P2 Dormay Street SIP

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Alternative to Bell Lane CreekI n t r o d

u c t i on

I n t r o d

u c t i on

Dormay Street

Currently, untreated sewage regularly overows into the River Thames from London’s Victorian sewerage systemvia combined sewer overows (CSOs). The proposed Thames Tunnel would intercept these overows through theuse of a new storage and transfer tunnel, which would link west London and Abbey Mills Pumping Station. Thesewage ow would then be transferred to Beckton Sewage Treatment Works via the Lee Tunnel. The reductionin untreated sewage entering the River Thames would bring long-term benets 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 documentidenties our current preferred site at Dormay Street.

Thames Tunnel

S i t ei nf or m a t i on p a p er

1

Key facts

Local authority: Wandsworth

CSO name: Frogmore Storm Relief – Bell Lane Creek

Current spill volume in an average year: 17,000m³ (equivalent to approximately

seven Olympic swimming pools)

Site type: CSO and Frogmore connection tunnel drive site

Duration of main construction works: Approximately three years.



Dormay Street

2

We are proposing to use land off Dormay Street for this

construction work and to accommodate permanentstructures required to operate the main tunnel. The site

would be used to connect the existing local CSO, known

as the Frogmore Storm Relief – Bell Lane Creek CSO, to

the main tunnel. We also need a worksite from which

to drive a long connection tunnel southwards to King

George’s Park and northwards to Carnwath Road Riverside

to connect the CSOs at Dormay Street and King George’s

Park to the main tunnel. The long connection tunnel is

known as the Frogmore connection tunnel.

Section 1: Introduction and site information

Related documents:

Build

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

is within an industrial area, which includes part of theLondon Borough of Wandsworth’s maintenance depot,

with the rest of the depot located to the west, north

and south of the site. To the east is The Causeway. The

northern part of the site is only required during the

construction period and is separated from the main site,

where permanent structures would be located, by Bell

Lane Creek. The site is partially within the Wandsworth

Town Conservation Area.This site information paper sets out our proposals

at Dormay Street. 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.



Introduction

3

Figure 1A: Dormay Street location plan

N

Frogmore Storm Relief –

Bell Lane Creek CSO A r m o u r y W a y

Gasholder

FormerYoung’sBrewery

RiverWandle

The Causeway

Frogmore

DormayStreet

Bell Lane Creek

WANDSWORTH

Draft limit of land to beacquired or used

Proposed tunnelroute – centreline

Existing sewer

Existing CSO

London Boroughof WandsworthMaintenance Depot



Dormay Street

4

How we chose this site

CSO

What we proposed at phase one consultation

At phase one consultation, which was held between

September 2010 and January 2011, Bell Lane Creek was

presented as our preferred site to intercept the Frogmore

Storm Relief – Bell Lane Creek CSO.

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 has resulted in us re-assessing

potential sites to intercept the Frogmore Storm Relief –

Bell Lane Creek CSO. A potential new site was identified in

Dormay Street and in May 2011, in conjunction with the

London Borough of Wandsworth, we purchased this site.

Given the identification of a new shortlisted site, in June

2011 we held drop-in sessions for the community around

the site to understand any local issues they may have,

should there be a site in this location. We reviewed all the

comments we received and took these into account as

part of the site selection process.

What we are proposing at phase two consultation

We have identified three shortlisted sites to intercept the

CSO, as shown in Figure 1B. The sites are:

•Bell Lane Creek (site 1)

•London Borough of Wandsworth Depot (site 2)

•Dormay Street (our preferred site).

Dormay Street is our preferred site to intercept the

Frogmore Storm Relief – Bell Lane Creek CSO because

this site would result in fewer effects on an existing

business operation than either of the shortlisted sites. It is

brownfield land with few constraints and we now own the

site together with the London Borough of Wandsworth.

Site 1 – Bell Lane Creek is considered less suitablethan our preferred site. This is primarily because there

is an existing business on the site, which employs

approximately 80 people. Use of this site would

potentially affect this business through relocation and

loss of employment.

Site 2 – London Borough of Wandsworth Depot is

considered less suitable than our preferred site due to

the effects construction activities would have on theoperational council depot site. It would be difficult to find

a suitable alternative location for this facility.



Introduction

5

Figure 1B: Preferred and shortlisted sites

A r m o u r y W a y

R i v e r W a n d l e

T h

e C

a u s e w a y

D o

r m a y

S t r

e e t

Site 1

B e l l L a n e C r e e k

Site 2

N

WANDSWORTH

Preferred site –Dormay Street

Other shortlistedsite locations



Dormay Street

6

Frogmore connection tunnel

What we proposed at phase one consultationDue to the location of the Frogmore Storm Relief – Bell

Lane Creek CSO and Frogmore Storm Relief – Buckhold

Road CSO, the Frogmore connection tunnel is required to

transfer the flows from these CSOs to the main tunnel. At

phase one consultation, we proposed to directly connect

the Frogmore connection tunnel into the main tunnel.

Why we have amended our proposalsFollowing a review of our preferred sites, we have

re-assessed the sites from which we could drive the

Frogmore connection tunnel.

What we are proposing at phase two consultation

As a result of changes to our sites since phase one

consultation, we have looked at whether King George’sPark, Dormay Street or Carnwath Road Riverside would

be the most appropriate site to drive the Frogmore

connection tunnel. Our preferred site is Dormay Street

because it minimises the effect on King George’s Park and

reduces the duration of construction works at Carnwath

Road Riverside. We would drive the Frogmore connection

tunnel south to King George’s Park and north to Carnwath

Road Riverside from Dormay Street.

Related documents:

Changes

Q&A Consultation

Site selection

Carnwath RoadRiverside

King George’s Park

CRR

KGP



Construction

C on s t r u c t i on

7

Section 2: Construction

Construction activitiesConstruction activities are required to intercept the

CSO and construct the Frogmore connection tunnel. To

intercept the CSO, we would construct an interception

chamber. A connection culvert would link the interception

chamber to a drop shaft (approximately 24m deep)

through which flows would pass into the Frogmore

connection tunnel, before connecting into the main

tunnel. To drive the Frogmore connection tunnel, we

would lower a tunnel boring machine into the dropshaft at Dormay Street and would drive the Frogmore

connection tunnel south to King George’s Park and north

to Carnwath Road Riverside.

Excavated material from the tunnel drive would be

removed from the drop shaft and taken off site. 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 years in total. The main

construction activities associated with these phases are

set out in Table 2.1.

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

Shaft

Valve chamber

Frogmoreconnection

tunnel

ExistingoverfowtoBell Lane Creek

Interception

chamber

Existingoverfowsewer

Existing sewer

Connectionculvert



Dormay Street

8

Advance

works

Phase 1

Site setup

Figure reference – Figure 2C

Typical working hours Varies Standard

M a i n c o

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

Utilities connected ü

Site cleared ü

Temporary works in Bell Lane Creek constructed ü

Site facilities and access set up ü

Drop shaft excavated and built

Tunnel boring machine delivered to site and assembled

Tunnel excavated and built

Above and below ground structures constructedMechanical and electrical equipment installed

Temporary works in Bell Lane Creek removed

Site restored and landscaped

Temporary site facilities removed

Table 2.1: Main activities during construction phases

Our typical working hours are expected to be:

Standard: 8am-6pm weekdays, 8am-1pm Saturday*

Extended standard: 6pm-10pm weekdays, 1pm-5pm Saturdays

Continuous: 24 hours a day, seven days a week**

Varies: Working hours for advanced works will depend on the nature of the works and 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

9

Phase 2

Drop shaft

construction

Phase 3

Tunnelling

Phase 4

Construction of

other structures

Phase 5

Completion of

works and siterestoration

Figure 2C Figure 2C Figure 2D –

Standard Continuous Standard Standard

ü

ü

ü

ü

ü

ü

ü

ü

ü

Related documents:

Build

Managing construction



Dormay Street

10

Site layout and construction phasesFigures 2C and 2D show how the site might be laid out

during the construction phases, which are set out in Table2.1 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:

•

Heavy construction vehicles would use a temporarybridge over Bell Lane Creek, minimising vehicle

movement along The Causeway which has weight

restrictions. This would keep the majority of vehicle

movements internal to the site.

• The layout of the construction site has been arranged

to reduce effects on the operation of the existing

council maintenance depot.

P1

P2

P3

P4

P5 A d v a n c e

w o r k s

Year 1 Year 2 Year 3

The site layouts are indicative only, and the contractor

may arrange the site in a different way, depending onthe 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.

Figure 2B: Construction timeline showing approximate

duration of works in phases (P)



Construction

11

Figure 2C: Illustrative phases 1, 2 and 3 construction plan

Crane

Cranes

Drop shaft

N

Maximum extent of construction site for

phases 1, 2 and 3Site hoarding

Site support/welfare

Excavated materialstorage and processing

Maintenance workshopand storage

Construction support

Internal site road

Site access

WANDSWORTH T h

e C

a u s e w a y

D o r m a y S t r e e t




Dormay Street

12

Figure 2D: Illustrative phase 4 construction plan

Crane

Piling rig

Dropshaft

N

Maximum extent of construction site forphase 4

Site hoarding

Site support/welfare

Maintenance workshopand storage

Internal site road

Site access

WANDSWORTH

T h e

C a u s e w a y


D o r m a

y S t r e e t



Construction

13

Additional works and activitiesThe main construction works at this site are set out in

Table 2.1. We would also need to undertake additionalworks and activities, some of which may be located

outside of the area indicated by the red line in Figure 1A.

The anticipated additional works and activities are set

out in Table 2.2.

When Type of works What we would do

Required for

construction

phase

Installation of equipment to monitor

environmental matters such as noise,

vibration and dust.

The locations of monitoring equipment would

be agreed with the local authority and relevant

landowners.

Protection works to third party structures

(such as buildings, bridges and tunnels).

We would undertake studies to identify any effects our

construction work may have on third party structures.

The studies may recommend particular constructionmethods or, in very limited instances, protection works.

If protection works are required to the existing sewer,

we would access the sewer network through existing

manholes.

Temporary connection to utilities (such as

water, sewer, phone and electricity supply).

We expect to make a connection to utilities in Dormay

Street or from within the site.

Traffic management works.

These may need to extend beyond our site and could

include relocating kerb lines, repainting road lines and

modifying traffic signals.

Strengthening works.We anticipate that strengthening works to The

Causeway may be required.

Required for

operationalphase

Permanent connection to utilities (such as

water, phone and electricity supply) for theoperational tunnel. We expect to connect to utilities in Dormay Street.

Table 2.2: Additional works and activities



Dormay Street

14

Construction transport and accessWe would transport materials to and from the site

by road. We considered the use of the River Thamesto transport materials; however, Bell Lane Creek is

not suitable given its navigational constraints and

shallowness. 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.

Construction traffic would access the main site from

Armoury Way (A3) travelling along Dormay Street and

turning right into the site. Light vehicles would access thenorthern part of the site to the north of Bell Lane Creek

from a new entrance from The Causeway. Traffic would

leave the two site areas via the same routes. 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.

We may need to suspend or relocate some parking bays

on The Causeway during construction. A minor temporaryreconfiguration of the junction between Dormay Street

and Armoury Way (A3) may be required to enable lorries

to negotiate the turn into Armoury Way (A3). Based

on our current design, we do not anticipate that any

footpath, road diversions or bus stop relocations would be

required.

Phase 1

Site setup

Phase 2

Drop shaftconstruction

Phase 3

Tunnelling

Phase 4

Constructionof other

structures

Phase 5

Completion of works and site

restoration

Average dailylorry visits

4 lorries 11 lorries 16 lorries 6 lorries 6 lorries

Table 2.3: Average daily lorry visits during the peak months

Related documents:

Transport



Construction

15

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

Armoury Way

A217

A3

Dormay Street

The Causeway(light vehicles only)

N

Left turnin rightturn out

Right turn inright turn out

WANDSWORTH

T

h e

C a

u s e w a y

D o r m

a y

S t r e

e t

Draft limit of land tobe acquired or used

Internal site road

Site access

Local authority boundary

Transport for London(TfL) road network

Proposed lorry access toTfL road network

D St t



Dormay Street

16

Management of construction worksOur construction works would be managed in accordance

with an agreed Code of construction practice (CoCP). For

phase two consultation, we have produced a draft CoCPPart A: General requirements, informed by CoCPs from other

major construction projects in London and consultation

with the local authorities. Through the environmental

impact assessment process, scheme-wide principles to

address potential effects on the local environment have

been identified and integrated into the design. The

CoCP Part A sets out scheme-wide control measures that

would be used to minimise potential effects during theconstruction process.

Table 2.4 sets out what we consider to be the key issues

for this site during construction, and how we are currently

proposing to address them.

Related documents:

Environment

Managing construction



Construction

17

Issue Our response

Construction activities would need totake place within the London Borough of

Wandsworth’s maintenance depot site.

We have agreed with the London Borough of Wandsworth to use thesite temporarily during construction.

Management of site access from The

Causeway, which has a weight limit.

Use of The Causeway would be minimised by the construction of a

temporary bridge over Bell Lane Creek, which would accommodate

heavy construction vehicle movements within the construction site.

Possible effect on the integrity of existingflood defences.

As part of the construction of the tunnel, we would strengthen and

stabilise existing flood defences. The temporary bridge over Bell LaneCreek would also be designed to maintain the continuity of the flood

defences.

Possible effect of noise and vibration on

neighbouring areas.

The contractor would be required to implement noise and vibration

control measures at the worksite, which will be set out in the CoCP.

We need to undertake continuous tunnelling at this site for reasons of

safety, cost and programme.

Possible effects on local air quality and dust

nuisance in neighbouring areas.

Preliminary findings indicate that while there is the potential for dustnuisance effects, there are unlikely to be any significant local air quality

effects at any of the sites. The contractor would put in place air and

dust control measures at the worksite, which will be set out in the CoCP.

The construction of temporary bridge

support structures in Bell Lane Creek to

facilitate construction activities may affect

habitats and wildlife in the Creek.

We would seek to reduce effects on habitats and wildlife in the Creek.

Ecological surveys of the River Thames and foreshore are being

undertaken to identify possible effects, and design alterations would be

incorporated where possible. The contractor would put in place various

control measures at the worksite to minimise these effects as far as

possible. These will be set out in the CoCP.

Table 2.4: Key issues relating to construction

Dorma Street



Dormay Street

18

Section 3: Future use

This section describes the site after the completion of the

construction work, ie when the main tunnel is in use – the

‘operational phase’.

Design

The design of the permanent use and appearance of

the structures at Dormay Street follows our scheme-

wide principles and takes into account comments raised

during ongoing engagement with the London Borough of Wandsworth and other technical consultees.

Our permanent works need to incorporate functional

elements, which are required for the operation of the

tunnel. These include:

•Underground structures with ground level access covers

including: a CSO drop shaft with an internal diameter

of approximately 12m, connection culvert, interception

chamber, valve chamber and a passive filter chamber.

•A main ventilation column up to 6m high incorporated

with an electrical and control kiosk.

•A small diameter ventilation column to the interception

chamber up to 6m high.

•Maintenance vehicle access.

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.

Future use



F u t ur e

u s e

Future use

19

Issue Our response

Effect of permanent works

on residential amenity and

business properties.

Since phase one consultation, the site has been relocated to avoid effects on the

operation of any existing businesses. The new site is also set further away from existing

residential properties.

Effect on existing flood

defences.

The flood defence river wall would be strengthened and stabilised where structural

weaknesses are identified.

Effect of permanent works

on site operation of the

council maintenance depot.

The layout of the permanent works would not interfere with the council’s existing

operations and would accommodate the council’s proposed plans to expand the

maintenance depot to encompass the northern end of Dormay Street.

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

Dormay Street



Dormay Street

20

Figure 3A: Photo of the site – before the works

Figures 3A, 3B, 3C and 3D show the current site and

provide illustrations of our design proposals. Further

information on the development of our design can be

found in the Design development report.

Related documents:

Design

Future use



Future use

21

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

Dormay Street



Dormay Street

22

Figure 3C: Aerial view of the completed works

Future use



23

Figure 3D: Layout of site once construction works complete

Ventilation

column

Structuralimprovements to

flood defence walls

Proposed vehicleparking area for localauthority depot

Low maintenance plantingor natural plant growth

Site reinstated for use aslocal authority depot

Access for maintenancevehicles using localauthority depot entrance

Electrical and control kioskcombined with ventilation

structure with biodiverse roof

Planting reinstated

after construction

T h e C a u s e w a

y

N

Dormay Street



Dormay Street

24

Operation and maintenanceOnce the tunnel is operational, we would need access

to the site occasionally for inspection and maintenance

purposes. We expect to visit the site approximately

once every three to six months to carry out inspections

and maintenance of the ventilation and below ground

equipment. This is likely to involve a visit by staff in a

small van, and may take several hours.

Once every ten years, we expect to carry out a major

internal inspection of the tunnel and underground

structures. This is likely to involve a small team of

inspection staff, a small team of support crew and two

mobile cranes to lower the team into the shaft. This is

likely to take several days and would require temporary

fencing around the shaft for safety and security while the

inspection takes place.

We may also need to make visits to the site for unplanned

maintenance or repairs, for example, if there is a

blockage, or equipment failure. This may require the use

of mobile cranes and vans.

Permanent vehicular access would be from

Dormay Street.

Management of operational effectsWe have undertaken technical work, including stakeholder

engagement, to assess and identify the key issues

associated with this site once it is operational. Table

3.2 summarises these issues and how we are currently

proposing to address them.

Future use



25

Issue Our response

Possible odour effects during

the operation of the tunnel.

Odour effects at this site are expected to be negligible because we have developed

an Air management plan to minimise possible odour and air quality effects arising

from the operation of the tunnel. The technology we are proposing to use at this site

includes the use of passive below ground carbon filters that will remove possible odour

before air leaves the ventilation equipment.

Disturbance from future

maintenance access.

Permanent access would be required for maintenance and servicing purposes to the

shaft and ventilation equipment. Any planned maintenance visits would be undertaken

during normal working hours and all visits managed to avoid disruption to local

residents, businesses and users of affected public areas as far as possible. We expectthat our permanent works would be situated entirely within the London Borough of

Wandsworth’s secure depot.

Table 3.2: Key issues relating to site operation

Related documents:

Odour

Further information



26

u t e o at o

This section sets out documents which may be of particular interest. Further information on our proposals can be

found on our website (www.thamestunnelconsultation.co.uk) or is available upon request (call our customer centre

on 0800 0721 086).

Phase two public consultation material

Project information papers include general information about the Thames Tunnel project. There are 17 project

information papers, which cover various aspects of the project. Those project information papers that may be of

particular interest are set out below.

Icon Title Details

Build

Provides information on the different types of sites required for the Thames Tunnel

project and the typical construction activities that will be undertaken at each site.

Changes

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.

Q&A Consultation

Sets out the consultation we have undertaken to date on the project, the scope

of this phase two consultation and how interested parties can respond to thisconsultation.

DesignContains the design principles which have influenced the permanent appearance of

our sites once construction work is complete.

EnvironmentSets out the process the project is following to assess potential environmental effects

of the Thames Tunnel project.

Managing

construction

Includes information on what measures our contractors will put in place at our sites

during construction.

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

Options Outlines the various ways to deal with sewage overflows.



27

Phase two public consultation material

Icon Title Details

OverflowSets out how London’s sewerage system works and why the capital has an overflow

problem.

Route and

tunnel

alignment

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

Site selection Sets out the process we followed to find and select our preferred sites.

Transport Contains information on the different transport options we have considered fordelivering and removing materials from our sites.

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.

Carnwath Road Riverside

King George’s Park

CRR

KGP

Further information



28

Technical reports

Theme Icon Title Details

Interim

engagement

Interim engagement

report

Provides a summary of the public engagement we

have undertaken between phase one and phase two

consultations.

Phase one

consultation1

SUMMARY

Report on phase one

consultation:

summary report

Provides a summary of the comments made at phase one

consultation and our responses.

Phase two

construction

information

Code of construction

practice Part A:

General requirements

(CoCP)

Sets out control measures to be adopted during the project

construction period.

Phase twoenvironmental

information

Air management

plan

Outlines the methods which we will use to manage odour

from the main tunnel at all our preferred sites.

Preliminary

environmental

information report

(PEIR)

Contains initial assessments on the environmental effects of

the Thames Tunnel project based on information collected

to date. Please refer to volume 11 of the non-technical

summary and volume 11 of the PEIR for more information

on this site.

Phase two scheme

development

Design development

report

Provides a general overview of how the scheme design at

each site has evolved to date. Please refer to chapter 8 for

more information on this site.

2

Phase two scheme

development report

Provides an overview of the development of the Thames

Tunnel project and how each site was chosen. Please refer to

Appendix E for more information on this site.

Site glossary



29

g y

Term Definition

Biodiverse roof

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

stormwater runoff.

Carbon filters Filters that remove odours before the air is released from the tunnel.

Combined sewer A single sewer system that takes both rainwater and domestic and industrial wastewater.

Combined sewer

overflow (CSO)

A structure, or series of structures, that allows sewers to overflow into the river when they

are full as a result of increased rainfall. Without the overflows, the sewers would back up

and cause flooding in streets or houses.

Conservation area An area designated by the local authority or English Heritage as having specialarchitectural or historical interest.

Draft limit of land to be

acquired or used

The extent of land that we may need to use or acquire, or over which rights may be needed

to carry out works that are essential to the project.

Drop shaft

A vertical circular concrete structure, used to drop flows from the high level of the CSO to

the low level of the main tunnel. It would also be used to provide access to construct the

connection tunnels.

Foreshore Ground uncovered by the river when the tide is low.

Interception chamberA structure, built on an existing combined sewer, which diverts stormwater overflow into the

main tunnel.

Main tunnel/connection

tunnel drive site

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 tunnel/connection drive site.

Main tunnel The tunnel from Acton Storm Tanks to Abbey Mills Pumping Station.

Operational phase After the completion of the construction work, when the main tunnel is in use.

Thames Tunnel project

The Thames Tunnel project comprises a storage and transfer tunnel, from west London to

Beckton Sewage Treatment Works in east London, and the control of 34 CSOs along the

Thames Tideway.

Transport for London

Road Network (TLRN)

The network of roads managed by Transport for London. These are the major or ‘strategic’

roads, which have high capacity.

Tunnel boring machine

(TBM)

A machine used to excavate tunnels through a variety of conditions, with a circular

cross-section.





Dormay Street



32

Phase two consultation: Dormay Street

For further information or to comment on our

proposals see our website:

www.thamestunnelconsultation.co.uk

110-ED-PNC-00000-000079

Autumn 2011

It is very important that you understand theinformation we have provided. If you needfurther information in another language,

braille, large print or audio format pleasecontact us on 0800 0721 086.

Documents

P2 Dormay Street SIP