A303 Sparkford to Ilchester Dualling Scheme

6.4 Environmental StatementNon-Technical Summary

(Revision B)

February 2019

Volu

me

6.0

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ContentsIntroduction ……………………………………………………….. page 3

The Scheme ……………………………………………………….. page 6

Alternatives ……………………………………………………….. page 12

Likely Significant effects and mitigation …………………….. page 14

What happens next ……………………………………………… page 29

If you would like to view the Development Consent Orderapplication (including the Environmental Statement andAddendum to the Environmental Statement) please go to thePlanning Inspectorate website:

https://infrastructure.planninginspectorate.gov.uk/projects/south-west/a303-sparkford-to-ilchester-dualling/?ipcsection=docs

A hard copy of the Environmental Statement and Addendum isavailable to view at:

· Haynes International Motor Museum, Sparkford, Yeovil,BA33 7LH; and,

· Yeovil Library, King George Street, Yeovil BA20 1PY.

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IntroductionWe are proposing to develop a dual carriageway on the existing single carriageway sectionof the A303 between Sparkford and Ilchester in Somerset. The new dual carriagewaysection of the road will connect to the existing dual carriageway sections of the A303 to theeast and west. The scheme would also involve the removal of direct access junctions andconstruct new safer split-level junctions using slip roads to avoid disruption to traffic flows.

The proposed scheme is classified as a Nationally Significant Infrastructure Project and as aresult requires an application for a Development Consent Order to the Secretary of State (arequirement of the Planning Act 2008) through the Planning Inspectorate. Information aboutthe Planning Act 2008 and the Planning Inspectorate can be found on the PlanningInspectorate website:

http://infrastructure.planninginspectorate.gov.uk

The scheme requires an Environmental Impact Assessment in line with the InfrastructurePlanning (Environmental Impact Assessment) Regulations 2017 (as amended) and anEnvironmental Statement has been submitted as part of the Development Consent Orderapplication. The full Environmental Statement comprises 5 volumes in total (including thisNon-Technical Summary, Volume 6.4 Revision B), as follows:

· The Environmental Statement main text setting out the environmental assessment inchapters (Volume 6.1).

· The Environmental Statement figures, including drawings, photos and otherillustrative material (Volume 6.2).

· The Environmental Statement technical appendices (Volume 6.3).· The Environmental Statement Non-Technical Summary (Volume 6.4).· The Environmental Statement Addendum (Volume 6.8) which describes and

assesses changes to the scheme design that have been proposed in February 2019

This document dated February 2019 supersedes the previously published Non-TechnicalSummary, which is dated July 2018. This Non-Technical Summary include the updates fromthe Environmental Statement Addendum. The Non-Technical Summary presents a summaryof the key findings to understand and report the effects of the proposals on the environment.It is intended to be easy to read and free from jargon.

The full Environmental Statement and supporting documents can be viewed online athttps://infrastructure.planninginspectorate.gov.uk/projects/south-west/a303-sparkford-to-ilchester-dualling/?ipcsection=docs. Printed hard copies will be available to view at:

· Haynes International Motor Museum, Sparkford, Yeovil, BA33 7LH.· Yeovil Library, King George Street, Yeovil BA20 1PY.

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Environmental impact assessment and consultation

An Environmental Impact Assessment (EIA) is an assessment of the consequences of amajor project which will affect the natural, built and social environment. The EIA Directive,which has been transposed into UK law through the Infrastructure Planning (EnvironmentalImpact Assessment) Regulations 2017, forms the basis of the legal requirements for an EIA.

The following environmental factors have been assessed as part of the EIA:

· Population and human health· Biodiversity· Land, water, soil and climate· Material assets, cultural heritage, and the landscape

Please see overleaf the Environmental features and constraints plan which details locationsof environmental features and constraints included in the EIA for the scheme.

The Environmental Statement is a key part of the application documents submitted by us insupport of the Development Consent Order application. Its principal purpose is to assess thelikely significant effects of the scheme on the environment, to enable an informed decision tobe made on whether or not to grant the Development Consent Order.

The objectives of the EIA are to provide information and advice, and reports to describe thelikely significant effects of the development on the environment resulting from:

· the construction and existence of the development, including, where relevant,demolition works

· the use of natural resources, land, soil, water and biodiversity, considering as faras possible the sustainable availability of these resources

· the emission of pollutants, noise, vibration, light, heat and radiation, the creationof nuisances, and the disposal and recovery of waste

· the risks to human health, cultural heritage or the environment (including majoraccidents and disasters)

· the cumulation of effects with other existing and / or approved projects, takinginto account any existing environmental problems relating to areas of particularenvironmental importance likely to be affected or the use of natural resources

· the impact of the project on climate (for example the nature and magnitude ofgreenhouse gas emissions) and the vulnerability of the project to climate change

· the technologies and the substances used.

The EIA considers both direct and indirect effects of the scheme. Direct effects are thosecaused by the scheme itself such as the removal of trees or shrubs to build the road. Indirecteffects on the environment are not a direct result from the scheme but include effects suchas from increased noise from cars on local roads due to diversions during construction. Bestpractice taken from guidance from the Design Manual for Roads and Bridges (DMRB), whichcovers environmental assessments for road schemes within Volume 11 EnvironmentalAssessment, has been used to guide the EIA for the scheme. The output of the EIA is toreport the likely significance of effects using established significance criteria, as presentedwithin the DMRB Volume 11, Section 2, Part 5.

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The significance criteria for environmental effects are defined in terms of the amount ofchange from the existing environment (the baseline, which is how things look today, beforeconstruction works start), on a five-point scale of ‘very large’, ‘large’, ‘moderate’, ‘slight’ or‘neutral’. The environmental effects can be adverse or beneficial, for example Slight Adverseor Moderate Beneficial.

Using the five significance categories for all environmental effects that are identified withinthe Environmental Statement allows different topic issues to be placed upon the same scale,to assist the decision-making process. Effects are considered significant if they are moderateadverse / beneficial, large adverse / beneficial or very large adverse /beneficial.. Within thisdocument, the significance of effects is subsequently described as Significant or NotSignificant.

There are several beneficial impacts of the scheme which have been recorded. Where thereare significant adverse effects, measures to avoid, reduce and where possible, remedythese effects have been included within the assessment.

Photograph from site surveys undertaken at Camel Hill

Environmental features and constraints plan

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The SchemeScheme locationThe scheme would provide a dual-carriageway on the A303 between Sparkford and Ilchesterin the county of Somerset and in the district of South Somerset, in south west England. Thiswould connect the existing dual-carriageway sections to the east and west, betweenHazlegrove Roundabout and Podimore Roundabout as shown in the scheme location planbelow.

The route of the scheme is as follows:

· Travelling eastwards from Podimore Roundabout, the route would move north of theexisting A303, allowing it to be retained for use as a parallel local road.

· The road would then rise up West Camel Hill before crossing over the existing A303at the junction with Steart Hill / Howell Hill.

· The route would then take a southerly alignment briefly, before meeting up with theexisting road again to pass between the Scheduled Monument at Vale Farm and theMinistry of Defence signal station at Eyewell / Traits Lane.

· Finally, the route would then bypass the existing Hazlegrove Roundabout to the norththrough the Registered Park and Garden associated with Hazlegrove House, beforetying into the existing A303 north of Sparkford village.

Scheme Location Plan

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Need for the scheme

The single carriageway section of the A303 between Sparkford and Ilchester suffers fromcongestion and queuing, particularly during the summer months and at weekends. It alsosuffers from higher than national average accident rates for single-carriageway A-class trunkroads. Five split level junctions and accesses, five non-motorised user (NMU) crossingpoints and limited space for road workers during maintenance create hazards for usergroups (both motorised users and NMUs).

Dualling of the A303 between Sparkford and Ilchester would overcome the existing trafficproblems on this section of the road, improving safety, increasing capacity and supportingeconomic growth through improved connectivity and journey resilience.

Description of the schemeThe scheme would follow part of the existing A303 very closely and has been deliberatelyaligned just to the side of the existing carriageway along most of the route, to allow re-use ofthe existing carriageway for local access, to avoid property or facilitate construction. Thegreatest distance that the scheme is located from the existing A303 is typically 100 metreseither north or south of the existing A303.

Key elements of the scheme are shown in the General Arrangement Plan below, whichpresents the overall layout of the scheme. The scheme includes:

The provision of a new dual carriagewayThe scheme will be approximately 3.5 miles or 5.6 kilometres in length.

A new junction at Camel Cross (Camel Cross Junction)This would be a ‘left in-left out’ junction and provide access to and from the new A303westbound carriageway only. The junction would provide continued connection between theA303 westbound carriageway and the B3151, Royal Naval Air Station (RNAS) Yeovilton andthe Fleet Air Arm Museum.

A new junction at Downhead (Downhead Junction)This would be a ‘left in-left out’ junction and provide access to and from the new A303eastbound carriageway only. This junction would provide continued access to the settlementof Downhead and to Babcary via Steart Hill. It would also provide a connection, via theSteart Hill overbridge, to the B3151, RNAS Yeovilton and the Fleet Air Arm Museum andWest Camel.

A new junction at Hazlegrove (Hazlegrove Junction)This would provide an all-movements connection between the proposed A303 dualcarriageway and the local road network through the provision of four slip roads. This junctionwould be positioned to provide continued access to local roads associated with the existingHazlegrove Roundabout.

Changes to the local road networkSeveral existing junctions between local roads and the A303 will be closed to improve roadsafety. These roads are the A303 Westbound off-slip at Podimore, an un-named road atCamel Cross, Traits Lane and Gason Lane. Impacts of these closures will be minimised by

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the creation of new local roads that will enable local travel to continue broadly as it currentlydoes.

These are as follows:

· New local road connecting Downhead Junction to West Camel· New local road connecting Downhead Junction with Steart Hill· New local road connecting Steart Hill retained A303 near Steart Hill Roundabout to

Howell Hill· New local road connecting Steart Hill to retained A303 for Blue Haze and the quarry· New local road connecting Camel Hill Roundabout to Camel Hill Farm and Vale Farm· New local road connecting Camel Hill Roundabout to Hazlegrove Roundabout· New local road connecting Hazlegrove Roundabout to retained A303 for Camel Hill

servicesChanges to the local rights of way network

The new A303 dual carriageway would sever 10 existing rights of way, these includeBridleway Y30/28 and Footpaths Y27/21, WN23/32, WN23/10, WN23/33, Y27/UN, Y27/10,Y27/29, Y27/9 and WN23/12 (as depicted on the Somerset County Council’s Rights of Waymap, which is available at https://roam.somerset.gov.uk/roam/map#). A west to east non-motorised user link will be provided. This west-east route would intercept each of thesevered routes and enable users to travel to the nearest bridge crossing of the new A303.

Two new bridgesTwo proposed road bridges will be provided to facilitate safe crossing of the proposed A303dual carriageway by vehicles and non-motorised users. The new bridges will be Steart Hilloverbridge and Hazlegrove underbridge.

The provision of road lightingThe Hazlegrove Roundabout will continue to be lit as it currently is. Day-time lighting will beprovided in the Hazlegrove Junction Underbridge for safety reasons.

The provision of drainage systems to drain the proposed carriageways and adjacent landWater runoff from the proposed A303 will be collected in channels alongside eachcarriageway. These channels will be constructed from concrete or grass depending on theirlocation. Runoff from the new proposed local road carriageways will be collected in gullies atthe carriageway edge. The A303 and local road drainage systems will pass throughattenuation ponds, which will reduce the flow of water before it reaches the watercourses.Five proposed attenuation ponds will be provided, along with the modification of an existingdrainage pond.

Updated traffic signs and road markingsNew road signs will be provided to reflect the new A303 layouts. However, the overallsigning strategy and the destinations that are signed at any given location will not changesubstantially from the existing road signs. Road markings will be provided on all newcarriageways.

Safety barriersSafety barriers or ‘vehicle restraint systems’ as they are otherwise known, will be providedalongside carriageways where they are deemed necessary for road safety. In particular, aconcrete safety barrier will be provided in the central reserve along the full length of thescheme.

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EarthworksEarthworks would be required as part of the scheme in order to establish the road foundation(including where the road is cut into the landscape and where the road would be on a raisedbank (an embankment) to carry the road over a lower lying area) and also to provide visualscreening and noise reduction. Noise reduction fencing will be provided to supplement theearthworks screening where space is limited.

Boundary treatments alongside the proposed roadsThe edge of the area of land to be owned and managed by Highways England once thescheme has been built is called the highway boundary. To mark this edge, “boundarytreatments” will be put in place. These will include boundary fencing, hedgerow planting,tracks to provide access to adjacent land, and perimeter drainage ditches.

For further details and a detailed description of all elements of the scheme, refer to Chapter2, The Scheme, of the full Environmental Statement Volume 6.1 and the EnvironmentalStatement Addendum Volume 6.8.

Environmental designThe environmental design for the scheme has been produced to ensure that the new roadwould fit in with the existing and retained landscape pattern, and to reduce adverse effectsfrom the construction of the new A303. The environmental design ensures that field andhedgerow networks would be replaced or reformed to provide habitat networks for wildlife,along with native woodland planting which would be provided along the new A303. Thiswould fill in gaps in the existing vegetation, provide wildlife connections and would alsoscreen the road from sensitive viewpoints. The Environmental Masterplan can be found inFigure A2.4 of Volume 6.8 of the Environmental Statement Addendum.

ConstructionThe construction phase is due to begin in Spring 2020 and is expected to take two and a halfyears to complete.

Construction work would take place between 07.00 and 18.00 on weekdays and from 07.30to 13.00 on Saturdays, with no working on Sundays and Public Holidays. There may beexceptions to these hours to accommodate elements such as oversize deliveries and tie-inworks where bridges and junctions would be connected to the new A303, which are likely toinvolve full weekend closures (approximately two full weekend closures for each of the twotie-in areas) throughout the duration of the construction works. Exceptions to working hourswill be agreed in writing with South Somerset District Council. An Outline TrafficManagement Plan has been produced for the scheme. This would be developed into a fullTraffic Management Plan (TMP), which would be implemented during the construction phaseof the scheme to ensure there is a safe environment for those travelling along the route, andfor those delivering the construction works.

Full details of how the scheme would be built are contained within Chapter 2 The Scheme ofVolume 6.1 of the full Environmental Statement and Chapter 2 of the EnvironmentalStatement Addendum (Volume 6.8).

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Changes to the red line boundary - February 2019The scheme design was updated in February 2019 as follows:

· The main site compound has been moved west and enlarged by 4.9 hectares· Removal of the auxiliary construction compound, 3.7 hectares in size, at the northern

end of Traits Lane· Amendments to the proposed access to Blackwell Farm, now to involve widening of

the junction between Traits Lane and Blackwell Road· An additional 2.92 square-metres has been added to the proposed Public Right of

Way joining Gason Lane to ensure it fully aligns with the verge of Gason Lane.Full details of the changes to the scheme design are contained within Chapter 2 of Volume6.8 the Environmental Statement Addendum and can be seen on the figure overleaf.

Future baselineThe potential changes to the existing environmental baseline (which is how things look todaybefore construction works commence) due to natural changes have been considered in theEIA over both a 15 and 60-year period. This is termed the future baseline and assumes thatthe dualling scheme is not constructed, and instead, the existing A303 is maintained in itscurrent state.Future changes to the baseline without the scheme, could result from both natural eventsand from other human activities. This could include development (homes and businesses),changes to greenhouse gas emissions (such as from changes in traffic flows) and climatechange (resulting in increased flood risk and severe weather). These changes could impacton population and human health, material assets, cultural heritage and the landscape, land,soil, water, air and climate and biodiversity. In the next 15 years, no substantial baselinechanges are anticipated for air quality, biodiversity, noise and vibration and climate topics.For other environmental factors, fluctuations to the environmental baseline are anticipatedwithin the 15-year period. These changes caused by new development include alterations tolocalised and long-distance views, the potential for pollution events for soils and water,increased flood risk and the depletion of primary materials. A positive impact from increasedopportunities of employment due to development may also occur.Within a 60-year period, both positive and negative changes to the environmental baselineare anticipated on all topics. Positive changes include improvements to air quality as a resultof the increase in the number of electric cars, and improvements to water quality and aquaticecology due to implementation of waterbody mitigation such as removal of silts and riverclean-up measures, in line with national River Basin Management Plans, which set out howorganisations, stakeholders and communities will work together to improve the waterenvironment. However, negative changes are likely to include a range of impacts from newdevelopment within the study area, including impacts and interruptions to views, impact onthe wider landscape from the introduction of new buildings, increase risk of flooding andnegative impacts on biodiversity due to a reduction in habitats for wildlife to make space fornew buildings. In addition, the increased levels of greenhouse gas emissions due toincreased development and vehicle movements will have an impact on climate, which mayresult in increased frequency of extreme weather events.

A description of these changes is provided within Chapter 2 The Scheme contained inVolume 6.1 of the full Environmental Statement.

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Red Line Boundary changes

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AlternativesConsideration of alternatives

We have worked closely with local authorities, environmental bodies and other stakeholderssuch as landowners, business owners, tenants and people with other land interests locatedwithin or around the scheme area, to better understand local concerns and consider how toreduce environmental effects through carefully considered design.

Thirteen potential route options were originally identified with a broad range of possibilitiesconsidered, including online solutions and central, northern and southern offline solutions, asshown in the route options drawing below. These 13 options were put through an optionsifting process to compare and evaluate them against a number of criteria includingeconomics, environment, management, financial and commercial criteria.

The 13 route options

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On completion of the sifting process four short-listed options were then taken forward forfurther assessment. The four shortlisted options were A2, B4, E4 and F1.

The four shortlisted options were subject to a further technical appraisal including anenvironmental appraisal, which concluded that one central and one northern route optionshould be taken forward to the first (non-statutory) public consultation which was held inFebruary and March 2017. These two options were then subject to further environmental,economic, and technical assessment in 2017. The results of these assessments, along withthe outcomes of the consultation, helped to identify the preferred route which wasannounced in October 2017.

The principal reasons for the decision to proceed with Option 1 over Option 2, were asfollows:

· Option 1 minimises land-take.· Option 1 is the shortest of the two options, reducing journey time and carbon

emissions.· The route of Option 1 follows existing corridor very closely, minimising

construction in an unspoilt rural setting.· Option 1 has less of an impact on Hazlegrove Registered Park and Garden.· Option 1 has slightly less impact on biodiversity.· 64% of those who responded to the consultation favoured Option 1 (compared to

29% who favoured Option 2).

A six-week statutory public consultation which presented the preferred route, was heldbetween 26 January to the 9 March 2018 to gather feedback from interested parties andstatutory stakeholders. Some 400 people attended the local consultation events and a totalof 241 people responded to the consultation by completing a questionnaire or submittingwritten feedback.

The scheme design has evolved as a result of the consultation feedback received, as well asthe ongoing consultation with statutory consultees (including Statutory EnvironmentalBodies). This is to ensure that a ‘good design’ is developed to meet the requirements of theNational Policy Statement for National Networks. The main changes made to the designinclude the following:

· Change to the Hazlegrove Preparatory School access road, which will reduceadverse effects to the Hazlegrove Registered Park and Garden.

· The access road to Ridge Copse and Camel Hill Services now connects to thelocal road network. This has reduced the need for lighting and has reducedhabitat loss in this area.

· The angle of the Steart Hill Overbridge has been reduced, moving vehiclesfurther away from properties and sites sensitive to noise and air quality effects.

· The priorities between local roads at the junction to the north of Steart Hilloverbridge have changed, moving vehicles further from the residential property inthis area, reducing adverse effects on air quality, noise, landscape, heritage andpeople and communities.

Further details are provided within Chapter 3 Assessment of Alternatives contained inVolume 6.1 of the full Environmental Statement.

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Likely significant effects and mitigation

Air qualityThe scheme has the potential to causechanges to both local air quality andregional air quality during construction andonce the scheme is open to traffic.

Method of assessmentConstruction dust has been assessedbased on a review of likely dust raisingactivities and identification of sensitivehuman health receptors (residentialproperties) within 200 metres of theseconstruction activities. No ecologicaldesignated sites have been assessed asthere are no designated sites within 200metres of construction activities.

Operational air quality emissions havebeen assessed by modelling the change inconcentrations of likely air pollutants atsensitive residential properties, schoolsand designated ecological sites(Whitesheet Hill Site of Special ScientificInterest (SSSI)). Traffic data was used tomodel the change in concentrationsbecause of the new carriagewayalignment and the change in trafficcharacteristics associated with theproposed scheme.

ConstructionDuring construction, the scheme couldaffect local air quality because of

construction traffic management measuresand from construction dust arising fromconstruction activities. Well establishedindustry best practice controls would beemployed which would reduce the impactof fumes and dust on residents and thelocal area and prevent nuisance for them.Such controls would include minimisingthe height of stockpiles to reduce wind-blown dust emissions and the risk of pilecollapse creating more dust, as well aslocating stockpiles out of the wind (orcover, seed or fence) to minimise thepotential for dust generation. Maintaining alow speed limit on site to prevent thegeneration of dust by fast moving vehicles,damping down surfaces in dry conditionsand switching off all vehicle engines andplant motors when not in use will also helpto reduce dust and fumes. These controlswould be implemented through theConstruction Environmental ManagementPlan. With this mitigation in place nosignificant effects would be anticipated.

OperationDuring operation, traffic related pollutantshave been predicted at sensitiveproperties, schools and designated sites(Whitesheet Hill SSSI) which represent thelocations most likely to be affected fromchanges to air quality once the scheme isopen to traffic.

Photomontage: View representative of southern extent of PROW WN 23/33 in 15 years

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For sensitive residential properties,schools and designated ecological sitesthe predicted change in traffic relatedpollutants would not be significant.

The scheme would cause an increase inthe number of vehicles travelling along theA303 between Exeter and London, andtherefore is predicted to cause smallchanges in regional emissions once open.Compared to national emissions, theincrease would not be significant. Nomitigation is required during operation asno significant air quality impacts areanticipated.

Further details are provided within Chapter5, Air Quality, of Volume 6.1 of the fullEnvironmental Statement and Chapter 3,Air Quality, of Volume 6.8 of theEnvironmental Statement Addendum.

Cultural heritageA diverse range of heritage features havebeen identified in the study area, includingtwo Scheduled Monuments within 1kilometre of the scheme, archaeologicalremains, several listed buildings, historicbuildings and Hazlegrove Registered Parkand Garden.

Method of assessmentThe cultural heritage assessment drawsupon information gained from desk-basedsources, a search of archaeologicalrecords from the Somerset HistoricEnvironment Record database, siteinspections, and archaeological fieldsurveys.

ConstructionThe scheme is in an area of high historicand cultural value due to the diverse rangeof heritage features in the area. As aresult, the setting of several historicbuildings, including listed buildings, wouldsuffer from noise and visual intrusionduring construction.

The Construction EnvironmentalManagement Plan would includemeasures to ensure that key features areprotected during works. Measures arelikely to include temporary fencing andexclusion areas. In addition, a WrittenScheme of Investigation (WSI) would beproduced to ensure the preservation ofarchaeological remains. For example, agrade II listed milestone of Ham stonewithin the scheme footprint would beremoved to enable construction. Thecurrent location of the milestone would berecorded, photographed and relocated toan alternative point on the A303 onceconstruction works are complete. AroundHazlegrove House Registered Park andGarden where likely significant effectshave been reported, mitigation includesscreening designed to reflect the characterof the park, with false cuttings (manmadescreening in the form of earth mounds),woodland planting and reinstatement ofparkland grazed grass land and specimentree planting in an area which is currentlyarable farmland and detracts from thecharacter of the park and garden.However, the scheme would still result in a

Milestone on A303

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permanent loss of approximately 14% ofthe Registered Park and Garden.

Therefore, after mitigation there would beresidual significant adverse effects for thegrade II listed Evewell House andoutbuildings, grade II Hazlegrove HouseGroup and Hazlegrove Registered Parkand Garden, grade ll listed Eyewell, gradeII listed Milestone of Ham stone with acast iron plaque and Camel Hill ScheduledMonument.

OperationDuring operation an increase in trafficnoise and an increase in lighting columnsboth have the potential to have negativeimpacts on the setting of heritage assets.

Mitigation has been included into thescheme design to avoid significantoperational impacts. This includesscreening the route of the A303 fromhistoric views from the northern parklandand Hazlegrove House with earth moundsand planting. In addition, new junctionsand moving traffic would be screened bylandscape planting and earth mounds.However, during operation there is thepotential for significant effects onHazlegrove House Group and HazlegroveHouse Registered Park and GardenGroup due to traffic noise and theinstallation of lighting columns.

In addition, there is the potential forpermanent significant adverse effects onunknown buried archaeological remains ifdiscovered once construction starts.

Further details are provided within Chapter6, Cultural Heritage, of Volume 6.1 of thefull Environmental Statement and Chapter4, Cultural Heritage, of Volume 6.8 of theEnvironmental Statement Addendum.

LandscapeThe surrounding landscape is principallyrural and land use is predominantlyfarming. Residential areas areconcentrated to the south of the A303,including the historic villages of Sparkford,Queen Camel and West Camel. To thenorth of the A303, residential propertiesare mostly farm houses. HazlegroveHouse Registered Park and Garden andHazlegrove School adds to the make-up ofthe north-eastern section of the area likelyto be affected by changes to thelandscape as a result of the schemeQueen Camel and West Camel aredesignated as Conservation Areas. TheLandscape Character Areas of WestCamel Hill, Hazlegrove, Sparkford,Weston Bampfylde, Queen Camel, WestCamel and Wales and Yeovilton are withinthe scheme study area.

Hazlegrove House

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Method of assessmentA Landscape and Visualisation ImpactAssessment has been conducted forconstruction and operation, consideringeffects to the Landscape Character Areasnoted above, visual receptors (views fromhouses and public rights of ways),elevated viewpoints and the surroundinglandscape within 1km of the scheme.

ConstructionDuring construction, vehicles, materialstockpiling, heavy plant and machinerywould change the view from residentialbuildings, public rights of way (PRoW),and road users and impact the LandscapeCharacter Areas.

To mitigate this, we will carefully considerthe way that temporary constructionbuildings are blended into the localenvironment, doing what we can to keeplighting to a minimum and using motiondetector lighting to make sure lights arenot on when they are not needed. Materialstores would be kept to a minimum heightand material would be delivered to site asrequired. These measures would all bedetailed within the ConstructionEnvironmental Management Plan.

After this mitigation there would be asignificant but temporary impact upon theLandscape Character Areas of WestCamel Hill, Hazlegrove, West Camel andWales. Seventeen visual receptors(including views from public rights of way,elevated viewpoints, residential, heritageand commercial receptors), would alsoexperience significant effects duringconstruction due to changes in views andpresence of construction material.

Operation

Planting of new trees, hedgerows andshrubs would connect the road with therural landscape, creating beneficialeffects.

This is a result of implementation of nativetree and shrub planting along the A303,restoration of hedgerow boundaries,construction of screening bunds (earthmounds), reducing the visibility of trafficand infrastructure on the road and ofreduction in traffic on the retained sectionof the existing A303, where existing trafficis present in the baseline view.

In Year 1 only Landscape Character Area2 (Hazlegrove) would experiencesignificant effects during operation, this isdue to the sense of space being adverselyeffected by construction. All otherLandscape Character Areas wouldexperience non-significant effects with themajority experiencing no effects. Overtime (15 years) the likely significant effectsexperienced in Landscape Character Area2 (Hazlegrove) would be reduced to non-significant effects. Once the scheme isopen to traffic, seven visual receptors(views and houses) would experiencesignificant adverse effects due to areduction of vegetation opening up viewsof traffic one year after opening. Over time(15 years) there would be no visualreceptors experiencing significant effectsonce new planting has grown. Twelvevisual receptors would experiencebeneficial effects 15 years after openingdue to the planting described earlier.

Existing view from Cadbury Castle looking south towards Parrock Hill

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Further details are provided within Chapter7, Landscape, of Volume 6.1 of the fullEnvironmental Statement and Chapter 5of Volume 6.8 the EnvironmentalStatement Addendum.

BiodiversityThe natural environment around thescheme comprises of a variety ofgrasslands, hedgerows and woodland.Extensive field surveys of these habitatsfound wildlife including badgers, bats,numerous bird species including barnowls, reptiles, otter, water voles and greatcrested newt, all of which are protected byUK and EU laws.

Method of assessmentValued ecological receptors (includingdesignated sites and protected species)were identified within 1km of the schemeand assessed for construction andoperational impacts. Surveys have taken

place over several seasons. These haveenabled an understanding of thepopulations within the area in which thescheme could potentially impact onecological features. Desk based studiesinto designated sites and protected areashave also been carried out.

ConstructionBest practice measures would be appliedduring construction to minimise the airpollutants during works, as describedabove under Air Quality and Construction.To mitigate habitat loss, replacementplanting and habitat enhancementmeasures would be provided to ensurethat the land taken is replaced with land ofbetter quality for wildlife. Reptiles andgreat crested newts would be moved inaccordance with best practice. Watervoles would be dispersed from worksareas by phased vegetation clearance.Vegetation clearance and earthworkswould be supervised by a suitablyexperienced ecologist. In accordance withthe Construction EnvironmentalManagement Plan, lighting and noisedisturbance would be minimised.

To facilitate the proposed works, a smallamount of habitat within Hazlegrove Parklocal wildlife site (LWS), would betemporarily affected during constructiondue to a small area of habitat loss andremoval of 1 veteran tree. In addition, it isanticipated that there would be an adverseeffect during construction on Gason LaneField LWS due to a small amount of landbeing converted into part of a public rightof way. Both effects on LWS would not besignificant.

The scheme would require some land takefrom semi natural habitats includinghedgerows and would cause damage tobordering working areas because of sitecompounds, material storage, access andtemporary construction traffic routes. Thiswould have a short term significantadverse effect.

Great crested newt

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The priority habitats of broadleaved semi-natural woodland, broadleaved plantationwoodland, parkland and chalk grasslandwould also suffer some land loss.However, this would not be significant.

Bats, badgers and barn owls would besubject to fragmentation of foraging andcommuting routes, due to vegetationclearance and lighting and noisedisturbance, this would be significant forbats and barn owls in the short term, butnot for badgers or breeding birds.

Great crested newts and reptiles wouldsuffer from loss of terrestrial habitat due tovegetation clearance, this would also notbe significant.

No other species would be subject to anyadverse effects during construction.

OperationThe scheme design has sought to avoidand minimise habitat loss in the long termwherever possible. This has includeddesigning structural features around keyhabitats to avoid loss; for example, bypositioning the drainage ponds tomaximise preservation of mature treesand hedgerows. A badger tunnel would beinstalled at a location where badgers havebeen identified crossing the A303.

Nesting bird boxes, bat boxes and one bathouse would be installed.

Much of the mitigation for the operationalphase is included in the environmentaldesign for the scheme. More detail can be

found in the Environmental Masterplan,which can be found in Figure A2.4 ofVolume 6.8 of the EnvironmentalStatement Addendum. This includes newplanting for wildlife to provide new andimproved habitat. The habitat strategy isbased on the principles of more gain thanloss in habitats of biodiversity value, whichare of benefit to a wide range of protectedspecies.

During operation there is the potential forpollution incidents and changes inairborne pollutants at Hazlegrove ParkLWS, Camel Hill Transmitter LWS, RidgeCopse LWS and Downhead Manor FarmLWS, however, this would not besignificant. Habitats are not likely to besignificantly affected during operation dueto the provision of replacement land andmitigation in the scheme design. Bats andbarn owls would potentially suffer noisedisturbance and the road would act as abarrier to movements, but these impactsare not anticipated to be significant withthe mitigation in place. No other specieswould be subject to any adverse effectsduring operation.

Further details are provided within Chapter8, Biodiversity, of Volume 6.1 of the fullEnvironmental Statement and Chapter 6,Biodiversity, of Volume 6.8 of theEnvironmental Statement Addendum.

Grass snake

Bloody nosed beetle

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Geology and soilsThere are two designated local geologicalsites within 250 metres of the schemeboundary. There are no sensitivegroundwater areas within the schemeboundary. The scheme would howevercross or pass close to sites which may becontaminated with hazardous substancessuch as fuels, chemicals and waste byhistorical activities and / or be sources ofwaste.

Method of assessmentThe methodology included assessing thesensitivity of the geology and soils(including underground water andcontaminated land) located in the vicinityof the scheme that have the potential to beaffected by the construction of it.

ConstructionTo avoid any adverse impacts upongeology, soils and contaminated landduring construction, all works would becarried out in accordance with theConstruction Environmental ManagementPlan.

A full Soils Management Plan andMaterials Management Plan would also beprepared outlining mitigation measuresincluding the storage, handling anddisposal of contaminated soils.

Such measures would include theprotection of the soil structure and qualityusing best practice procedures,minimisation of waste generation, dustsuppression, protection of controlledwaters, prevention of contaminationthrough use of suitable personal protectiveequipment and industry best practiceguidelines.

In addition, following the receipt of fullground investigation results, aContaminated Land Risk Assessment willbe produced which will enable theselection of any additional mitigationmeasures required, to ensure theprotection of human health (people andcommunities) and environmental receptors(designated sites and protected species)during construction.

Photomontage: View looking southeast after 15-years

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Any mitigation measures required will thenbe incorporated into the ConstructionEnvironmental Management Plan prior toconstruction.

Construction activities with the potential toresult in adverse effects on geology andsoils include excavation works, earthworksand general construction works. Withoutmitigation these activities may lead to thepermanent removal or worsening ofagricultural soils, potential risks to humanhealth and the potential for thecontamination of soils, groundwater andsurface water because of accidental spillsand leaks relating to construction plantand fuels / oils. However, with themitigation detailed above, effects ongeology and soils during constructionwould not be significant.

OperationNo impacts are identified for geology andsoils for the operation of the scheme sinceall the effects would occur whilst it is beingbuilt. Therefore, once operational, thescheme is not expected to result in anysignificant adverse effects on geology orsoils.Further details are provided within Chapter9, Geology and Soils, of Volume 6.1 of thefull Environmental Statement.

Material assets andwasteThe construction of the scheme wouldrequire large amounts of materials andwould generate waste that would need tobe recycled or disposed of. The treatmentand / or disposal of these materials wouldtypically cause environmental impacts,such as contributing to landfill waste,damage to local hydrological systems andemissions associated with the transportrequired for disposal.

Method of assessmentThe material assets and wasteassessment involves reviewing andassessing the material resource usageand generation of waste associated withconstruction of the scheme.

ConstructionMitigation measures to reduce the impactsassociated with the construction of theproposed scheme include ensuring thatrecycling and disposal sites haveappropriate waste disposal permits andthe re-use of materials excavated on siteinto construction. In addition, opportunitiesfor reduction, reuse and recycling havebeen considered where possible, such asthe consideration of local materialssuppliers and using materials with a highrecycled content. A Site WasteManagement Plan and a MaterialsManagement Plan would be produced todetail how waste would be reduced, re-used and disposed of on site.

During construction, site remediation(removal of pollutants), earthworkspreparation and the demolition of existingstructures has the potential for impactsassociated with the transportation ofmaterials and the unnecessaryintroduction of primary aggregates (newmaterials) and exportation of excesswaste materials. In addition, theconstruction would require a large amountof materials, however with the mitigationdescribed above, effects on materials andwaste during construction are notanticipated to be significant.

OperationAlthough operation would give rise tosome material resource usage andgeneration of waste, this would beminimal, and any effects would not besignificant.

Further details are provided within Chapter10, Material Assets and Waste, of Volume6.1 of the full Environmental Statement.

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Noise and vibrationConstruction and operation of the schemehas the potential to give rise to bothtemporary and permanent noise andvibration at the sensitive receptors(residential and commercial properties) inthe area.

Method of assessmentA noise and vibration assessment hasbeen undertaken to establish significanttemporary and permanent effects (noiseand vibration increases) associated withthe construction. The study area is 300metres of the scheme boundary forconstruction and within one kilometre foroperation. Part of the assessment processis to identify measures to reduce andeliminate significant adverse effects. Priorto the assessment, noise monitoring wasundertaken across the area.

ConstructionTo mitigate and minimise adverse effects,the limits for normal working hours andlevels of noise at nearby properties wouldbe agreed in advance of the works inconsultation with South Somerset DistrictCouncil’s Environmental Health Officers.Everything possible will be done to reducenoise and vibration during construction.Measures incorporated into the designand environmental managementrequirements of the scheme includescreening of noisy machinery, andappropriate location of noisy plant items,and site maintenance, as well asmonitoring of noise levels duringconstruction.

Construction activities which wouldgenerate noise and vibration include:

· Enabling works including tree /hedgerow clearance

· Moving of earth to include stripping ofsoils, building bunds and creatingcuttings

· Drainage works

· Roadworks, including road pavementconstruction

· Construction of new structures,including Downhead Junctionoverbridge, Steart Hill Overbridge,Traits Lane underbridge, HazlegroveJunction underbridge

· Construction of works compound andcompound operation)

Road works would have the potential toadversely affect a small number ofproperties (some residential properties, abed and breakfast, a church and twocommercial properties within 50 metres) inthe area. The assessment identified thatwith the construction works taking placewithin the suggested work duration limithours the effects would not be significant.Other construction activities includingoverbridge and underbridge construction,temporary construction traffic routes, andsite compound works, were assessed andwe concluded that existing noise levelswould not increase significantly during theconstruction works. There would be nosignificant adverse effects due to vibration,providing piling takes place for no morethan 10 days of working in 15 consecutivedays or 40 days of working in six months.

OperationFour noise barriers and seven noisescreening bunds (earth mounds) would beprovided along the scheme to mitigateoperational noise. New road surfacingwould be a thin (low noise) surface, andacoustic barriers and bunds would beprovided in sensitive locations. The noisebarriers will be located along thealignment of the A303, one located at aproperty known as The Spinney, onelocated at Steart Hill and two located nearCamel Hill.

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Two bunds would be located towards thewestern end of the scheme, where theB3151 joins the A303 near Hawk House,another would be located to the east ofDownhead junction, a false cutting wouldbe provided between Howell Hill andTraits Lane, and three false cuttings wouldbe provided at Hazlegrove Junction. Therewould be two residential receptors(houses) that would experience significanteffects associated with operational noiseonce the scheme is open to traffic.Secondary glazing will be offered to theowners of these properties, to reduce theadverse effects. Other houses may besubject to minor increases in noise onceoperational, but these are not consideredto be significant because of the littlechange expected in these localities.

Further details are provided within Chapter11, Noise and Vibration, of Volume 6.1 ofthe full Environmental Statement andChapter 7, Noise and Vibration, of Volume

6.8 of the Environmental StatementAddendum.

People and communities(including population andhealth)The assessment of effects on People andCommunities identifies impacts associatedwith non-motorised users (NMU), driverstress, amenity, private property,community land and community facilities,severance, local economy, human healthand wellbeing and agricultural land.

Method of assessmentThe assessment of effects on populationand health comes from a mixture of desk-based assessment (reviewing onlineinformation) and site visits usingappropriate guidance and professionaljudgement of qualified professionals. Thestudy area for this assessment is 250metres in addition to views from the road

Operational Noise Model

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and the District of South Somerset forLocal Authority impacts.

ConstructionNon-motorised usersWorks would be phased duringconstruction to minimise effects on non-motorised users (NMUs). All temporarydiversions for NMU’s around the work sitewould be clearly signed, with alternativeaccess arrangements maintainedthroughout the construction period, asrequired. Most existing crossings wouldonly be closed once diversions are inplace or the new arrangement has beenestablished.

Temporary closures and diversions ofpublic rights of way during constructionwould result in increases to journey lengthtime for NMUs, until the scheme is open tousers.

The only designated A303 crossing forNMU’s that would remain open duringconstruction, would be Higher Farm Lanebridge. All other routes would need to bediverted with the alternatives clearlysignposted. This means that the impacton NMUs during construction would beminimised, resulting in no significanteffects for them.

Driver stressA traffic management plan would be put inplace during construction to manage driverstress including diversion routes andsigns. During construction, vehiclestravelling along 10 of the 13 roads locatedin the vicinity of the scheme, are predictedto experience temporary but not significantincreases in driver stress due to delays tojourney time, road closures, diversionsand the presence of construction plant.These include the existing A303, anunnamed road through Podimore betweenA303 at Eastmead Lane and Podimoreroundabout, the B3151, an unnamedDownhead local road between Plowageand Camel Cross, Plowage Lane, Howell

Hill, Steart Hill, Traits Lane, Gason Laneand the A359.

AmenityAmenity is defined as the relativeattractiveness or pleasantness of a routesuch as a public right of way, or placesuch as a playing field or park. Mitigationmeasures to ensure that the amenity valueof a route or place is not reduced duringconstruction would involve carefulplanning of the construction includingadherence to the national ConsiderateConstructors scheme as well asimplementing a construction strategy.

Due to the presence of constructionmaterial there would be adverse effects onthe amenity value of some public rights ofway for non-motorised users. However,with mitigation in place the effects are notconsidered to be significant.

Private propertyThere would be no demolition of privateproperty required for the scheme however,permanent land take would be requiredfrom four private houses.

Consultation with the owners of landaffected by the scheme has been anongoing process through the developmentof the scheme. Negotiations aboutcompensation and land purchase havecommenced between the District Valuerand landholders.

Community land and community facilitiesDuring construction, HazlegrovePreparatory School access route would bepermanently changed, as the only privateaccess is currently via the HazlegroveRoundabout. Provisions would be madefor an alternative access route to theschool.

SeveranceA small number of public rights of waywould be affected by the schemehowever, those affected are not used foraccess to community facilities.

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Construction of the scheme would alsorequire several temporary road closures,resulting in severance for those who relyon those roads to access residentialproperties, businesses or communityresources. Alternative accessarrangements would be made available inall instances. Therefore, it is notanticipated that there will be anysignificant adverse effects duringconstruction.

Local economyThe scheme would require a newconstruction workforce (sourced locally,where possible), which could have abeneficial effect on employment rates inthe local area although the number ofworkers required is likely to be relativelysmall.

Human healthA total of 14 PRoW would be affected,either by land take or by being severedbecause of new roads built as part of thescheme. Diversion routes would be put inplace as appropriate and would be clearlysignposted, which would minimise effectsto non-motorised user (NMU) journeys.

As the majority of PRoW are usedinfrequently and with mitigation in place,the effect of the scheme on human healthand wellbeing as a result of changes toPRoW, would not be significantly adverse.

Agricultural landConsultation with individual landownershas been undertaken. Land required fortemporary use only would be restoredfollowing construction and permanent landtake would be fully compensated.

The scheme would result in temporary andpermanent land-take from high gradeagricultural land. There would beadditional impacts for individual farmbusinesses relating to access, severance,agricultural land classification andhusbandry. The assessment of potential

effects of the scheme on individual farmbusinesses has identified;

· 15 not significant effects· a significant adverse effect for four

farms with two reducing to notsignificant permanently

· a significant adverse effect for fourfarms, considering temporary andpermanent land acquisition requiredfor the scheme.

OperationNon-motorised usersDuring operation new routes would beprovided for NMUs as mitigation fordiversions. The scheme would require thepermanent diversion of crossings of theA303 between Hazlegrove and Podimoreresulting in journey length increases forseven NMU journeys, and journey lengthdecreases for three journeys.

Driver stressOnce open to traffic, the scheme wouldprovide a high quality free flowing dualcarriageway between the SparkfordRoundabout and Podimore. This wouldresult in improved flows and speedsduring busy periods and would be asignificant benefit resulting in reduceddriver stress.

AmenityDuring operation, effects are considered tobe significant beneficial as a result of theimprovements to the amenity value ofcertain footpaths and routes, through theprovision of safer crossings of the A303,and changes in traffic flows for journeyswhere NMUs cross or are alongside theroad network.

Local economyOnce the scheme is in operation, there isthe potential for beneficial effects as thescheme could improve access to futuredevelopment in the local area.

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Human healthDuring operation, the provision of thescheme is anticipated to result in anoverall improvement for NMUs, asalthough journey lengths may increase forsome routes, new and improved routeswould be provided as replacements. Thescheme would also improve amenity byseparating NMUs and vehicular traffic.Improvements to facilities and amenity asa result of the scheme, has the potential toincrease usage of NMU facilities within thelocal area and therefore the physicalactivity of people using the routes.

ClimateIt is now established that as a result ofrising concentrations of Carbon Dioxide(CO2) and other greenhouse gases (GHG)in the atmosphere, a degree of climatechange is inevitable and is expected tohave significant implications forinfrastructure assets in the future,particularly those with long operationallifetimes. Therefore, a climate assessmenthas been undertaken for the scheme.

Method of assessmentFor the climate assessment the scheme’seffect on the climate (looking at changesto greenhouse gas emissions forexample), and the scheme’s vulnerabilityto climate (such as how the new road willreact to extreme weather events) havebeen assessed.

ConstructionPlant equipment and vehicles to be usedon the scheme would be selected basedon their relative environmentalperformance taken from a technicalspecification. Construction works would becarried out in accordance with the bestpracticable means to reduce fumes oremissions. Mitigation measures wouldalso ensure that the construction of thescheme allows for adaptation to changesin climate.

Due to the short-term nature ofconstruction and limited changes inclimate over the 2.5-year constructionperiod, no significant effects are likely forthe scheme associated with vulnerabilityto climate.

Due to the temporary nature of theconstruction works it is anticipated that thescheme’s effect on climate fromgreenhouse gas contributions would alsonot be significant during construction.

OperationMitigation would include appropriatedesign of the road to ensure low carbonmaterials are used which would reducegreenhouse gas contributions because ofthe scheme, including climate resilientfeatures of design. The scheme designalso includes allowances for the effects ofclimate change in terms of drainage andgrass features to increase resilience toflooding, and the use of structures toreduce the risk of failure caused byincreases in temperature.

During operation, there is the potential forthe road and surrounding area to beadversely affected by changes in climatehowever, these are not likely to besignificant.

During operation, there would be noimpact on the road and associatedinfrastructure or emissions during theroads life therefore effects on climate arealso not anticipated to be significant.

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Combined andcumulative effectsCombined and Cumulative effects look atboth the total combination of allenvironmental topics assessed, as well asthe cumulation of effects from nearbydevelopments. These are assessedseparately and discussed below.

Combined effectsMethod of assessmentThe assessment methodology forcombined effects involves theidentification of interactions betweenenvironmental topics, to better understandthe overall environmental effect of theproposed scheme.

ConstructionThe proposed scheme would have anoverall significant adverse combined effectduring construction. This is due to thesignificant adverse effects anticipated oncultural heritage and landscape, thecombined significant adverse effects ongeology and soils, and the not significantadverse combined effects on the otherenvironmental topics.

The combined significant adverse impacton cultural heritage and landscape wouldbe temporary in nature. Therefore,mitigation included under the culturalheritage and landscape topic isconsidered and no additional mitigation isneeded.

OperationThe proposed scheme would have anoverall adverse but not significantcombined effect during operation. This isdue to the combination of adverse effectson cultural heritage, geology and soils,landscape, material resources, andbiodiversity, neutral effects oncommunities, human health and climate,and the beneficial effects on vehicletravellers.

CumulativeMethod of assessmentWhen proposed developments have anoverlapping zone of influence forenvironmental effects there is the potentialfor a cumulation of impacts. Forcumulative effects, changes likely to becaused by other developments togetherwith the proposed scheme are identified.Two other developments were identifiedwithin the vicinity of the scheme (twokilometres) as having the potential tocoincide with the construction andoperational phases of the proposedscheme. The developments are HaynesPublishing development and a proposedSolar Farm in Queen Camel.

ConstructionWe have looked at the cumulative effect ofthe two developments (Haynes Publishingproposed development in Sparkford and aproposed Solar Farm in Queen Camel)alongside the proposed scheme to see ifthere will be any significant cumulativeeffect during construction. Theassessment has concluded that therewould not be any significant adverseeffects.

OperationDuring operation the two developments(Haynes Publishing proposeddevelopment in Sparkford and a proposedSolar Farm in Queen Camel) have beenassessed in conjunction with the proposedscheme to identify if the impacts will besignificant when taken together. Duringoperation, cumulative effects for theproposed scheme would not be significant.

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Road Drainage and WaterEnvironmentThe EIA Scoping Report concluded thatthere would be no significant effects onthe drainage and the water environmentand therefore this topic was scoped out ofthe Environmental Statement. However,water and road drainage were assessedthrough the Highways Agency Water RiskAssessment Tool, a Water FrameworkDirective screening and scopingassessment, a Flood Risk Assessmentand a Drainage Strategy Report. With the

supporting evidence provided in theseassessments, it was concluded that thereare unlikely to be any significant effects onroad drainage and the water environmentbecause of the scheme.

Conventional drainage systems to reducepollution have been incorporated as partof the drainage design for the scheme.This includes a multi-stage treatmentprocess, including filtration drains, pondsand manually operated sluices to reducewater pollution from road runoff. The floodrisk assessment has been completedalongside the drainage design to ensurethat potential risks of changes to floodingare understood and then avoided throughthe drainage design.

Construction activities would be managedby best practice construction measures tobe included within the full ConstructionEnvironmental Management Plan for thescheme in accordance with best practicein relation to pollution prevention andwater management is set out inConstruction Industry ResearchInformation Association’s (CIRIA)‘Environmental good practice on site’,CIRIA’s ‘Control of water pollution fromlinear construction projects; TechnicalGuidance’ and the Environment Agency’s‘Protect groundwater and preventgroundwater pollution’.

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What happens next?

The Environmental Statement and supporting documents can be viewed online athttps://infrastructure.planninginspectorate.gov.uk/projects/south-west/a303-sparkford-to-ilchester-dualling/?ipcsection=docs. Printed hard copies will be available to view at:

· Haynes International Motor Museum, Sparkford, Yeovil, BA33 7LH.· Yeovil Library, King George Street, Yeovil BA20 1PY.

We have submitted the Environmental Statement to the Planning Inspectorate as part of ourapplication for a Development Consent Order (DCO). The Planning Inspectorate has beenappointed by the Secretary of State to examine the application. Granting of the order wouldgive us the legal power to proceed with the scheme.

At the time of publication of this Non-Technical Summary in February 2019, whichsupersedes the previously published Non-Technical Summary, published in July 2018, theDCO examination has entered week 9. The Examining Authority has a duty to complete theexamination of the application by the end of a period of six months, beginning with the dayafter the close of the Preliminary Meeting. The Preliminary Meeting was held on 12December 2018.

The examination of the application primarily takes the form of consideration of writtensubmissions. The Examining Authority will also consider any oral representations made atany hearings. Registered interested parties can send written comments to the PlanningInspectorate and can ask to speak at public hearings.

On completion of the examination after six months, the Examining Authority will then have 3months to consider its recommendation. This recommendation and a supporting report willthen be passed to the Secretary of State for Transport, who will have 3 months to decidewhether to grant a Development Consent Order.

Finally, when the Secretary of State’s decision is published, there will be a 6-week HighCourt challenge period. If there are no High Court challenges, the decision will be final.

Registered office Bridge House, 1 Walnut Tree Close, Guildford GU1 4LZ Highways England Company