Highways Agency

• 1. introduction
• 2. scheme proposals
• 3. engineering assessment
• 4. environmental assessment
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 4. environmental assessment (continued)
• 5. traffic and economic assessment

4. environmental assessment (continued)

4. Environmental Assessment (continued)

4.11 Policies and Plans

4.11.1 Introduction

This chapter assesses the Alternative Proposal option in terms of transport and planning policies at a national, regional and local level and the extent to which it conflicts or complies with such policies.

This addendum (Part II) uses information on policies and plans obtained in Spring 2004.

The route option lies within the county of Cambridgeshire and is subject to the Cambridgeshire & Peterborough Structure Plan 2003. The local planning framework is provided by the Huntingdonshire Local Plan 1995, as updated by the Huntingdonshire Local Plan Alteration (adopted 2002).

The Planning and Compulsory Purchase Act 2004 changes the nature of plans that will be produced in the future. Under the new system the development plan will now comprise: a Regional Spatial Strategy (a new form of regional planning guidance), and a number of Development Plan Documents (comprising a Local Development Framework) prepared by local authorities. The former comprises the East of England Plan in this instance; the timetable remains to be published by Huntingdonshire District Council with respect to preparing the latter.

4.11.2 Method of Assessment

The Stage 2 assessment identifies policies in broad terms which could conflict with the development of the route option.

The policy assessment was carried out in accordance with the Guidance on the Methodology for Multi-Modal Studies (GOMMMS); Design Manual for Roads and Bridges (DMRB) Volume 11: Environmental Assessment; and 'Applying the Multi-Modal New Approach to Appraisal of Highway Schemes' which provides a link between the DMRB and the GOMMMS approach to appraising road schemes.

4.11.3 Existing Conditions

Consideration has been given to the following strategic policy documents. These documents are considered to be the most relevant sources in assessing the impact of the scheme on land-use policy objectives.

• PPS1: Delivering Sustainable Development [This supersedes PPG1: General Policies and Principles (1997)]
• PPS7: Sustainable Development in Rural Areas (2004) [This supersedes PPG7: The Countryside: Environmental Quality and Economic and Social Development (1997)]
• PPG9: Nature Conservation (2001); has this been updated to 2003;
• PPG13: Transport (2001);
• PPG15: Planning and the Historic Environment (1994);
• PPG16: Archaeology and Planning (1990);
• PPG25: Development and Flood Risk (2001);
• A New Deal for Transport: Better for Everyone (1998);
• Regional Planning Guidance for East Anglia (RPG6, 2000);
• Draft Regional Planning Guidance for the East of England (RPG14, 2004);
• Draft East of England Plan;
• Cambridgeshire and Peterborough Structure Plan (2003);
• Cambridgeshire Local Transport Plan 2004-2011;
• Cambridgeshire Aggregates (Minerals) Local Plan (1991);
• Cambridgeshire & Peterborough Waste Local Plan Revised Deposit Proposed Modifications (2003); Huntingdonshire Local Plan (1995);
• Huntingdonshire Local Plan Alteration (December 2002);
• Huntingdonshire Landscape and Townscape Assessment - Supplementary Planning Guidance (2003); Cambridgeshire Landscape Guidelines (1991);

NATIONAL PLANNING POLICIES

Planning Policy Guidance notes (PPGs) and Planning Policy Statements (PPSs) set out the guiding principles for a range of planning issues. The relevant national planning objectives which apply to the route option can be summarised as follows:

• Planning should facilitate and promote sustainable and inclusive patterns of urban and rural development (PPS1);
• Planning policies should seek to protect and enhance the quality, character and amenity value of the countryside and urban areas as a whole (PPS1);
• Planning policies should promote high quality inclusive design in the layout of new developments in terms of function and impact (PPS1);
• Accessibility should be a key consideration in all development decisions (PPS7);
• All development in rural areas should be well designed and inclusive, in keeping and scale with its location, and sensitive to the character of the countryside and local distinctiveness (PPS7);
• There is a need to balance adequate provision for development and economic growth whilst ensuring effective conservation of wildlife and natural features. With careful planning and control, conservation and development can be compatible. Proximity to a designated area, such as a SSSI, does not always mean that development proposals will be refused. They could be approved if planning conditions can effectively limit any impact on habitats or important physical features (PPG9);
• PPG9 recognises the importance of local nature conservation and recognises that wildlife heritage is not confined to designated sites;
• PPG 12 provides a comprehensive statement of Government policy in relation to the development plan process. It states that development plans should include specific policies and proposals on the overall development of the transport network and related services, such as roads (para. 5.16);
• There is a need to integrate planning and transport at the national, regional and local level to promote more sustainable transport choices, to promote accessibility, and to reduce the need to travel, especially by private car (para. 4, PPG13);
• PPG 13 states that great care must be taken to minimise the impact on both the natural and built environment of any new transport infrastructure projects, or improvements to existing infrastructure. This includes the potential impacts caused during construction;
• Local highway and planning authorities should integrate into their policies measures to avoid and minimise the impacts of new transport infrastructure developments on the various elements of the historic environment and their settings (PPG15);
• New roads should, wherever possible, be kept away from listed buildings, conservation areas and other sites of architectural importance. However, in each case, a suitable balance should be struck between conservation, other environmental concerns, economics, safety and engineering feasibility (PPG15);
• There should always be a presumption in favour of preserving in situ, nationally important archaeological remains, whether scheduled or not, and their settings. Archaeological excavations for the purposes of preservation by record may be an acceptable alternative (PPG16);
• PPG25 seeks to ensure that flood risk is properly taken into account in the planning of developments to reduce the risk of flooding and the damage which floods cause. Consideration should be given to "the specific risk of flooding to the development being proposed over its current expected lifetime and its possible effects on flood risks elsewhere in terms of its effects on flood flow, flood storage capacity and the run-off implications".

OTHER GOVERNMENT POLICIES

A New Deal for Transport: Better for Everyone July 1998

The Government's White Paper on the future of transport, 'A New Deal for Transport: Better for Everyone' was published in July 1998 and highlights the need for an integrated approach to transport policy. The criteria which are fundamental to achieving a more strategic approach to transport planning are detailed as follows:

• Integration - ensuring that decisions are taken in the context of a coherent, integrated transport policy covering all modes;
• Accessibility - making it easy to reach the places we wish to get to;
• Safety - making travel safer;
• Economy - obtaining good value for money and supporting sustainable economic activity in appropriate locations; and
• Environment - considering both the positive and negative effects on the built environment, at a global, regional and local scale.

Regional Planning Guidance for East Anglia RPG6 2000

The primary purpose of RPG6 is to establish a regional framework for development plans in East Anglia, up to 2016. RPG6 aims to guide development within a sustainable framework, ensure economic opportunities are maintained and improved, social and economic equity are increased, the environment is protected and enhanced while the distinctiveness of each locality is maintained.

RPG6 aims to:

1. Maximise energy efficiency and minimise harmful emissions and waste;
2. Minimise the need to travel and promote sustainable transport modes;
3. Maintain and enhance the region's economy and competitiveness;
4. Increase employment and promote a closer relationship between homes and jobs.

Chapter 5 details a range of sustainable development strategies for the largest urban areas located within the East Anglia region. Cambridge is highlighted as an urban area which will act as a primary location for growth. Policies 21 to 25 detail the vision and planning framework for the Cambridge sub-region. These refer to the location of housing and new development; employment generating development; Green Belt review and new settlements.

Paragraph 6.6 refers to sustainable transport policies which should 'contribute to the management of traffic growth and travel demands, whilst widening choice and accessibility for all'. It further states that improvements to road capacity will only be supported when other options have been fully appraised, and the quantified benefits outweigh any environmental or other dis-benefits.

Paragraph 6.29 outlines the improvements for trunk roads within the East Anglian region. The dualling of the A11 to Norwich; improvements of the A47 between Norwich and Great Yarmouth; improvements to the A14; and improvements to the A47 between the A1 and Norwich have all been identified. The paragraph further states that it will be the responsibility of local authorities to consider, through their local transport plans, what localised improvements may be required.

Paragraph 6.33 refers to Multi-Modal Studies. It highlights the Tranche 1, Cambridge to Huntingdon study which will consider solutions to ease congestion and improve safety in the corridor around the A14, which is subject to substantial development pressure.

Draft Regional Planning Guidance for the East of England RPG14 2004

The Draft Regional Planning Guidance for the East of England aims to guide development in the region over the next 20 years. The East of England region includes Bedfordshire, Luton, Cambridgeshire, Peterborough, Hertfordshire, Essex, Southend-on-Sea, Thurrock, Norfolk and Suffolk. The Spatial Planning Vision aims to 'sustain and improve the quality of life for all people who live in, work in or visit the region, by developing a more sustainable, prosperous and outward-looking region whilst respecting its diversity and enhancing its assets'. Amongst its objectives, RPG14 aims to ensure that infrastructure programmes will meet current deficiencies, development requirements and deliver more integrated patterns of land use, movement, activity and development, including employment and housing.

Chapter 5 details Sub-Regional policies. With reference to transport, the vision for the Cambridge Sub-Region aims to deliver integrated transport systems, which are closely linked to the development patterns in the area and which include high-quality public transport which will support more sustainable travel patterns. Policy CSR5 refers to infrastructure provision and states that a comprehensive approach will be adopted to secure infrastructure, which will be needed to support the development strategy for the Cambridge Sub-Region. Supporting text for this policy refers to a programme of transport infrastructure improvements that will be required to deliver the strategy and which are also detailed in the Cambridgeshire and Peterborough Structure Plan. The Strategy states that these improvements will be 'saved' when the RPG14 is approved.

Table 3 'Proposal List' details a range of transport schemes. The A14 Cambridge to Huntingdon is referred to as a committed project.

Draft East of England Plan (December 2004)

This document sets out the East of England Plan, a draft spatial strategy to guide development in the East of England for at least the next 20 years. Chapter 3 contains a number of objectives including:

• Improve social inclusion and access to employment and services and leisure and tourist facilities among those who are disadvantaged;
• Deliver more integrated patterns of land use, movement, activity and development;
• Protect and enhance the built and historic environment and encourage good quality design;
• Protect and enhance the natural environment, including its biodiversity and landscape character;
• Minimise the environmental impact of travel, by reducing the need to travel, encouraging the use of more environmentally friendly modes of transport, and widening choice of modes;
• Ensure that infrastructure programmes meet current deficiencies and development requirements.

The regional transport strategy (chapter 8) contains a number of objectives, including:

• Enable infrastructure programmes and transport service provision to support both existing development and that proposed in the spatial strategy;
• Reduce the need to travel;
• Minimise the environmental impact of transport provision and travel;
• Improve safety and security.

Policy T11 - environment and safety - states that the development and design of transport infrastructure, and policy will seek to protect and enhance the natural, built and historic environment, minimise environmental impact and improve safety and security by reducing sources of danger.

The Plan makes reference to the A14 Ellington to Fen Ditton improvement scheme.

LOCAL PLANNING POLICIES

Cambridgeshire and Peterborough Structure Plan 2003

The Cambridgeshire and Peterborough Structure Plan 2003 seeks to encourage sustained economic growth, deliver infrastructure which meets the needs of the economy, minimise the need to travel through reducing reliance on the car, make better use of brownfield sites and ensure the environment is adequately protected from development. Furthermore, it aims to secure greater sustainability through integrating environmental, social and economic objectives whilst providing for development requirements.

Policy 1/1 details land which has been zoned for new development within Cambridge, including the provision of a small town at Longstanton/Oakington.

Chapter 7 refers to environmental and heritage resources. Policy 7/2 refers to Biodiversity. It states that all development will seek to conserve and enhance the biodiversity areas which they affect; landscape features will be retained, managed and enhanced and, where damage is unavoidable, agreements will be sought to re-create features on or off-site.

Policy 7/4 states that development should sensitively relate to the local environment and should contribute to distinct landscape character areas.

Figure 7.2 details the landscape character areas. Land located within the vicinity of Huntingdonshire and St Ives is highlighted as 'River Valleys'. The area of land between Cambridge and Huntingdon is indicated as 'Claylands'.

Policy 7/4 states that development must 'relate sensitively to the local environment and contribute to the sense of place, identity and diversity of the distinct character areas'. Supporting text to the policy states that 'proposals for prominent structures will only be permitted if they are essential in the countryside and if the location, siting and design minimise adverse impact on the environment'. It further states that local authorities will be expected to undertake landscape character assessments and include appropriate landscape policies.

Policy 7/5 states that planning authorities will draw up strategies for urban fringe areas which will assist in enhancing their character, conservation value and improve public access to the countryside.

Policy 7/9 refers to minerals supply, stating that overall mineral supply met from secondary and recycled aggregates will be increased. An appropriate landbank of permitted aggregate reserves should be maintained to meet local, regional and national needs. Figure 7.1 outlines target areas for habitat creation. The route options run through land designated for 'Wet Grassland and Hay Meadows' and an area designated for 'Woodland and Hedgerows', both of which are located to the southwest of Huntingdon.

Chapter 8 of the structure plan details transport policies. These policies refer to vehicular transport, rail services, sustainable transport and the promotion of Area Transport Plans.

Policy 8/3 states that Area Transport Plans will be developed for Cambridge, Peterborough, Market Towns and surrounding areas. Policy 8/4 states that local authorities will introduce measures to manage demand for car travel. These measures will include reallocation of road-space to be used by public transport, pedestrians and cyclists. Policy 8/9 refers to Public Rights of Way which will be protected from development. New and existing public rights of way will be integrated into new development and existing definitive map routes will be protected from development. Reference is also given to providing links to key activities in town and village centres, educational establishments, public open spaces and to Countryside Enhancement Areas.

Policy 8/10 details Transport Investment Priorities relating specifically to Rapid Transit, Multi Modal Studies, Bus/Rail, Cycling/Walking, Park and Ride Interchanges and improvements to Trunk/Local roads. In addition, the plan will support a comprehensive and high quality network bus services across the Structure Plan Area, including improved links between market towns and rural centres with Cambridge. Park and Ride interchanges will be allocated on the proposed Cambridge to Huntingdon Rapid Transit System. Policy 8/10 further states that both on line and off line improvements are designated for the A14 Cambridge to Huntingdon Corridor. Junction improvements have also been designated on the A14, west of the A1.

Figure 8.1 outlines the road and rail network. Multi-Modal Transport improvements as supported and recommended by the Regional Planning Body are highlighted for the A14, commencing west of Cambridge and terminating at the A14 north of Brampton.

Chapter 9 details the overall development strategy for the Cambridge Sub-Region and figure 9.2 illustrates this. Part of the A14 Improvement study area is located within the defined sub-region boundary. The plan states that 'The Sub-Region is the focus for a dynamic economy founded on a strong service sector, an international reputation as a centre for education and research and rapidly growing clusters of high technology industries'. The vision for the Cambridge Sub-Region includes integrated transport systems related closely to development patterns, including high-quality, sustainable, public transport networks. These networks will support public transport links with market towns.

Policy 9/1 states that 'provision will be made for 47,500 additional homes in the sub-region between 1999 and 2016. These include 7,500 homes dwellings proposed for Huntingdonshire and the 6,000 dwellings proposed for a new settlement at Longstanton/Oakington (see para 3.18). Policy 9/2B refers to a greenbelt review being carried out to serve the long-term development needs of Cambridge. It is proposed that land be released from the greenbelt between Huntingdon Road and Histon Road.

Figure 9.2 illustrates the vision for the Cambridge Sub-Region. It highlights the A14 Improvements and a corridor for 'High-Quality Public Transport' which extends from Cambridge and runs in a northwesterly direction south of St Ives and Huntingdon.

Cambridgeshire Local Transport Plan 2004-2011

The Cambridgeshire Local Transport Plan 2004-2011 sets out the objectives, strategy and programme for transport in the county. The seven key objectives are as follows:

• To make travel safer;
• To develop integrated transport;
• To promote sustainable forms of transport such as public transport, walking and cycling;
• To maintain and operate efficient transport networks;
• To create an accessible transport system;
• To provide a transport system that meets the needs of the economy;
• To protect and enhance the built and natural environment.

Cambridgeshire Aggregates (Minerals) Local Plan 1991

Cambridgeshire possesses a variety of important mineral resources. This plan relates specifically to sand, gravel and limestone, which are referred to as primary aggregates and are exploited by opencast mining.

Sand and gravel are the most important of the County's aggregate minerals, and are dispersed throughout the county. The principal workings are in the river terrace deposits found along the valleys of the River Great Ouse, the Nene and the Welland.

The DOE Circular 21/82 'Guidelines for Aggregates Provision in England and Wales' states "for the economic health of the country, it is essential that the construction industry is provided with an adequate and steady supply of minerals". These guidelines set out the supply patterns for each mineral. These guidelines were further updated in 1989 with the publication of the Mineral Planning Guidance No. 6, which proposes that East Anglia will need to produce about 201m tonnes of aggregates between the period 1986-2005.

The Proposals Map highlights eighteen areas within the county where mineral extraction can be exploited. The following minerals workings are located within the study area.

• Brampton West - This site extends to 55.8 ha and includes an area of approved working. An extension to the original site has also been granted.
• Margetts Farm, Buckden/West of Little Paxton Pits - This site extends to 119.4 ha and includes an area of approved workings. Land is also zoned for extensions to existing sites where planning permission has been granted since 1986 and where planning permission has not been granted since 1990.
• Woolpack Farm, Hemingford - This site extends to 5.6 ha and includes an area of approved working. An extension to the original site has also been granted.
• North of Fen Drayton - This site extends to 25.6 ha and includes an area of approved workings. Land is also zoned for an extension, where planning permission has not been granted since 1990.

Cambridgeshire & Peterborough Waste Local Plan Revised Deposit Proposed Modifications 2003

Cambridgeshire possesses a variety of important mineral resources. This plan relates specifically to sand, gravel and limestone, which are referred to as primary aggregates and are exploited by opencast mining.

Sand and gravel are the most important of the County's aggregate minerals, and are dispersed throughout the county. The principal workings are in the river terrace deposits found along the valleys of the River Great Ouse, the Nene and the Welland.

The DOE Circular 21/82, 'Guidelines for Aggregates Provision in England and Wales' states "for the economic health of the country, it is essential that the construction industry is provided with an adequate and steady supply of minerals". These guidelines set out the supply patterns for each mineral. These guidelines were further updated in 1989 with the publication of the Mineral Planning Guidance No. 6, which proposes that East Anglia will need to produce about 201m tonnes of aggregates between the period 1986-2005.

The Proposals Map highlights eighteen areas within the county where mineral extraction can be exploited. The following minerals workings are located within the study area.

• Brampton West - This site extends to 55.8 ha and includes an area of approved working. An extension to the original site has also been granted.
• Margetts Farm, Buckden/West of Little Paxton Pits - This site extends to 119.4 ha and includes an area of approved workings. Land is also zoned for extensions to existing sites where planning permission has been granted since 1986 and where planning permission has not been granted since 1990.
• Woolpack Farm, Hemingford - This site extends to 5.6 ha and includes an area of approved working. An extension to the original site has also been granted.
• North of Fen Drayton - This site extends to 25.6 ha and includes an area of approved workings. Land is also zoned for an extension, where planning permission has not been granted since 1990.

Huntingdonshire Local Plan 1995

The Huntingdonshire Local Plan aims to improve public transport services, provide adequate roadside service and ensure high standards of highway design and provision. Policies T1, T2 and T3 state that the District Council supports the early completion of the A14T and its upgrading to Dual 3 lanes between Bar Hill and Huntingdon. This will incorporate junction improvements, whilst extending such improvement via a southern link between the A14 and the A1.

Areas of Best Landscape are located south of Ellington, in the vicinity of Brampton Wood, Grafham Water, Buckden, Offord Cluny and north of the A14T in the vicinity of Hemingford Abbots and Fenstanton. Policy EN21 states that the District Council will not normally grant permission for development which would adversely affect such areas. Policy EN17 refers to development in the countryside which will normally be restricted to development associated with agriculture, horticulture, forestry, mineral extraction, outdoor recreation or public utility services. Policy EN18 seeks to protect trees, woodlands, hedges and meadowland. Policy EN22 states that the determination of planning applications will take appropriate account of the interests of nature and wildlife conservation.

Chapter 6 details policies aimed to promote recreation and leisure. Policy R15 aims to improve access to the countryside, including the extension and improvement of public rights of way, where appropriate. Policy R16 refers to the re-use of former gravel workings and clay pits for public recreation. Grafham Water will be promoted as a major area for informal countryside recreation.

The Ouse Valley Recreation Local Plan Continuation-in-Force Direction 1994 directs the management of this area until appropriate alternative provisions are incorporated into a district-wide local plan. The provisions refer to future development of moorings, subdivision of riverside land, improvement of boating facilities, upgrading of footpaths to allow for disabled access and the provision of visitor car parks and picnic sites. The implementation of restoration, landscaping and after-use schemes for disused active and future mineral extraction areas will also be promoted. In particular, the early implementation of after-use schemes at Little Paxton Pits, St Ives Pits and at Hinchingbrooke will be considered.

Chapter 7 refers to environmental considerations. Policy EN17 states development outside defined village limits will generally be restricted to that which is essential to the operation of local agriculture, horticulture, forestry, permitted mineral extraction, outdoor recreation or public utility services. EN18 refers to the protection of trees, woodlands, hedges and meadowland. Supporting text refers to Areas of Best Landscape, within which the impact of development will be carefully assessed. EN21 states that development will not normally be granted which would adversely affect the character of the area of best landscape. EN23 states that development will not normally be permitted which would affect Sites of Special Scientific Interest, National Nature Reserve, local nature reserves or which has an adverse effect on the interests of wildlife in an area of special importance for nature conservation.

The local plan includes detailed inset plans for a range of settlements in Huntingdonshire. Those settlements which are located within the study area are as follows.

• Buckden (Map No. 9)
  
  The proposed scheme run to the north of, but does not impact Buckden. The village centre is a designated conservation area. There are numerous sites zoned for residential development and open spaces/gaps for protection. The option runs to the north of and does not impact the village boundary.
  
  
• Fenstanton (Map No. 22A)
  
  The village centre is a designated conservation area, with numerous other open spaces and gaps for protection located in the vicinity of this area. One large site is designated for housing allocation, north of the existing residential development. The option run to the south of Fenstanton and does not impact directly on the settlement. The Gallery Hill junction is highlighted for Junction Improvements.
  
  
• Hilton (No. 36)
  
  The majority of Hilton is a designated conservation area. There are three individual sites designated for housing allocation, with additional large areas zoned as open spaces and gaps for protection.
  
  
• The Offords (Map No. 46)
  
  The northern section of this village is a designated conservation area. Small areas throughout the village are designated as open spaces and gaps for protection. All options run to the north of and do not impact The Offords.
  
  
• Huntingdon Inset (Godmanchester Section)
  
  Numerous sites with Godmanchester have been zoned for residential and employment allocation. Land west of Godmanchester and land north of the A14 have been allocated as Areas of Best Landscape.
  
  
• Huntingdon Inset (Brampton Section)
  
  Brampton village centre is a designated conservation area. There are open spaces and gaps for protection located throughout the village centre. Views Common is designated as an 'open space allocation', adjacent to the viaduct. Mill Common to the east of the viaduct, is designated as an 'open space and gap for protection'. Given that Views Common is currently being used for open space purposes, this latter designation would effectively apply to both commons in question. Here, Local plan policy EN15 states that development which would impair the open nature of such open spaces will not normally be allowed. A small area of Mill Common, at the foot of the existing A14 embankment is designated as Common Land.
  
  

Land located to the west of the A14, east of Buckden Road and north/south of the B1514 is protected as Areas of Best Landscape. The A14 and A1 have both been allocated for junction improvements.

A Scheduled Ancient Monument is located towards the south-west of the viaduct, where policy EN11 states that the Council will normally refuse planning permission for development that would have an adverse effect upon such monuments.

Huntingdonshire Local Plan (Alteration) December 2002

Consultation was undertaken during February 1998 to commence a review of the 1995 Huntingdonshire Local Plan. A revised draft incorporating proposed changes was published in May 1999. Following a public inquiry, the inspectors report was issued in 2002 and the deposit draft was published in June 2002.

The primary objectives of this alteration are to update the housing land provision in the adopted Plan, to co-ordinate public and private development and to identify specific expectations for affordable housing provision.

Huntingdonshire Landscape and Townscape Assessment - Supplementary Planning Guidance 2003

The landscape of Huntingdonshire covers an approximate area of 91,000ha and embraces a diversity of landscapes from the flat, expansive Fenlands in the north east to rolling upland landscapes in the west. The overall purpose of the guidelines is to provide the Council and others with a more detailed understanding of the character and composition of the natural and built environment, with a particular emphasis upon those features that may need to be conserved, enhanced or reflected in the new environment.

The scheme falls within the following landscape character areas:

• Southern Wolds;
• Ouse Valley;
• South East Claylands.

The key characteristics of the Southern Wolds character area are gentle topography, well-wooded landscape with broad valleys of the River Kym and the Ellington Brook. The Southern Wolds are under pressure from the effects of intrusive and insensitive development and the loss of traditional features of the agricultural landscape. Key issues include the preservation and management of woodlands; protection of the rural character and long distance views and improve screening of existing developments.

The Ouse Valley includes the broad, shallow valley of the River Great Ouse, a mosaic of land uses and existing gravel workings and former workings which have been flooded to create significant areas of water. The area is under development pressure and future management should focus on protection and enhancement of the river valley, resistance to new development which could be liable to flooding, protection and enhancement of the 'Green Corridor' along the river and careful consideration of the extent of future gravel extraction.

The south eastern claylands character area is situated in the south eastern corner of Huntingdonshire. Key characteristics heavy clay soils, subtle variations in topography and tall hedgerows with frequent hedgerow trees. Many parts of the landscape character of this area remains unspoilt. Key emphasis should refer to the preservation of medieval features, protection of tall hedgerows and the planting of tree and woodland belts along major roads to screen visually intrusive development particularly to the edges of the main settlements.

Cambridgeshire Landscape Guidelines 1991

These guidelines aim to improve the overall visual quality and strengthen the contrast between landscapes in different parts of the county, protect and enhance historic features and conserve existing features. The guidelines refer to minimising the impact of new roads and improvement schemes, detailing examples of how this can be achieved. Land located between Huntingdon and Cambridge is referred to as the western claylands. This undulating landscape consists of large-scale arable farmland with open fields, sparse trimmed hedgerows, scattered woodlands, a large part of which are ancient semi-natural woodlands.

4.11.4 Potential Impacts and Mitigation

GENERAL COMMENTS

The option would meet regional transport objectives to maintain good transportation links within the region and with the rest of the UK. The Regional Planning Guidance for East Anglia 2000, the Draft Regional Planning Guidance for the East of England 2004 and the East of England Plan refer to improvements to the A14.

In order to demonstrate compliance at a local level, the scheme must fulfil the following objectives:

• Foster development which encourages walking, cycling, and public transport use;
• Benefit economic activity and enhance the environment;
• Be located sensitively;
• Conserve wildlife and natural features; and
• Integrate planning and transport to promote more sustainable choices.

Mitigation principles are set out in each specialist chapter. However the following list summarises the basic principles which road design should seek to adhere to:

• Biodiversity: avoid key sites, such as badger setts; help create new habitats through careful use of trees, hedgerows and ground cover;
• Land use: avoid high grade agricultural land, where possible;
• Noise: use design to avoid noise at sensitive locations, e.g. careful choice of horizontal and vertical alignment; use of low noise surfaces. If problems persist, consider the use of noise fences or bunds, and as a last resort use double glazing to cut down noise levels inside dwellings;
• Water and flooding: in order to avoid rapid discharge of rainwater into watercourses, the use of balancing ponds is proposed. This, and other forms of sustainable urban drainage systems (SUDS) could benefit water quality, and in turn foster improvements to biodiversity quality;
• Landscape: use of planting and topography to 'hide' development from public view; and
• Pedestrians, cyclists, equestrians and community effects: use design to ensure that the local network fosters walking, horse-riding and cycling. This can involve the physical separation of roads, footpaths and cycle routes; noise and visual buffers between the motorway and local access routes on amenity grounds; avoidance where possible of bridges for non-car users, since these are unpopular and costly; give proper consideration to the needs of buses, e.g. lay-bys for bus-stops, and the avoidance of 'unfriendly' road geometry.

DETAILED COMMENTS

Alternative Proposal

The option would conflict with policies to protect the open countryside, trees and hedgerows and other environmental resources. Development in such cases refers to 'inappropriate development'.

From Ellington to Godmanchester, the option diverges from the A14 east of Ellington, running in southerly direction, traversing the A1 between the settlement of Buckden to the south and Buckden Landfill Site to the north. It would traverse an Area of Best Landscape north of Brampton Wood. It would continue to run in an easterly direction south of Buckden Landfill Sites. It would traverse the River Great Ouse and floodplains and East Coast Mainline Railway prior to merging with the A1198 south of Wood Green Animal Shelter. This section would neither impact land designated for future development or local settlements. However, it would traverse Buckden Gravel Pits and River Great Ouse and floodplains, thereby conflicting with local plan policies aimed at facilitating environmental conservation. The slip roads which form part of the Godmanchester junction run in close proximity to Beaconsfield Equestrian Centre. There would be no direct adverse impact on this facility.

From Godmancester, it runs in an easterly direction over open countryside, traversing the B1040 north of Hilton. It runs between the village settlements of Fenstanton to the north and Hilton to the south, prior to merging with the A14 northeast of Conington.

Viaduct

The construction phase associated with the replacement viaduct could adversely affect the setting of the adjacent Scheduled Ancient Monument in the short term.

4.11.5 Summary

The option would traverse Areas of Best Landscape as designated in the Huntingdonshire Local Plan. However, it would not impact on zoned development land.

It facilitates transport policies in the Structure Plan and Huntingdonshire Local Plan which refer to improvements to the A14.

If the scheme is built to a high standard, then, using the three point scale to determine the overall assessment score, the option is assessed as beneficial in terms of impact on land use policy.

4.11.6 Comparison with CHUMMS Strategy

The Alternative Proposal would have a marginally less adverse effect in environmental terms compared with the CHUMMS Strategy, in terms of land take, since less land would be required to accommodate a dual carriageway and slip road adjacent to the existing viaduct. The Alternative Proposal does not require an at grade junction with Brampton road and as such would not effect the Mills Common. During the construction phase, the replacement viaduct works could adversely affect the setting of the adjacent Scheduled Ancient Monument. The overall assessment score is assessed as beneficial for both options.