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The present Whitchurch Bridge is the third to be constructed at the site. It was designed by Joseph Morris and built in 1902 by the Cleveland Bridge and Engineering Company Ltd.
Whitchurch Bridge carries the B471 over the River Thames between Pangbourne in West Berkshire, and Whitchurch-on-Thames in Oxfordshire. It lies within the civil parish of Whitchurch-on-Thames, which in turn lies within the district of South Oxfordshire and the county of Oxfordshire.
The Bridge is subject to a statutory weight limit of 7.5 tonnes mgw. Access to the Bridge is restricted by a low railway over-Bridge on the Pangbourne (south) approach, and limiting road widths and a steep hill in Whitchurch-on-Thames. Carriageway width is 5.18m, and there is a single footway on the west (upstream) side of 1.3m width.
The Bridge is a four span continuous structure with cast iron trestle piers and brickwork abutments. There are two end spans, each 20.3m in length, and two inner spans of 20.75m. The north abutment has a fixed connection to the deck: the south abutment has elastometric rubber bearing pads. The main wrought iron plate girders are fixed to the cast iron column heads with bolted connections.
Each of the four spans is constructed of two main wrought iron longitudinal plate girders, with smaller section transverse wrought iron girders, supported on brick abutments and three river piers, each consisting of two piles with transverse cross-bracing. The carriageway is supported by wrought iron buckle plates between the transverse girders, overlaid with concrete. The parapet is of wrought iron latticework construction incorporated as part of the main longitudinal girders.
The Bridge has been subject to various strengthening improvements in the 1920's, 40's and 70's, including additional bracing around the column heads and between the pier columns.
Upstream fenders each consisting of three braced 300 X 300mm wooden piles at each pier have been in place for many years, and downstream fenders - to protect the Bridge piers from boat collisions - were added in 2005. The headroom for river traffic is 3.95m (summer river level), and the maximum depth of water under the Bridge is 4.4m, under the southern span.
Whitchurch Bridge lies within the Chilterns Area of Outstanding Natural Beauty and the Whitchurch-on-Thames Conservation Area, and is a Grade II listed structure for planning purposes. The local Planning authority is South Oxfordshire District Council (SODC).
The Whitchurch Bridge Company's professional adviser on Bridge engineering issues is Oxfordshire County Council (OCC).
Bridge Reconstruction (revised 31st October 2008)
Whitchurch Bridge is coming to the end of its useful life and major reconstruction is planned for 2013-14, by which time the existing Bridge will be 111 years old. Click here for the Press Release issued by the Company on 18th October 2008, and click here for the Powerpoint presentation given to representatives of local Parish Councils on 18th October 2008.
OCC is managing the reconstruction project on behalf of the Company in accordance with their best practice Project Management procedures, and a computer-based Project Plan has been drawn up. Architectural and detailed engineering design input is being procured from Jacobs.
The Company intends to retain the existing appearance of the Bridge. Our plans involve the installation of new piles supporting new, load-bearing longitudinal girders under the roadway, with the existing piles, pier caps and latticework side girders retained as key visual elements. The width of the Bridge will not be increased, and the headroom and width of the four river channels will not be reduced.
Tasks already undertaken include:
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detailed architectural and engineering design for the reconstruction of the Bridge
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a topographical survey (to obtain accurate data on levels on and around the Bridge and approach roads)
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a geotechnical survey (to assess ground conditions under the Bridge for the new piles)
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investigations of the abutments (to ascertain their depth and condition)
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an assessment of site-specific issues and build methodology
In accordance with the Construction (Design and Management) Regulations 2007 a "CDM Co-ordinator" has been appointed who will advise the Company (as Client) on all aspects of its responsibilities in respect of health and safety risk management matters.
The reconstruction costs are estimated at £3.22 million at October 2008 prices. The cost may rise significantly if Planning, British Standards or European Directive requirements require design changes. In addition, the cost of labour and materials fluctuates and may not turn out to be as currently forecast.
The works, being a major reconstruction of the Bridge, will have to comply with British Standard BS 5400, which specifies codes of practice for the design of steel, concrete and composite Bridges. BS 5400 may be superceded by a European Standard before 2013.
The Company is at one with local residents in wishing to retain a 7.5 tonne weight restriction on the Bridge after it has been reconstructed, and has agreed with OCC (as Highways authority) that an enforceable 7.5 tonnes mgw weight limit can be retained on the Bridge following its reconstruction.
The proposed works will require Planning Approval from both SODC and West Berkshire Council, and initial discussions on Planning issues have taken place with both Councils. SODC will act as "lead" Planning Authority, and, because the Bridge is a Grade II listed structure, the Conservation Officer is involved to ensure that the reconstruction plans, including both the design and the methods of reconstruction, conform to the listing requirements. As reconstruction is planned to start in 2013, and as work must start within 3 years of Planning Approval, the Company will submit a Planning Application in 2011.
Approval for the planned works will also be required from the Environment Agency.
The works are likely to involve closure of the Bridge to all vehicles for not less than 3 months. Pedestrian access across the river will be maintained by temporary Bridge or ferry.
The Company's Business Plan shows that it needs an increase in Toll Revenue to fund the reconstruction of the Bridge. The Company therefore submitted a Toll Application to The Secretary of State for Transport on 31st October 2008 - click here for more details.
Bridge Reconstruction - Frequently Asked Questions (updated 5th June 2009)
1. Why is Whitchurch Bridge still a privately-owned Toll Bridge?
When the first Whitchurch Bridge was built in the 18th century it was quite common for Bridges and roads to be funded and built privately under private Acts of Parliament, with Tolls being charged for using them. Most have passed into public ownership, and there are now just eleven ancient Bridges that remain privately-owned and Tolled , of which the best known is probably Clifton Suspension Bridge.
Whitchurch Bridge has been owned since 1792 by The Whitchurch Bridge Company, which has a duty under the Whitchurch Bridge Acts of 1792 and 1988 to maintain the Bridge “forever in good and sufficient repair” and to replace it if it becomes unsafe.
2. Shouldn’t the Bridge be taken over by the Council?
Under current legislation, the ownership of Whitchurch Bridge could only change if a transfer arrangement was agreed between the Whitchurch Bridge Company and a prospective purchaser - it cannot be "taken over" without the agreement of the Whitchurch Bridge Company.
Neither Oxfordshire County Council nor South Oxfordshire District Council have expressed any interest in purchasing the Bridge from the Whitchurch Bridge Company. If either Council took ownership of the Bridge they would incur the liability for operating, maintaining and replacing the Bridge: this is not a liability they have indicated that they wish to take on. It should be noted that there are several examples where a local authority has taken over a Tolled Bridge but not removed the Tolls, as they face exactly the same issues and decisions concerning reconstruction and funding as those set out in our Toll Application.
3. Why does the Bridge need to be reconstructed?
The present iron Bridge was built in 1902 and not designed for modern traffic. Our engineering advisers have told us that the work required to replace the piers, decking and paint system are so extensive that reconstruction is a more appropriate option, as it would enable the essential features of the Bridge to be preserved for another 120 years. Reconstruction would also eliminate the risks that we are concerned about from possible impact on the structure from river or road traffic.
4. Who advises you on this?
We are advised by Oxfordshire County Council Bridges department, who apply exactly the same standards to our Bridge as they would to any other Bridge in the county. They in turn bring in specialist engineers and advisers as required.
5. Could the life of the existing Bridge be extended by reducing the weight limit to 3 tonnes?
A reduction in the weight limit to 3 tonnes mgw would, in the Company's view, unacceptably reduce the Bridge's utility to road users. In addition, such a reduction would do nothing to address the structural and risk management issues identified by Oxfordshire County Council relating to the cracking of the pier caps, metal corrosion, the paint system, and impacts from road and river traffic.
In particular, whereas access by vehicles over 7.5 tonnes from the south tends to be limited by the Pangbourne railway bridge, there is no practical way that a structural weight limit of 3 tonnes mgw could be policed. The Company is not prepared to accept the risk of damage to the unreconstructed Bridge from overweight vehicles.
Our proposals will ensure the continued life of the Bridge for another 120 years with the elimination of the structural and risk management issues that have been identified.
6. What are you planning to do? Will the Bridge look different?
We are planning to reconstruct the Bridge in 2013-14 in such a way as to meet all the engineering requirements but at the same time to preserve the appearance, character and as far as possible the components of the existing Bridge in line with its Grade 2 listing status. It will look almost identical apart from additional supporting piers – although the roadway structure will be completely different, the existing lattice side girders and piers will be retained and the width of the roadway will be the same as now.
7. How much will all this work cost?
Our engineers have already completed extensive design and evaluation work in order to develop a detailed specification for the reconstruction, and have advised us that the estimated cost is £3.22 million at October 2008 prices. In addition we will have to allow for construction cost inflation over the next five years, but we are confident that the current estimates are supported by the best available information and advice.
8.
How will you pay for it all?
The Whitchurch Bridge Company has been building up funds for many years
in anticipation of the need for major reconstruction work. However because
the cost of reconstruction has significantly increased in recent years we still have less than half
of the funds required. The only source of income that the Company has is
from the Tolls charged on vehicles crossing the Bridge, and we need to
raise Tolls to cover the shortfall.
Click here for more details of our Toll Application.
The assumptions on the cost of funding and likely repayment requirements for the shortfall have been made on a prudent basis, as has the annual volume of crossings and the mix of Cash Tolls to discounted Bridge Card Tolls which together determine total Toll income.
We aim to meet about 75-80% of the reconstruction costs from the funds we have been accumulating. We will borrow the remaining 20-25%, and repay it during the years following reconstruction. At this stage it is too early to make decisions about the nature and mix of funding for any shortfall in the reconstruction costs - for example by shareholder subscription and/or by bank borrowing.
9. Why can't the Bridge Company keep the cash Toll at its present level of 20p and fund the consequent larger shortfall in the reconstruction costs from the 20p Toll beyond 2013-14?
The forecast scenarios in our Toll Application of cash Tolls of 20p, 30p and 40p show that a cash Toll of both 20p and 30p are insufficient to fund loan repayments on the resultant shortfalls of £1.9m and £1.3m respectively from 2013-14.
With a cash Toll of 40p from mid 2009 the resultant shortfall of £1.0m will be funded by means of a loan, which will be serviced and repaid over a period of 15 years from 2013-14 from Toll income. However, the alternative scenario shown in the Toll Application for a 30p cash Toll shows that the consequent borrowing of £1.3m would grow after 2013-14 and would never be repaid, and is therefore not affordable without a further increase in the cash and/or discounted Toll.
10. Do you need permission to increase the Tolls? Who needs to approve it? (amended 24th February 2009)
The process through which we apply for and obtain permission to increase the Toll rates is set out in the Transport Charges Etc (Miscellaneous Provisions) Act 1954. In accordance with the requirements of this Act, we submitted a Toll Application to the Secretary of State for Transport on 31st October 2008 in which we set out our case for the proposed Toll increase based on our forecasts of income and costs of operation and reconstruction. Click here for more details of our Toll Application.
11.
How does the proposed 40p Toll compare with other similar Bridges?
The average Toll charged by the other private Bridges is approximately
40p, and many of them do not give significant discounts to regular users.
There is a comparison of Toll rates at other Bridges in Appendix 4 of our
Toll Application - click here to
view it.
12. Won’t my money just go to enrich shareholders?
No. Most shareholders in the company have held their shares for many years – some have been in the same family since 1792 – and the dividends paid have been very low. The current rate of return for shareholders, which is the total dividends paid out as a percentage of capital employed, is about 2.3%. This is exactly the same rate as 10 years ago, although it fell back to 1.3% four years ago. Only 9% of our income in 2007 - 2008 was paid out to shareholders.
The Company intends to hold dividends at 2.3% or less until after the Bridge has been reconstructed.
As with every other aspect of the Company's operations, the level of dividends is ultimately controlled by the relevant Acts and the Toll Application itself. It should be noted that an Inspector at a recent Toll Inquiry at another Bridge expressed his opinion that a rate of return of 6% would not be excessive.
13. I have a Bridge Card. Will the Bridge Card discounted Toll go up by the same amount?
No. Whilst the Company is not obliged to offer discounts on its cash Toll, it is a strategic objective of the Company to do so, in order to encourage the use of Bridge Cards and thus reduce operating costs. Provided that the proposed 40p Toll is approved, the discounted Toll for Bridge Card users will be held at 13.89p until 2010, and will not exceed 20p until after 1st January 2013, and will not exceed 30p thereafter unless and until another Toll Application is approved.
14.
What can I do to find out more information?
We have a policy of open communication, and will update this website with
all relevant information. There is a guest book page where you can post your
comments, or you can email us at
secretary@whitchurchbridge.com
We will add to these FAQ's as necessary to reflect comments and questions put to us.