Acton Storm Tanks

Introduction

Site information paper

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

Key facts
Local authority: CSO name: CSO spill volume in an average year: Site type: Duration of main construction works: Ealing Acton Storm Relief 310,000m (equivalent to approximately 124 Olympic swimming pools) CSO and main tunnel reception site Approximately three and a half years.

Thames Tunnel
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Acton Storm Tanks

Section 1: Introduction and site information
We are proposing to use parts of our existing pumping station and storm water tanks site (Acton Storm Tanks) for this construction work and to accommodate permanent building and structures required to operate the main tunnel. The site would receive the main tunnel from Carnwath Road Riverside and connect the existing local CSO, known as the Acton Storm Relief CSO, to the main tunnel. The location of the site is shown in Figure 1A. The site includes six large open storm tanks, pumping station and landscaped areas within our existing operational site. The site also includes Canham Road. To the north west, north east, south and east of the site are residential properties. These include the Factory Quarter development and properties on Emlyn Gardens and Greenend Road. A mixed use industrial estate is located to the north west and a number of commercial premises to the north of Canham Road. This site information paper sets out our proposals at Acton Storm Tanks. We have also produced project information papers, which cover overarching topics relating to the project. Where we consider that a project information paper is particularly relevant, we have highlighted this in a related documents box. At the end of this site information paper is a list of other documents, which may be of interest and a glossary of terms.

How we chose this site

CSO
What we proposed at phase one consultation
Through our site selection process, we identified three possible shortlisted sites to intercept the Acton Storm Relief CSO. At phase one consultation, which was held between September 2010 and January 2011, we presented these sites: Former Hospital, Netheravon Road South Car park, Welstead Way Acton Storm Tanks. Acton Storm Tanks was identified as our preferred site at phase one consultation. We proposed to use a long connection tunnel to connect the CSO to the main tunnel.

What we are proposing at phase two consultation

We have considered the comments from phase one consultation, feedback from ongoing engagement and new information; and undertaken further technical work. Redevelopment of the Former Hospital site is now well advanced so it is no longer a potential CSO site. We still consider that Acton Storm Tanks should be our preferred site because it is in our ownership and is on the line of the CSO which means we can directly intercept it.

Related documents: Build

Introduction

ay Allied W
a ley G Stan s rden

Draft limit of land to be acquired or used Proposed tunnel route centreline

le rp Wa
y

Local authority boundary Existing sewer Canham Road Factory Quarter HAMMERSMITH & FULHAM

a W

EALING

Gr ee

ne

nd

Acton Storm Tanks

ld Cobbo
Emlyn Gardens

Road
Wendell Park

Ro a

Acton Storm Relief CSO

CSO discharges into River Thames approximately 1500 metres south, adjacent to Chiswick Eyot
Figure 1A: Acton Storm Tanks location plan

HOUNSLOW

Acton Storm Tanks

Main tunnel
What we proposed at phase one consultation
In addition to sites to intercept the CSOs, we require sites to build the main tunnel at: each end of the main tunnel in west and east London suitable intervals along the route of the main tunnel locations where the type of geology that the main tunnel goes through changes. Prior to identifying the precise location of the main tunnel sites, we established the broad areas within which they would be needed. One of the main tunnel sites is required in the Hammersmith Bridge area, which is where the main tunnel would have ended. At phase one consultation, Hammersmith Pumping Station was our preferred site in this area to receive the main tunnel from Barn Elms and drive the long connection tunnel to Acton Storm Tanks. Therefore, we needed to find an alternative site to receive the main tunnel. We also reviewed our tunnelling strategy and concluded that the long connection tunnel, which would transfer flows from Acton Storm Tanks to the main tunnel, needs to be a similar diameter to the main tunnel. Therefore we propose to extend the main tunnel to enable a direct connection to the Acton Storm Relief CSO. As a result of these changes, the broad search area for the main tunnel site at the western end of the tunnel has changed, to the Acton Storm Tanks area. Given the proposed change of use of Acton Storm Tanks, in July 2011 we held drop-in sessions for the community around the site to understand any local issues, should there be a main tunnel reception site at this location. We reviewed all the comments we received and took these into account as part of the site selection process.

Why we have amended our proposals

Since January 2011, we have considered the comments from phase one consultation, feedback from ongoing engagement and new information; and undertaken further technical work. This work led us to review possible sites within the western end of the main tunnel and our tunnelling strategy, which considers how sites might be linked together to construct the main tunnel. Since phase one consultation, a new planning application for mixed use development has been submitted, covering the area around the Hammersmith Pumping Station site. Planning permission is expected to be granted and construction is likely to start in the near future. The proposals for mixed use development mean that there would be insufficient space to accommodate a main tunnel site at the Hammersmith Pumping Station site. 4

What we are proposing at phase two consultation

We have identified four shortlisted sites to receive the main tunnel from Carnwath Road Riverside, as shown in Figure 1B. These are: Commercial units, Stanley Gardens (site 1) Acton Park Industrial Estate (site 2) Industrial units, Allied Way (site 3) Acton Storm Tanks (our preferred site).

Introduction

Preferred site Acton Storm Tanks Other shortlisted site locations for main tunnel site Local authority boundary

Site 3 Site 2 Site 1 HAMMERSMITH & FULHAM

EALING

HOUNSLOW
Figure 1B: Preferred and shortlisted sites

Acton Storm Tanks

In considering our tunnelling strategy options, there were a number of factors we had to take into account. Based on current information, we concluded that Acton Storm Tanks would be less suitable as a main tunnel drive site. This was mainly due to the fact that this site is not near the River Thames, so there would be no opportunity to use the river to remove excavated material and to deliver of construction materials to site. It was however judged suitable as a main tunnel reception site. Acton Storm Tanks is our preferred site to receive the main tunnel from Carnwath Road Riverside for a number of reasons. It is brownfield site, it is in our ownership and the site is large enough to accommodate all the main works. Site 1 Commercial Units, Stanley Gardens, Site 2 Acton Park Industrial Estate and Site 3 Industrial Units, Allied Way are shortlisted sites. All these sites are less suitable because they would result in both temporary and permanent loss of employment land and possibly affect a number of community uses within these areas. We do not own these sites, so we would need to acquire the land. In terms of tunnelling options, these sites could be used as main tunnel sites, but we would still need a site at Acton Storm Tanks to intercept the CSO.

Related documents: Changes

Q&A

Consultation Site selection

CRR HPS

Carnwath Road Riverside Hammersmith Pumping Station

Construction

Section 2: Construction
Construction activities
Construction activities are required to intercept the CSO. To enable this, we would demolish the two northernmost storm tanks and construct an interception chamber within the storm tank facilities to intercept the CSO flows. A connection culvert would link the interception chamber to a drop shaft (approximately 31m deep) through which flows would pass into the main tunnel. The drop shaft would receive the tunnel boring machine from Carnwath Road Riverside, which would be dismantled and removed from the site. The drop shaft would also be used to install the secondary lining into the main tunnel. Figure 2A illustrates the below ground infrastructure proposed. These activities would take place within the area indicated by the red line in Figure 1A, in five main phases, lasting approximately three and a half years in total. The main construction activities associated with these phases are set out in Table 2.1.

Connection culvert

Existing sewer

Construction

Existing overflow sewer

Valve chamber
Drop shaft

Main tunnel

Interception chamber Existing overflow to River Thames

Figure 2A: Illustration showing typical elements of below ground infrastructure (existing storm tanks not illustrated for clarity)

Acton Storm Tanks

Advance works
Table 2.1: Main activities during construction phases

Phase 1 Site setup

Figure reference
Typical working hours Utilities connected Utilities diverted or protected

Varies

Figure 2C
Standard

Main construction activities

Site cleared Site facilities and access set up Drop shaft excavated and built Tunnel boring machine removed from shaft and disassembled Above and below ground structures constructed Internal (secondary) tunnel lining constructed Mechanical and electrical equipment installed Site restored and landscaped Temporary site facilities removed

Our typical working hours are expected to be: Standard: 8am-6pm weekdays, 8am-1pm Saturday* Extended standard: 6pm-10pm weekdays, 1pm-5pm Saturdays Continuous: 24 hours a day, seven days a week** Varies: Working hours for advanced works will depend on the nature of the works and will be agreed with the local authority
* Standard working hours would also include, subject to agreement with the local authority: a short period (up to one hour) before works start and after they have finished to allow our workers to prepare for work and check the site. equipment and machinery maintenance could also take place 1pm-5pm Saturday and 10am-4pm Sunday. ** The main activities taking place 24 hours a day are below ground or within an enclosure.

Construction

Phase 2 Drop shaft construction Figure 2C

Standard

Phase 3 Construction of other structures Figure 2D

Standard

Phase 4 Secondary lining Figure 2D

Continuous

Phase 5 Completion of works and site restoration

Standard

Related documents: Build Managing construction

Acton Storm Tanks

Site layout and construction phases
Figures 2C and 2D show how the site might be laid out during the construction phases, which are set out in Table 2.1 and Figure 2B. These layouts have been informed by the size of the infrastructure proposed, the construction methods required and the location of neighbouring buildings and structures. They have also been developed to minimise effects on the local community and environment. Particular factors at this site that have influenced the layout are as follows: The construction access arrangements for the site have been amended since phase one consultation. Access would now be located on Canham Road to further reduce the effects of construction on the residents of Warple Way. Since phase one consultation the construction site has been moved to the northern end of the Acton Storm Tanks site, which is farthest from nearby residential properties on Warple Way. Year 1 Advance works P1 P2 Year 2 P3 P4 Year 3 Year 4 The site layouts are indicative only, and the contractor may arrange the site in a different way, depending on the chosen construction methods, provided that any environmental effects are appropriately managed, and that the main construction activities are undertaken within the red line shown in Figure 1A.

P5

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

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Construction

am Canh

Road

Maximum extent of construction site for phases 1 and 2 Site hoarding Local authority boundary
le rp Wa

Site support/welfare
y

Cranes

Excavated material storage and processing Maintenance workshop and storage Construction support Internal site road Site access

a W

Drop shaft

EALING HAMMERSMITH & FULHAM

HOUNSLOW
Figure 2C: Illustrative phases 1 and 2 construction plan

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Acton Storm Tanks

Road nham Ca Drop shaft

Maximum extent of construction site for phases 3 and 4 Site hoarding Local authority boundary
le rp Wa
y

Site support/welfare Maintenance workshop and storage Construction support Internal site road Site access

a W

Cranes

EALING HAMMERSMITH & FULHAM Crane HOUNSLOW

Figure 2D: Illustrative phases 3 and 4 construction plan

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Construction

Additional works and activities

The main construction activities at this site are set out in Table 2.1. We would also need to undertake additional works and activities, some of which may be located outside of the area indicated by the red line in Figure 1A. The anticipated additional works and activities are set out in Table 2.2.

When

Type of works
Installation of equipment to monitor environmental matters such as noise, vibration and dust. Protection works to third party structures (such as buildings, bridges and tunnels).

What we would do
The locations of monitoring equipment would be agreed with the local authority and relevant landowners. We would undertake studies to identify any effects our construction work may have on third party structures. The studies may recommend particular construction methods or, in very limited instances, protection works. We expect to connect to water, sewer and phone supplies within the site. We expect to connect to a electricity supply in Emlyn Road. This would require minor temporary construction works within Cobbold Road. These may need to extend beyond our site and could include relocating kerb lines, repainting road lines and modifying traffic signals. We expect to connect to utilities from within the site.

Required for construction phase

Temporary connection to utilities (such as water, sewer, phone and electricity supply).

Traffic management works. Required for operational phase Permanent connection to utilities (such as water, phone and electricity supply) for the operational tunnel.

Table 2.2: Additional works and activities

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Acton Storm Tanks

Construction transport and access
We would transport materials to and from the site by road. We intend to use most of the excavated material to infill two of the existing storm tanks, which would minimise the number of lorries visiting the site. Table 2.3 sets out the anticipated average daily number of lorries visiting (ie travelling to and from) the site during the peak months of each phase. There are two possible site access options for construction traffic. Construction traffic could access the site from Old Oak Lane (A400), turn right on to The Vale (A4020) and left onto the southbound Warple Way, turn right into Canham Road and turn left into the site via a new temporary entrance off Canham Road. Alternatively, construction traffic could access the site from Hanger Lane (A406), travelling along Uxbridge Road/The Vale (A4020) and then following the same route to the site along Warple Way and Canham Road. Construction traffic would leave the site via the same entrance and turn left onto Canham Road, before travelling northbound along Stanley Gardens to the The Vale (A4020), from which it is possible to use either Hanger Lane (A406) or Old Oak Lane (A400). These access routes are shown on Figure 2E. Beyond this, construction traffic would use the major road network to get to and from its final destination. There may be a minor footpath diversion around the site. We may need to suspend or relocate some on-street parking bays on Warple Way (north of Canham Road), Stanley Gardens and Canham Road during construction. We may also need to make minor modifications to the kerb line at each end of Canham Road to accommodate the movement of construction vehicles around these corners. Based on our current design, we do not anticipate that any road diversions or bus stop relocations would be required.

Related documents: Transport

Phase 1 Site setup

Phase 2 Drop shaft construction

Phase 3 Construction of other structures

16 lorries

Phase 4 Secondary lining

Phase 5 Completion of works and site restoration

6 lorries

Average daily lorry visits

4 lorries

7 lorries

16 lorries

Table 2.3: Average daily lorry visits during the peak months

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Construction

BRENT A40

HAMMERSMITH & FULHAM

A406 Uxbridge Road A40 Old Oak Lane A400 The Vale EALING A4020 A3220 KENSINGTON & CHELSEA Left turn in, left turn out Warple Way Suspension of parking
am Canh d Roa

Stanley Gardens

M4 HOUNSLOW

RICHMOND UPON THAMES

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

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

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

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Acton Storm Tanks

Management of construction works
Our construction works would be managed in accordance with an agreed Code of construction practice (CoCP). For phase two consultation, we have produced a draft CoCP Part A: General requirements, informed by CoCPs from other major construction projects in London and consultation with the local authorities. Through the environmental impact assessment process, schemewide principles to address potential effects on the local environment have been identified and integrated into the design. The CoCP Part A sets out scheme-wide control measures that would be used to minimise potential effects during the construction process. Table 2.4 sets out what we consider to be the key issues for this site during construction, and how we are currently proposing to address them.

Related documents: Environment

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Construction

Issue

Our response
We are investigating opportunities to maximise the use of excavated material from the tunnel to fill up the northernmost storm tanks, and as part of the permanent site landscaping. This would reduce the volume of construction traffic. We have also sought to minimise disruption to the local road network through our site layout and design. We would manage the effects of road transport through our traffic management plans, which will seek to limit the number of vehicle movements and hours of operation, identify the most suitable site access points and any necessary highway management arrangements.

Possible effect of construction vehicles on the capacity and operation of the local road network.

Temporary suspension or Use of the existing one way traffic system around the site would minimise the need to relocation of some onstreet parking on Canham relocate/replace existing areas of off street car parking. We are investigating options for Road, Warple Way and temporary relocation/replacement parking provision during construction where necessary. Stanley Gardens. Possible effect of noise and vibration on neighbouring areas. Since phase one consultation, the main tunnel construction site has been moved to the northern end of the site, which is furthest from the majority of nearby residential properties. The contractor would be required to implement noise and vibration control measures at the worksite, which will be set out in the CoCP. Continuous working would only be undertaken for a short period of time to carry out tunnel lining. Since phase one consultation, the main tunnel construction site has been moved to the northern end of the site, which is furthest from the majority of nearby residential properties. Preliminary findings indicate that while there is the potential for dust nuisance effects, there are unlikely to be any significant local air quality effects at any of the sites. The contractor would put in place air and dust control measures at the worksite, which will be set out in the CoCP.

Possible effects on local air quality and dust nuisance in neighbouring areas.

Table 2.4: Key issues relating to construction

Related documents: Managing construction Transport

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Acton Storm Tanks

Section 3: Future use
This section describes the site after the completion of the construction work, ie when the main tunnel is in use the operational phase. Our permanent works need to incorporate functional elements, which are required for the operation of the tunnel. These include: Underground structures with ground level access covers including: a main tunnel shaft with an internal diameter of approximately 15m, connection culvert, interception chamber and valve chamber. A ventilation building containing fans, filters and electrical and control equipment. Three ventilation columns enclosed within a single structure up to 15m high. Maintenance vehicle access off Canham Road Works to structures associated with the existing storm tanks, including: modifications to existing weir overflow chamber, a new pipe overflow and overflow connection chamber. New pipework which will enable flows to bypass Acton Storm Tanks, significantly reducing odours which currently arise from the site. Table 3.1 sets out the site specific issues that have influenced our permanent design proposals and how we have addressed them in our proposed design.

Design
Since phase one consultation we have progressed the design for the permanent use and appearance of the structures at Acton Storm Tanks. The design of the permanent proposals follows our scheme-wide principles and takes into account comments made and ongoing engagement with the London Boroughs of Ealing and Hammersmith and Fulham and other technical consultees.

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Future use

Issue
The existing storm tanks.

Our response
The two northernmost tanks would be decommissioned and filled in. This is because the main tunnel reception shaft would be located here. The four remaining tanks would be isolated and flows transferred to the main tunnel during CSO spills therefore reducing odours. Since phase one consultation, the main tunnel site has been relocated to the northern end of the site, which is farthest from the majority of nearby residential properties. The ventilation building and structure are being designed to respect their existing industrial context and built form, with the possible use of brick and sloping roofs, and setting the building back from Canham Road. We are considering adding interest to the design by revealing the ventilation equipment using a glass wall. The ventilation structure would accommodate all three ventilation stacks and is located west of the building to minimise its effect on its surroundings.

Effect of permanent works on residential amenity.

Visual effect of the permanent works.

Narrowness of public footpaths in Canham Road.

It is proposed to widen the existing footpath on the south side of Canham Road to accommodate normal use and to offer better access to the nearby crche and residential areas. Two new vehicle accesses from Canham Road are proposed for access to the building and ventilation structure. The accesses would be set back from the existing road edge and link into the existing one way system. These accesses would be used infrequently for maintenance purposes only. The main site access would remain unchanged.

New site access.

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

Future use

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Acton Storm Tanks

Figures 3A, 3B, 3C and 3D show the current site and provide illustrations of our design proposals. Further information on the development of our design can be found in the Design development report.

Related documents: Design

Figure 3A: Photo of the site before the works

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Future use

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

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Acton Storm Tanks

Figure 3C: Aerial view of the completed works

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Future use

Ventilation column

Ventilation building

Secondary access for maintenance vehicles

Existing footpath to be widened

New line of boundary fencing

Replacement fencing to be provided Main access to Acton Storm Tanks

a Canh

ad m Ro

Area to be reinstated following construction works Hardstanding area Grassed area

Modifications to above ground chamber

Existing car parking

Remaining storm tanks to be taken out of use

Secondary access for maintenance of ventilation column

Building set back from boundary by approximately 5m

New fencing to match existing

Northern two storm tanks filled with excavated material from shaft construction

Figure 3D: Layout of site once construction works complete

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Acton Storm Tanks

Operation and maintenance
Once the tunnel is operational, we expect to undertake inspection and maintenance of the ventilation and below ground equipment approximately once every three to six months. This would be undertaken within our site and as part of the existing maintenance routine. Once every ten years, we expect to carry out a major internal inspection of the tunnel and underground structures. This is likely to involve a small team of inspection staff, a small team of support crew and two mobile cranes to lower the team and inspection vehicle into the shaft. This is likely to take several weeks, and would all be undertaken within our site. We may also need to make visits to the site for unplanned maintenance or repairs, for example, if there is a blockage, or equipment failure. This may require the use of mobile cranes and vans. Permanent vehicular access would be from the existing access gates in Warple Way, with only major maintenance works accessing the site from Canham Road.

Management of operational effects

We have undertaken technical work, including stakeholder engagement, to assess and identify the key issues associated with this site once it is operational. Table 3.2 summarises these issues and how we are currently proposing to address them.

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Future use

Issue

Our response
Odour effects at this site are expected to be negligible because we have developed an Air management plan to minimise possible odour and air quality effects arising from the operation of the tunnel. The technology we are proposing to use at this site includes a mechanical ventilation system that draws air through the tunnel with fans before cleaning the air using carbon filters that will absorb possible odour before air leaves the ventilation equipment. As part of the proposed works, two of the existing storm tanks would be decommissioned and filled in. This would reduce existing odour problems. We are also proposing to isolate the remaining four tanks, so they would no longer be required. This would be achieved by constructing new pipe work along the western perimeter of the site. The permanent access to our site would remain unchanged and visits would be undertaken as part of the existing maintenance routine. As detailed in Table 3.1 two additional access points would be made available to ease access from Canham Road.

Possible odour effects during the operation of the tunnel.

Disturbance from future maintenance access.

Table 3.2: Key issues relating to site operation

Related documents: Odour

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

Phase two public consultation material

Project information papers include general information about the Thames Tunnel project. There are 17 project information papers, which cover various aspects of the project. Those project information papers that may be of particular interest are set out below. Icon Title Build Details Provides information on the different types of sites required for the Thames Tunnel project and the typical construction activities that will be undertaken at each site. Explains how the scheme has changed compared to that presented at phase one consultation, including changes to the tunnelling strategy for the main tunnel and changes to sites. Sets out the consultation we have undertaken to date on the project, the scope of this phase two consultation and how interested parties can respond to this consultation. Contains the design principles which have influenced the permanent appearance of our sites once construction work is complete. Sets out the process the project is following to assess potential environmental effects of the Thames Tunnel project. Includes information on what measures our contractors will put in place at our sites during construction.

Changes

Q&A

Consultation

Design

Environment

Managing construction

Odour

Sets out our Air management plan and how it will work.

Options

Outlines the various ways to deal with sewage overflows.

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Phase two public consultation material

Icon Title Details Sets out how Londons sewerage system works and why the capital has an overflow problem.

Overflow Route and tunnel alignment Site selection

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

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

Transport

Site information papers provide information that relate to each preferred site along the route of the Thames Tunnel project. The following site information papers may be of particular interest.

CRR HPS

Carnwath Road Riverside Hammersmith Pumping Station

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Further information
Technical reports
Theme Interim engagement Phase one consultation Icon Title Interim engagement report Report on phase one consultation: summary report Details Provides a summary of the public engagement we have undertaken between phase one and phase two consultations. Provides a summary of the comments made at phase one consultation and our responses.

SUMMARY

Phase two construction information

Code of construction practice Part A: Sets out control measures to be adopted during the project General requirements construction period. (CoCP) Air management plan Preliminary environmental information report (PEIR) Design development report Outlines the methods which we will use to manage odour from the main tunnel at all our preferred sites. Contains initial assessments on the environmental effects of the Thames Tunnel project based on information collected to date. Please refer to volume 7 of the non-technical summary and volume 7 of the PEIR for more information on this site. Provides a general overview of how the scheme design at each site has evolved to date. Please refer to chapter 4 for more information on this site. Provides an overview of the development of the Thames Tunnel project and how each site was chosen. Please refer to Appendix A for more information on this site.

Phase two environmental information

Phase two scheme development

Phase two scheme development report

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Site glossary
Term
Carbon filters Combined sewer Combined sewer overflow (CSO) Connection tunnel Draft limit of land to be acquired or used Drop shaft Interception chamber Main tunnel/connection tunnel drive site Main tunnel/connection tunnel reception site Main tunnel Operational phase Secondary lining Thames Tunnel project Transport for London Road Network (TLRN) Tunnel boring machine (TBM)

Definition
Filters that remove odours before the air is released from the tunnel. A single sewer system that takes both rainwater and domestic and industrial wastewater. A structure, or series of structures, that allows sewers to overflow into the river when they are full as a result of increased rainfall. Without the overflows, the sewers would back up and cause flooding in streets or houses. A tunnel connecting a drop shaft to the main tunnel. The extent of land that we may need to use or acquire, or over which rights may be needed to carry out works that are essential to the project. A vertical circular concrete structure, used to drop flows from the high level of the CSO to the low level of the main tunnel. It would also be used to provide access to construct the connection tunnels. A structure, built on an existing combined sewer, which diverts stormwater overflow into the main tunnel. A site that would be used to construct the main tunnel or connection tunnel. The excavated material would be removed from the tunnel and the concrete tunnel lining segments would be delivered to the tunnel at the main/connection tunnel drive site. The tunnel would be constructed from a drive site to a reception site. Once the tunnel arrives at the reception site, the tunnel boring machine would be dismantled and removed. The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station. After the completion of the construction work, when the main tunnel is in use. A second, internal lining to the tunnel, giving it additional strength. The Thames Tunnel project comprises a storage and transfer tunnel, from west London to Beckton Sewage Treatment Works in east London, and the control of 34 CSOs along the Thames Tideway. The network of roads managed by Transport for London. These are the major or strategic roads, which have high capacity. A machine used to excavate tunnels through a variety of conditions, with a circular cross-section.

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Acton Storm Tanks

Phase two consultation: Acton Storm Tanks Autumn 2011 110-ED-PNC-00000-000068

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

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