for fullamoor quarry proposed sand...

Cole Easdon Consultants Limited

Civ il En gi neerin g ~ Highways ~ Transpo rtation ~ Flood Risk

Bristol & Swindon

Incorporated in UK as Cole Easdon Consultants Ltd No. 202 7005

Head Office:

Unit 2

York House

Edison Park

Dorcan Way

Swindon

Wiltshire

SN3 3RB

Tel. 01793 619965

Email: [email protected]

www.ColeEasdon.com

TRANSPORT ASSESSMENT FOR

FULLAMOOR QUARRY - PROPOSED SAND & GRAVEL QUARRY WITH AGGREGATE PROCESSING PLANT INCLUDING A CONCRETE PLANT, LAND OFF A415, NEAR CULHAM

ON BEHALF OF HILLS QUARRY PRODUCTS LIMITED

FEBRUARY 2016

[ISSUE 6]

Stephanie.Grant

New Stamp

TRANSPORT ASSESSMENT FULLAMOOR QUARRY – PROPOSED SAND & GRAVEL QUARRY WITH AGGREGATE PROCESSING PLANT INCLUDING A CONCRETE PLAN, LAND OFF A415, NEAR CULHAM

____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5

Cole Easdon Consultants (CEC) FEBRUARY 2016

Cole Easdon Consultants (CEC)

DOCUMENT ISSUE RECORD

Client: Hills Quarry Products Limited Project: Fullamoor Quarry - Proposed Sand & Gravel Quarry with Aggregate

Processing Plant including a Concrete Plant, Land off A415, Near Culham Job Number: 4200 Document Title: Transport Assessment Issuing Office: Swindon

Issue / Revision: Issue 5 Issue 6

Description / Status: Formal Issue Formal Issue

Date: December 2015 February 2016

Prepared: K. R. Archard BSc IEng MCIHT

K. R. Archard BSc IEng MCIHT

Signature:

Document Check:

S. Coates BA (Hons)

S. Coates BA (Hons)

Signature:

Technical Check:

J. B. Farmery MEng CEng MICE MCIHT


Signature:

Authorised: J. B. Farmery

MEng CEng MICE MCIHT J. B. Farmery

MEng CEng MICE MCIHT

Signature:

File Reference: 4200 – Culham

Minerals Extractions, Abingdon - TA - Issue 5

4200 – Culham Minerals Extractions,

Abingdon - TA - Issue 6


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Cole Easdon Consultants (CEC)

DOCUMENT ISSUE RECORD

Client: Hills Quarry Products Limited Project: Fullamoor Quarry - Proposed Sand & Gravel Quarry with Aggregate

Processing Plant including a Concrete Plant, Land off A415, Near Culham Job Number: 4200 Document Title: Transport Assessment Issuing Office: Swindon

Issue / Revision: Issue 1 Issue 2 Issue 3 Issue 4

Description / Status:

Draft for Client Comment

Revised Draft for Client Comment

Revised Draft for Client Comment

Formal Issue

Date: August 2014 July 2015 October 2015 October 2015

Prepared: K. R. Archard BSc IEng MCIHT




Signature:

Document Check:

S. Coates BA (Hons)

S. Coates BA (Hons)

S. Coates BA (Hons)

S. Coates BA (Hons)

Signature:

Technical Check:





Signature:

Authorised: J. B. Farmery MEng CEng MICE MCIHT




Signature:

File Reference: 4200 – Culham

Minerals Extractions, Abingdon - TA - Issue 1








____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


CONTENTS

SECTION HEADING PAGE NO.

1.0 INTRODUCTION 1

2.0 PLANNING AND POLICY CONTEXT 3

3.0 SITE DESCRIPTION & SURROUNDING HIGHWAY NETWORK 12

4.0 DEVELOPMENT PROPOSALS 26

5.0 ACCESSIBILITY BY SUSTAINABLE MODES OF TRANSPORT 33

6.0 PREDICTED FUTURE VEHICLE TRIP GENERATION, DISTRIBUTION & ASSIGNMENT 40

7.0 PREDICTED HIGHWAY IMPACT 44

8.0 DISCUSSION AND CONCLUSIONS 52


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


CONTENTS (CONTD.)

List of Tables

Table 3.1 Summary of Personal Injury Accidents

Table 5.1 Summary of Bus Services within the Vicinity of the Site

Table 5.2 Summary of rail services available to/from Culham railway station

Table 6.1 Typical Weekday 'Peak' Hourly Vehicle Trips for the Proposed Minerals Operations

Table 7.1 Predicted Traffic Generation of Consented Development at Culham Science

Centre

Table 7.2 Impact of the Proposed Development on Highway Link Flows

List of Photographs

Photograph 3.1 Abingdon Road (A415) looking east, showing the access to Culham Science Centre

Photograph 3.2 Signalised junction between A415 / B4015, Clifton Hampden

Photograph 3.3 A4074 / B4015 Roundabout

Photograph 3.4 Approach to A415 / A4074 roundabout

Photograph 3.5 Dual carriageway approach to roundabout junction with B4015

Photograph 4.1 Visibility looking east from the position of the proposed access

Photograph 4.2 Visibility looking west from the position of the proposed access

Photograph 5.1 Footway/Cycleway along Abingdon Road in the vicinity of the proposed site

Photograph 5.2 Bus stop for westbound services (towards Abingdon-on-Thames)

Photograph 5.3 Bus stop for eastbound services (towards Berinsfield)

Photograph 5.4 Pedestrian refuge island on Abingdon Road, for access to the railway station and

eastbound bus stop

Photograph 6.1 Bridge crossing at Abingdon-on-Thames

Photograph 6.2 Approach to the A34 west of Abingdon-on-Thames

List of Maps

Map 3.1 Local Highway Infrastructure in relation to Proposed Site

Map 4.1 Existing public footpath network within and adjacent to the site


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


APPENDICES

Appendix 1 – CEC Plans & Drawings by Others

CEC Plan 4200/201 Site Location Plan

CEC Plan 4200/202 Accessibility Plan

CEC Plan 4200/SK/201(B) Proposed Access Arrangement

CEC Plan 4200/SK/202 Proposed Local Footway Improvement Scheme – Junction of

Abingdon Road (A415) / High Street

Drawing No. C6_LAN_001 Fullamoor Prospect – Application Area (by ESP)

Drawing No. C6_LAN_007 Fullamoor Prospect – Restoration Scheme (by ESP)

Appendix 2 – CEC Figures

CEC Figure 4200/201(A) Predicted Minerals Operations Traffic Assignment

CEC Figure 4200/202(B) Predicted Development Traffic Distribution

CEC Figure 4200/203 Traffic Management Plan - Proposed Route Strategy

CEC Figure 4200/204(A) 2014 Base Traffic Flows

CEC Figure 4200/205(A) 2017 Traffic Flows (2014 x Growth Factor)

CEC Figure 4200/206(A) 2022 Traffic Flows (2014 x Growth Factor)

CEC Figure 4200/207(A) Culham Science Centre Committed Development Traffic

CEC Figure 4200/208(A) 2017 Traffic Flows without Development

CEC Figure 4200/209(A) 2022 Traffic Flows without Development

CEC Figure 4200/210(A) 2017 Traffic Flows with Development

CEC Figure 4200/211(A) 2022 Traffic Flows with Development

Appendix 3 - CD-ROM

Personal Injury Accident Data

Bus Timetables

Analysis Tables

Traffic Growth Factors

Stopping Sight Distance Calculations

Stage 1 Road Safety Audit

OCC Highway Records


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5

Cole Easdon Consultants (CEC) 1 FEBRUARY 2016

1.0 INTRODUCTION

1.1 Cole Easdon Consultants Limited (CEC) have been instructed by Hills Quarry Products

Limited ('Hills') to prepare a Transport Assessment (TA) in support of a planning application

for a proposed sand & gravel quarry to be known as 'Fullamoor Quarry'. The proposals

include aggregate processing plant and a concrete plant, on land off the A415 near Culham,

Oxfordshire. On completion of the quarrying activity, the site will be restored for

agricultural uses and biodiversity alongside low key use of the lakes for recreation (e.g.

fishing or sailing). Refer to CEC Plan 4200/201 [Site Location Plan] contained within

Appendix 1.

1.2 This TA considers the traffic, transportation and highway implications associated with the

proposals, including the form of access, predicted vehicle trip generation, the highway

impact as well as the accessibility of the site by sustainable transport modes for staff and

visitors.

Pre-Application Consultation

1.3 Prior to the preparation of this TA, CEC met with Oxfordshire County Council (OCC) as the

Local Highway Authority (LHA), with regard to the scope of this report. Subsequent to that

meeting in April 2014, a Technical Note (June 2014) was prepared by CEC that provided an

update to the proposals as well as forming the basis for agreeing the following matters in

advance of the preparation of this TA:

the form and design of the proposed vehicular access arrangement from the A415;

the HGV trips to be expected on a day to day basis as derived from the predicted

material extraction rates and proposed concrete batching facility;

the assignment and routing of HGVs to the local highway network;

local committed development proposals to be considered in our analysis;

no offsite junction capacity analysis is required; and

extent of analysis of the five-year accident record.

1.4 Note that at the time of those initial discussions with OCC, it was proposed that restoration

uses would include water-based recreation open to the general public providing a regional

sports facility and extensive marine complex. The restoration proposals have been amended

following consultation and now focus on agricultural and biodiversity uses with low key use

of the lakes for recreation with quiet uses such as fishing or sailing, essentially as a local

facility.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Scope of Study

1.5 This report is structured as follows:

Section 2.0 describes the transportation planning policy considerations;

Section 3.0 provides an appraisal of the existing site conditions, local highway network

and accident record;

Section 4.0 outlines the development proposals;

Section 5.0 considers the site's accessibility by modes other than the private car,

principally for staff and visitors;

Section 6.0 discusses the predicted vehicular trip generation, distribution and

assignment;

Section 7.0 identifies the likely impact of the development on adjacent highway links;

and

Section 8.0 summarises with discussion and conclusions.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


2.0 PLANNING AND POLICY CONTEXT

2.1 This section presents an appraisal of the relevant planning and policy documents at national

and local levels.

National

National Planning Policy Framework (2012)

Local

Oxfordshire Minerals and Waste Local Plan (1996)

Oxfordshire Minerals and Waste Local Plan: Part 1 - Core Strategy (Proposed

Submission Document, August 2015)

South Oxfordshire Core Strategy (2012)

Vale of White Horse Local Plan 2031: Part 1, Strategic Sites and Policies

Connecting Oxfordshire: Local Transport Plan 2015-2031

Burcot and Clifton Hampden Village Plan 2015

National Planning Policy

National Planning Policy Framework (March 2012)

2.2 The National Planning Policy Framework (NPPF) was adopted in March 2012 and sets out the

Government's view of what sustainable development in England means in practice. The

NPPF replaces over a thousand pages of national policy in order to allow 'people and

communities back into planning'. We set out the policies contained within the NPPF that

relate to transport in the context of the proposed development.

2.3 The NPPF makes clear that there is a presumption in favour of sustainable development,

stating 'planning should operate to encourage and not act as an impediment to sustainable

growth'. One policy objective is to 'support reductions in greenhouse gas emissions and

reduce congestion'. The requirement for Transport Assessments, such as this one, is

retained for developments that generate significant amounts of movement and their

content should be guided by National Planning Practice Guidance (NPPG). The NPPF

continues that 'Plans and decisions should take account of whether:

the opportunities for sustainable transport modes have been taken up depending on

the nature and location of the site, to reduce the need for major transport

infrastructure;

safe and suitable access to the site can be achieved for all people; and


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


improvements can be undertaken within the transport network that cost effectively

limit the significant impacts of the development'.

2.4 Paragraph 34 of the NPPF relates that 'plans and decisions should ensure developments that

generate significant movement are located where the need to travel will be minimised'.

The proposed minerals working will be located in close proximity to a significant quantum

of planned development within South Oxfordshire and adjacent authorities. It will

therefore serve a local market, thus minimising haulage distances.

2.5 The NPPF adds that 'development should only be prevented or refused on transport grounds

where the residual cumulative impacts of development are severe'.

Local Planning Policy

Oxfordshire Minerals and Waste Local Plan (1996)

2.6 Current minerals and waste planning policy in the County is set out in saved policies of the

1996 Minerals & Waste Local Plan. This is due to be replaced by a new Minerals & Waste

Local Plan: Core Strategy.

2.7 The 1996 Plan acknowledges that minerals, such as the sand and gravel proposed to be

extracted at Culham, can only be worked where they occur naturally and that they

inevitably have an environmental impact, such as extra lorries on local roads. The 1996

Plan refers to the Oxfordshire Structure Plan (albeit now superseded), where the aim of

the road network strategy of the Structure Plan was to 'protect the minor road network

and encourage traffic, especially heavy lorries, to use the major routes'. This reflects the

proposals for Fullamoor Quarry, where the site will take access directly from an 'A' road,

and commit to a local HGV routing agreement, therefore eliminating any impact on the

'minor road network'.

2.8 The 1996 Plan identified areas for sand and gravel extraction, including land at Sutton

Courtenay including preventing heavy goods traffic from entering the villages of Sutton

Courtenay, Appleford and Long Wittenham except for local access; and limiting the use of

Culham Bridge as far as possible. Although not part of the identified resource, the

Fullamoor Quarry proposals for vehicle movements comply with this policy.

2.9 The Local Plan identifies a number of after uses which might generally be suitable once

mineral workings have completed. The proposed after uses at Fullamoor conform to these


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


uses which include agriculture, woodland, nature conservation and low key water-based

activities.

Oxfordshire Minerals and Waste Local Plan: Part 1 - Core Strategy (Proposed

Submission Document, August 2015)

2.10 The Oxfordshire Minerals and Waste Local Plan: Part 1 - Core Strategy and Part 2 – Site

Allocations (yet to be prepared) will eventually replace the 1996 Local Plan. The Core

Strategy submission document is programmed for submission to Government in November

2015 with a view to Examination hearings in February /March 2016 leading to adoption in

July 2016. The Core Strategy will set out the planning strategy and policies for the supply

of minerals and the management of waste in the County for the period to 2031.

2.11 The Minerals Planning Vision contained within the Proposed Submission Document Core

Strategy relates that 'mineral workings and supply facilities will be located and managed

to minimise:

the distance that aggregates need to be transported by road from source to market';

and

'the use of unsuitable roads, particularly through settlements'.

2.12 The draft Core Strategy also proposes a number of objectives of particular relevance to

transport:

to make provision for a steady and adequate supply of sand and gravel and other

minerals over the plan period to meet the planned economic growth and social needs of

Oxfordshire (para 3.4, bullet ii); and

minimise the transport impact of mineral development on local communities, the

environment and climate change by minimising the distance minerals need to be

transported by road (para 3.4, bullet vii).

2.13 The draft Core Strategy relates the findings of a 2009 survey which found that 78% of the

sand and gravel produced in the county is used in Oxfordshire, but that the county also

imported more sand and gravel than it exported. The proposed mineral working at Culham

will help to offset this imbalance, as the main markets for the sand and gravel to be

extracted from the site will be within Oxfordshire (Abingdon-on-Thames, Didcot in

particular). Accordingly, the proposed development at Culham will provide a source of

aggregate material located close to its destination markets and will help to reduce haulage

miles.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


2.14 The submission document Core Strategy refers to the County's current Local Aggregate

Assessment annual figures which indicates additional requirements for which provision

needs to be made over the plan period to 2031 (e.g. sharp sand and gravel 8.866 million

tonnes after accounting for existing permissions [5.4m tonnes after accounting for

resolution to grants]).

2.15 In the context of the objective to minimise the distance that minerals need to be

transported by road, from quarry to market, 'the minerals strategy should promote and

enable a move over the plan period to a distribution of sharp sand and gravel production

that more closely reflects the distribution of demand for aggregate within the county…

This means changing the balance of production capacity between the strategic resource

areas in western Oxfordshire (main West Oxfordshire district) and southern Oxfordshire (in

South Oxfordshire and Vale of White Horse districts)… Provision for additional sand and

gravel working in southern Oxfordshire would enable local supplies of aggregate for

planned housing and economic growth in this part of the county, including the Science Vale

area'. In addition, the draft Core Strategy states that 'in view of the relatively high level

of existing permitted reserves in the northern part of Oxfordshire, any requirement for

additional sites for sharp sand and gravel should be met primarily in the southern part of

the county'.

2.16 When accounting for the operational life of existing workings and existing permissions in

southern Oxfordshire, it is acknowledged that 'any significant requirement for additional

sites in this part of the county will need to be met by a new working area within the

Thames and Lower Thame Valleys area from Oxford to Cholsey'.

2.17 Accordingly, the proposed Fullamoor quarry is well located to satisfy principal objectives of

the draft Core Strategy, both in terms of rebalancing minerals workings across the county

and providing a new working in close proximity to the focus of areas for development (and

hence a reduced transport impact). The location of the proposed Fullamoor quarry

therefore accords with Policies M3 and M4, the latter including:

'e) suitability & accessibility of the primary road network; and

f) proximity to large towns and other locations of significant demand to enable a reduction

in overall journey distance from quarry to market'.

2.18 Furthermore, the draft Core Strategy states 'the County Council recognises that the

transport network should be operated in a way that balances the protection of the local


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


environment with efficient and effective access for freight and distribution'. It continues

that 'the impact of traffic associated with minerals and waste development must always be

taken into account when considering the suitability if a site in relation to local

communities and the environment'. This TA helps to quantify what these impacts might be.

Notwithstanding, paragraph 6.54 of the draft Core Strategy accepts that it may not be

economically viable or practicable for quarries to use transport alternatives such as rail,

conveyor, pipeline and water where minerals are distributed mostly to local markets, as

will be the case for the Fullamoor quarry. It adds that 'for these reasons, aggregates...in

Oxfordshire are likely to continue to be transported mainly by road'.

2.19 Figure 13 within the draft Core Strategy reproduces the Oxfordshire Lorry Route Map, which

identifies the A415 as a non-strategic road that links to smaller towns. The A4074, with

which the A415 connects, has the same classification, whilst the A34 is identified as a

strategic through route. The proposed minerals working at Culham will be accessed

directly off the A415, whilst the proposed haulage routes respect the designations

contained within the Route Map.

2.20 Policy C10 [Transport] summarises that 'minerals and waste development will be expected

to make provision for safe and suitable access to the advisory lorry routes in ways that

maintain and, if possible, lead to improvements in the safety of all road users including

pedestrians; the efficiency and quality of the road network; and residential and

environmental amenity, including air quality'. Improvements are proposed as part of the

access arrangements which are detailed later in this report.

South Oxfordshire Core Strategy (2012)

2.21 The proposed minerals operation will serve significant planned growth in the local area.

One of these development areas is known as Science Vale UK and is discussed within the

South Oxfordshire Core Strategy (2012). Didcot is the only one of four 'growth points' that

lies within South Oxfordshire's boundaries (the others [Harwell Oxford, Milton Park and

Grove] are located within the Vale of White Horse). The site at Culham, whilst lying within

South Oxfordshire, is situated adjacent to the Vale of White Horse and so will be well

placed to serve Science Vale UK. Nearly 9,000 dwellings are proposed at Didcot. The Core

Strategy also allocates some 1,730 new dwellings across the towns of Henley, Thame and

Wallingford; and some 1,154 new dwellings at 12 larger villages within the District. Some

1,000 dwellings are proposed within the draft Vale of White Horse Local Plan 2031 (March


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


2015) at Abingdon-on-Thames, whilst the South Oxfordshire Core Strategy relates that

some 8,000 dwellings are proposed within the Oxford City Council Local Plan area.

2.22 Map 5.1 within the South Oxfordshire Core Strategy identifies that the A4074, to which the

A415 connects, is a key movement corridor between Oxford and Reading. A premium bus

route is proposed along this corridor between Oxford and Wallingford, and thus will pass

close to the proposed site. Improved bus connections such as this could be of benefit to

staff and visitors to the proposed mineral working.

2.23 This TA contributes to the objectives of Policy CSM2 [Transport Assessments and Travel

Plans] of the South Oxfordshire Core Strategy. As advised within the Policy, CEC has liaised

with OCC, as the LHA, regarding the scope of this TA.

2.24 South Oxfordshire District Council are producing a Science Vale Area Action Plan to support

the implementation of a Science Vale Vision and delivery of the strategic sites in the local

plans. Of note, is the inclusion within the Issues and Scope Document (February 2015) of a

proposed new link road connecting Didcot with Culham Science Centre, via a new crossing

of the River Thames. This is discussed further with respect to the LTP4, below.

Vale of White Horse Local Plan 2031: Part 1, Strategic Sites and Policies

2.25 We make reference to the nearby local planning authority's draft Local Plan (November

2014; Publication Version) with respect to the aforementioned potential new road crossing

of the River Thames. Core Policy 17 relates to the delivery of strategic highway

improvements within the South-East Vale Sub-Area. It states that all development within

the sub-area will be required to contribute towards the infrastructure identified within the

Science Vale Area Strategy. This includes 'a new strategic road connection between the

A415 east of Abingdon-on-Thames and the A4130 north of Didcot including a new crossing

of the River Thames'. Related to this scheme is 'Core Policy 18: Safeguarding of Land for

Transport Schemes in the South East Vale Sub-Area'. It states that 'planning permission will

not be granted for development that would prejudice the construction or effective

operation of the transport schemes listed'. The Adopted Policies Map E13 (Appendix E of

the draft Local Plan) indicates the extent of the safeguarded land. Lying within close

proximity to the potential new road link, albeit within the South Oxfordshire District area,

the geographical extent of the proposed Fullamoor has been revised (reduced) to account

for the potential new infrastructure.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


2.26 Table 5 [Science Vale Transport Package] of the accompanying Infrastructure Delivery Plan

(March 2015; Submission Document) summarises a significant package of transport

infrastructure needed to support the level of development proposed in the Science Vale.

The new road link is indicated as being deliverable in the period 2021-26, 'to enable better

access between Culham and Oxford. The scheme will provide an alternative north south

link to the A34, linking centres of economic growth'. The scheme is anticipated to be

funded by Local Growth Fund sources and the Community Infrastructure Levy (CIL), and will

be led by OCC.

Connecting Oxfordshire: Local Transport Plan 2015-2031

2.27 The local highway authority's new Local Transport Plan (LTP4) sets out the policy and

strategy for developing the transport system in the County to 2031. It has been developed

with the following overarching goals:

to support jobs and housing growth and economic vitality;

to reduce transport emissions

to protect, and where possible enhance, Oxfordshire's environment and improve quality

of life; and

to improve public health, air quality, safety and individual wellbeing.

2.28 Volume 2, part ii of the LTP4 includes a new Science Vale Transport Strategy, focusing on

'the UK's leading centres for science, technology and innovation at Harwell, Milton Park

and Culham Science Centre', and incorporating Didcot, Wantage and Grove. Transport

modelling work has been undertaken by the LHA to assess the impact future developments

have on the Science Vale transport network and a number of schemes are required.

2.29 The Strategy states that 'significant investment has already been made to improve key

junctions of the A34 to enhance access to the area and connect businesses to the trunk

road network', including schemes at Milton Interchange and Chilton Interchange. A scheme

to provide south-facing slip roads at Lodge Hill is also being pursued. The Strategy

continues that 'with economic growth…there will also be increased freight traffic on

certain roads. We will seek to ensure that freight uses the most appropriate routes as

outlined in Oxfordshire's Freight Strategy and Oxfordshire Lorry Routes map, and that

development plans leading to increased freight movements are appropriately mitigated.

We will also ensure that recommended freight routes are clearly sign posted'.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


2.30 The Strategy also refers to 'highway schemes to provide extra capacity and accessibility on

key routes to Harwell, Milton Park and Culham Science Centre will offer route choice and

travel options between homes and workplaces, helping to spread the impact of increased

traffic on the roads'.

2.31 Of particular relevance to the proposed Fullamoor Quarry, is a scheme involving a new road

from north Didcot to the Culham Science Centre. The extent of the proposed quarry has

respected the 'area of investigation' for this new road link. Requiring a new Thames river

crossing, the new road 'will provide improved access to Culham Science Centre and a direct

link to the B4014 (north of Clifton Hampden). This scheme will also better connect

Science Vale and the major employment areas of Oxford in the Eastern Arc. This route

will also provide some relief to the A34 for local movements. Improvements to access to

Culham Science Centre through increased connectivity by bus and cycle and improved

capacity at Culham station are also important'. This is referenced as scheme SV 2.13 which

falls under the time horizon of 2015-2020, and is illustrated in Figure 1 of the Strategy. We

demonstrate later within this TA that the impacts of the proposed quarry are such that it is

not reliant on this scheme coming forward, but clearly movements to and from the quarry

(staff and HGVs) would benefit from this scheme if it were to be delivered during its

operational lifetime.

2.32 Other schemes which the quarry could potentially contribute to and benefit from include

scheme SV 2.187 – 'providing new and substantially upgraded strategic cycle routes to

Milton Park, Harwell and Culham Science Centre through the Science Vale Cycle Strategy,

which also forms part of the LTP4.

2.33 The Oxfordshire Freight Strategy, contained within LTP4, acknowledges that 'the majority

of freight movements…will continue to be by road. It is essential that we make use of our

road network as efficient as possible, with larger goods vehicles using the strategic road

network in preference to minor roads'. The Freight Strategy confirms the suitability of the

A415 by HGVs, being referred to on Figure 2 of the Freight Strategy [Oxfordshire Lorry

Route Map].

Burcot and Clifton Hampden Village Plan 2015

2.34 It is acknowledged that a community-led Village Plan such as this should focus on village

amenities and activities and does not carry any legal force, albeit such community-led

plans can feed into the preparation of Neighbourhood Plans, which form part of the wider


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Local Plan. According to the Village Plan, challenges for the two villages include traffic

and transport, where a survey of residents found that 90% of respondents consider 'a need

to improve the traffic situation'. Notwithstanding, residents also identified 'proximity to

major cities and towns' and 'ease of commuting' as two of the most popular reasons for

residing here. We note, too, that 'the vast majority of parishioners rarely or never use

buses'.

2.35 One of the themes that is clear within the Village Plan is concerns relating to speeding

traffic, including specific reference to motorcycles (a motorcycle venue is situated at

nearby Berinsfield). The Plan suggests measures such as village welcome signs (to

encourage slower speeds through the urban setting); warning signs at bends and hidden

exits; and speed monitoring with involvement from the police. We would add that Hills’

HGVs are perhaps the least likely to contribute to speeding issues, due in part to the

professional standards that their drivers and vehicles adhere to (refer to Section 4.0).

2.36 Maintenance issues, falling under the remit of OCC, are also identified for local footpaths

and cycleways. Local improvements will be made to the shared footway / cycleway in the

vicinity of the proposed access, in the form of widening and a new surface. Reference is

also made in the plan to OCC's ambitions for new link roads (as described above) which

would assist in providing some relief to traffic through the villages. The proposed

development will not exacerbate any existing traffic issues to any significant degree, as is

explained later in this report and the accompanying Environmental Statement. For

example, on average, only one inbound HGV is predicted to pass through the villages every

20 minutes, and similarly one outbound HGV will pass only every 20 minutes, during the

quarry's operational hours. These are such low trip values that OCC has acknowledged the

proposal does not warrant a capacity modelling exercise to be undertaken at, for example,

the signal junction in Clifton Hampden. Safety concerns of pedestrians and cyclists using

the river bridge at Clifton Hampden, described within the Village Plan, will not be

exacerbated by HGVs travelling to or from the quarry because they will not use this route.

This is due not only to the existing 7.5-tonne weight limit, but also because Hills are

anticipating entering into a routing agreement with OCC which will avoid such unsuitable

routes, including the river crossing at Culham, which is not subject to a weight limit.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


3.0 SITE DESCRIPTION & SURROUNDING HIGHWAY NETWORK

3.1 This section describes the existing local highway network in the vicinity of the proposed

site and its environs. Refer to CEC Plan 4200/201 [Site Location Plan] in Appendix 1.

Site Description

3.2 The proposed minerals extraction site is situated some 3.0km southeast of Abingdon-on-

Thames. It lies to the south of Culham Science Centre, between the A415 to the north and

the River Thames to the south. To the west and east of the site is agricultural land.

Clifton Hampden village lies to the northeast of the site. The site currently comprises of

agricultural land with some small woodland areas.

3.3 The proposed area to be quarried and to accommodate the aggregate processing plant and

concrete batching plant lies between two corridors that have been identified by OCC for a

potential future highway link between Didcot and the A415 which will provide an additional

crossing point over the River Thames. The two corridors represent two alignment options,

with both options aligned north-south.

Local Highway Network

3.4 The schematic map below illustrates the location of the proposed site in relation to the

principal towns, villages and highways. It identifies the roads that are suitable and

unsuitable for use by HGVs, which will be respected by lorries travelling to and from the

site, and secured via an HGV routing agreement. A larger scale map is contained within

Appendix 2 as CEC Figure 4200/203 [Traffic Management Plan - Proposed Route Strategy].


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Map 3.1: Local Highway Infrastructure in relation to Proposed Site

Abingdon Road (A415)

3.5 With respect to the proposed development, the A415 is of a good standard and provides

access to Abingdon-on-Thames for the provision of aggregate to future developments in this

area, as well as for connection to the A34 trunk road to the west and the A4074 to the east.

In the Vicinity of the Proposed Site

3.6 In the vicinity of the proposed site, the A415 is known as Abingdon Road. It has a single,

two-lane carriageway and is subject to the national speed limit in the vicinity of the

proposed site. It has a general carriageway width of some 6.5-7.0m in the vicinity of the

proposed site, and a 1.0m-wide shared footway/cycleway along its southern side where the

access arrangement is proposed.

3.7 There are two private driveway accesses situated some 35m and 70m to the west of the

proposed access arrangement that serve dwellings situated on the northern side of the

road. Also, some 160m west of the proposed access arrangement is the access to Culham

Science Centre (Photograph 3.1). The access to this major employment site is via a

priority-controlled junction with ghost island right turn lane arrangement. There are

separate lanes for egressing right- and left-turning traffic. There is also a diverge taper for


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


traffic turning left into the Science Centre. This diverge taper also accommodates a bus

stop.

Photograph 3.1: Abingdon Road (A415) looking east, showing the access to Culham Science

Centre

3.8 A further 290m west of the Science Centre is another access, to 'Culham No. 1 Site' and

Culham railway station. This junction is of a similar arrangement, albeit there is only a

single-lane egress. The aforementioned footway/cycleway that runs along the southern

side of Abingdon Road leads as far west as a bus stop that lies immediately east of this

railway station access. A pedestrian refuge island accommodated within the ghost island

arrangement connects to a footway/cycleway on the northern side of the road, which

begins at the Science Centre and continues west towards Abingdon-on-Thames.

3.9 Alternative access to Culham railway station is via another priority-controlled junction

(without ghost island right turn lane) situated on the western side of the railway line, some

500m west of the access to 'Culham No. 1 Site'. A minor road that parallels Abingdon Road

connects the two station accesses from the A415. The railway crossing on this minor road,

however, is subject to a 26t maximum gross weight restriction.

3.10 Street lighting along Abingdon Road in the vicinity of the proposed site is restricted to the

three junctions serving the Science Centre, No. 1 Site and railway station.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


3.11 A petrol filling station is situated to the east of the proposed minerals working site, some

450m distant from the proposed site access arrangement.

East of the Proposed Site

3.12 Through the villages of Clifton Hampden and Burcot, located to the east of the proposed

site, the A415 is subject to a 30mph speed limit. A 40mph speed limit is in force between

the two villages.

3.13 There are signalised arrangements along the A415 at the junctions with the B4015 / High

Street (Clifton Hampden) to the east of the site and also with Tollgate Road (access to

Culham village) to the west of the site.

Abingdon-on-Thames

3.14 To the west of the site, the A415 passes through the centre of Abingdon-on-Thames.

Before entering the town from the east, the road crosses the River Thames. Beyond here,

the A415 serves the town centre and is fronted by High Street shops. Footways are present

and there are a number of controlled pedestrian crossing facilities.

3.15 The A415 passes Market Place, and it is from this location that there is a circulatory one-

way system in place. High Street and Ock Street are used for westbound traffic, which

meets with Stratton Way. Stratton Way is a two-way length of the A415 and connects with

the A4183 which is a radial route to the town centre from northern areas of the town.

Drivers wanting to travel east from the town (towards the proposed site) would use Stratton

Way and then travel along the one-way (southbound) length which connects again with

Market Place. Together, High Street/Ock Street, Stratton Way and Stert Street form the

three sides of a triangular circulatory system, albeit Stratton Way operates two-way. Each

'corner' of the triangular system is a signalised junction, although the south-eastern corner

at the Town Square is signalised on only one approach in order to create breaks in the

traffic flow for drivers wishing to travel westbound from Stert Street and for general traffic

management within the town centre. High Street / Ock Street has two lanes available for

the (westbound) traffic; Stert Street is principally one-lane wide.

3.16 The town centre area is clearly urbanised and has a high concentration of pedestrian

movements. The area is also a focus for bus movements and a number of bus stops are

located along the circulatory system, both within the carriageway and within laybys. As

mentioned above, there are a number of controlled pedestrian crossings and footway


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


provision is good. It is also a slower speed environment for vehicles. The A415 is identified

on OCC's Lorry Route Map and represents the most direct and appropriate route for HGVs

travelling to and from the A34 for vehicles associated with the proposed site. The route is

already used by heavy vehicles.

3.17 West of the triangular circulatory system, the A415 continues on a western alignment

towards the Marcham Interchange with the A34. There are on-road advisory cycle lanes

along this length of road as far as the double mini-roundabout junction with Drayton Road

and Spring Road. There are two further standard roundabout junctions en route to the

Marcham Interchange. The last length, of some 400m, is dual carriageway with two lanes

in each direction.

3.18 The full length of the A415 within Abingdon-on-Thames is subject to a 30mph speed limit.

There are also parking restrictions in place, whilst street lighting and footways are present

along the full length (the footways on the northern side of the road, west of Colwell Drive,

are shared with cyclists). There are also a number of controlled crossing facilities.

B4015 Oxford Road

3.19 The B4015 leads northeast from the A415 and the village of Clifton Hampden via a

staggered signal-controlled arrangement (Photograph 3.2), where High Street forms the

southern arm of this junction. The B4015 connects with the A4074 at a 4-arm roundabout

('Golden Balls'; Photograph 3.3), and continues northeast through Little Baldon.

Photograph 3.2: Signalised junction between A415 / B4015, Clifton Hampden


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 3.3: A4074 / B4015 Roundabout

3.20 Within Clifton Hampden, Oxford Road (B4015) is subject to a 30mph speed limit and has

direct frontage access to a number of properties on each side. For the most part, there are

footways along each side of the road within the village. There is no street lighting.

3.21 The B4015 is subject to a 7.5t weight limit, except for access. Accordingly, HGVs

associated with the proposed site will travel to and from the A4074 using the A415. They

will not use the B4015.

A4074

3.22 The A4074 is generally aligned northwest-southeast and leads from the Oxford Ring Road

(A423/A4142; south of Oxford) towards Wallingford. It passes the western edge of

Berinsfield, where the A415 intersects, and the roundabout junction with the

aforementioned B4015. On the approaches to and from the Oxford Ring Road it is a dual

carriageway with two lanes in each direction, reducing to single carriageway with one lane

in each direction south of here.

3.23 In the vicinity of the A415 and the B4015, the A4074 is subject to the national speed limit.

On the southern arm of the roundabout junction with the A415, the road is dual

carriageway with one lane in each direction over a length of some 260m, reducing to single

carriageway beyond. To the south of the roundabout with the A415, a footway parallels

the road along its western side, separated from the carriageway by a grass verge. The


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


footway diverges further to connect with the village of Dorchester, whilst the A4074

bypasses this village.

3.24 North of the roundabout with the A415 (Photograph 3.4), the A4074 is single carriageway

with a narrow footway along its eastern side that diverges into the northern portion of

Berinsfield village.

Photograph 3.4: Approach to A415 / A4074 roundabout (from southern approach arm)

3.25 A similar dual carriageway arrangement to that at the roundabout with the A415 is in place

on the approach to the roundabout with the B4015 (Photograph 3.5). Street lighting is

generally limited to the vicinity of these two junctions.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 3.5: Dual carriageway approach to roundabout junction with B4015

3.26 The A4074 is a high standard road that carries medium-distance traffic within the County.

It is suitable for use by HGVs of the type likely to be generated by the proposed site.

Personal Injury Accidents (PIAs)

3.27 CEC has obtained Personal Injury Accident data for the period January 2009 to April 2015

(76 months) from Oxfordshire County Council. The accident data is summarised below

within Table 3.1 whilst the full data (including a plan showing the accident locations) is

included within Appendix 3 of this report.

Table 3.1: Summary of Personal Injury Accidents (A415 corridor between A34/Abingdon-on- Thames and Berinsfield, together with adjacent lengths of the B4015 and A4074; January 2009 to April 2015)

2009 2010 2011 2012 2013 2014 2015 (- April)

30 34 38 33 31 35 20

Severity Slight Serious Fatal

Accidents 177 40 4

Casualties 223 42 4

Conditions Dry Wet

Frost / Ice / Snow

Light Dark

170 43 8 175 46


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Type

HGV / HGV HGV / HGV / LGV

/ Car / Car HGV / HGV / Car HGV / LGV / Car /

Car

1 1 1 1

HGV / Car HGV / Car / Car HGV / Car / M’cycle

HGV / M’cycle

3 1 1 1

HGV / Cycle Bus Bus / Bus / Car /

Pedestrian Bus / Car

2 2 1 3

Bus / Car / Car Bus / Car / Cycle Bus / Car / Pedestrian Bus / Cycle

1 1 2 1

Bus / Pedestrian LGV LGV / LGV / Car /

Car LGV / Car

2 1 1 8

LGV / Car / Pedestrian LGV / M’cycle LGV / Cycle

LGV / Cycle / Pedestrian

1 1 5 1

LGV / Pedestrian Car Car / Car Car / Car / Car

3 17 47 10

Car / Car / Car / Car

Car / Car / Car / Pedestrian

Car / Car / M’cycle Car / Car / Cycle

6 1 2 1

Car / Car / Pedestrian

Car / Mobility Scooter Car / M’cycle Car / Cycle

1 1 25 25

Car / Pedestrian M’cycle M’cycle / M’cycle M’cycle / Cycle

23 10 2 2

M’cycle / Pedestrian

2

3.28 Over the course of the period reviewed, there have been a total of 221 personal injury

accidents along the approximate 16km study corridor, which includes Abingdon town centre

and the grade separated junction of the A34 with the A415 ('Marcham Interchange'). Of the

221 recorded accidents, four were fatal, 40 were classified as serious and 177 as slight.

Due to the large study area, this chapter will focus on particular sections of the highway

network, as well as detailing the accidents that resulted in fatality.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Fatal Accidents

3.29 All four of the fatal accidents occurred along Abingdon Road (A415), albeit not adjacent to

the proposed site, where one involved an HGV. The accident that resulted in fatality

nearest to the project site took place approximately 600m to the west of the proposed site

access, at Station Road. This accident happened when an HGV travelling along the road

went to the offside of a car turning left to Station Road and an oncoming HGV swerved to

avoid hitting the vehicles. The HGV's securing chain for its load then broke and struck the

cab of the other HGV, fatally injuring the driver.

3.30 To the west of Culham village there have been two fatal accidents; the first happened

when a car lost control at a bend (road surface was muddy) and struck an oncoming

vehicle. The second fatal incident took place at the A415 Abingdon Road/The

Burycroft/Private Road junction when a motorcycle travelling along A415 Abingdon Road

struck the rear of a car waiting to turn into The Burycroft. The motorcyclist was then hit

by a car travelling in the opposite direction. The police report recorded a possible

contributory factor of 'careless/reckless/in a hurry'. Two slight accidents also happened at

the A415 Abingdon Road/The Burycroft/Private Road junction when vehicles failed to stop

behind cars waiting to turn into The Burycroft.

3.31 The fourth fatal accident occurred to the east of the site, in Burcot village. It happened on

a March evening, in darkness, when a cyclist in dark clothing and with no lights left the

cycletrack and stopped in the middle of the carriageway. A car travelling along Abingdon

Road struck the cyclist resulting in the rider’s fatal injury.

Accidents in Close Proximity to the Site

3.32 A 'slight' accident took place at Station Road when a car entering Abingdon Road from

Station Road failed to give way to a cyclist travelling along A415 Abingdon Road. A serious

accident took place at the Abingdon Road/Zouch Farm junction when a car attempted to

perform a u-turn at the junction and failed to give way to a motorcyclist travelling west. In

the same location an accident took place in 2015, when a driver struck an oncoming vehicle

as it attempted to overtake a number of vehicles, resulting in slight injury. Another

accident was classified as slight in severity and happened when a motorcyclist attempted to

turn right from Abingdon Road to the Culham Laboratory entrance but failed to give way to

an oncoming vehicle and was struck. To the east of the proposed project site, two slight

incidents have taken place in the last two years as a result of poor manoeuvring in queuing

traffic.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


3.33 There have been no recorded incidents at the Abingdon Road/Culham Science Centre

junction, which lies close to the proposed site access. Accordingly, the stretch of Abingdon

Road along which the site access is proposed has a good safety record, particularly given

that the Culham Science Centre is a major employment site with significant numbers of

associated vehicle turning movements.

Clifton Hampden

3.34 To the east of the project site, in Clifton Hampden village, there have been various slight

accidents along A415 Abingdon Road. These generally relate to drivers losing control of

their vehicle or failing to stop or slow down at the signalised junction with B4015 Oxford

Road.

Burcot and the Berinsfield Roundabout

3.35 Along Abingdon Road (A415), to the east of Clifton Hampden, various slight accidents have

taken place at Burcot village. These include accidents when drivers were unable to stop in

time for vehicles or pedestrians, such as when crossing the carriageway or whilst

overtaking, or when drivers failed to give way to priority traffic. The Berinsfield

Roundabout junction (A415 Abingdon Road/A4074 Oxford Road/Wimblestraw Road) has

been the location for eight accidents within the time period, three of which resulted in

serious injury. The majority of these accidents at Berinsfield Roundabout were due to

drivers failing to give way to those already on the roundabout, ‘rear-shunting’ vehicles in

front, or whilst attempting to overtake along A4074 Oxford Road.

Golden Balls Roundabout

3.36 At Golden Balls Roundabout (B4015 Oxford Road/A4074 Oxford Road/B4015 Clifton

Hampden Road), to the north of Berinsfield Roundabout, there have been eight slight

accidents and two serious accidents. Two accidents occurred when drivers lost control of

their vehicles whilst on the roundabout; four incidents happened (two of which resulted in

serious injury) when drivers failed to give way to vehicles already on the roundabout; and

another slight accident occurred when a car failed to stop in time for the vehicle waiting to

enter the roundabout in front of them. There were also three accidents in the past five

years on Golden Balls Roundabout that were due to vehicles colliding as they left the

roundabout in adjacent lanes. Other accidents that took place within the period reviewed

occurred along A4074 Oxford Road by Golden Balls Roundabout and were due to drivers

either losing control of their vehicles, or miscalculating an overtaking manoeuvre.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


B4015

3.37 The B4015 Oxford Road between Clifton Hampden village and Golden Balls Roundabout has

experienced seven accidents in the past five years, of which three were classified as

serious. All of these accidents were due to drivers losing control of their vehicles whilst

travelling along the road. Due to the existing weight limit, HGVs travelling to and from the

proposed site will not use this road.

West of the Proposed Site

3.38 To the west of the proposed site, there have been a number of incidents on Abingdon Road

(A415) between Culham village and Abingdon-on-Thames, some of which have already been

mentioned above. Other accidents along this stretch of road occurred for various reasons

including failure to give way whilst turning into junctions, overtaking at inappropriate

locations, losing control incidents (of which one resulted in serious injury) and ‘rear-shunt’

type collisions when failing to notice stopping vehicles ahead.

Abingdon-on-Thames

3.39 The vast majority of recorded accidents either occurred within Abingdon-on-Thames and at

or on the approach to the A34 Marcham Interchange.

3.40 Ock Street (A415) and Stratton Way (A415) in central Abingdon-on-Thames were locations

of various accidents within the search area. Abingdon Road enters the town from the south-

east and terminates at the junction with Market Place/High Street (A415) junction. Beyond

this position there is a loop road arrangement with lengths of one- and two-way traffic.

This loop section of road has been the location of 61 incidents within the assessed time

period, with some 26 occurring when pedestrians or cyclists have been struck whilst

crossing the road. Note that this area is the town centre of Abingdon-on-Thames and as

such has a high rate of pedestrian, cycle and vehicle conflicts, albeit there are controlled

crossing facilities allowing safe passage for pedestrians and cyclists. Within this loop

section another 19 incidents took place when vehicles failed to give way to vehicles with

priority, ten were classified as ‘rear-shunt type’ accidents, and four accidents occurred

when vehicles attempted to overtake.

3.41 Ock Street continues west through Abingdon-on-Thames and before becoming known as

Marcham Road. This section of the A415 has experienced 39 accidents in the latest accident

period, mainly occurring at the roundabout junctions. Fourteen accidents involving

pedestrians or cyclists crossing the road were reported, and ten accidents were classified as


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


‘rear-shunts’. At the roundabout junctions, eleven accidents were reported in relation to

drivers failing to give way to priority traffic and three accidents happened when drivers lost

control of their vehicles.

Marcham Interchange

3.42 This junction serves traffic joining and leaving the A34 trunk road and so accommodates a

large volume of traffic. There have been no reported fatal accidents at this roundabout

junction. Seven incidents were recorded as serious and 33 as slight; mainly due to ‘rear-

shunts’ whilst waiting to enter the roundabout (19 resulting in slight and four in serious

injury). Of these ‘rear-shunt’ type injuries, nine were due to traffic queuing on the A34 and

the slip roads to/from the Marcham Interchange. Six accidents occurred in the time period

at this roundabout due to drivers failing to give way to vehicles with priority, and eleven

took place when drivers lost control of their vehicles either on the A34 or at the junction.

Summary

3.43 The vast majority of accidents recorded within the study area took place within Abingdon-

on-Thames, and at or on the approaches to the Marcham Interchange. Within Abingdon

town centre, a number of accidents involved pedestrians and cyclists as might be expected

within this busy urban environment. The number of accidents at the Marcham Interchange

is reflective of the high volume of traffic that passes through here to join or leave the trunk

road network.

3.44 Outside of these areas and, in particular, along the site frontage where the access

arrangement is proposed, the rate of accidents is much lower. Indeed, no accidents have

been recorded at the main junction that serves the major employment site at Culham

Science Centre which is situated west of the proposed site access position. Neither have

any accidents been recorded at or on the approaches to the position of the proposed access

arrangement.

3.45 A number of accidents have been recorded at major junctions such as the Berinsfield

Roundabout and Golden Balls Roundabout, but these are far fewer in number when

compared to the Marcham Interchange, for example.

3.46 Four of the 221 recorded accidents were fatal and it is acknowledged that this is relatively

high, representing 1.8% of the recorded accidents. These fatal accidents all happened

along the A415 east of Abingdon-on-Thames. Three occurred west of the proposed site


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


access arrangement and one to the east. The majority (65%) of HGV movements generated

by the proposed minerals working are predicted to travel to and from the east.

Notwithstanding, at least three of the four fatal accidents can be considered to be

relatively isolated, rare events - e.g. one involving mud on the road, another whereby a

cyclist was apparently within the centre of the carriageway in darkness with no lights, and

another involving two HGVs where a securing chain for the vehicle's load has broken free

following a collision. We do not therefore consider that there is any particular concern

with respect to highway alignment etc.; rather, these incidents were the result of

unfortunate and isolated circumstances.

3.47 The vast majority of accidents appear to have been caused at least in part by driver error,

as exemplified by the number of rear shunts and failures to give way.

3.48 Having regard to the predicted additional vehicle trips identified within Section 6.0 of this

report; the routing of the HGVs which will be limited to only appropriate roads; and the

proposed access arrangement which has both been subject to Road Safety Audit (full

details within Section 4.0 of this report) and which is to be located on a length of road

which does have a good safety record, CEC considers that the proposed development will

have no discernible impact upon the prevalence of accidents.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


4.0 DEVELOPMENT PROPOSALS

4.1 The proposal comprises a sand and gravel quarry with aggregate processing plant, including

concrete batching plant, on land off Abingdon Road (A415), east of Culham. The planning

application includes restoration of the site to agriculture and nature conservation /

biodiversity alongside some low key water-based recreation activities. Refer to ESP

Drawing Nos. C6_LAN_001 [Fullamoor Prospect – Application Area] and C6_LAN_007

[Fullamoor Prospect – Restoration Scheme] contained within Appendix 1 of this report. The

proposed minerals working, to be known as 'Fullamoor Quarry', respects two corridor

options identified by OCC for a possible new link road, whereby we understand it is an

ambition of the County Council to deliver a new road connection between Didcot and the

A415, and northwards to the A4074.

4.2 An annual total of 250,000 tonnes of mineral (sand and gravel) will be extracted from the

site. Of this, 220,000 tonnes will be transported off site as processed mineral, and 30,000

tonnes will be used in the concrete plant and transported off site as part of the 15,000m³

of concrete to be produced per annum. The proposed minerals operations will take place

over a period of some 10 years and will supply aggregate materials and concrete to the

South Oxfordshire and Abingdon-on-Thames/Oxford areas.

4.3 A variety of sizes of HGVs will be generated by the proposed minerals operations but the

majority will comprise 8-wheeler, 20t load vehicles for aggregate, and 6m³ trucks for

concrete.

4.4 Following the minerals operations, the site will be restored to agricultural and nature

conservation / biodiversity uses, alongside low-key water-based recreational activities (e.g.

fishing, sailing).

Proposed Means of Access

4.5 CEC Plan 4200/SK/201(B) [Proposed Access Arrangement] in Appendix 1 illustrates a

proposed simple priority-controlled T-junction to serve the proposed site. The arrangement

has been designed on a topographical survey base and can accommodate the manoeuvres of

a 16.5m-long articulated HGV. As the access will interrupt the existing footway/cycleway

along the southern side of the A415, a refuge island is proposed within the bellmouth of the

junction to enable pedestrians and cyclists to cross in two stages. Appropriate tactile

paving is included, and a 3.0m wide footway/cycleway provided on the approaches to the


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


junction where land is within the control of the applicant. This will therefore integrate

with any future upgrade to the existing footway/cycleway by others.

4.6 Traffic volumes and speeds were collected via 7-day Automatic Traffic Counts (ATC)

commencing 8th May 2014. The ATCs were undertaken at the extremities of the existing

available visibility splays from the position of the proposed access arrangement. Recorded

85th percentile speeds for both eastbound and westbound traffic are 54mph. For the

purposes of a robust assessment, these have been assumed to be the wet weather speed.

Accordingly, a visibility splay of 4.5m x 169m is shown on the aforementioned plan for the

view to the west from the proposed access arrangement; and 4.5m x 166m for the view to

east. The slightly longer 'y' visibility distance for the view to the west is by virtue of the

approximate 1% downhill gradient for eastbound traffic along the A415. We confirm that

these visibility splays are achievable, lying within land controlled by the applicant or public

highway, and will be kept clear of obstructions. Appendix 3 contains the full ATC results

and associated visibility splay calculations.

4.7 Photographs 4.1 and 4.2 illustrate the good visibility to each direction from the position of

the proposed access arrangement.

Photograph 4.1: Visibility looking east from the position of the proposed access


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 4.2: Visibility looking west from the position of the proposed access

4.8 In order to reduce vehicle speeds within the site, beyond say 50m back from the public

highway, the access road width will reduce to one-way working with passing places and

(priority to inbound vehicles). This will allow vehicles to clear the public highway and

prevent queuing on the A415 whilst maintaining appropriate vehicle speeds within the site.

Gates will be situated on the access road that will form part of a secure perimeter around

the site. These gates are shown on CEC Plan 4200/SK/201(B) [Proposed Access

Arrangement] (in Appendix 1) and will be positioned such that an articulated HGV can wait

off the public highway, in the unlikely event that such a vehicle arrives at the site whilst

the gates are closed.

4.9 The vertical alignment of the proposed access will lead from the A415 at a maximum

gradient of 1:20 into a cutting. The fall will not begin until an HGV has cleared the

proposed pedestrian refuge island. This will help to ensure that HGVs are not joining the

A415 from a steep gradient, which would inhibit the acceleration of the vehicle. It will also

assist with providing an appropriate view along the A415 for drivers leaving the site.

4.10 Any requirement for street lighting will need to be discussed and agreed with OCC. It is

noted that this particular stretch of the A415 is not lit and that there are only limited lamp

columns at the accesses to the Culham Science Centre and No.1 Site. Aside from short

periods on winter mornings and late afternoons, the quarry will not be operating during the

hours of darkness.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


4.11 An independent Stage 1 Road Safety Audit has been commissioned of the proposed access

design. The Road Safety Audit is included at Appendix 3 of this TA and has found the

design to be sound. The comments raised relate to signage and keeping visibility splays

clear of vegetation. The proposed refuge island is already designed to accommodate a

cyclist, as suggested by the Auditor. The comments can therefore easily be addressed at

the detail design stage and/or relate to ongoing maintenance. The Designer's Response is

contained at the back of the Safety Audit. The access design process has therefore

considered OCC's comments that it should be informed by a speed survey, prepared on a

topographical survey base, subject to an independent road safety audit and supported by a

TA.

4.12 Accordingly, the proposed access arrangement accords with Policy C10 of the draft Minerals

and Waste Local Plan: Part 1 - Core Strategy (August 2015), in that it proposes

improvements for road users, including cyclists, whilst ensuring the efficiency and quality

of the road network.

Parking

4.13 Falling within the sui-generis land use classification, staff car parking will be provided at a

ratio of 1:1, albeit staff living locally will be able to walk, cycle or travel by bus to the site.

Some 6-8 staff are anticipated to routinely work at the site. In addition 10 drivers will

travel to the site where their lorries will be kept. Accordingly, 20 car parking spaces are

proposed, allowing for some visitor parking.

4.14 We recommend that some three Sheffield Stands are provided which will be able to

accommodate six cycles.

4.15 Operational parking for 10 HGVs will be provided with sufficient space for manoeuvring.

Public Rights of Way

4.16 A public footpath, reference no 171/15, crosses the centre of the site from the north

eastern corner to a point near the junction of the Clifton Cut and the Thames. The

footpath at this point joins footpath no 171/8 which forms part of the Thames Path, a

designated National Trail which follows the River Thames from its source to the sea. The

Thames Path lies outside the development site boundary, running parallel to the southern

site boundary between the site and Thames.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


4.17 A concrete track runs north-south across the eastern side of the application site, running

from Clifton Cut to the junction of High Street and the public footpath 171/15. This is not

a public right of way but the right exists for the Environment Agency to access the lock at

Clifton Cut. Refer to Map 4.1 below.

Map 4.1: Existing public footpath network within and adjacent to the site

4.18 The public right of way, footpath ref. 171/15, is proposed to be permanently diverted from

the corner of High Street (a lane which leads to Clifton Hampden) along the concrete track

to the east of the extraction area and then follow field boundaries heading west to re-join

the Thames Path at its original junction.

4.19 To keep walkers separated from the operational areas for the diverted route of footpath

171/15, post and wire stockproof fencing will be erected along the western side of the

concrete track. A disabled standard ‘kissing gate’ will be installed at the end of the

diverted route on the concrete path as it turns south eastwards. Similar fencing will then

continue, setback from the field boundaries, along the diversion route where it passes the

southern edge of phases 9 and 8. The aim is to ensure as a minimum a safe 3m wide

corridor for the diverted path which will be subject to regular maintenance. For the

Thames Path, similar fencing will be placed approximately 5m from the excavation edge, to

avoid fencing immediately adjacent to the Thames Path were possible.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


4.20 New footpath routes will be created and formally dedicated upon the restoration, one

following the new access road from the A415, then partially along the original line of path

171/15 before passing the north eastern end of the southern restored lake and joining the

diverted route of 171/15. Another path will split off to the west round the north western

side of the southern restored lake to join the Thames Path.

Catchment Area

4.21 Hills currently operate an existing sand quarrying site at Faringdon and a high quality

mortar sand site at Upwood. The nearest extraction site to the proposed site, at Sutton

Courtenay, is nearing the end of its operational life with only limited mineral reserves

remaining. With a limited remaining reserves in the area, the submission Core Strategy

anticipates the need for a new site in this part of Oxfordshire, otherwise sand and gravel

products will be transported over relatively long distances to supply the local markets in

this area. The proposed site will assist in reducing overall transportation distances and so

will assist in limiting environmental impact and the contribution to existing congestion

issues.

Professional Standards

4.22 Hills has fleet membership of the Freight Transport Association's 'Well Driven?' scheme,

which aims to enhance road safety and encourage better driving. In addition, Hills' drivers

agree to abide by a charter for good driving and the company has a complaints

management system to ensure that any complaints are investigated and appropriate action

taken if necessary.

4.23 Hills' drivers also continue to receive training to comply with the European Directive that

requires drivers of commercial lorries to hold a Certificate of Professional Competence

qualification. The aim of the Directive is to improve and maintain the professional

standards of commercial drivers, improve road safety and improve the image of the

transport industry.

4.24 The applicant has also actively supported the Mineral Products Association's (MPA) 'Cycle

Safe' initiative, including participating in shows such as a Tour of Britain stage event.

Modifications and improvements have been made to their vehicles as part of their

commitment to minimising the risk of accidents between cyclists and lorries. Hills show

their vehicles at events and their staff are on-hand to give practical tips to the public, hand

out leaflets, and raise awareness of the visibility restrictions experienced by HGV drivers by


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


inviting members of the public to sit in their vehicles and take part in an exercise. Hills

was awarded joint runner-up in the MPA's 'Reducing Occupational Road Risk' category

(2014), as part of the Association's annual Health & Safety Awards.

4.25 The fleet of vehicles operates a real-time logistics management system with GPS, allowing

control of delivery and collection times, and also helping to manage vehicles to avoid road

congestion in peak traffic times or responding to traffic incidents.

4.26 All of the above serves to demonstrate that the applicants, Hills, are a firm that operate to

high standards and are a responsible company.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


5.0 ACCESSIBILITY BY SUSTAINABLE MODES OF TRANSPORT

5.1 This section of the report considers the sustainability of the site in terms of access by

sustainable modes of travel and associated transport infrastructure. Clearly, for this

proposal, such accessibility by sustainable modes relates to travel by employees and any

visitors, rather than the means by which material is transported to and from the site. CEC

Plan 4200/202 [Accessibility Plan] within Appendix 1 illustrates the local walking, cycling

and public transport infrastructure.

Walking and Cycling

5.2 It is acknowledged that there are relatively few opportunities for future employees to walk

to the site, as only the villages of Culham and Clifton Hampden lie within 2.0km. This is

the distance that PPG13: Transport (albeit now superseded by the NPPF) suggests is a

suitable journey distance over which walking has the potential to replace car trips.

5.3 The guidance document also outlines that cycling can replace car trips up to 5km.

Accordingly, any future employees residing within the surrounding villages of Clifton

Hampden, Burcot, Berinsfield, Appleford, Dorchester, Long Wittenham, Culham and Sutton

Courtenay will have the option of cycling. Abingdon-on-Thames, which is the most

significant town in close proximity to the site, lies at a 5.0km distance from the site via the

A415. The cyclepath along the A415 is well used, such as by those travelling to the Culham

Science Centre each day, and similarly any future employees residing in Abingdon would be

able to cycle to work.

5.4 The A415 has a continuous footway connection along its entire length between Berinsfield

and Abingdon-on-Thames. The footway runs alongside the carriageway on at least one side

over this length. Between Berinsfield and The Burycroft, the footway is designated for

shared use with cyclists. Photograph 5.1 shows a view of this footway/cycleway in the

vicinity of the proposed site.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 5.1: Footway/Cycleway along Abingdon Road in the vicinity of the proposed site

Proposed Improvement

5.5 It was brought to our attention at the public exhibition in November 2015, at which the

proposals were presented to local residents and other interested parties, that the

narrowness of the existing footway alongside the A415 outside Clifton Hampden Primary

School (adjacent to the traffic signals) is a particular concern for the school. The

Headteacher and parents have said that they feel children and parents using the pedestrian

phase at the traffic signals are very vulnerable to passing vehicles, particularly HGVs.

5.6 Notwithstanding that few additional HGV vehicle movements are predicted to arise from

the proposed Fullamoor Quarry on an hourly basis, Hills have asked CEC to investigate how

this situation could be improved. CEC Plan 4200/SK/202 [Proposed Local Footway

Improvement – Junction of Abingdon Road (A415) / High Street] (in Appendix 1) illustrates

an indicative improvement scheme that retains the existing 'cage' outside the school

pedestrian gates, but which widens the existing footway around the radius of the junction

using the existing grass verge. Pedestrians will therefore be able to keep away from the

edge of the road, with a row of bollards set back say 500mm from the kerb edge

demarcating a recommended safe distance from the edge of the carriageway. A similar

such arrangement exists on the opposite (eastern) side of the High Street arm of the

junction.

5.7 Records obtained from OCC show that the grass verge into which the footway is proposed to

be widened is public highway land (refer to plans provided by OCC, contained within


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Appendix 3). The scheme is indicative only and subject to approval by the LHA. Hills could

either pay a contribution to the LHA via a Section 106 Agreement for them to undertake the

improvements, or the works could be conditioned and undertaken by the client.

5.8 It also appears that it may be possible to slightly widen the existing footway on the

northern side of Abingdon Road, between the village hall and the pedestrian crossing at the

traffic signals. A grass verge of up to 400-500mm wide, adjacent to adjacent property

boundaries, is likely to be public highway according to OCC's records. This being the case,

Hills propose to widen this length of footway where possible. Refer again to CEC Plan

4200/SK/202. This improvement will benefit parents who we understand use the village

hall car park when dropping off and picking up children from the school.

5.9 The proposed improvement will assist with one of the items identified in the Action Plan of

the Burcot and Clifton Hampden Village Plan 2015 for 'A415 path – improve surface, widen,

regular maintenance'.

Public Transport – Bus

5.10 The nearest bus stops to the site are situated close to the access to Culham Science Centre

on Abingdon Road (A415). The bus stop for westbound services is situated some 370m west

of the proposed access arrangement. Buses stop on the carriageway (Photograph 5.2). It

has a shelter and timetable information. The bus stop for eastbound services is situated

some 230m west of the proposed access arrangement (Photograph 5.3). It, too, has a

shelter and timetable information. It is accommodated within the diverge taper of the

access to the Science Centre. Walking to these bus stops from the position of the proposed

access will take some 5 minutes and 3 minutes respectively, assuming a walking speed of

1.4m/s (5.0kph/3.1mph)1.

1 Providing for Journeys on Foot, CIHT


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 5.2: Bus stop for westbound services (towards Abingdon-on-Thames)

Photograph 5.3: Bus stop for eastbound services (towards Berinsfield)

5.11 Bus users would walk from the proposed site to these bus stops first via the footway on the

southern side of Abingdon Road. Access to the bus stop for eastbound services will require

pedestrians to cross Abingdon Road. Good visibility is available in each direction for

pedestrians to make this crossing, or they may use the pedestrian refuge island (Photograph

5.4). Street lighting is present at and on the approaches to the Science Centre access and

therefore to the bus stops and rail station. Notwithstanding, the refuge island means that

safe access is available.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Photograph 5.4: Pedestrian refuge island on Abingdon Road, for access to the railway station

and eastbound bus stop

5.12 Summary details of the services that can be boarded at these bus stops are provided within

Table 5.1. The full timetable information is contained within Appendix 4.

Table 5.1: Summary of Bus Services within the Vicinity of the Site

Service No. Route Typical Frequency

114 Thames Travel Wallingford – Berinsfield - Abingdon

Weekdays Only Wal-Ab: 0800 1505 Ab-Wal: 08351 1549

T2 Thames Travel

Oxford – Science Park – Berinsfield - Abingdon

Monday to Saturday Hourly service until 1930

1 Bus service also runs on Saturday

5.13 Reference to Table 5.1 shows that there is an approximately hourly bus service to and from

the aforementioned bus stops. The Thames Travel 'T2' service will provide access to any

employees living along the route which includes Oxford, Abingdon-on-Thames and the

villages situated along the A415 such as Clifton Hampden and Burcot. The first service to

stop at the Science Centre leaves from Berinsfield at 7:07am; the next service to stop at

the Science Centre leaves from Oxford at 7:40am. The first service travelling in the

opposite direction leaves from Abingdon-on-Thames at 7:33am. It is acknowledged,

therefore, that the service will not cater for those employees arriving when the site is

proposed to open (6:30am). However, it does cover the period when the site will finish its

daily operations (6:00pm).


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5

Cole Easdon Consultants (CEC) 38 DECEMBER 2015FEBRUARY 2016

5.14 The '114' service, also operated by Thames Travel, offers one morning and evening peak

hour service between Wallingford and Abingdon-on-Thames. Further limited services are

available from outside the Post Office in Clifton Hampden, albeit this would entail a walk of

approximately 1.0km (12 minutes).

Public Transport - Rail

5.15 The nearest railway station to the site is Culham station, which is situated just 800m walk

from the position of the proposed access arrangement. Walking to the station from the

position of the proposed site access arrangement will take some 10 minutes. The station is

located on the Cherwell Valley Line and is operated by First Great Western.

5.16 Table 5.2 provides summary details of the services available to and from Culham railway

station.

Table 5.2: Summary of rail services available to/from Culham railway station

5.17 Table 5.2 demonstrates that employees and visitors will be able to reach the site by direct

trains (i.e. without changing) from Oxford, Didcot, Banbury and London Paddington. More

frequent services operate during the weekday morning and evening peak periods.

5.18 To safely reach the station from the site, pedestrians would use the footway on the

southern side of Abingdon Road, cross the carriageway using the pedestrian refuge island

(with associated dropped kerbs and tactile paving) that lies close to the bus stop for

westbound services, and then use the footway along the northern side of Abingdon Road.

They would then use the roadside footway at the access to 'Culham No. 1 Site'.

Car Sharing

5.19 Car sharing represents another means by which future employees can reach the proposed

developments site. Whilst total numbers of staff will be limited, some staff members may

lie on the route of another's commute and therefore car sharing may be feasible for one or

Destination Typical Journey Time Typical Frequency Weekend Services

Oxford (via Didcot Parkway) 12 minutes Approx. every 2

hours Sat: Approx. every 2 hours

Sun: No direct service

Banbury (via Didcot Parkway) 42 minutes 2 direct trains per

day No direct service

London Paddington 1 hour 24 minutes Approx. every 2

hours Sat: Approx. every 2 hours

Sun: No direct service


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


two. However, the numbers of staff to be directly employed at the site is such that a

formal system to encourage car sharing is not warranted.

Culham Science Centre

5.20 As described earlier in this report, the nearby Culham Science Centre is a major employer

in the area. We understand that it operates a Travel Plan which was updated in December

2013. It also operates the Culham Bicycle User Group ('CulBUG'), publishes its own

'Transport Guide' for employees and operates a site-specific car sharing initiative

(culhamcarshare.com, a partnership with the Liftshare scheme).

5.21 The Science Centre, and the site's Travel Plan Coordinator, are a powerful lobbying force

seeking improvements to rail and bus services and facilities, and improvements to the

pedestrian and cycle network in the vicinity of the proposed site. It is likely, therefore,

that the existing infrastructure will be enhanced and improved with time. Whilst the

proposed Hills site will not generate any significant footfall, public transport passengers, or

cycle movements in the area, future employees may be able to get involved with and

benefit from some of the initiatives run at the Science Centre.

5.22 Again, we reiterate that relatively few people will be employed directly at the proposed

minerals site at Culham, but an indication of the sustainability credentials of this area is

provided by the results of a survey of Science Centre employees. This revealed that some

60% reside within 10 miles, and 80% reside within 20 miles. Some 6.4% of Science Centre

employees cycle to work and some 6.3% use the train. This serves to demonstrate the

existing infrastructure for supporting non-car modes of travel is being taken up and is

therefore feasible, rather than just an ambition.

Summary

5.23 Despite the site's apparent isolation, being situated outside of an urban area, employees

and visitors will have a choice in their mode of travel for reaching the site. Whilst the

potential for walking to the site is limited, cycling, travel by bus and by train will be

feasible alternatives to the private car for some. This is due to the close proximity of bus

stops and Culham rail station, and the good footway connections that are available to these

facilities from the proposed site. Car sharing may also be possible for some staff members.

Travel statistics for the adjacent Culham Science Centre demonstrate that sustainable

travel to this location is feasible. Hills are also proposing a local footway improvement

scheme to address existing concerns of Clifton Hampden Primary School.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


6.0 PREDICTED FUTURE VEHICLE TRIP GENERATION, DISTRIBUTION & ASSIGNMENT

6.1 This section of the report details the anticipated vehicle movements on a weekly and

hourly basis, as derived from the proposed minerals extraction rate, concrete batching

proposals and working hours. OCC Highways have agreed to the methodology and

calculations presented herein.

Minerals Extraction

6.2 Vehicle movements to and from the site will take place Monday to Friday from 7am to 6pm

(11 hours) and on Saturday mornings from 6am to 1pm (6 hours). The proposed hours will

assist with planning vehicle movements so that they can reach destinations without

coinciding with peak hour traffic on the highway network. For example, vehicle

movements from the site could be increased at the beginning of the day, as far as

operational constraints allow, so that fewer vehicles leave the site during the AM peak

hour. Similarly for the PM peak hour. The site will not operate on Sundays or bank

holidays.

6.3 Notwithstanding, taking the proposed 61-hour week for HGV movements, and assuming 48

working weeks per year, the export of material (220,000 tonnes of sand and gravel per

annum) will result in an average of 229 HGV departures per week (assuming 20-tonne lorries

on average). Some 458 two-way HGV movements can therefore be expected each week

(arrivals + departures), resulting in an average of some eight two-way HGV movements per

hour (arrivals + departures) [458 vpw / 61 hours].

6.4 The 15,000m³ of concrete produced per annum will be taken away in 6m³ loads.

Therefore, some 52 HGV departures per week (104 two-way movements) can be expected.

On average, some 2 two-way HGV movements can be expected per hour.

6.5 A small number of trips (four per week, eight two-way movements) will be generated to

deliver cement and admixtures to the concrete batching plant.

6.6 Accordingly, a total of 570 two-way HGV movements per week, or nine two-way HGV

movements per hour, can be expected. However, due to rounding, our assessments

consider a case whereby 10 two-way HGV movements are generated per hour.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


6.7 Some 6-8 staff will regularly work at the site. In addition, 10 drivers (for four concrete

lorries and for six aggregate tipper lorries) will travel to the site where their lorries will be

kept. Each day, staff will generally arrive at the site before operations commence and

depart the site after operations finish. Accordingly, these car trips will not generally take

place during the traditional highway network peak hour periods of 08:00 to 09:00 and 17:00

to 18:00, and will not coincide with HGV movements.

6.8 Table 6.1 below summarises the typical vehicle movements which can be expected to be

generated by the proposed minerals operations and concrete batching plant for the staff

arrival and departure periods and for a typical hour during the day.

Table 6.1: Typical Weekday 'Peak'2 Hourly Vehicle Trips for the Proposed Minerals Operations

Arrivals (vph)

Departures (vph)

Total (vph)

Sand and gravel extraction 4 (4) 4 (4) 8 (8)

Concrete export 1 (1) 1 (1) 2 (2)

Cement Import (for concrete batching) 0 (0) 0 (0) 0 (0)*

Staff (arrival period; 05:30 - 06:30) 20 (0) 0 (0) 20 (0)

Staff (departure period; 18:00 - 19:00) 0 (0) 20 (0) 20 (0)

Total, reflecting staff arrival period 20 (0) 0 (0) 20 (0)

Total, reflecting staff departure period 0 (0) 20 (0) 20 (0)

Total, reflecting typical hour during the working day 5 (5) 5 (5) 10 (10)

Note: X (X) = Total vehicles (HGVs) * 4 deliveries per week (8 two-way movements), suggests that a typical hour will not include these

movements 6.9 Table 6.1 indicates that the staff arrival and departure periods, at the beginning and end of

the day, will generate the highest vehicle (car) movements. During an average hour

through the course of the day, some five HGV arrivals and five HGV departures can be

expected.

Restoration

6.10 Following cessation of the minerals operations, the site will be restored to agricultural and

biodiversity uses, alongside low-key water-based recreational activities serving the locality.

2 Where 'peak' relates to the peak hours for staff movements (HGV movements being consistent)


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Vehicle trips associated with these proposed after-use will not, therefore, be significant

and will typically take place on weekends, and certainly outside of the traditional weekday

AM and PM peak hour periods.

Vehicle Trip Assignment

6.11 CEC Figure 4200/201(A) [Predicted Minerals Operations Traffic Assignment], enclosed with

this report at Appendix 2, illustrates the anticipated assignment of HGV trips associated

with the minerals operations to the local highway network. Hills have confirmed the

appropriateness of this assignment and it has been agreed as acceptable by OCC Highways.

It is based upon use of the principal road network ('A' classified roads) and routes to, for

example, the A34 (northbound and southbound), the M40 motorway and anticipated future

development sites at locations such as Abingdon-on-Thames, Didcot and elsewhere in South

Oxfordshire which will require materials such as that produced at the proposed Culham

facility. The assignment reflects weight limits in the local area.

6.12 CEC Figure 4200/202(B) [Predicted Development Traffic Distribution], also enclosed with

this report, illustrates the resultant volume of HGV movements distributed to the local

highway network along with staff cars. This diagram illustrates that during a typical hour,

a total of 10 two-way HGV vehicle movements (5 arrivals + 5 departures) are predicted on

average, as identified in Table 6.1. Staff vehicles have been assigned to the local highway

network in accordance with that surveyed at the adjacent Culham Science Centre access

(refer to Section 7.0 for further details). Beyond here, staff vehicles are assigned in equal

proportions to the terminus points on the highway network considered.

6.13 During a typical hour, total development trips will have a very low impact. Accordingly, it

is agreed with OCC Highways that capacity analysis on junctions is not necessary.

6.14 The aforementioned diagram shows that, during an average hour, some four two-way HGV

vehicle movements (two travelling in each direction) can be expected to travel through

Abingdon-on-Thames. The A415 through Abingdon is identified on OCC's Lorry Route Map

and represents the most direct and appropriate route for HGVs travelling to and from the

A34 for vehicles associated with the proposed site. The route is already used by heavy

vehicles. Photographs 6.1 and 6.2 show views of the A415 through Abingdon-on-Thames.

We confirm that there are no weight, height or length restrictions which may otherwise

prevent use of this route by such vehicles. CEC Figure 4200/203 [Traffic Management Plan

– Proposed Route Strategy] within Appendix 2 illustrates a proposed route strategy and


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


identifies the roads that are not proposed to be used by HGVs associated with the

development.

Photograph 6.1: Bridge crossing at Abingdon-on-Thames

Photograph 6.2: Approach to the A34 west of Abingdon-on-Thames


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


7.0 PREDICTED HIGHWAY IMPACT

7.1 This section of the report identifies the likely impact of the proposed development on the

local highway network. As related in Section 4.0 of this report, ATCs were undertaken

during the 7-day period of 8th - 14th May 2014. The volumetric data from these ATCs,

together with data obtained from OCC for a number of road links from their network of

inductive loop counters, is illustrated on CEC Figure 4200/204(A) [2014 Base Traffic Data]

within Appendix 2.

7.2 In order to account for local committed developments in background traffic flows when

assessing the impact of the proposed sand & gravel working and concrete batching plant at

Culham, OCC Highways have agreed that the use of NTM/TEMPRO is appropriate. However,

in order to be robust, they have asked us to double the percentage increases predicted by

TEMPRO, whilst also adding the predicted level of traffic flows to be generated by a

specific outline planning consent which exists at the Culham Science Centre.

Background Traffic Growth

7.3 Accordingly, the base flow traffic data has been factored, first to 2014 and then to years

2017 and 2022 (anticipated year of opening and 5 years post opening, respectively), using

the National Transport Model for England 2009 (NTM09) for the road type 'Rural' and 'Other

Urban Areas' as appropriate, constrained to local trip ends for TEMPRO geographical areas

of Abingdon and rural South Oxfordshire. The adjusted local peak period growth factors are

summarised within Appendix 3 of this report. Refer to CEC Figures 4200/205(A) [2017

Traffic Flows (2014 x Growth Factor)] and 4200/206(A) [2022 Traffic Flows (2014 x Growth

Factor)] within Appendix 2 for the resulting 2017 and 2022 traffic flows respectively.

7.4 As related above, it is agreed with OCC Highways that a doubling of the predicted traffic

growth to future forecast years 2017 and 2022 will account for local planned developments.

We understand that the potential or committed developments which may come forward in

the local area include, but may not be limited to, those listed below:

Some 9,000 dwellings at Didcot (including South Oxfordshire Local Plan policies DID1 -

DID4 and Core Strategy policies CSDID2 & 3) and 4,900 dwellings at Wantage/Grove

(both part of 'Science Vale UK');

Limited infill development, change of use, or redevelopment at Culham Science Centre

and Culham No.1 Site (South Oxfordshire Local Plan policies RUR3, 5, 6, 7 & 8 and Core

Strategy policy CSEM3);


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Possible development sites at Culham, Clifton Hampden, Long Wittenham and

Berinsfield, where agents or land owners responded to South Oxfordshire's 'call for sites'

for consideration in an earlier Site Allocations Development Plan (albeit only two sites

at Berinsfield for a combined total of c.400 dwellings are listed within the Strategic

Housing Land Availability Assessment Update July 2013 ('SHLAA')); and

Vale of White Horse – strategic site allocations identified within the draft Local Plan

2031, including:

o Abingdon-on-Thames: total of 1,000 homes

o East Hanney: 200 homes

o Kingston Bagpuize with Southmoor: 280 homes

o Radley: total of 510 homes

o Sutton Courtenay: 220 homes

o Milton and Harwell: total of 5,350 homes

Culham Science Centre

7.5 With respect to Culham Science Centre, a specific Supplementary Planning Document (SPD)

has been prepared and was subject to public consultation which ended in July 2014. The

SPD outlines plans in accordance with Core Strategy Policy CSEM3, with respect to the site's

redevelopment and intensification for research and science based business, that aims to

provide an additional 1,000 high value jobs.

7.6 The Science Centre is principally occupied by the UK Atomic Energy Authority which

currently has some 2,000 employees. In addition, there are small start-up businesses within

the Culham Innovation Centre on the Science Centre site.

7.7 A Framework Transport Assessment accompanies the SPD. The SPD relates that, if it is

considered appropriate in the future, there is scope to provide an upgraded site access off

the A415 (either a roundabout or traffic signals, within the available site frontage). It also

identifies the possibility for the provision of a common access to serve both the Science

Centre and the No.1 Site, at a location between their existing respective accesses.

Notwithstanding, Hills' recent conversations with the Science Centre suggest that they are

unaware of these possible highway alterations, casting doubt on whether these will be

delivered.

7.8 The SPD adds that the most appropriate reference regarding transport impact is recent

work carried out on behalf of OCC under the Developing a Sustainable Transport System


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


(DaSTS) study. This identifies a number of key junctions and links surrounding the Science

Centre that would become increasingly congested during peak periods, including the bridge

crossings at Culham and Clifton Hampden as well as junctions within Abingdon-on-Thames.

The proposed routing strategy for HGV movements generated by the proposed minerals

working does not include these crossings. Notwithstanding, individual planning applications

for development at the Science Centre would make their own assessments and address

those concerns as necessary.

7.9 One such planning application has already been submitted in outline and approved; that is,

development for up to 9,000m² of B1 uses (application P13/S2287/O). However, the

accompanying Transport Statement (November 2012) by BSP Consulting relates that this

will replace a large area of buildings that have been demolished and that, therefore, no net

additional trips to and from the site will result. We understand that no off-site highway

works are proposed or are necessary to accommodate this development.

7.10 Notwithstanding, given that the buildings were demolished some time ago, any trips

associated with them will not have been 'captured' by our recent ATC surveys, nor indeed

OCC's inductive loop counters. Accordingly, we have agreed with OCC Highways that the

trips identified within Table 2 of BSP Consulting's Transport Statement will be added to the

forecast year assessments. These relate to the weekday AM (07:30 to 08:30) and PM (16:00

to 17:00) peak hour periods for the employment site. Whilst the peak trip generation of

the Science Centre does not coincide exactly with the traditional highway network peak

periods of 08:00 to 09:00 and 17:00 to 18:00, we have nevertheless adopted these peak

traffic flows to represent a worst-case. Table 7.2 summarises the predicted AM and PM

peak hour traffic flows predicted to be generated by the proposed B1 development.

7.11 In order to establish the daily traffic generation of the consented employment

development, which is not detailed within BSP Consulting's Transport Statement, CEC has

referred to Drawing No. 03081-C06 [Traffic Flow Diagrams], contained within the Culham

Science Centre Travel Plan (December 2013). In particular, we have referred to the 12-

hour traffic count which will also represent a good approximation of the typical 24-hour

vehicular trip generation of the site. Accordingly, the daily traffic flows identified within

Table 7.1 are based upon a daily arrival and departure trip rate of 2.57/100m² GFA and

2.69/100m² GFA respectively3. The distribution of these development traffic flows is

illustrated on CEC Figure 4200/207(A) [Culham Science Centre Committed Development


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Traffic] (in Appendix 2), and based upon the proportional turning movements detailed on

the aforementioned BSP Consulting's Drawing No 03081-C06. Beyond the Science Centre

access, we have distributed the vehicle movements to and from the west evenly towards

the A34 Marcham Interchange and the A34/A4183 junction, albeit in reality a good

proportion of these vehicle movements may originate or be destined for locations within

Abingdon-on-Thames and not reach these points.

Table 7.1: Predicted Traffic Generation of Consented Development at Culham Science Centre

AM Peak Hour PM Peak Hour Daily

Arrivals Depart-ures

Total Arrivals Depart-ures

Total Arrivals Depart-ures

Total

100 vph 6 vph 106 vph 4 vph 77 vph 81 vph 229 vpd 240 vpd 469 vpd

Notes: vph = vehicles per hour vpd = vehicles per day

7.12 In addition, we understand that the Science Centre has secured planning approval to retain

buildings associated with its 'JET' programme. We understand that the JET programme has

been taking place over recent decades and therefore continued utilisation of the associated

buildings and infrastructure is not anticipated to unduly affect traffic volumes or movement

patterns in the locality.

7.13 The access to the Science Park, which lies 160m west of the position of the proposed access

to the Hills site and is described in Section 3.0, currently has ample capacity, good junction

visibility and a good safety record. Accordingly, we do not anticipate that the

aforementioned development proposals at the Science Centre will unduly affect the local

highway network.

7.14 CEC Figures 4200/208(A) [2017 Traffic Flows without Development] and 4200/209(A) [2022

Traffic Flows without Development] within Appendix 2 illustrate the predicted forecast

year base traffic flows on the local highway network for the 'without development'

situations.

Predicted Highway Impact

7.15 The predicted resulting traffic flows for forecast years 2017 and 2022 are illustrated on CEC

Figures 4200/210(A) [2017 Traffic Flows with Development] and 4200/211(A) [2022 Traffic

Flows with Development], located within Appendix 2, respectively. Table 7.2 summarises

3 Existing GFA = 54,376m²; Proposed GFA = 8,925m², as detailed within BSP Consulting's Transport Statement


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


the impact of the proposed development by each highway link. The full, tabulated data is

contained within Appendix 3.

Table 7.2: Impact of the Proposed Development on Highway Link Flows

Highway Link

Predicted Development Impact: Forecast 2017


AM Peak PM Peak Weekday 24-hr AM Peak PM Peak Weekday

24-hr

1) A415 (west of proposed

access)

Additional Vehicles (two-way)

+4 (+4)

+4 (+4)

+58 (+36)

+4 (+4)

+4 (+4)

+58 (+36)

Proportional Impact

+0.3% (+2.6%)

+0.3% (+4.1%)

+0.4% (+2.0%)

+0.2% (+2.3%)

+0.3% (+3.5%

+0.4% (+1.7%)

2) A415 (east of proposed

access)


+6 (+6)

+6 (+6)

+84 (+66)

+6 (+6)

+6 (+6)

+84 (+66)

Proportional Impact

+0.4% (+4.2%)

+0.6% (+6.8%)

+0.7% (+3.8%)

+0.4% (+3.7%)

+0.5% (+5.9%)

+0.6% (+3.3%)

3) A415 (south of Abingdon-on-

Thames and R. Thames)


+4 +4 +58 +4 +4 +58

Proportional Impact +0.3% +0.3% +0.4% +0.2% +0.3% +0.4%

4) A415 (Ock Street)


+2 +2 +29 +2 +2 +29

Proportional Impact

+0.2% +0.2% +0.2% +0.2% +0.1% +0.2%

5) A415 (Stratton Way)


+2 +2 +29 +2 +2 +29


6) A415 (Stert Street)


+2 +2 +29 +2 +2 +29

Proportional Impact

+0.2% +0.3% +0.3% +0.2% +0.2% +0.2%

7) A415 (Marcham Road,

east of A34)

Additional Vehicles two-way)

+4 +4 +44 +4 +4 +44

Proportional Impact

+0.2% +0.2% +0.2% +0.1% +0.2% +0.1%

8) A4183 (south of

Northcourt Road)


+0 +0 +14 +0 +0 +14


9) A4183 (south of A34)


+0 +0 +14 +0 +0 +14

Proportional Impact

+0.0% +0.0% +0.1% +0.0% +0.0% +0.1%

10) A415 (west of High

Street (W), Clifton Hampden)


+6 +6 +84 +6 +6 +84

Proportional Impact

+0.5% +0.5% +0.7% +0.4% +0.4% +0.6%

11) B4015 (west of A4074)


+0 +0 +10 +0 +0 +10

Proportional Impact

+0.0% +0.0% +0.1% +0.0% +0.0% +0.1%

12) A4074 (north of B4015)


+4 +4 +56 +4 +4 +56

Proportional Impact

+0.2% +0.2% +0.3% +0.2% +0.2% +0.2%


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


Highway Link



AM Peak PM Peak Weekday 24-hr AM Peak PM Peak Weekday

24-hr

13) A4074 (south of B4015)


+4 +4 +46 +4 +4 +46

Proportional Impact

+0.3% +0.3% +0.3% +0.3% +0.2% +0.3%

14) A415 (west of A4074)


+6 +6 +74 +6 +6 +74


15) A4074 (south of A415)


+2 +2 +28 +2 +2 +28

Proportional Impact

+0.1% +0.1% +0.2% +0.1% +0.1% +0.1%

16) A415 (between accesses to Culham Station)


+4 +4 +58 +4 +4 +58


17) A415 (west of High

Street (E), Clifton Hampden)


+6 +6 +84 +6 +6 +84

Proportional Impact

+0.5% +0.5% +0.7% +0.5% +0.5% +0.6%

18) B4015 (north of A415)


+0 +0 +10S +0 +0 +10

Proportional Impact

+0.0% +0.0% +0.1% +0.0% +0.0% +0.1%

+99 (+9) = Increase in total vehicles (Increase in HGVs*) * where data is available

7.16 As might be expected, the impacts of the proposed development will be more evident

during the earlier years. As background traffic increases with time, it will 'dilute' the

impacts of the development. Accordingly, the proportional impact of the development is

slightly higher in 2017 when compared to 2022.

7.17 Obviously, the largest number of vehicle movements associated with the proposed

development will be in the vicinity of the site access. However, average arrivals and

departures at the site will only be some 10 vehicles per hour (five arrivals and five

departures). In forecast year 2017, increases in total traffic in the vicinity of the site

(A415) as a result of the proposed development are predicted to be up to only 0.7% over

the course of an average weekday, or only 0.4% during the traditional highway network AM

peak hour and 0.6% during the traditional highway network PM peak hour. By contrast, the

Culham Science Centre generates 550 to 600 two-way vehicle movements during each of

their peak arrival / departure hours, as indicated by Drawing No. 03081-C06 contained

within their Travel Plan (December 2013).


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


7.18 The volume of HGVs in the vicinity of the proposed development, along the A415 at the site

frontage, will increase by up to 6.8%. This highest proportional increase in HGVs will be

experienced during the PM peak hour period (as a result of a lower baseline in HGV

numbers during this time) to the east of the site access (due to some 65% of aggregate and

concrete batching plant HGVs travelling this way, rather than westwards towards Abingdon-

on-Thames).

7.19 As related in Section 6.0 of this report, on average during the operational hours of the site,

only some two HGVs are predicted to route through Abingdon-on-Thames in each direction

per hour. In the opposite direction (to the east), only some three HGVs are predicted to

route to and from the site in each direction, each hour. The highway link predicted to

experience the highest number of vehicle movements associated with the site operations is

along the A415 between the site and the signalised junction with the B4015 at Clifton

Hampden. On a typical weekday, this highway link will experience an increase of some 84

vehicle movements (light and heavy vehicles), which will be equivalent to only a 0.7%

increase in total traffic in forecast year 2017.

7.20 Reference to Table 7.2 illustrates that, generally, all highway links considered will

experience increases in total traffic volumes of 0.7% or less. Indeed, the majority of links

are expected to experience increases of only 0.3% or less. Whilst data for HGVs is not

available for some survey sites, increases in HGVs can generally be expected to be less than

the HGV increases predicted at the site access (for which HGV data is available); i.e. less

than 6.8%. As related in Section 6.0, the HGVs will use only suitable routes, where HGV

traffic is already present.

7.21 Accordingly, the impact of the proposed development is considered to be insignificant.

During an average hour, the HGV traffic associated with the proposed development will be

barely perceptible. Taking the Clifton Hampden signalised junction between the A415 and

B4015 as an example, no perceptible increases in queuing or delay is expected as a result of

one HGV passing through this junction every 10 minutes (two-way), as predicted on

average. HGV movements through Abingdon-on-Thames will be only every 15 minutes on

average (two-way), and so the same conclusion is reached for junctions in the town.

Similarly, road safety along the local highway network, including at these junctions, is not

expected to be unduly affected. As described in Section 4.0 of this report, Hills' drivers are

highly trained, further reducing the risk of accidents involving one of their vehicles.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


7.22 The assessments presented within this section of the report demonstrate the insignificant,

almost indiscernible impacts that are likely to occur as a result of the proposed Fullamoor

Quarry. These impacts would occur prior to the delivery of OCC's planned new link road(s)

through the area. Delivery of such new infrastructure would enable the car and HGV trips

generated by the proposed development to avoid using some of the routes through

Abingdon-on-Thames and Clifton Hampden. Nonetheless, the assessments demonstrate that

the quarry is not dependent on such new road links coming forward, as the impacts are so

small without them. The routes proposed to be used by the quarry traffic are also suitable,

as set out within existing local transport planning policy, and illustrated by the Oxfordshire

Lorry Route Map.

7.23 Notwithstanding the above, Hills have taken on board the concerns expressed by parents

and the Headteacher of Clifton Hampden Primary School regarding the existing narrow

footway outside the pedestrian gate that lies adjacent to the traffic signal junction on the

A415 within the village. CEC Plan 4200/SK/202 [Proposed Local Footway Improvement

Scheme – Junction of Abingdon Road (A415) / High Street] in Appendix 1 illustrates an

indicative proposed local footway improvement scheme to help alleviate their concerns,

which they will either implement or provide a contribution to the LHA for them to

implement.


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


8.0 DISCUSSION AND CONCLUSIONS

8.1 Cole Easdon Consultants Limited have been instructed by Hills Quarry Products Limited to

prepare a Transport Assessment in support of a planning application for a proposed

minerals extraction working with concrete batching plant, on land off the A415 near

Culham. On completion of the minerals operations, the site will be restored to agricultural

and biodiversity uses, alongside low key water-based activities (e.g. fishing, sailing).

8.2 Prior to the preparation of this TA, CEC have agreed a number of matters with highway

officers at Oxfordshire County Council with respect to the scope and methodology

employed for assessing the likely impact of the proposals.

8.3 Transport planning policy relevant to the proposals includes the Oxfordshire Minerals and

Waste Local Plan (1996), which relates that the aim of a road network strategy is to

'protect the minor road network and encourage traffic, especially heavy lorries, to use the

major routes'. The Applicant's proposals are in line with this, where appropriate access to

the site is proposed directly from an 'A' classified road, whilst they will not generate HGV

through-movements along local minor roads, such as through Culham. The proposed

minerals working will also help to reduce haulage miles by being located close to the

product's market. The proposed mineral working will serve significant planned growth in

the local area, including Science Vale UK and development allocations at Didcot.

8.4 The A415, off which the access to the site is proposed, is of an appropriate standard and is

recognised by the local highway authority as a strategic road linking larger towns, as well as

connecting to the A4074 which is a strategic through route. The proposed routes for HGVs

travelling to and from the site respect existing weight limits in the area, such as the 7.5-

tonne limit on the B4015 which leads north from the A415 at Clifton Hampden.

8.5 Reference to the five-year personal injury accident record for the local area shows that the

majority of accidents have taken place within the busy urban environment of Abingdon-on-

Thames, as well as at the Marcham Interchange junction with the A34. Outside of these

areas, the rate of accidents is much lower. Indeed, no accidents have been recorded at the

main junction that serves the major employment site at Culham Science Centre which is

situated west of the proposed site access position. Neither have any accidents been

recorded at or on the approaches to the position of the proposed access arrangement.

Despite all occurring on the A415, two of four recorded fatal accidents in the study area

can be considered to be relatively isolated, rare events (including the only one involving an


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


HGV). Of the remaining two fatal accidents, one included a loss of control incident in

slippery conditions and the details of the other suggest driver error may have played a part.

The vast majority of all the recorded accidents appear to have been caused at least in part

by driver error, as exemplified by the number of rear shunts and failures to give way. Only

some 5% of all the recorded accidents involved HGVs.

8.6 An independent Stage 1 Road Safety Audit has been commissioned of the proposed access

arrangement and has found the design to be sound. The access design process has

therefore addressed OCC's comments that it should be informed by a speed survey,

prepared on a topographical survey base, subject to an independent road safety audit and

supported by a TA.

8.7 The operations area for the proposals will provide some 10 car parking spaces for the

proposed 6-8 staff that will work at the site on a day-to-day basis, and for the 10 drivers

who will pick up their lorries from the site. Suitable parking and manoeuvring areas are

proposed within the site for HGVs.

8.8 One public footpath crosses the proposed quarry site, which is proposed to be diverted

along an existing concrete track through the site, which is not currently a public right of

way but is used by the Environment Agency to reach a lock at Clifton Cut. The diversion

route then follows field boundaries before rejoining another existing public footpath, the

Thames Path. The Thames Path will be unaffected by the proposed development, falling

outside of the site boundary. Stockproof fencing is proposed to be erected alongside the

western side of the concrete path and elsewhere along the diversion route. The route will

be maintained and provide a safe 3.0m-wide corridor, keeping walkers clear of the quarry's

operational areas. New footpaths will be created and formally dedicated as part of the

quarry restoration proposals. In summary, the existing footpath through the site will

require diversion, whilst the restoration proposals will open up the land for much greater

public access than currently exists.

8.9 Despite the site's apparent isolation, employees and visitors will have a choice in their

mode of travel for reaching the site. Whilst the potential for walking to the site is limited,

cycling, travel by bus and by train will be feasible alternatives to the private car for some.

This is due to the close proximity of bus stops and Culham rail station, and the good

footway connections that are available to these facilities from the proposed site. Car


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


sharing may also be possible for some staff members. Travel statistics for the adjacent

Culham Science Centre demonstrate that sustainable travel to this location is feasible

8.10 Vehicle movements to and from the site will take place Monday to Friday from 7am to 6pm

(11 hours) and on Saturday mornings from 6am to 1pm (6 hours). The proposed hours will

assist with planning vehicle movements so that they can reach destinations without

coinciding with peak hour traffic on the highway network. A total of 570 two-way HGV

movements are expected each week. During an average hour through the course of the

day, some five HGV arrivals and five HGV departures can be expected.

8.11 With the site being restored to agricultural and biodiversity uses, with only some low key

water-based activities, nominal vehicle movements will be generated and these will not

typically coincide with the peak periods on the highway network.

8.12 For the purposes of assessing the impact of the proposed development, predicted HGV

assignment to the local highway network is based upon use of the principal road network

('A' classified roads) and routes to, for example, the A34 (northbound and southbound), the

M40 motorway and anticipated future development sites at locations such as Abingdon-on-

Thames, Didcot and elsewhere in South Oxfordshire which will require materials such as

that produced at the proposed Culham facility.

8.13 During a typical hour, total development trips will have a very low impact. For example,

during an average hour, some four two-way HGV vehicle movements (two travelling in each

direction) can be expected to travel through Abingdon-on-Thames. It has therefore been

agreed with OCC Highways that capacity analysis on junctions is not necessary. Impact

analysis undertaken relates to proportional impact on future year highway link flows, where

a robust approach has been undertaken at the request of the local highway authority to

explicitly include a committed development at the Science Centre and to double the

predicted background traffic growth factor to the forecast years of 2017 (anticipated year

of opening) and 2022 (five years hence).

8.14 Generally, none of the highway links considered will experience increases in total traffic

volumes of more than 0.7% as a result of the proposals (AM & PM peak hours and throughout

a typical weekday). Indeed, the majority of links are expected to experience increases of

only 0.3% or less. Increases in total HGV numbers will be slightly higher, but are not


____________________________________________________________________________________

___________________________________________________________________________ QMF 12.25

ISSUE 5


expected to exceed some 6.8% (the highest predicted increase, adjacent to the proposed

access arrangement).

8.15 Accordingly, the predicted impact of the proposed development is insignificant,

demonstrating no reliance upon the delivery of OCC's ambition for new road links in the

area and an associated additional crossing of the River Thames. During an average hour,

the HGV traffic associated with the proposed development on the existing local highway

network will be barely perceptible. For example, no perceptible increases in queuing or

delay are expected at local junctions. Similarly, road safety along the local highway

network, including at these junctions, is not expected to be unduly affected. Hills' drivers

are highly trained, further reducing the risk of accidents involving one of their vehicles,

whilst the movement of vehicles will be controlled with assistance from Hills' real-time

fleet management system.

8.16 Notwithstanding the negligible highway impacts identified, Hills has taken on board

concerns expressed by Clifton Hampden Primary School and are proposing to implement a

local footway improvement scheme outside the pedestrian gate from the school, at the

traffic signal junction on the A415.

8.17 Taking account of the above, we conclude that there are no highway or transportation

issues that preclude this proposal from obtaining planning approval. The proposal

represents a sustainable development opportunity in transportation terms. Residual

impacts of the proposed development have been demonstrated not to be severe, in

accordance with the requirement set out in the NPPF.

Cole Easdon Consultants Limited

February 2016

Appendix 1

ABINGDON RD (A415)

OXF

OR

D RD

(B40

15)

SITE

A415

A34TO

OXF

ORDTO OXFORD

TO READING

TO D

IDC

OT

A415

A41

83

A4074

A415

Site

Client:

Checked By Drawing No. Revision

Drawn By Date Drawn Scale

Job Title:

Drawing Title:

C Copyright

www.ColeEasdon.com

[email protected]

Web Site

E-mailCOLE EASDON

CONSULTANTS

DORCAN WAY

SN3 3RB

WILTSHIRE

SWINDON

EDISON PARK

YORK HOUSE

Fax

Tel

: 01793 619967

: 01793 619965

Hills Quarry Products Ltd.Land off Abingdon Road (A415)Culham

Site Location Plan DJR

KRA Plan 4200/201

June 2014 As Shown (A4)

Scale: 1:20,000

Scale: 1:50,000

for fullamoor quarry proposed sand...

Documents