A505 Corridor Improvement Feasibility Study: A10 to the A11 4e... · south corridors that form part...

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A505 Corridor Improvement Feasibility Study: A10 to the A11 Uttlesford District Council 29 January 2018

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Document Control

Document: A505 Corridor Improvement Feasibility Study

Project: Uttlesford Transport Strategy

Client: Uttlesford District Council

Job Number: A081175-47

File Origin:

Revision: First Draft

Date: 22 January 2018

Prepared by:

Ben King

Checked by:

Alistair Gregory

Approved By:

Alistair Gregory

Description of revision:

First draft for comment

Revision: Final

Date: 29 January 2018

Prepared by:

Ben King

Checked by:

Alistair Gregory

Approved By:

Alistair Gregory


Minor text revisions

Revision:

Date:

Prepared by:

Checked by: Approved By:


Cover Image: Google Maps

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Contents

1. Background ........................................................................................................... 3

Overview .................................................................................................................... 3

Uttlesford Local Plan ................................................................................................... 3

Structure of this Report ............................................................................................... 4

2. Study Area ............................................................................................................ 5

Context ...................................................................................................................... 5

Overview of the Route ................................................................................................. 6

Volume of Traffic ...................................................................................................... 10

Safety ...................................................................................................................... 12

3. Constraints.......................................................................................................... 13

Overview .................................................................................................................. 13

Topography .............................................................................................................. 13

Watercourses & Floodplains ....................................................................................... 13

Pipelines & Power Cables ........................................................................................... 13

Rail .......................................................................................................................... 14

Rights of Way ........................................................................................................... 14

Conservation Areas ................................................................................................... 14

Listed Buildings and Monuments ................................................................................ 14

4. Future Demand ................................................................................................... 23

Overview .................................................................................................................. 23

Scenarios .................................................................................................................. 23

Model Outputs .......................................................................................................... 24

5. Preliminary Improvement Options ......................................................................... 29

Overview .................................................................................................................. 29

Section 1: A10 Royston to Duxford Air Base ................................................................ 30

Section 2: Duxford Air Base ....................................................................................... 32

Section 3: M11 to A1301 ........................................................................................... 34

Section 4: A1301 to A11 ............................................................................................ 36

Section 5: M11 Junction 9 .......................................................................................... 38

6. Sifting of Options ................................................................................................. 41

Overview .................................................................................................................. 41

Outputs of the Assessment ........................................................................................ 41

7. Summary and Recommendations .......................................................................... 45

Appendices .................................................................................................................. 46

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1. Background

Overview

WYG have been commissioned by Uttlesford District Council to undertake a study of the A505 between its junction with the A10 at Royston in Hertfordshire and the A11 at Abington in Cambridgeshire.

The study focuses upon the use of the corridor, areas of delay and congestion, constraints, and options through which some of the existing and anticipated future issues associated with the road’s traffic capacity can be resolved. The aim of the study is to facilitate a successful bid for a full A505 study.

It builds upon a previous report produced by WYG in May 20171, which focused on potential junction improvements, together with a detailed Transport Study produced in December 2016 to support the emerging Uttlesford Local Plan2.

Emerging Uttlesford Local Plan

The Uttlesford Local Plan seeks to provide 14,100 dwellings across the district by 2033 and is giving due consideration to CLG consultation needs for 16,400 dwellings. It covers the 16-year period between 2017 and 2033 and was subject to public consultation between July and September 2017, as part of Regulation 18 of the Local Plan engagement process3. Uttlesford District Council hope to consult on its Regulation 19 document in June 2018 and formally adopt the Plan in 2019.

To meet housing requirements, the Plan contains proposals for the creation of a new “garden community” to the east of Great Chesterford in the north of the district. This would comprise around 1,900 dwellings, with the potential for this to increase to around 5,000 dwellings beyond the end of the Plan period. Two further garden communities are proposed at Easton Park and West of Braintree on the A120 corridor to the south of the district as well as substantial growth at Great Dunmow.

A series of comments and concerns were received by the authority in relation to the potential impact of this allocation on the operation of the A505.

This study seeks to provide evidence to support and inform discussions with the highway authorities with responsibilities and interests in the A505 corridor (Hertfordshire County Council, Cambridgeshire County Council, Suffolk County Council and Highways England) focusing upon the need for a strategic improvement to address traffic congestion, and address the concerns highlighted through the consultation process.

1 South Cambridgeshire Junctions Assessment Study; WYG, May 2017 2 Uttlesford Local Plan Transport Study; WYG, December 2016 3 Town and Country Planning Regulations 2012 (http://www.legislation.gov.uk/uksi/2012/767/regulation/18/made)

http://www.legislation.gov.uk/uksi/2012/767/regulation/18/made

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Other Planned development in the corridor

In liaison with Cambridgeshire County Council, Hertfordshire County Council, and Suffolk County Council the Council has tested proposed growth in these areas to establish the cumulative traffic impacts on the corridor.

Structure of this Report

This study is structured around the following areas:

• Chapter 2 – Study Area: Details the context for the study and the high-level issues to be resolved.

• Chapter 3 – Constraints: Reviews key transport, environmental, geographic and physical constraints within the study area.

• Chapter 4 – Future Demand: Identifies potential future demand and trip generation in the local area using model outputs.

• Chapter 5 – Preliminary Improvement Options: Highlights high level link capacity improvement options.

• Chapter 6 –Sifting of Options: Provides an initial sift and overview of the respective merits of the options using the EAST tool.

• Chapter 7 – Summary and Recommendations: Suggests a preferred approach and the next steps in the process to address capacity concerns.

The study follows the guidance on ‘Stage 1 – Option Development’ contained within the WebTAG Transport Appraisal Process guidance, but in less detail than required for a full Option Appraisal Report (OAR), and should be read in conjunction with previous publications.

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2. Study Area

Context

The A505 runs from the A11 near Abington in Cambridgeshire in a south-westerly direction as

far as Leighton Buzzard in Bedfordshire, via Royston, Letchworth, Hitchin, Luton and Dunstable. It is around 46 miles in length (76 kilometres) and forms an important east-west link across Bedfordshire, Hertfordshire and Cambridgeshire.

The A505 varies in standard from a modern dual carriageway with grade separated junctions, to a single carriageway rural road with multiple access points, whilst serving both heavily populated urban areas as well as more sparsely populated countryside.

The A505 links the A1(M) at Letchworth Garden City (A1(M) Junction 9) at its western end to the A11(T) at Granta Park, Abington at its eastern end. The A11(T) links the M11 Motorway at Great Chesterford (M11 Junction 9A) at its southern end to Norwich at its northeastern end. Both the A505 and A11(T) therefore carry longer distance traffic as well as local traffic movements.

The corridor provides access onto the motorway network, including the M11 at junction 10, the A1(M) at junction 9, and the M1 at junction 11. It also links into other important north-south corridors that form part of the Strategic Road Network (SRN), notably the A5, A10 and A11. The A11 gives access to Cambridge, North Uttlesford, Stansted Airport, and London. The A505 gives access to key growth areas in Cambridgeshire, Essex, and Suffolk, and Hertfordshire including Luton and its Airport. Figure 2.1 highlights the full length of the A505 corridor.

Figure 2.1: A505 Corridor & Study Area

Source: www.openstreetmap.org

Study Area

http://www.openstreetmap.org/

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Overview of the Route

The focus for this study is the 10-mile (16 kilometre) section of the A505 between the

junction with the A10 at Royston and the junction with the A11 at Abington. The selection of this area follows liaison with the relevant LPAs. It is predominately rural in nature and provides access onto the M11 at junction 10.

At Royston, the A505 forms the northern bypass to the town. The western section of this is dual carriageway, although from the junction with the A10, it becomes single carriageway. From here it heads through rural Hertfordshire with little in the way of housing or industry along its length. There are a number of junctions with unclassified local roads. The most prominent junction is that with the B1368 which forms a staggered crossroads within the hamlet of Flint Cross.

However, from Duxford Airbase/M11 J10 eastwards the character of the route is marked by several substantial structures and commercial uses. The Airbase/Imperial War Museum/associated housing is located immediately to the west of J10 with Cambridge Assessment centre just to the east. Abutting south of the A505/off Moorfield Road are the Volvo and Welches logistics centres. To the north is the settlement of Whittlesford, its station, hotels and Park and Ride site.

From Duxford Airbase the route crosses above the motorway with a short section of 2-lane dual carriageway on either side. Around 400m to the east of the motorway junction, a roundabout provides access onto the unclassified Hunts Road leading to the village of Duxford to the south.

East of Duxford it passes to the south of Whittlesford and the Parkway Station (providing rail services to Cambridge), before it intersects the north-south A1301 corridor. From here the A505 travels around 1.9 miles north-east to the interchange with the A11. The latter half of this section is dualled on its approach to the interchange.

Traffic from the A505 merges into the northbound A11 at the end of the route, whilst southbound traffic has to cross the A11 via a bridge, navigate a small roundabout, before turning and heading southbound or eastbound.

The corridor forms an important link to employment provision in Cambridge, business parks in South Cambridgeshire, Chesterford business Park in UDC, and provides access to the Strategic Road Network and opportunities further afield.

Each of the distinctive sections of the study area are highlighted in Figure 2.2, Figure 2.3 and Figure 2.4.

The speed limit varies along the length of the route but is predominantly subject to the 60/70mph national speed limit, along the respective single/dual carriageway sections. This reduces to 50mph through Flint Cross, and 40mph as it passes Duxford Air Base and over the M11.

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Figure 2.2: A505 between Royston and Flint Cross

Source: Bing Maps

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Figure 2.3: A505 between Flint Cross and M11

Source: Bing Maps

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Figure 2.4: A505 between M11 and Abington

Source: Bing Maps

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Volume of Traffic

Details on the volume of traffic along the A505 have been recorded by the DfT since 2000 at

four separate locations within the study area. Figure 2.5 indicates the location of these count sites, whilst Figure 2.6 and Table 2.1 highlight the changes in flows between 2000 and 2016.

Figure 2.5: DfT Count Locations

Source: https://www.dft.gov.uk/traffic-counts/

Figure 2.6: Changes in Volume of Traffic on A505 Corridor (Two-Way Flow)


-

5,000

10,000

15,000

20,000

25,000

30,000

1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018

Between Royston and Flint Cross West of Duxford Air Base

East of M11 J10 Pampisford

https://www.dft.gov.uk/traffic-counts/



Table 2.1: Changes in Volume of Traffic on the A505 Corridor (Two-Way Daily Flows)

Year Between Royston and Flint Cross

West of Duxford Air Base

East of M11 J10 Pampisford

2000 13,560 17,115 23,363 15,752 2001 13,638 17,233 24,312 17,777 2002 15,390 18,902 24,945 20,019 2003 15,739 19,074 23,666 20,663 2004 13,959 17,490 24,399 19,789 2005 13,977 18,255 22,453 19,746 2006 15,905 18,466 22,930 21,275 2007 16,623 18,098 24,679 21,448 2008 15,371 18,864 24,533 20,736 2009 15,198 18,670 25,505 20,263 2010 14,976 19,132 25,351 19,956 2011 14,943 19,078 25,282 19,896 2012 17,825 19,069 24,481 20,155 2013 17,815 19,082 24,483 20,169 2014 18,317 18,132 25,189 20,749 2015 19,117 18,914 26,294 21,678 2016 19,734 19,504 28,047 22,376


In seeking to identify a trend in this data it is possible to index the total flows from each of the

count sites and calculate changes over the 16-year period for which the data is available. This is illustrated in Figure 2.7, alongside changes in fuel prices over the same period.

Figure 2.7: Change in Volume of Traffic and Fuel Prices (both indexed)

Sources: https://www.dft.gov.uk/traffic-counts/; www.theaa.com; www.petrolprices.com

60

80

100

120

140

160

180

Inde

x

Volume of Traffic Diesel Fuel Prices (Indexed)



http://www.theaa.com/

http://www.petrolprices.com/


It is clear from this assessment that traffic volumes have risen by around 30% since 2000 levels. After stabilising between 2007 and 2014, they appear to have begun increasing again in recent years.

The driver for this change is likely to be housing, economic and population growth, as there is no clear correlation with changes in fuel prices over the same period.

Safety

In terms of safety, the number of people killed, seriously or slightly injured in the period between 1st January 2013 and 31 December 2017 (5 years) is detailed in Table 2.2.

Table 2.2: Casualties by Severity on the A505 between the A10 and A11

Year4 Fatal Serious Slight Vehicles Casualties Vehicles Casualties Vehicles Casualties

2013 0 0 8 9 21 15 2014 0 0 25 18 35 25 2015 2 2 1 1 37 22 2016 4 2 12 8 14 13 2017 2 2 5 2 6 8 Total 8 6 51 38 113 83

Source: www.crashmap.co.uk

There is no clear pattern in terms of changes in the number of accidents or casualties on the corridor over the last five years.

Recorded accidents are not distributed evenly along the corridor but are concentrated in a relatively small number of locations, specifically:

• Junction with Newmarket Road, near Royston • Through Flint Cross • Between ‘Aweswin’ and the Cambridge Pet Crematorium • Through Duxford Air Base • Junction with M11 J10 • Junction with A1301

Further analysis is required to pinpoint the actual causes of these accidents and identify the most appropriate mitigation measures.

4 These figures require verification given the unusual fluctuations between years

http://www.crashmap.co.uk/


3. Constraints

Overview

This section details the constraints along the A505 corridor and its immediate surrounds and

highlights any issues which may impede the provision of additional highway capacity. it focuses upon:

• Topography • Watercourses and Floodplains • Pipelines and Power Lines • Rail Lines • Rights of Way • Conservation Areas • Listed Buildings and Monuments

Topography

The topography of the area within which the A505 sits is shown in Figure 3.1. The area is predominantly flat with few gentle undulations. The most notable feature is Hyde Hill immediately to the east of Royston. This and the flat nature of the rest of the route are illustrated in Image 3.1 and Image 3.2.

Watercourses & Floodplains

The A505 passes over two watercourses. The first, known as Wardington Bottom, runs immediately adjacent to the south side of the A505 for around 1.5km as it approaches and passes through Flint Cross, before turning north under the carriageway.

The second waterway is the River Cam which flows from south to north into Cambridge and on to the River Great Ouse, before entering the North Sea via The Wash.

This passes under the A505 to the west of the junction with the A1031, close to the London to Cambridge rail line. There are several tributaries immediately to the north of the A505, whilst The River Cam itself meanders further south under the M11 spur at junction 9, as highlighted in Figure 3.2.

Pipelines & Power Cables

Gas pipelines cross the A505 at two points, on a route heading south from the village of Fowlmere, to the west of the junction with the M11, and at a second point, close to the A11, as the gas pipe is aligned parallel to the A11 itself (see Figure 3.3).


A pipeline also runs east-west immediately to the south of the A505, and at its closest point lies only a few metres away from the carriageway, as it heads east from Royston.

The Health and Safety Executive (HSE) are a statutory consultee on certain developments near major pipelines. The aim is to manage population growth close to such sites to mitigate the consequences of a major accident.

In addition to the type of land uses permitted close to gas pipelines, there are restrictions in relation to mechanical excavation (within 3m) and piling (within 15m).

No major power transmission lines traverse the study area.

Rail

The London to Cambridge Line dissects the A505 to the west of the junction with the A1301, near the village of Whittlesford. Whittlesford Parkway Station is located immediately to the north of the A10 in the village and serves commuters to both London and Cambridge. The line runs north-south alongside the M11 and passes under the M11 J10 spur at Great Chesterford.

Finally, the Royston to Cambridge Line crosses over the A505, to the west of the junction with the A10 which it then follows north towards Cambridge. Figure 3.4 details the rail network in the area.

Rights of Way

Rights of Way in terms of bridleways, byways and footpaths link onto the A505 at various points along the corridor, as shown in Figure 3.5. None cross the road however and there would appear to be limited impact on these links if capacity on the corridor was increased.

Conservation Areas

There are no major conservation areas close to the A505 corridor as highlighted in Figure 3.6. On the edge of Royston and to the south of the A505 to the east of Royston, small sites have been designated as “Greenspace areas”.

To the north of the corridor there are designated Site of Specific Scientific Interest and to the south, areas of ancient woodland but neither of these would be impacted by changes to the A505 carriageway capacity.

Listed Buildings and Monuments

There are several listed buildings close to the A505, including in Flint Cross, associated with the air base immediately to the west of the M11 in Duxford, Duxford Chapel in the village, and properties in the south of the village of Pampisford. See Figure 3.7 for details.


Image 3.1: Hyde Hill near Royston

Source: Google Maps

Image 3.2: Typically Flat Topography of the A505 Corridor

Source: Google Maps

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Figure 3.1: Topography


Figure 3.2: Watercourses


Figure 3.3: Pipelines &

Cables

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Figure 3.4: Rail Lines

20

Figure 3.5: Rights of Way

21

Figure 3.6: Conservation

Areas

22

Figure 3.7: Listed Buildings

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4. Future Demand

Overview

A series of scenarios have been tested through which to identify the potential level of future demand on the A505 corridor. This has built upon previous analysis of traffic levels assessed as part of the development of the Uttlesford Local Plan, to reflect all known committed and allocated sites in the surrounding area.

Scenarios

The assessment has also sought to draw out the comparative impacts of various modal shift scenarios at the proposed North Uttlesford Garden Community (NUGC), and the respective cumulative effects of developments in Uttlesford and neighbouring authorities in Cambridgeshire, Hertfordshire and Suffolk to the future increases in demand on the corridor. As part of this, the following scenarios were assessed:

Table 4.1: Scenarios Assessed

Scenario Details

Base Year Traffic flows in a 2016/17 base year were derived from survey data.

Reference Case (Old)

The old reference case relates to that applied to Scenarios 28 and 29 (including 2,500 dwellings at West of Braintree, within Braintree District) as part of the Uttlesford Local Plan assessment. It details only the additional trips generated by these developments and that indicated by TEMPRO. It does not include base year flows.

Reference Case (New)

The new reference case is as previous with additional residential allocations included at Haverhill and Royston and additional employment within Cambridgeshire. It details only the additional trips generated by these developments and that indicated by TEMPRO. It does not include base year flows.

Scenario 30 Reflects the volume of traffic in a high car use (76%), low sustainable travel (24%) scenario at NUGC, incorporating both base year and the new reference case flows.

Scenario 31 Reflects the volume of traffic in a medium car use (68%), medium sustainable travel (32%) scenario at NUGC, incorporating both base year and the new reference case flows.

Scenario 32 Reflects the volume of traffic in a low car use (62%), higher sustainable travel (38%) scenario at NUGC, incorporating both base year and the new reference case flows.

Our assessment of these scenarios focused upon:

• The volume of traffic generated by all Local Plan related growth in Uttlesford. • The volume of traffic generated by the proposed Garden Community at Great Chesterford

(NUGC).

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• The volume of traffic generated by committed developments and key allocations in neighbouring authorities.

• The proportion of future trips on selected links from these growth locations.

The locations at which flows have been calculated are illustrated in Figure 4.1.

Figure 4.1: Location of Link Flows

Model Outputs

Table 4.2 details base year flows, reference case flows, and the volume of trips generated within each scenario both for Uttlesford District, and the NUGC on its own. Finally, it details the percentage of trips arising from Uttlesford as a percentage of the total flow on each link. The flow plots from the modelling undertaken are provided in Appendix A.

The outputs demonstrate that anticipated Local Plan growth within Uttlesford will result in an increase in traffic flows of between 2% and 11% on the A505 within Cambridgeshire (compared against the Base + Reference Case), depending on location and the modal shift assumptions applied at the North Uttlesford Garden Community.

In comparison, the Reference Case traffic flows on their own result in an increase in traffic flows of between 17% and 90% on the A505 within Cambridgeshire (compared against the Base flows), depending on location.

The cumulative effects of committed and allocated/planned allocated key developments in the area therefore place greater pressure on the A505 than planned Local Plan development within Uttlesford itself.

A505 A11

A1301

A1301

M11

A1307

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Table 4.2: Traffic Flows on Selected Links

Ref Location Description

2-Way Flows (PCU)

2016/17 Base

Reference Case Old

(as used for Scenarios 28 & 29)

Reference Case New

(Including Additional

Development requested by

Adjacent Authorities)

Difference Between Old and New Reference

Cases

2016/17 Base + Reference Case

(New)

AM PM AM PM AM PM AM PM AM PM

1 M11 North of J10 4,222 4,667 3,701 3,269 4,021 3,444 320 175 8,243 8,111

2 A505 East of M11 J10 3,533 3,192 482 667 618 840 136 173 4,151 4,032

3 M11 South of J10 2,814 2,829 2,084 1,886 2,306 2,015 222 129 5,120 4,844

4 A505 West of M11 J10 2,532 2,382 2,071 1,950 2,254 2,135 183 185 4,786 4,517

5 A1301 North of A505 924 840 526 419 563 468 37 49 1,487 1,308

6 A505 East of A1301 1,770 1,874 631 164 923 729 292 565 2,693 2,603

7 A1301 South of A505 884 916 377 331 398 345 21 14 1,282 1,261

8 A505 West of A1301 2,369 2,472 1,072 844 1,338 1,074 266 230 3,707 3,546

9 A1307 Northwest of A11 1,982 2,035 902 871 1,824 1,641 922 770 3,806 3,676

10 A11 Northeast of A1307 4,113 3,827 621 484 839 678 218 194 4,952 4,505

11 A1307 Southeast of A11 1,914 2,165 1,166 1,061 2,702 2,405 1,536 1,344 4,616 4,570

12 A11 Southwest of A1307 2,458 2,591 1,100 853 1,589 1,018 489 165 4,047 3,609 Note: A505 Links highlighted in Grey

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2-Way Flows (PCU)

Scenario 30 (All UDC LP Flows)



AM PM AM PM AM PM

1 M11 North of J10 398 347 381 333 366 318

2 A505 East of M11 J10 401 348 379 329 357 309

3 M11 South of J10 111 100 111 100 111 100

4 A505 West of M11 J10 113 100 107 95 101 90

5 A1301 North of A505 80 69 76 65 73 62

6 A505 East of A1301 0 0 0 0 0 0

7 A1301 South of A505 481 416 455 394 429 371

8 A505 West of A1301 401 348 379 329 357 309

9 A1307 Northwest of A11 282 245 267 231 250 216

10 A11 Northeast of A1307 166 141 160 136 155 131

11 A1307 Southeast of A11 200 162 190 154 184 148

12 A11 Southwest of A1307 633 540 602 514 573 488 Note: A505 Links highlighted in Grey

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2-Way Flows (PCU)

Scenario 30 (NUGC Flows Only

- Existing Rural Modal Share)

Scenario 31 (NUGC Flows Only - 68% Car Modal

Share)

Scenario 32 (NUGC Flows Only-

62% Car Modal Share)

AM PM AM PM AM PM

1 M11 North of J10 194 172 177 158 162 144

2 A505 East of M11 J10 264 235 242 216 220 196

3 M11 South of J10 0 0 0 0 0 0

4 A505 West of M11 J10 70 63 64 58 58 52

5 A1301 North of A505 46 40 42 37 38 34

6 A505 East of A1301 0 0 0 0 0 0

7 A1301 South of A505 309 276 284 253 258 230

8 A505 West of A1301 264 235 242 216 220 196

9 A1307 Northwest of A11 197 176 181 162 165 148

10 A11 Northeast of A1307 64 56 57 51 52 46

11 A1307 Southeast of A11 91 78 82 71 74 64

12 A11 Southwest of A1307 352 310 321 283 292 257 Note: A505 Links highlighted in Grey

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Percentage Impacts

Scenario 30 LP Development as % of 2016/17

Base + Ref' Case (All UDC LP Flows - New Reference

Case)



Case)



Case)

New Reference Case as a % of 2016/17 Base Traffic Flows

AM PM AM PM AM PM AM PM

1 M11 North of J10 5% 4% 5% 4% 4% 4% 95% 74%

2 A505 East of M11 J10 10% 9% 9% 8% 9% 8% 17% 26%

3 M11 South of J10 2% 2% 2% 2% 2% 2% 82% 71%

4 A505 West of M11 J10 2% 2% 2% 2% 2% 2% 89% 90%

5 A1301 North of A505 5% 5% 5% 5% 5% 5% 61% 56%

6 A505 East of A1301 0% 0% 0% 0% 0% 0% 52% 39%

7 A1301 South of A505 38% 33% 35% 31% 33% 29% 45% 38%

8 A505 West of A1301 11% 10% 10% 9% 10% 9% 56% 43%

9 A1307 Northwest of A11 7% 7% 7% 6% 7% 6% 92% 81%

10 A11 Northeast of A1307 3% 3% 3% 3% 3% 3% 20% 18%

11 A1307 Southeast of A11 4% 4% 4% 3% 4% 3% 141% 111%

12 A11 Southwest of A1307 16% 15% 15% 14% 14% 14% 65% 39% Note: A505 Links highlighted in Grey

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5. Preliminary Improvement Options

Overview

Given the modelled increase in demand to travel on the A505 in the period up until 2033, this section details preliminary, high-level options which have been identified as potential mitigations to address the existing and anticipated future levels of congestion. The options focus on two areas:

• Link capacity improvements along the A505, including both on-line and off-line options, to complement the junction capacity improvements identified in the South Cambridgeshire Junction Assessments Study (May 2017).

• M11 Junction 9 capacity improvements through which to reduce the volume of traffic using M11 Junction 10, and as a consequence, the impacts on the section of the A505 from the A1301.

In each instance a brief description of the option is provided, together with an indicative layout of the proposal.

Options which have been considered for five distinct sections of the study area are as follows:

• Section 1 – A10 Royston to Duxford Air Base o Option 1: Online widening

• Section 2 – Duxford Air Base o Option 2a: Online widening o Option 2b: Northern realignment o Option 2c: Southern realignment

• Section 3 – M11 to A1301 o Option 3a: Online widening o Option 3b: Northern realignment o Option 3c: Southern realignment (short) o Option 3d: Southern realignment (long)

• Section 4 – A1301 to A11 o Option 4: Online widening

• Section 5 – M11 Junction 9 o Option 5a: Reconfiguration of the junction o Option 5b: Relocation of the junction

Between the A10 and Duxford Air Base, and the A1301 and the A11, online widening appears to be the only realistic option, and so alternatives have not been considered.

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Section 1: A10 Royston to Duxford Air Base

The A505 between the A10 at Royston and the Duxford Air Base is relatively free of

constraints. In contrast, realignment options may generate issues in terms of the change in levels close to Royston, land ownership, and the proximity of watercourses. Widening the carriageway to provide a two-lane dual carriageway along the existing alignment is therefore the only option which has been considered for this section of the corridor.

There are several elements to this proposal:

• An extension of the dual carriageway in place on the northern and western sections of the Royston bypass to the junction with Newmarket Road, around 1.5km in length. This would utilise land which appears to have been safeguarded for any future widening of this section of carriageway5.

• Widen the carriageway to the north of the existing alignment for 1.45km between the Newmarket Road junction and Heath Farm, and then for a further 2.45km to Flint Cross. This will minimise the loss of trees compared to extending the carriageway to the south, whilst also avoiding a watercourse (Wardington Bottom) and gas pipe running to the south of the A505.

• Through Flint Cross, land take would be required from properties immediately to the south of the existing carriageway. However, it may be possible for the road to be widened without the need for demolition, although further investigation is required.

• Carriageway widening to the south of the existing road between Flint Cross and Duxford Air Base, thereby avoiding the few properties situated to the north. This comprises around a 4km section of carriageway.

The indicative alignment of this option is highlighted in Figure 5.1.

5 Clarification required from Hertfordshire County Council

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Figure 5.1: Section 1 – A10 Royston to Duxford Air Base

Source: Bing Maps


Section 2: Duxford Air Base

There are three options for the provision of additional link capacity around Duxford Air Base

focusing upon:

• Option 2a: Online widening • Option 2b: Northern realignment • Option 2c: Southern realignment

Figure 5.2 highlights the potential alignments of the individual options. Specifically:

• Option 2a would see the width of the existing carriageway increased along its current alignment. Given the constraints to this option, in terms of the presence of existing buildings, the design may require a 4-lane single carriageway.

• Option 2b would see the realignment of the A505 to the north of the air base, before turning back south and accessing M11 J10 via a new arm on the roundabout.

• Option 2c provides a southern realignment of the carriageway. A direct connection into the existing M11 J10 would not be feasible and so a new bridge would be required to connect the route with Hunts Road in Duxford, which in turn would provide access northbound to the existing A505 alignment.

There are several advantages and disadvantages to each option. The online widening could be difficult to deliver given the tight width of the corridor and proximity of existing buildings to the carriageway. It may also result in increasing severance between both sides of the air base. That said, it would provide the most direct link for through traffic and minimise land take requirements.

The northern realignment would provide more scope for a higher specification carriageway improvement. It would maintain access directly into M11 J10 and reduce the impact of through traffic on the air base.

The final option proposes a wide realignment of the carriageway to avoid any conflicts with the operation of the existing air base. It would have to bridge the M11 and traffic utilise the local road network already in place to continue re-join the A505 or access the motorway.

Figure 5.2: Section 2 – Duxford Air Base Alignment Options

Source: Bing Map

Option 2a

Option 2b

Option 2c

www.wyg.com 34


Section 3: M11 to A1301

The section of the A505 between the M11 and A1301 is the busiest within the corridor. It

suffers from delays and congestion in peak periods. Increasing link capacity is also constrained by several features, notably:

• The River Cam runs parallel to the A505 immediately to the south of the carriageway for a section south of Whittleford, before turning and heading north under the road.

• The London to Cambridge railway line is bridged by the A505 at Whittlesford. • The village of Whittlesford itself is built up to the carriageway on its northern boundary

limiting the scope to widen the carriageway.

Despite these constraints, there are four options to improve the link capacity along this section of the A505, notably:

• Option 3a: Online widening • Option 3b: Northern realignment • Option 3c: Southern realignment (short) • Option 3d: Southern realignment (long)

Between the M11 and the junction with the unclassified Hunts Road, the A505 is currently dualled. The options considered below therefore focus upon the need for additional capacity between this junction and the A1301 roundabout to the east. Figure 5.3 highlights these options. In summary, they comprise:

• Option 3a: Online widening including a reconfiguration of existing junctions with Moorfield Road and Station Road, and widening of the structures to bridge the London-Cambridge rail line and the River Cam.

• Option 3b: Northern realignment of the carriageway from the junction with Royston Road to the A1301 roundabout, with online widening between Royston Road and Hunts Road as per Option 3a.

• Option 3c: This would entail online widening between Hunts Road and the junction with Moorfield Road at which point the route would be realigned to the south of the existing corridor and woodland, before re-joining the existing route at a new roundabout to the west of the A1301 junction. It would require a new bridge over the London – Cambridge rail line and the River Cam.

• Option 3d: A southern bypass providing a wide diversion from the existing alignment, between Hunts Road and a new roundabout to the west of the A1301 junction. As with Option 3c, new bridges would be required over the London – Cambridge rail line and the River Cam.

www.wyg.com


Figure 5.3: Section 3 – M11 to A1301

Source: Bing Maps

Option 3b

Option 3a

Option 3c

Option 3d


Section 4: A1301 to A11

The final section of the A505 between the A301 junction and A11 is split into two distinct parts – a single carriageway section to the west and a two-lane dual carriageway to the east, where the corridor joins the A11 via a grade separated junction. A gas pipeline passes north-south under this section of dual carriageway but there are no interventions proposed to improve capacity at this point.

Widening the carriageway to provide a continuous two-lane dual carriageway along the existing alignment is therefore the only option to be considered for this section of the corridor.

Options to realign the road would encounter difficulties in terms of the presence of Pampisford Hall, land take requirements and loss of mature woodland.

The proposal being considered would comprise the extension of the northern side of the carriageway to avoid the loss of mature trees and vegetation to the south, and require the reconfiguration of the junctions with Town Lane and the High Street, opposite the entrance to Pampisford Hall.

The latter provides a pinch point in terms of the width of the carriageway, the availability of land on either side and may require a change in specification to ensure sufficient capacity can be accommodated.

Careful attention will be required in terms of junction treatment and safe access into and out of Pampisford and Pampisford Hall.

www.wyg.com


Figure 5.4: Section 4 – A1301 to A11

Source: Bing Maps


Section 5: M11 Junction 9

There is the scope to ease the pressure on the A505 by making changes to the wider network, in particular M11 J9. This is a limited movements junction and does not allow traffic to head north up the M11 for traffic originating in the east, or traffic wishing to travel eastbound when travelling south down the M11 itself. This forces traffic onto the A505 at J10 and the A1301 past Hixton.

There are two options through which M11 J9 could be improved to the benefit of the A505:

• Option 5a entails the reconfiguration of M11 J9 to incorporate both access onto the M11 northbound form the A11, and access onto the A11 from the M11 southbound, forming a new all-movements junction. See Figure 5.5.

• Option 5b would comprise the complete relocation of the junction to the west, providing the opportunity to cater for all movements, as highlight in Figure 6.6.

Option 5a would prove expensive to construct. A number of structures would be required, including a bridge over the railway.

As with the reconfiguration of the existing junction, the actual relocation of the junction would be expensive to construct. However, it could also improve access onto the motorway network, can be constructed off-line to minimise disruption, generates a parcel of land which could be back-filled with development, relieves pressure on M11 J10 to the north, and improves strategic access to the train station at Great Chesterford. The land appears to be under control of one owner which could simplify land acquisition.


Figure 5.5: M11 J9 Reconfiguration

Source: Bing Maps


Figure 5.6: M11 J9 Relocation

Source: Bing Maps


6. Sifting of Options

Overview

There are a number of options through which additional capacity can be provided to improve the operation of the A505 to satisfy both short term, and longer-term demand. The Department for Transport’s (DfT) Early Assessment and Sifting Tool (EAST) provides a framework through which these high-level options can be reviewed and prioritised.

EAST was developed by the DfT to provide a decision support tool through which to efficiently summarise and present evidence on options in a clear and consistent manner, can be used to assess individual options, packages, strategies and plans, and is consistent with the Transport Business Case principles.

It should be noted however, that the results it generates are on the basis of subjective assumptions to some extent, and as such should be treated as such.

Outputs of the Assessment

The options for increased capacity on the A505 corridor and their respective assessments are detailed in Table 6.1. The choices this seeks to inform are as follows:

• What is the best approach to providing capacity past Duxford Air Base? • What is the best approach to providing capacity between the M11 and A1301? • Would it be more effective to improve M11 Junction 9 than the A505 itself? • If so, what would be the best approach to improving M11 Junction 9?

Duxford Air Base

Of the three options considered, the EAST assessment suggests that a realignment of the A505 to the north of the existing corridor may provide the most benefits. It would provide additional capacity whilst also reducing severance between the air base and the housing to the north, and potentially provide the scope for an extension of the settlement.

Difficulties with online widening as a result of the lack of available land, the treatment of existing junctions and the severance it would cause appear to preclude this an a realistic option, whilst a southern realignment would require significant land take, a bridge over the motorway and be very costly to deliver.

It would also mean the link immediately east of M11 J10 would have to carry traffic from the east and west wishing to access the M11 and would therefore become a lot busier than it is already.


M11 to A1301

There are several credible options for increasing capacity between the M11 and the A1301, the busiest and most congested stretch of the A505 corridor assessed within this study.

However, online widening of the carriageway appears to be the least beneficial, and likely to present the most issues both during construction and once in place.

The bridges over the River Cam and the London to Cambridge railway line are such that they would have to be widened or rebuilt to accommodate a two-lane dual carriageway, and the impact of the widening on the village of Whittlesford is likely to be negative in terms of the noise and air quality concerns which could arise from a busier road in such close-proximity to a residential area.

Regarding the realignment options, all have benefits in terms of alleviating the impacts of through traffic on the village and providing the scope to cater for additional housing growth in the area by opening-up land for potential development.

In each instance, structures would be required to bridge the railway and river. The key consideration is whether a longer or shorter bypass would be most appropriate, with the trade-off being between the respective costs of the schemes, and the amount of developable land opened up as a consequence of each alignment.

M11 Junction 9

The congestion and delays experienced on the A505 between the M11 and the A1301 could potentially be resolved by making improvements to M11 Junction 9, as opposed to undertaking works on the A505 itself. A proportion of traffic using the A505 is due to the limited access from the existing motorway junction6.

This subsequently requires those heading south down the M11, and wishing to access Saffron Walden for example, to use Junction 10, the A505 and A1301 as opposed to continuing along the motorway and exiting at Junction 10. Strategic trips are in effect forced to use the local road network.

Given this pattern of demand, any improvements to the A505 would fail to address this more strategic issue in ensuring the most appropriate routing of vehicles on the network. It would still see heavy flows of strategic trips on the local road network.

In this respect, a solution which took these vehicles off the local road network completely, freeing up both the A505 and A1301, and providing more route choice, would seem to be a more effective and strategic solution. Consequently, opportunities to cater for all turning movements at M11 Junction 9 should be explored.

6 Further investigation including ANPR surveys would be required to quantify what proportion of traffic is using M11J10 because of the limited access at M11 J9.


Treatment of Junction 9

Both the reconfiguration and more radical, relocation, of Junction 9 would improve the capacity of the intersection, the wider network, and the route choice available to vehicles. The reconfiguration of the junction to cater for ‘south to east’ and ‘west to north’ movements would require new structures, including a bridge over the existing carriageway. There would likely be a significant impact on current operations during construction.

The wholescale relocation of the junction to the west would be a radical and costly intervention but would enable construction to be undertaken off-line, therefore reducing the impact on traffic, could include a new arm to the junction to provide access into land to the west, and provide the scope for the expansion of the village of Great Chesterford by backfilling development in the land created through the realignment of the motorway and relocation of the junction.


Table 6.1: Summary of Outputs from DfT EAST Assessment of Improvement Options

Name/No. DescriptionScale of impact

Fit with wider transport and government objectives

Fit with other objectives

Key uncertainties Economic Growth

Carbon emissions

Socio-distributional impacts and the regions

Local environment

Well beingPotential public

acceptabilityPractical

feasibilityCapital Cost

(£m)?

1. Royston to Duxford Air Base Online Widening

Around a 10km extension of the dual carriageway which forms the Royston bypass to a point immediately to the west of Duxford Air Base.

4 3 3 Costs and funding 4. Amber/green 3. Amber 3. Amber 2. Red/amber 3. Amber 3 4 100-250

2a. Duxford Air Base Online Widening

Increase the width of the existing carriageway increased along its current alignment. May require a 4-lane single carriageway.

2 2 3Availability of space within carriageway, junction treatment

4. Amber/green 3. Amber 3. Amber 2. Red/amber 2. Red/amber 3 2 25-50

2b. Duxford Air Base Northern Realignment

The realignment of the A505 to the north of the air base, before turning back south and accessing M11 J10 via a new arm on the roundabout.

4 4 4Land take, M11 J10 junction requirements

5. Green 3. Amber 3. Amber 4. Amber/green 4. Amber/green 4 4 25-50

2c. Duxford Air Base Southern Realignment

Provides a southern realignment of the carriageway. A direct connection into the existing M11 J10 would not be feasible and so a new bridge would be required to connect the route with Hunts Road in Duxford, which in turn would provide access northbound to the existing A505 alignment.

2 2 3Bridge over the M11, land take requirements, costs and funding

2. Red/amber 2. Red/amber 3. Amber 4. Amber/green 3. Amber 1 1 100-250

3a. M11 to A1301 Online Widening

Online widening including a reconfiguration of existing junctions with Moorfield Road and Station Road, and widening of the structures to bridge the London-Cambridge rail line and the River Cam.

4 2 3

Issues associated with the proximity of the River Cam and train line.

4. Amber/green 3. Amber 3. Amber 2. Red/amber 2. Red/amber 4 2 50-100

3b. M11 to A1301 North Realignment

Northern realignment of the carriageway from the junction with Royston Road to the A1301 roundabout, with online widening between Royston Road and Hunts Road as per Option 3a.

5 4 4Land take requirements, costs and funding

5. Green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 4 3 25-50

3c. M11 to A1301 Southern Realignment (Short)

This would entail online widening between Hunts Road and the junction with Moorfield Road at which point the route would be realigned to the south of the existing corridor and woodland, before re-joining the existing route at a new roundabout to the west of the A1301 junction.

4 5 4Bridging both the river and railway

4. Amber/green 4. Amber/green 3. Amber 4. Amber/green 4. Amber/green 4 3 10-25

3d. M11 to A1301 Southern Realignment (Long)

A southern bypass providing a wide diversion from the existing alignment, between Hunts Road and a new roundabout to the west of the A1301 junction. As with Option 3c, new bridges would be required over the London – Cambridge rail line and the River Cam.

5 5 4Rail and river bridges, land ownership and acquisition


4. A1301 to A11 Online Widening

Widening the carriageway to provide a continuous two-lane dual carriageway along the existing alignment is therefore the only option to be considered for this section of the corridor

3 3 2Junction treatment close to Pampisford Hall

4. Amber/green 4. Amber/green 3. Amber 2. Red/amber 2. Red/amber 3 3 10-25

5a. M11 Junction 9 Reconfiguration

Reconfiguration of M11 J9 to incorporate both access onto the M11 northbound form the A11, and access onto the A11 from the M11 southbound, to provide an all-movements junction

5 4 3Highways England consensus, deliverability

4. Amber/green 5. Green 3. Amber 4. Amber/green 4. Amber/green 5 2 25-50

5b. M11 Junction 9 Relocation

The complete relocation of the junction on land to the west of the existing, providing the opportunity to cater for all movements

5 5 4

Land take requirements, Highways Engalnd consensus, cost and funding



7. Summary and Recommendations

This feasibility study has sought to provide a high-level review of the issues and options associated with the current and future operation of the A505 corridor between the A10 at Royston and the A11 at Abington.

There are several conclusions which can be draw from the study:

• The broad corridor in which it runs is relatively free of constraints. Where constraints exist, they relate to either the narrow width of the carriageway and highway boundary, and the need to bridge the motorway, river or rail provision.

• Development in the sub-region, across Uttlesford and the neighbouring authorities in Cambridgeshire, Hertfordshire and Suffolk, will generate a large increase in vehicles seeking to use the A505. However, Uttlesford itself will only generate a relatively small proportion of this, amounting to between 2% and 11% of all trips.

• Despite the anticipated increase in demand on the corridor there are various options through which the link capacity of the A505 could be improved. These include both ‘on-line’ and ‘off-line’ interventions, which have the potential to both increase capacity and generate additional benefits in the form of opening up additional land for development, and air quality, safety and severance improvements.

Subsequently, this study alongside both the South Cambridgeshire Junctions Assessment Study and Uttlesford Transport Study provide a basis for further investigation in the identification of investment priorities to be taken forward on the A505 corridor, through which to provide the additional capacity required to facilitate growth in the corridor.


Appendices

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36

390

729

61

136

51

103

166

333

333

166

230

114

61

136

215

137

215

137

230

114

230

114

3 198

198

111

198

111

198111

215

29

35

29

108

43

35

29

35

29

43

48

11

18

Sc30 (North Uttlesford Garden Community) - AM Peak Hour


GREAT CHESTERFORD

76

62

00

1312

00

4533

0

0

0

0

466

767

24

43

00

0

0

25

3

197

25

14

2

236

238

1001

1002

1014

2005

34

29

34

29

29

34

78

94

94

78

34

108

127127

108

127

108

127

127

108

8

7

87

108

127

108

127

108

127

108

127

108

127

19

21

149

149

127

149

45

33

45

33

33

45

45

33

194

160 194160

160

150

150

194

150

179

150

179

194

160

150179

179

152

312

373

312

44

38

38

44

38

44

462

531

158

152

158

462462

0

531

0

38

44

531

462

100

76

76

62

250

190

190

250

128

174

100

76

152

158

152

158

128

174

128

174

25 125

125

149

125

149

125149

152

26

30

26

132

46

30

26

30

26

46

32

13

12

0

Sc30 (North Uttlesford Garden Community) - PM Peak Hour


GREAT CHESTERFORD

92

97

2722

6

14

43

70

976

301

54

16

18

6

68

626

24

211

2

16

236

238

1001

1002

1014

2005

42

46

2

2

48

59

2

2

59

48

196

185

39

51

146

145

48

191

14

7

188

198

7

46

65

188

191

188

191

14

13

3

3

1

1

1413

191

188

191

188

191

188

191

1 11

1

1

1

1

1

1

1

188

191

41

35

41

229

229

226

1

1

42

68

42

68

68

42

42

68

270

294

270

294

294

315

65

269

270

9

25

269184

244

176

270

294

315

249

184

242

535

444

535

43

112

112

43

112

43

779

770

326

251

351

56

11

56

768

67

782

112

43

715

757

113

154

92

97

230

676

676

230

624

183

113

154

251

351

251

351

624

183

624

183

41

226

343

268

226

343

226

343

251

105

52

105

8

3

254

50

55

105

55

105

50

140

27

22



GREAT CHESTERFORD

76

57

1625

10

8

51

48

434

713

22

40

8

13

500

60

169

21

12

2

236

238

1001

1002

1014

2005

35

43

1

2

45

50

1

2

50

45

185

148

41

40

107

145

45

188

8

11

141

199

11

52

48

141

188

141

188

10

14

2

3

1

1

1014

188

141

188

141

188

141

188

1 11

1

1

1

1

1

1

1

141

188

26

39

26

167

167

227

1

1

50

47

50

47

47

50

50

47

217

274

217

274

274

255

48

203

217

18

11

203195

192

177

217

274

255

242

195

304

576

393

576

87

43

43

87

43

87

768

573

181

322

192

9

46

9

572

14

572

43

87

557

721

110

121

76

57

534

238

238

534

185

463

110

121

322

192

322

192

185

463

185

463

304

340

178

644

340

178

340

178

322

43

91

43

4

1

152

111

93

43

93

43

111

43

16

25



GREAT CHESTERFORD

46

96

00

1017

00

2457

0

0

0

0

976

301

54

16

00

0

0

3

32

24

211

2

16

236

238

1001

1002

1014

2005

21

43

21

43

43

21

118

59

59

118

21

161

8181

161

81

161

81

81

161

5

10

510

161

81

161

81

161

81

161

81

161

81

27

15

96

96

96

188

24

57

24

57

57

24

24

57

119

246 119246

246

231

231

119

231

108

231

108

119

246

231108

108

199

444

228

444

32

56

56

32

56

32

676

350

122

199

122

676

350

676676

0

0

350

56

32

350

676

55

126

46

96

149

311

311

149

215

103

55

126

199

122

199

122

215

103

215

103

3 184

184

99

184

99

18499

199

25

32

25

97

40

32

25

32

25

40

42

10

17



GREAT CHESTERFORD

70

56

00

1211

00

4231

0

0

0

0

434

713

22

40

00

0

0

25

3

169

21

12

2

236

238

1001

1002

1014

2005

31

27

31

27

27

31

71

87

87

71

31

98

118118

98

118

98

118

118

98

6

76

98

118

98

118

98

118

98

118

98

118

17

20

138

138

115

138

42

31

42

31

31

42

42

31

179

146 179146

146

136

136

179

136166

136

166

179

146

136166

166

137

283

346

283

42

34

34

42

34

42

419

491

146

137

146

491

419419

0

0

491

34

42

491

419

92

70

70

56

233

173

173

233

116

163

92

70

137

146

137

146

116

163

116

163

25

113

137

139

113

137

113137

137

24

27

24

122

92

27

24

27

24

41

30

12

11



GREAT CHESTERFORD

88

89

2620

6

14

41

64

889

274

50

14

18

6

68

626

22

193

2

15

236

238

1001

1002

1014

2005

40

42

2

2

46

55

2

2

55

46

186

180

39

51

141

134

46

176

14

7

181

183

7

46

65

181

176

181

176

14

12

3

3

1

1

1412

176

181

176

181

176

181

176

1 11

1

1

1

1

1

1

1

181

176

40

33

40

220

220

209

1

1

39

63

39

63

63

39

39

63

260

272

260

272

272

294

65

248

260

9

25

248174

223

166

260

272

294

239

174

224

494

424

494

40

107

107

40

107

40

717

739

315

233

340

56

11

56

737

67

751

107

40

684

695

108

142

88

89

217

651

651

217

608

174

108

142

233

340

233

340

608

174

608

174

41

210

334

251

210

334

210

334

233

103

49

103

8

3

245

47

52

103

52

103

47

137

26

20



GREAT CHESTERFORD

69

52

1524

10

8

47

45

395

650

20

37

8

13

500

60

154

20

11

2

236

238

1001

1002

1014

2005

32

41

1

2

42

48

1

2

48

42

178

140

41

40

99

138

42

179

8

141130

190

11

52

48

130

179

130

179

9

13

2

3

1

1

913

179

130

179

130

179

130

179

1 11

1

1

1

1

1

1

1

130

179

24

38

24

154

154

217

1

1

46

44

46

44

44

46

46

44

201

261

201

261

261

243

48

191

201

18

11

191179

180

162

201

261

243

227

179

292

551

361

551

84

40

40

84

40

84

731

528

168

310

178

9

46

9

527

14

526

40

84

512

683

101

115

69

52

515

223

223

515

175

450

101

115

310

178

310

178

175

450

175

450

304

330

165

634

330

165

330

165

310

41

89

41

4

1

141

108

90

41

90

41

108

40

15

24



GREAT CHESTERFORD

42

87

00

915

00

2152

0

0

0

0

889

274

50

14

00

0

0

3

32

22

193

2

15

236

238

1001

1002

1014

2005

19

39

19

39

39

19

108

54

54

108

19

147

7373

147

73

147

73

73

147

5

9

59

147

73

147

73

147

73

147

73

147

73

24

14

87

87

87

171

21

52

21

52

52

21

21

52

108

223 108223

223

210

210

108

210

99

210

99

108

223

21099

99

181

404

207

404

29

51

51

29

51

29

614

319

111

181

111

614

319

614614

0

51

29

319

614

50

115

42

87

136

286

286

136

199

94

50

115

181

111

181

111

19994

199

94

94 167

167

90

167

90

16790

181

23

29

23

88

36

29

23

29

23

36

38

9

15



GREAT CHESTERFORD

64

51

00

1110

00

3828

0

0

0

0

395

650

20

37

00

0

0

25

3

154

20

11

2

236

238

1001

1002

1014

2005

28

24

28

24

24

28

65

79

79

65

28

89

107107

89

107

89

107

107

89

6

76

89

107

89

107

89

107

89

107

89

107

16

18

125

125

105

125

38

28

38

28

28

38

38

28

163

133 163133

133

124

124

163

124151

124

151

163

133

124151

151

125

258

314

258

38

31

31

38

31

38

382

446

132

125

132

446

382382

0

0

446

31

38

446

382

84

64

64

51

214

158

158

214

106

150

84

64

125

132

125

132

106

150

106

150

25

103

125

129

103

125

103125

125

22

24

22

111

84

24

22

24

22

37

27

11

10




Contacts: Alistair Gregory, Director, WYG t. 0116 234 8219 e. [email protected] Ben King, Associate, WYG t. 0116 234 8045 e. [email protected]

mailto:[email protected]

mailto:[email protected]

A505 Corridor Improvement Feasibility Study: A10 to the A11 4e... · south corridors that form part...

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Transcript of A505 Corridor Improvement Feasibility Study: A10 to the A11 4e... · south corridors that form part...