Explanation of scheme and non-technical summary of the environmental statement

Explanation of Scheme & Non-Technical Summary of the Environmental Statement

Introduction

The Highways Agency is proposing to build the Great Barford Bypass. This brochure describes the proposals and summarises the associated Environmental Statement in non-technical language.

Purpose of the Environmental Statement

The Environmental Statement describes the proposals, their main effects on the environment and the measures developed to mitigate adverse environmental effects. Its purpose is to ensure that the public understands the proposals and is given the opportunity to express an opinion on them before the Secretary of State decides whether to proceed with the Scheme.

The Environmental Statement has been issued in accordance with EC Directive 85/337/EEC (on the assessment of effects of certain public projects on the environment), as amended by Directive 97/11/EC, and as applied in England and Wales by Section 105 of the Highways Act 1990. The statement should be read in conjuntion with the draft Highways Act Orders for the scheme.

The full Environmental Statement will be deposited for inspection during normal office hours at the locations detailed on the back page of this leaflet.

The Need for the Scheme

The A421 through Great Barford carries approximately 23,000 vehicles per day and suffers from considerable congestion, particularly during peak hours.

The high traffic flows result in unreliable journey times for travellers, a poor accident record along this section of the A421 and a reduction in the quality of life for the villagers in Great Barford.

The Proposed Scheme

The Great Barford Bypass would be a new 7.7kms (4.8 miles) long dual carriageway. It would commence at the eastern end of the Bedford Southern Bypass. The existing roundabout would be removed and the dual carriageway would continue in a north easterly direction beneath Water End Road, where a new two level junction would be built to allow all turning movements on and off the Bypass. The route would run to the north of Great Barford and Roxton and connect into a new enlarged Black Cat Roundabout on the A1. Bridges would be provided for Barford Road, Birchfield Road and Roxton Road to cross the Bypass. There would also be additional underpasses or bridges for watercourse crossings, access requirements for the landowners and safe crossings for footpath and bridleway users.

Environmental Effects

The scheme would provide significant environmental benefits to the village of Great Barford, and to a lesser extent Roxton. Over 130 properties would experience a reduction in noise levels and there would be improved air quality due to the reduced traffic congestion. This would result in Great Barford returning to a more rural village environment.

While the route generally crosses arable farmland of low ecological value, it would affect Howbury Hall parkland. However, specific measures would be taken to lessen the impact of the scheme. There would be some tree and hedgerow loss along the scheme, but this would be mitigated by the new landscape planting.

Balancing ponds would be provided to control the rate of run off from the Bypass into the adjacent watercourses.

Provision would be made for the maintenance of footpath and bridleway routes, which cross the Bypass. In some cases this would involve short diversions to an adjacent bridge.

Your Views

Anyone wishing to comment on the proposals should write to the Highways Agency at the Bedford address below, and by the date given on the page inserted in this brochure. Alternatively you can e-mail your comments to a421greatbarfordbypass@highways.gsi.gov.uk. If you have any queries, you can call Bedford (01234) 796208.

After considering all the comments the Secretary of State for Transport, Local Government and the Regions, may decide to hold a Public Inquiry before an Independent Inspector. The Secretary of State would consider the Inspector's Report and recommendations before deciding to proceed with the scheme. A copy of the letter announcing his decision would be sent to all those who comment on the proposals.

Copies of the Environmental Statement may be purchased from the Highways Agency at the Bedford address at a cost of £80. Supporting documentation can also be made available at cost.

Further Information

Copies of the Environmental Statement and other documents may be inspected free of charge during office hours at: Highways Agency, Room 244, Heron House, 49-53 Goldington Road, Bedford, MK40 3LL

Summary of Environmental Effects

Topic Key Issue Key Mitigation Proposed Residual Effects
Air Quality Levels of air quality in villages of Great Barford and Roxton. Bypass would remove through traffic from Great Barford and move it further from Roxton. Improvement in air quality in villages.
Cultural Heritage Effects on Listed Buildings and scheduled Ancient Monuments within 500m of scheme. Landscaping proposals to minimise adverse effects on settings. Landscape planting would develop to screen settings.
Archaeology Effects on archaeological features within 500m of scheme. Watching brief during construction. Effect would be dependent on the quality of any finds made.
Disruption due to Construction Requirement to transport off-site excess excavated material. Dust and noise generated during construction would be controlled by good environmental practice by the Contractor. Disruption from construction vehicles would not occur once scheme is completed.
Ecology and Nature Conservation* Loss of mature trees at Howbury Hall, at western end of scheme, and trees and shrubs along route. Landscape planting would replace habitat lost with time. Planted areas would develop and mature to provide additional wildlife habitats.
Landscape Effects Loss of approximately 3ha of parkland at Howbury Hall, including trees and shrubs. Landscape planting would mitigate loss and enhance general planting in the area. Planted areas would develop and mature to replace lost areas with time.
Visual Impacts Presence of overbridges and embankments. Landscape planting would reduce the visual impact of the scheme. Planted areas would develop and mature with time.
Traffic Noise and Vibration Level of noise nuisance from road traffic in villages of Great Barford and Roxton. Bypass would remove through traffic from Great Barford and move it further from Roxton. Reduction in noise levels in the villages.
Pedestrians, Cyclists and Community Effects Severance of six footpaths and one bridleway. Road safety for pedestrians, cyclists and equestrians in villages of Great Barford and Roxton. Overbridges and underpasses would be provided. Bypass would remove through traffic from Great Barford and move it further from Roxton. No net loss of Rights of Way. Improved road safety in villages. Reduced community severance in Great Barford.
Vehicle Travellers High levels of stress and delays for users of existing road. Provision of the dual carriageway Bypass. Reduced levels of driver stress and improved journey time reliability.
Water Quality and Drainage Minor watercourses crossed by the scheme. Watercourses would be re-routed and balancing ponds would be provided to control surface water run-off. Balancing ponds would maintain existing surface water runoff rates.
Agricultural Land Use Loss of approximately 44ha of Grade 2 and 3a agricultural land. None identified. Loss of farmland.
Policies and Plans Great Barford Bypass is specifically included in current central government transport policies and complies with regional and local planning policy. The Bypass and associated mitigation measures would ensure compliance with central and local government policies. Completion of Great Barford Bypass would realise key policies.

* Protected species have been considered and mitigation measures have been agreed with English Nature.

Proposed Route of Bypass

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Proposed Route of Bypass

Explanation of scheme and non-technical summary of the environmental statement

Preface

PREFACE

THE HIGHWAYS AGENCY

The Secretary of State for Transport, as Highway Authority, is responsible for the management and maintenance 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:

HIGHWAYS AGENCY'S REPRESENTATIVE

Qualification

My name is Robert Timothy Hughes (Tim Hughes). I am a Project Sponsor in the Operations 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 two years experience gained mainly in Local and Central Government, all of which has been concerned with highway works. The majority of my career has been spent with Northamptonshire County Council who I started work with in 1969. At Northamptonshire I was involved with a number of major bypass schemes.

I have been involved with the A421 Great Barford Bypass since I joined the Highways Agency in March 2002. As Project Sponsor for the scheme, my principal duties are:

Scope of Evidence

My statement describes the proposed route in detail and the various standards applicable to and used for the design.

Preface

Introduction

INTRODUCTION

1.1 This statement represents the main statement of case for the Highways Agency in support of the A421 Great Barford Bypass.

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

The specialist supporting witnesses will all be members of the JacobsGIBB design team who are employed by the Highways Agency. Other statements may be made to expand on issues that may emerge during the course of the Inquiries.

1.3 The proposals for the bypass have been developed over a number of years and which have been published are described in this statement of case. 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 (in which are summarised the reasons why a new road is needed).

Introduction

2.0 background

2.0 BACKGROUND

2.1 Historical Background

2.1.1 The scheme to bypass Great Barford was included in the Trunk Road Programme following publication of the 1987 White Paper "Policy for Roads in England".

2.1.2 Initially, two corridors were identified for a bypass, one to the north and one to the south of the village of Great Barford. Four northern options and one southern option were examined, although other routes were considered but rejected on the grounds of greater environmental impact, poor economic performance or both.

2.1.3 The southern option exhibited greater disbenefits than the northern corridor alignments, these being primarily issues relating to conservation, agricultural value and physical impact within the landscape. The number of demolitions and the severance of the Great Barford Conservation Area (located around All Saints Church to the south of the existing A421) were unacceptable when it was considered that the route did not effectively bypass the village of Great Barford and required land take of Ministry of Agriculture Fisheries and Food (MAFF) Grade 1 agricultural land.

2.1.4 By comparison, none of the northern options would involve demolition, and agricultural land lost would be MAFF Grades 2 and 3. Two options located north of Howbury Hall Park were dismissed following the decision to locate the eastern end of the Bedford Southern Bypass to the south - east of Howbury Hall.

2.1.5 The two remaining northern alignments were refined and presented for Public Consultation in November 1989. Both routes tied into the existing A421 to the east of Roxton. The Outer Northern Route was subsequently adopted as the Preferred Route. Following further public consultation in July and August 1990 the bypass was extended to the Black Cat Roundabout culminating in the announcement of the Preferred Route for the extended scheme on 19th December 1990. Because of changed Government priorities, work on the scheme ceased shortly after the announcement.

2.1.6 Work on the scheme resumed after it was prioritised in the 1998 White Paper "A New Deal for Trunk Roads" (Deposit Document No. 28), which followed "A New Deal for Transport: Better for Everyone " (Deposit Document No. 27). It is one of the schemes listed in "A New Deal for Trunk Roads Targeted Programme of Improvements".

2.1.7 In November 1999 consultants 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.

2.2 The Road in its Regional Context

2.2.1 Figure 1 (contained in Appendix A) shows the regional road network surrounding Bedford. The scheme is located along the A421/ A428 route between Junction 13 of the M1 and Junction 14 of the M11. The route is 56 kilometres (33 miles) in length and forms an important part of the corridor between Milton Keynes and Cambridge.

2.2.2 The A421 is well used by vehicles of all types, particularly as containerisation has boosted trade links with Belgium, Holland and other European areas. Consequently heavy goods vehicles constitute a large proportion of the traffic flow on this road.

2.2.2 The proposed Great Barford Bypass would commence at the eastern end of the Bedford Southern Bypass and finish at an enlarged Black Cat Roundabout on the A1 to the south of St Neots.

2.2.3 The draft strategy of the London to South Midlands Multi Modal Study, published in July 2002, recommended that improvements to the A421/A428 should be carried out, creating a high capacity dual carriageway route from the M1 to the M11. The study's final report is due to be published in early 2003. Should improvements to the A421/A428 be endorsed by the Regional Planning body, and the improvements added to the Targetted Programme of Improvements, detailed work will be carried out to develop the concept to the stage where the public can be consulted on the preferred route. These improvements are anticipated to include major junction revisions to the Black Cat Roundabout. For this reason in the proposed scheme, changes at the roundabout are being minimised as far as possible to enable it to function for up to a further possible 5 years pending future major improvements which might include introducing a two-level junction. The project team managing the study has also confirmed that there are no plans to upgrade the A421 Great Barford Bypass to a dual 3-lane trunk road.

2.3 The Road in its Local Context

2.3.1 The existing section of the A421 from the Bedford Southern Bypass eastern roundabout to the A1 Black Cat Roundabout comprises a single carriageway of both poor horizontal and vertical alignment. The village of Great Barford is located some 4 kilometres (2.5miles) east of Bedford, there is a speed limit of 30mph through the village.

2.4 Public Consultation

2.4.1 The Department of Transport (predecessor to the Highways Agency) published a Consultation Brochure, in November 1989, (Document No. 27) which showed two route options for the Great Barford Bypass. Local people were invited to comment on them. The two alternatives were an Outer Northern (Yellow) route and an Inner Northern (Brown) route.

2.4.2 A public exhibition was held on 3rd and 4th November 1989. Out of a total of 285 completed questionnaires returned, a Bypass was considered necessary by 93% of the respondents. Of these, 85% preferred the Outer Northern (Yellow) option but only 15% the inner Northern Route. Bedfordshire County Council, North Bedfordshire Borough Council, Great Barford Parish Council and Roxton Parish Council all favoured the Outer Northern (Yellow) route. The Outer Northern Route was subsequently adopted as the Preferred Route.

2.4.3 During the consultation exercise held in 1989, an alternative route running to the north of the consultation routes was suggested by a local resident. The Department of Transport examined this option but rejected it on the grounds of its high costs and significant environmental disbenefits.

2.4.4 A modified public consultation exercise for a single route option to extend the proposed Bypass to the A1 Black Cat Roundabout took place during July and August 1990. The responses received indicated strong support for the Department's consultation route. Bedfordshire County Council, North Bedfordshire Borough Council, Roxton, Renhold and Great Barford Parish Councils all expressed support for the extension to the scheme. In May 1992 this route was amended slightly by moving it up to around 100m north west, in the vicinity of the access road to High Barns Farm. This had the effect of increasing the distance between the old road and the bypass to around 120m as it passed Roxton and would thereby improve agricultural access to the land between the existing A421 and the new Bypass.

2.0 background

3.0 publication of draft orders

3.0 PUBLICATION OF DRAFT ORDERS

3.1 Publication

3.1.1 On 28th February 2002 the Secretary of State for Transport published Draft Line and Slip Roads, Detrunking, Side Roads and Line Orders for the scheme. On 14th March 2002 he published a draft Compulsory Purchase Order. The objection period ended on 17th April 2002. On 20th September 2002 he published Draft Supplementary Side Roads and Supplementary Compulsory Purchase Orders. The Supplementary Orders dealt with minor revisions to the original orders and the objection period ended on 6th November 2002.

3.1.2 Public Exhibitions displaying the proposals for the Bypass were held in Great Barford Village Hall on 7th & 8th March 2002 and in Roxton Village Hall on 9th March 2002

3.2 The Draft Line and Slip Roads Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS AND SLIP ROADS) ORDER 20.. (Deposit Document No. 2)

A draft Order under Sections 10 and 41 of the Highways Act 1980, which will provide that roads, which he 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 7.45 km (4.6 miles) in length, from a point on the existing A421 Trunk Road 30 metres south west of its roundabout junction with the existing A428 from Bedford in the County of Bedfordshire to a point on the existing A421 Trunk Road 70 metres west of the Black Cat Roundabout junction with the existing A1 Trunk Road. 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 A421 Water End Junction at Bedford 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 A421 Water End Junction at Bedford.

3.3 The Draft Detrunking Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS DETRUNKING) ORDER 20.. (Deposit Document No. 3)

A draft Order under Sections 10 and 12 of the Highways Act 1980 which will provide that a length of the A421 Trunk Road to be superseded by the new trunk road on the main route shall cease to be a trunk road, and shall be classified as a classified road, as from the date on which the Secretary of State notifies the Bedfordshire County Council (who will become the highway authority responsible for that length) that the new trunk road on the main route is open for traffic.

3.4 The Draft Side Roads Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS SIDE ROADS) ORDER 20 (Deposit Document No. 4)

A draft Order under Sections 12, 14, and 125 of the Highways Act 1980, in relation to the A421 Trunk Road and the new Trunk Roads to be constructed by him at Bedford in the County of Bedfordshire, 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 bypass. 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 Bedfordshire County Council as highway authority as from the date on which he notifies them that it has been completed and is open for traffic.

3.5 The Draft Compulsory Purchase Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS) COMPULSORY PURCHASE ORDER 20 (Deposit Document No. 5)

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 him to purchase compulsory land rights for; The construction of a new trunk road at Great Barford in the District of Bedford in the County of Bedfordshire in pursuance of the A421 Trunk Road (Great Barford Bypass and Slip Roads) Order 20.. . And the construction and improvement of highways and the provision of new means of access to premises at Great Barford in the said District and County in pursuance of the A421 Trunk Road (Great Barford Bypass Side Roads) Order 20.. . In addition land and rights for the purpose of mitigating any adverse effect which the existence or use of the Trunk Road and other highways, which he proposes to improve as aforesaid, will have on the surroundings thereof.

3.6 The Draft Supplementary Side Roads Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS SUPPLEMENTARY SIDE ROADS) ORDER 20.. (Deposit Document No. 6)

A draft Order under Sections 14 and 125 of the Highways Act 1980, in relation to the A421 Trunk Road and the new Trunk Roads to be constructed by him at Bedford in the County of Bedfordshire, which covers minor revisions to private means of access covered in the main order.

3.7 The Draft Supplementary Compulsory Purchase Order

THE A421 TRUNK ROAD (GREAT BARFORD BYPASS) SUPPLEMENTARY COMPULSORY PURCHASE ORDER 20.. (Deposit Document No. 7)

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 covers minor revisions to the main Order.

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.

3.0 publication of draft orders

4.0 the need for the proposals

4.0 THE NEED FOR THE PROPOSALS

4.1 Existing Route and the Need for Improvement

4.1.1 The A421 forms an important part of the corridor between Milton Keynes and Cambridge. The A421 is well used by vehicles of all types, particularly as containerisation has boosted trade links with Belgium, Holland and other European areas.

4.1.2 The need for the proposals arises from the existing traffic flows on the A421, which cause major severance and poor environmental conditions in Great Barford. The A421 through Great Barford carries approximately 20,000 vehicles per day (vpd) and, particularly during peak hours, suffers considerable traffic congestion, which would worsen as a result of natural traffic growth if a bypass is not provided. In the year 2000, traffic on the A421 at Great Barford comprised an average of some 15% heavy goods vehicles (HGV's).

4.1.3 The main axis of the village is perpendicular to the trunk road and extends from Barford Bridge on the River Great Ouse to Green End. Both of these areas are designated as Conservation Areas. The village also extends along the A421 with both residential and commercial development fronting the existing trunk road.

4.1.4 Approximately 76 houses front the existing A421; frontage is especially concentrated in the village of Great Barford. All are subjected to high levels of disturbance and heavy through traffic poses potential danger for pedestrians and cyclists.

4.1.5 Severance problems in Roxton are less acute with only six houses separated from the village by the existing A421. However, the existing high traffic flows on the A421 cause difficulties for vehicles turning into or exiting from the village. Pedestrians crossing the road to or from the cottages and bus stop opposite Park Road also experience problems with these high traffic flows.

4.1.6 In summary the principal environmental issues relating to the existing route corridor are:

4.2 Existing Accident Situation

4.2.1 Along this section of the A421, there were 36 personal injury accidents between the A421/A428 Roundabout and the Black Cat Roundabout during the three year period, 1999-2001.

4.3 Current Policy and Objectives

4.3.1 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. 25). The White Paper set out the new approach to an integrated transport policy and identified a core network in England of nationally important routes.

4.3.2 The Government's policy for Trunk Roads is developed in the document "A New Deal for Trunk Roads in England", also issued by DETR in July 1998 (Deposit Document No. 26). 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.

4.3.3 A clear 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" issued by DETR in July 1998. The new approach presents the key economic, environmental and social impacts of projects 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.

4.3.4 The new approach was developed during the Roads Review and was applied both to this scheme and to others in the Trunk Road Review. This led to the decision in 1998 to include the A421 Great Barford Bypass in the Targeted Programme of Improvements. The scheme was included, as it will enhance the environment and road safety in Great Barford by removing traffic from the village. The appraisal for the scheme covers numerous and diverse subject areas which will be discussed by the supporting witnesses in their separate proofs of evidence.

4.3.5 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. 43). Subsequent to this the Highways Agency published the document "Applying the Multi-Modal New Approach to Appraisal to Highway Schemes, The Bridging Document" (Deposit Document No. 44). The new approach works within the framework of the following objectives.

4.4 Scheme Objectives

The objectives of the A421 Great Barford Bypass are:

4.0 the need for the proposals

5.0 traffic flows

5.0 TRAFFIC FLOWS

5.1.1 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. For the published proposals a scheme specific computer based traffic model has been developed, based on the Bedford Traffic Model which has been developed jointly over a number of years by the Highways Agency and Bedfordshire Count Council. The primary objective of the model is to provide estimates of traffic flows at and between junctions to enable appropriate junctions and carriageways to be designed. Predicted traffic flows are shown in Figure 2 (contained in Appendix A), both with and without the bypass constructed. The predicted traffic forecasts have been made for 2005, the assumed opening year of the scheme, 2020, the design year, which is taken as 15 years after the assumed opening year and an intermediate year 2010 (used for environmental purposes). Traffic model development will be covered further in the Highways Agency's Proof of Evidence on Traffic and Economics.

5.1.2 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 roads in the Renhold area, extensive additional traffic surveys were undertaken during the summer of 2002. 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. The additional surveys demonstrated the adequacy of the traffic modelling work and demonstrated that the level of the likely increase in traffic on the local roads around the Renhold area would be up to around a maximum of 50% of current flows. This level amounting to up to around 400 vehicles per day is not considered to be significant.

5.0 traffic flows

6.0 description of the scheme

6.0 DESCRIPTION OF THE SCHEME

6.1 The bypass would be a 7.7 kilometres (4.8miles) long dual carriageway; it would be constructed primarily within agricultural land. Figure 3 (in Appendix A) shows a plan of the scheme. Approximately 44 hectares of agricultural land would be required for the construction of the scheme and no existing properties or structures would require demolition. It would commence at the eastern end of the Bedford Southern Bypass. The existing roundabout would be removed and the dual carriageway would then continue in a northeasterly direction beneath Water End Road, where a new two level junction would be built. The route would run to the north of Great Barford and Roxton and connect into a new enlarged Black Cat Roundabout on the A1.

6.2 The Junction at Water End Road would link the proposed bypass with the A428 into Bedford to the west, and the existing road to Great Barford to the east. These links would be 7.3m wide single carriageway roads with a 100kph design speed. There would be a link into the junction for the local road to Renhold. The junction would be constructed at approximately ground level with the bypass in a 5.5m deep cutting underneath. A new bridge would carry two 7.3m wide roads over the bypass to connect two roundabouts forming a "dumbbell" layout. The junction would provide for all traffic movements to and from the bypass and separate the local traffic from the long distance traffic on the bypass.

6.3 A livestock underpass, beneath the link road to Bedford, would provide access for stock movements between the various areas of Howbury Hall land and an environmental bund would be constructed to the north of this link road to screen views of the Bypass from the Hall.

6.4 Travelling from west to east the main line of the Bypass continues to rise through the Water End junction in cutting until reaching existing ground level. Some 250m west of Barford Road the route crosses an existing watercourse. An underpass would be constructed to serve as a drainage culvert, a farm access for Brewers Hall Farm and to provide a route for Footpath FP01 to pass under the bypass.

6.5 After crossing the watercourse the main line descends in cutting following the general gradient of the existing ground. Both Barford Road and Birchfield Road are severed by the bypass and would be carried over the bypass on raised embankments of approximately 2.6m height at Barford Road and 3.4m height at Birchfield Road.

6.6 Some 450m to the east of Birchfield Road the bypass crosses another watercourse. At this point an underpass would be constructed to serve as a drainage culvert and to provide a route under the bypass for Footpath 26. From here the bypass rises, following the general gradient of the land, in a cutting approximately 1.3m deep.It then levels out and is carried across a local dip in the existing ground level on an embankment approximately 2.8m high. The route then gently descends into cutting approximately 2.8m deep on the approach to High Barns Bridge.

6.7 High Barns Bridge would carry the access road to High Barns Farm and a diverted bridleway BW6 over the bypass on approach embankments approximately 5.3m above existing ground level. The route of the bypass then runs approximately parallel to the existing A421 some 130m to the north, past Roxton. The vertical alignment of the route continues to fall gently as it is carried towards Rockham ditch. The Bypass is carried over Rockham Ditch and severs the existing Roxton Road.

6.8 Roxton Road would be realigned to reduce the severity of the existing bend north of the proposed Bypass and to avoid the need for skewed approaches to both the proposed overbridge and junction onto the A421. Approach embankments on the realigned Roxton Road would have a maximum height of approximately 8.6m above existing ground level.

6.9 After passing beneath the re-aligned Roxton Road, the Bypass would continue to swing to the east and would connect into an enlarged Black Cat Roundabout on the A1. Over this final section, the Bypass would be on slight embankment.

6.10 Balancing ponds would be provided throughout the scheme to regulate water run off from the proposed bypass discharging directly into the local watercourses. Maintenance accesses for the proposed balancing ponds would be provided either from the proposed Bypass or from the existing highway.

6.11 Landscape planting would be included to replace hedges and trees lost by the construction and to blend the bypass into the landscape.

6.12 Lay-bys in each direction would be included in the scheme.

6.13 The construction of this scheme will result in an overall volume of excavated material to be taken off site of 120-150,00 cubic metres.

6.14 Footpaths and bridleways crossed by the bypass would be diverted to cross bridges and underpasses.

6.15 A safety fence would be provided for the central reserve and at certain locations in the verges such as adjacent to bridge piers.

6.16 As part of the development of the scheme the Highways Agency is working in partnership with the Bedford and River Ivel Internal Drainage Board to address a long standing problem of flooding to the northern end of Great Barford. It is planned that flood defence works, funded by the drainage board, will be built as part of the bypass construction with the aim of reducing any incidence of flooding. Additional land required for this work will be sought by the drainage board using their land acquisition powers. The design for the flood defences will be developed by the consultants employed by the Highways Agency, to develop the bypass scheme, with funding from the drainage board.

6.17 Cost estimates for the published proposals have been prepared. The total estimated cost of the scheme (excluding VAT) at 2000 prices is:

6.0 description of the scheme

7.0 design standards

7.0 DESIGN STANDARDS

7.1 General

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

Volume 2 Highway Structures: Design (Substructures and Special Structures), Materials.
IAN 44/02 Interim Requirements for Road Restraint Systems (Vehicle and Pedestrian) (Deposit Document No. 29)
Volume 5 Assessment and Preparation of Road Schemes
TA46/97 Traffic Flows Ranges for use in the Assessment of New Rural Road Standards (Deposit Document No. 30)
Volume 6 Road Geometry
TD9/93 Highway Link Design (Deposit Document No. 31)
TD22/92 Layout of Grade Separated Junctions (Deposit Document No. 32)
TA48/92 Layout of Grade Separated Junctions (Deposit Document No. 33)
TD16/93 Geometric Design of Roundabouts (Deposit Document No. 34)
TD23/81 Junctions and Accesses: Determination of Size of Roundabouts and Major/ Minor Junctions (Deposit Document No. 35)
TD27/96 Cross Section and Headroom (Deposit Document No. 36)

7.1.2 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. 28). The next stage of design would be to the level of detail design such that contract documents, including drawings to enable construction to take place. Detail design would be carried out to suit the construction programme and procurement method, which is chosen for the scheme.

7.2 Bypass Standards

7.2.1 The carriageway width provision has been determined from TA 46/97 and TD9/93. Traffic flows on the proposed A421 between Water End Junction and Black Cat Roundabout junction are forecast at around 27,000 vehicles per day (AADT) by the design year 2020. For this flow Dual Two Lane All-Purpose Carriageway (D2AP) was selected and it will consist of a dual 7.3m wide carriageway, with 1m wide hardstrips within 3.5m wide verges. The central reserve is generally 4.5m wide including 1.0m wide hardstrips.

7.2.2 The design of the horizontal and vertical alignment of the bypass is in accordance with TD 9/93. The design speed for the main line of the bypass 120kph, this is approximately 70 mph, the national speed limit for rural dual carriageways.

7.3 Water End Junction

7.3.1 At the western end of the scheme a fully grade separated junction with two roundabouts ("dumbbell" layout) would be effective in separating local and through traffic connecting with the existing Bedford Southern Bypass. The form of this junction follows and complies with the recommendations contained in TA48/92 and TD 22/92

7.4 Black Cat Roundabout

7.4.1 The proposed eastern terminal roundabout at Black Cat has been designed to TD16/93. This roundabout is proposed to be slightly larger than the existing roundabout to improve the capacity of the junction. The site of this roundabout is constrained by the location of the existing motel and garage to the north, and the alignment of the existing A1 and A421 trunk roads.

7.5 Drainage

7.5.1 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. Surface water would be controlled by the provision of drains at the top of the cutting slopes and 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.

7.5.2 The proposed scheme would, in accordance with normal highway procedures, incorporate measures to reduce potential contamination from silt, oil and accidental spillage. At the terminal junctions, where the road drainage discharges into watercourses, oil/silt interceptors would be provided so that, in the event of an accident, spillage could be contained. In addition, balancing ponds would be provided at outfalls, where required. The proposed surface water would drain into balancing ponds located throughout the full length of the route, before discharging into watercourses in a controlled manner.

7.5.3 These ponds would control the discharge of the flows to greenfield runoff rates, maintaining the current flow levels within the existing watercourses. They would provide a method for containing run off from the road at times of heavy rainfall and controlling the drainage into the watercourse. Any surge effect of the discharge would be reduced, which would avoid creating new flooding problems downstream.

7.6 Lighting

7.6.1 In accordance with design standards it is not proposed to install lighting on the bypass other than at Water End Junction and Black Cat Roundabout to illuminate the junctions. Lumination will extend on the proposed dual carriageway towards the Roxton Road overbridge. In accordance with current standards lights would be full cut-off lanterns to reduce light pollution.

7.7 Safety Fencing

7.7.1 Safety fencing would be provided in the central reserve of the bypass. Additional safety fencing would be provided in the verge adjacent to bridges and large traffic signs, at embankments over 6m high and adjacent to balancing ponds.

7.8 Signing

7.8.1 Roadside signing would be of the reflectorized type generally mounted in the verge.

7.9 Highway Boundary Fencing

7.9.1 The bypass would be an all purpose trunk road for which there is no duty laid upon the Secretary of State for Transport to provide permanent boundary fencing. Fencing, however, will 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. If no permanent fencing is required, the contractor is required to provide temporary fencing throughout the period of the contract.

7.10 Agricultural Access

7.10.1 In order to maintain the high standard of dual carriageway established for the Bypass, no agricultural accesses would be provided either onto or off the bypass. In addition no openings in the central reserve are included in the proposals either for agricultural access, emergency access or any other use.

7.10.2 The Highways Agency has considered the future needs of agriculture and a number of access routes have been diverted either to use existing tracks or structures, or by the provision of new tracks.

7.10.3 The inclusion of access in the draft orders does not imply any particular form of construction, this being a matter for compensation negotiations at a later stage.

7.11 Lay-bys

7.11.1 Lay-bys would be provided on the bypass in accordance with design standards.

7.12 Cyclists

7.12.1 All cyclists would be able to use the bypass, however no special provision would be made for them except at the slip roads of the Water End Junction, where they would be directed by appropriate road markings.

7.13 Departures from Standards

7.13.1 Where straightforward application of technical standards would result in an uneconomic design, departures from standards can be considered. Such departures require justification and Highways Agency approval. This is undertaken by the Safety, Standards and Research division of the Agency by specialists who act independently from the project delivery team. A departure from standards has been approved in relation to the carriageway alignment on the approach to the Black Cat Roundabout. This departure and the associated mitigation measures are described in the Highways Agency's proof of evidence on Engineering.

7.0 design standards

8.0 environmental impact assessment

8.0 ENVIRONMENTAL IMPACT ASSESSMENT

8.1 Environmental Statement

8.1.1 The Highways Agency has compiled an Environmental Statement (ES) (Deposit Document No. 10) and a Non Technical Summary leaflet (NTS) (Deposit Document No. 11) that was 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 Bypass, this was then further summarised in the NTS leaflet. Supporting Technical Studies were undertaken for the EIA resulting in the production of thirteen volumes of detailed assessments, covering the relevant environmental topics as follows:

8.1.2 All assessments have been carried out on the basis that the main Bypass has already been constructed. Particular effects of a 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 bypass is assumed to be 2005 and a design year, fifteen years later, of 2020. The following paragraphs are a summary of the assessments set out in detail in the reports and for each topic a full analysis is presented in the respective report.

8.2 Air Quality

8.2.1 In the Air Quality Assessment, the localised air quality assessment demonstrates that residential properties in Great Barford, on the fringe of Roxton and along the route of the A421 would benefit from a significant reduction in pollutant concentrations with the proposed Bypass in place. A total of 504 properties would experience improved air quality as a result of the proposed Bypass. Just 2 properties, situated to the north of the Bypass on Water End, would experience a slight increase in pollutant concentrations as a result of the bypass.

8.3 Cultural Heritage

8.3.1 The Cultural Heritage Assessment identified a total of nine areas listed as being of archaeological significance that would be severed by the construction of the bypass. Discussions have been held with the County Archaeologist and appropriate mitigation measures would be agreed with the County Council.

8.4 Disruption Due to Construction

8.4.1 For the majority of the route of the proposed Bypass disruption caused by construction would be minimal, as it is to take place mostly on agricultural land. The exception to this is at the junction areas at either end of the route, where principal existing roads are located. Mitigation, in the form of temporary re-routing of rights of way and traffic management measures, would be provided. For a small number of properties there would be some temporary disturbance due to construction noise, but this would be closely monitored and controlled by restrictions laid down by the Local Authority. Isolated circumstances may require some nighttime working but this would be carefully controlled with contractual working restrictions in order to limit disturbance.

8.5 Ecology and Nature Conservation

8.5.1 No significant residual ecological effects have been identified resulting from the Bypass scheme. The main area having residual environmental effects would be the eastern parkland at Howbury Hall, where approximately 3ha would be lost. Although this is viewed as a slight to moderate adverse effect, a planted landscaped bund would be provided that would, with time, replace some of the habitat lost.

8.6 Landscape Effects

8.6.1 The Landscape Assessment has concluded that impacts for all but the western most end of the proposed Bypass would be small. At the western end, focused on Water End and Howbury Hall extensive woodland planting would compensate for the loss of approximately 3 ha of existing woodland.

8.7 Visual Impacts

8.7.1 The Visual Impacts Assessment has concluded that, with bunding and planting mitigation measures in place and established, there would be no substantial visual impacts for properties within the road corridor, nor for users of local rights of way and open spaces.

8.8 Traffic Noise and Vibration

8.8.1 The Traffic Noise and Vibration Assessment concluded that, with the scheme in place there would be a perceptible decrease in road traffic noise at 145 properties, with 8 residential properties experiencing a perceptible increase in noise level. Thus noise nuisance would decrease at 145 properties and increase at 8 properties.

8.8.2 It is not considered that traffic vibration, with reference to damage to buildings, would be a problem. With the scheme in place the number bothered by traffic vibration would increase at 2 residential properties and decrease at 132 residential properties.

8.9 Pedestrians Cyclists and Community Effects

8.9.1 The Pedestrians, Cyclists and Community Effects Assessment concluded that the bypass would benefit pedestrians, cyclists and equestrians by improving road safety, reducing uncertainty and improving the quality of the environment along the existing road. There are a number of footpaths and bridleways that would be severed by the construction of the bypass. Mitigation for these would be provided by re-routing the severed routes over bridges and underpasses to be built as part of the scheme.

8.10 Vehicle Travellers

8.10.1 The proposed bypass would provide a considerable improvement to the current situation for drivers, with regards both to view from the road and driver stress levels.

8.11 Water Quality and Drainage

8.11.1 The Water Quality and Drainage Assessment concluded that whilst the scheme could have some minor detrimental effects on the water environment during construction, once built, the flow in watercourses could be controlled by the introduction of balancing ponds. The balancing ponds would store the surface water discharged from the bypass such that flow in existing watercourses would not exceed greenfield run off rates prior to construction. As part of the construction works it is hoped to be able to supplement two of the balancing ponds so that it will be possible to relieve a long standing flooding problem affecting parts of the village of Great Barford. The Highways Agency is working in partnership with the River Ivel Internal Drainage Board to develop a scheme for the Board that could be constructed under a cost sharing agreement.

8.12 Geology and Soils

8.12.1 The Geology and Soils Assessment concluded that the bypass would not have significant effects on the underlying geology and soils. The principal impacts of the scheme would be related to the proposed earthworks along the route as a result of the formation of embankments and cuttings. Mitigation measures in the form of planting would be provided. The scheme would generate a relatively large volume of surplus excavated material that would be disposed of off site.

8.13 Policies and Plans

8.13.1 The assessment has indicated that the Bypass proposals would generally accord with the key objectives that underpin relevant national, regional and local policies and plans. The Bypass contributes to the improvement of strategic routes, reduces air and noise related pollution, assists in providing safer routes to school and ensuring adequate landscape design.

8.14 Land Use

8.14.1 The majority of the land throughout the proposed route corridor is MAFF Grade 2 - 3a agricultural land that supports arable crops. There is potential for the scheme to conflict with local planning policies, which generally aim to preserve such land. However these planning policies are balanced by local and central government policies that promote road improvement, particularly 'A New deal for Trunk Roads in England' (Deposit Document No. 26) that makes specific mention of the A421 Great Barford Bypass.

8.0 environmental impact assessment

9.0 objections and representations

9.0 OBJECTIONS AND REPRESENTATIONS

9.1 Objections

9.1.1 Letters were received from a total of 19 statutory objectors and 55 non- statutory objectors. As of 3rd December 2002, the situation regarding these objections was as follows:

5 statutory objectors have withdrawn their objections and discussions will continue with the remaining objectors with a view to gaining their withdrawl prior to 28th January 2003. The concerns of one of the non-statutory objectors have been resolved; all other non-statutory objections remain in place. It is not anticipated that any other non-statutory objectors will withdraw their objections.

The outstanding objections broadly fall into the following categories:

9.2 Representations

9.2.1 Fifty-eight representation letters were received. Following discussions, the concerns of 4 of those making representations have been resolved. It is not anticipated that any others will be resolved.

9.3 Supporters

9.3.1 Five hundred and sixty letters from supporters of the scheme were received.

9.0 objections and representations

10.0 alternative proposals put forward by objectors

10.0 ALTERNATIVE PROPOSALS PUT FORWARD BY OBJECTORS

10.1 The published date by which alternative proposals were to have been received was 28th November 2002 but this timescale was extended by the Inspector to 7th January 2003 at the Pre-Inquiry Meeting held on 3rd December 2002. As at 3rd December 2002, four alternative proposals have been received. These cover both junction location/ provision and alternatives to the main Bypass alignment in the area of Roxton. If successful, all would require the re-publication of a fresh proposal. Details of the alternative layout proposals have been made known to the affected parties who will be given an opportunity to voice their counter objection if they wish.

10.2 The Highways Agency will produce evidence during the Inquiry to describe the advantages and disadvantages of the proposed changes. A broad description of the alternatives follows and their locations are shown in Deposit Document No. 37:

Alternative Ref. Comments
A Alternative to Water End Junction involving provision of a new link road to the Bedford Southern Bypass.
B Alternative to Water End Junction positioned at the site of the existing roundabout at the eastern end of the Bedford Southern Bypass.
C Alternative proposal for the bypass comprising a route to the North of Great Barford, leaving the A421 west of the village and tying back into the A421 east of the village.
D Alternative route for the bypass realigning it further away from Roxton, between High Barns Farm access road and the A1, including a new roundabout on the A1 to the north of the Black Cat Roundabout.

10.0 alternative proposals put forward by objectors

11.0 summary

11.0 SUMMARY

11.1 The Bypass 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.

The impacts of the bypass have been recorded under the following objectives and sub-objectives:

11.2 Against these objectives the impacts of the A421 Great Barford Bypass can be summarized as follows:

11.0 summary

12.0 conclusion

12.0 CONCLUSION

12.1 The scheme proposals for the A421 Great Barford Bypass are consistent with Government policy for transport in general and trunk roads in particular. The construction of the scheme proposals would yield significant benefits for the village of Great Barford and trunk road traffic as detailed on the appraisal summary table in the appendix to this document.


12.0 conclusion

13.0 documents on deposit

13.0 DOCUMENTS ON DEPOSIT

13.1 The following 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, Room 244, Heron House, 49-53 Goldington Road, Bedford. They will be available at the Public Inquiry venue from 28th January 2003. In addition, documents marked

with a * have already been placed on deposit at the addresses given below.

Deposit Document No:

  1. * Statement by the Highways Agency's Representative
  2. (A) Summary of Statement by the Highways Agency's Representative
  3. * The A421 Trunk Road (Great Barford Bypass and Slip Roads) Order 20
  4. * The A421 Trunk Road (Great Barford Bypass Detrunking) Order 20
  5. * The A421 Trunk Road (Great Barford Bypass Side Roads) Order 20
  6. * The A421 Trunk Road (Great Barford Bypass) Compulsory Purchase Order 20
  7. * The A421 Trunk Road (Great Barford Bypass Supplementary Side Roads) Order 20
  8. * The A421 Trunk Road (Great Barford Bypass) Supplementary Compulsory Purchase Order 20
  9. DMRB, Volume 13 - The COBA Manual (Version 11, Release 2)
  10. Getting the Best Roads for our Money - The COBA Method of Appraisal
  11. * Environmental Statement Part1 - Text
  12. * Environmental Statement Non Technical Summary Leaflet
  13. * Environmental Statement Volume 1 - Air Quality
  14. * Environmental Statement Volume 2 - Cultural Heritage (2 Parts)
  15. * Environmental Statement Volume 3 - Disruption Due to Construction
  16. * Environmental Statement Volume 4 - Ecology and Nature Conservation
  17. * Environmental Statement Volume 5 - Landscape Effects (2 Parts)
  18. * Environmental Statement Volume 6 - Visual Impact
  19. * Environmental Statement Volume 7 - Traffic Noise and Vibration
  20. * Environmental Statement Volume 8 - Pedestrians, Cyclists and Community Effects
  21. * Environmental Statement Volume 9 - Vehicle Travellers
  22. * Environmental Statement Volume 10 - Water Quality and Drainage
  23. * Environmental Statement Volume 11 - Geology and Soils
  24. * Environmental Statement Volume 12 - Polices and Plans
  25. * Environmental Statement Volume 13 - Land Use
  26. 1998 White Paper "A New Deal for Transport: Better for Everyone"
  27. 1998 White Paper "A New Deal for Trunk Roads in England"
  28. Public Consultation Brochure
  29. 1/2500 scale Scheme Engineering Drawings
  30. IAN 44/02 Interim Requirements for Road Restraint Systems (Vehicle and Pedestrian)
  31. TA46/97 Traffic Flows Ranges for use in the Assessment of New Rural Road Standards
  32. TD9/93 Highway Link Design
  33. TD22/92 Layout of Grade Separated Junctions
  34. TA48/92 Layout of Grade Separated Junctions
  35. TD16/93 Geometric Design of Roundabouts
  36. TD23/81 Junctions and Accesses: Determination of Size of Roundabouts and Major/ Minor Junctions
  37. TD 27/96 Cross sections and Headroom.
  38. Location of Alternative Proposals
  39. * Highways Agency's Proof of Evidence on Engineering
  40. (A) Highways Agency's Summary Proof of Evidence on Engineering
  41. * Highways Agency's Proof of Evidence on Traffic & Economics
  42. (A) Highways Agency's Summary Proof of Evidence on Traffic & Economics
  43. * Highways Agency's Proof of Evidence on Landscape
  44. (A) Highways Agency's Summary Proof of Evidence on Landscape
  45. * Highways Agency's Proof of Evidence on Noise
  46. (A) Highways Agency's Summary Proof of Evidence on Noise
  47. * Highways Agency's Proof of Evidence on Ecology
  48. (A) Highways Agency's Summary Proof of Evidence on Ecology
  49. Guidance on the Methodology for Multi-Modal Studies (GOMMMS) DETR 2000
  50. Applying the Multi-Modal New Approach to Appraisal to Highway Schemes
  51. DMRB Volume 10 Environmental Design - Volume 1 The Good Roads Guide- New Roads.
  52. DMRB Volume 11 Environmental Assessment, Section 3, Part 5 - Landscape Effects.
  53. Report on the Study Group on Dimensions of Agricultural Bridges and Underpasses (joint publication by MAFF and Department of Transport 1985)
  54. Nature Conservancy Council. Phase One Habitat Survey. 1990. Peterborough: Nature Conservancy Council.
  55. Harris S, Cresswell P, Jefferies D, Surveying Badgers. 1989. Mammal Society Occasional Publication No. 9. London Mammal Society
  56. Bat Conservation Trust 1997, Bats and Trees. A Guide to the Management of Trees. The Bat Conservation Trust, London.
  57. Griffiths R A & Raper S J. 1994, A Review of Current Techniques for Sampling Amphibian Communities. JNCC Report No. 2010. Joint Nature Conservation Committee, Peterborough.
  58. Strachan R, Water Vole Survey Handbook. 1998 Oxford, Wildlife Conservation Research Unit.
  59. Calculation of Road Traffic Noise (CRTN) as published by HMSO, 1988
  60. The Noise Insulation Regulations 1975 as amended 1988.
  61. A421 Great Barford Bypass, Supplementary Noise Monitoring Report.
  62. British Standard 5228: Part 1:1997 Noise and Vibration Control on Construction and Open Sites, Code of Practice for Basic Information and Procedures for Noise and Vibration Control.
  63. DMRB Volume 11 Environmental Assessment, Section 3, Part 7 - Traffic Noise and Vibration.
  64. A421 Great Barford Bypass - Report on Traffic Surveys (RTS)
  65. A421 Great Barford Bypass - Local Model Validation Report (LMVR)
  66. A421 Great Barford Bypass - Forecasting Report (FR)
  67. A421 Great Barford Bypass - Economic Assessment Report (EAR)
  68. The Saturn User Manual (Version 10.2) as published jointly by Institute for Transport Studies at University of Leeds and WS Atkins
  69. DMRB Volume 12a Section 2 - Traffic Appraisal in Urban Areas
  70. Department of Transport National Road Traffic Forecasts 1997.
  71. DTLR February 2002. New TEMPRO 4.2 Guidance Note.
  72. Wildlife and Countryside Act 1981 (as amended)
  73. Protection of Badgers Act 1992
  74. TD69/96 Location and Layout of Lay-bys
  75. DMRB, Volume 7, Section 2, Pavement Design and Construction
  76. TD19/85 Safety Fencing and Barriers
  77. Highways Agency's "Strategic Plan for Safety"
  78. DMRB Volume 11 Environmental Assessment, Section 3, Part 4 - Ecology and Nature Conservation.
  79. Rodwell, J.S. editor (1991, 1992, 1995) British Plant Communities, Volume 1, Woodlands and Scrub. Cambridge: Cambridge University Press. Published on behalf of the Joint Nature Conservation Committee
  80. Conservation (Natural Habitats etc) Regulations 1994, Schedule 2.

13.2 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:

Highways Agency
Operations Division
Room 244
Heron House
49 - 59 Goldington Road
Bedford
MK40 3LL
(Contact: Jacques Azulay Tel: 01234 796208)

Records Management Branch
Department for Transport
Ashdown House
123 Victoria Street
London
SW1 6DE
(Contact: 0207 944 8300)

Bedfordshire County Council
County Hall
Cauldwell Street
Bedford
MK42 9AP
(Contact: 01234 363222)

Bedford Borough Council
Town Hall
St Paul's Square
Bedford
MK40 1SJ
(Contact: 01234 367422)

And at the following locations:

Bedford Central Library
Harpur Street
Bedford
MK40 1PG
(Contact: The Chief Librarian 01234 350931)

Renhold Post Office
Hookhams Lane
Renhold
MK41 0JU
(Contact: Mr R Sage 01234 771484)

Great Barford Post Office
8/10 High Street
Great Barford
Bedfordshire
MK44 3LB
(Contact: The Postmaster 01234 871399)

Roxton Post Office
33 High Street
Roxton
Bedfordshire
MK44 3EA
(Contact: The Postmaster 01234 871500)

13.0 documents on deposit