Preface

PREFACE

The Highways Agency

The Secretary of State for Transport, as Highway Authority, is responsible for the management, maintenance and improvement of the trunk road network in England.

The Highways Agency is an Executive Agency of the Department for Transport.

The Chief Executive of the Highways Agency, who is directly accountable to the Secretary of State, is responsible for carrying out the Secretary of State's executive functions in relation to the road network, namely:

The Highways Agency's Representative

My name is Robert Timothy Hughes (Tim Hughes). I am a Project Sponsor in the Major Projects Division of the Highways Agency. I have a Batchelor of Science honours degree (1976) in Civil Engineering from Aston University in Birmingham and a Diploma in Management Studies (1994) from University College, Northampton. I am a Chartered Engineer and a Member of the Institution of Civil Engineers.

I have thirty-three years experience gained mainly in Local and Central Government, all of which has been concerned with highways works. The majority of my career has been spent with Northamptonshire County Council with whom I started work in 1969. At Northamptonshire I was involved with a number of major road schemes.

I have been involved with the A428 Caxton Common to Hardwick Improvement ("the Scheme") since June 2003. As Project Sponsor for the Scheme my main duties are:

Scope of Evidence

This statement describes the Scheme in detail and the various standards applicable to and used for the design.

Preface

1. Introduction

1.0 Introduction

1.1 This statement represents the main statement of case for the Highways Agency in support of the A428 Caxton Common to Hardwick Improvement ("the Scheme").

1.2 The Highways Agency's case will be supported by separate proofs of evidence detailing the following matters in more depth:

  1. Engineering - Pauline Townsend
  2. Traffic and Economics - David Black
  3. Landscape - Rupert Lovell
  4. Noise and Vibration - Roy Goodman

1.3 The specialist supporting witnesses are all members of the Parsons Brinckerhoff design team who are employed as independent consultants by the Highways Agency. Other evidence may be presented if required to expand on issues that may emerge during the course of the Inquiries.

1.4 The proposals for the Scheme, which have been developed over a number of years, have been published as draft Orders and are described in this statement. The proposals are those which, on the basis of a careful appraisal by the Secretary of State's advisors on engineering, economic, environmental and amenity considerations, are considered to be the best solution to the problems described in Section 4 below.

1. Introduction

2. Background

2.0 Background

Historical Background

2.1 The A428 Caxton Common to Hardwick Scheme is the remnant of the A428 Eaton Socon (A1) to Hardwick (M11) Improvement. The latter scheme was added to the trunk road programme following the publication of "Roads for Prosperity" in 1989, but was divided into two schemes by the time "Trunk Roads In England 1994 Review" was published and was removed from the programme as a consequence of the 1995 review.

2.2 The Highways Agency invited tenders for a Consultant's Commission for the development of the A428 Caxton Common to Hardwick Scheme at the end of 1996. However, the General Election and subsequent Trunk Roads Review delayed the award of the commission. In 1997 Ministers accepted a recommendation that the Commission be awarded in advance of the completion of the Review and the Commission was awarded to Parsons Brinckerhoff (formerly P.B. Kennedy and Donkin and Rust Consulting Ltd) in May 1998.

2.3 Ministers accepted the recommendation because, in April 1994, outline planning permission had been granted for a large new settlement to the south of the A428. The settlement, now known as 'Cambourne', will eventually comprise over 3300 houses and include both business and industrial parks. The planning consent for Cambourne required the developer to improve a 2 kilometre length of the A428 adjacent to the development to dual carriageway standard by the time 700 dwellings and 18,600 square metres of gross internal business space had been occupied. This dualling, which includes a new grade-separated junction providing access to the development, was completed in May of this year.

2.4 Under their Commission, Parsons Brinckerhoff examined options for improving the A428 at each end of the developer's proposed 2 kilometres of dualling. In November 1999, options were presented at a Public Consultation. These included on and offline alignments to the west of the Cambourne dualling and an off-line alignment to the east of the Cambourne dualling. Full and partial junctions were presented at Hardwick. The Consultation indicated a high level of support for the improvement of the A428 to dual carriageway standard. Having considered the results of the consultation, the Secretary of State announced the Preferred Route in June 2000.

2.5 In November 2000, Parsons Brinckerhoff were commissioned by the Highways Agency to develop the Preferred Route into a design of sufficient detail to allow publication of draft Line, Side Roads and Compulsory Purchase Orders.

The Road in its Regional Context

2.6 Figure 1 shows the Scheme location. The A428 forms part of the Core National Route connecting Milton Keynes, Cambridge and Ipswich. It is also of strategic importance to the local road network linking the M11, A1, A14, A1198 and other local roads.

2.7 The Scheme consists of two parts: the western section would commence at Caxton Gibbet roundabout and tie into the western end of the Cambourne Dualling; the eastern section would commence at the eastern end of the Camboune Dualling and finish at the existing dual carriageway to the north west of Hardwick.

2.8 The Cambridge to Huntingdon Multi Modal Study (CHUMMS) reported in August 2001. The preferred plan includes on-line widening of the A14 to provide additional highways capacity, the construction of a new dual 3-lane carriageway to the south of Godmanchester, Huntingdon and Brampton, and also considers Junctions 13 and 14 on the M11.

The Road in its Local Context

2.9 Excluding the Cambourne dualling and grade separated junction, the existing A428 between Caxton Gibbet and the dual carriageway at Hardwick is a 7.3m wide, 2 lane single carriageway with grass verges and occasional footway. It passes largely through open countryside but is partly bounded to the south by the limits of the new Cambourne development and at the southeast end by Hardwick. There are 4 side roads and several farm and property accesses joining the trunk road so that local and agricultural traffic mixes with trunk road traffic.

Public Consultation

2.10 The Highways Agency published a Public Consultation leaflet (Deposit Document No. 24) in November 1999. In this leaflet, for ease of explanation, the Scheme was considered in three parts, described as Western, Central and Eastern Sections. Two options were presented for the Western Section: an on-line and an off-line solution. Two options were also presented for the Eastern Section: a full junction and a partial junction. Only one option - a southern off-line route was presented for the Central Section. Other options had been examined earlier but discarded.

2.11 A leaflet delivery company were employed to deliver consultation leaflets and questionnaires to every home and business within the Study Area (see Figure 2) on 8 November 1999. During the course of the following week and at the first exhibition it became apparent that the leaflet delivery had not been undertaken as planned and many homes within the Study Area had not been visited. A further leaflet delivery to all homes was therefore undertaken on 22 November 1999. On this occasion, the District Council's network of deliverers (used for Council tax bills etc) and members of Parsons Brinckerhoff staff delivered around 4,000 leaflets within the Study Area.

2.12 Free exhibitions of the Scheme were held at Hardwick pavilion on Friday 12 and Saturday 13 November 1999 and at Bourn Village Hall on Thursday 25 and Friday 26th November 1999. Exhibition times were advertised on local village notice boards and in the press, and were also given in the consultation leaflet.

2.13 A total of 495 completed questionnaires and 44 letter responses were received. Responses received from the public indicated a high level of support for the Scheme: 95.9% believed that an improvement is necessary. Of the public responses, 59.8% preferred the off-line option for the Western Section, 90.7% believed that the offline southern Central Section option was acceptable and 64.7% preferred the full junction at Hardwick.

2.14 Cambridgeshire County Council and South Cambridge District Council both supported the principle of dualling and preferred the off-line route for the Western Section and a full junction at Hardwick. All 7 Parish Councils supported the need for the Scheme, 5 preferring the full junction at Hardwick although the 2 adjacent to the junction (Hardwick and Dry Drayton) preferred the Partial Junction. Local landowners and businesses were generally supportive: there was a high preference for the offline option at the Western end and almost all preferred the full junction at Hardwick.

2.15 As a result of the Public Consultation, the Secretary of State concluded that the Western and Central Section off-line options and the Eastern Section full junction should be taken forward. These were officially announced as the Preferred Route in June 2000.

2. Background

3. Publication of draft orders

3.0 Publication of Draft Orders

Publication

3.1 On 18 February 2003 the Secretary of State for Transport published the draft Orders listed below, under the Highways Act 1980 and the Acquisition of Land Act 1981:

The objection period for the published draft orders ended on 31 March 2003.

3.2 Public exhibitions displaying the proposals for the Scheme and the draft Orders were held in Dry Drayton Village Hall on Friday 7 March 2003 and in Bourn Village Hall on Saturday 8 March 2003.

3.3 The Draft Line and Slip Roads Orders

THE A428 TRUNK ROAD (CAXTON GIBBET TO CAMBOURNE IMPROVEMENT) ORDER 20.. (Deposit Document No. 2)

This is a draft Order under Sections 10 and 41 of the Highways Act 1980, which will provide that roads, which the Secretary of State proposes to construct along the following routes, shall become trunk roads from the date when the Order comes into force. The routes comprise the main route, about 990 metres in length, from the Caxton Gibbet Roundabout to a point 160 metres east of the stopped up Elsworth Road at Elsworth and Caxton in the District of South Cambridgeshire.

THE A428 TRUNK ROAD (CAMBOURNE TO HARDWICK IMPROVEMENT AND SLIP ROADS) ORDER 20.. (Deposit Document No. 3)

This is a draft Order under Sections 10 and 41 of the Highways Act 1980, which will provide that roads, which the Secretary of State proposes to construct along the following routes, shall become trunk roads from the date when the Order comes into force. The routes comprise the main route, about 4.7 kilometres in length, from a point on the A428 Trunk Road 675 metres west of the road to Knapwell to a point on the A428 Trunk Road 710 metres east of Hardwick roundabout. In addition, it contains two routes to connect the eastbound carriageway of the main new road with a roundabout which the Secretary of State proposes to construct as part of the A428 Hardwick Junction at Hardwick and two routes to connect the westbound carriageway of the main new road with a roundabout which the Secretary of State proposes to construct as part of the A428 Hardwick Junction at Hardwick.

3.4 The Draft Detrunking Orders

THE A428 TRUNK ROAD (CAXTON GIBBET TO CAMBOURNE IMPROVEMENT) (DETRUNKING) ORDER 20.. (Deposit Document No. 4)

This is a draft Order under Sections 10 and 12 of the Highways Act 1980 which will provide that a length of the A428 Trunk Road shall cease to be a trunk road, and shall be re-classified as a classified road, as from the date on which the Secretary of State notifies the Cambridgeshire County Council (which will become the highway authority responsible for that length) that the new trunk road on the main route is open for traffic.

THE A428 TRUNK ROAD (CAMBOURNE TO HARDWICK IMPROVEMENT) (DETRUNKING) ORDER 20.. (Deposit Document No. 5)

This is a draft Order under Sections 10 and 12 of the Highways Act 1980 which will provide that a length of the A428 Trunk Road shall cease to be a trunk road, and shall be re-classified as a classified road, as from the date on which the Secretary of State notifies the Cambridgeshire County Council (which will become the highway authority responsible for that length) that the new trunk road on the main route is open for traffic.

3.5 The Draft Side Road Orders

THE A428 TRUNK ROAD (CAXTON GIBBET TO CAMBOURNE IMPROVEMENT) SIDE ROADS ORDER 20.. (Deposit Document No. 6)

This is a draft Order under Sections 12, 14 and 125 of the Highways Act 1980, in relation to the A428 Trunk Road and the new Trunk Roads to be constructed by the Secretary of State at Caxton, which would authorise him to provide new highways and new means of access and alterations to existing highways, footpaths and private means of access to premises as would be necessary because of the construction of the Scheme. Where the new highway did not form part of the new road on the main route, the Order would provide for the transfer of each new highway to the Cambridgeshire County Council as highway authority as from the date on which the Secretary of State notifies the Council that the highway has been completed and is open for traffic.

THE A428 TRUNK ROAD (CAMBOURNE TO HARDWICK IMPROVEMENT) SIDE ROADS ORDER 20.. (Deposit Document No. 7)

This is a draft Order under Sections 12, 14 and 125 of the Highways Act 1980, in relation to the A428 Trunk Road and the new Trunk Roads to be constructed by the Secretary of State at Cambourne, which would authorise him to provide new highways and new means of access and alterations to existing highways, footpaths and private means of access to premises as would be necessary because of the construction of the Scheme. Where the new highway did not form part of the new road on the main route, the Order would provide for the transfer of each new highway to the Cambridgeshire County Council as highway authority as from the date on which the Secretary of State notifies the Council that the highway has been completed and is open for traffic.

3.6 The Draft Compulsory Purchase Orders

THE A428 TRUNK ROAD (CAXTON GIBBET TO CAMBOURNE IMPROVEMENT) COMPULSORY PURCHASE ORDER 20.. (Deposit Document No. 8)

This is a draft Order under powers conferred by Sections 239, 240 and 246 of the Highways Act 1980, as extended and supplemented by section 250 of that Act and under section 2 of the Acquisition of Land Act 1981, and all other enabling powers which would authorise the Secretary of State to purchase compulsory land rights for: the construction of a new trunk road at Caxton in pursuance of the A428 Trunk Road (Caxton Gibbet to Cambourne Improvement) Order 20.. ; the construction and improvement of highways and the provision of new means of access to premises at Caxton in pursuance of the A428 Trunk Road (Caxton Gibbet to Cambourne Improvement) Side Roads Order 20.. ; and land and rights for the purpose of mitigating any adverse effect which the existence or use of the trunk road and other highways will have on the surroundings thereof.

THE A428 TRUNK ROAD (CAMBOURNE TO HARDWICK IMPROVEMENT) COMPULSORY PURCHASE ORDER 20.. (Deposit Document No. 9)

This is a draft Order under powers conferred by Sections 239, 240 and 246 of the Highways Act 1980, as extended and supplemented by section 250 of that Act and under section 2 of the Acquisition of Land Act 1981, and all other enabling powers which would authorise the Secretary of State to purchase compulsory land rights for: the construction of a new trunk road at Cambourne in pursuance of the A428 Trunk Road (Cambourne to Hardwick Improvement) Order 20.. ; the construction and improvement of highways and the provision of new means of access to premises at Cambourne in pursuance of the A428 Trunk Road (Cambourne to Hardwick Improvement) Side Roads Order 20.. ; and land and rights for the purpose of mitigating any adverse effect which the existence or use of the trunk road and other highways will have on the surroundings thereof.

3.7 The Draft Prohibition of Use of Gaps in the Central Reservation Order

THE A428 TRUNK ROAD (CAMBOURNE TO HARDWICK IMPROVEMENT) (PROHIBITION OF USE OF GAP IN CENTRAL RESERVATION) 20.. (Deposit Document No. 10)

This is a draft Order under Sections 1(1), 2(1) and 2(2) of the Road Traffic Regulation Act 1984, in relation to the A428 Trunk Road and the new Trunk Roads to be constructed by the Secretary of State at Hardwick, which would authorise him to prevent any vehicle proceeding in either direction of the carriageways of the trunk road to enter or proceed through the gap in the central reservation opposite the access to Park Farm approximately 750 metres west of the junction of the A1303 Cambridge Road with the trunk road.

3.8 Purpose of the Inquiries

The purpose of these Public Local Inquiries is to enable the Secretary of State to inform himself more fully of the nature and weight of the objections and representations to the draft Orders. The Secretary of State will consider all objections, representations and counter objections to the draft Orders together with the Inspector's findings and recommendations on the subject matter of the Inquiries before deciding whether or not the draft Orders should be made and, if made, with or without modifications.


3. Publication of draft orders

4. The need for the scheme

4.0 The needs for the scheme

Existing Route and the Need for the Scheme

4.1 The A428, forms an important part of the corridor between Milton Keynes and Cambridge. It is also important to the local road network, linking the M11, A1, A14, A1198 and other local roads.

4.2 The A428 between Caxton Gibbet roundabout and the existing dual carriageway at Hardwick is a substandard single carriageway road that currently carries approximately 19,000 vehicles per day at Caxton Gibbet and 21,000 vehicles per day at Hardwick. It is often used as an alternative route to the heavily trafficked A14. Congestion occurs, particularly during the morning rush hour and the accident record is above that which would be expected for this type of road. (See para 4.5 below)

4.3 By 2006, traffic on the A428 is expected to have increased to 27,500 vehicles a day east of Cambourne increasing to 31,000 west of Hardwick.

4.4 Traffic from the new Cambourne development makes a significant contribution towards the predicted increase. Severe congestion could be expected on the single carriageway sections of the A428 if no improvement takes place. The accident rate could be expected to worsen.

Existing Accident Situation

4.5 There were 3 fatal, 18 serious and 78 slight accidents, a total of 99 personal injury accidents, along the section of the A428 under consideration in the five years between January 1996 and December 2000.

Government Policy and Objectives

4.6 The Government's policy for transport is set out in the White Paper "A New Deal for Transport: Better for Everyone" issued by the former Department of the Environment, Transport and the Regions (DETR) in July 1998 (CM3950) (Deposit Document No. 29). The White Paper set out the new approach to an integrated transport policy and identified a core network of nationally important routes in England.

4.7 The Government's policy for Trunk Roads is developed in the document "A New Deal for Trunk Roads in England" (Deposit Document No. 30), also issued by DETR in July 1998. It reported on the Government's strategic review of the roads programme against the criteria of environment, safety, economy, accessibility, and integration and it refocused the Government's approach to trunk road investment. The aim is to provide a coherent programme for improving the service offered by trunk roads, to complement improvements to inter-urban travel by public transport in a way which supports policy on sustainable development. The priorities are to improve trunk road maintenance, make better use of roads and tackle some of the most serious immediate problems through a carefully targeted programme of improvements.

4.8 An objective of the Roads Review was to develop a clear and open framework to appraise and inform the prioritisation of trunk road investment proposals. To achieve this objective, the Government developed a new approach to appraisal, which is described in "A New Deal for Trunk Roads in England: Guidance on the New Approach to Appraisal" (Deposit Document No. 31), issued by DETR in July 1998. The new approach presents the key economic, environmental and social impacts of a project in a clear, consistent and balanced way using a one-page Appraisal Summary Table (AST) and associated worksheets. Impacts are assessed against the Government's five objectives for Transport; environmental impact, safety, economy, accessibility and integration, some of which are broken down into a number of sub-objectives.

Government Policy and Objectives

4.6 The Government's policy for transport is set out in the White Paper "A New Deal for Transport: Better for Everyone" issued by the former Department of the Environment, Transport and the Regions (DETR) in July 1998 (CM3950) (Deposit Document No. 29). The White Paper set out the new approach to an integrated transport policy and identified a core network of nationally important routes in England.

4.7 The Government's policy for Trunk Roads is developed in the document "A New Deal for Trunk Roads in England" (Deposit Document No. 30), also issued by DETR in July 1998. It reported on the Government's strategic review of the roads programme against the criteria of environment, safety, economy, accessibility, and integration and it refocused the Government's approach to trunk road investment. The aim is to provide a coherent programme for improving the service offered by trunk roads, to complement improvements to inter-urban travel by public transport in a way which supports policy on sustainable development. The priorities are to improve trunk road maintenance, make better use of roads and tackle some of the most serious immediate problems through a carefully targeted programme of improvements.

4.8 An objective of the Roads Review was to develop a clear and open framework to appraise and inform the prioritisation of trunk road investment proposals. To achieve this objective, the Government developed a new approach to appraisal, which is described in "A New Deal for Trunk Roads in England: Guidance on the New Approach to Appraisal" (Deposit Document No. 31), issued by DETR in July 1998. The new approach presents the key economic, environmental and social impacts of a project in a clear, consistent and balanced way using a one-page Appraisal Summary Table (AST) and associated worksheets. Impacts are assessed against the Government's five objectives for Transport; environmental impact, safety, economy, accessibility and integration, some of which are broken down into a number of sub-objectives.

4.9 The new approach to appraisal has subsequently been revised to make it suitable for all transport projects. The revised advice is set out in the document 'Guidance on the Methodology for Multi-Modal Studies' (GOMMMS) DETR 2000 (Deposit Document No. 32). Subsequent to this the Highways Agency published the document 'Applying the Multi-Modal New Approach to Appraisal to Highway Schemes' DETR 2001 (Deposit Document No. 33). The new approach works within the framework of the following objectives:

The supporting witnesses will discuss the appraisal for the Scheme in their respective proofs of evidence.

Scheme Objectives

4.10 The specific objectives of the Scheme are:


4. The need for the scheme

5. Traffic flows

5.0 Traffic Flows

5.1 Before any highway improvement is provided traffic studies are undertaken to help determine the impact of the proposals across a range of operational environmental and economic criteria. A scheme-specific computer based traffic model has been developed for the scheme based on the Cambridge to Huntingdon Multi Modal Study (CHUMMS). The CHUMMS model has been enhanced to include more detail in areas specific to the A428 Scheme, and updated and recalibrated with traffic count data collected specifically for the Scheme assessment. The objective of the model is to provide estimates of traffic flows at and between junctions. This enables an economic appraisal of the Scheme to be undertaken and appropriate junctions and carriageways to be designed.

5.2 As a result of concerns raised in a number of objection letters about the level of additional traffic that would be generated on the local road through Dry Drayton, additional traffic surveys have recently been undertaken. These surveys have been used to provide both additional validation for aspects of the forecasting already undertaken and also to respond in detail to the concerns raised.

5.3 The traffic forecasts have been made for 2006, the assumed opening year of the Scheme and 2021, the design year, which is taken as 15 years after the assumed opening year. Predicted traffic flows for 2006 and 2021 are shown on Figures 2A and 2B. Traffic model development will be described in more detail in Mr Black's evidence on Traffic and Economics.


5. Traffic flows

6. Description of the scheme

6.0 Description of the scheme

6.1 The Scheme would provide a dual carriageway improvement. Traffic would only be able to join or leave the dual carriageway at Caxton Gibbet roundabout, at the new junction at Cambourne and at the new junction proposed at Hardwick. The existing trunk road would be retained for local traffic between Cambourne and Hardwick. The Scheme is shown on Figure 3.

Caxton Gibbet to Cambourne

6.2 The proposed route of the Scheme would begin at Caxton Gibbet roundabout (which is lit) and follow a right hand bend to the north of the existing road, passing the stopped-up Elsworth Road. It would tie into the Cambourne dual carriageway approximately 990 metres east of the roundabout. A small part of the Cambourne dual carriageway would be realigned. Only minor alterations would be made to the existing Caxton Gibbet Roundabout to provide for the dual carriageway.

6.3 Between Caxton Gibbet and the Elsworth Road, the proposed route would be at or very near existing ground level. Between Elsworth Road and the Cambourne Dualling the proposed route would be on a low embankment, less than 2 metres high.

6.4 Part of the existing trunk road near Caxton Gibbet would remain in place and be connected to the A1198 Royston Road south of the existing roundabout to provide access to property south of the new trunk road. Some of the existing trunk road would be removed.

6.5 A balancing pond would be located in the space between the proposed route and the existing road. This would provide a floodwater storage area in the event of heavy rain. Adjacent to the balancing pond, an area of mounding up to 2.5 metres high would provide a buffer for properties on the south side of the existing road. Also in this area and to the north of the proposed route planting would be established to provide a buffer between properties and the proposed route and to screen the proposed route in views from the north.

6.6 A proposed cycleway/footway on the north side of the planting would provide a link between the A1198 Royston Road and the Elsworth Road.

Cambourne to Hardwick

6.7 East of the Cambourne dual carriageway, the proposed route would stay on the south side of the existing road curving right and then left to pass south of the reservoir by the Broadway. Part of the Cambourne dual carriageway would need to be realigned. A new balancing pond would be constructed on the north side of the existing road opposite the Cambourne Development, adjacent to New Inn Farm.

6.8 The proposed route would be in a shallow cutting and cross the Broadway approximately 100 metres south and 150 metres west of the existing junction with the trunk road. A bridge over the proposed route would be provided adjacent to the reservoir to maintain the existing road network and connect the Broadway to the existing trunk road which would be raised slightly. The embankment slopes for the new bridge and the area between the old and new Broadway alignments would be planted.

6.9 The redundant section of existing carriageway at the end of the Broadway would be removed and the area seeded with a species rich grass mix.

6.10 Beyond the Broadway, the proposed route would be on a slight embankment whilst straightening to pass Two Pots Farm to the south. It would then curve north to cross the existing trunk road at existing ground level approximately 300 metres west of Childerley Gate. Continuity of the existing trunk road would be provided by a bridge over the proposed route at this point and this would maintain the local road network between north and south.

6.11 Planting to the north of the proposed route would provide a buffer between traffic and nearby properties and this would be augmented by an area of mounding up to 2 metres high near Two Pots Farm and Cottages and another up to 3 metres high near the properties at Childerley Gate.

6.12 The proposed route would continue to the north of Childerley Lodge in cutting up to 2 metres deep and cross the Childerley Estate access approximately 120 metres north of the present junction. Access to the Childerley Estate and to Bourn Airfield and associated industrial units to the south would be maintained from the existing trunk road by means of two private accesses.

6.13 Beyond the Childerley access the proposed route would run parallel to and north of the existing trunk road on a right hand curve to pass beneath a bridge on the line of Scotland Road approximately 100 metres north of the existing Hardwick roundabout. At this location the new dual carriageway would be in a cutting up to 8 metres deep. The existing Hardwick roundabout would be enlarged and a second roundabout to the north of the dual carriageway on Scotland Road would enable a full two level junction to be provided, allowing traffic to join and leave the dual carriageway from all directions. The roundabouts would be lit. The existing trunk road east of Hardwick roundabout would be removed and the area planted.

6.14 A temporary realignment of Scotland Road would be built to enable construction of the bridge.

6.15 A mound would be formed along most of the southern edge of the proposed route as it passes Hardwick and this would be planted. Two balancing ponds would be constructed to the south of the proposed route along this length. On the north side, a belt of planting would screen the road, junction and roundabouts in views from the north.

6.16 To the east of Scotland Road, the alignment would continue on a right hand curve to connect into the existing dual carriageway east of Hardwick. The current gap in the central reserve on the dual carriageway near Hardwick, and the access to Park Farm opposite would both be closed. An alternative access would be provided to the farm from Church Lane in Madingley.

6.17 A new footbridge would be provided connecting Footpath Number DD17 to St Neot's Road in Hardwick.

6.18 Lay-bys in each direction would be included in the Scheme.

6.19 The construction of the Scheme would result in an overall volume of excavated material to be taken off site of 117,000 cubic metres.

6.20 Cost estimates have been prepared for the Scheme. The total estimated cost of the Scheme (excluding VAT) at 2000 prices is:

Scheme Element Cost
Main Works £25,535,212
Ancillary Works £453,780
Other Authorities (i.e. Stats) £1,934,113
Land and Compensation Costs £2,211,600
Preparation and Supervision £1,662,992
Contingency / Risk Allowance £2,510,501
Total Costs £32,308,198

6. Description of the scheme

7. Design Standards

7.0 Design Standards

General

7.1 Standards for the design of the road and its associated features are contained in the Department for Transport's "Design Manual for Roads and Bridges" (DMRB). Standards and Advice Notes referred to in the following paragraphs are:

7.2 The Scheme has been designed in accordance with these standards. The Scheme design has been undertaken to a level of detail that would enable the Orders to be made, as indicated in the 1:2500 scale engineering drawings (Deposit Document No. 22). The next stage of the design would be to develop it to the level of detailed design such that documents, including drawings, can be prepared to enable construction to take place. Detailed design would be carried out to suit the construction programme.

Scheme Standards

7.3 The carriageway width provision has been determined from TA 46/97 and TD9/93. Traffic flows on the proposed improved A428 are forecast at around 27,500 vehicles per day east of Cambourne and 31,000 vehicles per day west of Hardwick by the opening year of 2006. For this flow, a Dual two lane, all Purpose carriageway standard (D2AP) was selected. In accordance with TD 27/96, it would consist of dual 7.3m wide carriageways, with 1m wide hardstrips within 3.5m wide verges. The central reserve would generally be 4.5m wide including 1.0m wide hardstrips.

7.4 The design of the horizontal and vertical alignment of the proposed route is in accordance with TD9/93. The design speed for the main line of the Scheme is 120kph. This is approximately 70mph, the national speed limit for rural dual carriageways.

Caxton Gibbet Roundabout

7.5 At the western end of the Scheme, the proposed dual carriageway would tie directly into the existing Caxton Gibbet roundabout and only minor alterations to the roundabout would be necessary.

Bourn Overbridge

7.6 The Bourn side road would pass over the proposed dual carriageway. This side road has been designed for a side road design speed of 70kph.

Childerley Overbridge

7.7 The existing A428 would pass over the proposed dual carriageway at Childerley. This has been designed for a design speed of 85kph.

Hardwick Junction

7.8 At the eastern end of the Scheme near Hardwick a fully grade separated junction with two roundabouts (a 'dumbbell' layout) would be provided. The form of this junction complies with the recommendations contained in TA 48/92 and TD 22/92.

Drainage

7.9 To collect run-off from the road and to ensure stability of new cuttings and embankments, drainage measures would be incorporated. These measures would include for surface water control, reduction in pore water pressures and control of seepage from the slope face where appropriate. The drainage of the road surfaces would discharge into a piped system which would drain to balancing ponds. Surface water run-off would be controlled by the provision of drains at the top of the cutting slopes and at the bottom of embankments, to intercept surface water run-off from both the side slopes and natural topography. The surface water runoff from the embankments would be collected and directed into the boundary drainage.

7.10 The Scheme would, in accordance with Environment Agency requirements, incorporate measures to reduce potential contamination from silt, oil and accidental spillages. At drainage discharge points, where run off water enters watercourses, balancing ponds would be provided so that water can be discharged into watercourses in a controlled manner.

7.11 The ponds would control the discharge of the flows to green field runoff rates, maintaining the current flow levels within the existing watercourses. They would provide a method for containing runoff from the road at times of heavy rainfall. Any surge effect of the discharge would be reduced, which would avoid creating new flooding problems downstream.

Lighting

7.12 In accordance with design standards, it is not proposed to install lighting other than at the Hardwick junction and an extension to the existing lighting at Caxton Gibbet roundabout. (The existing Cambourne junction is lit.) Lighting would use full cut-off lanterns to reduce light pollution.

Safety Fencing

7.13 Safety fencing would be provided in the central reserve of the proposed dual carriageway. Additional safety fencing would be provided in the verge and on side roads adjacent to bridge piers, large traffic signs and other hazards.

Signing

7.14 Roadside signing would be of the reflectorised type generally mounted in the verge.

Highway Boundary Fencing

7.15 The Scheme would provide an all purpose trunk road for which there is no duty laid upon the Secretary of State for Transport to provide permanent boundary fencing. However, fencing would be provided where it is required due to badger activity. Any permanent boundary fencing that is erected would be carried out as accommodation works in lieu of compensation for the adjoining owner, after negotiation with the District Valuer. It is the practice of the Highways Agency to require the contractor to fence the site of the works as one of the first actions to be taken on commencing the construction contract. Where no permanent fencing is required, the contractor would be required to provide temporary fencing throughout the period of the contract.

Agricultural Accesses

7.16 In order to maintain the high standard of dual carriageway established for the Scheme, agricultural accesses would not be provided either onto or off the dual carriageway. In addition, no openings in the central reserve are included in the proposals for agricultural access, emergency access or any other use.

7.17 The Highways Agency has considered the future needs of agriculture and commerce and a number of access routes would be diverted by the provision of new tracks.

7.18 The inclusion of access in the draft Orders does not imply any particular form of construction. This would be a matter for compensation negotiations at a later stage.

Lay-bys

7.19 Lay-bys would be provided along the proposed carriageway in accordance with design standards.

Cyclists

7.20 All cyclists would be able to use the proposed dual carriageway although no special provision would be made for them. However, it is anticipated that cyclists will make more use of the existing road which will remain intact between Cambourne and Hardwick for local traffic use. A cycleway is proposed between the A1198 and the Elsworth Road so that cyclists can travel between Caxton Gibbet and Hardwick, without accessing the dual carriageway.


7. Design Standards

8. Environmental imapct assessment

8.0 Environmental Impact Assessment

Environmental Statement

8.1 The Highways Agency has compiled an Environmental Statement (ES) (Deposit Document No. 11) and a Non Technical Summary leaflet (NTS) (Deposit Document No. 12) in accordance with Council Directive 85/337/EEC (Deposit Document No. 27) (as amended by Council Directive 97/11/EC) as applied by section 105A of the Highways Act 1980, as amended by the Highways (Assessment of Environmental Effects) Regulations 1999 (Deposit Document No. 28). The ES and NTS were published and put on deposit at the same time as the draft Orders. The ES summarises the findings of an Environmental Impact Assessment (EIA) undertaken on the proposed improvement which was then further summarised in the NTS leaflet.

8.2 Supporting technical studies were undertaken for the EIA covering the relevant environmental topics as follows:

8.3 Detailed assessments reports were produced for each of these subject areas except Disruption due to Construction, Pedestrians, Equestrians and Community Effects, Vehicle Travellers and Geology and Soils. The report of assessment work for these four subject areas is given in full in Volume 1 of the ES and therefore no separate detailed documents have been produced.

8.4 All assessments have been carried out on the basis that the Scheme has already been constructed. The particular effects of any road scheme, such as traffic and predicted noise levels, need to be evaluated over a number of years from an assumed date of opening. For the purposes of the ES, the opening year of the Scheme is assumed to be 2006 and a design year, 15 years later, is 2021. The following paragraphs are a summary of the assessments set out in detail in the reports. The Appraisal Summary Table is attached in the Appendix.

Air Quality

8.5 The Local Air Quality Assessment shows that the concentrations of most pollutants considered will reduce in the future. Construction of the Scheme would improve the air quality locally over that expected without the Scheme, and improvements to the A14 would bring further benefits. All the results, both with and without the Scheme, are within the Air Quality Objectives except at Two Pots House Farm, where Nitrogen Dioxide emissions are calculated to exceed Air Quality Standards in both present and future scenarios if the Scheme is not built.

8.6 Generalised and Regional Air Quality calculations show that there will be an increase in air pollution with the Scheme compared to the no scheme situation. This is because the benefits gained by releasing the local congestion on the road, are outweighed by the higher traffic flows and speeds possible on a dual carriageway compared to the existing single carriageway. Part of this increase in flows will be due to the Cambourne Development. However, due to more stringent legislation, emissions from vehicles will reduce in future years.

Cultural Heritage

8.7 No designated sites (Scheduled Monuments, Listed Buildings etc.) will be directly impacted by the Scheme, although there will be a beneficial environmental effect on the setting of a Grade II Listed milepost.

8.8 The proposals will have a direct impact upon a number of (non-designated) archaeological sites, which will result in one substantial, three slight and nine uncertain adverse environmental effects. In addition, the desk-based assessment has identified a moderate to high potential for unrecorded prehistoric and Roman archaeology along the entire length of the Scheme. Four hedgerows of potential historic interest will be impacted.

8.9 Further evaluation of the known sites and areas of possible archaeology would be undertaken nearer construction, comprising a two-stage strategy of non-intrusive survey (fieldwalking) followed by intrusive evaluation (archaeological trial trenches). It is expected that adverse impacts could be removed by appropriate mitigation resulting in a neutral overall effect.

Disruption Due to Construction

8.10 Despite the mitigation measures, it is likely that some adverse noise and dust nuisance impacts would be temporarily experienced at properties close to the site during construction of the Scheme. The Environmental Management Plan and Traffic Management Plan would keep other temporary construction impacts of the Scheme to a minimum during the construction period. Adequate post-construction reinstatement, combined with the above measures would help to keep any permanent impact of the Scheme due to construction as neutral.

Ecology and Nature Conservation

8.11 No designated or non-designated sites of conservation interest would be directly affected by the Scheme. Species directly affected by the route would be locally interesting plants, breeding birds and two protected species.

8.12 The direct impact of the loss of mature hedgerows, trees, small areas of secondary woodland and road verges together with the temporary loss of hedgerows linking habitat features and the impact on protected species, are all assessed as being minor adverse in the short term.

8.13 The construction of the Scheme would have a short term impact on the biological resource of the area. In the long term the extension of wood and scrub habitat in the area and re-establishment of the hedgerow network would adequately mitigate for this short term loss. Habitat diversity would be increased by the inclusion of new habitats, as targeted in the local and Highways Agency Biodiversity Action Plans. (Deposit Document 78)

8.14 The Scheme has been designed to achieve a betterment of existing habitats in the long term and to contribute to the local biodiversity, as targeted in the Biodiversity Action Plans. The overall assessment of residual impact in the long term (at Year 15) is minor adverse.

Landscape Effects

8.15 The Scheme would have an adverse effect on existing vegetation. In particular a significant part of Knapwell Plantation and the southern fringe of Whitepits Plantation, both Tree Preservation Order woodlands, would be removed as a result of the Scheme. An element of the Area of Best Landscape and a small part of the Green Belt would be encroached by the Scheme and there would be landtake and severance of agricultural land.

8.16 The extensive planting proposed as part of the Scheme, comprising substantial blocks and belts of woodland planting and broad hedgerow planting, would make a positive contribution and partly mitigate adverse landscape effects. The overall assessment for landscape effects is considered to be slight adverse.

8.17 Visual impacts for the Scheme range from slight beneficial to substantial adverse. Where adverse effects occur these are in most instances reduced significantly in severity in the longer term by the proposed mitigation planting.

Land Use

8.18 The farming in the area is dominated by arable cropping. The fields are typically large to accommodate the modern machinery typical of such cropping. All the farms affected by the Scheme carry out large-scale arable farming.

8.19 The Scheme would not involve any landtake of land used by the community or the demolition of any property and, other than Cambourne, no development land would be affected by the construction works.

8.20 The principal impact would be on the agricultural properties that border the existing A428 road. 50.2 ha of farmland would be permanently lost due to the Scheme and associated landscaping and 7.2 ha of farmland would be severed by the new road but not required for road construction.

8.21 The impact of the Scheme on all but one of the farm holdings would be relatively minor, generally resulting in a small loss of Grade 3 arable farmland. In the case of Scotland Farm the impact would be more significant as it would result in a large landtake and would also cause some land to become severed from the main holding.

Traffic Noise and Vibration

8.22 Due to the low density of properties, noise mitigation measures would generally not be required throughout the Scheme area. Mitigation to 17 isolated properties to the west of Hardwick junction would be likely to be achieved by secondary glazing. The number of properties in the Hardwick area to the eastern end of the Scheme, and the predicted noise levels, suggest that noise mitigation measures, in the form of environmental barriers, would be required in this area.

Pedestrians, Equestrians and Community Effects

8.23 By retaining the existing A428 as a local road and grade separating existing intersections, a decrease in severance could be achieved through a reduction in traffic on local routes. This would allow communities easier and safer access to each other and to local facilities and would promote the increased and safe use of the local road for pedestrians, cyclists and equestrians. Opportunities would exist for the development of a larger and conjoined network of cycle routes, footpaths, and bridleways.

Vehicle Travellers

8.24 The Stage 3 Assessment of "view from the road" and "driver stress" shows that there would be an intermittent view from the proposed route along the entirety of the Scheme and that driver stress along the proposed route would be moderate to low.

Water Quality and Drainage

8.25 The detailed risk assessment indicates that risk of accidental spillage would be low. The constraints placed upon the discharge of surface water by the Environment Agency requires provision of balancing ponds which would allow heavy metals such as copper and zinc, which are already at a low level, to settle out in the ponds before the runoff was discharged.

8.26 The first watercourse having a 'General Quality Assessment' classification which would receive surface water runoff from the Scheme is the River Great Ouse. Due to the presence of balancing ponds within the Scheme, the majority of any pollution in the runoff would have already settled from solution and the classification of the River Great Ouse would therefore remain unchanged.

Geology and Soils

8.27 There are no designated sites or areas of particular interest that would be affected by the Scheme which require special consideration with regard to geology and soils. The impact on soils is only in terms of landtake.

Policies and Plans

8.28 The provision of the Scheme would have a beneficial impact on national, regional and local policies relating to the improvement of the road network. Development of the local road would provide a route for buses and cyclists as well as general local traffic and this would have a beneficial impact on policies aimed at promoting bus transport and cycling.

8.29 Part of the area crossed by the Scheme is designated as Area of Best Landscape and Green Belt in both the Structure Plan and Local Plan. The Scheme would have an adverse impact on policies relating to these designations due to its direct land take and the introduction of lighting at junctions.

8.30 The Scheme would result in the removal of some areas of woodland and other trees and hedgerows and sever some ditches. The Scheme would therefore have an impact on national, regional and local policies relating to the protection of the landscape, vegetation and wildlife habitats. Set against this however is the fact that an extensive amount of new woodland and hedgerow planting would be carried out as part of the Scheme.

8.31 The Scheme would involve the encroachment of some of the best and most versatile agricultural land and would therefore have an adverse effect on national and regional policies aiming to protect such land.

8.32 It is considered that adverse effects on the archaeological resource caused by the Scheme would be limited and the impact on policies aimed at protecting the archaeological resource would therefore be slight. The Scheme would have no impact on Conservation Areas in the area.

8.33 It is considered that the overall impact of the Scheme on policies and plans would be neutral.


8. Environmental imapct assessment

9. Objections, Representations and Supporters

9.0 Objections, Representationa and Supporters

Objections

9.1 Letters were received from a total of 4 statutory objectors and 14 non-statutory objectors. The position regarding objections at 28 August 2003 is as follows:

Meetings have been held with 3 of the statutory objectors (all landowners). Although some issues have been resolved, it is not thought that these objections will be withdrawn before the Public Inquiry. The 4th statutory objector (a services provider) has withdrawn.

One of the non-statutory objections has been withdrawn and 13 remain in place. It is not considered likely that these objections will be withdrawn.

9.2 The outstanding objections broadly fall into the following categories:

9.3 The Highways Agency has written to all the objectors, setting out the arguments for the proposals and is continuing its efforts to resolve outstanding objections. Further traffic survey work has been undertaken to inform the responses to Dry Drayton objectors. The Inspector will be updated on any further progress in this respect.

Representations

9.4 Thirty two letters of representation were received. The Highways Agency has written to all those making representations and 4 have been resolved. It is not anticipated that any others will be resolved.

Supporters

9.5 Seven letters were received from supporters of the Scheme. Comments made in these letters broadly fall into the following categories:

9. Objections, Representations and Supporters

10. Summary

10.0 Summary

10.1 The Scheme has been appraised to record the degree to which the five Central Government objectives for transport (environment, safety, economy, accessibility and integration) would be achieved. At the heart of the appraisal process is the Appraisal Summary Table (AST). This is presented in the Appendix to this document.

10.2 The impacts of the Scheme have been recorded under the following objectives and sub-objectives.

ENVIRONMENT to protect the built and natural environment
to reduce Noise
to improve Local Air Quality
to reduce Greenhouse Gases
to protect and enhance the Landscape
to protect and enhance the Townscape
to protect the Heritage of Historic Resources
to support Biodiversity
to protect the Water Environment
to encourage Physical Fitness
to improve Journey Ambience
SAFETY - to improve safety
to reduce Accidents
to improve Security
ECONOMY - to support sustainable economic activity and get good value for money
to improve Transport Economic Efficiency
to improve Reliability
to provide beneficial Wider Economic Impacts
ACCESSIBILITY - to improve access to facilities for those without a car and to reduce severance
to increase Option Values
to reduce Severance
to improve Access to the Transport System
INTEGRATION - to ensure that all decisions are taken in the context of the Government's integrated transport policy
to improve Transport Interchange
to integrate transport policy with Land-use Policy
to integrate transport policy with Other Government Policies

10.3 Against these objectives the effects of the A428 Caxton Common to Hardwick Improvement can be summarised as follows:

Beneficial
reduced traffic noise for properties in the vicinity of the road
reduced number of accidents along the A428 and improved safety for pedestrians
improved standards and reduced flows on local roads, therefore improving traveller care for trunk road traffic and reducing traveller stress for all
slight beneficial effects for security, reliability and severance
Adverse
air quality benefits due to reduced congestion are outweighed by the increase in traffic flow along this route if the Scheme is constructed, as the existing flows are limited by the capacity of the existing road slight adverse effect on the landscape as part of the route impacts on the Area of Best Landscape and Cambridge Green Belt and also landtake/severance of agricultural land
slightly adverse biodiversity impact on protected species and loss of habitat. Also loss of some mature hedgerows, trees & species rich verge plus fragmentation of local wildlife corridors
Neutral
effects on non-main river and aquifer would be minor or negligible
neutral overall impact on Heritage of Historic Resources
some land use policies are met and others have adverse effect, resulting in a neutral overall score. No significant issues have been identified for any other government policies

10. Summary

11. Conclusion

11. Conclusion

11.1 The proposals contained within the Scheme are consistent with government policy for transport in general and trunk roads in particular. The construction of the Scheme would yield significant benefits for trunk road traffic and, by separating long distance and local traffic, reduce congestion and improve safety for all travellers.


11. Conclusion

12. Documents on Deposit

12. Documents on Deposit

12.1 The documents listed below, which the Highways Agency will use in supporting evidence during the Inquiries, may be inspected during normal working hours at the Highways Agency, Heron House, 49-53 Goldington Road, Bedford. They will be available at the Public Inquiry venue from 30 September 2003. In addition, documents marked * have already been placed on deposit at the addresses mentioned below.

Deposit Document No:

Draft Orders

Environmental Statement

Proofs of Evidence

12.2 A copy of this statement by the Highways Agency and the documents marked with an * can be seen on deposit as appropriate during normal working hours at:

Cambridgeshire County Council
Local Government Information Service,
Room 022,
Shire Hall,
Castle Hill,
Cambridge
CB3 0AP

South Cambridgeshire District Council
South Cambridgeshire Hall,
9-11 Hills Road,
Cambridge
CB2 1PB

Cambridge Central Library
7 Lion Yard,
Cambridge
CB2 3QD

The Highways Agency
Heron House,
49-53 Goldington Rd,
Bedford
MK40 3LL

Bourn Post Office
8 Short Street

Hardwick Post Office
Cambridge Road

Papworth Everard Post Office
15 Ermine Street North

Cambourne Concept Centre
Cambourne


12. Documents on Deposit

Appendices

Appendices