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ITEM 10 Bramling Quarry

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ITEM 10 Bramling Quarry ITEM 10 Bramling Quarry A report by the North East Kent Area Manager to the Highways Advisory Board on 9 March 2004. ______________________________________________________________ Introduction 1. Following concerns about the potential impact of lorry traffic to fill an existing quarry, Canterbury Joint Transportation Board have recommended that a width restriction be implemented on certain roads. Their recommendation was against officer advice. Its effect would be to remove the potential nuisance from those who originally raised their concerns, but would be outweighed by a much greater overall adverse impact on the community. The quarry operator has also indicated that he will consider legal action for compensation, if the restriction is implemented. Background 2. Permission was given for chalk extraction, and subsequent refilling, at Bramling Quarry in the 1950s. No conditions on haulage routes were imposed at the time, and legally none can be placed now under the planning legislation. The proposed infill is inert material (soil etc) which will be generated mainly from the Canterbury area, but also from the Dover or Thanet areas. The fill and restoration of the quarry must be completed within 5 years of completion of chalk extraction, but there is a small amount of chalk still remaining. The County Council is keen to see the pit filled, as it represents a potential safety hazard in its present state. The Operator has indicated an average of some 12 – 20 lorries a day, although this will fluctuate, depending on workload. Filling operations started in early January 2004. 3. The quarry is served by a network of narrow country lanes – none of which could be regarded as “suitable” (see Figure 1). During the extraction phase of the quarry, lorries accessed the site from the A2 dual carriageway, via Poor Start Lane and Bramling Road (east), Because of the narrowness of all of the lanes in the area, the exit from the quarry was via a different route – to create an informal one way system – thus avoiding two quarry lorries needing to pass each other. Extraction of the chalk was carried out over the years, without any apparent problems – or complaints from local residents. 4. There are 5 potential points of access from A and B roads into the network of country lanes that lead to the quarry. However, none of these lanes are wide enough for two lorries to pass each other on a regular basis, and therefore some form of informal one- way system will be needed for lorry movements to/from the quarry. • The operator has discounted Station Road, Adisham at its junction with B2046 Adisham Road as the visibility from the junction is limited in both directions. • Love Lane, Adisham has reasonable visibility onto the B2046 and sufficient width for HGVs to be able to make the turns without encroaching onto the opposite carriageway. • The junction of Bramling Road with the A257 is not ideal, but could be used for left in and left out turns with care. There is the potential for crashes on the A257 where the speed limit is the national limit, and the junction is on a bend. 10.1 Bramling Quarry ______________________________________________________________ • Poor Start Lane has a substandard junction off the A2 and has no acceleration or deceleration lanes. The junction is hidden by a dip in the road until a vehicle is about 200 metres away. If an HGV were to be slowing to turn in there is potential for high- speed rear end shunts, and if an HGV were to be turning out there is potential for high speed side impact crashes. • Coldharbour Lane has a high standard, fully grade separated junction that has been constructed to cope with all sizes of vehicles. The first half of the road has been widened to provide HGV access to the nearby Cold Store, but the remaining section is narrow with high hedges. A width restriction implemented many years ago (to prevent inadvertent use by foreign lorry drivers seeking the nearby Cold Store) currently prevents lorry use in the narrow section. 5. When a new operator (Ovenden) was preparing the quarry for refilling, a local resident of Poor Start Lane raised concerns, which were supported by Bekesbourne Parish Council, and the Canterbury HU were asked to investigate. The HU recommended to the JTB (March 03) that the best access was via the adjacent Coldharbour Lane (see Figure 1). However, Coldharbour Lane had had a width restriction imposed on part of its length – to ensure that the international HGVs serving the nearby coldstore only gain access to/from the A2. Hence the HU proposal was for an amendment to the order, to allow exemption to specific operators, by permission of the HU manager. This proposal was not accepted by the JTB. 6. A subsequent meeting with Dover HU Manager, City Council and Parish Council Members affected by the operation (except Ickham and Well) proposed lorry bans on several roads (including Poor Start Lane, Coldharbour Lane & Bramling Road (n) at the A257 junction) and this was put to the JTB in June 03. On officer advice no decision was taken, due to the impracticality of the remaining route to the quarry. 7. A subsequent meeting of officers of the HU, KCC and the Police with Ovendens, agreed that the best option for access – taking account of road safety, the number of properties affected, and practical considerations of road widths, passing bays etc - would be :- Coldharbour Lane / Bramling Road (inbound only) Adisham downs Road / Love Lane (normally only outbound) Left in / left out at the Bramling Road / A257 junction This option was put to the JTB in September 03, but was rejected. The JTB decided instead to recommend a width restriction on Poor Start Lane, whilst maintaining the restriction in Coldharbour Lane. This order was duly advertised. 8. Objections to the TRO on Poor Start Lane were considered at the JTB on 21 st October. Objections from Ovendens, The Road Haulage association, the Police & Littlebourne PC were considered, but it was decided to recommend to the Area Manager (who has delegated powers to implement the TRO) that the order should be made – subject to him being satisfied that the order met the legal requirements This latter qualification was because there was some doubt about the validity of the proposed JTB recommendation, as it differed significantly from the technical solution recommended by the officers & police. The Operator had indicated his view that the Highway Authority would be liable for compensation claims, if the Order were to proceed. 10.2 Bramling Quarry ______________________________________________________________ 9. After the JTB consideration, a number of additional objections to the proposal emerged. In particular, Wingham Parish Council, and residents of Bramling have objected to the use of roads in their area by quarry traffic. Subsequent investigations have highlighted that the formal consultation on the order was not as widespread as desirable. Due to an administrative error, it was wrongly thought that the quarry was within the boundaries of Bekesbourne PC, whereas it is actually just within the boundaries of Ickham and Well PC (who were not consulted). Ickham and Well PC have subsequently been in contact with Canterbury HU and have forwarded their views in writing. This information has been taken into account in this report. Discussion 10. The Area Manager has now carried out a complete review of the situation, in conjunction with the HU – including taking account of all of the subsequent objections received. The conclusion is that the JTB recommendation did not fully take account of the wider implications on surrounding areas – some of which are in the Dover District - and that it does not represent the best solution in terms of road safety, impact on local properties, or practicality. 11. None of the lanes in the area are suitable for such traffic, but Ovendens have valid permission to fill the quarry. Further, it is desirable for it to be filled. The best overall strategy needs, therefore to be evolved. 12. Given the narrowness of the lanes, it is very desirable for the operator to maintain an informal one way system – to avoid his lorries needing to pass each other. Even with such a system, however, there will be occasions when other large vehicles will need to pass the operator’s lorries in the narrow lanes. It is neither desirable, nor practical, to try to impose a formal one way system on the lanes in the area, and so it will be necessary to rely on the series of informal passing places which have evolved over the years along most of these lanes. The HU is currently investigating the condition of these passing places, and if necessary minor remedial work will be undertaken. 13. There is a general local acceptance that the route for lorries leaving the quarry would normally be via Love Lane to the B2046/A2. The main point of issue, therefore, is the access to the quarry. 14. Currently, pending resolution of this issue, the operator is using a route consisting of the A2, the B2046 through Wingham, the A257 through Wingham Well, and the Bramling Road West to reach the quarry. Taking the start of the Bridge Bypass as a reference point, this involves a journey length of some 11½ miles, and takes the lorries past about 90 houses – including the centre of Wingham. 15. In comparison, routing via Coldharbour Lane would mean a journey length of 3½ miles to the quarry - passing five houses – and via Poor Start Lane would be a journey length of 4½ miles, passing five houses. It is concluded, therefore, that the use of either Coldharbour Lane or Poor Start Lane is far preferable to a route through Wingham/Wingham Well.
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