Peir Nts Sections 1-5

Preliminary environmental information report
Non-technical summary
Regulations 2 and 10 of the Infrastructure Planning (Environmental Impact Assessment) Regulations 2009
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 Site selection 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 Non technical summary

List of contents
Page number
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
Introduction ...................................................................................................... 1 The Thames Tunnel project............................................................................. 2 Alternatives....................................................................................................... 5 Approach to the assessment ........................................................................ 10 Project wide effects ....................................................................................... 22 Acton Storm Tanks ........................................................................................ 35 Hammersmith Pumping Station .................................................................... 49 Barn Elms ....................................................................................................... 63 Putney Bridge Foreshore .............................................................................. 77 Dormay Street................................................................................................. 93 King Georges Park ...................................................................................... 107 Carnwath Road Riverside ............................................................................ 121 Falconbrook Pumping Station .................................................................... 136 Cremorne Wharf Depot ................................................................................ 149 Chelsea Embankment Foreshore ............................................................... 162 Kirtling Street ............................................................................................... 176 Heathwall Pumping Station ......................................................................... 190 Albert Embankment Foreshore ................................................................... 204 Victoria Embankment Foreshore ................................................................ 221 Blackfriars Bridge Foreshore ...................................................................... 235 Chambers Wharf .......................................................................................... 250 King Edward Memorial Park Foreshore ..................................................... 264 Earl Pumping Station ................................................................................... 278 Deptford Church Street ............................................................................... 290 Greenwich Pumping Station ....................................................................... 303 Abbey Mills Pumping Station ...................................................................... 317 Beckton Sewage Treatment Works ............................................................ 330 Thames Tunnel site overview ..................................................................... 341
Section 1: Introduction
1
1.1.1
Introduction
This report is a non-technical summary of the Preliminary Environmental Information Report which has been prepared for the Thames Tunnel project. The purpose of the Thames Tunnel project is to reduce and limit pollution from storm water overflows to the tidal River Thames. The project is proposed to capture, store and transport for treatment the discharges from combined sewer overflows which have been identified by the Environment Agency as unsatisfactory. The project is necessary to enable compliance with the European Unions Urban Waste Water Treatment Directive. It would also help achieve the objectives of the Water Framework Directive concerning surface water quality. Thames Water intends that an application would be submitted to the Infrastructure Planning Commission, or its successor, for development consent to construct and operate the project. The Preliminary Environmental Information Report, including this nontechnical summary, has been prepared in accordance with the requirements of the 2009 Infrastructure Planning Environmental Impact Assessment Regulations 1. It provides information at a point in time during the assessment process to facilitate effective consultation. The structure of this non-technical summary reflects that of the Preliminary Environmental Information Report. A description of the Thames Tunnel is included in Section 2, and the alternatives which have been considered are described in Section 3. Section 4 summarises the approach to the assessment and includes the topic specific methodologies used to undertake the assessments. The summary of the project wide assessment is provided in Section 5 with a summary of the preliminary assessment findings set out for each of the twenty two sites in Sections 6 to 27. Figure 28.1 gives an overview of the location of the sites and tunnel route. Phase two consultation on the Thames Tunnel project includes consultation on the Preliminary Environmental Information Report. The outcome of this consultation and the ongoing technical engagement with stakeholders as well as environmental data gathering and ongoing assessment will be presented in the Environmental Statement.
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
The Infrastructure Planning (Environmental Impact Assessment) Regulations 2009
Page 1
Non technical summary
Section 2: The Thames Tunnel Project
2 2.1
2.1.1
The Thames Tunnel project Background to the project

Londons sewer system was designed in the 1800s to handle wastewater and run-off rainwater through a combined collecting system. Combined sewer overflows were incorporated into the sewer system as relief structures to prevent flooding caused by sewer overloading, especially during periods of heavy rainfall. The capacities originally allowed for in the interceptor and combined sewer systems designed by Sir Joseph Bazalgette in the 1850s and subsequently extended, have now been substantially exceeded. This results in frequent and substantial discharges into the River Thames. Currently, overflows from the sewers to the Thames Tideway (being the tidal reaches of the River Thames) occur more than fifty times per year at the most frequently overflowing combined sewer overflows. There is a need to reduce these incidents in order to comply with the EU Urban Waste Water Treatment Directive and the related UK Urban Waste Water Treatment Regulations and for Thames Water to implement the UK Governments request for a solution. The Thames Tunnel project, in conjunction with the Lee Tunnel and upgrades to Londons sewage treatment works, has been determined (by independent studies and confirmed by Thames Water) to be the best technological solution and most cost-effective means to deal with the discharges and to meet the regulatory requirements.
2.1.2
2.1.3
2.1.4
2.2
2.2.1
Summary description of the project

The Thames Tunnel project is a linear infrastructure scheme whose primary objective is to capture discharges from 34 of the most unsatisfactory combined sewer overflows into the River Thames, in order to meet EU and UK Government legal requirements. The combined sewage (which is sewage combined with rainwater) that currently flows directly into the River Thames from combined sewer overflows would be captured and stored in the main tunnel and connection tunnels. The flows would then be transported along the tunnel, from west London to Abbey Mills in east London. The Lee Tunnel would then transfer flows to Beckton Sewage Treatment Works, where it would be treated when capacity exists. The preferred route of the main tunnel would be approximately 25km long and would pass under the administrative areas of 14 London local authorities in order to intercept the identified combined sewer overflows. To determine the preferred scheme, a site selection process has been undertaken, using a methodology which was adopted after consultation on the proposed methods with the relevant local authorities and pan-London stakeholders. The Site selection methodology paper describes this in detail and is available on the Thames Tunnel consultation website 2.
2
2.2.2
2.2.3
2.2.4
http://www.thamestunnelconsultation.co.uk/consultation-documents.aspx
Page 2
Section 2: The Thames Tunnel Project
2.3
2.3.1
Main tunnel route

In broad terms the main tunnel route starts in west London and generally follows the route of the River Thames eastwards, intercepting those combined sewer overflows identified for interception and ensuring flows can be transferred to the connection with the Lee Tunnel at Abbey Mills, and onwards to Beckton Sewage Treatment Works. A range of routes have been considered for the main tunnel, and three routes were put forward at the phase one consultation stage. These were the River Thames route, the Rotherhithe route, and the Abbey Mills route (see Figure 3.1). In all options considered, the horizontal alignment of the main tunnel generally followed the River Thames where possible. The Abbey Mills route was identified as the preferred route at the phase one consultation stage. The Report on phase one consultation2 details the feedback received and concluded that the Abbey Mills route remains the preferred route. Therefore only the Abbey Mills route was taken forward for further scheme development, and this is the preferred route proposed for phase two consultation. The alignment of this route follows the River Thames between west London and Rotherhithe, but then moves away from the River Thames following the Limehouse cut north-eastwards to terminate at Abbey Mills Pumping Station. This reduces the length of the main tunnel by approximately 9km as compared to the two alternative routes previously considered.
2.3.2
2.3.3
2.4
2.4.1
Main and connection tunnels

The internal diameter of the majority of the main tunnel is up to 7.2m, whilst the western end (to Acton) would be up to 6.5m. A range of connection tunnels would also be required to join the combined sewer overflows to the main tunnel. The longest connector tunnel from Greenwich Pumping Station to Chambers Wharf is proposed to be up to 5m in diameter. The depth of the main tunnel would be between approximately 30m in west London and up to 70m at Abbey Mills Pumping Station. The connection tunnels are expected to be shallower.
2.4.2
2.5
2.5.1
Site types
Two main categories of sites are required to construct and operate the Thames Tunnel project: a. The works for interception and control at existing combined sewer overflows and connection to the main tunnel would require a series of sites (combined sewer overflow sites). b. A series of sites are required for the construction and operation of the main tunnel (main tunnel sites).
2.5.2
Each combined sewer overflows site must accommodate the permanent structures required for the operation and control of the combined sewer overflows and, on a temporary basis, the construction equipment and
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Section 2: The Thames Tunnel Project activities required to create the combined sewer overflow interception and control facilities. 2.5.3 Main tunnel sites are needed as the start or end point for a tunnel boring machine, which would build the main tunnel. A series of main tunnel construction sites are required to allow the tunnel boring machine to start the tunnelling, and to be taken out when digging is complete. The location of preferred combined sewer overflows sites and main tunnel sites at phase two consultation stage are indicated in Figure 28.1. Other works are also needed to make modifications to the existing sewer system, including modifications to Beckton Sewage Treatment Works.
2.5.4 2.5.5
2.6
2.6.1
Stages and timing of the project

The project is subject to many external influences, notably the outcome of public consultations and the planning process, but also government direction, regulatory approval and funding will dictate the pace of any implementation. The main development and implementation steps required for the project to be delivered are all linked together and include: a. design b. planning and consenting c. communication and consultation d. field investigations e. land acquisition f. procurement g. enabling works h. construction i. j. commissioning operation
2.6.2
2.6.3
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 Environmental Statement.
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Section 3: Alternatives
3 3.1
3.1.1
Alternatives Background
Under the Infrastructure Planning (Environmental Impact Assessment) Regulations 2009, the Preliminary Environmental Information Report must contain an outline of the main alternatives studied by the applicant and an indication of the main reasons for the applicants choice, taking into account the environmental effects. The Preliminary Environmental Information Report provides an outline of the following categories of alternatives which have been considered: a. Strategic (ie tunnel and non tunnel) alternatives to address the problem of the combined sewer overflow discharges into the Tideway b. Alternative tunnel routes c. Alternative drive strategies and alternatives to the preferred main drive and reception sites, and
3.1.2
d. Alternatives to each of the preferred combined sewer overflow sites for interception works.
3.2
3.2.1
Strategic alternatives
Various tunnel and non tunnel alternatives have been assessed in a programme of studies stretching back over ten years. These alternatives included: widespread application of Sustainable Urban Drainage Systems (to capture rainfall); changing the combined sewer system into separated foul sewers and surface water drains; and also consideration of separate western and eastern tunnels. Both the Sustainable Urban Drainage Systems approach and the sewer separation approach would be much more expensive than a storage and transfer tunnel. It is also unlikely that the former would be viable given the extensive areas needed whilst the latter would cause unacceptable levels of disruption to London. The separate tunnels approach would not meet the requirements of the Urban Waste Water Treatment Directive. All of the studies undertaken by Thames Water have concluded that a single storage and transfer tunnel between west London and treatment facilities in East London is the most cost effective way of achieving the required water quality objectives within the required timeframe. These conclusions have been supported by recent Governments and Thames Water has been directed to develop the tunnel solution.
3.2.2
3.3
3.3.1
Alternative tunnel routes

Two alternative tunnel routes to the preferred Abbey Mills route have been considered, these being the River Thames Route and the Rotherhithe Route (Figure 3.1). The alternatives are similar in that the tunnel would go to Beckton directly rather than Abbey Mills. It has been concluded that the Abbey Mills route has several considerable advantages and was selected as the preferred route for phase one consultation. The substantial reduction in construction scope associated
3.3.2
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Section 3: Alternatives with the shortest tunnel length and fewest main construction sites, coupled with tunnelling through less difficult ground, results in the Abbey Mills route being the safest and least cost construction choice. In cumulative terms, it would have the least environmental impact, slightly fewer community impacts, fewest property issues and lower planning risks. 3.3.3 The outcome of phase one consultation supported the conclusion that the Abbey Mills route was the most appropriate route. The Abbey Mills route has therefore been retained as the preferred route for phase two consultation.
3.4
3.4.1
Drive strategy and main drive and reception sites

The selection of a tunnel drive strategy and selection of main drive and reception sites has been undertaken in accordance with the published site selection methodology. This methodology used a filtering process to identify a long list of possible sites which was then refined to a short list and eventually a preferred list. In order to identify a preferred site, each of the short-listed sites was assessed across five disciplines: engineering, property, planning, environment and community. The results were then used in multidisciplinary workshops to identify preferences. In order to identify a preferred drive strategy, sites were identified within zones (of which there were nine for the Abbey Mills tunnel route). The approach enabled an extensive series of comparisons to be made of tunnelling from one zone to another using the information collected on each of the short-listed sites. With each comparison made, it was possible to eliminate a number of drive options until the list was finally reduced to one: the preferred tunnel drive option. The comparisons that had to be made to arrive at the preferred option included: a. Comparison 1: Comparing the use of Chambers Wharf with the use of King Edward Memorial Park for a main tunnel site. b. Comparison 2: Comparing the use of Barn Elms with the use of Carnwath Road Riverside for a main tunnel drive site. c. Comparison 3: Comparing the use of Abbey Mills Pumping Station as main tunnel drive site or main tunnel reception site.
3.4.2
3.4.3
3.4.4
3.4.5
For comparison 1, the preference is to use Chambers Wharf as a main tunnel drive site, eliminating options that use King Edward Memorial Park for this purpose. The main reasons include the brownfield nature of Chambers Wharf and the reduced impacts on park users at King Edward Memorial Park. As a result of this comparison, the drive options that used a main tunnel drive site at King Edward Memorial Park were eliminated. It is noted that prior to this comparison, Chambers Wharf had already been identified as a preferred site in Southwark (in comparison with Kings Stairs Gardens, see below). For comparison 2, the preference is to use Carnwath Road Riverside as a main tunnel drive site, eliminating options that use Barn Elms for this
3.4.6
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Section 3: Alternatives purpose. The main reasons include the brownfield nature of Carnwath Road Riverside, which also has much better river access via an existing wharf. As a result of this comparison, the six options that use a main tunnel site at Barn Elms were eliminated. 3.4.7 For comparison 3, it was concluded that driving the main tunnel from Chambers Wharf to Abbey Mills (and using Abbey Mills to receive the tunnel boring machine used to build the connection tunnel from Greenwich Pumping Station), should be selected. One of the main factors that influenced this decision was that further technical work and discussions with the Lee Tunnel project team and Olympic Delivery Authority on their experience with the Olympic Park has shown that transporting substantial material volumes to and from the site by the River Lee is not desirable. Therefore, the use of Chambers Wharf as a main tunnel drive site, with the ability to transport material by barge, was considered more acceptable than the use of Abbey Mills as a drive site with possible reliance on road transport to remove material. Based on the above comparisons and conclusions reached by all disciplines, the preferred drive option for connecting the main tunnel sites was identified as follows: a. Main drive from Carnwath Road Riverside to Acton Storm Tanks. b. Main drive from Kirtling Street to Carnwath Road Riverside c. Main drive from Kirtling Street to Chambers Wharf d. Main drive from Chambers Wharf to Abbey Mills e. Long connection tunnel drive from Greenwich Pumping Station to Chambers Wharf 3.4.9 Whilst the above comparisons describe the main steps taken to identify the preferred drive strategy, it is also necessary to consider the main drive sites and the alternatives to them. The main alternatives are represented by the other short-listed sites in each area. Carnwarth Road Riverside was chosen as a main drive site in the west because the site is brownfield, the presence of wharfs and width of Thames would allow use of barges to remove material during construction and the site has good access to major road network. Other short-listed sites considered in this area were Barn Elms, Feathers Wharf and Fulham Depot. Kirtling Street was chosen as a main double drive site in the central part of the route because the site is brownfield in a mainly industrial area, has direct river access with potential to allow use of barges to remove material during construction and has good access from Nine Elms Lane (A3025). In addition it would cause less disruption to residents than some other short-listed sites and would not affect early stages of Battersea Power Station Redevelopment. Other short-listed sites considered were Battersea Park, Battersea Power Station, Part of Battersea Power Station, Heathwall Pumping Station and Midddle Wharf, Post Office site on Nine Elms Lane, a site on Post Office Way, Depots on Ponton Road, an Open
3.4.8
3.4.10
3.4.11
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Section 3: Alternatives Space off Grosvenor Road and the Foreshore at Riverside House near Vauxhall Bridge 3.4.12 Chambers Wharf was chosen as a main drive site in the eastern part of the route because the site is brownfield, has direct river access with potential allow use of barges to remove material during construction and there would be no need to divert Thames Path. King Stairs Gardens was the only other short-listed site in this area.
3.5
3.5.1
Alternative combined sewer overflow interception sites

The site selection methodology was used to compare alternative combined sewer overflow sites. As for the main tunnel drive sites described above, this methodology used a filtering process to identify a long list of possible interception sites. This was then refined to a short list and eventually a preferred list. For most of the combined sewer overflow interceptions, between two and five short-listed sites were considered in order to identify the preferred site although in a few cases there was only one viable short listed site. In each case, the preferred site was identified through an integrated multidisciplinary approach.
3.5.2
3.6
3.6.1
More information
Volume 3 of the Preliminary Environmental Information Report provides more extensive information, most notably in respect of the alternative drive strategies, main tunnel drive sites and alternative combined sewer overflow interceptions.
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Section 3: Alternatives Figure 3.1 Thames Tunnel preferred route (Abbey Mills) and alternative routes
Page 9
Section 4: Approach to the assessment
4 4.1
4.1.1
Approach to the assessment Introduction

This section summarises the general assessment methodology and the specific methodologies for assessing each environmental topic included in the non-technical summary. Work which has not been completed will be undertaken in the coming months and reported in the Environmental Statement. It is noted that the assessment presented in this report represents preliminary findings. The environmental impact assessment (EIA) methodology has been developed in accordance with the requirements of the 2011 EIA Regulations (Town and Country Planning Act 1990) and the 2009 EIA Regulations. The assessment has involved a process of interaction between engineering design, planning and environmental considerations to ensure that mitigation measures are considered and wherever possible incorporated in the project. Throughout the design process, attention has been and will continue to be paid to minimising adverse effects on the environment during construction and operation. Where possible, the project will incorporate measures to prevent, reduce and offset any significant adverse effects arising and seek to promote beneficial effects.
4.1.2
4.1.3
4.2
4.2.1
Scoping and technical engagement

A Scoping Report (March 2011) was prepared prior to the findings of the formal phase one consultation being collated and reviewed. It scoped the potential environmental effects associated with the preferred scheme presented for the phase one consultation process. Scoping opinions have been considered and addressed where appropriate in the assessment process to date. Consultees have the opportunity to comment on the Preliminary Environmental Information Report as part of the phase two consultation process. Engagement with statutory and non-statutory consultees has been undertaken since the start of the environmental assessment process through an extensive programme of briefing meetings and presentations, technical working groups and workshops. This will continue through to the completion of Environmental Statement.
4.2.2
4.2.3
4.3
4.3.1 4.3.2
Baseline
Prior to undertaking the impact assessments for each topic, existing environmental conditions (baseline) have been identified. Information has been obtained from observations made on-site, field surveys, information provided by consultees and desk based sources. This allows the existing environmental resources present to be identified and evaluated.
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Section 4: Approach to the assessment 4.3.3 Baseline data collection is still underway and this varies from topic to topic. Details of desk based data review, supported by site visits undertaken where appropriate, and survey data collection that has been completed to date are described in the Preliminary Environmental Information Report. Additional data arising from the completion of the ongoing surveys will be taken into account in the ongoing assessment and presented in the Environmental Statement. The environmental baseline is likely to change irrespective of the Thames Tunnel project, for example as a result of new residential development built in proximity to some of the sites. For each site, the assessment identifies where such changes are likely.
4.3.4
4.3.5
4.4
4.4.1
Methodology Effects
The assessment considers all types of effects as required by the 2009 EIA Regulations, comprising: a. direct and indirect (including secondary) effects b. short term (less than 12 months), medium term (1 to 5 years) and long-term (+ 5 years) effects c. permanent and temporary effects d. cumulative effects e. beneficial and adverse effects
4.4.2
Two main categories of effects are assessed, namely construction effects and operational effects. Effects during the construction and operation of the Thames Tunnel have been considered at individual sites and where relevant at a project wide level. The construction assessment considers temporary, construction activities and works such as construction traffic and temporary haul roads. It also includes an assessment of effects which although arising during the construction phase, would result in permanent works, such as the construction of shafts, the tunnel, and ventilation structures. Construction phase effects will be managed through the implementation of a Code of Construction Practice. Operational effects refer to those effects which arise once the Thames Tunnel is built and operational such as improvements to water quality and the effects on aquatic ecology. Cumulative effects arise from the interaction of the project with other developments. Where significant projects are under development, there may be elevated effects on the environment which exceed the effects of each project in isolation. At this preliminary stage of the assessment, cumulative effects have not been considered. However planned major developments in the vicinity of each site have been incorporated into the future baselines that have been used in the assessments (paragraph 4.3.5). An assessment of cumulative effects will be included in the Environmental Statement.
4.4.3
4.4.4
4.4.5
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Assessment years
4.4.6 For the purposes of the preliminary assessment, it has been assumed that the overall construction programme would last from 2015 to 2022 (enabling construction works would start in 2015, with main construction starting in 2016). However, the assessment year (or years) for the assessment of construction impacts at any one site varies since the peak in construction activities varies from site to site. The appropriate assessment year for each site has been identified utilising relevant best practice guidance and professional judgement. The assessment of project wide effects has identified the overall peak in construction activities across all sites. The assessment year of operation has been assumed as being 2023. This is the first full normal 12 months of operation (excluding any commissioning period).
4.4.7 4.4.8
Assessment areas
4.4.9 The extent of the assessment area varies from topic to topic. For some topics, the focus of the assessment is on and adjacent to the site, such as land quality. For other topics such as transport the assessment area is more extensive.
Significance criteria
4.4.10 The table below is a generic significance criteria matrix that has been used, or adapted for individual topic assessments, in order to determine the significance of effects: Table 4.1 Generic significance matrix Sensitivity of receptor High Scale of Impact High Medium Low Negligible Major adverse Major adverse Minor adverse Medium Major adverse Moderate adverse Negligible effect Low Moderate adverse Minor adverse Negligible effect Negligible effect
Moderate adverse Minor adverse
Approach to mitigation
4.4.11 Mitigation opportunities can be identified at any stage in the evolution of a scheme. The assessment process feeds into an iterative design process that has been, and continues to be, used to help refine the project, with the objectives of avoiding and reducing adverse environmental effects. Mitigation measures are being incorporated into the design so far as possible. A Code of Construction Practice is also being developed. Both form the environmental design measures integrated into the project.
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Section 4: Approach to the assessment 4.4.12 Mitigation measures have generally been identified by regularly reviewing the emerging preliminary assessment of the likely significant environmental effects of the project. Where practicable and economic, design adjustments have been made to the project. Likely significant effects and associated potential environmental response measures that have not been addressed in the project to date are outstanding mitigation measures. As the design is refined through the ongoing environmental assessment process, it is intended that outstanding mitigation measures will be incorporated into the project. Where residual effects remain after the proposed mitigation has been applied to date, these are identified. Given the preliminary stage of the assessments, the Preliminary Environmental Information Report focuses on the approach to mitigation. Where necessary, detailed mitigation proposals will be developed and included within the Environmental Statement.
4.4.13
4.4.14 4.4.15
4.5
4.5.1
Air quality and odour

The local air quality assessment follows the methodologies outlined in the Department for environment, food and rural affairs (Defra) Local Air Quality Management Technical Guidance and the London Councils Best Practice Guidance. The odour assessment has been undertaken with reference to the relevant Defra and Environment Agency benchmarks. Existing conditions have been established through a review of air quality monitoring data collected from local authorities. In addition to this monitoring, baseline monitoring has been established at all the proposed sites using diffusion tubes. Background data have also been collected from the Defra website. Odour complaint data have been collected to determine whether there are any existing odour issues at the sites; this will be supported by baseline monitoring currently being undertaken. The methodologies proposed for the assessment are described in the Preliminary Environmental Information Report. While these methodologies have been followed for the Preliminary Environmental Information Report for the assessment of construction dust and odour (during operation), a qualitative assessment based on professional judgement has been undertaken for the assessment of emissions from road traffic, river barges and plant during construction, as data required for the quantitative assessment is being confirmed. A full assessment using dispersion modelling will be undertaken for the Environmental Statement. This will include consideration of cumulative effects arising from other projects, mitigation measures and residual effects. It is noted that the odour assessment results presented in the Preliminary Environmental Information Report provide a conservative assessment of the odour effects of the Thames Tunnel project.
4.5.2
4.5.3
4.6
4.6.1
Ecology aquatic
The assessment has been guided by the Institute for Ecology and Environmental Managements Guidelines for Ecological Impact
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Section 4: Approach to the assessment Assessment in the UK (2006) supplemented by their specific guidance for marine and coastal assessment (2010). 4.6.2 The aquatic ecology assessment examines the effects of the project on water based ecology, including river habitats, marine mammals, invertebrates and fish (Figure 4.1). Data and assessment of algae will be reported in the Environmental Statement. Water birds are considered in the terrestrial ecology assessment. The assessment is based on field survey data for fish, invertebrates and habitats collected for the project, and background data obtained from desk studies. Data from autumn 2010 surveys is presented in the Preliminary Environmental Information Report. Data from surveys in 2011 will be reported in the Environmental Statement. The scope and methodologies adopted for the field surveys has been agreed with the Environment Agency. Where possible, survey methodologies are based on published good practice. The assessment describes the likely nature and magnitude of changes to aquatic ecology receptors arising from the project. Determination of the significance of an effect is based on professional judgement when comparing the sensitivity of the receptor with the magnitude of an impact. The Environmental Statement will present all baseline data obtained and will provide an updated site by site assessment including cumulative effects with other projects as well as a project wide assessment. Mitigation measures will be described and residual effects identified. Figure 4.1 A juvenile flounder
4.6.3
4.6.4
4.6.5
4.7
4.7.1
Ecology terrestrial
The assessment has been guided by the Guidelines for Ecological Impact Assessment in the United Kingdom (2006). The assessment examines the effects of the project on land based ecology, including habitats, badgers, birds, plants, invertebrates, reptiles, otter, water vole and bats (Figure 4.2). Existing conditions have been established through deskbased research and on-site habitat and species surveys. The assessment describes the likely nature and magnitude of changes to ecological
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Section 4: Approach to the assessment features arising from the project. Determination of the significance of an effect is based on the magnitude of the effect and the value and response of the ecological feature to that effect, using recognised guidance and professional judgement. Due to seasonal requirements of the surveys, much of the baseline survey data was not available for the Preliminary Environmental Information Report. 4.7.2 The value of ecological features on site and the significance of effects, including cumulative effects with other projects, will be assessed and reported in the Environmental Statement. The Environmental Statement will also present mitigation measures and the residual effects anticipated to arise from the project. Figure 4.2 A juvenile common pipistrelle bat
4.8
4.8.1
Historic environment
Assessment of effects on the historic environment has been guided by national policy (Planning Policy Statement 5), Greater London Authority policy and Local Authority planning policy. Data held by the Historic Environment Record, English Heritage, and the Museum of London, and a range of documentary and cartographic sources has been reviewed. A walkover inspection of sites has also been carried out. Known above ground and buried heritage assets within and around each site are described. The potential of each site to contain additional, previously unrecorded heritage assets is also detailed. For each heritage asset, its value is described based on whether it is protected by any form of statutory designation and by drawing on professional judgement. The magnitude of the likely construction and operational impacts upon each heritage asset and the resulting environmental effects are assessed. For example, construction works might lead to the removal of buried heritage assets as below ground construction works are carried out. The magnitude and significance of effects is measured using a set of clear criteria and professional judgement. Measures that might be required to
4.8.2
4.8.3
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Section 4: Approach to the assessment mitigate significant adverse effects are identified, and the resulting residual effects described. 4.8.4 The Environmental Statement will present the final assessment findings for historic environment, including an assessment of setting on historic assets. An assessment of project wide effects will be undertaken as well as an assessment of cumulative effects which may arise from other projects. Mitigation measures and residual effects will be presented.
4.9
4.9.1
Land quality
The assessment of land quality has been carried out using Environment Agency and Defra guidance CLR11: Model Procedures for the Management of Land Contamination, British Standard 10175: Code of Practice for the Investigation of Potentially Contaminated Sites and Planning Policy Guidance 23 Development and Pollution Control. These three documents are used to assist assessing the degree to which land is contaminated within the definition under Part IIA of the Environmental Protection Act 1990 (as amended by the Water Act 2003). Site baselines have been established by undertaking site visits and through the collation of environmental data obtained for the site and surrounding areas; this includes the geological setting, chemical or physical make up of soils and groundwater (from boreholes), site history, and the presence of contaminating industries/infrastructure. An example of borehole drilling undertaken to collect information about ground conditions is shown in Figure 4.3. The site baseline is used to develop a site conceptual model that describes the environmental features of the site together with the expected interaction of potential contamination sources with the environment (using a Source-Pathway-Receptor approach). The qualitative Source-Pathway-Receptor analysis is then assessed using clearly defined criteria and professional judgement to obtain the likely significance of impacts and the sensitivity of each receptor affected. A matrix is then used to give an overall significance of effect on a five point scale which is designed to categorise the effects as significant or notsignificant. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.9.2
4.9.3
4.9.4
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Section 4: Approach to the assessment Figure 4.3 Thames Water land borehole drilling
4.10
4.10.1
Noise and vibration

The prediction and assessment of construction noise and vibration has been carried out using British Standard 5228:2009 Code of Practice for Noise and Vibration Control on Open Construction Sites. The assessment of vibration disturbance on people in buildings also uses British Standard 6472-1:2009 Guide to evaluation of human exposure to vibration in buildings. Existing noise conditions have been established through a review of monitoring data collected at some of the sites and background data collected from the Defra website for sites where monitoring is yet to be carried out. Where surveys have been carried out, monitoring has taken place at a range of locations in the vicinity of the site to represent locations that could be sensitive to noise, including residential dwellings, community facilities and businesses. The assessment of noise effects is made by comparing predicted noise levels during construction or operation against predicted noise levels in the future without the project. The impact associated with change in noise level is evaluated along with other parameters, such as the number of sensitive locations and their level of sensitivity, to assess the significance of the effect. In the case of vibration, the effects are assessed in terms of whether vibration levels might exceed threshold levels associated with disturbance or building damage. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.10.2
4.10.3
4.10.4
4.11
4.11.1
Socio-economics
The assessment of socio-economic effects follows best practice guidance including the English Partnerships Additionality Guide and HM Treasury Green Book. Regional and local planning policy standards are also
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Section 4: Approach to the assessment considered in the assessments where applicable. Where there is an absence of best practice guidance or standards, professional judgement is used. 4.11.2 Existing site conditions have been established through the collection of data in relation to three broad socio-economic themes: the economy; social infrastructure, facilities and services; and amenity; both at a sitespecific and project wide level. Data have been collected primarily from published information and on-line sources. Site visits were undertaken where further investigation was required and data collected from other environmental disciplines has been used where available and relevant. On the basis of these data, a description of places and groups that have the potential to be affected by the project is given. A judgement is then made regarding their sensitivity to potential changes in their circumstances. The assessment of the magnitude of an impact reflects consideration of: the extent, duration, permanency and likelihood of the impact; the numbers of people affected; conformity with standards of provision of open space; and/or the value of the resource. The significance of an effect is based on professional judgement used to weigh sensitivity against the magnitude of an effect. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.11.3
4.11.4
4.12
4.12.1
Townscape and visual

The assessment has been guided by the Landscape Institutes Guidelines for Landscape and Visual Impact Assessment, the Design Manual for Roads and Bridges (Landscape Effects) and Mayor of Londons London View Management Framework (2010). Existing conditions have been established through desk-based research and on-site surveys. The townscape character baseline describes the characteristics of the assessment area, in terms of zones or character areas, and the sensitivity of each of these to change. Similarly, the visual baseline describes a number of agreed viewpoints to illustrate existing visual amenity and sensitivity of views to change. The assessment describes the likely nature and magnitude of changes to individual townscape character areas and viewpoints arising from the proposals. The significance of effects on townscape character areas and viewpoints is determined through the application of professional judgment to weigh the magnitude of an impact against the sensitivity of the townscape or visual receptor. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.12.2
4.12.3
4.12.4
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4.13
4.13.1
Transport
The assessment of transport effects is based on Transport for Londons Transport Assessment Best Practice Guidance, Transport for London guidance on specific technical issues, the Guidelines for the Environmental Assessment of Road Traffic (Institute of Environmental Management and Assessment) and the Design Manual for Roads and Bridges (Environmental Assessment, Volume 11). Existing transport conditions are being established through a comprehensive programme of transport survey work, supplemented by data gathered from Transport for London, local highway authorities and other sources. The assessment examines the likely changes to the pedestrian, cycle, public transport, highway and river transport networks that would occur as a result of the project. It takes account of other planned development and infrastructure changes. For the Preliminary Environmental Information Report professional judgement has been used to determine the significance of transport effects on residents, businesses and transport network users at each site and across the transport network project wide. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.13.2
4.13.3
4.13.4
4.14
4.14.1
Water resources groundwater

The effects on groundwater have been assessed in the context of the Water Framework Directive and the Environment Agencys London Groundwater Licensing Policy (2006), which is designed to manage abstraction from the Chalk aquifer in London. Information on the existing groundwater conditions (quantity and quality) have been collected through a review of information from public domain sources including the Environment Agency, Thames Water, Local Authorities as well as site specific site investigation and monitoring data (Figure 4.4). Ongoing groundwater monitoring data will be utilised in the assessment for the Environmental Statement. The construction activities around the individual shaft sites and the tunnel have the potential to affect groundwater by creation of pathways, obstruction to groundwater flows and dewatering effects. The identification and determination of potential effects has been undertaken on a preliminary basis through a qualitative assessment of the impacts and construction of receptor value. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.14.2
4.14.3
4.14.4
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Section 4: Approach to the assessment Figure 4.4 Thames Water groundwater monitoring borehole
4.15
4.15.1
Water resources surface water

The assessment methodology has been derived specifically for the project in order to assess the effect of the proposed Thames Tunnel project on surface water. The process is broken down into six-stages, which combine the Environment Agency Water Framework Directive assessment guidance and the Water Environment Sub-Objective WebTAG Unit 3.3.11 methodology. For the purposes of the site-specific assessments, the existing water quality data has been sourced from the Environment Agencys Thames River Basin Management Plan. For the project wide assessment, the biggest summer rainfall events over a period of 40 years have been modelled and each scenario subsequently tested for compliance. This modelling allowed for a comparison of Tideway water quality with the Thames Tunnel against the predicted Tideway water quality without the Thames Tunnel project. The assessment describes the effects in the context of the Water Framework Directive environmental objectives. To do this the impact of the project as a whole and each proposed site is considered against the sensitivity of the receptor for both the construction and operational phase of each site. The assessment will be finalised and reported in the Environmental Statement including an assessment of cumulative effects. Mitigation measures which may be required will be described and residual effects identified.
4.15.2
4.15.3
4.15.4
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4.16
4.16.1
Water resources - flood risk

The assessment has been guided by the requirements of Planning Policy Statement 25: Development and Flood Risk (2010), The London Plan (2009) and The Mayors Draft Water Strategy (2009). Existing conditions have been established through on-site surveys and desk-based studies including review of flood defence information provided by the Environment Agency and available hydraulic modelling data for the River Thames and its tributaries. The assessment describes the potential change in flood risk which could result from the development proposals and utilises additional river modelling work to draw conclusions on the likely significance of effects (Figure 4.5). The assessment for the Environmental Statement will determine which mitigation measures are appropriate to ensure that the proposals do not increase the risk of flooding to the surrounding area. Figure 4.5 Physical river model of the River Thames being used to assess flood risk
4.16.2
4.16.3
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Section 5: Project wide effects
5 5.1
5.1.1
Project wide effects Introduction

The purpose of the Thames Tunnel is to address discharges of untreated wastewater from combined sewer overflows and thereby improve the water quality of the tidal River Thames and its tidal tributaries (known as the Thames Tideway). There are likely to be significant environmental effects from the project on the wider geographic area within the Thames Tideway than those identified at individual sites. There are also likely to be effects along the route of the main tunnel and connection tunnels. As with site specific environmental effects they can be both adverse and beneficial and can occur during construction and operation. The approach and preliminary findings of those topics that are considered likely to have significant project wide effects are given below.
5.1.2
5.1.3
5.2
5.2.1
Air quality
Existing conditions have been established using air quality monitoring data from local authorities. Additional air quality monitoring has also been established using diffusion tubes at survey locations agreed with the local authorities. These surveys are ongoing. Weather data, background pollutant maps, local planning policy details and technical guidance documents have also been collated to inform the assessment. A detailed assessment of the project wide air quality effects using computer modeling will be undertaken using the outputs from the strategic traffic modeling which is currently underway. For the purposes of the Preliminary Environmental Information Report a preliminary assessment using professional judgement has been undertaken. Once the traffic model data are available, and following the governments Design Manual for Roads and Bridges (DMRB) guidance, strategic roads which are predicted to experience an increase in annual average daily traffic flows of 200 heavy goods vehicles as a result of the project will be modelled as part of the project wide assessment. Construction works at the individual project sites may give rise to temporary local traffic management measures including lane closures. Any lane closures are likely to lead to diversions and/or congestion, which may affect local air quality. There may also be project wide interactions of construction traffic along major road corridors to and from depots which could have air quality effects. Other potential project wide air quality effects may arise from the emissions from tugs moving river barges and the movement of construction personnel by car. In terms of potential effects, guidance indicates that that any road corridors predicted to experience an increase of over 200 heavy goods vehicles movements per day due to the project are likely to experience a minor adverse effect on air quality, while any predicted to experience an increase of more than 500 heavy goods vehicles movements per day are likely to experience a moderate adverse effect on air quality. The air
5.2.2
5.2.3
5.2.4
5.2.5
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Section 5: Project wide effects quality effects of construction vehicles on all other road corridors are expected to be negligible. 5.2.6 As part of this modelling and assessment exercise there is the opportunity to examine the construction programme and phasing at each site in order to seek to minimise the daily cumulative number of heavy goods vehicles using specific strategic roads. In the context of air pollutant emissions in the vicinity of the River Thames and considering the distance of the barges from sensitive receptors and the low numbers of barge movements, the effects of emissions from tugs pulling river barges are assessed to be negligible. In the context of air pollutant emissions due to traffic on roads that construction workers may use to access construction sites and the small number of car movements, the effects of emissions from construction worker car journeys are assessed to be negligible. It is considered unlikely that there would be any significant project wide effects on air quality due to odour during operation of the project.
5.2.7
5.2.8
5.2.9
5.3
5.3.1
Ecology - aquatic
The Thames Tideway includes eleven wholly or partly aquatic designated sites, which range from being of very high (International) to low-medium (Borough) value. During project aquatic ecology surveys a range of river habitats were recorded at the individual project sites. Broadly, habitats are found to be more diverse upstream of Chelsea, with large gravel foreshores below the river walls, which are exposed at low tide in sites between Hammersmith and Wandsworth. Habitats are considered to be of medium (Metropolitan) value due to the presence of species and habitats listed on national and regional Biodiversity Action Plans. Marine mammal information has been obtained from three sources; Zoological Society of London, British Divers Marine Life Rescue and Essex Biodiversity Partnership. Mammal sightings are spread along the entire length of the Tidal Thames from Richmond to Rainham with a greater density of sightings between Westminster and Greenwich. Mammals are considered to be of a high-medium (Regional) value due to the diversity of marine mammals species represented in the Tideway. Long-term spring and autumn Environment Agency fisheries sampling data from a range of Tideway sites has been collated. Fish data has also been collected specifically for the project during autumn 2010. Figure 5.1 shows the survey team preparing for one of these surveys. Further surveys have been undertaken during 2011 and the results will be reported in the Environmental Statement. There are approximately 125 species of fish in the Thames Tideway, many of which are only occasional visitors, with the resident core including uncommon or threatened species such as smelt, eel, salmon, sea trout, sea lamprey and river lamprey. Some of these are permanently resident in sections of the Tideway while others migrate through to move from freshwater to the sea. The fish populations of the Tideway are sensitive to dissolved oxygen (which is influenced by organic pollution) and their distribution is
5.3.2
5.3.3
5.3.4
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Section 5: Project wide effects particularly affected by salinity with some species being confined to freshwater stretches, others to saline stretches and a relatively small number able to tolerate intermediate brackish conditions. Populations of some uncommon species such as sea trout and both lamprey species have recovered somewhat in recent years while others such as eel have declined dramatically (although not necessarily as a result of pollution). Fish are considered to be of high-medium (Regional) value due to the range of protected species (seven in total), the function of the fish community within the Tideway ecosystem and recreational value of the resource. 5.3.5 Invertebrate data from the Environment Agencys sampling programme (mainly from 1989 onwards) and data collected specifically for the project during autumn 2010 has been collated. Further surveys have been undertaken in 2011 and the results will be reported in the Environmental Statement. Generally, invertebrate communities in the Tideway are dominated by species tolerant to changes in salinity. The community is characterised by a larger proportion of worms, crustaceans (for example, crabs) and snails, compared with the freshwater environment, where insects tend to dominate in terms of species diversity and abundance. The majority of species present are relatively tolerant of polluted conditions, with few clean water species indicators present. Several uncommon invertebrates are found in the Thames Tideway such as tentacled lagoon worm, a mayfly, a river beetle and large-mouthed valve snail. However, the only species recorded in the project surveys during 2010 is a species of mud shrimp; although regarded as nationally uncommon, it is relatively common in the Thames Tideway and was found at numerous sites. Invertebrates are considered to be of medium (Metropolitan) value in the Thames Tideway due to the range of protected and notable species, set against the relative impoverishment of the community as a whole. During the construction there are a range of potential cumulative impacts of in river construction that are likely to have significant effects on aquatic ecology. These include temporary landtake, noise and vibration, light spillage into the river, increase in suspended sediment in the river, river channel constriction and sediment disturbance and compaction. Operational impacts that are likely to cause significant aquatic ecology effects are permanent in-river landtake and the water quality improvement associated with the interception of the combined sewer overflow discharges throughout the study area. The magnitude of these impacts and the assessment of the effects on aquatic ecology will be reported in the Environmental Statement.
5.3.6
5.3.7
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Section 5: Project wide effects Figure 5.1 Preparing for sampling during the aquatic ecology surveys autumn 2010
5.4
5.4.1
Historic environment
Project wide effects may arise through the cumulation of impacts on individual heritage assets at each Thames Tunnel site, with these individual assets being associated with the key heritage route wide themes. These themes include; the influence of the River Thames on the landscape (such as the formation of the floodplain); past industry associated with the river; historic river management, transport and bridges; London as a world port; and Londons Victorian water systems and public health. Bazalgettes plan for intercepting the Victorian sewer system is shown in Figure 5.2. Historic environment information has been compiled at each Thames Tunnel site from a broad range of archaeological and documentary sources, and using historic maps. Information will also be collated within a study corridor along the line of the main tunnel and connecting tunnels in order to define the key heritage themes. Project wide construction phase effects could include individual sitespecific impacts on heritage assets which, when combined, constitute a greater collective effect on a given class of asset. For example, at a number of sites evidence of prehistoric land surfaces and river use may be removed during construction, and the effect of removing such remains at a number of foreshore locations across the project could result in a more significant environment effect. Project wide operational phase effects could include changes to public appreciation of the historic character and setting of heritage assets, for example, changes to public appreciation of Bazalgettes Embankment, its uniformity of architectural features. It might include possible changes to riverine deposition or scouring, affecting groups of heritage assets along certain stretches of the river and its foreshore, such as prehistoric landscapes and post-medieval industrial wharves, jetties and barge beds. Project wide effects will be assessed and presented in the Environmental Statement, when baseline data on past dredging, along with existing
5.4.2
5.4.3
5.4.4
5.4.5
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Section 5: Project wide effects riverine deposition and scour, is available. The effects from ground settlement (lowering) on listed buildings and scheduled monuments, due to tunnel construction, will also be considered. Figure 5.2 Bazalgettes plan for intercepting sewers
5.5
5.5.1
Noise and vibration

Groundborne vibration is caused by below ground construction activities which travel through the ground to surrounding buildings. This results in vibration of floors, walls and ceilings which can also sometimes be heard as a low frequency rumbling noise (called groundborne noise). The project wide assessment presents a preliminary assessment of the predicted groundborne noise and vibration impacts arising from the operation of tunnel boring machines and the temporary construction railway serving the tunnel boring machines during construction of the main Thames Tunnel (Figure 28.1), Frogmore Connection Tunnel, and Greenwich Connection Tunnel. The groundborne noise and vibration potentially generated by the Tunnel Boring Machines has been calculated using the established guidance used in the United Kingdom for tunnelling works. The impact of the temporary construction railway serving the tunnelling activities has been calculated using a calculation method compliant with international standards. An example of a Tunnel Construction Railway at the bottom of a shaft is shown in Figure 5.3. The significance of noise effects is based on the predicted impact and other factors, such as the total noise level, the numbers and types of receptors affected and the duration of impact. The significance of vibration effects is assessed on the magnitude of exposure relative to
5.5.2
5.5.3
5.5.4
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Section 5: Project wide effects guidance thresholds for disturbance as well as other factors, including the number of affected receptors and their uses. 5.5.5 The preliminary assessment suggests that at some locations the tunnel boring machine noise would be predicted to meet the noise level threshold at which noise would be noticeable and some disturbance might be expected. However, it is considered that the duration of the impact would not be sufficient to cause appreciable, sustained disturbance to occupants. Hence it is anticipated that the overall effect (the resulting disturbance to occupants in this case) would not be classified as significant. Unlike the moving tunnel boring machine noise passing a given receptor, the temporary construction railway noise impact would be present for a period of a year or more during tunnel construction at some locations. It is considered that this could be significant if no mitigation measures were implemented, however the provision of appropriate mitigation would reduce the level of groundborne noise from the temporary construction railway such that no residual significant effects are anticipated. Using the appropriate guidance standard, the preliminary assessment for vibration from the tunnel boring machine predicts a low probability of adverse comment impact at a proportion of the residences along the route. Therefore, it is not considered that these impacts would result in a significant effect. Similarly, the vibration levels predicted for the temporary construction railway are considered to be below the threshold of low probability of adverse comment and therefore no groundborne vibration effects have been identified from the operation of the temporary construction railway. Figure 5.3 An example of a temporary construction railway at the bottom of a shaft
5.5.6
5.5.7
5.5.8
Page 27
5.6
5.6.1
Socio-economics
Significant socio-economics effects could potentially arise at a project wide level from both construction related activities and the projects operation. Likely effects would broadly relate to employment generation and other economic effects, and general amenity and public health effects. The preliminary findings of the assessment of project wide effects are reported in the Preliminary Environmental Information Report. This assessment has been undertaken using publicly available baseline data sources where possible, such as construction industry regional employment figures, barge operator numbers and data regarding recreational river use. The scheme design continues to evolve, and therefore preliminary findings on effects (including employment and economic effects) have been estimated based on project information, best practice guidance, including English Partnerships Additionality Guidance for calculating downstream economic effects, as well as professional judgement. The completed assessment, including economic modelling, of effects will be reported in the Environmental Statement. During construction, the preliminarily findings are that there could be significant beneficial economic effects arising from generation of direct, indirect and induced construction related employment. Beneficial effects may also arise from potential barge operation employment and stimulation of the freight by water industry (depending on the number of river barge trips that may be required; and which is still subject to confirmation). There may potentially be beneficial effects arising from tunnel segment manufacturing related employment and improvement in construction and manufacturing skills workforce skill levels, though it is considered unlikely that these effects would be significant at a project wide level. Finally, adverse effects in relation to recreation and leisure may occur as a result of construction activities at a number of specific sites, though it is concluded that these are unlikely to be significant at a project wide level. For the operational phase of the project, the preliminarily findings are that there could be a significant beneficial effect on river-related recreational opportunities as a result of improvement in river water quality. There may also be potential beneficial effects arising from the generation of operational employment opportunities and a net increase in public amenity space, although it is also considered unlikely that these effects would be significant at a project wide level. Consideration of public health-related project wide socio-economic effects will be incorporated within a detailed Health Impact Assessment, and consideration of these findings will be presented in the Environmental Statement. The preliminary findings of the assessment conclude that there are unlikely to be significant adverse socio-economic effects at a project wide level which would require mitigation.
5.6.2
5.6.3
5.6.4
5.6.5
5.6.6
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5.7
5.7.1 5.7.2
Transport (road and river transport)

Baseline data has been surveyed for traffic and pedestrian movements, highway operation and parking usage during 2011. Additional data encompassing accident, traffic flow, pedestrian flow, river usage and highway operation has been obtained from sources such as Transport for London. Initial construction related vehicle routing has been carried out to determine volume of vehicles on proposed construction routes and routes for workers to site. The routes have been determined based on professional judgement and through borough and Transport for London consultation. At this stage the assessment of effects has been made using preliminary information and professional judgement. Further modelling and assessment will be undertaken and reported in the Environmental Statement. During construction, it is considered that the number of heavy goods vehicle movements would be low compared to existing London wide transport levels and overall is expected to have negligible to minor adverse effect on road network operation and delay. Figure 5.4 shows one of the strategic vehicle routes through London. Similarly it is considered that the numbers of construction workers using the public transport network would be low compared to existing London wide public transport usage and it is thus expected to have a negligible effect on the wider public transport network. Effects on the pedestrian and cyclist amenity and safety overall are expected to be negligible. The overall effect on river passenger services is expected to be negligible. During the operational phase there would be very occasional vehicle trips to and from the sites for maintenance activities but these would have a negligible effect on the London wide transport network.
5.7.3
5.7.4
5.7.5
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Section 5: Project wide effects Figure 5.4 View along Victoria Embankment (A3211), part of the strategic vehicle route through London
5.8
5.8.1
Water resources groundwater

Information about groundwater conditions has been gathered from existing information sources and ground investigation surveys undertaken for the project. Figure 5.5 shows an overwater borehole rig in the River Thames from one the project surveys. The Thames Tunnel would pass through different layers of geology from London Clay in the west, through the Lambeth Group in the centre and into Thanet Sand/Chalk in the east of the proposed tunnel route. Each layer of geology has a different ability to hold water. Layers of geology which can hold water are known as aquifers. The Thanet Sand/Chalk is known as the lower aquifer. The lower aquifer is a high value receptor and sites licensed to remove water (licensed abstractions) from this aquifer are very high value receptors. The significance of project wide tunnelling construction and operational effects are considered as part of this preliminary assessment. Four potential construction effects on the lower aquifer and licensed abstractions have been identified in the preliminary assessment. These are the: movement and mixing of groundwater (by the creation of a pathway along the tunnel route); deterioration in groundwater quality; physical disturbance; and physical obstruction to groundwater flow. The sensitivity of the effects at this stage have been assessed as ranging from minor adverse to major adverse effects. Major adverse effects are most likely to occur in the eastern part of the tunnel route where the tunnel would be in the lower aquifer.
5.8.2
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Section 5: Project wide effects 5.8.3 The preliminary assessment has identified that obstruction to groundwater flow, seepage to and from the tunnel and the movement and mixing of contaminated groundwater along the tunnel route are the potential effects which could occur once the Thames Tunnel is operational. The effects on groundwater flow and seepage are considered to be negligible. However, the creation of a pathway for contaminated groundwater formed by the tunnel could have minor to major effects on groundwater quality, depending on the section of the Thames Tunnel. Further assessment work is being undertaken for the Environmental Statement, so that effects identified by the Preliminary Environmental Information Report can be better understood and minimised through ongoing design and mitigation. Monitoring of groundwater levels and quality will be continuing throughout the construction and operational phases of the tunnel. Figure 5.5 An overwater borehole rig in the River Thames
5.8.4
5.8.5
5.9
5.9.1
Water resources surface water

The primary objective of the Thames Tunnel is to capture discharges from combined sewer overflows into the River Thames. This would in turn meet the requirements of the European Urban Waste Water Treatment Directive and the related UK Regulations. The assessment considers the effects that the operation of the Thames Tunnel would have on the water quality of the River Thames as a whole and has been guided by the requirements of the Water Framework Directive, which sets standards for water quality. Existing water quality within the River Thames has been established through a review of monitoring data from the Environment Agency. The volume of sewage discharged into the whole of the River Thames from combined sewer overflows has been calculated using computer modelling. Modelling has also been used to assess the effects that discharges have on dissolved oxygen.
5.9.2
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Section 5: Project wide effects 5.9.3 The River Thames is categorised into three geographical sections by the Environment Agency; the Thames Upper, Thames Middle, and Thames Lower. The modelling used to assess water quality covers the Thames Upper and Thames Middle. Water quality in the Thames Upper and Thames Middle sections are currently classified under the Water Framework Directive as moderate potential with a target to reach good potential by 2027. The levels of dissolved oxygen in the River Thames currently fail the dissolved oxygen standards developed for the whole of the River Thames. This means the Thames is unable to meet the target for good status set by the Water Framework Directive for 2027 in the absence of measures to improve water quality. Currently, a total volume of 39,667,000 m3 of sewage is discharged into the River Thames every year through the combined sewer overflows. This is discharged over a duration of 5,567 hours a year and includes approximately 10,000 tonnes of sewage derived litter. River users are at risk of being exposed to pathogens for up to two thirds of a year as a result of the discharges. The river is used by a range of users, such as the canoeists shown in Figure 5.6. It is considered that there would be no project wide effects on the quality of the Thames during the construction of the Thames Tunnel. Site specific effects during construction are considered in the site sections of the nontechnical summary. Modelling has shown that the volume of sewage being discharged from the combined sewer overflows into the River Thames would be reduced by approximately 55% with the operation of the Lee Tunnel and upgrades to sewage treatment works that are underway. Although this is a large reduction, the volume of sewage that would still be discharged from combined sewer overflows (without the Thames Tunnel) would mean that water would still fail standards for dissolved oxygen and water quality. This would continue to present a significant health risk to river users and mean sewage derived litter is still discharged. The assessment has taken into consideration these reductions in combined sewer overflows discharges from the Lee Tunnel and sewage treatment work upgrades. Once the Thames Tunnel is in operation the scheme would further reduce the number of discharges from combined sewer overflows by 87%. This reduction would be a major beneficial effect on water quality and would allow compliance with the Urban Waste Water Treatment Directive and contribute to compliance with the Water Framework Directive objectives. The number of risk days for river users being exposed to pathogens would be reduced by approximately 90%. In addition, the tonnage of sewage derived litter can be expected to be reduced by 87% from 4,500 tonnes (the volume that would still be discharged with the Lee Tunnel and sewage treatment works upgrades) to 585 tonnes per year. Further water quality modelling is underway to determine the beneficial effects from the Thames Tunnel and the effects climate change. These results will be reported in the Environmental Statement.
5.9.4
5.9.5
5.9.6
5.9.7
5.9.8
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Section 5: Project wide effects Figure 5.6 Canoeists on the River Thames
5.10
5.10.1
Water resources flood risk

The potential impact on flood risk throughout the Thames Tideway is being assessed using all available data from the Environment Agency and Local Authorities. Additional computer modelling is also being completed to determine any changes in extreme water levels due to the cumulative volume of proposed development within the Tideway. Site specific physical modelling is also being completed in areas where impacts could be more significant. The modelling work will provide full details of any changes to extreme tidal water levels, sediment movement patterns, and localised scour and deposition trends throughout the Tideway. Further assessments are being completed to assess flooding from watercourses, groundwater sources and drainage systems. The initial modelling results suggest that the projects impact on extreme flood levels in the Tideway is likely to be minimal. The results show that minor changes in peak water levels are likely to be experienced throughout the Tideway; minor increases in level typically occur in the lower reaches of the Tideway and minor reductions typically occur in the upper reaches. Further modelling work is being undertaken to confirm that flood risk impacts are negligible. If necessary, appropriate mitigation measures would be included within the detailed site design to provide mitigation for any adverse impacts identified. The foreshore sites would provide an equivalent level of flood defence to the existing situation, but the design would include provision for the defences to be raised in the future, if required. The new flood defences which are constructed would reduce the risk of a defence breach or failure occurring at that specific location. Surface water run-off would be restricted to ensure there is no increase in flood risk to the surrounding area, in line with national planning policy statement requirements.
5.10.2
5.10.3
5.10.4
5.10.5
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5.11
5.11.1
Further information
Further information regarding preliminary findings of the project wide assessment can be found in Volume 6 of the Preliminary Environmental Information Report.
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