Highways Agency

• 1. Introduction
• 2. Existing Conditions
• 3. Scheme Proposals
• 4. Engineering Assessment
• 5. Environmental Assessment - 1
• 5. Environmental Assessment - 2
• 5. Environmental Assessment - 3
• 5. Environmental Assessment -4
• 5. Environmental Assessment - 5
• 5. Environmental Assessment - 6
• 5. Environmental Assessment -7
• 5. Environmental Assessment -8
• 5. Environmental Assessment -9
• 5. Environmental Assessment -10
• 5. Environmental Assessment -11
• 5. Environmental Assessment -12
• 5. Environmental Assessment -13
• 5. Environmental Assessment -14
• 5. Environmental Assessment -15
• 5. Environmental Assessment -16
• 5. Environmental Assessment -17
• 5. Environmental Assessment -18
• 5. Environmental Assessment -19
• 6. Traffic and Economic Assessment

2. Existing Conditions

2.1 Existing Highway Network

The A14(T) in the Cambridge to Huntingdon corridor serves several purposes:

• It is a national route connecting the A14 to the west and the A1(M) to the north with the A14 east to the ports of Felixstowe and Harwich and the M11 to the south;
• It is a regional route for traffic to and from the regional and national centre of Cambridge;
• It contributes to the local economy, since it is the only high quality route for local traffic between Huntingdon, St Ives, Cambridge and other settlements along the corridor;
• The A14 Cambridge Northern Bypass acts as a distributor for traffic to the "northern fringe" of Cambridge, including the Science Park, which has international as well as national and regional importance.

The highway network within the study area is illustrated in Figure 2.1 below and shows the extent of the area of interest for the A14 improvement study with the proposed A14 improvements extending between Ellington in the West and Fen Ditton in the east.

Figure 2.1 - A14 Improvement Study Area

The existing A14(T) between Ellington and Fen Ditton is a dual two-lanecarriageway all purpose (D2AP) road with the exception of a small section betweenBar Hill Junction and Girton Interchange which is dual three-lane carriageway(D3AP). All crossings of the existing road are grade separated, passing either overor under the A14 preventing traffic from crossing two carriageways of traffic. Thereare however many locations along the road where direct access can be gainedfrom adjacent properties or land. The majority of these accesses do not have anyform of acceleration or deceleration lane running away from or to the accessrespectively, making entry and exit manoeuvres very dangerous. Lay-bys along theexisting route are substandard in terms of their geometry and location.

Along the existing route there are strategic interchanges within the trunk roadnetwork located at Brampton Hut (with the A1), Hinchingbrooke (with the A14(T))and Girton (M11 Junction 14). Of these, only M11 Junction 14 falls within theproposed improvements scheme.

Junction 14 is the intersection of the M11, A14 and A428 to the northwest ofCambridge. It is a limited movement interchange with no connections to or fromthe A428 west of the junction. Links provide turning movements between the M11and the A14 (east) and connect the A14 (west) to the A1307 Huntingdon Road intoCambridge.

East of Junction 14, there are full-movement, grade-separated junctions with thelocal highway network at Histon and Milton, and west-facing slip roads only areprovided at Fen Ditton.

The condition of the existing A14 pavement has been analysed using the HighwaysAgency Pavement Management System (HAPMS). The data from this systemrevealed that a large proportion of the pavement along the route is in poor oraverage condition and will require replacing in the short-term.

2.2 Traffic

Traffic on the A14 is characterised by high volumes of traffic, much of which isthrough traffic. Base year (2003) traffic flows are shown on Figure 6.7 in AppendixF. Traffic flows along the majority of the section of the A14 within the study areaare high. The recommended maximum flow per day for a dual two-lanecarriageway is 39,000 vehicles in each direction of travel. The observed flow in2003 between Galley Hill and Trinity Foot is 36,000 vehicles per day (92% ofcapacity), with 37,800 vehicles per day (97% of capacity) between Trinity Foot andBar Hill.

Travel speeds vary along different sections of the A14 trunk road during themorning peak. The Cambridge Northern Bypass generally operates well withaverage speeds in the AM peak of between 91 kph and 103 kph eastbound; and 84kph to 100 kph westbound. To the west, average speeds of around 65 kph havebeen observed in the AM peak between Godmanchester and Brampton Hut,whereas the section between Alconbury and Godmanchester generally performswell, although speeds in the AM peak drop to around 70 kph on the southboundapproach to the Godmanchester Junction. However, the section of the A14between Godmanchester and Bar Hill have the lowest observed speeds in themorning peak direction (eastbound) of around 45 kph. Average speeds pick upagain between Bar Hill and Girton to around 100 kph.

A further feature of existing traffic conditions on the A14 is the high percentage ofHeavy Goods Vehicles (HGVs) that use the route, which when combined with hightraffic flows contributes towards very poor travel conditions. At Swavesey, 25% ofvehicles using the road are HGV's, the majority of which are the largest type ofarticulated vehicle with four axles or more. On the Cambridge Northern Bypass theproportion of HGV's falls to 15%. These are very high figures given that thenational average for rural major trunk roads in Britain is 10%.

2.3 Accidents

Accidents are perceived as a significant issue on the A14. Analysis has shown thatthe number of accidents is not significantly different to other similar A roads, butthere is a high incidence of "slight" accidents - often minor shunts, reflecting thecongested traffic situation. This does not detract from some isolated seriousaccidents on the A14 in recent years. It is often the case that incidents on the A14(accident or breakdown) can quickly cause severe traffic jams over a wide area,with few diversion routes (other than on unsuitable local roads), presentingdifficulties for emergency services to quickly reach incident locations.

A summary of the analysis of accident data along this section of the A14 over thepast 5 years is given below:

• In all there were 809 Personal Injury Accidents (PIA's) reported in the 5 year period up to December 2002, of which 86% were slight, 12% serious and 2% fatal;
• On average, 162 accidents occurred on this section annually over the same period. The highest number of PIA's recorded in a single year was 184 (2001);
• Over the five-year period 19 PIA's were classified as fatalities, approximately 2% of the total PIA's. The number of fatalities has shown a steady decline over the 5 year period from 6 in 1998 to 2 in 2002;
• A further 12% of all accidents involved serious injuries.

2.4 Geological and Geotechnical Conditions

2.4.1 Geology

Information on the geology of the study area was obtained from the historicalgeotechnical investigations, 1:50,000 British Geological Survey Maps, (Sheet 187for Huntingdon and Sheet 188 for Cambridge), 1:10,000 digital British GeologicalSurvey Map for Cambridge, and the memoirs that accompany them. The geologyof the study area is shown on drawing number 5021044/DR/GI/001.

A significant proportion of the study area between Ellington and the East CoastMainline Railway (ECML) overlies gravel bearing deposits, generally terracegravels of the River Great Ouse and Ellington Brook. Between Hemingford Abbotsand Conington, the study area is underlain by gravel bearing deposits, generallyTerrace Gravels of the River Great Ouse. The elevated sections of the study areaare expected to have an upper mantle of Glacial Till. The solid geology, whichoutcrops on the flanks of the hills, is Oxford Clay.

The solid geology outcropping in sequence eastwards from Fenstanton to Bar Hillconsists of Oxford Clay, Ampthill Clay, Kimmeridge Clay and Lower Greensand.A significant proportion of the study area between the M11 Junction 14 and FenDitton is covered by gravel bearing deposits, generally Terrace Gravels of the RiverCam. The solid geology east of Bar Hill consists predominately of Gault Clay, withsome Lower Chalk at the extreme eastern end.

2.4.2 Hydrogeology

The general underlying solid geology between Ellington and the A1198 atGodmanchester consists of clay strata where only negligible flow of groundwater isexpected, and is classed as non aquifer.

Aquifers with high yields have been recorded within the Terrace Gravels.Extensive excavations have been undertaken within these deposits and have nowformed several large ponds of open water. The water levels are generally 1 to 2mbelow the general ground level.

A significant number of ponds have been identified, generally located within theTerrace Gravels near the River Great Ouse or other tributaries.

Between the A1198 and Fenstanton the underlying geology consists of TerraceGravels, Glacial Till and Oxford Clay. The Elsworth Rock formation is consideredas a minor aquifer with soils of intermediate permeability.

Additionally the Lolworth Spring occurs to the west of Bar Hill where the AmpthillClay outcrops below the Kimmeridge Clay.

The main recorded aquifers east of Bar Hill are the Lower Chalk and the LowerGreensand. The relatively impermeable Gault Clay separates the LowerGreensand and Lower Chalk horizons. This horizon of clay is confininggroundwater within the Lower Greensand aquifer and as a result the groundwaterwithin the aquifer may be under artesian conditions.

This aquifer is classified as the second most important aquifer in the regionbetween Maidenhead and Cambridge. The Lower Greensand outcrops near BarHill where springs have been recorded flowing from the base of the formation.Groundwater levels are within approximately 2m of the ground surface in the RiverTerrace Deposits, and vary between 1m and 6m below ground level in the LowerChalk outcrops.

2.4.3 Existing Earthworks

The existing A14 at Ellington is generally constructed on embankment and crossesseveral culverts, which flow north towards the Ellington Brook. Continuing east fromEllington the A14 mainly follows the existing ground level until reaching Huntingdonand later Godmanchester which it passes through on embankment.

As it begins to pass through Huntingdon the A14 crosses over the East CoastMainline (ECML) railway, which has encountered slope stability problems in thepast. The side slopes of the railway embankments and cuttings are approximately 1in 2. Stability of these slopes has been improved by locally battering back theslopes to a 1 in 3 gradient, the construction of gabion and pile reinforcement, andinstallation of slope drainage measures.

The existing A14 east of Godmanchester to the M11 Junction 14 is generally atgrade but has occasional sections formed on low embankments, with severalculvert crossings.

From the M11 Junction 14, the CNB passes through the Girton cutting. The slopesof which are approximately 7.5 metres high. East of the cutting the CNB has beenformed on embankment until it reaches the River Cam crossing. The stability ofthis embankment has been recorded as being marginal since the construction inthe late 1970's. Previous investigations indicated the marginal stability was due toover-steepening of the embankment slopes (up to 1:2) and not determiningappropriate design parameters for Gault Clay. These investigations generallyrecommended reinforced earth slopes as a remedial measure to improve thestability of the embankment. Up to 100 slope failures have been recorded on theCNB to date.

2.4.4 Contaminated Land

There are several filled gravel pits within the study as well as a number of landfillsites, both historical and currently operational. The landfill sites that affect theproposed route options include Buckden (North and South sites), Fenstanton,Conington and Milton. In addition to the landfill sites there is a potential forcontaminated land to be present, particularly in areas associated with commercialand industrial activities.

LANDFILL SITES

The following section briefly describes the four main landfills, which lie within closeproximity of the proposed road scheme.

BUCKDEN LANDFILL

The landfill site at Buckden lies between the villages of Brampton and Buckden.The landfill site itself is split into two sites: the original "south" site, which is nowclosed and restored, and the currently operational "north" site. Buckden Southlandfill is known to have operated between the 1930's and 1994. The landfill wasnoted as having received a wide variety of wastes including domestic refuse,animal carcasses, contaminated materials, Special Wastes including asbestosproducts, and certain clinical wastes. Liquids are also thought to be present withinthe landfill including non-specific liquids, sludges and on-site leachate. Landfill gasand leachate collection and treatment systems are still in operation on site.

Buckden North landfill is currently operational and contains a variety of differentwastes including approximately 75% household and commercial wastes, 15% solidindustrial wastes, 8% inert/construction materials and 2% others, which includeleachate, liquids and low level clinical (hospital) wastes. Wastes were initiallyreceived at the Buckden North site in 1989, and landfilling continues on the site tothe present day.

An area of unlicensed historic landfill is also believed to be present to the west ofthe Buckden North landfill site. This tip is thought to contain demolition materialsand although the tip is unlikely to be engineered, the nature of its contents wouldsuggest that impact to the surrounding environment will be minimal.

CONINGTON

The closed landfill at Conington lies just to the south of the existing A14. Thislandfill is reported to contain 60,000 tonnes of blue asbestos contaminated soil,domestic waste and inert (concrete wastes) materials. The actual extent of theConington Landfill is unknown at this time and there is no specific data as to whenthe filling and capping of the site was completed. The landfill forms a mound,which is topographically higher than surrounding ground level, including theexisting A14. Passive gas venting is still present on the site, approximately 20-25msouth of the A14. The Environment Agency indicates that no active controlmeasures are in place for either leachate or landfill gas.

MILTON

Milton landfill lies to the north east of the Milton Junction between the CambridgeNorthern Bypass and A10(T). The landfill was initially created by the excavation ofthe Gault Formation, which was first noted on Ordnance Survey maps in 1992.The site is currently operational with new wastes being landfilled at the far northeasternportion of the landfill, which is a significant distance away from the existingCNB. Although the proposed route of the CNB does not impact upon Milton landfill,the existing slip road from the A14 to the A10 junction represents the southernboundary of the landfill and therefore older wastes are likely to be present adjacentto the slip road.

The licence for this landfill site indicates that it is capable of accepting civil amenitywastes such as inert wastes, household waste, difficult and certain clinical wastes.In addition the landfill also accepts small amounts of special wastes, asbestos andcertain radioactive substances. Recent estimates indicate that the landfill sitetypically receives up to 250,000 tonnes per year.

In addition to Milton Landfill, a series of pits were excavated to the west of thelandfill site and to the north of the existing Cambridge Northern Bypass, between1927 and 1952. It is unclear as to the original purpose of these pits as they areshown to lie on the Gault formation by the geological maps. The pits lay just to thenorth of the sewage works that was described as a sewage farm and they mayhave had some connection with the sewage farm operations.

A portion of the pits was noted to have been backfilled between 1952 and 1974,just to the north of the existing Cambridge Northern Bypass. However, noinformation is available as to the materials that have been used in the backfill.

2.4.5 Potential Contaminated Sites

In the vicinity of Brampton village, to the north of the existing Buckden North landfillsite a former petrol station is present. In addition a historic scrap yard is known tohave been present just to the south of the Buckden South landfill, while an existingfuel distribution depot is also noted to be present in this area.

In the area around Fenstanton and Fen Drayton a number of existing and formerpetrol stations are present. In addition vehicle repair garages, a coach depot, ahaulage distribution centre, a sewage treatment works and several manufacturingindustries all lie within close proximity to either the existing A14 or the proposedroute alignments.

From Bar Hill to Fen Ditton the main potential areas of likely contamination relate tohistoric contamination associated with a former railway yard and a sewagetreatment works, which is still operational at present. Both of these features areknown to have historically extended beneath the existing A14 and therefore maypotentially impact future road construction. The remaining areas of contaminationconcern are related to industrial processes that are present on industrial estates inthe vicinity of the Bar Hill and Milton junctions.

2.5 Existing Structures

There are eighty-one existing structures within the improvement scheme area.They may be classified into six groups, as shown in Table 2.1.

Table 2.1 - Existing Structures

Type of Structure	Number
Overbridges	27
Underbridges	20
Underpasses or Subways	4
Culverts	19
Sign Gantries	6
Retaining Walls	5

The location of each structure is shown on drawing number 5021044/DR/BR/001.

The bridges within the improvement scheme area were generally designed andconstructed in the 1970s and 1980s. Repairs, strengthening and modifications willbe required to some existing structures and will be incorporated into the schemewhere appropriate. Several structures have not been assessed to currentassessment standards and will need to be so assessed before the extent of anystrengthening can be finalised.

It has been assumed that the improvement scheme will be used as an opportunityto replace elements that are likely to reach the end of their design lives within tenyears of projected opening. Such elements include bridge deck waterproofing onunderbridges, bearings and parapets.

2.6 Public Utilities

Available drawings of Statutory Undertakers' (SU) apparatus indicate that thefollowing SU companies have plant located within the study area:

• British Telecom
• British Gas - Transco
• National Grid
• Gas Transporter Company
• Eastern Electricity - EDF Energy
• Serco Gulf (Agents for the Government Oil pipeline)
• Mercury Communications - Now NTL and Cable & Wireless
• Anglian Water
• Cambridge Water

2.7 Environmental Aspects

The proposals for improvement of the A14 between Ellington and Fen Ditton willpotentially affect a large study area, impacting on environmental topics such as:

• Traffic noise and vibration;
• Air quality and greenhouse gases;
• Lands use and agriculture;
• Landscape and townscape;
• Ecology and nature conservation;
• Cultural heritage;
• Water quality;
• Water quality and drainage;
• Pedestrians, cyclists, equestrians and community effects; and
• Planning policies

The geology of the area has been described previously.

The main environmental features and designations within the study area are shownon the Environmental Constraints drawings, numbers 5021044/DR/EN/ 01 to 03.

The following summarises the existing environmental conditions, fuller descriptionsare included in Chapter 5 of this report.

2.7.1 Traffic Noise and Vibration

The study area for the traffic noise assessment has been split into level of detail:

• A fully modelled area close to affected road corridors; and
• An indicative area covering roads where there may be significant changes in traffic flow

Noise levels in the study area have been predicted using noise modelling software.To provide information on the existing noise levels in rural areas where it was notreasonably possible to carry out noise calculations, a preliminary noise survey wasundertaken. The measurements concentrated on areas where existing levels arelow or where local roads may have some effects.

The findings of the noise survey have been taken into account when assessing theexisting conditions. Areas adjacent to the existing A14 that are exposed tosignificant levels of noise from the present A14 are described asbelow, all noiselevels are in terms of L_A10 (18 hour).

From the western end the area is open countryside with isolated dwellings situatedat some distance from the A14 and A1, levels were measured above 50dB exceptat Brampton Wood. Calculations confirm that most of the area of this woodland isbelow 50dB. Calculations of noise levels indicate that levels of 60dB or maoreaffect all areas within approximately 250m to 300m of the A14 and A1M but nearthe junction the combination of the two sources extends noise over a wider area.Levels of 55dB or more may extend as far as 600m and in some places, greaterdistance near the junction.

Housing areas on the western side of Brampton have noise levels in the low 60sdB at the nearest houses and 55dB or more up to 500m. Between the A1 nearBrampton and the A141 near Stukeley Junctions the existing A14 affects houses onthe north side of Brampton with most above 55dB at up to 500m distance. AtHitchingbrooke Coutry Park, which is partly on ground rising from the road, noiselevels of 55dB or more are found within 700m each side of the A14 with additionalnoise from the B1514 thus affecting most of the park and the racecourse.

Continuing westwards, on the northern side of the A14 there are extensive housingareas of Stukeley and the southern side of Huntingdon. Noise levels are 60dB ormore within 200m of the A14 and 55dB or more within approximately 400m. Partsof Hinchingbrooke Hospital, which is on ground rising from the road, are exposed tolevels above 55dB. Within areas to the east of the B1514, those to the north of theB1044 and west of the A1198, there are further areas of housing close to the A14.Noise levels are 60dB or more within 150 to 200m of the A14 and 55dB or morewithin 300 to 600m and further where there are additional contributions of noisefrom other roads.

To the west the A14 traverses a more open area to the south of Hemingford Abbotsand Hemingford Grey. There are isolated houses on both sides with housingdevelopments on the southern side of Hemingford Abbots and Hemingford Greysomewhat further back. Noise levels are 60dB or more within 250m of the A14 and55dB or more within approximately 500m. The more distant effects of traffic noisewith levels of 50dB or more affects the southern side of Hemingford.

The noise environment to the east of Galley Hill is similar in that it traverses openareas to the south and east. There are a few isolated houses on both sides withsubstantial developments at Fenstanton. Noise levels are 60dB or more within 250to 300m of the A14 and 55dB or more within 500 to 600m but less within thehousing at Fenstanton on account of the existing environmental barriers. FenDrayton is affected by distant A14 noise with levels of approximately 50dB on thesouthern fringes.

Between the Bar Hill and the M11 Interchange at Girton noise levels are 60dB ormore within 300m of the A14 and 55dB or more within 500 to 600m but less withinthe housing area of Bar Hill.

Lolworth is affected by levels in the low 50s dB and some of the northern fringes ofBoxworth may be above 50dB due to the local road even where they areunaffected by local traffic. However, at Conington houses away from the local trafficexperience noise levels of less than 50dB.

At the eastern end of the scheme the area adjacent to the existing CambridgeNorthern Bypass is characterised by the open area near the M11 and villages andhouses adjacent to the bypass. Noise levels are60dB or more within 300m of theA14 and 55dB or more within 600m. However at Girton, where the road is incutting, houses up to 180m are affected by levels of 60dB or more with thoseclosest in the 65 to 70dB range. Similar levels affect the nearest houses aroundHiston Junction.

2.7.2 Air Quality and Greenhouse Gases

At the roadside of the A14, current measurements show that there have beenexceedances of both the annual and 1-hour mean nitrogen dioxide objectives, andthe 24-hour mean PM₁₀ objective. However, as the closest properties to the A14are located at a greater distance from the road than the monitors, thenconcentrations at properties, where people are exposed, are likely to be lower.

Currently, air quality objectives are expected to be achieved at properties in thearea, and no air quality management areas within the A14 corridor have beendeclared to date. Further investigation is taking place near Bar Hill, Girton, Histonand Impington by South Cambridgeshire District Council.

Initial results from the nitrogen dioxide diffusion tube monitoring survey carried outby Atkins, suggest that concentrations are expected to meet the annual mean AQSobjective at all locations, except those within 10m from the roadside.

2.7.3 Land Use and Agriculture

The majority of the study area, particularly the western half, comprises of Grade 2and 3a agricultural land. The study area extends from the east of Cambridge to thewest of Huntingdon. A number of smaller settlements line the route corridor.

There are a number of significant developments located within the route corridorincluding landfill site (described previously), Beaconsfield equestrian centre, golfcourses at Brampton and Hemingford Abbott, Cambridge Services at Swavesey, ashopping centre at Bar Hill, Cambridge Crematorium and Cambridge Science Parksouth of the A14 at Milton. There are a wide range of privately owned agriculturalenterprises located throughout the study area.

There are a number of on-going planning applications and development proposalswithin the study area. These are listed in the Environmental Assessment Report. Ofthese the two major developments are:

• The substantial area of land zoned for a new settlement of up to 10,000 houses at Longstanton/ Oakington which will generate significant traffic on the A14;
• Land in Cambridge zoned for mixed-use development, known locally as Arbury Camp, located south of the A14 and north of Kings Hedges.

2.7.4 Landscape and Townscape

The character of the existing A14 varies significantly along its length includingsections through built areas such as Huntingdon then sections through anagricultural landscape before following around the northern edge of Cambridge.

At the western end the A14 approaches Godmanchester on flyover from the eastwith extensive views from the road, the high bay warehouses at Cardinal Parkdistribution park to south and landfill site and allotments to north are clearly visible.Roadside vegetation / environmental barriers then enclose the views, allowingglimpses (attractive) from the road to flood meadows, parts of the historic towns,church spires, old buildings. Impressive water tower adjacent to A14 on south sideforms landmark view. Views particularly open out where the A14 is on flyover orviaduct over the river Ouse and east coast main railway.

As the A14 leaves Huntingdon on the western fringes views north are eitherenclosed by vegetation or to housing/ commercial areas and to the south opengreen space.

This area includes the low lying character area of the river Ouse to the north andthe undulating topography of the Western Claylands to the south. The existing A14passes through the southern fringes of Fenstanton which reduces the roads impacton the wider rural landscape. At the eastern edge of the town, housing estates arevisible to the north with the south being more open with remnant orchards stillevident close to the road, views are then restricted by close boarded environmentalbarriers and dense vegetation. There is significant visual clutter with road signs,service station and bus garage, Dairy Crest factory and poultry sheds. Severaloverbridges along this section.

To the west of Fenstanton views open out and Hemingford Abbot and HemingfordGrey can be seen to the north, whilst mature Willows on the south side enclose theviews and denote the large water bodies of the disused gravel workings at GalleyHill.

2.7.5 Occasional Road Side Properties

ECOLOGY AND NATURE CONSERVATION

The A14 study area chiefly falls within English Nature's 'West Anglian Plain NaturalArea'. Some key characteristics of the area are:

• Flat or gently rolling land with managed hawthorn hedges and occasional ancient woods, separated by extensive tracts of intensively managed arable land;
• The plain is drained by the large, slow-flowing River Ouse and River Nene and a multitude of smaller watercourses including small drains. In many of the valleys of these major watercourses lowland meadows occur on the seasonally flooded alluvium; and
• The West Anglian Plain also has extensive series of old flooded gravel pits, clay pits and reservoirs, many of which have swamp vegetation or reedbeds along their margins. Restored gravel working lakes occur adjacent to the Great Ouse.

The Environmental Constraints drawings, summarise information on statutory andnon-statutory designated sites and records of legally protected species.

The most important woodland in the area is Brampton Wood SSSI. At 132 ha,Brampton Wood is one of the largest remaining blocks of ancient woodland inCambridgeshire. There are a number other SSSI's in the study area includingBrampton Meadow SSSI and Portholme Meadow cSAC (Candidate Special Area ofConservation)/ SSSI, a flood meadow relict from the old drainage system. To thewest of Hemingford Grey Village, on the south side of the existing A14 is theHemingford Grey Meadow SSSI, a species-rich meadow of the calcareous claypasture type, a type restricted nationally to the south of the country and decliningdue to the changes in traditional management practices.

In addition the study area has extensive areas designated as County Wildlife Sites,including a neutral grassland site, Buckden Pits SSSI, a series of flooded gravelpits adjacent to the Ouse and the River Great Ouse, the citation for whichcomments "in Huntingdonshire the flood plain is often wide and contains extensiveareas of semi-natural riparian habitat. The flood plain has been heavily exploited foraggregate extraction and the majority of the gravel pit complexes are now CountyWildlife Sites in their own right." At the eastern end of the study area the A14,Cambridge Northern Bypass crosses the River Cam, also designated as a CountyWildlife Site.

Surveys have been undertaken for species afforded protection through legislation,these include badgers, bats, common otter, hazel dormouse, amphibians andreptiles, water vole, wild birds and white-clawed crayfish. An extended Phase 1Habitat Survey has also been undertaken. The study areas for these surveysextend approximately 500m either side of the route options, including the on-linesections of the A14, the exception being for breeding birds where survey effort wasfocused within a 500m corridor of the off-line section.

CULTURAL HERITAGE

The A14 is broadly based on the line of a Roman Road connecting Cambridge withGodmanchester and known as the Via Devana. Important military bases werelocated at Cambridge and Godmanchester and later civilivan settlements weredeveloped. The nature of buried archaeological remains located in proximity to theA14 is likely to be in the form of small scale Iron Age and Romano-Britishsettlements or individual rural farmsteads. Remains have been recovered along theroute of the A14 dating from the Palaeolithic period through to the Post Medievalperiod. A number of villages now lie in proximity to the A14 and many of theseretain their medieval and post medieval nature, recognised in the many ListedBuildings or Conservation Area designations within the villages such as at Ellingtonand Fenstanton. Equally some milestones are Listed along the course of the A14dating to the 18th and 19th centuries.

PEDESTRIANS, CYCLISTS, EQUESTRIANS AND COMMUNITY EFFECTS

Access to the countryside via Public Rights of Way (PROW) provide importantrecreational interests for local residents. PROW are made up of footpaths,bridleways and byways. These are illustrated on the Environmental Constraintsdrawings.