and designations relevant to the Dormay Street site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Dormay Street (Volume 11, Section 2).
King Georges Park, London Borough of Wandsworth

4.4.22 4.4.23 4.4.24 See para. 4.4.16 for general local planning context information for the LB of Wandsworth. A summary of local planning policies and designations relevant to the King Georges Park site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for King Georges Park (Volume 12, Section 2).
Carnwath Road Riverside, London Borough of Hammersmith and Fulham

4.4.25 4.4.26 See para. 4.4.7 for general local planning context information for the LB of Hammersmith and Fulham. A summary of local planning policies and designations relevant to the Carnwath Road Riverside site is provided in Appendix B.
Page 17
Further information is also provided in the site context section in the site assessment volume for Carnwath Road Riverside (Volume 13, Section 2).
Falconbrook Pumping Station, London Borough of Wandsworth

4.4.28 4.4.29 4.4.30 See para. 4.4.16 for general local planning context information for the LB of Wandsworth. A summary of local planning policies and designations relevant to the Falconbrook Pumping Station site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Falconbrook Pumping Station (Volume 14, Section 2).
Cremorne Wharf Depot, Royal Borough of Kensington and Chelsea

4.4.31 The current local statutory development plan for the Royal Borough of Kensington and Chelsea comprises the Kensington and Chelsea Core Strategy, adopted December 2010, and the saved policies from the Kensington and Chelsea UDP, adopted 2002. A summary of local planning policies and designations relevant to the Cremorne Wharf Depot site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Cremorne Wharf Depot (Volume 15, Section 2).
4.4.32 4.4.33
Chelsea Embankment Foreshore, Royal Borough of Kensington and Chelsea

4.4.34 4.4.35 4.4.36 See para. 4.4.31 for general local planning context information for the RB of Kensington and Chelsea. A summary of local planning policies and designations relevant to the Chelsea Embankment Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Chelsea Embankment Foreshore (Volume 16, Section 2).
Kirtling Street, London Borough of Wandsworth

4.4.37 4.4.38 4.4.39 See para. 4.4.16 for general local planning context information on LB of Wandsworth. A summary of local planning policies and designations relevant to the Kirtling Street site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Kirtling Street (Volume 17, Section 2).
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Heathwall Pumping Station, London Borough of Wandsworth

4.4.40 4.4.41 4.4.42 See para. 4.4.16 for general local planning context information on LB of Wandsworth. A summary of local planning policies and designations relevant to the Heathwall Pumping Station site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Heathwall Pumping Station (Volume 18, Section 2).
Albert Embankment Foreshore, London Borough of Lambeth

4.4.43 The current local statutory development plan for the LB of Lambeth comprises the Lambeth Core Strategy, adopted January 2011, and saved policies from the Lambeth UDP, adopted 2007. A summary of local planning policies and designations relevant to the Albert Embankment Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Albert Embankment Foreshore (Volume 19, Section 2).
4.4.44 4.4.45
Victoria Embankment Foreshore, City of Westminster

4.4.46 The current local statutory development plan for the City of Westminster comprises the City of Westminster Core Strategy, adopted January 2011, and saved policies from the City of Westminster UD P, adopted 2007. A summary of local planning policies and designations relevant to the Victoria Embankment Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Victoria Embankment Foreshore (Volume 20, Section 2).
4.4.47 4.4.48
Blackfriars Bridge Foreshore, City of London

4.4.49 The current local statutory development plan for the City of London comprises the saved policies from the City of London UDP, adopted 2002. The Council is working on its LDF documents. The policies from the City of London Core Strategy Submission Version, December 2010, are also a material consideration due to its advanced stage. A summary of local planning policies and designations relevant to the Blackfriars Bridge Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Blackfriars Bridge Foreshore (Volume 21, Section 2).
4.4.50 4.4.51
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Chambers Wharf, London Borough of Southwark

4.4.52 The current local statutory development plan for the LB of Southwark comprises of the Southwark Core Strategy, adopted April 2011, and the saved policies from the Southwark Plan, LB Southwarks UDP, adopted 2007. A summary of local planning policies and designations relevant to the Chambers Wharf site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Chambers Wharf (Volume 22, Section 2).
4.4.53 4.4.54
King Edward Memorial Park Foreshore, London Borough of Tower Hamlets

4.4.55 The current local statutory development plan for the LB of Tower Hamlets comprises of the Tower Hamlets Core Strategy, adopted September 2010, and the saved policies from the Tower Hamlets UDP, adopted 1998, and saved policies from the interim planning guidance Core Strategy and Development Control Plan, 2007. A summary of local planning policies and designations relevant to the King Edward Memorial Park Foreshore site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for King Edward Memorial Park Foreshore (Volume 23, Section 2).
4.4.56 4.4.57
Earl Pumping Station, London Borough of Lewisham

4.4.58 The Earl Pumping Station site is situated in the LB of Lewisham, however, the LB of Southwark administrative boundary is located along the sites northern and western boundaries. The planning context for this site must therefore consider the planning policies for both Lewisham and Southwark. The current local statutory development plan for the LB of Lewisham comprises the Lewisham Core Strategy, adopted June 2011, and the saved policies from the Lewisham UDP adopted 2004. A summary of the LB of Lewisham local planning policies and designations relevant to the Earl Pumping Station site is included in Appendix B. The current local statutory development plan for the LB of Southwark comprises the Southwark Core Strategy, adopted April 2011, and the saved policies from the Southwark Plan, LB of Southwarks UDP, adopted 2007. Relevant Southwark local planning policies and designations applicable to the site are provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Earl Pumping Station (Volume 24, Section 2).
4.4.59
4.4.60
4.4.61
4.4.62 4.4.63
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Deptford Church Street, London Borough of Lewisham

4.4.64 4.4.65 4.4.66 See para. 4.4.59 for general local planning context information on LB of Lewisham. A summary of local planning policies and designations relevant to the Deptford Church Street site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Deptford Church Street (Volume 25, Section 2).
Greenwich Pumping Station, London Borough of Greenwich

4.4.67 The current local statutory development plan for the LB of Greenwich comprises the saved policies from the Greenwich UDP adopted 2006. The Council is working on its LDF documents. . A summary of local planning policies and designations relevant to the Greenwich Pumping Station site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Greenwich Pumping Station (Volume 26, Section 2).
4.4.68 4.4.69
Abbey Mills Pumping Station, London Borough of Newham

4.4.70 4.4.71 The current local statutory development plan for the LB of Newham comprises the saved policies from the Newham UDP, adopted 2001. The Council is working on its LDF documents. The policies from the Newham Core Strategy Submission Draft, March 2011, are also a material consideration due to its advanced stage. The Submission Draft was submitted for Examination in Public in March 2011, with adoption scheduled for mid 2012. A summary of local planning policies and designations relevant to the Abbey Mills Pumping Station site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Abbey Mills Pumping Station (Volume 27, Section 2).
4.4.72 4.4.73
Beckton Sewage Treatment Works, London Borough of Newham

4.4.74 4.4.75 4.4.76 See para. 4.4.70 for general local planning context information on LB of Newham. A summary of local planning policies and designations relevant to the Beckton Sewage Treatment Works site is provided in Appendix B. Further information is also provided in the site context section in the site assessment volume for Beckton Sewage Treatment Works (Volume 28, Section 2).
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Section 5: Project description
5 5.1
5.1.1
Project description Introduction

This section presents information that describes the proposed Thames Tunnel development that is the subject of phase two consultation, and covers: a. overview of the phase two preferred scheme b. construction logistics c. code of construction practice (CoCP) d. operational logistics e. construction environmental management and monitoring proposals.
5.1.2 5.1.3
Further information on the tunnel sections of the project is included in the project-wide assessment (Volume 6). Further details on the proposed development at specific sites are included in Volumes 7 to 28.
5.2
5.2.1
Overview of the phase two preferred scheme Overview

The Thames Tunnel comprises a wastewater storage and transfer tunnel from Acton Storm Tanks to Abbey Mills Pumping Station with connection to the Lee Tunnel. The Thames Tunnel controls 34 CSOs along the Thames Tideway. The project comprises three main elements: a. works to build and operate the main tunnel that would provide the majority of the storage capacity and enable transfer of untreated sewage to Beckton STW in east London b. works to control and intercept untreated sewage from the worst polluting CSOs and transfer it into the main tunnel c. connection tunnels would also be required to connect some of the intercepted CSOs to the main tunnel.
5.2.2
During and following storm events, when the sewers are unable to handle extra flow and would otherwise overflow to the river, interception works would divert CSO discharge flows into the tunnel system for storage before transfer for treatment. CSO flows would be diverted by building a series of structures, known as CSO interception works, to divert the flows from existing sewers into the tunnel system. The EA has identified 34 unsatisfactory CSOs that the Thames Tunnel project needs to address. Design development has shown that not all of the 34 CSOs would require their own individual CSO interception works in order for them to be adequately controlled. For some CSOs, it should be possible to use existing sewers and pumping station operation modifications to control their overflows at one of the other CSO
5.2.3
5.2.4
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interception works locations. This has the advantage of reducing the number of CSO sites required. It is envisaged that there would be: a. some CSOs that would be directly controlled by being intercepted, which would only deal with the flows from one CSO b. some CSOs that would be directly controlled by being intercepted, which would also need to deal with the flows from CSOs that would not be directly controlled c. some CSOs where two connections would be needed: one to intercept the flows from the CSO and one to divert some of the flows from another existing sewer. The flows from some other CSOs would be controlled as a result of these double connections so that no modifications would be required at them at all
d. some CSOs that would not be directly controlled through interception, but would be indirectly controlled through modifications to change the operation of the existing sewerage system, including: i ii adjustments to existing pumping stations local in-sewer modifications that allow flows to be passed forward through the existing sewer system to the treatment works, or to be passed to other CSOs that would be intercepted.
5.2.5
Further studies are required to refine the method of flow control for each CSO, but current findings are that 16 CSOs can be indirectly controlled, reducing the number of CSOs needing to be intercepted from 34 to 18. The flows from the 18 CSOs which are to be intercepted would be connected to the main tunnel and forwarded for treatment at Beckton STW via the Lee Tunnel. The flow control proposals for the 34 unsatisfactory CSOs are listed in the table below. Vol 2 Table 5.2.1 Method of flow control for each CSO and CSO site locations
5.2.6
Combined sewer overflow Acton Storm Relief Stamford Brook Storm Relief
Method of overflow control Interception Control measures at other CSOs indirectly controls this CSO Interception and pumping station operation changes at Hammersmith Pumping Station indirectly controls this CSO Interception and pumping station operation changes Interception Interception
CSO interception construction site Acton Storm Tanks No site required
No site required
North West Storm Relief
Hammersmith Pumping Station West Putney Storm Relief Putney Bridge
Hammersmith Pumping Station Barn Elms Putney Bridge Foreshore
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Volume 2: Proposed development Combined sewer overflow Frogmore Storm Relief Bell Lane Creek Frogmore Storm Relief Buckhold Rd Jews Row Wandle Valley Storm Relief* Jews Row Falconbrook Storm Relief* Falconbrook Pumping Station Lots Road Pumping Station Church Street
Section 5: Project description CSO interception construction site Dormay Street
Method of overflow control
Interception
King Georges Park No site required
Modifications already in place so CSO is indirectly controlled Interception Interception
Falconbrook Pumping Station Cremorne Wharf Depot
Controlled indirectly by sewer No site required connection relief works at other CSOs** Controlled indirectly by sewer No site required connection relief works at other CSOs** Controlled indirectly by sewer No site required connection relief works at other CSOs** Interception and additional sewer connection relief** Chelsea Embankment Foreshore
Queen Street Smith Street Main Line Smith Street Storm Relief Ranelagh* Western Pumping Station Heathwall Pumping Station South West Storm Relief Kings Scholars Pond Clapham Storm Relief Brixton Storm Relief Grosvenor Ditch
Controlled indirectly by sewer No site required connection relief works at other CSOs** Interception Interception Heathwall Pumping Station Heathwall Pumping Station
Controlled indirectly by sewer No site required connection relief works at other CSOs** Interception Interception Albert Embankment Foreshore Albert Embankment Foreshore
Controlled indirectly by sewer No site required connection relief works at other CSOs**
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Volume 2: Proposed development Combined sewer overflow Regent Street* Northumberland Street
Section 5: Project description CSO interception construction site Victoria Embankment Foreshore
Method of overflow control Interception and additional sewer connection relief**
Controlled indirectly by sewer No site required connection relief works at other CSOs** Controlled indirectly by sewer No site required connection relief works at other CSOs** Controlled indirectly by sewer No site required connection relief works at other CSOs** Controlled indirectly by sewer No site required connection relief works at other CSOs** Interception and additional sewer connection relief** Pumping station modifications Interception Local modifications Interception Interception Interception and pumping station operation changes Controlled by operation changes at Greenwich Pumping Station and improvements at Crossness STW Blackfriars Bridge Foreshore Shad Thames Pumping Station** King Edward Memorial Park Foreshore Bekesbourne Street** Earl Pumping Station Deptford Church Street Greenwich Pumping Station No site required
Savoy Street
Norfolk Street
Essex Street Fleet Main* Shad Thames Pumping Station* North East Storm Relief Holloway Storm Relief* Earl Pumping Station Deptford Storm Relief Greenwich Pumping Station
Charlton Storm Relief
* These CSOs were planned to be controlled via interception at phase one consultation stage ** The additional sewer connection relief would be connections into the northern Low Level Sewer No.1 at Ranelagh, Regent Street and Fleet Main CSOs.
5.2.7
The main tunnel would be 25km in length with an assumed internal diameter of between approximately 6.5 and 7.2m. The approximate depth of the tunnel would be between 30m in west London and 65m in east London. The Thames Tunnel would pass under the administrative areas of 14 London local authorities. The horizontal alignment of the main tunnel would generally follow the River Thames where possible, because:
5.2.8
Page 25
a. it is an efficient route to connect the CSOs that are located on both the north and south banks of the river b. it would allow the use of the river for construction transport, where practicable and economic c. it would minimise the physical structures that the tunnel would pass beneath, and so minimise the number of third parties affected by the tunnel.
5.2.9
The geology varies across the route. In the west the tunnel would be principally in clay, in the central area between Albert Bridge and Tower Bridge the tunnel would be in mixed material of gravels, sand and silty clay, and at the eastern end the tunnel would be in chalk. These differences in geology, the location of the tunnel drive and reception sites, and the requirement for construction below the water table, influence the selection of construction techniques and machinery. The connection tunnels required to connect the CSOs to the main tunnel would range from 2.6m to 5m in diameter and be constructed at varying depths. Approximately 5.7km of connection tunnels would be required.
5.2.10
5.2.11
Main tunnel route

5.2.12 5.2.13 The main tunnel route alternatives are described in Volume 3 Section 3. The Abbey Mills route was identified as the preferred route at phase one consultation. The report on phase one consultation details the feedback from this consultation phase and concludes that after consultation the Abbey Mills route remains the preferred route. Therefore only the Abbey Mills route was taken forward in the phase two preferred scheme and only this route is reported upon in this document. Further details are provided in the project Development Report. A brief description of the Abbey Mills route is as follows and the route can be seen in Vol 2 Figure 5.2.1. The alignment of this route follows the River Thames between west London and Rotherhithe, but then moves away from the River Thames north-eastwards to terminate at Abbey Mills PS. This route has a depth of 30m in west London, but 65m in east London. The length of the connection tunnels increases east of tunnel divergence away from the River Thames, towards Abbey Mills. The flows from the projects main tunnel would be transferred from Abbey Mills PS to Beckton STW via the Lee Tunnel.
5.2.14 5.2.15
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Volume 2: Proposed development Vol 2 Figure 5.2.1 Thames Tunnel preferred route and sites
Page 27
Main tunnel
5.2.16 The main tunnel would be approximately 25km long, and generally 7.2m in diameter (between Acton Storm Tanks and Carnwath Road Riverside the diameter would be 6.5m), constructed at depths of between 30m and 65m beneath London, broadly following the path of the River Thames from west to east. It would run from Acton Storm Tanks to Abbey Mills Pumping Station in the east with a connection to the Lee Tunnel. The tunnel would capture untreated combined sewage that currently flows directly into the River Thames from CSOs along its route. The tunnel would then transport and store the captured combined sewage from the CSOs. When capacity exists, the stored combined sewage would be pumped out to the Lee Tunnel and passed forward to be treated at Beckton STW. The vertical alignment of the main tunnel is based on a shallow hydraulic gradient and avoiding the other tunnels and facilities under London. The main tunnel, the connection tunnels to Greenwich Pumping Station and King Georges Park CSO sites, and the smaller diameter connection tunnels between CSOs and the Main Tunnel may have a secondary lining, depending on the outcome of ongoing technical investigations. A summary of the main tunnel components between the drive and reception sites, and the CSO interception connections, is provided in the table below. Vol 2 Table 5.2.2 Summary of main tunnel components Site Main tunnel approximate length to next intersection (m) 3030 1660 720 1480 1080 Main tunnel approximate depth below surface (m) 30 33 34 37 42
5.2.17
5.2.18 5.2.19
5.2.20
Acton Storm Tanks Hammersmith Pumping Station* Barn Elms* Putney Bridge Foreshore* Carnwath Road Riverside (drive and reception site only) Falconbrook Pumping Station* Cremorne Wharf Depot Chelsea Embankment Foreshore* Kirtling Street (drive
1150 1940 870 320
40 45 45 48
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Volume 2: Proposed development Site
Section 5: Project description Main tunnel approximate length to next intersection (m) 980 1870 1240 3180 1610 Main tunnel approximate depth below surface (m) 46 47 50 53 57
site only) Heathwall Pumping Station* Albert Embankment Foreshore* Victoria Embankment Foreshore* Blackfriars Bridge Foreshore Chambers Wharf (drive and reception site only) King Edward Memorial Park Abbey Mills Pumping Station (reception site only) Total length and depth range
3900 N/A
60 65
25030
30 to 65
*these sites have short connection tunnels from the site to the main tunnel.
Connection tunnels
5.2.21 There would be two long connection tunnels. These connect five CSO interception works that are some distance away from the main tunnel alignment. The long connection tunnels from King Georges Park to Carnwath Road (the Frogmore connection tunnel) comprises of elements between King Georges Park and Dormay Street, and Dormay Street to Carnwath Road Riverside. Both would be of 2.6m internal diameter, and would be approximately 500m and 600m long, respectively. The long connection tunnel from Greenwich Pumping Station to Chambers Wharf (the Greenwich connection tunnel) would be of 5m diameter, and approximately 4.6km long. It connects Greenwich Pumping Station, Deptford Church Street and Earl Pumping Station to the main tunnel at Chambers Wharf. The CSO interception sites associated with the long connection tunnels, and associated tunnel lengths and depths are provided in the table below.
5.2.22
5.2.23
5.2.24
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Vol 2 Table 5.2.3 Summary of long connection tunnel components Site Connection tunnel approximate length to next intersection (m) Connection tunnel approximate depth below surface (m) 24 20
Frogmore connection tunnel Dormay Street 600 (to Carnwath Road Riverside) King Georges Park 500 (from Dormay Street)
Greenwich connection tunnel Earl Pumping Station 2310 (to Chambers Wharf) Deptford Church Street Greenwich Pumping Station 5.2.25 1850 (to Earl Pumping Station) 400 (to Deptford Church Street)
49 46 44
A series of short connection tunnels are also required to connect CSO interception sites to the main tunnel where those sites are not on the exact alignment of the main tunnel. Further information on connection tunnels is provided in Section 5.3.
5.2.26
Tunnel drive strategy

5.2.27 The main and long connection tunnels drive strategy is shown in Vol 2 Figure 5.3.2. It includes: a. main tunnel driven from Carnwath Road Riverside to Acton Storm Tanks, with 6.5m internal diameter b. main tunnel driven from Kirtling Street to Carnwath Road Riverside with 7.2m internal diameter c. main tunnel driven from Kirtling Street to Chambers Wharf with 7.2m internal diameter
d. main tunnel driven from Chambers Wharf to Abbey Mills Pumping Station with 7.2m internal diameter e. connection tunnel (the Greenwich Connection Tunnel) driven from Greenwich Pumping Station to Chambers Wharf with 5m internal diameter f. connection tunnel (the Frogmore Connection Tunnel) driven from Dormay Street to King Georges Park, and from Dormay Street to Carnwath Road Riverside.
Site types
5.2.28 Two categories of sites are required to construct and operate the Thames Tunnel:
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a. The construction and operation of the main tunnel would require a series of sites (tunnel drive and reception sites). b. The works for interception at existing CSOs and connection to the main tunnel would require a series of sites (CSO sites). Tunnel drive and reception sites 5.2.29 The main tunnel would be constructed using tunnel boring machines (TBMs). A series of main tunnel sites are required to allow the TBMs to start from shafts known as drive shafts, and to be taken out at shafts known as reception shafts. The phase two preferred scheme includes main tunnel sites at five locations: a. Acton Storm Tanks b. Carnwath Road Riverside c. Kirtling Street d. Chambers Wharf e. Abbey Mills Pumping Station. 5.2.31 As the tunnel is excavated, material would be removed from the TBM cutting area and transported out of the tunnel using a conveyor, train or pipeline. At the same time the primary, pre-cast concrete, tunnel lining segments would be installed within the rear of the TBM. The tunnel lining consists of a set of concrete segments that are joined together around the radius of the tunnel and also to the previously assembled lining. The TBM moves forward using hydraulic rams thrusting off this newly assembled tunnel lining. Any voids around the outside of the tunnel lining rings are filled with grout injected from within the tunnel. It may be necessary to add a secondary lining to the tunnel, comprising an additional layer of concrete inside the main tunnel against the face of the primary concrete segment lining. The requirement for a secondary lining will be clarified by future design work. Shafts would be required to enable the TBMs to construct the tunnel at the appropriate depth. Two categories of main tunnel sites needed to be identified in the site selection process, which were: a. main tunnel drive sites (appropriate for drive shafts) b. main tunnel reception sites (appropriate for reception shafts). 5.2.34 The shafts would then be used for access once the tunnel is operational. Main tunnel sites accommodate shaft and tunnel construction activities and vary depending on the type of construction activity, as follows: a. A shaft at a main tunnel drive site would be used to insert and then drive the TBM and hence deals with the excavated material from and primary lining of the main tunnel. It would also provide access for secondary lining should it be required.
5.2.30
5.2.32
5.2.33
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b. A shaft at a main tunnel reception site would be used to remove the TBM from the tunnel at the end of a drive. It would also provide access for secondary lining should it be required. 5.2.35 These sites need to be able to satisfy construction requirements (ie, allow the tunnel to be built) and operational requirements (ie, enable the completed tunnel to be operated and maintained). The site selection process has identified drive and reception sites that are in suitable locations, are of suitable sizes and can be adequately accessed for the construction and operational stages. Both types of main tunnel shafts are anticipated to be up to 25 metres in internal diameter, lined with concrete. A range of different construction methods may be used depending on ground conditions and space constraints. Transport logistics are described in Section 5.3, below. In addition a main tunnel site would be required to accommodate some or all of the following during the temporary construction period: Core activities 5.2.40 The following core activities would be required: a. up to 25m diameter shaft and surrounding working area to construct the shaft and tunnel (30m diameter shaft where shafts receive flows from more than one CSO connection tunnel) b. deliveries of construction materials for shaft excavation, TBM assembly (or removal), tunnelling (drive sites only) and secondary lining (if required) c. storage, treatment and removal of excavated material arising from the shaft excavation (drive and reception sites) and the tunnel excavation (drive sites only)
5.2.36
5.2.37
5.2.38 5.2.39
d. material stockyard for tunnel segments and accessories, including loading/unloading area (double handling would be required if this was not a core activity) (drive sites only) e. cranage of materials within the worksite and into and out of the tunnel shaft f. 5.2.41 secondary lining equipment, materials and resources (if required). Ancillary activities The following ancillary activities would be required: a. where practicable and economic, river access comprising of a wharf/jetty to service barges, loading and unloading facilities for a range of materials, associated materials handling plant and storage areas b. workshops to maintain all the mechanical and electrical plant, large stores for spare parts, stockyard for rails, pipes, grease, foam/flocculants, cable drums, timber, cooling plant, generators, backup equipment and TBM power supply installations
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Volume 2: Proposed development c.
construction offices, welfare facilities and medical facilities
d. parking for construction traffic, which would be kept to a minimum, and also be in accordance with the Green Travel Plan e. incoming and outgoing goods/materials consolidation/marshalling. 5.2.42 The size of main tunnel drive and reception sites required varies largely according to whether it is a drive site or a reception site, or both, but also according to operational requirements, physical constraints and geology, for example. Drive sites would be between approximately 15,500m2 and 22,000m2 in size. Reception sites would be approximately between 15,500m2 and 27,000m2 in size. Similarly, the length of time a main tunnel site would be required for construction purposes would vary depending on whether it is a drive or reception site and the complexity of the site. A drive site would be required for between six and seven years and a reception site for between four and five years. CSO sites 5.2.44 5.2.45 CSO sites must be located close to the existing CSOs, which vary in size and location. Each CSO site must accommodate the permanent structures required for the operation of the system (the interception of the CSOs) and, on a temporary basis, the construction equipment required to create the CSO interception. The figure below illustrates the main features of the interception system. Vol 2 Figure 5.2.2 Isometric view of CSO interception arrangements
5.2.43
5.2.46
5.2.47
The size of a CSO site would vary according to operational requirements, physical constraints and geology, for example, but would generally be
Page 33
within a range of approximately 1,800m2 to 12,980m2. Similarly, the length of time a CSO site would be required for construction purposes would vary depending on the complexity of the site but would generally be between one and four years. 5.2.48 Further details on the size of the various CSO sites, including site layouts, and the anticipated length of construction works, are included in the site assessment volumes (Volumes 7-28). During the temporary construction period the CSO site would be likely to accommodate the following in addition to the main features identified above: a. primary crane and secondary crane b. generator, compressor and diesel tank c. pipe-jack machine control cabin pipe store, slurry pipe store and bentonite shed (if the site is a pipe-jack drive site)
5.2.49
d. concrete segment store and excavated material handling/storage area for the connection tunnel construction (if the site is to be used as connection tunnel drive site) e. construction traffic parking, offices and welfare facilities and workshop. 5.2.50 Transport logistics are discussed in Section 5.3, below.
Construction sites
5.2.51 There are five main tunnel drive and reception sites. Two of these are reception sites, one is just a drive site, and two are both drive and reception sites). Main tunnel drive and reception sites 5.2.52 The three main tunnel drive sites (two of these are also reception sites) included in the phase two preferred scheme are shown in Vol 2 Table 5.2.4. The four main tunnel reception sites (two of these are also drive sites) included in the phase two preferred scheme are also shown in Vol 2 Table 5.2.4. The typical layout of a drive site is provided in the figure below.
5.2.53
5.2.54
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Vol 2 Figure 5.2.3 Typical layout of a main tunnel drive site
5.2.55
The connection tunnel sites included in the phase two preferred scheme are shown in Vol 2 Table 5.2.5. CSO sites The 17 CSO interception sites included in the phase two preferred scheme are also shown in Vol 2 Table 5.2.5. Six of these sites are foreshore sites, and the remaining 11 are inland sites. The typical layouts of foreshore and inland CSO sites are provided in the figures below.
5.2.56
5.2.57
Page 35
Vol 2 Figure 5.2.4 Typical layout of a foreshore CSO site
Vol 2 Figure 5.2.5 Typical layout of an inland CSO site
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Volume 2: Proposed development Vol 2 Table 5.2.4 Summary of main tunnel drive and reception sites Existing uses Proposed uses Indicative maximum site working area size m2 25600
Local authority
Preferred site
LB of Ealing
Acton Storm Tanks
Open space, forming part of the landscaped area at the southernmost tip of an existing Thames Water pumping station site
Main tunnel single reception from Hammersmith Pumping Station and CSO interception site Main tunnel single drive to Acton and single reception from Kirtling Street, and connection tunnel reception site from Barn Elms Main tunnel double drive to Chelsea Embankment Foreshore and Heathwall Pumping Station Main tunnel single drive to Abbey Mills, and single reception from Blackfriars Foreshore, and connection tunnel reception from Earl
LB of Hammersmith and Fulham
Carnwath Road Riverside
Adjacent to the River Thames , incorporating Hurlingham Wharf, which is currently vacant, as well as Whiffin Wharf to the west and the Carnwath Road Industrial Estate to the east, which contains of a number of two storey industrial and warehouse units. Adjacent to the River Thames, and situated across three parcels of land currently occupied by industrial warehousing, a depot, former petrol filling station and office buildings within the Nine Elms Industrial Area. A brownfield site, being a cleared redevelopment site, south of the River Thames. Bounded to the west by the side of Luna House and Axis Court residential apartment blocks.
15900
LB of Wandsworth
Kirtling Street
21700
LB of Southwark
Chambers Wharf
19500
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Volume 2: Proposed development Existing uses Proposed uses Indicative maximum site working area size m2 26800
Local authority
Preferred site
Pumping Station. To the south of the Abbey Mills Pumping Station within existing Thames Water site, flanked by watercourses Main tunnel single reception site
LB of Newham
Abbey Mills Pumping Station
Vol 2 Table 5.2.5 Summary of connection tunnel and CSO interception sites Existing uses Proposed uses Indicative maximum site working area size m2 25600
Local authority
Preferred site
LB of Ealing
Acton Storm Tanks
Open space, forming part of the landscaped area at the southernmost tip of an existing Thames Water pumping station site
Main tunnel single reception shaft and CSO interception site
LB of Hammersmith and Fulham
36000
LB of Richmond
CSO interception and connection tunnel drive site CSO interception and connection tunnel drive site CSO interception and connection tunnel drive site CSO interception and connection tunnel
8200
LB of Wandsworth
Hammersmith Hard surfaced areas, vegetation and a Thames Water pumping station Pumping Station Closely-mown amenity grassland for use as sport Barn Elms pitches within the Barn Elms School Sports Centre, with strips of semi-mature trees along the south-western and eastern boundaries The River Thames foreshore, approximately 80m Putney to the west side of Putney Bridge Bridge Foreshore The site forms part of the Frogmore Complex, an industrial estate comprising various industrial
3300
LB of Wandsworth
Dormay Street
4500
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Volume 2: Proposed development Existing uses Proposed uses Indicative maximum site working area size m2
Local authority
Preferred site
drive to
LB of Wandsworth Predominantly within the grounds of an existing Thames Water pumping station. A proportion of the site is occupied by a disused toilet block superstructure. The site is on an existing waste transfer depot which will be partially demolished. The River Thames foreshore, to the west of Chelsea Bridge
King Georges Park
units with associated loading/unloading areas and car parking. The site is presently occupied by a specialist demolition and civil engineering contractor. The site is bound by Bell Lane Creek to north. Occupies the northern tip of King Georges Park, adjacent to the entrance from Buckhold Road (A218) at the junction with Neville Gill Close CSO interception and connection tunnel reception site CSO interception and connection tunnel drive site CSO interception site on line of main tunnel CSO interception and connection tunnel drive site CSO interception and connection tunnel drive site CSO interception and connection tunnel drive site 1800 2100
LB of Wandsworth
Falconbrook Pumping Station
RB of Kensington and Chelsea
Cremorne Wharf Depot
4,200
RB of Kensington and Chelsea
Chelsea Embankment Foreshore
7700
LB of Wandsworth
Heathwall Pumping Station
2800
LB of Lambeth
Albert Embankment Foreshore
The site consists of the existing Thames Water Heathwall Pumping Station and the adjacent plot, Middle Wharf that was a ready mix concrete depot but is currently unoccupied. The River Thames foreshore, close to Albert Embankment and to the east of Vauxhall Bridge. The site is bounded to the east by a high-rise
6400
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Volume 2: Proposed development Existing uses Proposed uses Indicative maximum site working area size m2
Local authority
Preferred site
City of Westminster CSO interception site on line of main tunnel
Victoria Embankment Foreshore
office building. The SIS building is to south of the site. The River Thames foreshore, to the south of CSO interception and Hungerford Bridge. The site is in an area heavily connection tunnel used by pedestrians and tourists. drive site 4200 13000
City of London
Blackfriars Bridge Foreshore
LB of Tower Hamlets
King Edward Memorial Park Foreshore
CSO interception site on line of main tunnel
11400
LB of Lewisham
Earl Pumping Station
The River Thames foreshore, directly under and to the west of the Blackfriars road bridge. Blackfriars Millennium Pier and the northern part of the Blackfriars Underpass are also within the site. The River Thames foreshore, directly south of and adjoining King Edward Memorial Park, a well maintained recreational area containing large grassed areas with pedestrian paths, tennis courts, bowling greens, a childrens play area, a bandstand, and large paved seating areas along the Thames Path. Thames Water pumping station, and adjacent commercial and industrial warehouse buildings, including a two-storey office building.
CSO interception site on line of main tunnel CSO interception site on line of main tunnel CSO interception and connection tunnel drive site
4800
LB of Lewisham
4000
LB of Greenwich
Deptford Open public space, located approximately 1km Church Street south of the River Thames, and 300m west of Deptford Creek. A Thames Water pumping station and Greenwich surrounding land. Pumping Station
11400
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Volume 2: Proposed development Beckton Sewage Treatment Works 5.2.58 5.2.59
The main tunnel would transfer flows from the intercepted CSOs to Beckton STW, in the LB of Newham, via the Lee Tunnel. The permanent works at Beckton STW would include installation of two pumps, installation of a flow transfer pipeline to the inlet works, two shafts and a siphon tunnel. A detailed description of the works proposed at this site is provided in Volume 28 Section2.
5.2.60
Permanent works
Sites 5.2.61 At this stage it is anticipated that the following permanent infrastructure would be required at the main drive and reception sitestunnel sites: a. an air extraction/intake building that would include a ventilation column approximately 15m high (only at Acton Storm Tanks and Carnwath Road Riverside only) b. a passive ventilation system incorporating a high pressure outlet and vent box 4m high (below ground) c. a means of access and space adjacent to the shaft footprint to accommodate mobile cranes for moving people and materials required for inspections and maintenance
d. shaft access points, which would generally be at or close to existing ground level. CSO sites 5.2.62 It is anticipated that the following permanent infrastructure would be required at CSO sites to operate the system: a. an active ventilation column, approximately 10m high (only at Acton, Greenwich and Abbey Mills/Beckton STW) b. a passive ventilation system incorporating a high pressure outlet and vent box 4m high (below ground) c. a CSO interception chamber finished at or close to ground level d. a drop shaft and possibly valve chambers, mainly finished at ground level, although some may be finished slightly above ground level e. a means of access and space adjacent to any shaft that provides an access point to accommodate mobile cranes for moving people and materials required for inspections and maintenance f. a kiosk structure to house control equipment
Architectural and landscaping works

5.2.63 Permanent restoration of the temporary construction sites would be provided, comprising levelling, infilling and making good, and landscaping works to incorporate maintenance vehicle hard standing and access to chamber covers.
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The architectural and landscaping works would include: a. finishes to building and equipment b. architectural and in-river features c. surface pavements, roads and drainage d. tree and other planting e. reinstatement of grassed areas f. street furniture and fencing including handrails.
Pumping requirements
5.2.65 Information on pumping requirements is provided in Section 5.6.
Likely operating regime

5.2.66 There would be no requirements for operational personnel to actively operate the interception and storage aspects of the system, but periodic access for maintenance and inspection would be necessary (see Section 5.5 for further details on the proposed operational logistics). It is anticipated that this would include: a. tunnel, connection tunnel and shaft inspections once every ten years b. potential shaft surveillance via remote controlled video cameras c. CSO flow control chamber inspections twice every year d. equipment inspections (eg, hydraulic lifting plant, penstocks, air flow and odour control) once every six months. Such equipment would be located in chambers or connection culverts and not deep drop shafts.
Residual overflows during operation

5.2.67 Penstocks would close when water levels in the tunnel are about to reach the crown. When they close any residual flow would be diverted to the River Thames as a CSO discharge. As the tunnel system in most instances would have captured the potential discharges at all but a few of the intercepted CSOs the residual flow would be minimal. The tunnel system is anticipated to capture 95% of the CSO discharges (see Section 5.6 for further information).
Proposed construction programme

5.2.68 For the purposes of the preliminary assessment the working assumption is that construction would start in early 2015, and be completed by 2022. This assumption will be reviewed and any changes included in the ES. It has also been assumed that there would be simultaneous construction activity within the tunnel and at several sites at any given time over this period.
Proposed maintenance programme

5.2.69 5.2.70 The main tunnel would have maintenance visits at ten year intervals. The 10-yearly tunnel maintenance would entail two mobile cranes and a specialised vehicle to allow efficient inspection and any necessary
Page 42
maintenance works within the tunnel. It is anticipated that these maintenance periods would be of approximately two to three weeks duration at each main tunnel site. 5.2.71 During the maintenance periods there would be a requirement for access to the main tunnel shafts, small scale lighting and other equipment such as generators, and air blowers. During the maintenance period, penstocks to the tunnel would be closed off with the result that overflows could occur if rainfall events occur at the same time. Further information is provided in Section 5.5.
5.2.72
5.2.73
Operational lighting
5.2.74 The potential requirement for lighting, for example for Health and Safety or for design purposes, will be determined as part of the ongoing design development.
Decommissioning
5.2.75 The design life of the infrastructure for the project is estimated to be 120 years. As a result decommissioning of the project infrastructure is not anticipated. Certain components may require replacement/renewal as part of a planned maintenance regime, but no demolition is anticipated. The steelwork in the ventilation buildings would be designed for the 120 years but other internal elements may require replacement. The external architectural cladding may need to be refreshed.
5.2.76
5.3
5.3.1
Construction logistics Introduction

The proposals outlined below reflect the current view on the anticipated construction logistics for the project. The proposals may also be influenced by comments received during phase two consultation, publicity of the proposed application, and ongoing design work. The following construction logistic areas are summarised below: a. tunnel construction b. CSO shaft construction c. excavated material removal d. construction material supplies e. provision of utility services to sites f. working hours.
5.3.2
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Tunnel construction
General 5.3.3 The preferred main tunnel route is approximately 25 km long and runs from Acton Storm Tanks to join the Lee Tunnel at Abbey Mills Pumping Station (Vol 2 Figure 5.2.1) The tunnel internal diameter is 6.5m between Acton Storm Tanks and Carnwath Road Riverside, and 7.2m from there to the Abbey Mills connection. The tunnel construction and drive strategy has been determined based on a number of engineering, planning, environment, community and property considerations, alongside the application of a comprehensive site selection process. Selection of the tunnel drive sites and drive direction included considerations of: a. availability of worksites with adequate area to support a main tunnel drive and suitable access b. tunnel drive lengths and risk of TBM failure is minimised c. 5.3.6 ability to select TBM types to match the assessed ground conditions d. proximity to river. TBMs would be launched at drive sites, and retrieved at reception sites. The sites are required for tunnelling activities associated with both the main tunnel and the larger connecting tunnels. The main tunnel drive sites would be major construction sites used to insert and then drive the TBM, deal with the excavated material from driving the Thames Tunnel, and receive concrete segments ready for the primary lining of the main tunnel. Two types of TBM would be used; a slurry TBM for tunnelling through the Chalk (Chambers Wharf to Abbey Mills), and an earth pressure balance (EPB) TBM for tunnelling through the London Clay and, the Lambeth Group and Thanet Sand Formation (between Chambers Wharf and Acton Storm Tanks). A TBM is used to build the main and connection tunnels from the drive sites to the reception sites. Concrete tunnel segments (precast concrete units that are bolted together to build the circular tunnel) are lowered into the shaft by a crane and delivered by a train within the tunnel to the TBM. The TBM then puts them into place to form the walls of the tunnel. Excavated material is taken out of the tunnel by conveyor or pipeline (see below).
5.3.4
5.3.5
5.3.7
5.3.8
5.3.9
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Vol 2 Figure 5.3.1 The elements of constructing a tunnel using a TBM
Main tunnel 5.3.10 The main tunnel drives are summarised in the figure and table below (lengths and diameters are approximate). The current main tunnel drive strategy has a total of four TBMs.
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Volume 2: Proposed development Vol 2 Figure 5.3.2 Main tunnel drive summary
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Vol 2 Table 5.3.1 Main tunnel drives summary Drive From To Length Internal diameter 6.5m TBM type EPBM Main ground type London Clay London Clay Lambeth, Thanet, Chalk Chalk
MT01
Carnwath Road Riverside Kirtling Street Kirtling Street Chambers Wharf
Acton Storm Tanks Carnwath Road Riverside Chambers Wharf Abbey Mills Total
6890m
MT02
5040m
7.2m
EPBM
MT03
7580m
7.2m
EPBM
MT04
5520m 25030m
7.2m
Slurry
Long connection tunnels 5.3.11 There are a number of connections to the main tunnel, and a local tunnel at Beckton STW. These tunnels are sufficiently long to be driven by TBM. These tunnels are summarised in Vol 2 Table 5.3.2 (lengths and diameters are approximate). The Frogmore Tunnel conveys flows from King Georges Park and Dormay Street to the main tunnel at Carnwath Road Riverside. It would be constructed using a single TBM in two sequential drives from Dormay Street. The Greenwich Tunnel connects flows from Greenwich Pumping Station, Deptford Church Street and Earl Pumping Station to the main tunnel at Chambers Wharf. Vol 2 Table 5.3.2 Long connection tunnel drive length summary Fro m To Le n g th In te rn a l d ia m e te r TBM typ e Ma in g ro u n d typ e
5.3.12
5.3.13
Frogmore connection tunnel Dormay Street Dormay Street King George Park Carnwath Road Riverside 500m 600m 2.6m 2.6m EPBM/ London SHIELD Clay EPBM London Clay
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Volume 2: Proposed development Fro m To Le n g th
Section 5: Project description In te rn a l d ia m e te r TBM typ e Ma in g ro u n d typ e
Greenwich connection tunnel Greenwich Chambers Wharf Outlet Total Short connection tunnels 5.3.14 The CSO drop shafts are connected to the main tunnel by connection tunnels. The construction methods would depend on the selected contractor preference and ground conditions, and are anticipated to include the use of sprayed concrete linings (SCL), and pipe jacking with either slurry or Earth Pressure Balance Micro-tunnelling (EPBM) TBMs. The table below provides a summary of the short tunnel connections (lengths and diameters are approximate). Vol 2 Table 5.3.3 Short connection tunnels summary From Hammersmith PS Barn Elms Putney Bridge Falconbrook PS Cremorne Wharf Depot Chelsea Embankment Heathwall PS Albert Embankment Victoria Embankment To Main tunnel Main tunnel Main tunnel Main tunnel Main tunnel Main tunnel Main tunnel Main tunnel Length 320m 210m 50m 250m 180m 80m 20m 60m Internal diameter 4.0m 2.2m 2.2m 3.2m 3.0m 3.6m 4.0m 3.2m Method Main round type 4560m 5.0m Slurry Chalk
Beckton siphon tunnel Inlet 720m 6380m 2.8m EPBM Lambeth
SCL/TBM London Clay SCL/TBM London Clay SCL/TBM London Clay SCL/TBM London Clay SCL/TBM London Clay SCL/TBM London Clay SCL/TBM Lambeth Group Pipe jack Lambeth or Group SCL/TBM Pipe jack Lambeth or Group SCL/TBM
Main tunnel
60m
3.0m
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Volume 2: Proposed development From To Length 30m Internal diameter 0.8m
Section 5: Project description Method Main round type
Beckton siphon drain out tunnels (2no.) at Beckton STW Total 5.3.15
Pipe jack Lambeth or Group SCL/TBM
1260m
The connection tunnels would be driven from the CSO shaft. The connection with the main tunnel would then be undertaken after the TBM passage and requires temporary propping. The main tunnel lining would be designed to enable the opening to be formed and may include a special lining opening set.
CSO sites construction activities

General 5.3.16 There are 17 sites along the length of the Thames Tunnel that have direct CSO connection construction sites. The main site logistics in constructing these works are detailed in the following sections. Foreshore cofferdam works 5.3.17 The cofferdam works includes the following construction plant and materials: a. river based construction plant including jack up barges b. steel sheet piling and installation plant c. import of temporary and permanent cofferdam fill material d. export of temporary cofferdam fill material e. compaction of fill materials f. seepage water pumps and settlement tanks g. campsheds. Shaft construction 5.3.18 The shaft construction methods depend on the ground conditions, available site area, contractors experience and available equipment. The methods include: a. precast concrete shaft linings by caisson or underpinning b. sprayed concrete linings(SCL) c. 5.3.19 secant pile/diaphragm walls d. steel piles within the superficial deposits at the surface. Silent piling techniques would be used at several sites, depending on site locations and ground conditions. These sites include the foreshore sites at Putney Bridge, Chelsea, Albert Embankment, Blackfriars and King Edward Memorial Park, and Heathwall. Materials to be brought to the CSO sites for shaft construction include:
5.3.20
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Volume 2: Proposed development a. site offices and welfare facilities b. precast concrete shaft linings c.
concrete materials for sprayed concrete linings
d. bentonite for diaphragm wall construction e. concrete and steel reinforcement for base slab, permanent shaft linings, internal structures and roof slab. 5.3.21 Plant to be used includes: a. crawler and mobile cranes b. tracked excavators and material loaders c. caisson jacking equipment d. seepage water pumps and settlement tanks e. generators. air compressors, ventilation equipment, etc f. 5.3.22 bentonite storage, mixing, and separation plant for diaphragm walling. Interception works The interception works would include the following elements: a. Interception chambers on the existing outfalls or chambers, some of these are outside of the main hoarded site areas. These would typically be reinforced concrete structures. b. Connection culverts between the interception chambers and the CSO drop shaft. These would be reinforced concrete cut and cover structures or shallow tunnels by pipe jacking or other tunnel methods. The culverts include deeper vortex acceleration structures at the shaft. c. 5.3.23 Valve chambers containing motorised penstocks and flap valves. d. Shafts to drop flows into the main tunnel. The construction methods include sheet piled or secant pile support, internal excavation and propping, steel reinforcement installation, formwork and falsework, concreting and backfilling. Materials to be brought to the CSO sites for interception works include: a. sheet piles and propping for excavation support b. formwork and falsework for concrete works c. 5.3.25 steel reinforcement d. concrete and steel reinforcement. Plant to be used includes: a. crawler and mobile cranes b. tower cranes for potential use on sites with large interception works such as Blackfriars Foreshore c. tracked excavators for excavation and handling sheet piles and equipment.
5.3.24
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Volume 2: Proposed development River wall works 5.3.26
The new river walls will require excavation within the cofferdam and construction of reinforced concrete wall structures. Required plant and materials are similar to the interception works. The wall may require specialist facing materials including granite masonry and precast panels. Sections of the existing river walls may require strengthening for new loads or structures. Permanent infrastructure works The building, mechanical, electrical, instrumentation, control and automation (MEICA) works would include: a. construction of ventilation buildings at required sites b. installation of control kiosks and equipment c. installation of ventilation stacks d. installation of penstocks and flap valves.
5.3.27
5.3.28
Excavated material removal

Introduction 5.3.29 The construction of the main tunnels, long and short connection tunnels, CSO and main tunnel shafts, interception chambers, culverts and other structures would generate approximately 2.5Mm3 of undisturbed excavated material. Excavated material amounts anticipated at each site are provided in Vol 2 Table 5.3.4. Also, Vol 2 Figure 5.3.3 indicates the proportion of differing strata that will be removed at each site. Preliminary proposals regarding the management of excavated material (reuse/disposal) are provided in the draft waste management strategy document (see Appendix C). The excavated material generally would need to be removed from the construction sites as it would be impractical to reuse all the material on most sites. The opportunity to use the material at Acton Storm Tanks site to fill the redundant tanks will be assessed. Other opportunities for reuse such as use as cofferdam infill will be assessed subject to contractor construction programmes. Vol 2 Table 5.3.1, Vol 2 Table 5.3.2 and Vol 2 Table 5.3.3, above, outline the strata and excavation method proposed for the main tunnel, and long and short connection tunnels. The phase two consultation logistics strategy is a mixed road and river strategy for the delivery and export of construction materials, which is being used for the assessment to be presented at phase two consultation. This is still developing, and given the need to fix a strategy for the preliminary assessment at an earlier point in time there may be differences between the logistics strategy presented here and that included in the transport project information paper. Further information on the phase two consultation logistics strategy is provided in Vol 2 Table 5.3.5.
5.3.30
5.3.31
5.3.32
5.3.33
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The environmental sensitivities of the alternative scenarios have been considered (the method for this is detailed in Volume 5 Section 11. The preliminary outcomes of the assessments are provided where necessary in the site assessment volumes (Volumes 7 to 28, Section 12).
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Vol 2 Table 5.3.4 Excavated quantities by strata type at construction sites (m3 )
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Vol 2 Figure 5.3.3 Excavated material by strata
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Volume 2: Proposed development Vol 2 Table 5.3.5 Phase two consultation logistics strategy
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Volume 2: Proposed development Main tunnel sites 5.3.35
The three main tunnel drive sites (Carnwath Road Riverside, Kirtling Street and Chambers Wharf) would account for approximately 70% of the excavated material generated during the construction of the project (approximately 1.75Mm3). The excavated material from these main sites would be removed by river unless the Contractor has identified a suitable beneficial reuse location that is accessible by road. There will be certain materials that would be taken by road including materials excavated prior to the construction of river facilities including demolition, some shaft excavation material and smaller quantities of material that may require segregation for practicality or contamination reasons. Road transport would also be required if the use of the river was prevented for any period, for example, due to extreme weather conditions or police/security incidents. On unrestricted sites (eg, where there is no space/other constraint, such as for Thames Water sites) a minimum three day contingency storage area would be allowed for excavated material to reduce the impact of such an eventuality. It is anticipated that 90% of excavated materials would be removed by river. To facilitate the use of the river access additional facilities would be required including: a. upgraded wharf frontage or river jetties depending on the location b. campsheds - a level secure area under a barge mooring location for the barge to rest on at low tide periods, reducing the risk of uneven loading of the barge and the risk of suction under a loaded barge c. loading equipment in the form of conveyors and other handling equipment
5.3.36
5.3.37
5.3.38
d. potential local dredging to facilitate barge movements to loading location; e. mooring points to marshal barges waiting for suitable tidal periods for movements f. 5.3.39 mooring aids such as fenders and dolphins g. navigational aids such as lights, signage and buoys. For excavated material removal by river, to maintain adequate tunnel production rates and to optimise site areas, loading and transportation of barges would be required on a continuous basis, 24 hours a day, and seven days a week. Foreshore CSO sites 5.3.40 There would be seven sites directly within the foreshore Putney Bridge, Chelsea Embankment, Victoria Embankment, Heathwall, Albert Embankment, Blackfriars Bridge and King Edward Memorial Park. The site at Cremorne Wharf Depot is on Cremorne Wharf and has an existing river wall and derelict campsheds. Where practicable and economic to
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bring these facilities back into use then excavated material would be removed by river from this site. 5.3.41 The excavated material from these seven CSO Foreshore sites, and Cremorne Wharf Depot, would be removed by river unless the Contractor has identified a suitable beneficial reuse location that is accessible by road. The excavated material includes the removal of the temporary cofferdam infill material. These CSO foreshore sites would produce approximately 14% of the total volume of excavated material generated (approximately 350,000m3). At these sites wharfage would be formed by construction of the cofferdam. Fendering and campsheds would be provided as required to facilitate river use. The excavated material from these CSO Foreshore sites would be removed by river unless the Contractor has identified a suitable beneficial reuse location that is accessible by road. The excavated material includes the removal of the temporary cofferdam infill material. The use of road to remove material would be required for periods where river transport is prevented and for certain quantities of material types that may require segregation for practicality or contamination reasons. The CSO sites would have restricted site areas with limited storage available. It is anticipated that 90% of excavated materials from foreshore CSO sites would be removed by river. Other CSO sites 5.3.47 The other 11 sites that would not be in the foreshore (Acton Storm Tanks,, Hammersmith Pumping Station, Barn Elms, Dormay Street, King Georges Park, Falconbrook, Earl Pumping Station, Deptford Church Street, Greenwich Pumping Station, Abbey Mills Pumping Station and Beckton Sewage Treatment Plant) are not considered suitable for river transportation and all excavated material would be removed by road. Site specific issues include: a. Abbey Mills would not be considered as practical for river usage due to difficulties in providing wharfage, the extent of potential dredging required, navigation constraints around access to Three Mills lock and potential contamination. The site would be a main tunnel reception shaft and so the number of vehicle movements is low compared to a drive sites. b. Greenwich would not be considered as practical for river transportation due to Deptford Creek tidal window limitations and the restrictions imposed by the railway and footbridges limiting the size of barges able to access the site. This will be kept under review. c. Hammersmith would not practical due to the potential interaction with, and impact on, the proposed residential development there.
5.3.42 5.3.43
5.3.44
5.3.45 5.3.46
5.3.48
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d. Beckton STW construction activities are small compared to the other sites and it is considered not be practical or cost effective to remove by river. 5.3.49 These sites would produce approximately 13% of the total excavated material generated (approximately 325,000 m3), of which the long connection tunnel works at Greenwich Pumping Station would be approximately 7% of the total project volume (approximately 175,000 m3).
Material supplies
Introduction 5.3.50 The materials to be delivered to site would vary from site to site (see Vol 2 Figure 5.3.4), but would include: a. precast concrete shaft and tunnel linings b. bulk cofferdam fill c. ready mixed concrete d. bulk aggregates e. cement and bentonite f. reinforcement g. TBM consumables h. plant i. office supplies.
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Vol 2 Figure 5.3.4 Indicative material deliveries by type to construction sites
5.3.51
Anticipated project material deliveries are summarised in the figure below.
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Vol 2 Figure 5.3.5 Summary of material deliveries
Main tunnel sites 5.3.52 5.3.53 It is anticipated that the cofferdam fill material at Chambers Wharf would be brought in by river. There are other opportunities for materials to be delivered by river at the Chambers Wharf and Carnwath Road sites that have wharf facilities for excavated materials removal. These would be determined by the package Contractors and could include fabricated reinforcement cages for diaphragm walls, and bulk aggregates (sand and gravel) for site batched concrete. The site layout at Kirtling Street would be constrained by the available river frontage, navigational access to the adjacent Cemex facility at Cringle Dock, and the existing Nine Elms Pier. It would not therefore be
5.3.54
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practical to install facilities for materials delivery by river in addition to the excavated material removal facilities. 5.3.55 To facilitate these deliveries material handling facilities would need to be installed on site. These would include provision of craneage and a clamshell grab for unloading bulk aggregates. All other materials would be delivered by road. Foreshore CSO sites 5.3.57 It is anticipated that cofferdam fill materials would be delivered to the foreshore CSO sites by river where required. All other materials would be delivered by road. To facilitate these deliveries by river material handling facilities would need to be installed on site. These would include the provision of a clamshell grab or long reach excavator. If suitable facilities are put in place for excavated material removal and cofferdam materials there is potential for contractors to deliver other materials (other than cofferdam fill) by river. Other CSO sites 5.3.60 Delivery of all materials to these sites will be by road.
5.3.56
5.3.58
5.3.59
Tunnel lining supply

Main tunnel linings 5.3.61 The main tunnel sites available within Central London would be restricted in size and access and therefore the tunnel linings would be manufactured offsite. The manufacturing sites would be required for approximately four years including storage areas. The appointed contractors would be responsible for the manufacture and supply of all tunnel and shaft linings. The tunnel lining supply from the manufacturing facility to the drive sites is assumed to be by road during week days. Shaft and other tunnel lining supply 5.3.64 It is anticipated that any shaft and smaller tunnel linings would be delivered to sites by road from either existing segment manufacturing facilities or from those established for the main tunnel.
5.3.62 5.3.63
Plant and equipment

General plant 5.3.65 5.3.66 Construction plant would be delivered to the sites by road. Tunnel boring machine supply and delivery The TBMs would be manufactured overseas as there are no facilities in the UK. Typically the TBM consignments would be delivered by ship/barge to a dock or ro-ro facility such as Felixstowe/Tilbury and brought to site by road. A number of abnormal loads for large and heavy
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vehicles would be required, with a maximum sized piece weight of up to 125t. A specialist transport company would be used.
Utility services
Power supply 5.3.67 Permanent power supplies would be required at all sites for MEICA equipment including penstocks and control systems. These would be low demand apart from Shad Pumping Station and Beckton STW. The supply at the latter would be coordinated with other projects, and demand on the existing Thames Water site. The construction sites require temporary electrical power for the site facilities, construction plant and equipment. Mains power could be provided from the supply network unless considered not practical due to cost or installation constraints. This would reduce the extent of the use of diesel plant and diesel generators required on site. The supplies would be taken from the local power networks with the final connections being undertaken by the appointed contractor. For sites with higher power demands, including the main and long connection tunnel drive sites at Carnwath Road, Kirtling Street, Chambers Wharf and Greenwich Pumping Station, new substations would be required. The substation would be required for the construction period of up to eight years. The site specific construction details for supply sizes are included in the relevant sections of Volumes 7 to 28. Water supply 5.3.72 5.3.73 5.3.74 5.3.75 A permanent water supply would be required at the ventilation structure at Carnwath Road Riverside. A permanent fire hydrant would be required within 100m of all sites. A temporary water supply would be required at all sites during construction. This could be drawn from the fire hydrant system. Main tunnel sites would require water for a large number of activities including input into a tunnel fire main, TBM cooling systems, slurry supply and separation systems, addition of soil conditioners in EPBM tunnels, constituent of tunnel grout and concrete from on site batching plants, wheel washing facilities, site welfare and offices. This supply would require up to two 100mm supply pipes. At other sites the demand would be significantly less and typically a single 50mm supply would be required. If this proved to be impractical, then water would be stored in a tank, pumped on demand and re-supplied as required. Site drainage and water disposal 5.3.77 Permanent drainage connections would be required at the Carnwath Road Riverside site for welfare facilities associated with the ventilation structures.
5.3.68
5.3.69 5.3.70
5.3.71
5.3.76
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Water for disposal during construction would come from a number of activities, including any seepage into shafts and tunnels, cooling water from TBMs, any seepage from cofferdams, slurry treatment plants, ground dewatering, wastewater from offices and welfare facilities, and site drainage. Temporary site water would be discharged to the existing Thames Water sewer system or to local water courses if appropriate. The disposal method would be subject to consents, discharge licences and approvals including those from the EA where required. a. The site water would be collected and passed through settlement tanks, and silt, grease and oil traps, before discharge. The contents of settlement tanks would be regularly removed as necessary. b. Wastewater from offices and welfare would be discharged directly to the Thames Water sewer system. c. Any seepage water into the cofferdams would be discharged directly back into the river.
5.3.79
d. Water from ground dewatering water would be discharged directly into the existing sewer system, or directly into a local watercourse or river. Communications 5.3.80 5.3.81 Permanent fibre optic communication connections would be required at all sites. Temporary communication lines would be as required by the appointed contractors.
Working hours
Introduction 5.3.82 A summary of the expected working hours is provided below. A Working Hours Strategy would contain full details and variances from these provisions and would be confirmed with local authorities. Continuous working 5.3.83 It is anticipated that 24 hour, seven day working would be required at the main tunnel and long connection tunnel drive sites for: a. tunnelling, servicing the tunnel operations and maintenance of essential tunnelling facilities b. transportation of excavated material from main tunnels to stockpile and barges within the worksite c. marine transport activities d. secondary lining works (if required) underground and maintenance of essential services including onsite batching facilities. 5.3.84 It is anticipated that 24 hour, five day working would be required at the short connection tunnel drive sites.
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Volume 2: Proposed development Standard working hours 5.3.85
The standard working hours would generally be 0800 1800 Mondays to Fridays, and 0800 1300 on Saturdays, and would be required for: a. reception shaft construction (for larger reception shafts, particularly with diaphragm walls, standard hours plus extended working hours for large concrete pours are anticipated) b. long connection tunnel shaft at King Georges Park c. surface works d. shaft construction.
5.3.86 5.3.87
A mobilisation period of one hour at the start and end of each shift unless there are restrictions from local authorities. Heavy goods vehicles access to sites is during standard hours unless otherwise agreed with the local authorities. Extended working hours Certain activities may require extended hours to complete. These would be intermittent in nature. Generally, 1800 -2200 Mondays to Fridays, and 1300 1700 on Saturdays, would be required for: a. large concrete pours b. diaphragm wall construction
5.3.88
5.4
5.4.1
Code of Construction Practice

A CoCP is being prepared to accompany the application. The purpose of the CoCP will be to ensure that the potential construction impacts are managed and mitigated appropriately during the construction phase of the project. The preparation of this has been, and continues to be, informed through engagement with the relevant stakeholders. The objectives of the CoCP are: a. to set out the standards and procedures for managing and mitigating the impact of site activities during the construction of the Thames Tunnel b. to identify the main responsibilities of the Client and Contractors employed during the implementation of the project c. to assure all stakeholders that all construction activities will be managed appropriately.
5.4.2
5.4.3
As the project is located within up to 14 local authorities, the CoCP will ensure a consistent approach to the management of construction impact across LA boundaries. It is intended to address the main potential items from any guidance documents on Construction Practice prepared by individual authorities where these exist. The CoCP will consist of two parts, Part A and Part B. Part A will include general requirements, whilst Part B will deal with site specific requirements. Together, these documents will support the application.
5.4.4
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The draft CoCP Part A is provided in Appendix A.
5.5
5.5.1
Operational logistics Introduction

This section provides details on the proposed operation of the Thames Tunnel project. It includes an overview of: a. commissioning b. combined sewer discharges c. ventilation d. maintenance (including potential demolition and replacement of operating structures).
Commissioning
5.5.2 The commissioning of the Thames Tunnel project would affect the operations of the Lee Tunnel, Beckton STW, Crossness STW and the major storm pumping stations connected to the tunnel system. Once commissioned the system of tunnels, pumping stations and the Beckton and Crossness STWs will be operated as an integrated system. Commissioning of the Thames Tunnel will require several years of monitoring and adjustments to the initial operating criteria and conditions outlined in Section 5.3. Full commissioning testing will be dependent on weather conditions and the status of the existing sewer infrastructure. All the components of the system including ventilation, dampers, penstock, flap valves, and instruments would be factory tested before installation into the system. They would be further tested after installation to ensure that the system works as required prior to turning the flow and making the system live. Commissioning would include: a. Acceptance of the works, including diversion facilities (penstocks, interception chambers, weirs and connections for example), air management facilities (active and passive air treatment facilities), and the tunnel. b. Dry testing, demonstrating that all equipment is operable, Supervisory Control and Data Acquisition (SCADA) systems working such as proof of signals arriving at each of the penstocks used to control flow into the tunnel system and opening and closing of these penstocks both remotely and manually at each site, and ventilation plant operating correctly. c. Phased introduction of flow and checking of all shafts, tunnels and associated equipment (it is anticipated that there may be phased commissioning with some drop shafts closed while others are being commissioned, or they all be commissioned at the same time).
5.5.3
5.5.4
5.5.5
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d. Operation of the Thames Tideway Pumping Station at the maximum capacity (tested after capture of combined sewage and available capacity at Beckton STW to treat the discharge). e. Adjustments to system pumping station operational conditions and successful testing of these conditions. Operational changes include when storm pumps start and stop pumping, and the correlation between penstock status and tunnel level. f. 5.5.6 Adjustments to air management facilities through changes to damper weightings based on monitored air data and usage of extraction fans.
The tunnel would be fully commissioned after the flow is allowed into the tunnel system. The interception structures are designed to capture and divert to the tunnel all combined storm flows when the capacity of the sewerage network is overwhelmed by a rain storm. The interception structure only stops capturing when the penstock to the tunnel is shut. The tunnel would be used when the existing storm overflows on the existing sewerage system operate. The flow would then be diverted into the tunnel.
Combined sewer discharges

Tunnel filing 5.5.7 The tunnel system would receive flow from the controlled CSOs depending on rainfall over the catchment. The spatial variation of rainfall over the catchment would allow the tunnel system to capture heavy runoff in the east, and store in the western part of the tunnel, and heavy runoff in the west, and store in the eastern part of the system (ie, the whole tunnel system is used for storage whether the flow originates in the west or the east). The tunnel would fill from the bottom end (Beckton) and is completely full when the water surface reaches the full level at Acton drop shaft. For most rainfall events the tunnel system would not fill. The CSO control system would be arranged so that the penstocks at most inflow points along the Thames Tunnel are shut early to allow Abbey Mills inflow (in the east) to continue to fill the whole tunnel thus reducing spillage into the River Lee. Tunnel full - CSO spills 5.5.9 When large catchment wide rainfall occurs the system storage would be fully utilised. In the typical year the system is estimated to fill to near capacity four times with subsequent spills to the river. Levels data would be derived from simulations of rainfall events selected from 40 years of records so that the penstocks gates would close and limit further inflow to the tunnel system. Operation of penstocks controlling flow to the tunnel would occur when water levels in the tunnel reach to about the crown of the main tunnel at the connection of the Hammersmith CSO. When penstocks close any residual flow would be diverted to the river and count as a CSO discharge. As the tunnel system in most instances would have captured the discharge at all but of a few CSOs, the residual flow would be minimal. It
5.5.8
5.5.10
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is anticipated that the tunnel system would capture about 95% of the CSO discharge to the river. Tunnel emptying - wastewater treatment 5.5.11 As the tunnel system would not completely fill very frequently the volume of flow passed to the Beckton STW for treatment via the Tideway Pumping Station (at Beckton STW) would be variable. Pump-out would occur when capacity at the Beckton STW is available. To avoid frequent starting and stopping of pumping and changes to the flow rate to treatment, pumping would commence when the headroom between the treatment capacity available at Beckton STW and the flow being delivered to the works exceeds the capacity of one of the Tideway PS pumps, or about 3m3/s. When a storm has passed the estimated normal flow to Beckton STW would allow full pump-out of about 12.2m3/s. It is likely that longer duration events would see periods of filling and emptying as the flow to Beckton STW changes and would allow pump-out of some of the stored combined sewage. The time to empty the tunnel is also variable. The storage duration of combined sewage would on average be approximately 13 hours for all events in the typical year. It would take about 36 hours to empty a full tunnel system and at full pump-out capacity. The maximum duration of storage of combined sewage is about 48 hours resulting from a long duration rainfall event but with some intermittent pump-out during the storm. This maximum time is shorter than the estimated time for septic conditions to occur.
5.5.12
5.5.13
Ventilation
5.5.14 The tunnel would be mechanically ventilated with an air change every 24 hours (as a minimum) to limit the build up of slime on the tunnel lining and treat any air (active filtration). Some sections of the tunnel would have two air changes per day (only when the tunnel is empty, which occurs for about 77% of the typical year). The ventilation system would continue to ventilate the entire system until shafts are drowned out as the tunnel fills. It would then work in the non drowned out sections until there is no air path between the mechanical ventilation sites. Air within a drowned out shaft would then be displaced through the passive carbon filters as the shaft fills up to remove any potential odour (passive filtration). At drowned drop shafts where there is mechanical ventilation, air will be driven through the odour control units by the fans, but at a reduced rate. Under extreme tunnel filling events (the1 in 15 year design storm is applied),the high rate of filling causes a high displacement of air within the whole tunnel (not just when the shafts are drowned) and this large volume of displaced air is released through louvres with a high pressure setting at all shafts (not just where there are passive filters). The high pressure setting means that these louvres only open when there is a build-up of pressure due to the rapid displacement of air during these extreme events and do not open in the normal operating condition.
5.5.15
5.5.16
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During the typical year at sites with mechanical ventilation there are air bypass events, when rapid tunnel filling causes the air displaced at the shafts to exceed the capacity of the fans and odour control units. These untreated releases are via the high level (15m high) vent columns where the air can be naturally dispersed and diluted. Vol 2 Figure 5.5.1 shows the proposed configuration of the air management system. The purpose of the air management system is to control how air moves through the tunnel system and to manage and treat the air that exits the system. The air management system would also control where air enters the tunnel system and provide a sweetening inflow of fresh air throughout the tunnel. A component of the air management system would be the high pressure air release vents which would allow air to leave the system when the tunnel fills rapidly during extreme events. The Thames Tunnel system would have three active mechanical ventilation plants: a. 20m3/s extraction and air treatment plant at Acton Storm Tanks terminal shaft b. 20m3/s extraction and air treatment plant at Carnwath Road online main shaft c. 4m3/s extraction and air treatment plant at Greenwich Pumping Station shaft.
5.5.18
5.5.19
5.5.20
In addition, the Thames Tunnel would utilise the ventilation and odour control plant proposed for the Lee Tunnel as follows: a. 30m3/s extraction and air treatment plant at Abbey Mills Pumping Station b. 10m3/s extraction and air treatment plant at the connection shaft at Beckton STW c. 10m3/s extraction and air treatment plant at the overflow shaft at Beckton STW.
5.5.21
All other main shafts and drop shafts would have passive facilities for ventilation and dispersion which are controlled by weighted dampers with below ground passive odour control units. The other shafts and drop shafts would also have the capability to allow air intake. The air intake allows air to enter the tunnel when the stored wastewater is pumped out. Also when there are fluctuations in the wastewater level during filling the air intake allows the tunnel to breath. Air inlet structures also have weighted dampers with selected air inlet structures having dampers with a lower weight settling so they become the preferential air inflow points. During a typical year on average 99.8% of the air released at the mechanical ventilation plant sites would be treated. If the capacity of the ventilation plant is exceeded, then the portion of the air in excess of the treatment capacity would be untreated and released at high level for on average 24 hours per year. This would occur for short periods of time,
5.5.22
5.5.23
5.5.24
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and about 15 to 20 times per year when tunnel filling causes the air displaced from these shafts to exceed the capacity of the treatment. At passive filter sites 100% of the released air would be treated during the typical year, though under extreme storm events air could briefly discharge through high pressure relief vents if the capacity of the filters is exceeded. Due to the weighted dampers on the air outflow ducts, the passive filter systems would only emit air on average four to eight times per year depending upon location, and for about 20 hours during the typical year.
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Volume 2: Proposed development Vol 2 Figure 5.5.1 Ventilation plant locations
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From the hydraulic modelling of the catchment the operational scenarios of the tunnel system and the duration of each scenario during the typical year are described in the table below. Vol 2 Table 5.5.1 Tunnel operation scenarios for a typical year Operation Empty tunnel no wastewater inflow or pump-out Operating tunnel inflow and intermittent pump-out Operating tunnel no inflow and with pump-out Days 281 34 51 Percentage 77% 9% 14%
Main tunnel active ventilation and odour treatment 5.5.26 The active mechanical ventilation and odour control facilities for the Thames Tunnel would be housed at Acton Storm Tanks site and Carnwath Road Riverside site. The mechanical plant would be basically identical to facilitate operation and maintenance with a capacity at each plant of 20m3/s. A smaller facility would be at Greenwich Pumping Station site and would have similar equipment. The ventilation plant at Abbey Mills Pumping Station, as proposed under the Lee Tunnel works, would form part of the active ventilation for the tunnel system with a capacity of 30m3/s. The indicative arrangement for active ventilation and odour treatment is presented in the figure below.
5.5.27
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Vol 2 Figure 5.5.2 Typical schematic arrangement for active ventilation plant
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Under normal tunnel empty conditions, ventilated air would exhaust at Acton, Carnwath and Abbey Mills sites and would be fully treated. An active mechanical plant with 4m3/s capacity would be provided at the Greenwich Pumping Station site to treat air expelled from the Greenwich connection tunnel whenever the connection tunnel is submerged at its junction with the Thames Tunnel at Chambers Wharf. During the empty tunnel condition, the ventilation system would operate to provide a minimum one air change per day throughout each reach of the tunnel system. To provide the necessary air inflow balance, low pressure dampers would control the specific air inlet structures so that they would open preferentially based on pre set pressure settings. The air extraction would maintain a negative pressure in the tunnel so as to minimise any unwanted air releases throughout the system. During tunnel filling, air extraction at the active facilities would be maintained throughout the empty tunnel reaches until the shaft at the downstream end of the reach becomes drowned out as wastewater is stored. Air within the drowned shafts would then be displaced by the rising wastewater. Shafts at the downstream, eastern end of the tunnel would be drowned out more frequently than those at the western end. During tunnel storing or emptying, air management would allow air inflow with reversion to empty tunnel ventilation when the shafts become open to the tunnel. During high rate tunnel filling, any displaced air at flow rates exceeding the combined capacity of the active treatment units, would be released through an additional by-pass ventilation stack. This additional stack would be combined with the treated air stacks as one release structure. It is anticipated that the height of the structure would be set at 15m above local ground level to enhance air dispersion. Under extreme conditions, generally associated with very rapid tunnel filling, air displacement rates would be high and exceed the design air flow rates of the normal treatment facilities at both active and passive sites. This high pressure air would be released via weighted dampers. High pressure releases could be through a separate structure, or combined with the plant building, or integrated with river walls etc. The pressure relief would be incorporated into the design of all shafts including active and passive sites (passive sites are discussed below). For the purposes of sizing the high pressure relief areas the extreme filling event would be a catchment wide 1 in 15-year, 120-minute duration storm event. Passive ventilation and odour treatment The indicative arrangement for passive ventilation and odour treatment is presented in Vol 2 Figure 5.5.3. Passive facilities are mostly contained within below ground chambers or vaults with limited height structures for air release and intake. At shafts with passive air treatment, air intake and air release would be regulated by weighted dampers. No air would be released until rising wastewater during tunnel filling seals the shaft and the pressure rises to open weighted dampers. Displaced air would be released through the
5.5.29
5.5.30
5.5.31
5.5.32
5.5.33
5.5.34
5.5.35
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dampers into a passive odour treatment chamber where potentially malodorous air would be treated prior to release via air dispersion structures. .
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Vol 2 Figure 5.5.3 Typical schematic arrangement for passive ventilation
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It is anticipated that the air path for air exhaust from passive shafts would be through treatment. Therefore, other openings in the shaft would be sealed or air flow otherwise controlled such as through one-way dampers. Under the extreme rapid filling condition, when air flow rates could exceed the capacity of the passive filters, separate high pressure release dampers would exhaust air through a separate, or combined, structure at each shaft. During rapid filling, wave or sloshing action within the tunnel could cause pneumatic movements which would result in a transient air inflow. Vent structures with medium weighted dampers would be provided to allow for this potential air movement at each shaft. These structures would also allow air to enter the shaft after the storm event during tunnel pump out. The air intake vents would be separate structures, or incorporated with other exhaust structures.
5.5.37
Maintenance
Introduction 5.5.38 Access would be required for the Thames Tunnel and its components as follows: a. inspection of the main tunnel system and drop shafts including subsequent maintenance as necessary at an expected ten year frequency b. operational access to the interception chambers, penstock and flap valves, connection culverts, top of vortex drops on an as required basis to deal with any blockages, penstock maintenance or other repairs/maintenance required c. access to surface equipment housed in kiosks, ventilation and odour control facilities or surface/shallow subsurface structures for routine inspection and maintenance of flap valves and penstocks and instrumentation every three to six months (where shallow is defined at infrastructure not deeper that 12m below the ground). Shallow facilities would be accessed via fixed access ladders, including top of drop shafts down to vortex access platform and CSO interception chambers
d. emergency access to the main tunnels, drop shafts and connection tunnels. Ventilation system maintenance 5.5.39 Although the ventilation and odour control plant would mostly be automated, routine inspection and repair of mechanical equipment such as sensors, motors, fans, dampers and the replenishment of the activated carbon filter media would be required. Vol 2 Table 5.5.2 provides a preliminary estimate of the anticipated frequency of inspections at mechanical ventilation plant, and Vol 2 Table 5.5.3 provides the equivalent inspection schedule for the passive filter sites. There are no moving parts associated with the carbon filters at both the active and passive ventilation sites, so the maintenance requirements are
5.5.40
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limited to a periodic replacement of the filter media. It is estimated that this would have to be undertaken once every three years during dry weather periods. Access to the top of the odour control units would be required to facilitate the mechanical lifting of the replacement media. 5.5.41 At air exhaust shafts, the fans would operate continuously. At Acton Storm Tanks and Carnwath Road Riverside there would be two fans, each rated at 10m3/s. Under empty tunnel conditions Carnwath Road Riverside fans would run at 15m3/s, while those at Acton Storm Tanks would run at 3m3/s. Repair of one of the fans and/or motors at either site would therefore require a change in the operation of fans at the other site in order to maintain the required sweetening air flow throughout the tunnel system. The odour and ventilation plant is to be identical at each site on the Thames Tunnel. In this way, the need to store large quantities of spare parts is alleviated and standby equipment can be interchanged between the sites. In addition to the inspection and maintenance of the ventilation plant, the seals on the various bolted covered openings in the roof of shafts, approach culverts and interception chambers are to be checked during routine maintenance inspections to ensure that there is limited air leakage around them. Excessive leakage could cause short circuiting of air flow and odour releases. Vol 2 Table 5.5.2 Typical maintenance needs at mechanical ventilation plant Component Fans and motors Typical maintenance examples General maintenance, lubrication, bearings, test run to ensure speed settings correct Bearings, seals, linkage, axles, lubrication, test operation and settings Inspection for corrosion Anticipated frequency 6 months
5.5.42
Dampers
6 months
Acoustic attenuators and ductwork Odour control unit Chemical sensors Depth sensors High pressure release dampers Air inlet dampers
12 months
Change-out of filter media Checking, cleaning and calibration Checking, cleaning and calibration Check counter balance weights, cleaning, free operation, seals, linkage Check counter balance weights, cleaning, free operation, seals,
3 years1 3 months 3 months 6 months
6 months
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Volume 2: Proposed development Typical maintenance examples linkage
Section 5: Project description Anticipated frequency 6 months
Component
PLC, MCC and telemetry outstation

1
In situ test run of controls of the ventilation plant
Filter media replacement is estimated from other projects and will depend on frequency of operation and concentration of hydrogen sulphide in the exhausted air.
Vol 2 Table 5.5.3 Typical maintenance requirements at passive ventilation plant Component Inlet dampers Typical maintenance examples Bearings, seals, linkage, axles, lubrication, test operation and settings Change-out of filter media Checking, cleaning and calibration Checking, cleaning and calibration Check counter balance weights, cleaning, free operation, seals, linkage Check counter balance weights, cleaning, free operation, seals, linkage Suggested frequency 6 months
Odour control unit Chemical sensors Depth sensors Normal and high pressure release dampers Air inlet dampers
3 years1 3 months 3 months 6 months
6 months
Filter media replacement is estimated from other projects and will depend on frequency of operation and concentration of hydrogen sulphide in the exhausted air.
Scope of ten year inspection 5.5.43 Experience with other large diameter CSO tunnel systems suggests that inspection of the tunnels would only be needed infrequently. For the Thames Tunnel and shafts the assumption is that inspections would occur on a ten-year cycle, accepting that system monitoring may show conditions necessary to perform inspections outside of this cycle. The scope of infrastructure to be inspected every ten years would comprise: a. the main tunnels (comprising the tunnel from Acton through Abbey Mills to the outfall shaft, that is the Thames and Lee tunnels) b. all drop shafts c. 5.0m diameter connection tunnel from Chambers Wharf to Greenwich pumping station
d. 2.6m diameter Frogmore connection tunnel from Carnwath Road Riverside Shaft to King Georges Park
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e. short connection tunnels between off-line drop shafts and the main tunnel f. junctions between the main tunnel, on line shafts, connection tunnels g. connection culverts (*) h. CSO interception structures (*). 5.5.44 Some of the items marked with an asterisk above may have been inspected during routine maintenance but it is proposed that irrespective of any interim inspection the ten-yearly inspection of the entire system is undertaken to document the condition of the facilities and identify problems, repairs needed and potential maintenance issues. It is anticipated that access to the bottom of drop shafts and deep tunnels would be by contracted teams working under rigidly controlled conditions with specialist equipment to ensure safety. The inspection contractor is to provide the necessary transportable forced air equipment for each section of tunnel being inspected, but can also use the installed mechanical ventilation plant. Scope of sub-surface routine inspection and maintenance 5.5.47 It is envisaged that the following facilities would have their general operational maintenance undertaken by those responsible for the normal operation of the local sewer network and pumping stations: a. connection culverts; b. CSO interception structures ; c. penstocks and flap valves; d. instrumentation and control equipment; e. top of vortex drops; and f. underground pressure relief/control dampers g. the tunnel system pumping station at Beckton STW h. other system pumping stations. 5.5.48 Some of the above facilities may require removal of obstructions or blockages at the vortexes or in the interception chambers. Penstocks, flap valve seals and proper operation would be essential to the safety and control of flows in the system. The frequency of operational maintenance would be both prescribed (three to six months regular maintenance) and reactive to issues identified by the instrumentation which includes depth and flow monitoring, and gate opened status, and the facility to install CCTV cameras to examine critical areas. Access to the CSO interception structures would be through standard 675mm by 675mm square access covers using fixed ladders in accordance with Thames Water safety standards. Access to the CSO vortex drops would be from concrete landings around the top of the drop pipes. Access openings that would allow man-riders to
5.5.45
5.5.46
5.5.49
5.5.50
5.5.51
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be lowered onto the landings in the event that depths exceed 12m, and provide access for mechanical grabs to remove any debris. Scope of surface equipment routine maintenance 5.5.52 Items to be inspected and maintained would include: a. active permanent ventilation fans at Acton Storm Tanks, Carnwath Road Riverside, Greenwich Pumping Station and Abbey Mills Pumping Station b. passive and active air treatment systems at all sites c. air dampers d. kiosks housing instrumentation, power packs and equipment for the operation of penstocks and flap valves and the measurement of flows/water levels throughout the system e. CCTV cameras f. 5.5.53 lighting where provided. Access and parking for maintenance vehicles would be provided.
5.6
5.6.1 5.6.2
Other works Introduction

Main works proposed development descriptions are provided in Section 3 of each of the site assessment volumes (Volumes 7 to 28). The EA previously identified 34 CSOs that are considered unacceptable because of the frequency of their discharges and the associated adverse environmental impact that their discharges have on the River Thames. However, this does not mean that 34 different CSO construction sites are required. It is possible to substantially reduce the discharges from some CSOs by carrying out works at other sites that already need work, or by making minor modifications inside the sewerage system itself. Therefore, in addition to the works required to construct and operate the interception of the CSOs, their connection tunnels and the main tunnel, there would be other smaller scale works that are part of the proposed development, including: a. low level sewer connections b. minor works associated with CSO improvements at West Putney, Savoy Street and Holloway (including Bekesbourne) c. modifications at Shad Thames Pumping Station
5.6.3
The other works are smaller scale modification works that would be undertaken at or in the vicinity of existing Thames Water CSO sites and associated infrastructure. Many of the other works proposed are minor and routine inspections and maintenance type activities. The works at Bekesbourne Street and Shad Thames Pumping Station are more significant, and are described below. The locations of the other works is provided in the figures below.
5.6.4
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Vol 2 Figure 5.6.1 Holloway CSO weir, Bekesbourne Street - construction Vol 2 Figure 5.6.3 Shad Thames Pumping Station - construction Vol 2 Figure 5.6.4 Shad Thames Pumping Station - permanent works (see Volume 1-6 Figures document)
Vol 2 Figure 5.6.2 Holloway CSO weir, Bekesbourne Street - permanent works
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The main works associated with the CSO interception, main tunnel and connecting tunnel drive and reception sites have been the focus of the environmental assessment process to date. The work of assessing those potential effects associated with other works is at an earlier stage than is the case for the main works, and therefore only initial environmental information has as yet been compiled. This report therefore provides a limited amount of information on likely significant effects associated with other works. When preparing the application for the project, the other works will be fully assessed within the ES.
5.6.6
5.6.7
Other works sites

5.6.8 To integrate the Thames Tunnel project into the sewerage system, there would need to be some routine inspection of sewers and minor street works in the surrounding areas. Those works would be subject to the usual notification procedures for streets affected and would be of limited duration. More notable other works sites would be required for: a. Holloway Storm Relief b. Shad Thames Pumping Station Holloway Storm Relief - Bekesbourne Street 5.6.10 The main Holloway Storm Relief worksite would be located within the carriageway in Bekesbourne Street, in Tower Hamlets. Bekesbourne Street is a residential road adjacent to Limehouse DLR station. John Scurr House, a five storey block of flats, is located on the eastern boundary of the proposed worksite. The road has parking on both sides. A shaft would be constructed using precast concrete segments using a one pass lining. The shaft would be online to the existing sewer with a 5m internal diameter, and 8m deep. Site specific ground conditions 5.6.12 Excavation works for the Bekesbourne Street shaft would be undertaken initially through 4.5m of made ground and superficial deposits before entering the London clay formation above the level of the existing sewer. The shaft would terminate within the London Clay. Enabling works 5.6.13 5.6.14 Parking bays and bollards to both sides of Bekesbourne Street would need to be suspended. Six trees would need to be removed. There are numerous services within the carriageway at Bekesbourne Street that would require diversion prior to the shaft construction. The bulk of the utilities would be diverted under the parking bays to the west of the site area and include gas, water and electricity supplies together with a 300mm diameter foul water sewer. The diversion of the sewer would require 5m deep excavations within sheet piled cofferdams and / or micro
5.6.9
5.6.11
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tunnelling techniques. Smaller Cable TV and LV power services would be diverted to the east of the site area. Construction methodology 5.6.15 5.6.16 All works would be undertaken in accordance with the Thames Tunnels CoCP. The code sets out a series of objectives and measures to protect the environment and limit disturbance from construction activities as far as reasonably practicable. The topics covered by the code include, but are not limited to, working hours, traffic management, noise and vibration, air quality, waste management, recycling, ecology, archaeology and settlement. The working hours strategy for the other works programme is being developed; however, it is anticipated that the working hours presented in the table below would be used at this location. Vol 2 Table 5.6.1 Minor works - working hours Overall construction works Standard working hours Consist of: Core working hours Mobilisation period Core working hours Mobilisation period
5.6.17
08:00 to 18:00 weekdays 08:00 to 13:00 Saturdays Up to 1 hour before and after the core working hours 07:00 to 08:00 and 18:00 to 19:00 weekdays 07:00 to 08:00 and 13:00 to 14:00 Saturday
Worksite 5.6.18 The works are of a minor nature and similar to standard utility work undertaken by Thames Water on the existing system. Site establishment 5.6.19 Once traffic management has been established, the site boundary would be erected and secured. The boundary would consist of approximately 2.4m high close boarded hoarding panels, attached to timber posts concreted in the ground or open steel mesh (Heras) type fencing. The site would be set up to provide limited welfare facilities. Additional offsite facilities would need to be provided by the contractor. The welfare units would be offloaded and positioned, using a lifting crane mounted on the lorry, or a site based crane.
5.6.20
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A 25mm water supply would be mains connected and power would be supplied by generator. A settlement tank would be used to filter water entering the excavation prior to discharge to the sewer. Construction The shaft would initially be sunk to the top of the sewer which is within the London Clay. The material would be excavated and loaded direct to a road skip. Excavation works would be undertaken using a tracked excavator with a long reach arm. During mobilisation of the Bekesbourne works site a low loader would be used to deliver the shaft crane/excavator. Other items would be delivered by flat bed lorries with a lifting crane. All excavated materials and deliveries to the Bekesbourne works site would be by road. It is anticipated that excavated material would be loaded directly to skip for onward disposal. During this phase four rigid tipper vehicles would be required per day on average. Shaft segments and other inbound materials would be delivered to site on a just in time basis by smaller 7.5t be required. The duration of works are anticipated to be 26 weeks. Transport The Bekesbourne site would be accessed via the A13 Commercial Road, and locally inbound through Branch Road A101 and Ratcliffe Lane into Bekesbourne Street. Outbound vehicles would be routed via Ratcliffe Lane and Butcher Row B126 onto the A13. The A13 forms part of the strategic Transport for London route network (TLRN) connecting to the M2, M11 and M25, whilst the other roads are designed for local access with Branch Road and Ratcliffe Lane featuring rail way bridges with a height of 4.75m and 4.55m respectively. All junctions offer sufficient space for HGV turning movements. Local access through Bekesbourne Street would be retained with temporary traffic lights regulating two-way traffic around the construction site. Excavated material No notable excavated material is anticipated at these sites. Holloway Storm Relief - Weir works There would also need to be some routine inspection of sewers and minor street works in the surrounding areas. Those works would be subject to the usual notification procedures for streets affected and would be of limited scale and duration
5.6.22
5.6.23
5.6.24
5.6.25 5.6.26 5.6.27
5.6.28 5.6.29
Shad Thames Pumping Station modifications

Introduction 5.6.30 The modifications at Shad Pumping Station are required to improve the capacity and network to address the discharges that currently pass through the Southwark & Bermondsey combined sewer outfall directly into the Thames.
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Volume 2: Proposed development Proposed development construction 5.6.31
The works would install a new shaft to allow for pumping of flow into the existing Great St John Sewer requiring works in Maguire Street. There would also be associated power and pump modifications within Thames Waters existing Shad Thames Pumping Station. The shaft would have an Internal diameter of approximately 3.6m and be approximately 7-8m deep below basement level Existing site description The site is located within an existing Thames Water asset. It is bounded by Maguire Street, Tamarind Court and Vanilla and Sesame Court. The site is accessed via an entrance off Maguire Street. Maguire Street is currently one way, to the south. The area is mixed residential, offices and commercial. The Design Museum is directly opposite the pumping station. Site specific ground conditions The pump shaft would be sunk through made ground, into London Clay. Early works No early works are anticipated. Construction methodology All works would be undertaken in accordance with the Thames Tunnel CoCP. The code sets out a series of objectives and measures to protect the environment and limit disturbance from construction activities as far as reasonably practicable. The topics covered by the code include, but are not limited to, working hours, traffic management, noise and vibration, air quality, waste management, recycling, ecology, archaeology and settlement. It is anticipated that the working hours as presented in the table below would be used at this location.
5.6.32
5.6.33
5.6.34
5.6.35 5.6.36 5.6.37 5.6.38
5.6.39
Vol 2 Table 5.6.2 Shad Thames Pumping Station - working hours Overall Construction Works Standard Working Hours Consist of: Core Working Hours Mobilisation Period Core Working Hours Mobilisation Period Maintenance and Support Period.
08:00 to 18:00 Weekdays 08:00 to 13:00 Saturdays Up to 1 hour before and after the Core Working Hours 07:00 to 08:00 and 18:00 to 19:00
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Volume 2: Proposed development Overall Construction Works Weekdays
07:00 to 08:00 and 13:00 to 14:00 Saturday Maintenance and Support Period 13:00 to 17:00 Saturdays 08:00 to 17:00 Sundays Worksite 5.6.40 The worksite is in two areas that are occupied for different periods. The main site area is the existing pumping station and includes taking a 3m area over the existing footpath to provide for site facilities and storage. The other area is within Maguire Street for the pipe connections and chambers. This would require the closure of Maguire Street for a limited duration. Site establishment 5.6.41 Prior to any works commencing, the site boundary would be erected and secured. The new boundary in front of the pumping station would be a 2.4m-high open mesh (Heras) fence or concrete vehicle barriers with close boarded plywood fence above. The existing footpath would be diverted to the opposite side of the road where existing parking bays would be suspended. The site would be set up to provide limited office and welfare facilities. Typically, these consist of units delivered to site on a flatbed lorry. The units would be offloaded and positioned, either using a lifting crane mounted on the lorry, or a site based crane. The area in front of the existing pumping station would enable medium size vehicles to pull in out of the main traffic lane. Water (50mm) and power (350kVA) would be taken from the existing pumping station facilities. Main construction works 5.6.46 The Superintendents House that is part of the Pumping Station complex would be demolished to allow construction of a new building to house switchgear. Demolition would be undertaken by small excavators and breakers and by hand due to restricted access. Scaffolding would be required. The switch gear, control panels and equipment can be installed and commissioned to power the existing pumps; allowing removal of the existing switch gear (and associated floor slab). This relocation allows for the new shaft to be constructed at the location of the existing switch gear. From basement level a 3.6m ID shaft would be sunk using precast concrete segmental shaft linings through made ground into London Clay. This would be by constructed underpinning and may require some local ground treatment in the made ground. A tunneled heading would be constructed from the shaft beneath the existing pumping station sumps.
5.6.42 5.6.43
5.6.44 5.6.45
5.6.47
5.6.48
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Due to the restricted area the shaft and tunnel would be constructed using a mini excavator and by hand. A small crawler crane or gantry crane will be used for access with excavated material removed by small skips to a suitable transit location for loading onto vehicles that have lifting crane type grabs. The shaft would then be raised up to ground level (from the basement) and ground floor slab cast. The penstock would be installed in the shaft and three junctions formed from the existing sumps to the heading from the shaft. Installation of the penstock isolates the new works from existing operational facility. In parallel with the above internal works, external to the existing Thames Water facility, utilities in the road would need to be diverted to allow construction of a manhole (with connection to the existing Great St. John sewer), construction of a flow measurement chamber, pipe laying and ductwork. The manholes and flow measurement chamber would be reinforced concrete structures with manhole access to the surface. These works would involve standard road utility construction methods including excavators, dumpers and trench support equipment. The road would be closed for approximately eight weeks. Following completion of the external works the roadway would be reinstated. The new pump shaft would have a superstructure constructed to isolate its atmosphere from the existing facility. An access door from the shaft ground level slab would be formed through the wall of the building to Maguire Street. New shaft pumps, pipe work, penstocks and MEICA would be installed, tested and commissioned. Following completion of all the works, site equipment would be demobilised, and the footpath and suspended parking would be reinstated. Programme of works Programme dates
5.6.50 5.6.51
5.6.52
5.6.53
5.6.54
5.6.55 5.6.56
5.6.57
The Shad Thames Pumping Station programme dates shown in the table below are indicative and are to be aligned with the programme for Chambers Wharf. It is anticipated that the works at each site would be consecutive. Activity Mobilise Site and demolition Internal works External works (including road closure period) Demobilisation Duration 14 weeks 36 weeks 32 weeks 2 weeks
Vol 2 Table 5.6.3 Shad Thames Pumping Station - programme dates
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Volume 2: Proposed development 5.6.58 5.6.59
The site would be accessed via the A200, Jamaica Road, and locally through Shad Thames and Maguire Street to the site. Outbound vehicles would be routed through Gainsford Street and Lafone Street back onto the A200 eastbound or via Gainsford Street directly onto the A100 Tower Bridge Road southbound. Both the A200 and A100 form part of the strategic London route network (TLRN) and respectively connect to the A2, A20 and A3, A23, A24 strategic route corridors. The type of construction works is anticipated to require vehicles not exceeding 12t with all junctions offering sufficient space for HGV turning movements of this size. Additionally, pipe and other utility works would require Maguire Street to be closed for a period of time (approximately eight weeks). This would require temporary closure of additional on-street parking bays whilst retaining pedestrian access. Shad Thames and Maguire Street form a one way loop. A section of this would become two way, and a location identified to turn vehicles. During the mobilisation and demolition period an average of four pick-up trucks/ skip lorries would be required to access the site per day. These movements would be associated with the delivery of the hoarding materials, site setup and demolition of existing three storey building. Deliveries to site during excavation of the shaft and heading would include PCC segments, cement and consumables. In total it is assumed that two pick-up trucks per day on average would visit the site during this phase. Proposed development - waste In total a maximum of 100m3 of excavated material would be removed from site during excavation of the shaft and heading during a four week period.
5.6.60
5.6.61
5.6.62
5.6.63
5.6.64
5.6.65
Potential safety access points

5.6.66 Access may be required to the main tunnel and connection tunnels periodically for inspection and maintenance purposes, which is anticipated to take place once every ten years. Access into the tunnels would be provided at the shafts used to build the main tunnel and at the CSO drop shafts. The infrequent entries into the main tunnel for inspection and maintenance would be by specialised vehicle and therefore access points can be at considerable distances apart. It is anticipated that the shafts used to build the main tunnel and the CSO drop shafts that are on the line of the main tunnel would provide sufficient access points for the main tunnel. Therefore no safety access points are anticipated on the main tunnel route. The entries into the connection tunnels would be on foot, and therefore shorter distances between access points are required for safe working. Access would be provided via the CSO drop shafts and main tunnel shafts used to build the connection tunnels.
5.6.67
5.6.68
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The potential requirement for further access points is currently under consideration and is the subject of further technical studies.
Potential intervention sites

5.6.70 These would be addressed by contractors, and are not part of the preferred phase two scheme.
Potential transhipment site

Transhipment site 5.6.71 These would be addressed by contractors, and are not part of the preferred phase two scheme.
5.7
5.7.1
Environmental management and monitoring plan

The appointed contractors for each work package associated with construction of the project will be required to produce site-specific Construction Environmental Management Plans (CEMPs) for each site in full accordance with the final CoCP. An outline of the anticipated contents of the CoCP is provided in Appendix A. These CEMPs are likely to be required in some form to discharge relevant planning conditions and so will need to be agreed with the local planning authorities before works commence on site.
5.7.2
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Appendix A: Draft Code of Construction Practice
Appendix A: Draft Code of Construction Practice Part A
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Appendix B: Local planning policies relevant to sites
Appendix B: Local planning policies relevant to sites B.1

B.1.1
Acton Storm Tanks, London Borough of Ealing

The site is located within a wider area designated for area for residential and is, therefore, subject to UDP Policy 1.1, Overall Aim. This encourages housing and other uses serving local residents in these areas essential for sustainable residential communities, such as open space, retail and employment-giving uses. The emerging Development Strategy identifies the site within the wider Uxbridge Road / Crossrail Corridor and is, therefore, subject to Final Proposal 2.1, Realising the potential of the Uxbridge Road / Crossrail Corridor, which supports sensitive development management. The area to the north of the site is designated as an employment location in the UDP Proposals Map. UDP Policy 6.1, Supply of Land and Property for Business Use, protects light industrial uses within such employment sites. The emerging Development Strategy Policy 1.2(b), Delivery of the Vision for Ealing 2026, identifies this area as a Locally Significant Industrial Site, with long term protection of employment uses. Other local planning policies and designations relevant to the site include: Noise and Vibration: UDP Policy 4.11, Noise and Vibration, prohibits unacceptable levels of noise and vibration and requires suitable attenuation measures, and emerging Development Strategy Final Proposal 1.1, Spatial Vision for Ealing 2026, seeks to protect and improve air quality and ambient noise levels. Light Pollution: UDP Policy 4.12, Light Pollution, states that the Council will assess the effect of lighting proposals on the quality of life of residents. Air Pollution: UDP Policy 2.6 , Air Pollution and Quality, states that the Council will assess the effects of development proposals on air quality. Contaminated Land: UDP Policy 2.7, Contaminated Land, sets requirements for assessment and possible remediation. Biodiversity: UDP Policy 3.8, Biodiversity and Nature Conservation, seeks to protect and enhance nature conservation, Policy 3.9, Wildlife Protection, seeks to protect priority species, and emerging Development Strategy Final Proposal 5.4(a), Protect the Natural Environment Biodiversity and Geodiversity, seeks to protect and enhance natural value of existing sites and consider biodiversity in the management of private amenity space and other incidental areas. Conservation Area: UDP Policy 4.8, Conservation Areas, seeks to preserve or enhance the character and appearance of Conservation Areas and their settings, and emerging Development Strategy Final Proposal 1.1, Spatial Vision for Ealing 2026, protects the Boroughs historic character. Transport: UDP Policy 9.1, Development, Access and Parking, requires adequate vehicular access and avoidance of parking stress,
B.1.2
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Policy 9.9, Highways and Traffic Management, resists development that would generate significant traffic increase on local roads, and Policy 9.10, Freight, encourages use of non-road freight transport. Flooding: UDP Policy 2.5, Water Drainage, Flood Prevention and Environment, requires sustainable management of water drainage and flood prevention, and emerging Development Strategy Final Proposal 1.2(k), Delivery of the Vision for Ealing 2026, requires the reduction of flood risk and application of sustainable drainage techniques. Open Space: UDP Policy 3.8, Biodiversity and Nature Conservation, protects landscape features on open land, Policy 4.5, Landscaping, Tree Protection and Planting, seeks to enhance small open sites for landscape sitting areas, childrens play areas and tree planting as appropriate in residential areas, and emerging Development Strategy Final Proposal 1.1(i), Spatial Vision for Ealing 2026, ensures new development improves and adds to green space.
B.1.3
The site is in close proximity to the boundary of the LB of Hammersmith and Fulham, which runs along Warple Way, and a number of planning policies from this Borough are, therefore, also applicable to the Acton Storm Tanks. : Amenity: UDP Policy EN21, Environmental Nuisance, ensures no undue detriment occurs to general amenities. Conservation Area: UDP Policy EN2B, Effect of Development on the Setting of Conservation Areas and Views into and out of them, seeks to preserve or enhance the appearance of the conservation area in terms of its setting and views into or out, and emerging Core Strategy Policy BE1, Built Environment, protects the quality and character of the Boroughs conservation areas. Views: UDP Policy G3, Environment, requires development to respect important local and long distance views. Open Space: UDP Policy G3, Environment, seeks additional open space provision, especially in areas of deficiency, and emerging Core Strategy Policy OS1, Improving and Protecting Parks and Open Spaces, seeks to improve provision and access to parks and open spaces.
B.2
B.2.1
Hammersmith Pumping Station, London Borough of Hammersmith and Fulham

The site is identified within the emerging Core Strategy as part of the Hammersmith Town Centre (HTC) and Riverside Regeneration Area and is, therefore, subject to the provisions of Strategic Policy HTC. This policy allocates the area for 1,000 additional homes and 5,000 new jobs. The site forms part of the Strategic Site 3, which requires residential led development with small scale leisure uses designed to take into account local context and setting. The supporting text also recognises that part of the site may be required for the construction of the Thames Tunnel.
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Volume 2: Proposed development B.2.2
The site is also within the wider Thames Policy Area. UDP Policy EN31X, Thames Policy Area, requires all built development in the designated area to be of a high-quality design that respects the riverside location and contributes to its surrounding environment. Emerging Core Strategy Policy RTC1, The River Thames and Grand Union Canal, encourages the development of vacant land along the River Thames ensuring high standards of design. Other local planning policies and designations relevant to the site include: Amenity: UDP Policy EN21, Environmental Nuisance, ensures no undue detriment to the general amenities of surrounding occupiers Conservation Area: UDP Policy EN2, Development in Conservation Areas, seeks to preserve or enhance the character or appearance of the Conservation Area, UDP Policy EN2B, Effect of Development on the setting of Conservation Areas and views into and out of them, promotes preserving or enhancing the setting and views into or out of the Conservation Area, and UDP Policy EN6, Buildings and Artefacts of Local Importance and Interest, seeks the protection of buildings of local townscape, architectural or historic interest. Views: UDP Policy EN31, Important Views along, across, and from the River, protects views to and from Hammersmith Bridge. Biodiversity: UDP Policy EN27, Nature Conservation Areas, seeks to protect and enhance areas of wildlife value, UDP Policy EN28A, Species Protection, safeguards protected species, UDP Policy EN29, Nature conservation Development Sites, protects and enhances nature conservation interests, and emerging Core Strategy Policy OS1, Improving and Protecting Parks and Open Spaces, seeks to protect and enhance biodiversity in the Borough. Pollution: UDP Policy EN20A, Control of Potentially Polluting Uses, restricts development which may cause pollution, UDP Policy EN20B, Noise Pollution, prohibits noise generating development, UDP Policy EN20C, Light Pollution, restricts light spillage, and emerging Core Strategy Policy CC4, Protecting and Enhancing Environmental Quality, supports measures which protect and enhance environmental quality from harmful emissions to land, air and water and the remediation of contaminated land. Archaeological Priority Area: UDP Policy EN7, Nationally and Locally Important Archaeological Remains, sets out the requirements for archaeological field investigations, and protection, enhancement or preservation of any onsite remains and their settings. Transport: UDP Policy TN8, Borough Road Network- Hierarchy of Roads, regulates development affecting the Boroughs road network, UDP Policy TN13, Transport Impact Assessment, sets out the requirements for a Transport Impact Assessment where development is expected to exceed a specific amount of traffic generation, and UDP Policy TN28, Freight and Servicing, supports confinement of heavy lorries to suitable routes.
B.2.3
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Flooding: emerging Core Strategy Policy CC2, Water and Flooding, seeks to minimise current and future flood risk. Open Space: emerging Core Strategy Policy OS1, Improving and Protecting Parks and Open Spaces, seeks to protect and enhance parks and open space in the Borough.
B.3
B.3.1
Barn Elms, London Borough of Richmond

The site is identified in the saved UDP within site B5, Barn Elms Sports Ground, and is allocated for the rationalisation of sports use, including provision of public indoor sports hall, upgrading sports pitches and enhancement of landscape. The site lies within the wider Thames Policy Area and is, therefore, subject to the provisions of Policy ENV26, Thames Policy Area. This requires all new development to have an association with the river, to contain a mix of uses, be of high quality of design and supported by a design brief and statement, assessing the effects new development will have on any existing river-dependent uses. Other local planning policies and designations relevant to the site include: Metropolitan Open Land (MOL): Core Strategy Policy CP10, Open Land and Parks, seeks to protect and enhance the open environment, in particular MOL, UDP Policy ENV1, Metropolitan Open Land, protects and preserves metropolitan open land and open uses, and emerging DMP Policy DM OS2, Metropolitan Open Land, also protects and retains the predominately open use of MOL, although would permit appropriately sited development for essential utility infrastructure. Open Space: Core Strategy Policy CP1, Sustainable Development, minimises the use of open land for development, UDP Policy ENV6, Green Chains, protects and enhances green chains, UDP Policy ENV11, Retention and Improvement of Public Open Space, resists the loss of public open space, UDP Policy ENV20, Green Corridors, protects and enhances green corridors, emerging DMP Policy DM OS2, Metropolitan Open Land, protects and retains MOL in predominately open use including public and private open space and playing fields, and emerging DMP Policy DM OS6, Public Open Space, protects and enhances public open space improving openness and character. Views: UDP Policy ENV1, Metropolitan Open Land, considers the visual impact of development on the character of open land, UDP Policy ENV5, Protection of Views and Vistas, seeks to protect and enhance the quality of views and seek opportunities to create attractive new ones, UDP Policy ENV11, Retention and Improvement of Public Open Space, protects and enhances the visual quality of areas of public open space, UDP Policy ENV13, Lighting including Flood lighting, considers the impact of views of proposals for lighting from across the River Thames, UDP Policy ENV26, Thames Policy Area, protects and enhances the special character of the Thames Policy Area, including views of and from the River Thames, emerging
B.3.2
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DMP Policy DM OS11, Thames Policy Area, protects views and vistas of the river, and emerging DMP Policy DM HD7, Views and Vistas, protects and, where appropriate, improves the quality of views and vistas. Recreation: UDP Policy STG9, Recreation Culture and Entertainment, resists loss of sites of leisure use and will encourage new provision, and emerging DMP Policy DM OS8, Sports and Recreation Facilities, protects and enhances public sports grounds. Amenity: UDP Policy BLT16, Unneighbourliness, protects adjoining properties from unreasonable loss of privacy, pollution, visual intrusion, noise and disturbance, and emerging DMP Policy DM DC 5 Neighbourliness, Sunlighting and Daylighting, seeks to protect adjoining properties from unreasonable loss of privacy, pollution, visual intrusion, noise and disturbance. Biodiversity: Core Strategy Policy CP4, Biodiversity, safeguards and enhances biodiversity, UDP Policy ENV18, Sites of Special Scientific Interest & Other Sites of Nature Importance, protects sites of nature importance from built form, air pollution, surface water run-off, water quality, changes in level, landscaping and other factors, UDP Policy ENV19, Nature Conservation & Development Proposals, preserves and enhances existing habitats and wildlife features, UDP Policy ENV24, Species Protection, safeguards badgers and other protected species or requires the provision of alternative habitats, UDP Policy BLT11, Design Considerations, requires the compliance of new buildings with ecological design principles, and emerging DMP DM OS5, Biodiversity and New Development, preserves and enhances existing habitats and biodiversity features. Trees: UDP Policy ENV9, Trees in Town & Landscape, protects trees and encourages tree planting where appropriate, UDP Policy BLT14, Landscape and Development, presumes against schemes that would result in an unacceptable loss of trees, and emerging DMP Policy DM DC4, Trees and Landscape, protects and enhances trees and landscape, and presumes against schemes that would result in a significant loss of trees. Pollution: Core Strategy Policy CP1, Sustainable Development, seeks to minimise noise, air quality and contamination impacts, UDP Policy ENV13, Lighting including Flood lighting, considers the effect of light on the character and amenities of local area, UDP Policy BLT30, Protection from Pollution in New Development, prohibits unacceptable increase in noise or pollution levels from new development, emerging DMP Policy DM OS9, Floodlighting, sets out the criteria for assessing floodlighting on character, biodiversity or residential amenity, and emerging DMP Policy DM DC 5, Neighbourliness, Sunlighting and Daylighting, protects from unreasonable loss of privacy, pollution, visual intrusion, noise, disturbance and overshadowing. Contaminated Land: UDP Policy ENV7, Contaminated Land, sets out the requirement for site investigation and remedial measures.
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Archaeological Priority Area: UDP Policy BLT7, Archaeological Sites, promotes the conservation, protection and enhancement of the archaeological heritage of the Borough, UDP Policy BLT8, Evaluation of Archaeological Sites, details the requirements for archaeological field evaluations, UDP Policy BLT9, Development of Archaeological Sites, requires appropriate provision for preservation in situ or excavation, and emerging DMP Policy DM HD4, Archaeological Sites, protects, enhances and promotes archaeological heritage and safeguard archaeological remains or their setting. Transport: Core Strategy Policy CP5, Sustainable Travel, sets out the requirements for Transport Assessment and encourages efficient, safe and sustainable freight transport, UDP Policy TRN2, Transport & New Developments, also sets out the requirements for a Transport Assessment where there are significant transport issues to be addressed, UDP Policy TRN10, Public Rights of Way, seeks to retain existing public rights of way, and emerging DMP Policy DM TP2, Transport & New Development, assess the impact of new development on the transport network and the requirements for a Transport Assessment, Policy DM TP3, Enhancing Transport Links, requires all new developments to create or improve links with the local and wider transport networks, Policy DM TP6, Walking and the Pedestrian Environment, protects, maintains and, where appropriate, improves the existing pedestrian infrastructure, and Policy DM TP7, Cycling, ensures new development or schemes do not adversely impact on the cycling network or cyclists. Flooding: Core Strategy Policy CP3, Climate Change - Adapting to the Effects, promotes development that can adapt to climate change effects, including flood risk from the River Thames and its tributaries, UDP Policy ENV 34, Protection of the Floodplain & Urban Washlands, provides exceptions for development within areas liable to flood, Policy ENV35, Surface Water Run-Off, restricts development that would result in an increased flood risk due to additional surface water run-off and promotes attenuation measures, emerging DMP Policy DM SD6, Flood Risk, details the requirements for Flood Risk Assessment, Policy DM SD7, Sustainable Drainage, requires development proposals to follow the drainage hierarchy, and Policy DM SD8, Flood Defences, requires the protection of flood defences.
B.3.3
The site is in close proximity to the boundary of the LB of Wandsworth, which runs along the Beverley Brook to the south, and a number of planning policies from this Borough are, therefore, also applicable to the Barn Elms site: Amenity: UDP Policy H3 prohibits development that would harm residential amenity because of noise, traffic generation or other intrusion, and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties.
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Metropolitan Open Land: UDP ON7 protects the open nature of any open land, especially between areas of MOL, and emerging DMPD Policy DMO1, Protection and enhancement of open spaces, protects MOL from inappropriate development that harms its character or appearance. Views: UDP Policy TBE5 seeks to minimises visual intrusion, Policy TBE8 prohibits material harm on views from MOL, areas of major open space and along Green Chains, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise impact on open spaces and strategic views, Policy DMO6, Riverside development, and Policy DM07, Development in the river and on the foreshore, protects existing views along the River Thames. Conservation Area: Core Strategy Policy IS3, Good quality design and townscape, seeks to protect and reinforce the Boroughs character and heritage, UDP Policy TBE10 prohibits harm to the character, appearance or setting of a conservation area, and emerging DMPD Policy DMS2, Managing the historic environment, promotes the enhancement of the historic environment.
B.4
B.4.1
Putney Bridge Foreshore, London Borough of Wandsworth

The site is located within the wider Wandsworth Thames Policy Area and is, therefore, subject to Policy PL9, River Thames and the riverside. This supports greater use of the river, including the protection of existing infrastructure that provides access to the river and foreshore and the promotion of new facilities. UDP Policies R7 and R8 also provide policy support for the promotion and protection of river infrastructure. Other local planning policies and designations relevant to the site include: Heritage: Core Strategy Policy IS3, Good quality design and townscape, seeks to protect and reinforce the Boroughs character and heritage, UDP Policy TBE10 prohibits harm to the character, appearance or setting of a conservation area, Policy TBE11 states the circumstances permitting for demolition in a conservation area, Policy R14 prohibits detracting from the areas character as a historic location for river sports and activities, emerging DMPD Policy DMO5, Trees, protects trees of amenity value and in conservation areas, and Policy DMS2, Managing the historic environment, sets requirements for applications affecting a heritage asset. Views: UDP Policy TBE5 seeks to minimise visual intrusion, Policy TBE8 prohibits material harm on views of upstream and downstream of bridges over the River Thames, views of listed buildings, and along Green Chain, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise impact on strategic views, Policy DMO6, Riverside development, and Policy DM07, Development in the river and on the foreshore, protects existing views along the River Thames.
B.4.2
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Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land, and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife. Biodiversity: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances the Boroughs green chains and biodiversity value of the River Thames, Policy PL9, River Thames and the riverside, protects and enhances the wildlife and biodiversity resource of the river, UDP Policy ON7 protects Green Chains, Policy ON8 protects sites of nature conservation, Policy ON9 protects trees of amenity value, emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity, Policy DMO6, Riverside development, and Policy DMO7, Development in the river and on the foreshore, protects and enhances the biological value of the river and shoreline. Amenity: UDP Policy H3 prohibits development that would harm amenity because of noise, traffic generation or other intrusion, Policy R7 ensures residential amenity of adjoining occupiers is not harmed by proposals for moorings and jetties, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties and Policy DMO7, Development in the river and on the foreshore, ensures residential amenity of adjoining occupiers is not harmed by development in the river. Recreational Users: Policy PL9, River Thames and the riverside, supports and protects the facilities and activities that contribute to the Putney Embankment areas special river recreational character, and emerging DMPD Policy DMO7, Development in the river and on the foreshore, permits enhanced river infrastructure for river-based recreation. Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for preservation in situ or excavation where appropriate and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance. Transport: Core Strategy Policy PL3, Transport, supports sustainable development through the management of freight and the use of the river, Policy IS1, Sustainable development, encourages movement of
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freight , waste and other bulk material by water, UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, emerging DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, and Policy DMT2, Parking and servicing, requires adequate servicing arrangements. Thames Path: Core Strategy Policy PL3, Transport, supports completion of the Thames Path, PL9, River Thames and the riverside, promotes a riverside walk, cycle way and increased public access to the river, UDP Policy R2 and emerging DMPD Policy DMT3, Riverside walking and cycling routes, requires provision of a riverside walk, and DMO6, Riverside development, promotes sustainable transport options on riverside development, including a public riverside walk and cycle-path. Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy PL9, River Thames and the riverside, protects the stability or continuity of flood defences, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments, and Policy DMS6, Sustainable Drainage Systems, sets requirement for sustainable drainage systems. Open Space: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances open space and green chains, UDP Policies TBE5 and ON1 prohibit loss of open space or trees, Policy ON7 protects open nature of any open land, which could contribute to a green chain, and emerging DMPD Policy DMO1, Protection and enhancement of open spaces, seeks to protect and enhance open spaces.
B.4.3
A more detailed description of the above features is also provided in the existing site description section in the site assessment volume for Putney Bridge Foreshore (Volume 10).
B.5
B.5.1
Dormay Street, London Borough of Wandsworth

The site is located within a Locally Significant Industrial Area and is, therefore, subject to the provisions of Core Strategy Policies PL6, Meeting the needs of the local economy, and PL7, Land for industry and waste. These seek to retain and maximise employment and industrial uses in such designated areas. The emerging DMPD Policy DMI1, Strategic Industrial Locations (SILs) and Locally Significant Industrial Areas (LSIAs), and the emerging SSAD, proposal map reference number 42, identify B1(c), B2 and B8 as appropriate uses for the area. The following is a summary of local planning policies and designations relevant to the Dormay Street site:
B.5.2
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Heritage: Core Strategy Policy IS3, Good quality design and townscape, seeks to protect and reinforce the Boroughs character and heritage, UDP Policy TBE10 prohibits harm to the character, appearance or setting of a conservation area, Policy TBE11 states the circumstances permitting for demolition in a conservation area, Policy TBE13 prohibits development that would harm the setting of a listed building, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for applications affecting a heritage asset. Transport: UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, emerging DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, Policy DMT2, Parking and servicing, requires adequate servicing arrangements, and emerging SSAD, proposal map reference number 42, design principles state that any new buildings adjoining Bell Lane Creek should be set back to allow a riverside walk of 3m. Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for preservation in situ or excavation, where appropriate, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance. Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy PL9, River Thames and the riverside, protects the stability or continuity of flood defences, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments, and Policy DMS6, Sustainable Drainage Systems, sets requirement for sustainable drainage systems. Open Space: Policy ON7, Green Chain Links, prohibits development that would harm the open nature of any open land that contributes towards the Green Chain or link between open spaces, especially to Metropolitan Open Land and where they form strategic link between Boroughs. Biodiversity: UDP Policy ON8 protects sites of nature conservation, Policy ON9 protects trees of amenity value, and emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity. Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle
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users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife.
B.6
B.6.1
King Georges Park, London Borough of Wandsworth

The following is a summary of local planning policies and designations relevant to the King Georges Park site. Metropolitan Open Land: UDP Policy ON4 prohibits development on MOL except in special circumstances, Policy ON7 protects the open nature of any open land, and emerging DMPD Policy DMO1, Protection and enhancement of open spaces, protects MOL from inappropriate development that harms its character or appearance. Open Space: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances open space, Policy PL10, The Wandle Valley, supports the concept of the Wandle Valley Regional Park, UDP Policies TBE5 and ON1 prohibit loss of open space or trees, and emerging DMPD Policy DMO1, Protection and enhancement of open spaces, seeks to protect and enhance open spaces. Views: UDP Policy TBE5 seeks to minimises visual intrusion, Policy TBE8 prohibits material harm on views of major areas of open space and MOL, and emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise impact on strategic views. Biodiversity: UDP Policy ON8 protects sites of nature conservation, ON9 protects trees of amenity value, emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity and DMO5, Trees, protects trees of amenity value and TPOs. Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife. Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for
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preservation in situ or excavation where appropriate, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance. Amenity: UDP Policy H3 prohibits development that would harm residential amenity because of noise, traffic generation or other intrusion and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties. Transport: Core Strategy Policy PL3, Transport, supports the management of freight and the delivery of quality cycling conditions, UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, emerging DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, and DMT2, Parking and servicing, requires adequate servicing arrangements. Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments, and Policy DMS6, Sustainable Drainage Systems, sets requirement for sustainable drainage systems.
B.7
B.7.1
Carnwath Road Riverside, London Borough of Hammersmith and Fulham

The site is located within the emerging Core Strategy South Fulham Riverside (SFR) Regeneration Area and is, therefore, subject to the provisions of Strategic Policy SFR. Strategic Policy SFR allocates the area for 2,000 additional homes and 300-500 new jobs and requires a high standard of urban design within the riverside areas, together with linkages to the river and continuation of the Thames Path riverside walk. Hurlingham Wharf, which forms part of the Carnwath Road Riverside site, is designated a safeguarded wharf. The saved UDP Policy TN31, Freight and services use of water, promotes the safeguarding of such wharves against development that could preclude their future use for the transhipment of freight and associated uses. However, the Core Strategy submission version Policy RTC1, River Thames and the Grand Union Canal, supports the withdrawal of the safeguarding designation at Hurlingham Wharf and the consolidation of safeguarded wharves to the east of Wandsworth Bridge. The site is also within the wider Thames Policy Area. UDP Policy EN31X, Design of Development within the Thames Policy Area, requires all built development in the Thames Policy Area to be of a high-quality design that respects the riverside location and contributes to its surrounding environment. Emerging Core Strategy Policy RTC1, The River Thames
B.7.2
B.7.3
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and Grand Union Canal, encourages the development of vacant land along the River Thames ensuring high standards of design. B.7.4 Other local planning policies and designations relevant to the site include: Amenity: UDP Policy EN21, Environmental Nuisance, ensures no undue detriment to the general amenities of surrounding occupiers, and UDP Policy EN35, Development that encroaches into the river or onto the foreshore, protects residents from impacts of development that encroaches into the river. Pollution: UDP Policy EN20A, Control of potentially polluting uses, restricts development which may cause pollution, UDP Policy EN20B, Noise pollution, prohibits noise generating development, UDP Policy EN20C, Light pollution, restricts light spillage, and emerging Core Strategy Policy CC4, Protecting and enhancing environmental quality, supports measures which protect and enhance environmental quality from harmful emissions to land, air and water and the remediation of contaminated land. Biodiversity: UDP Policy EN27, Nature Conservation Areas, seeks to protect and enhance areas of wildlife value, UDP Policy EN28A, Species protection, safeguards protected species, UDP Policy EN29, Nature conservation development sites, protects and enhances nature conservation interests, emerging Core Strategy Policy OS1, Improving and protecting parks and open spaces, seeks to protect and enhance biodiversity in the Borough, and emerging Core Strategy Policy RTC1, The River Thames and Grand Union Canal, encourages the improvement of waterside environments. Conservation Area: UDP Policy EN2, Development in Conservation Areas, seeks to preserve or enhance the character or appearance of the conservation area, UDP Policy EN2B, Effect of development on the setting of Conservation Areas and views into and out of them, promotes preserving or enhancing the setting and views into or out of the conservation area, and UDP Policy EN6, Buildings and artefacts of local importance and interest, seeks the protection of buildings of local townscape, architectural or historic interest. Views: UDP Policy EN31, Important views along, across, and from the river, protects views from Wandsworth Bridge and to the grounds of the Hurlingham Club, and UDP Policy EN35, Development that encroaches into the river or onto the foreshore, avoids intrusion into important views of development that encroaches into the river. Transport: UDP Policy EN34A, The Riverside Walk, ensures safe access to and from the foreshore, Policy TN8, Borough road networkhierarchy of roads, regulates development affecting the Boroughs road network, Policy TN13, Transport Impact Assessment, sets out the requirements for a Transport Impact Assessment where development is expected to exceed a specific amount of traffic generation, Policy TN28, Freight and servicing, supports confinement of heavy lorries to suitable routes, Policies TN28 and TN31, Freight and servicing, encourage the transfer of freight traffic from road to water, emerging
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Core Strategy Policy RTC1, The River Thames and Grand Union Canal, seeks to enhance and increase access to, as well as use of, the River Thames, and emerging Core Strategy Policy T1, Transport, supports the increased use of the River Thames for freight use. Riverside Walk: UDP Policy EN34, The riverside walk, safeguards and promotes a continuous riverside walk, and emerging Core Strategy RTC1, The River Thames and Grand Union Canal, supports the provision, or improvement and greening, of the Thames Path. Flooding: UDP Policy EN35, Development that encroaches into the river or onto the foreshore, protects integrity of flood defences, emerging Core Strategy Policy RTC1, The River Thames and Grand Union Canal, safeguards and where necessary enhances flood defences, and emerging Core Strategy Policy CC2, Water and flooding, seeks to minimise current and future flood risk.
B.8
B.8.1
Falconbrook Pumping Station, London Borough of Wandsworth

The following is a summary of local planning policies and designations relevant to the Falconbrook Pumping Station site. Open Space: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances open space, Policies TBE5 and ON1 prohibit loss of open space or trees, Policy ON7 protects the open nature of any open land, and emerging DMPD Policy DMO1, Protection and enhancement of open spaces, seeks to protect and enhance open spaces. Amenity: UDP Policy H3 prohibits development that would harm residential amenity because of noise, traffic generation or other intrusion, and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties. Community: Core Strategy Policy IS6, Community services and the provision of infrastructure, supports the provision and improvement of community facilities. Transport: Core Strategy Policy PL3, Transport, supports the management of freight, UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, emerging DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, and DMT2, Parking and servicing, requires adequate servicing arrangements. Biodiversity: UDP Policy ON8 protects sites of nature conservation, Policy ON9 protects trees of amenity value, emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity, and Policy DMO5, Trees, protects trees of amenity value.
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Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land, and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife. Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for preservation in situ or excavation where appropriate, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance. Views: UDP Policy TBE5 seeks to minimise visual intrusion, and Policy TBE8 prohibits material harm on views major areas of open space. Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments and Policy DMS6, Sustainable Drainage Systems, sets requirements for sustainable drainage systems.
B.9
B.9.1
Cremorne Wharf Depot, Royal Borough of Kensington and Chelsea

The site is located within the Lots Road/Worlds End place and is, therefore, subject to the provisions of Core Strategy Policies CP2 and CP18. Policy CP2, Places, states that the Council would protect, promote and enhance the local distinctiveness of the area, and improve their character and quality and the way they function. Policy CP18, Lots Road/World's End, states that the Council aims to preserve and enhance the character of the area through better local shopping facilities, social and community uses, small cultural and creative uses and improvements to connectivity and integration. The site is also designated as a waste management site under Core Strategy Policy CE3, Waste. This policy requires the Council to meet the waste apportionment figure and manage waste in accordance with the waste hierarchy, as set out in the London Plan 2011. It sets out how this would be delivered through a specific Waste DPD, and notes that it would safeguard existing waste management sites along with Cremorne Wharf, maximising the wharfs use for waste management, water transport and cargo-handling purposes.
B.9.2
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Volume 2: Proposed development B.9.3 B.9.4
The Thames Tunnel proposals are addressed by a specific Core Strategy Policy CE2, Flooding, described below. Other local planning policies and designations relevant to the site include: Conservation Area: Core Strategy Policy CL3, Historic Environment, seeks development to preserve and to take opportunities to enhance the character or appearance of such areas. Views: UDP Policy CD1, Areas of Metropolitan Importance, seeks to protect and enhance views and vistas along the riverside, including river views of Chelsea Embankment, the setting of Chelsea Old Church and views from the Thames bridges, and Core Strategy Policy CR6, Trees and Landscape, seeks to protect existing trees and provide new trees to complement existing or create new areas with high amenity and biodiversity value. Listed Buildings: Core Strategy Policy CL4, Historic Assets, requires that development preserves or enhances the special architectural or historic interest of listed buildings and their settings, and the conservation and protection of sites of archaeological interest. Pollution: Core Strategy Policy CL5, Amenity, requires new buildings to achieve high standards of amenity, both in terms of daylight and sunlight, reasonable visual privacy, and resists development that leads to harmful increases to sense of enclosure, traffic volume, parking, noise, odours or vibration or local microclimatic effects. Transport: Core Strategy Policies CT1, Improving alternatives to car use, and CR1, Street Network, require improved pedestrian environment and accesses/links particularly along the River Thames. Flooding: Core Strategy Policy CE2, Flooding, seeks to implement the relevant provisions of national policy, and seeks to address the issue of local sewer flooding. This policy incorporates the Boroughs specific policy on the Thames Tunnel, requiring the works to preserve the relevant Conservation areas, listed buildings and their settings, and Parks and Gardens of Special Historic Interest, not impact upon amenity, and not compromise the safeguarded Cremorne Wharf.
B.10
B.10.1
Chelsea Embankment Foreshore, Royal Borough of Kensington and Chelsea

Part of the site lies within the safeguarded area for Crossrail and the Chelsea-Hackney line, protected under Core Strategy Policy CT2, New and enhanced rail infrastructure. The Thames Tunnel proposals are addressed by a specific policy, Core Strategy CE2, Flooding, described below. Other local planning policies and designations relevant to the site include: Conservation Area: Policy CL3, Historic Environment, seeks development to preserve and to take opportunities to enhance the character or appearance of such areas.
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Listed Buildings: Policy CL4, Historic Assets, requires that development preserves or enhances the special architectural or historic interest of listed buildings and their settings, and the conservation and protection of sites of archaeological interest. Pollution: Core Strategy Policy CL5, Amenity, requires new buildings to achieve high standards in terms of daylight and sunlight, reasonable visual privacy, and resists development that leads to harmful increases to sense of enclosure, traffic volume, parking, noise, odours or vibration or local microclimatic effects. Transport: Core Strategy Policies CT1, Improving alternatives to car use, and CR1, Street Network, require improved pedestrian environment and accesses/links particularly along the River Thames. Flooding: Core Strategy Policy CE2, Flooding, seeks to implement the relevant provisions of national policy, and also seeks to address the issue of local sewer flooding. This policy incorporates the Boroughs specific policy on the Thames Tunnel, requiring the works to preserve listed buildings and their settings, and Parks and Gardens of Special Historic Interest (namely the Royal Hospital grounds), preserve or enhance the character or appearance of the Cheyne, Royal Hospital and Thames Conservation areas, and not impact upon amenity. Biodiversity: Core Strategy Policy CE4, Biodiversity, protects the biodiversity in, and adjacent to, the Borough's SNCIs and requires opportunities to be taken to enhance and attract biodiversity, and require an Ecological Impact Assessment for such development proposals. Open Space: Core Strategy Policy CR5, Parks, Gardens, Open Spaces and Waterways, states that the Council will protect and enhance existing parks, gardens and open spaces, require new high quality outdoor spaces to be provided, and will resist the loss of existing private open space that gives visual amenity to the public. It will also resist development that has an adverse effect upon the environmental and open character or visual amenity of Parks and Gardens of Special Historic Interest, or their setting. Views: Core Strategy Policy CR6, Trees and Landscape, seeks to protect existing trees and provide new trees to complement existing or create new areas with high amenity and biodiversity value. The Council will resist the loss of trees and require where practicable replacements appropriate in terms of species and the surrounding landscape and townscape, UDP Policy CD1, Areas of Metropolitan Importance, seeks to protect and enhance views and vistas along the riverside, including river views of Chelsea Embankment and views from the Thames bridges, Policy CD8, Protect important views and vistas around the Royal Hospital, seeks to protect important views and vistas in and around the Royal Hospital, and Policy CD9, Protect the open spaces around the Royal Hospital from development, seeks to protect the open spaces surrounding the Royal Hospital from
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inappropriate development both in the landscaped areas themselves and in the neighbouring streets.
B.11
B.11.1
Kirtling Street, London Borough of Wandsworth

The site is located within the Vauxhall Nine Elms Battersea Opportunity and is, therefore, subject to the provisions of Core Strategy Policy PL11, Nine Elms and the adjoining area in the north-east Battersea. This promotes high density mixed use development to create new homes and jobs, whilst ensuring the operations of the safeguarded wharves in the area are not prejudiced. Core Strategy Policy PL6, Meeting the needs of the local economy, confirms that the Nine Elms area will continue to be a significant employment area. The emerging SSAD, proposal map reference numbers 2, 3, 8, 11, 17, and 23, allocates a number of sites within Kirtling Street for mixed use development including residential. The site is also within the wider Wandsworth Thames Policy Area and Core Strategy Policy PL9, River Thames and the riverside, supports greater use of the river, including the protection of existing infrastructure that provides access to the river and foreshore and the promotion of new facilities. UDP Policies R7 and R8 also provide policy support for the promotion and protection of river infrastructure. Other local planning policies and designations relevant to the site include: Amenity: UDP Policy H3 prohibits development that would harm residential amenity because of noise, traffic generation or other intrusion, Policy R7 ensures residential amenity of adjoining occupiers is not harmed by proposals for moorings and jetties, emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties, and DMO7, Development in the river and on the foreshore, ensures residential amenity of adjoining occupiers is not harmed by development in the river. Listed Buildings: Core Strategy Policy IS3, Good quality design and townscape, seeks to protect and reinforce the Boroughs character and heritage, UDP Policy TBE13 preserves the setting of a listed building, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for applications affecting a heritage asset. Views: UDP Policy TBE5 seeks to minimise visual intrusion, Policy TBE8 prohibits material harm on views of upstream and downstream of bridges over the River Thames, views of listed buildings, and along Green Chains, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise impact on strategic views, and Policy DMO6, Riverside development and Policy DM07, Development in the river and on the foreshore, protects existing views along the River Thames.
B.11.2
B.11.3
B.11.4
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Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land, and emerging DMPD DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife. Biodiversity: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances the Boroughs green chains and biodiversity value of the River Thames, Policy PL9, River Thames and the riverside, seeks to protect and enhance the wildlife and biodiversity resource of the river, UDP Policy ON7 protects Green Chains, Policy ON8 protects sites of nature conservation, emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity, DMO6, Riverside development, and Policy DMO7, Development in the river and on the foreshore, protects and enhances the habitat value of the river and shoreline. Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for preservation in situ or excavation where appropriate, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance. Transport: Core Strategy Policy PL3, Transport, supports sustainable development through the management of freight and the use of the river, Policy IS1, Sustainable development, encourages movement of freight , waste and other bulk material by water, UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, Policy T8 sets requirements for new or expanded wharves, emerging DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, and Policy DMT2, Parking and servicing, requires adequate servicing arrangements. Riverside Walk: Core Strategy Policy PL3, Transport, supports completion of the Thames Path, Policy PL9, River Thames and the riverside, promotes a riverside walk, cycle way and increased public access to the river, UDP Policy R2 and emerging DMPD DMT3, Riverside walking and cycling routes, requires provision of a riverside walk, and DMO6, Riverside development, promotes sustainable transport options on riverside development, including a public riverside walk and cycle-path.
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Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy PL9, River Thames and the riverside, protects the stability or continuity of flood defences, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments and Policy DMS6, Sustainable Drainage Systems, sets requirement for sustainable drainage systems.
B.12
B.12.1
Heathwall Pumping Station, London Borough of Wandsworth

The site is located within the Vauxhall Nine Elms Battersea Opportunity and is, therefore, subject to the provisions of Core Strategy Policy PL11, Nine Elms and the adjoining area in the north-east Battersea. This promotes high density mixed use development to create new homes and jobs, whilst ensuring the operations of the safeguarded wharves in the area are not prejudiced. Core Strategy Policy PL6, Meeting the needs of the local economy, confirms that the Nine Elms area will continue to be a significant employment area. The site is also within the wider Wandsworth Thames Policy Area and Core Strategy Policy PL9, River Thames and the riverside, supports greater use of the river, including the protection of existing infrastructure that provides access to the river and foreshore and the promotion of new facilities. UDP Policies R7 and R8 also provide policy support for the promotion and protection of river infrastructure. The emerging SSAD, proposal map reference number 10, allocates the RMC Vauxhall (Middle Wharf) as a safeguarded wharf, and the Heathwall pumping station, proposal map reference number 22, as being considered for part of the Thames Tunnel development. Core Strategy Policy PL 9 supports the protection and continued use of safeguarded wharves for the transhipment of freight. The policy states that redevelopment is only acceptable if an assessment has deemed the wharf no longer viable or capable for cargo handling uses. Other local planning policies and designations relevant to the site include: Amenity: UDP Policy H3 prohibits development that would harm residential amenity because of noise, traffic generation or other intrusion, Policy R7 ensures residential amenity of adjoining occupiers is not harmed by proposals for moorings and jetties, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, prohibits harm to the amenity of occupiers/ users of nearby properties, and Policy DMO7, Development in the river and on the foreshore, ensures residential amenity of adjoining occupiers is not harmed by development in the river Listed Buildings: Core Strategy Policy IS3, Good quality design and townscape, seeks to protect and reinforce the Boroughs character
B.12.2
B.12.3
B.12.4
B.12.5
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and heritage, UDP Policy TBE13 preserves the setting of a listed building, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for applications affecting a heritage asset. Views: UDP Policy TBE5 seeks to minimise visual intrusion, Policy TBE8 prohibits material harm on views of upstream and downstream of bridges over the River Thames, views of listed buildings, and along Green Chains, emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise impact on strategic views, and Policy DMO6, Riverside development and Policy DM07, Development in the river and on the foreshore, protects existing views along the River Thames. Pollution: Core Strategy Policy IS4, Protecting and enhancing environmental quality, supports measures to protect and enhance the Boroughs environmental quality, including improving air quality and reducing impact of noise, and re-use of contaminated land, UDP Policy RDP5 seeks minimal lighting scheme and requires the assessment of the affects of lighting on residential amenity, vehicle users, pedestrians, and nature conservation, Policy RDP11 requires measures to prevent or mitigate pollution, Policy RDP12 prohibits unacceptable increases in noise levels, Policy RDP13 sets measures for the use of contaminated land, and emerging DMPD Policy DMS1, General development principles Sustainable urban design and the quality of the environment, seeks to minimise light pollution and effects on neighbours and wildlife. Biodiversity: Core Strategy Policy PL4, Open space and the natural environment, protects and enhances the Boroughs green chains and biodiversity value of the River Thames, Policy PL9, River Thames and the riverside, seeks to protect and enhance the wildlife and biodiversity resource of the river, UDP Policy ON7 protects Green Chains, Policy ON8 protects sites of nature conservation, emerging DMPD Policy DMO4, Nature conservation, seeks provision of gains for biodiversity, DMO6, Riverside development, and Policy DMO7, Development in the river and on the foreshore, seeks to protect and enhance the biological value of the river and shoreline Archaeological Priority Area: UDP Policy TBE14 sets requirements for archaeological investigation, Policy TBE15 sets requirements for preservation in situ or excavation where appropriate, and emerging DMPD Policy DMS2, Managing the historic environment, sets requirements for assessment of ground disturbance Transport: Core Strategy Policy PL3, Transport, supports sustainable development through the management of freight and the use of the river, Policy IS1, Sustainable development, encourages movement of freight , waste and other bulk material by water, UDP Policy T2 prohibits harmful traffic generation or congestion, Policy T5 promotes safe, secure and direct access for pedestrians, Policy T7 requires adequate servicing arrangements for commercial vehicles, emerging
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DMPD Policy DMT1, Transport impacts of development, requires no negative impact on the transport system, and Policy DMT2, Parking and servicing, requires adequate servicing arrangements. Riverside Walk: Core Strategy Policy PL3, Transport, supports completion of the Thames Path, Policy PL9, River Thames and the riverside, promotes a riverside walk, cycle way and increased public access to the river, UDP Policy R2 and emerging DMPD DMT3, Riverside walking and cycling routes, requires provision of a riverside walk, and DMO6, Riverside development, promotes sustainable transport options on riverside development, including a public riverside walk and cycle-path Flooding: Core Strategy Policy PL2, Flood risk, requires reduction of fluvial, tidal and surface water flood risk, Policy PL9, River Thames and the riverside, protects the stability or continuity of flood defences, Policy IS4, Protecting and enhancing environmental quality, supports measures to mitigate impact of flood risk and ensure efficient water management, emerging DMPD Policy DMS5, Flood risk management, sets requirements for Flood Risk Assessments, and Policy DMS6, Sustainable Drainage Systems, sets requirement for sustainable drainage systems.
B.13
B.13.1
Albert Embankment Foreshore, London Borough of Lambeth

The site lies within Vauxhall and is, therefore, subject to Core Strategy Policy PN2, Vauxhall Place and Neighbourhood. This states that mixed use development is supported and the area should develop with a distinct heart and sense of place. Particular reference is made to creating an accessible, legible and permeable public realm with stronger linkages to the River Thames. Enhanced building frontages and connections along the Albert Embankment are also important. Saved UDP Policy MDO1, Camelford House/Tintagel House 89 Albert Embankment, encourages the redevelopment of Camelford House/ Tintagel House/ 89 Albert Embankment and the widening and improvement of the riverside walk and active frontages to open up the riverside. Other local planning policies and designations relevant to the site include: Pollution: UDP Policy 7, Protection of Residential Amenity, states that in mixed-use areas the scale, design, layout, hours, intensity, concentration and location of non residential uses will be controlled to protect residential amenity. Flooding: Core Strategy Policy S6, Flood Risk, transposes the requirements of national policy, and also requires that on sites adjacent to the River Thames, remediation and improvements to the flood defence walls are made where these are in poor condition. Biodiversity: UDP Policy 39, Streetscape, Landscape & Public Realm Design, provides for the protection of valuable existing habitats and
B.13.2
B.13.3
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trees, and maximising opportunities to create or add to wildlife habitats. Open Space: Core Strategy Policy S5, Open Space, requires that existing open spaces will be protected and maintained, and linked together by green chains including the Thames Path, UDP Policy 50, Open Space and Sports Facilities, protects these areas from inappropriate built development. The site is within an open space deficiency area wherein the policy seeks that contributions are made towards enhancing quality and access of open space. Conservation Area: UDP Policies 45, Listed Buildings, and 47, Conservation Areas, refer to the protection of Listed Buildings and Conservation Areas respectively, Policy 44, Permanently Moored Vessels and Structures on the Thames, states that proposals for permanent moorings on the Thames will only be permitted for uses that enhance the river life and scene, which require such a location, and are orientated towards public access and enjoyment of the river, and Policy 43, Thames Policy Area Urban Design, requires that the special architectural character of the Thames Policy Area is protected and enhanced. Design: UDP Policy 39, Streetscape, Landscape & Public Realm Design, requires that design and materials provide an uncluttered, consistent, simple, accessible and coordinated public realm, and respect and reinstate existing trees and heritage features, Policy 31, Streets, Character and Layout, emphasises the importance of urban grain and clear, connected streets, Policy 33, Building Scale and Design, emphasises the importance of building scale and high quality design, and Policy 35, Sustainable Design and Construction, refers to sustainable design and construction. Views: UDP Policy 41, Views, states that development must not detract from important views, backdrops or settings of Conservation Areas, listed buildings, landmark buildings and groups, the Thames and its embankments, or designated strategic views. Transport: UDP Policy 9, Transport Impact, states that planning applications will be assessed for their transport impact, including cumulative impacts.
B.14
B.14.1
Victoria Embankment Foreshore, City of Westminster

The site is located within the Blue Ribbon Network and is, therefore, subject to the provisions of Core Strategy Policy CS36, Westminsters Blue Ribbon Network. This states that the Blue Ribbon Network will be protected and improved in terms of its habitats, character, appearance, heritage and landscape value, sustainable and water-based transport and accessibility, and leisure. Developments should demonstrate reference to local architecture and their riverside location. The site is within the Central Activities Zone, for which UDP Policy CENT 1, The Central Activities Zone, requires that Central London Activities are supported and are not lost as a result of development.
B.14.2
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A number of river-related policies from the UDP apply to the site due to its foreshore location, including UDP Policy RIV 1, The design of development, Policy RIV 2, Views, Policy RIV 3, Environment, open space and wildlife, Policy RIV 4, Promoting Activity, Policy RIV 5, Development built into or over the river, Policy RIV 8, Permanently moored vessels, Policy RIV 9, The Thames Path, Policy RIV 10, Encouraging access to the river and its foreshore, Policy RIV 11, Safety issues, and Policy RIV 12, Flood defences. Other local planning policies and designations relevant to the site include: Pollution: Core Strategy Policies CS30, Air Quality, and CS31, Noise, and UDP Policies ENV 5, Air pollution, ENV 6, Noise pollution, ENV 7, Controlling noise from plant, machinery and internal activity, and STRA 34, Pollution - Air, Water and Land, all seek a reduction in air and noise pollution and require that developments minimise emissions and protect sensitive users. Core Strategy Policy CS31, Noise, further states that they will secure improvements to the sound environment of Westminster particularly of open spaces of value for their relative tranquillity, and UDP Policy ENV 13, Protecting amenities, daylight, sunlight and environmental quality, requires that the residential environment is protected and improved. Transport: Core Strategy Policy CS40, Pedestrian Movement and Sustainable Transport, states that developments should prioritise pedestrian movement and create a good pedestrian environment with provision for sustainable forms of transport, and Policy CS42, Major Transport Infrastructure, states that new public realm is considered a type of major transport infrastructure and its creation is supported. Flooding: Core Strategy Policy CS29, Flood Risk, transposes national policy requirements such as the exceptions and sequential test approaches. Ecology: Core Strategy Policy CS35, Sites of Importance for Nature Conservation, states these areas will be protected and enhanced and temporary and permanent proposals must not have a detrimental effect upon habitats or populations, UDP Policy ENV 17, Nature conservation and biodiversity, and Core Strategy Policy CS37, Biodiversity and Green Infrastructure, seek to protect existing habitats and improve access to wildlife habitat in areas of deficiency and improved management of green spaces. Open Space: UDP Policy DES 12, Parks, gardens and squares, seeks that development adjacent to open spaces safeguards their appearance, historic integrity and ecology value. Conservation Area: Core Strategy Policy CS24, Heritage, requires that the historic environment and settings will be conserved and buildings should be upgraded sensitively to improve their environmental performance and accessibility, UDP Policy DES 9, Conservation Areas, seeks full details for applications in these areas and sets out criteria by which the design quality and appropriateness of proposals will be considered, Policy DES 1, Principles of urban design and
B.14.4
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conservation, seeks high quality, distinctive and sustainable design, and Policy CS16, World Heritage Site, requires the protection of the appearance and setting of the World Heritage Site. Listed Buildings: UDP Policy DES 10, Listed buildings, sets criteria for the demolition, change of use, or building within the setting of, listed buildings. Views: Core Strategy Policy CS25, Views, protects the strategic. local and metropolitan views from inappropriate development, and UDP Policy DES 15, Metropolitan and local views, protects a range of types of views.
B.15
B.15.1
Blackfriars Bridge Foreshore, City of London

Due to its location, the submission Core Strategy Policy CS9, Thames and the Riverside, is relevant. This states that the City should capitalise on its unique riverside location, sustaining the rivers functional uses in transport, navigation and recreation and minimising flood risks. Spaces on or near the riverside should further the Riverside Walk Enhancement Strategy through mixed and vibrant riverside uses at Blackfriars and improved opportunities for biodiversity and river transport/navigation. Core Strategy CS10, Design, is also relevant to the Blackfriars site. This emphasises the need to promote a high standard and sustainable design of buildings, streets, and spaces whilst also having regard to the surroundings and the character of the City in order to create an inclusive and attractive environment. UDP Policy ENV 28, Building Services, also ensures that building services are satisfactorily integrated into the architectural design, resisting installations which would adversely affect the character, appearance or amenities of the buildings or areas concerned. Due to its nature, the UDP Policy UTIL 2, New Facilities for Utilities and Infrastructural Services, may apply. This requires utilities and infrastructural service facilities to consider location, access and mode of transport, transport routes, site design, appearance and layout, environmental constraints, potential effects on water quality, operating times and methods, mitigating measures to minimise avoidable adverse environmental impacts, and the effect upon amenity, safety and existing uses. Other local planning policies and designations relevant to the site include: Pollution: Emerging Core Strategy Policy CS15, Sustainable Development and Climate Change, seeks to enable businesses and residents to make sustainable choices and create a more sustainable city, requiring development to positively address local air quality, protection of quiet areas and quiet times for businesses (can be both day and night), land contamination, enhancement of biodiversity, and climate change adaptation measures. Conservation Area, Listed Buildings & Archaeology: Emerging Core Strategy Policy CS 12, Historic Environment, seeks to preserve or enhance the heritage assets of the City and improve understanding of
B.15.2
B.15.3
B.15.4
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them, whilst allowing sympathetic development, UDP Policy ENV 11, Development in Conservation Areas, resists demolition of buildings which make a positive contribution to the character or appearance, Policy ARC1, Requirement for Assessment and Evaluation of Sites of Archaeological Potential, requires that all planning applications which involve excavation or groundworks on sites of archaeological be accompanied by an archaeological assessment and evaluation of the site, and Policies ARC 2 and ARC 3, Preservation in Situ and Recording of Ancient Monuments and Archaeological Remains, require development proposals to preserve in situ, protect and safeguard important ancient monuments, and to ensure proper investigation and the recording of sites. Flooding: Emerging Core Strategy Policy CS18, Flood Risk, transposes the requirements of national policy and seeks to enhance existing flood defences, and reduce the demands on the combined drainage system through SuDS and other forms of drainage. Open Space: Emerging Core Strategy Policy CS 19, Open Spaces and Recreation, seeks to improve the accessibility, biodiversity value and quality of open spaces. Views: Emerging Core Strategy Policy CS13, Protected views, seeks to protect and enhance significant City and London views of important buildings, townscape and skylines, and strategically important landmarks (St Pauls Cathedral and Tower of London), UDP Policy ENV 1, New Development, encourages development that visually enhances the City, and avoids harm to the townscape, with appropriate massing, scale, character, materials and a high standard of design and detail, Policy ENV 8, Street Scene, requires high standards in the layout, design, surface treatment and landscaping of open spaces and streets, and to seek the retention of existing surfaces and features which contribute positively to the character and appearance of the location and the City. Accessibility: UDP Policy ENV 27, Access to Buildings and Facilities, seeks access for everybody including facilities and amenities for disabled people in the built environment.
B.16
B.16.1
Chambers Wharf, London Borough of Southwark

The site is located in the River Thames Policy Area and is, therefore, subject to Core Strategy Strategic Policy 12, Design and conservation. This states that the design of development in the Thames Policy Areas should be carefully managed so that it is sensitive to the many special qualities of the River. The Southwark Plan Policy 3.29, Development within the Thames Policy Area, requires that development within the Thames Policy Area must reflect the strategic importance of the River Thames and its hinterland, protecting and enhancing the area. The following is a summary of local planning policies and designations relevant to the Chambers Wharf site:
B.16.2
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Listed Buildings: Core Strategy Strategic Policy 12, Design and conservation, seeks to conserve and enhance Southwarks heritage assets and their settings including listed buildings, Southwark Plan Policy 3.17, Listed buildings, and Policy 3.18, Setting of listed buildings, Conservation Areas and World Heritage Sites, protect listed buildings and their settings. Conservation Area: Core Strategy Strategic Policy 12, Design and conservation, seeks to conserve and enhance Southwarks heritage assets and their settings including Conservation Areas, Southwark Plan Policy 3.16, Conservation Areas, and Policy 3.18, Setting of listed buildings, Conservation Areas and World Heritage Sites, protect Conservation Areas and their settings. Archaeological Priority Area: Core Strategy Strategic Policy 12, Design and Conservation, conserve and enhance Southwarks heritage assets and their settings including Architectural Protection Zones, and Southwark Plan Policy 3.19, Archaeology, requires planning applications for sites in Areas of Archaeological Potential to include an archaeological assessments and evaluation of the impact of the development. Biodiversity: Core Strategy Strategic Policy 11, Open spaces and wildlife, requires the protection of Sites of Nature Conservation Importance, and Southwark Plan Policy 3.28, Biodiversity, requires the enhancement of biodiversity. Open Space: Core Strategy Strategic Policy 11, Open spaces and wildlife, protects important open spaces from inappropriate development, and Southwark Plan saved policy 3.26, Borough Open Land, requires that development should positively contribute to the setting of Borough Open Land. The site is also located within a wider district park deficiency area as set out in the Southwark Plan. Amenity : Core Strategy Strategic Policy 13, High environmental standards, sets high standards and supporting measures for reducing air, land, water, noise and light pollution and avoiding amenity and environmental problems that affect how we enjoy the environment in which we live and work, and Southwark Plan Policy 3.2, Protection of amenity, protects against loss of amenity, including disturbance from noise to present and future occupiers in the surrounding area or on the application site. Air Quality: Core Strategy Strategic Policy 13, High environmental standards, supports reducing air pollution, and Southwark Plan Policy 3.6, Air quality, states that planning permission will not be granted for development leading to a reduction in air quality.
B.17
B.17.1
King Edward Memorial Park Foreshore, London Borough of Tower Hamlets

The following is a summary of local planning policies and designations relevant to the King Edward Memorial Park Foreshore site:
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Open Space: Core Strategy Strategic Policy 04, Creating a green and blue grid, and UDP Policy OS1, Reservation of sites, seek to protect and safeguard all existing open space, Policy OS7, Loss of open space, states that permission will not normally be given for any development which results in the loss of public or private open space having significant recreation or amenity value, CSDC Policy OSN2, Open space, states that development on open space will only be allowed if ancillary to an open space function and there is a demonstrated need. Listed Buildings: Core Strategy Strategic Policy 10, Creating distinct and durable places, seeks to protect and enhance heritage assets and their settings, and CSDC Policy CON1, Listed buildings, states that development which has an adverse impact on the setting of a listed building will not be permitted. Conservation Area: Core Strategy Strategic Policy 10, Creating distinct and durable places, seeks to protect and enhance heritage assets and their settings, and CSDC Policy CON2, Conservation areas, states that development within, or affecting the setting of a conservation area will be permitted only where it would preserve or enhance the special architectural or historic interest. Archaeological Priority Area: Core Strategy Strategic Policy 10, Creating distinct and durable places, seeks to protect and enhance heritage assets and their settings, and CSDC Policy CON4, Archaeology and ancient monuments, outlines the requirement for an archaeological assessment or field evaluation. Biodiversity: UDP Policy DEV57, Development affecting nature conservation areas, states that development which would have an adverse effect on such sites will not be permitted. Amenity: UDP Policy DEV2, Environmental requirements, sets requirements to protect the amenity of residential occupiers, including protection from the effects of development upon pollution, loss of privacy, sunlight or daylight. Riverside Walk: UDP Policies DEV64, Strategic riverside walkway designation, designates the strategic riverside walkway shown on the proposals map, and DEV65, Protection of existing walkways, protects walkways from development which would prevent free public access and/or harm their character. Flooding: UDP Policy U2, Development in areas at risk from flooding, states the Council will consult the EA and Thames Water on all applications for development in these areas
B.18
B.18.1
Earl Pumping Station, London Borough of Lewisham

Earl Pumping Station is located within the Plough Lane Strategic Site Allocation as designated in Strategic Site Allocation 5 in the LB of Lewishams Core Strategy. This allocation is for mixed use development in line with an approved Masterplan
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The site is also designated as a Mixed Use Employment Location and, therefore, subject to Core Strategy Policy 4, Mixed Use Employment Locations. This encourages the comprehensive redevelopment of such sites to provide a mix of employment and residential uses whilst enabling the continued employment function of the area. Other local planning policies and designations relevant to the site include: Archaeological Priority Area: Core Strategy Policy 16, Conservation Areas, heritage assets and the historic environment, seeks to protect the Boroughs heritage assets including archaeological remains, and Policy 15, High quality design for Lewisham, seeks to protect and enhance historic interests. Open Space: Lewisham Core Strategy Policy 12, Open Space and Environmental Assets, requires the protection and enhancement of Green Corridors. Amenity: Lewisham Core Strategy Policy 4, Mixed Use Employment Locations, requires that proposals should provide the highest possible level of residential amenity, and UDP Policy HSG4, Residential amenity, seeks to improve and safeguard the character and amenities of residential areas.
B.18.3
B.18.4
The site is in close proximity to the boundary of the LB of Southwark, which is located along the sites northern and western boundaries, and a number of planning policies from this Borough are, therefore, also applicable to the Earl Pumping Station site. Amenity: Core Strategy Strategic Policy 13, High Environmental Standards, seeks to avoid amenity and environmental problems that affect how we enjoy the environment in which we live and work, and Southwark Plan Policy 3.2, Protection of amenity, protects against loss of amenity, including disturbance from noise to present and future occupiers in the surrounding area or on the application site. Air Quality: Core Strategy Strategic Policy 13, High environmental standards, supports reducing air pollution, and Southwark Plan Policy 3.6. Air quality, states that planning permission will not be granted for development leading to a reduction in air quality.
B.19
B.19.1
Deptford Church Street, London Borough of Lewisham

Deptford Church Street is located within the Deptford and New Cross Regeneration and Growth Area as designated in the Core Strategy Spatial Policy 2, Regeneration and Growth Areas. Such areas provide regeneration and development opportunities, capitalising on public transport, accessibility and the availability of deliverable and developable land. Other local planning policies and designations relevant to the site include: Listed Buildings: Core Strategy Policy 16, Conservation Areas, heritage assets and the historic environment, seeks to protect and enhance listed buildings and their settings, and Core Strategy Policy 15, High quality environment in Lewisham, ensures any development
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conserves and enhances the Boroughs heritage assets and the significance of their settings. Conservation Area: Core Strategy Policy 16, Conservation Areas, heritage assets and the historic environment, seeks to protect and enhance heritage assets, including Conservation Areas and their settings, Policy 15, High quality design in Lewisham, ensures any development conserves and enhances the Boroughs heritage assets and the significance of their settings, and UDP Policy URB16, New development, changes of use and alterations to buildings in Conservation Areas, states that planning permission will not be granted where new development is incompatible with the special characteristics of conservation areas and their setting. Archaeological Priority Area: Core Strategy Policy 16, Conservation Areas, heritage assets and the historic environment, requires the protection of Boroughs heritage assets including archaeological remains, and Policy 15, High quality design in Lewisham, ensures any development conserves and enhances the Boroughs heritage assets. Biodiversity: Core Strategy Policy 12, Open space and environmental assets, recognises the strategic importance of the natural environment and seeks to preserve and enhance biodiversity. Open Space: Core Strategy Policy 12, Open space and environmental assets, protects open spaces, and UDP Policy OS7, Other open space, resists the loss or damage of Public Open Space Amenity: UDP Policy HSG4, Residential amenity, seeks to improve and safeguard the character and amenities of residential areas. Flooding: Core Strategy Policy 10, Managing and reducing the risk of flooding, ensures new development does not add to the risk of flooding.
B.20
B.20.1
Greenwich Pumping Station, London Borough of Greenwich

The site is located within the Deptford Creekside (West Greenwich) Mixed Use Area and is, therefore, subject to the provisions of Policy W3, Mixed Use Areas. This permits development for a range of uses, including business, residential and other appropriate uses. Other local planning policies and designations relevant to the site include: Listed Buildings: UDP Policy D18, Preservation of Listed Buildings, sets out the Councils presumption in favour of preservation, and Policy D23, Local list of buildings of architectural or historic interest, seeks to preserve locally listed buildings. Contaminated Land: Saved Policy E1, Contaminated land, requires preliminary site investigation. Conservation Area: Saved Policy D16, Conservation Areas, seeks to preserve or enhance the character and appearance and respect the setting of the Conservation Area.
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Archaeological Priority Area: UDP Policies D30 and D31, Archaeology, require assessment and preliminary site investigations. Views: UDP Policy D25, Strategic Views, protects views of St Pauls Cathedral from Greenwich Park and Blackheath Point. Pollution: Saved Policy E1, Pollution, protects the amenities of existing occupiers and users. Flooding: Saved Policy E19, Safeguarding existing tidal and fluvial defences, requires new developments to safeguard existing tidal and fluvial defences.
B.21
B.21.1
Abbey Mills Pumping Station, London Borough of Newham

The site is located within a Major Opportunity Zone and is, therefore, subject to UDP Policies UR1, Major Opportunity Zones: designations, UR20, West Ham Mills: land use proposals, and UR22, West Ham Mills: Three Mills Island, listed buildings. These policies focus on maximising opportunities for the area, particularly with regard to tourism and leisure, by using a potential heritage centre as an anchor use. Emerging Core Strategy Spatial Policy S2, Abbey Mills, includes designation of the land to the south east of Abbey Mills as a Strategic Site for mixed use redevelopment. Other local planning policies and designations relevant to the site include: Listed Buildings: UDP Policy EQ38, Planning applications affecting the setting of a listed building, explains that such applications should display a sympathetic relationship to the building, and emerging Core Strategy Policy SP5, Heritage and other successful place-making assets, seeks the protection, conservation, and enhancement of heritage assets and their settings. Conservation Area: UDP Policy EQ30, Planning proposals within Conservation Areas, explains the desirability of preserving or enhancing the character or appearance of conservation area, and Policy EQ33, Protection of trees, resists the removal of healthy trees in conservation areas. Archaeological Priority Area: Policy EQ43, Archaeology: investigation, excavation and protection, promotes the conservation, protection and enhancement of the archaeological heritage, and outlines the need for assessment and site investigations. Biodiversity: UDP Policies S14 and EQ9, Protection of Sites of Nature Conservation Importance, explain that development having an adverse impact on Sites of Nature Conservation Importance will not be permitted, Policy EQ10, Development of Sites of Nature Conservation Importance, outlines the requirement for an ecological statement to accompany planning applications, and emerging Core Strategy Policy SC4, Biodiversity, explains that biodiversity will be protected and enhanced.
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Blue Ribbon Network: Emerging Core Strategy Policy INF7, Blue Ribbon Network, states that developments should enhance the waterside environment, improve access and amenity, protect and enhance habitats, landscape character heritage and views. Metropolitan Open Land: UDP Policy OS2, Green Belt and Metropolitan Open Land: protection and enhancement, seeks to safeguard the open character of MOL, Policy OS3, Metropolitan Open Land in the Lee Valley Regional Park, states that development should accord with the Lee Valley Regional Park Plan, and Policy OS4, Metropolitan Open Land: public accessibility, encourages improved public access to MOL, except where the exclusion is necessary for safety. Open Space: UDP Policy OS6, Green Chains: development and implementation, seeks the development of a Green Chain around the site and along the Greenway, and Policy OS7, Green Space: Protection, safeguards green space by permitting only suitable development, unless certain exceptional circumstances are demonstrated. Lee Valley Regional Park: UDP Policy OS5, Lee Valley Regional Park Proposals, seeks to increase the range and quality of leisure and amenity provisions within the Park. Allotments: UDP Policy OS13, Allotments, protects existing allotments and seeks to increase supply. Transport: UDP Policy T21, Recreational footway network, states that the council will establish and promote a clearly signposted network of recreational walks. Contaminated Land: UDP Policy EQ49, Contaminated land, outlines the requirement for assessment and possible remediation of contaminated land.
B.22
B.22.1
Beckton Sewage Treatment Works, London Borough of Newham

The emerging Core Strategy Spatial Policy S5, Beckton, designates the Beckton Community Forum Area for approximately 1600 new dwellings (mostly at Albert Basin) and acknowledges the importance of utilities infrastructure in the area. The sewage works and the site to the south west are identified as Strategic Industrial Locations in Core Strategy Policy J2, Providing for an Efficient Use of Employment Land. The UDP, Proposal T22, specifically safeguards Beckton Sewage Treatment Works wharf for freight use. Other relevant local planning policies and designations relevant to the site include: Metropolitan Open Land: UDP Policy OS2, Green Belt and Metropolitan Open Land: protection and enhancement, seeks to safeguard the open character of MOL, Policy OS4, Metropolitan Open Land: public accessibility, encourages improved public access to MOL,
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except where the exclusion is necessary for safety, however, emerging Core Strategy Policy INF6, Green infrastructure, proposes the de-designation of MOL at and around the site. Open Space: UDP Policy OS6, Green Chains: development and implementation, seeks the development of a Green Chain around the site and along the Greenway, and Policy OS7, Green Space: Protection, safeguards green space by permitting only suitable development, unless certain exceptional circumstances are demonstrated. Biodiversity: UDP Policies S14 and EQ9, protection of Sites of Nature Conservation Importance, explain that development having an adverse impact on Sites of Nature Conservation Importance will not be permitted, Policy EQ10, Development of Sites of Nature Conservation Importance, outlines the requirement for an ecological statement to accompany planning applications, and emerging Core Strategy Policy SC4, Biodiversity, explains that biodiversity will be protected and enhanced. Listed Buildings: UDP Policy EQ38, Planning applications affecting the setting of a listed building, explains that such applications should display a sympathetic relationship to the building, and emerging Core Strategy Policy SP5, Heritage and other successful place-making assets, seeks the protection, conservation, and enhancement of heritage assets and their settings. Blue Ribbon Network: Emerging Core Strategy Policy INF7, Blue Ribbon Network, states that developments should enhance the waterside environment, improve access and amenity, protect and enhance habitats, landscape character heritage and views Transport: UDP Policy T21, Recreational footway network, states that the council will establish and promote a clearly signposted network of recreational walks. Contaminated Land: UDP Policy EQ49, Contaminated land, sets requirements for assessment and possible remediation of contaminated land.
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Appendix C: Draft Waste Strategy Executive summary

Note: The full Draft Waste Strategy is available as part of the phase two consultation materials.
C.1
C.1.1
Executive summary
This Waste Strategy has been developed to provide a framework for the management of materials and waste that would be produced throughout the construction and operational phases of the Thames Tunnel Project. This document is a consultation draft Waste Strategy. It is produced alongside the Preliminary Environmental Information Report (PEIR) and like the PEIR forms part of the material available for the Phase 2 public consultation in autumn 2011. The Thames Tunnel would be 7.2m in diameter, up to 75m deep and the preferred route is approximately 25km long. In general, the tunnel needs to follow the route of the River Thames so that it can be connected to the combined sewer overflows (CSOs) that are located along the riverbanks. The construction of the tunnel would require the excavation of a large volume of material from 22 sites. In the preferred scheme there are four proposed tunnel drive sites and associated shafts which would be producing over 70% of the excavated materials; these are Carnwath Road Riverside, Kirtling Street, Chambers Wharf and Greenwich Pumping Station. This Waste Strategy demonstrates Thames Waters commitment to its over arching aim of pursing a zero waste solution for the Thames Tunnel. That is making the most efficient use of resources by minimising demand for primary resources, and maximising the reuse, recycling and recovery of resources instead of treating them as waste with no innate value. The Waste Strategy provides a strategic direction and framework for the management of wastes and excavated materials, whilst ensuring that legislative, policy, environmental, financial and corporate drivers are all addressed and met. The majority of the material to be removed from Thames Tunnel sites would be excavated material which would generally be categorised as a non-waste. It is included in this Waste Strategy for completeness. This Waste Strategy sets out the following objectives: to pursue a zero waste solution for the Thames Tunnel to maximise reuse and recovery of excavated material arising from tunnel construction.
C.1.2
C.1.3
C.1.4
C.1.5
C.1.6
C.1.7 C.1.8
A percentage based target will be set against these objectives and these targets will be developed in the next phase of works. This Waste Strategy considers and is underpinned by the relevant legislative and local/regional policy requirements for waste management. These encompass:
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The revised Waste Framework Directive (Waste FD), which clarifies the definition of waste and puts a greater emphasis on the use of the waste hierarchy in waste management decision making. National Policy which provides the framework for strategic waste management decision making involving sustainable development, the waste hierarchy, self sufficiency and the proximity principle. All of which form key elements to the national waste management plan for the UK, and are incorporated in the Waste Review 2011 and Planning Policy Statement 10. At regional level The London Plan, the South East Plan and the East of England Plan all establish relevant regional waste policies that are considered.
C.1.9
An estimated 4.6 million tonnes of excavated material would be generated over the construction lifespan of the Thames Tunnel Project. The proposed length of the tunnel means that the in situ geology varies along its length and the excavated materials would vary as construction progresses from clays, through sands and gravels to chalk as the tunnel progresses from east to west. A detailed options assessment is being undertaken to identify the preferred options for the management of the excavated material. The assessment provides a systematic and transparent approach for assessing the management options for reuse, treatment and/or disposal of the excavated materials arising from the project during its construction phase. In addition to excavated material being produced during the construction phase, wastes would also be generated. These include: construction related wastes demolition waste hazardous waste (from demolition and construction equipment maintenance) waste generated through vegetation site clearance welfare wastes waste electrical and electronic equipment (WEEE).
C.1.10
C.1.11
C.1.12
Estimates have been made for the quantities of construction related wastes that would be produced. This includes wastes such as imported fill, concrete, grout and concrete tunnel linings. It has been estimated that around 51,000 tonnes of waste would be produced during the construction of the tunnel. Work is currently being carried out to estimate the amount of waste that would be generated through the demolition of buildings and structures. Where possible these wastes would be reused and recycled. An assessment has been carried out to ascertain the likely amount of vegetation and tree related waste that would be produced. Contractors would be expected to ensure that no organic waste is sent to landfill,
C.1.13
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organic waste would be composted and/or chipped by an appropriate contractor. Welfare wastes would also be generated by staff on site. Contractors would be encouraged to put in place systems to ensure this waste is recycled where possible. C.1.14 It is anticipated that there would be small levels of hazardous waste produced. These wastes would be managed appropriately and collected and disposed of by specialist contractors. All wastes and excavated material produced on site would be managed in accordance with the Code of Construction Practice which sets out a series of measures to protect the environment and limit disturbance from construction activities as far as reasonably practicable. A Waste Management Plan (WMP) would be developed by the Thames Tunnel Project to provide an overarching framework and provide a consistent approach to managing the excavated materials and waste at individual construction sites. The WMP would provide a central location for all Thames Tunnel waste information. The WMP would: C.1.17 record Thames Waters (or another client entity) responsible person, as well as, the responsible person for each site record the waste types generated by the entire project provide details of all waste minimisation actions provide project wide waste forecasts for each waste type provide a complete register of all approved waste carriers and receptor sites for the project summarise the information relating to waste transactions from each site report against project KPIs.
C.1.15
C.1.16
Under the Site Waste Management Plans Regulations 2008 a Site Waste Management Plan (SWMP) is required for each site. The SWMPs would be based on good practice and will comprise a live reporting tool rather than a static document. These SWMPs would report into the WMP and provide a framework to facilitate best practice on construction sites as well as recording and monitoring environmental performance, meeting regulatory control requirements and reducing waste disposal costs. Waste would also be produced during the operational phase of the Thames Tunnel. This would comprise wastes arising from the maintenance of the tunnel and those associated with storm flows intercepted by the tunnel. It is anticipated that there would be a small amount of waste produced during routine maintenance (the main tunnel sites would require a maintenance visit every 10 years, surface equipment would require routine inspection and maintenance every 3 to 6 months). Maintenance waste includes oils and lubricants from equipment, granular carbon from odour control units and general debris and other articles that enter the existing sewer system. Operational procedures for management of these wastes would be developed from those established for the Lee
C.1.18
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Tunnel and would be in accordance with relevant regulations and the waste hierarchy. C.1.19 It is anticipated that sewage derived litter in the Thames would reduce from approximately 10,000 tonnes per annum at present to approximately 600 tonnes per annum once the treatment works extensions and tunnels are operational. The great majority of the sewage flows from CSOs, including solid wastes, would be diverted from the Thames by the tunnel and would be treated at Beckton Sewage Treatment Works (STW). Once operational the sewage from the tunnel would be treated at the STW along with other flows and would comprise approximately 3% of the flows treated at the works. The Waste Strategy would be reviewed regularly during the construction phase and when the tunnel is operational.
C.1.20
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Glossary
Glossary
Term A-weighted sound Description A-weighted decibels, abbreviated dBA, or dBa, or dB(a), are an expression of the relative loudness of sounds in air as perceived by the human ear. Ground elevation is measured relative to the mean sea level at Newlyn in Cornwall, referred to as Ordnance Datum (OD), such that heights are reported in metres above or below OD. Removal of water from a source of supply (surface or groundwater). Areas where the local authority determines the national air quality objectives are not likely to be achieved by the relevant deadlines. People, property or designated sites for nature conservation that may be at risk from exposure to air pollutants that could potentially arise as a result of the proposed development/project. Sediment laid down by a river. Can range from sands and gravels deposited by fast flowing water and clays that settle out of suspension during overbank flooding. Other deposits found on a valley floor are usually included in the term alluvium (eg, peat). The average (mean) of the hourly pollutant concentrations measured or predicted for a one year period. Originating as a result of human activities. A hydrogeological unit which, that allows groundwater movement at negligible rates, even though porous and capable of storing water. Groundwater movement insufficient to allow appreciable supply to a borehole or spring. Aquicludes tend to act as an impermeable barrier. A permeable geological stratum or formation that is capable of both storing and transmitting water in significant amounts.
Above Ordinance Datum abstraction Air Quality Management Area air quality sensitive receptors
alluvium
Annual Mean Concentration anthropogenic aquiclude
aquifer
Archaeological Priority Areas of archaeological priority, significance, potential or Area/Zone other title, often designated by the local authority. background concentration Basal Sands base case The contribution to the total measured or predicted concentration of a pollutant that does not originate directly from local sources of emissions. The Upnor Beds (the lower unit of the Lambeth Group) and the Thanet Sands. The base case for the assessment is a future case, without the project, in a particular assessment year.
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Volume 2: Proposed development Term baseflow baseline benthic invertebrates Bentonite Description
Glossary
The component of river flow derived from groundwater sources rather than surface run-off. The existing conditions against which the likely significant effects due to a proposed development are assessed. Invertebrates which are found within or on the river bed. An absorbent aluminium phyllosilicate, in general, impure clay consisting mostly of montmorillonite. Mixed with water, it forms a slurry commonly used as drilling fluid and ground support in tunnelling. A hole drilled into the ground for geological investigation or for the exploitation of geological deposits or groundwater. An abstraction borehole is a well sunk into an aquifer from which water will be pumped. Wind-blown dust deposited under extremely cold, dry post glacial conditions suitable for making bricks. Produced by the BSI Group in order to set up standards of quality for goods and services. 2,000600 BC. Recording of historic buildings (by a competent archaeological organisation) is undertaken to document buildings, or parts of buildings, which may be lost as a result of demolition, alteration or neglect, amongst other reasons. Four levels of recording are defined by Royal Commission on the Historical Monuments of England (RCHME) and English Heritage. Level 1 (basic visual record); Level 2 (descriptive record), Level 3 (analytical record), and Level 4 (comprehensive analytical record). Also called a bund wall, bunding is a separated area within a structure designed to prevent inundation or breaches of various types. An area of stone, concrete or timber laid on the river / sea bed, that is exposed at low tide, allowing vessels to rest safely and securely in place. The area from which surface water and/or groundwater will collect and contribute to the flow of a specific river, abstraction or other specific discharge boundary. Can be prefixed by surface water or groundwater to indicate the specific nature of the catchment.
borehole
brickearth British Standard Bronze Age Building recording
bunding
campshed
catchment
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Volume 2: Proposed development Term Catchment Abstraction Management Strategy (CAMS) Description
Glossary
The Environment Agencys strategy for water resources management in England and Wales through licensing water abstraction. CAMS is used to inform the public on water resources and licensing practice; provide a consistent approach to local water resources management; and help to balance the needs of water-users and the environment. A curve formed by a perfectly flexible, uniformly dense, and inextensible cable suspended from its endpoints. Whales, dolphins and porpoises. A soft white limestone (calcium carbonate) formed from the skeletal remains of sea creatures. Method for evaluating invertebrate communities based on species rarity, diversity and abundance. A temporary or permanent enclosure built across a body of water to allow the enclosed area to be pumped out creating a dry work environment. A sewer conveying waste water of domestic or industrial origin and rain water. A structure, or series of structures, designed to allow spillage of excess waste water from a combined sewer under high rainfall conditions. Flows may discharge by gravity or by pumping. A simplified representation or qualified description of the behaviour of the hydrogeological system. A quantitative conceptual model includes preliminary calculations and flow and mass balances. Conservation areas defined by Local Planning Authorities according to the provisions of the Planning (Listed Buildings and Conservation Areas) Act 1990. The area of site that would be used during the construction phase. The statutory plan which sets out a boroughs planning policies in relation to the management of development and land use. Supersedes the Unitary Development Plan in Boroughs where it has been adopted. A mobile crane, usually with caterpillar tracks. The flow from the existing CSO is diverted to the location of the drop shaft. The drop shaft location requires suitable access for construction and maintenance.
catenary Cetaceans Chalk Community Conservation Index. (CCI) cofferdam
combined sewer combined sewer overflow (CSO)
conceptual model
Conservation area
construction site Core Strategy
crawler crane CSO connection culvert
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Volume 2: Proposed development Term CSO connection tunnel Description
Glossary
The flow from the drop shaft is transferred to the Thames Tunnel through a connection tunnel. These vary in diameter from 2.2m to 5.0m Long connection tunnels can be up to 4,615m in length. The shaft connects the flow down to the Thames Tunnel. The shaft sizes depend on the amount of flow to be intercepted and the de-aeration requirements and the depth depends on the location of the Thames Tunnel. The size ranges from 6m to 25m and depth from 25 to 75m. Site where the flows from an existing CSO would be redirected to the main Thames Tunnel. An area of land or structures around a dwelling or other structure. Excavated material to be re-used within the development as fill or removed off-site. the equivalent continuous A-weighted sound pressure level having the same energy as a fluctuating sound over a specified time period T. An area within the shaft and/or associated pipe work, where air is removed from liquids. Logarithmic ratio used to relate sound pressure level to a standard reference level. Influencing or determining elements or factors. In London these refer to the borough Unitary Development Plans. A system used to locally lower groundwater levels around the worksite to provide stable working conditions when excavating. A diaphragm wall is a reinforced concrete retaining wall that is constructed in-situ. A deep trench is excavated and supported with bentonite slurry, and then reinforcing steel is inserted into the trench. Concrete is poured into the trench and only after this does excavation in front of the retained earth commence. The release of substances (eg, water, sewage, etc.) into surface waters, ground or sewer. A lowering of the water level in a borehole or aquifer, usually in response to abstraction. Legal standards set in Europe in the Drinking Water Directive 1998 together with UK national standards to maintain wholesomeness of potable water.
CSO drop shaft
CSO interception site curtilage cut dB LAeq,T
de-aeration chamber decibel (dB) determinands Development Plan dewatering wells
diaphragm wall
discharge drawdown Drinking Water Standards
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Volume 2: Proposed development Term early medieval effect effluent Environmental Impact Assessment (EIA) Description
Glossary
AD 410 1066. Also referred to as the Saxon period. The result of an impact on a particular resource or receptor. The treated wastewater discharged from the Sewage Treatment Works. An assessment of the likely significant effects that a proposed project may have on the environment, considering natural, social and economic aspects, prepared in accordance with the 2009 Infrastructure Planning EIA Regulations. The concentration of chemical pollutants assessed to have detrimental effects on water quality in terms of the health of aquatic plants and animals. EQS are established in the WFD (Annex V) through the testing of the toxicity of the substance on aquatic biology. A document to be prepared following an EIA which provides a systematic and objective account of the EIAs findings, prepared in accordance with the 2009 Infrastructure Planning EIA Regulations. A limited programme of nonintrusive and/or intrusive fieldwork which determines the presence or absence of archaeological features, structures, deposits, artefacts or ecofacts within a specified area. A programme of controlled, intrusive fieldwork with defined research objectives which examines, records and interprets archaeological remains, retrieves artefacts, ecofacts and other remains within a specified area. The records made and objects gathered are studied and the results published in detail appropriate to the project design. A structural planar fracture or discontinuity within lithological strata due to strain or compression, in which significant displacement is observable. Factors that will determine the severity of an odour as defined by the Environment Agency; Frequency, Intensity, Duration, Offensiveness, Receptor. Material required to raise existing ground levels. This can utilise cut material generated within the site, or necessitate the importation of material. The location at which an item was found. A sewer conveying waste water of domestic and/or industrial origin, but little or no rain water. A breakage in a rock mass. Present at any scale, but is generally used for large scale discontinuities.
Environmental Quality Standards (EQS)
Environmental Statement (ES)
Evaluation (archaeological)
Excavation (archaeological)
fault
FIDOR
fill
findspot foul sewer fracture
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Volume 2: Proposed development Term GARDIT Description
Glossary
General Aquifer Research Development and Investigation Team (Thames Water, the Environment Agency and London Underground with the support of organisations such as the Corporation of London, Envirologic, the Association of British Insurers (ABI) and BT). The gradual increase in the temperature of the earth's atmosphere, believed to be due to the greenhouse effect, caused by increased levels of carbon dioxide, chlorofluorocarbons, and other pollutants. Benchmark national quality standard for parks and green spaces in the United Kingdom. Water contained in underground strata, predominantly in aquifers. Inundation of land or basements as groundwater levels rise and the groundwater discharges to the surface or underground structures. The rise in groundwater level that occurs after cessation of abstraction. Groundwater Body: distinct volume of groundwater within an aquifer or aquifers. A dark brown slightly glauconitic clay with localised fine sand. Temporary roads provided within the contractors site area to allow the transportation of material around the site. A building, monument, site, place, area or landscape positively identified as having a degree of significance meriting consideration in planning decisions. Heritage assets are the valued components of the Historic environment. They include designated heritage assets and assets identified by the local planning authority (including local listing). Archaeological and built heritage database held and maintained by the County authority. Previously known as the Sites and Monuments Record. Designated residential area with streets designed to operate primarily as a space for social use. Generally hard nodular chalks with thin flaser marls. In parts, there are significant proportions of shell debris. Inter-bedded coloured marl and chalk succession characteristic of the Plenus Marls Member are found at its base. Above this, the Melbourn Rock Member is distinguishable by its lack of shell material.
global warming
Green Flag groundwater groundwater flooding
groundwater rebound GWB Harwich Formation haul roads heritage asset
Historic environment Record (HER) Homezone Holywell Nodular Chalk
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Volume 2: Proposed development Term hydraulic conductivity Description
Glossary
A constant of proportionality in Darcys law that allows the calculation of the rate of groundwater flow from the hydraulic gradient. For a unit hydraulic gradient, the higher the hydraulic conductivity the higher the rate of groundwater flow. In an aquifer this is the rate of change of groundwater level per unit distance in a given direction. Groundwater flows in the direction of the decline in hydraulic gradient. A graph showing a plot of water flow or level with time, applicable to both surface water and groundwater. A physical or measurable change to the environment attributable to the project. This structure is required to be built around the existing overflow either on land or at the discharge point in the foreshore. The chamber has a weir and valves to divert the flow in to the Thames Tunnel system. It is likely to be a reinforced concrete cut and cover box structure. In some other cases the structure is required to be built adjacent to an inlet or sump of a pump station from which the flow is diverted 600 BC AD 43. A caisson is a retaining, water-tight structure open to the air. A jack is used to push the caisson into the ground, with the internal area then excavated. Equivalent continuous sound level is a notional steady sound level which would cause the same A-weighted sound energy to be received as that due to the actual and possibly fluctuating sound over a period of time (T). It can also be used to relate periods of exposure and noise level. Thus, for example, a halving or doubling of the period of exposure is equivalent in sound energy to a decrease or increase of 3dB(A) in the sound level for the original period. The maximum sound level measured on the A- weighted scale occurring during an event. Complex sequence of highly variable inter-bedded sediments which include clay, sands, pebble beds and Shelly beds. Fine to coarse sand or clay with occasional black organic matter. AD 1066 1500. The Lee Tunnel comprises a 7.2m diameter storage and transfer tunnel from Abbey Mills Pumping Station to Beckton STW and the interception of the Abbey Mills CSO.
hydraulic gradient
hydrograph impact interception chamber
Iron Age jacked caission
LAeq(T)
LAmax Lambeth Group Laminated Beds later medieval Lee Tunnel
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Volume 2: Proposed development Term Lewes Nodular Chalk Description
Glossary
Hard to very hard nodular chalks and hardgrounds with interbedded soft to medium hard chalks and marls. More abundant softer chalks towards the top. Formal permit allowing the holder to engage in an activity (in the context of this report, usually abstraction), subject to conditions specified in the licence itself and the legislation under which it was issued. A structure of architectural and/or historical interest. These are included on the Secretary of State's list, which affords statutory protection. These are subdivided in to Grades I, II* and II (in descending importance). The general characteristics of a rock or sedimentary formation. Local areas where the local authority determines the national air quality objectives are not likely to be achieved by the relevant deadlines. Collection of planning documents prepared by the Local Planning Authority outlining the management of development and land use in a Borough. A structure of local architectural and/or historical interest. These are structures that are not included in the Secretary of States Listing but are considered by the local authority to have architectural and/or historical merit. An area specific plan to interpret and apply the strategy set out in the Structure Plan, to provide a detailed basis for the control of development, to provide a basis for co-ordinating new development and to bring planning issues before the public. Fine sandy silty clay to silty clay. The LTI comprise five separate improvement projects at Thames Waters five Tideway sewage treatment works (STWs): Mogden, Beckton, Crossness, Riverside and Long Reach. The LTT comprises two separate projects: the Lee Tunnel and the Thames Tunnel. Consisting of the Upnor Beds (the lowest unit of the Lambeth Group), the Thanet Sands and the Chalk. Artificial deposit. An archaeologist would differentiate between modern made ground, containing identifiably modern inclusion such as concrete (but not brick or tile), and undated made ground, which may potentially contain deposits of archaeological interest.
licence
listed building
lithology Local Air Quality Management (LAQM) Local Development Framework (LDF) locally listed building
Local Plan
London Clay London Tideway Improvements (LTI)
London Tideway Tunnels (LTT) Lower aquifer made ground
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Volume 2: Proposed development Term main tunnel drive shaft site main tunnel reception shaft site Mesolithic mitigation measures Description
Glossary
Site that would be used to insert and then drive the TBM. Site that would be used to remove the TBM from the Thames Tunnel at the end of the drive. 12,000 4,000 BC. Actions proposed to prevent or reduce adverse effects arising from the whole or specific elements of the development. 4,000 2,000 BC. Non-nodular chalk, massively bedded, with fairly regularly developed marl seams and sporadic flints. A product of combustion processes. Nitrogen dioxide is associated with adverse effects on human health. A report which briefly describes the main points discussed in the Environmental Statement in a clear manner without the use of technical jargon and phraseology. This report is a requirement of the 2009 Infrastructure Planning EIA Regulations. The Water Services Regulations Authority, a government body set up in 1989 to regulate the activities of the water companies in England and Wales. Odour panel sampling carried out in laboratory conditions. Related to past environments, ie, during the prehistoric and later periods. Such remains can be of archaeological interest, and often consist of organic remains such as pollen and plant macro fossils which can be used to reconstruct the past environment. 700,00012,000 BC. A Middle Bronze Age axe. Solid particles or liquid droplets suspended or carried in the air and includes the same matter after it has deposited onto a surface. For the purposes of this assessment the term includes all size fractions of suspended matter, such as dust, PM10 and PM2.5. A structure containing carbon which absorbs odour from air flowing out of the Tunnel, without the assistance of mechanical pumping. Preliminary Environmental Information Report is a document setting out initial environmental information. In accordance with the Planning Act 2008, it is a requirement that this is the subject of pre-application consultation.
Neolithic New Pit Chalk nitrogen dioxide (and oxides NO2 and NO) Non-Technical Summary (NTS)
Ofwat
olfactometry Palaeo-environmental
Palaeolithic palstave particulate matter (PM)
passive filter chamber
PEIR
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Volume 2: Proposed development Term pelagic invertebrates perched water Description Invertebrates which are found in the water column.
Glossary
Is groundwater in an aquifer present above the regional water table, as a result of a (semi-)impermeable layer of rock or sediment above the main water table/aquifer, below the ground surface. The capacity of soil or porous rock to transmit water. A measure of the acidity or basicity of an aqueous solution. A borehole designed specifically to allow the measurement of groundwater level. The level or head to which groundwater would rise in a piezometer if it is free to seek equilibrium with the atmosphere. Written procedures put in place for dealing with spillages and pollution. Containing void spaces. Most sedimentary rocks are porous to some extent, and the term is commonly applied in a relative sense, generally restricted to rocks which have significant effective porosity. Refers to Option 3 Abbey Mills route, which runs from Action Storm Tanks in west London to Limehouse then turns northeast to Abbey Mills Pumping Station, where it connects with the Lee Tunnel. Refers to the preferred route and construction sites. Sites assessed as most suitable following review of suitability of each shortlisted site by taking in to account engineering,planning, environment, property and community considerations. Preservation by recording and advancement of understanding of asset significance. This is a standard archaeological mitigation strategy where heritage assets remains are fully excavated and recorded archaeologically and the results published. For remains of lesser significance, preservation by record might comprise an archaeological watching brief. Archaeological mitigation strategy where nationally important (whether designated or not) heritage assets are conserved in situ for future generations, typically through modifications to design proposals to avoid damage or destruction of such remains.
permeability pH piezometer piezometric surface
Pollution Incident Control Plan porous
preferred route
preferred scheme preferred site
preservation by record
preservation in situ
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Volume 2: Proposed development Term Principal Aquifer Description
Glossary
A geological stratum that exhibits high inter-granular and/or fracture permeability. This strata has the ability to support water supply and/or river base flow on a strategic scale. Principal Aquifers equate in most cases to aquifers previously referred to as Major Aquifers. Term used to describe the supply of water provided by a water company. Putty chalk (clay characteristics) near the surface of the unit above firm to soft non-nodular chalk with flint (Upper Chalk undivided) above hard nodular chalk with flints (Lewes Chalk). An international treaty for the conservation and sustainable utilisation of wetlands. River Basin Management Plans these are the relevant plans that outline the state of water resources within a River Basin District relevant to the objectives of the WFD. The rarest and most threatened species are often listed in the Red Data Book of Insects1, within which there are three categories. Taxa in danger of extinction are referred to as RDB 1 species; those considered to be vulnerable and likely to move into the endangered category are listed under RDB 2, whilst rare species occur on RDB 3. Section of river between two points. Extensive alluvial sand and gravel deposits laid down in a braided river system in river terraces since the Anglian glaciations. Where live data is used to manipulate control equipment in order to best manage the flow of storm water and sewage within the capacity of the system. People (both individually and communally) and the socioeconomic systems they support. Water that percolates downwards from the surface to replenish the water table. The red route is a network of roads designated by Transport for London that carry heavy volumes of traffic and are essential for the movement of traffic and public transport. These comprise mainly of major routes into and around London. Transport for London are responsible for enforcing the red routes which include clearways, parking and loading bays, bus lanes, yellow box junctions and banned turns.
Public Water Supply Putty Chalk
RAMSAR RBMP
RDB3
reach River Terrace Deposits real time control (RTC) receptors recharge Red route
Bratton, (1991) Red Data Book for Insects
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Volume 2: Proposed development Term risk assessment Description
Glossary
Assessment of the risks associated with an activity or object and possible accidents involving a source or practice. This includes assessment of consequence. AD 43 410. Scheduled Ancient Monument. More commonly referred to as Scheduled Monument. Entry of brackish or salt water into an aquifer, from the sea or estuary. This may be natural or induced by excessive or uncontrolled groundwater abstraction. The zone in which the voids in a rock or soil are filled with water at a pressure greater than atmospheric pressure. An ancient monument or archaeological deposits designated by the Secretary of State as a Scheduled Ancient Monument and protected under the Ancient Monuments Act. The formal view of the determining authority on the range of topics and issues to be considered by the Environmental Impact Assessment, as referred to in the 2009 Infrastructure Planning EIA Regulations. The document prepared by the applicant setting out the proposed approach to the Environmental Impact Assessment, including the range of topics and issues to be addressed, as referred to in the 2009 Infrastructure Planning EIA Regulations. The formal view of the determining authority on the need for an Environmental Impact Assessment to be undertaken, as referred to in the 2009 Infrastructure Planning EIA Regulations. The upper unit of the White Chalk, comprising of as firm to soft non-nodular Chalk with flint beds. Thin marl seams are found towards its base and and absent higher up. A hard ground marks the top of the Seaford Chalk. Alternate piles in-filled with concrete to form a water-tight retaining wall. Either permeable strata capable of supporting local supplies or low permeability strata with localised features such as fissures. The term Secondary Aquifer replaces the previously used name of Minor Aquifer. There are two classes of Secondary Aquifer. Secondary A are capable of supporting water supplies at a local rather than strategic scale and Secondary B are lower permeability layers which may store and yield limited amounts of groundwater due to localised features such as fissures, thin permeable horizons and weathering.
Roman SAM saline intrusion
saturated zone Scheduled Monument
Scoping Opinion
Scoping Report
Screening Opinion
Seaford Chalk
secant piles Secondary Aquifers
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Volume 2: Proposed development Term short listed sites SINC (Grade B) SINC (Grade L) SINC (Grade M) Site Description
Glossary
Sites idenitfied following an assessment of long list sites in accordance with the Site Selection Methodology. Site of Nature Conservation Importance (Grade II of Borough importance). Site of Nature Conservation Importance (Grade I of Local importance). Site of Nature Conservation Importance (Grade III of Metropolitan importance). For the purposes of the PEIR assessment, the site is deemed as the entire area located within the Limit of Land to be Acquired or Used. It should not be inferred that this entire site area will be physically separated (ie, hoarded or fenced) for the construction duration. An area given a statutory designation by English Nature or the Countryside Council for Wales because of its nature conservation value. Materials such as hard standing and vegetation including incidental topsoil (including potential contaminated soil). A record of sites of archaeological interest. An efficient method for constructing the tunnel lining with a layer of sprayed concrete. This is instead of using pre-cast concrete segments. Layers of rock, including unconsolidated materials such as sands and gravels. The study of stratified rocks, their nature, their occurrence, their relationship to each other and their classification. A colourless gas with a choking smell, the main product of the combustion of sulphur contained in fuels. Overarching term for recent generally unconsolidated or loosely consolidated deposits of sand, gravel, silt, clay, etc on top of bedrock. Synonymous with drift generally supersedes the term. This is a general term used to describe all water features such as rivers, streams, springs, ponds and lakes. Water that travels across the ground rather than seeping in to the soil.
Site of Special Scientific Interest (SSSI) site strip Sites and Monuments Record sprayed concrete lining strata stratigraphy sulphur dioxide (SO2) superficial deposits
surface water surface water runoff
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Volume 2: Proposed development Term Thames Tunnel Description
Glossary
The Thames Tunnel comprises a full-length storage and transfer tunnel from Acton Storm Tanks to Beckton Sewage Treatment Works in East London and the interception of specific CSOs along the Thames Tideway with a diameter between 6.5m and 7.2m. Coarsening upward sequence of well sorted fine grained sand which has a higher clay / silt content towards the lower part of the sequence, and evidence of intense bioturbation removing bedding structures. The Thames Tunnel project. Length of river channel swept by water from a discharge point in one tidal cycle. In the case of the River Thames this is considered to 13km up and downstream of the discharge point. Tool developed on behalf of Thames Water to assess the effects of lapses in water quality caused by CSO discharges on Tideway fish populations. The formal assessment of traffic and transportation issues relating to the proposed development. The findings are usually presented in a report which accompanies the planning application. Partially or wholly remove. In archaeological terms remains may have been truncated by previous construction activity. A typical year relates to an actual year, eg, the corresponding meteorological dataset for that year used in the modelling which was 1979-80. The corresponding meteorological dataset is used as it would give a better indication of conditions rather than using a recent year of data where the meteorological data may not be consistent with a rainfall event leading to the tunnel emissions. An enclosed space below the ground surface where air is released to atmosphere, should the pressure within the Tunnel exceed a set value. The statutory plan which sets out a unitary authoritys planning policies. These are rocks which are generally unable to provide usable water supplies and are unlikely to have surface water and wetland ecosystems dependent upon them. Variably bioturbated fine- to medium-grained sand with glauconite, rounded flint pebbles and minor clay, with distinctive pebble beds and base and top.
Thanet Sands
The project tidal excursion
Tideway Fish Risk Model Transport Assessment (TA)
truncate typical year
underground pressure release chamber Unitary Development Plan (UDP) unproductive strata
Upnor Formation
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Volume 2: Proposed development Term Upper aquifer Upper Mottled Beds Upper Shelly Beds Urban Waste Water Treatment Directive valve chamber Description
Glossary
Comprising the water bearing strata above the London Clay, namely the River Terrace Deposits and the Alluvium. A bluish grey mottled with greenish brown clay. Contains shell fragments within a flinty gravel or a sandy clay The Urban Waste Water Treatment Directive (1991) has the overall aim of protecting the environment from the adverse effects of urban waste water discharges. An underground structure on the sewer system containing valves which are used to isolate the flow between different parts of the sewer system. For example, flap valves prevent the flow from the river travelling back up the sewer or into the tunnel. A stack through which air is released. An EC Directive seeking to improve water quality in rivers and groundwater in an integrated way (2000). An archaeological watching brief is a formal programme of observation and investigation conducted during any operation carried out for nonarchaeological reasons. Level below which the ground is saturated with water. The water table elevation may vary with recharge and groundwater abstraction. The WEEE Directive aims to reduce the amount of electrical and electronic equipment going to landfill and to encourage everyone to reuse, recycle and recover it. Chalk with flints, with discrete marl seams, nodular chalk, sponge-rich and flint seams throughout. Flint typology and marl seam incidence is important for correlation. Comprises of Seaford Chalk, Lewes Nodular Chalk, New Pit Chalk and Holywell Nodular Chalk.
ventilation column Water Framework Directive (WFD) watching brief (archaeological) water table
Waste Electrical and Electronic Equipment Directive (WEEE) White Chalk subgroup
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Thames Tunn
110-RG-ENV-00000-000010
Phase two consultation (Autumn 2011)
For further information see our website: www.thamestunnelconsultation.co.uk or call us on 0800 0721 086
Thames Tunn

PEIR Main Report Vol2-Proposed-Development

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Preliminary environmental information report

Volume 2: Proposed development

Phase two consultation documentation

Project information papers

Site information papers

Thames Tunnel Preliminary environmental information report

Part B: Preliminary site information

Preliminary environmental information report

Preliminary environmental information report

Thames Tunnel Preliminary environmental information report Volume 2: Proposed development

Background documents ................................................................................ 11 3.1 3.2 3.3 3.4

Strategic planning context ............................................................................ 13 4.1 4.2 4.3 4.4

Project description......................................................................................... 22 5.1 5.2 5.3 5.4 5.5 5.6 5.7

Preliminary environmental information report

Preliminary environmental information report

Preliminary environmental information report

Preliminary environmental information report

WWT ZTV ZVI

Preliminary environmental information report

Volume 2: Proposed development

Preliminary environmental information report

Volume 2: Proposed development

Section 2: Need for the project

Need for the project Introduction

Volume 2: Proposed development

Section 2: Need for the project

Volume 2: Proposed development

Section 2: Need for the project

Volume 2: Proposed development 2.3.5

Section 2: Need for the project

Volume 2: Proposed development

Section 2: Need for the project

Water quality impacts

Volume 2: Proposed development

Section 2: Need for the project

Volume 2: Proposed development

Section 2: Need for the project

The long term effect of doing nothing

Volume 2: Proposed development

Section 2: Need for the project

Volume 2: Proposed development

Section 2: Need for the project

Preliminary environmental information report

Volume 2: Proposed development

Section 3: Background documents

Background documents Introduction

Preliminary environmental information report

Volume 2: Proposed development

Section 3: Background documents

Phase one consultation documents

Phase two consultation documents

Preliminary environmental information report

Volume 2: Proposed development

Section 4: Strategic planning context

Strategic planning context Introduction

National planning context

Preliminary environmental information report

Volume 2: Proposed development

Section 4: Strategic planning context

Regional planning context

Preliminary environmental information report

Volume 2: Proposed development 4.3.2

Section 4: Strategic planning context