Environmental-Statem.. - The future - London Stansted Airport

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 1Audit Sources212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit1 SOURCES USED1.1 Archaeological Sources1.1.1 The archaeological study area looked at for the Stansted Heritage Audit contains theStansted Airport Limited (STAL) landholding and a 1 km area surrounding it (seeFigure 1). The wider area was examined in order to set the archaeologicalinformation from the STAL holdings within its context.1.1.2 Essex County Council Heritage Conservation Record (EHCR; formerly known as theSMR), Hertfordshire County Council HER (HHER; formerly known as the SMR) andthe National Monuments Record (NMR, maintained by English Heritage) atSwindon, are primary repositories of information on all known archaeology in thisarea. FA requested a list of all sites and finds within the study area from the NMRand from the two County Councils. Almost all of the study area falls within thecounty of Essex; a small part in the south-western corner falls within the county ofHertfordshire. Because of the density of entries on the Essex HCR for the study area,FA also consulted the HCR maps held by Essex County Council in both paper anddigital forms. In addition the following sources were consulted:• English Heritage Scheduled Monument (SM) descriptions and maplets. Thereare three SMs within the study area.• The relevant List of Buildings of Special Architectural or Historic Interest,compiled by the DOE/DCMS (copies held at English Heritage’s NationalMonuments Record Centre).• A selection of historic maps held by the Essex County Record Office, datingfrom between 1594 and 1843, and the Ordnance Survey 1st Edition 6” and 25’’Maps (1881 and 1874).• Between 1985 and 1990, Essex County Council Archaeology Section (ECCAS)carried out extensive archaeological investigations in response to the expansionof Stansted Airport. This involved a large-scale fieldwalking survey in order toidentify potential sites, followed by targeted excavations. The results of TheStansted Project have recently been published in two volumes and wereconsulted by FA as part of the present study (Havis and Brooks 2004a, 2).• Evaluation and excavation reports of recent site investigations carried out byFramework Archaeology. All those sites excavated to the end of May 2005have been incorporated here.• Geological maps, both OS (sheet 222) and those held by BAA for STAL.• Air photographs held at the National Monuments Record Centre, Swindon, theAerial Photographic Library at Cambridge, the Essex EHCR, and by BAA atStansted dating from the 1940s to 2004.• Plans of the WW II airport held by BAA, the Essex HCR and RAF Archives.1.1.3 FA carried out site walkover surveys of non-airside areas within STAL in October1999 and February 2005. The objectives of the surveys were to:• Confirm the presence/absence (‘ground-truth’) previously known archaeologicaland historical landscape features;• Identify new features of potential archaeological/historical significance;• Record the location of extant hedgerows;• Assess the topography of STAL landholding to provide additional information onpast earth movements associated with the initial phase of airport development;312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit• Gain first-hand knowledge of the STAL environs with particular emphasis ontopography, zones of vision, and the nature of the historical and naturallandscape.1.1.4 The results of the walkovers have been incorporated into the general assessment ofarchaeological potential/survival.1.1.5 A full list of sources examined can be found in Appendix 4.1.2 Archaeological Sources not Consulted/Scope for Further Work1.2.1 Archaeological sources not consulted for the purposes of the audit comprise detailedplace and field-name evidence derived from historical map sources (eg Tithe mapsand Awards of 1838-1843).1.3 Airport Development Sources1.3.1 BAA Engineering Support Office at Stansted is the primary repository for allengineering and development plans of the airport. There are a very large number ofplans, several thousand, most of which are held in microfiche format. FA consultedwhat appeared to be the most relevant plan ‘packages’ covering the Phase 1development carried out in the 1980s. Those consulted included:• 1986 pre-development contour and spot height survey of the airport,• Cloth plans dating to the 1940s-50s (including the runway) and traced plansdating to the 1950s-60s, held by the Engineering Support Office;• Geotechnical mapping and data from a survey of boreholes, augurs and test pitsundertaken prior to Phase 1 development in 1986, held by the EngineeringSupport Office;• Cut and Fill map (15 mppa Preliminary Site Investigation Earthworks DesignModel Plan, dated Dec 1981),• Groundwork and Construction packages held at the Engineering Support Office,showing present and proposed Phase 1 development, with associated OD levels.These include Stage 2 Infrastructure, Earthworks Stage 3 and Terminal AreaEarthworks plans.• FA examined a number of plan packages associated with specific Phase 1building developments. These were too detailed to be incorporated into the Auditmapping. Copies of plans copied but not used are listed in Appendix 4.• Summary plans of the location of services at Stansted Airport provided by BAAPavement Team; and data on the main impacts of the major services.• Air photographs held by BAA, taken during the Phase 1 development and onelarge poster AP taken in 1998.• Published secondary sources on the history of the development of StanstedAirport.• London Stansted Airport Briefing Pack; document produced by BAA (undated)• A limited series of modern levels provided by Alison Way at BAA.• The Ecology Audit of Stansted Airport undertaken by Penny Anderson, of PennyAnderson Associates (July 1999).• The comments of various individuals were also taken into account whenconsidering the general picture of past ground disturbance at Stansted. Theseinclude consultation with Toby Drew, STAL Engineering Surveyor, AnthonyOgdn, STAL Landscape Engineer and John Grimsdale, Design Manager of BAAPavement Team.1.3.2 A list of all those plans and packages consulted, including drawing references, hasbeen produced in Appendix 4.412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit1.4 Airport Development Sources not Consulted/Scope for Further Work1.4.1 The BAA Engineering Support Office holds a very large number of ‘packages’containing development plans. It was outside the scope of the present study to listand/or examine a large number of these, but any further archaeological assessmentcould involve detailed examination of particular packages relevant to any futuredevelopment proposals. These could be used to further isolate areas of disturbanceand ground level changes. This would be especially effective if combined with apresent day contour survey.512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 2Methodology involved incompilation of Figures612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit2 METHODOLOGY INVOLVED IN COMPILATION OF OVERLAYS2.1.1 In order to provide a baseline assessment of risk within the STAL landholding, aseries of digital maps have been created (see below) using data compiled andanalysed from the above sources.2.2 Baseline Map & Restricted Areas (Figure 1)2.2.1 Obtained digitally from BAA and showing the boundary of STAL landholding andthe restricted airside areas.2.3 Map of World War II Airport (Figure 2)2.3.1 This map was created by overlying the map showing the World War II (WWII)layout, compiled by Essex HCR, onto the Ordnance Survey (OS) base map of theairport. The WWII map was not entirely to scale and had to be stretched for a best fitapproach, matching it with the pre-1980s development OS map. It is thereforepossible that some loss of accuracy occurred as a result of this stretching exercise.2.3.2 Some elements of the original WWII airport still survive, notably the taxiways andaprons in the northern part of the airport. The WWII sites plotted on this map are notconsistently recorded on the main Essex HCR and are therefore not included withinthe cultural heritage gazetteer (Appendix 5) or archaeological features map (Figure3). However, these former WWII features are labelled on Figure 2. The singleexception to this is a 1940’s ‘blister’ hanger surviving on the northern edge of thecurrent airport (FA 225), recently identified by FA. It is highly likely that other,smaller 1940’s structures survive airside but have not been identified due to thedifficulties of working airside (Havis and Brooks 2004b, 513).2.4 Archaeological Features Map (Figure 3)2.4.1 This shows the archaeological sites/finds both within the STAL holdings and for a1km zone around the airport. Each site/find has been given a FrameworkArchaeology (FA) number, which is marked on Figure 3, listed in the culturalheritage gazetteers (Appendix 5) and where appropriate referred to in the text. Thearchaeological features map has been compiled from:• HCR maps and records held by Essex CC, entries from the Hertfordshire HERand those from the NMR, for the whole of the study area• Reports of 1980s investigations within the STAL holdings showing excavatedareas and areas fieldwalked (Havis and Brooks 2004a, 2 )• Historic maps – for the location of historic roads, fieldnames, streams, springs,parish boundaries and non-extant buildings. These features have only beenplotted for the STAL holding.• Former stream channels as plotted by BAA Ground Engineering Services forSTAL landholding• Records and information held by FA on recent evaluations and excavations2.5 Areas of Surviving Historic Hedges and Woodlands (Figure 4)2.5.1 Surviving, potentially historic hedges, woods and boundaries have been plotted ontoFigure 4 from historic map evidence, where their presence has been confirmed by theresults of the walkover survey of February 2005. The walkover survey undertaken in712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditOctober 1999 did not include inspection of potentially historic hedgerows. However,the hedges were checked against the ecology audit carried out in July 1999.2.5.2 The walkover surveys were not conducted airside. Consequently, where a boundaryor hedge that falls within the restricted airside areas has been identified as beinghistoric and where the ecology audit of 1999 has noted a hedge being present today, ithas been assumed that they are one and the same.2.5.3 The historic map sources used for this exercise included:• Agas Map, 1594• Taylor’s Farm, 1766• Birchanger Tithe Map, 1838• Stansted Mountfichet Tithe Map, 1843• Bassingbourne Hall Estate Map, 1804,• Elsenham Hall Estate Map, 1823• Ordnance Survey 1 st edition 6” and 25’’ Maps, 1881 and 18742.5.4 Historic hedges were plotted from the map sources listed above. However, whilst thelater OS 1 st edition maps showed the whole area of STAL holdings, the earlier mapsdid not. Where the earlier maps only covered parts of the airport, the historic hedgesand woods have been plotted from these. In the areas where there was no data fromearlier maps, the historic hedges and woods have been plotted from 1 st edition OSmaps only. All this is reflected, using colours, in Figure 4, so that an idea of the datewhen the hedges were first seen on the historic maps examined, can be ascertained.2.5.5 As described in Volume 1, Section 4.2 of this Audit, the Hedgerows Regulations1997 (and new guidance 2002) make provision for the protection of hedgerowsconsidered to be of landscape and/or historical and natural history importance. Ahedgerow is considered to be ‘historic’ if it is recorded in a document held at aRecord Office as an integral part of a field system pre-dating the Enclosure Act(Schedule 1 Part II, 5). Where no Enclosure Act is relevant to the hedgerow inquestion, the year 1845 has been used as the cut-off point for a hedgerow beingconsidered potentially historic, as set out in the guidelines issued by the Departmentfor the Environment, Food and Rural Affairs (DEFRA 2002).2.5.6 Consequently, mature hedgerows identified along extant field boundaries shown onthe earliest extensive and detailed maps (in this case a sequence of estate and TitheMaps prepared between 1594 and 1843) are considered in this report to meet thecriteria to be deemed ‘historic’ and therefore considered ‘important’.2.5.7 Although an extensive search was made for early maps of the area at the EssexCounty Record Office, further programmed research at other archives or institutionsmay discover other, useful or earlier maps.2.6 Designated Sites (Figure 5)2.6.1 Figure 5 shows the location and FA reference numbers of all Listed Buildings andScheduled Monuments within the 1km Study Area. Listed Buildings are thoseofspecial architectural or historic interest, recorded in the List of Buildings of SpecialArchitectural or Historic Interest compiled according to the provisions of thePlanning (Listed Buildings and Conservation Areas) Act of 1990. ScheduledMonuments are archaeological sites, deposits or structures included in the Scheduleof Ancient Monuments as defined in the Ancient Monuments and ArchaeologicalAreas Act of 1979. The locations of the Listed Buildings and the ScheduledMonuments within the 1km Study Area are recorded in the Essex HCR.2.6.2 Although some of the Listed Buildings have been verified on the ground by FA, themajority have not and it is possible that the exact location of some Listed Buildings812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditmay vary slightly from those shown on Figure 5. The status of some of the ListedBuildings has been verified by FA by reference to the copies of the Lists(‘Greenbacks’) held at the English Heritage National Monuments Record Centre,Swindon, and by reference to the interactive maps on the Uttlesford District Councilwebsite (http://www.uttlesford.gov.uk/planning/interactive+maps.htm).2.6.3 This Figure also shows the location and extent of landscape features locallydesignated in the Uttlesford District Council Local Plan (January 2005), as describedin Volume 1 of this Audit (para 2.3.10).2.6.4 The local designations include areas of Important Woodland and Ancient Woodland,both within the STAL landholding and 1km Study Area. These have been includedon this Figure for two reasons:• Woodland environments can include a range of surviving features related to theexploitation of the woodland resource (eg boundary banks or charcoal clamps);• The woodland itself can represent a protected environment that has not beensubject to recent cultivation or deep disturbance, and where features, that in otherareas will have been substantially or wholly eroded, may survive in bettercondition (eg medieval earthworks).2.6.5 The local designations of Protected Lanes, Special Verges and Historic Parklandhave been included here as they are important historical elements of the character ofthe local countryside. The Historic Landscape local designation is included as thisincludes areas where there are notable complexes of surviving ‘ancient semi-naturalwoodland’ and medieval boundary banks.2.6.6 The Landscaped Areas local designation is included as this includes land which isrecorded by the District Council as been having substantially disturbed. However,this designation also includes areas where soils have been deposited (such as thebunds on the north-eastern edge of STAL) and where archaeological deposits maysurvive beneath deposits of later material.2.7 Areas of Known Archaeological Potential Map (Figure 6)Assumptions2.7.1 This shows the areas of known archaeological potential within STAL landholdings(as understood in May 2005). Areas of known archaeological potential have beencoloured yellow on Figure 6. The following assumptions and methodology wereused:• Excavated areas have been plotted and colour-coded according to the density ofarchaeological features discovered, to give some understanding of whether andwhere archaeological deposits are likely to extend away from the excavated areasalready investigated;• An area of c100 m radius has been drawn around those archaeologicalinvestigations, where archaeological deposits were found, defining the possibleareas of archaeological potential extending from these excavated areas;• An area of 100m radius around significant concentrations of artefacts foundduring fieldwalking and metal detecting in the 1980s, as defined by the HCR, andwhich were not excavated;• An area of 50m radius has also been plotted around features taken from historicmaps, such as buildings, roads, including the Roman road to the south-west of theairport, and springs (which may have attracted early settlement) and indicativefield names etc (the area of potential around field names has been plotted ingreen);912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit• An area of 100 m has been plotted either side of the alluvium alongside PinceyBrook (a possible palaeochannel which may contain or seal archaeologicalmaterial) and the former stream channels as plotted by BAA;• Existing historic woodlands have been plotted – these historic woodlands mayhave protected archaeological features and deposits from agricultural damage.Historic hedges would also have provided similar protection within their bounds(see Figure 4 for areas of historic hedges and boundaries).2.7.2 Therefore, Figure 6 defines the limits of known or suspected archaeological depositspresent prior to the Phase 1 construction of the airport. It does not take into accountwhich of these areas of archaeological potential survived the initial developmentphases. Appendix 2.8 in conjunction with Figure 6 discusses this further.2.8 Map of Known Impacts and Likely Survival of Archaeological Deposits (Figure 7)2.8.1 This map (Figure 7) has been drawn up to show the type and degree of grounddisturbance and impacts associated with:• past and ongoing airport construction and ground disturbance;• agricultural disturbance;• archaeological disturbance.2.8.2 It attempts to show the differences in the degree of disturbance caused by theseimpacts and shows which parts of the airport have undergone the least and mostdisturbance. Those areas which have undergone least disturbance have the highestpotential to contain surviving archaeological deposits.2.8.3 This map was compiled in a number of stages and is based on the sources listed inAppendix 4 and described in Appendix 1 above. The different colours represent thedifferent potential for archaeological survival based on the types and extents ofdisturbance. Details on the methodology and how the sources were used can befound in Table 1 and the ‘methodology’ section at the end of Table 1.Assumptions2.8.4 In order to draw up this table and associated mapping, judgements have had to bemade concerning the survival of archaeological remains in relation to their character.For example, it is known from previous archaeological work on the site that most ofthe cut features survive to a depth of between 0.30-0.60m below the current groundsurface, but that some are much shallower and some extend to a depth of c 2m.Therefore any disturbance to a depth of 2m or over would have destroyed the vastmajority of archaeological deposits, except perhaps the very deepest fills of a verydeep ditch. Any disturbance to a depth of between 0.30-0.60m would have destroyedthe shallower archaeological deposits but many deeper ones would survive. Anydisturbance c 0.20-0.30m would have left many of the archaeological remains intactbelow the bottom of the topsoil. These differences in destruction levels are reflectedin the categories illustrated in Figure 7 and Table 1.2.8.5 Although not specifically marked on Figure 6, all historic hedges and boundarieshave a high archaeological potential where they survive (their survival is marked onFigure 4). Historic hedges and boundaries have often been found to offer long-termprotection from agricultural damage to any archaeology falling within their bounds,and for this reason, all historic hedges and boundaries should be seen as areas wheresurvival of archaeological remains may be high.1012/04/06

BAA Stansted AirportFramework Archaeology Version 2 Volume 2 Strategic Cultural Heritage AuditTable 1: Predicted Disturbance and Potential Archaeological Survival (refer to Figure 7)Colourcode onFig 7ABLUEPotential forarchaeologicalsurvivalUnknownDescription of impacts Main sources & assumptions Summary of survivalPossible disturbance cut todepth of 2 metres or more.Disturbance seen but depthand extent not known, thoughassumed to be within 0.30-2mTo west of cargo building – section of cut and cover railway tunnel marked on Stage 2 Infrastructure maps (map status unknown)Area to south of easternmost satellite – large and possible deep area of disturbance seen on BAA poster map – not confirmed by any other sources.To east of diamond building – new borrow pits marked on Earthworks Stage 3 plans – possibly supported by observation on ground of disturbed area,but actual depth of disturbance unknownAreas seen on the ground during 1999 walkover as obviously disturbed (either in the past or ongoing)APs – obvious areas of disturbance seen on APs taken during the 1980s constructionStage 3 ground work plans - where position of cuts marked (borrow pits) and where the cuts are less than c.2m, or where the difference between pastand proposed ground levels differ by between 0.3-2mPossibly protected fromdisturbance by ‘Fill’ orpossibly intactDisturbance present butextent unknownDepth of disturbance unknownSecond WW activities which may have disturbed archaeological deposits. Taken from 2 nd WW map of airport and includes only those areas wheredisturbance thought to be significant e.g. oil/petrol and bomb storage areas, possible vehicle dumps seen on APs (and pers. Comm). and shooting range.May also be contamination problems in these areasConstruction of modernearthworks may protectarchaeological sites below, butalso may have causeddisturbanceModern earthworks seen from: observation during 1999 walkover; from Stage 3 earthwork plans; Cut & Fill map; plan sent by Ecology audit.Areas of earthworks and upstanding landscape features may have protected the original ground surface and any archaeology underneath. However,also possiblity that damage caused to archaeology during topsoil removal prior to the instatement of earthworks and the movement of heavy machineryassociated with stripping and backfillingEarthworks which may befairly shallow and not offeringmuch protection.Taken from Cut and Fill map, where earthworks fall between the 0m - 2m line. Alaso where X-sections show some rise in ground level. Partialprotection offered but also damage possibly caused from machinery.Ongoing damage toarchaeological depositsWalkover observation - obvious on ground that the then current infilling of possible remains of Stansted Channel was causing damage to underlyingsurface from heavy plant.BGREENNonePossibly minimal damageTotalAreas which may possibly be relatively intact but lacking sufficient data to be certain (eg to west of runway) or areas where some potential forsurvival of archaeological deposits noted but exact depths of disturbance uncertain (eg southern part of Standby Runway FA 212)Havis & Brooks (2004a,b): Areas of ‘detailed’ excavation where all archaeological features would have been totally excavated and preserved byrecord only.Framework Archaeology sites within STAL where significant levels of archaeological excavation completed (eg FA 217).Known deep levels ofdisturbanceDisturbance cut into thesubsoil to a depth of 2 metresand deeper.For Terminal area - Cut & fill map confirmed by generated Sections based on past and proposed levelsFor ponds in south – observationFor South west of airport – gravel pit marked on Geology mapCYELLOWExisting buildings which will The 3 existing satellites buildings.have destroyed allarchaeological deposits.Low Subsoil disturbed to c 0.65m+ Impact caused by construction of runways – impacts assumed from following sources: Plan of WW II features; Sections and plans of proposed and1940s runway drawn in 1956 (shows runway foundations c. 0.65 m into the subsoil). Assumption that modern runways built to the same depth ordeeper, in the absence of detailed information on present runways.Based also on results of FA 212 watchi ng-brief of Standby runway test-pits (showed northern part of Standby runway to be disturbed to depth of1.5m+); and of FA 220 watching-brief of Molehill phase 1 Car-Park (showed deep truncation).Deep disturbance but lowlevels of archaeologicalsurvival in places1112/04/06

BAA Stansted AirportFramework Archaeology Version 2 Volume 2 Strategic Cultural Heritage AuditColourcode onFig 7DORANGEPotential forarchaeologicalsurvivalMediumDescription of impacts Main sources & assumptions Summary of survivalSignificant disturbance tosubsoil (including existingbuildings), with possibility ofpockets of archaeologysurviving. Possibility ofarchaeological depositsprotected by levelling land andbuilding up with redepositedspoil.General level of disturbance assumed associated with areas of hardstanding, levelled and disturbed areas around buildings, runway, carparks etc; alsogeneral disturbance caused by construction traffic. Possibility of pockets of surviving archaeology in these areas or deeper archaeology survivingbeneath truncated surfaces. Where levelling has taken place, also potential for good archaeological survival if levelling achieved through building upparts of the site with redeposited soil, which may have protected any archaeological deposits underneath.Survival in pockets or under‘Fill’Survival over wide area buttruncatedExisting buildings - significantdisturbance to subsoil, withpossibility of pockets ofarchaeology survivingbetween foundationsAreas occupied by existing buildings, where foundations are assumed to be deep and where construction techniques may have also caused damage toexisting deposits – may be pockets of surviving archaeology in some areas eg between pile foundations.Site of previous, post 1940sbuildings - varyingdisturbance to subsoil, withsome archaeology survivingAreas occupied by previous post-war buildings, with variable foundation depth and therefore variable impacts: some archaeology expected to survivein these areas.EREDHighPartial orMinimal damage (0.00-c.0.40m)Minimal disturbance fromWWII buildings andcompoundsAreas of previous Rescue & Salvage excavation (Havis & Brooks 2004a,b), where only a percentage of features were excavated and where partialsurvival of remaining archaeology may survive and where not affected by subsequent impacts. Note: subsequent backfilling and disturbance could haveseriously damaged the remaining deposits.General Observation from walkover and from information from Ecology audit. Areas designated as in-situ and undisturbed in ecology audit but wheresome recent or ongoing damage to the surface seen during walkover. Category also includes areas where topsoil has been stripped in the past eg forwildlife areas.WW II plans of airport shows buildings and compounds – general assumption is that these buildings would have had minimal foundations, and theirassociated hardstanding would not have penetrated very deep (residential areas especially) and would not have had much impact below the topsoil.Minimal disturbanceArea of trench evaluation -archaeological features foundAreas where evaluation has revealed archaeological features - further mitigation pendingMinimal disturbanceAreas which show no obvious impacts: information from walkover observation and lack of impacts noted from all other sources. These areas are ormay have been under the plough in the past and archaeological features may be partially truncated by ploughing, but in general have been subject tominimal known impacts and therefore any archaeology in these areas would be expected to survive in good condition. Also includes areas of historicwoodland which may have protected archaeological remains within their boundaries.1212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditMethodology2.8.6 This section explains how the sources described above and in Appendix 4 were usedin the compilation of Figure 7.2.8.7 Most of the BAA maps showing the proposed Phase 1 development and theassociated changes to the OD levels which occurred during this development, coveronly the area around the terminal and runways, as this was where most developmenttook place. For these areas the following methodology applied:• A series of north-south and east-west cross- sections of the airport was drawn-up,mainly using the pre-and post development levels indicated on the EarthworksStage 3 maps, along with levels taken from the other sources where necessary (egbore holes etc),• These were compared with the proposed ‘Cut and Fill’ map to confirm itsaccuracy. The two sets of data for the terminal area showed similar results, butthe cross-sections over the rest of the site cast some doubt on the validity of theother, smaller areas of cut and fill shown on the‘Cut and Fill’ map. This has beentaken into account on the mapping, and noted in Table 1.• Major level changes and features which involved excavation or infilling, takenfrom the Earthworks Stage 3 and Stage 2 infrastructure maps, were plotted on adetailed draft ‘impacts map’ eg, borrow pits, stockpiles etc.• This impact map was then compared with the cross-sections and ‘Cut and Fill’maps• An independent control was attempted by comparing levels from the 1981contour survey against modern levels for use in a comparison with the resultsobtained from the above data sets. However, due to the small number of modernlevels available this had limited value.• In some areas the data sets were consistent with each other with regard toimpacts, in other areas this was not the case. These differences causeduncertainty in the reliability of the data and this has been taken into accountduring the compilation of the mapping and as outlined in Table 1.2.8.8 Other sources were also used, to check the results of the above analysis of theterminal and runway areas, and to assess the areas not covered by the above sources(mainly the peripheries of the site away from the main terminal and runways).Although these peripheral areas were less heavily impacted upon by the Phase 1development, impacts still occurred, and have continued to occur up until the presentday.2.8.9 These sources included:• Annotated ecology map showing areas of in situ grassland, soil etc, with areas oftopsoil stripping marked. Based on an ecology audit dated July 1999;• FA walkover in 1999 to assess visually areas of ground disturbance outside therestricted ‘airside’. This noted, amongst other things, areas of new disturbance inareas identified as in situ ground on the ecology maps;• Impacts caused by certain WWII activities including petrol/bomb/oil stores. Thegeneral assumption is that most of the buildings dating to this period, apart fromthese stores, would not have had substantial foundations and would not havecaused a big impact on any deposits below the topsoil. It is possible that theremay be issues of contamination associated with these features;• Several large circular cropmarks were identified on an AP hanging in Enterprisehouse, at Stansted. It is thought that these holes may have been dug by theAmerican forces to dump stores, vehicles, ammo etc, not taken back to the US;1312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit• Non-extant post-1950 buildings, taken from plans of the airport prior to Phase 1development and present buildings;• Areas of disturbance seen on the 1980s APs taken during the Phase 1construction;• ECCAS and FA archaeological excavation reports which show whichexcavations were totally excavated and which were not;• Gravel workings marked on Geology map;• Obvious cut features such as ponds of all dates.2.9 Reliability of Impact/Archaeological Survival Mapping (Figure 7)2.9.1 Figure 7 reflects current knowledge based on a rapid audit, but should be used withcare. For example:• the absence of a coherent series of present day levels of the site makes accuratecomparisons of pre-and post-construction ground levels difficult;• It is also clear that there has been a substantial amount of seeminglyundocumented earth movement on the site, the relocation and redeposition ofwhich may have protected some archaeological deposits underneath this spoil (eglevelling during the initial and later construction of the runway area, or in the areaof the proposed M11 Link Roads). A reported 8 million cubic metres of soil wasremoved and used within the airport boundaries for landscaping and filling in lowareas, most of which went undocumented;• It is unclear at this stage how much damage might have been done to underlyingarchaeological deposits where topsoil was stripped, as it presumably was, prior toany cut or fill activities. Archaeological deposits would have suffereddisturbance if any subsoil was also removed as part of the topsoil or if, oncetopsoil was removed, heavy machinery was allowed to run across the strippedareas, especially in wet weather;• The clay subsoil would also have made archaeological deposits vulnerable, evenif the topsoil remained in situ, eg if heavy machinery ran across the site in wetweather causing deep ruts to penetrate the subsoil;• There is a possibility that a more detailed examination of Phase 1 plans held byBAA may reveal areas of earthwork movement not shown by the plans looked atby FA;• Many of the plans examined showed proposed works. It is not clear however,whether all of these proposed works were carried out and, if they were, whetherthey were carried out to the specifications shown on the original plan;• Although data on service runs was collected by FA they were not plotted due tothe small scale of the figures used for this report, however, they will have causedan impact in the areas where the service trenches have been excavated. A typicalservice trench width is 1.5 m, with a 10 m working width each side of the trench,where topsoil would have been stripped. The impact of the service trenches arediscussed in detail in Installation of New Services, in section 3.3 (Appendix 3)below.2.10 Archaeological Risk Mapping (Figure 8)2.10.1 This Figure represents a compilation of the information presented on Figures 6(Archaeological potential) and 7 (Known impacts and likely survival).2.10.2 Figure 8 is an assessment of the risk posed to BAA by the known orpotential archaeological resource. It is not an archaeological survivalmap.2.10.3 Risk has been calculated by assessing the potential for archaeology to survive at anyparticular location in relation to the archaeological record, potential disturbance and1412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditlikely constraints on development. From this assessment four graded levels ofcertainty have been established, with the highest levels of risk denoting the areas ofgreatest uncertainty.2.10.4 The greatest risk is seen to be in areas of unknown archaeological survival, often inbuilt up areas where the potential archaeological resource may be difficult to predict.The risk is seen to decrease, as the resource becomes easier to predict.1512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 3Baseline Conditions1612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3 BASELINE CONDITIONS3.1 Geography and Topology of the Study Area3.1.1 The study area is situated in the Walden Uplands of North West Essex, on a flatplateau at 92-108 m OD. The STAL landholding falls mostly within the parishes ofStansted Mountfichet and Takeley, although a small section in the north falls withinthe parish of Elsenham, and the south-western corner falls within the parish ofBirchanger. The former A120 road (a Roman road known as Stane Street) runs east towest immediately south of the STAL landholding. The M11 motorway forms itswestern boundary.3.1.2 The nearest major watercourse is the River Stort located c 3 km to the west of theairport. Pincey Brook, a stream running at the bottom of much smaller valley, crossesSTAL north to south, in the eastern half of the airport. Observation on the groundsuggests the line of this stream may represent a palaeochannel. This valley has beenfilled in where it runs through the terminal and runway areas of the airport. Originallya second watercourse, Stansted Channel, ran north-south across the centre of theairport, to join with Pincey Brook. Figure 6 marks the course the Stansted Channeland the original line of Pincey Brook.3.1.3 The geology across most of STAL landholding is Quaternary Boulder Clay. In thesouth-west corner and along parts of Pincey Brook the geology is London Clay.There are Alluvial deposits along the length of Pincey Brook, and a localised ‘island’of Glacial Sand and Gravel north of the Long Term Car Park in the western half ofSTAL landholding.3.2 Archaeological works in STAL landholding3.2.1 Over a five year period, between 1985 and 1990, a programme of archaeologicalwork was carried out during the Phase 1 construction of the Airport, by Essex CountyCouncil Archaeological Service (ECCAS). The work demonstrated that Stanstedairport has a rich archaeological resource, a resource which has implications forcurrent and any future development proposals.3.2.2 This archaeological work took the form of an initial large-scale fieldwalking surveyfollowed by targeted excavations. These investigations formed part of ‘The StanstedProject’ (Havis and Brooks 2000a, 2).3.2.3 Prior to the project, it was thought that this area of the Essex Boulder Clay plateauonly began to be extensively cleared and settled in the medieval period and was lesslikely to produce evidence of prehistoric and Roman settlement than the more easilyaccessible gravels and sands of the river valleys.3.2.4 The results of the Stansted Project revealed that this model of settlement pattern wasnot accurate. The area of the airport proved to be very rich in archaeology;fieldwalking located many scatters of artefacts indicating a human presence over along period and the excavations that followed confirmed this by revealing muchevidence of extensive multi-period activity.3.2.5 Potential sites identified by fieldwalking (ie those areas in which denseconcentrations of artefacts were collected from the surface) were stripped of topsoilby machine. In nearly all cases, archaeology was found to lie only c 0.3 m beneaththe modern ground surface (Richard Havis Pers. Comm.).1712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.2.6 Those areas where the surface collection survey did not produce a great density offinds are not necessarily areas of low archaeological potential. In some casesfieldwalking had failed to identify sites only later revealed through excavation (Havisand Brooks 2004a, 12). In a few cases a site was represented by a single sherd ofpottery (Havis and Brooks 1999, 12; Havis and Brooks 2004b, 341).3.2.7 Once a site was located through fieldwalking, targeted excavation followed topsoilstripping. As a result of the large areas under investigation combined with limitedamount of time and personnel available, this further excavation usually involvedeither ‘rescue’ excavation, meaning that features were rapidly recorded and onlypartly excavated, or ‘salvage’ excavation, which consisted of the very rapid recordingof features prior to their destruction. Minor features were possibly missed due to thelack of time (Havis and Brooks 2004a, 10, 11). Other areas were ‘totally excavated’.The gazetteer (Appendix 5) gives a brief summary of the findings of theseexcavations.3.2.8 FA has recently carried out further archaeological work at Stansted. These include:• evaluations and excavations in the area of the Long Term Car Park, Phases I, IIand III (FA 42, 202 & 208), which produced further evidence of multi-periodactivity;• evaluation and excavations at the proposed Mid Term Car Park (FA 44 & 207),which also revealed multi-period archaeology (Neolithic to post-medieval);• evaluation and excavation at the Long Border Road Extension (FA 203 & 206)which located Roman and post-medieval activity;• evaluation work along the line of the M11 link Road (FA 209, 210 & 211)locating areas of disturbed ground and some evidence for the prehistoric period;• evaluation and excavation at the proposed Forwards Logistics Base locating anarea of multi-phase activity (FA 204 & 205);• observation of test pitting along the line of the Standby Runway (FA 212);• evaluation at Ryanair Accommodation which revealed no archaeological deposits(FA 213);• evaluation and excavation at Southgate Area 1A which revealed an extension intothis site of the area of multi-phase activity previously excavated at the adjacentMid Term Car Park (FA 215; 216);• evaluation and excavation at the Bulk Supply site (FA 217) which revealed multiperiodarchaeology (Bronze Age to Romano-British);• a watching-brief at Block 30 (FA 218) that recorded no archaeological deposits;• excavation at the Noise Pen site (FA 219) which revealed evidence of Iron Ageactivity;• watching-brief at the Molehill Phase 1 Car Park (FA 220) that recorded noarchaeological deposits.3.2.9 FA has also recently undertaken three desk-based assessments of proposals withinand adjacent to STAL. These assessments did not include any fieldwork butrepresent assessments of proposals in relation to the known and potential culturalheritage resource. The assessments comprise:• JG329 Fuel Pipeline (FA 223; September 2003), running north-east from thenorthern end of STAL to Tilty Grange;• Long Stay Car Park Phase 4 (FA 221; April 2004), to the east of Bury LodgeLane• Bulk Supply Project, Coopers End Roundabout Sub-station (FA 222; June 2004).1812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.2.10 In addition to these investigations, recent, non-archaeological metal-detectoristactivity in the area has revealed a considerable number of metal artefacts dating to theRoman, early and later medieval period and post-medieval periods. A large numberof these finds have yet to be catalogued and entered onto the HCR (Richard HavisPers. Comm) and are therefore not listed in the gazetteer in Appendix 5.3.2.11 A programme of archaeological works has recently been undertaken along the routeof the re-aligned A120, immediately to the south of STAL at Stansted.3.3 Designated Sites within STAL and the 1km Study AreaScheduled Monuments3.3.1 There are no Scheduled Monuments in the STAL holding (Bassingbourne Hall hasbeen de-scheduled).3.3.2 The 1km study area around STAL holding includes three Scheduled Monuments.These are:• Earthworks of possible Iron Age settlement known as Portingbury Hills c 1 km tothe south (FA 148);• Earthworks of Waltham Hall medieval moat c 300 m to the east (FA 156);• Earthworks of The Grange medieval moated site c 650m to the east (FA 157).Listed Buildings3.3.3 Within the STAL landholding are two Grade II Listed Buildings: the farmhouse atBury Lodge (FA 419), dated to the 16th-17th century and a pair of associated,possible medieval barns (FA 420).3.3.4 The 1km study area includes one-hundred and seventeen Listed Buildings (One atGrade I, three at Grade II*, the remainder at Grade II).3.3.5 The buildings comprise a typical cross-section of Essex buildings, predominantlyvernacular in character, and built of brick or timber-framed. Apart from the medievalbuildings and others of obvious importance, the majority of buildings are of interestfor demonstrating the provision of farms, houses and cottages in the post-medievalperiod, and the changing character of timber-framing and historic fittings. Questionsthat have emerged include the precise dating of different aspects of timber framing(where the size of floor joists seems to be the best rough guide to date), and the extentto which single houses were formerly sub-divided into cottages.The Historic Landscape3.3.6 Surviving, potentially historic hedges within the STAL landholding have been plottedonto Figure 4 These have been derived from historic map evidence and their presencehas been confirmed by the walkover survey of February 2005. At the present level ofevidence, it appears likely that all of these hedgerows meet the criteria to be termed‘Important’ under the terms of the Hedgerow Regulations 1997 and new guidance2002.3.3.7 A large number of surviving, potentially historic hedges are located within the 1kmStudy Area, noted through the walkover survey of 2005 and the examination ofdetailed aerial photographs. A high proportion of these are likely to meet the criteriato be termed ‘Important’ under the terms of the Hedgerow Regulations 1997 and newguidance 2002. These are not shown on Figure 4 for reasons of clarity.1912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.3.8 A number of local designations are set out in the Uttlesford Local Plan which relate tothe historic landscape and which are depicted on Figure 5. Within STAL, thesecomprise:• Important Woodland;• Ancient Woodland.3.3.9 The local designations which apply to the 1km Study Area comprise:• Important Woodland;• Ancient Woodland;• Protected Lanes;• Special Verges;• Historic Parkland;• Historic Landscape.3.3.10 The historic landscape features provide important evidence for beginning toreconstruct the development of the historic landscape. The study area includesmedieval villages, and their outlying greens and hamlets associated with the medievalexpansion of settlement into woodland and forest. It remains to be discovered howmany of the existing features reflect the relict medieval landscape and field systems,or post-medieval re-organisation of landholding. There is some potential forcombining map analysis and investigation (of both the ecology and archaeology) ofexisting landscape features to see to what extent they can be dated.3.4 Archaeology within STAL and the 1km Study Area3.4.1 The STAL landholding and the surrounding 1km study area study contains 176known archaeological ‘events’ (excluding Listed Buildings), which vary from multiperiodoccupation sites to sites where a single archaeological object has been found.Eighty-eight of these ‘events’ lie within the STAL landholding and a further eightyeightlie in the 1 km study area around the landholding. The large number ofarchaeological events within STAL landholding is a reflection of the extent ofarchaeological investigation which has recently taken place within the airportboundary.3.4.2 Archaeological sites within STAL landholding reflect the general pattern of multiperiodactivity found within the general study area, with evidence of prehistoricthrough to post-medieval archaeology. Although most of the known sites in thegeneral study area are medieval/post-medieval in date, where there has been moreintensive archaeological investigation, evidence of earlier prehistoric and Romanactivity has often been discovered.3.5 Archaeology within STAL landholding: Period Summaries3.5.1 This section is intended to give a brief summary of the archaeological content, byperiod, for the STAL landholding. For details of particular sites or finds, refer to thegazetteer (Appendix 5). Figure 3 shows the location of all sites both within STALand within the wider 1km study area and Figure 6 shows the sites within the STALlandholding in more detail.Landscapes of Hunter Gatherers and the First Farmers (Palaeolithic-Neolithic/EarlyBronze Age)3.5.2 Human interaction with the landscape during this period appears to have been verylimited, confined largely to the occasional exploitation of the resources the landoffered by small communities of nomadic or semi-nomadic people. The limitedevidence that has been recovered indicates that the basic subsistence economy ofhunting and gathering may have remained largely unchanged throughout.2012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditPalaeolithic 500,000 – 10,000BC3.5.3 No sites dating to the Palaeolithic and containing in situ deposits have been identifiedwithin the STAL landholding. Four Palaeolithic flint tools have been found asresidual or surface finds at two sites within the STAL landholding (FA 31 and FA207). Another possible Palaeolithic flint tool was recovered during excavations onthe Long Stay Car Park (FA 202) site.3.5.4 At some time during the Lower Palaeolithic (500,000 – 150,000 BC) the Essexclaylands at Stansted were exploited by early humans. The Essex claylands arethemselves a product of the Anglian glaciation (c 420,000 BC), and hence thelandscape that the early humans inhabited would have been totally different to thatwhich we see today. In the early prehistoric period much of the Boulder Clay plateauon which Stansted Airport is located would have been wooded. The extent of currentknowledge on the distribution of early prehistoric activity within the general area islimited, being confined to isolated find spots, but it would appear to be focused alongthe principal river valleys (Havis and Brooks 1999, 602; Havis and Brooks 2004b,514).3.5.5 Two Palaeolithic handaxes and a possible scraper were recovered from within theMid Term Car Park (FA 207). These lay adjacent to a palaeochannel which ran acrossthe Mid Term Car Park Site. The alignment of the palaeochannel is at odds with thecurrent topography of the valley side, suggesting that it may pre-date the formation ofthe present landscape.3.5.6 The handaxes and scraper were found relatively close together slightly to the east ofthe line of the channel. All lay on the upper surface of the Boulder Clay, and twoscenarios can be envisaged for their presence: these tools were deposited along withthe glacial till during the last glaciation and originated elsewhere; or, the tools weremade in the vicinity and were lost on the land surface left by the retreating glaciers.3.5.7 From the relatively good condition of the tools and their proximity to each other, thelatter would seem to be more likely. Although they cannot be dated closely, thesetools were probably made between 380,000 – 130,000 BP.3.5.8 A Palaeolithic handaxe was recovered just below the topsoil during excavation of theSocial Club site (FA 31), c 2km to the west of the Mid Term Car Park finds.3.5.9 A further possible Palaeolithic implement was recovered from a tree throw excavatedon the Long Stay Car Park (phase II; FA 202; c 400m to the north of FA 31) site. Thistook the form of a long blade, but had clearly seen later re-use, with evidence for ithaving been hafted, possibly as a sickle. The form of the blade suggests that it mightoriginally have been struck in the late Glacial period (c 9,500BC), and its re-use isunlikely to be earlier than Neolithic in date.Late Glacial / Mesolithic (10,000 – 4,000 BC)3.5.10 No sites dating to the Mesolithic and containing in situ deposits have been identifiedwithin the STAL landholding. Seven sites investigated within the STAL landholdinghave produced finds of Mesolithic flint tools (FA 19, 30, 42, 202, 207, 208, and 216),as residual or surface finds. It should be noted that it can difficult to securely datesome flint artefacts so, for example, those recovered at the Long Stay Car Park phaseIII site (FA 208) may be of either Mesolithic or Neolithic origin.3.5.11 The landscape was re-occupied at the end of the last glaciation. The evidence for thisconsists solely of lithic artefacts scattered across the landscape and retrieved fromlater tree throws and features. Some 28 diagnostic flakes or tools dating to theMesolithic period, including three tranchet axes, were recovered from STAL, eitherfrom fieldwalking or as residual material in later features..2112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.12 A distribution plot of these Mesolithic flints shows a number of concentrations. Theseinclude small groups recovered from the northern edge of the Long Stay Car Park(phase II; FA 202), and scatters recovered from the Mid Term Car Park (FA 207).The largest of the latter is a dispersed scatter of Mesolithic flint covering much of theupper slopes of the site. A second scatter lies in the vicinity of the Middle BronzeAge barrow excavated adjacent to Pincey Brook. It appears that the area of the MidTerm Car Park was used sporadically during the Mesolithic, probably to exploit theopportunities offered by the proximity of Pincey Brook.3.5.13 These flints, although comprising a completely residual assemblage, represent someof the first evidence recovered for significant exploitation of the edge of the Essexclaylands in this period.Neolithic and Early Bronze Age 4,000 – 1,600BC3.5.14 The late Mesolithic and Neolithic periods appear to be very similar in terms of humanuse of the landscape. From its introduction around 4,000 BC, arable agriculture wouldhave initially only formed a very minor part of the subsistence economy. Anyagriculture was probably practised on a shifting, seasonal basis in localised clearings,with the majority of the area remaining wooded. Any settlement associated withagricultural activity was sporadic or seasonal and did not require a permanentsettlement, or, possibly, did not leave substantive archaeological traces.3.5.15 During the Neolithic, it is possible that certain pathways through the forest fromclearing to clearing were formalised and as a result of this, certain locations wereused for specific activities, such as tool manufacture. A small number of Neolithicpits have been excavated towards the crest of the slope on the Mid Term Car Park(FA 44/207) and on the M11 Slip Rd excavation (FA 210). Within the pits were smalldeposits of broken pottery and organic material. It is possible that these pits mayhave been fragmentary survivals of a small settlement in a clearing, or that they mayrepresent structured, ritual activity.3.5.16 Neolithic artefacts have been found, often as residual material in later features, from afurther five locations (FA 42, 202, 208, 215, 216). Although not in situ, this materialattests to Neolithic activity at these locations, and it is clear that the developed toolassemblage for this period is much more task-specific and varied than in theMesolithic. The main areas of Neolithic activity seem to echo those of the Mesolithic(FA 42, FA 202, FA 207, FA 210), with a preference for slopes above watercourseswith access to well-drained soils of the river valleys (Havis and Brooks 1999, 602;Havis and Brooks 2004b, 519).3.5.17 The most striking aspect of the Stansted Neolithic landscape is the lack of ceremonialor funerary monuments. Neolithic monuments do occur in Essex, usually on thegravel terraces, brickearth and river valleys (Hollgate 1996, Figure 2), but no siteshave been positively identified at Stansted. A large glacial erratic boulder found in aMiddle Bronze Age pit at the Mid Term Car Park (FA 44, 207) may originally havebeen a Neolithic/ Early Bronze Age standing stone.3.5.18 The picture is similar for the Early Bronze Age (most strikingly illustrated in Hollgate1996, Figure 3). A number of flint tools and pottery sherds from three sites withinthe STAL landholding (FA 208, 216 and 217), may date to this period although noprimary Early Bronze Age features have so far been identified. The Early Bronze Ageassemblage is very small and therefore vulnerable to misinterpretation.Middle Bronze Age 1,600 – 1,100BC2212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.19 Archaeological finds and features dating to the Middle Bronze Age have been foundat five locations within the STAL landholding (FA 42, FA 204 and 205; FA 44/207,FA 208 and FA 216). Single structures were identified at the Long Stay Car Park(FA 42) and the Forward Logistics Base (FA 204, 205). FA 44/207 comprises asubstantial settlement, discussed in detail below. Excavations at FA 208 uncoveredpits dated to the Middle Bronze Age. Residual Middle Bronze Age pottery was foundat the Southgate Area 1A site (FA 216).3.5.20 By the Middle Bronze Age, the clearance and agricultural exploitation of thelandscape seems to have intensified and extended to much of the Stansted Plateau(Wiltshire 1991). The first evidence for permanent domestic settlements within theStansted landscape dates to the Middle Bronze Age.3.5.21 At the Long Stay Car Park and the Forward Logistics Base (FA 42, 204, 205) singlestructures were excavated (Figures 5a and 8, plate 2), possibly representing small,scattered farmsteads.3.5.22 A substantial settlement was excavated on the Mid Term Car Park site, occupying abreak in the slope above Pincey Brook (FA 44, 207). The settlement was enclosed tothe south by a fence and to the sides by ditches and banks and contained nineroundhouses (surviving as post circles, often with partial or complete ring gullies),some with elaborate entrance structures. The enclosure within which they lie wasformed by a combination of hedges and fences, and was divided into three zones byinternal fence or hedge lines. A number of pits were dug within this settlement,apparently of ritual purpose, with certain materials or artefacts selected fordeposition.3.5.23 A large glacial erratic boulder was buried in a pit adjacent to the largest, centrallyplaced roundhouse. This may originally have been a Neolithic / Early Bronze Agestanding stone, perhaps buried as a foundation deposit or offering in the MiddleBronze Age (Figure 7 (4); FA 44, 207).3.5.24 Pollen data suggest that this Middle Bronze Age settlement was set either within, orclose to, mixed woodland. People used the woodland resources either by repeatedcutting or felling and gradually the trees were reduced in favour of herb-rich pasture.Early on, grazing pressure seems to have been light but this intensified later. Theoverwhelming impression of the economy of the site during this period was one ofpastoral farming.3.5.25 As well as seeing the first evidence for domestic settlement, this period also sees thefirst archaeologically visible funerary architecture or communal monument of anytype, in the form of a barrow, constructed in the floodplain of Pincey Brook. Theevidence for the barrow comprised a single circular, steep sided flat-bottomed ditch(Figure 7, (5); FA 207). Some evidence for a central mound was identified. The ditchwas periodically inundated, leading to the preservation of insects and organic remainswithin the waterlain deposits, including charred timbers and cremated human bone.The barrow clearly acted as a funerary monument for some period of time, possiblyinto the Late Bronze Age, when the encircling ditch was partially reworked.3.5.26 A second barrow probably existed on the site of the later medieval windmill (Figure7,(15); FA 207). The evidence is circumstantial, and consists of the way in which aLate Iron Age/early Romano-British ditch carefully circumvents this location, as ifavoiding an obstruction which in the medieval period was re-used as a windmillmound.3.5.27 Although it can be assumed that the main economic focus of the Middle Bronze Agesettlements was agricultural, there is no evidence for any division of the landscapeinto fields. It is possible that the land was enclosed, not by ditches and banks, but by2312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.28hedges planted directly on the ground. Evidence for such hedges would not havesurvived later ploughing, and would therefore have left no archaeological trace.Late Bronze Age 1,100 – 700BC3.5.29 Current knowledge suggests that the distribution of Late Bronze Age and Early IronAge settlement across north-west Essex was sporadic, located along river valleys,with some expansion of settlement along the edges of the Boulder Clay plateau(Havis and Brooks 1999, 604; Havis and Brooks 2004b, 521).3.5.30 Archaeological finds and features dating to the Late Bronze Age have been found atsix locations within the STAL landholding (FA 42, 204/205; FA 44/207, 208, 210and 217).3.5.31 Evidence for Late Bronze Age settlement is less easy to define than that for theMiddle Bronze Age. The farming settlement on the Mid Term Car Park site continuedin use into the Late Bronze Age (FA 44/207) although it may have been abandonedduring this period. Evidence from elsewhere on the airport points to a pattern ofdispersed settlement across the landscape. Late Bronze Age features (predominantlypits) were excavated on the M11 Slip Rd site (FA 210), the Long Stay Car Park(phase I) site (FA 42), the Forward Logistics Base (FA 204, 205), the Bulk SupplyProject Site (FA 217) and the Long Stay Car Park (phase III; FA 208) site. Thesefeatures included a ring ditch, possibly representing a round barrow, excavated on theLong Stay Car Park (phase I) and probable post-built roundhouses excavated on theLong Stay Car Park phase III, associated with a number of pits, a contemporarypalaeochannel and ‘burnt mound’ deposits (Figures 3, 5, 6 and 8).The Early Iron Age 700 – 400BC3.5.32 Only two sites including Early Iron Age features have so far been identified withinthe STAL landholding (FA 208 and 210), both containing evidence of settlement.3.5.33 All of the Early Iron Age features identified to date on the western side of the airport,on the slopes above the valley of the River Stort. No convincing evidence fordomestic structures has yet been identified, but pits and ditches of this period havebeen excavated. Sealey remarks upon the rarity of evidence for domestic structures ofthis date in Essex (Sealey 1996). It seems likely that these settlements did exist, butthat the remains of domestic structures are very difficult to identify archaeologically.At Stansted, these settlements were probably open rather than enclosed and may haveexisted adjacent to areas of pit digging activity.3.5.34 One such area of activity was excavated on the M11 Slip Rd site (FA 210). Asubstantial pit grouping was located immediately to the north of a sinuous ditch,which more or less followed the 95m contour line across the site. These pits point toprolonged use of this area as the site for episodic deposition. The ditch itself seems tomark the earliest archaeologically visible attempt to subdivide an apparently openlandscape into different zones.3.5.35 The Long Stay Car Park settlement of Late Bronze Age origin (FA 208) appears tohave continued in use into the Early Iron Age.3.5.36 By the Early Iron Age, the landscape probably comprised zones of grazing land andcopses of woodland – some no doubt subjected to coppicing and other suchmanagement – possibly with arable farming in the river valleys. This would reflectthe consolidation of settlement established during the second millennium BC.Middle Iron Age 400 – 100BC2412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.37 Seven sites with Middle Iron Age features have been identified to date within theSTAL landholding (FA 11, 19/31, 202, 208, 210, 216 and 219). FA 11, 19/31, 202and 210 include substantial evidence of settlements, FA 219 indicates that there wassome evidence of settlement in its vicinity, FA 208 included boundary or fieldditches, and FA 216 refers to finds of residual Middle Iron Age pottery.3.5.38 Five areas produced evidence for Middle Iron Age settlement. Post-built roundhousessurrounded by partial or complete ring gullies were excavated on both the Long StayCar Park (phase II; FA 202) and M11 Slip Rd sites (FA 209, 210). Both of theseappear to take the form of small unenclosed settlements, although the singleroundhouse on the M11 Slip Rd site is located adjacent to the earlier sinuousboundary ditch and may thus have been partially enclosed. Tentative evidence wasrecovered for a Middle to Late Iron Age settlement in the locality of the Noise Pensite (FA 219), well to the east of the Long Stay Car Park (phase II) and M11 Slip Rdsites.3.5.39 Sherds of pottery of a probable Middle Iron Age date do, however, occur on a numberof other sites, often associated with sites that developed during the Late Iron Age.Sherds of this pottery were recovered from Mid Term Car Park and from the LateIron Age settlement excavated on the Long Stay Car Park (phase II) site.3.5.40 An enclosed Middle Iron Age site was identified in the 1980s excavations on the CISand SCS sites (FA 19, 31). These lie between the M11 Slip Rd and Long Stay CarParks sites on the western side of the airport. The site was of unusual form, defendedby ditches, a palisade, and structures interpreted as a gatehouse and corner ‘towers’(Havis and Brooks 2004b, 521-525). Additionally, a single roundhouse excavated onthe Long Border Site (LBS; FA 11) was dated to the Middle Iron Age (Havis andBrooks 2004a, 30).3.5.41 Environmental evidence from these excavations indicates that much of the area wascovered in grassland, with evidence for increasing representation of cultivated crops.The Late Iron Age and Early Roman transition 100BC – AD433.5.42 Thirteen sites containing Late Iron Age features or finds have been identified withinthe STAL landholding (FA 10, 15, 24/30/31, 41, 42, 44, 202, 207, 208, 210, 216, 217and 219). These consist of settlements (FA 10, 202, 207 and 210), peripheralevidence for settlements (FA 15, 41 and 219), probable field boundaries (FA 208 and216), a large cremation cemetery (FA 24/30/31), a possible mortuary enclosure (FA42) and various finds (FA 44 and 217). It should be noted that some of these sitesmay include early Roman elements or be of early Roman origin.3.5.43 There appears to have been a major shift in land use in the Late Iron Age, probablyassociated with the adoption of a more mixed agricultural system. Four major foci ofsettlement were excavated, along with associated fields, enclosures and mortuaryenclosures,.3.5.44 A number of these settlements clearly developed out of earlier settlements. TheMiddle Iron Age settlement in the western field of the Long Stay Car Park (phase II;FA 202) site was enclosed by a Late Iron Age boundary ditch, whilst the Middle IronAge settlement on the M11 Slip Rd site seems to have developed into a smallenclosed settlement (FA 210). The apparent lack of change in the settlements seemsto suggest thatOther settlements appear to have been built on fresh sites, such as thoseon the eastern field of Long Stay Car Park (phase II; FA 202) and Mid Term Car Park(FA 44, 207).3.5.45 All of these settlements take a similar form, with irregular shaped enclosuresencompassing the ring gullies of roundhouses, whilst smaller partial gullies and postbuiltstructures point to the presence of ancillary buildings. These settlements are2512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditusually associated with other enclosures or fields and trackways for the movement ofpeople and stock animals.3.5.46 Three of the settlements appear to be associated with mortuary enclosures: smallrectangular ditched enclosures that appear to have acted as the focus for burial rituals.A single inhumation excavated at Long Stay Car Park was dated to the Late Iron Age.This burial, of a young child, in the partially silted ditch of the mortuary enclosure, isunusual, although a fragment of child’s skull has also been recovered from the LateIron Age enclosure ditch at the Mid Term Car Park site. The enclosed and apparentlyplanned settlement at the Airport Catering Site (FA 10) included a central rectangularstructure, interpreted as a possible shrine (Havis and Brooks 2004b, 533).3.5.47 Two of the settlements, on the eastern field of Long Stay Car Park (phase II; FA 202)and Mid Term Car Park (FA 44, 207), continued in use into the early Roman periodwith very little apparent change beyond the adoption of new pottery forms andtechnologies. It is likely that everyday life for the inhabitants changed little, and thatthe most significant changes of the Roman conquest were the exchange of onehierarchy for another and the opening up of new sources for cultural material andideas.The early Roman period (1 st – mid 3 rd centuries AD)3.5.48 In addition to the sites noted above (FA 202 and 44/207) as including early Romanelements, six sites have been positively identified as of or including substantial earlyRoman elements: FA 10, 41, 44, 202 and 210 (consisting of settlement sites); and FA11 and FA 15, which consist of various forms of evidence suggesting a settlement inthe vicinity. There are a further five sites which include Roman features or finds butwhich remain insecurely dated or span most of the Roman period (FA 1, 3, 8, 13, and14).3.5.49 The main characteristic of the early Roman period on the sites excavated at Stanstedis that there appeared to be little significant change in the settlement or land usepattern on many of the main sites. The main form of settlement continued to be smallgroups of roundhouses both within irregular enclosures and outside them. The fewidentifiable changes to the broader landscape in this period include the broadening ofthe agricultural base, and the adoption of elements of ‘Roman’ culture, including awider array of metalwork, pottery, glassware and foodstuffs. Although there weresome developments and changes to the existing landscape, these tended to be part ofthe organic evolution and adaptation of the landscape rather than a wholesale changeof land use or ownership. These take the form of additions to the landscape: roads,paths and more droveways.3.5.50 The possible shrine within the enclosed settlement at the Airport Catering Site (FA10) appears to have been re-employed in the first century AD (Havis and Brooks2004b, 534).3.5.51 Unusually, the early Roman site on the Long Border Rd produced evidence for earlyRoman activity with no apparent Late Iron Age precursor (FA 203/206). It ispossible that this represents a new, post-conquest settlement within the area, perhapsincluding a relatively high status building in the close vicinity. The site revealedevidence of Roman activity in the form of a possible sunken trackway which wasassociated with drainage/boundary ditches. The presence of this trackway may haveattracted settlement along its course, and may have joined the Roman Road to thesouth. The area between the ditches retained the original Roman buried soil whichcontained large quantities of Roman pottery, including, unusually for this area,significant quantities of decorated Samian wares. The excavation also revealed partof a two phase Roman enclosure, the edge of a field system and a large metalledhollow way.2612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.52 Because so few features can be currently dated to the early Roman period due to thelack of well dated pottery, it is difficult to look at the development of the landscapeand land use in any great detail. However, it is clear that this period represents anorganic evolution of the Iron Age divisions of the landscape.The Mid to Late Roman period (mid 3 rd – 4 th centuries AD)3.5.53 Four sites with features or finds securely dated to the Late Roman period have beenidentified to date within the STAL landholding, comprising a settlement site (FA44/207) with outlying boundaries (FA 217), and various features within a hilltopenclosure (FA 41/202), or possibly associated with an earlier cremation cemetery (FA24/30).3.5.54 Of the early Roman settlements, only one, that at Mid Term Car Park, continued inuse into the late Roman period (FA 44, 207). Here, the settlement expanded, with theconstruction of new roundhouses and a large post-built rectangular building, thecreation of new enclosures and a complete re-division of the landscape in the latethird century.. A number of very straight land boundaries were dug, radiating outfrom the settlement at approximately regular intervals across the landscape. Thesepay no heed to the topography of the area and appear as spokes on a wheel at whichthe excavated settlement is the hub. The finds from this site attest to a fairlysignificant settlement, with over 300 third and fourth century coins recovered duringthe excavations. A number of the roundhouses excavated show strong evidence fortheir continued use into the fourth century AD.3.5.55 There is an apparent shift evident in the agricultural focus of the settlement on theMid Term Car Park site, which points to an increase in cattle on the site. This mayindicate a more ‘Romanised’ economy, focused on providing cattle for towns. It isclear from the quern- and mill-stones found on both the Long Stay Car Park (phase II)and the Mid Term Car Park sites that crop processing formed at least a part of thelocal economy, although it is currently unclear whether these cereals were grownlocally or imported. The slag recovered from the Mid Term Car Park indicates thatiron smithing was taking place throughout the Roman period, although for much ofthe Late Roman period, it appears to have focused on the post-built rectangularbuilding on the south-western edge of the enclosure. The investigations at the BulkSupply Site (FA 217) may have located a boundary ditch defining the western edge ofthis settlement.3.5.56 The other settlements show no evidence for continued use beyond the second or earlythird centuries AD, except for the hilltop enclosure on the Long Stay Car Park (phaseII; FA 202), which was massively re-worked. The area enclosed was almost doubledby the construction of a large ditch to the west whilst the eastern re-working of theenclosure was confined to a much smaller ditch. The western ditch appears to havebeen dug segmentally, and its fills point to some waterlain deposition. It is possiblethat this is linked to some unknown function of the ditch (and presumably theassociated enclosure) involving the movement of running water around the ditch.3.5.57 The third century saw a significant economic crisis across the Roman Empire, theeffects of which have been noted in many provincial areas, where the wealthy wereable to buy up vast tracts of land cheaply and create large agricultural estates(latifundia). Going (1996, 103-5) points to evidence for apparent changes in the lateRoman countryside, highlighting the decline in the villa at Mucking and the extensiveremodelling of the field system in the later Roman period, as well as advancing thecase for agricultural intensification and latifundia. It is possible that this may explainthe nature of late Roman activity at Stansted, with the settlement on the Mid TermCar Park site acting as part of a larger agricultural estate. The evidence points to a2712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditdegree of specialisation within the complex, with smithing taking place, although itmay have also acted as a workers village.3.5.58 The location of this settlement, with its proximity to Stane Street and its favourablesite make it an ideal location for an estate centre. It is unlikely however, that theowner of such an estate lived in the settlement as excavated. Amongst the culturalmaterial from the Mid Term Car Park site has been a small number of roof and fluetiles. These have not been found in sufficient numbers to suggest that any of thebuildings on site benefited from tile roofs or heating systems, but their presenceimplies that such a building may have lain in the close vicinity. This is borne out bythe quantities of Roman building material re-used in the construction of TakelyChurch to the south, which suggests the presence of a villa complex nearby.3.5.59 This settlement centre was certainly in use into the final quarter of the fourth century,although the absence of any coin dated later than AD 375 is perhaps significant.Certainly, the settlement appears to have been in decline in the later years of thefourth century, and was probably abandoned in the last years of that century.Post-Roman landscapes: The Saxon Hiatus 5 th – 10 th century AD3.5.60 Five sites definitely including Early Medieval features or finds have been identifiedto date within the STAL landholding. These comprise two scatters of surface finds(FA 24 and 25), deposits of residual finds (FA 13), and a pit including primary EarlyMedieval contexts (FA 31). A third site of surface artefacts (FA 4) was excavated butno features found (FA 11).3.5.61 The end of the Roman period sees an apparent hiatus in the settlement pattern withalmost no evidence recovered for Saxon activity on any of the earlier settlement sitesexcavated . The exceptions to this were ECC two sites (RWS and SCS; FA 13, 31)which produced Saxon material (Havis and Brooks 1999, 397-8; Havis and Brooks2004b, 537). On the former site, this comprised a small number of early Saxon sherdsrecovered as residual material, whilst the Saxon deposits on SCS comprised the fill ofa small pit and the tertiary filling of a sequence of earlier pits. These contained sherdsdated to the sixth or seventh centuries AD characteristic of a domestic assemblage. Itis possible that features dating to this period may have been missed duringexcavation, due to lack of time or because the potential of these sites were onlyidentified at a later date (Havis and Brooks 1999, 397 and 412).3.5.62 The possibility that this land was marginal to Saxon activity in the river valleys andmuch of it reverted to woodland during the Saxon period is worthy of consideration.The Domesday Book of 1086 records woodland for three-quarters of the settlementsin Essex, indicating that Essex was a very wooded county at this time (Rackham1980, 123). There were some ten manors recorded in and around STAL in theDomesday Survey (Havis and Brooks 2004b, 540-541), including the sites atColchester Hall (FA 7) and Bassingbourne Hall (FA 9), which are thought to haveoriginated in the Saxon period. Although both of these sites were excavated, noevidence was found of Saxon occupation. It is possible that the manorial foci hadchanged by the Medieval period. However, it is also possible that there was nomanor house or foci on that estate, as a Saxon ‘manor’ refers to the ownership of landand legal rights enjoyed by an individual. No evidence of early manor houses havebeen uncovered by excavations at Stansted to date.3.5.63Saxo-Norman and Medieval Settlement and Agriculture 11 th – 15 th century AD3.5.64 Twenty-five sites definitely including Medieval features or finds have been identifiedto date within the STAL landholding. These comprise:2812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit• scatters of surface finds (FA 2, 3, 22, 34, and 49);• field boundaries, and sites associated with the agricultural use of the land (FA 12,15, 44, 202, 203, 210, 215, 216);• settlement sites of varying forms (FA 7, 11, 13, 18, 29, 47, 48, 204, 205, 207);• the site of a probable hunting lodge (FA 208)..3.5.65 The Stansted Plateau was fairly intensively occupied and farmed in the medievalperiod. In addition to the medieval occupation sites identified during the 1980s (FA 7,11, 13, 18, 29, 47 and 48), evidence for medieval and late medieval occupation wasidentified on the excavations on the Long Stay Car Park (phase III; FA 208), the MidTerm Car Park (FA 44, 207) and the Forward Logistics Base sites (FA 204, 205).Associated features and boundaries of the same date were found on all three sites aswell as on the M11 Slip Rd (FA 210) and Long Border Rd sites (FA 203).3.5.66 Evidence of the first definitely post-Roman use of the landscape identified took theform of a single rectangular building and associated pits excavated on the Mid TermCar Park (FA 44, 207). This building is well dated by pottery to between the earlyeleventh and late twelfth century. This Saxo-Norman building was a hall house, andhad a dual function, acting both as a residence and as stabling for animals.3.5.673.5.68 At present none of the post-Roman field systems excavated can be dated definitely tothis period, although there is evidence for the nature of the agricultural economy inthe form of charred seeds. It is impossible from the limited data available to assessthe nature of the farming economy of the early part of the medieval period.3.5.69 Later on in the medieval period, during the thirteenth and fourteenth centuries, asmall medieval farmstead, partially enclosed by a curving ditch, grew up on top of theslope on the Mid Term Car Park (FA 207). This comprised a pair of medievalbuildings and an associated windmill. These are very similar in date and form tobuildings excavated on earlier excavations at the RWS site (FA 13). The RWS sitecomprised a partly enclosed farmstead of 12th century origin, including three orpossibly four timber buildings showing a wide variation in construction techniques.The farmstead may have been associated with Bassingbourne Hall to the north (FA 9)and fell out of use early in the 14th century.3.5.70 The slopes at Mid Term Car Park were divided into small strip fields demarcated bynumerous small ditches. These were unusual in form, and not well dated. It ispossible that these were used as bedding trenches for plants. Similar features wererecorded at the south western border of the Mid Term Car Park site, and excavationsat South Gate Area 1A (FA 215) confirmed that they extended further to the west(Framework Archaeology 2004).3.5.71 The medieval settlement at Forward Logistics Base (FA 204, 205) has a differentcharacter to that at Mid Term Car Park. The excavations revealed evidence forsequences of cobbled floors, at least one of which was clearly laid out around arectangular building, and a large number of pits. Material recovered from threecobbled surfaces points to domestic occupation, but the form of the pits excavated issuggestive of industrial activity of some form. The pottery assemblage recoveredfrom this site indicates a slightly later date of origin for this settlement, probably inthe thirteenth century.While the settlement on the Mid Term Car Park in unlikely tohave continued much into the fourteenth century, activity at both Forward LogisticsBase and Long Stay Car Park (phase II; FA 202) continued after this date. A singlesherd of Santionge polychrome pottery recovered from the Forward Logistics Basesite points to an association with a high status site – perhaps the original medievalmanor of Bassingbourn.2912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.72 As noted above (3.5.62), excavation evidence suggests that the focus of manorial sitesshifted early in the Medieval period (Havis and Brooks 2004b, 540, 541).3.5.73 The phase of late medieval activity on the Long Stay Car Park (phase III; FA 208) isperhaps the least well understood, and largely exists as a residual artefactual signaturein later features. The main structure has been extrapolated from a number ofpostholes, some of which were quite substantial. The postholes were arranged in linesbut no coherent ground plan can be reconstructed. This complex of features includeda latrine pit, and a rectangular pond with a tank inserted into its base. The findsevidence, contains some high status elements such as at least one imported silvergaming counter and some pottery imported from France. The later phases of thiscomplex have been interpreted as being a hunting lodge. It is entirely possible thatthis was also the function of this earlier phase. If so, then this complex probably layat the heart of a hunting or deer park of medieval origin, that may have included asubstantial portion of the land on the west side of STAL and the 1km study area.3.5.74 The identified medieval activity points to exploitation of the landscape on a variety oflevels, ranging from agricultural through to hunting, and at a variety of social levels.3.5.75 The identified medieval activity points to exploitation of the landscape on a varietyof levels, ranging from agricultural through to hunting, and at a variety of sociallevels. With the expansion of medieval agriculture into areas of former forest,individual farms and also localised field systems for individual hamlets wereestablished. Hunting activity could be followed within the forest, and also in privateparks (frequently found on the periphery of forests) where deer could be maintained.One of the features of the forest landscape that survived clearance was the system ofbroad droveways, perhaps originating as entry routes for woodland grazing, but laterused as green lanes for common grazing.The Post-medieval Historic Landscape3.5.76 Eighteen separately recorded sites definitely including Post Medieval features orfinds have been identified to date within the STAL landholding. These comprise:• scatters of surface finds (FA 3, 29, 45 and 215);• field boundaries and other agricultural features (FA 10, 11, 18, 19, 24, 30, 31, 44,202 and 207);• a trackway (FA 203);• settlement or domestic sites (FA 8 and 9)• the site of the hunting lodge (FA 208; see below).3.5.77 Historic maps consulted for the Audit comprise a selection of historic maps held bythe Essex County Record Office, dating from between 1594 and 1843, and theOrdnance Survey 1st Edition 6” and 25’’ Maps (1881 and 1874). These maps showthat the pattern of roads and settlement remained unchanged up to the construction ofthe airport. In the study area surrounding the airport the pattern of roads andsettlement is still relatively unchanged. Figure 3 shows extant and non-extant historicroads within STAL landholding.3.5.78 During the 18th and 19th centuries the Boulder Clay plateau of north-west Essex wasintensively cultivated, with large-scale enclosure and ploughing of commonsoccurring. Historic maps dating to the 19th century show that the pattern of fieldboundaries has similarly remained unaltered up to the present day, other than in thecentre and north-east of the airport. Figure 4 marks all historic boundaries, woods and3012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audithedges which appear to be still extant today within STAL, away from the terminaland runway areas.3.5.79 The structure of the post-medieval landscape may have remained much the same asthe late-medieval arrangement of fields and settlements. Within that framework therewere changes of land-use, with local field systems giving way to individual farms in agradual process of reorganisation rather than a single process of ‘enclosure’.Increasing population led to a demand for housing, and this continued to be of ascattered nature, with houses and cottage appearing at road-sides, either as ‘squattercottages’ or authorised cottages provided by landowners for agricultural workers.A post-medieval hunting lodge3.5.80 The hunting lodge built on the Long Stay Car Park 3 site in the late medieval periodwas expanded in the post-medieval period (FA 208). It is likely that this site was asignificant influence on the form and nature of landuse over the western part of theSTAL if (as seems likely) it was the focus of a maintained parkland.3.5.81 The complex, as laid out in the Tudor period, lay within a rectangular enclosure. Thebuildings of this phase were probably sill-built, with wall-studs and timber uprightskeyed into wooden base-plates rather than being earth-fast. Many structures stillsurviving in the locale exhibit this vernacular trait. These structures therefore havevery shallow or no foundations and may leave no trace in plan. The large quantities ofpeg-tile retrieved from the site make it likely that the building had a tiled roof. Theenclosure also contained a kitchen/brew-house, cobbled courtyards, a stable andoutbuildings, and a well.3.5.82 The excavated remains of the buildings reflect the nature of post-medievalvernacular in the area. The use of relatively light timber framing on insubstantialfootings, commonly seen in many local buildings, could allow buildings to beremoved leaving a minimal impression of what had been there. There is also muchevidence in local buildings of the re-use of timber framing, and this must onoccasions have been from the complete demolition and removal of unwantedbuildings.3.5.83 The identification of this complex as a hunting lodge is supported by the relativelyhigh quantity of butchered deer bone within the assemblage and the high frequency offinds such as horse gear and hunting arrowheads that occurred within it. P.M. Ryan,who carried out a documentary survey to accompany the archaeologicalinvestigations of the 1980s, has identified the field patterns in the area of the site asbeing indicative of the clearance of ‘waste’ or woodland because of the parallelsinuous boundaries that divide them. He goes on to suggest that this was indicative ofsingle ownership and/or development (Havis and Brooks, 2004b, 355).3.5.84 The complex was subsequently much altered with some buildings demolished orincorporated into new structures, including a substantial building with brickfoundations..3.5.85 The buildings are thought to have been abandoned before the end of the of theeighteenth century, as they are not depicted on the fairly detailed Chapman and Andrémap of 1777, which would typically portray a complex of this size and which didrecord the nearby Bury Lodge. The latest dated find from the site is a sherd of whitesalt-glaze stoneware dating from 1720 to 1780. On abandonment the structures werecomprehensively dismantled, presumably the materials required for reuse in otherstructures. The land was thereby cleared for farming, and it is assumed that it wasturned over to agriculture. The trees of the park may have been chopped down andsold as timber, only surviving in the hedgerows that divided the fields created forfarming.3112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.5.86 The reasons for this apparent demise in the hunting lodge are not clear, although itmay have as much to do with the changing nature of society as with the changingfortunes of the landowner. However, it is possible that the dismantling of the huntinglodge could be linked with the financial disaster of the South Sea Bubble in 1720,which saw many wealthy gentry economically ruined.Modern3.5.87 As noted in Havis and Brooks (2004b, 551), the map evidence indicates that STALand the 1km study area changed very little between the 18th century and the initialconstruction of the airfield in the mid 20th century. Since the construction of theairfield in 1942, the subsequent expansion of the military airfield and thedevelopment of the civil airport has removed structures and features associated withthe early (WWII) airfield, including hangers, workshops, POL facilities, office,accommodation and administration areas. Preliminary investigation of a sequence ofOrdnance Survey maps dating from the 20th century suggests that the post-WWIIdevelopment of the civil airport has had a minimal impact upon structures andfeatures of modern origin, excepting the earlier airfield features. Occasional fieldboundaries have been tentatively dated to the post-medieval or modern periods, andthe test pitting along the route of the M11 Slip Rd confirmed the presence of a largebackfilled quarry associated with the expansion of the airport and the construction ofthe M11 (FA 210, 211).3.6 The Development of the Airport1940s development (Figure 2)3.6.1 The first phase of airfield construction at Stansted began in August 1942 and finisheda year later. The site was located on a flat plateau, occupying fields which hadpreviously been used for potato crops (Hamlin 1997, 7). Trees and hedges werecleared to allow construction of the airfield and a drainage system laid out using a‘liberal’ number of mechanical excavators (Hamlin 1997, 7). The airfield compriseda main runway 1829 m by 46 m and two subsidiary runways each 1280 m by 46 m.3.6.2 As an ‘Advanced Air Depot’, it was also equipped with additional aircrafthardstanding, hangers (eg FA 225) and workshops. The airfield and associatedbuildings covered a total area of c 3000 acres. Dispersed airport sites for staffquarters and stores (some of which remained in use until 1969), were built to the westand north-east of the main runway. These sites comprised semi-temporary Nissanbarrack huts built on concrete platforms. In 1946 the airfield was opened for civilianuse and in 1947 the land area was subsequently reduced by the return of most of thedispersal sites back to local farmers (BAA Stansted Briefing Pack). In 1949 the AirMinistry officially handed ownership of the airport over to the Ministry of CivilAviation. As part of the conversion of the airport to civilian use, £30,000 wasallocated for remedial work on the runways and perimeter track.3.6.3 The WW II features have been plotted on Figure 2. The levelling up of the airfield,the construction of the runways and hardstanding, the drainage works and movementof plant would all have had an impact on the archaeology, although the degree ofimpact can not be predicted in any detail. Those features which are thought to havecaused the most impact on subsoil archaeology have been accounted for on Figure 7,and include oil/petrol/bomb stores and the runways.3.6.4 The construction of the 1940s airport buildings would probably not have involved thedigging of deep foundations. ECCAS excavations at Stansted noted that constructionof concrete hardstanding for the dispersed site’s buildings had caused little damage toarchaeological deposits and that once the hardstanding had been removed, deeper cutfeatures were visible (Havis and Brooks 1999, 598).3212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit1950 - mid 1980s development3.6.5 Between 1954 and 1957, the runway was extended to accommodate military jetaircraft (used in the Korean War), to a length of 3048 m, making it the longestrunway in Britain. During this time a new parallel taxiway was used as a runway forcivilian traffic (BAA Stansted Briefing Pack). Construction associated with theextension of the runway, including further levelling, would have had an impact onany archaeological deposits located beneath the topsoil. The extent of this impact isuncertain. FA examined cloth plans of the runway, dated 1956, at StanstedEngineering Support Office. These plans show cross-sections of the existing runwaysand the new runways. The average depth of these runways was c 0.67 m and wouldtherefore have truncated all but the lowest levels of the deepest cut features, egditches. A proviso is necessary here as any levelling of the site prior to theconstruction of the runways may have led to the ground being built up over theoriginal surface, in which case survival would be greater.3.6.6 A watching brief was undertaken on a program of geotechnical test pitting on theproposed line of the Standby Runway (FA 212; Framework Archaeology 2001e). Aseries of 24 test pits was monitored and recorded. These indicated in situ geologicaldeposits at the south-western end of the proposed runway (but identified noarchaeological remains). The test-pits located along the central and north-easternsection of the Standby Runway showed made ground to a depth of 1.5m+, indicatingsignificant truncation that will have removed all but the very deepest archaeologicaldeposits. In the light of this, and the evidence noted above (3.6.5), it is impossible toaccurately predict potential impacts to archaeological deposits currently covered byrunway surfaces, taxiways, hard-standing and other similar areas of levelled andconsolidated ground.3.6.7 In 1966 British Airports Authority (later BAA plc) took control of Stansted from theMinistry of Aviation. By the mid-1960s, with increasing airline interest andincreasing number of passengers, the WW II Nissan huts had become overcrowdedand outdated. In 1969 a new terminal building opened (built 1966-8), with extendedcar parking facilities (BAA Stansted Briefing Pack). This was located north of thewestern end of the runway. Developments associated with the expansion andupdating of the airport absorbed 2500 acres of arable land. BAA EngineeringServices hold no detailed overall construction plans of these developments. Theimpact of building foundations and the depth of car park construction is not thereforeknown, although it is likely that construction of the new terminal building would haveseriously damaged or destroyed any archaeological deposits that may have beenpresent. The extent of the impact of the extended car park is uncertain, althoughsome destruction of deposits would be anticipated.3.6.8 Passenger numbers continued to rise, resulting in extensions to the terminal buildingin 1970 and 1972. It was extended by a further 600 square metres in 1976 in order toprovide better baggage reclaim facilities and a covered walkway to the aircraft standswas added (Hamlin 1997, 81). Additional improvements included resurfacing therunway (1979), addition of a bar and internal Gate 1 to the terminal building (1981)and expansion of the tax free shopping area (c 1986). BAA Engineering Services holdno detailed overall construction plans of these developments. These extensions to theterminal building and associated building developments will have had an impact onany possible archaeological deposits present where foundations cut into the naturalgeology. The insertion of any new service trenches would have been an additionalimpact. Those buildings built between during the 1950s and 1970s, but which arenow no longer extant, have been accounted for on Figure 6.Late 1980s (Phase 1) development3312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.6.9 The late 1980s saw major changes at Stansted, as it became London’s third largestairport. The airport expanded its boundaries with an additional landtake ofapproximately four square kilometres from land surrounding the airport boundary.This resulted in the removal of a small rural community, and the loss of several listedbuildings (Havis and Brooks, 611, 1999; Havis and Brooks 2004b, 552).3.6.10 The new expansion and construction involved the movement of huge quantities ofearth, the demolition of many of the existing hangers and USAAF buildings, and theerection of several new large buildings including the new terminal building, thebuilding cargo centre and the diamond hanger. The focus of development shifted tothe south of the airport, as it was here that the new terminal building was built. Anew underground railway was also constructed to serve the airport.3.6.11 Figure 7, to be used in conjunction with Table 1, is a composite plan of the main,known and recorded ground disturbances caused by this 1980s Phase 1 development,and was constructed using the sources and methodology listed above. The mainimpacts of the Phase 1 development are described below. ECCAS mitigated some ofthese impacts through archaeological fieldwork as part of the Stansted Project. Areasexcavated are marked on Figures 3, 6 and 7.Earth movement3.6.12 The Phase 1 development involved the movement of 8 million cubic metres ofmaterial as part of the first stage of development. Under a planning condition, noexcavated material could be removed from the site (BAA Stansted Briefing Pack).This earth was therefore used within the airport, mainly for landscaping purposes,including: screening embankments on the airport boundaries, landscaped mounds,filling of low areas, and levelling off, by infilling, of the Stansted Channel and PinceyBrook, where they ran across the area of the main airport (marked on Figure 6).3.6.13 Construction of the New Terminal building alone involved the removal of 1.5 millioncubic metres of soil as part of the process of reducing ground level in the Terminalzone by 12 metres (BAA Stansted Briefing Pack), although from other sources itappears that the depth of this lowering is probably less than the quoted figures and isprobably nearer 3-4 metres. This lowering was done to ensure that the buildingwould not be visible from outside the airport boundary.3.6.14 Main ground level alterations associated with general earth movement are shown on aplan of the airport showing proposed ‘cut’ and proposed ‘fill’ areas (15 mppaPreliminary Site Investigation Earthworks Design Model Plan, dated Dec 1981).Areas of ‘2m cut’ (or greater) are likely to have meant the removal all or mostarchaeological deposits. The impact of filling is less certain. Although redepositedmaterial will have covered and possibly protected any below-ground archaeology thatmay have been present, topsoil would probably have been stripped prior to filling.Similarly, the movement of plant associated with filling across these sites is likely tohave rutted the subsoil and could also be considered as an impact on archaeology.The weight of additional soil and alterations in ground water movement may havehad an adverse affect on archaeological deposits, although the exact consequences ofthis is not known.3.6.15 Earthworks Stage III plans (part of Phase 1 development) mark the locations oftemporary stockpiles and borrow pits, and the Molehill Green Mound. In addition, thePhase 1 development also involved the construction of screening embankmentslocated on the edges of the airport. The affect of these ground lowering and groundraising works will have been similar to the general earth movement works describedabove, except the areas impacted were more localised. As well as the soil movementproposed in the early 1980s, at the initial planning stages, as seen on the plansexamined by FA, other plans may exist which show earth movements, planned and3412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditexecuted at a later date, and there will be some earth movements which have not beendocumented at all.Plant movement during construction works3.6.16 A huge number of vehicles were involved in the Phase 1 construction (BAA StanstedBriefing Pack). The full extent of the impact of plant movement on anyarchaeological deposits present is not known. Air photographs taken in the 1980sshow areas where plant movement has caused ground disturbance at the time thephotographs were taken (these areas have been accounted for on Figure 7 and moreprecisely in Table 1). Heavy plant running across Boulder Clay sites in wet weathercan cause deep rutting and disturbance and can cause serious, undocumented, damageto archaeological deposits.Installation of new services3.6.17 BAA pavement team provided summary plans of services in the STAL landholding.It is not clear which services were inserted at the time of the Phase 1 development.All services were installed using cut-and-cover method of construction (JohnGrimsdale BAA Design Manager Pers. Comm.). The depth of trenches varies frombetween 1.0 m to 5.0 m below ground level. The width of trenches varies from 0.3 mwide (drainage ducts near surface) to 10.0 m (three storm water drains that cross theMid Term Car Park towards Balancing Ponds ‘C’ in the southern part of the STALlandholding). The typical width of a service trench is 1.5 m wide, with a 10 mworking width each side of the trench, where topsoil would have been stripped. Theimpact of service trenches on archaeological deposits would vary with the width anddepth of the trench. Plant movement along the working width may also haveimpacted archaeology (see Plant movement during construction works). Knownservice trenches have not been plotted on Figure 7 due to the small scale of this plan,however, the service trench plans as held by FA should be consulted for any furtherspecific archaeological assessments associated with future development.Demolition of structures3.6.18 There is no information on how pre-1980 structures were demolished. It is assumedhere that there was no further ground intrusion other than that caused by initialconstruction and possibly caused by plant movement during demolition.New buildings and associated works3.6.19 New large buildings have been constructed including; the New Terminal Building,Enterprise House, Satellites 1 to 3, and the Diamond Hanger, all located in the centreand north-eastern parts of the airport. It is assumed that the construction of any largebuilding with deep foundations will have damaged or destroyed any archaeologicaldeposits that might have been present within their footprint, although somearchaeology may survive in pockets, eg between piles.Railway3.6.20 The railway tunnel, which crosses the airport, was largely bore-drilled, except for asection where the railway surfaces south of the new terminal building, which wasconstructed by cut-and-cover method (John Grimsdale, BAA Design Manager Pers.Comm.). Bore-drilling will not have had an archaeological impact (passing beneaththe lowest level of archaeology). The precise extent of the cut-and-cover constructionwas not available for this assessment (although the approximate extent has beenmarked on Figure 6, taken from the Stage 2 Infrastructure maps). This method of3512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditconstruction will have involved the removal of all archaeology within the cut andcover construction footprint.Road construction and Apron construction3.6.21 The Phase 1 development involved the construction of access roads, includingThremhall Avenue, and the main airport access road on the southern side of theairport, leading to the New Terminal Building. The depth of road construction wasnot discovered during the audit, but the likelihood is that they would have caused amajor impact on all but the deeper cut archaeological features. Stripping and plantmovement within the working width of the road would also have caused some impactto any archaeological deposits below.3.6.22 The construction of the aprons and areas of hardstanding around the new terminalbuilding would have caused an impact to any archaeological deposits underneath butit is not known to what depth these structures extended below ground surface. Theyare unlikely to have extended deeper than the runways, which extended between 0.67and c 1.5m below the ground surface, and probably therefore would have caused asmuch disturbance to any archaeological remains as the runway.Wildlife Areas3.6.23 In 1986, wildlife areas covering an area of 4.5 ha between the former A120 road andThremhall Avenue had topsoil stripped off and translocated elsewhere in the airport(to reduce soil fertility to suit wild flowers). Grass turves were then laid fromelsewhere in the airport. Areas of this topsoil stripping and turf removal are includedin the known Impacts map (Figure 7). The removal of this topsoil, especially inassociation with running over the stripped areas with plant, would have caused someimpact to shallower archaeological deposits just below the topsoil.1990s-present day development3.6.24 New building development includes renovation of Blunt’s Farmhouse for a new FireTraining Centre (1991); a new Fire Centre next to the Cargo Centre (1991); newhangers covering 2400 sq. m (1992) and (1993) 3600 sq. m (with offices and aviationspace); the Domestic satellite (1993); a new traffic control centre with a 60m tower(1995); the New Office Building at Coopers End (under construction). Theconstruction and foundations of all these new buildings would have caused a majorarchaeological impact where archaeological deposits survived in these areas, althougharchaeology may survive in pockets.3.6.25 The walkover of the site, undertaken in October 1999 by FA, noted that several areas,previously thought to be undisturbed, were being, or had recently been, disturbed,these areas are noted in Table 1 in association with Figure 7. It was also noted thatthe remaining part of the Stansted Channel was still in the process of being filled in(see Table 1, Figure 7).General Archaeological Character3.6.26 Any archaeological strategy at Stansted should consider the archaeological characterof rural sites. Typically the archaeological deposits are not deep and are locatedimmediately beneath topsoil (typically 0.2 - 0.3 m deep at Stansted). They are proneto truncation damage by ploughing, as the excavations at the Long Term Car Parkdemonstrated. Here, in the south of the excavated area, features had been seriouslytruncated by ploughing, surviving only c 0.05m below the plough soil, whereaspreservation in the north of the site was much better. In the western part of theairport ploughing had damaged cremations, which lay only c 0.20 m below theploughsoil.3612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit3.6.27 Being on clay, archaeological features are very prone to damage if heavy plant ismoved over soft ground, especially in wet weather. This was observed in progress atStansted during the walkover where deep ruts were observed penetrating into the claysubsoil to a depth that would significantly damage archaeological deposits, especiallyshallow ones, just below the topsoil. This type of damage would be even worse ifmachines were allowed to run across the unprotected subsoil during the episodes oftopsoil stripping which have occurred in many known and unknown areas of the site.3.6.28 Of the features already excavated at STAL, most of the cut features survive to a depthof between 0.30-0.60m below ground surface, but some are much shallower and someextend to a depth of c 2m. Therefore any disturbance to 2m or over would havedestroyed the vast majority of any archaeological deposits, except perhaps the verydeepest fills of a very deep ditch. Any disturbance to a depth of between 0.30-0.50-60 m would destroy shallow archaeological deposits but many deeper ones wouldsurvive. Any disturbance c 0.20-0.30 m would leave many of the archaeologicalremains intact below the top of the subsoil.3.6.29 Those features surviving between 0.30-0.50 m are normally those associated withoccupation and will contain archaeological deposits associated with day to dayactivities, dwellings, and burials. It is within this zone that the most information canbe obtained regarding both the horizontal and vertical spatial relationships andstratigraphy of the site.Identifying Buried Archaeology3.6.30 Much of the previous archaeological work undertaken on the airfield itself has beenconfined to the edge of the plateau and the slopes of the river valleys, and was relatedto infrastructure projects or the construction of car parks.. This should be borne inmind during the following analysis.3.6.31 Previous work on the STAL landholding has involved fieldwalking, evaluationtrenching, large-scale excavation and watching briefs. Work on the line of the newA120 took a similar form, with fieldwalking and documentary research followed bythree phases of evaluation and excavation (OWA, 2003, 1). Other significant projectsin the area include the Cambridge to Matching Green gas pipeline, the fieldwork forwhich was undertaken by Network Archaeology (Network Archaeology, 2002).3.6.32 A summary of the different forms of archaeological techniques employed can be seenin Table 2 below. This was derived from the preliminary Archaeological LandscapeModel (FA 2005), aimed at assisting in assessing the potential of the STALlandholding and the study area to contain unidentified, buried archaeologicaldeposits.3.6.33 Very few Palaeolithic remains have been identified on the airport, and these comprisechance finds of flint tools in later deposits made during excavations. Although greaterquantities of Mesolithic material have been recovered from fieldwalking andexcavation, much of this is also residual in later deposits. The most significantMesolithic finds are concentrations, which highlight areas of focussed or intenseactivity. The same is true of much of the Neolithic material recovered – few featuresof this date have been excavated but significant concentrations of material have beenidentified. Of the periods that follow the Neolithic, most have been successfullyidentified by the archaeological techniques used to date. The one exception to this isthe Saxon period, where very little in the way of evidence for settlement has beenfound, with the exception of the Saxo-Norman complex on the Mid Term Car Parkand Stansted Southgate sites. It is quite possible, however, that this actually reflectsthe low level of settlement in this zone in the Saxon period. The only sign of Earlyand Middle Saxon activity appears limited to a few small concentrations of pottery3712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Auditfound during fieldwalking, which have not always corresponded to archaeologicalremains when excavated.Table2: Summary of previous archaeological field techniques used at StanstedFieldwalkingEvaluationExcavationWatching briefGeophysicalsurveyNotesPalaeolithic N N Y N N/A Chance finds onlyMesolithic Y N Y N N/A Smaller elements of Mesolithic tool kit are under -represented in fieldwalking assemblages. Mesolithicsites are rarely identified during watching briefs. Allfinds to date have been residual in later deposits.Neolithic Y Y Y Y N/A As with the Mesolithic, Neolithic finds may beunder-represented in the fieldwalking; Neolithic sitesmay also be difficult to identify through watchingbriefs. Much Neolithic material occurs in laterdeposits. Some Neolithic pottery fabrics virtuallyindistinguishable from Bronze Age fabrics.Bronze Age Y Y Y Y N/A Bronze Age finds and sites identified by all forms offieldwork.Iron Age Y Y Y Y N/A Iron Age finds and sites identified by all forms offieldwork.Roman Y Y Y Y N/A Roman finds and sites identified by all forms offieldwork.Saxon Y N Y N N/A Early and Middle Saxon features very rare, althoughconcentrations of pottery found during fieldwalking.Medieval Y Y Y Y N/A Medieval finds and sites identified by all forms offieldwork. Manuring of fields around medievalsettlements may bias the results of fieldwalkingPost-medieval Y Y Y Y N/A All forms of evidence widely scattered over studyarea and detected by all forms of fieldwork.3812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 4Bibliography and SourcesConsulted3912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit4 BIBLIOGRAPHY AND SOURCES CONSULTED4.1 Written MaterialBAA (Dec 1981) Proposed 15m.p.p.a Development at Stansted Airport - London. Report on SiteInvestigation Vol.1. Report Ref. No. 830884. Ground Engineering Limited.BAA (undated) Stansted Airport Briefing Pack. STAL Essex.BAA (undated) Stansted: The War Years. STAL Essex.BAA & Framework (April 1999) Archaeological Contractor Framework: Archaeological ContractorUser Guideline, unpubBAA & Framework (April 1999) BAA and Archaeology: The Archaeological Process, unpubBAA Archaeological Policy (August 2000)Framework Archaeology (Jan 1999) Stansted Airport Long Stay Car Park. Archaeological DeskBased Assessment (1st Revision).Framework Archaeology (March 1999) Long Stay Car Park Phase 1: Archaeological FieldwalkingReportFramework Archaeology (April 1999) Long Stay Car Park Phase 1: Archaeological Field EvaluationReport and Revised Research DesignFramework Archaeology (Sept 1999) Stansted Airport Long Stay Car Park. Archaeological DeskBased Assessment (1st Revision).Framework Archaeology (December 1999) Stansted Airport Proposed Mid Term Car Park:Archaeological Field Evaluation reportFramework Archaeology (January 2000) M11/A120 Slip Roads: Archaeological DesktopAssessment ReportFramework Archaeology (May 2000) Stansted Airport, Long Border Road Extension: ArchaeologicalEvaluation Report4012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFramework Archaeology (August 2000) Preliminary findings from Long Term Car Park Phase II -internal briefing noteFramework Archaeology (January 2001) M11/A120 Link Roads: Report on Archaeological FieldEvaluationFramework Archaeology (Jan 2001) Long Stay Car Park Phase 3: Archaeological Field EvaluationReportFramework Archaeology (February 2001) Ryanair Crew Accommodation, Bury Lodge Lane:Archaeological Evaluation ReportFramework Archaeology (2001) Standby Runway: Report on Archaeological Watching Brief of GeotechnicalTest-PittingFramework Archaeology (February 2001) Stansted Airport Project Summary ReportFramework Archaeology (September 2003) JG329 Fuel Pipeline, Stansted Airport, ArchaeologicalDesk-based AssessmentFramework Archaeology (March 2004) Archaeological Fieldwork at Stansted Airport 1999 - 2001:Project Design Update Note 2 (Assessment of the results of archaeological fieldwork and proposals foranalysis and publication)Framework Archaeology (April 2004) Long Stay Car Park - Phase IV Stansted Airport, Essex:Archaeological Desk-based AssessmentFramework Archaeology (June 2004) Bulk Supply Project, Coopers End Roundabout Sub-station,Thremhall Avenue, Stansted Airport, Essex: Archaeological Desk-based AssessmentFramework Archaeology (February 2005) Stand Capacity (Block 30), Airside, Stansted Airport, Essex:Watching Brief ResultsFramework Archaeology (March 2005) Interim Statement: Watching Brief Results at the Noise PenStructure on Long Border Road, Stansted Airport, Essex.Framework Archaeology (April 2005) South Gate Area 1A, Stansted Airport, Essex: Project DesignUpdate Note 1 - Interim statement of results and Proposals for Analysis and Publication4112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFramework Archaeology (June 2005) Zone G Car Park, Molehill Green Roundabout, Stansted Airport,Essex: Archaeological Watching Brief ReportFramework Archaeology (July 2005) Modelling the archaeological landscape at Stansted: PreliminaryReportHamlin JF (1997) The Stansted Experience. GMS Enterprises. West Sussex.Havis R (1998) Archaeological Fieldwalking at Stansted Airport, 1985-88. Draft report. Essex CountyCouncil Planning Department.Havis R and Brooks H (Sept 1999) Excavations at Stansted Airport 1985-91, Draft report. EssexCounty Council Planning Department.Havis, R and Brooks, H (2004a) Excavations at Stansted Airport, 1986-91 Volume 1: Prehistoric andRomano-British, East Anglian Archaeology Report No. 107, 1, ChelmsfordHavis, R and Brooks, H (2004b) Excavations at Stansted Airport, 1986-91 Volume 2: Saxon, medievaland post-medieval; Discussion, East Anglian Archaeology Report No. 107, 2, ChelmsfordNetwork Archaeology (2002) Cambridge to Matching Green proposed gas pipeline; Archaeologicalfield reconnaissance, fieldwalking and geophysical surveyOAU, April 1991 Thremhill Priory, Stanstead Mountfitchet, EssexOWA, 2003 A120 Trunk Road Stansted Airport to Braintree, Essex. Post-excavation Assessment andPublication Proposal. Version 2. Oxford Wessex Archaeology unpublished report.PPA (July 1999) Stansted Airport Limited. Ecological Audit. Penny Anderson Associates.Rackham O (1980) Ancient Woodland; it history, vegetation and uses in England. Arnold.Uttlesford District Council (April 1995) Local Plan.Uttlesford District Council (January 2005) Local Plan4.2 Other SourcesEssex County Council Heritage Conservation RecordEssex Record Office4212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditHertfordshire County Council Sites and Monuments RecordNational Monuments Record Database (English Heritage)STAL Engineering Support Office 1940s-50s cloth plans and 1950s-60s plastic trace plans STAL Staff(see Sources in main report)4.3 Cartographic SourcesERO = Essex Record Office reference number‘A Plan of the County of Essex by Chapman and Andre’ (1771; ERO D/DBy/P9)‘Map and survey of the manors of Tilty, Great Broxted and Easton by Ralph Agas’ (1593/4; EROD/DMg P25)‘The description of certain Woodgrouds being parcell of Ye Possessions of St Mary Coll: of Winton inOxon: Drawn in Ye Yeare of our Lord 1654’ (1654; ERO T/M 152/1)‘The Manor of Church Hall in Broxted’ (1713; ERO D/DBE P8 )À Map of the Estate of Elsenham Hall ... surveyed in the Month of April 1727 by John Ham Teacherof the Mathematicks’ (1727; ERO D/DBi/P1)'Warish Hall & Shearing Hall Farms, belonging to New College. Oxford. Survey'd Valvued and Plan'dby Edward John Eyre'(1767; ERO T/M 156/1)‘Joint-end Farm, the Property of Mr. Edwd. Malen.’ (1786; ERO D/DB P50)‘Map of lands in manor of Great Broxted alias Chaureth Hall.’ (1799; ERO D/DMg T17)‘Plan of an Estate belonging to Bassingbourne Hall the Estate of Sir Peter Parker Bart’ (Surveyorunknown) [1804; ERO D/DU 726/1]‘A Map of Mr Jessopp's Estate at Melon’s Green in the County of Essex surveyed 7 July by Wm.Blenkins. ‘ (1813; ERO D/DB P51)‘Copy of map of Elsenham Hall Estate’ (Surveyor unknown) [1823; ERO T/M 437/1]'Manor Farm called Chawreth or Cherry Hall with all the Freehold and Copyhold Land theretobelonging. The Rt Hon: Charles Lord Viscount Maynard Lord of the said Manor. Surveyed by T. C.Baker'(1817; ERO D/DQy 15 )Tithe maps of the parishes of Birchanger (1838; ERO D/CT 35B), Broxted (1839; ERO D/CT 55B),Little Easton (c 1839; ERO D/CT 126B), Great Easton (1839; ERO D/CT 125B), Henham (1840;ERO D/CT 176B), Takely (1840; ERO D/CT 342B), Elsenham (1840; ERO D/CT 130B), and StanstedMountfitchet (1843; ERO D/CT 328B)Enclosure maps of the parishes of Elsenham (1841; ERO Q/RDc 28B), Stansted Mountfitchet (1847;ERO Q/RDc 36B), Henham (1850; ERO Q/RDc 43B), and Birchanger (1860; ERO Q/RDc 36B)‘Tracing of enclosure map (Unofficial copy), copyhold of manor of Henham Hall.’ (1850; EROD/DHf/P33A)‘Map of Hallingbury Place Estate belonging to John Archer Houblon Esqre. Compiled by G.Chapman.’ (1853; ERO D/DZl/51)Ordnance Survey 1st Edition Maps at 6”and 25’’ Inch Scale dating to the 1870’s and 1880’s, and allsubsequent OS maps at 6’’/1:10,560/1:10,000 scale to 1993.4312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditStansted Mounfitchet Record Site Plan, Airfield Site, Air Ministry DRG no. 2494/45Dated July 1945, declassified 1958 (RAF Museum, Hendon)Stansted Mounfitchet Record Site Plan, Dispersed Sites, Air Ministry DRG no. 2493/45Dated June 1945, declassified 1958 (RAF Museum, Hendon)Stansted Mounfitchet Record Site Plan, AAD Sites, Air Ministry DRG no. 2495/45Dated June 1945, declassified 1958 (RAF Museum, Hendon)Geology Survey Sheet 222 (1990) Solid and Drift Edition 1:50,000 Series4.4 Stansted Airport Plans (STAL Engineering Support Office)1950s Cloth MapsLayout Plan & Benchmark Locations (Runway/Taxiway/Hardstanding). Drg No. 803-STA-MISC-**.Scale: 1:2500. Date: Sept 1956Grading Plan. Drg No. 803-STA-GR.1.1. Scale: 1:2500. Date: Sep 1956Runway 05/23 & Taxiway 4. Profiles & Cross Sections. Scale: as shown. Date: Sep 1956.Runway 05/23 Profile - Taxiway 2 Profile & Cross Sections. Drg No. 803-STA-PV-1.1. Scale: asshown. Date: Sep 1956.Preliminary Site Investigation 15 mppa DevelopmentSite Investigation Plan. Drg No.S49/2/C2/1 Rev A. Scale: 1:5000. Date 12/81Location of Test Sites. Drg No. S49/2/C2/20 Rev A. Scale: 1:10,000. Date 12/81Location of Certain Former Boreholes and Current Test Sites. Drg No. Fig 1 Rev A. Scale: 1:10,000.Date 12/81Geological Plan. Drg No. Fig 3 Rev A. Scale: 1:10,000. Date 12/81Structural Geology Summary Plan. Drg No. Fig 4 Rev A. Scale: 1:10,000. Date 12/81Kesgrave Beds as an Aggregate Resource. Drg No. Fig 54 Rev A. Scale: 1:10,000. Date 12/81.Earthworks Design Model. Drg No. Fig 55 Rev A. Scale: 1:2500. Date 12/81.Terminal Area Site Investigation 15 mppa Development. Location of Terminal Area Boreholes. DrgNo. S49/2/C2/25a. Scale: 1:10,000. Date 12/82Stansted Development Stage 2 Infrastructure: Package 3020Record of Survey. Drg Nos. S49U/C2/15806-15831 (Sheets 6-31). Scale 1:500. Date: Nov 1986Setting Out. Drg Nos S49U/C2/15241 (6 sheets). Scale 1:1250. Date: Nov 1986Site Location and Access. Drg Nos. S49U/C2/15101-2 (2 sheets). Scale 1:5000. Date: Nov 1986Topsoiling. Drg Nos S49U/C2/15231-6 (6 sheets). Scale: 1:1250. Date: Dec 1986Cross Sections. Drg Nos.S49U/C2/15221-5 (6 sheets). Scale 1:1250 (h)/ 1:100 (v). Date: Feb 1987Earthworks: Borrow Pits. Drg No. S49U/C2/15220. Scale 1:1250. Date: Aug 1987Earthworks. Drg Nos. S49U/C2/15211 Rev A (6 sheets). Scale 1:1250. Date: Nov 19874412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditPackage 3700Earthworks Stage 3. New and Existing Contours. Drg Nos. S49U/C2/66141-9 and 11-22 Rev A (21sheets). Scale 1:1500. Date: Nov 1988Terminal Area EarthworksCross Sections. Drg Nos. S49J/C2/4211-14 (4 sheets). Scale:1:2500 (h)/1:100 (v). Date: Jan 1986OtherEarthworks Presentation November 90. Future Earthworks. Drg No. S49/CE/99259. Scale 1:5000.Date 11/90Location of ServicesSchematic Network for Surface and Foul Drainage. Drg No. FEA3215/AP/100 (Jan 1994)Schematic Network for Urban Drainage. Drg No. FEA3215/AP/101 (Jan 1994)Schematic Network for Stands Drainage. Drg No. FEA3215/AP/102 (Jan 1994)Schematic Network for Runway and Taxiway Drainage. Drg No. FEA3215/AP/103 (Jan 1994)Schematic Network for Foul Drainage, Sheet 1. Drg No. FEA3215/AP/104 (Jan 1994)Schematic Network for Surface and Foul Drainage, Sheet 4. Drg No. FEA3215/AP/108 (Jan 1994)Surface Water Drainage. Drg No. S49/CE/99255 (Oct 1990)Water Distribution System. Drg No. S49/CE/99260 rev E (Nov 1990)British Telecom Installation. Drg No. S49/CE/SK 144 rev K (Dec 1987)Gas Distribution System. Drg No. S49/C2/SK 260 rev E (Jan 1988)Proposed Fuel Main Layout. Drg No. S49/C2/SK 365 rev B (Nov 1989)Foul Water Drainage. Drg No. S49/CE/99256 (Oct 1990)Communications Installations. Drg No. S49/CE/SK 408 rev F (Feb 1990)Development Plans held by Framework Archaeology but not usedStansted Development 15mppa Development. Site Investigation. Tenant and Landowner. Drg NosS49/2/C2/02-19 (18 sheets). Scale 1:5000. Date: Jul 1981Stansted Development Passenger Terminal Zone. Sketch profiles for basic ground shaping alongsouthern boundary. Drg No. S49L/LA/2**/S*. Scale : 1:200. Date * /1986Stansted Development Stage 2 Infrastructure (Package 3020) Ditch Details. Drg No. S49U/C2/15217.Scale: as shown. Date: Nov 1986Stansted Development Stage 2 Infrastructure (Package 3020) Airside Road Long Sections. Drg Nos.S49U/C2/15272-4 (3 sheets). Scale: 1:500 (h)/1:50 (v) Date: Dec 1986Stansted Development Tracked Transit System Maintenance Building. RC Details of Columns andFoundations (Package 8601). Drg No. S49T/S/4028. Scale 1:25. Date: Sep 1987Stansted Development Tracked Transit System Maintenance Building. RC Details of Ground FloorSlab (Package 8601). Drg No. S49T/S/4028 m (1 sheet of 2 copied). Scale 1:50. Date: Dec 19874512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditStansted Development Tracked Transit System Maintenance Building. RC Sections Through GroundFloor Slab (Package 8601). Drg No. S49T/S/4021. Scale 1:20. Date: Mar 1988Stansted Development Tracked Transit System Maintenance Building. RC Details of Cooling TowerSlab (Package 8601). Drg No. S49T/S/4022. Scale 1:50. Date: Jan 1988Stansted Development Tracked Transit System Maintenance Building. RC Details of Retaining Wall(Package 8601). Drg No. S49T/S/4026. Scale 1:50/1:25. Date: Dec 1987Stansted Development Tracked Transit System Maintenance Building. RC Details of Columns &Foundations (Package 8601). Drg No. S49T/S/4028. Scale 1:25. Date: Sep 1987Stansted Development Cargo Warehouse and Forecourt. Feeder Pillar Foundation Base (Package8360). Drg No. S49R/C2/21922. Scale: 1:100, 1:20. Date: Aug 1988Satellite 1: Structure: Foundation Details (Package 8001) Drg Nos. S49M/S/505. Scale 1:50. Date:Dec 1987Aprons Stage 2. Finished Pavement Levels (Package 4025). Drg Nos. S49H/C2/49251-66 (17 sheets).Scale:1:200. Date: Jan 1989Extension to Arrives Building Roof and Foundations Plan. Drg No. S28/C S 1a. Date: Jan 1990.Enterprise House Foundation Detail. Drg No. SG23. Date: Mar 1990.Satellite 2: General Arrangement Plan on Foundations (Package 8951). Drg Nos. S49M/S/1500-01 (2sheets). Scale 1:200. Date: Jan 1990Satellite 2: Foundation Details (Package 8951). Drg Nos. S49M/S/1502 (1 sheet of 5 copied). Scale1:?. Date: Jan 1990Satellite 2 Domestic Link. GA Details of Foundations. Drg No. S49M/S/1971. Scale: 1:250. DateDec.?Satellite 2 Domestic Link. Reinforcement Details on Foundations. Drg No. S49M/S/1972 Rev A.Scale 1:?. Date: Dec 1990Satellite 2 Domestic Link. Foundation Base T6 GA and RC Details. Drg No. S49M/S/1973 Scale 1:50.Date: Feb 1991Satellite 2 Domestic Link. Foundation Base T7 GA and RC Details. Drg No. S49M/S/1974 Scale 1:?.Date: Feb 1991Satellite 2 Domestic Link. Escape Stair Foundation Base and Ground Slab GA and RC Details. DrgNo. S49M/S/1975 Scale 1:25. Date: Mar 1991Satellite 2 Domestic Link. Foundation Base T8 &T9 GA and RC Details. Drg No. S49M/S/1976 Scale1:50/1:25. Date: Feb 1991Satellite 2 Domestic Link. Foundation Base T10 GA and RC Details. Drg No. S49M/S/1977 Scale1:50/1:25. Date: Mar 1991Satellite 2 Domestic Link. Foundation Base T12 GA and RC Details. Drg No. S49M/S/1977 Scale1:25. Date: Mar 1991Fields Aviation, Stansted. General Layout. Drg No. S62/CE/99224 Scale 1:500. Date: Sep 1990Fields Aviation, Stansted. Foundation GA. Drg No.1.E. Scale 1:150, 20. Date: Jan 1992Fields Aviation, Stansted. Ground Beam Type 1 RC Details. Drg No.GB01 Rev B. Scale: NTS. Date:Jan 19924612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFields Aviation, Stansted. Foundation Layout - Offices. Drg No.3B. Scale 1:100. Date: Feb 1992Cargo Area. Wall Foundations to Transit Shed (Sheet 2 of 2). Drg No. 3835/114. Scale: 1:25.Undated.Cargo Area. Wall Foundations. Drg No. 3835/113a Rev A. Scale 1:25. Date:Feb ?794712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 5Cultural Heritage Gazetteers4812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit5 CULTURAL HERITAGE GAZETTEER 1 - CULTURAL HERITAGE FEATURES WITHINAIRPORT BOUNDARY (STAL)Refer to Figures 2, 3, 5 and 6 These Figures are also in digital formatGazetteer 1 includes FA Nos. 1-64,202-225, and 419-420.Gazetteer 2 includes FA Nos. 65 - 201 (Archaeology within 1km Study Area).Gazetteer 3 includes FA Nos. 301 - 420 (Listed Buildings within STAL and 1km Study Area)Abbreviations:ECCAS = Essex County Council Archaeology SectionECCFAG = Essex County Council Field Archaeology GroupFA = Framework ArchaeologyNMR UID = National Monuments Record Unique IdentifierOS = Ordnance SurveyHCR= Heritage Conservation Record (Essex HCR unless otherwise indicated. HER = Hertfordshire0HER)BA = Bronze Age, IA = Iron Age Prefix (i.e. EBA-Early Bronze Age): E=Early, M=Middle, L=LateNote: Buildings shown on the historic maps consulted and the Ordnance Survey 1st edition maps areonly included in the gazetteer where they fall within the airport boundary (Gazetteer 1). Non-extanthistoric buildings within the 1km study area around outside of the airport boundary are numerous andare not included in Gazetteer 2.Chance finds on the HCR which are not located more precisely than a 1km area are not included in thegazetteers.FA NO. DESCRIPTION NMR UID/HCR NO.1 Hall Caravan Site: HCS 87Unidentified Romano-British finds were found in the area before 1975 (no furtherinformation). An OS Archaeological Field Investigator visited the site in 1975 when the landwas under plough. No further finds were noted on the surface of the field. ECCASfieldwalking did not identify a potential site, although a watching brief during large-scalenon-archaeological trenching revealed fragments of Roman pottery. It was believed thatthese finds were probably from isolated Romano-British features rather than a ‘site’ proper.NMR 373579HCR 4628HCR 72772 The Wilderness Site 2: TWS2: 87ECCAS fieldwalking as part of the Stansted Project in 1987 revealed an extensiveconcentration of medieval pottery covering c.4 hectares. ECCAS subsequently monitoredmachine stripping of a 20m by 20m area at this location. No features were identifiedalthough several 12th and 13th century pottery sherds were found. The HCR site assessmentsuggests the presence of a possible medieval village, although it notes that large parts of thearea have been damaged by later development.3 Non-archaeological metal detecting in 1991 revealed several Roman, medieval and Postmedievalmetal objects. Roman finds included: a spur, a harness ornament, three Brooches(2nd, 3rd and 4th centuries), a buckle and 14 coins (2nd-3rd centuries). Medieval findscomprised a decorated gold pendant, a bronze thimble, two coins (Henry III and Edward III),three bells and a fob seal. Four Post-medieval coins were also found.4 One of two scatters of early medieval pottery found during fieldwalking as part of theECCAS Stansted Project (the other scatter being FA 11). The area was later salvageexcavated, although this area was not carefully watched and features may have been missed.The presence of Early medieval pottery indicates occupation in the vicinity.5 Spread of Roman pottery, tile and brick covering an area of c.1.5 ha, identified duringStansted fieldwalking in 1988. Part of this area was later excavated to reveal Romanoccupation (see FA 41).6 Great Coopers Site: GCSPossible moated homestead. In 1981 two ponds survived, as shown on early maps, one bythe road and one by the house, the latter not being part of the moat system. The ditch by theroad was c.10m wide and quite deep in 1981. Sketch map in HCR possible traces of ditches,along with possible original house site. Destroyed by Stansted development.NMR 656300HCR 7280HCR 14883HCR 12203-05HCR 13827HCR 14328HCR 47244912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.7 Colchester Hall Site: CHSECCAS carried out a detailed excavation of the site of Colchester Hall in 1985-6. ColchesterNMR 373423NMR 656306Hall was a medieval moated site first mentioned in the 13th century. Although just under HCR 4566half of the pottery retrieved was 12 th -13 th HCR 4567century in date, very few features were identifiedthat could be accurately dated to this period. These include foundation gullies for a timberstructure, a pond, and shallows gullies and ditches of unknown nature. A significant quantityof 12 th to 13 th century worked stone from a possible ecclesiastical building was alsorecorded, although this was from residual contexts only and no structural remains wereidentified.Three 17th century timber-framed barns were located in the moated area, which is nowcovered by airport development.8 Little Coopers Site: LCS 87ECC surveyed the surviving moat at Little Cooper’s moated homestead in 1986, followed bya limited salvage excavation of the site of the post-medieval house site. This revealed onefeature containing sherds from two Roman pots but no other archaeology earlier than thePost-medieval house. The Hallingbury Estate Map of 1853 marks ‘moat field’ in the field tothe north of Little Coopers.9 Bassingbourne Hall Site: BHS 87Post-medieval hall levelled in 1966. Believed to be located on the site of the earlier manorheld by Robert Gernon in 1086. ECCAS carried out a rescue (rapid) excavation, comprisinga single trench, of the site in 1987. This revealed a brick building dating to the 15th/16thcentury. It was occupied until the 18th century when the new hall was built on the site. Nofeatures dating to the early medieval period were identified. Small amounts of 13th/14thcentury pottery may indicate small-scale occupation. A nearby curvilinear earthworkpreviously thought to be a possible moat, was found to be a probable 19th/20th centuryquarry ditch.10 Airport Catering Site: ACS 86ECCAS detailed excavation in 1986 of a site identified by a watching brief revealed LateIron Age and Early Roman enclosed settlement just beneath the topsoil. The earliest featurerecorded was a single pit containing a large quantity of burnt flint and a small amount of BApottery. In the LIA period the settlement was surrounded by a sub-square enclosure 80 m by80 m, with a possible annex to the south, and contained the remains of up to sixteenroundhouse gullies. The main period of occupation was in the late 1st century BC followedby a lull, and then a period of renewed activity from AD40-60/70, apparently centred on arectangular building, interpreted as a possible shrine. A Post-medieval field ditch cut throughthe eastern half of the enclosure.11 Long Border Site: LBS 88 (A-C)This entry covers LBS sites A-C (11a = LBS A, 11b = LBS B, 11c = LBS C): StanstedProject identified two scatters of early medieval (Saxon) pottery (see also FA 4) and aconcentration of Roman material. A salvage excavation followed prior to development onthe site, which revealed no Saxon features but instead multi-period activity comprising:• LBA/EIA activity in the form of pits and post holes. Several of the pits were ‘potboilers’ (utilised for heating water). The post holes formed no clear pattern and it isuncertain whether they represented the remains of structures.• A MIA roundhouse with surrounding field/paddock ditches, and a quantity of MIApottery, from the south-eastern part of the excavated area.• Two early Roman cremations, a sequence of Roman ditches and pits and a possible flinttrackway were recorded in the western part of the excavated area. No structural featureswere identified.• Two areas of medieval occupation consisting of pits, ditches, a possible fire pit and onepost hole.• A sequence of Post-medieval field ditches across the whole of the excavated area.Several of the ditches run parallel to medieval field boundaries.12 The Wilderness Site 3: TWS3 87ECCAS carried out a salvage (very rapid) excavation of a medieval woodland boundaryditch. Several sherds of medieval pottery were recovered.13 Roundwood Site: RWS 87ECCAS fieldwalking as part of the Stansted Project identified a general spread of Romanpottery (probably the result of manuring, although there are known Roman sites in the area),and a dense concentration of medieval pottery. Subsequent detailed excavation of a 60m by40m area in 1987 revealed:• abraded sherds of 6th or 7th century domestic pottery. The pottery was residualalthough it indicates occupation in the vicinity;NMR 656307HCR 7283HCR 7295NMR 373537NMR 656297HCR 4586HCR 4587NMR 661216NMR 656305HCR 7281-2HCR 14877NMR 656680HCR 13827HCR 9030-33HCR 14875HCR 9036NMR 656298HCR 7289HCR 13772HCR 14873-45012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.• remains of three, possibly four, 12th/13th century timber buildings. The buildings,which may have been associated with Bassingbourne Hall to the north (FA 9), fell outof use in the early 14th century. Finds from the site consisted mainly of pottery andbone;• a post medieval ditch cut through the centre of the site.14 Costains Compound Site: CCS 87ECCAS watching brief in 1986 in an area in which fieldwalking had produced negativeresults, revealed a small Roman site. Finds include a two Roman cremation burials (one mayhave been enclosed by ditches) and two probable Roman field ditches.NMR 656291HCR 729015 Thremhall Avenue Site: TAS 89ECCAS salvage excavation of a site identified by a watching brief in 1989 revealed:• Evidence of LIA settlement in the form of a curved gully surrounding a central posthole, and several sherds of pottery.• Roman pits, ditches and a line of post holes representing a possible fence line (nooccupational structures were identified), along with several coins dating to the 2nd to4th centuries.• A medieval ditch, probably a field boundary.NMR 6563116NMR 56301NMR 656302HCR 14878HCR 9026HCR 902716 Number not used ----17 W.A.A.F WW II dispersed site. Shown on Airfield Plan as 'A.A.HQ Site'. This comprised HCR 16646offices, quarters, kitchens, dining rooms and bathrooms. Total of 14 buildings. Number notmarked on archaeological features map – see WW II layout map.18 The Wilderness Site 1: TWS1 87ECCAS fieldwalking as part of the Stansted Project in 1987 revealed a concentration ofmedieval pottery. ECCAS subsequently carried out detailed excavation of a 20m by 20marea at this location. A series of shallow ditches and a pit containing 12th/13th centurypottery were recorded. A Post-medieval field boundary ran east-west across the site.HCR 9035HCR 14883HCR 1487619 Car Park I (CIS 90)The site was located by a watching brief, and involved rescue excavation of 5500 square metres.The following was discovered:• Mesolithic flints. Activity may be explained by the location of nearby springs.• A deep pit containing a very large quantity of LBA pottery, worked antler and manybird bones. An upturned pot (LBA) was found in a small cut nearby.• The main period of the site dated to the MIA. Three sides of a rectangular enclosurewere found. Entrance on west side. South-west corner was possibly fortified. Withinenclosure was a single round house of several phases.• A post-medieval or modern ditch. Not excavated20 Site of windmill shown on Chapman and Andre’s Map of the County of Essex (1777) and onan estate plan of c.1825. No longer extant. Location approximate only. Windmill appears justwest of a present house called ‘Millers’.21 Stansted fieldwalking in 1986 revealed a concentration of burnt flint, flint flakes andprehistoric pottery, covering an area c.60m by 60m. No excavation was undertaken on thisarea and the site still exists.22 Stansted fieldwalking in 1986/7 revealed a concentration of medieval pottery, covering anarea c.100m by 80m. The spread consisted of a low density spread over the whole area andclearly indicates nearby occupation. No excavation was undertaken on this area and the sitestill exists.23 M11 road widening scheme, Site C. Significant concentrations of burnt flint, worked flintand prehistoric pottery was found during fieldwalking by ECCAS in 1992. Thought toindicate the probable presence of a prehistoric occupation site. Six trenches excavateduncovered significant evidence of MIA occupation, in the form of a circular ditch and gullyand pits filled with domestic rubbish. Good preservation. Several phases. Site stretchesc.140 m along the side of the motorway. Appears to continue west to Site D (FA 184).24 Duckend Car Park Site (DCS)The site was located by fieldwalking and a watching brief. Rescue excavation of over 3 hectaresrevealed:• Several LIA ditches• A LIA/Early Roman cremation cemetery covering a large area (see also FA 30 and 31)Twenty burials, mostly clustered in small groups, were revealed. Two burials had richgrave goods and were in good condition. Clear area around them may indicate originalbarrow. Cemetery continued in use until the 2nd century AD. In late Roman period, aseries of pits, ditches and floor surfaces (clay and cobbled) indicate reuse of the site.• During fieldwalking a scatter of Saxon sherds, covering an area 60 m by 60 m, wererecovered. No Saxon features were found during subsequent excavation, although suchHCR 9028HCR 9029HCR 14342HCR 14243HCR 4720HCR 14879HCR 14885HCR 16921-23HCR 18168HCR 13825HCR 14331-55112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.features might have been missed.• A large post-medieval ditch.25 Concentration of Saxon pottery recovered during fieldwalking by ECCAS. The 40 m by 40 HCR 13826m scatter was situated against a field boundary and suggests a potential site.26 Concentration of prehistoric pottery, covering an area 40 m by 40 m, located duringHCR 14326fieldwalking.27 Scatter of prehistoric pottery, covering an area 140 m by 100 m, located during fieldwalking HCR 14327by ECCAS.28 W.A.A.F WW II dispersed site. Shown on Airfield Plan as 'Site No.2'. This comprisedofficers quarters, mess, barracks and bathrooms. Total of 39 buildings. Number not markedon archaeological features map – see WW II layout map.HCR 1664729 Dense scatter of medieval pottery (very abraded) found during Fieldwalking Survey byECCAS in 1986. The area was excavated by ECCAS the same year, but only a beam slotand several post-holes were found, and no clear plan of a building could be discerned.Ploughing may have damaged the site. The site has now been destroyed by the Stanstedairport development.A large scatter of post-medieval pottery, covering an area 200 m by 80 m, was also found atthis location during Fieldwalking. Manure scattering may have caused the spread.The Birchanger Tithe Award (1838) indicates ‘Gravel Pit Field’ (field no.311) at thisapproximate location.30 Duckend Farm Site (DFS)The site was located by fieldwalking. Detailed excavation of 1,750 square metres uncovered:• Mesolithic flint flakes found during fieldwalking and excavation.• Two large pits, a series of smaller pits and a gully containing LBA/EIA pottery and alarge quantity of burnt flint.• Fourteen LIA and Roman cremations - see FA 24 and 31.• A number of Roman ditches cut across the site - probable field boundaries or paddocks.• More intensive activity in the late Roman period, with evidence of a structure in thesouth-west corner - a possible shrine.• Post-holes and gullies, the possible remains of an agricultural structure (no evidence ofhuman occupation), dated to the 12th to 14th centuries. One complete possible ritualvessel was retrieved.• A single large post-medieval ditch running parallel to the WW II concrete track.31 Social Club Site (SCS)This site was located by fieldwalking. Two areas were excavated (marked 31a and 31b onFeatures Map). An area of 2500 square metres was excavated in detail (31a). A larger areasurrounding this, covering 2.5 hectares, was excavated rapidly (31b). Excavations revealed:A Palaeolithic hand axe was revealed just beneath the topsoil. This was the only find of thisdate on the site.• A multi-period site of three phases dating to the LBA/EIA. Features included a singlepost-built rectangular structure (BA) and several field ditches and pits. Some of thepottery retrieved contained cremated bone.• A double-ditched trackway, with LBA and Roman pottery.• MIA pits, ditches and trackway.• Two groups of cremations (eight in total) dated to the LIA/Early Roman period. Part ofa large cemetery (see FA 24 and 30). Two ditches contained material of Roman date.• A substantial quantity of late 6th/7th century Saxon pottery was found in a pit, and adepression close by formed by the slumpage of an earlier pit, contained Saxon material.• A post-medieval pit containing a cow skeleton.32 Stansted fieldwalking in 1986 revealed a concentration of burnt flint and prehistoric pottery,covering an area c.160m by 40m. No excavation was undertaken on this area and the sitestill exists.33 Stansted fieldwalking in 1986 revealed a concentration of burnt flint covering an areac.160m by 60m. No excavation was undertaken on this area and the site still exists.34 Stansted fieldwalking in 1987 revealed a concentration of medieval pottery, covering an areac.60m by 40m. The spread lies adjacent to a second spread of medieval pottery excavated asone of the Molehill Green sites (FA 47), and may represent an extension to the medievalsites here.35 Lee Valley Site 2 (LVS 88)ECCAS watching brief on a water pipeline identified two MIA ditches. Several sherds ofpottery were recovered.HCR 6722HCR 14329HCR 7293HCR 7294HCR 14338-41HCR 7284-88HCR 14344-5HCR 14880HCR 14881HCR 14884HCR 902536 Roman pottery covering an area of 1.5ha found during Stansted fieldwalking in 1986. HCR 90395212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.37 M11 road widening scheme, Site B. Slight concentration of prehistoric finds retrieved ----during fieldwalking by ECCAS in 1992. Not possible to carry out trial trenching orgeophysical survey. Possibly associated with site A (a) (FA 104) and lies on the fringes ofactivity (see FA 23).38 WW II airport site. Number not marked on archaeological features map – see WW II layout HCR 16653map.39 W.A.A.F WW II dispersed site. Shown on Airfield Plan as 'Communal Site'. ThisHCR 16657comprised a fuel compound, shops a gym and bathrooms. The Engineering Works havebeen built over much of the area, although the fuel compound appears to have been furtherwest of the present buildings. Total of 13 buildings. Number not marked on archaeologicalfeatures map – see WW II layout map.40 Car Park Site (CPS)HCR 9037The site was located by a watching brief, and involved salvage excavation of 400 square metres.This revealed a series of MIA features consisting of pits and gullies (possible round house).Several other MIA features were found, although no pattern was discernible.41 Bury Lodge Site (BLS)This site was located by fieldwalking. The 'rescue excavation'of 6,000 square metres thatHCR 7291HCR 7292followed uncovered:HCR 14328HCR 14336• A series of shallow small pits containing a single LBA/EIA pot.HCR 14337• Post-holes indicating the possible remains of an LBA/EIA building.• Ditches of an LIA rectangular enclosure. The same area was enclosed at a later date, inthe 4th century AD. The enclosure was visible as a cropmark on air photographs takenin 1963 and 1975 (543/2337 frames 154-56 and OS/75131 Frame 004).• Several possible floor surfaces. Finds included 2nd-3rd century AD pottery andmetalwork.• A post-medieval pit.42 Tithe Map and Award lists field as 'Gravel Pit Field'(field 753). No evidence of gravelworkings are shown on maps consulted.----Long Term Car Park Phase I ExcavationsFA desk based assessment (Jan 1999) identified a high potential for multi-periodarchaeology. FA excavation in the summer of 1999 revealed evidence of mulit-periodactivity. The post-excavation analysis has yet to be completed. Findings include:• Two Mesolithic flint axes found in the topsoil.• Two pits possibly dating to the Neolithic period.• A small ring-ditch, 8m in diameter, was found in the north-east corner of the site. Thisis thought to be the remains of a Bronze Age round barrow truncated by ploughing.• Two rectangular pits containing burnt stone and charcoal, possibly Bronze Age in date.• A scatter of shallow circular pits, probably Bronze Age in date, containing smallquantities of flint, worked stone, bone and pottery.• A network of ditches possibly dating to the Bronze Age or Iron Age periods in thesouthern half of the site. These features were severely truncated by modern ploughing.• A rectilinear ditched enclosure, 30m by 15m, containing two LIA cremation burials, bythe western edge of the site – possible mortuary enclosure.• A circular gully c.8m in diameter, believed to be the remains of an Iron Age roundhouse, by the northern edge of the site.43 FA site visit for the Long Term Car Park desk based assessment in 1998 noted the remains ofa WW II building (part of AA HQ Site - see FA 28). Wall partly survives as single courseof bricks.44 Non-archaeological metal detectorist activity before 1990 produced a scatter of Roman coinsand other artefacts.Mid Term Car Park Excavations (BAAMP99)FA desk based assessment (Sept 1999) identified a high potential for multi-periodarchaeology. Evaluation of 29 hectares with 92 trenches revealed:• Neolithic and Bronze Age features associated with domestic activity - including a BAburnt mound• Small number of Late Iron Age features• Several phases of Romano-British settlement, dating from the 1 st to the 4 th centuriesfound along with field systems and funerary activity. Evidence for a high status Romanbuilding in the vicinity• Medieval ridge and furrow and some peripheral features• Post-medieval field boundaries• Relict stream channel in area of Pincey Brook----HCR 181595312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.45 The Stansted Fieldwalking Project identified a concentration of Post-medieval pottery spread HCR 14886over an area c.200m by 60m. It is probable that the spread is the result of manure scattering.46 Curvilinear cropmark of a possible enclosure shown on a 1950s vertical black and white ----photograph held by BAA Planning Department (Environment Section).47 Molehill Green - Site CHCR 6721ECCAS Stansted Project fieldwalking in 1986 identified a possible medieval site from adense scatter of medieval pottery covering an area of 0.25 ha. Subsequent excavation ofc.0.2 ha area revealed traces of a rectangular moated enclosure, the south side of which wasformed by an existing water-filled ditch c.1.6m wide. Within the enclosure were gullies,drains and beam slots, concentrated mainly in the west part, the east part being mainlydisturbed by post-medieval activity. Finds included a large quantity of medieval potterydating to the 12th and 13th centuries. Site is now covered by Molehill Green mound.The OS 1st edition 6” map marks a large pond to the south of the excavated area, beside theroad. Site appears to be covered/partly covered by airport screening embankment.48 Molehill Green - Site AHCR 6719ECCAS Stansted Project fieldwalking in 1986 identified a possible medieval site from ascatter of mostly unabraded early 13th century medieval pottery covering an area of 0.12 ha.Subsequent excavation of c.0.05 ha area revealed the foundation trenches of an insubstantialmedieval building c.5m by 5m. Features varied from a well-defined trench 0.6m by 0.4mdeep, to little more than stains in places. Around the building were probable associatedoutbuildings, pits and gullies. Site is now covered by Molehill Green mound.49 Molehill Green - Site BHCR 6720ECCAS Stansted Project fieldwalking in 1986 identified a possible medieval site from adense scatter of mostly abraded early 13th century medieval pottery covering an area of 0.12ha. Subsequent excavation of c.0.05 ha area revealed two parallel ditches c.10m apart. Eachditch was c.0.60m wide and c.0.40m deep and aligned east-west. No traces of any structureswere found in the main trench nor in two trial trenches extending c.15m to the east and westof the main trench. Site is now covered by Molehill Green mound.50 WW II airport site. Number not marked on archaeological features map – see WW II layout HCR 16651map.51 WW II airport site. Number not marked on archaeological features map – see WW II layout HCR 16646map.52 Site of single rectilinear building at ‘Greensted Green’ shown on the north side of a northeast----to south-west road on Chapman and Andre’s Map of the County of Essex (1777).Ordnance Survey 1st Edition 6” map (1881) shows two buildings and a yard/garden to thenorth, on ‘Green Street’. No longer extant. Location approximate only.53 Site of comprising a four buildings shown at ‘Greensted Green’ on the north side of a northeast----to south-west road, on Chapman and Andre’s Map of the County of Essex (1777).Ordnance Survey 1st Edition 6” map (1881) shows three or four buildings named‘Newhouse’ and a possible orchard to the west, on ‘Green Street’. Buildings no longerextant. Location approximate only.54 Site of two rectilinear buildings shown on Chapman and Andre’s Map of the County of ----Essex (1777). Buildings no longer extant. Location approximate only. Bassingbourne HallEstate Map (c.1804) marks ‘Barn Field’ in the adjacent field to the south.55 Three rectilinear buildings and a possible orchard/garden shown on Chapman and Andre’s ----Map of the County of Essex (1777). Buildings no longer extant. Location approximate only.56 Pond shown on OS 1st edition map of 1881. ----57 Site of two rectilinear buildings on the north side of Stane Street shown on Chapman and ----Andre’s Map of the County of Essex (1777). Buildings no longer extant. Locationapproximate only.58 Bassingbourne Hall Estate Map (c.1804) marks ‘Dovehouse and Brick Kiln Field’ to the ----east/south-east of Bassingbourne Hall. Hallingbury Estate Map (1853) marks the field ‘BrickKiln Field’. The field-names might indicate that there was once a brick kiln and a dovehouseat this location.59 Bassingbourne Hall Estate Map (c.1804) marks ‘Pond Field’ at this approximate location. ----60 Bassingbourne Hall Estate Map (c.1804) marks ‘Dovehouse Field’ at this location (no ----building is shown). The OS 1st edition 6” map of 1881 shows the field (unchanged fieldboundaries). A pond is shown in the north-east corner of the field.61 WW II airport site. Number not marked on archaeological features map – see WW II layout HCR 16652map.62 WW II airport site. Number not marked on archaeological features map – see WW II layout HCR 16649map.63 Site of windmill mentioned in c.1208. HCR 181675412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.64 Concentration of prehistoric flint tools and cores, covering an area 40 m by 40 mHCR 14330(monograph gives an area 80m by 40m), located during fieldwalking by ECCAS.65-201 Refer to Gazetteer No.2 (Archaeology within 1 km Study Area) ----202 Long Term car Park Excavations Phase II BAACP00) Detailed excavations of 10----hectares revealed:• Mesolithic flint axe• Neolithic flint• Bronze Age pits and finds thought to relate to BA structures found in Phase Iexcavations• Middle Iron Age - Late Iron Age enclosed settlement in west of site• Late Iron Age/Roman enclosed settlement in east of site - associated with mortuaryenclosures cremations, field systems, droveways and a hilltop enclosure - settlementcontinued well into the Roman period - probably to the 2 nd - 3 rd centuries AD. A furtherlarge enclosure dug in this later period• Medieval - pond and droveway• Post-medieval - boundary ditches203 FA field trench evaluation of 9 trenches along the line of the Long Border Road Extension ----(BAALB00) revealed:• Possible Roman sunken trackway orientated north-west south-east. Also drainageditches and/or field boundaries• Post-medieval trackway running from Bassingbourne Lodge to Hall• Three undated pits204 FA trench evaluation on proposed site of Forward Logistics Base BAAFL00----Trench area located over a concentration of medieval pottery scatter located during ECCfieldwalking (FA 18)Trenches found:• focus of medieval settlement activity in centre of site with outlying enclosure ditches toeast and west• focus of activity of Middle Bronze Age date including a ditch and a possible structurein SE of the site205 FA excavation carried out at same time as evaluation (FA 204) at the site of the proposed ----Forward Logistics Base BAAFL00 on areas of proposed road corridor, compound andservice runs.. Findings included:• Middle Bronze Age remains• Medieval - Excavation confirmed site of medieval (13 th -14 th century) settlement –including cobbled surfaces, pits, postholes, boundary/enclosure ditches• Large irregular pits – possibly representing medieval industrial activity• Post medieval features including – large boundary ditch and metalled trackway flankedby two ditches – both appear on modern maps206 Excavation of the proposed Long Border Road, BAALB00, within area evaluated as FA203. (controlled strip and excavation of c.0.3 hectares). Revealed substantial Roman andsome Post-med activity:Roman:----• Substantial parallel ditches which at one tome would have contained water• Layer of Roman buried ploughsoil or subsoil located between the ditches containinglarge amounts of pottery• Buried soil sealed a number of features including two flint packed post-holes• In western part of the site - Northern limit of a two phase Roman enclosure, fieldsystem and large metalled hollow way• Quantities of Samian indicate high status• Evidence suggests that the excavated remains are situated on periphery of mainsettlement.Post mediaevalboundary ditch also found – seen on modern map:207 FA excavation and controlled watching brief of stripping of 16 ha following on fromevaluation (FA44) at site of proposed Mid-term Carpark (BAAMP00). Excavationrevealed:Palaeolithic - hand axes and scraperNeolithic – features containing pottery and flints – mainly small pits, suggested as being forritual activity----5512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.Middle Bronze Age – including:• a Middle Bronze Age complete enclosed settlement, defined by boundaries, andincluding evidence for roundhouses and pits (contents suggested as being for ritualactivity) Some pits also included waterlogged remains• Central building with an elaborate porch which seemed to represent the settlementsfocus• buried boulder possibly representing originally erected as a standing stoneEvidence of settlement of this period rare in this areaIron Age – evidence suggesting small Iron Age settlement – as yet unexcavated – possiblyforming focus for later Roman SettlementRoman – major rural settlement in occupation from Iron Age through to 4 th century –evidence included:• circular and rectangular houses,• large pits• industrial areas• enclosure systems, trackways and field systems.• Two small cremation cemeteries dating to 1 st cent. AD• Not fully excavated but finds indicate stone building with a hypocaust in the vicinityArtefacts indicate settlement was relatively high status.Medieval – two phases of occupation found:• Hall-house and pit complex of early 11th to late 12th century date, burnt daub found &other evidence suggests it was burnt in situ.;• Two-rectangular buildings and a post-mill of 13th or 14th century dateMedieval field system also found – part of which may represent a vineyard.Post-medieval – mainly boundary ditches.208 FA trench evaluation and excavation at proposed site of Long Term Carpark Phase 3, ----BAACP00, Nov 2000, situated to the north of the Phase 2 carpark (FA202).91 trenches excavated – 4.5% of study area. Two areas (A and B) of archaeological potentialwere identified and excavated. The more easterly area (A), was 0.70ha in size, the westerlyarea (B) covered 1.46 ha.. Evidence uncovered included:Mesolithc/neolithic - residual flintEarly Bronze Age - residual flint and potteryMiddle Bronze Age - pitsLate Bronze Age/early Iron Age - settlement including post-built huts with deposits andfeatures related to a ‘burnt mound’Mid/Late Iron Age - enclosure ditchesLate Iron Age/early Roman - enclosure ditchesLater Medieval/Post-Medieval - possible hunting lodge with complex of related featuresincluding pond, well etc.209 FA Test-pit evaluation along line of M11 Link Roads BAALR00, to identify whether areas ----of undisturbed ground had survived recent quarrying & landscaping.Results indicate much of central area had been destroyed but western part containedrelatively undisturbed archaeology – two features located – one of which contained Iron Agepottery.210 FA Trench evaluation following on from test pits (FA 209) along the line of the M11 Link ----Roads, BAAALR00 in the western part of the site identified previously as having anarchaeological potential.Twelve trenches excavated, 6 contained archaeological features dating mainly from the earlyto middle Iron Age, with a small amount of Neolithic and mid-late Bronze Age material.Subsequent excavation revealed:Neolithic - pits including apparently structured depositsLate Bronze Age - pit complex also with apparently structured depositsEarly Iron Age - boundary ditchMiddle Iron Age - unenclosed settlement with one round-house, which became enclosed inLate Iron Age or early Roman period and included evidence for iron-working on site, beforebeing abandoned early in the Roman period.Later Medieval/ Post-Medieval - boundary ditches211 FA trench evaluation within the area of the M11 Link Roads (Eastern compound)----BAALR00. Previous deposit modelling had suggested that ground had either been truncatedor sealed by significant made ground – predicted however that this area only sealed by c.+/-1m therefore investigated – 6 evaluation trenches dug – no archaeology found.212 FA undertook a watching brief on a programme of geotechnical test pitting on the proposed ----5612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.line of the Standby Runway (BAASR00). The purpose of the work was not necessarilyidentify archaeological features but to identify whether areas of undisturbed ground survived.Of the 23 test pits monitored revealed that the much of the north eastern area had undergoneconsiderable disturbance and truncation but the south western end contained little or nomodern disturbance. It was concluded therefore that the south western area had the potentialto contain archaeological deposits.213 FA carried out a field evaluation at the Ryanair Accommodation (BAARA00). The ----evaluation did not identify any archaeological deposits within the three machine trenchesexcavated.214 FA watching brief during ground reduction at the Fire Training Ground (97003) in----September 2002, revealed Made Ground to a depth of 0.4 m below ground level.215 FA evaluation (3.7 hectares) at Stansted South Gate Area 1a (91001/450) in March 2001 ----revealed archaeology dated to the Mesolithic, Neolithic, Bronze Age, LatePrehistoric/Roman, medieval and post-medieval periods at an average depth of 0.40 m belowground level. The pattern of small amount of recovered finds did suggest any evidence forsignificant settlement. FA subsequently carried out an excavation in July 2003, whichrevealed an Iron Age field system and pits, a small Romano-British enclosure and fieldsystem, and medieval field boundaries.216 FA excavation (2.7 hectares) at Stansted South Gate Area 1a (91001/450) in July 2003 ----following an earlier evaluation, which revealed:Mesolithic - residual flint artefactsNeolithic - flint artefacts and pot sherds found in tree throw pits, possibly used as sheltersEarly Bronze Age - residual flint artefacts and pot sherdsMiddle Bronze Age to Middle Iron Age - residual pot sherdsLate Iron Age/Roman - field system and rectilinear enclosure, probably part of thesettlement to the east seen in the Mid Term Car Park excavation (FA 207)Later Medieval - field system and pits, pits of 11th/12th century date possibly related to thestructures found in the Mid Term Car Park Site (FA 207).217 FA evaluation and excavation (4 trenches or c 4% sample; 0.5 ha.) at Bulk Supply Site ----(97012) in September and November 2004. The evaluation revealed significant evidence ofthe Late Iron Age to Mid Roman period. The excavation uncovered evidence composed of:Early Bronze Age - residual pot sherdsLate Bronze Age - ditch of uncertain functionRomano-British - ditches defining a trackway, with material of Late Roman date in backfillcontexts, probably representing the western limit of the Thremhall Avenue settlement (FA15).218 FA watching-brief (c 0.1ha.) at Block 30 Site in February 2005. No archaeological features ----were detected but evidence of earthmoving and truncation related to the expansion of theairport in the 1980’s was noted.219 FA excavation (c 1.25 ha.) at Noise Pen (FLS Hanger) Site (97005) in February 2005. The ----excavation uncovered evidence of Middle and Late Iron Age probable field boundaryditches, and various features and deposits suggesting the presence of a settlement site in thevicinity.220 FA watching-brief (c 0.17ha.) at Molehill phase 1 Car-Park (97016) in June 2005. No ----evidence for any surviving archaeological features or residual archaeological material wasobserved, although if archaeological horizons had been originally present, it is likely thatthese would have been heavily impacted and largely removed.221 FA desk-based assessment of the proposed Long Stay Carpark Phase 4 Site (97006; c 17 ----ha.). The DBA identified six known sites and findspots:• 3 findspots of Roman, Early and Later Medieval material;• the location of a post-medieval pond;• an hedgerow considered to be of historic importance (Hedgerow Regulations 1997);• an area of previous archaeological investigation.The DBA assessed the Site as having a medium to high potential to contain hithertoundiscovered archaeological features or deposits.222 FA desk-based assessment of the proposed Bulk Supply Project electricity substation ----(97008; c 0.5ha). The DBA assessed the Site as having a medium to high potential to containhitherto undiscovered archaeological features or deposits, particularly of a Late Iron Ageand Romano-British date, and noted that the Site appears to have been landscaped in therecent past and contains made-ground up to 1.5m in depth.223 Area of cropmarks seen on an AP of 1968, representing field boundaries shown on tithe mapand OS 1st Edition map. Identified in an FA desk-based assessment of the proposed route ofthe JG 329 Fuel Pipeline (97008).----5712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. DESCRIPTION NMR UID/HCR NO.224 Hedge and ditch noted during site walkover for FA desk-based assessment of the proposed ----route of the JG 329 Fuel Pipeline (97008). Hedge and ditch mark former road removedduring expansion of the airport in the 1980’s.225 WW II ‘blister’ hanger surviving on the northern edge of the current airport, recently----identified by FA from aerial photography. Shown on RAF plan no. 2494/45 (dated July1945) as building no. 76.419 Bury Lodge Hotel, C16/C17 timber framed house with C18 red brick front and C19block. Five buildings are shown at this location on Chapman and Andre’s Map of 1777.TL 52 SW25/948420 Pair of four and six-bay C17 barns to east of Bury Lodge Hotel. Five buildings areshown at this location on Chapman and Andre’s Map of 1777.TL 52 SW25/7425812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit5.1 Cultural Heritage Gazetteer 2 - Archaeology within 1km Study AreaRefer to Figures 2 and 3. These Figures are also in digital formatGazetteer includes FA Nos. 65-201.FA NO. DESCRIPTION NMR UID/HCR NO.65 Watching Brief on Stansted Slip Road Diversion: no archaeological features were found. HCR 1965966 Ancillary site associated with the WWII airfield, some Nissen huts remain extant. HCR 1665667 Ancillary site associated with the WWII airfield, no longer extant. HCR 1665568 Cropmark of sub-rectangular enclosure with annexe to the South. Both enclosures have HCR 18864entrances and parts of a rectilinear field system are visible around the enclosures.69 Early Medieval pottery sherds recovered during fieldwalking. Fifteen sherds of EarlyHCR 18550Medieval ware similar to that found at Molehill Green.70 Cropmarks comprising three enclosures, field boundaries and a green lane; some of which HCR 18863appear on OS 1st edition 6 inch map.71 Cropmarks of field boundary, some on OS 1st edition 6 inch map sheet 23 (1881). HCR 1946272 Site of WWII AA battery, largely demolished by 1963. HCR 1888873 Takeley Water Tower. Reinforced concrete water tower built in 1938. It comprises a circular HCR 15612tank supported on an octagonal central core and eight columns.74 Cropmarks of field boundaries, some depicted on Os 1st edition 62 sheet 23, 1887. HCR 1887875 Cropmarks to the north-east of Priors Wood. Linear features including half of a largeHCR 17856rectangular enclosure( or possibly an old field boundary) and a possible curvilinearenclosure.76 A120 Trunk Road, Site 41-42 (Stone Hall Site). Represents late Bronze Age dispersedHCR 45259settlement, farming and mortuary activity, including field boundary and droveway ditches,refuse and quarry pits, postholes (including at least one four-post structure), and a dispersedgroup of predominantly unurned cremation burials.77 A120 Trunk Road, Sites 45 - 47, consisting of:HCR 45261• Site 45 - An undated hearth feature and tree throws were recorded. No artefacts were HCR 45327recovered from the site.HCR 45329• Site 46 A hearth feature containing 12th-14th C pottery was recorded. An undated pitand N-S orientated gully was recorded containing 12-14th C pottery as well as late IronAge pottery. Possibly indicates ephemeral (settlement?) activity of Medieval date.• Site 47 - Late Bronze Age pottery was found in a tree throw.78 A120 Trunk Road, Sites 48. Possible Mesolithic and later Neolithic settlement overlaid byLate Bronze Age settlement activity. The features were in 2 dispersed clusters. A smallassemblage of 44 pieces of worked flint, including blades was found in the east area andwere dated to possible Mesolithic and later Neolithic industries. Linear features, postholesand pits were found, some of which contained late Bronze Age pottery. The west areacomprised pits and a possible unurned cremation burial. An assemblage including LateHCR 45331Bronze Age pottery, animal bone, worked flint and fired clay was recovered from the pits79 A120 Trunk Road, Stansted to Braintree Sites 38 and 2, consisting of :• Site 38 represents early to middle Iron Age settlement. A single roundhouse structurewas recorded which contained early to middle Iron Age pottery. A small amount ofresidual Neolithic/Bronze Age worked flint and late Bronze Age pottery was recovered.Later Romano British features and finds included gullies containing Roman greywarepottery cutting prehistoric features, possibly droveway ditches.• Site 2 recorded as evaluation and targeted excavation in 2001, which revealed 2 systemsof field ditches and a number of undated features. 3 sherds of late Bronze Age potterywere associated with a single shallow pit and a small amount of Late Iron Age/RomanoBritish pottery and tile were recovered from a partially revealed ditch system.HCR 45340HCR 45257HCR 18386HCR 4525880 Excavation in advance of a proposed access road found pits and ditches containingHCR 45629prehistoric, Roman and medieval artefacts. One ditch and two pits were found to containonly prehistoric artefacts and may therefore date to that period.81 Finds scatter recovered during metal detecting included late 3rd century AD Roman coin HCR 12201and a Roman strap end/buckle. Possibly indicates site of a Roman settlement.82 Crossing point allowing the path from Brewer's End to Bush End to cross the formerHCR 40366Bishop's Stortford, Dunmow and Braintree Branch Railway. Four surviving concrete posts.83 Mid C19 brick double arched culvert carrying Pincey Brook through embankment of former HCR 403675912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditBishop's Stortford, Dunmow and Braintree Branch Railway.84 A steel underbridge on brick piers, no 31/2073. Carried former Bishop's Stortford, Dunmow HCR 40368and Braintree Branch Railway over Takeley Street to Hatfield Broad Oak road.Reconstructed in 1894. To the west of the bridge was Stane Street Halt, opened in 1922. Notraces survive of the Halt.85 Crossing point with four concrete posts on former Bishop's Stortford, Dunmow and Braintree HCR 40369Branch Railway. The original posts on the south side have been removed.86 Crossing point with four concrete posts on former Bishop's Stortford, Dunmow and Braintree HCR 40370Branch Railway. The original posts on the south side have been removed.87 Mid C19 brick double aperture culvert on former Bishop's Stortford, Dunmow and Braintree HCR 40371Branch Railway.88 Crossing point with two concrete posts surviving on former Bishop's Stortford, Dunmow and HCR 40372Braintree Branch Railway.89 Concrete post, possibly gradient post or boundary post, on former Bishop's Stortford,HCR 40373Dunmow and Braintree Branch Railway.90 Crossing point, with timber decking surviving, on former Bishop's Stortford, Dunmow and HCR 40374Braintree Branch Railway.91 Steel underbridge on former Bishop's Stortford, Dunmow and Braintree Branch Railway. No HCR 40375further details.92 Steel underbridge on former Bishop's Stortford, Dunmow and Braintree Branch Railway. HCR 40376The brick piers are in poor condition. The metalwork is probably beyond saving, althoughthe brick piers could be consolidated.93 M11 Widening - fieldwalking segments A8 to B1. Concentration of burnt and worked flint HCR 16960which may indicate a prehistoric site.-- Number not used --101 WWII airport site. Number not marked on archaeological features map – see WWII layoutmap.HCR 16655102 Parsonage Farm. A Grade II Listed 17th century timber-framed farmhouse and medievalhomestead moat. Only the north-east arm of moat survives, as a waterfilled ornamentalpond, c.70 m by 16 m. A large aisled timber-framed barn, possibly medieval, lies to thewest of the farmhouse.103 WWII airport site. Number not marked on archaeological features map – see WWII layoutmap.104 M11 road widening scheme, Site A (a). Concentration of prehistoric material found duringfieldwalking by ECCAS in 1992 (see also FA 37, 183 and 184). No anomalies ofarchaeological interest were recognised during geophysical survey of 40m by 40m area. It ispossible that the site lies on the fringes of a settlement, or indicate activity not directlyassociated with settlement.105 WWII airport site. Number not marked on archaeological features map – see WWII layoutmap.NMR 373521HCR 4562HCR 4563HCR 16656HCR 16958HCR 16648-- Number not used --107 WWII airport site. Number not marked on archaeological features map – see WWII layout HCR 16654map.108 Blacklands: Geophysical Survey by Stratoscan in March 1998 revealed a number ofHCR 18011anomalies. Subsequent excavations by Hertfordshire Archaeological Trust, in advance ofdevelopment, revealed no archaeology in any of the eight trenches, only modern features.109 Section recorded archaeologically across Stane Street Roman road during cutting of box HCR 4702culvert during M11 motorway construction.110 ECCFAG fieldwalking in 1993 prior to widening of the M11 motorway revealed aHCR 16960concentration of worked and burnt flint, which may indicate a prehistoric site.111 Possible site of a medieval tile kiln. Large quantities of broken, unused medieval tile,HCR 4661fragments of fired clay, and a number of sherds of medieval pottery were found on thesurface of a ploughed field in 1950.112 Romano-British pottery found in a pit in 1963. No further details on HCR. HCR 4633113 Site of former Forest Hall Estate buildings c.1850, now demolished. HCR 15276114 Church of St Mary the Virgin - 12th century parish church (Listed Grade II). Alterations in HCR 4554-59the 13th,14th and 17th centuries. Restored 19th century. The area around the church is thepossible site of a deserted medieval settlement.The remains of a Roman building were found in 1887 during the restoration of the church.No other details are known. A small piece of tessellated floor is the only evidence. In 1891one individual reported that ‘..the whole churchyard teems with Roman remains’ (potteryand building material).115 Stane Street. Early Roman road suggested by straight modern road alignments, airphotographs, and excavation evidence from Braughing to Colchester.NMR 1044742HCR 4697HCR 46986012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit116 Thremhall Priory. A moated enclosure, almost rectangular, with a smaller moated area in thesouth-east corner and a large part-filled fishpond. House (Grade II Listed Building), stables,garden house, dovecot and granary date to 18th century. No traces of the 12th centuryAugustinian priory visible on the surface. A tile kiln was found in the 1940s nearby,although the exact location is not known.117 Stansted Hall. Built c.1615 by Sir Thomas Middleton. It was abandoned and demolished inc.1812. Humps and bumps are all that remain. Possible site of deserted medieval villagearound hall (no further details on HCR).118 OS 1st edition 25” map (1876) shows a spinney and an area of woodland called ‘BrickkilnSpring’ in the grounds of Stansted Hall. Name suggests the possible presence of the remainsof a nearby brick kiln.HCR 4599HCR 4600HCR 4601HCR 4556HCR 4557HCR 15490-- Numbers not used --135 Stansted fieldwalking in 1986/7 revealed a concentration of prehistoric pottery in an areacovering c.40m by 40m, just north of a scatter of Roman pottery. The Roman pottery isthought to suggest the possible presence of a cemetery.No excavation has been carried out and the site still exists. Site was being ploughed at thattime. Metal detector finds have been made in the area (no further details on HCR).HCR 9038HCR 14882136 Non-archaeological metal detectorist activity in 1990 revealed a rich Roman grave. Thefeature was subsequently recorded by ECCAS. Ploughing had caused some damage to thegrave.Stansted fieldwalking in 1986/7 revealed a dispersed scatter of Saxon pottery covering anarea c.1 ha. The pottery was found in the approximate area of the Roman pottery scatter (seeFA 135) and may indicate continuity of occupation.HCR 9049HCR 13828137 Brick scatter noted before 1985. No further information on HCR. HCR 4761138 Motts Hall (= Moat Hall) shown on Chapman and Andre’s map of 1777. IncompleteHCR 4671rectangular moat noted in 1977 (sketch in HCR).-- Numbers not used --143 Place-name ‘Tilekiln Green’ suggests that there was once a brick kiln here. HCR 15631144 Site of Bedlar’s Green Brick and Tile Works, active 1870s-1937 or later. HCR15677-- Number not used --146 Site of moated mill, possibly on the site of Thremhall Priory mill. In 1950 it was a flattoppedHCR 4663mound c.20m in diameter and 1.8m high; the moat was in good condition. By 1966the feature was completely ploughed-out.-- Number not used --148 Portingbury Hills Scheduled Ancient Monument (No.98) Earthworks of possible Iron Agesettlement, partly excavated by West Essex Archaeology Group in 1964-5.HCR 4583HCR 4584149 Linear earthworks of unknown origin and purpose. HCR 18057150 Named tree ‘Doodle Oak’ mentioned in c.1300. HCR 4664152 Post-medieval landscape-gardening features in Hatfield Forest, including a lake, dug in the18th century. Large, probably medieval, earthwork forms a boundary between Wall Woodand Hatfield Forest/Woodside Green.HCR 17334HCR 17335153 Hoard of LBA bronze axes found by chance in 1948. HCR 4666-- Numbers not used --156 Site of Waltham Hall medieval moated manor. Scheduled Ancient Monument. No. 143. HCR 4561Cropmarks of possible buildings visible on air photograph HCR: AP:CPE-UK-1993-4245.Scatter of building material noted on ploughed surface in 1950.157 The Grange. Moated site. Scheduled Ancient Monument No.20719. House is Grade IIListed and dates to the 17th century. Four barns east of the house.HCR 4568HCR 4569-- Numbers not used --162 A borehole and trial pit survey in advance of construction of the A120 Trunk road produced HCR 18158environmental evidence of alluvial sediment (glacial lake?) dating to the Palaeolithic period.-- Numbers not used --169 Takeley Railway Station and bridge. Built c.1869. ECCFAG carried out a survey of the HCR 16790building in 1996.170 Possible site of moat, which may or may not be the Parsonage. Map evidence inconclusive HCR 18171171 Flaked flint axe found by chance in topsoil of a trench 4ft 6” deep, during land draining in HCR 46671948.172 Non-archaeological metal detecting in 1991 revealed several Roman metal artefactscomprising a silver brooch (1st/2nd centuries), a bronze buckle and five coins (3rd/4thHCR 12199HCR 12200centuries). The finds may represent a nearby Roman hoard. A medieval bell was also found.173 During a watching brief on Lee Valley Water Pipeline a spread of MIA-LIA features wereidentified (gullies, pits and ditches). Finds include a bronze pin, pottery, bone, and daub.The site was thought to be indicative of a possible settlement nearby.HCR 90246112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit174 Site of windmill shown on Chapman and Andre’s map of 1777. HCR 4672175 A rich Roman ‘box’ burial was found in one of two fields belonging to MR H Clarke at thislocation, in 1849. The burial, a cremation, was placed in an urn and was contained within achest c.3ft long and c.1.5ft deep. The chest also held two Samian ware saucers, brass rings,NMR 373431HCR 4598late 1st century AD coins, a glass basin and bottle. The HCR gives TL 554 215 location ofthis site. The NMR would appear to be more accurate on the basis of research into thelocation of fields owned by Mr. Clarke.176 Non-archaeological metal detectorist activity in 1991 unearthed a Roman coin and twoRoman metal objects, and a number of medieval and post-medieval artefacts.HCR 12201-02HCR 14707177 Non-archaeological metal detecting in 1990 revealed over 70 Roman coins, an earlymedieval coin, and a large quantity of later medieval coins (at least 30-40, possibly over100), and a variety of other metal objects dated to the medieval and Post-medieval periods.ECC field archaeology group carried out an evaluation 1991, which revealed a Roman claylinedpit, possibly used for water storage.NMR 932883HCR 4597HCR 14468-72178 Holy Trinity Church. Grade I Listed Building. Twelfth century with 13th -15th centuryalterations, restored 1874. The blocked north doorway has Roman brick in the jambs andthere is Roman brick, tile and lava querns in the church’s fabric, especially in the nave.Recent burials just south of the church have turned up Roman brick fragments.The presence of Roman building materials, along with the isolation of the church and itslocation c.350m from a Roman road (FA 17) might suggest the site of a nearby Roman villa.NMR 373426HCR 459496179 Site of windmill mentioned 1601. Site marked on OS 1st edition 25” map. HCR 18173-- Number not used --181 ‘Mill End’ = site of watermill? Possibly an error as windmill is shown on Chapman andHCR 4602Andre’s map of 1777 to the north-east, which may account for the name.182 The Green Man. Late 16 th century house now a public house. Grade II listed building NMR 976731183 M11 road widening scheme, Site A (b). Concentration of prehistoric material found during ----fieldwalking by ECCAS in 1992. No anomalies of archaeological interest were recognisedduring geophysical survey of an 160m by 60m area. It is possible that the site lies on thefringes of a settlement, or indicates activity not directly associated with settlement (see FA23).184 M11 road widening scheme, Site D. Significant concentration of prehistoric artefacts found ----in an 80m long strip along the west side of the M11 road, during fieldwalking by ECCAS in1992. Not possible to carry out trial trenching. Geophysical survey of an 100m by 40m arearevealed possible enclosure ditches and pits. Thought to be associated with Site C, aprobable settlement site (see FA 23).185 Earthworks of two house platforms/tofts suggesting area of shrunken settlement. Burnt clay HCR 4711slabs were recorded by ECCAS in a (archaeological?) trench in 1979, which may indicate apossible early post-medieval kiln site.186 Herts Archaeological Trust carried out an excavation prior to development in 1997/8. The HHCR 9815excavation revealed:a post structure and pottery possibly dating to the MBA;LBA occupation in the form of ditches, small pits and post-structures;an undated possible LBA cremation;a ditch, two four-post structures and a pit dated to the MIA. May be on the edge of MIAsettlement centred on Woodside Industrial Park.187 West Essex Archaeological Group carried out an salvage excavation in 1972-3 duringHCR 4677-78construction of the M11-A11 link road. No traces of site was visible during fieldwalking;excavation revealed occupation in the form of three ditches dating to the EIA and Romanperiods.188 An ECC watching brief during construction of Woodside Industrial Park in 1992 revealed anumber of feature. These were later salvage-excavated, and included EIA and MIAoccupation (in the form of EIA pits and a MIA round-house gully and pits) and LIA/earlyRoman ditches and ring gullies. A Roman cremation burial was also excavated.HCR 14324-25HHCR 9816189 Warman’s Farm (medieval) moat. In 1976 moat was recorded as incomplete and rectangular.Within the area of the moat is Warman’s Farm, a Grade II Listed Building dated to the 17thcentury.HCR 4564HCR 4565-- Number not used --191 Urns found at Burton End by chance ‘many years’ before 1963. Possibly Roman in date. HCR 4630Roman pottery and implements found near Burton End before 1950.192 Post-medieval brick well uncovered during digging of a telecommunications trench. HCR 18162193 Site of Takeley Windmill (corn) shown on OS 1st edition 6” map (1881). No longer extant. HCR 18170194 ECCFAG watching brief in 1995 prior to construction of an airport screening embankment HCR 16972identified a prehistoric post hole, one undated post hole and two undated sub-circular cuts.195 ECCFAG watching brief in 1995 prior to construction of an airport screening embankmentrevealed:HCR 16969-716212/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit• a Bronze Age arrowhead (no associated features were identified);• Romano-British occupation in the form of rubbish pits, gullies, ditches and post holes.None of the features were excavated (preserved in situ?) and consequently natureunclear. Much Roman pottery, and animal bone, was collected from surface;• a post-medieval trackway running north-south across the site. Other ditches revealedwere also thought to be post-medieval in date.196 Medieval homestead moat at Tye Green. Name mentioned in 1285. Moat survived asHCR 4560earthworks in 1976.-- Numbers not used --200 An archaeological evaluation in 1991 in advance of the construction of the A120 trunk road HCR 4597did not locate any archaeological features. Thought to be the site of a deserted medievalsettlement which probably still survives in this area.201 Site of ‘Old Windmill (corn)’ shown on OS 1st edition map (1881). No longer extant. HCR 181696312/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage Audit5.2 Cultural Heritage Gazetteer 3 - Listed Buildings within STAL and 1km Study AreaRefer to Figure 5. These Figures are also in digital format. Gazetteer includes FA Nos. 301 - 420.FA NO. GRADE DESCRIPTION LB REF. NO.301 II Duck End Farmhouse, Birchanger, 16th century timber TL 52 SW 25/93framed house.302 II No 275 (Green Farmhouse), Birchanger, C18/C19 timber TL 52 SW 25/997framed house.303 II No 293 (Centuries), Birchanger, Late C16/early C17 TL 52 SW 25/99timber framed house.304 II No 319 (The Willow Thatch), Birchanger, C18 timber TL 52 SW 25/100framed house.305 II No 280 (Lavender Cottage), Birchanger, C17/C18 timber TL 52 SW 25/998framed house.306 II No 282 (Old Cottage), Birchanger, C18 timber framed TL 52 SW 25/98house.307 II Barn approx. 210 yards E of Birchanger Hall, Birchanger, TL 52 SW 5/1510C17 timber framed barn.308 II The Thatched Cottage, Birchanger, C17/C18 timber TL 5224 47/1504framed house.309 II Home Farmhouse, Elsenham, Mid C19 grey gault brick TL 52 NE 23/1109house with corner pilasters.310 II Barn approx. 90m NW of Home Farmhouse, Elsenham, TL 52 NE 23/260C17 timber framed barn.311 II Loppingdale Cottages (Nos. 1 and 2), Elsenham, C18 TL 52 NE 23/1110timber framed houses.312 II Loppingdale Farmhouse, Elsenham, C17 timber framed TL 52 NE 23/261house.313 II Old Dairy Farmhouse, Elsenham, C18 timber framed TL 52 NW 2/1116house.314 II Sumach Cottage and Brewer Cottage, Elsenham, C16/C17 TL 52 NW 2/1117timber framed house.315 II Motts Hall and adjoining barn, Elsenham, C16 timber TL 52 NE 23/1118framed house, with C17 barn adjoining.316 II Tumbleweed, Elsenham, C16 timber framed house. TL 5524 50/1119317 II Priors, Elsenham, C17 timber framed house. TL 5424 50/267318 II Tye Green Farm Cottage, Elsenham, C17/C18 timber T1 5424 50/1124framed house.319 II Pimbletts Cottages, Nos. 1 and 2, Elsenham, C17 timber T1 5424 50/268framed house.320 II Barn approx. 50 yds to SW of Pimbletts Cottages,TL 5424 50/1125Elsenham, C17/C18 timber framed barn.321 II Moat Cottage, Elsenham, C16 timber framed house. TL 5424 50/265322 II Field View and No 5 Tye Green, Elsenham, C17 timber TL 5424 50/266framed house.323 II Nos. 1 and 2, Tye Green, Elsenham, C19 timber framed TL 5424 50/1126house.324 II Tye Green House, Elsenham, C17 timber framed house. TL 5424 50/262325 II No 20, Tye Green, Elsenham, timber framed house. TL 5424 50/1128326 II White Cottage, Elsenham, C18 timber framed house. TL 5424 50/1129327 II Tye Green Cottage, Elsenham, C18 timber framed house. TL 5424 50/263328 II Tye Green Farmhouse, Elsenham, C17 red brick house. TL 5424 50/264329 II Barn approx. 45m to NW of Tye Green Farmhouse, TL 5424 50/1130Elsenham, C17 timber framed barn.330 II Range of outbuildings to N of Tye Green Farmhouse, TL 5424 50/11316412/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. GRADE DESCRIPTION LB REF. NO.Elsenham, C18/C19 range of red brick outbuildings.331 II Moat Farmhouse, Elsenham, C18 timber framed house. TL 5424 50/1132332 II Stansted Hall, Stansted Mountfitchet, Large country house TL 52 SW 25/885built in Jacobean style by Robert Armstrong in 1871.333 II Stables to S of Stansted Hall, Stansted Mountfitchet, Late TL 52 SW 25/886C19 stable range.334 II Lodge at S entrance to Stansted Hall, StanstedTL 52 SW 25/887Mountfitchet, Late C19.335 II The Haven, Rennisons and Vernons, StanstedTL 52 SW 25/888Mountfitchet, C17/C18 range of timber framed houses.336 II North View and The Cottage, Stansted Mountfitchet, C18 TL 52 SW 25/735timber framed house.337 II Pump approximately 30m E of North View and The TL 52 SW 25/889Cottage, Stansted Mountfitchet, C19 iron stand pump withoutlet and handle.338 II Evergreen and Fieldside, Stansted Mountfitchet, C17 TL 52 SW 25/890house refronted in C19 in red brick.339 II Fourwinds, Stansted Mountfitchet, C17 or earlier timber TL 52 SW 25/891framed house.340 II Pump approximately 20m W of Fourwinds, Stansted TL 52 SW 25/892Mountfitchet, C19 iron stand pump with outlet and handle.341 II Southview and The Nook, Stansted Mountfitchet, C16/C17 TL 52 SW 25/893timber framed house refronted in red brick in C19.342 II Ryders, Stansted Mountfitchet, C16/C17 timber framed TL 52 SW 25/740house.343 II Ryders Farmhouse, Stansted Mountfitchet, C18 timber TL 52 SW 25/894framed house.344 II Rands, Stansted Mountfitchet, C16/C17 timber framed TL 52 SW 25/895house.345 II The Thatch, Stansted Mountfitchet, C18 timber framed TL 52 SW 25/736house.346 II Burton Cottage and Avondale Cottage, StanstedTL 52 SW 25/896Mountfitchet, C18/early C19 timber framed houses.347 II* Church of St Mary the Virgin, Stansted Mountfitchet, C12 TL 52 SW 25/682church built by William Mountfitchet between 1120 and1124.348 II Ash Inn, Stansted Mountfitchet, C17 timber framed TL 52 SW 25/738building.349 -- Number not allocated --350 II Parsonage Farmhouse, Stansted Mountfitchet, C17 timber TL 52 SW 25/743framed house.351 II Barn to W of Parsonage Farmhouse, StanstedTL 52 SW 25/744Mountfitchet, Medieval double aisled barn, possibly C15.352 II Granary to W of Parsonage Farmhouse N of Barn, TL 52 SW 25/744AStansted Mountfitchet, C15 timber framed granary.353 II Thremhall Priory, Stansted Mountfitchet, C18 and later TL 52 SW 25/745house.354 II Garden House and wall at Thremhall Priory, Stansted TL 52 SW 25/746Mountfitchet, C18 red brick building with linking wall tohouse.355 II Stables and Lodge to S of Thremhall Priory, Stansted TL 52 SW 25/944Mountfitchet, C18/C19 red brick building.356 II Cartlodge at Thremhall Priory Farm, StanstedTL 52 SW 5/10021Mountfitchet, Early C19 cartlodge reusing earlier timbers.357 II Granary approx. 60m to the SW of Thremhall Priory, TL 52 SW 25/944BStansted Mountfitchet, Late C18 red brick.358 II Dovecote approx. 60m to the SW of Thremhall Priory, TL 52 SW 25/944A6512/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. GRADE DESCRIPTION LB REF. NO.Stansted Mountfitchet, Late C18 red brick and timberframed square dovecote.359 II Waltham Hall, Takeley, C17 or earlier timber framed TL 52 SE 9/12house.360 II Cart lodge at Waltham Hall, Takeley, C19 cart lodge in TL 52 SE 9/15grey brick.361 II Nine bay barn at Waltham Hall, Takeley, Late C18 timber TL 52 SE 9/17framed barn.362 II Barn immediately NE of cart lodge at Waltham Hall, TL 52 SE 9/14Takeley, Early C19 timber framed barn.363 II Barn to W of Waltham Hall, Takeley, Late C17 timber TL 52 SE 9/13framed barn.364 II Granary at Waltham Hall, Takeley, C17 timber framed TL 52 SE 9/16granary.365 II Little Grange, Takeley, C15 or earlier timber framed TL 52 SE 9/18house.366 II The Grange, Takeley, C17 or earlier timber framed house. TL 52 SE 9/19367 II Granary to E of The Grange, Takeley, Late C17 timber TL 52 SE 9/20framed granary.368 II Three bay cart lodge to E of The Grange, Takeley, Late TL 52 SE 9/21C18 timber framed and yellow stock brick cart lodge.369 I Church of the Holy Trinity, Takeley, C12 and later church. TL 52 SE 9/48370 II Millers, Takeley, Early C19 red brick house. TL 52 SE 9/49371 II Stable to E of Millers, Takeley, C18 timber framed stable TL 52 SE 9/50range.372 II* Chestnuts, Takeley, C15 or earlier hall house withTL 52 SE 9/51projected crosswings.373 II Pump to E of Chestnuts, Takeley, C19 cast iron pump. TL 52 SE 9/65374 II Ivy Cottage and Stane Cottage, Takeley, Late C15/early TL 52 SE 9/52C16 gabled cross wing, now two dwellings.375 II Attridges, Takeley, C16 timber framed house. TL 52 SE 9/53376 II Virginia Cottage, Takeley, C17 timber framed house. TL 52 SE 9/54377 II Three Horseshoes Public House, Takeley, C17 house, TL 52 SE 9/1incorporating remains of C15 building.378 II Old House Farmhouse, Takeley, Early C19 grey brick TL 52 SE 9/30house.379 II Le Knells Cottage, Takeley, Early C17 timber framed TL 52 SE 9/29house.380 II Swan Farmhouse, Takeley, C18 timber framed house. TL 52 SE 9/4381 II Polley Luray Cottage (now Carters Farm), Takeley, C17 TL 52 SE 9/3timber framed house.382 II Yew Tree Cottage, Takeley, C18 or earlier timber framed TL 52 SE 9/2house.383 II Bassingbourne Lodge (No 1) and Bassingbourne Lodge TL 52 SW 8/1(No 2) (formerly listed as Two Gate Lodges), Takeley,Early C19 pair of gate lodges, formerly to BassingbourneHall.384 II Taylors Farmhouse, Takeley, Early C19 house in stuccoed TL 52 SW 8/2brick.385 II Taylors, Takeley, C15 timber framed hall house. TL 52 SW 8/3386 II Four bay barn to SE of Taylors, Takeley, C17 or early C18 TL 52 SW 8/13timber framed barn.387 II Old Mill Public House, Takeley, Mid C17 timber framed TL 52 SW 8/14house.388 II Old Bakehouse, Takeley, C16 timber framed house. TL 52 SW 8/4389 II Clock House, Takeley, Late C16/early C17 timber framedhouse.TL 52 SW 8/56612/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. GRADE DESCRIPTION LB REF. NO.390 II Street Cottage, Takeley, C17 or earlier timber framed TL 52 SW 8/15house.391 II Rayleigh Cottage, Takeley, Late C14 or early C15 open TL 52 SW 8/6hall house.392 II Austin Villa, Takeley, Early C19 grey brick house. TL 52 SW 8/7393 II* Josephes, Takeley, C15 timber framed hall house. TL 52 SW 8/8394 II Four bay barn at Josephes Drive, Takeley, C17 timber TL 52 SW 8/16framed barn.395 II Four Gables, Takeley, C17 timber framed house, possibly TL 52 SW 8/17incorporating an earlier structure.396 II Hatfield Forest Cottage, Takeley, C18 timber framed TL 52 SW 8/10house.397 II Whites Farmhouse, Takeley, Late C15/early C16 timber TL 52 SW 8/19framed house398 II Barn fronting road to SW of Whites Farmhouse, Takeley, TL 52 SW 8/18Late C17 timber framed barn.399 II Yew Tree Cottage, Takeley, C17 timber framed house. TL 52 SW 8/11400 II Yew Tree House and Jonyers, Takeley, C17 or earlier TL 52 SW 8/12timber framed house.401 II Green Man Public House, Takeley, Late C16 timber TL 52 SW 8/20framed house.402 II Street Farmhouse, Takeley, Early C17 timber framed TL 52 SW 8/22house.403 II Stable range to W of Street Farmhouse, Takeley, Early TL 52 SW 8/21C19 stable range with hayloft over.404 II Barn adjacent to Street Farmhouse, Takeley, Mid C17 TL 52 SW 8/23brick barn.405 II Hatfield Park, Hatfield Broad Oak, Mid C18 red brick TL 52 NE 2/12house.406 II Granary/dovecote 80m N of Hatfield Park, Hatfield Broad TL 52 NE 2/13Oak, Late C18 granary/dovecote.407 II Barn 50m NE of Hatfield Park, Hatfield Broad Oak, C18 TL 52 NE 2/14timber framed barn.408 II Bonningtons Farmhouse, Hatfield Broad Oak, Late C16 TL 52 SE 2/27and C17 timber framed house.409 II Harps Farmhouse, Great Hallingbury, C15 hall andTL 52 SW 2/1crosswing with C17 and later addtions.410 II Barn NE of Harps Farmhouse, Great Hallingbury, Late TL 52 SW 2/2C16/early C17 timber framed barn.411 II Harps Farmhouse granary and outbuilding adjoining barn TL 52 SW 2/3to W, Great Hallingbury, Early C19 granary andoutbuilding.412 II 131 and 132 Bedlars Green, Great Hallingbury, LateTL 52 SW 2/4C17/early C18 timber framed houses.413 II Kowhai Cottage, Great Hallingbury, Late C18 brick house. TL 52 SW 2/6414 II 142 Bedlars Green, Great Hallingbury, C17 timber framed TL 52 SW 2/7house.415 II Great Hallingbury End, Great Hallingbury, C17 timber TL 52 SW 2/20framed house.416 II Post Cottage, Takeley, C17 or earlier timber framed house. TL 52 SW 8/9417 II Warmans, Stansted Mountfitchet, C17 timber framed TL 52 SW 25/737house.418 II Lewismead, Great Hallingbury, C16 and C17 timber TL 52 SW 2/36framed house.419 II Bury Lodge Hotel, C16/C17 timber framed house withC18 red brick front and C19 block. Five buildings are shownat this location on Chapman and Andre’s Map of 1777.TL 52 SW 25/9486712/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditFA NO. GRADE DESCRIPTION LB REF. NO.420 II Pair of four and six-bay C17 barns to east of Bury LodgeHotel. Five buildings are shown at this location on Chapmanand Andre’s Map of 1777.TL 52 SW 25/7426812/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 6BAA Policy Document (August2000)6912/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditBAA Archaeological PolicyPolicyBAA’s archaeological policy is to ensure that a consistent approach is taken to mitigate its impact uponthe cultural heritage, based on achieving best value, both in terms of cost effectiveness and widerpublic benefit.This will be achieved through the following elements :Partnership and TeamworkingWe will establish an effective partnership with the BAA Archaeological Framework Contractor whichwill:• Promote close integration with BAA’s project teams;• Promote effective archaeological risk assessment and problem solving for BAA projects;• Involve and maximise the skills of people at all levels within the Framework to share in acommon intellectual and logistical endeavour;• Promote clear communication both within the team and with outside bodies such as localcurators, English Heritage and Historic Scotland.• Strive to achieve exceptional performance and set industry standards in value for money• Ensure that archaeological investigations do not impinge upon the safe and secureoperation of the airports.Research CommitmentThrough the formulation of clear, well-focused research goals, archaeological projects will be managedby the framework contractor in a cost-effective manner and at the same time as promote the publicinterest. In this way we should seek to show why good research is at the heart of development-ledarchaeology. The BAA Archaeology Policy should ;• demystify the idea of research being only for specialists and will seek to communicateideas and results in a clear and meaningful way;• establish a general research programme which addresses the theme of human inhabitation(see BAA Archaeological Research Design)Developing Improved Approaches and MethodsIn pursuit of exceptional performance and best value, the BAA Archaeology Frameworkseeks to develop improved archaeological fieldwork methods. It will:• Seek continuous improvement through training and team-building;• Establish, review and refine clearly identifiable targets and objectives in consultation withthe local curator and English Heritage or Historic Scotland. Supported by ITdevelopment, feedback loops and audit trails will monitor the achievement of researchobjectives throughout the life of projects;• Develop staged sampling strategies which recognise the different kinds and levels ofevidence needed to address a wide range of research questions ;• Establish involvement in the research endeavour at all levels, leading to betterinterpretation in the field, and improved approaches to recording.Public Interest CommitmentThe BAA Archaeology Policy should ensure that the public interest value of the work is maximisedthrough the presentation and publication of results, in terms of:• A variety of forms of publication and other dissemination;• Educational opportunities7012/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditAppendix 7Archaeological ContractorFramework (April 2000).7112/04/06

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditARCHAEOLOGICAL CONTRACTOR FRAMEWORKHow to Use this FrameworkContentsPage 2Page 3Page 4Framework Fact SheetBenefits of this FrameworkThe ProcessNote: this information should be read in conjunction with the Framework dated 3 rd November, 1998page 72 of 72

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditProduct/ServiceArchaeological ContractorCompany & key Framework Archaeology Initial Contact: If unavailable,contact:ContactsPortway HouseJohn LewisKen WelshOld Sarum ParkTel: 01722-326867 01865-263800SalisburyFax: 01722-337562 01865-793496Wiltshiree-mail: j.lewis@wessexarch.co.uk ken.welsh@oauoxford.comSP4 6EBEffective dates: April 1998 to April 2003 Commercial Reviews: Annually; first in April 1999Supply GroupLeader:FrameworkManager:CommercialManager:Richard Jeffcoate Tel: 01293-508306Andrew Gibson Tel: 01293- 507756Ann Watson Tel: 01293- 503122Scope of Framework: The framework covers :• All BAA airport projects including Lynton developments• All archaeology, historic building recording, historic landscape assessment and industrialarchaeology work on site and post-excavation, including ancillary advice, negotiation,etc. Includes:• Liaison and negotiation witharchaeological curators (e.g LocalAuthority Planners)• Advice on archaeological planning,assessment, etc.• Mitigation of impacts on historicalresources by development works• Document research and analysis• Watching briefs• On site investigations• Interpretation of finds• Public dissemination andformal publication offindings• Negotiation for deposition offinds and archives in suitablemuseums• Training and educationSpecial CommercialConsiderations:The Framework Agreement contains agreed rates for jv staff, with indicative rates forequipment. Overhead and profit are paid on directly employed staff only. Materials andsub-contracted elements of work are reimbursed at net cost to the contractor .Framework Archaeology is a joint venture between Wessex Archaeology and the OxfordArchaeological Unit who are jointly and severally liable, and who are dedicated to workingas one. Individuals will however remain employed by one or other of the organisations,who will bill separately.Framework Archaeology will ensure that Archaeological mitigation works comply with theBAA Archaeological Research Design.Other RelevantInformation:A Contract Award Notice will be advertised in the Official Journal of the EC for the fiveyear duration of this framework agreement. Therefore there will be no need to publishfurther notices on a project by project basis.The greatest benefit from this Framework will be gained bya) using the iterative BAA Research Design andb) developing ongoing relationships with local archaeological curators and EnglishHeritage.A process flow chart is included within this pack to guide Development and ProjectManagers through a generic archaeological mitigation process. The key action is to seek theadvice of Framework Archaeology at an early stage so that they can tailor later stages toindividual projects to minimise cost and risk.page 73 of 73

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditArchaeology and BAABenefits of this FrameworkThe Draft BAA Archaeological Policy sets out the BAA commitment to adopting a consistent approach towardsmitigating its impact upon the cultural heritage, and to achieving best value, both in terms of cost effectiveness andthe wider public benefit.As an environmental issue, Archaeology is often an area of significant uncertainty which, combined with thepotential complexity of the mitigation measures required, can result in unnecessary delay, disruption and cost if it isnot taken into account from the earliest stages of planning construction works. Early contact with BAA’sarchaeological team to ensure a pro-active approach will minimise the inherent risks involved and maximise any PRbenefits to be gained. If you are planning construction works that could affect archaeological remains or listedbuildings, the Archaeological Framework gives you a single point of contact to establish what archaeological risksyou might be facing and what you need to do to manage them effectively.Furthermore, through the planning process, Archaeological Curators and Conservation Officers (English Heritage,Historic Scotland, local planners, local museum curators, etc. depending upon circumstances) have substantialinfluence over the extent of mitigation required. Their requirements can be controlled by involving a respected,practical authority working on behalf of BAA early in the assessment and planning of work.Why is the Archaeological Contractor Framework useful?Benefits of a long term relationship:• Mutual understanding between BAA and the j.v. : people, processes, procedures, priorities• Mutual understanding between j.v. and Curators : respect, trust, practicality, local knowledge• Developing knowledge base : local archaeology, local operational requirements• Developing a record of application of the BAA Archaeological Research Design• Opportunity for Continuous Improvement• Consistent quality, specification, standardsBenefits of commercial arrangement:• Ease and low cost of appointment• Reduced lead time• Cost advantage: clear cost structure; improved management of cost• Cost and programming advantage of Continuous ImprovementJoint Venture’s advantages:• Both members of the joint venture, Oxford Archaeological Unit and Wessex Archaeology, arerespected by the archaeological community and can therefore influence Curators.• They have the widest pool of practical expertise in the country; depth and breadth of skills• They have competent, proactive project management skills• Good technology and innovation to promote efficient working• Personnel with airside experience• Competitive ratesWhat will be the benefits to projects?• Improved value: Lower cost, focused objectives, improved certainty, shorter time• Realistic and practical mitigation measures agreed with Curators• Proactive risk assessment and advice to reduce uncertainty• Effective planning and management of investigations or other mitigation to avoid unnecessarydisruption and indirect costs incurred through delay• Simple appointment and more effective relationships• Opportunities for Continuous ImprovementFor More Information• Contact Andrew Gibson on 01293-507756 • Or John Lewis on 01722-326867page 74 of 74

BAAFramework ArchaeologyStansted AirportVersion 2 Volume 2 Strategic Cultural Heritage AuditBAA ARCHAEOLOGICAL PROCESSDoes your projecthave any groundworksor the potential toeffect a listed buildingor its setting?NoNo issueYesCheck audit; is therean archaeologicalresource in theaffected area?NoNo issueYes or maybeCPC A(highlight if a risk is, is not, or may be present)Contact FrameworkArchaeologyLimited desk top studyto supplement theinfomation within theauditCPC B(Provide a specific sum for fieldevaluation and an allowance for themitigation works)FA appointed forsite phase of worksNote:Should it be considered that eitherthe project has a major impact onarchaeology or the archaeology amajor impact on the project, it maybe prudent to undertake a fieldevaluation prior to B-DayField evaluationproposalFramework Archaeology (FA) consult with English Heritage(EH) and Local Planning Authority (LPA)No issueNoField evaluation;Is archaeologypresent?If so, what will be theapproximate cost ofmitigation?Fully costed mitigationproposalFA consult with EH and LPA(An analysis of the costand time risk to the project)C-DayD-Day(A fully costed and resourcedprogramme of mitigation works)For a major impact, seeNote aboveCPC BDevelopment ManagerGDO or Planningapplication approvalobtainedMitigation works;eitherpreservation orinvestigationPlanning DepartmentConstruction workscommenceFramework archaeologyAnalysis andPublicationProject Managerpage 75 of 75

Stansted Airport Limited Stansted Generation 1Environmental Statement, Volume 4: Archaeology & Cultural Heritage 8'0&#%J:\116000\116542 STANSTED 25 EIA\ES FINAL ISSUE\ARCHAEOLOGYISSUE.DOCOve Arup & Partners LtdIssue April 2006

Stansted Airport Limited Stansted Generation 1Environmental Statement, Volume 4: Archaeology & Cultural Heritage'0&#%Figure 1: Predicted Survival of Archaeological DepositsJ:\116000\116542 STANSTED 25 EIA\ES FINAL ISSUE\CD\ARCHAEOLOGYISSUE.DOCOve Arup & Partners LtdIssue April 2006

225000552000553000554000555000556000KEYARUP_PLOT_LABELNo surviving depositsEcho Stands SouthZone G Car ParkUnknown survivalRunway AccessTaxiway 3 (RAT) -North East end ofRunwayRunway AccessTaxiway 4 (RAT) -North East end ofRunwaySatellite 4Low survival of depositsMedium survival of depositsHigh survival of deposits35 Mppa Case224000Northside Long Staycar parking phase 5 -east of Bury LodgeLaneSatellite 4 andPier LinkStation ExtensionTerminal DeparturesExtension (Bays 9 and 10)Layered Short Stay car park223000Enterprise House Staffcar park extension -adjacent to the ControlTowerYankee Stands SouthBassingbourn RoadDual carriagewayCar Rental 5 and 6Northside Long Staycar parking infill - bySports and Social clubThremhall Avenue dualcarriageway / BassingbournRoundabout grade separation0 0.5 1kmSouth West Taxiway Extension andassociated Runway Access222000South Gate RestaurantJob TitleSTANSTED GENERATION 1South Gate Hotel EastSouth Gate Hotel WestDrawing TitleFigure 1Predicted survival ofarchaeological depositsOve Arup & Partners Int. Ltd.13 Fitzroy Street London W1T 4BQTel: 020 7636 1531 Fax 020 7580 3924www.arup.comSDrawn DateChecked PassedRev221000Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown Copyright and database right. All rights reserved. BAA plc, O.S. Licence Number AL100020071© Arup

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Stansted Airport Limited Stansted Generation 1Environmental Statement, Volume 4: Archaeology & Cultural HeritageA4.2.3A4.2.4A4.2.5Paragraph 22 adds: “Local planning authorities can expect developers to provide the results of suchassessments ... as part of their application for sites where there is good reason to believe there areremains of archaeological importance”. PPG16 also notes that in spite of the best pre-planningapplication research, there may be occasions when the presence of archaeological remains onlybecomes apparent once development has commenced (para 31).Protection for historically important buildings is based on the Planning (Listed Buildings andConservation Areas) Act 1990.Further guidance on the approach of the planning authorities to development and Listed Buildings isprovided by Planning Policy Guidance Note 15: Planning and the Historic Environment (PPG15). Itstates:“It is fundamental to the Government’s policies for environmental stewardship that there should beeffective protection for all aspects of the historic environment” (para 1.1). “They should expectdevelopers to assess the likely impact of their proposals on the site or structure in question, and toprovide such written information or drawings as may be required to understand the significance of asite or structure before an application is determined” (para 2.11). “Sections 16 and 66 of the Act(Town and Country Planning [Development Plan] Regulations 1991) require authorities consideringapplications for planning permission or listed building consent for works which affect listed buildingsto have special regard in certain matters, including the desirability of preserving the setting of thebuilding. The setting is often an essential part of the building’s character…” (para 2.1).A4.2.6The underlying principle of this guidance is that the Cultural Heritage resource represents a finite andnon-renewable resource and that its conservation should be the primary goal of archaeologicalresource management.Regional Planning ContextRegional Planning Guidance for the South East (RPG 9)A4.2.7RPG 9 is the existing regional planning guidance for the region in which Stansted Airport lies. Theguidance includes the continued protection and enhancement of the Region’s built and historicheritage among its key development principles. Policy E1 of the Environmental Strategy refers to thepriority that local authorities should give in formulating development plans to the protection of areasdesignated at national level for their cultural value, such as Scheduled Monuments.The Draft Regional Spatial Strategy for the East of England, RSS14 (‘East of England Plan’)A4.2.8Policy ENV5 of the draft East of England Plan sets out the responsibility of local authorities to protectthe historic environment stating that in their plans, policies and proposals they should “identify,protect, conserve and, where appropriate, enhance the historic environment of the region”. The policygoes on to list a number of Cultural Heritage features which it describes as especially significant in theeast of England, including the region’s medieval churches, listed buildings and “the wider historiclandscape that contributes to the distinctiveness of the region, including scheduled monuments andother nationally important archaeological sites and monuments.”Local Planning ContextThe Essex & Southend-Upon-Sea Replacement Structure Plan 2001A4.2.9The following policies set out in the Essex County Council and Southend-on-Sea Structure plan relateto the Cultural Heritage:• Historic Landscape Features (Policy NR5)• Historic Settlements (Policy HC1)• Conservation Areas (Policy HC2)J:\116000\116542 STANSTED 25 EIA\ES FINAL ISSUE\ARCHAEOLOGYISSUE.DOCOve Arup & Partners LtdIssue April 2006

Stansted Airport Limited Stansted Generation 1Environmental Statement, Volume 4: Archaeology & Cultural Heritage• Protection of Listed Buildings (Policy HC3)• Protection of Archaeological Sites (Policy HC5)• Archaeological Assessment (Policy HC6)A4.2.10A4.2.11A4.2.12A4.2.13Policy NR5 lists Ancient Landscapes, Ancient Woodlands, Registered Parks and Gardens,Registered Battlefields and Protected Lanes as comprising the historic landscape features deemedworthy of protection, and states that development that would entail an adverse impact on suchfeatures will not be permitted.Policy HC1 states that development within historic towns and villages should be controlled so as to“protect, safeguard and enhance their special character and environmental quality”.Policy HC2 states that the features of Conservation Areas that contribute to their character will beprotected and that any development within a conservation area should preserve and/or enhance thecharacter or appearance of the Conservation Area as a whole.Policies HC3 and HC5 are concerned with the protection of designated heritage sites. Policy HC3,which refers to the protection of Listed Buildings, states that: “buildings, structures and features ofspecial architectural, historic, archaeological or townscape importance, and their settings, will beprotected from demolition, damage, and unsympathetic change”, and Policy HC5, dealing withScheduled Monuments, states that development that would damage or destroy such a site or itssetting will not be permitted. The latter policy also goes on to state that “other archaeological areasand sites, together with their settings will be protected, conserved and enhanced whereverpossible”.A4.2.14 Policy HC6 sets out the mechanisms by which buried archaeological remains will be protected fromthe adverse effects of development. It states that: “where nationally important archaeological sitesand monuments, whether scheduled or not, and their settings, are affected by a proposeddevelopment they should be preserved in situ”. In the case of remains that are not of nationalimportance, Policy HC6 advises that developers may be expected to carry out an archaeological fieldevaluation in advance of determination in order to inform the planning decision. The developer maythen be required to arrange for a programme of archaeological excavation and recording in advanceof the development.The Uttlesford Local PlanA4.2.15 The Uttlesford Local Plan recognises the importance of archaeological sites whether scheduled or not.The following policies relate to the Cultural Heritage:• Policies ENV 1 and 2 - Conservation Areas and Listed Buildings• Policy ENV 4 - Ancient Monuments and Sites of Archaeological Importance• Policy ENV 9 - Historic LandscapesA4.2.16A4.2.17Policies ENV 1 and 2 are concerned with Conservation Areas and Listed Buildings respectively.They promote the positive management of development in order to protect and enhance the builtheritage of the District by encouraging developments that are in keeping with existing buildings andrefusing those which are unsympathetic or inappropriate. Policy ENV 2 also states that “Demolitionof a listed building, or development proposals that adversely affect the setting, and alterations thatimpair the special characteristics of a listed building will not be permitted”.Policy ENV 4 is concerned with the protection of archaeological sites and monuments fromunnecessary destruction. The Local Plan acknowledges that archaeological remains are a finite andnon-renewable resource, and that their preservation is a material consideration in determiningplanning applications (para 5.8). It goes on to state that:“Where nationally important archaeological remains, whether scheduled or not, and their settings,are affected by proposed development there will be a presumption in favour of their physicalJ:\116000\116542 STANSTED 25 EIA\ES FINAL ISSUE\ARCHAEOLOGYISSUE.DOCOve Arup & Partners LtdIssue April 2006

Stansted Airport Limited Stansted Generation 1Environmental Statement, Volume 4: Archaeology & Cultural Heritagepreservation in situ. The preservation in situ of locally important archaeological remains will besought unless the need for the development outweighs the importance of the archaeology. Insituations where there are grounds for believing that sites, monuments or their settings would beaffected developers will be required to arrange for an archaeological field assessment to be carriedout before the planning application can be determined thus enabling an informed and reasonableplanning decision to be made. In circumstances where preservation is not possible or feasible, thendevelopment will not be permitted until satisfactory provision has been made for a programme ofarchaeological investigation and recording prior to commencement of the development”.A4.2.18Policy ENV 9 states that:“Development proposals likely to harm significant local historic landscapes, historic parks andgardens and protected lanes as defined on the proposals map will not be permitted unless the needfor the development outweighs the historic significance of the site.”A4.2.19A4.2.20The proposals map identifies Scheduled Monuments and Ancient Woodland but does not indicateany areas of archaeological potential.A number of local designations are set out in the Uttlesford Local Plan which relate to archaeologyand the historic landscape and apply to areas within the airport and Study Area. These comprise:• Important Woodland• Ancient Woodland• Landscaped Areas• Protected Lanes• Special Verges• Historic Parkland• Historic LandscapeJ:\116000\116542 STANSTED 25 EIA\ES FINAL ISSUE\ARCHAEOLOGYISSUE.DOCOve Arup & Partners LtdIssue April 2006