Environmental Statement Volume 1 - Dorsetforyou.com

Weymouth Relief RoadEnvironmental StatementVolume 1

Weymouth Relief RoadEnvironmental StatementVolume 1September 2005

No ChapterPageNo1 INTRODUCTION 1Overview 1The Planning Application 1The Scope of the Environmental Statement 1Availability and Format of Environment Statement 1Consultation on the Environment Statement 22 BACKGROUND AND NEED FOR THE SCHEME 3Introduction 3The Planning Context 3The Area 4Socio-Economic Characteristics 4Other Development in the Area 5Existing Road Network 5Existing Traffic Flows 5Existing Traffic Conditions 6Community Environment 7Public Transport Limitations 7Future Demands 8Development of a Strategy 8Management Plan – Dorset AONB 9Weymouth & Portland Integrated Transport Strategy 9TheSchemeinOutline 10Scheme Objectives 10How the Scheme meets the Objectives 11Consultations 11Summary 133 ALTERNATIVES CONSIDERED 15History of the Scheme 15Review of Alternatives Schemes Considered:- 15Revised Government Policies and Integrated Transport 17StrategiesChange from Brown Route to Orange Route 2003 18The Orange Route 2003 20Non Road-building Options 2000 and 2003 20The Ridgeway Options 21Alternative Sites for Park and Ride Facility 21Options for the Improvement of Littlemoor Road 214 SCHEME DESCRIPTION 23Description of the Scheme 23Description of the Relief Road 23Scheme Plans, Longitudinal Section, Cross Sections,Littlemoor Corridor Details and Photo MontagesFigures 4.1 to 4.2624to49New Footways Cycleways and Bridleways 51Park and Ride Facility 51The Construction Process 51Traffic Calming of Bypassed Roads 53Mitigation Measures included in the Scheme 53Environmental Mitigation Area 54Other Aspects Considered in the Design of the54SchemeHighway/Public Transport Model and Predicted Annual 54Average Daily Traffic FlowsCost Benefit Analysis 56Contents5METHODOLOGY FOR THE ENVIRONMENTAL 57STATEMENTEnvironmental Impact Assessment Process 57Environmental Management 59Methodology for the EIA 606 LAND USE 61Introduction 61Methodology 61Baseline Conditions 62Mitigation Strategy 63Impact Assessment 63Summary 647 CULTURAL HERITAGE 65Introduction 65Methodology 65Baseline Conditions 66Mitigation Strategy 68Impact Assessment 69Summary 718 LANDSCAPE AND VISUAL EFFECTS 72Introduction 72Methodology 72Baseline Conditions 73Mitigation Strategy / Description of Scheme Proposals 75Assessment of Permanent Effects 76Assessment of Temporary Effects 80Summary 819 ECOLOGY AND NATURE CONSERVATION 90Introduction 90Methodology 90Baseline Conditions 93Mitigation 100Impact Assessment 102Ecological Mitigation Strategy 105Summary 10710 GEOLOGY AND SOILS 109Geology and Soils : 109Introduction 109Methodology 109Baseline Conditions 109Mitigation Strategy 110Impact Assessment 110Contaminated Land : 111Introduction 111Methodology 111Baseline Conditions 111Mitigation Strategy 111Impact Assessment 112Summary 11211WATER QUALITY, DRAINAGE AND113HYDROGEOLOGYIntroduction 113Methodology 113Baseline Conditions 113Mitigation Strategy 116Impact Assessment 117ContentsSummary 11812 NOISE AND VIBRATION 119Introduction 119Methodology 119Baseline Conditions 120Mitigation Strategy 121Impact Assessment – Road Traffic Noise 122Impact Assessment – Vibration from Road Traffic 128Impact Assessment – Construction Noise 128Impact Assessment – Vibration from Construction 128OperationsSummary 12813 AIR QUALITY 131Introduction 131Methodology 131Baseline Conditions 132Mitigation Strategy 132Impact Assessment 132Summary 13314PEDESTRIANS, CYCLISTS, EQUESTRIANS 134AND COMMUNITY EFFECTSIntroduction 134Methodology 134Baseline Conditions 134Mitigation Strategy 135Impact Assessment 136Summary 13915 VEHICLE TRAVELLERS 140Introduction 140Methodology 140Baseline Conditions 140Mitigation Strategy 141Impact Assessment 141Summary 14216 DISRUPTION DUE TO CONSTRUCTION 143Introduction 143Methodology 143Baseline Conditions 143Mitigation Strategy 143Impact Assessment 145Summary 14817 POLICIES AND PLANS 150Introduction 150Methodology 150Current Status of, and Policies from, Regional, County 150and Local PlansAssessment of Scheme in Relation to Plans 155Summary 15718 SUSTAINABILITY ASSESSMENT 158Introduction 158Legislation and Planning Policy Context 158Sustainability Assessment 158Summary 162GLOSSARY 164Weymouth Relief Road - Environmental Statementi

ContentsSCHEDULE OF FIGURESFigureNo.Title1.1The Weymouth and Dorchester area and the ExistingHighway Network2.1 Annual Average Daily Traffic Flows 20042.2 Topography of the Area2.3 The Scheme and Main Constraints in the Area3.1 Routes 1, 2 and 33.2 The Purple, Orange and Brown Routes3.3 The Ridgeway Options3.4The Weymouth, Portland and Chickerell IntegratedTransport Strategy4.1 -- 4.8 Scheme Plans sheets 1 to 84.9 Longitudinal Section4.10 - 4.19 Cross Sections sheets 1 to 104.20 Littlemoor Corridor Details4.21 - 4.26 Photo Montages sheets 1 to 64.27 Proposed Footway/Cycleway Extension to Dorchester4.28 Speed Limits and Street Lighting Details4.29 Network of Existing/Proposed Footways and Bridleways4.30 Traffic Calming Measures4.31 Predicted Traffic Flows 2010 and 20256.1 Agricultural Land Gradings6.2 Agricultural Holdings7.1 Cultural Heritage – Southern Section7.2 Cultural Heritage – Northern Section8.1 Landscape and Townscape Character Areas8.2 – 8.7 Photographs 1 to 188.8 – 8.9 Photographic Viewpoints9.1 Existing Vegetation – South9.2 Existing Vegetation -- North9.3 Two Mile Coppice9.4 Hedgerows9.5 Birds9.6 Badgers9.7 Reptiles9.8 Ecological Mitigation Area10.1 Geology of the Area11.1 Catchment Areas11.2 Lodmoor Drainage11.3 Drainage Strategy12.1 Predicted Noise Changes –Southern part of Scheme12.2 Predicted Noise Changes –Northern part of Scheme12.3 Properties with Beneficial Effect Dorchester Road12.4Traffic Noise Contours Greenway Road/Close 2025 withScheme12.5 Properties with Large Adverse Noise Effects Littlemoor12.6 Traffic Noise Contours Littlemoor Area with Scheme12.7Properties with Large Adverse Noise Effects Icen Lane toChapel LaneLIST OF TABLESTableNo.Title2.1 Key Planning Policies relating to the Scheme4.1 Existing Accident Data 2000-044.2 Accident Savings with Scheme - Low Growth4.3 Accident Savings with Scheme - High Growth4.4 Cost Benefit Analysis6.1Criteria for Assessing the Significance of Effect onAgricultural Land6.2Criteria for Assessing the Significance of Effect on FarmViability6.3 Quality of Agricultural Land Affected6.4 Temporary Effects on Agricultural Land by Grade7.1 Importance of Cultural Heritage Features7.2System for deriving Significance of Effect on CulturalHeritage7.3 Proposed Mitigation Strategy7.4 Summary of Impacts on the Archaeological Resource8.1 Landscape Quality and Capacity8.2 Townscape Quality and Capacity8.3Summary of Effects on Landscape and TownscapeCharacter Areas8.4 Summary of Visual Impacts on Residential Properties9.1Assessment of the Importance/Value of EcologicalResources9.2Determination of Magnitude of Impact of the MitigatedScheme9.3Determination of Significance of Effect of the MitigatedScheme9.4 Summary of Ecological Losses and Gains9.5 Details of Proposed Ecological Mitigation Measures9.6 Summary of Permanent Effects12.1Adverse and Beneficial Noise Effects at Dwellings –Scheme 2025 compared with Base Year 200112.2Adverse and Beneficial Noise Effects at Dwellings –Without Scheme 2025 compared with Base Year 200112.3Number of Dwellings with Noise Levels exceeding60dB(A) and 68dB(A)12.4Number of Properties where a Change in NoiseNuisance is Expected12.5Comparison of Total Numbers of Properties affected byChanges in Vibration Nuisance14.1Impact of the Scheme on Existing Rights of Way andOther Paths14.2New Rights of Way and Other Paths provided as part ofthe Scheme17.1Other relevant Policies in the Bournemouth, Dorset andPoole Structure Plan (2001)17.2Other relevant Policies in the Replacement StructurePlan Deposit Plan (July 2004)Other relevant Policies in the Dorset Minerals and Waste17.3 Local Plan - Adopted Plan April 199917.417.517.617.718.1Other relevant Policies in Bournemouth, Dorset andPoole Waste First Deposit Plan 2003/2004Other relevant Policies in the Weymouth and PortlandLocal Plan Review Revised Deposit 2003Other relevant Policies in the West Dorset District LocalPlan, Adopted PlanOther relevant Policies in the West Dorset District LocalPlan, Revised Deposit March 2004Sustainability Assessment of the Weymouth Relief RoadSchemeMore detailed assessment reports are available in Volume 2of this Environmental Statement as follows:-VOLUME 2 (bound as two documents 2A and 2B)ChapterTitleNo.6 Land Use7 Cultural Heritage8 Landscape and Visual Effects9 Ecology and Nature Conservation10 Geology and Soils11 Water Quality, Drainage and Hydrogeology12 Noise and Vibration13 Air Quality14Pedestrians, Cyclists, Equestrians andCommunity Effects15 Vehicle Travellers16 Disruption due to Construction17 Policies and Plans18 Environmental Impact TablesWeymouth Relief Road - Environmental Statementii

Chapter One - IntroductionChapter OneIntroductionOverview1.1 The need to provide improved road access to Weymouthhas been recognised for a number of years and a variety of routesfor a new road has been suggested. In the mid-1980's, a new roadcalled the A354 Weymouth Way was constructed from MountPleasant (Manor Roundabout) towards the western side ofWeymouth Town Centre. This runs along the western side ofRadipole Lake and took some traffic away from the town centre. Anew road from the northern end of this scheme through toRidgeway was sought and in 1991 three options were put forwardfor public consultation and subsequently two of these, the Brownand Orange Routes, were investigated in more detail.1.2 After due consideration, a new dual carriageway on theBrown Route was chosen and planning approval was granted in1994. Following a Public Inquiry in 1996, the associated sideroads and Compulsory Purchase Orders were confirmed. Howeverin 1998, a government White Paper 'A New Deal For Transport' 1was issued which required that local authorities produce LocalTransport Plans (LTP's) and consider road schemes as part of anintegrated transport strategy. Hence government funding for thescheme was not forthcoming and the planning permission lapsed.1.3 Following the principles of sustainable development, asingle carriageway scheme on the Brown Route alignment wasincluded in the July 2000 Local Transport Plan 2 as part of theWeymouth, Portland and Chickerell Integrated Transport Strategy.This Strategy was provisionally accepted by central government,subject to certain conditions.1.4 In January 2003, following a range of environmentalstudies, the County Council adopted a single carriageway OrangeRoute as their preferred route in preference to the Brown Route. InJuly 2003, the Third Annual Progress Report of the Dorset LTP 3included a new technical appraisal of the Relief Road, in view ofthe change of alignment and the increased costs of the scheme. InDecember 2003 and 2004, the government provisionally acceptedthe scheme on the revised alignment subject to the satisfactorycompletion of statutory procedures including planning permission.The Planning Application1.5 A planning application has now been submitted for a singlecarriageway Orange Route Relief Road, a Park and Ride facility,new footpaths, cycleways and bridleways and a natureconservation area created to mitigate for ecological impacts of theScheme. In this document, all these components will be referred toas 'the Scheme'.1.6 A project of this size and type falls under Schedule 2 of theTown and Country Planning (Environmental Impact Assessment)(England and Wales) Regulations 1999, which require thatproponents identify and assess the potential adverseenvironmental effects associated with a development and devisemitigation proposals for minimising these effects. The Regulationsrequire that an Environmental Statement (ES) be produced toaccompany a planning application.The Scope of the Environmental Impact Assessment1.7 The Environmental Statement must report on the likelyenvironmental impacts of the proposal and outline the mainalternatives considered by the applicant with an indication of thereasons for the choices made, taking into account theenvironmental impacts.1.8 In accordance with Schedule 2 of the Regulations ascoping opinion was sought from the planning authority (DorsetCounty Council) to identify the proposed issues to be addressed inthe Environmental Impact Assessment and preliminarydiscussions took place on these issues with statutory and nonstatutoryconsultees.1.9 The topics to be studied and the scope of the assessmentwork to be undertaken was agreed and topics were categorisedunder the following headings :-Land UseCultural HeritageLandscape and Visual EffectsEcology and Nature ConservationGeology and SoilsWater Quality, Drainage and HydrologyNoise and VibrationAir QualityPedestrians, Cyclists, Equestrians and Community EffectsVehicle TravellersDisruption due to ConstructionPolicies and PlansEnvironmental Impact Summary Tables (summarising themain impacts)Availability and Format of the Environmental Statement1.10 The Environmental Statement is compiled into two separatevolumes and a Non-Technical Summary.1.11 Volume 1 brings together all the relevant information aboutthe Scheme. It looks at the objectives and history of the project;provides the background to previous decisions, and describes themain environmental impacts of the Scheme. These effects havebeen described under the headings of the topics identified above.1.12 Volume 2 comprises a series of detailed assessments ofthe environmental effects of the Scheme under each topicheading.Weymouth Relief Road - Environmental Statement 1

Chapter One - Introduction1.13 The Non-Technical Summary is a freestanding document inbooklet form which briefly summarises the main findings andissues to emerge from the Environmental Assessment in nontechnicallanguage.3Dorset County Council, The Local Transport Plan - AnnualProgress Reports, July 2003.1.14 Copies of the following Environmental Statementdocuments may be obtained:Non-Technical SummaryFreeEnvironmental Statement – Volume 1£50.00 + VATEnvironmental Statement – Volume 2£150.00+ VATArrangements can be made for versions for the visually impairedby contacting the person below.1.15 To obtain any of these documents please contact:-Mr M. D. PilesEnvironmental Services Dept.,County Hall, Dorchester. DT1 1XJ1.16 Certain formats of the ES information will be madeavailable on the internet.Consultation on the ES1.17 The main purpose of the consultation process carried outprior to the preparation of the Environmental Statement was toensure that all significant environmental issues are identified andconsidered.1.18 Those bodies consulted by the planning authority were theEnvironment Agency, English Nature, the Countryside Agency,Defra, the Royal Society for the Protection of Birds, the DorsetWildlife Trust, the Woodland Trust, the Dorset County Ecologistand Archaeologist, Weymouth and Portland Borough Council,West Dorset District Council, Rights of Way groups and somestatutory undertakers.1.19 In addition, an exhibition has been held at variouslocations, in advance of the submission of the planningapplication, to inform the general public about the Scheme.REFERENCES:-1Dorset County Council, The Local Transport Plan, July 2000Figure 1.1 The Weymouth and Portland area and the Existing Highway Network(DC2372/349/1/Orig)Weymouth Relief Road - Environmental Statement 2

Chapter Two - Background and Need for the SchemeChapter TwoBackground and Needfor the SchemeIntroduction2.1 The Scheme is a key part of a transport strategy that hasbeen brought forward, after considerable debate, as the onlyreasonable way of providing Weymouth with proper accessibility.2.2 Public transport by both road and rail suffers severecapacity restrictions. Road transport suffers because of theexisting road gradient, alignment and roadside development andthe railway suffers because of track, signalling and power supplydeficiencies. Improving public transport, without providing the newroad as part of an integrated transport strategy, would be difficult,costly and less effective.2.3 A road by itself has been promoted previously, but the needto promote sustainable transport is now a key strategy. As a resultthe road proposals have been down-sized from dual to singlecarriageway and integrated transport measures introduced. Indesigning the alignment of the road, particular care has beentaken to minimise the impact on the sensitive environment throughwhich it would pass.The Planning Context2.4 The planning context of the Scheme is dealt with in Chapter17 Policies and Plans, and extensively in Volume 2, and so it isnot proposed to detail planning policy statements here. Theprinciple of a scheme for the Weymouth Relief Road has beenestablished in the Bournemouth, Dorset and Poole Structure Plan 1and it is consistent with The Regional Planning Guidance for theSouth West (RPG10) 2 . It is also consistent with the emergingstrategic spatial and economic strategy for Dorset, which seesdevelopment and investment focussed on the Weymouth toDorchester corridor and Dorset’s market towns.2.5 The Revised Deposit Weymouth and Portland and WestDorset Local Plans 3 both reserve the land required for theScheme. They give effect to those policies and objectives in theStructure Plan and Regional Planning Guidance that relate to theimplementation of this Scheme. The Table below summarises thekey documents:-Key Planning PolicyPlanning forSustainableDevelopment (1998,DETR) 4Planning PolicyGuidance Note 13 --TransportRegional PlanningGuidance for theSouth West (RPG10)-- Sept 2001.(Due to be replacedby a new RegionalSpatial Strategycovering the period2006-2026 5 ).Bournemouth Dorsetand Poole StructurePlan – 2000.(The ReplacementStructure PlanDeposit Plan 6 waspublished in July2004, but will beovertaken by the newRegional SpatialStrategy.)How it relates to the Weymouth ReliefRoad SchemeAdvice on how to realise the potential ofexisting urban areas by enhancing theaccessibility of town centres by the useof public transport, by cycling or bywalking.Involves the relationship between landuse and transport policy andrecommends the use of moresustainable transport solutions e.g.making provision for pedestrians, cyclistsand public transport users.Proposes that planning and infrastructureinvestment be based on spreading thebenefits of economic growth to the moredisadvantaged parts of the sub-region, inparticular Weymouth and Portland. Thiswould be done by co-ordinatingeconomic promotion, environmentalimprovements and transport and otherinfrastructure improvements toencourage regeneration. Improvingaccess to Weymouth is recognised as animportant objective.The development of the transport systemintheareawillbeprogressedasanintegrated strategy for the safe andefficient movement of people and goods.The Plan includes a policy to implementmajor improvements to the strategichighway network with the first priorityscheme being the 'A354 Ridgeway toMount Pleasant, Weymouth,incorporating Preston Link'.Table 2.1 Key Planning Policies relating to the SchemeKey Planning PolicyA New Deal forTransport WhitePaper (July 1998)How it relates to the Weymouth ReliefRoad SchemeObjectives include creating a better moreintegrated transport system to tackle theproblems of congestion. It recognisesthat the car will remain important to themobility of many people but encouragesbetter public transport and the greateruse of other modes of travel such ascycling and walking. The Schemeincorporates these objectives.Weymouth andPortland Local Plan –Revised Deposit May2003 and InquiryChanges Oct 2003,Jan 2004 and Feb2005.West Dorset LocalPlan – RevisedDeposit March 2004Land is reserved for the construction ofthe Weymouth Relief Road, a cycleway,a park and ride site and an area tomitigate for nature conservation impacts.Development that would prejudice thesewould not be permitted.The land required for this Scheme will beprotected from development that wouldprejudice its implementation.Weymouth Relief Road – Environmental Statement 3

Chapter Two - Background and Need for the Scheme2.6 Transport strategy at the regional level is currently underreview as part of the development of the Regional SpatialStrategy. Regional Transport Strategy (RTS) forms part of theRegional Planning Guidance (RPG10), but has subsequently beendeveloped and updated in the Regional Assembly’s document“Developing the Regional Transport Strategy” (DRTS) 7 .The Area2.7 The need for a Weymouth Relief Road has been debatedfor many years. As the area has developed it has outgrown its oldhighway network which is inadequate for the demands of modernDorset. Ribbon development has occurred along these existingroads, which has created conflict between residential communitiesand road users. This has caused congestion to escalate andaccidents to increase with the prospect that conditions will onlyworsen in the future.2.8 Modern day Weymouth has now become part of a muchwider travel to work area. Although the community focuses on thetwo main towns of Dorchester and Weymouth, it includes Portland,Chickerell and the surrounding hinterland from Wool andBovington in the east to Maiden Newton and Abbotsbury in thewest. The area represents Dorset’s most concentrated urban area(excluding the unitary authorities of Poole and Bournemouth) witha working population in excess of 45,000 functioning as a singlecommunity. This population is very much increased by tourismthroughout the year and virtually doubles during the summermonths.2.9 Weymouth (including Portland and Chickerell), representsthe largest residential and employment area in Dorset, with aresident population of 120,000. In addition to having a diverserange of primary and manufacturing industry, it is a longestablished coastal holiday destination attracting over one and ahalf million visitors a year. The main attraction is its seasidelocation with outstandingly beautiful countryside. Visitors areattracted throughout the year by its environment and it is fastbecoming the nation’s premier water sports location. Weymouth’scoastal location is used commercially, as well as for leisurepursuits. The harbour is a ferry port serving the Channel Islandsand Western France and has fishing and coastal shippingwharves.2.10 Portland is renowned for its stone quarries and historicnaval association and has the second largest enclosed naturalharbour in Britain. Its waters are used for a variety of sports andare recognised by the Royal Yachting Association as having thebest sailing waters in the UK. Many major water-borne eventshave been held in the past, including the tall ships race. Therecent announcement of the success of the Olympic bid for 2012will have a significant impact upon Dorset’s transport network, asthe area has been chosen to host all the sailing events for theGames. This enhanced status will attract visitors and other eventsprior to the Olympics and will continue to attract them beyond2012.2.11 With its deep water berths, direct deep sea access and fuelstorage and refuelling facilities, Portland harbour has the potentialto become a major ‘gateway’ port for the UK, capable of handlinga range of shipping and cruise liners.2.12 A feature of Weymouth is the diversity of functions to befound in and close to the town centre. As well as shopping andoffice functions, the main beach attracts a large number of visitors.In addition, there are major tourists facilities immediately north ofthe town centre at Lodmoor and in the old town adjacent to theharbour. There are many hotels and guest houses in the centralarea and also a large residential population.Socio-Economic Characteristics2.13 During 2002, the County Council commissioned aneconomic impact study. The consultants studied the Dorchesterand Weymouth travel to work area, which comprised a large partof West Dorset District, the entire Weymouth and PortlandBorough and small parts or Purbeck and North Dorset Districts.This was identified as the most appropriate geographical area fortheir study as it incorporated the area most likely to be affected byany proposals on the Weymouth highway network.2.14 The report confirms that the majority of Dorset’s populationlives on or near the coast. Traditional rural industries such asfarming, which extend along the Weymouth coast and the Isle ofPortland, are now less important economically than the publicadministration, retail and tourism sectors. Portland was untilrecently the site of alarge Royal NavalAir Station andhelicopter basewhich closed withthe loss of some3,000 jobs, bothdirectly andindirectly. The sitehas since beenmade available fordevelopment andseveral firms havelocated there.The ‘New Look’ factory and offices in Mercery Road2.15 The consultants report that the area’s economy hasrecovered since the closure of the Naval Base and employment isnow growing at a stable rate. This was achieved with growth atGranby Industrial Estate in Chickerell, on the western edge ofWeymouth, which consists primarily of light industrial andengineering, including “high tech” industries created fromtraditional defence research in the area. North of Weymouth towncentre, at Mount Pleasant Business Park, a large employment sitewas developed, comprising the headquarters and distributioncentre of a national retail company (New Look), although followingreorganisation the company is currently relocating the distributionoperation away from Dorset.2.16 The study area has a population that includes adisproportionately high number of people who have reachedpensionable age (21.7%). It also has a below national averageproportion of 15 to 29 year olds, (29%), compared to the rest ofthe UK (35%). This is the most active age group and the relativelack of younger people may limit the growth potential of the localeconomy, in terms of output capacity.2.17 Employment in the study area dropped sharply in 1998, (by2,059 jobs), explained mostly by changes in the publicadministration and defence sector, reflecting closure of the NavalBase. Since then employment has recovered to almost the 1997level, partly due to a recruitment drive in the health services. Theatomic energy establishment at Winfrith is also within theeconomic study area and may have contributed to the recoveryfollowing its decommissioning as a nuclear research facility andthe creation of the Winfrith Technology Centre.2.18 Current employment is mainly concentrated in the publicsector, with about 18,300 jobs. Of these 8,500 are recorded asemployment in the public administration and defence sectors. Inreality there is little remaining employment in defence within thestudy area, except for the Royal Armoured Corps camp atBovington. Two hospitals and many schools account for thesignificant level of public sector employment. This concentration ofactivity indicates a vulnerability to change with 41% of individualsemployed by 89 establishments in the same sector.2.19 A further large employment sector covers distribution,hotels and restaurants, reflecting the importance of leisure andtourism in the area, although the jobs are relatively low skilled andlow paid. Nearly half of this sector comprises employment relatedto retail, some 5,500 employees, including 870 employed in theNew Look logistics centre.2.20 A 2002 study by the Learning and Skills Council ofBournemouth, Dorset and Poole indicated that the rate of skillsgap and skills shortages reported by employers is higher than thenational average. The report particularly highlights a shortage invocational rather than general qualifications and an increasingrequirement for such qualifications.2.21 Gross Domestic Product per capita in Dorset was £10,016,80% of the national average in 1998 (£12,548). This was alsobelow the regional average at £11,447. The average weeklyearnings levels in Dorchester and Weymouth are only 81% of thenational average and were well below the average within Dorsetuntil 2001. Earnings growth over the period of 1999-2001 was9.7% across the UK, compared to only 4.8% in Dorchester andWeymouth, indicating a widening of the earnings gap. HouseWeymouth Relief Road – Environmental Statement 4

Chapter Two - Background and Need for the Schemeprices in Dorset are relatively high, at 133% of the nationalaverage which means that many people are unable to keep pacewith the housing market.2.22 According to the year 2000 index of multiple deprivation,which calculates the level of deprivation based on income,employment, health, education, housing and access to services,and child poverty indicators, Weymouth and Portland district wasranked 129 th in the list of most deprived, out of 354 localauthorities. More specifically within the local Dorchester andWeymouth study area there are pockets of serious deprivation,particularly within the inner urban parts of Weymouth at MelcombeRegis and Westham East. These rank within the top 10% and 20%respectively of the most deprived wards in England. Some 30% ofthe wards in the study area ranked in the top 10% of deprivedareas in terms of access to services, an indicator which mostlyaffects remote rural areas. In addition, with twice the nationalaverage of one parent families there are relatively high levels ofchild poverty and poor access to affordable childcare facilities andhousing.2.23 The consultants concluded that the local economy is fragileand could be vulnerable to sector recession in tourism andmanufacturing. Whilst there was no lasting local recessionfollowing the Naval Base closure, this was partly due to growth inpublic administration and the health services, together with thetimely major expansion of New Look. There are fears that thelocal economy might not recover as easily in the future.Other Development in the AreaExisting development2.24 There has been no large scale development in the vicinityof the Relief Road in the last five years.Possible Future Development2.25 The Weymouth and Portland and West Dorset Local Plansset out where future development is proposed within their areas.These Plans have recently been reviewed and there are no newlarge developments shown, in the vicinity of the Relief Road.There are however, still areas of employment land on the MountPleasant Business Park that are indicated in the Local Plan andhave yet to be developed.2.26 As the southern part of the Relief Road generally follows anexisting development boundary, the railway line, there would belittle scope for any future infilling development after itsconstruction. The northern part of the road, although adjacent todevelopment in northern Weymouth (Upwey), is not within theWeymouth and Portland area. The land it passes through is withinWest Dorset and is designated as Area of Outstanding NaturalBeauty (AONB). This status, together with the Relief Road designwhich limits access, is likely to afford it protection against futureinfill development.Existing Road Network2.27 The Existing Road Network is shown on Figure 1.1. TheBorough of Weymouth and Portland is mainly served by just twomain roads, the A354 and the A353.2.28 The A354 is both a County and a National Primary Routeand provides a link between the Borough and the A31/A35Folkestone to Honiton Trunk Road bypassing Dorchester. ThePrimary Route Network comprises trunk roads and certainprincipal roads that form the main strategic network for routingessential journeys, particularly those made by heavy goodsvehicles. In Dorset the A31/A35 trunk road is part of the main eastwestspine of this network and the A354/A37 provides a northsouthroute via Dorchester and Yeovil to the M5 Motorway. TheA353 is a county principal road.The A3542.29 The A354 from Dorchester enters Weymouth from the northas a single carriageway road passing through the settlements ofUpwey, Broadwey and Redlands. A new link, which wasconstructed in 1987 to relieve the southern section of DorchesterRoad, runs from Manor Roundabout at Redlands towards theTown Centre. It crosses the River Wey and follows the westernshore of Radipole Lake. Access to the Town Centre, on the eastside of the Lake, is via Swannery bridge. The A354 continuessouthwards through the town via the built-up areas of Rodwell,Southlands and Wyke Regis, before crossing The Fleet andproviding the only road access to Portland.The A3532.30 The A353 is a single carriageway road coming from theeast through Osmington, Preston and along the seafront road toWeymouth Town Centre. It carries a significant proportion of trafficfrom outside the local area, 60 to 70% in May 2001, and thispercentage would be even higher during the holiday season.Some 5% of the traffic on Preston Road had its origin ordestination outside the County in May 2001.Littlemoor Road2.31 Littlemoor Road links the A353 at Chalbury Roundabout,Preston with the A354 Dorchester Road at Broadwey. It serves theexpanding Littlemoor and Preston housing areas adjacent to theroad and also provides access to schools, a garden centre and alocal shopping centre. It is a useful local link road that allows trafficto avoid using the A353 through Weymouth Town Centre.Existing Traffic Flows2.32 The annual average daily traffic flow in 2004 on the A354Dorchester Road in Redlands, north of Manor Roundabout was25,100 vehicles per day (vpd). Heavy goods vehicles accountedfor approximately 4% of this flow.2.33 On the A353 Preston Road in Overcombe, the annualaverage daily traffic flow in 2004 was 15,700 vpd.2.34 Littlemoor Road is an important east-west link between theA354 Dorchester Road in Broadwey and the A353 ChalburyRoundabout in Preston with annual average daily traffic flow in2004 of 10,100 vpd. Other flows in the Weymouth area are shownon Figure 2.1.Figure 2.1 Annual Average Daily Traffic Flows in 2004Weymouth Relief Road – Environmental Statement 5

Chapter Two - Background and Need for the SchemeExisting Traffic ConditionsIntroduction2.35 Conditions generally on the existing A354 and A353 havebeen poor for many years. Queues up to 5km long are nowcommon on the A354 and journey times are very unreliable.South-bound traffic often queues back to the Broadmayne Roadon The Ridgeway from where it moves very slowly through Upwey,Broadwey and Redlands to Manor Roundabout. Traffic also backsup along the A353 from Weymouth Town Centre through Greenhilland along the Preston Beach Road to Overcombe. The need torelieve these roads was recognised over 20 years ago with theinclusion of a scheme in the Dorset Structure Plan. The conditionson these roads are described in more detail below.2.36 Traffic congestion over the area has led to unreliablejourney times, accidents, poor local environment and air quality,and increased cost for business, which is a disincentive to inwardinvestment and tourism.The A354 from Manor Roundabout to Ridgeway2.37 The section of A354 from Manor Roundabout to Upweyruns for 3.5km through mainly residential areas with fourpedestrian pelican crossings, frontage access to numerousindividual properties and frequent junctions. The major junction atLittlemoor Road has traffic signals, is particularly busy and on keypublic transport routes. The large number of conflicting turningmovements adds to the delays and congestion. A sports centre,filling station and two schools have direct access from the A354and there is another school in the near locality. In addition, furthernorth, there are shops, a post office, public houses and otherbusiness premises fronting the road.2.38 From Upweythe road runs forapproximately 2.5kmnorthwards overRidgeway Hill. Thislength is in opencountryside andincludes side roadjunctions, a railwayoverbridge with substandardheadroom, agradient of 7%, ahairpin bend, a crawlerlane and a blindsummit. FarmSouthbound traffic queuing on Ridgeway, 6kmfrom Weymouth town centreaccesses and bridleway/footpath crossings add to the unsuitabilityof the road as the main access to Weymouth and Portland.2.39 The width of the A354 varies. It is 8m wide near ManorRoundabout, increasing to a maximum of 13m through Redlands,before narrowing to between 6m and 10m through Broadwey andUpwey, both of which contain Conservation Areas with many listedbuildings.2.40 Traffic congestion is common throughout the year,especially at peak times of the day and during the summermonths. This is caused, not just by the number of vehicles, butalso by the large percentage of turning movements, the frontageaccess to residential and commercial properties, and by thenumber of pedestrian and cycle movements along and across theroad. Future traffic growth will result in a deterioration in theseconditions and further affect public transport.2.41 When the southbound queues reach back over the brow atRidgeway, a noticeable number of vehicles turn off intoBroadmayne Road and use Coombe Valley Road to accessWeymouth via Preston. There are other south-bound 'rat-runs' toavoid Upwey and Broadwey, where drivers turn off and use thenarrow lanes and villages to the west of the A354, to return toDorchester Road further south and hence jump ahead in thequeue by forcing their way back into the slow moving traffic andcausing further delays. Some traffic from Dorchester and placesfurther away, often use other less suitable roads, throughPortesham in the west or Broadmayne in the east, to avoid delaysin getting to and from Weymouth.2.42 There are real dangers to traffic when the southboundqueues are stationary just over the brow at Ridgeway particularlyfor strangers to the area. Although there are warning signs ofpossible queuing, a vehicle travelling at speed over the brow cansuddenly be confronted with a stationary queue. There is no vergeat this point and so the possibilities for evasive action are limited.2.43 Northbound traffic on Dorchester Road is not usuallydelayed to the same extent as southbound traffic but journeys canstill be frustratingly slow.In the morning peak,queues south ofLittlemoor Road junctionfrequently exceed 2 kmand in summer eveningpeak periods canexceed 4 km.2.44 The only slightrelief to the slow singleline of traffic is on theroad up The Ridgewayafter the hairpin bend,where there is a shortTraffic queuing on the slopes of Ridgeway nearthe A354 hairpin bend and low railway bridgelength of crawler lane. This lane terminates in a right turn lane atthe Broadmayne Road junction, just over the sharp brow on thesummit. Frustrated drivers often take additional risks at this pointof poor forward visibility, knowing that there is unlikely to beanother overtaking opportunity for some time.2.45 Any restrictions to traffic flow, such as roadworks or anaccident can quickly cause severe disruption owing to the lack of asuitable alternative north-south route. The emergency serviceshave great difficulty responding quickly to calls when they have tonegotiate daily traffic congestion at peak hours and throughout theday on busy days in the summer months.2.46 Residents and visitors to the area are sometimes seriouslyinconvenienced despite advanced information about plannedworks by statutory undertakers. Dorchester Road is classified as a'traffic sensitive street' and delays and disruption soon result ifthere are any works carried out on the road. Public transport andthe movement of goods are affected as well as the privatemotorist.2.47 Works by water, gas, electric and various telecomcompanies occur frequently, whether planned or in an emergency.The age of some of the apparatus in this road is such that frequentrepairs will continue to be needed and major replacement workswill eventually be necessary, as recently undertaken by WessexWater in Redlands. The emergency works situation (e.g. for afractured main), causes the most disruption as the public arecaught unawares and are often unable to make alternative travelarrangements.2.48 Small scale highway maintenance works can often beundertaken at off-peak times and at night, but some of the moremajor highway works can only be carried out by restricting thecarriageway width, resulting in inevitable delays to traffic. In theplaces where the road is only of standard two-lane width there isusually no means of maintaining two way traffic. Local diversionsare often not possible due to the lack of a suitable alternativeroute.2.49 In the five years from 2000 and 2004, there were onaverage 28 reported injury accidents per year on the A354between Manor Roundabout and The Ridgeway. Many of thesewill have caused significant delays as about 80% occurred atbusier times of day.The A353 from Weymouth Town Centre to Chalbury Roundabout2.50 The existing A353 from the Esplanade, the main Weymouthseafront road, passes through an area of hotels and boardinghouses at Greenhill. There are then accesses to a popularrecreation area, characterised by a concentration of car parks andmajor family attractions, which give rise to many conflicts betweenvehicles on the A353 and pedestrians crossing from the car parksto the seafront.Weymouth Relief Road – Environmental Statement 6

Chapter Two - Background and Need for the Scheme2.51 The A353 then runs for 1.3km between the Preston BeachRoad seawall and the Lodmoor Nature Reserve. In this section,the Lodmoor Civic Amenity Site, which serves the whole ofWeymouth andChickerell creates manyturning movements onand off the road and isparticularly busy atweekends. As the roadname changes toPreston Road, there isaccess to the beach andcoastal path atOvercombe and roadlinks to nearby holidayparks at Bowleaze Cove.2.52 The A353 thenpasses through the residential areas of Overcombe and Prestonfor 1.2km where it joins Littlemoor Road at Chalbury Roundabout.This section contains several junctions with housing estate accessroads and has frontage access to numerous individual properties,hotels and shops2.53 East of Chalbury Roundabout there are a number ofholiday and residential caravan parks off the A353 which generateconsiderable additional traffic particularly during the summermonths.2.54 Any traffic entering Weymouth from Preston Beach Roadwhich does not have a destination in the area between the harbourand the beach, i.e. the main shopping area, hotels, ferry etc, willalmost inevitably use King Street and Swannery Bridge to link tothe A354 Westwey Road. Hence King Street is a very congestedroad and is the cause of many of the traffic delays in the towncentre.2.55 While congestion resulting from lack of road capacity is nota serious problem at Greenhill, movement of vehicles on the A353can be affected by queuing resulting from congestion along theEsplanade and in Weymouth Town Centre.2.56 Roadworks, statutory undertakers works and accidents onthe A353 can again cause major disruption to the public, often byforcing traffic onto already congested sections of DorchesterRoad.2.57 In the five years from 2000 and 2004, there were onaverage 7 recorded injury accidents per year on the A353 betweenChalbury Roundabout and Westerhall Road, Greenhill.Littlemoor Road ConditionsLooking south along the A353 Preston Roadtowards the seafront and Weymouth2.58 Traffic conditions on the C905 Littlemoor Road varyconsiderably according to the time of day. At peak periods theroad is very busy as it serves three schools and large areas ofhousing with no alternative access. At other times of day the roadis relatively quiet. There is frontage access over the majority of itslength, except for the middle section which has been improvedmore recently as part of a housing development. This section wasconstructed to modern standards whereas the older sections arenarrower with a poor vertical and horizontal alignment, substandardor no footways and several side road junctions.2.59 The road acts as a link road between the A353 in Prestonand the A354 in Broadwey allowing traffic to avoid the congestionin Weymouth Town Centre. The traffic signal junction at thewestern end of the road,where it meets the A354Dorchester Road, seesthe longest delays aspriority is given to theA354 traffic.2.60 In the five yearsfrom 2000 and 2004,there were on average 4recorded injury accidentsper year on LittlemoorRoad between the A353at Chalbury Roundaboutand the A354 DorchesterRoad.Community EnvironmentLooking west along Littlemoor Road towardsthe railway arch. Traffic is queuing from theA354 Dorchester Road to LittlemoorRoundabout.2.61 Whilst historically communities have developed along andeither side of the highway network, road use has changed overtime with ever increasing loads and traffic volumes, essential toserve business, leisure and community needs. The A353 andA354 are the main access routes to the area and there are nosuitable alternatives.2.62 Transportation needs of the resident, working, retired andbusiness populations are made more complex by the influx oftourists and people following leisure activities. Visitor demand onthe local road network is rising. Haulage of caravans and boats isincreasing and is likely to increase further in the future.2.63 These demands combine to endanger vulnerable roadusers, sever communities and make the environment lesspleasant for the many people living adjacent to the main roads inthe residential communities, especially of Upwey, Broadwey andPreston. They also have an impact upon the town centre.2.64 At the Littlemoor junction and at Manor Roundabout on theA354, air quality is better than, but relatively close to the 2005objective of 40µg/m3 for nitrogen dioxide concentrates. On KingStreet, the air quality is also close to the objective, but wouldimprove with the removal of some traffic upon implementation ofthe Scheme.2.65 Throughout long periods of the day, the flow of traffic on themain roads means that conditions for cyclists and pedestrians arepoor. Residents are often unable to cross the road where theywould wish and usually have to walk some distance to one of thecontrolled crossing points. There are many reasons for residentsto cross the road including the need to visit local communityfacilities, local shops and schools. The main roads currentlyprovide a barrier to the development and wellbeing of the localcommunities.2.66 Many properties on Dorchester Road stand only a fewmetres from the carriageway. Consequently these propertiescurrently experience high levels of noise and airborne inducedvibration.2.67 Around 104 properties experience noise levels in excess of75dB(A), with those close to the road reaching 77dB(A). At theselevels, it is likely that half the residents would experiencedisturbance due to traffic noise and up to 40% disturbed by theeffects of airborne vibration.2.68 Construction of a relief road would bring considerablebenefits to residential areas near to the A353 and A354, in termsof congestion relief, noise, air quality and community severance.Conservation Areas, Listed Buildings, several schools andcommunity facilities would all benefit from a reduction in traffic.Public Transport Limitations2.69 Both road and rail accesses suffer severe capacityrestrictions, the road due to gradient, alignment and roadsidedevelopment and the railway because of track, signalling andpower supply deficiencies.2.70 Weymouth station is situated on King Street in the towncentre, close to the beach. There is also a small station servingUpwey and Broadwey reached via a narrow access road offLittlemoor Road. Hourly train services operate to London viaDorchester and Poole and a two hourly service operates to Bristolvia Yeovil, Westbury and Bath.2.71 A survey in 1999 showed that the railway carried some 900people a day in each direction. However passengers consideredthat fares were too expensive and trains too infrequent.2.72 To overcome capacity problems, a substantial capitalinvestment would be required between Dorchester and Weymouthand upon investigation, the train operator did not consider this tobe justified. In sensitivity tests, assuming a very high switch fromroad to rail of 10 to 30%, the effect was a reduction of only 100 to400 vehicles in the peak hour on the A354. Given the widespreadlocation of employment and residential property in relation to therailway, journey transfer from road to rail is likely to be limited.Weymouth Relief Road – Environmental Statement 7

Chapter Two - Background and Need for the Scheme2.73 Bus patronage depends upon frequency, reliability andconvenience. Whilst the provision of bus lanes and other buspriority measures would assist bus reliability, the severecongestion on the A354 Dorchester Road and the restricted widthof road space prohibits their general introduction, without the priorremoval of a substantial element of the existing traffic. Subject toagreement by the bus operators, bus numbers and routes couldbe increased to meet an increase in demand, but the buses wouldstill be faced by the existing congestion and delays on the A354.2.74 Current ferry services to the Channel Islands and St Malohave seen considerable growth in passengers, from 1999, whenthere were 78,000 foot passengers and 19,000 vehicles to St Maloand 158,000 foot passengers and 37,000 vehicles to the ChannelIslands. In order to retain and develop these services, there is aneed to improve both road and public transport access.Future Demands2.75 Whilst current conditions on the main access roads arepoor, increases in car ownership, leisure activity and theattractiveness of the area are only making the existing situationdeteriorate.2.76 The area is already an attractive destination for manyvisitors and holiday makers and with the trend towards shortbreaks, visitor numbers will continue to grow. The World Heritagestatus of the Jurassic coastline and associated development ofvisitor attractions will probably further increase visitor numbers andadd to problems on the highway network. The coastline strategyincludes a structured approach to deal with visitors by theprovision of various information points, based upon the adjacenttowns, together with increased provision and use of publictransport.2.77 The recent success of the London 2012 Olympic bid givesadded impetus to improve access to the area, for all forms oftravel, since the Olympic sailing events will be held in Weymouthand Portland. A number of major water-borne events have alreadybeen held in Weymouth and it is anticipated that water sportcompetitors, enthusiasts and spectators will be attracted to thearea in the lead-up to and after the Olympic Games.2.78 On-going development of the National Sailing Academy atPortland will provide the focus for future national sailing eventsand training, further increasing demand and attraction to the areaup to and beyond the 2012 Games.2.79 The second Local Transport Plan for Dorset containsproposals to reduce the growth of congestion and pollution. Theproposals include the implementation of an integrated transportstrategy that would also facilitate the extra demand for travelanticipated for the Olympic Sailing events, and support andpromote more sustainable transport modes, including, in thelonger term, increased track capacity on the railway. The ReliefRoad is consistent with and essential to enable that strategy to beimplemented.2.80 To sustain the future economy of the area and maintain thenecessary range of employment and skills, the business base willneed to be maintained, which will require good access to attractinward investment.Development of a StrategyThe Bournemouth, Dorset and Poole Structure Plan2.81 Having regard to advice in PPG12 8 , in particular atparagraphs 5.19 to 5.22, the issues of the need, principles andjustification for the Weymouth Relief Road are strategic mattersappropriately addressed through the Bournemouth, Dorset andPoole Structure Plan.2.82 The need for the Scheme has been identified in theBournemouth, Dorset and Poole Structure Plan dated February2001. Transportation Policy X states that:"Major improvements to the strategic highway network will beconstructed by 2011 in the following approximate order ofpriority:-A354 Ridgeway to Mount Pleasant, Weymouth, incorporatingPreston Link; …….."(First scheme in a list)2.83 In formulating the strategic highway improvements to beincluded in the Structure Plan, schemes were considered against(a) clearly defined objective criteria, (b) the availability ofresources, and (c) compatibility with the strategies of neighbouringauthorities.2.84 All potential schemes on the strategic highway networkwere independently assessed against national transport policiesand objectives, and those of the Structure Plan, using economic,environmental, social and transport indicators (see paragraph 8.78of the Structure Plan). Development proposals, alterations to thetransport network and car restraint policies have also been takeninto account. The schemes in the list above proved to haveoverriding benefits and were consistent with County, Regional andNational strategies.2.85 Following an ‘Examination in Public’ into the Structure Planin 1996, the Structure Plan Panel stated in their report (atparagraph 13.20) that they had examined the two schemesserving Weymouth and Portland and considered that the areashould receive priority treatment due to the run-down of defenceestablishments and the potential to build it up as an economiccentre. The Panel considered that the A354 Ridgeway to MountPleasant scheme, with the Preston Link, would support thisstrategy, although they were doubtful about the value ofconstructing the road as more than a single carriageway. ThePanel did not therefore recommend any change to the StructurePlan in respect of this scheme.2.86 Other relevant policies in the Structure Plan includeTransportation Policy A which stresses that the development ofthe transport system will be progressed as an integrated strategyfor the safe and efficient movement of people and goods. It willaim to reduce the need to travel, control the rate of traffic growth,promote public transport and alternatives to the private car andreduce the environmental impact of transport. Best use will bemade of existing transport infrastructure.2.87 Transportation Policy D states that the integrated strategywill give priority to measures that support the economicregeneration of the Weymouth and Portland area.2.88 Transportation Policy U states that:"major improvements to the strategic highway networkcomprising primary and county distributor routes, will beprogressed to support other policies within the StructurePlan and as part of the integrated transport strategy.Strategic highway improvements will be progressed only if -a) they are essential to meet the economic objectives of thePlan and/or ameliorate unacceptable environmentalconditions caused by traffic;the highway scheme is cost effective,c) there is no alternative proposal which could solve most ofthe problems at significantly less cost, andd) environmental changes caused by the scheme are inaccord with the overall aims of the County Structure Plan."2.89 These four assessments in Transportation Policy U wereundertaken at the Structure Plan stage, as confirmed at paragraph8.70 of the Structure Plan, and this resulted in the inclusion ofTransportation Policy X in the approved document.2.90 Transportation Policy K states that bus priority schemes willbe concentrated on the high frequency bus services in the maintowns and this bus network will incorporate Park and Rideservices.2.91 The Dorset County Structure Plan Assessment of MajorCounty Road Schemes (CSP24A) was produced in February 1998to explain the proposed draft modifications to the list of majorcounty road schemes contained within the Deposit Structure Plan.The assessment took into consideration the contribution of eachscheme to the strategy of the Structure Plan, the conclusions andrecommendations of the report of the Examination in Public, publiccomments received at the Deposit Plan stage and the financialresources likely to be available during the Structure Plan period.Weymouth Relief Road – Environmental Statement 8

Chapter Two - Background and Need for the Scheme2.92 The Structure Plan also includes policies on environmentalprotection (Environment Policies B, C, D, G, Q and R) and makesprovision for major new tourist attractions in the Weymouth-Portland area (Tourism Policies A and B). Economy Policy Eprovides that the former defence sites in the Weymouth andPortland area would be a major growth point for employmentduring the period of the Plan and beyond.2.93 As explained later, the Weymouth Relief Road forms thekey part of an Integrated Transport Strategy which takes accountof these various strands of Structure Plan policy.2.94 Consultants Buro Happold carried out a Review of MajorHighway Schemes in Dorset 9 in April 2004. This involved a threestage assessment of major schemes taking into account ‘StructurePlan Objectives and Strategy’, a ‘Strategic Transport Assessment’and a ‘Local Transport Assessment’. The Weymouth Relief Roadachieved the highest score in each stage and the Scheme wasconsidered to be of the highest priority, confirming the prioritygiven to it in the Structure Plan.Regional Planning Guidance for the South West (RPG10)2.95 Regional Planning Guidance provides a regional spatialstrategy within which local authority development plans and LocalTransport Plans (LTP's) in the South West should be prepared.2.96 The Regional Planning Guidance for the South West(RPG10) was originally published by the Department of theEnvironment in 1994 and was superseded by revised guidance inSeptember 2001. This proposes that the planning of developmentand infrastructure investment should be based on a number ofobjectives including:-"spread the benefits of economic growth to the moredisadvantaged parts of the sub-region, in particular toWeymouth and Portland, by co-ordinating economicpromotion, environmental improvements and transport andother infrastructure improvements to encourageregeneration." (Policy SS3: The Sub-Regional Strategy)2.97 RPG10 recognises the particular needs of Weymouth andPortland for economic regeneration and for improved access tothe port. It also includes the relevant policy (Policy EC2) on areasof special need:-“Geographical priority should be given in the policies,programmes and funding of local authorities, investmentagencies and partnership bodies to measures for economicrestructuring and regeneration in areas of special need.Special needs include:• structural decline (Cornwall and the Isles of Scilly,Plymouth, Torbay and the Weymouth and Portlandarea);• urban deprivation …..”2.98 Other references to this scheme in the Regional PlanningGuidance include:-"Improving access to Weymouth is recognised as animportant objective that will also assist in the development ofPortland port. Consequently provisional approval was givento a range of integrated measures to achieve this in theDecember 2000 Local Transport Plan settlement"(paragraph 3.37).2.99 A range of measures has been incorporated into the LTPand these include a Weymouth Relief Road.2.100 In summary, the principle of a scheme for the WeymouthRelief Road has been established in the Bournemouth, Dorset andPoole Structure Plan. This is consistent with guidance in RPG10and with the emerging strategic spatial and economic strategy forDorset, which sees development and investment focussed on theWeymouth to Dorchester corridor and Dorset’s market towns. TheWeymouth and Portland Local Plan and the West Dorset LocalPlan reserve land to enable the Weymouth Relief Road to beconstructed and give effect to the strategic and regional policies.Management Plan – Dorset AONB2.101 Part of the Scheme lies within the Dorset Area ofOutstanding Natural Beauty for which a Management Plan for2004 – 2009 has been produced by the Dorset AONB Partnership.The Plan recognises transport needs and the Weymouth, Portlandand Chickerell Integrated Transport Strategy is consistent with thefollowing transport policy objectives set out in the Plan:-• TR1. Support the development of options for greater transportchoice.• TR2. Develop and promote a fully integrated transport systemthat fulfils the needs of residents and visitors to the AONB.• TR3. Support and develop initiatives that change priorities forroad users on rural roads, making them safer for non-car users.• TR4. Ensure that road design, delivery, signage andmaintenance are sympathetic to the special character of ruralroads and the AONB.• TR5. Promote local services and choices that reduce the needto travel.• TR6. Ensure that the environmental and visual impact of carparking is minimised in the AONB.Weymouth, Portland and Chickerell Integrated TransportStrategy2.102 Following the publication of the Government White Paperin 1998, entitled “A New Deal For Transport: Better For Everyone”,it was clear that any future major improvement to the road networkshould not be designed to meet predicted future traffic demands,but should be part of an integrated transport solution to improvesafety, provide traffic restraint, protect the natural environment andencourage other modes of travel to the car.2.103 In compliance with the White Paper and subsequentguidance, the Local Transport Plan (LTP) was produced for Dorsetand submitted to government in July 2000. The LTP produced inconjunction with District Councils, contained a strategy forWeymouth Portland and Chickerell. This strategy met theobjectives of an integrated transport solution, providing a balancedapproach to environmental impacts and improving theenvironment for many residents adjacent to the existing majoraccess routes.2.104 The Weymouth, Portland and Chickerell IntegratedTransport Strategy aims to widen travel choice, control demand forprivate car use and improve safety and security. The WeymouthRelief Road is the key component of this Strategy. Thecomponents of the Strategy are as follows:-• Construction of a new single carriageway from Ridgeway toMount Pleasant to improve access to Weymouth and relievecommunities of the effects of through traffic. In conjunction withthe scheme, a Park and Ride site would be developed on theLodmoor North Landfill Site.• Construction of the Chickerell Link Road to provide better linksto and from developments in Chickerell and to access landdesignated for employment use.• Widening Travel Choice, through support and promotion ofmore sustainable transport modes such as public transport,walking and cycling.• A programmed series of measures for better control of off andon street parking as part of a comprehensive parking strategyfor Weymouth Town Centre.• Continued improvements to bus services in partnership withthe operating companies.• Better integrated bus services with other travel modes.• A programme of Safer Routes to Schools.• A scheme to encourage employers to introduce travel plans fortheir staff.2.105 The strategy now encompasses the whole Weymouth toDorchester A354 corridor and considers how best to maximise thebenefits from the Relief Road. Further details of the Strategy areprovided in Chapter 3.2.106 One of the Key Actions in the July 2000 LTP was “tocontinue progress on developing a single carriageway relief roadscheme”. Annual Progress Reports (APR) were published in thesummer of 2001 and 2002. On all occasions the government wasable to provisionally accept the Weymouth Relief Road as part ofthe Integrated Transport Strategy, subject to completion ofplanning and statutory processes.Weymouth Relief Road – Environmental Statement 9

Chapter Two - Background and Need for the Scheme2.107 As a result of the County Council adopting a revisedalignment for the Relief Road (the Orange Route) and a change incosts, the APR published in July 2003 contained a full appraisal ofthe case for the Scheme and sought continued governmentsupport.2.108 In responding, the Government Office of the South Westconfirmed that the scheme remained ‘Provisionally Accepted’,subject to completion of all relevant statutory processes and finalapproval of Ministers. The written response also contained thefollowing:“We recognise the significant transport and accessibilitybenefits provided by this scheme, the benefits to communitiesrelieved of traffic and the fact that the proposed route is lessenvironmentally damaging than alternative options that hadpreviously been considered. Ministers have carefullyconsidered the scheme, particularly in view of the fact that itpasses through an AONB and would have an adverse impacton the landscape. Ministers’ normal policy presumption isagainst schemes which have damaging impacts onenvironmentally sensitive areas. However, in this case theyhave concluded that on balance the benefits of the schemeoutweigh the costs, including environmental costs, and that it isin the public interest for the scheme to be taken forward.”The Scheme in Outline2.109 Figure 2.2 showing the topography of the area. TheWeymouth Relief Road would pass through a varied landscape ofridges and valleys characteristic of southern Dorset. Thistopography reflects the underlying geology of limestone and chalkforming the ridges, and clay and alluvium in the valleys. Theground levels in the vicinity of the Scheme range from 1m abovesea level in the Lodmoor Valley to 50m on Southdown Ridge, 20min Littlemoor and 140m on Ridgeway hill.2.110 The Relief Road would comprise a single carriageway road,with crawler lanes where appropriate, linking the A354 ManorRoundabout near Radipole to the A354 Dorchester Road at thetop of the Ridgeway Hill. An improvement of Littlemoor Roadtowards Preston and the A353 is also included. The length of thenew road between Manor Roundabout and Ridgeway isapproximately 5.4km and the Littlemoor Road Improvement is2.2km long. The Scheme is shown on Figure 2.3 together with themain constraints in the area.2.111 Besides the Relief Road, the Scheme would include a Parkand Ride facility at Lodmoor, new footpaths, cycleways andbridleways, and an ecological mitigation area created tocompensate for ecological impacts. Traffic calming of sections ofDorchester Road and Preston Road would be implemented afterthe construction of the Scheme was underway.Figure 2.2 Topography of the Area2.112 The road would have a largely north-south alignment in thegeneral corridor of the existing road. It would run to the east of theDorchester to Weymouth railway, passing through a gap in thehousing at Littlemoor to a new junction with the improvedLittlemoor Road. From Littlemoor it would run through farmland tothe west of The Knoll and close to the Dorchester Road hairpinbend, before crossing the Bincombe railway tunnel and joining theexisting A354 north of the summit of the Ridgeway.Topography and Land Use on the Line of the Scheme2.113 The Scheme would start at the A354 Manor Roundaboutand run east across land already reserved for a new road. It wouldthen cross over the Dorchester to Weymouth railway line into alower lying area which currently has a mixture of land usesincluding modern factories, offices and car parks in the MountPleasant Business Park, the closed Lodmoor North Landfill siteand other undeveloped fields.2.114 To the north of this, the land is bounded on the west by therailway line and starts to rise towards Southdown Ridge. It isoccupied by the Two Mile Coppice woodland and the opengrassland of the Dorset Wildlife Trust’s Lorton Meadows naturereserve. Further grassland leads to the summit of the Ridge whichhas a north-facing slope overlooking the housing estate ofLittlemoor. This is a modern development stretching east westmainly along the south side of Littlemoor Road. A corridor of openland, previously reserved for a road, runs through the estategenerally from south to north.2.115 North of Littlemoor, the fields are generally used for grazingas they slope up towards the Ridgeway. The land continues to bebordered on the west by the railway line, which is often on a highembankment, and Icen Lane and Chapel Lane cross from west toeast.2.116 Near Lower Bincombe and The Knoll the land becomesmore undulating and there are small areas of woodland. Theexisting A354 Weymouth to Dorchester road climbs out of Upwey,passes under the railway, and continues up the side of a smallvalley at Lower Bincombe before turning at a hairpin bend and recrossingover the railway. The ground then becomes steeper andmore open, leading to the summit of Ridgeway. Here the land is amixture of arable and pasture with scattered ceremonial roundbarrows. The railway passes through the hill in tunnel and theA354, now with an extra climbing lane, crosses the summit incutting.2.117 To the north of the Ridgeway, the road from Broadmaynejoins the A354 and the open fields slope gently towardsDorchester either side of the main road and the railway which isnow in deep cutting.Scheme Objectives2.118 Weymouth Relief Road would fulfill the objectives set out inthe Local Transport Plan. The principal objectives of the Schemeare as follows:-• To enable the implementation of a sustainable, moreeffective and safer transport system in accordance withintegrated transport principles.• To improve and enhance the environment.Weymouth Relief Road – Environmental Statement 10

Chapter Two - Background and Need for the Scheme• To improve access so that business and amenities maybe better enjoyed by all.• To improve the quality of life for those living adjacent toexisting traffic congested roads.• To safeguard and promote the economic well being of thearea.How the Scheme meets the Objectives2.119 The Scheme would fulfill the objectives set out in theStructure Plan and the Local Transport Plan and would allow theother aspects of the Weymouth, Portland and Chickerell IntegratedTransport Strategy to be carried out. Construction of the ReliefRoad would bring considerable benefits to residential areas,schools and community facilities near the existing A354 and A353approach roads to Weymouth in terms of congestion relief,reduced noise and community severance and improved air quality.Two Conservation Areas in Upwey and Broadwey containingnumerous Listed Buildings would also benefit from the trafficreduction. Traffic currently rat-running through the Dorset AONBon country lanes would be substantially reduced.2.120 A package of measures would mitigate for the impacts tothe natural environment and these include the purchase andtransfer into public ownership, important areas of land of natureconservation interest and potential. Public access to these areaswould be maintained and at some future date they could becomepart of a Country Park.2.121 The Park and Ride facility, together with the additionalcyclist, pedestrian and equestrian facilities, would encouragepeople to use other modes of transport instead of the private car.Public transport frequency and punctuality would be improved as aresult of the reduction in traffic on Dorchester Road and PrestonRoad. This, combined with measures to calm traffic, would furtherimprove the use of public transport.2.122 Improvements to the existing access roads to Weymouthhave not kept pace with the development of the area. The Schemewould help to correct this and would allow new development totake place, with the prospect of increased employmentopportunities. Improved access and movement in and out ofWeymouth would remove some constraints on the delivery anddistribution of goods and services, and encourage new businessand existing businesses to expand.Consultations2.123 Consultations have been carried out, at various stagesthroughout the design of the scheme, with the public, governmentdepartments and agencies, local and national interest groups andspecialist sub-consultants. The details of these consultations areoutlined below.Figure 2.3 The Scheme and MainConstraints in the AreaWeymouth Relief Road – Environmental Statement 11

Chapter Two - Background and Need for the SchemeConsultation on the Purple, Orange and Brown Routes in 19912.124 Details of this consultation are described in Chapter 3 butbriefly it resulted in 88% of respondents supporting, and 12% notsupporting, the need for a relief road. 65% favoured the OrangeRoute as their first choice, 17% the Brown, 15% the Purple and3% did not express a preference.Consultation on the Brown Route Planning Application in 19942.125 Consultation took place in 1994 as part of the PlanningApplication for the Brown Route. Exhibitions were held and therewas a considerable response from the public, statutory and localbodies and interest groups. 713 letters were received in support ofthe application and 980 objecting. 77 of these were from peoplewho considered that there was no need for a new road.Consultation on the Brown Route Statutory Orders in 1995/62.126 In 1995 a Compulsory Purchase Order and a Side RoadsOrder were published for the Brown Route. This resulted in furtherpublic involvement, and subsequently, a public inquiry.2.127 157 letters of objection were received and 38 objectorsgave evidence at the inquiry. The main grounds for objection tothe new road were :- (a) it would have a significant adverseimpact, especially in environmental terms, on the surroundingarea, (b) it would not be about providing relief but to do withregeneration of the area, (c) it would just transfer traffic from oneroad to another, (d) it cannot be justified as a dual carriageway, (e)the problems should be solved by other than building a new road,and (f) the full implications of disturbing the landfill site have notbeen fully taken into account.2.128 160 letters of support were received and 9 people gaveevidence at the public inquiry.2.129 The public inquiry inspector concluded, amongst otherthings, that:- (a) there was strong support for finding a solutionwithout further delay, (b) there had been reasonable and properconsultation with members of the public and appropriateauthorities and organisations, (c) the need for a relief road to meetthe Council’s full range of objectives, in particular to relieve thesubstandard conditions along Dorchester Road and to stimulatethe economic growth of the area, was justified, (d) alternativeschemes and routes put forward at the inquiry did not presentrealistic options to proposals in the Orders.2.130 It should be noted in relation to point (d) above, that thesealternative schemes included an earlier version of the OrangeRoute that was significantly different from the present Scheme inthat it was a dual carriageway that would have had a greaterimpact on Littlemoor estate and on nature conservation interestsincluding a larger landtake from Two Mile Coppice.Consultation on the Provisional Local Transport Plan in 1999/20002.131 In 1999, Dorset County Council submitted its firstProvisional Local Transport Plan with a dual carriagewayWeymouth Relief Road forming part of the integrated strategy forWeymouth and Portland. This Consultative Document wentthrough a six-month period of intense public consultation ending inApril 2000. This involved local people, businesses, transportoperators, users, District and Borough authorities, Town andParish Councils, adjacent Highway Authorities and environmentalorganisations and formed part of the consultation on the LocalPlan.2.132 This period of public involvement clarified the CountyCouncil’s view of the public’s concerns and what policies it neededto adopt. It also took on board comments made by centralgovernment on the provisional plan.2.133 As well as consultation on the overall plan, the urban areaof Weymouth, Chickerell and Portland was subject to moredetailed surveys to take account of local economic regenerationand transport issues. The structured distribution from thequestionnaire had a 20% response rate (885 questionnaires) witha further 777 responses from a Dorset Echo questionnaire.2.134 The main transport problems in the Weymouth area whichwere identified from the Dorset wide household survey were asfollows in priority order of concern:-70% Road network congestion, delay and need forimprovement.25% Lack of public transport services.22% Frequency of public transport services.22% Parking problems.2.135 The solution to the identified problems were perceived tobe :-44% Building new roads to bypass built-up areas.22% Additional public transport services.16% Bus service schedule enhancements.15% Parking linked to bus and rail services includingpark and ride.2.136 Public consultation also took place on two options toaddress the traffic problems on the A354 Dorchester Road. Thesewere a road-building option in the form of a single carriagewayrelief road as part of an integrated transport package, and a nonroad-building one comprising limited lengths of bus lane inconjunction with a park and ride site at Upwey and more stringentparking controls in the town centre.2.137 Of those indicating a view (1588 responses), 82%supported the single carriageway relief road as part of anintegrated transport package to resolve the traffic congestionproblems on the main A354 corridor.2.138 At the same time as the public consultation, a WeymouthBusiness Survey was carried out and the results are summarisedbelow:-• All businesses responding to the survey had problemswith access to Weymouth and Portland via the A354route between the Ridgeway and Mount Pleasant due totraffic congestion.• The greatest concern for business was the poor accessprovided by the inadequate road network.• The second greatest cause for concern for business wasthe delays to the movement of goods vehicles due totraffic congestion.• 87% of respondents thought that access to the motorwaynetwork was important for their business, 31%considered that access to airports was important but 78%stated that access to the rail network and to the dockswas not as important.• 91% of respondents thought that construction of a reliefroad from Ridgeway to Mount Pleasant was the mostimportant action for improving access to Weymouth andPortland.• 75% of the respondents stated that a new relief roadwould have a positive impact on their business if built.Consultation on the Weymouth and Portland Local Plan Review2.139 Consultation with the public and organisations has takenplace on a number of occasions in connection with the Review ofthis Local Plan. This Plan included a reservation of the landrequired for a relief road. Prior to the publication of a First Depositdocument, consultation was carried out in 1999/2000 as a jointexercise for the Local Plan and the Local Transport Plan.Consultation leaflets were issued and meetings, together with“planning for real” exercises, were held. Following the publicationof the First Deposit document in 2001, further negotiations andconsultations with interested parties resulted in a Revised Depositdocument being published in May 2003.2.140 An exhibition was held in May 2003 on the Local PlanReview and DCC staff were present to explain the WeymouthRelief Road Orange Route plans that were displayed.2.141 Weymouth and Portland Borough Council held a Local PlanInquiry in Spring 2004 and 41 people sent letters objecting to theRelief Road, with 6 of these people appearing in person.Weymouth Relief Road – Environmental Statement 12

Chapter Two - Background and Need for the Scheme2.142 The Inquiry Inspector in his Report 10 said:“I have been able to conclude that of the two road optionsthe Orange Route would appear to have the leastenvironmental and other disbenefits. Given that the need forthe road has been established strategically, I have thereforeconcluded that the reservation of the Orange Route asproposed in the Plan is justified”.Exhibitions in connection with the 2005 Planning Application2.143 Information exhibitions were held prior to the submission ofthe planning application that will accompany this ES. During theprocess to consider the planning application, further publicconsultation will be carried out.Summary2.144 Weymouth Portland and Chickerell represents the largestresidential and employment area in Dorset and is a longestablished holiday destination attracting over one and a halfmillion visitors each year. The world recognition of the Jurassiccoastline and the successful Olympic bid for 2012, will add to theattraction of this area and increase visitor demands.2.145 With a fragile economy, vulnerable to sector recession,rising cost of property, limited opportunity for expansion in thepublic administration and defence sectors together with theimpending relocation of the New Look distribution centre, it isessential to encourage inward investment to maintain a healthylocal economy.2.146 Existing conditions for both road users on and communitiesalong the two access roads, the A353 and A354 are poor, withwide scale trafficcongestion, unreliablebus services, poor airquality and safetyconcerns particularly forvulnerable road users.The transfer of roadjourneys to other modesof travel, including rail,are limited and thereforethe existing conditions,together with thereliability of buses, canonlybeimprovedwithasubstantial transfer oftraffic to other roads.Traffic on the A354 Dorchester Road passinglisted buildings within the BroadweyConservation Area2.147 The Weymouth, Portland and Chickerell IntegratedTransport Strategy has been developed to provide a solution tothe current problems and also encourage the use of other modesof travel to the car. The Weymouth Relief Road is the key elementof the Strategy, which has been designed as a single carriagewayto provide future traffic restraint and its implementation is essentialto enable other elements of the Strategy to be progressed.2.148 The Strategy is consistent with national, regional and localpolicy and guidance, including that contained in the ManagementPlan for the Dorset AONB."Measures to deal with congestion are at the heart of theGovernment's transport strategy. Together with the newnetwork management duty on local authorities, thesemeasures to tackle congestion will aim to deliver freer flowinglocal roads and associated economic and quality of lifebenefits. The government is committed to working closelywith local authorities to deliver policies and programmeswhich are effective in managing or mitigating the impacts ofcongestion at local level."2.150 The Scheme would assist the County Council’s objectivesto reduce traffic growth and congestion by:• Securing long-term shifts in travel behaviour.• Controlling the rate of traffic growth.• Providing more sustainable options for daily commuting andvisitor journeys.2.151 Account has been taken of all the impacts associated withthe Scheme, including those likely during the construction phase.The various environmental mitigation proposals together with theacquisition of land and expansion of the area of natureconservation are considered in the longer term to offer theopportunity of a positive overall gain.2.149 The Scheme would comply with government guidance (onthe development of the Second Local Transport Plan) whichfocuses on the problems of congestion and states that:-References:-1 Bournemouth, Dorset and Poole Councils, Bournemouth, Dorsetand Poole Structure Plan, Feb 2001 (CSP28).2GOSW, Regional Planning Guidance of the South West(RPG10), Sept 2001.3West Dorset District Council, West Dorset District Local Plan –Revised Deposit, March 2004, andWeymouth and Portland Borough Council, Weymouth andPortland Local Plan Review - Revised Deposit, May 2003.4Planning for Sustainable Development, 1998, Department ofEnvironment Transport and the Regions.5 Regional Assembly for the South West, Regional Spatial Strategyfor the South West 2006-2026, issued 2004.6 Bournemouth, Dorset and Poole Councils, Bournemouth, Dorsetand Poole Replacement Structure Plan Deposit Plan (CSPR3), Jul2004.7 Developing the Regional Transport Strategy in the South West:Investment Priorities for the South West, issued by South WestRegional Assembly.8 Planning Policy Guidance 12 ‘Development Plans’ Office of theDeputy Prime Minister9 Bournemouth, Dorset and Poole Councils, Bournemouth, Dorsetand Poole Replacement Structure Plan, Buro Happold Review ofMajor Highway Schemes, CSPR12, Jul 200410 Weymouth and Portland Local Plan Review Public Local Inquiry2004, Inspector Report Feb 2005, Page 319.Weymouth Relief Road – Environmental Statement 13

Chapter Two - Background and Need for the SchemeWeymouth Relief Road – Environmental Statement 14

Chapter Three – Alternatives ConsideredChapter ThreeAlternatives ConsideredHistory of the SchemeBackground3.1 Since the 1930s there have been various proposals forimproving road links into Weymouth. In the mid-1980s, a newroad called Weymouth Way was constructed from Mount Pleasant(Manor Roundabout) to Weymouth Town Centre, running alongthe western side of Radipole Lake.The Structure Plan3.2 In 1983 the approved Dorset Structure Plan (excludingSouth-East Dorset) stated under policy TR6 that 'it is proposed toconstruct the A354 Weymouth, Ridgeway to Mount Pleasantimprovement as a primary route'.3.3 Policy TR7 of the Second Alteration of the Structure Plan,as approved by the Secretary of State in 1993, included theA354/A353 Weymouth, Ridgeway to Mount Pleasant route,incorporating the Preston Link.3.4 As mentioned above, Transportation Policy ‘X’ in theBournemouth, Dorset and Poole Structure Plan CSP28 WrittenStatement and Explanatory Memorandum (Feb 2001) states:"Major improvements to the strategic highway network will beconstructed by 2011 in the following approximate order ofpriority:A354 Ridgeway to Mount Pleasant, Weymouth,incorporating Preston Link; …….." (Thefirstschemeinalist)Review of Alternative Schemes ConsideredThe Lorton Public Inquiry Routes3.5 In December 1987 and April 1988, a public inquiry was heldinto development proposals at Lorton in the Lodmoor Valley whichincluded a new single carriageway primary route from MountPleasant to Littlemoor. Several alternative routes were considered.In June 1989 the Secretary of State agreed with the Inspector'srecommendation not to support the application for thedevelopment.1989 Alternative Routes3.6 In Autumn 1989, six alternative routes (with severalvariations) were considered for the Relief Road and consultationstook place with various organisations including the environmentalbodies regarding the impacts of these. They were called Routes 1,2 and 3 and the Purple, Orange and Brown Routes.Routes 1, 2 and 33.7 These route options are shown on Figure 3.1 and wererejected by the County Council in 1991 for the following reasons:-Route 13.8 This comprised a new dual carriageway to the east of A354Dorchester Road between Mount Pleasant and The Ridgeway witha single carriageway Preston link to the south of SouthdownAvenue, Overcombe. This route had an unacceptable effect onLorton and Lodmoor Sites of Special Scientific Interest (SSSIs).Figure 3.1 Routes 1, 2 and 3(DC2372/151/3/Orig)Route 23.9 This was a new dual carriageway well to the east of theA354 Dorchester Road between Mount Pleasant and TheRidgeway, running close to Bincombe and Preston and makinguse of the eastern section of Littlemoor Road to provide the singlecarriageway link to Preston. This route would have had a 'verysevere impact on the Dorset Area of Outstanding Natural Beauty(AONB) at Bincombe' and the estimated costs of tunneling toWeymouth Relief Road - Environmental Statement 15

Chapter Three – Alternatives Consideredavoid it would have made the scheme uneconomic. It could haveled to increased pressure for development within the AONB northof Littlemoor Road.Route 33.10 This route comprised a new dual carriageway betweenMount Pleasant and The Ridgeway, for the most part runningbeside the existing railway, with a single carriageway link toPreston aligned alongside Littlemoor Road. At Mount PleasantRoundabout the new road would have been taken beneathDorchester Road and the railway, and a further short singlecarriageway link would have been provided to Dorchester Road.3.11 This route would have caused severe congestion andinconvenience during the construction stage and the overalladditional costs associated with the route could not be supported.The Purple, Orange and Brown Routes3.12 The other three route options are shown on Figure 3.2 andthe County Council recommended in 1991 that the public beconsulted on them. They are described below:-Purple Route3.13 This was located to the west of Weymouth betweenChickerell and The Ridgeway with the only junctions located ateach end. The volume of traffic predicted to use this route wouldhave required it to be a single carriageway, although a climbinglane was proposed on The Ridgeway. In addition, a singlecarriageway link was proposed between Manor Roundabout andthe A353 Chalbury Roundabout, Preston.Orange Route3.14 This route followed an alignment to the east of Weymouthbetween Manor Roundabout and The Ridgeway, running generallycloser to the east side of the railway line. The volume of trafficpredicted to use this route would require it to be a dualcarriageway from Manor Roundabout to The Ridgeway. A singlecarriageway link to the A353 at Preston was proposed alongsideLittlemoor RoadBrown Route3.15 This route comprised a dual carriageway from ManorRoundabout to The Ridgeway via the east side of theLittlemoor/Preston Downs housing areas. It included an improvedsingle carriageway link to the A353 Chalbury Roundabout at theeastern end of Littlemoor Road.3.16 In May 1991 the public were consulted on the Purple,Orange and Brown Routes. 1654 people attended the publicconsultation exhibition and 1454 questionnaires were returned.944 (65%) supported the Orange Route as their first choice, 249(17%) supported the Brown and 224 (15%) the Purple. 37 (3%) didnot express a preference. In general the returned questionnairesFigure 3.2 The Purple, Orange and Brown Routes(DC2372/151/4/Orig)Weymouth Relief Road - Environmental Statement 16

Chapter Three – Alternatives ConsideredThe Weymouth, Portland and Chickerell Integrated TransportStrategy3.29 A wide range of transport options were tested during thepreparation of the LTP including the management of the demandfor private car use through town centre parking restraint policies.These had little effect without improved road access to the area.An assessment of rail improvements showed that there waslimited scope, improvements had little overall effect and had a highcost. The options were then tested against the various policies inthe Structure Plan and Local Plans to ensure that there wasgeneral compliance.3.30 A Non Road-building Option was also investigated. Thisincluded a Park and Ride site at Upwey coupled with bus lanesalong the length of Dorchester Road, to help improve journeytimes for bus passengers. More details of this Option are givenlater.3.31 The components of the Integrated Transport Strategy areas follows:-• Construction of a new single carriageway road from Ridgewayto Mount Pleasant to improve access to Weymouth and relievecommunities of the effects of through traffic. In conjunction withthe scheme, a Park and Ride site would be developed on theLodmoor North Landfill Site.• Construction of the Chickerell Link Road to provide better linksto and from developments in Chickerell and to access landdesignated for employment use.• Widening Travel Choice, through support and promotion ofmore sustainable transport modes such as public transport,walking and cycling.• A programmed series of measures for better control of off andon street parking as part of a comprehensive parking strategyfor Weymouth Town Centre.• Continued improvements to bus services in partnership withthe operating companies.• Better integrated bus services with other travel modes.• A programme of Safer Routes to Schools.• A scheme to encourage employers to introduce travel plans fortheir staff.3.32 As part of the Strategy, the Weymouth Relief Road wouldnot only provide major direct benefits to local people but wouldalso allow other significant elements of policy to come into play inorder to achieve the objectives for the area. Construction of theRelief Road would enable an integrated package of measures tobe implemented, to improve bus journey times and reliability onthe Dorchester Road and Preston Road corridors, more effectivepark and ride provision, a more effective town centre parkingpolicy, and the flexibility for promotion of alternative non-carfacilities whilst still protecting both the local built and ruralenvironments. It would not cater for unrestrained future car-baseddemand.3.33 Associated with the Relief Road are a series of transportmeasures designed to complement the operation of the road.Although not part of the planning application, these would includespeed reduction and pedestrian enhancement measures on theexisting Dorchester Road and in the Preston Road corridor, andother components mentioned above.3.34 Weymouth and Portland Borough Council have madesubstantial progress on a more restrictive car parking regime forthe town centre. Car parking charges are now at historically highlevels and are already perceived as such in comparison withnearby locations and similar towns. The Borough Council iscommitted to keeping charges at the current level and in line withinflation as part of the traffic restraint policy. This effectively actsas a road pricing solution for visitors, shoppers and those thatwork in the Town Centre. There is a deterrent factor for long staycar parking, in order to maximise usage for short stay shoppersand visitors and to encourage long stay commuters to use othermodes of transport.3.35 A road signing regime giving clear directions to car parks,and indicating the spaces available in each one, would helpmotorists and especially tourists, to take the most appropriateroute which can reduce congestion and pollution. As part of thewider proposals to introduce intelligent transport systems withinthe Weymouth to Dorchester corridor, a variable message signingscheme would be introduced in Weymouth.3.36 The single carriageway Weymouth Relief Road and nonroadbuilding options were subjected to public consultation in1999/2000. This showed substantial support for the building of aRelief Road, with 82% of respondents supporting this option aspart of an integrated transport strategy. Through the LocalTransport Plan process, the government accepted the Strategysubject to the successful completion of planning and statutoryprocedures.3.37 The elements of the Strategy are shown on Figure 3.4together with the progress being made on its implementation. TheStrategy was originally based on the Brown Route but in January2003 the County Council adopted the Orange Route as theirpreferred route, for the reasons described below, and so thisFigure has been updated.3.38 In July 2003, the Third Annual Progress Report of the LTPwas produced by Dorset County Council and this included a newtechnical appraisal of the Weymouth Relief Road, to take accountof the change of alignment of the preferred Route from Brown toOrange and the increased costs of the scheme. (see LTP 3rd APR– Annex Document 2 - Weymouth Relief Road). Following this, thegovernment provisionally accepted the revised scheme subject tothe successful completion of planning and statutory procedures.Figure 3.4 The Weymouth, Portland and Chickerell IntegratedTransport Strategy (DC2372/151/13/Orig)Weymouth Relief Road - Environmental Statement 18

Chapter Three – Alternatives ConsideredChange from the Brown Route to Orange Route 2003Aspects that had changed since 19943.39 In view of the requirement to find a more sustainabletransport solution, a review of the dual carriageway Brown Routealignment chosen in 1994 was undertaken. In line with theIntegrated Transport Strategy, a single carriageway road was nowbeing considered to control demand and allow for greater travelchoice. Furthermore there had been a number of newdevelopments in the area and changes in legislation and guidancerelating to the design and environmental assessment of highways.A review of previously considered route options was carried outand it was found that the previous reasons for the rejection of mostoptions were still valid, although it was considered that the OrangeRoute should be studied in more detail, together with the BrownRoute.3.40 One of the reasons for this was that the downscaling of theroad from dual to single carriageway, meant that the design speedof the road would be lower, which in turn reduced many of thehighway design standards e.g. visibility requirements etc. Inaddition, the width of the corridor of land required would benarrower and so the impact of an Orange Route on the Littlemoorestate and nature conservation interests, including Two MileCoppice, would be less.3.41 New development in the area since 1994 involved theconstruction of the Mount Pleasant Business Park, the PrestonDowns housing estate and piecemeal developments adjacent tothe A354 Dorchester Road. In particular, the opening of the A35Puddletown / Tolpuddle Bypass had, and continues to have, aneffect on travel patterns in the area.3.42 As part of this re-assessment, various surveys and studieswere carried out which revealed new information about the area asfollows:-• The discovery of several species of bat in large numbersand their roosts (protected under European legislation) inHorse Lynch Plantation. Individual bat roosts have alsobeen found in Two Mile Coppice as well as potential batroosts which have also been identified in other areasadjacent to the two routes;• The presence of various other species and their habitatswhich are protected by legislation, for example water vole,certain birds and hedgerows;• The recognition that a strip of woodland, adjacent to therailway line in Two Mile Coppice and classified as 'AncientWoodland', was not ancient woodland but woodland in-fillbetween ancient woodland and the railway. Furthermorepart of the eastern boundary had also been affected by thedeposition of spoil probably connected with the railwayconstruction.Orange Route variation avoiding Two Mile Coppice3.43 During discussions with the environmental organisations,this variation was suggested by English Nature in to avoid the TwoMile Coppice Ancient Woodland in Lorton SSSI. The variationdeviated from the Orange Route alignment south of Lorton Lane.Travelling south, it would have crossed the railway near LortonLane and passed through the Redlands Sports Ground, joiningDorchester Road ¾ km north of Manor Roundabout. A Park andRide facility would have been located near the sports ground.3.44 The bridge over the railway would have had a large-skewand associated retaining walls, when compared with the originalscheme's straight bridge-crossing near Mount Pleasant. Sevenproperties on Dorchester Road would have needed to bedemolished and more than ninety properties would not be relievedof through traffic. This section of Dorchester Road is unsuitable asa high standard Relief Road, having individual accesses tonumerous private properties, a petrol-filling station, a caravan parkand three side roads.Comparison of the Orange and Brown Routes3.45 An Environmental Assessment Report 2 comparing theOrange and Brown Routes was prepared in January 2003 andidentified the primary issues of the Routes as impacts on peopleand property, landscape, ecology and traffic. Secondary impactsconsidered included air quality, archaeology, agriculture, rights ofway, water quality and drainage.3.46 The impacts on people and property would be mainly noiseand visual effects. Although fewer properties would experience anincrease in noise if the Orange Route were built, larger increasesin noise would result at more properties particularly in theLittlemoor housing and Greenway Road areas. However,considering the balance of impacts on people and property, moreproperties would experience a decrease in noise with the OrangeRoute compared to the Brown Route.3.47 The BrownRoute would have hada substantial impacton the local landscapewhere it crossed theLodmoor Valley andpassed through HorseLynch Plantation. Thereshaping of theLodmoor North landfillsite would also havecreated a significantimpact and wouldpresent large costsassociated with landfillextraction. TheLooking east from near Manor Roundaboutacross the Lodmoor Valley to Horse LynchPlantationOrange Route would follow the existing railway line, so thatlandscape and severance effects and its intrusion into opencountryside would be less. Both Routes would impact on views inthe AONB, with the impact of the Orange Route slightly less in thearea north of Littlemoor Road. Further north, both Routes wouldaffect views across the lower slopes of the Ridgeway hills.3.48 The impact on ecology has always been a major concern inthe consideration of routes between Mount Pleasant andLittlemoor. It became clear during these studies that the BrownRoute would have a much greater impact on nature conservationareas and protected species/habitats. Due to the large numbersand variety of species of bat in Horse Lynch Plantation, andimpacts on other species within the Lodmoor SSSI, there is a veryhigh probability that the Route would not receive a protectedspecies licence from DEFRA and so the scheme would not bedeliverable. English Nature indicated that it would strongly opposethe Brown Route, given that there is a less ecologically damagingalternative in the Lorton Valley, namely the Orange Route. Theyhave not registered similar concerns about the Orange Route.Although it would also impact on ecology, particularly in Two MileCoppice, it was considered to be deliverable subject to suitablemitigation measures being provided.3.49 The alignment of the Orange Route is significantly differentfrom that considered during the Lorton Public Inquiry in 1989 whenthe Secretary of State considered the ecological impacts of theroad to be a factor in his refusal of planning permission. The roadalignment has now been kept as close to the railway as possiblethereby limiting the severance of ecologically sensitive areas andthe impact on ancient woodland.3.50 The Brown and Orange Routes would provide considerablerelief to the existing main roads to and from Weymouth and bothwould permit the introduction of the other elements of theintegrated transport strategy for the town. The Orange Route ispredicted to carry more traffic than the Brown Route and hencewould provide more relief to existing residential areas on thesemain roads.3.51 Another issue that would affect the ‘deliverability’ of theBrown Route was the increased cost, part of which arises frommeasures required by the Environment Agency (EA) in connectionwith the disused Lodmoor North landfill site. The additional worksrequired by the EA under the new Landfill Regulations issued in2002 would directly affect the relative affordability between theRoutes and hence deliverability.3.52 Although the construction costs of each Route would besimilar, the prospective land costs arising from potentialdevelopment value and the additional landfill site works are likelyto result in the Brown Route (£56.0M – Jan 2003 published cost)costing £13.7M more than the Orange Route (£42.3M). TheCounty Council have to demonstrate to government that thechosen scheme is value for money.Weymouth Relief Road - Environmental Statement 19

Chapter Three – Alternatives Considered3.53 In January 2003, the County Council's Cabinet consideredall the available information, including the results of theenvironmental assessment, and resolved to adopt the OrangeRoute as their preferred route.The Orange Route 20033.54 The Orange Route comprises a single carriageway road,with crawler lanes where appropriate, linking the A354 ManorRoundabout near Radipole to the A354 Dorchester Road at thetop of theRidgeway hill. Animprovement ofLittlemoor Roadtowards Prestonand the A353 isalso included.3.55 The roadwould have alargely north-southalignment and runto the east of theDorchester toWeymouthrailway, passingthrough the previously safeguarded corridor at Littlemoor to a newjunction with the improved Littlemoor Road. From Littlemoor itwould run through farmland to the west of The Knoll and close tothe Dorchester Road hairpin bend, before crossing the Bincomberailway tunnel and joining the existing A354 north of the summit ofthe Ridgeway hill.3.56 Since the Cabinet's decision in January 2003, certainscheme details have been amended to take into account the viewsof the public and other organisations, as part of the Weymouth andPortland Local Plan Review process. These changes includedlowering various sections of road, revising proposed speed limitsand the provision of more environmental noise barriers. These aredescribed more fully in the Addendum to the EnvironmentalAssessment Report dated January 2004 3 . Further detailed designwork and refinements have been carried out since this Review andthe resulting scheme, which is the subject of the current planningapplication, is described in detail in Chapter 4.Non Road-building Options 2000 and 2003The 2000 StudyLooking north-east from Southdown Ridge throughthe open gap in the Littlemoor housing3.57 A Non Road-building option was investigated, inaccordance with government Guidance on New Appraisal forTransport Assessment, as part of the July 2000 Local TransportPlan submission. The Plan appraises the case for the option,describes its impacts and draws conclusions from the study. Fullconsideration was given to suppressing demand, increased use ofbus and rail journeys, and the use of park and ride facilitiesparticularly for commuter journeys.3.58 The scheme comprised limited lengths of new bus lanes onDorchester Road in conjunction with a park and ride facility atUpwey. Various sites for this facility were assessed and the one atUpwey was considered to be the least damaging, although itwould still affect a Conservation Area and a Site of NatureConservation Interest. The scheme included more restrictiveparking controls in Weymouth town centre.3.59 This optionwas considered notto meet any of theobjectivesconcerned withimprovingenvironmentalconditions e.g.noise, air qualityetc, for residents ofUpwey, Broadweyand Redlands. Inaddition there wouldbe no economic andregenerationbenefits. Indeed byThe existing congested A354 Dorchester Roadin Upwey looking towards Weymouth.increasing journey times for commercial vehicles, port traffic andother year round movements, there would be a clear economicdisbenefit.3.60 Bus journey times would be improved although DorchesterRoad would remain highly congested even with the Upwey parkand ride. Without the removal of other traffic, significant publictransport improvements cannot be obtained in this corridor.Cyclists would benefit from the provision of the bus lanes.3.61 The substantial cost of rail infrastructure improvements(upgraded power supply and improved signalling) betweenWeymouth and Dorchester was considered not to be justified tothe train operator. In sensitivity tests, assuming a very high switchfrom car to rail (10-30%), the effect was a reduction of 100-400vehicles in the peak hour on the A354 at Ridgeway in 2006. Giventhe widespread location of employment in relation to the railway,journey transfer from road to rail is likely to be limited.3.62 The conclusions of the study were that, although the optionwould meet value for money requirements, it would only achievelimited progress in meeting the objectives for the area. It wasconsidered to lack the flexibility and positive impact needed toprovide the impetus for long term sustained regeneration that thearea needs.3.63 The results of public consultation in 1999/2000 into a newsingle carriageway road and a non-road-building alternative, toaddress the traffic problems on the A354 Dorchester Road,showed overwhelming support (82%) for a new road.The 2003 Study3.64 New guidance entitled ‘Major Scheme Appraisal in LocalTransport Plans – Part 1’ gave advice on appraising non roadbuildingalternatives and so a further study was carried out whichdeveloped the July 2000 Option and included all travel modes.(detailed in ‘Annex Document 2' of the Third Annual ProgressReport of the LTP - July 2003).3.65 It considered many public transport scenarios and includednew and subsidised bus and rail services, following anassessment of various combinations of measures, with the finalcombination chosen as follows:-• The introduction of a subsidised rail shuttle service betweenWeymouth and Dorchester. This service could operate from07.00 to 10.00 and 16.00 to 19.00 using two trains of twocoaches each running continuously to provide a 20-minuteservice regularity.• The provision of bus subsidies to increase the frequency ofbus services between Weymouth and Dorchester and theprovision of a new bus route between Chickerell andDorchester.• A Park and Ride site at Upwey with bus lanes and other buspriority measures on Dorchester Road leading to and fromWeymouth town centre.• The introduction of car parking restraint within WeymouthTown Centre with a major increase in car parking charges.3.66 These works would require land acquisition from numerousfront gardens and the demolition of at least one property. AsDorchester Road is the main route for the utility companies’ mainsserving Weymouth, it is highly likely that substantial diversionworks would be necessary, which together with the constructionworks, would inevitably cause major delays and disruption on whatis already recognised as a ‘traffic sensitive street’.3.67 The study included an ‘Appraisal Summary Table’ (AST)which assessed the scheme’s impact on five objectives:-Environment, Safety, Economy, Accessibility and Integration.These were divided into twenty three sub-objectives. In acomparison with the Weymouth Relief Road, which was assessedin the same way, this Non-Road building Option was inferior inrespect of sixteen sub-objectives, the same in five and superior inonly two.Weymouth Relief Road - Environmental Statement 20

Chapter Three – Alternatives Considered3.68 The Option would accord with some nature conservationand archaeology heritage policies but would have an adverseimpact on many other government policies particularly thoserelating to integrated transport solutions, the reduction in trafficcongestion, pollution and accidents and those that support theregeneration of the area. It was therefore rejected by the CountyCouncil. The government has recently appraised the case for theproposed road relative to this Non Road-building alternative andprovisionally accepted the Relief Road.Ridgeway OptionsReview of Previous Ridgeway Options3.69 The northern section of the Relief Road, from near theA354 hairpin bend to beyond the Broadmayne Road junction, fallsinto the category of an improvement within the existing roadcorridor. Options to remove the existing road completely andreplace it on a different alignment were looked at, but the need fora local link to the communities at the northern end of DorchesterRoad was considered essential.3.70 As already mentioned, in order to decide on the besthorizontal and vertical alignment of the road over the Ridgewayhill, a number of options were assessed in 1991 (Figure 3.3). Toestablish whether previous decisions were still valid, in view of thechanges in scheme design, standards and other criteria, a reviewof these options was undertaken in 2004.3.71 All the options except Option 10 would have involved alarge high level multi-span viaduct crossing the existing A354 andthe railway and this would have a significant impact on thelandscape of the south-facing slope of Ridgeway and the LowerBincombe valley and also on Upwey. There would be considerabledisruption to existing road and rail access to Weymouth andPortland.3.72 The conclusions of the review were that the previousOption 10, now the preferred 2003 Orange Route, would avoid theUpwey Quarries and Bincombe Down SSSI (designated since1991), avoid the need for a large viaduct, would have the leastimpact on the people and character of Upwey, would be lessdifficult to build, would cause the least disruption to local road andrail transport and would by far have the lowest overall cost.3.73 As part of proposed Scheme, the area of tarmac of theexisting A354 on Ridgeway Hill would be reduced and the roaddowngraded to a local access road with provision for cyclists. Thisdown-scaling would follow the principles set out in the publication“Reclaiming Our Rural Highways” 4 and would change theappearance of the road from its present main road status, with allthe signs and markings that go with it, to one of an attractive ruralroad which integrates into the surrounding countryside. Thisaspect is described further in Chapter 4.Current Relief Road Option terminating at the A354 Hairpin Bendon Ridgeway3.74 Another suggested option was that the southern section ofthe Relief Road could be built but terminated at the hairpin bendon the A354 Dorchester Road, from where traffic would use theexisting road up Ridgeway hill and avoid the construction of a newroad in cutting over the summit.3.75 Although this option could have less impact on thearchaeological interests and landscape character of this part of theAONB near the top of Ridgeway, it would be far inferior in mostrespects when compared with the proposed Scheme. Majorimprovements would still be required to overcome the substandardvisibility at the summit of Ridgeway and other aspectssuch as the Broadmayne Road junction and the South West CoastPath National Trail and Jubilee Trail crossings would need to beresolved. It would be very difficult to achieve comparable highwaydesign standards and there are serious concerns about varioussafety aspects if this section of road were used in conjunction withthe remainder of the Relief Road.3.76 A new junction would be necessary to maintain accessroads to Upwey and Bincombe and this would need to be locatedto the south east of the hairpin bend in the Lower BincombeValley. The junction would have a major impact on the valley anda considerable effect on the AONB in this area. Three of the fourapproach roads would have steep gradients and one of thesewould require an arrester bed to stop errant vehicles in anemergency when unable to stop on the approach. The junctionwould need to be lit and this would impact on the southern slopesof the Ridgeway at night.3.77 The roundabout and approach roads would affect thelynchets on the sides of the valley and the option of spanningacross them with a structure would be impractical, costly and thelynchets would be seriously compromised by the bridge supportsand the permanent shading of the structure.3.78 Main roadtraffic would thenuse the existing roadnorthwest and northof the hairpin bend.The standard of thisroad is poor inrespect of its verticaland horizontalalignment and thesection justnorthwest of thehairpin bend wouldneed to be widenedto accommodate aclimbing lane. ThisThe existing A354 on the slopes of Ridgeway justnorth-west of the hairpin bend. There is noclimbing lane on this section of road.would require land from the Upwey Quarries and Bincombe DownSSSI and involve the lengthening of the 'short' railway tunnel. Alsoof concern is the sharp crest and the Broadmayne Road 'T'junction near the summit of Ridgeway where major improvementworks would inevitably be required. In addition, the onlysatisfactory solution to the two difficult bridleway crossings on theA354 would be by provision of an overbridge.3.79 The conclusion of this review of options on Ridgeway isthat the 2003 preferred route, the current Scheme, remains thealignment that would, on balance, be the best ‘environmental fit’on the southern slopes of the Ridgeway and the most acceptableon safety grounds, in highway design terms.Alternative Sites for a Park and Ride Facility3.80 A number of alternative sites have been considered for aPark and Ride facility and all of them had drawbacks in terms ofundesirable impacts, operational difficulties and/or road safetyimplications.3.81 A site on the west side of Ridgeway Hill was rejectedbecause of its exposed location and the visual impact that thiswould have had on the landscape in an Area of OutstandingNatural Beauty. The provision of safe access to the site was seenas difficult and it would be expensive to run in view of its distancefrom the town centre.3.82 A site in the Bincombe Valley, accessed from BincombeLane near the existing A354 hairpin bend, was rejected due to thedifficulty in providing an acceptable and safe junction. It was alsolocated within the AONB and would again be expensive tooperate.3.83 Another site that was rejected was located in Upweybetween the A354 and the railway at the bottom of Ridgeway Hill.This would be difficult to access from the Relief Road and wouldaffect the Ridgeway Site of Nature Conservation Interest and bewithin the Upwey Conservation Area.3.84 A site on farmland at Littlemoor would have a considerableimpact on a large area of nearby housing and on a fairly open partof the AONB. Surface water run-off from the facility would requirethe proposed balancing ponds to be further enlarged.3.85 The chosen site at Lodmoor North would be directlyaccessed from the Relief Road on the periphery of the town and itis in a much more suitable position than existing car parks on theedge of the town centre. The site would tap into traffic on the mainaccess road before it enters the main built up area, and cantherefore contribute to limiting traffic levels on the town centreapproach roads. Its location on a landfill site would also avoid anyloss of agricultural land involved with the other site options.Weymouth Relief Road - Environmental Statement 21

Chapter Three – Alternatives ConsideredOptions for the Improvement of Littlemoor Road3.86 As part of the traffic assessment of the Relief Road, therole of Littlemoor Road was considered together with the need toimprove it. Littlemoor Road provides the link from the Relief Roadto and from the A353 at Chalbury Roundabout.3.87 In view of the importance of this road in providing access tothe three schools in the locality, the community shops, library,halls, health centre, garden centre and other retail units, togetherwith its importance as an A353 link road, it was considerednecessary to make some improvements. In addition, theseimprovements would relieve Preston Road south of ChalburyRoundabout where better traffic management would beimplemented.References:-1 Weymouth Relief Road Environmental Statement, CooperPartnership and Dorset Engineering Consultancy, Feb1994.2 Dorset County Council, Weymouth Relief Road - EnvironmentalAssessment Report, Jan 2003.3 Dorset County Council, Weymouth Relief Road - Addendum tothe Environmental Assessment Report, Jan 2004.4 “Reclaiming Our Rural Highways, Dorset AONB Partnership,2005”3.88 A section of the road between the Littlemoor Roundaboutand Louviers Road (western end) was improved as part of theLittlemoor development, but the remainder is poor in manyrespects. The road width is sub-standard and the poor curvatureand blind dips in the road mean that driver’s forward visibility isbelow the acceptable distance. Poor visibility from the manyproperties fronting the road with vehicular access is an addeddanger. Footways are narrow and facilities for cyclists do not exist.3.89 The works included in this Scheme would overcome manyof these deficiencies particularly with the provision of sharedfootway/cycleways on both sides of the road, the improvedvisibility and sight lines and the reduced numbers of propertieswith frontage access. This would be achieved by leaving themajority of the existing carriageway as a service road, therebymoving the traffic further from adjacent residential properties andschools. Landscaped earth banks would be provided wherefeasible to further reduce the impacts of traffic and a speed limit of40mph would be imposed.3.90 The improved road, together with the Relief Road, wouldreduce traffic on Preston Road, Preston Beach Road andGreenhill, and divert some traffic away from Weymouth towncentre.Weymouth Relief Road - Environmental Statement 22

Chapter Four – Scheme DescriptionChapter FourScheme DescriptionDescription of the Scheme4.1 The Scheme consists of a single carriageway Relief Road,new footpaths, cycleways and bridleways, remediation of Lodmoornorth landfill site to accommodate a park and ride facility. Inaddition, an ecological mitigation area would be provided. Each ofthese components is described below.Description of the Relief RoadAlignment and Junction Details4.2 The following plans of the Scheme are included:-Figures 4.1 to 4.8 Scheme Plans sheets 1 to 8Figure 4.9Longitudinal SectionFigure 4.10 to 4.18 Cross Sections sheets 1 to 9Figure 4.19Plan of Cross Section PositionsFigure 4.20Littlemoor Corridor DetailsFigure 4.21 to 4.26Photo Montages4.3 The Relief Road would comprise a single carriagewayroad, with a crawler lane where appropriate, linking the A354Manor Roundabout near Radipole to the A354 Dorchester Road atthe top of the Ridgeway hill. An improvement of Littlemoor Roadtowards Preston and the A353 is also included. The length of thenew road between Manor Roundabout and Ridgeway isapproximately 5.4km and the Littlemoor Road Improvement is2.2km long.4.4 At Mount Pleasant, the existing Manor Roundabout wouldbe enlarged and the Relief Road would initially run eastwards,utilising the stub-end of carriageway already built from theroundabout. Manor Subway would be provided to allowpedestrians to pass under the road on the east side of ManorRoundabout. The new road, with environmental noise barriers onboth sides, would head eastwards on a bridge over the railwaywhich would incorporate a high-containment barrier. The roadwould then drop down to Two Mile Roundabout just east of therailway, from where there would be a link to Mercery Roundabout,with new roads into the Mount Pleasant Business Park (MerceryRoad) and a proposed Park and Ride facility on the closedLodmoor North Landfill Site. Balancing ponds would be providedto the south of Two Mile Coppice and near the SW corner of thePark and Ride facility to attenuate the surface water run-off fromthe Scheme and improve water quality before discharge.4.5 From Two Mile Roundabout, the road would runnorthwards adjacent to the railway line, bridging over a bridlewayat Two Mile Coppice Underpass, and passing along the edge ofTwo Mile Coppice (part of Lorton SSSI) and the Dorset WildlifeTrust (DWT) nature reserve to the north. The environmental noisebarriers would continue on both sides of the road to reduce noiseand visual intrusion. Ecological surveys carried out by EcologicalPlanning and Research (EPR) have revealed that at least part ofthe Coppice adjacent to the railway is not Ancient Semi-NaturalWoodland (see the Environmental Assessment Report of January2003 and the Two Mile Coppice Phase 2 Botanical Survey Report.They consider that the railway construction works of the 1850'savoided the Coppice and that a strip of field that remained on theeast side has subsequently become wooded. The road has takenadvantage of this fact by staying close to the railway and has thusminimised direct land-take of Ancient Semi-Natural Woodland.4.6 Through the northern section of the Coppice and the DWTland, the road would be approximately 4m lower then the railwayin a cutting (3-4m deep) where the noise barriers would terminate.The Relief Road would pass under a ‘green’ bridge carrying LortonLane and designed to help wildlife cross the Scheme. It wouldthen enter a deep cutting through Southdown Ridge (max depth17m) where another ‘green bridge’, the Southdown RidgeAccommodation Bridge would maintain rights of way andaccommodation access along the Ridge.4.7 North of the Ridge, the road would descend through theLittlemoor housing area in the open gap previously reserved for arelief road. There would be tree planting and environmental noisebarriers, up to 5m above the road level, to reduce noise and visualeffects. The road would pass in cutting 4.5m deep beneath theexisting Littlemoor Road, which would be raised slightly(approximately 2m) and bridged over the Relief Road. The bridgewould have 1.5m high noise barriers on either side. A newroundabout (Icen Roundabout) would be built in cutting just southof Icen Lane from where a local link to a second roundabout on arealigned Littlemoor Road would be provided. The existingbalancing ponds would be relocated to fit the new junction layoutand new ponds provided to accommodate drainage from theproposed highway. A minor link road would allow access toproperties in Icen Lane (east) and to Bincombe.4.8 From Littlemoor, the new road would turn northwards inshallow cuttings through fields to the east of the railway with aclimbing or crawler lane for northbound traffic. Icen Lane would besevered where the new road crosses it and an environmentalbarrier provided on the south western side. The road cutting wouldthen deepen to approximately 7m deep to pass under the ChapelLane Accommodation Bridge with Chapel Lane remaining at itscurrent level. The road would then run through a series of cuttingsand embankments as it skirts a hill called 'The Knoll' where lay-byswould be located on both sides of the road.4.9 The Relief Road would cross the small Lower BincombeValley south of the A354 hairpin bend on an embankment 19mhigh and pass over a realigned Bincombe Lane which would betaken further south through the Bincombe Lane Underpass andjoin the A354 below the hairpin bend.4.10 Proceeding further north, just to the east of the hairpinbend, the road would be on a 12m high embankment and affectthe small woods near West Farm. It would climb through an 18mdeep cutting at a gradient of 8% to pass over the Bincomberailway tunnel in a cutting 9m deep just north of the southernportal. (text continues on Page 50)Weymouth Relief Road - Environmental Statement 23

Chapter Four – Scheme DescriptionWeymouth Relief Road - Environmental Statement 24

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Chapter Four – Scheme DescriptionFigure 4.9Weymouth Relief Road - Environmental Statement 32

Chapter Four – Scheme DescriptionFigure 4.10Weymouth Relief Road - Environmental Statement 33

Chapter Four – Scheme DescriptionFigure 4.11Weymouth Relief Road - Environmental Statement 34

Chapter Four – Scheme DescriptionFigure 4.12Weymouth Relief Road - Environmental Statement 35

Chapter Four – Scheme DescriptionFigure 4.13Weymouth Relief Road - Environmental Statement 36

Chapter Four – Scheme DescriptionFigure 4.14Weymouth Relief Road - Environmental Statement 37

Chapter Four – Scheme DescriptionFigure 4.15Weymouth Relief Road - Environmental Statement 38

Chapter Four – Scheme DescriptionFigure 4.16Weymouth Relief Road - Environmental Statement 39

Chapter Four – Scheme DescriptionFigure 4.17Weymouth Relief Road - Environmental Statement 40

Chapter Four – Scheme DescriptionFigure 4.18Weymouth Relief Road - Environmental Statement 41

Chapter Four – Scheme DescriptionFigure 4.19Weymouth Relief Road - Environmental Statement 42

Chapter Four – Scheme DescriptionFigure 4.20Weymouth Relief Road - Environmental Statement 43

Chapter Four – Scheme DescriptionMount Pleasant Business Park A354 Manor Roundabout Lodmoor North Closed Landfill SiteRemediated Landfill SiteManor Railway BridgePark and Ride FacilityFigure 4.21a BEFORE - From Lodmoor reserve looking NW towards Mount Pleasant Business ParkFigure 4.21b AFTER – The Park and Ride located on the landfill at the NW end of the reserveNOTE: All ‘AFTER’ photograph montages show theproposals in slightly unnatural colours in order to aid theappreciation of the Scheme. In addition they do not showthe proposed landscape planting that would be included inthe Scheme.Figure 4.21c Photographic ViewpointWeymouth Relief Road – Environmental Statement 44

Chapter Four – Scheme DescriptionLittlemoor Roundabout A354 Ridgeway Hill Icen LaneLouviers RoadLittlemoor Junction Ridgeway Cutting Littlemoor Balancing PondsFigure 4.22a BEFORE – From Southdown Ridge looking NW over Littlemoor to the RidgewayFigure 4.22b AFTER – The Relief Road from Littlemoor to the RidgewayFigure 4.22c Photographic ViewpointWeymouth Relief Road – Environmental Statement 45

Chapter Four – Scheme DescriptionLittlemoor RoundaboutIcen LaneSouthdown RidgeRailway EmbankmentLittlemoor Junction Southdown Ridge Bridge/Cutting Littlemoor Balancing PondsFigure 4.23a BEFORE – From Footpath F11 (Chapel Lane) looking S to Littlemoor and Southdown RidgeFigure 4.23b AFTER -- Littlemoor Junction and balancing pondsFigure 4.23c Photographic ViewpointWeymouth Relief Road – Environmental Statement 46

Chapter Four – Scheme DescriptionElwellElwellStreetStreetA354A354DorchesterDorchesterRoadRoadRailwayRailwayA354A354HairpinHairpinBendBendRelief Road Cutting SlopeFigure 4.24a BEFORE – From Upwey looking NE over the railway to the RidgewayFigure 4.24b AFTER – The Relief Road cutting in Ridgeway north of Bincombe LaneFigure 4. 24c Photographic ViewpointWeymouth Relief Road – Environmental Statement 47

Chapter Four – Scheme DescriptionUpweyA354 Hairpin BendWest FarmBincombe LaneRidgewayFigure 4.25a BEFORE - From Bincombe Lane looking NW along the Lower Bincombe Valley to the A354 hairpin bend and West FarmBincombe Lane BridgeExisting A354Figure 4.25b AFTER – Bincombe Lane Bridge and the Relief Road on embankment passing between the hairpin bend and West FarmFigure 4.25c Photographic ViewpointWeymouth Relief Road – Environmental Statement 48

Chapter Four – Scheme DescriptionBroadmayne RoadA354 Dorchester Road CuttingThe Ridgeway HillsRidgeway Junction and BridgeFigure 4.26a BEFORE – From Maiden Castle near Dorchester looking S to the RidgewayFigure 4.26b AFTER – The Ridgeway Junction of the A354 and Broadmayne RoadFigure 4.26c Photographic ViewpointWeymouth Relief Road – Environmental Statement 49

Chapter Four – Scheme Description4.11 On reaching the summit of the Ridgeway, the climbing lanewould end and a central island would channel northbound trafficinto a single lane. It would also prevent vehicular access to theone-way slip roads of the grade separated Ridgeway Junction withBroadmayne Road. The junction would only allow limited trafficmovements. Access to and from the north would be possible usingthe slip roads but no northbound exit or southbound access ontothe Relief Road would be allowed. Broadmayne Road would crossthe Relief Road cutting (9m deep) on a bridge and this wouldaccommodate the long-distance South West Coast Path NationalTrail which currently crosses the busy A354 at a hazardouslocation on the 3-lane hill.Street Lighting4.16 In general, the main Relief Road would not have streetlighting except at roundabout junctions. However the LittlemoorRoad Improvement and certain other link roads would be lit andthese are shown on Figure 4.28. As an indication of the type oflighting that would be used, columns would be 12m high with fullcut-off lanterns to limit the spread of unnecessary light. Theexisting Littlemoor Road and many of the existing junctions are litat present.4.12 The Relief Road would join the existing A354 on thenorthern side of the Ridgeway summit and near the single propertynamed ‘Blandora’. A shared footway/cycleway, with buffer stripbetween it and the road, would continue in the eastern verge ofthe A354 through to the outskirts of Dorchester as shown onFigure 4.27.4.13 The Littlemoor Road Improvement would run eastwardsfrom the new Littlemoor Roundabout, with the existing road beingeither upgraded or realigned to beyond Preston Downs, providingan improved link to Chalbury Roundabout and the A353 atPreston. The improved road would be at existing ground levelthroughout much of its length with landscaped banks providedwhere possible to reduce noise and visual effects. The 'old road'would in general act as a service road for local properties withfrontage access, and as a route for one of the new sharedfootpath/cycleways which would be provided on both sides of theImprovement. The existing Chalbury Detention Basin would beenlarged to accommodate the highway surface water run-off.Highway Design Standards4.14 The highway design speed of a road influences itsminimum horizontal and vertical curvature, various visibilitydistances and a range of other parameters. The design speed ofthis Relief Road changes at the Icen Roundabout north ofLittlemoor, with the southern section of road designed to 85kph(50mph) and the northern section to 100kph (62mph). Thiscorresponds with the speed limits that are proposed for the roadand shown on Figure 4.28. The length of road between Two MileCoppice Roundabout and Icen Roundabout would accord with the50mph speed limit on the existing Weymouth Way west of ManorRoundabout.4.15 In general, the width of the Relief Road would be 7.3metres with a 1.0 metre wide hard strip along each edge. Wherethere is a climbing lane, the road would be 10.0m wide with thetwo 1.0m strips. The Littlemoor Road Improvement would be a twolane road with a general width of 9.5 metres wide. This extra widthaccommodates several right turn lanes and central refuges with acentral hatched area between.Figure 4.27 Proposed Footway/Cycleway Extensionfrom the Scheme along the A354 through to DorchesterFigure 4.28 Speed Limits and Street Lighting DetailsWeymouth Relief Road - Environmental Statement 50

Chapter Four – Scheme DescriptionDrainage4.17 Sustainable urban drainage principles have been usedthroughout the scheme to minimise the impacts of surface waterrunoff from the road. Swales, which are shallow vegetatedchannels alongside the road, would be used extensively on thesouthern half of the Scheme where there are slack gradients,whilst stone-filled drains with carrier pipes would be used north ofIcen Lane. The section of the road through the Ridgeway wouldhave the more traditional road gullies and kerbs to ensure thathighway run-off is treated before being discharged into the chalkaquifer.4.18 Balancing ponds, detention basins and infiltration areas areextensively employed to limit the rate of discharge and improvethe quality of the highway water runoff.Structures4.19 The structures are shown on the Scheme Plans, Figures4.1 to 4.8 at the end of this Chapter.4.20 Manor Subway would be an in-situ concrete box structure(5m span) with a patterned profile concrete finish to the barrelwalls. Brick faced in-situ concrete wing walls would be alignedparallel to the proposed road.4.21 Manor Railway Bridge would comprise a single span(15.2m) concrete deck formed with pre-cast pre-stressed beamson in-situ concrete abutments with a patterned profiled finish. Insituconcrete wing walls would be brick faced. Wing walls on thesouth elevation would be splayed; and those on the northelevation would be parallel to the railway track.4.22 Two Mile Coppice Underpass would be a single spanconcrete deck formed with pre-cast pre-stressed beams on in-situconcrete abutments with a patterned profiled finish. In-situconcrete wing walls would be brick faced and aligned parallel withthe proposed road. The embankments immediately adjacent towing walls would be locally steepened using reinforced earthstructures.4.23 Lorton Lane Accommodation Bridge would be a singlespan (16m) arch structure formed with pre-cast concrete units witha plain ‘as struck‘ finish. The wing walls would be formed byshaping the ends of the arch and are thus aligned with the road.4.24 Southdown Ridge Accommodation Bridge would be asingle span (16m) arch structure identical in appearance andconstruction to that at Lorton Lane.4.25 Littlemoor Road Bridge would be a single span (21.8m)structure consisting of an in-situ concrete deck supported on insituconcrete abutments with a patterned profile finish. In-situconcrete wing walls would be faced with brick. The wing walls onthe south elevation would be aligned parallel to the Relief Roadand those on the north elevation aligned parallel to LittlemoorRoad.4.26 Chapel Lane Accommodation Bridge would be a threespan (13, 28 and 13m) structure consisting of in-situ concretedeck, piers and bankseats The finish to piers and bankseats wouldbe a plain ‘as struck’ finish.4.27 Bincombe Lane Underbridge would be an in-situ concretebox structure (9.2m span) with a patterned profile finish to thebarrel walls. Portland stone faced in-situ concrete wing wallswould be aligned parallel to the road.4.28 Ridgeway Overbridge would be a single span (22.9m)structure comprising an in-situ concrete deck supported on in-situconcrete abutments with a patterned profile finish. In-situ concretewing walls would be cast with a patterned profile finish andsplayed to the road.New Footpaths, Cycleways and Bridleways4.29 A network of cycleways,bridleways and footpaths areproposed to run in the ReliefRoad corridor, with connectionsto existing rights of way andother paths, in order to promotethe use of other modes ofsustainable transport. These areshown on Figures 4.1 to 4.8 andthe overall network is shown onFigure 4.29. Further details areprovided in Chapter 14.Park and Ride FacilityThe Scheme includes the provision ofshared use footways and cycleways4.30 The Scheme would incorporate a Park and Ride facility onthe closed Lodmoor North Landfill Site. Currently this site is notcapped and so rainwater percolates down through the waste andleachate seeps through the edge bund at several locations.Although there is no evidence that this is causing significant harm,it is accepted that a long term solution needs to be found. Thelandfill will continue to biodegrade and settle for many years and tocreate gas and leachate.4.31 As part of this Scheme, it is proposed to regulate thesurface and cap the site with an impermeable layer of clay andsoil, to minimise the flows through the edge bund. No bulkexcavation of waste or Landfill Licence would be required. A singlegas collection system would be installed and leachate would beextracted from boreholes sunk into the waste thereby reducing thelevel of leachate escaping into the adjacent nature reserve. Thefinal site levels would generally be 2 metres higher than existing.4.32 The Park and Ride car park would be laid out on top of thesite. This would experience differential settlement that wouldrequire additional maintenance from time to time. Although thiswould have cost implications, the slow vehicle speeds and thenature of the car park operation would mean that this maintenancewould not have a significant operational impact and would causeonly minimal disruption. The car park would be surfaced with amixture of a hard surface on part and a gravelled surfaceelsewhere.4.33 The Park and Ride would have good access from theRelief Road and parking for up to 1000 cars. Whilst operationaldetails have yet to be determined, it is anticipated that parkingwould be free and that a dedicated bus service would run regularly(say every 10 minutes) to the town centre at a nominal charge.The site would probably operate throughout the year from earlymorning to early evening and would only be lit while operationalduring darkness.4.34 As an indication of the type of lighting that would be usedwithin the Park and Ride facility, columns would be 8m high withfull cut-off lanterns to limit the spread of unnecessary light.4.35 The use of variable message signing (VMS) wouldencourage the use of this park and ride location by directing trafficbound for the town centre. With the development of moreintelligent transport systems, VMS can also be used to advise theuse of park and ride when congestion is detected in the town.The Construction Process4.36 It is envisaged that the construction of the Scheme couldtake approximately three years. The appointed contractor woulddraw up a detailed construction programme and would have tocomply with current legislation and with the conditions set out inthe Contract, which would include any planning conditionsattached to the planning permission. These would ensure thatconstruction impacts were kept within acceptable limits and thatthe mitigation measures incorporated in the contract were carriedout. A Construction Environmental Management Plan (CEMP)would be drawn up to assist this process.4.37 In order to assess the impacts of the construction works,an indicative works programme has been considered whichassumes a possible order and method for completing theconstruction of the Scheme (see Chapter 16).4.38 Where possible, statutory undertakers plant and equipmentwould be moved or lowered in advance of the main works on site.This would generally be in locations where the Relief Roadcrosses existing highways but there are occasions where pipelinesin fields could be altered in advance. Two-way traffic would bemaintained on the A354 and Littlemoor Road for the majority of thetime. Single-way working would be permitted for up to threemonths where the Scheme joins the existing roads.Weymouth Relief Road - Environmental Statement 51

Chapter Four – Scheme DescriptionFigure 4.29 Network of Existing and Proposed Footways and BridlewaysWeymouth Relief Road - Environmental Statement 52

Chapter Four – Scheme Description4.39 For the safety of users, for instance due to heavyconstruction traffic, it would be necessary to close various Rightsof Way that cross the site for up to 18 months, although diversionswould be provided where practical. Temporary closures would benotified in advance.4.40 Access for vehicles to the construction site would berestricted to Mercery Road, Littlemoor Road and the A354 onRidgeway. No access using minor roads through housing areaswould be allowed. Two site compounds are envisaged, one at thenorthern end of Mercery Road and one on the north side ofLittlemoor Road near the proposed Littlemoor Roundabout.4.41 The main contractor’s first operations would involveerecting boundary fencing and clearing the site of vegetation. Thiswould be carried out after various species had been found andrelocated, and after important hedges had been trans-located tonew positions. Access to farmland and private property would bemaintained throughout the works.4.42 Permanent environmental noise barriers would also beerected in advance of major works, where this is feasible, so thatadjacent properties and wildlife sites would be protected fromconstruction noise.4.43 Earthworks would probably start at the southern end of theScheme in order that a ‘haul road’ can be established along thesite from north of Littlemoor to Lodmoor Landfill site. The intentionis that this should have a sealed surface as early as possible sothat vehicles carrying soil from north to south through theLittlemoor housing do not create excessive dust. Temporary trafficsignals would be needed at times where the haul road crossesLittlemoor Road.4.44 Balancing ponds would also be dug at an early stage sothat rainfall run off from the site could be directed to these to settleout silts and possible pollutants.4.45 The main earthworks, including the capping of the landfillsite, the building of bridges and other structures and theinstallation of road drainage would be carried out in accordancewith an agreed programme. The construction of the bridge overthe railway line near Manor Roundabout would require some nighttime working (on up to eleven nights) as certain works need to becarried out while trains are not running.4.46 The construction of the road pavement and the footpathsand cycleways would follow the completion of earthworks anddrainage in each particular area.4.47 Those areas that are required to be lit would have streetlighting installed prior to their use by traffic e.g. Littlemoor RoadImprovement. Road markings and signs erection would be carriedout at the end when the whole of this work can be completed inone operation.4.48 Access to the site would be made available to ecologists,geologists and archaeologists so that species can be moved,records can be made and educational visits can be arranged.4.49 Landscaping would complete the works although this couldbe carried out during earlier planting seasons as well, in areaswhere earthworks have been finished.Traffic Calming of By-passed Roads4.50 Although not part of this Scheme, traffic managementmeasures would be introduced on those sections of the A354 andA353 that are relieved of traffic by the Relief Road. Thesemeasures would be designed to improve public transport servicesand reduce the volume and speed of local traffic still using theseroads. Facilities for pedestrians, cyclists and residents would beimproved to encourage local people to use other modes of travel.4.51 The type of traffic calming measures that would beconsidered are shown in Figure 4.30. During construction of theRelief Road these proposals would be looked at in detail andwould be subject to public consultation. The clutter of signs andmarkings within the Broadwey and Upwey Conservation Areaswould be reduced.4.52 The present A354 on Ridgeway Hill would be downgradedto a local access road with provision for cyclists. Following theprinciples set out in the Dorset AONB’s “Reclaiming Our RuralHighways” 1 , the appearance of the existing main road would bechanged to a rural road integrated into the surroundingcountryside.4.53 The road would be made attractive to use by pedestriansand cyclists as well as those sight-seeing by car. The width of theroad would be reduced and the clutter of main road signs and roadmarkings would be reduced to a minimum. Any harsh urban-typeengineering features would be replaced with unobtrusive rural highquality materials and furniture to reflect the road’s location withinan AONB. It is possible that part of the Jubilee Trail would bediverted to use the lower section of this road from Bincombe Laneto Elwell Street, Upwey.4.54 This downgraded road would sit more appropriatelyalongside the historic Roman Road, which runs from Upwey upthe steep slope ofRidgeway to the summit.This ancient byway, stillused by farm traffic andrights of way users,would be preserved withthis Scheme although aminor change would benecessary at theRidgeway Junction.Figure 4.30 Traffic Calming MeasuresMitigation Measures included in the Scheme(DC2372/353/1/Orig)4.55 A range of mitigation measures have been included in theScheme which would reduce impacts. These include lowering ofthe road so that more is in cutting, the use of false cuttings, areduction in speed limits and the use of quieter road surfacing andenvironmental noise barriers.Looking south along the historic Roman RoadWeymouth Relief Road - Environmental Statement 53

Chapter Four – Scheme Description4.56 Certain embankment and cutting slopes would be rounded,and the gradients slackened, so that some land could be returnedto agriculture. A comprehensive landscaping scheme would beimplemented.4.57 Water from the highway would run into balancing ponds toallow any pollutants to settle out, to provide treatment, and toprevent flooding downstream.Ecological Mitigation Area4.58 The Relief Road alignment has been kept close to therailway to limit the severance of ecologically sensitive areas andthe impact on ancient semi-natural woodland. Despite this, anecological mitigation package is proposed to offset adverseimpacts on wildlife. This package has been the subject of detaileddiscussion between the County Council, English Nature, theDorset Wildlife Trust and the Royal Society for the Protection ofBirds, and is covered in more detail in Chapter 9 Ecology andNature Conservation.4.59 The package would involve the purchase of land in theLorton/Lodmoor Valley, the creation and preservation of wildlifehabitats and the provision of sites for possible relocation ofspecies. In future this land could form part of the core area of aLorton Valley Country Park proposed in the Weymouth andPortland Local Plan Review.4.60 English Nature consider that this package “…reaches areasonable balance between the adverse impacts of the road onnature conservation and the steps that need to be taken to offsetthose impacts”.Other Aspects Considered in the Design of the Scheme4.61 During the detailed design of the Scheme, a range ofaspects were considered in order to reduce environmentalimpacts. Some of these are described below:-• Lowering the road to pass under the railway line nearManor Roundabout was looked at but, because of the limitationof road gradients, it was not possible to have a junction atManor Roundabout and this is considered essential;• Two Mile Roundabout was been moved slightly further tothe east so that it could be lowered thereby reducing noise andvisual impacts in Greenway Road and Close;• The section of road east of the railway from Two MileRoundabout to Southdown Ridge was lowered. This reducednoise levels in the Greenway Road/Close, Two Mile Coppiceand DWT Lorton Meadows areas. It also meant that anaccommodation bridge was now feasible at Lorton Lane insteadof an underpass and this has been designed as a ‘green bridge’to encourage use by wildlife;• The section of road through the Littlemoor housing hasbeen lowered to reduce visual effects and various types andheights of environmental barrier have been considered;• A single roundabout was considered at Littlemoor wherethe Relief Road crosses Littlemoor road but this would havebeen large and congested. The adopted design moves thejunction further from residential properties reducing noise andvisual effects, separates main road and local traffic creating amore efficient road layout, allows free-flow lanes to be used onthe Relief Road and creates greater separation of pedestrians,cyclists and vehicular traffic;• A full movement junction at Ridgeway was consideredwhich included slips roads to the south of the bridge, butpredicted traffic flows showed that these could not be justified inthe light of the extra cutting width and the greater impact on theAONB. Another option with the main road raised as much aspossible to reduce the cutting depth through Ridgeway, andBroadmayne Road taken underneath, was also discounted asthe crest curvature for safety and visibility could not be reducedbelow that currently adopted in the Scheme. A number of otherjunction arrangements were looked at but were discountedmainly on safety grounds;• An improvement of Littlemoor Road was considered thatfollowed the existing road more closely and avoided the AONB.The disadvantages were that the road would continue to havenumerous frontage accesses, many with inferior visibility, thehorizontal and vertical alignment of the road would remain poorand major alterations of statutory undertakers plant would berequired. The provision of a safer road with new footpaths andcycleways would not be possible and traffic would not bemoved further from all the residential properties along this road;Highway/Public Transport Model and Predicted AnnualAverage Daily Traffic (AADT) FlowsAssessment of the Change in Traffic Flows (AADT)4.62 The construction of the Scheme would cause traffic flowson many existing roads to change. In the majority of cases theresult would be a reduction in traffic although in just a few cases,traffic levels would increase slightly.4.63 Quantifying the existing and proposed traffic flows isessential to enable an integrated scheme to be designed andjustified and the environmental impacts to be properly assessed. Acomputer-based transport model has been used to predict theflows on the network of existing roads, both with and without theScheme, to compare the effectiveness of the Scheme at relievingthose existing roads of traffic.4.64 The traffic model used to assess the previous dualcarriageway scheme at the Compulsory Purchase Orders andSide Roads Order Inquiry was produced to a base year of 1995.This primarily used survey information collected in May 1989 andwas supplemented with additional survey data collected in May1995. In 1996 further traffic data was collected in and aroundWeymouth Town Centre that allowed the model to be updated to a1996 base. This version of the traffic model was used to assessthe single carriageway option Relief Road contained in the LocalTransport Plan (July 2000).4.65 A new highway/public transport model using the SATURN(Simulation and Assignment of Traffic in Urban Road Networks)Highway suite of programs and the TRIPS (TransportImprovement Planning System) Public Transport modulecontained within the CUBE travel forecasting software has beenproduced. This highway/public transport model has a base year of2001 which is used to identify existing traffic movements. Toconstruct this model, a number of surveys were undertaken in2001, namely manual counts on the principal roads and junctions,roadside interviews to determine the origin and destination of trips,automatic traffic counts, journey time runs and public transportsurveys. These were undertaken in the neutral months of May andJune and also in the high season month of August.4.66 The area covered by the new model is greater than that ofthe original model and hence it is better able to take into accountthe various routes taken by the public when travelling over a widerarea.4.67 The model has been built to assess the situation with bothlow and high future traffic growth. Traffic forecasts have beenproduced for the proposed year of opening of 2010 and for thedesign year of 2025. Suppressed and induced traffic effects due toconstraints in highway capacity have been assessed inaccordance with the latest government guidance. These forecasttraffic flows have been used by other specialists to estimate thelikely environmental effects of the Scheme e.g. traffic noise, airquality.4.68 These predicted traffic figures take into account the effectsof having a Park and Ride facility at Lodmoor which would reducethe number of vehicles entering the Weymouth town centre area.They do not however, fully take into account other measures in theIntegrated Transport Strategy such as improved facilities forpedestrian, cyclists and public transport.Predicted Traffic Flows in 2010 (high growth)4.69 The predicted Annual Average Daily Traffic (AADT) flowsin the Weymouth area in 2010, after the opening of the Scheme,are shown on Figure 4.31 This also shows, for comparisonpurposes, the predicted flows in 2010 assuming that no Scheme isbuilt. These are called the 'Do Minimum' flows because they arebased on the assumption that only minimum road improvementshave taken place in the area. The ‘Do Minimum’ scenario doeshowever include the Chickerell Link Road which is underconstruction.Weymouth Relief Road - Environmental Statement 54

Chapter Four – Scheme DescriptionFigure 4.31 Predicted Traffic Flows 2010 and 2025NOTE: The ‘Low Growth’ traffic flow scenario is based on pessimistic economic growth, national census data and localplanning data. ‘High Growth’ is based on optimistic economic growth, national census data and local planning data.Weymouth Relief Road - Environmental Statement 55

Chapter Four – Scheme Description4.70 The main points of note from Figure 4.31 are as follows: -• The Scheme would provide traffic relief on the A354Dorchester Road ranging from a 78% reduction atBroadwey to 96% reduction at Upwey;• The Scheme would provide traffic relief in the PrestonBeach Road corridor with Preston Road traffic reducing by43%, Preston Beach Road by 34%, The Esplanade by15% and King Street by 12%;4.71 The Scheme would reduce the volume of traffic using theA353/B3390 through the villages of Affpuddle, Crossways,Warmwell, Poxwell, Osmington and Preston (east). These roadsare currently used by some traffic travelling between Bere Regis(A35/A31) and Weymouth. The Scheme would attract more of thistraffic to go via the A35 to Dorchester and the A354 DorchesterRoad to Weymouth.4.72 There would be a significant reduction in traffic on CoombeValley Road, north of Preston. Although the flows are fairly smallcompared to those on the main roads in the area, a drop of morethan 51% with the construction of the Scheme would improve thesafety on this route and the amenity of those people living at thesouthern end of this road. The Scheme would remove existingtraffic that is rat-running on the country lanes through the DorsetAONB.Predicted Traffic Flows in 2025 (high growth)4.73 The predicted traffic flows (AADT) in the Weymouth area in2025, after the opening of the Scheme, are also shown on Figure4.31. This Map also shows the 'Do Minimum' flows on the roadnetwork in 2025. The predicted that traffic levels will grow between2010 and 2025 by 16% and 28% in the low and high growthscenarios respectively.4.74 The main points of note from Figure 4.31 are as follows :-• The Scheme would provide traffic relief on the A354Dorchester Road ranging from a 73% reduction atBroadwey to 95% reduction at Upwey;• The Scheme would provide traffic relief in the PrestonBeach Road corridor with Preston Road traffic reducing by46%, Preston Beach Road by 37%, The Esplanade by16% and King Street by 5%;4.75 Again there would be a significant reduction in rat-runningtraffic through the Dorset AONB on Coombe Valley Road with adrop of more than 57% in 2025 if the Scheme were built.Cost Benefit AnalysisSafety Impacts4.76 Cost Benefit Analysis software (COBA) has been used tocarry out the accident only cost benefit analysis of the Scheme. Anaccident only COBA provides accident numbers, severity split andcosts as well as an analysis of accident benefits by year for roadlinks and junctions. Standard COBA11 parameters and methodshave been used throughout the evaluation although local growthhas been applied to the evaluation. Locally derived accident datahas been input based on five-year statistics for 2000-2004. Trafficflow data has been obtained from variable trip assignments asproduced by the Weymouth Highway/PT model.4.77 The following table summarises the accident record on themajor sections of road affected by the scheme for the five yearsbetween 2000-2004.Table 4.1 Existing Accident Data for the 5 years 2000-04Pre-Scheme Five Year TotalRoad SectionA354 Manor Roundabout toRidgewayA353 Chalbury Roundaboutto Westerhall RoadC905 Littlemoor RoadA353 to A354Fatal Serious Slight Total3 11 125 1391 7 25 330 1 17 184.78 Tables 4.2 and 4.3 below shows the total accident benefitsin terms of the number of casualties that have been estimated tobe saved over a period of sixty years for low and high trafficgrowth with the Scheme built.Table 4.2 Accident Savings: With the Scheme – Low GrowthDo Minimum Do Something AccidentSavingsFatal Casualties 368 364 4Serious 2,771 2,650 121CasualtiesSlight Casualties 22,328 21,064 1,264Table 4.3 Accident Savings: With the Scheme – High GrowthDo Minimum Do Something AccidentSavingsFatal Casualties 470 468 2Serious 3,522 3,405 117CasualtiesSlight Casualties 28,372 27,217 1,155Scheme Economics4.79 TUBA (Transport Users Benefit Appraisal) software hasbeen developed to carry out an economic assessment of the costsand benefits experienced by each person or organisation as aresult of a project and is based on their willingness to pay. TUBA(version 1.6b-t1) has been used to carry out the economicassessment of the Scheme.4.80 TUBA undertakes a matrix based assessment with eitherfixed or variable trip matrices. It takes trip, time, distance andcharge matrices from a transport model and these matrices maybe disaggregated by vehicle type, purpose and person type. Whenscheme costs have been input TUBA calculates the user benefitsin time; fuel vehicle operating costs (VOC) and non-fuel VOC andthen discounts these benefits and scheme costs to the presentvalue year.4.81 The TUBA assessment compares Do Minimum (DM) trip,time, distance and charge outputs from the Highway/PT modelwith Do Something (DS) trip, time, distance and charge outputsfrom the Highway/PT model scenario.Results of the Cost Benefit Analysis4.82 Results based on the Optimistic (high growth) andPessimistic (low growth) scenarios are shown in Table 4.4. Theresults show good Benefit to Cost Ratios for both Optimistic andPessimistic scenarios.Table 4.4 Cost Benefit AnalysisScheme £ MillionLow GrowthNet ConsumerBenefitsScheme £ MillionHigh Growth108.9 264.5Net Business Impact 160.7 398.7Accident Savings 38.0 34.6Present Value ofBenefits (PVB)Present ValueCosts (PVC)Net Present Value(NPV)Benefit to CostRatio (BCR)307.7 697.750.3 57.8257.4 639.96.1 12.1(All prices are discounted to 2002 at 3.5% and are at 2002 Prices.)References:-1 “Reclaiming Our Rural Highways, DAONB Partnership, 2005”Weymouth Relief Road - Environmental Statement 56

Chapter Five – Environmental Impact Assessment Process and MethodologyChapter FiveThe Environmental ImpactAssessment Process andMethodologyEnvironmental Impact Assessment ProcessGeneral5.1 An Environmental Impact Assessment (EIA) is a formalprocess through which the environmental effects of a proposeddevelopment are systematically assembled, analysed, interpretedand presented.5.2 An Environmental Statement (ES) documents the outputfrom the EIA process in a structured and logical manner. The ESusually accompanies the planning application and ensures that theplanning authority is able to give due consideration to thesignificant environmental effects of the development, and howthese will be managed or mitigated. It is also made available tothe public, statutory consultees and other bodies with specificenvironmental responsibilities.5.3 The requirement for an EIA was first introduced in the UKin 1988, implementing European Directive 85/337/EEC asamended by 97/11/EC, through Section 71A of the Town &Country Planning Act, and The Town & Country Planning ActEnvironmental Impact Assessment (England & Wales)Regulations 1999 (SI No 293).5.4 Screening is the process through which the need for anEIA is determined. It is usually carried out by the planningauthority at the request of the developer. The planning authorityreview the development, on the basis of information sent to themby the developer using the process in the diagram above. When adecision is made, the planning authority adopts a ScreeningOpinion which is made publicly available.5.5 Development classifications and sizes of developmentwhich are catalogued in Schedule 1 of the Town & CountryPlanning Environmental Impact Assessment (England & Wales)Regulations 1999 (SI No. 293) are called Scheduled 1Developments.5.6 Scheduled 2 Development is as described above exceptthat each development type has applicable thresholds and criteria[e.g. Schedule 2: 10(f): Construction of Roads (unless included inSchedule 1): the area of works exceeds 1 hectare].5.7 A Sensitive Area is defined in paragraph 2.1 of theRegulations and includes National Nature Reserves, Sites ofSpecial Scientific Interest, National Parks, World Heritage Sitesand Scheduled Ancient Monuments.InformationincludedinanEIA5.8 The Schedule 4 Parts 1 and 2 ofthe Regulations states that anEnvironmental Statement must include:• A description of the development (site,design, size, characteristics,processes, emissions etc.)• An outline of the main alternatives tothe development (and the reason fortheir rejection)• A description of the measuresenvisaged in order to avoid, reduce andif possible remedy significant adverseeffects• The data required to identify andassess the main effects which thedevelopment is likely to have on theenvironment• A non-technical summary of theinformation provided above.Weymouth Relief Road - Environmental Statement 57

Chapter Five – Environmental Impact Assessment Process and Methodology5.9 A developer may ask the planning authority for an opinionon the scope of the EIA/ES. This Scoping Opinion will identify themain environmental effects of the development and the topics onwhich the ES should focus and will only be adopted afterconsultation with statutory consultees. Following a ScopingOpinion by the planning authority in June 2004, the WeymouthRelief Road Environmental Statement focuses on the topics listedin Chapter 1.Those Involved in this EIA Preparation and Consultation5.10 Dorset Engineering Consultancy, part of Dorset CountyCouncil, have managed the environmental impact assessmentprocess and compiled the Environmental Statement. Technicalstudies undertaken by individual specialist firms form part of theES.5.11 The planning authority notified the statutory consultees ofthe details of the proposed development and requested relevant,non-confidential information. Other consultees were also asked toprovide information relevant to the development.The Process for Considering the Planning Application and theEnvironmental Statement5.12 If further information is required from the developer, theplanning authority will make a request to the developer. When thisinformation is received, the planning authority will distribute it toconsultees and publish a notice in a local paper stating that it hasbeen received and is available for inspection. The public will have21 days from the date of the notice to view the further information.Ensuring that the Environmental Commitments made in the ES arecomplied with5.13 Planning Authorities and Regulators have a number ofways of ensuring that the development takes full account of themanagement provisions established in the EnvironmentalStatement.These include:• Planning Conditions:- which form part of the planning consentdocuments;• Planning Obligations:- which are usually in the form of acontractual agreement between the developer and theplanning authority;• Regulatory Requirements:- non-planning related legalrequirements enforceable by regulators (e.g. conditionsrelating to water discharges, interference with protectedhabitats or other nuisances);5.14 Dorset County Council would manage environmentalimpacts through a Construction Environmental Management Plan(CEMP). This would be prepared and implemented by thecontractor chosen to construct the Scheme and would be auditedby County Council.(Italic text denotes draft content in the 2005 EIA Amendment Regulations)Weymouth Relief Road - Environmental Statement 58

Chapter Five – Environmental Impact Assessment Process and MethodologyEnvironmental ManagementGeneral5.15 The implementation of the environmental managementmeasures detailed in this ES would ensure that the identifiedenvironmental effects of the Scheme are avoided or minimised. Inorder to integrate environmental management throughout theentire process from the detailed design of the Scheme through toconstruction and operation, the following would be undertaken:• Work with the design team to integrate environmentalmanagement measures into the final detailed design;• Incorporate environmental management measures into tenderdocumentation for construction contracts;• Ensure that the successful contractor adequately addressesenvironmental management measures and that they areappropriately qualified and experienced in implementation ofenvironmental mitigation;• Comply with regulatory requirements and consent conditions byobtaining all relevant licences, approvals and permits prior tothe commencement of construction;• Develop a system for on-going environmental managementduring the construction phase through the preparation of aConstruction Environmental Management Plan (CEMP);• Ensure that the CEMP is a flexible working document capableof incorporating operational environmental managementmeasures as relevant.5.16 The following provides more detail on the environmentalmanagement process for the pre-construction, construction andoperational phases of the Scheme.Pre-Construction5.17 Dorset County Council and/or the construction contractorwould be responsible for obtaining all necessary licences andapprovals required prior to commencement of constructionactivities.5.18 The contractor would prepare a CEMP for approval byDorset County Council prior to commencing construction.Construction5.19 As environmental impacts would occur during theconstruction phase, it is important that a process is developed,prior to commencement of the works, that ensures impacts ofconstruction activities are monitored and reported. A CEMP wouldbe prepared as the tool for ensuring all commitments made in theES are identified and implemented during construction. This wouldinclude licensing requirements under environmental legislation.5.20 It should be noted that the CEMP would be designed as aworking document to be revised and updated as the projectdevelops, through detailed design, construction and operation.Ownership of the document would rest with Dorset CountyCouncil; although the contractor would be involved in thepreparation of the document to ensure that environmental controlsand management processes are practical and are able to beimplemented.5.21 The CEMP would include, as a minimum:• A summary of the licences, permits and approvals required,timing for obtaining approvals and the statutory authoritiesresponsible.• Responsibilities for all construction personnel, includingassigning the role of Environmental Manager for the duration ofconstruction. An independent auditor may also be required. TheCEMP would include a responsibilities matrix which outlines therole of each team member in relation to environmentalmanagement and shows the lines of responsibility for reportingon performance and incidents.• An Erosion and Sediment Control Plan (ESCP) showing plansand detailing all site specific measures the Contractor willimplement during construction and reinstatement work toprevent an increase in pollution loads being exported from thesite.• A Waste Management Plan.• Monitoring Plans including:o A water quality monitoring program to assess theeffectiveness of erosion, sediment and water qualitycontrols. It should include monitoring from adjacentwaterways following any significant rainfall event or whenactivities are being carried out that have the potential topollute waters;o Visual monitoring of water quality for oils/grease aftersignificant rainfall events and collection of samples foranalysis if required;o An effective visual dust monitoring program to assist in thereduction of dust nuisance to nearby neighbours;AIR QUALITYMitigation MeasurePre-constructionLocate construction compound tominimise disturbance. Locate in areanear Mount Pleasant Business Parkand north of Littlemoor Road.ConstructionUse water sprays on haul roads andunpaved ground to maintain dampcondition when in useEnforce speed limit on haul roadsand unpaved ground.OperationConduct monitoring for key airquality parameters, including NO2and PM10 to determine on-goingcompliance with UK air qualityobjectivesResponsibilityContractorContractorContractorOperatorTiming• Details of environmental mitigation measures outlined in theES. This would include pre-construction, construction andoperation phases and would be sub-divided into issues, i.e. airquality, noise and vibration, ecology. An easy to use action planwould be prepared allowing the Environmental Manager andSite Superintendent to sign-off on the implementation ofcontrols. An example of the action plan is provided below:-PreconstructionOn-goingOn-goingSign-offDateVerificationDCCDCCDCCDateRefCondition ofApprovalN ?ESSection ?• Procedures and schedules for reporting on environmentalperformance and ensuring continual improvement including:o site inspection checklistso non-conformance and corrective action reportso incident management reportso complaints register; ando training register.• Schedule for auditing, both external i.e. Dorset County Counciland internal by the contractor’s Environmental Manager;• Procedures for training personnel in relation to environmentalmanagement;• Environmental incident response procedures, including contactdetails for all relevant statutory authorities required to benotified of incidents.Operation5.22 As the majority of the operational stage impacts would beadequately mitigated by the design of the Scheme, it is unlikelythat a separate Operational Environmental Management Planwould be required. Therefore, the CEMP would also incorporatemeasures relevant to the operational stage. These measureswould be implemented on an on-going basis by the Operator ofthe Scheme.AnnuallyDCCWeymouth Relief Road - Environmental Statement 59

Chapter Five – Environmental Impact Assessment Process and MethodologyMethodology for the EIAGeneral5.23 The Department of Transport, in their Design Manual forRoads and Bridges (DMRB) published in 1993 1 and withsubsequent updates, gives advice for trunk road design andrecommends that prior to the publication of an EnvironmentalStatement, a staged assessment of environmental effects iscarried out. The stages of this Environmental Impact Assessment(EIA) are:- Stage 1 – to broadly define the alternative routecorridors; Stage 2 – to identify, describe and assess the routeoptions and select a route, and Stage 3 - the detailed assessmentof a preferred route. The County Council has opted to broadlyfollow the methodology given in the DMRB for the environmentalassessment of the Weymouth Relief Road as this is considered torepresent best current practice and is consistent with the Townand Country Planning (EIA) Regulations.5.24 Further EIA work has now been carried out, with scientificstudies looking at the impact of the Scheme on the environment,and the detailed findings from the EIA have been combined intothis Statement and give due weight to the significant impacts. Thepotential impacts, identified through the scoping study, have beenassessed for their importance and magnitude. To enable this,baseline information was collected from surveys and research byindividual specialists and an assessment made of the dataavailable. The impacts were assessed with regard to whether theywere construction or operational, positive or negative and direct orindirect. Cumulative and secondary effects have been considered.Individual Topics5.25 Volume 2 of this Environmental Statement contains thevarious assessments of each topic using the methodologieslargely in accordance with the Design Manual for Roads andBridges. These methodologies are quite formal and use terms thatrequire their own definition e.g. 'significant adverse impact', 'slightbeneficial impact' etc.5.26 The terms and methodologies used in this volume (Volume1) will be as used throughout Volume 2. For brevity, a definition ofthe terms used and a detailed description of how the conclusionsare arrived at, are not included in this volume.5.27 It should be noted that since the earlier Stage 2assessment work, carried out prior to January 2003, some of themethodologies in DMRB have been revised or updated.5.28 The following Chapters 6 to 18 describe the results fromthe corresponding environmental assessment of each topic andprovide a conclusion on the predicted impacts.5.29 The key issues from the assessment of the effects areincluded in the Environmental Impact Tables in Volume 2 Chapter18. These tables compare the impacts of the Weymouth ReliefRoad Scheme with the Do Minimum Scheme i.e. one where noRelief Road is provided and only small-scale low-cost measuresare built.References:-1 Dept of Transport, Design Manual for Roads and Bridges, 1993and updates.Weymouth Relief Road - Environmental Statement 60

Chapter Six – Land UseBaseline ConditionsAgricultural Land Quality6.6 An agricultural land classification survey has beenundertaken in accordance with the 1988 guidelines for landclassification published by MAFF 1 (1988), which requires anexamination of geological, topographical, soil and climaticinformation, and a detailed field survey using auger borings and soilobservation pits. Based on the survey findings, it has beendetermined that the majority of land that would be affected by theScheme is of lower quality in subgrade 3b, Grade 4 and Grade 5.Small pockets of higher quality land do occur near Horse LynchPlantation, to the west of The Knoll and at Bincombe Down. Theagricultural land gradings are shown on Figures 6.1.Farm Holdings6.7 Twelve farm holdings would be affected by the Scheme andthese are shown on Figure 6.2 with full details given in Volume 2Chapter 6. As noted above, the majority of the land affected is ofpoor to moderate qualityand almost all south ofBincombe Down is ineither permanent or shortrotational grassland,although some land isbeing used for arableproduction. Although onlythree units are currentlyassessed as viableholdings, i.e. generating asufficient profit to besustainable, the majority ofthe units still includelivestock as part of theenterprise with dairy cattlebeing the predominantenterprise. One unit isused primarily for natureconservation, with grazingsheep and cattle being partof the land management.Looking south along the A354 towardsRidgeway showing the narrow strip of fieldpurchased by Dorset County Council forhighway use.Key to Figure 6.1Figure 6.1 Agricultural Land GradingsFigure 6.2 Agricultural HoldingsNon-agricultural Land Uses6.8 The non-agricultural land that would be affected by theScheme falls into the following categories : (a) highway land,including land previously used as highway or acquired for futurehighway purposes, (b) railway land, (c) landfill sites and disturbedland, (d) woodland and (e) private property. More details areprovided in Volume 2 Chapter 6.6.9 The Weymouth and Portland Local Plan shows a number ofareas of land used by the community in the vicinity of the Scheme.These include the Weymouth Rugby Club land, the Redland SportsGround and Wey Valley school playing fields and some open areaswithin the Littlemoor development.Weymouth Relief Road – Environmental Statement 62

Chapter Six – Land UseMitigation StrategyAgricultural Land Uses6.10 The Scheme has been designed where feasible to minimisethe loss of agricultural land resources. Discussions regardingpossible mitigation measures have been held with the occupiers ofcommercial agricultural holdings to seek to minimise disturbance. Anumber of measures have been included that would reduce, or offset,the physical impact on those farming the land and these includethe provision of access tracks, a replacement silage area and theprovision of new gateways.Non-agricultural Land Uses6.11 As part of the design of the Scheme’s alignment,consideration was given to minimising landtake from areas withnational designations such as SSSIs and to follow the railway line toreduce the severance of individual plots of land. However thelocation of the previously identified corridor through the Littlemoordevelopment obviously influenced the route of the road in this area.To mitigate for the impact on nature conservation, a EcologicalMitigation Area in the Lorton/Lodmoor Valley is proposed whichwould retain public access.Impact AssessmentPermanent Impact on Agricultural Land6.12 The areas of the various grades of agricultural land thatwould be lost in perpetuity to the Scheme are set out in Table 6.3.Table 6.3AgriculturalGradingQuality of agricultural land affectedTotal areaaffected(ha)Areareturned toagriculture(ha)Permanentloss ofagriculturalland (ha)Grade 1 Nil Nil NilGrade 2 0.1 Nil 0.1Subgrade 3a 6.3 1.0 5.3Subgrade 3b 11.9 1.3 10.6Grade 4 26.5 8.5 18.0Grade 5 5.7 0.1 5.6Total agriculturalareaNon-agriculturalDisturbed land50.5 10.9 39.69.516.4Table 6.4: Temporary Effects on Agricultural Land, by GradeAgricultural GradingAreas of landwithin the EMA(ha)6.13 The loss of 5.4ha of the best and most versatile landclassified as Grade 2 and Subgrade 3a is assessed as a moderateadverse effect (see Table 6.1).6.14 A further 28.3ha of agricultural land would be acquired foruse as an ecological mitigation area and would be managedprimarily for its intrinsic nature conservation value, as opposed toagriculture.6.15 Defra was consulted at the route comparison stage inJanuary 2003 and reported that it would not normally commentformally or raise objection to developments that lead to the loss ofless than 20ha of the best and most versatile (BMV) agricultural land(Grades 1, 2 and 3a). They did comment, however, that:“consideration be given to minimising the loss of BMV land balancedagainst other sustainability considerations”.Permanent Impact on Farm HoldingsArea of agriculturalland lost to newwoodland planting inthe EMA (ha)Grade 1 Nil NilGrade 2 0.1 NilSubgrade 3a 0.3 NilSubgrade 3b 27.9 2.2Grade 4 Nil NilGrade 5 Nil NilTotal area affectedtemporarilyNon-agricultural use 1.9Disturbed landNil28.3 2.26.16 Many factors contribute to the impact on farm holdingsincluding loss of land; severance; loss of buildings and fixedequipment; reduced convenience of access; loss of income; changesin land use and increase in management requirement. Themethodology used to determine the impact on potential farm profitsis described in more detail in Volume 2 Chapter 6 and, based on thisassessment, it is considered that none of the farms which currentlyappear viable on the basis of standard data would be rendered nonviableby the Scheme.6.17 In fact, of the 12 farm holdings affected, only 3 are currentlyconsidered to be viable units. Overall, the Scheme is assessed ashaving a slight adverse effect on the viability of 1 farm and a Neutraleffect on all the others – albeit that there may need to be smallchanges made to the day-to-day management of these units (Table6.2 above).Temporary Impacts on Agricultural Land and Farm Holdings6.18 The construction of the road would require the use of moreagricultural land than that needed for the finished Scheme and thearea and grading of this additional land is set out in Table 6.4.6.19 This impact is assessed as slight adverse in the short-term.However, provided the movement and storage of soils is undertakenappropriately (in an agreed manner), the quality of the soil would notbe compromised and this potential impact would be fully negatedafter about five years, with the long-term significance assessed asneutral.6.20 Although 3 holdings would lose the use of some landtemporarily, none would be significantly adversely affected. In allcases any loss of income from land would be compensated underthe provisions of statutory compensation.Impacts on Non-agricultural Land Uses6.21 The majority of the County Council owned land that would beaffected was acquired for use as possible future highway. Except forthe strip of arable land alongside the A354 on Ridgeway, most of theplots are unused and so overall there would only be a slight land useimpact if they were incorporated into the Scheme.6.22 Rights would need to be acquired to cross over the railwayline east of Manor Roundabout and small areas of the railwayembankment and cutting slopes would be affected further north.6.23 The impact of the Scheme on the closed Lodmoor NorthLandfill Site is described in detail in Chapter 10 Geology and Soils.The Scheme would include proposals to remediate some of thecurrent adverse effects of the Site on the surrounding land, inparticular the escape of gases into the atmosphere and leachatesthrough the soil. The Site’s use as a Park and Ride facility would bea beneficial after-use. The works would also include an improvementof the sports land to the south of the Site.Looking south on Ridgeway above theBincombe Railway Tunnel. The disturbedland above the southern portal is in theforeground.Weymouth Relief Road – Environmental Statement 63

Chapter Six – Land Use6.24 The impact of the Scheme on Two Mile Coppice is covered indetail in Chapter 9 Ecology and Nature Conservation. The Schemewould remove a strip of woodland adjacent to the railway and impacton the edge woodland remaining adjacent to the road. Only a smallpercentage of the overall woodland would be affected including alarge part located upon a spoil heap remaining from the railwayconstruction. There would also be the loss of a small wood at WestFarm on Bincombe Lane.6.25 The Scheme would involve the demolition of a house at WestFarm in Bincombe Lane. This is the largest house of four in the WestFarm area and the three smaller cottages fronting onto the Lanewould remain. The adjacent farm buildings and stables, now used forstorage, would also remain and there would be no impact on farmingoperations.6.26 There would be no direct effect on any community landalthough the road would pass through, or adjacent to, some areas ofprivately-owned open land that the public use for walking, namelyTwo Mile Coppice, Lorton Meadows nature reserve and SouthdownRidge. The amenity value of the land closest to the road would bedetrimentally affected by traffic noise, landscape and visual impacts,although noise reduction and landscape measures are incorporatedinto the Scheme design. Further details are described in the otherrelevant Chapters of this ES.6.27 In mitigation, it is proposed to provide an area of land within aLorton Valley Country Park. This Park is a proposal that is outlined inthe Weymouth and Portland Local Plan Review. This ecologicalmitigation land, as wellas creating new areas ofnature conservationinterest, would protectexisting valuable areassuch as Horse LynchPlantation and wouldhave some publicaccess.6.28 No futuredevelopment land shownin the two Local Planswould be affected by theScheme.Looking west along Footpath F11 towardsCoombe Farm and the railway crossing overChapel Lane6.29 The cycleway continuation from Ridgeway towardsDorchester would use the eastern verge of the A354 and there wouldbe a slight impact on adjoining fields for this, and an improvement ofa lay-by, where the verge needs to be widened.SummaryAgricultural Land6.30 Overall the construction of the Scheme would have amoderate adverse effect on agricultural land with the permanent lossof 39.6ha, of which 5.4ha are classified as the best and mostversatile agricultural land. A further 28.3ha would be acquired for useas an ecological mitigation area and would be managed primarily forits intrinsic nature conservation value, as opposed to agriculture.6.31 Providing that soil handling is carried out according to currentbest practice, soil quality should be maintained in the long term.Farm Holdings6.32 Only three farm holdings are presently assessed as beingviable. Two would only marginally be affected and they would beable to continue much as at present following construction of theroad. The effect on these holdings is assessed as neutral.6.33 The other holding is extensive with almost 1,000ha utilised by650 dairy cows and arable enterprises. The Scheme would result inthe permanent loss of 24.1ha of rented land to the construction of theroad and a further 17.2ha to the Ecological Mitigation Area - some4.4% of the area farmed. Overall it is considered that the long-termprospects of the farm would not be affected, although there wouldneed to be changes made in the short-term. The effect on thisholding is assessed as slight adverse.6.34 None of the other 9 holdings affected are farmed as viableagricultural units. The Scheme, whilst likely to reduce the potentialprofitability of these units due to a reduction in land area, would notcompromise the long-term prospects of any viable agriculturalbusiness.Non-agricultural Land6.35 The Scheme would involve the demolition of one privateproperty at West Farm.6.36 There would be a local effect on railway land and a loss ofwoodland at Two Mile Coppice and at West Farm. No communityland would be affected although some areas of private land, used bythe public for recreational and educational purposes, would beadversely affected. However there is provision in the Scheme for alarge area of mitigation land in the Lorton Valley with confirmedpublic access.6.37 The Scheme would have beneficial impacts on the LodmoorNorth Landfill Site by reducing current gas and leachate pollutionfrom the Site and providing a beneficial after-use in the Park andRide facility.References:1 Agricultural Land Classification of England and Wales: Revised guidelines and criteria for grading thequality of agricultural land, MAFF 1988Weymouth Relief Road – Environmental Statement 64

Chapter Seven -- Cultural HeritageChapter SevenCultural HeritageIntroduction7.1 This Chapter identifies and evaluates the nature, extentand significance of the cultural heritage resource likely to beimpacted on, directly or indirectly, by the Scheme and determinesthe likely significance of effects arising from the proposeddevelopment, after mitigation. The cultural heritage resourceincludes archaeological monuments and remains, historiclandscapes and historic buildings and structures, all of which areconsidered as part of the historic environment.7.2 The Chapter describes the known cultural heritageresource within defined areas. It provides an overview of theassessment methodology used to evaluate the importance of thecultural heritage resource and the magnitude of the impact andsignificance of the effects that the Scheme would have upon it.Methodology7.3 The assessment of impacts and effects upon the overallcultural heritage resource have been undertaken with regard to themethodologies set out in the Design Manual for Roads andBridges (DMRB) Volume 11, Section 3, Part 2 (Cultural Heritage)and in the Transport Analysis Guidance (TAG) (DfT 2004).Significance Criteria7.4 The importance of cultural heritage features has beenassessed using the Secretary of State’s non-statutory criteria forthe selection of monuments for scheduling, as modified by EnglishHeritage as the basis for the designation of ancient monuments aspart of its Monuments Protection Programme (MPP). Culturalheritage features are divided into a hierarchy of importance thatmay be broadly equated to the geographical categories defined inDMRB.Table 7.1 The Importance of Cultural Heritage FeaturesGradingVeryImportantImportantDMRB Grades of importanceScheduled Monuments, or monuments in theprocess of being Scheduled or that otherwisemeet scheduling criteria; all Listed Buildings(Grades I, II* and II); and Registered HistoricParks and Gardens Grades I and II*.Sites of importance within a regional or countycontext, including Conservation Areas andRegistered Historic Parks and Gardens Grade II.GradingModeratelyImportantMinorImportanceNotImportantDMRB Grades of importanceSites of importance within a district context.Sites of local importance. These sites may havebeen partially destroyed by past land use,whether by agricultural activity or previous builtdevelopment.Sites that are so badly damaged that too little nowremains to justify their inclusion in a higher grade.7.5 Assessment of direct effects has considered the proportionof the feature affected and whether key characteristics would beaffected. Direct impacts are permanent, as the loss or damage toarchaeological material cannot be repaired, replaced or recreated.Thus, direct impacts receive the greatest weighting whenassessing the outcome of combined effects. For the purposes ofthe assessment all sites and monuments which fall within thefootprint of the road are viewed as being subject to direct impact.7.6 Assessment of indirect effects is concerned with the effectsof the Scheme on physical setting and refers to perceptible visualand aural (noise) effects on components of the cultural heritageresource that can be appreciated at a given time. The setting of asite or monument embraces the concept of amenity. For thepurposes of this assessment, sites that have no visible surfaceexpression are considered to have no setting.7.7 The magnitude of impact (summation of direct and indirectimpacts) on the cultural heritage resource has been assigned oneof the following descriptors:• High;• Medium;• Low;• Negligible/none.7.8 Impacts may be beneficial or adverse and hence a sevenpointscale results with negligible/none as its centre point. Theassignment of a magnitude of impact in this way is a matter ofprofessional judgement.7.9 The significance of effect is a product of the importance ofthe resource and the magnitude of the impact upon it. This can beillustrated transparently using the matrix below:Weymouth Relief Road - Environmental Statement 65

Chapter Seven -- Cultural HeritageTable 7.2: System for deriving the Significance of Effect onCultural HeritageMagnitude ofimpact/Importanceof ResourceVeryImportantImportantModeratelyImportantMinorImportantNot ImportantHighAdverseLargeAdverseEffectLargeAdverseEffectModerateAdverseEffectSlightAdverseEffectNeutralEffectMediumAdverseModerateAdverseEffectModerateAdverseEffectModerateAdverseEffectSlightAdverseEffectNeutralEffectLowAdverseSlightAdverseEffectSlightAdverseEffectSlightAdverseEffectNeutralEffectNeutralEffectNegligble/noneNeutralEffectNeutralEffectNeutralEffectNeutralEffectNeutralEffectLowBeneficialSlightBeneficialEffectSlightBeneficialEffectSlightBeneficialEffectNeutralEffectNeutralEffectMediumBeneficialModerateBeneficialEffectModerateBeneficialEffectModerateBeneficialEffectSlightBeneficialEffectNeutralEffect7.10 The definition of the overall significance of the effects isderived from the Department for Transport’s Transport AnalysisGuidance Website (WEBTAG; www.webtag.org.uk).7.11 The significance of the effects of construction andoperation of the Scheme are assessed separately. The overallassessment of the effect of the Scheme on any part of the culturalheritage resource is assessed as a combination of the effects ofconstruction and operation.7.12 Further details regarding the methodology for theassessment of archaeological remains and the built heritage areprovided in Chapter 7 of Volume 2 of this EnvironmentalStatement. Archaeological aspects were considered within twoareas – a Road Line Assessment Area and an Off LineAssessment Area. Listed Buildings and Conservation Areas wereconsidered within a Built Heritage Study Area.Baseline ConditionsHighBeneficialLargeBeneficialEffectLargeBeneficialEffectModerateBeneficialEffectSlightBeneficialEffectNeutralEffect7.13 The area between Dorchester and Weymouth isparticularly notable for remains of the Bronze Age and Romanperiods, but there is also evidence of past activity during almostevery other archaeologically defined period. The following sectionsprovide a summary of the cultural heritage of the area. Individualarchaeological ‘Site’ numbers are shown on Figures 7.1 and 7.2.Historic Landscape7.14 The historic landscape of the lower ground at the southernend of the Scheme is characterised by small irregular shapedfields and pockets of ancient woodland, such as Two MileCoppice, and is the product of the piecemeal enclosure of the lowgrade poorly drained unimproved pastureland. Further north on thehigher ground of the chalk downland the fields are larger and moreregular and are a product of the late enclosure of what would havebeen common grazing land. The Scheme crosses the formerparish boundaries between Upwey, Broadwey and Bincombe.Many of the extant field boundaries are shown on tithe maps datedto 1837-40 and hedgerows marking these boundaries areregarded as Important under the Hedgerow Regulations 1997. Ahollow way crosses the downland from east to west and the 19 thcentury railway line from Weymouth to Dorchester runs on anembankment and through tunnels from south-to north.Earlier Prehistoric (c.500, 000 – 4000BC)7.15 The early prehistoric period is not well represented in thisarea and there are no Palaeolithic or Mesolithic findspots recordedwithin the area studied. However, regional research projects haveidentified a very thin scatter of Palaeolithic findspots aroundDorchester and worked stone implements indicative of theMesolithic period along the South Dorset Ridgeway and in thesurrounding landscape.Neolithic (c.4000 – 2400BC)7.16 The study area is located within an extensive landscape ofNeolithic monuments and settlement sites. Early and late Neolithicactivity is represented by the presence of groups of pits like thoserecorded in two locations on the Ridgeway (Site 1 and Site 2),which contained sherds of Grooved Ware pottery, worked flint andanimal bone. The presence of a prehistoric population in thegeneral area is attested by the occurrence of scatters of flint whichinclude worked tools such as that recorded at Site 3.Bronze Age (c.2400 – 700BC)7.17 Bronze Age activity is concentrated around the Ridgewaywhere there is a group of round barrows, the Ridgeway Hill BarrowGroup (Sites 4 to 28), many of which are Scheduled Monuments.The Ridgeway includes one of the densest concentrations ofBronze Age burial mounds in the country and represents animportant and prominent aspect of the Bronze Age landscape ofthe region. One other round barrow is located to the south of theRidgeway on The Knoll (Site 29). This concentration of barrows iswell preserved and is integrated with an extensive landscape ofrelict field systems of similar date.7.18 Remnants of these prehistoric field systems survive in themodern landscape as slight earthworks or as cropmarks visible onaerial photographs. Although it can often be difficult to separatethese earlier field systems from later Romano-British landdivisions, traces of ancient fields above Bincombe Tunnel onRidgeway Hill are thought to be of Middle Bronze Age or later date(Sites 30 and 31).Iron Age (c.700BC– AD43)7.19 Evidence of Early/Middle Iron Age settlement activity,comprising pottery, animal bone, fired clay and a piece of workedlimestone have been recorded in association with two ditches anda pit on the southern side of the Southdown Ridge (Site 32).Occupation of general Iron Age date is attested locally by theconstruction of a number of multi-vallate hillforts, including MaidenCastle and Chalbury.Romano-British (c. AD43 – AD410)7.20 The Roman road from Dorchester to Radipole runs northsouththrough the study area and in part is followed by the line ofthe modern A354 (Site 33). Settlement evidence of the1 st – 4 th centuries has been identified in the area of RedlandsSports Ground, extending to the east of the railway line. Otherlocal discoveries of Romano-British date attest to more widespreadoccupation and activity and finds include a number of Roman coins(Site 36-39) and an inhumation burial in the Broadwey area (Site40).Saxon – Medieval (c. AD410 – AD1500)7.21 Although there are no definite Saxon remains recordedwithin the study area, the town of Dorchester was important duringthis period and is mentioned in Domesday. The framework ofsettlements in the area was probably established by the latermedieval period, the locations of which are largely represented bythose in existence today. At the southern end of the study area theremains of the deserted medieval village at Humpty Dumpty Fieldat Radipole (Site 41) are protected as a Scheduled Monument(Dorset 817).7.22 A more widespread feature of the landscape dating mainlyto the medieval period are the strip lynchets and ridge and furrowearthworks visible over large areas both within and around theScheme corridor (Sites 42-45). These landscape features are theresult of arable agricultural practices and examples of striplynchets of possible medieval date are particularly wellrepresented in the vicinity of Lower Bincombe Farm.7.23 A small amount of medieval pottery associated withfeatures such as floors, pits and ditches has been recovered fromarchaeological excavations in the area (Sites 46 and 47).Weymouth Relief Road - Environmental Statement 66

Chapter Seven -- Cultural HeritageFigure 7.1 Cultural Heritage – Southern SectionFigure 7.2 Cultural Heritage – Northern SectionWeymouth Relief Road - Environmental Statement 67

Chapter Seven -- Cultural HeritagePost-medieval (c. AD1500 – present)7.24 The post-medieval archaeology of the area includes anumber of elements that are visible in the present landscape; theDorchester to Weymouth railway line built in the 1850’s; thesupposed location of three parish boundary stones, now lost (Site51) and a hollow way crossing Bincombe Down (Site 52). Anotherhollow way survives as below ground remains on the northern sideof the Ridgeway at Site 53.7.25 There are six Conservation Areas and 185 Listed Buildingswithin the area surrounding the A354 and A353 near Weymouth.There are 80 Listed Buildings within 200m of these main roads,and approximately half of these buildings front onto the road. Allthe Listed Buildings are of post-medieval date and listed Grade II,and are therefore considered to be Very Important.Uncertain Date7.26 There are a number of sites recorded within the study areafor which no clear dating evidence is available. These include anearthwork mound (Site 54) on the crest of Ridgeway Hill and anumber of indistinct cropmarks close by, noted from aerialphotographs (Site 55).Mitigation StrategyDetailed Development of the Scheme7.27 During the development of the Scheme design,consideration has been given to the need to modify the design inorder to mitigate potential effects on the cultural heritage resource.The techniques used to achieve this at the design stage includethe avoidance of direct impacts on very important sites, schemewidelandscape mitigation and scheme-wide archaeologicalevaluation.Construction Stage Mitigation7.28 The proposed strategy for the mitigation of constructioneffects on the known cultural heritage resource is summarisedbelow and in Table 7.3.7.29 Whilst a comprehensive programme of field surveys wasundertaken, further archaeological evaluation by trial trenching isproposed in areas on the road line between chainages 100 to 350and 550 to 1050, and in other areas such as construction sitecompounds, balancing ponds and the relocated silage clamp. Inaddition, a programme of geophysical survey would be carried outon the narrow strip of land for the new carriageway on LittlemoorRoad in order to confirm the low archaeological potential of thearea between chainages L1100 to L2400.7.30 The long term preservation of two Scheduled Monuments(Sites 12 and 13) would be ensured by the acquisition of the landon which the monuments stand. The monuments would beremoved from arable cultivation/improved pastureland, the silageclamp adjacent to Site 12 would be relocated and a programme ofsympathetic land management and public interpretation would beimplemented.7.31 Once the Relief Road has been opened to traffic, therewould be the potential to enhance the appearance and amenity ofthe Dorchester Road sections of the Upwey and BroadweyConservation Areas. This would be achieved by implementing atraffic calming scheme on Dorchester Road in a way that issympathetic to the original setting and appearance of these Areas.This is not part of this Scheme but would be designed andconsulted upon when Relief Road construction was underway. Asthe Scheme would not cause any adverse impacts on ListedBuildings or Conservation Areas, it is not anticipated that any othermitigation measures would be necessary.7.32 Archaeological excavation is proposed in three areas tofully record finds. These include part of a Romano-Britishsettlement to the east of Redlands (Site 35), an area of potentialIron-Age settlement with medieval and post-medieval activity onthe southern side of the Southdown Ridge, and the sites of aploughed out Bronze Age round barrow (Site 4) and a group ofNeolithic pits (Site 1).7.33 Strip, Map and Sample (SMS) is proposed in one areawhich includes the site of a possible prehistoric field-system (Site30). SMS is a flexible fieldwork approach of particular value wherethe presence of archaeological remains is known but the extent ofareas requiring archaeological excavation is unclear. Topsoil inthese areas would be stripped under archaeological control inorder to carefully expose archaeological remains, which wouldthen be sampled excavated by hand and recorded. Sufficient timewould be allowed for archaeological recording before constructioncommences. All other sections of the Scheme would be subject toan archaeologicalwatching brief duringtopsoil strip in order toallow the identificationand recording ofarchaeological featuresof limited significance.Within the generalwatching briefparticular attentionwould be paid to thearea of the buriedremains of the hollowway (Site 53) and inthe area of the possibleArchaeological evaluation on SouthdownRidgeparish boundary stones (Site 51), the precise location of which isnot known.7.34 A permanent record in the form of a measured survey andphotographic record would be made of historic landscape featuresincluding all historic boundaries and hedgerows, a hollow way onBincombe Down (Site 52) and the medieval strip lynchets (Site 42)at Lower Bincombe prior to the commencement of construction.7.35 The mitigation strategy for the Scheme is sum marised inthe following table :-Two MileCoppiceand DorsetWildlifeTrust landOff-LineworksLittlemoorRoadTable 7.3 Proposed Mitigation StrategyProposed ChainageKnownDetails of Proposed MitigationStrategy/AreaArchaeologicalInterestFurther Archaeological Evaluation100-1050Geophysicalanomalies ofuncertain origin;potential for remainsassociated with theRomano-Britishsettlement (Site 35)and medieval activitysimilar to that at Site46.Trial trenching between chainages100 to 350 and 550 and 1050 isproposed in order to verify theresults of previous non-intrusivesurveys and confirm the need forand scope of additional mitigationduring the construction phase.n/a n/a Off-line works e.g. the constructionof site compounds, relocation ofsilage clamp etc may require furtheradditional evaluation by trialtrenching once the location of thesehas been finalised.L1100-L2400Enhancement and ProtectionSite 12 and13BuiltHeritageResource6300-6400n/aNo recorded remains;low potentialBronze Age funeraryactivityConservation Areasand Listed BuildingsGeophysical survey of narrow stripof land adjacent to current highwayto confirm absence ofarchaeological features.Land occupied by the monuments tobe purchased by Dorset CountyCouncil. The long-term preservationof these Scheduled Monumentswould be ensured by theimplementation of a programme ofsympathetic land management andpublic interpretation.In line with the predicted reductionin traffic flow through Broadwey andUpwey, a traffic-calming schemewould be implemented on theDorchester Road in a way thatwould be sympathetic to the settingand appearance of the areas.Weymouth Relief Road - Environmental Statement 68

Chapter Seven -- Cultural HeritageProposedStrategy/AreaArchaeological ExcavationExcavationArea 1(Site 35)ExcavationArea 2(Sites32,46, 49and 3)ExcavationArea 3(Site 4 and1)Chainage400-5001300-14756050-6400KnownArchaeologicalInterestRomano-BritishsettlementStrip, Map and Sample (SMS)SMS Area1 (Site 30)5750-6050Earthwork surveySchemewideAllchainagesSite 52 - 5900-hollow way 6000north ofBincombeTunnelSite 42 - 5300-medieval 5400striplynchets atLowerBincombeGeneral Watching BriefPotential Iron Age As abovesettlement includingevidence for medievaland post-medievalactivity.Bronze Age funerary As abovemonument and areaof Neolithic activityPossible prehistoricfield systemHistoric boundariesand hedgerowsMedieval/postmedievalroute waywhich survives as asunken trackwayMedieval striplynchets survive asearthworksDetails of Proposed MitigationDetailed excavations over full widthof trace as Advanced Works. Theexact extent of areas forarchaeological investigation wouldbe determined in consultation withthe County Archaeologist.Strip, Map and Sample excavationprior to construction (full width oftrace i.e. construction easementplus landscaping areas).Photographic record plus excavationand recording of a single sectionprior to constructionMeasured survey and photographicrecord, plus excavation andrecording of a single section, prior toconstruction.As aboveImpact AssessmentEffects of Construction7.36 The effect of the construction of the Scheme on the culturalheritage resource comprises direct effects on buried andupstanding archaeological remains and indirect effects on thesettings of upstanding remains. These effects include thetemporary effects of construction activity, as well as the permanenteffects. The importance of these remains is set out in Volume 2.The Scheme is discussed here from south to north using chainage.Chainage 400 to 6007.37 The construction of a road cutting to an approximate depthof 4m in this area would have an adverse impact on the buriedremains of Romano-British settlement site (Site 35) which extendsinto the road corridor. There would be a Large Adverse effect.Chainage 1400 to 15007.38 Archaeologicalremains recorded in thisarea would be affectedby a deep cutting to amaximum depth of 17m.There would be a LargeAdverse effect on theremains of Iron Agesettlement activity (Site32), a Slight Adverseeffect on the undatedearthworks (Site 49)and medieval ditch(Site 46) and a Neutraleffect on the flint scatter(Site 3).Preliminary archaeological investigationsbetween chainage 1400 and 1500.Chainage 61007.42 The unscheduled Bronze Age round barrow (Site 4), whichsurvives as a slight earthwork, would be directly affected byconstruction of the main carriageway in cutting. This would be aLarge Adverse effect.Chainage 6200 to 63007.43 The construction of the main carriageway in cutting woulddirectly affect the site of a group of Neolithic pits located by trialtrenching (Site 1). This would be a Large Adverse effect.Chainage 6300 to 64007.44 There would be a negligible impact on the ScheduledBronze Age round barrow (Site 14), the unscheduled Bronze Ageround barrow (Site 15) and a findspot of 18 Roman coins and alead weight (Site 37), all of which lie outside the construction areaand at some distance from the proposed main carriageway. Therewould be a Neutral effect on all three sites.7.45 The remaining two Scheduled round barrows Sites 12 and13 would lie outside the landtake required for the Scheme andwould be protected from potential damage during construction byfencing. There would be no direct impact on these ScheduledMonuments.7.46 However, the land on which they stand would be acquiredas part of the Scheme to ensure their long-term preservation andtheir amenity value would be enhanced by way of a managementprogramme. Whilst there would be significant beneficial effects dueto the removal of the silage clamp, the prevention of furtherdegradation due to agricultural practices and the long-termmanagement of the sites, these beneficial effects would not whollybalance or outweigh the adverse effects due to construction of theroad in a deep cutting adjacent to these Scheduled Monuments.SchemewideAllchainagesParticular focus on Archaeological monitoring of topsoilthe area of the buried stripping and other earthworks toremains of the hollow record isolated archaeologicalway (Site 53) and in features not otherwise dealt withthe area of the above.possible parishboundary stones (Site51) the preciselocation of which isnot known.Chainage 5200 to 54007.39 The well-preserved medieval strip lynchets (Site 42) wouldbe affected by the construction of a large embankment acrossBincombe valley. There would be a Moderate Adverse effect.Chainage 5900 to 60007.40 A 9m deep cutting would affect the area of possibleprehistoric or Romano-British field system visible on aerialphotographs (Site 30). This would be a Slight Adverse effect.7.41 The Scheme would also result in the severance and loss ofa section of the ancient hollow way (Site 52). This would be aModerate Adverse effect.7.47 Although the setting of these barrows and the widerRidgeway Group of barrows is already adversely affected by theexisting A354 road, construction of the new road would have afurther adverse impact on this setting. The overall effect of theScheme on the two barrows would be Moderate Adverse.Chainage 6400-65007.48 The construction of a slip road and improvements to thejunction of the slip road with the farm track would have an adverseimpact on the below-ground remains of a post-medieval hollowway (Site 53). This would be a Slight Adverse effect.Weymouth Relief Road - Environmental Statement 69

Chapter Seven -- Cultural HeritageChainage L400-L600 Icen Roundabout to Littlemoor Roundabout7.49 In this area, the three-boundary stones (Site 51) would besubject to an adverse impact from general construction activities.The location of the stones has been lost and therefore the effectsof the works would be Neutral.Cycleway Continuation to Dorchester7.50 The proposed cycleway would be constructed generallywithin the verge of the existing A354 and is unlikely to affect anyarchaeological remains.Ecological Mitigation Area (EMA)7.51 It is not considered that the proposed planting and landmanagement within the EMA would have an adverse impact onany potential below ground archaeological remains, therefore theoverall effect would be Neutral.Built Heritage Assessment Area7.52 No Conservation Areas or Listed Buildings would beimpacted by the construction works and hence there would be noadverse effects on any elements of the built heritage resource.Effects of Operation7.53 The operational effects of the Scheme on the culturalheritage resource would mainly relate to the potential visual andaural intrusion. However, the impacts of the operation of theScheme would reduce to a degree as any mitigatory landscapedesign features such as screen planting reach maturity.Chainage 6300 to 64007.54 The operation of the Scheme would have an adverseimpact on the setting of the two Scheduled Bronze Age roundbarrows (Site 12 and 13) and this would result in an overall SlightAdverse effect.Cycleway Continuation to Dorchester7.55 The operation of the cycleway would have a Neutral effecton the cultural heritage aspects of the A354.Ecological Mitigation Area (EMA)7.56 The operation of the Scheme would have a Neutral effecton the archaeological resource within the EMA.Built Heritage Assessment Area7.57 The Scheme would reduce the volume of traffic and trafficcongestion on the A354 Dorchester Road and A353 Preston Roadcorridors approachingWeymouth. Thisreduction would be inexcess of 90% on somesections of road e.g. theA354 Dorchester Roadin Upwey. There wouldbe appreciable, albeitlesser, reductions intraffic on the A353Preston Road andGreenhill.Heavy traffic on the A354 passing ListedBuildings within the Upwey Conservation Area.7.58 This would result in beneficial impacts on the localConservation Areas, particularly in Upwey, Broadwey andGreenhill, and to the many Listed Buildings within them. Thiswould be due to the reduction in the visual intrusion, traffic noiseand vibration caused by large volumes of traffic, particularly heavygoods vehicles. The reduction in the volume of stationary andmoving traffic in these areas would also result in a lowering oftraffic related air pollutants, which can in the long term adverselyaffect the fabric of buildings located close to the road.Overall Significance of EffectsBeneficial Effects7.59 The implementation of the Scheme would indirectlyimprove the character and settings of the Conservation Areas andthe Listed Buildings located on the current A354 and A353 and isconsidered to be Very Important7.60 The Scheme would also reduce traffic flows slightly inareas such as Radipole, Nottington and the remainder of theUpwey Conservation Area, located away from the line of the A354,and this would benefit Conservation Areas and the setting of ListedBuildings in these areas.Large Adverse7.61 The Scheme would have a Large Adverse effect on foursites. All the affected sites have been assessed as Important andinclude the two Neolithic pits (Site 1), the ploughed out remains ofa Bronze Age round barrow (Site 4), the area of Iron Agesettlement activity (Site 32) and an area of Romano-Britishsettlement (Site 35). Although it is proposed to recordarchaeological remains at these sites prior to their destruction, it isnot considered that this mitigation would reduce the residualsignificance of effect.Moderate Adverse7.62 The Scheme would have an overall Moderate Adverseeffect on four sites including the Very Important scheduled BronzeAge round barrows, Sites 12 and 13 on the Ridgeway.7.63 The remaining sites that would be subject to a ModerateAdverse overall effect are all Moderately Important and include themedieval strip lynchets in the vicinity of Lower Bincombe Farm(Site 42) and the post-medieval hollow way on Bincombe Down(Site 52).Slight Adverse7.64 Overall the Scheme would have a Slight Adverse effect onfour sites. All are considered to be of Minor importance and includeSite 49, the earthworks indicative of post-medieval quarryingactivity, Site 46 a medieval ditch, Site 30 the possible prehistoricfield system and Site 53 the remains of a hollow way on theRidgeway.Section of a shallow medieval/postmedievalditch excavated on SouthdownRidgeWeymouth Relief Road - Environmental Statement 70Neutral7.65 The Scheme would have a Neutral effect on six sites. Fourhave been assessed as Not Important and include a small scatterof prehistoric flint (Site 3), two findspots of Roman coins (Site 37and 39), and the probable location of three post-medievalboundary stones (Site 51).7.66 Site 15, a cropmark of a probably Bronze Age barrow hasbeen assessed as Moderately Important but because of thedistance of the site from the main area of construction and the lackof surface survival, the overall effect of the Scheme is consideredto be Neutral.7.67 The remaining site is the Bronze Age round barrow Site 14,which is a Scheduled Monument and is therefore Very Important.However the distance of thesite from the mainconstruction area, and fromthe Relief Road when inoperation, would mean thatthe overall effect of theScheme would be Neutral.7.68 The following tablesummarises the overall effectof the Scheme on the culturalheritage resource;

Chapter Seven -- Cultural HeritageTable 7.4 Summary of Impacts on the ArchaeologicalResourceChainageSiteNo.ImportanceGrade(DMRB)400-500 35 Regional1400-1500 32 Regional1400-1500 49 LocalDescriptionOverall EffectContinuation of Romansettlement on the east of the Large Adverserailway line.Evidence for possible IronAge settlementEarthworks probably relatingto quarrying and fieldboundariesLarge AdverseSlight Adverse1400-1500 3 Not Important Prehistoric Flint Scatter Neutral1400-1500 46 Local Medieval Ditch Slight AdverseL400-600 51 Not ImportantThree stones marked on OSmaps. Probably boundarymarkers . Not located in thefield.5300-5400 42 District Strip lynchets, field system5900-6000 30 Local5900-6000 52 District6100-6200 4 RegionalField system visible as acropmarkHollow way crossingBincombe DownBowl barrow, reduced byploughingNeutralModerateAdverseSlight AdverseModerateAdverseLarge Adverse6200-6300 1 Regional Neolithic Pits Large Adverse6300-6400 12 National6300-6400 13 National6300-6400 14 National6300-6400 15 DistrictBowl barrow ScheduledMonument No. DO205Bowl barrow ScheduledMonument No. DO236Ditched bowl barrowScheduled Monument No.DO235gCropmark of probablyBronze Age round barrow6300-6400 37 Local 18 Roman Coins and apossible lead weightModerateAdverseModerateAdverseNeutralNeutralNeutral6400-6500 53 Local Hollow way Slight AdverseSummary7.69 After mitigation, twelve archaeological sites would beadversely affected by the Scheme:-• Moderate Adverse effects on the settings of two ScheduledMonuments of national importance (Sites 12 and 13 theround barrows on the Ridgeway)• Large Adverse direct effects on four sites of regionalimportance including an area of Romano-British settlement(Site 35), an area of Iron Age settlement activity (Site 32), aploughed out Bronze Age round barrow (Site 4) and thegroup of Neolithic pits (Site 1).• Moderate Adverse effects on two sites of local importance,the strip lynchets at Lower Bincombe (Site 42) and thehollow way that crosses Bincombe Down (Site 52).• Slight Adverse effect on four sites of local importanceincluding Site 49 the earthworks on the Southdown Ridge,Site 30 the cropmarks of possible prehistoric field system,Site 46 a medieval ditch and Site 53 the remains of ahollow way excavated on the Ridgeway.7.70 Overall the construction and operation of the Schemewould have some residual adverse effects on the settings of twoScheduled Monuments (Sites 12 and 13) located close to theRelief Road. Although the monuments would be brought intomanagement as part of the Scheme and their amenity valueenhanced by means of public interpretation, these measureswould not outweigh the overall adverse effect due to the proximityof the road.7.71 Four known sites of regional importance would be directlyadversely affected by the construction of the Scheme, namelySites 35, 32, 4 and 1. The loss of these sites would be mitigatedthrough archaeological recording prior to the construction works bymeans of either detailed excavation or Strip, Map and Sample(SMS).7.72 Two sites of district importance, Site 42 and Site 52, wouldbe directly adversely affected by the works although the loss wouldbe mitigated by surveying and photographic recording of the Site,together with excavation and recording of a single section of theearthworks prior to construction.7.73 Other known features directly affected by the Schemeinclude buried remains of prehistoric and post-medieval date,hollow ways and earthworks, together with historic boundaries andhedgerows. Sites 49, 46, 30 and 53 are considered to be of localimportance and their loss would be mitigated by a combination ofearthwork survey prior to construction and archaeological watchingbrief during construction.7.74 No Listed Buildings or other buildings within ConservationAreas would be directly affected by the construction of theScheme. The operation of the Scheme would reduce traffic levelsalong the A354 and A353. This reduction in vehicles, particularlyslow moving and stationary traffic, would result in a beneficialchange to the setting of 80 nationally important Grade II ListedBuildings located within 200m of these roads and would enhancethe character of the three main Conservation Areas through whichthe roads pass.7.75 Archaeological surveys indicate that there is a low potentialfor other remains of greater than local importance to be discoveredduring construction. However, in order to confirm this assessmenta limited level of further archaeological evaluation work would berequired in a small area at the southern end of the Scheme7.76 In summary, the Scheme would have adverse effects onthe settings of two nationally important Bronze Age round barrowson the Ridgeway and adverse residual effects on sites of regional,district and local importance. The operation of the Scheme wouldhave a beneficial effect on the character of three localConservation Areas and the settings of 80 Listed Buildings withinthe vicinity of the existing A354 and A353.7.77 Taking these effects into account the overall effect of theScheme on the cultural heritage resource would be ModerateAdverse.EMA 39 Not Important Roman Coin NeutralWeymouth Relief Road - Environmental Statement 71

Chapter Eight – Landscape and Visual EffectsChapter EightLandscape and Visual EffectsIntroduction8.1 This Chapter describes and evaluates the existing landscapeand townscape of the area and the various places where views couldpotentially be affected by the Scheme. It identifies the landscape,townscape and associated visual impacts that would arise bothduring the construction and operation of the Scheme i.e. views oftraffic on the new road, taking into account the mitigation measuresthat have been designed to reduce the potential adverse impacts.Methodology8.2 'Landscape / townscape' and 'visual' assessments areseparate, although linked, procedures. The assessment of the formeris concerned with effects on an environmental resource, i.e. thelandscape or townscape. Visual effects are assessed as one of theinterrelated impacts on people.8.3 The assessments broadly follow the guidelines in the DesignManual of Roads and Bridges (DMRB), Volume 11, Section 3, Part 5(1993 et seq.) and the appraisal methodologies given in TransportAnalysis Guidance (TAG) Units 3.3.7 and 3.3.8.8.4 In reporting the landscape and townscape effects adifferentiation is made between permanent and temporary effects.Permanent effects can occur at any stage during the construction oroperation of the Scheme. Initial site clearance works, for example,would result in the loss of trees and hedgerows. Permanent impactswould also occur at a later stage when the road is opened to trafficand street lighting is in operation. Temporary effects are thoseadditional, short term impacts which only arise during theconstruction phase, for example the views of heavy constructionmachinery in use.Consultations8.5 Consultations have been undertaken with the CountrysideAgency (CA), Dorset County Council (DCC) and the Dorset AONB.Timescale for the Assessment8.6 Landscape, townscape and visual effects have beenassessed by comparing the predicted effects of the Scheme with thesituation if the Scheme were not constructed, at three separatestages :• During construction (2007 – 2010);• During the operational phase, immediately following completionof the works (Year 1 – 2010);• Fifteen years after the completion of construction, when theplanting would be established (Year 15 – 2025);Desk Studies and Surveys8.7 The assessment of all effects has entailed desk studies andfieldwork which are fully described in Volume 2 Chapter 8.Assessment of Landscape, Townscape and Visual Effects –Significance CriteriaIntroduction8.8 The levels of landscape, townscape and visual effects will beinfluenced by the following :• the sensitivity of the receptor (the landscape, townscape orperson experiencing the change);• the magnitude of change that will occur or be experienced.8.9 Effects, whether landscape, townscape or visual, can bebeneficial or adverse. Beneficial landscape effects may arise in thelong term, for example, if the level of tree cover is increased or thelandscape becomes more varied. In the short term, the landscapeand visual effects of any proposed development are more likely to beadverse, until planting grows and becomes more effective.8.10 The methodologies for evaluating the baseline sensitivity oflandscape, townscape and visual receptors, and the magnitude ofany predicted changes, are described more fully in Volume 2Chapter 8.Landscape and Townscape Baseline Evaluation8.11 The sensitivity of a landscape or townscape to changedepends on its quality (or value) and capacity.8.12 The following definitions for quality are the 5-point scale givenin the DMRB methodology :• 1 - Highest Quality• 2 - Very Attractive• 3 - Good• 4 - Ordinary• 5 – Poor8.13 The capacity of a landscape or townscape to accept changeof the type and scale proposed is based on its vulnerability todegradation through the introduction of new features or the loss ofexisting features. The capacity of a townscape depends on its scale,layout, density, mix of uses, cultural value and the level of humaninteraction. The capacity to accept a new highway scheme has beenassessed on a three-point scale as follows :• ‘Greatest’• ‘Medium’• ‘Least’Weymouth Relief Road – Environmental Statement 72

Chapter Eight – Landscape and Visual EffectsLandscape and Townscape Effect Assessment8.14 The terminology used for the overall assessment oflandscape and townscape effects is based upon a standard sevenpointscale taken from TAG Unit 3.3.7, Table 2 and TAG Unit 3.3.8,Table 1, which are reproduced in Volume 2. The scale is :• Large Beneficial• Moderate Beneficial• Slight Beneficial• Neutral• Slight Adverse• Moderate Adverse• Large AdverseVisual Baseline Assessment – Sensitivity of Visual Receptors8.15 The sensitivity of people to changes in a view is deemed tovary according to their activities and relationship to the place. Threecategories of sensitivity are assumed :• High - residents and users of public rights of way, i.e. walkers,cyclists and riders whose recreation is linked directly toenjoyment of rural views;• Moderate - tourists using roads or railways, whose views aretransient and visitors using commercial recreation facilities suchas amusement parks;• Low - people at their workplace, school, commuters and thoseengaged in formal sports such as ball games or racing;Visual Effects Assessment8.16 The terminology used for the assessment of visual effects istaken from DMRB Volume 11, which states that visual impact ‘shouldcompare the quality of the scene that would pertain without thescheme with that which would result if the scheme were constructed’8.17 Three categories are given for describing either adverse orbeneficial visual effects: 'Substantial', 'Moderate', 'Slight'. Togetherwith the neutral effect category, 'No change', this comprises a 7-pointscale.8.18 In addition to the visual effects on people, the visual effectson the settings of Scheduled Monuments, Conservation Areas andListed Buildings and Structures are also considered.Baseline ConditionsIntroductionStudy Area8.19 The general Study Area covers a broad rectangle of land,centred on the A354 Dorchester Road, which runs almost due northsouthbetween Weymouth and the County Town. Much of thenorthern part of the Study Area falls within the Dorset AONB. Furtherdetails of this designation are included in Volume 2.Landscape ElementsGeology, Landform and Drainage8.20 The principal topographic feature is the Ridgeway. Thisescarpment marks the boundary between the chalk uplands to thenorth and the older, Jurassic beds of the South Dorset Lowlands tothe south.8.21 To the south of the Ridgeway, and parallel to it, is SouthdownRidge. This is a Corallian Limestone feature which slopes down tothe Oxford Clay and Alluvium landscape of the much flatterLorton/Lodmoor Valley.8.22 Chapter 11 of the ES provides a detailed description of thehydrology of the area, relating the various water features to the localgeology. More detailed information on the geology of the Study Areais included in Chapter 10.Land Use and Vegetation8.23 Agricultural land use within the Study Area is a mix of arableand pasture, with the former mostly on the higher ground (SeeChapter 6 Land Use). Field boundaries are either fenced or borderedby hedgerows although there are occasional stone walls borderingsome of the fields on the Ridgeway.8.24 There are scattered copses and woodlands on the slopesbelow the Ridgeway and the principal species are beech, ash,sycamore and oak. The two largest woods are Two Mile Coppiceand Horse Lynch Plantation.8.25 Scrub vegetation has become established on some of thesteeper slopes found in the area, including the cuttings associatedwith the existing A354 road and the railway.8.26 There is also anetwork of hedgerowswith occasionalhedgerow trees. On theflat ground at Lodmoor,at the southern end ofthe Scheme, there areextensive areas ofmarshy grassland andswamp.Landscape Features8.27 The principallandscape features areThe rolling hills of Ridgeway as seen fromSouthdown Ridge over the Littlemoordevelopmentthe broad, rolling hills of the Ridgeway, with it’s convolutedtopography of the scarp slope, and the more isolated SouthdownRidge to the south. Distinctively-shaped knolls create locallandmarks. Horse Lynch Plantation is a particularly distinctivefeature on the steep hillside at Southdown Ridge.Settlement and Townscape8.28 The largest settlement is Weymouth. On the northernoutskirts of the town are the smaller scale settlements of Broadweyand Upwey. There are other more recent developments such as theinter-war housing along the A354 Dorchester Road and the late 20 thC development at Littlemoor.Public Rights of Way8.29 There is a network of statutory footpaths, bridleways andother paths throughout the Study Area, including a national trail - theSouth West Coast Path, and the regional Jubilee Trail. See Figure4.29 and 4.4.Tranquillity and Lighting8.30 The most tranquil areas are those within the steeply-sided,enclosed valleys south of Bincombe Hill, well away from the A354road corridor. There are also local pockets of relative tranquillity tothe south of Southdown Ridge, in the shallow valley between LortonHouse and Two Mile Coppice, and within the more secluded parts ofLodmoor Marsh. The extensive urban areas are generally well lit atnight creating significant ‘glow’ over the conurbation.Historic Landscape8.31 There is a rich heritage associated with early occupation ofthe chalk landscape and the Ridgeway in particular has aconcentration of monuments. Aspects of the historic landscape aredescribed in Chapter 7 Cultural Heritage. The most notable featuresare the Bronze Age ‘round barrows’. The more conspicuousremnants of the Iron Age landscape are Maiden Castle and Hillforton the outskirts of Dorchester, some 2 km to the north of theScheme.8.32 The older cores of the settlements at Upwey and Broadwey,designated as Conservation Areas in the Weymouth and PortlandLocal Plan, contain attractive buildings in the local vernacular, manyof which are Listed Buildings.Cultural Landscape8.33 Many artists, authors and poets have been attracted toDorset and have produced works inspired by its landscapes. Of theauthors Thomas Hardy was the most prolific. The village of SuttonPoyntz, located in the eastern part of the Study Area, is the mainsetting for ‘The Trumpet Major’.Weymouth Relief Road – Environmental Statement 73

Chapter Eight – Landscape and Visual EffectsLandscape/Townscape Character AssessmentsPublished Landscape Character Assessments8.34 Landscape character assessments have been published thatcover this area and these have been consulted as part of thisassessment (see Volume 2 Chapter 8). At the national level, theCountryside Agency (formerly Countryside Commission) published aCharacter Map of England (1999) which shows that the Study Areastraddles two Character Areas: Number 138 - Weymouth Lowlandsand Number 134 - Dorset Downs and Cranborne Chase.8.35 At County level, Dorset County Council has published aCounty-wide Landscape Assessment which subdivides the StudyArea into four and effectively sub-divides the two national CharacterAreas into :• 'Valley Pasture'• 'South Dorset Lowland'• 'Chalk Escarpment'• 'Chalk Uplands'Scheme specific Landscape and Townscape Character Assessment8.36 The above landscape classifications have formed the basis ofa more detailed landscape/townscape characterisation which hasbeen carried out as part of this Environmental Assessment. Theboundaries of each area have been more precisely defined and eachhas been given a local name. In total, there are five LandscapeCharacter Areas (LCAs) and five Townscape Character Areas(TCAs) - see Figure 8.1.8.37 These 'sub-areas' fit within the County Character Map asfollows :County Assessment Weymouth Relief Road ESAreas :Assessment Areas :'Valley Pastures' LCA 1 Lodmoor Marsh'South Dorset Lowland''Chalk escarpment''Chalk Uplands'Townscape Areasfor ES Assessment :LCA 2 Southdown Ridge andLCA 3 Bincombe MarshLCA 4 Bincombe DownLCA 5 North of RidgewayTCA 1 North Weymouth FringesTCA 2 Mount Pleasant Business ParkTCA 3 PrestonTCA 4 Littlemoor HousingTCA 5 Broadwey and Upwey8.38 The five Landscape Character Areas are now brieflydescribed, with reference to photographs in Figures 8.2 to 8.7,followed by the five Townscape Areas. The photograph viewpointlocations are shown on Figures 8.8 and 8.9. These are shown at theend of this Chapter.LCA 1. Lodmoor Marshsee Photographs 1-4 (Figures 8.2 to 8.9)8.39 This is an area of flat land at the foot of Southdown Ridge. Itis an attractive mixture of water and reed beds and is relativelytranquil. The character and quality of the northwest corner iscompromised by the presence of the Mount Pleasant Business ParkEstate including night-time lighting.LCA 2. Southdown Ridge – see Photograph 58.40 This distinctive spur of open ground rises to the north ofLodmoor Marsh. It is mostly pasture with some arable and there aretwo principal woodlands: Horse Lynch Plantation and Two MileCoppice. Although the area does not have the exceptional qualitiesof much of the AONB further to the north, it is of local value in termsof its landscape and amenity.LCA 3. Bincombe Marsh – see Photographs 9-118.41 This is a relatively small character area at the foot ofBincombe Down to the north. The area is characterised by large, flatfields, mostly bordered by hedgerows and includes two farmsteads.The character and quality of the area is partly compromised by thepresence of pylons and overhead transmission lines.LCA 4. Bincombe Down – see Photograph 158.42 This is one of the largest character areas in the Study Areaand is typified by convoluted topography, often with very steeplysidedhillsides and narrow, twisting lanes. The combinations oflandform, vegetation cover and fieldboundaries create a landscape ofpleasing patterns, of high scenic value,and there is a strong sense of place.The succession of barrows along theRidgeway and strip lynchets on thehillsides is a reminder of the long historyof occupation of the chalk landscape.The entire area falls within the DorsetAONB.LCA 5. North of Ridgewaysee Photographs 16-188.43 The topography here is moresubdued than further to the south andforms part of an extensive tilted plateauwhich slopes down towards Dorchester.There are broad, sweeping profiles, with large, mainly arable, fieldsand few trees. Isolated barrows appear on the horizon. It is an open,expansive landscape offering panoramic views to distant horizons,many kilometres away. As with Bincombe Down, the entire area fallswithin the Dorset AONB.Weymouth Relief Road – Environmental Statement 74

Chapter Eight – Landscape and Visual EffectsTCA 1. North Weymouth fringes8.44 The fringes are a series of smaller, contiguous settlementswhich are almost entirely residential, mostly 20 th C.TCA 2. Mount Pleasant Business Park – see Photograph 38.45 This intensively developed zone occupies flat land on theedge of Lodmoor Marsh. It is characterised by large industrial-scale20 th C buildings and extensive parking areas which are lit at night.TCA 3. Preston8.46 Preston is a mix of detached and semi-detached housing,bungalows and also some terracing. At the western end a largegarden centre and associated car parking fronts onto LittlemoorRoad.TCA 4. Littlemoor Housing – see Photograph 7 and 108.47 This comprises mid/late 20 th C housing on the north-facingslopes of Southdown Ridge. Staggered, terraced houses climb thesteeper slopes. Close to the western end of the development apreviously safeguarded corridor for a new road has created a tongueof green open land that extends through the housing.TCA 5. Broadway and Upwey8.48 A small scale, dense layout characterises the historic core ofboth settlements. There is an attractive mix of two and three storeybuildings, mostly of brick, white render or stone. The historic cores ofboth settlements, and their immediate settings, have beendesignated as Conservation Areas in the Weymouth and PortlandLocal Plan. Traffic on the busy A354 Dorchester Road restrictspedestrian movements within these settlements.Landscape and Townscape Quality and Capacity8.49 The Jurassic Coast, some 2km to the south of the Scheme,has been designated as a World Heritage Site. Within the StudyArea, the Dorset AONB is the most important landscape designation.Other landscape designations include Areas of Local LandscapeImportance (ALLIs) which covers much of Southdown Ridge,extending down to Two Mile Coppice and the edge of LodmoorMarsh.8.50 As referred to earlier, parts of Broadwey and Upwey havebeen designated as Conservation Areas and there are numerousListed Buildings within these settlements and elsewhere.8.51 The evaluation of Quality and Capacity is summarised inTable 8.1 which presents a Landscape Quality rating for eachLandscape Character Area and also shows the respectiveLandscape Capacity. Similarly Table 8.2 deals with TownscapeQuality and Capacity.Table 8.1 Landscape Quality and CapacityLandscapeCharacterArea (LCA)Landscape QualityLandscape Capacity (interms of new highwaydevelopment)LCA 1LodmoorMarshLCA 2SouthdownRidgeLCA 3BincombeMarshLCA 4BincombeDownLCA 5North ofRidgewayGoodThis area retains a positivecharacter and sense of place,but this is locally diminished byneighbouring urbandevelopment, including theMount Pleasant BusinessPark.GoodThe ridge has a sense of placewhich is locally valued and it isdesignated as an Area ofLocal Landscape Importancein the W&PBC Local Plan.GoodAlthough just within the DorsetAONB, the area is significantlyaffected by neighbouringurban development, existingengineered landforms andoverhead power lines. It is nottherefore considered to fall intothe highest category.Highest QualityLeastThis area falls within theDorset AONB. It ischaracterised by a convolutedlandform and intricate land usepattern. The area generallyhas particularly high scenicqualities and a sense of place,although the existing transportcorridors locally diminish thesequalities.Highest QualityLeastThis is a high qualitylandscape within the DorsetAONB, with strong culturalassociations. The samecomment about the existingtransport corridors inBincombe Down also appliesMediumAlthough this flat landscapecould accommodate highwayworks with relatively littleadjustment to landform, itsrelative tranquillity and highlevel of recreational usemeans that it is classified ashaving Medium capacity.LeastThis pronounced, steeplysloping east-west ridge wouldundergo substantial landformchanges to accommodate ahighway.GreatestThis flat landscape couldaccommodate highway workswith relatively little adjustmentto landform. It lies within theAONB but its character isinfluenced by the neighbouringurban area.The mix of complex and subtletopography, together with therelative tranquillity (away fromthe existing road corridor)means that this area has theleast capacity overall.Distinctive, gently slopinglandform which is widelyvisible. This area is sensitiveto change although slightlyless so than the more varied,intimate landscape ofBincombe Down to the south.Table 8.2 Townscape Quality and CapacityTownscapeCharacterArea (TCA)Townscape QualityTownscape Capacity (interms of new highwaydevelopment)TCA 1NorthWeymouthFringesTCA 2MountPleasantBusinessParkOrdinaryLinked settlements of mostly20 th C housing, inters persedwith green open spaces.PoorLarge scale buildings andrectangular parking areas. Nocultural assetsMediumSmall scale buildings andmoderate pedestrian activity.GreatestScale of buildings in keepingwith highway proposals. No‘street activity’ other than useof car parks.TownscapeCharacterArea (TCA)TCA 3PrestonTCA 4LittlemoorHousingTCA 5Broadweyand UpweyTownscape QualityOrdinaryMostly 20 th C housing, with afew older buildings. Somelarge trees.Ordinary20 th C residential estate, culde-sacpatterns of countrywidetype. No local character orcultural assets. Few trees butlocal green open spaces.Very attractiveResidential with somecommunity and commercialbuildings. Mixed periodbuildings with local characterin historic core. Mature trees.Listed Buildings andConservation Areas .Townscape Capacity (interms of new highwaydevelopment)MediumSmall scale buildings andmoderate pedestrian activity.MediumSmall scale buildings.Moderate pedestrian activity.Steep hillside site normallyresults in Least Capacity, butpresence of safeguarded roadcorridor increases the level ofcapacity.LeastSmall scale buildings, intricatestreet and plot layout. Culturalvalue. Moderate to high levelof pedestrian activity.Visual Baseline8.52 Volume 2 Chapter 8 describes existing views towards thearea that would be occupied by the proposed road in order toestablish the baseline against which the impacts of the scheme canbe assessed. The description includes views towards the Ridgewayfrom Dorchester, Maiden Castle and the existing A354; views fromthe Ridgeway, including the South West Coast Path and JubileeTrail; views from Southdown Ridge and also from Lodmoor Marsh.8.53 Views from properties include those from the edge of housingareas on the northern fringes of Weymouth which would look outonto the Park and Ride site and the southern end of the Scheme;isolated properties in the vicinity of Lorton Lane; housing atLittlemoor and also scattered properties at Lower Bincombe,Bincombe and along Broadmayne Road on the Ridgeway.Mitigation Strategy and Description of Scheme ProposalsMitigation of Permanent Effects8.54 The principal objective of the mitigation strategy has been tointegrate the Scheme into the local landscape and to minimiseadverse landscape and visual effects. The principles underlying themitigation design involve the route alignment, the earthworks designand highway landscape planting.8.55 Particular features of the design, which are described inVolume 2, include rounding off the top of cutting slopes, grading outembankments, building vegetated ‘green bridges’, creating falsecuttings and introducing environmental noise barriers and newplanting.Weymouth Relief Road – Environmental Statement 75

Chapter Eight – Landscape and Visual EffectsScheme ProposalsManor Roundabout to Park and Ride facility - Chainage M0 to M200(See Figure 4.1)8.56 The new road leading east from the enlarged ManorRoundabout would be close to existing ground level and a newscreen mound, incorporating a noise fence, would be created on thenorthern side to provide protection for nearby properties in GreenwayRoad and Close. (see section 1).8.57 New tree and shrub planting would be established on theembankments of Two Mile Roundabout (up to 12m above existingground levels). Environmental noise barriers up to 3.5m high areproposed to reduce impacts on nearby properties (see section 2).8.58 The Park and Ride facility would occupy part of an area ofpreviously disturbed ground (the closed landfill site) which would becapped using approximately 2m of soil (see sections 26 and 27).Scrub planting would be established on the embankment slopesaround the perimeter of the site and within the parking areas.Two Mile Roundabout to Lorton Lane - Chainage 0 to 1000(See Figures 4.1 and 4.2)8.59 The new road has been designed to minimise the land-takefrom Two Mile Coppice and the new cuttings and embankmentswould be planted with trees and shrubs.8.60 Environmental noise barriers, 3.5m high, would be providedalong both sides of the road where it would pass along the westernedge of the Coppice in order to reduce impacts on residents inGreenway Road and Close and adverse effects on the tranquillity ofCoppice (see section 3).8.61 North of Two Mile Coppice, a false cutting (3.5m abovecarriageway level) would be provided on the eastern side to helpreduce visual and noise intrusion in the adjoining the Dorset WildlifeTrust’s (DWT) Lorton Meadows reserve (see sections 4 and 5).8.62 At Lorton Lane, a new arch-style ‘green bridge’ wouldmaintain access for wildlife as well as vehicular and pedestrian trafficover the Relief Road. This form of construction would create a ‘greenbridge’ with vegetation extending across the Relief Road corridor(see section 6).Lorton Lane to Icen Roundabout - Chainage 1000 to 4200(See Figures 4.2 and 4.3)8.63 Scrub planting is proposed on the lower parts of the cuttingslopes at Southdown Ridge (see section 7). A new archaccommodation bridge, similar to that at Lorton Lane, would beprovided at chainage 1500 to maintain access for pedestrians,equestrians, landowners and wildlife.8.64 North of the bridge, noise fences with associated tree andshrub planting are proposed on both sides of the road where it wouldpass between housing at Littlemoor and along the line of thepreviously safeguarded road corridor. (see Longitudinal SectionFigure 4.9 and sections 8, 9 and 10).8.65 On the northern outskirts of the Littlemoor housing new treeand shrub planting would be planted in the proximity of the newLittlemoor Bridge and nearby roundabouts. The new balancingponds would be grassed with seed of local provenance and reedswould be established in the permanently wet areas (see sections 11and 12).Icen Roundabout to near A354 hairpin - Chainage 4200 to 5600(See Figures 4.3 and 4.4)8.66 Planting is proposed on the cutting slopes and the tops of thecuttings would be rounded off near the Knoll north of Chapel Lane(see section 14). Hedgerows would be established along the tops ofthe cuttings where these would re-instate the existing hedgerowpattern.8.67 It is proposed to round off the toes of the embankment whichwould cross the valley at Lower Bincombe to help blend the newlandform into the local landscape (see section 15). These slopeswould be largely planted with trees and woodland shrubs. On thewestern side of the Relief Road, north of the A354 hairpin bend, theembankment would be smoothly graded out and the land returned toagriculture (see section 16).A354 hairpin to northern limit of Scheme - Chainage 5600 to 7400(See Figures 4.4 and 4.5)8.68 Where the road crosses the Ridgeway in deep cutting thetops of the slopes would be rounded off. Along the highwayboundary, light metal fencing would be provided rather thanhedgerows, to avoid creating long, continuous hedgerow boundarieswhich could emphasise the road corridor in more distant views.8.69 The thin soils on the cutting slopes would be sown withlocally sourced seed to establish species-rich grassland. Some areaswould be planted to encourage the establishment of scrub where thiswould reinforce the local landscape pattern.8.70 Beyond the northern limit of the Relief Road it is proposed toconstruct a new cycleway/footpath on the eastern side of the existingA354 road. This is designed to create a continuous link through tothe A354/A35 roundabout on the edge of Dorchester. These workswould necessitate some local trimming back of existing hedgerowsand local regarding. Disturbed areas would be reinstated uponcompletion of the works.Littlemoor Road Improvement - Chainage L500 to L2400(See Figure 4.6)8.71 New hedgerows would be established along parts of thenorthern boundary of the road improvement but other sections wouldremain unplanted in order to retain some of open views across thecountryside to the north which exist today.8.72 A planted screen mound, up to 2.5m high is proposed alongpart of the southern boundary of the road to reduce noise and visualintrusion on nearby properties fronting Littlemoor Road (section 23).Mitigation of Temporary Effects8.73 Little can be done to mitigate the temporary landscape andvisual construction effects, but existing vegetation would be retainedas much as possible to optimise screening. New hedgerow andscrub planting is, however, proposed near Lorton Barn in advance ofthe main construction works to help reduce the impacts on the DWTNature Reserve.Assessment of Permanent EffectsPermanent Landscape Effects8.74 The impacts assessed in this section assume that the ReliefRoad is open to traffic and the mitigation works are in place. At thisstage, the construction of the road would have resulted in thepermanent loss of the following features :• 2900 metres of hedges;• 2.7 ha of scrub;• 1.5ha of copses/woodland;8.75 The impact of the permanent loss of these features would becompensated to varying degrees by the implementation of theproposed mitigation measures which would include the following :• 4200m of new hedges;• 9.2 ha of new scrub;• 4.8 ha of new copses/woodland;8.76 In addition, 30.25 ha of land in the Lodmoor/Lorton Valleywould be purchased and managed as an Ecological Mitigation Areadescribed in full in Chapter 9. –see Figure 9.8.Impacts on Landscape Character Areas8.77 The effects on the Landscape Character Areas (LCAs)identified in the baseline study are now considered sequentially,starting at the southern end of the Scheme. These are followed bythe effects on Townscape Character Areas (TCAs). Full descriptionsare included in Volume 2 Chapter 8. The assessment considers theeffects in both Year 1, when the Scheme is opened to traffic, and inYear 15.Weymouth Relief Road – Environmental Statement 76

Chapter Eight – Landscape and Visual EffectsLCA 1 Lodmoor Marsh8.78 This LCA has been assessed as one of Good Quality andMedium Capacity.8.79 The principal change to the landscape fabric and characterwould result from the introduction of the Park and Ride facility to thewesternmost part of this area. A significant change would result fromthe replacement of an area of existing grassland and scrub on thelandfill with a hard-surfaced area, periodically occupied by cars andcoaches. The Park and Ride proposals would effectively extend thezone of urban activity associated with the adjacent Mount PleasantBusiness Park further into the valley floor by some 230 metres. Thearea would be periodically lit in the evenings.8.80 The construction of two roundabouts east of the railwaywould result in the loss of grassland whilst the embankment for theMercery Road link would require the removal of a belt ofapproximately 100m of scrub. Proposed woodland and scrubplanting associated with the roundabouts would help integrate theminto the local setting, close to Two Mile Coppice.8.81 The baseline study established that the character of thewestern part of this LCA is already influenced by the urban nature ofthe neighbouring Mount Pleasant Business Park. The predictedimpacts would be Moderate Adverse in Year 1, when the newlandforms and the Park and Ride facility would appear as rawfeatures. The impacts would reduce to Slight Adverse in Year 15when the tree and scrub planting would be established.LCA 2 Southdown Ridge8.82 This LCA has been assessed as one of Good Quality andLeast Capacity.8.83 The principal changes would arise through the introduction ofa new road and its traffic into a relatively tranquil area, comprisingboth woodland (at Two Mile Coppice) and open fields to the north.The affected area would include DWT’s Lorton Meadows naturereserve.8.84 Construction of the road would lead to the loss of maturetrees and understorey vegetation along the western margin of TwoMile Coppice. Further north there would be a loss of younger,regenerating oaks (some of which would be translocated) and theroad would disrupt four hedgerow boundaries.8.85 The most marked disruption of the local landscape patternwould result from the deep cutting (up to 17m) through SouthdownRidge which would substantially change the landscape character.As described earlier it is proposed to round off the tops of thesecutting slopes to create a less harsh profile.8.86 The overall effects of the deep cutting at Southdown Ridge,which has a low capacity to accommodate highway works, areconsidered to be Moderate Adverse in Year 1. The level of impactwould reduce as the planting and grass swards become establishedand it is considered that the overall impact would be Moderate/SlightAdverse in Year 15. This arises because of the effect on landform atSouthdown Ridge and the introduction of traffic into the relativelytranquil and secluded area further to the south.LCA 3. Bincombe Marsh8.87 This LCA has been assessed as one of Good Quality andGreatest Capacity.8.88 The principal impact would arise through the encroachmentof the proposed road and its associated lighting and traffic into thesouthern edge of the AONB. The level of impact would be temperedby the fact that a proposed screen mound would create a moresubstantial green buffer along the greater part of the realignedLittlemoor Road. The most significant incursion would occur at thewestern end of the LCA where existing pylons, transmission linesand balancing ponds have previously been constructed.8.89 The baseline study established that the proximity of housingand the presence of pylons and overhead transmission lines createan urban fringe character to this LCA, on the southern borders of theAONB. The capacity to accommodate new highway works has beenclassified as Greatest. The magnitude of the predicted impacts wouldbe such that the effect of the Scheme in Year 1 is judged to beModerate Adverse. This would reduce to Slight Adverse in Year 15when the new planting would be well established.LCA 4 Bincombe Down8.90 This LCA has been assessed as one of Highest Quality andLeast Capacity.8.91 This section of the Relief Road lies wholly within the AONB.The principal impacts would be the effect of the road corridor onlandform, the disruption to landscape pattern, the introduction of anew bridge structure and the consequent changes to landscapequality and character. There would be some loss of tree andhedgerow cover and some loss of strip lynchets near West Farm.8.92 The Lower Bincombe Valley is currently bisected by the highwooded railway embankment. The proposed road embankment (19mhigh) would physically and visually ‘close off’ the steeply-sided valleysome 200m further east, s outh of the A354 hairpin bend. Extensivetree planting on the embankment slopes of the new road would helpdisguise the landform and the impact would be further reduced bygrading out the section of embankment to the north of the hairpinbend on the western side of the road.8.93 Further north, the scale of the proposed cutting throughRidgeway would cause a substantial impact on landscape characterand quality. The regular, man-made slopes and new bridge structurewould contrast with the natural, varied profiles of the hillside althoughthis is already compromised by the existing A354. It is an advantagethat the proposed road would follow a relatively pronounced curvethrough the hill, rather than a straight cutting, because this wouldreduce any notch effect on the skyline. In addition the rounding off ofthe tops of the cuttings would better reflect local landform character.8.94 The impact of the Scheme in Year 1 on this LCA, which hasthe least capacity, would be Large Adverse because the cuttings andembankments would initially be raw features within the AONB. Theimpacts would reduce by Year 15 when grassed and planted areasbecome well established and the Scheme becomes more integratedinto the local landscape. At this stage the impacts would reduce toModerate Adverse.LCA 5North of Ridgeway8.95 This LCA has been assessed as one of Highest Quality andLeast Capacity. It lies wholly within the AONB.8.96 The principal impact of the Scheme would arise from theproposed grade-separated Ridgeway Junction, which would includea new bridge across the cutting and two slip roads. This wouldreplace the existing, relatively compact Broadmayne Road at-gradejunction and introduce a new, man made structure into thelandscape. The effect would be to diminish the local setting of thenearby round barrows and disrupt their visual continuity along theRidgeway.8.97 The capacity of the area has been categorised as ‘Least’.The scale of the existing railway cutting and the proximity of theexisting A354 road would, however, diminish the level of adverseimpact. It is a significant advantage that the proposed road wouldclosely follow the existing transport corridor where it crosses theRidgeway. Notwithstanding this, the predicted impact in Year 1would be Large Adverse when the new road cutting would be a rawfeature. The impacts would reduce to Moderate Adverse in Year 15when the mixture of scrub and grassed areas would be wellestablished.8.98 Further to the north, construction of proposed cycleway/footpath along the eastern verge of the existing A354 road wouldresult in local trimming back of hedgerows, some loss of elms andlimes and minor re-grading. The effects, following reinstatement,would not be significant.Impacts on Townscape Character AreasTCA 1 North Weymouth Fringes8.99 This TCA has been assessed as one of Ordinary Quality andMedium Capacity.Weymouth Relief Road – Environmental Statement 77

Chapter Eight – Landscape and Visual Effects8.100 The construction works within this character area wouldcomprise the enlargement of Manor Roundabout and a bridgecrossing over the railway.8.101 The introduction of traffic to this corridor, between thehousing at Greenway Road/Close and the superstore, would furtherurbanise the locality. Mitigation works would include new plantingand the provision of environmental noise barriers up to 3.5m highalong the northern boundary of the road to help protect this adjoininghousing.8.102 Elsewhere in this TCA, there would be a significant reductionin the volume of traffic on Dorchester Road to the north of ManorRoundabout. On balance, the impact on this TCA as a whole isjudged to be Neutral in Years 1 and 15.TCA 2 Mount Pleasant Business Park8.103 This TCA has been assessed as one of Poor Quality andGreatest Capacity.8.104 The new Two Mile Roundabout, Mercery Roundabout,Mercery Road extension and the proposed Park and Ride facilitywould abut the northern and north-western boundary of this TCA.The level of indirect impact on the TCA is considered to be Neutral inYears 1 and 15.TCA 3 Preston8.105 This TCA has been assessed as one of Ordinary Quality andMedium Capacity.8.106 The extent to which the Scheme would affect this TCA wouldbe limited to the realignment of Littlemoor Road between the easternend of the housing at Littlemoor (near Gould’s Garden Centre) and apoint approximately 600m to the east (chainage L1800 to L2400).There would be a loss of a length of hedgerow on the south side ofLittlemoor Road and there would be slight encroachment into theadjacent ALLI. A similar length of hedgerow would be planted as partof the mitigation proposals.8.107 The effect of the Scheme on the periphery of this TCA, whichis already characterised by the existing Littlemoor Road and itstraffic, is considered to be Neutral in Years 1 and 15.TCA 4 Littlemoor Housing8.108 This TCA has been assessed as one of Ordinary Quality andMedium Capacity.8.109 The principal impacts would arise through the introduction ofthe road and its traffic into a previously safeguarded road corridorwhich is currently a green area of grass and scrub. Environmentalnoise barriers, up to 3.5m high on the housing side and up to 5mhigh above road level, along both sides of the road would be visiblefrom those properties with overlooking windows and their presencewould change the character and appearance of some propertyboundaries.8.110 The northern part of the housing area would be furtherurbanised by the introduction of a new bridge to carry the realignedLittlemoor Road over the Relief Road. The likely impact of this newstructure has been reduced by ensuring that the Relief Road is aslow as possible, and consequently the road level of the new bridgewould be limited to approximately 2m above existing ground level.8.111 Along the northern edge of the housing area a planted screenmound 2.5m high would reduce the impacts on neighbouringproperties.8.112 The effects of introducing the proposed road and its trafficthrough the housing, which has medium capacity to accommodatehighway works, are judged to be Moderate Adverse in Year 1,reducing to Slight Adverse in Year 15. This reduction would beachieved as planting alongside the road becomes established.TCA 5 Broadwey and Upwey8.113 This TCA has been assessed as one of Very AttractiveQuality and Least Capacity.8.114 The Scheme would not physically encroach into this TCA butits effect would be a reduction in traffic on Dorchester Road whichwould impact mainly on those properties fronting onto the road.There would be reduced impacts from traffic, often long queues, onmany Listed Buildings within the two Conservation Areas. Therewould also be improved pedestrian movements within the localcommunities. The overall effect of the Scheme in Years 1 and 15 isconsidered to be Slight Beneficial.Permanent Visual Effects8.115 An assessment has been undertaken which considers thelikely visual impact on residential and commercial properties, and onrights of way. It is based upon the likely impact arising during thewinter of the year after the Scheme is opened and in both the winterand summer 15 years later, taking into account the additionalscreening effects of the established tree and shrub mitigationplanting.8.116 The impacts on individual properties are described in Volume2 Chapter 8 and set out in the Visual Impact Schedules in AppendixA to that Chapter.8.117 For convenience, the impacts on properties are consideredfor each Townscape Character Area (TCA), followed by a descriptionof impacts on those properties outside the defined TCAs for examplefarmsteads and isolated houses.North Weymouth Fringes8.118 The closest properties to the proposed Scheme are thosealong Greenway Road and Greenway Close, just to the north ofManor Roundabout. Views of the road corridor would be screened tovarying degrees by boundary tree cover and also by trees, shrubsand fences within the individual gardens particularly those further tothe north, which slope down to the railway line alongside Two MileCoppice.8.119 Screen mounding and noise fences are proposed alongsidethe new road and these would conceal the majority of traffic. Thelikely effectiveness of these barriers is illustrated on cross s ections 1,2 & 3 on Figure 4.10. The potential visual impacts would be greaterwhere the new road would be on embankment (see section 2) at thesouthern end of the Scheme, and would be less further to the northwhere the new road would be close to ground level (see section 3).The predicted levels of impact on individual properties are recordedin the Visual Impact Tables and range between Moderate andSubstantial Adverse in the winter of Year 1 and either Slight orModerate Adverse in Year 15.8.120 There would be views of the Scheme from properties east ofDorchester Road and south of Mount Pleasant Business Park whichwould look out towards the proposed Park and Ride facility. Theprincipal impacts would be on those properties along the northernfrontage of St. Andrew’s Avenue and Hetherly Road. Overall theimpacts would be Slight/Moderate Adverse in Year 1 and SlightAdverse/No change in Year 15.8.121 Elsewhere within this TCA there would be a slightimprovement in the quality of view arising from the reduction in trafficalong the existing Dorchester Road.Mount Pleasant Business Park8.122 Offices on the upper floors within the New Look warehousewould overlook the Park and Ride facility. There would be ModerateAdverse impacts in Year 1 reducing to Slight Adverse in Year 15.Preston8.123 The principal impacts here would affect those propertiesfronting onto the north side of Littlemoor Road, between Gould’sGarden Centre and a point approximately 600 metres to the east.Unless obscured by garden planting and fences, southwards viewsfrom these properties are across the existing road. The effect of theScheme would be to move this traffic further away by some 20metres. The impacts would be limited to Slight Adverse during theconstruction phase, with ‘no change’ when the Scheme has beencompleted.8.124 Potential views of the route corridor would also be gainedfrom those properties on the western edge of housing area atOvercombe for example along Haymoor Close. It appears howeverWeymouth Relief Road – Environmental Statement 78

Chapter Eight – Landscape and Visual Effectsthat only two properties would have views from ground floor windowslooking westwards towards the Park and Ride facility. The impactswould be Moderate Adverse in Year 1 and Slight Adverse in Year 15.Remaining ground floor views and the majority of first floor viewswould be obscured by garden boundary vegetation.Littlemoor Housing8.125 The visual impacts fall into a number of discrete categories.Those properties immediately adjacent to the safeguarded corridorwould experience the largest impacts although the estate was laidout with a new road in mind (i.e. very few windows in the gable-endwalls). The character of the existing view is essentially urban incharacter although some properties benefit from slightly more openand ‘green’ views where they look out across the corridor. Theseviews would be obstructed following the construction of the new roadand its associated environmental noise barriers. Tree and shrubplanting is proposed alongside a considerable length of the barrierand this would reduce the impacts to a level of Moderate or SlightAdverse.8.126 Those properties fronting Littlemoor Road would alsopotentially experience change although the new road would befurther away, compared to the existing road, and a noise mound withtree and shrub planting would be provided. There would generally be‘no-change’ in the quality of the view upon completion of the works.8.127 From some other properties within the estate there would beviews from first floor windows looking towards the Ridgeway and theScheme would be discernible. However, where effects of long rangeviews from urban areas are restricted to first floor views only, theseare not considered to be significant.Broadwey and Upwey8.128 These settlements lie to the west of the railway and viewsfrom properties of the Relief Road corridor are mostly concealed byintervening buildings, tree cover and the railway embankment. Theupper floors of some properties on streets aligned east to west wouldpotentially have views towards the new road as it approaches theRidgeway on the horizon. There would be no significant adverseimpacts on views from the ground floor rooms.8.129 For those properties fronting onto Dorchester Road therewould be a significant reduction in the volume of traffic, includinglong queues, and a corresponding improvement in the quality of theview. Some 460 properties (residential and commercial) front ontoDorchester Rd between Manor Roundabout (outside this TCA) andthe bottom of Ridgeway Hill at Upwey.Views from other, more isolated, properties8.130 Towards the southern end of the Scheme, isolated propertiesinclude Lorton Barn (Wildlife Centre), Lorton Cottages, Lorton Houseand the neighbouring Coach House. Impacts would generally beSlight in Year 1 and No-change in Year 15.8.131 Further north, there are several properties along Icen Lanewhich currently look over land that would be occupied by the newroad, roundabouts and balancing ponds. Properties include IcenFarm, Weyside Farm, The Willows and Kingsam. The latter wouldexperience Substantial Adverse visual impacts in both Year 1 andYear 15 because of its proximity to the new road which crosses thegrain of the rectangular field pattern, and the unobstructed nature ofexisting views. For the other properties, the impact in Year 1 wouldrange between Moderate and Slight Adverse.8.132 Further north, by Chapel Lane, Coombe Farm has potentialviews of the cutting on the Ridgeway. Impacts are assessed asModerate Adverse in Year 1 and Slight Adverse in Year 15.8.133 Three properties at Lower Bincombe would potentially haveoblique views towards the new embankment and cutting east andnorth of the existing A354 hairpin bend. The impacts are assessedas Moderate Adverse in Year 1 and Slight Adverse in Year 15.8.134 From the higher ground on the edge of the hamlet ofBincombe, two properties have long distance views to the south. Theoverall impact would be Moderate Adverse in Year 1, principallybecause of the scale and rawness of the new cutting in SouthdownRidge, reducing to Slight Adverse in Year 15.8.135 Other properties which occupy elevated locations includeDown Farm Cottage and Down Farm Bungalow on the north side ofBroadmayne Road where it runs along the Ridgeway. There wouldbe Slight Adverse impacts in Year 1 and No-change in Year 15.8.136 Close to the northern end of the Scheme there is the singleproperty ‘Blandora’, which fronts onto the existing A354. There wouldbe a significant change because the new Ridgeway overbridge andjunction would be visible in south-facing views. Impacts would beModerate Adverse in Year 1 and Slight Adverse in Year 15.Impact on Rights of Way.8.137 The South WestCoast Path offers panoramicviews to both the north andsouth but views towards theScheme corridor where itwould cross the Ridgewayare restricted on theapproach from the west(Bridleway B39) by anintervening ridge. From thelast 300m (approaching theexisting A354) the newRidgeway junction would beView from the South West Coast Path onRidgeway across the A354 above thehairpin bend to Upweyvisible and this would result in Substantial Adverse impacts in Year1, reducing to Moderate Adverse in Year 15.8.138 Approaching the Scheme from the east on Bridleway B12there would be Slight Adverse impacts in Year 1 where the path iswithin about half a kilometre of the route and this would increase tobecome Substantial Adverse closer to the new road. Looking downacross Lower Bincombe, the road embankment and cutting to thesouth would be clearly visible. The level of impact would reduce toModerate Adverse by Year 15.8.139 Further south, there would be views of various parts of theScheme from the rights of way and other paths on Southdown Ridge.From the bridleway along the ridge (B21), the cutting on theRidgeway would be visible, as well as views towards the Park andRide facility, and these impacts would be Moderate Adverse in Year1 reducing to Slight Adverse in Year 15. From the rights of way thatlead down the hillside towards Two Mile Coppice (F32 and B33) theimpacts would be greater since the view would be directed towardsthe Park and Ride facility. This would result in Substantial Adverseimpacts on the lower part of the path in Year 1, reducing to ModerateAdverse in Year 15.8.140 There would also be views from the footpath (F24) whichleads down the hillside to the east of Horse Lynch Plantation. Theimpacts would be Slight Adverse in Year 1 and No-change in Year15 when the scrub planting would be established around the edge ofthe Park and Ride facility and parked vehicles would be screenedfrom view.8.141 Finally there would be views towards the new RidgewayOverbridge from the ramparts at Maiden Castle. In the context of thepanoramic nature of the views from the Castle, and the 2kmdistance, it is considered that the level of visual impact would beSlight Adverse (a barely perceptible change in the quality of theview) in Year 1 when the chalk cutting would be visible, diminishingto No-change in Year 15 when the seeded areas and scrub plantingwould be well established.8.142 The estimated numbers of affected properties in each impactcategory are as follows :Year 1• Substantial Adverse - 14 Residential properties;• Moderate Adverse - 84 Residential and 1 Commercial premises;• Slight Adverse - 50 Residential• No Change - 61 Residential properties;Year 15• Substantial Adverse - 1 Residential property;• Moderate Adverse - 23 Residential properties;• Slight Adverse - 80 Residential and 1 Commercial premises ;• No Change - 105 ResidentialWeymouth Relief Road – Environmental Statement 79

Chapter Eight – Landscape and Visual EffectsAssessment of Temporary EffectsSources of Impact8.143 ‘Temporary effects’ are those that occur only during theconstruction phase and would arise by virtue of the :• stripping and stockpiling of soils and creation of cuttings andembankments• presence of construction site compounds• presence of temporary haul routes• activities of construction including occasional night-time lighting.Temporary Landscape Effects8.144 The temporary effects on each Landscape Character Areaare considered in turn, in the same order as for the assessment ofpermanent effects.LCA 1 Lodmoor Marsh8.145 Temporary effects would include activities of vehicles andmachinery used to construct the road embankments, the railwaybridge and locally to re-profile the landfill site to create the Park andRide facility. The overall effect on this character area is assessed asTemporary Moderate Adverse.LCA 2 Southdown Ridge8.146 Temporary effects would include activities of vehicles used toconstruct the road cuttings and embankments and to carry spoilalong the road corridor. The activity of vehicles would havenoticeable impacts on the tranquillity of the secluded valleycontaining the DWT nature reserve and Two Mile Coppice. Theoverall effect on this character area is assessed as Temporary LargeAdverse.LCA 3 Bincombe Marsh8.147 Temporary impacts would arise from the presence of a sitecompound and also the activities of vehicles and machinery used toconstruct the new road, balancing ponds and screen mounds. Thearea is already relatively busy, with traffic on the existing LittlemoorRoad. The overall effect on this character area is assessed asTemporary Moderate Adverse.LCA 4 Bincombe Down8.148 Temporary impacts would include activities of vehicles andmachinery used to construct the new cuttings and embankments andthe new Chapel Lane and Bincombe Lane bridges. There would alsobe temporary haul routes and stockpiles of excavated materials. Theoverall effect on this character area is assessed as Temporary LargeAdverse.LCA 5 North of Ridgeway8.149 Temporary impacts would include activities of vehicles andmachinery used to construct the new cutting and the RidgewayOverbridge. The overall effect on this character area is assessed asTemporary Large Adverse.TCA 1 North Weymouth fringes8.150 Temporary impacts would include construction activitiesassociated with the extension to Manor Roundabout and the newbridge across the railway. The effect on this TCA overall is assessedas Neutral.TCA 2 Mount Pleasant Business Park8.151 This TCA would not be physically affected during theconstruction period with the exception of the tie-in of the MerceryRoad link with the existing Mercery Road. The level of temporaryimpact is considered to be Neutral.TCA 3 Preston8.152 Temporary effects would include activities of vehicles andmachinery used to construct the road. No new structures would berequired and the works would essentially be a widening of anexisting road corridor. It is considered that the temporary impact onthe TCA as a whole would be Neutral.TCA 4 Littlemoor Housing8.153 Temporary effects would include activities of vehicles andmachinery used to construct the road, environmental noise barriersand bridge in close proximity to existing housing. Cranes would berequired to build the Littlemoor Bridge and barriers. The overall effecton this character area is assessed as Temporary Moderate Adverse.TCA 5 Broadwey and Upwey8.154 There would be no physical works undertaken within this TCAand Temporary impacts are therefore considered to be Neutral.Temporary Visual Effects8.155 The visual impacts during the construction phase arescheduled in Volume 2, Chapter 8. Generally, the level of impactwould be either the same as for the predicted permanent impact inYear 1, or greater. An increase would often occur as a result of theactivity of large construction plant, temporary stockpiling of materials,temporary lighting and the exposure of chalk cutting faces.8.156 The same four categories are used as for the permanentimpact assessment and the numbers of affected properties in eachcategory are as follows :• Substantial Adverse - 65 residential properties• Moderate Adverse - 52 residential properties and 1 commercialproperty• Slight Adverse – 92 residential propertiesSummary of Effects8.157 The construction and operation of the relief road wouldgenerate a combination of landscape, townscape and visual impacts.These would principally arise from the scale of the new cuttings andembankments through the chalk landscape of the AONB, disruptionof the landscape pattern, loss of trees and hedgerows, addition ofnew junctions and bridges, and construction of the Park & Ridefacility at Lodmoor which would be periodically lit. Impacts onproperties would be mostly confined to those immediately adjacent tothe road corridor.8.158 The adverse landscape and visual impacts would bemitigated by measures which would include rounding off the tops ofthe cuttings and local remodelling of the embankment on the westside of the new road to the north of the existing A354 hairpin bend.False cuttings would be created further south, where the routepasses through open countryside approaching Two Mile Coppice. Inaddition, ‘green’ bridges are proposed in order to retain links atSouthdown Ridge and Lorton Lane.8.159 The scheme would result in the loss of hedgerow, scrub andtree cover but the mitigation proposals would lead to a significantoverall increase in the length of hedgerows and areas of woodlandand scrub. The chalk cutting faces would be seeded to encouragethe establishment of species-rich grassland.8.160 There would be substantial landscape and visual impactsduring the construction phase along much of the length of thescheme. These would be diminished once the mitigation works havebeen implemented and new planting becomes established.8.161 The landscape, townscape and visual impacts of the schemeare summarised in Table 8.3 below.Weymouth Relief Road – Environmental Statement 80

Chapter Eight – Landscape and Visual EffectsTable 8.3 Summary of Effects on Landscape and TownscapeCharacter AreasLCA/TCALCA1LCA2LCA3LCA4LCA5TCA1TCA2TCA3TCA4TCA5TemporaryEffectsModerateAdverseLarge AdverseModerateAdverseEffects inYear 1ModerateAdverseModerateAdverseModerateAdverseEffects inYear 15Slight AdverseModerate/SlightAdverseSlight AdverseLarge Adverse Large Adverse ModerateAdverseLarge Adverse Large Adverse ModerateAdverseNeutral Neutral NeutralNeutral Neutral NeutralNeutral Neutral NeutralModerateAdverseModerateAdverseSlight AdverseNeutral Slight Beneficial Slight BeneficialTable 8.4 Summary of Visual Impacts on Residential Properties(total numbers)Level of ImpactTemporaryeffectsYear 1(Winter)Year 15(Summer)SubstantialAdverseModerateAdverse65 14 152 84 23Slight Adverse 92 50 80No Change -- 61 105Weymouth Relief Road – Environmental Statement 81

Chapter Eight – Landscape and Visual EffectsFigure 8.2 Photographs 1 to 3(Photographic Viewpoints shown on Figure 8.8)Weymouth Relief Road – Environmental Statement 82

Chapter Eight – Landscape and Visual EffectsFigure 8.3 Photographs 4 to 6(Photographic Viewpoints shown on Figure 8.8)Weymouth Relief Road – Environmental Statement 83

Chapter Eight – Landscape and Visual EffectsFigure 8.4 Photographs 7 to 9(Photographic Viewpoints shown on Figure 8.8)Weymouth Relief Road – Environmental Statement 84

Chapter Eight – Landscape and Visual EffectsFigure 8.5 Photographs 10 to 12(Photographic Viewpoints shown on Figures 8.8 and 8.9)Weymouth Relief Road – Environmental Statement 85

Chapter Eight – Landscape and Visual EffectsFigure 8.6 Photographs 13 to 15(Photographic Viewpoints shown on Figure 8.9)Weymouth Relief Road – Environmental Statement 86

Chapter Eight – Landscape and Visual EffectsFigure 8.7 Photographs 16 to 18(Photographic Viewpoints shown on Figure 8.9)Weymouth Relief Road – Environmental Statement 87

Chapter Eight – Landscape and Visual EffectsFigure 8.8 Photographic Viewpoints 1 to 10Weymouth Relief Road – Environmental Statement 88

Chapter Eight – Landscape and Visual EffectsFigure 8.9 Photographic Viewpoints 11 to 18Weymouth Relief Road – Environmental Statement 89

Chapter Nine – Ecology and Nature ConservationChapter NineEcology and NatureConservationIntroduction9.1 This Chapter reports on the impacts of the Scheme uponecology and nature conservation, the significance of these impactsand the mitigation measures proposed to reduce negative impactsand to provide positive benefits where possible. The text should beread in conjunction with Volume 2 of this Environmental StatementChapter 9 Ecology and Nature Conservation.MethodologyLegislative Framework9.2 The principal legislative framework protecting ecology andnature conservation in the UK is set out in the following Acts ofParliament and Regulations:• Wildlife and Countryside Act, 1981 as amended;• Countryside & Rights of Way Act 2000;• Conservation (Natural Habitats and c.) Regulations 1994 asamended;• Protection of Badgers Act 1992;• Hedgerow Regulations 1997.9.3 The following EC Directives and international conventions arealso relevant, as applied in the above UK Acts and Regulations:• EC Directive on the Conservation of Natural Habitats and ofWild Flora and Fauna (Habitats Directive 1992) as amended(92/43/EEC);• EC Directive on the Conservation of Wild Birds (BirdsDirective 1979) as amended (79/409/EEC);• Berne Convention on the Conservation of European Wildlifeand Natural Habitats (1979) as amended;• Bonn Convention on the Conservation of Migratory Speciesof Wild Animals – Agreement on the Conservation of Bats inEurope (1999) as amended.9.4 Ecological planning guidance is set out in Planning PolicyStatement 9: Biodiversity and Geological Conservation9.5 Non-statutory guidance is given in the form of the UKBiodiversity Action Plan and other relevant BAPs, (Dorset, SouthWest Region).Baseline Studies9.6 A desk-top study has been undertaken and the DorsetEnvironmental Records Centre (DERC) consulted for any existingdata held for the Study Area and to confirm the presence of any sitesdesignated for ecological importance such as Sites of SpecialScientific Interest (SSSIs).9.7 Ecological surveys were undertaken following themethodologies given in Volumes 10 and 11 of the Design Manual forRoads and Bridges (DMRB). The following ecological surveys werecarried out between 2000 and 2005 to provide baseline data for theEnvironmental Statement:• Ancient woodland survey May 2001• Great Crested Newt Survey May 2001• Breeding Bird survey May/Jun 01, Mar–Aug 02• Hedgerow survey May/Jun 2001• Invertebrate survey Jul 2001, Jul/Aug 2002May-July 2005• Phase 1 habitat survey Jul 2001• Vegetation survey Jul-Oct 2001, Apr 2005• Bat survey of Orange/Brown Routes Sept/Oct 2001• Reptile survey Sept/Oct 2001, Mar 2002• Badger survey Oct/Nov 2001, Sept 2002• Water vole and otter survey Oct/Nov 2001• Dormouse survey Nov 2001, Mar-Aug 2002• Winter bird survey Jan– Mar 2002• Wintering Wildfowl survey Jan – Mar 2002• Mollusc survey Feb 2002• Fishery assessment of Lodmoor SSSI Mar 2002• Lepidoptera survey Apr-Aug 02• Bird ringing, Lodmoor SSSI Jul-Oct 02, Mar-Jun 03• Aquatic invertebrate survey Oct 2002• Two Mile Coppice bat tree assessment Feb 2004• Lower plant survey of Two Mile Coppice Mar 2004• Dorset County Council bat survey May/Jun 04• DCC potential bat tree survey Jan-Jun 04• Bat mist-netting/radio-tracking survey Jun 20049.8 Individual survey methodologies are described in theappropriate baseline section of this report. All surveys wereundertaken at an appropriate time of year.Weymouth Relief Road – Environmental Statement 90

Chapter Nine – Ecology and Nature ConservationStudy Area9.9 The area of study was defined for the various ecologicalresources as a 0.5-1km corridor based on the road centreline.Desktop studies were extended to 1km either side of the road.Consultation9.10 Throughout the process of producing this EnvironmentalStatement an ecological group, the Nature ConservationConsultation Group, has met regularly to discuss the surveysnecessary for the proposed scheme, the results of those surveys andto develop the mitigation steps necessary. This group consisted ofEnglish Nature as the statutory Nature Conservation body, theDorset Wildlife Trust and the Royal Society for the Protection of Birdsas landowners/tenants, Ecological Planning & Research asconsultant ecologists for Dorset County Council, the DorsetEngineering Consultancy as scheme designers and Dorset CountyCouncil as the client.9.11 The scope of the survey work to be undertaken was agreedin 2000 and full consultation took place on the surveys carried outbetween 2001 and 2005. Although the level of survey workundertaken has been welcomed by the Nature ConservationConsultation Group, ongoing monitoring of mobile species inparticular has been requested until a decision on the Scheme hasbeen made and construction work commenced, in order to includeany changes in the habitat use of protected species and mitigateaccordingly. Monitoring will continue and the detailed mitigationamended as necessary. The mitigation strategy for incorporating thefindings of these surveys, subsequent assessments and reducing theimpacts has been agreed with English Nature.9.12 The Environment Agency has also been consulted on theimpacts of the Scheme on watercourses and on the natureconservation issues relating to both the freshwater interests and theadequacy of any mitigation.Assessment Methodology9.13 Impacts on the nature conservation resource as a result ofthe Scheme have been assessed in accordance with themethodology set out in the DMRB Volume 11, Section 3, Part 4which sets out the requirements for the ES and states that the ESshould:• include a statement of the conservation value of the studyarea;• assess the significance of the impacts of the preferred routeon sites identified as being of nature conservation value,taking account of any agreed mitigation measures (includingany recommendations for special management or monitoringof mitigation measures or site conditions), and assess theprobable residual effects after mitigations;• The statement should set out clearly the criteria used todefine their levels of significance.9.14 DMRB, however, does not give any guidance on theassessment methodology. Consequently, for the purpose of this ES,a methodology has been used which has been adapted from thosebeing developed by the National Working Group on EcologicalImpact Assessment, convened under the auspices of the Institute ofEcology and Environmental Management (IEEM). This involves theevaluation of the ecological resources and the determination of theimpact magnitude to determine the overall significance of effect.Valuation of Ecological Resources9.15 In order to inform the assessment of impacts, the biodiversityfeatures described in this Chapter require evaluation and adescription of their importance in ecological and nature conservationterms. The criteria used to assist in the valuation of the current statusof ecological resources are shown in Table 9.1. The table does notnecessarily cover every example of a valued ecological resource andhas therefore been used as a guide. This guide to valuation does noteliminate the requirement for ecological judgment. In particular, itshould be noted that, although designated sites are either of nationalor international importance, not all ecological features andpopulations within that site are necessarily of the same high value.Table 9.1 Assessment of the Importance/Value of EcologicalResourcesValueVery HighEquivalentto:InternationalExamples of Valuation CriteriaAn internationally designated site or candidate site (SPA, pSPA,SAC, cSAC, pSAC, Ramsar Site, Biogenetic Reserve or an areawhich DEFRA has determined meets the published selectioncriteria for such designation irrespective of whether or not it hasyet been notified; orA viable area of a habitat type listed in Annex I of the HabitatsDirective, or smaller areas of such habitat that are essential tomaintain the viability of a larger whole; orAny regularly occurring population of an internationally importantspecies, which is threatened or rare in the UK. i.e. it is a UK RedData Book species or listed as occurring in 15 or fewer 1kmsquares in the UK (categories 1 and 2 in the UK BiodiversityAction Plan (BAP)) or of uncertain conservation status or ofglobal conservation concern in the UK BAP; orA regularly occurring, nationally significant population or numberof any internationally important species.ValueHighEquivalentto:a) Nationalb) Regionalwithlimitedpotential forsubstitutionMediumEquivalentto:a) Regionalwithpotential forsubstitutionb) County/MetropolitanExamples of Valuation Criteriaa) A nationally designated site (SSSI, NNR) or a discrete area,which meets the published selection criteria for nationaldesignation (e.g. SSSI selection guidelines); orA viable area of a priority habitat identified in the UK BAP, orof smaller areas of such habitat that are essential to maintainthe viability of a larger whole; orAny regularly occurring population of a nationally importantspecies, which is threatened or rare in the region or county(see local BAP); orA regularly occurring, regionally or county significantpopulation or number of any nationally important species; orA feature identified as being of critical importance in the UKBAP.b) Viable areas of key habitat with limited potential forsubstitution identified in the Regional BAP, or smaller areas ofsuch habitat that are essential to maintain the viability of alarger whole; orViable areas of key habitat with limited potential forsubstitution identified as being of Regional value in theappropriate Natural Area profile; orAny regularly occurring, locally significant population of aspecies with limited potential for recreation listed as beingnationally scarce which occurs in 16-100 10km squares in theUK or in a Regional BAP or relevant Natural Area on accountof its regional rarity or localisation; orA regularly occurring, locally significant number, of aregionally important species (with limited potential forsubstitution) during a critical phase of its life cycle.a) Viable areas of key habitat with good potential for substitutionas identified in the Regional BAP, or smaller areas of suchhabitat that are essential to maintain the viability of a largerwhole; orViable areas of key habitat with good potential for substitutionidentified as being of Regional value in the appropriateNatural Area profile; orAny regularly occurring, locally significant population of aspecies with good potential for substitution listed as beingnationally scarce which occurs in 16-100 10 km squares inthe UK or in a Regional BAP or relevant Natural Area onaccount of its regional rarity or localisation; orA regularly occurring, locally significant number of a regionallyimportant species (with good potential for substitution) duringacriticalphaseofitslifecycle.b) Sites which exceed the County-level designations but fallshort of SSSI selection guidelines, where these occur; orSemi-natural ancient woodland greater than 0.25 ha; orCounty/Metropolitan sites and other sites which meet thepublished ecological selection criteria for designation,including Local Nature Reserves selected onCounty/Metropolitan criteria; orA viable area of habitat identified in a County BAP; orAny regularly occurring, locally significant population of aspecies which is listed in a County/Metropolitan Red DataBook or BAP on account of its regional rarity or localisation;orA regularly occurring, locally significant number of aCounty/Metropolitan important species during a critical phaseof its life cycle.Weymouth Relief Road – Environmental Statement 91

Chapter Nine – Ecology and Nature ConservationValueLowerEquivalenta) District /Boroughb) ParishNeighbourhoodNegligibleExamples of Valuation Criteriaa) Semi-natural ancient woodland smaller than 0.25 ha; orAreas of habitat identified in a sub-County (District/Borough)BAP or in the relevant Natural Area profile; orLocal Nature Reserves selected on District/ Borough criteria;orSites/features that are scarce within the District/Borough orwhich appreciably enrich the District/Borough habitatresource; orA diverse and/ or ecologically valuable hedgerow network; orA population of a species that is listed in a District/BoroughBAP because of its rarity in the locality or in the relevantNatural Area profile because of its regional rarity orlocalisation; orA regularly occurring, locally significant number of a District /Borough important species during a critical phase of its lifecycle.b) Areas of habitat or populations/communities of speciesconsidered to enrich appreciably the habitat resource withinthe context of the Parish or neighbourhood, e.g. species-richhedgerows; orLocal Nature Reserves selected on Parish criteria.Species assemblages or habitats of no listed valueAssessment of Magnitude of Impact and Significance of Effect9.16 Judgement on the Magnitude of Impact has been based onthe best available knowledge of the sensitivity, vulnerability, andrecoverability of the habitat, species or assemblage, and themagnitude is then determined by the standardised method describedbelow. The concept of magnitude of impacts as used hereencompasses a range of characteristics of the impact, includinggeographical extent, the percentage of the resource affected andseverity. Seven categories defining the magnitude of negative orpositive impact are shown in Table 9.2. The resulting overallSignificance of Effect can then be identified from the matrix in Table9.3 which cross-tabulates Magnitude of Impact againstImportance/Value of Resource.Table 9.2: Determination of Magnitude of Impact of the MitigatedSchemeMagnitudeMajorNegativeCriteriaThe proposal either on its own or in combination with otherproposals would result in:• an adverse impact on a site such that the coherence of itsecological structure and function across its whole area thatenables it to sustain the habitat, complex of habitats and /orpopulation levels of species of interest would becompromised; and/or• adverse impacts leading to loss of population/subpopulation/assemblage or its ability to remain viable.MagnitudeIntermediateNegativeMinorNegativeNeutralMinorPositiveIntermediatePositiveMajorPositiveCriteriaThe proposal either on its own or in combination with otherproposals would result in:• An adverse impact on the site significant in term of itsecological objectives (for a designated site) or its keyecological resources and functioning (for a non-designatedsite), but not in either case such that the coherence of thesite's ecological structure and function across its whole areathat enables it to sustain the habitat, complex of habitatsand /or population levels of species of interest for which itwas designated (designated site) or which it currentlysupports (non-designated site) would be compromised;and/or• Adverse impacts leading to measurable damage to or lossof populations/sub-populations/assemblages though notlikely to compromise long-term viability of the feature beingassessedThe proposal either on its own Or in combination with otherproposals would result in:• Some adverse impact on the, site but not significant interms of its ecological objectives (for a designated site) orits key ecological resources and functioning (for a nondesignatedsite); and/or• Adverse impacts affecting a few individuals when this wouldnot be likely to be measurable or significant in terms ofpopulation dynamicsNo observable impact in either directionThe proposal either on its own or in combination with otherproposals would result in• Some positive impact on the site likely to enhance thewildlife and habitat of the site, although unlikely to affect itsecological objectives; and/or• Positive impacts affecting a few individuals, although thiswould be unlikely to be measurable or significant in terms ofpopulation dynamicsThe proposal either on its own or in combination with otherproposals would result in:• A positive impact on the site significant in terms of itsecological objectives, although unlikely to have a positiveimpact on its integrity; and/or• Positive impacts leading to measurable enhancement to orimprovement of populations/ sub-populations/ assemblagesthough unlikely to improve long-term viabilityThe proposal either on its own or in combination with otherproposals would result in:• A positive impact on the site such that a coherence ofecological structure and function is created or restoredacross its whole, so as to enable it to sustain a particularhabitat, complex of habitats, and/or population levels of aspecies at a defined level of significant value; and/or• Positive impacts leading to a gain of a population/ subpopulation/assemblage or its ability to remain viable.Table 9.3 Determination of Significance of the Effect of theMitigated SchemeMagnitudeof potentialimpactMajorNegativeIntermediateNegativeMinorNegativeNature conservation value of sites damaged or improvedVery high High Medium Lower NegligibleVeryLargeAdverseLargeAdverseSlightAdverseVeryLargeAdverseLargeAdverseSlightAdverseModerateAdverseModerateAdverseSlightAdverseSlightAdverseSlightAdverseSlightAdverseNeutralNeutralNeutralNeutral Neutral Neutral Neutral Neutral NeutralMinorPositiveIntermediatePositiveMajorPositiveSlightBeneficialLargeBeneficialLargeBeneficialSlightBeneficialLargeBeneficialLargeBeneficialSlightBeneficialModerateBeneficialModerateBeneficialSlightBeneficialModerateBeneficialModerateBeneficialNeutralNeutralNeutralPermanent and Temporary Impacts9.17 The assessment in this Chapter deals primarily withpermanent impacts, but includes temporary impacts where theyoccur. Both impacts can occur during construction and postconstruction,on opening of the Scheme to traffic. The mitigatedimpacts are also assessed.9.18 With regard to the longer term and permanent effects it isimportant to recognise that the proposed environmental mitigationworks may progressively reduce many of the adverse impacts. Mostof these mitigation measures would be put in place during theconstruction period and for those which require a period ofestablishment, such as woodland planting, the level of impact wouldchange over a period of time. As part of the Scheme, planting wouldbe established as soon as possible in areas of particular concernsuch as the areas of semi-natural habitats to the south. Initially suchplanting would be immature and make a very limited contributiontowards mitigating the loss of woodland. Fifteen or twenty yearslater, however, it would become far more effective and significantlyreduce the original impacts.Weymouth Relief Road – Environmental Statement 92

Chapter Nine – Ecology and Nature ConservationBaseline Conditions9.19 This section details the nature conservation resources thatcurrently exist within the Study Area and provides an evaluation ofthe importance of the features.General Description of the Study Area9.20 The Relief Road would pass through varied topography andcomplex geology but essentially it can be divided into two areas,south and north. To the south, the habitats are complex with a seriesof inter-related semi-improved habitats - wetland at Lodmoor SSSI,ancient woodland and neutral semi-improved grassland at LortonSSSI. This complex of habitats is particularly important in terms ofthe length of time these habitats have been continuously linked(present in its current form on maps of the 19 th century) and offer agraduation between habitats suitable for a diverse range of species.Areas of scrub and mature hedgerows interconnect and enclosethese small areas of land.9.21 To the north, the landscape becomes a series of small,improved grassland or arable fields, with a few areas of semiimprovedneutral and calcareous grasslands. The complex geologyhere produces steep gradients and a patch-work quilt effect of smallfields enclosed by mature hedgerows.9.22 Woodland is limited but is present in the Lodmoor valleybottom on clay at Two Mile Coppice (ancient woodland) and a thinstrip stands overlooking the valley on a limestone ridge to the eastat Horse Lynch Plantation. The wetland at Lodmoor is not directlyaffected by the Scheme but lies just to the south of the proposedPark and Ride Facility.9.23 With regard to the proposed cycleway towards Dorchester,no species of significance were found along the eastern hedgerow ofthe A354 and roadside trees were generally too young to offer batroosting habitat.Designated Sites9.24 The desk study revealed that there are no internationallydesignated sites within the Study Area. However there are a numberof nationally designated sites, Sites of Special Scientific Interest(SSSIs) within the Study Area (see Figure 2.3):• Lodmoor SSSI• Lorton SSSI• Upwey Quarries and Bincombe Down SSSI9.25 In addition a number of non-statutory sites, Sites of NatureConservation Interest (SNCIs) are present within the Study Area:• Lodmoor North SNCI• Lorton Meadows SNCI• Overcombe SNCI• Bincombe Hill SNCI• Bayard Barn SNCI• Ridgeway SNCI• Bincombe Tunnel SNCI• Coombe Valley SNCIVegetationPhase 1 Habitat SurveysThe southern entrance to Two MileCoppice from Bridleway B309.26 A Phase 1 Habitat Survey was undertaken consistent with theJNCC methodology (1993) and was used to assign large areas ofhabitat to predetermined types.9.27 The vegetation within the area follows the complex geology ofthe site (Figure 10.3 and 10.4) and changes northwards from moresemi-natural communities on clay and alluvium in the south toimproved grassland and arable on chalk in the north (Figure 9.1 and9.2). To the south is Lodmoor SSSI wetland and Lorton SSSI ancientwoodland and grassland.9.28 Vegetation within the valley varies between improvedgrassland of negligible nature conservation value to ancientwoodland of high nature conservation value.Phase 2 Habitat Surveys9.29 In conjunction with the Phase 1 Habitat Survey, areas ofparticular botanical interest were noted and more detailedexamination of the plant communities present carried out using theNational Vegetation Classification (NVC) methodology (Rodwell,1991). Areas were marked on the 1:10,000 map by target notes,identifying the communities present and noting their relativeimportance.Ancient Woodland (Two Mile Coppice)9.30 A Phase 2 vegetation survey was undertaken of the ancientwoodland at Two Mile Coppice., assessing the NVC communitypresent. Peterken Stand types (Peterken, 1993) were also recorded.9.31 The woodland part of the SSSI can be divided into the areadirectly affected by the road (Area A, shown on Figure 9.3) and theremainder of the woodland (Area B).9.32 Area A is dominated to the north by a spoil heap which hasan Ash dominated high forest Fraxinus excelsior-Acer campestre-Mercurialis perennis Woodland Hedera helix sub-community (W8d).(this vegetation cannot be classified as a Peterken Stand Type). Tothe south there is the remains of a lynchet (a plough bank) whichsuggests that the woodland has more recently expanded to fill thegap between the original woodland edge and the railway line. Theoriginal woodland here is overstood coppice and is also classifiedaccording to the NVC as Fraxinus excelsior-Acer campestre-Mercurialis perennis Woodland Hedera helix sub-community(W8d)..(Peterken Stand Types Wet Ash-Maple Woods (2Aa) withinvasive Elm Wood (10A)).9.33 Area B is classified as W8d woodland (Peterken Stand TypeWet Ash-Maple Woods (2Aa) with Invasive Elm Wood (10A) withsome wetter areas showing a transition to W6b woodland Alnusglutinosa-Urtica dioica Woodland Salix fragilis sub-community.9.34 This woodland is the only piece of ancient woodland withinthe Borough and contains woodland that has persisted in this site forat least 400 years. Although the western edge and a former field tothe north-east indicate the presence of areas of younger woodland,the habitat is largely ancient in origin and is therefore of high natureconservation value.Lower Plants (Two Mile Coppice)9.35 A survey of epiphytic lichen and bryophytes within Two MileCoppice was undertaken.9.36 A total of 58 species of lichen (56 were lichens, 1 lichenparasite and 1 associated non-lichenised fungi) and 20 species ofepiphytic bryophytes were recorded within Two Mile Coppice. Thearea directly affected by the Scheme, Area A contained 23 lichenand 13 bryophyte species, whilst the remainder of the woodland,Area B, had 56 lichen and 17 bryophyte species.9.37 Lichen species of interest that were recorded included twoAncient Woodland Indicators, with three uncommon species that canbe regarded as Bonus species giving a total of five species. ThreeNationally Scarce species were recorded and one InternationalResponsibility species. No Red Data Book species and fourNationally Notable species were recorded. Five Dorset Notablelichen species were also found.Weymouth Relief Road – Environmental Statement 93

Chapter Nine – Ecology and Nature ConservationFigure 9.1 Existing Vegetation -- SouthFigure 9.2 Existing Vegetation -- NorthWeymouth Relief Road – Environmental Statement 94

Chapter Nine – Ecology and Nature Conservation9.38 Within Area A one Nationally Notable species and two DorsetNotable species were recorded. Area B contained three NationallyNotable species and four Dorset Notable species were alsorecorded.9.39 The lower plant species found within Two Mile Coppice areconsidered of SNCI quality and thus are considered of mediumnature conservation value.Hedgerows9.40 Hedgerows occur throughout the Scheme with densespecies-rich hedgerows in the south associated with semi-improvedgrassland habitats and generally more sparse hedgerows in thenorth. However there are more hedgerows in the north than in thesouth of the Scheme. Thirty hedgerows would be affected by theScheme (Figure 9.4). Of these hedgerows, eleven were found to beof importance according to the Hedgerow Regulations 1997.9.41 Although hedgerows of importance as classified under theHedgerow Regulations are affected by the Scheme, species-richhedgerows are abundant in Dorset and thus the hedgerows withinthe valley are considered to be of local value and hence of lowernature conservation value.Grasslands9.42 A range of grassland types is found within the area affectedby the Scheme (Figures 9.1 and 9.2). These habitats are classifiedwithin the Phase 1 methodology as:-semi-improved neutral, semiimprovedcalcareous, improved and poor semi-improved grasslands.9.43 These habitats include NVC grassland types:Figure 9.3 Two Mile CoppiceCG4MG1MG5MG6MG7MG9MG10bBrachypodium pinnatum grassland.Arrhenatherum elatius grasslandCynosurus cristatus-Centaurea nigra grasslandLolium perenne - Cynosurus cristatus grasslandLolium perenne leys and associated grasslandsHolcus lanatus-Deschampsia cespitosa grasslandHolcus lanatus-Juncus effusus rush pasture Juncusinflexus sub-community9.44 Grasslands change from semi-improved grasslandcommunities in the south to improved pasture on chalk soils in thenorth.Weymouth Relief Road – Environmental Statement 95

Chapter Nine – Ecology and Nature Conservation9.45 Four grasslands considered to be of SNCI value would bedirectly affected by the Scheme at Mount Pleasant Field (Figure 9.1,Target Note 1), the railway east cutting (Figure 9.2, TN 29 ) and atLower Bincombe Figure 9.2, TN33 and TN27). All these grasslandsare of medium nature conservation value.9.46 These grasslands of ecological value are considered mediumnature conservation value. However grasslands within the valley, butoutside the Scheme area, vary in ecological value from improvedgrassland of negligible nature conservation value to grasslands ofhigh nature conservation value at Lorton SSSI.More Recent Woodland9.47 A small patch of mature woodland occurs at West Farm.Other areas of Plantation are to be found at Horse Lynch Plantationand Coffin Plantation (Figures 9.1 and 9.2), but these are not directlyaffected by the Scheme.9.48 The woodland at West Farm is dominated by planted HorseChestnut trees and contains non-native species such as Snowberry.9.49 Horse Lynch and Coffin Plantations are dominated by verymature Beech trees planted on outcrops of limestone. The southernpart of Coffin Plantation is dominated by very dense Bramblepatches, whereas to the south of Horse Lynch Plantation a woodlandcommunity has established dominated by Oak and Lime.9.50 These woodland habitats are not ancient in origin and are notattributable to NVC types but do contain mature woodland.Interesting woodland communities do not occur here and thephysical area occupied by these woodlands is small. Hence thesewoodland habitats are considered of lower nature conservationvalue.Scrub Habitats9.51 Scrub habitat occurs along the railway line and throughoutthe southern part of the Scheme, associated with the semi-improvedgrasslands within Lorton SSSI and on the land-fill site.9.52 This scrub habitat is a common habitat within Dorset and isthus considered of lower nature conservation value.WetlandFigure 9.4 Hedgerows9.53 Lodmoor SSSI contains the swamp communities S4Phragmites australis swamp with reed beds, S4 Carex riparia swampand S21 Scirpus maritimus swamp.Weymouth Relief Road – Environmental Statement 96

Chapter Nine – Ecology and Nature Conservation9.54 Though the wetland at Lodmoor has an important function forbirdlife within the region the habitats present themselves do notcontain rare communities. Many of the Nationally Notable plantspecies cited on the designation sheet for the SSSI are grasslandspecies and recent works by RSPB have flooded these areas.Although such wetland habitats are widespread in lowland Britainthey are restricted along the Dorset coastline and the importantcontext of this wetland alongside the other semi-natural habitatspresent in the valley indicates the wetland habitat here is of regionalimportance and hence of medium nature conservation value.However given the geology of the Dorset coast there would belimited potential for substitution. The site also acts as an importantlink in the migratory bird chain of sites and this geographic positioncould not be created elsewhere. Hence the overall value of LodmoorSSSI is considered of high nature conservation value.Watercourses9.55 Six small watercourses exist within the survey area, most ofthese are ditches and drains with low levels of water, responding totimes of high rainfall. Within Two Mile Coppice a drain enters at thenorthwest corner of the woodland and runs through the woodland,eventually heading towards Lodmoor SSSI.9.56 These habitats are largely ephemeral and many flow alongconcrete lined drains. Thus these watercourses are considered asbeing of negligible to lower nature conservation value.Vegetation Update9.57 Following the vegetation assessment undertaken in 2001, thecriteria for assessing vegetation in Dorset have been updated. Areassessment of the data presented here has been undertakenagainst these new criteria and the overall value of habitats has notchanged (see further details in Volume 2 Chapter 9).Birds9.58 Breeding bird, winter bird and migratory bird surveys have allbeen undertaken within the survey area (Figure 9.5) in order toidentify the bird species within the Scheme area and to establish thesignificance of their populations.9.59 One hundred and fourteen species of bird were recordedwithin the survey area, with 76 species attempting to nest or holdterritory. A full list of bird species recorded is in Volume 2 Chapter 9.Figure 9.5 BirdsWeymouth Relief Road – Environmental Statement 97

Chapter Nine – Ecology and Nature ConservationSpecies of European Importance Recorded9.60 Seven species of bird protected under Annex 1 of the BirdsDirective 1979 were recorded over the site: Peregrine Falcon, LittleEgret, Osprey, Common Kingfisher, Golden Plover, Roseate Ternand Sandwich Tern. These species were not recorded breeding onsite. However a further two Annex 1 species were recordedattempting to nest or hold territory:Common Tern Sterna hirundo andDartford Warbler Sylvia undata.Grey Long-earedCommon PipistrelleSoprano PipistrelleWhiskeredNatterer'sBarbastelleDaubenton'sBrandt'sPlecotus austriacus;Pipistrellus pipistrellus;Pipistrellus pygmaeus;Myotis mystacinus;Myotis nattereri;Barbastella barbastellus;Myotis daubentoni andMyotis brandti.considered unlikely to support Otter. Hence the survey area isconsidered of negligible nature conservation value for Otter.Water Vole9.73 A survey of all the watercourses within the area for thepresence of Water Voles was undertaken. The whole of LodmoorReserve, adjacent to the Scheme was also surveyed.9.61 Aquatic Warbler Acrocephalus paludicola, an Annex 1species, is annually recorded at Lodmoor SSSI on its migratory routeto Eastern Europe, though visits are usually brief and this species isparticularly difficult to see within reedbed habitat.9.62 Lodmoor SSSI acts as a terminus for migratory bird specieson spring and autumn passage as well as supporting importantresident bird species. Exceptional numbers of the Schedule 1 birdCetti’s Warbler were recorded as part of the migratory bird survey atLodmoor SSSI. This site is therefore of national importance for birdspecies and is designated as a SSSI for this reason. The natureconservation value of the bird populations at Lodmoor SSSI istherefore considered high.MammalsBats9.63 Bat surveys have been undertaken to assess potential batroosts in buildings and trees along the Scheme and to assess batforaging across the new road and throughout the valley. This hasincluded bat detector, mist-netting, harp-trapping and radio-trackingsurveys. Potential bat trees have also been climbed and cavitiesassessed for the presence of bats.9.64 Four small bat roosts of unconfirmed species, including two infallen tree trunks, were found within the Scheme area in Two MileCoppice. Bridleways within Two Mile Coppice were found to be usedfor foraging by five species of bat. Two further species wererecorded flying over the site. Use of the woodland by bats wasintermittent and by low to moderate numbers of bats. Of particularnote, low numbers of Grey Long-eared bats, rare within the UK, werefound to forage along the bridleways and around scrub to the northof the woodland within the DWT Nature Reserve, as well as alongthe railway line.9.65 Surveys have shown that the valley has an exceptionalpopulation of bats, with ten species found using the area:NoctuleNyctalus noctula;SerotineEptesicus serotinus;9.66 Horse Lynch Plantation on the eastern side of the valley, notdirectly affected by the Scheme, has been found to contain regionallyimportant roosting habitat for bats. A high number of roosts arepresent here, including a rare Brandt’s bat tree roost identified and avery large roost of Noctule bats. A single Barbastelle bat was foundto forage within the valley and is considered to roost north of TwoMile Coppice.9.67 Building roosts have been located in the area but only onebuilding roost stands directly within the Scheme area, at West Farmin the north.9.68 The assemblage of bat populations within the valley isconsidered exceptional and is therefore of high nature conservationvalue for bats. However, although subject to detail surveys, Two MileCoppice contains limited roosting habitat and is used intermittentlyfor foraging. This Coppice is therefore considered of medium natureconservation value for bats.Badgers9.69 Badger surveys of the area found that no badger settsoccurred within the Scheme area (Figure 9.6). However, four badgersetts were found in close proximity to the Scheme. To the south, nosigns of foraging activity crossing the Scheme were identified but inthe north, signs indicate two locations where badgers would regularlycross the Scheme.9.70 Badgers are not considered rare in the UK but are protectedfor animal welfare reasons. The badger populations within the valleyare therefore considered of lower nature conservation value.Otter9.71 A survey of all the watercourses within the survey area for thepresence of Otter was undertaken. The whole of Lodmoor Reservewas surveyed.9.72 No signs of Otter were found within the survey area and theonly suitable habitat identified was within Lodmoor SSSI. Due toentry restriction by a road and sea wall and very limited fish stockswithin the wetland upon which Otter could feed, this habitat is9.74 No Water Voles or suitable habitat were found within theScheme area. However, Lodmoor SSSI adjacent to the Schemeprovides excellent Water Vole habitat. Hence the natureconservation value of the Water Vole population within LodmoorSSSI is considered to be medium.DormiceA walkover of the survey area assessed areas of potential dormousehabitat. Nest boxes were then laid in suitable habitat in order thatdormouse presence/absence could be confirmed. The dormousetubes were then left and carefully checked for dormouse occupation.9.75 No Dormice were found within the survey area. Habitatswithin the valley are isolated and this might explain why Dormicemay not be present within the valley. The majority of suitable habitatalso lies east of the Scheme. Hence it is considered that Dormice areunlikely to be present and that the valley is of negligible conservationvalue for Dormice.Reptiles9.76 A reptile survey was undertaken within the survey area withsurvey days chosen for optimum reptile activity.9.77 All four species of common reptile: Common Lizard Lacertavivipara, SlowWormAnguis fragilis, Grass Snake Natrix natrix andAdder Vipera berus were found within the survey area (Figure 9.7).The areas of most importance for reptiles were the slopes around theA354 hairpin bend to the north of the Scheme.9.78 Common reptiles are considered abundant in the south of theUK, particularly within Dorset, hence these species are considered oflocal value and hence of lower nature conservation value.Fish9.79 A survey of fish within the northern area of Lodmoor SSSI,adjacent to the Scheme area, was undertaken by using two standardmethodologies: electrofishing and seine netting.Weymouth Relief Road – Environmental Statement 98

Chapter Nine – Ecology and Nature ConservationFigure 9.6 BadgersFigure 9.7 ReptilesWeymouth Relief Road – Environmental Statement 99

Chapter Nine – Ecology and Nature Conservation9.80 Three species of fish were captured in Lodmoor SSSI in lownumbers: Eel Anguilla anguilla (16), 3-spined SticklebackGasterosteus aculeatus (5) and Flounder Platichthys flesus (1). Verylow numbers of fish were found within Lodmoor SSSI, henceLodmoor SSSI is considered of negligible nature conservation valuefor fish.Aquatic Invertebrates9.81 Aquatic invertebrates within the northern area of LodmoorSSSI were surveyed. Aquatic invertebrates were examined alongwith samples of vegetation and mud taken from the water bodies andsediment by standardised netting techniques.9.82 Thirty one species of macroinvertebrate were recorded fromLodmoor SSSI, with Coleoptera and Hemiptera contributing thelargest proportion of the community. Species richness was fairly low,with a mean of 12 species per sampling station.9.83 Two Nationally Scarce species of beetle were recorded onthe site: Ilybius guttiger and Rhantus suturalis.9.84 The majority of the aquatic invertebrates found withinLodmoor SSSI are common and of local value and hence of lowernature conservation value. However the presence of two NationallyScarce species of beetle raises the nature conservation value ofLodmoor SSSI for aquatic invertebrates to medium.Molluscs9.85 A survey of the northern part of Lodmoor was undertaken toascertain the presence of rare molluscs. In particular the surveylooked for Desmoulin’s Whorl Snail (Vertigo moulinsiana) whichislisted on Annex II of the Habitats Directive and as rare in the UK RedData Book (Bratton, 1991). Desmoulin’s Whorl Snail occurs inSouthern England from Dorset to Norfolk and is known from areasEast of Lodmoor.9.86 Twenty-three species of mollusc were found within LodmoorSSSI and all were common and widespread and of negligible natureconservation value.Terrestrial Invertebrates9.87 A terrestrial invertebrate survey was undertaken within thesurvey area. Two hundred and seven species of Lepidoptera wererecorded within the survey area. Five of these are considered to beNationally Scarce. Nine species found are considered NationallyLocal.9.88 Three Nationally Scarce species of hoverfly were found withinthe survey area as well as a rare (Red Data Book 3) picture wingedfly.9.89 Other species of note found within the survey area included:Stem nesting wasp Gymnomerus laevipes;Mining bee Andrena nitidiuscula (RDB3);Mining bee Lassioglossum malachurus (NationallyScarce);Mining bee Lassioglossum puncicolle (NationallyScarce);Orthoptera – Long-winged ConeheadConocephalus discolor.9.90 The majority of invertebrates found within the valley are oflocal value and hence of lower nature conservation value. Notablespecies were also found within the survey area and these speciesare considered of medium nature conservation value.Mitigation9.91 The Lodmoor/Lorton valley offers a mosaic of habitats towildlife in a transition from semi-improved neutral grassland, scrub,ancient semi-natural woodland and wetland to the south to semiimprovedcalcareous grassland, improved grassland and arable inthe north of the Scheme. The Scheme has therefore been designedto minimise impacts upon this nature conservation value. This interconnectedcomplex of habitats has persisted over a considerableperiod of time, developing substantial ecological interest. Henceavoiding impacts is difficult. The Scheme has thus been designed torun parallel to the existing transport corridor of the railway line inorder not to fragment particular habitats from the habitat complex.9.92 However, in running parallel with the railway line, some areasof important habitat would be lost to the Scheme. This includes anarea of SSSI ancient semi-natural woodland and a strip of semiimprovedneutral grassland within the DWT Nature Reserve.9.93 Not only would there be loss of habitats to the Scheme butthere would be indirect impacts from building the Scheme includingnoise and dust/water pollution to adjacent habitats.9.94 A Mitigation Strategy has been developed which focuses onreplacing habitat lost to the Scheme by offering alternative habitatwithin the valley for nature conservation. This is detailed in thesection ‘Ecological Mitigation Strategy’ below. By replacing morehabitat than is lost, a substantial step would be taken to compensatefor the loss of a piece of ancient woodland that is not replaceableand to offset for the loss of species-rich neutral grassland that hasalso developed over time. Habitat offered in mitigation adjoins thecomplex of semi-natural habitats already present in the valley andthus extends the area given over to nature conservation, providingconnectivity between habitats to aid movement of species.9.95 The Ecological Mitigation Area (EMA) to be bought into directmanagement for nature conservation is shown on Figure 9.8. Thisarea is key in mitigating the effects of the Scheme and allows theprovision of existing quiet woodland and grassland habitats tocompensate for that loss of amenity in areas close to the Scheme.Extensive native species planting to the east of the Scheme, withinthe EMA, would enable recreation of such habitats. Horse LynchPlantation would also be brought into nature conservationmanagement in order to compensate for the loss of ancientwoodland, by protecting an area of mature woodland.9.96 Lodmoor SSSI wetland would not be directly affected by theScheme but would be subject to indirect impacts from the Park andRide facility on the land-fill site. Mitigation would include theenclosure of the developed area within a bank and minimal lighting inorder to minimise impacts upon the bird population of the SSSI.Mitigation would also include the provision of a carefully located’look-out’ over-looking the wetland SSSI to improve the views acrossthe reserve for ornithologists. At one location there is a pinch-point,through which large numbers of birds are known to move. With theadditional EMA area, this would be widened to allow a less restrictivepassage for such species.9.97 The important population of bats found within the valleywould benefit from new woodland, scrub and grassland planting,creating new foraging and roosting opportunities. Specifically aseries of scrub areas would be encouraged within the grasslands toreplace areas of foraging habitat to be lost used by Grey Long-earedbats. Taking Horse Lynch Plantation into direct management fornature conservation, but mainly for bats, would safeguard aregionally important roosting area for bats within the valley. Small batroosts within Two Mile Coppice to be lost to the Scheme would bemitigated for through the provision of bat boxes and appropriatelicences would be applied for. Funding would also be contributedtowards a bat roosting building/outdoor teaching facility at LortonBarn for the DWT in mitigation for the loss of the roost at West Farm.Weymouth Relief Road – Environmental Statement 100

Chapter Nine – Ecology and Nature ConservationFigure 9.8 Ecological Mitigation AreaWeymouth Relief Road – Environmental Statement 101

Chapter Nine – Ecology and Nature Conservation9.98 During construction and throughout operation of the Schemesteps would be taken to prevent impacts upon habitats or speciesfrom pollution including construction dust and polluted water run-offfrom the road through adherence to necessary procedures and goodpractice guidelines. Road water run-off would be appropriatelytreated and directed to balancing ponds along the Scheme.9.99 A watching brief would be maintained for protected speciesup to and during the construction period and steps taken to ensureearly erection of fencing, translocation of species etc. to ensureprotection from Scheme construction. All works would take regard ofthe appropriate seasons for protected species work.9.100 The specific mitigation steps proposed are presented inVolume 2: Ecology and Nature Conservation but would include theinstallation of crossing points for badgers, a partially vegetatedbridges to guide bats across the Scheme and the design of shelvesand scallops in exposed chalk cuttings to allow plant communities toestablish.Impact AssessmentOverview9.101 The impacts of the Scheme on the ecological resource aredescribed below, and are summarised in Table 9.6. The Scheme hasthe potential to cause a range of both temporary and permanentimpacts on the nature conservation resource, including:• the direct loss of habitat;• disturbance to wildlife during construction and operation bynoise, vibration, lighting and movement;• pollution risk from runoff, liquids carried by vehicles, gaseousemissions;• the risk of collision between fauna and road traffic.9.102 However, the Scheme also represents an opportunity toprovide nature conservation benefits through appropriate mitigationmeasures, sensitive Scheme design and the provision of valuablehabitat within the Ecology Mitigation Area and along the Scheme.These are described below and form part of the overall assessment.Impacts on Designated SitesLorton SSSI9.103 At Two Mile Coppice, approximately 0.6 ha of SSSI woodlandwithin Lorton SSSI would be lost to the Scheme of which 0.25 ha isancient semi-natural woodland and 0.35 ha is more recent or infillwoodland. Land take would be kept to a minimum by keeping theScheme as close to the railway line to the west as is feasiblypossible. Indirectly, noise from construction and from the operationalScheme may have disturbance impacts upon wildlife using thewoodland. Pollution from road water run-off may also haveconsequences for nearby vegetation.9.104 It is not possible to directly mitigate for any loss of ancientwoodland. However in compensation for the loss and the disturbanceeffects of road noise, more woodland would be planted than wouldbe lost to the Scheme, mainly within the EMA, together with therelocation of important coppice stools into the Lorton Meadowsreserve. In addition Horse Lynch Plantation, a strip of matureplantation woodland, to the east of the SSSI would be managed forits nature conservation interests, particularly bat roosts.9.105 In removing a strip of ancient woodland and indirectlyaffecting the remainder of the SSSI woodland the Scheme wouldhave an intermediate negative impact upon the SSSI. Given that theancient woodland is considered of High nature conservation valuethe significance of this impact is considered to be moderate to largeadverse significance.9.106 Whilst the loss of a small area of ancient woodland would bemitigated by extensive new planting and purchasing maturewoodland at Horse Lynch Plantation, this would not replicate thehistorical and ecological continuity of the ancient woodland lost. Thiswould be a permanent effect upon ancient woodland of high value.This would constitute an intermediate negative impact of largeadverse significance. Once mitigation planting has matured in 50-60years time, the impact would reduce to minor negative impact and beof slight adverse significance.Lodmoor SSSI9.107 Lodmoor SSSI would not be directly affected by the Scheme.However, it would be in close proximity to the proposed Park andRide facility hence it may be affected by indirect effects of noise andpollution. In order to mitigate these effects, an earth bank wouldsurround the Park and Ride Scheme and lighting would be restrictedin location and in its operative time. Any polluted water run-off fromthe Scheme would be appropriately treated and directed to balancingponds along the route. The Scheme would also need to recap theland-fill site and in doing so would remove current pollution to theSSSI from escaping leachate.9.108 As effects upon Lodmoor SSSI will be indirect and largelymitigated it is considered that the mitigated Scheme would have anintermediate positive impact of large beneficial significance.Impacts on Vegetation & HabitatsImpacts on Woodland9.109 Indirectly, noise from construction and from the operationalScheme may have disturbance impacts upon wildlife using thewoodland. Pollution from road water run-off may also haveconsequences for nearby vegetation including mature trees. A smallwoodland at the A354 Hairpin bend in the north of the Scheme wouldbe lost.9.110 In compensation for the loss of woodland and for disturbanceeffects of road noise, more woodland would be planted than wouldbe lost to the Scheme mainly within an Ecology Mitigation Area tothe east of the Lorton SSSI. In addition Horse Lynch Plantation, astrip of mature woodland, to the east of the SSSI would be broughtinto public ownership and directly managed for its natureconservation interests, in order to provide some compensation formature woodland lost within Two Mile Coppice.9.111 In losing a strip of ancient woodland to the Scheme therewould be an intermediate negative impact upon Two Mile Coppicewhich would be of large adverse significance.9.112 Woodland of local value at West Farm would be completelylost to the Scheme, hence there would be an major negative impactupon this woodland. Woodland at Horse Lynch and CoffinPlantations and at Lorton Barn would be indirectly affected and thussubject to minor negative impacts. These impacts would be of slightadverse significance.9.113 Whilst the loss of mature woodland cannot be immediatelyreplaced, with time the extensive woodland mitigation plantingproposed would reduce the impact and in 60 years time the impactwould be reduced to minor negative upon woodland of lower value.Hence the significance of the impact would remain slight adverse.Impacts on Lower Plants9.114 A single specimen of Agonimia tristicula, a Dorset Notablelichen species would be lost to the Scheme within Two Mile Coppicebut this individual is considered to be a casual occurrence on ashort-lived habitat. A large colony exists on the abutments of therailway line and it is likely that recolonisation of moribund Elms willoccur again.Weymouth Relief Road – Environmental Statement 102

Chapter Nine – Ecology and Nature Conservation9.115 A single specimen of Leptodon smithii, a Dorset Notablemoss would be lost to the Scheme within Two Mile Coppice,although this loss would not change the quality of the epiphytepopulation.9.116 Indirect effects of unmitigated pollution may have an impactupon epiphyte species as might exposure of epiphytes to greaterlight levels through woodland clearance for the Scheme. Howevermitigation in the form of noise fencing and embankments and newnative planting screening the existing woodland should minimise anyindirect impacts upon these species. It is therefore considered thatthe impact upon epiphytes would be of minor negative impact andthis would be of slight adverse significance.Impacts on Grassland9.117 Grassland would be lost along the length of the Scheme butthis grassland varies in its value for nature conservation. Improvedgrassland totalling 28.29 ha, 20.81 ha of semi-improved neutralgrassland and 1.53 ha of semi-improved calcareous grassland wouldbe lost to the Scheme. Of the semi-improved grasslands lost, 4.96ha of neutral grassland and 1.08 ha of calcareous grassland areconsidered to be of SNCI quality, though they are not currentlydesignated as such.9.118 Retained grassland habitats in the vicinity of the Schemeincluding those at the DWT Nature Reserve would be indirectlyaffected through noise from the Scheme. However noise fencing andembankments with dense native planting would substantially reducethe impact of traffic noise. Compensation for the loss of species-richgrassland would include purchasing and managing an area ofcurrently species-poor grassland for nature conservation in excess ofthat lost to the Scheme. Polluted road-water run-off could potentiallyhave a negative impact upon plant diversity in the grasslands.However, mitigation will be installed to treat all water run-off whichwill then be directed to balancing ponds along the Scheme.9.119 It is considered that impacts upon improved and semiimprovedgrassland not of SNCI quality within the Scheme would beminor negative and this is considered of neutral and slight adversesignificance respectively. Impacts upon SNCI quality semi-improvedgrassland would be intermediate negative and this is considered ofmoderate adverse significance. Impacts upon SSSI grasslands areconsidered minor negative and of slight adverse significance.Impacts on Wetland9.120 Impacts would be limited to indirect pollution and noise. Inmitigation an earth bank would surround the Park & Ride Schemeand lighting would be strictly controlled. Current leachatecontamination from the land-fill site would be remediated and indoing so the "pinch-point" would be widened to create additionalwetland habitat. This would facilitate the movement of speciesthrough the north of Lodmoor SSSI.9.121 It is considered that there would be an intermediate positiveimpact upon wetland which would be of large beneficial significance.Impacts on Watercourses9.122 Existing watercourses would be maintained with part of thewatercourses covered and culverted under the road. Watercourseswould be contained early in the Scheme to prevent impacts frompollution.9.123 It is therefore considered that there would be a minornegative impact of slight adverse significance upon watercourses asa result of these proposals.Impacts on Hedgerows9.124 Partial loss of twenty-nine hedgerows would occur as part ofthese proposals, eleven of which are classed as hedgerows ofimportance under the 1997 Hedgerow Regulations. In addition thisloss would have a negative impact upon the connectivity of thelandscape, particularly from east to west across the valley, as avariety of species use these features to safely cross the more openhabitats. Severance of connective features across the landscape willtherefore be caused by hedgerow loss. However the habitats of mostvalue for wildlife are concentrated to the east of the Scheme.9.125 Mitigation will include translocating hedgerows wherepossible along the Scheme and replanting with new native specieshedgerows. Due to the direction of the road not all east-westhedgerow connections would be restorable. It is considered that theimpacts upon hedgerows will be intermediate for the majority ofhedgerows lost and major for the complete loss of a matureimportant hedge to the park and ride facility and this is considered ofslight adverse significance.Impacts on Birds9.126 Birds would be directly affected by the Scheme through lossof breeding and foraging habitat in woodland within Two MileCoppice, part of Lorton SSSI, in loss of grassland habitat in the DWTNature Reserve and grassland and hedgerow loss along theScheme. However much new breeding and foraging habitat, inexcess of that lost, would be created, in compensation for the loss ofexisting habitats (within the EMA) and along the Scheme in newplantings, including new hedgerows.9.127 There would be an indirect impact of traffic on the road onbreeding birds in woodland and scrub nearby. This effect is partlymitigated by noise fences, cuttings and false cuttings and partlycompensated by additional planting and management of scrub andwoodland for wildlife interests.9.128 In addition birds may be disturbed by the noise of theScheme construction but this noise would be temporary andrestricted to outside important times of day for birds. All vegetationclearance would be undertaken outside the bird breeding season.9.129 Although the nationally important bird population at LodmoorSSSI would not be directly affected by the Scheme, it may beaffected by noise and light pollution from the proposed adjacent Parkand Ride Scheme. However mitigation is proposed to shield theSSSI from such impacts.9.130 It is considered that the Scheme will have a minor negativeimpact upon birds throughout the length of the Scheme. This impactis considered to be of slight adverse significance. However atLodmoor SSSI the widening of the pinch-point for bird movement,provision of more scrub habitat and control of the leachate releaseproblem would overall have an intermediate positive effect uponbirds. This would be of large beneficial significance.Impacts on Barn Owl9.131 A barn owl has been seen foraging in grassland west ofHorse Lynch Plantation and in the DWT Nature Reserve north ofTwo Mile Coppice. It is therefore likely that there is a nesting sitewithin the area, although this is not within the Scheme area. TheScheme would lead to a loss of some foraging habitat used by BarnOwls within the DWT Nature Reserve and possible disturbance fromnoise from the operational Scheme.9.132 As more foraging habitat would be created as part of theproposals and the construction disturbance would be temporary,there would overall be a neutral impact upon Barn Owls of neutralsignificance. Operational road noise would be mitigated throughnoise fencing, dense native planting and new quieter habitat wouldbe created away from the road.Weymouth Relief Road – Environmental Statement 103

Chapter Nine – Ecology and Nature ConservationImpacts on BadgersImpacts on Badger Setts9.133 No badger setts would be directly affected by the Scheme.Impacts on Badger Foraging Habitat and Fragmentation9.134 Badgers would lose grassland foraging habitat as a result ofthe Scheme, however there would be sufficient habitat remainingpost-construction as well as new habitat being created within theEMA to continue to support current levels of badger foraging.Badgers to the south do not seem to cross the Scheme area andforage to the east of it, whereas in the north badgers do cross theScheme area and hence a badger tunnel and a badger bridgecrossing will be provided at necessary points. It is considered thatthere will be an overall neutral impact upon badgers from theScheme of neutral significance.Impacts on Bats9.135 Four small bat roosts, two within fallen tree trunks, would belost to the proposed Scheme within Two Mile Coppice and a buildingroost at West Farm. In mitigation bat boxes would be erected innearby habitat and a financial contribution made for a batbarn/outdoor teaching barn at Lorton Barn to be provided by theDWT. There would be no direct impact of the Scheme upon HorseLynch Plantation.9.136 Foraging habitat of woodland and grassland would howeverbe lost to bats within the valley. Of particular note is that habitat usedby low numbers of Grey Long-eared bats, woodland rides and opengrassland, that would be lost to the Scheme. Indirect effects of roadconstruction and operation noise may have an impact upon batforaging. In mitigation, more habitat would be created than would belost to the Scheme within the EMA and along the Scheme. Bats areknown to cross the Scheme area but these bats also currently crossthe A354 and it is considered that bats will also cross the proposedScheme. To facilitate crossing however, a vegetated bridge would beinstalled at Lorton Lane and opportunities taken to positively managevegetation at crossing points for commuting bats.9.137 It is considered that impacts upon bats from the Schemewould be minor negative and this would be of slight adversesignificance. However in the longer term, the proposed ecologicalmitigation, including alternative roosts and better management offoraging areas, is likely to be of benefit to bats in the Lodmoor Valley.Impacts on Otter9.138 No evidence of the presence of Otter was noted within thesurvey area. There will be therefore no impact upon Otter as a resultof the Scheme.Impacts on Water Vole9.139 No direct impacts of the Scheme would affect Water Vole,however a large population of Water Vole occurs at Lodmoor SSSIadjacent to the proposed Park and Ride facility. Hence this speciesmay be affected indirectly by noise, disturbing breeding areas, orpolluted road run-off affecting water quality within the wetland.9.140 In order to reduce noise impacts from the Park and RideScheme, an earth bank planted with dense native scrub, wouldsurround the proposed facility to assist in reducing noise from withinthe bank. All road water run-off would be treated appropriately anddirected towards balancing ponds along the Scheme. It is consideredthat the mitigated impacts of the Scheme upon Water Vole would beneutral and this would be of neutral significance.Impacts on Dormice9.141 It is considered that Dormice are not present within the valley.9.142 Mitigation for small mammals generally would reinstatehedgerows along the Scheme and provide new native woodland andscrub habitat, particularly within the EMA. It is considered thatimpacts upon Dormice would be neutral.Impacts on Reptiles9.143 Loss of some habitat used by reptiles is likely as part of theScheme, though the most important areas for reptiles within thevalley will not be directly affected. Road casualties may occurhowever as individuals disperse across the landscape.9.144 Mitigation would provide new embankment habitats along theroad for reptiles and the provision of culverts under the Scheme mayprovide a protected crossing route. It is considered that the mitigatedimpacts of the Scheme upon reptiles would be minor and this isconsidered of slight adverse significance.Impacts on Amphibians9.145 The unmitigated Scheme would remove some woodland,grassland and scrub habitats potentially suitable for foragingcommon amphibians. The Scheme also has the potential to act as abarrier to common amphibians potentially moving across the area,however the existing railway might already be acting as an east-westbarrier to such species. Direct casualties might also occur if habitatswhere amphibians are taking refuge are compressed by movingmachinery during construction.9.146 The Mitigation strategy would replace habitats lost along theScheme and within the EMA by more than those lost and bemanaged for nature conservation. Seven new balancing pondswould be designed for use by amphibians along the Scheme. Theseponds would need periodic maintenance but this would be atemporary disruption to amphibian use. A search would beundertaken prior to construction to remove individuals from theScheme area. It is considered that the impacts upon amphibiansfrom the mitigated Scheme would be minor positive impact and ofneutral significance.Impacts on Fish9.147 There would be no direct impacts upon fish from the Schemebut unmitigated polluted road water run-off may affect water qualitywithin Lodmoor SSSI and negatively affect aquatic life.9.148 All road water run-off would be treated before being directedto balancing ponds along the scheme. Polluted water would nottherefore be allowed to enter Lodmoor SSSI. It is considered thatany impacts would be balanced by mitigation and that impacts wouldtherefore be neutral. It is considered that this is of neutralsignificance.Impacts on InvertebratesAquatic Invertebrates9.149 Aquatic invertebrates would not be directly affected by theScheme but those in Lodmoor SSSI would be affected if pollutedroad water run-off reached the wetland. Mitigation would ensure thatall road water run-off would be treated and directed to balancingponds, where new habitats would also be provided for aquaticinvertebrates. It is considered that impacts of the mitigated Schemewould be neutral and that these impacts are therefore of neutralsignificance.Molluscs9.150 Molluscs would lose woodland and grassland habitats to theScheme but in compensation more habitat would be created thanwould be lost. It is also likely that there would be mortality ofcommon mollusc species on the road. Aquatic molluscs in LodmoorWeymouth Relief Road – Environmental Statement 104

Chapter Nine – Ecology and Nature ConservationSSSI would be affected if polluted road water run-off entered thewetland.9.151 Mitigation would ensure that all road water run off is treatedbefore being directed to new balancing ponds. These ponds will alsoprovide new habitat for molluscs. It is considered that the mitigatedimpacts upon molluscs would be minor negative and that this is ofneutral significance.Terrestrial InvertebratesAncient woodland, grassland and scrub habitats used byinvertebrates would be lost to the Scheme but in mitigation morehabitats would be replaced than lost. Mature woodland at HorseLynch Plantation would be managed for its nature conservationinterests and this should promote retention of niches forinvertebrates. The Scheme may prevent dispersal east to westacross the Scheme. It is considered that mitigated impacts would beminor negative and this is considered of slight adverse significanceEcological Mitigation StrategyIntroduction9.152 The Ecological Mitigation Strategy contains a range ofmeasures to mitigate and compensate for the likely ecologicalimpacts associated with the construction and operation of the ReliefRoad. Likely impacts have been assessed on the basis of detailedstudies of wildlife interests in the Lorton valley and Lodmoor areas.Details of the Strategy are set out in Appendix 3 of Volume 2.9.153 Implementation of the Strategy would replace more habitatthan would be lost by the Scheme, on land adjacent to the areas ofnature conservation already within the valley. This would extend theareas under direct management and given over to natureconservation.9.154 Whilst the loss of ancient woodland and some species-richneutral grasslands cannot be replaced, the extended area with newhabitat will provide improved connectivity between habitats, to aidmovement of species. Horse Lynch Plantation would also be broughtinto nature conservation management, thus protecting the maturewoodland.9.155 Table 9.4 shows the overall losses and gains of ecologicalareas.9.156 This package of measures considers the impacts south ofLittlemoor Road, as this is the key nature conservation area affectedby the Scheme. Measures to reduce, avoid or offset these, havebeen developed with and resulted from detailed discussion withEnglish Nature (Dorset Team), Dorset Wildlife Trust and the RoyalSociety for the Protection of Birds.9.157 The area within the valley covered by the strategy, theEcological Mitigation Area (EMA), is shown on Figure 9.8. The area,to the east and north of the existing designated nature conservationareas, covers a total of 30.2ha and includes a number of fields,Rodway Mead, Horse Lynch, Horse Lynch Plantation together withparts of White Rought, Higher Loynes and South Down.Table 9.4 Summary of Ecological Losses and GainsLOSSES0.6 ha woodland in Two MileCoppice0.9 ha of scrub and hedgerows.5.9 ha semi-improved grasslandof wildlife interest.11.5 ha of rough grassland withscrub on landfill site of somevalue to wildlife.GAINS2.4 ha existing woodland inHorse Lynch Plantation to bemanaged.3.2 ha new woodland planting(includes area of existinghedgerows).5.7 ha woodland pasture (treeplanting in existing grassland).16.6 ha wildlife enhancement ofexisting semi-improvedgrassland / conversion of arablefields to unimproved grassland.2.5 ha creation of unimprovedgrassland & scrub.2.6 ha amenity grassland.0.4 ha wetland in balancingponds.9.158 Ecological constraints between Littlemoor Road and theRidgeway are relatively minor, involving losses of small areas ofcalcareous grassland and hedgerows, with possible impacts onprotected species such as bats and badgers. On the basis of currentinformation it is considered that impacts on wildlife could beadequately compensated through habitat creation and landscapeplanting within the proposed road corridor, with appropriatemeasures to cover impacts on protected species if necessary.9.159 The scope and detail of the proposed mitigation measuresremain subject to change, to address information that may arise fromthe on-going monitoring surveys of protected species.9.160 Table 9.5 provides details of identified ecological featuresaffected, together with the proposed mitigation/compensationmeasure. The table also provides an indication of the certainty ofachieving full mitigation or compensation through implementation ofthe proposed measure and the likely residual effect.Weymouth Relief Road – Environmental Statement 105

Table 9.5Details of Proposed Ecological Mitigation MeasuresChapter Nine – Ecology and Nature ConservationFEATURE AND IMPACT AREA / QUALITY OF FEATURE AFFECTED MITIGATION / COMPENSATION MEASURE CERTAINTY IN SUCCESS OF MITIGATION / COMPENSATION RESIDUAL EFFECTS / OVERALL EFFECTHabitat feature1. Loss of semi-naturalwoodland in Two Mile Coppice(SSSI)0.35 ha; woodland that would be lost at the northern end is recentwoodland on a spoil heap, part to the west of an identifiable lynchetwithin a former field, and part along the southern boundary as aformer trackway (see Two Mile Coppice Phase 2 Botanical Survey).Planting of up to 3.2 ha of new woodland and scrub on White Roughit, Rodway Mead and Horse Lynch fields(area includes existing hedgerows), and 5.7 ha of wood pasture on South Downs and Higher Loynes fields, toreplace direct loss of 0.6 ha woodland in Two Mile Coppice, 0.9 ha scrub). Acquisition of 2.4 ha Horse LynchPlantation to enable appropriate management to enhance wildlife interest.Purchase of woodland and fields is considered achievable under CPO; newwoodland would probably need at least 10 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.Overall gain in woodland and scrub areas inmedium term; net gain in management ofwoodland in the valley.2. Loss of ancient semi-naturalwoodland in Two Mile Coppice(SSSI)3. Indirect effects (e.g.increased disturbance,pollution) in Two Mile Coppice&existingscrub/hedgerowsadjacent to road0.25 ha, good ancient ground flora; good diversity of trees for soiltype; no veterans but some important ash coppice stools.Additional traffic noise and human disturbance likely to lead toreduced wildlife quality of woodland.4. Loss of hedgerow / scrub 0.9 ha in 5 blocks (0.1, 0.2, 0.1, 0.2, 0.3 ha); 0.2 ha ImportantHedgerows of ecological interest; 0.3 adjacent to Two Mile Coppiceof complimentary interest to woodland.5. Loss of semi-improvedgrassland5.9 ha in 2 blocks (2.1 ha in Lorton Meadows DWT Reserve, 3.8 ha inGreat Cow Field) with wildlife interest approaching SNCI criteria; partof DWT Reserve lost to road, part isolated between road and railwaywhere wildlife quality likely to be reduced by human pressure andinability to manage as meadow.6. Loss of rank grassland 11.5 ha on Lodmoor North Landfill provides some wildlife habitat oflocal importance, but has potential for restoration to higher qualityhabitat.7. Lodmoor SSSI affected byleachate entering fromLodmoor North Landfill8. Wet grasslands affected bychange to local hydrologicalregime and surface runofffrom roadLodmoor SSSI high quality wetland and wildfowl habitat; effect ofleachate entering SSSI on wildlife is probably localised to immediatesurrounds and drainage ditch, but effects largely unknown.Wet neutral grasslands are of SSSI or SNCI quality; road corridorrestricted to far western margin of valley to avoid / minimise impact ofsurface water hydrology of valley.Species feature9. Loss of potential bat roosts 4 temporary bat roosts, most likely used by individual bats, in TwoMile Coppice along road corridor; loss of building roost identified atWest Farm; no actual roosts of especially rare bats identified10. Potential disturbance tobats in Two Mile Coppice &elsewhere along road11. Loss of Cetti’s warblerterritories12. Disturbance to breedingbirds in Two Mile Coppice &existing scrub/hedgerowsadjacent to road13. Disturbance to breedingbirds in Lodmoor SSSITraffic may cause direct mortality of bats (esp. pipistrelle) attemptingto cross road from roosts in buildings to forage in valley; unspecifiedlight and noise pollution may affect general suitability of Two MileCoppice for bats, since several species prefer quiet, undisturbedareas; loss of foraging grounds (woodland, hedgerows andgrasslands) for bats Specifically foraging areas of rare Grey Longearedbats would be disturbed by the Scheme.Remedial works to eastern projection of landfill likely to lead totemporary loss of habitat along margins supporting Cetti’s warbler.Additional traffic noise and human disturbance likely to lead toreduced breeding success in woodland within 200m of road.Park & Ride proposals may encourage increased levels of publicaccess to northern and western limits of Lodmoor SSSI wherecurrently little disturbed by humans; important area for breeding songbirds.14. Loss of winter feeding Rank grassland on landfill may provide winter forage for water voles;grounds for water voleexceptionally high population known in Lodmoor SSSI in summer.15. Badgers No direct effects likely on setts, traditional commuting routes acrossroad corridor would be severed.Amenity feature16. Loss of aesthetic, amenityand educational of parts ofLorton Meadows DWTReserve.17. Loss of aesthetic, amenityand educational of parts ofTwo Mile Coppice WTReserve.18. Loss of informal accessalong western margin ofvalley; potential negativeimpact if people use new corewildlife areas for pedestriancommuting and dog walkingDWT established presence in valley through ownership of Reserve;plans for Lorton Barn Visitor centre are advanced; background levelsof anti-social activities and human disturbance are high leading todifficulties in undertaking management.WT established presence in valley through ownership of Two MileCoppice; traditional management of woodland not undertaken for 40+years; background levels of anti-social activities and humandisturbance in Wood are high.Informal north – south access paths well used; access to all westernparts of valley only hindered by natural features; access east-west isvia existing informal desire lines (e.g. around Horse LynchPlantation).Planting of up to 3.2 ha of new woodland and scrub on White Roughit, Rodway Mead and Horse Lynch fields(area includes existing hedgerows), and 5.7 ha of wood pasture on South Downs and Higher Loynes fields, toreplace direct loss of 0.6 ha woodland in Two Mile Coppice, 0.9 ha scrub). Acquisition of 2.4 ha Horse LynchPlantation to enable appropriate management to enhance wildlife interest; ancient coppice stools in Two MileCoppice to be relocated where practicable.Planting of up to 3.2 ha of new woodland and scrub on White Roughit, Rodway Mead and Horse Lynch fields,and 5.7 ha of wood pasture on South Downs and Higher Loynes fields; acquisition of 2.4 ha Horse LynchPlantation. Purchase and management to offset indirect effects, enhance wildlife interest and replace loss of‘quiet’ woodland amenity.Planting of up to 3.2 ha of new woodland and scrub on White Roughit, Rodway Mead and Horse Lynch fields(area includes existing hedgerows), and 5.7 ha of wood pasture on South Downs and Higher Loynes fields, toreplace direct loss of 0.6 ha woodland in Two Mile Coppice, 0.9 ha scrub. Planting of up to 3.0 ha of newwoodland and scrub, and 6.5 ha of wood pasture, and acquisition of 2.4 ha Horse Lynch Plantation..Acquisition of 16.6 ha land - 4.6 ha (part White Roughit & Rodway Mead) and 12.0 ha (Horse Lynch) to enableappropriate neutral / calcareous grassland re-creation and management to be established; additionalgrassland interest to be managed within 5.7 ha wood pasture on South Downs and Higher Loynes.2.5 ha neutral to be created to compensate for loss of rough grassland for wildlife; 2.6 ha of grassland wouldbe re-created around Park & Ride, to contribute to the management of open space for amenity use.Purchase of woodland and fields is considered achievable under CPO; newwoodland would probably need at least 10 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.Purchase of woodland and fields is considered achievable under CPO; newwoodland would probably need at least 10 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.Purchase of woodland and fields is considered achievable under CPO; newplanting would probably need at least 10 years to become useful wildlife feature;management of new features to be secured under legal agreement and/orplanning condition.Purchase of grassland and arable fields is considered achievable under CPO;new grasslands would probably need at least 5 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.New neutral grassland would probably need at least 5 years to become usefulwildlife feature; management of new features to be secured under legalagreement and/or planning condition.Negative residual effect: loss of ancientwoodland cannot be mitigated in appropriatetimescale; however, overall gain in woodlandand scrub areas in medium term; net gain inmanagement of woodland in the valley.Overall gain in woodland and scrub areas inmedium term; net gain in management ofwoodland in the valley.Overall gain in woodland and scrub areas inmedium term; net gain in management ofwoodland in the valley.Overall gain in grassland managed for wildlifein valley, and to create large management unitadjoining existing grassland SSSI & SNCI.Overall gain in grassland managed for wildlifein valley.Remedial works to landfill proposed to prevent further leachate entering SSSI. Remedial works achievable using well established engineering methodology. Long term benefit to the water quality beingreceived by Lodmoor SSSI.Mitigation through placement of corridor incorporated into design; road runoff would be taken to 0.4 ha ofbalancing ponds which would provide additional wetland habitat; the pinch-point within the Lodmoor SSSIwould be slightly widened to allow greater hydrological connectivity as part of the landfill remediation works.Minor roosts are capable of mitigation through careful felling and provision of alternative, artificial roosts in TwoMile Coppice or around Lorton Lane; management of Horse Lynch Plantation, South Downs and HigherLoynes, through underplanting and creation of wood pasture, should allow new trees to be available for bats indecades to come. Clearance of blocked holes in trees in Horse Lynch Plantation would increase habitatavailability in the short term. DEFRA licence would be needed to remove West Farm. In mitigation a financialcontribution would be given to development of a dedicated bat roost barn at Lorton Barn wth DWT. This barnwould particularly aim to provide roosting habitat for Grey Long-eared bats.Management of Horse Lynch Plantation, South Downs and Higher Loynes, through underplanting and creationof wood pasture, should allow new trees to be available for bats in decades to come; key foraging areassurrounding Horse Lynch Plantation would be maintained by control of management of South Downs, HigherLoynes and Horse Lynch fields; clearance of blocked holes in trees in Horse Lynch Plantation would increasehabitat availability in the short term; ‘gapping up’ of hedgerows where necessary. Specific scrub habitatrelocated in close proximity to that lost would be created for use by Grey Long-eared bats. Use would bemonitored; A vegetated bridge would be established over the Scheme at Lorton Lane to facilitate movement bybats across the Scheme at this known crossing point.Benefits to hydrological connectivity in Lorton SSSI through removal of pinch-point (see 7. above) consideredto outweigh temporary loss of scrub supporting Cetti’s warbler; new scrub planting and natural spread ofbramble would replace habitat.Planting of up to 3.2 ha of new woodland and scrub on White Roughit, Rodway Mead and Horse Lynch fields,and 5.7 ha of wood pasture on South Downs and Higher Loynes fields; acquisition of 2.4 ha Horse LynchPlantation. Purchase and management to offset indirect effects, enhance wildlife interest and replace loss of‘quiet’ woodland amenity.Creation of 2.5 ha neutral grassland and peripheral planting on Landfill east of Park & Ride, and restriction ofmain access paths away from this grassland would prevent significant extra incursion into Lodmoor SSSI thatcould be damaging to wildlife. A “look out” point would be created over Lodmoor SSSI to provide viewingfacilities for ornithologists across the reserve. Lodmoor is physically a particularly difficult reserve in which toobserve birdlife at present.Creation of all grasslands either side of Lodmoor SSSI would provide replacement habitat.A badger tunnel and a road crossing bridge would be established in the north of the Scheme howevermitigation would be inappropriate in the southern section of road; aim would be to confine badger activity toexisting and proposed grasslands within valleyNew woodlands and grasslands to mitigate for loss of amenityNew woodlands and grasslands to mitigate for loss of amenity.Formal north-south access would be provided adjacent to road. Existing informal east-west access would besecured and enhanced through purchase of parts of South Downs and Higher Loynes covering existing desirelines.Water catchment of the valley unlikely to be affected with mitigation measures inplace; benefits of removing pinch point likely to be in terms of greater movementof wetland wildlife (e.g. water vole) through valley.Artificial roosts, if required, are likely to be successful for commoner speciessuch as pipistrelle or noctule bats; securing the management of Horse LynchPlantation would provide significant opportunity to maintain favourableconservation status for bats in their natural range in the valley, outweighing anyminor impacts of the road on populations in Two Mile Coppice and elsewhere.Building roost would be monitored over an extended time to ensure success forbat useSecuring the management of Horse Lynch Plantation, Horse Lynch, SouthDowns and Higher Loynes fields would provide the key opportunity to maintainfavourable conservation status for bats in their natural range in the valley;hedgerow management would improve foraging corridors across the valley forsmaller bat speciesNew scrub would be likely to support Cetti’s warbler within 5 years.Purchase of woodland and fields is considered achievable under CPO; newwoodland would probably need at least 10 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.Access into the grassland would be possible, but scrub planting would effectivelycut off informal access into the SSSIConditions suitable for water vole are very likely to be establishedina3to5yearperiod.Purchase of grassland and arable fields is considered achievable under CPO;new grasslands would probably need at least 5 years to become useful wildlifefeature; management of new features to be secured under legal agreementand/or planning condition.Purchase of woodland and fields is considered achievable under CPO; newgrasslands and woodlands would probably have aesthetic appeal within 3 - 5years; management of new features to be secured under legal agreement and/orplanning condition.Purchase of woodland and fields is considered achievable under CPO; newgrasslands and woodlands would probably have aesthetic appeal within 3 - 5years; management of new features to be secured under legal agreement and/orplanning condition. In liaison with DWT contribute towards the development of abat barn, combining an educational facility and loft roosting space at Lorton Barn.Purchase of woodland and fields is considered achievable under CPO; newgrasslands and woodlands would probably have aesthetic appeal within 3 - 5years; management of new features to be secured under legal agreement and/orplanning condition.Long term benefit to the hydrological continuityof Lodmoor SSSI.Short and long term benefits to sustainingfavourable conditions for bats in the valleythrough land acquisition providing habitats forroosting and feeding.Short and long term benefits to sustainingfavourable conditions for bats in the valleythrough land acquisition and managementproviding habitats for roosting and feeding.No net loss to habitat capable of supportingCetti’s warbler in medium term.Overall gain in woodland and scrub areas inmedium term; net gain in management ofwoodland in the valley.No net effects but overall gain in facilities forornithologists.No net effects in medium term.No net effects.Managed access to be provided to large areasof woodland and grassland where previouslyaccess was informal.Managed access to be provided to large areasof woodland and grassland where previouslyaccess was informal.Informal east-west access along desire lineswould be secured in the long term, and keptseparate from new core wildlife areas.Weymouth Relief Road – Environmental Statement 106

Chapter Nine – Ecology and Nature ConservationSummaryNature Conservation Interest9.161 The Lodmoor/Lorton valley contains a juxtaposition ofdiffering habitats that has been in place for a considerable period oftime and thus offers a mosaic of opportunities for a wide range offlora and fauna. The focus of this interest is to the south of thevalley, where ancient woodland, grassland and wetland aredesignated as SSSIs for their importance to nature conservation.Here also DWT has been managing its nature reserve of grasslandand scrub in order to enhance its biodiversity.9.162 Two Mile Coppice ancient woodland is the only piece ofancient woodland in the borough and although its isolation has led toa lower diversity, it does contain some veteran trees and offersforaging habitat to a low to moderate number of bats, most notablyGrey Long-eared bats, a species with a restricted distribution andrare status. A Barbastelle bat has been recorded foraging north ofTwo Mile Coppice but there is no evidence of roosting in the Schemearea. Across the valley to the east, Horse Lynch Plantation offersexceptional roosting habitat for bats and acts as an importantcorridor for foraging bats across the landscape, connecting LodmoorSSSI with habitats further afield. Lodmoor SSSI is the flight terminalin Britain for many migrant birds in spring and autumn. A particularlylarge number of visiting and resident Cetti's Warbler, a Schedule 1species, was recorded as part of this assessment at Lodmoor.9.163 The geology of this area is also complex and this has led to avariety of soil types enhancing the range of species that can existhere. Soils change from calcareous to the north along the Ridgewayto a neutral mixture of clay with limestone outcrops around Two MileCoppice and Horse Lynch Plantation. To the south Lodmoor isformed on alluvial deposits.9.164 North of Littlemoor the area is dominated by improvedpasture with some arable, though some botanical interest existswhere cuttings for the railway and A354 have left exposedcalcareous soils.Mitigated Scheme9.165 The Scheme has been designed to minimise the impactsupon the nature conservation interests of the area. The mostimportant feature of the Lodmoor/Lorton valley is the continuity of thesemi-natural habitats present and it is thus this overarchingimportant attribute to biodiversity that this Scheme has strived toprotect.9.166 Hence the Scheme would run parallel with the existingrailway corridor to the west of the valley. This route therefore wouldimpact upon the semi-natural ancient woodland at Two Mile Coppiceand the semi-improved DWT grassland nature reserve. However,closer examination of the western boundary of Two Mile Coppicereveals that not all the habitat directly lost is ancient woodland butwoodland in-fill following construction of the railway. Moreover, spoilused in construction of the railway was dumped within the ancientwoodland having a marked negative effect upon the ground florapresent in this area. Though there would be physical loss of a smallarea of ancient woodland as a result of the Scheme, the greaterindirect impact would be indirect in terms of the potential wider noisedisturbance and pollution from the Scheme.9.167 Though mitigated through enclosure by earth banks therewould be remaining low level indirect noise and pollution impactsupon Lodmoor SSSI, which is in close proximity to the proposedPark and Ride Scheme. Semi-improved grassland at the DWTnature reserve and calcareous grassland to the north of the Schemewouldalsobelost.9.168 Table 9.6 provides a summary of the significance of themitigated effects of the Scheme on the ecological features present.9.169 The development of an Environmental Mitigation Strategy,through the Nature Conservation Consultation Group, whichincluded English Nature as the statutory nature conservation body,the Dorset Wildlife Trust and the Royal Society for the Protection ofBirds, has been designed to reduce impacts from the Scheme. Thecore of the Mitigation Strategy would be to acquire additional land,an Ecological Mitigation Area, and for this area to be managed inperpetuity for nature conservation.9.170 This step would bring into direct management, semiimprovedneutral grassland of poor quality, arable land (very recentlygrassland SNCIs) and Horse Lynch Plantation, an exceptionalroosting habitat for bats, currently unmanaged and in privateownership. Not only would appropriate planting and management ofthis land compensate for the loss of grassland and woodland to theScheme but would also reconnect more habitat to theLodmoor/Lorton habitat complex, protecting and enhancing this areafor nature conservation. This additional land is thus crucial tobalancing the impacts of the proposed Scheme.Table 9.6 Summary of Permanent EffectsFeatureLorton SSSI(with time)NatureConservationValueHighImpactIntermediateNegative(MinorNegative)Lodmoor SSSI High IntermediatePositiveAncient HighIntermediateWoodlandNegativeHedgerows Lower IntermediateNegativeEpiphytes Medium MinorNegativeGrassland:MinorSSSI;High;Negative;SNCI quality; Medium;ModerateImproved; Negligible;Negative;Poor semiimproved.Lower.MinorNegative;MinorNegative.Woodland:West FarmOthersLowerLowerMajorMinorSignificanceLarge Adverse(Slight Adverse)Large BeneficialLarge AdverseSlight AdverseSlight AdverseSlight Adverse;Moderateadverse;Neutral;Slight Adverse.Slight AdverseScrub Habitats Lower Minor Slight AdverseWetland High Intermediate Large BeneficialPositiveWater-courses Negligible-Lower MinorSlight AdverseNegativeBirdsWoodland andHighMinorNegative;Slight Adverse;Large Beneficialgrassland;SSSIIntermediatePositiveBats Medium- MinorSlight AdverseNegativeBadgers Lower Neutral NeutralOtter Negligible Neutral NeutralWater Vole Medium Neutral NeutralDormice Negligible Neutral NeutralReptiles Lower MinorSlight AdverseNegativeAmphibians Negligible Minor Positive NeutralFish Negligible Neutral NeutralAquatic Medium Neutral NeutralInvertebratesMolluscs Negligible MinorNegativeNeutralTerrestrialInvertebratesLower-MediumMinorNegativeSlight AdverseWeymouth Relief Road – Environmental Statement 107

Chapter Nine – Ecology and Nature Conservation9.171 Currently the southern part of this valley is negativelyaffected through public disturbance including off-road motor-cycling,vandalism of fencing and the dumping and torching of stolenvehicles. Administering this area as one unit would allow aconstructive unified approach to such problems, providing a uniqueurban-fringe nature conservation area for community use andengender a local pride within the community that in time wouldreduce the misuse of this area.9.172 Indirect impacts of noise would be mitigated through theconstruction of noise fencing, earth embankments and new nativeplanting. Newly planted woodland and restored grassland would becreated within the EMA to the east of the road, shielded from anyresidual noise impacts of the road. Indirect impacts upon LodmoorSSSI would be compensated for by returning some of the pinchpointarea to wetland, facilitating this area's use as a corridor forwildlife, and installing an appropriately designed and sited ’look-out’above the reserve. Appropriate embankments and scrub plantingwould shield the Park and Ride Scheme from the site.9.173 Overall the mitigation and compensation proposed wouldbalance the negative impacts of the Scheme and may result inpositive gain for nature conservation in the medium to long term.Weymouth Relief Road – Environmental Statement 108

Chapter Ten - Geology and SoilsChapter TenGeology and SoilsIntroduction10.1 This Chapter describes the geology and contaminatedland that would be encountered within the Scheme. It has beenseparated into two sections, covering the general geology and soilsin Section 10a and the aspect of contaminated land in Section 10b.10a. GEOLOGY and SOILS10a.1 This section describes the geology anticipated along theScheme and the impact of this geology on engineering decisions andland that would need to be taken to build the road. Land-take inparticular is affected by the engineering properties of the ground, asthese dictate the maximum side slopes for embankments andcuttings. The locations where land-take is particularly sensitive,namely at Two Mile Coppice and at West Farm, Lower Bincombe,are reviewed. The impact that the Relief Road would have ondesignated national and regional geological sites is also assessed.Methodology10a.2 Ground investigations have been carried out over thecomplete length of the Scheme and the information obtained hasenabled the engineering properties of the geological materials to bedetermined.10a.3 Interpretative reports have been produced covering thegeneral ground engineering requirements of the Scheme, includingslope stability, embankment construction, foundation design androad pavement construction.10a.4 The following stakeholders have been consulted: theEnvironment Agency, Network Rail, Dorset's Important GeologicalSites (DIGS) Group, the Dorset County Geologist and CountyCouncil’s Minerals and Waste Planning Department. All Sites ofSpecial Scientific Interest, some of which are of geologicalsignificance, were identified through the Dorset EnvironmentalRecords Centre (DERC).Baseline ConditionsRegional Geology10a.5 The Scheme would intersect various superficial depositsat several locations. Underlying and adjacent to Lodmoor NorthLandfill Site and around the Broadwey Stream through Littlemoor aresoft alluvial clays. River Terrace Deposits of sands and gravels areencountered near to Lorton Lane and are also present at greaterelevation on the chalk downs on the Ridgeway as a result of periglacialriver systems. Head deposits have been formed on mosthillsides, and in particular on the chalk escarpment and aroundBincombe. The geology of the area is shown on Figure 10.1.10a.6 The major solid geological units that are present (listedoldest to youngest) are:• Kellaways Clay/Oxford Clay Formations;• Corallian Group;• Kimmeridge Clay Formation;• Portland Group;• Purbeck Group;• Wealden Clay Formation;• Upper Chalk Formation;• Poole Formation.10a.7 The oldest materials are situated at the southern end ofthe Scheme. Faulting in the Bincombe area has resulted in a wedgeof Oxford Clay (older) being placed between Wealden Clay andChalk (younger). The wedge is bounded by the Ridgeway andAbbotsbury Fault. The Oxford Clay “inlier” and Wealden Clay to thesouth have been heavily sheared by the faulting, reducing theiroverall strength.10a.8 Faults and folds are orientated approximately east-westwith strata generally dipping gently towards the north or north east.Near Bincombe, where folding and faulting has occurred, the dipincreases to near vertical. The geological map also shows a fault tobe present between the Kellaways Clay Formation and Oxford ClayFormation, throughout the Oxford Clay formation, and aroundSouthdown Ridge in the Corallian Group at the southern end of theScheme.10a.9 All the clay formations are over-consolidated comprisingstiff grey clays with rare shelly fossils. These clays typically have aweathering zone of a few metres thick where they are slightlysoftened and altered in colour. At greater depths, thin bands ofmudstones and siltstones are encountered, becoming increasinglythicker with depth. Thin limestones are also reported in theKimmeridge Clay Formation and the Wealden Formation.10a.10 The Corallian Group, Portland Group and Purbeck Groupcomprise interbedded sandstones, siltstones, mudstones andlimestones. These materials vary considerably in strength andtherefore engineering properties depend on both the degree ofweathering and the rock type.10a.11 The chalk close to the Ridgeway Fault at its southernlimit, dips at a gradient of about 85°south. Gradients rapidly return toapproximately horizontal, moving north away from the fault. Thechalk is graded depending on the degree of weathering. Fresh chalkis significantly stronger than weathered chalk. Weathered chalk(Grades V and IV) was found to be generally less than 2.7m thick,and graded into fresh chalk (Grades III to I) with increasing depth.Swallow holes, which are zones of deepened weathering associatedwith surface water runoff, may be encountered, particularly near thefault.Weymouth Relief Road - Environmental Statement 110

Chapter Ten - Geology and SoilsGeologically Significant SitesFigure 10.1 Geology of the Area Key to Figure 10.110a.12 Upwey Quarries and Bincombe Down SSSI andBincombe Hill Quarry, which is a RIGS and an SNCI, are locatedclose to the line of the Relief Road.Economic Geology10a.13 The Scheme is not situated in or near any sites that havebeen incorporated into minerals and waste planning for the area.Mitigation StrategySlopes and Embankments10a.14 The maximum safe economic gradient of the side slopesof cuttings and embankments for the new road is dictated by theengineering properties of the ground at each locality. Embankmentside slopes are limited by both the underlying in-situ materialsforming the foundations, and the properties of the materials used toconstruct the embankment itself. Uncertainty and variability ofground conditions are also taken into account in the design.Gradients have been reduced in some areas, such as in the chalkcuttings, in order to blend the Scheme into the surrounding land.10a.15 The embankment near to the south-western corner ofTwo Mile Coppice could be steepened using geotextiles or retainingwall construction techniques, thereby reducing the land-take from thewoodland.10a.16 The embankment design at Lower Bincombe iscomplicated because of the shearing of the Oxford and WealdenClays and solifluction deposits. The design requires shallow sideslopes of a reduced gradient in order to achieve stability and thiswould result in the need to demolish one house at West Farm.Lighter artificial construction materials could be used in theembankment to increase thegradient of the side slopes, but thisoption is not cost effective asthese materials would have to beimported which would involvenumerous additional lorrymovements on public roads.Excess chalk requiring disposalwouldalsoarisefromtheRidgeway excavations. Theexisting Scheme proposals do notrequire any arisings to bedeposited outside of the siteboundary.10a.17 A bridge structure has also been considered instead of anembankment but is found to be excessively costly and would againresult in an overall excess of chalk arising from the Scheme.Bincombe Railway Tunnel10a.18 The Relief Roadwould pass over theBincombe railway tunnel ina cutting within the chalk.Further investigationswould be carried out toensure that the Schemewould have no adverseeffect on the tunnel, eitherduring construction or postconstruction.Geologically SignificantSitesLooking north towards the southern portal ofBincombe Tunnel where the railway passesthrough the chalk Ridgeway hill.10a.19 Geologically significant sites would not be affected and sono mitigation would be required.Impact AssessmentLand-take10a.20 The cutting and embankment designs affect the amountof land that would be required for the Scheme, with land-takeincreasing as the slopes are flattened. Optimum slopes have beendesigned to minimise land-take although slopes have been flattenedlocally to blend with the surrounding landform.10a.21 At the two locations which would be particularly sensitiveto the amount of land-take, namely Two Mile Coppice and WestFarm at Bincombe, alternative options were considered to reduceimpacts but these have been discounted. As a result therefore theearthworks design requires the demolition of a house at West Farmfor the construction of the Scheme. At Two Mile Coppice shallowerside slopes would be more easily landscaped into the surroundingwoodland and therefore would be preferable to steepened slopesusing other construction techniques. Localised steepening would beused to retain key trees.Reuse of Excavated Materials10a.22 The engineering properties of the materials that would beexcavated have been assessed for their suitability for reuse. TheScheme design makes full use of the materials excavated from thecuttings, to form the new embankments, to provide capping andrestoration materials for Lodmoor North Landfill Site and for use inlandscaped areas. It is not envisaged that there would be any excessspoil arising from excavations.Weymouth Relief Road - Environmental Statement 111

Chapter Ten - Geology and SoilsGeologically Significant Sites10a.23 The Scheme could have beneficial effects in respect offuture geological knowledge. Certain cuttings have been designed tohighlight the exposure of the geological materials and to createaccess on foot for the benefit of geologists. Access to the excavatedfaces and materials for interested geologists, such as members ofDorset's Important Geological Sites (DIGS) Group, could also bearranged during excavation of the cuttings.10b. CONTAMINATED LANDIntroduction10b.1 This section considers the particular geology and groundconditions at the closed Lodmoor North Landfill Site which is thearea proposed for a Park and Ride facility. It is intended that certainsoils derived from the Relief Road excavations would be utilised torestore and remediate the landfill site. The remediation proposalsmake provision for specific engineering containment measures andthe control and management of landfill leachate and landfill gas.10b.2 Aplanofthelandfill site is shown onFigure 4.1. Furtherdetails, including theimpact that theremediation andrestoration proposalswould have ongroundwater and surfacewater resources, on theadjacent Lodmoor Site ofSpecial ScientificInterest (SSSI), on theadjacent propertiesand on users of theclosed landfill site, areprovided in the relevant chapters of Volume 2.MethodologyLooking west, the closed Lodmoor North Landfill isin the middle distance with the Mount PleasantBusiness Park to the left and Two Mile Coppice tothe right.10b.3 A preliminary design for the restoration and remediation ofLodmoor Landfill Site is described in the following document‘Lodmoor North Landfill Remediation, Preliminary DesignConsiderations’ i10b.4 Preliminary design considerations are based upon a reviewof previous surveys and study documents, and on consultation andcommunication with the Environment Agency (EA). The EA haveconfirmed that they are in general agreement with these proposals.Further EA consultation would be carried out with regard to thedetailed design and construction phasing of the Scheme.Baseline ConditionsGeology and Ground Conditions10b.5 Lodmoor North Landfill was constructed as a ‘land raise’over a low lying alluvial plain. The land raise was created withinmargin earth banks formed from locally derived soil materials. Thelandfill received domestic and industrial waste but at the time noformal engineered liner containment or capping to the landfill wasrequired or used. Land-filling ceased in 1984.10b.6 Investigation and studies have indicated that the wasteswere generally tipped to a maximum thickness of 8m and materialmainly comprised variable household waste intermingled andinterlayered with soils and builders rubble. The landfilled wasteoverlies clay soil deposits comprising Alluvium and Oxford Clay /Kellaways Clay.Contamination Issues and Current Landfill Impacts10b.7 Analyses have been carried out on samples of wastes andsoils recovered from the landfill area and it has been reported thatlevels of particular contaminants exceed various assessment criteriarelating to health and potential exposure routes. Examples ofpotential exposure routes associated with the landfill are inhalation ofdust by walkers and adjacent residents and children playing in andaround watercourses and on the landfill surface coming into directcontact with contaminants.10b.8 The landfillleachate which is presentwithin the waste materialshas been reported tocontain contaminantswhich have the potentialto pollute surface waterand groundwater. Thereis reported evidence ofleachate outbreaks fromthe site and ofcontamination of surfacewatercourses adjacent tothe landfill.Monitoring pipes protrude from the closedlandfill site. Manor Roundabout is locatedbehind and to the right of the Mount PleasantBusiness Park buildings.10b.9 None of the investigation boreholes at the site haveencountered any significant permeable strata beneath the wastematerials. The risk of significant pollution of groundwater resourcesdue to contaminant migration through the base of the landfill isconsidered to be negligible.10b.10 The site has been actively venting landfill gas into theatmosphere through the relatively permeable surface of the landfillfor a period of between 20 and 40+ years. It is considered thatpotential gas production from the landfilled wastes will have declinedto levels below which active gas extraction is practicable or viable asa gas control measure.10b.11 It has been reported that there is no evidence thatvegetation or bird populations in the adjacent Lodmoor SSSI areaffected by the presence of the existing land site.Mitigation Strategy10b.12 The principal elements of the proposed remediation andrestoration scheme are as follows:-• The provision of a cement/bentonite cut-off wall around the sitemargins to prevent off site landfill leachate migration and toprevent lateral landfill gas migration;• The provision of a nominal 2m thickness of engineered lowpermeability capping and restoration soils over the landfillsurface;• The provision of a passive venting trench system for landfill gascontrol;• The provision of facilities for leachate management and control;• The construction of the pavements for the Park and Ride facilitywith associated options for ground improvement beneath thesepavements;• Excavation of a small volume of inert material from the landfill atthe north eastern corner to increase connectivity between thenorthern and eastern areas of Lodmoor SSSI;• The construction of a rugby pitch facility.10b.13 The principal elements of the remediation and restorationscheme would be subject to a Construction Quality Assurance (CQA)monitoring and verification scheme to the approval of theEnvironment Agency.10b.14 A Construction Environmental Management Plan (CEMP)would be prepared and agreed with the Environment Agency prior tothe commencement of construction. This Plan would address:-• Site security and safety issues with respect to the general publicand the construction workforce;• Control measures to prevent odour and dust nuisance;• Control measures to prevent the escape of leachate from the site;• Control measures to prevent migration of landfill gas towardssensitive receptors, such as residential and SSSI areas;• Control measures for the management and discharge of surfacewater from the site.10b.15 The construction works would be carried out in a phasedmanner subject to detailed design, the materials availability andconstruction stage environmental management considerations.Other ecological impact factors, such as the nesting season for birdpopulations, would also be taken into account.Weymouth Relief Road - Environmental Statement 112

Chapter Ten - Geology and Soils10b.16 All landfill remedial measures would be designed tominimise the extent and depth of excavation into existing wastematerials, thereby minimising the need to dispose of waste materialsand the potential for odour nuisance during construction works.Impact AssessmentCurrent Landfill Impacts10b.17 Current adverse impacts associated with the existing landfillwould be significantly mitigated by the site remediation andrestoration measures proposed.10b.18 The placement of the engineered capping and restorationsoils would provide a substantial physical barrier between thesurface of the landfilled wastes and the final restored surface. Therisk of human contact with waste materials and contaminatedmaterials after the restoration would be significantly reduced.10b.19 The placement of the engineered low permeability cappingwould substantially reduce the production of landfill leachate byrestricting rainfall infiltration. This would lower the level of leachatewithin the landfill, thereby reducing the already low risk ofgroundwater pollution due to leachate migration from the site.10b.20 The installation of the vertical cut-off wall would preventlateral migration of leachate which is currently affecting thesurrounding wetland areas and surface watercourses.10b.21 Landfill gas at the site currently vents to the atmospherethrough the existing landfill surface. No significant adverse impactsassociated with landfill gas emissions from the site have beenreported. The engineering containment measures proposed wouldallow effective monitoring and control of landfill gas venting from thesite.Construction Phase Impacts10b.22 Potential impacts specifically related to the constructionphase of the Scheme would be addressed through the developmentand implementation of the Construction Environmental ManagementPlan (CEMP) which would be adopted as part of the mitigationstrategy.Post Construction Impacts10b.23 The placement of a low permeability capping would preventlandfill gas migration through the landfill surface and the provision ofthe vertical cut-off wall would prevent lateral off site gas migration.The installation of the proposed trenching system would allow controlof landfill gas emissions from the site by passive venting during andfollowing the landfill restoration.10b.24 Mitigation of potential leachate migration impacts would beachieved through the proposed containment and collection system.This would enable the control of leachate levels and the effectivecontrol and management of leachate disposal.10b.25 The potential environmental impacts of the Scheme wouldbe monitored both during and after the construction. AnEnvironmental Monitoring Plan would be agreed with theEnvironment Agency for this purpose.SummaryGeologyThe Scheme would significantly reduce thecurrent impacts of the landfill and the proposedPark and Ride facility would provide a beneficialafter-use on the land.10.1 The Relief Road would pass through a series of valleysformed in weaker clay strata and upstanding ridges formed ofstronger rocks of mudstones, limestones and sandstones, beforerising up through a steep chalk escarpment. As a result of the designof the vertical levels of the road, it is envisaged that the volume of cutand fill materials would balance, resulting in no excess material fordisposal off site.10.2 The vertical alignment of the road would result in alternatingsections of cutting and embankment. The design gradient of thecutting and embankment slopes is based on the engineeringproperties and variability of the geological materials likely to beencountered. Some geological materials have been affected byfaulting, particularly around Lower Bincombe.10.3 The gradient of these slopes has a direct impact on the landtakerequired. Locally slopes would be slackened in order to blendthe Scheme into the surrounding landscape, resulting in increasedland-take. The use of manmade materials to create steeper slopegradients to reduce impacts on particularly sensitive areas has beenconsidered but has not been adopted. As a result the Scheme wouldrequire the demolition of a house at West Farm.10.4 The Scheme would not impact on any existing geologicalSSSIs, SNCIs or RIGSs but would benefit the knowledge andunderstanding of local geology by creating some geologicallyinteresting permanent cuttings and providing access for geologistsboth during and after construction.Contaminated Land10.5 The closed Lodmoor North Landfill site comprises locallycontaminated wastes up to 8m thick overlying alluvial clay and solidgeology comprising clay soils.10.6 These landfill wastes are still producing landfill gas, includingmethane and carbon dioxide. Leachate from the waste is recordedas having impacted on the adjacent Lodmoor SSSI wetlands andsurface watercourses.10.7 A remediation and restoration scheme is proposed whichwould involve the placement of 2m of capping and restoration soils,derived from the Relief Road excavations, on the landfill surface.Specific engineering containment and environmental controlmeasures are proposed as part of this scheme.10.8 This remediation would provide significant mitigation of thecurrent adverse impacts associated with the landfill, and substantialbenefits would be realised in terms of reducing potential groundwaterand surface water contamination.10.9 The scheme would provide effective control and managementof landfill leachate and landfill gas, both during and following theremediation and restoration works.10.10 The potential construction stage impacts of the works wouldbe addressed, mitigated and monitored through the adoption ofConstruction Environmental Management, Construction QualityAssurance and Environmental Monitoring Plans. These would bedrawn up and agreed with the Environment Agency, prior to the startof construction, for adoption during and following the works.References:-i‘Lodmoor North Landfill Remediation, Preliminary DesignConsiderations’ by Bureau Veritas Consulting Limited (Ref: 548778),May 2005.Weymouth Relief Road - Environmental Statement 113

Chapter Eleven – Water Quality Drainage and HydrogeologyChapter ElevenWater Quality, Drainageand HydrogeologyIntroduction11.1 This Chapter considers the impact of the Relief Road on thehydrology of the area and considers both surface and groundwater.Runoff from the new road construction can affect both the amountand quality of the water in local watercourses. Deep road cuttingscan potentially affect the groundwater regime and affect both springsand water abstraction boreholes.11.2 The proposals to deal with the leachate within the closedLodmoor North Landfill site are assessed in Chapter 10 Geology andSoils.MethodologyOverall Approach11.3 The potential impacts are divided into three geographicalareas based on the watercourse catchments of Lodmoor and LortonValley, Littlemoor and Preston, and Bincombe and Ridgeway (Figure11.1). Both surface and groundwater are discussed togetheralthough their catchment areas are slightly different.11.4 Information about the area has been collected from a widerange of sources including current and historical Ordnance Surveymaps, geological maps, site investigations and site visits. Informationhas also been obtained from the Environment Agency, Weymouthand Portland Borough Council, West Dorset District Council, andfrom liaison with landowners.11.5 Rainfall and surface water runoff predictions for the area havebeen primarily based on the Flood Studies Report 1 .The design andassessment of balancing ponds and soakaways has beenundertaken using specialist computer software 2 . The risk of anaccidental pollution spillage and the prediction of water quality hasbeen calculated using the methodology described in the DesignManual for Roads and Bridges, Volume 11, Section 3, Part 10(including the November 2002 corrections), supplemented withadvice given in Ciria 609 ‘Sustainable Drainage Systems’.11.6 The performance of the proposed balancing ponds anddetention basins has been assessed for three scenarios :-1. Current rainfalls/runoff with all outlets fully functioning.2. Current rainfalls/runoff with the outlets half blocked.3. Current rainfalls/runoff x 1.2 with outlets half blocked.The third scenario acts as a sensitivity test and is considered torepresent the potential impact of global warming.11.7 Full details of the assessment are in given in Volume 2Chapter 11.Baseline ConditionsArea 1 - Lorton Valley and Lodmoor11.8 This rainfall catchment area extends from the Preston BeachRoad to the top of Southdown Ridge. The geology of the areacomprises the Corallian Group of Southdown Ridge, the Oxford ClayFormation in the Lorton Valley and the Kellaways Formation to thesouth. Despite the excavation of ditches and land drains, the area isgenerally poorly drained with the Lodmoor valley floor supportingreed beds which form part of the Lodmoor SSSI. The area drains tothe sea via two sluice gates. Typically the water level within the reedbeds is below 1m AOD which is lower than the High Spring Tides of1.5m AOD.11.9 The most significant water course flowing into the reed bedsis the Preston Brook which drains a large part of Preston, CoombeValley and the eastern end of Littlemoor Road (see Area 2). Surfacewater drains discharge water from the Redlands and Greenwayareas into ditches through Two Mile Coppice. The water from theseareas flows through the Lodmoor nature reserve managed by theRSPB as indicated on Figure 11.2 and discharges via the sluice gatemid-way along Preston Beach Road.11.10 For ecologicalreasons, it is important thatthe RSPB are able to controlthe water levels in theirreserve to enable a goodbalance of mud flats, reedbeds and ‘open waters’ to beachieved.11.11 The Weymouth BayEstate (the housing area tothe south of ManorRoundabout and east ofLooking south east across the reed bedswithin the Lodmoor nature reserve.Dorchester Road) drains towards the reed beds but is intercepted bya ditch along the western side of Lodmoor South Landfill site anddischarges into the sea via the second sluice gate outfall.11.12 Since the Second World War a number of landfill sites havebeen developed which have reduced the area of wetlands. The mostrecent two are known as Lodmoor North and Lodmoor South. Bothsites are land raise areas and were created by constructing aperimeter earth bund and infilling with waste directly onto the lowlying ground. Parts of Lodmoor South have been capped and thereare some measures to control leachate levels. Lodmoor North hasnot been capped. In addition to these two sites, large areas to thewest of them were previously tipped on. Water sampling at variouspoints around these sites has been undertaken and typical resultsare included in Volume 2 of Chapter 11. Whilst these show elevatedlevels of some contaminants, there is no evidence that thecontaminants are causing ecological harm. The remediation of theWeymouth Relief Road – Environmental Statement 114

Chapter Eleven – Water Quality Drainage and HydrogeologyLodmoor North Landfill site is discussed in more detail in Chapter 10Geology and Soils.11.13 There are a number of minor seepages which support twosmall ponds in the area, most of which dry up in the summer. Theseare considered to be the result of shallow, localised seepages inhead deposits and more permeable bands of limited storage nearthe surface in the Kellaways Formation.Area 2 - Littlemoor Valley and Preston11.14 This catchment area includes the Littlemoor housing estateand the rural area to the north of Littlemoor Road. The steep northfacingCorallian slopes of Southdown Ridge give way to KimmeridgeClay in the valley bottom. The western half of this catchment drainswestward to the River Wey, whilst the eastern half drains east toPreston Brook which discharges into the Lodmoor nature reserve(Area 1).11.15 To compensate forthe increased surfacewater runoff from thehousing developments, anumber of detention basinshave been constructed.The outlet controls of thesebasins have not been welldesigned and are prone toblocking. Debris that hasbuilt up on the outlet grillof the basin adjacent tothe railway culvert hasrecently resulted in waterlevels that were close to the adjacent housing threshold levels.Looking north west from Littlemoor Roadacross the existing Littlemoor BalancingPonds towards the rear of Nightingale Drive11.16 In the winter of 1993/4, the Chalbury and Preston DetentionBasins over-topped which resulted in water flowing through thedownstream gardens and along Chalbury Close. Furtherdownstream properties were flooded. The return period of the eventis not known but computer modelling indicates that the existingbasin has sufficient capacity to cope with a storm that is predicted tooccur on average once every 50 years (i.e. 1 in 50 year storm whichhas an annual probability of over topping of 2%). Currently theChalbury Basin outlet control is being improved to reduce the risk ofblockage as this can significantly reduce its effectiveness.Figure 11.1 Catchment Areas11.17 Floods in 1993 and 1994 also caused flooding of propertiesadjacent to the Preston Brook. The Preston Downs and ChalburyDetention Basins contribute to about a fifth of the total catchmentarea for the Preston Brook (at it’s outfall into Lodmoor reserve).Works are currently underway to improve the channel and provide aflood relief culvert. It is estimated that these works will protectproperties against flooding for a 1 in 25 year event (i.e. an annualprobability of 4% of being exceeded).Weymouth Relief Road – Environmental Statement 115

Chapter Eleven – Water Quality Drainage and HydrogeologyFigure 11.2 Lodmoor DrainageWeymouth Relief Road – Environmental Statement 116

Chapter Eleven – Water Quality Drainage and HydrogeologyArea 3 - Lower Bincombe and Ridgeway11.18 This catchment area is principally underlain by Portland Bedsin the south and chalk to the north. The hydrogeology of the area iscomplicated by the Ridgeway Fault which runs E-W just to the northof the A354 hairpin bend.11.19 There is a small stream in the Bincombe valley that flowsunder the railway embankment east of Upwey and westwards to theRiver Wey. The base flow in this stream is very low but it is importantas it flows through the Ridgeway SNCI just west of the railway.11.20 There are no surface streams on the chalk and thehydrogeological maps indicate that the groundwater flowsnorthwards. The chalk is a major aquifer and is classified as agroundwater protection area with a number of abstraction points inthe locality (see Figure 11.1)Mitigation Strategy11.21 Sustainable drainage systems concepts, referred to as SUDS,have been used throughout the Scheme. These mimic as far aspossible the natural drainage of the undeveloped catchment areas tominimise the impact of any increased rate of surface water runoff orpollution. The techniques utilise vegetation features to treat pollutionand slow down and reduce flows. SUDS can provide wildlife habitatsand enhance the landscape.11.22 The principal techniques that are appropriate for this Schemeto reduce the rate of runoff and improve water quality are :-• Swales• Stone-filled trenches and french drains• Balancing ponds, detention basins and wetlands.• Infiltration basins.The locations where these would be used are shown on Figure 11.3.Positive drainage involves the use of a sealed pipe system.11.23 Where practical, more than one technique is used tomaximise the benefits and to provide greater protection in the eventof an accidental spillage.11.24 It is proposed to construct a bypass oil interceptorimmediately prior to the discharge of surface water run-off to anybalancing pond or infiltration area.11.25 Should groundwater become polluted by a major spillage, itwould be difficult to remediate and the water quality could beaffected for a long time. Consequently the water from these oilinterceptors would be passed through an impermeable holding bay(forebay) prior to discharge to the infiltration area. The holding baywould have an outlet valve that the emergency services could closeto contain the spillage. The infiltration area would be soiled andseeded to ‘filter’ the surface water runoff and allow biological actionwithin the top soil zone.Figure 11.3 Drainage StrategyWeymouth Relief Road – Environmental Statement 117

Chapter Eleven – Water Quality Drainage and Hydrogeology11.26 The permanently wet ponds have a constrained outlet so thatthey only discharge water slowly. This gives the silts time to settleout and ensures that the existing downstream flows are notincreased.11.27 The balancing ponds and infiltration areas have beendesigned to attenuate flows up a1in100yearevent.Impact AssessmentArea 1 - Lorton Valley and Lodmoor11.28 The section of Relief Road on the south side of SouthdownRidge would be drained using a combination of swales and frenchdrains. There would be very little infiltration as the road would befounded on the Oxford Clays. At various points the swales woulddischarge to a pipe system, to limit the depth flow and erosion in theswale. The water would be conveyed to the Two Mile BalancingPond where it would pass through a forebay before being retained inthe main pond. The ponds are designed to allow silts to settle out aswell as to attenuate the flows. The water would then discharge via apipe under the Mercury Roundabout to the ditch on the west side ofthe Lodmoor North Landfill site.11.29 The proposed Mercury Road link road would drain to theexisting surface water drainage system.11.30 The Park and Ride facility would drain via by a series ofswales and stone filled trenches to a small balancing pond on thewest side of the landfill site. The pond’s controlled outlet woulddischarge into the adjacent ditch. The treated water from both pondswould flow via the large existing hydobrake (flow control device),through the existing large concrete oil skimmer, into the Lodmoornature reserve.11.31 The balancing ponds would ensure that the flow rate of waterinto the reserve is not increased and that the water quality of thereserve is not affected. The proposed works to the Lodmoor NorthLandfill site would stem the leachate leaks, resulting in an overallimprovement in water quality.11.32 The two small streams that flow through Two Mile Coppicewould be piped under the Relief Road and would not be adverselyaffected by the Scheme. No evidence of any springs has been foundin the Coppice and the ‘boggy’ nature of some areas is attributed tothe impermeable nature of the underlying clays. The siteinvestigation in the area established artesian groundwater (in BH401) to the south of Two Mile Coppice where the road would be onembankment. Only slight seepages were detected in other boreholesand window samples in the area.11.33 The road cutting through Southdown Ridge would interceptthe water table. A hydrological assessment has identified that thegroundwater flow is northwards and so the Lorton Valley area wouldnot be affected. The intercepted groundwater would be pipednorthwards to the Broadwey Brook.Area 2 - Littlemoor Valley and Preston.11.34 The section of the Scheme between Southdown Ridge andRidgeway would primarily drain to a dedicated highway balancingpond adjacent to Icen Roundabout. The pond would attenuate theflow and enable silts to settle out. The pond would discharge to aculvert under Littlemoor Road. The culvert would be extended to themain Broadwey Stream. The proposed road levels have been keptas low as possible to reduce the visual impact of the road andconsequently it is not possible to drain the lowest section of roadadjacent to the Broadwey Brook to the balancing pond. This sectionwould drain directly to the Brook via an oil interceptor. The potentialimpact of increased peak flows would be compensated by re-routingan area of Littlemoor Road that currently drains directly to the ditch,through the dedicated highway balancing pond.11.35 The existingbalancing ponds thatattenuate the naturalrunoff would berelocated clear of theproposed works. Thewest pond would bere-establishedslightly to the west,whilst the existingeast pond would berelocated to the eastof the link to IcenLane. To provideadditionalprotection in theevent of a blockedLooking west along Broadwey Stream through theLittlemoor estate. The Relief Road would cross fromleft to right beyond the building on the right.outlet and to take into account the effects of global warming, anadditional pond would be located in the centre of the LittlemoorJunction. This pond would only rarely impound water.11.36 Overall, the proposed ponds would reduce the peak flows toabout 2/3 rds of their current level, thereby reducing the risk offlooding downstream. The ponds would have superior outlet controlgrilles to reduce the probability of them becoming blocked. Theponds would have sufficient capacity to handle storms with a returnperiod of 1 in 100 years (chance of being exceeded of less than 1%),even allowing for global warming and a partially blocked outletcontrol.11.37 The central section of the Littlemoor Road Improvementwould drain to a small balancing pond opposite the Littlemoorshopping complex, the Bincombe Marsh Balancing Pond. The pondwould attenuate the maximum flows from the road to that of theexisting flows from the undeveloped site.11.38 The eastern end of the Littlemoor Road Improvement woulddrain to the Chalbury Detention Basin. The existing basin’s capacitywould be increased by raising the earth dam by 1.5 m and bywidening the valley floor.As part of the works tothe dam, the existingriser shaft would beremoved and the outletpipe size reducedslightly. The objectivebeing to ensure that theoutflow from the basindoes not exceed thecapacity of the ChalburyClose culvert. Theproposal would giveprotection against a 1 in100 year event (annualprobability of beingLooking east from Littlemoor Road acrossthe existing Chalbury Detention Basintowards Preston.exceeded of 1%), even allowing for global warming and a partiallyblocked outlet control. This would not only benefit the properties inChalbury Close, but would provide a little benefit for propertiesadjacent to the Preston Brook.11.39 Where practical swales would be used to collect and conveythe water, although a positive drainage system would be required atjunctions where the roads are kerbed. The drainage gradients northof Littlemoor Junction are not well suited for swales and so it isproposed to use french drains.Area3-LowerBincombeandRidgeway11.40 The very small stream in the Bincombe Valley would beculverted under the Relief Road. Bincombe Lane currently drains tothis stream but as the realigned Bincombe Lane would be longer, itwould result in an increase in runoff. However, the percentageincrease would be very small and consequently the impact would beinsignificant.11.41 North of Bincombe Lane, the area through which the roadwould run is classified as an Inner Zone of a Source Protection Areaby the Environmental Agency as it is an aquifer area close to a waterabstraction point. As a result of this highway runoff on the southernslopes of the Ridgeway would be piped to the Littlemoor Balancingponds. The road on the north side of the Ridgeway would be drainedto an infiltration area just outside the Inner Zone identified on the EAmaps. Where the Scheme is within the Source Protection Area, thelow side of the road would be kerbed with gullies to prevent surfacewater run-off from infiltrating the aquifer.Weymouth Relief Road – Environmental Statement 118

Chapter Eleven – Water Quality Drainage and HydrogeologyWater Quality11.42 The impact of the road on water quality has been assessedas negligible in accordance with the Design Manual for Roads andBridges Volume 11, Section 3, Part 10 (including the Feb. 1998Amendment) and Ciria C609.11.43 The risk of an accident resulting in a pollution spillage hasbeen assessed as low in accordance with DMRB and found to be:-Area draining to Pond(s) at :Two Mile BalancingLittlemoorBincombe MarshPreston/ ChalburyRidgeway areaImpacts during ConstructionCalculated Return Period:280 years180 years>1000 years>1000 years>1000 years11.44 There would be three principal potential impacts during theconstruction of this Scheme namely the contamination ofwatercourses with silts, the pollution of watercourses with chemicals/fuels and oils, and flooding.Control of Silts11.45 The risk of silts reaching the watercourse can be greatlyreduced by good practice. The contractor would be required tosubmit detailed proposals to demonstrate how he would minimise therisks. These would include the requirement to ensure that (a) sideslopes are soiled and seeded as quickly as possible, (b) theconstruction of the permanent drainage and balancing ponds iscarried out early in the works so that site water runoff does not draindirectly to a watercourse, (c) any pumped water is treated prior todischarge and (d) silt fences are provided in sensitive locations.Accidental Spillages11.46 The contractor would not be permitted to store any fuels orchemicals in sensitive locations i.e. close to watercourses or withinthe Source Protection Area. All fuel storage would comply with thecontrol of Pollution (Oil storage) (England) Regulations 2001.Generally refuelling of site plant would not be permitted in sensitivelocations. The contractor would be required to have available on siteemergency cleanup equipment for dealing with spillages and asuitable absorbent boom for placing across a watercourse.Flooding11.47 The programme of works would ensure that the effectivestorage capacity of the existing balancing ponds/basins is retaineduntil replacement capacity is provided. The storage of materials,plant and equipment would not be permitted in these areas. All worksin a watercourse would be subjected to the conditions laid down inthe land drainage consents.Summary11.48 The Lodmoor Area is a low-lying poorly drained area whichsupports extensive reeds beds and an important bird reserve. Thearea is underlain by Oxford Clay and the principal water sources arethe Preston Brook and the streams from the Redlands area. Waterquality monitoring has identified that leachate is seeping from thevarious landfill sites into the nature reserve. Remediation of theLodmoor North Landfill site would control the leachate within the siteand improve the water quality. The Two Mile and Mount PleasantBalancing Ponds would ensure that the surface water runoff from theroad would be attenuated and treated. Consequently, the Schemewould have a negligible impact upon the area.11.49 The Lorton Valley and Two Mile Coppice Area is also animportant ecological area founded on Oxford Clay. Siteinvestigations and desk studies have shown that there would benegligible impacts on the hydrology of the area.11.50 Modifications to the balancing ponds at Littlemoor andPreston would reduce the flood risks to the downstream residentialareas.11.51 The proposed road drainage system would be based on the‘Sustainable Urban Drainage Systems’ principles and assessmentsshow that the water quality of the highway runoff can be satisfactorilytreated.11.52 The probability of an accident resulting in a spillage has beenassessed as less than 1in 100 year for the entire Scheme. The roadhas been designed with oil interceptors and forebays prior tobalancing ponds and infiltration areas, to enable any pollutionspillages to be dealt with satisfactorily.References:1 Flood Study Report. Natural Environment Research Council.2 Flood Estimation Handbook. Instute Of Hydrology Wallingford andMicrodrainage Program Storage and Source.Weymouth Relief Road – Environmental Statement 119

Chapter Twelve –NoiseandVibrationChapter TwelveNoise and VibrationIntroduction12.1 Noise may be described as unwanted sound. Nuisancecaused by noise chiefly affects people in their homes, although otherbuildings, streets and open spaces used for recreational purposesmay be affected.12.2 The study area for the traffic noise and vibrationassessment corresponds to all new sections of road and any existingroads that would undergo traffic flow changes of at least+25% / -20%. These changes in traffic correspond to a noisechange of ±1 dB.12.3 The geographical extent of the existing roads included inthe study corresponds with the “cordon” set up around theWeymouth area for the purposes of the traffic assessment of theScheme. The included area extends southwards to the end of theA354 on Portland, west along the B3157 as far as the turning toLangton Herring and east along the A353 as far as Sutton Poyntz.To the north, the area encompasses the A354 corridor and theCoombe Valley / Came Down road as far as the A35 Dorchesterbypass. Any noise changes within Dorchester as a result of possibletraffic flow re-distribution to the north of the A35 are not included inthis assessment.12.4 The purpose of the noise and vibration assessment is toestimate the changes that would occur in the noise and vibrationclimate in the study area. The assessment considers both thepermanent operational effects of the Scheme and the temporaryeffects of construction, taking into account mitigation where relevant.Methodology12.5 The methodology used for the assessment of noise andvibration from road traffic and the construction operations isdescribed below and in detail in section 12.2 of the ES Volume 2.Road Traffic Noise12.6 The assessment of road traffic noise and vibration hasinitially been carried out in accordance with the guidance containedin the Design Manual for Roads and Bridges (DMRB) Volume 11,Section 3, Part 7 (DoT, 1993 as amended). Additional analysis hasbeen undertaken in order to describe the magnitude of noisechanges in a qualitative way.12.7 Traffic noise levels are expressed in dB(A) or A-weighteddecibels. The decibel is a measure of the loudness of a sound andA-weighting involves adjusting the measure of loudness to givecomparatively more weight to frequencies at which the human ear ismost sensitive. A Glossary at the end of this Chapter gives adefinition of these and other technical noise-related terms.12.8 On the decibel scale, 20 - 30dB is about the level of aquiet bedroom at night, 30 dB is the level of a soft whisper, 40 dB(A)the middle of a wood with no sound but rustling leaves, 50 dB(A) aliving room with a radio playing in the background, 60 dB(A) anordinary conversation, 70 dB(A) a busy street, 80 - 90 dB(A)standing next to a dual carriageway (where one has to shout to beheard) and 90 - 100 dB(A) an electric lawnmower.12.9 In terms of changes in noise level, the ear responds inbroadly the following way:• A 1 dB increase is the smallest audible change in level. Itwould be noticed only if the two sounds were presented inquick succession.• A 3 dB increase is the smallest audible change which couldbe detected if it took place over a period of time.• A 5 dB change is easily perceptible.• A 10 dB change represents a doubling / halving of loudness(the difference between standing 20m or 100m from a busyroad).12.10 Traffic noise levels have been predicted for the BaseYear 2001, Opening Year 2010 and the Design Year, which is 15years later in 2025. A number of on-site noise measurement surveyshave also been undertaken in order to provide information aboutexisting ambient noise levels.12.11 The assessment of noise change compares the predictedtraffic noise levels in the Design Year, both with and without theScheme, with the Baseline noise levels, which are those existing in2001. It therefore includes the effects of 24 years of traffic growth aswell as the Scheme itself. Over 4000 dwellings and other noisesensitive locations within 300m of the Scheme and alongsideexisting roads in the Weymouth area have been included in theassessment.12.12 In addition to the DMRB assessment, further analysis hasbeen undertaken to describe the magnitude of the noise changes ina qualitative way. The method adopted has been to describe thesignificance of ‘Adverse’ and ‘Beneficial’ noise changes as either‘Minimal’, ‘Slight’, ‘Moderate’ or ‘Large’ based on a combination ofthe predicted noise change and the resulting absolute level of noisein 2025 (in the case of noise increases) or the pre-existing absolutelevel of noise in 2001 (in the case of noise reductions). This reflectsthe fact that, at higher noise levels, people become more sensitive toany changes. The methodology is described in detail in Volume 2,Chapter 12, section 12.2.WeymouthReliefRoad–Environmental Statement 120

Chapter Twelve –NoiseandVibration12.13 There is no nationally agreed upper limit on permissibletraffic noise levels, either from new or existing roads. However, theWorld Health Organisation (WHO) has said 1 that few people wouldbe seriously annoyed by external L Aeq,16h noise levels below55 dB(A). This equates to an L A10,18h traffic noise level ofapproximately 60 dB(A) at a building façade. As a guide, 60 dB(A) isabout the level of traffic noise currently experienced at properties30m from the existing Littlemoor Road.12.14 A noise nuisance assessment has been undertaken forproperties where a noise change of 1 dB(A) or more is predicted. Ituses a method based on data gathered from social surveys todetermine the highest nuisance levels expected during the first 15years after the opening of the Scheme in terms of the percentage ofpeople who would be “bothered very much or quite a lot” by the newlevel of noise. It takes into account the fact that individuals areparticularly sensitive to abrupt changes in noise level.12.15 In the UK, the Noise Insulation Regulations 2 provide amechanism by which residential buildings may qualify for grants forsecondary glazing following the opening of a new or substantiallyaltered road. The qualifying level for noise insulation, a traffic noiselevel of 68 dB(A), was based on a recommendation by the NoiseAdvisory Council who said this level of traffic noise should beregarded as the limit of acceptability rather than a desirablestandard.12.16 The assessment compares the numbers of propertieswithin the study area with noise levels of 60 dB(A) and over and of68 dB(A) and over before and after the construction of the Scheme.12.17 The effects of noise on open areas such as Two MileCoppice, Lorton Meadows, the proposed Ecological Mitigation Area(EMA) and Rights of Way are also considered. The WHO has saidthat the aim in such areas should be to preserve existing tranquillityand to do this “the ratio of intruding noise to natural backgroundsound should be kept low”. Chapter 9 on Ecology has alsohighlighted the need to minimise the effects of increased noise withinTwo Mile Coppice and the EMA.Vibration from Road Traffic12.18 Ground-borne vibration is generated by the interaction ofvehicle tyres with the road surface and is unlikely to be a significantissue with newly constructed highways provided that they aremaintained to a good standard. This assessment therefore considersonly the effects of airborne vibration.12.19 Airborne vibration can be produced by low frequencynoise from vehicle engines, transmissions and exhausts, especiallythose of heavy goods vehicles and buses. It can induce vibrations inbuildings and cause windows, doors and other building elements torattle. Its effects are generally felt only at receivers which are closeto the edge of the carriageway and hence it is more of an issuealongside existing roads than with new roads.12.20 The method described in DMRB has been used to assessthe potential disturbance from airborne induced vibration. Researchhas indicated that the relationship between airborne vibration andnuisance is similar to that for road traffic noise, but that thepercentage of people bothered by vibration is 10% lower than thecorresponding figure for noise nuisance.Noise from Construction Operations12.21 Significant noise impacts can occur in the phase leadingup to the opening of a new road as a result of constructionoperations. The assessment of construction noise has been carriedout in accordance with the guidance contained in BS5228: Part 1 3 :“Noise and Vibration Control on Construction and Open Sites”.12.22 The significance of construction noise impacts has beendefined by comparing the predicted noise levels with the criteriaderived from guidance from the Wilson Committee 4 and the WHO.The assessment is based on “worst case” scenarios and does notinclude the benefits of mitigation such as the erection ofenvironmental noise barriers at an early stage in the project. Inpractice, construction noise impacts are likely to be lower than thosepredicted.12.23 The Noise Insulation Regulations provide for HighwayAuthorities to offer noise insulation grants to occupiers of residentialproperties that would be seriously affected by noise from theconstruction of a new road for a substantial period of time.Vibration from Construction Operations12.24 On the basis of the draft programme of construction, anumber of operations, including piling, have been identified whichhave the potential to cause ground-borne vibration in nearbydwellings. For each of these operations, ‘worst case’ vibration levelshave been predicted using the procedures contained in BS 5228:Part 4 5 .12.25 The predicted levels have been assessed for theirpotential to (i) cause disturbance to residents (ii) cause damage tobuildings by comparing them with the guidance contained inBS6472 6 and BS5228.Baseline ConditionsSurveys12.26 A number of noise measurement surveys were carriedout in 2002 over periods of three consecutive hours, together withfurther 24-hour surveys at several locations in 2005 which enablednight time ambient noise levels to be established.A354 Dorchester Road12.27 The existingA354 Dorchester Roadbetween ManorRoundabout and Ridgewayis heavily trafficked andmany properties stand onlya few metres from thecarriageway. Traffic noiselevels are typically in therange 70 – 75 dB(A) butareupto77dB(A)attheproperties closest to theroad. Around 104properties currentlyexperience noise levels inexcess of 75 dB(A). AtSome properties on the A354 Dorchester Roadin Broadwey stand only a few metres from thecarriagewaythese levels, it is likely that around 50% of residents are currentlybeing disturbed by the effects of the noise and 40% by the relatedeffects of airborne vibration, such as rattling windows and doors.Greenway Road/Greenway Close area12.28 Towards the southern end of Greenway Road theambient noise is dominated by traffic negotiating the ManorRoundabout. Existing traffic noise levels in this area are generally inregion 55 – 60 dB(A), but 63 dB(A) at properties close to the existingroundabout.12.29 Further to the north and east, background noise levelsare low at around 39 dB(A) but short-term bursts of noise at up to 80dB(A) are experienced during train pass-bys. Road traffic noise maybe audible throughout the area, depending on the wind direction.Lorton SSSI including Two Mile Coppice12.30 The dominant source of noise in this area dependslargely on the existing wind direction and weather conditions. Thenoise of traffic using Dorchester Road and the Manor roundabout isaudible at times, its level reducing with distance further east. Thetraffic noise becomes more noticeable when the wind is in theprevailing south westerly direction.12.31 Existing traffic noise levels in Two Mile Coppice are in theregion 40 – 43 dB(A), although background levels may be 10 dB(A)lower with a light wind from the east. Trains pass by about 4 timesper hour during the day producing a rapid crescendo of noise up to amaximum level of around 75 dB(A) near the railway, which thendecays rapidly and is followed by longer periods of relative quiet.WeymouthReliefRoad–Environmental Statement 121

Chapter Twelve –NoiseandVibrationLodmoor North SNCI and the EMA12.32 Ambient noise in this area is consistently at a low level,with the predominant noise sources being birdsong and leavesrustled by the wind. Depending on the wind direction, distant trafficnoise may be audible, but at a level which does not detract from thesense of tranquillity.Wey Valley and St Nicholas/St Laurence schools12.33 The school buildings are partially shielded by housesfrom the noise of traffic using the Dorchester Road. The ambientnoise level in the playing fields to the rear is 45 – 46 dB(A).Lorton Meadows Nature Conservation Area12.34 Traffic using Dorchester Road is audible as is the soundof children at Wey Valley School. Passing trains cause noise levelsup to 85 dB(A) for several seconds, rendering communicationdifficult. The ambient noise level is approximately 40 dB(A).Lorton Lane12.35 Traffic noise is audible at a low level of between43 - 45 dB(A) at properties in this area. Passing trains producemaximum levels of 75 – 80 dB(A) for a few seconds.Area around Upwey and Broadwey Station12.36 The existing noise level at these properties is generallylow at around 40 dB(A).Littlemoor Corridor12.37 At locations close to the existing Littlemoor Road andLittlemoor Road roundabout, the ambient noise is mainly due to roadtraffic and levels are typically around 60 dB(A) for properties 30mfrom the road. Further away from the influence of Littlemoor Road,road noise is barely audible and ambient noise levels are very low,35 – 40 dB(A) or even less.Littlemoor Road12.38 The ambient noise along Littlemoor Road is dominated byroad traffic with levels in the range 60 to 70 dB(A).Louviers Road area12.39 The roads within this residential area are lightly trafficked.Ambient noise is consequently at a low level, around 40 dB(A), andcomprises general neighbourhood noise from various sources.Icen Lane to Ridgeway12.40 To the east of the railway line, background noise levelsare low, typically around 38 – 39 dB(A). Traffic using DorchesterRoad is audible but not intrusive. Agricultural machinery mayoccasionally be heard. To the west of the railway line, road trafficnoise becomes more noticeable.Upwey Quarries SSSI12.41 Road traffic is generally the dominant source of ambientnoise in this area, the level of which depends on the distance fromthe existing A354. Parts of the site are low lying in relation to theroad and therefore well shielded from its effects. These areas arerelatively quiet although agricultural machinery and train noise maybe heard at times.Bincombe Down SSSI to the northern end of the Scheme12.42 The predominant source of noise at positions within 200mof the existing A354 is road traffic noise, with noise levels of up to 77dB(A) at the solitary property “Blandora” down to 50 dB(A) at 200m.At around 400m – 500m from the road this traffic noise becomesfaint and is replaced by birdsong and wind in trees.Mitigation Strategy12.43 The scheme design has incorporated a number ofmeasures to reduce the effects of noise and vibration, including thefollowing:Road Alignment and Low-Noise Road Surfacing12.44 In general, the lower a road is in relation to thesurrounding landscape, the smaller the area over which traffic noisewill propagate. The side slopes of a road in cutting may obstruct thepath of the noise and there are often visual benefits as well. Variousalternative vertical alignments for the Scheme have been consideredto reduce impacts at adjacent residential properties.12.45 The road would be surfaced with a reduced-noise roadsurface material such as Stone Mastic Asphalt (SMA) which wouldeffectively reduce noise from the higher speed sections of the roadby around 2 dB(A) compared with a standard hot rolled asphaltsurface.Reduced Speed Limits12.46 A 50 mph speed limit is proposed for the section of theRoute between Littlemoor and Two Mile roundabout and as a resultnoise levels would be lower. It is unlikely that a lower speed limitwould be acceptable on a Primary Route such as this. Reducingvehicle speeds from 60 mph to 50 mph has the benefit of reducingnoise levels at nearby properties by around 1 – 2 dB(A).Environmental Noise Barriers12.47 Extensive use would be made of environmental noisebarriers to protect sensitive areas from the effects of traffic noise.Where there is the potential for noise from the Scheme to bereflected from a barrier and affect homes or other noise sensitiveareas on the opposite side of the road (as is the case at GreenwayRoad / Two Mile Coppice and through Littlemoor) the barriers wouldbe specified as a noise absorbent type.12.48 Extensive use would also be made of earth bundingalongside the Scheme. Although earth bunds are not considered tobe sound absorbent, the angle of the side slopes means that they donot usually cause problems with reflected noise.12.49 Specific proposals for environmental noise barriers andother noise mitigation measures are as follows:Greenway Road / Greenway Close area12.50 From a point close to the junction of Greenway Road withDorchester Road, an earth bund would run eastwards around theManor Roundabout, continuing for approximately 120m. The heightof the bund would be around 1.5m at its western end, increasing to3.5m at the railway bridge. A 3.5m high environmental noise barrierwould continue over the railway and around the slip road for the TwoMile roundabout, continuing on the eastern side of the railway. A 2mhigh containment/retaining wall running alongside the railway wouldbe topped with a 1.5m fence making a total barrier height of 3.5m asfar as chainage 390m in order to provide protection for the rear ofproperties in Greenway Close and Greenway Road. The road wouldthen enter a natural cutting as it runs north behind the Redlandssports ground.12.51 The length of barrier to the east of the railway would befaced with acoustically absorbent material in order to limit soundreflection into the Two Mile Coppice area.Two Mile Coppice area12.52 Along the eastern side of the Scheme from chainage 0mat Two Mile roundabout, a 3.5m high environmental noise barrierwould run north to chainage 410m with a recess between chainage230m to 300m where the barrier runs on top of a cutting and easttowards the Mercery Roundabout for approximately 40m. The totallength of barrier is approximately 450m.12.53 This barrier would be constructed from acousticallyabsorbent material in order to reduce any reflection of noise towardsproperties in Greenway Road / Greenway Close.WeymouthReliefRoad–Environmental Statement 122

Chapter Twelve –NoiseandVibrationLorton Meadows nature reserve and SNCI12.54 On the eastern side of the carriageway between chainage430m (at the end of the Two Mile Coppice noise barrier) and 1225m(Southdown Ridge) a 3m false cutting would be created alongsidethe Lorton Meadows SNCI. The earth bund would serve a dualpurpose for both landscaping and noise mitigation.Littlemoor Estate – west side of Relief Road corridor12.55 As the road emerges under Southdown RidgeAccommodation Bridge, at chainage 1545m, a 2m high noiseabsorbent barrier would run along the boundary of No. 51 TheFinches as far as its boundary with No. 49 The Finches (at chainage1570m), increase in height to 3m and continue along the rear of theproposed footpath/cycleway for a distance of some 50m. Therewould be an overlapping gap in the barrier at chainage 1570m (west)to allow the path to pass through. The barrier would then continuealong the east side of the path to chainage 1870m, the LittlemoorRoad overbridge. Thebarrier would beconstructed part way up thecutting slope and wouldhave a height varyingbetween 2m and 3.5m,although its height abovethe carriageway would beconsistently 4m. Therewould be a similaroverlapping gap for thepath at chainage 1850m.12.56 The total lengthof the noise barrier wouldThe Scheme would include environmentalnoise barriers on either side where it passesthrough the Littlemoor corridorbe approximately 330m, and there would be set-backs for plantingon the road side of the barrier at chainages 1635m to 1680m, 1720mto 1760m and 1785m to 1835m.12.57 The barrier would be faced with acoustically absorbentmaterial in order to limit sound reflections which might otherwiseaffect locations on the eastern side of the road.Littlemoor Estate – east side of Relief Road corridor12.58 From chainage 1540m, a 3m high noise barrier would runfrom the eastern-most boundary of No. 86 Kestrel View, along therear of Nos. 84 and 82 Kestrel View, down the cutting slope andalong the western boundary of No. 82 Kestrel View. From here, itwould run parallel to the carriageway and approximately 5m from theedge, as far as chainage 1870m, the Littlemoor Road Overbridge.The barrier would be constructed part way up the cutting slope andwould have a height varying between 2.8 and 3.2m, although itsheight above the carriageway would be consistently 5m.12.59 The total length of the noise barrier would beapproximately 335m and there would be set-backs for planting onthe road side at chainages 1600m to 1635m, 1720m to 1750m and1765m to 1800m.12.60 The barrier would be faced with acoustically absorbentmaterial in order to limit sound reflections which might otherwiseaffect locations on the western side of the road.Littlemoor Road Overbridge12.61 On the northern side of Littlemoor Road, a 1.5m highenvironmental noise barrier would be constructed from a pointapproximately 100m east of the entrance to Nightingale Driverunning eastwards for about 128m across the Overbridge and on theoutside of the shared footpath/cycleway.12.62 On the southern side of Littlemoor Road, a 1.5m highenvironmental noise barrier would be constructed from a pointapproximately 40m east of The Finches running eastwards for about159m on the north side of the cycleway.Existing bund at rear of Brambling Close/Nightingale Drive Littlemoor12.63 From a pointadjacent to No. 464Littlemoor Road a 1.5mhigh noise fence would beconstructed along the topof the existing bund to therear of Brambling Closeand Nightingale Drive.The benefit of this barrieris primarily to reducenoise levels at groundfloor windows and in therear gardens of adjacentproperties.Littlemoor RoadImprovementTo the left is the existing landscaped noisebund at the rear of Brambling Close andNightingale Drive, Littlemoor12.64 From chainage L1130m to chainage L1660m, a 2.5mhigh earth bund would run between the shared footpath/cyclewayand the old Littlemoor Road, with a 60m break in it for access nearchainage L1450m.Icen Lane12.65 The Scheme would also incorporate an earth bund forlandscaping purposes just north of Icen Lane. To the north west ofthe Littlemoor junction, a 2.4m high earth bund would run along thewestern side of the new carriageway for approximately 190m,between chainages 4190m and 4380m.Mitigation of Construction Noise and Vibration12.66 Contract documents would require the contractor to adoptprinciples of “best practice” during construction to control levels ofnoise arising from the site. Measures to mitigate the impacts include:selection of noise-reduced plant, effective site management,engineering control (the adoption of appropriate constructionprocesses and techniques), acoustic screening, restricted workinghours and liaison with the local community.12.67 Once the contractor’s detailed construction programme isavailable, a further assessment would be undertaken to identifyproperties where significant disruption due to construction noisewould occur for a prolonged period of several months. A scheme forthe provision of sound insulation, under the discretionary powers ofthe Noise Insulation Regulations, would be put in place to provideprotection to those properties.Impact Assessment - Road Traffic Noise12.68 83 noise receivers were selected to include the mainareas of noise impact. These receivers, colour-coded to showpredicted noise changes, are shown in Figures 12.1 and 12.2. Fulldetails of the predicted noise levels for these receivers may be foundin Volume 2, Chapter 12, section 12.5.12.69 The numbers of properties within the Weymouth studyarea where Adverse or Beneficial noise effects are expected to occurby 2025 compared with the situation the Base Year 2001 are shownin Tables 12.1 and 12.2. Table 12.1 shows the changes that wouldoccur over this period if the Scheme is built and Table 12.2 showsthe changes that would occur anyway, should the Scheme not bebuilt, as a result of traffic growth and other planned trafficmanagement proposals.The Dorset Wildlife Trust nature reserve atLorton Meadows where the Relief Road wouldrun next to the railway line.WeymouthReliefRoad–Environmental Statement 123

Chapter Twelve –NoiseandVibrationFigure 12.1 Predicted Noise Changes – Southern part of SchemeFigure 12.2 Predicted Noise Changes – Northern part of SchemeWeymouthReliefRoad–Environmental Statement 124

Chapter Twelve –NoiseandVibrationTable 12.1 - Adverse and Beneficial Noise Effects at Dwellings –Scheme 2025 compared with the Base Year 2001Numbers ofpropertieswith Adverseor BeneficialAdverse Noise Effects Beneficial Noise EffectsNoise Effects ← Worse Better →LocationMonmouthAvenue / StAndrewsAvenueGreenwayClose /GreenwayRoadLargeAdverseEffectModerateAdverseEffectSlightAdverseEffectMinimalAdverseEffectMinimalBeneficialEffectSlightBeneficialEffectModerateBeneficialEffectLargeBeneficialEffect6665 61 7Lorton Lane 3 2Table 12.2 - Adverse and Beneficial Noise Effects at Dwellings –Without Scheme 2025 compared with the Base Year 2001Numbers ofpropertieswith Adverseor BeneficialNoise EffectsLocationDorchesterRoad (existing)LittlemoorRoad (existing)Other existingroads in thestudy areaAdverse Noise Effects← Worse Better →Beneficial Noise EffectsLargeAdverseEffectModerateAdverseEffectSlightAdverseEffectMinimalAdverseEffectMinimalBeneficialEffectSlightBeneficialEffectModerateBeneficialEffectLargeBeneficialEffect10010 1109140 1041Totals 53 150 2250 90 38• 2612 of the 2901 Adverse Noise Effects are in the Slight orMinimal Effect categories.• 483 of the 1275 Beneficial Noise Effects are in Moderate orLarge Effect categories.• 31 of the 36 properties with Large Adverse Noise effects are inthe Littlemoor corridor. The remaining 5 are between Icen Laneand Chapel Lane.• All 68 of the properties with Large Beneficial Noise effects arealong Dorchester Road (to the north of the Littlemoor Roadjunction).12.72 Table 12.3 below compares the number of propertieshaving noise levels in excess of 68 dB(A) with and without theScheme in operation. It also compares the number of properties withnoise levels in the 60 – 68 dB(A) range with and without the Schemein operation. Bearing in mind that a level of noise at a building façadeof less than 60 dB(A) is unlikely to produce serious complaints, therange 60 – 68 dB(A) could be considered a “middle ground” wherenoise levels are not desirable but not unacceptably high for themajority of people.Table 12.3 Number of Dwellings with Noise Levels exceeding 60dB(A) and 68 dB(A)60 to 68 dB(A) 68+ dB(A)Area aroundUpwey andBroadweyStationLittlemoorcorridor14 16531 161 581 132453 12812.70 It is important to remember that the noise changesdescribed in Tables 12.1 and 12.2 represent effects that would occurover the period between the Base Year 2001 and the year 2025.They therefore include the effects of 24 years’ traffic growth:Base Year2001WithoutScheme2025WithScheme2025Base Year2001WithoutScheme2025WithScheme2025Dorchester Road 143 150 389 445 460 43Louviers RoadareaLittlemoorRoadIcen Lane toRidgewayDorchesterRoadOther existingroads in thestudy area565 177254 105 97 29 105 1 13 307 115 322 398 689 62 504 157 72 7• For the Scheme as a whole, more properties would experiencenoise increases than noise decreases over this period.• With the Scheme, the total number of properties expected toreceive noise increases of at least 1 dB(A) by the year 2025 is2901.• Without the Scheme, noise increases would be expected tooccur at 2453 properties as a result of traffic growth and plannedtraffic management schemes in the Weymouth area.• The Scheme would result in reductions in noise for 1275properties.12.71 The noise effect at each property has been categorisedas either Adverse or Beneficial using a combination of its predictednoise change over the period between 2001 and 2025 and itsabsolute noise level. With the Scheme:Monmouth Avenue/ St AndrewsAvenueGreenway Close /Greenway Road0 0 0 0 0 02 2 6 0 0 0Lorton Lane 0 0 0 0 0 0Area aroundUpwey andBroadwey Station0 0 0 0 0 0Littlemoor corridor 4 7 43 0 0 0Louviers Roadarea75 83 129 0 0 0Littlemoor Road 271 276 348 53 58 0Totals 36 253 1769 843 369 423 415 682901 1275• There would be more properties with Adverse Noise Effects thanBeneficial Noise Effects.• The number of properties with Large Beneficial Effects is greaterthan the number with Large Adverse Effects.Littlemoor Road toRidgeway1 1 13 1 1 1Totals 496 519 928 499 519 44WeymouthReliefRoad–Environmental Statement 125

Chapter Twelve –NoiseandVibration12.73 The number of properties with traffic noise levelsexceeding the thresholds of 60 dB(A) (based on WHO guideline)and 68 dB(A) (the qualifying level for noise insulation) with andwithout the Scheme has been determined:• The number of properties with noise levels in excess of 68 dB(A)would be reduced from 499 to 44 with the Scheme.• The number of properties with noise levels in the range 60 – 68dB(A) would increase from 496 to 928 but most of theseadditional properties previously had noise level in excess of 68dB(A) (along Dorchester Road / Littlemoor Road).• The total number of properties with noise levels exceeding 60dB(A) would be slightly reduced from 995 to 972 with theScheme despite the general increase in traffic over the periodbetween 2001 and 2025.• No properties are expected to require noise insulation as a resultof traffic noise from the Scheme.12.74 Along Dorchester Road there are currently around 104properties with very high noise levels of 75 dB(A) or more. DMRBsuggests that, at this level of noise approximately half of theresidents would be “bothered very much or quite a lot” by noise. In2025 with the Scheme in operation, all but one of these properties(Blandora on the A354 at the northern end of the Scheme) wouldhave substantial reductions in noise.in the majority of cases,noise levels at buildingfaçades would be at, orbelow 60 dB(A), whichsuggests that mostoccupants would not beseriously disturbed bynoise in the longer term.12.80 While there areno properties falling intothe Large Adverse Effectcategory, five propertiesnamely 44 – 52 GreenwayRoad (evens) havepredicted 2025 noise levelsLooking north westwards from LodmoorNorth Landfill with Greenway Closeproperties just visible through the treesonly slightly below 60 dB(A) at which point they would have beenclassified as having Large Adverse Effects.12.81 In total, there would be Moderate Adverse Effects at 65properties and Slight Adverse Effects at 61 properties.Significant Traffic Noise Changes by AreaA 354 Dorchester Road12.75 The greatest reductions in noise level would occur atproperties to the north of the Littlemoor Road junction, although therewould also be substantial benefits for properties between ManorRoundabout and Littlemoor Road.12.76 There would be Large Beneficial Effects at 68 propertieson Dorchester Road, to the north of the Littlemoor Road trafficsignals, all within around 30m of the carriageway. These arehighlighted on Figure 12.3. Moderate Beneficial Effects would resultat 398 properties both to the north and south of Littlemoor Road withSlight Beneficial Effects at 322 properties.Monmouth Avenue area12.77 HeretherewouldbeSlightAdverseEffectson66properties, all within 300m of the nearest part of the road. Predictednoise levels would remain low at around 48 – 52 dB(A). Noise levelsat this distance would be strongly influenced by atmosphericconditions and the noise may be barely audible on occasions whenthe wind is in the prevailing south-westerly direction.12.78 It is anticipated that the additional effect of the Park andRide facility on overall ambient noise levels at these properties isFigure 12.3 Properties with Large Beneficial Effect –Dorchester Rdlikely to be minimal, due to the low vehicle speeds within the facilityand the 2m high earth bund surrounding the site. There wouldhowever be occasional noises such as car alarms, slamming doorsetc which may be more noticeable when the wind is in a northerlydirection.Greenway Road/Greenway Close area12.79 With low ambient noise levels it is inevitable that theproposed road would produce significant noise increases. However,Figure 12.4 Traffic Noise Contours Greenway Road / Close2025 with Scheme.WeymouthReliefRoad–Environmental Statement 126

Chapter Twelve –NoiseandVibration12.82 Figure 12.4 shows a traffic noise contour map forreceivers at first floor window height for the Greenway Road /Greenway Close area. Traffic noise levels at first floor windows aregenerally higher than those at the ground floor. The contourstherefore represent the worst-case effects on the properties.Two Mile Coppice area12.83 Traffic noise levels for Two Mile Coppice and the land tothe east of the wood have been predicted using the methods inCRTN which make no allowance for the effect of vegetation. It islikely that the vegetation in Two Mile Coppice would have anoticeable attenuating effect on traffic noise propagation. Trafficnoise levels towards the central and eastern parts of Two MileCoppice would therefore be somewhat lower than those predicted.12.84 The majority of Two Mile Coppice would be subject toModerate Adverse noise effects although there would be LargeAdverse Effects at positions within around 50m of the Relief Road.Noise levels by the year 2025 would range from around 49 dB(A) inthe eastern part of the wood to around 59 dB(A) close to the ReliefRoad. Although these are relatively low noise levels, particularly inthe east, the sound of traffic would be audible for much of the time,which represents a significant change from the current situation.Lorton Meadows nature reserve and SNCI12.85 The predicted effects are similar to those for Two MileCoppice. Large Adverse noise effects would affect receivers withinaround 50m of the carriageway. Predicted noise levels range fromaround 48 dB(A) towards the eastern parts of the SSSI and SNCI toaround 55 dB(A) at a position 60m from the Scheme. Noise levels ofthis order should not interfere with Dorset Wildlife Trust’s use of thearea for field study purposes. Road traffic noise would be at aconsiderably lower level than that of passing trains.Lodmoor North SNCI and the EMA12.86 It is estimated that noise from the Scheme would beinaudible at distances beyond around 700m – 800m, except duringunusual atmospheric conditions. Noise levels towards the easternpart of the EMA would be little changed from existing values and anyadverse effect would be Minimal. Predicted levels of around 40dB(A) indicate that traffic noise could be just audible at times butwould on other occasions be masked by general background noisesuch as birdsong, wind, rustling leaves etc.12.87 In parts of the EMA to the west of Horse Lynch Plantationtraffic noise effects would be Moderate Adverse. Traffic noise wouldbe more noticeable than at present although predicted levels, ataround 45 dB(A), would still be low.Wey Valley and St Nicholas/St Laurence schools12.88 There would be Slight Adverse Effects at the rear of theschools, however 2025 noise levels for the rear of both buildingswould still be low at 52 – 53 dB(A). The sports fields at the rear of theschools would also be subject to Slight Adverse Effects.Figure 12.5 Properties with Large Adverse Noise Effects -LittlemoorLorton Lane12.89 There would be Moderate Adverse noise effects at 3properties. The noise level at Lorton House for example wouldincrease from 44 dB(A) to 56 dB(A)/Area around Upwey and Broadwey station12.90 14 properties in the south east corner of Bridlebank Wayand Blackberry Lane would experience Moderate Adverse noiseeffects with predicted noise levels of 56 dB(A) or less.Rights of Way – Lorton and Southdown Ridge12.91 Several rights of way cross this area which is frequentlyused for recreational purposes (see Figure 4.30). Sections offootpath F31 and bridleway B21 that are within about 60m of theroad would experience Large Adverse noise effects. Moderate toLarge Adverse effects may be experienced up to about 80m from theroad on B21 and 150m from the road on F31 (the spread of noisealong B21 is greatly restricted due to the road being in a deepcutting).Littlemoor corridor12.92 Where the Relief Road would pass through the corridor inthe Littlemoor housing there would be Large Adverse Effects on 31properties. These are highlighted on Figure 12.5. At the southernedge of the development, where existing ambient noise levels arelowest, properties would experience the most substantial adverseeffects.12.93 Due to the density of the housing in this area, noiseincreases would affect a large number of properties. Absolute noiselevels in 2025 for the majority of properties would however not bevery high, although 43 properties would have noise levels in excessof 60 dB(A) as a result of the Scheme.12.94 There would also be Moderate Adverse Effects at 161properties and Slight Adverse Effects at 581 properties.12.95 In the Nightingale Drive area to the north of LittlemoorRoad there would be Moderate Adverse noise effects for propertiesalong the northern edge of the development. Within the central partof the development, predicted noise levels for 2025 would remainquite low at around 52 – 54 dB(A).12.96 Figure 12.6 shows a traffic noise contour map forreceivers at first floor window height for the Littlemoor area.WeymouthReliefRoad–Environmental Statement 127

Chapter Twelve –NoiseandVibrationare predicted for properties fronting Louviers Road, to the west ofAllamanda Road, due to traffic flow changes.12.101 There would be Slight Adverse Effects at 565 properties.Icen Roundabout to Ridgeway12.102 The isolated properties to the north of Icen Lane and tothe east of the railway would experience Large or Moderate Adversenoise effects as a result of this Scheme.12.103 There would be Large Adverse Effects at 5 properties.These are highlighted on Figure 12.7. There would also be aModerate Adverse Effect on one property with Slight Adverse Effectson a further 13 properties.Rights of Way – Icen Lane to Ridgeway12.104 At Chapel Lane, users of the newly upgraded bridlewaywould experience high traffic noise levels of 70 – 75 dB(A) whilecrossing the accommodation bridge.Upwey Quarries and Bincombe Down SSSI12.105 The depth of the cutting at this point means that noisepropagation either side of the road is greatly reduced. To the east ofScheme, Bincombe Down SSSI would experience a MinimalAdverse noise effect. To the west of the existing A354, UpweyQuarries SSSI would experience a Moderate Beneficial effect andthe SSSI adjacent to the southern railway tunnel portal wouldexperience a Slight Beneficial effect.Figure 12.6 Traffic Noise Contours Littlemoor Area with SchemeLittlemoor Road improvement – Canberra Crescent to Louviers Road(eastern junction)12.97 The combined effect of the earth bund and the realignmentof the carriageway further north is that 78 properties alongthe existing Littlemoor Road would benefit from noise reductions.12.98 10 properties would see Moderate Beneficial noiseeffects.Littlemoor Road (east of the Scheme)12.99 12 properties along Littlemoor Road between the easternend of the Scheme and the Chalbury Roundabout would experienceSlight Adverse Effects as a result of additional traffic.Louviers Road area12.100 Within the central area enclosed by Louviers Road andLittlemoor Road, noise increases of between 4 and 7 dB(A) arepredicted from their currently low levels. This would be due to thegreater volume and higher speed of traffic on the improvedLittlemoor Road. Overall, traffic noise levels in 2025 would still berelatively low at around 50 dB(A). Noise increases of around 3 dB(A)Figure 12.7 Properties with Large Adverse Noise Effects IcenLane to Chapel Lane.Bincombe Down to the northern end of the scheme12.106 “Down Farm Cottage” and “Down Farm Bungalow” on theBroadmayne Road to the east of the Scheme would see MinimalBeneficial noise effects.12.107 “Blandora” would experience a Minimal Adverse noiseeffect (but would experience the same 1 dB(A) increase due totraffic growth over the same period even if the Scheme were notbuilt).Rights of Way – Ridgeway12.108 The South West Coast Path National Trail and the JubileeTrail would be diverted to run along the eastern side of the ReliefRoad, each for around 400m. Walkers would experience noise levelsof 70 - 75 dB(A) which would be likely to detract from their enjoymentof the area.12.109 Users of the rights of way on the western side of theexisting A354 would experience Moderate Beneficial noise effectscompared with the current situation.Traffic Noise Nuisance Assessment12.110 The traffic nuisance assessment compares the change innuisance levels for the residential receivers only. Table 12.4 shows asummary of the results.12.111 The Scheme would be expected to lead to moreincreases than decreases in noise nuisance, and the nuisanceincreases are generally of greater magnitude than the decreases.This is partly explained by the fact that the DMRB methodologyassigns more significance to sudden changes in nuisance occurringsoon after opening than to the “steady state” situation after a numberof years. Research indicates that, over time, it is expected that theadditional nuisance resulting from sudden noise increases wouldtend to diminish.WeymouthReliefRoad–Environmental Statement 128

Chapter Twelve –NoiseandVibrationTable 12.4 Numbers of Properties where a Change in NoiseNuisance is Expected.Increase inNuisanceLevelDecrease inNuisanceLevel12.112 Should the Scheme not be built, there would be increasesin noise nuisance of between 10% and 30% for 2453 dwellings by2025. These increases result from traffic growth and planned trafficmanagement schemes.Impact Assessment – Vibration from Road Traffic12.113 The following table compares the numbers of propertiesexpected to experience changes in vibration nuisance with andwithout the Scheme by the year 2025Table 12.5 – Comparison of Total Numbers of PropertiesAffected by Changes in Vibration Nuisance (Scheme v. WithoutScheme).Changes inVibrationNuisance≥ 40%30 - < 40%Increases20 - < 30%10 - < 20%< 10%≥ 40%30 - < 40%DecreasesScheme 0 0 0 3 413 0 38 30 406 129WithoutSchemeScheme v.Base Year 2001Without Scheme v.Base Year 2001

Chapter Twelve –NoiseandVibration12.129 At Greenway Road / Greenway Road, there would beModerate Adverse noise effects at 65 properties, with the mostnoticeable increases occurring at the properties along the easternedge of the development where current ambient noise levels arevery low. Environmental noise barriers would substantially reducethe noise impacts but 6 properties would have traffic noise levels inexcess of 60 dB(A) by the year 2025.12.130 Through the Littlemoor corridor, there would be LargeAdverse noise effects at 31 properties and Moderate Adverse noiseeffects at a further 161 properties. A total of 43 properties wouldhave noise levels of 60 dB(A) or more by 2025. No property wouldhowever experience a noise level of 68 dB(A) which is the level atwhich a property is deemed to need noise insulation under currentlegislation. Low frequency noise from road traffic might mean that theresidents of the closest properties notice occasional airbornevibration effects such as rattling windows and doors.12.131 Between Icen Lane and Chapel Lane, five propertieswould experience Large Adverse noise effects as a result of theScheme. Traffic noise levels of up to 66 dB(A) are predicted forthese properties, which represents a very noticeable change fromtheir currently low ambient noise levels.12.132 The main benefit of the Scheme would be a reduction innoise and vibration levels for properties along Dorchester Road fromthe Manor Roundabout northwards to the end of the scheme. Trafficnoise levels are currently very high along this road with 445properties having a noise level of 68 dB(A) or above In 2025, withthe Scheme in operation, this number is expected to reduce to 43.12.133 Most of the Adverse noise effects due to the Schemewould be of Slight or Minimal significance (2612 properties) and inthe majority of cases, absolute levels of noise with the Scheme inoperation would not be excessive. However 62 properties wouldhave noise levels of 60 dB(A) or more as a direct result of noise fromthe Relief Road.12.134 The total number of properties with Adverse noise effectsis 2901, whereas the total number with Beneficial noise effects is1275. This includes properties affected by changes in traffic flowalong existing roads.12.135 It is important to remember that these effects are basedon noise changes that would occur over the 24 year period betweenthe Base Year 2001 and the year 2025. Should the Scheme not bebuilt, there would in any case be Adverse noise effects at 2453properties due to normal traffic growth and planned trafficmanagement schemes within the Weymouth area. The majority ofthese effects would be of Slight or Minimal significance.12.136 From a preliminary programme of constructionoperations, it is estimated that noise from the daytime constructionwork would adversely impact on 76 properties, 51 of which are in theLittlemoor area, 19 along Littlemoor Road at the eastern end of theScheme and 5 between Icen lane and Chapel Lane.12.137 Vibration during construction would be at noticeablelevels for residents of properties within a few metres of the Schemealthough the risk of even minor cosmetic damage to nearby buildingswouldbeminimal.Summary of Effects of Noise and Vibration on Sensitive Locations12.138 The key areas of interest with regard to noise change are:• Two Mile Coppice and Lorton Meadows reserve• The Ecological Mitigation Area• Rights of Way at Southdown Ridge, Bincombe Downand Ridgeway.12.139 The provision of substantial noise absorbent barriers andlow noise road surfacing would reduce the noise impact on the TwoMile Coppice area but, because current ambient noise levels are low,any additional noise would be noticeable. Large Adverse noiseeffects would be felt at positions within around 50m of the road andthe overall effect on the area would be Moderate Adverse. Noiselevels by the year 2025 would be relatively low but represent asignificant change from the existing situation.12.140 Lorton Meadows nature reserve would be similarlyaffected with Large Adverse noise effects within around 50m of theroad. However, although the expected levels of noise would behigher than at present, this should not interfere with the outdooractivities at the Lorton Barn field study centre.12.141 Noise levels within the western part of the EcologicalMitigation Area would be affected by the Scheme but absolute noiselevels would remain low at around 45 dB(A). The eastern half of theEMA including Horse Lynch Plantation would be affected only byoccasional low level traffic noise and the 2025 ambient noise wouldbe similar to the current levels in Two Mile Coppice.12.142 Recreational users of the Rights of Way around LortonLane, Southdown Ridge, Chapel Lane and the Ridgeway wouldexperience a loss of amenity as a result of increased noise.12.143 Noise from construction works would adversely impact onusers of the nature conservation areas at Two Mile Coppice andLorton Meadows as well as the sports fields at Redlands and to therear of the Wey Valley School.Glossary of Noise-related Terms:Ambient noise level - The level of noise in an area before thechange produced by the scheme under consideration has takenplace. It may include noise from a variety of sources including traffic,aircraft, trains, farm machinery, birdsong, rustling leaves, etc.dB (decibel) - The magnitude of sound is described by its soundpressure level, expressed in decibels. Sound pressure level is alogarithmic scale derived from the ratio of the pressure due to thepassage of a sound wave and a small reference pressure. The resultis a convenient range of values, typically from 0 dB (approximatelyequivalent to a normal person’s threshold of hearing) to 120 dB (theonset of pain).In between these two extremes, 20 - 30dB is about the level of aquiet bedroom at night, 30 dB is about the level of a soft whisper, 40dB(A) - in the middle of a wood with no sound but rustling leaves, 50dB(A) - in a living room with a radio playing in the background,60 dB(A) - ordinary conversation, 70 dB(A) - a busy street, 80 - 90dB(A) standing next to a dual carriageway (voice has to be raised tomake oneself heard), 90 - 100 dB(A) electric lawnmower.The human ear responds to continuous sound sources in broadly thefollowing way:• A 1 dB increase is the smallest audible change in level. It wouldbe noticed only if the two sounds were presented in quicksuccession.• A 3 dB increase is the smallest audible change which could bedetected over a period of time.• A 5 dB change is easily perceptible• A 10 dB increase represents a doubling in loudness to the ear.dB(A) - The human ear can detect sounds in the range from 20 Hzto 20,000 Hz but doesn’t hear all frequencies equally well. It hasevolved to hear frequencies which equate to the human voice best.The A-weighting adapts the decibel scale to give comparatively moreimportance to this mid part of the sound frequency spectrum. i.e. itmimics the response of the human ear to sounds, including trafficand other sources of environmental noise.The A-weighted decibel or dB(A) can then be used to rate humanreaction to such these noise sources. It has been found to give oneof the best correlations with perceived noisiness.WeymouthReliefRoad–Environmental Statement 130

Chapter Twelve –NoiseandVibrationReferences1 World Health Organisation “Guidelines for Community Noise", 19992The Noise Insulation Regulations, Statutory Instruments 1975 No.1763 – Building and Buildings, Department of the Environment,HMSO, 1975 (amended 1988)3 BS5228, Noise and Vibration Control on Construction and OpenSites, Part 1, Code of Practice for Basic Information and Proceduresfor Noise and Vibration Control, BSI, 19974 Wilson, 1963, Noise – Final Report, HMSO, 19635 BS5228, Noise Control of Construction and Open Sites, Part 4,Code of Practice for noise and vibration control applicable to pilingoperations, BSI, 19926 BS6472, Guide to Evaluation of Human Exposure to Vibration inBuildings (1 Hz to 80 Hz)7 The Noise Emission in the Environment by Equipment for useOutdoors Regulations, S.I. 2001/1701, 2001.WeymouthReliefRoad–Environmental Statement 131

Chapter Thirteen – Air QualityChapter ThirteenAir QualityIntroduction13.1 This Chapter of the ES focuses on the air quality impactsassociated with the proposed Scheme. Impacts caused by both theconstruction and operational phases are assessed. Existing airquality in the area is defined to provide a context for the assessment.Further detailed information about this assessment is available inVolume 2 Chapter 13 and potential odour impacts associated withexcavations on Lodmoor Landfill are dealt with in Chapter 10Geology and Soils.MethodologyOverall ApproachLocal Traffic Impacts13.2 The assessment of local traffic impacts concentrates on smallairborne particles (PM 10 ) and nitrogen dioxide. These are thepollutants of concern from a health perspective.13.3 The local air quality assessment has been carried out using adetailed dispersion model called AAQuIRE. AAQuIRE provides ameans of predicting pollutant concentrations taking account of thenumber of vehicles, the proportion of buses and other goods vehicles(OGV’s), the distance from the road to the receptor, and the speed ofthe vehicles. It also takes account of the effects of legislation onfuture emissions from vehicles and meteorological conditions.Wider-scale Traffic Impacts13.4 The assessment of wider-scale traffic impacts concentrateson small airborne particles (PM 10 ); nitrogen oxides; and carbondioxide. Nitrogen oxides emissions contribute to regional impactssuch as ozone formation and acid rain, and carbon dioxideemissions are linked to the greenhouse effect and global warming.13.5 Changes in total emissions from the road network have beenestimated using the regional impact assessment methodology in theDMRB (Highways Agency 2003). The assessment is based on theoverall change in emissions between the ‘do-minimum’ and ‘dosomething’scenarios.Air Quality Impacts on Sensitive Ecosystems13.6 The impacts on sensitive ecosystems of changes in airquality due to the Scheme have been assessed. Dry deposition ofnitrogen as nitrogen dioxide has been calculated at locations withinthe sensitive ecosystems. Nitrogen oxides concentrations at specificreceptors within these ecosystems have been modelled using themethodology used for determining Local Air Quality Impacts and theresults compared with the UK objective for the protection ofvegetation.Construction13.7 The setting up of site operations and the construction workswould generate dust emissions. It is very difficult to quantify suchemissions and thus is not possible to predict changes to soiling ratesor PM 10 concentrations with confidence. In these circumstances, it isnormal practice to provide a qualitative assessment based largely onexperience of other similar projects, as well as focusing on mitigationmeasures to minimise emissions. To assist with this qualitativeassessment a set of distance criteria has been used. For furtherdetails see Volume 2.Legal Framework/Guidance13.8 The significance of both existing and future pollutantconcentrations is best assessed by reference to the national airquality standards and objectives, established by the Government toprotect human health. The objectives are prescribed within the AirQuality (England) Regulations, 2000 1 . There are also 2010 PM 10objectives which are provisional and not set in the regulations. Asummary of the objectives for the pollutants relevant to this report isprovided in Volume 2. The UK objectives take account of theEuropean Union (EU) limit values introduced in recent years for anumber of pollutants. They are either the same as, or more stringentthan (i.e. expected to be achieved sooner), the EU limit values.13.9 The Government’s air quality objectives only apply at relevantlocations, where members of the public would be exposed for thetime period of the objectives. As the objectives relevant to thisassessment are based on annual or 24-hour mean concentrations,sensitive receptors would be residential properties or a hospital.13.10 As mentioned, there are no statutory objectives for dust fromconstruction works although a qualitative assessment has beencarried out.13.11 The Air Quality Strategy (DETR, 2000) and its addendum 2 setout how the different sectors: business, industry, transport and localgovernment, can contribute to achieving the air quality objectives.As part of the system of Local Air Quality Management 3 introduced in1995, local authorities have a particularly important role inimplementing the Strategy and must carry out a review andassessment of air quality in their area against the objectives. Whereobjectives are likely to be exceeded, they have to declare an AirQuality Management Area (AQMA) and develop a plan in pursuit ofmeeting the objectives.WeymouthReliefRoad–Environmental Statement 132

Chapter Thirteen – Air Quality13.12 Weymouth and Portland Borough and West Dorset DistrictCouncil’s have completed Reviews and Assessments of air qualityas part of their Local Air Quality Management requirements. BothCouncils determined that there will be no likely exceedences of theair quality objectives at relevant locations and therefore the Council’shave not declared any AQMA’s.13.13 The impacts of nitrogen deposition on sensitive ecosystemshave been assessed in relation to the critical loads specified byUnited Nations Economic Commission for Europe (UNECE). Thecritical loads for the ecosystems under consideration in thisassessment are set out in Volume 2.13.14 The significance of the impact of the Scheme on air qualityhas been assessed in relation to the air quality objectives and themagnitude of the impacts, as set out in Volume 2Study Area13.15 For the assessment of localised air quality impacts, the studyarea extends 200m from existing main roads and the Scheme. Inaddition, this study area also extends to 200m from roads where agreater than 10% change in traffic flow is predicted, and where thetotal daily vehicle flow is more than 5,000 AADT. Within this area,131 residential receptors have been selected to be representative ofworst-case locations. At locations further from the road, the impactswould be smaller. Concentrations of nitrogen oxides and nitrogendioxide have been predicted at an additional 13 ecological receptorswithin the Lorton and Lodmoor SSSI’s.Data Sources and Surveys13.16 Information about existing concentrations of nitrogen dioxideand PM10 in the area has been obtained from a number of sources.These are:• monitoring carried out by Weymouth and Portland BoroughCouncil and West Dorset District Council;• short-term monitoring carried out in the immediate area aroundLittlemoor Road as part of this assessment;• estimated background concentrations for the study area fromnational maps available in the Air Quality Archive (Defra 2005) 4 ;• modelled concentrations near to roads in the study area.Consultations13.17 Both Weymouth and Portland Borough Council and WestDorset District Council have been consulted. The Pollution ControlService of Weymouth and Portland Council confirmed that it hascarried out air quality monitoring near to the Scheme which providedthe most recent data. The Environmental Health Department of WestDorset Council has not carried out any monitoring in the study area.Baseline ConditionsNitrogen dioxide concentrations13.18 Measured and modelled nitrogen dioxide concentrations inthe area range from 14.1 – 39.7 µg/m 3 . As concentrations areexpected to decrease in future years the air quality objective of 40µg/m 3 in 2005, will be achieved at relevant locations in the area.PM 10 Concentrations13.19 There are no recent PM 10 monitoring results for the studyarea. However, modelled annual mean concentrations range from17.1 – 31.3 µg/m 3 , which is well below the objective of 40 µg/m 3 in2004. The estimated number of days with a concentration of greaterthan 50 µg/m 3 , ranges from 1 to 33 in the study area. The 2004 24-hour objective is for no more than 35 days with a concentrationabove this level, and this will therefore also be achieved in the studyarea.Air Quality at Sensitive Ecosystems13.20 Modelled nitrogen oxides concentrations within sensitiveecosystems are below the EU Limit Value and UK objective for theprotection of vegetation. The critical load for nitrogen deposition iscurrently being exceeded at Two Mile Coppice, although this is dueto the background deposition rate in the area, rather than emissionsfrom local roads. Deposition rates elsewhere in Lorton SSSI arewithin the range of critical loads defined for neutral grasslandhabitats and in the wetland areas of Lodmoor SSSI, deposition ratesare currently below the critical load for that habitat.Mitigation StrategyConstruction13.21 During construction of the Scheme, there would be arequirement to provide mitigation measures to minimise dust andPM10 impacts on people and ecosystems in the vicinity of the works.Mitigation should be straightforward, as most of the necessarymeasures are routinely employed as ‘good practice’ on constructionsites and would be accounted for as part of the air qualitymanagement plan identified in an outline Construction EnvironmentalManagement Plan (CEMP) (see Chapter 16).13.22 During all stages of the construction works there would beclose liaison with local residents, together with a rapid response toconcerns that may arise.Operation13.23 The Scheme itselfwould reduce traffic flowsand congestion on theA354 Dorchester Roadand A353 PrestonRoad/Greenhill and thusimprove air quality in theseareas where some of thehighest concentrations arecurrently experienced.Even where increases inpollutant concentrationsare predicted, the levelsHeavy traffic on the A354 Dorchester Road inBroadweywould remain below thosecurrently experienced alongside Dorchester Road. Therefore therewould be no requirement to mitigate any negative impacts, when theScheme is in operation.Impact AssessmentConstruction13.24 During construction, the main potential source of dust wouldbe earth moving and other vehicles travelling over unpaved groundduring dry weather. There might also be some dust from activitiessuch as demolition, the handling of dusty materials and the cutting ofstone/concrete. Construction compounds are likely be located nearMount Pleasant Business Park and to the north of Littlemoor. Thetotal duration of the works is expected to be around 3 years althoughworks would only be carried out at individual locations for muchshorter time periods.13.25 The major earthworks would be completed in variouslocations over two six-month periods (summertime) during the firsttwo years of the contract. All material from the road cuttings wouldbe used elsewhere within the Scheme with excess or unsuitablematerial placed in earth banks or landscape areas. With themitigation measures, around 1038 sensitive residential propertiescould be affected by dust soiling. These properties are largely in theLittlemoor, Greenway Close/Road and Manor Roundabout areas,although there are some isolated properties at the northern end ofthe Scheme and in the Monmouth Avenue area, near Lodmoor NorthLandfill Site, that may also be affected. Of the properties that maybe affected by dust soiling, 285 are sufficiently close to the worksthat they are also at risk of being affected by PM10 impacts.Commercial properties and parked cars could also be affected byoccasional dust soiling. There would be a 25m zone around dustsources where vegetation might be adversely affected.WeymouthReliefRoad–Environmental Statement 133

Chapter Thirteen – Air Quality13.26 The volume of construction traffic introduced to the area islikely to be small in relation to the amount of existing traffic on theroads close to the site (less than an additional 1%). Exhaustemissions from construction traffic are therefore unlikely to impactsignificantly on local air quality.OperationLocal Air Quality Impacts13.27 The air quality predictions for the 131 worst-case residentialreceptors show that the air quality objectives are likely to beachieved with or without the Scheme. The changes in traffic flowswould lead to a substantial improvement in air quality near to theexisting A354 in Upwey and a slight improvement on King Street,Weymouth, where concentrations are currently highest. There wouldalso be slight improvements in air quality near to Littlemoor Road(west of Littlemoor Roundabout) and the A353 Preston Road. Amoderate deterioration is expected at a few properties close to theScheme, although concentrations at these locations would remainwell below the air quality objectives. Elsewhere in the study area,the air quality objectives are also expected to be achieved both withand without the Scheme and any changes are predicted to be slight.In total, 287 properties are likely to experience a deterioration in airquality, whereas 1006 would experience an improvement.Air Quality Impacts on Sensitive Ecosystems13.28 Modelled nitrogen oxides concentrations within the LodmoorSSSI wetlands area would remain below the objective for theprotection of vegetation if the Scheme were built. The Schemewould lead to concentrations around the objective level in thegrassland section of Lorton SSSI and above the objective level atTwo Mile Coppice. However, the objective does not strictly apply atlocations such as these near to built-up areas. The critical load fornitrogen deposition at Two Mile Coppice is currently being exceededand this is expected tocontinue to be thecase, both with orwithout the Scheme.The Scheme would notlead to any change inthe number oflocations where thecritical loads areexceeded.The main path through the middle of Two MileCoppiceWider-scale Air Quality Impacts13.29 Total emissions of nitrogen oxides (NO x ), PM 10 and carbondioxide (CO 2 ) in the study area have been calculated both with andwithout the Scheme. The results show that there would be anincrease in nitrogen oxides (2.1%) and PM 10 (3.0%) due to theincrease in distance travelled and the speed of vehicles on the ReliefRoad. The relevant assessment for these pollutants is a comparisonagainst regional emissions. In this regard the Scheme wouldincrease regional emissions by 0.5% for nitrogen oxides and 0.1%for PM 10 .13.30 Emissions of carbon dioxide would also increase due to anincrease in distance travelled. The relevant comparison is with UKemissions. The Scheme would increase UK total emissions byaround 0.00006%, which represents an insignificant impact.Summary13.31 The potential air quality impacts of road-traffic associatedwith the proposed Scheme have been assessed at 131 receptors,which represent locations where air quality impacts could begreatest. Results show that the Scheme would lead to a substantialimprovement in air quality near to the existing A354 in Upwey and aslight improvement in other areas. However, the Scheme wouldhave a moderate negative impact on a few properties immediatelyadjacent to the new road. The air quality objectives are expected tobe achieved at all of the receptor locations considered both with andwithout the Scheme. Therefore the impact of the Scheme on localair quality would be slight.13.32 The Scheme would lead to an improvement in air quality atapproximately 3 times as many properties as those that wouldexperience a deterioration. Therefore overall the Scheme wouldhave a beneficial impact upon the exposure of the public to airpollution.13.33 The air quality impacts of the Scheme on sensitiveecosystems have been assessed. The Scheme would lead toconcentrations of nitrogen oxides above the objective for theprotection of vegetation close to the new road, although the objectiveis not strictly applicable at these locations. The Scheme would notlead to any change in the number of locations where the criticalloads are being exceeded.13.34 The anticipated change in total emissions from traffic in thearea has also been calculated. This shows that there would be avery slight increase in emissions of carbon dioxide (CO 2 ), nitrogenoxides (NO x ) and PM 10 if the Scheme were built. However, in thecontext of both district and national emissions, this change would beextremely small and the impacts are judged to be insignificant.13.35 It is recognised that the construction works have the potentialto create dust. This may give rise to occasional dust soiling affectingresidential properties and vegetation close to the works. Howeverstandard ‘good practice’ mitigation measures would minimise dustemissions and any dust soiling events would be infrequent in nature.13.36 Therefore, whilst the Scheme may give rise to some dustimpacts during its construction, ultimately it would have an overallpositive impact on local air quality in residential areas during itsoperation.References:-1Statutory Instrument (2000) Air Quality (England) Regulations 2000, SI2000 No. 928, and Statutory Instrument (2002) Air Quality (England)(Amendment) Regulations 2000, SI 2002 No. 3043, The Stationery Office.2 DETR (January 2000) The Air Quality Strategy for England, Scotland,Wales and Northern Ireland, and Defra (February 2003a) The Air QualityStrategy for England, Scotland, Wales and Northern Ireland: Addendum,The Stationary Office.3Defra (February 2003b) Local Air Quality Management, TechnicalGuidance (LAQM.TG(03)), Stationary Office4Defra (2005a) UK Air Quality Archive, www.airquality.co.ukWeymouthReliefRoad–Environmental Statement 134

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community EffectsChapter FourteenPedestrian, Cyclists,Equestrians and CommunityEffectsIntroduction14.1 This Chapter considers the impact of the Relief Road onpeople making journeys as pedestrians, cyclists and equestrians.Busy roads can act as a physical barrier and sever communities.Children, disabled people and the elderly are particularly prone tocommunity severance. The relief of existing community severanceas a result of the reduction in traffic flows on existing roads is alsoconsidered.14.2 Providing people with more choice as to how they travel, andremoving the need to travel by car, are part of the aims of the LocalTransport Plan and the Weymouth and Portland IntegratedTransport Strategy. This assessment looks at the ways in whichother modes of travel are encouraged in conjunction with theconstruction of a single carriageway Relief Road.Methodology14.3 This assessment considers the aspects in the two LocalPlans that relate to pedestrians, cyclists and equestrians. It identifiesthe routes currently used by them and considers their present travelconditions including the effects of traffic on their movements.14.4 All statutory rights of way in the study area have beenidentified and their present usage assessed. An assessment hasbeen made of the impact of the Scheme on these rights of way andother paths, and on access to community facilities, schools andother areas open to the public. These impacts, whether adverse orbeneficial, include changes in journey length, loss in amenity valueof a path and changes in community severance. The new pathsplanned as part of the Scheme have been considered in the light ofthese changes.14.5 Consideration has been given to the Countryside and Rightsof Way Act 2000, under which a new general right of access wasgranted to the public.14.6 A range of local and national organisations have beenconsulted and their views obtained.Baseline ConditionsA354 Dorchester Road14.7 Conditions for pedestrians and cyclists on the existing A354Dorchester Road are very poor throughout the majority of the dayand traffic causes considerable community severance. Conflicts withvehicles occur along the majority of the road between Redlands andUpwey. The road carries large volumes of traffic with 20,700 vpd onthe Ridgeway and 25,100 vpd near Redlands in 2004. Vehiclessuffer considerable delays at peak times and journeys are often slowand interrupted at other times of the day.14.8 Throughout long periods of the day, there are large volumesof traffic flowing in both directions and this means that residents/pedestrians are unableto cross the road wherethey would wish andthey usually have towalk some distance toone of the few controlledor uncontrolled crossingpoints. Even then it cantake some time to getacross both streams oftraffic. Conditions forwalkers are unhealthyand unpleasant.Heavy traffic on the A354 Dorchester Road inBroadwey14.9 The section of Dorchester Road between Redlands andUpwey is fronted throughout most of its length by residential andcommercial properties and there are in the order of 1,200 houseswithin 200m of the road. In addition, there are two schools and asports centre with direct access from the road, another school in thenear locality, and several shops, a post office, public houses andother business premises with direct access onto the road.14.10 There are 4 pelican crossings, 1 traffic signalled junction(without a pedestrian stage) and 5 central refuges in the 3.6 km builtupstretch of road between Manor Roundabout and the bottom ofRidgeway Hill. There are several lengths of road where there are nocrossing facilities and the young and elderly in particular are oftendeterred from trying to cross due to the volume of traffic.14.11 Of 1369 children attending Wey Valley school in 2000, 4%cycle and 33% walk to school. The adjoining St Nicholas and StLaurence primary school had 300 pupils of which 5% cycle and 43%walk. Another primary school, in Radipole Lane just off DorchesterRoad, had 435 pupils of which 0% cycled and 32% walked.14.12 Surveys of cyclists on Dorchester Road show a daily flow of63 cyclists in the Upwey area, 43 to 56 in Broadwey and 174 inRedlands. This latter figure reflects the numbers of children from thethree local schools who travel by bike despite the traffic conditionson the A354. Littlemoor Road flows were 31 at the western end and90 at the eastern end, with this higher figure again reflecting theschools in the vicinity.Weymouth Relief Road - Environmental Statement 135

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community EffectsA353 Preston Road corridor14.13 The existing A353 Preston Road does not carry as muchtraffic (15,700 vpd in 2004) but it does cause moderate severance ofthe community through which it runs. There are in the order of 650houses, a health centre, a playground, several hotels/residentialhomes and shops all within 200m of the road between Overcombeand Chalbury Roundabout.14.14 Preston BeachRoad, although not aresidential road, providesaccess to many leisureactivities, the LodmoorNature Reserve, a civicamenity site and the seafront. Some of theseattract large numbers ofpedestrians particularly inthe summer months andtogether with local dogand leisure walkers usingthe sea front, there isconsiderable demand by pedestrians to cross this road.Looking north along the busy A353 atGreenhill in Melcombe Regis14.15 At the Overcombe end of Preston Beach Road, there isaccess to the beach, the promenade and the long distance SouthWest Coast Path National Trail. There are also links to a nearbyholiday park and recreational area at Bowleaze Coveway. There are4 pelican crossings and 2 central refuges in the 3.3km between theeastern end of the Melcombe Regis one-way system and ChalburyRoundabout at Preston.14.16 From counts the daily number of cyclists (7am to 7pm)ranged from 103 on Preston Road near Chalbury Roundabout, to396 on Preston Beach Road and its cycleway.C105 Littlemoor Road14.17 This important east-west road links the A354 at Broadwey tothe A353 at Preston, as well as serving the large residential area ofLittlemoor. The existing traffic flow was 10,100 vpd in 2004 and a 12hour count showed 90 cyclists on the length of road west ofChalbury Roundabout. Some traffic uses this road to avoidcongestion on the A353 in the Town Centre, although this route stillpasses through the congested Littlemoor traffic signals and thesection of Dorchester Road to the south.Statutory Rights of Way14.18 There are several statutory footpaths and bridleways in thearea and these are shown on the Scheme Plans Figures 4.1 to 4.8and on Figure 4.29. Generally these paths tend to run in an eastwestdirection with much less provision for north-south movements.In the vicinity of the Relief Road, the main rights of way run betweenManor Roundabout and Preston (bridleways across the Lodmoorvalley), between Broadwey and Preston (bridleways alongSouthdown Ridge), between Upwey and Bincombe (ChapelLane/Footpath F11) and along the Ridgeway hill (various footpathsand bridleways).14.19 Some of theseare part of the longdistance South WestCoast Path National Trailand the Jubilee Trail onThe Ridgeway. Thebridleways either side ofthe A354 DorchesterRoad are some of thelongest sections of theNational Trail suitablefor horse riders, butunfortunately thecrossing of the A354 isdifficult and dangerous.Bridleway B12/Footpath F45 – the South WestCoast Path - crossing the A354 on RidgewayThere is evidence that some users currently bypass this section ofthe Trail (Bridleways B47 and B12) because of the difficulties.14.20 The section of Trail between the A354 Dorchester Road onRidgeway Hill to Broadmayne Road (Bridleway B47 and B12)14.21 The majority of these rights of way are maintained to anacceptable standard and are reasonably well sign-posted. Mostpaths are muddy in wet weather with the exception of those thatfollow hardened vehicular tracks.Areas with Public Access14.22 There are no areas of public open space on the line of theRelief Road. However the public do have new rights to walk, for thepurposes of open air recreation, over ‘access land’ as defined in theCountryside and Rights of Way Act 2000. There are several areas inthe vicinity of the Relief Road shown as Open Access Land onFigure 2.3, although there are still issues to be resolved with regardto gaining access on foot to some of these areas.14.23 The road would pass through other areas with unofficialpaths that the public use regularly. Southdown Ridge, Two MileCoppice owned by the Woodland Trust and Lorton Meadows NatureReserve owned by the Dorset Wildlife Trust, are all areas where thepublic currently walk or ride for recreational purposes. The pathshave no official status and although the landowners appearagreeable to public use, this could be refused at some future date.Mitigation Strategy14.24 All statutory rights of way that would be crossed by the ReliefRoad are to be taken over or under the road so that users do notcome into conflict with vehicular traffic. A bridge or underpass wouldbe provided and, in some cases, it may involve a diversion of thepath. As the majority of journeys on these diverted paths are forleisure purposes, any increased journey length is of less importance.Of the nine paths that cross the Relief Road, four would be takenover or under on the same line as at present and three others wouldhave a diversion of 40 metres or less.14.25 During construction, it is hoped to keep all rights of wayopen, albeit in some cases with the use of a diversion. Where this isnot possible, possibly due to the constraints of the site or the dangerof the operations taking place, a path closure for up to 18 monthsmay be required and this would be advertised well in advance andthe duration of the closure kept to a minimum.14.26 Where rights of way would cross the Relief Road on a newbridge, features to limit the visual impact of traffic on users would beprovided where practical, whilst maintaining the attractiveness of anystructure and the safety of users.14.27 As part of the Scheme, a number of new footpaths,cycleways and bridleways would be provided. A sharedfootpath/cycleway is proposed along the majority of the Relief Roadfrom Manor Roundabout to Ridgeway and this would be extended toDorchester (see Figure 4.27). New paths are also proposedalongside the improvement of Littlemoor Road. These new facilitieswould link with many existing rights of way, resulting in a majorimprovement of the network. Where possible these paths would runbehind noise fences and earth mounds, improving the amenity forusers.14.28 An ecological mitigation strategy was developed and agreedin 2003 to mitigate for the ecological impacts of the Scheme. Thisstrategy would involve the purchase of land in the Lorton Valley forthe creation of new, and protection of existing, woodland andgrassland. These areas could be incorporated into the Lorton ValleyCountry Park proposed in the Weymouth and Portland Local Plan.Weymouth Relief Road - Environmental Statement 136

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community EffectsThe local authority intends that the Park would include areas forpublic recreation located away from the more sensitive ecologicalareas (see Figure 9.8).Impact Assessment14.29 Where necessary, this assessment considers the impacts ofthe Scheme on pedestrians, cyclists and equestrians separately.Pedestrians, particularly vulnerable ones such as the aged, disabledor children, are more likely to be affected by the re-routing offootways and are more likely to be dissuaded from making a journeydue to increased length. Cyclists and equestrians are lesssusceptible to severance and other impacts, because they can travelmore quickly than people on foot, although they may still suffersignificant impacts.Impact on Pedestrians in LittlemoorPedestrian movements across the line of the Relief Road14.30 The corridor through the Littlemoor estate was reserved for anew road when the housing development was planned and built.The main pedestrian route across the corridor (currently crossingGoldcrest Close) is between Littlemoor Road or Goldcrest Close andTurnstone Close. There are two other routes, next to the stream andalong the southern housing estate boundary but these are narrowunmade paths that are muddy in wet weather and used mainly bychildren.14.31 The majority of pedestrian movements are between thehousing and the central community area consisting of 10 shops, acommunity hall, a health centre, a library and a church. Other maindestinations include a primary school, a public house on LittlemoorRoad and rights of way to the north and south of the estate.14.32 The Scheme would include two bridges in the Littlemoor areaproviding pedestrians and cyclists with segregated crossings of theRelief Road. These are the Southdown Ridge AccommodationBridge, located just to the south of the housing estate, and theLittlemoor Road Bridge in the northern part of the estate.14.33 The need for a subway between the two was investigated butwith the Littlemoor Road Bridge only 70 metres north of where mostpeople currently cross, it could not be justified. It would involve somepeople in a slight increase in journey length, although the bridgewould include shared footways/cycleways on both sides of theLittlemoor Road. A subway would require long ramps with sharpcorners extending on either side of the Relief Road and there is ageneral reluctance by the public to use them. A footbridge was alsoconsidered but again long ramps would be needed and there was apotential conflict with overhead power lines and concern aboutnearby private property being overlooked.14.34 The Scheme as proposed would provide pedestrians andcyclists with an improved network of paths allowing easy accessboth within the estate and by opening up new routes to and from theestate, particularly to the south and south west, encouraging morepeople to use these modes of travel.Other Pedestrian movements in Littlemoor14.35 Pedestrians who currently walk along the southern footway ofLittlemoor Road to the east of the community centre and nearPreston Downs would be affected by the improvement of this road.This is mainly used by people travelling between destinations whichinclude the community centre, local schools or the garden centre inLittlemoor, Preston Downs or Preston.14.36 These pedestrians would benefit from the proposedimprovement of Littlemoor Road which would result in the majority ofthe existing carriageway becoming a series of cul-de sacs servingthe frontage properties. New shared footpath/cycleways along thelength of the improvement and on both sides of the road wouldimprove the environment for walkers and cyclists, and two zebracrossings and a series of new central refuges would helppedestrians to cross the road.Impact on Pedestrians in Redlands, Broadwey and Upwey14.37 The construction of this Scheme would result in considerablebenefits for pedestrians using Dorchester Road in Redlands,Broadwey and Upwey. For long periods of the day traffic is currentlyqueuing or slow moving, sometimes in both directions. The ReliefRoad would remove a large volume of this traffic thereby reducingcommunity severance and noise and improving air quality. Additionalbenefits would also result from the traffic calming scheme whichwould include improved facilities and greater priority for pedestriansover the remaining vehicular traffic.Impact on Pedestrians in the Preston Road Corridor14.38 Similar benefits to those set out above would be felt onPreston Road, Preston Beach Road and Greenhill but to a lesserextent. The reduction in traffic would still improve the amenity forpedestrians through reduced noise and vibration, improved airquality and reduced community severance. Again there would beadditional benefits from traffic calming in this corridor.Severance Impacts on Communities and Rights of Way Users14.39 A comparative assessment has been made of the severancecaused by traffic passing through communities or cutting acrossrights of way, before and after construction of the Scheme. Itconsidered whether pedestrians would change the routes they walkor where they shop as a result of an increased journey length. Theassessment indicated that overall the Scheme would reducecommunity severance and be 'Moderately Beneficial' for pedestrians(see Volume 2 Appendix). This is because the Relief Road has beendesigned to limit severance effects e.g. (a) the road would run inopen land generally away from existing communities, (b) all ninerights of way affected are taken over or under the new road and (c) itreduces severance by following an existing railway line.14.40 The large decrease in traffic through the residential areas ofRedlands, Broadwey and Upwey would result in a major reduction incommunity severance. Although the road would pass through theLittlemoor housing estate, a corridor was reserved for a road whenthe housing layout was planned and new segregated facilities tocross the Relief Road are proposed. The extra length that somepedestrians may have to walk and any severance of the Littlemoorcommunity would be slight.Impact on Rights of Way, Other Paths14.41 The statutory Rights of Way and other paths that would beaffected by the Scheme are listed in Table 14.1 below, together witha description of any proposed alternative facilities and/ordiversionary routes. The maximum length of any diversions and theestimated number of users are also given. Of the nine rights of waythat would be affected, four would be taken over or under the roadwithout involving users in any extra walking distance and anotherthree would involve a diversion of 40 metres or less.Weymouth Relief Road - Environmental Statement 137

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community EffectsTable 14.1 The Impact of the Scheme on Existing Rights of Way and other paths. (Lengths rounded to nearest 10m.)Existing PathApprox No.of ExistingUsersDetails of Diversions or Revisions to Path1 Footway around east side of Manor 150 per day New surface-level footway around the east side of the enlarged ManorRoundabout.Roundabout2 Bridleway B30 (south of Two Mile Coppice). 80 per day New Two Mile Coppice Bridge taking bridleway under the proposedroad on the same alignment as the existing path3 Footpath F31 and private access to land and 50 per day New Lorton Lane Accommodation Bridgeproperties east of proposed road.4 Footpath F29 (north west of Lorton House). 5 per day New paths would be provided on both sides of the new road, outside thehighway boundary, that would link to Southdown Ridge BridlewayBridge 200m to the north, and to the Lorton Lane AccommodationBridge 280m to the south.5 Bridleway B21 (on Southdown Ridge). 80 per day New Southdown Ridge Bridleway Bridge over the road 55m to the north.6 Narrow unofficial path along the southernboundary of the Littlemoor housing betweenThe Finches and Kestrel View.7 Narrow unofficial path across open land southof Littlemoor stream between The Finchesand Kestrel View.8 East/west pedestrian routes betweenTurnstone Close and either Goldcrest Closeor Littlemoor Road (currently crossingGoldcrest Close).9 Footpath F9 (from Littlemoor Roundabout toIcen Lane).10 Icen Lane. (horse riders and walkers use thislane between Broadwey and Bincombe).25 per day New shared footpath/cycleway would link to the Southdown RidgeBridleway Bridge 20m to the south50 per day New shared footpath/cycleway would link to Littlemoor Road overbridge200m to the north or to Southdown Ridge Bridleway Bridge 150m to thesouth.450per day.New shared footway/cycleway would link to the Littlemoor Roadoverbridge 70m to the north.40 per day. New footways along realigned Littlemoor Road and new link road 170mto the east.20 per day. Icen Lane would be severed by the new road. However a new bridlewayis proposed between Icen Lane and Chapel Lane and Footpath F11from Chapel Lane to Bincombe would be upgraded to a bridleway.11 Footpath F10 (north of Icen Lane). 20 per day The existing footpath would be realigned along the western boundary ofthe proposed road and its length would be slightly shorter than atpresent.12 Footway F11 and Chapel Lane access. 20 per day New Chapel Lane Accommodation Bridge would take the footpath andaccess lane over the new road on the same alignment.13 South West Coast Path National Trail -- longBridleway B47/B12 would be severed by the proposed road and a newdistance path using Bridleway B47/B12,link provided, northwards to the realigned Broadmayne Road. It would20 walkersFootpath F45, Roman Road (an unpavedbetakenoverthenewA354onabridgecarryingBroadmayneRoad+unclassified County road) and Bridleway B14.and link to Bridleway B14 on the west side of the road.0 riders per14 Jubilee Trail -- long distance path usingBridleway B47/B12, Footpath F45, RomanRoad and Footpaths F44 and F43.15 The Bridleway B20 to B14 link. (formerBroadmayne Road on Ridgeway Hill)day splitbetween theSWCP andJubileeTrail.Bridleway B47/B12 would be severed by the road and a new linkprovided southwards to the realigned Bincombe Lane. Users wouldpass under the new A354 and rejoin Footpath F44 in Elwell viaDorchester Road & Elwell Street. Alternatively a route (700m longerthan existing path) could be taken using 13 above (SW Coast Path) andthen southwards on the Roman Rd to Footpath F44.20 per day Bridleway B20 would be realigned and taken over the new A354 on theBroadmayne Road Bridge, 40m to the south. It would join to a new farmtrack/realigned Bridleway B14.MaximumAdditionalLength20m0m10m480m (n)or640m (s)30m60m435m (n)or300m(s)250m230mN/A0m0m(360mless)310m40mNotesA new pedestrian/cyclist subway under the proposed road would beprovided 90m east of the roundaboutThe new bridge would be close to the existing bridge under the railwayThe proposed road is in cutting and so the new path where it crosses thebridge is only 2 metres higher the existing pathMaps dated 1938 show that this footpath used to provide access toUpwey Station, but it now ends at the railway fence. A footpath link acrossthe road is not provided as there would be two other bridges in thevicinity.Existing path is often overgrown in summer and muddy/slippery in andafter wet weather.Existing path often muddy/slippery in and after wet weather. A counttaken in 2004 indicated that 56% of path users were children.A count in 2004 indicated that 3% of pedestrians crossing at this pointwere elderly.It is proposed to upgrade Footpath F11 to a bridleway.This section of path is not well used due to the difficulty of crossing thebusy 3-lane A354 Dorchester Rd hill. This diversion would be a majorbenefit to walkers/riders by removing this difficulty and it is likely toencourage much greater use of the path. The severed section ofBridleway B47/B12 west of the new road would be extinguished.This section of path is not well used due to the difficulty and danger ofcrossing the busy 3-lane A354 Dorchester Road hill. This diversion wouldbe a major benefit to walkers/riders by removing this difficulty and it islikely to encourage much greater use of the path. The severed section ofBridleway B47/B12 west of the proposed road would be extinguished.At present, both Bridleways end at the A354 Dorchester Rd near the browof the hill where there are difficulties in crossing the busy 3-lane road.This diversion would be a major benefit to users, by providing a muchsafer crossing of the new A354.Weymouth Relief Road - Environmental Statement 138

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community EffectsImpact on Areas with Public Access14.42 There are no areas of statutory public open space on theline of the Relief Road.14.43 The public have new rights of access to land under theCountryside and Rights of Way Act 2000 and there are several ofthese areas in the vicinity of the Relief Road (see Figure 2.3)although none are directly affected by the Scheme. The amenity ofseveral areas would be slightly affected, some beneficially. Onearea of ‘registered common land’ shown on the CountrysideAgency maps to the west of the A354 on Ridgeway would bedirectly affected by the Scheme, although it is understood that thecommon rights on this land were removed when it was acquired bythe County Council. The Agency has been notified of this and the‘access land’ map is currently in error.14.44 Although the Scheme would affect Two Mile Coppice andthe Lorton Meadows nature reserve on their western boundaries, itwould be the catalyst for the creation of the proposed LortonValley Country Park which would include new rights of way andnew ecological and recreational areas.Proposed Pedestrian, Cyclist and Equestrian Facilitiesincluded in the Scheme14.45 To encourage people to use other modes of travel, newrights of way would be provided as part of the Scheme and theseare described in the Table below. They have been designed to linkwith existing paths where possible, to enhance the use andamenity of the existing rights of way network.14.46 The Scheme also proposes improvements to walking andcycling paths to Upwey Station to provide more direct pavedroutes from Littlemoor, Broadwey and Upwey, to encourage lessreliance on the car.14.47 The provision of new paths is likely to encourage morechildren to walk and cycle to school. Parents are far more likely toallow their children to walk and cycle if the route is free of traffic oralong quiet roads. Many children from the Bincombe ValleyPrimary School, the Westfield Technical College, the St AndrewsPrimary School, the Wey Valley Secondary School and the StNicholas/St Laurence Primary School would benefit from saferroutes to school as a result of this Scheme – routes further fromtraffic, with safer road crossing points and in places with dedicatedpaths for cyclists/walkers. These improved facilities wouldcompliment the County Council’s ‘Safe Routes to School’aspirations.Table 14.2. New Rights of Way and Other Paths provided aspart of the SchemeNew Paths that would be provided1 New shared footpath/cycleway on theS side of the Relief Road from ManorRoundabout to the Lodmoor Park andRide facility.2 New shared footpath/cycleway fromBridleway B30 to the Lodmoor Parkand Ride facility.``3 New shared footpath/cycleway fromthe Lodmoor Park and Ride facility,past the eastern end of MonmouthRoad (leading to Preston BeachRoad and the seafront).4 New shared footpath/cycleway on theN and W side of the Relief Road fromManor Roundabout to Lorton Lane.5 New shared footpath/cycleway on theW side of the Relief Road from LortonLane to Littlemoor Road.6 New bridleways on both sides of theRelief Road between Lorton Laneand the Southdown RidgeAccommodation Bridge.7 New shared footpath/cycleway andbridleway along part of BramblingClose and the northern side of theLittlemoor housing area, fromLittlemoor Road to Icen Lane.8 New shared footpath/cycleway andbridleway on the W side of the ReliefRoad from Icen Lane to Chapel Lane.9 New shared footpath/cycleway on thewest side of the Relief Road fromChapel Lane to Bincombe Lane.10 New bridleway on the east side of theRelief Road from Bincombe Lane toBroadmayne Road.11 New shared footway/cycleway fromthe A354 hairpin bend, along the 'old'Dorchester Road to BroadmayneRoad.12 New shared footpath/cycleway on theE side of the A354 from BroadmayneRoad to N end of the Scheme.13 New shared footpath/cycleway alongthe E verge of the A354 from N endoftheReliefRoadtoDorchester.Existing Paths that wouldbe linkedBridleway B30Bridleway B30Footpath F34Bridleway B30Footpath F31Footpath F29Bridleway B21The Finches, Littlemoor.Footpath F29Bridleway B21Reedling Close, TheFinches, Kestrel View andBeverley Road, Littlemoor.Icen LaneFootpath F10Footpath F11 (to beupgraded to bridleway),Bincombe LaneBincombe Lane/Dorchester RdBridleways B47/B12SWCP & Jubilee TrailBridleway B20/B14 SWCPBroadmayne RoadFootpath F45Bridleways B20/B14 (SWCoast Path National Trail)Broadmayne RoadBridleway B57Winterborne HerringtonroadChange in Amenity of Rights of Way and Other Paths14.48 Close to the new road, the amenity of existing paths andany diversions would generally be reduced by the increased noise,poorer air quality and visual intrusion of the road and its traffic.The change in amenity at each path is set out in Volume 2Appendices, together with the change on existing paths near theA354 Dorchester Road in Redland, Broadwey and Upwey whichwould benefit from the reduced volume of traffic.Impact on Cyclists14.49 Cycling offers a number of positive benefits for the user,and the environment, and makes an important contribution to anintegrated transport system.14.50 From surveys, 174 cyclists were counted on DorchesterRoad at Redlands in a 12 hour day. The majority were schoolchildren going to thethree schools nearbyand many would haveto cross DorchesterRoad to get to school.The combined flow onPreston Beach Roadand the adjacentdedicated cycle lanewas 396 in a 12 hourday in 2003. If theRelief Road were built,the much-reducedtraffic flows wouldLooking north on Dorchester Rd, Broadwey nearSpringfield Roadenable traffic calming measures to be implemented. Althoughdetails have yet to be determined, these could include theprovision of cycle lanes on existing roads which, together withspeed reduction measures, would benefit cyclists.14.51 The Scheme would include 12.5km of new 3m wide sharedfootpath/cycleway and this would be segregated from the newroad and road improvements. A north south path from Littlemoorto the top of Ridgeway and east west paths either side of theLittlemoor Road Improvement would be provided, as wouldvarious new cycle links to connect these to the existing network ofcycle routes. A cycleway is also proposed from Ridgewayalongside the A354 to the A35 Dorchester Bypass from where aroute would be developed as part of the master plan forDorchester. This, together with sections of on-road cycleway southof Manor Roundabout, would create a complete cycle link betweenDorchester and Weymouth.Weymouth Relief Road - Environmental Statement 139

Chapter Fourteen - Pedestrians, Cyclists, Equestrians and Community Effects14.52 These new cycleways and extensions to the networktogether with the creation of quieter existing roads in the areashould encourage more people to cycle for local journeys.Impact on Equestrians14.53 The number of horses stabled or grazed in the area is inthe order of 200, located equally either side of the A354. Nearly alltrips made by riders are for leisure purposes and although theexisting bridleway network is not extensive, the type of path andthe quality of the landscape will be the main factors in the choiceof route. However, riders will tend to avoid difficult or dangerouslocations such as main road crossings and such severance can besevere as in the case on Ridgeway Hill. A number of bridleways,including the South West Coast Path National Trail and the JubileeTrail, join or cross the A354 Dorchester Road where it is threelanes wide. The Team responsible for administering the NationalTrail have indicated that the B47/B12 bridleway is "probably themost hazardous road crossing on the entire 630 mile South WestCoast Path".14.54 Equestrians are less susceptible to severance thanpedestrians because they can travel more quickly and areasonable detour is less significant. However severance can be amajor problem when trying to cross a main road with a horse.14.55 After construction of the Scheme, there would be majorbenefits for equestrians who would be able to cross on a bridgewhich would 'reconnect' the long length of bridleway along theRidgeway. The much-reduced flow of traffic on Dorchester Road inRedlands, Broadwey and Upwey would also benefit riders bymaking areas on either side more accessible.14.56 The Scheme would include bridges or underpasses forriders on all four east-west horse riding routes that cross the ReliefRoad. The amenity value of these routes close to the road wouldbe affected as mentioned above but those on Dorchester Roadwould have slightly improved amenity value.14.57 Table 14.2 and Figures 4.1 to 4.8 and 4.29 show that some2.3km of new bridleways are proposed to be constructed withinthe Scheme. The majority of these would run in a north-southdirection in the vicinity of the Relief Road, linking to and enhancingthe existing network of bridleways which generally run east west.A further 0.75km of existing bridleways would be realigned to takethem over the Relief Road and 1.2km of footpath would beupgraded to bridleway.Summary14.58 The Relief Road would affect some pedestrian movementswhere it passes through the open gap in Littlemoor, although thevast majority of people would be unaffected. Two bridges over theroad would be provided in the vicinity of the estate and thesewould cater for most pedestrian journeys with little or no extrawalking distance. The Improvement of Littlemoor Road wouldenhance conditions for pedestrians on this length of road byproviding footways that are further from traffic and new zebracrossings and central refuges.14.59 There would be considerable benefits for residents andpedestrians in Redlands, Broadwey and Upwey due to thereduction in traffic on the A354 Dorchester Road, and to a lesserextent, the A353 Preston Road and Preston Beach Road. Trafficcalming of these roads would allow pedestrian facilities to beimproved. Existing community severance caused by the large flowof traffic through these areas would be reduced. Users of rights ofway that join these roads, and all other pedestrians, would be ableto cross more easily and safely.14.60 The Relief Road would cross rural rights of way and allusers would be able to pass over or under the new road in safety,although there would be a loss of amenity due to traffic noise andvisual impacts in the near vicinity. Journey lengths would beincreased on some paths where they are diverted to a new bridgeor underpass, but as their use is generally for leisure purposes,the extra distances are not considered excessive. In some casesthe path is actually made shorter e.g. the South West Coast PathNational Trail. Of the nine rights of way that would be crossed, fourwould be taken over or under the road without involving users inany extra distance and another three would involve a diversion 40metres or less.14.61 Cyclists in the area would benefit in two respects. TheScheme would include new cycleways running in the vicinity of theRelief Road from Manor Roundabout to Ridgeway and a similarpath alongside the existing A354 to Dorchester. New segregatedcycleways would be provided along Littlemoor Road and a numberof important links created to residential areas, schools, stationsetc. In addition, certain existing roads would be relieved of trafficmaking them quieter and more cyclist-friendly, in particularDorchester Road, Goulds Hill and Coombe Valley Road.14.62 In a similar way, equestrians would benefit from theScheme. New bridleways would be created which would add valueto the bridleway network and existing equestrian routes acrossDorchester Road would be made safer by the removal of largevolumes of traffic. All bridleways crossed by the Relief Road wouldbe taken over or under the new road, and in doing so a majorsource of severance on the Ridgeway would be removed to thebenefit of users of the South West Coast Path National Trail, theJubilee Trail and other paths in the vicinity.14.63 In summary, the Scheme would reduce existing communityseverance on the A354 and A353 and include a number of newfootpaths, cycleways and bridleways that would create a muchimprovedrights of way network to the north of Weymouth andencourage greater use of other modes of travel.Weymouth Relief Road - Environmental Statement 140

Chapter Fifteen - Vehicle TravellersChapter FifteenVehicle TravellersIntroduction15.1 This Chapter describes the conditions currentlyexperienced by vehicle travellers on the main roads in the area andanticipates the changes that may occur if the Relief Road were built.These conditions are described in terms of the 'view from the road'and 'driver stress'.15.2 DMRB defines the 'view from the road' as the extent towhich travellers are exposed to the different types of scenery throughwhich the road passes. In areas of high scenic quality, views fromthe road can provide interest to travellers and alleviate driver stress.Driver stress can result from frustration, fear of accidents and routeuncertainty and is likely to be exacerbated by congestion, road worksor changes in road layouts. The feelings induced in drivers candetract from the value and safety of the journey as this increasedstress often leads to a lowering of driving standards.Methodology15.3 An assessment has been made of the quality of travellersviews and the scenery alongside existing main roads, and the extentto which travellers, going in both directions, are able to view thescenery. A similar assessment was then made assuming that theRelief Road was open and these two situations compared.15.4 This process was assisted by the use of a computerbasedvirtual reality (VR) model of the Scheme which simulates theviews while travelling along the new road. In the model, the driversspeed was adjusted to assess the length of a view at differentspeeds.15.5 With regard to driver stress, an assessment was made ofthe frustration currently felt by drivers using the existing roads, thefear of accidents and whether the road signing might causeuncertainty about the route being followed. A similar assessment ofthe situation following the opening of the Relief Road was alsocarried out.Baseline ConditionsViews from the Road15.6 Existingnorthbound travellers onthe A354 Dorchester Roadleave Manor Roundaboutand pass through an urbanscene consisting of a wideroad flanked by modernhousing through toBroadwey, with glimpses inthe distance of theThe view looking north from the existing A354Dorchester Road in Broadwey with theRidgeway hills in the backgroundRidgeway hills. Through Broadwey and Upwey conservation areas,the urban scene is more attractive and there are occasional pocketsof open land adjacent to the road. Further north, although stillsurrounded by buildings and street furniture, travellers have closerviews of the hills ahead giving the expectation of a more open ruralaspect to come.15.7 As travellers leave the semi-urban scene in Upwey, theyclimb the Ridgeway and enter the Dorset Area of OutstandingNatural Beauty (AONB). Views are initially restricted by the highrailway embankment after which passengers can look across therural views towards Bincombe and The Knoll. Drivers and nervouspassengers however are likely to be looking at the steep and twistyroad ahead.15.8 After the hairpin bend, the countryside is more open onboth sides of the road, and following a brief restriction by the cuttingnear the brow of the hill,there are expansive viewsacross rolling farmlandwith Dorchester andfurther hills in the fardistance.15.9 Southboundtravellers on the A354experience views of openfarmland on both sides asthey make the gradualclimb to the brow ofRidgeway hill where theirattention is drawn to thedangers of stationary traffic queues immediately over the crest.Looking north from the Ridgeway hill along theA354 to Dorchester and the hills beyond15.10 Once over the brow, there are far-reaching views ofWeymouth, Weymouth Bay and Portland, with Littlemoor andSouthdown Ridge visible initially in the nearer distance. Passengerscan continue to enjoy the scenery as the driver negotiates the steephill and hairpin bend where views are now on a smaller scale withthe green valley running up towards Bincombe. At certain times ofthe day, and in particular in the summer months, drivers are alsoable to enjoy these views as they wait in a queue of traffic.15.11 The road, passing under the railway and leaving theAONB, descends to the semi-urban scene of Upwey conservationarea where the street scene becomes more built up and lessinteresting as it passes from Upwey to Broadwey.15.12 South of the Littlemoor Road traffic signals, the viewsfrom the road are briefly more attractive through the older part ofBroadwey, but then the road becomes much wider and urban, beingflanked continuously by more modern housing through to ManorRoundabout where there are brief views to the south east ofWeymouth Bay.Weymouth Relief Road - Environmental Statement 141

Chapter Fifteen - Vehicle Travellers15.13 Considering travellers on the A353, those going northleaving Weymouth have glimpses of the sea and coastline as theytravel along the built-up road through Greenhill. On Preston BeachRoad the views to the north are across the nature reserve toOvercombe and the hills beyond, but to the south, they are restrictedby the high sea wall.15.14 The road turns inland at Overcombe and becomes urbanin nature through to Chalbury Roundabout, with little of interest fortravellers except the Preston housing on the lower slopes of the hillsahead.15.15 Southbound travellers pass through this same urban areauntil they reach Overcombe where they get a glimpse of the beachwith Portland in thedistance, before theyfollow the high sea wallto Greenhill.15.16 In Greenhill,the road passesthrough an area ofamusement facilities,flats, hotels and guesthouses and there areoccasional views of theWeymouth seafrontand Portland beyond.Driver StressLooking north-east on the A353 Greenhill with a glimpseof the sea to the right and properties in Overcombestraight ahead.15.17 Drivers are regularly frustrated by conditions on the A354Dorchester Road and, to a slightly lesser extent, the A353 PrestonRoad/Preston Beach Road. The delay caused by long queues ofslow moving traffic, particularly at peak times, is the underlyingcause of this frustration. Matters are made worse by traffic which ratrunsthrough the lanes to the west of Dorchester Road to jumpahead in the queue. Numerous junctions, frontage access fromresidential, commercial and school properties, the interaction withpedestrians and cyclists and the poor road alignment and gradients,all contribute to these conditions.15.18 Regular users of these roads make allowance for thedelays, although frustration can still result from unpredictable eventssuch as accidents, roadworks, bad weather, holiday-makers, touristevents etc. These cause frustration particularly when travellers havescheduled appointments to keep.15.19 Stress caused by the fear of potential accidents isassociated with driving on heavily congested roads, ones with badsight lines, poor lighting and road surfaces, and where there is thepossibility of children running into the road. Many of these conditionsexist on Dorchester Road and in adverse weather conditions thisstress can increase.15.20 Parking in Weymouth town centre is another cause offrustration for travellers. As part of the Weymouth, Portland andChickerell Integrated Transport Strategy, the Borough Council areimplementing a 5-year parking strategy and the number of on-streetparking spaces is being reduced, as are the number of long stayspaces near the town centre. The strategy will encourage the use ofalternative modes of travel to the private car.15.21 Uncertainty about the route a driver is following can becaused by poor road signing. This is more likely to be a problem inthe summer with the large influx of visitors, although existing roadsigns are of an acceptable standard and the greater use of GPSnavigation systems in vehicles will reduce this stress.15.22 Using the descriptive scale in DMRB (Part 9, Chapter 4),there is currently 'high' driver stress on the majority of the sections ofDorchester Road and Preston Road and 'moderate' driver stress onPreston Beach Road.Mitigation Strategy15.23 The measures that can justifiably be included in theScheme to mitigate solely for impacts on vehicular travellers arelimited. For instance, where the views from the road are restricted byenvironmental noise barriers, it is more important that these barriersare retained in the Scheme to limit noise impacts, than to removethem so that drivers have better views.15.24 The Scheme would provide drivers with improved drivingconditions with a large reduction in the number of junctions to benegotiated.15.25 It would offer attractive and sometimes exceptional viewsof the surrounding area.15.26 Clear modern road signing would be provided which isimportant in an area popular with tourists.Impact AssessmentViews from the Road15.27 The Relief Road from Two Mile Coppice through toLittlemoor would be in an Area of Local Landscape Interest (ALLI),and then from Littlemoor northwards, in the Dorset Area ofOutstanding Natural Beauty (AONB).15.28 Travellers going north on the Relief Road would haveextensive views as they pass over the railway of the new landscapedPark and Ride site and the Lodmoor Valley to Horse LynchPlantation and the sea. There would also be views to the right of the'New Look' factory and a supermarket.15.29 From TwoMile Roundabout, theroad would descend intoa cutting where views onthe fringe of Two MileCoppice would berestricted by noisebarriers on both sides ofthe road. Passing underthe Lorton Lane bridgeand through SouthdownRidge in a deep cutting,travellers would thenhave rural views towardsthe range of hills aheadas they pass betweenLooking north, on the line of the proposed road,towards the summit of Ridgeway Hill. ChapelLane is in the foreground and traffic just abovethe A354 hairpin bend is visible.environmental noise barriers in the Littlemoor housing area. Havingpassed under the Littlemoor Road bridge, the views would becomemore extensive, particularly to the east where a line of overheadelectricity towers stretch into the distance.15.30 Leaving Icen Roundabout, views to the west would soonbe restricted by earth banks or cutting slopes, although the railwayembankment and Ridgeway hills would be visible over the top. Asthe road climbs northwards, the summit of the Ridgeway becomesmore dominant with glimpses of The Knoll.15.31 South of thehairpin bend, the reliefroad would pass over asmall green valley withviews towards Bincombeand the railway with itstunnel entrance into thehill. Views would then berestricted as thesteepest section of roadenters a deep curvedcutting through the hill.Near the summit,Broadmayne Roadbridge would passLooking north west, on the line of the proposedroad, towards the summit of Ridgeway Hill. Therailway tunnel entrance is in the wooded cutting tothe left.overhead and then a new vista would open up with rollingcountryside stretching into the distance, including the town ofDorchester in the valley and further hills beyond.15.32 Southbound travellers on the Relief Road would initiallyhave restricted views as they pass through the Ridgeway cutting.However, as they descend there would be some impressive views ofWeymouth, Weymouth Bay and Portland although these would beless expansive than those from the old road due to the length anddepth of the new cutting.Weymouth Relief Road - Environmental Statement 142

Chapter Fifteen - Vehicle Travellers15.33 These views would not last for long as the road wouldenter further cuttings with just brief glimpses of Littlemoor and therailway embankment. Although in cutting approaching Littlemoor,there would be views ahead of large areas of housing with the highground of Southdown Ridge behind and a series of electricity pylonsstretching away to left and right.15.34 Through the Littlemoor estate views would be restrictedby high environmental noise barriers and associated planting, fromwhere the road would then pass straight into a deep cutting throughSouthdown Ridge with the large pylon dominating the top of thewestern slope. Emerging from the cutting, views to the east wouldcontinue to be restricted by a false cutting and then by noise barriersthrough Two Mile Coppice. To the west would be the railway line withits vegetation running immediately adjacent to the road.15.35 As the roadclimbs to Two MileRoundabout beforepassing over the railway,there would be quiteextensive views to thesouth and east over thelandscaped Park and Ridesite and Lodmoor naturereservewiththeseainthebackground. Views of the'New Look' factory and alarge supermarket wouldsignal the return to theurban area.Driver StressLooking south from Icen Lane towards Littlemoorwith Southdown Ridge beyond. Icen Roundaboutwould be located in these fields near housing.15.36 The Relief Road has been designed in accordance withcurrent highway design standards and guidance published by theHighway Agency. This would provide road users with a safeenvironment and generally free-flowing driving conditions throughoutmost of the day. Journey times would be more predictable andtravellers frustration would be reduced. Obviously there may still beoccasions when unforeseen circumstances arise that cause delays.15.37 The Relief Road would have 4 junctions, no frontageaccess and segregated footpaths/cycleways between ManorRoundabout and the Ridgeway. Compared with the existingDorchester Road, which has 26 side roads and approximately 375private accesses, the new road would have less potential forcollisions between vehicles, pedestrians and cyclists, and reducedriver's fear of accidents.15.38 New road direction and tourist signs would be provided tothe latest standards and so there should be less stress caused byroute uncertainty.15.39 The Park and Ride site at Lodmoor North, with accessjust off the Relief Road, would provide drivers with secure parkingand frequent bus services to Weymouth town centre alleviating thestress of looking for a parking space.15.40 Using DMRB, an assessment of driver stress 15 yearsafter the road has been open to traffic (2025) is calculated as ‘high’,with only the Littlemoor Road Improvement being 'moderate'. Thisresult is not unexpected as the single carriageway to be providedwould not cater for the full demands of all vehicle users until 2025,but is part of an integrated transport strategy that encourages peopleto use other modes of travel.15.41 Although a comparison with the existing situation shouldnot be made because the assessments have been carried fordifferent years (2001 and 2025), it is likely that travellers wouldexperience less frustration and stress using the Relief Road whencompared to the same journey on the existing A354 DorchesterRoad.Summary15.42 The Scheme would provide drivers with safer andimproved driving conditions between Manor Roundabout andRidgeway with far fewer junctions, less conflict with pedestrians,cyclists and turning vehicles and hence less potential for accidents.15.43 The northern section of the Scheme would offer travellersattractive, and sometimes exceptional, views of the surroundingarea. The southern section would have more restricted views, partlybecause of the need to reduce the impact of the road by placing itwithin cuttings and by providing environmental noise barriers.15.44 The present level of driver stress on the majority of theA354 and A353 is 'high'. If the Scheme were built, the level of driverstress is initially likely to be less than at present, although by the year2025 this assessment indicates that stress levels would againgenerally be 'high'. As this Scheme is part of an integrated transportstrategy and is not designed solely to accommodate the traveldemands of vehicle drivers, this level of driver stress is notunexpected.15.45 Clear modern road signing would be provided as part ofthe Scheme and this should reduce any route uncertainty felt bydrivers not familiar with the area. This is particularly important due tothe large numbers of tourists that visit the locality.Weymouth Relief Road - Environmental Statement 143

Chapter Sixteen – Disruption due to ConstructionChapter SixteenDisruption due toConstructionIntroduction16.1 This chapter describes the impact of construction activity onresidential and business properties, public amenities and wildlifeareas. The impacts described are temporary only and do not includepermanent impacts caused by the works as these are included in theother topic chapters.16.2 It should be noted that the County Council intend to enter intoan ‘Early Contractor Involvement’ (ECI) Contract in relation to thisScheme. This means that, after a process of evaluation, a roadworkscontractor would be employed at an early stage to advise and inputinto the detailed design of the project. This is particularlyadvantageous as the contractor can plan how he would carry outcertain works or erect a particular structure, and the design of thoseworks can be modified to take that into account. The use of an ECIcontract should ensure that good engineering practice is carried outand that best value for money is obtained.Methodology16.3 An indicative construction programme has been developedand has been used to assess the potential impact of the constructionphase of the Scheme.16.4 The impact assessment is based on mitigated impacts andthese are generally described qualitatively, based on an assumptionthat impacts will not be significant more than 100m from theconstruction site and are unlikely to be significant further than 50mfrom construction activity. Noise has been assessed quantitativelybased on a conservative model, and vibration and dust have beenassessed based on distance from the works. An estimate of thelength of time that impacts could affect each sensitive location hasbeen given. Due to the preliminary nature of the constructionprogramme these can only be approximate.16.5 Disruption due to construction works can be mitigated bypowers conferred by the Land Compensation Act 1973 1 .TheNoiseInsulation Regulations 1975 2 , also permits insulation of eligiblebuildings against construction noise where that noise seriouslyaffects, for a substantial period of time, the enjoyment of the building.The application of these provisions by the County Council isdiscretionary and will depend upon the “degree” of any adverseimpacts upon the property or occupants. In order to qualify, negativeconstruction impacts would need to affect the property over a periodof several months.16.6 The contractor may develop an alternative programme butwould be required to ensure that construction impacts are kept withinacceptable limits. He would also have to comply with currentlegislation and with the conditions set out in the Contract, whichwould include any planning conditions attached to the planningpermission. Mitigation measures would be incorporated into thecontract and would be set out in a Construction EnvironmentalManagement Plan (CEMP) as detailed in Chapter 5.16.7 The Scheme has been designed to maintain a balancebetween cut and fill to avoid the need for the disposal of materials offsite. Any material that does not meet the specification for use inhighway embankments or landfill capping for example, would beused to form noise or visual earth banks or placed in landscapeareas.Baseline ConditionsExisting Roads16.8 If the Relief Road is not built, roadworks and statutoryundertakers’ works would continue to cause serious inconvenienceto residents, business people and visitors on the A354 DorchesterRoad, A353 Preston Road, Preston Beach Road and Greenhill. Theage of some of the mains and cables in these roads is such thatrepairs will frequently be needed and emergency repair works willcontinue to cause major disruption. Major reconstruction of existingmain roads would be necessary with the continued use of theseroads by large numbers of heavy goods vehicles. In addition minorroads used as rat-runs would require increased maintenance due tothe additional, often unsuitable, traffic upon their lighter construction.Lodmoor North Landfill16.9 Remediation of the Lodmoor North Landfill Site is likely to berequired under the Environment Act 1990 3 whether the Scheme isconstructed or not. The remediation works would include the cappingof the site and the construction of bentonite slurry trenches (furtherdetails in Chapter 10, Geology and Soils). Without the Scheme andcreation of a haul road all the materials required would need to bebrought to the site on the existing busy public highways, adding tocurrent congestion.Mitigation StrategyIntroduction16.10 Mitigation would comprise the enforcement of conditionsgoverning the management of the site and the conduct of the works.A CEMP would be prepared at the pre-contract stage to cover allenvironmental management issues associated with the constructionphase of the Scheme, such as working hours, plant requirements,Weymouth Relief Road - Environmental Statement 144

Chapter Sixteen – Disruption due to Constructionlimitations on the site access points, the location of site compoundsand spoil heaps, and the protection of sensitive areas 4 .16.11 Potential adverse impacts specifically associated with theconstruction phase (i.e. temporary) that require mitigation are listedbelow:• Increase in noise and vibration;• Reduction in air quality;• Reduction in water quality;• Damage to ecology;• Damage to soils;• Damage to archaeology;• Disruption to public amenities;• Disruption and delays to road and rail users;• Increase in soil dusting;16.12 During all stages of the works there would be close liaisonwith local residents, including the setting up of a well-publicisedhotline to provide information regarding construction timing andpotential impacts, and a means to deal with complaints. In addition,the contractor would be required to respond rapidly to concernsraised. Where appropriate, monitoring would be carried out to checkthat mitigation measures were sufficient to reduce impacts toacceptable levels.Noise and Vibration16.13 Noise and vibration is covered in greater detail in Chapter 12,Noise and Vibration. Noise from construction works can be managedin three key ways :• Acoustic screening – installed as early as possible;• Site management and construction methods;• Selection of noise-reduced plant and equipment;16.14 The activities that have been identified as having potential tocause significant levels of noise and vibration, together with somemitigation measures, are as follows :• Ground improvement at Lodmoor North Landfill Site. Plant wouldbe selected where practical to ensure that noise and vibrationlevels close to residential areas and Lodmoor SSSI are minimised;• Compaction of materials to form embankments, the road base andthe landfill capping. Plant including suitable sized rollers would beselected based on the sensitivity of the location;• Haulage routes. The internal site haul roads would be developedat an early stage in the contract to avoid construction-related trafficusing public roads. Where practicable, noise fences and bankswould be constructed at an early stage to reduce impacts. Themovement of capping materials for Lodmoor North Landfill Sitewould be on a haul road constructed of bound materials;• Excavation of cutting in Southdown Ridge. Plant, excavationtechniques and direction of working selected to minimise impacts;• Piled foundations at Manor Railway Bridge. Rotary bored pileswould be the preferred method rather than driven piles;• Night time works on the Manor Railway Bridge. Only essentialworks during possession of the railway line would be permittedduring the night;• Working in Two Mile Coppice and adjacent to Lodmoor SSSI.Where practicable works would be programmed to avoid the moresensitive times of year, such as the bird breeding season andperiods of migration;Air Quality16.15 Mitigation measures normally adopted on a construction sitesin “good practice” to reduce the impact of dust and emissions aredescribed in detail in Chapter 13 Air Quality.16.16 It is more difficult to manage dust once it is airborne.Mitigation measures to reduce the formation of dust would includethe use of water sprays to keep haul roads and stockpiles damp,applying speed limits to haul roads and using wheel washers toavoid mud being tracked onto public highways. Dust monitoringwould be carried out during construction to ensure that dust-soilinglevels are within acceptable limits.16.17 To reduce emissions from site vehicles and plant, they shouldbe well maintained and compliant with MoT emissions standards,where relevant, at all times. Engines should be switched off when notin use. Refuelling should be carried out away from public areas andsensitive locations.16.18 Excavation on thelandfill site would be keptto a minimum to reducethe generation of odours.A trenchedbentonite/cement slurrywall would beconstructed around thesite boundary, thought tobe predominantly soils, toprevent the lateralmigration of landfill gasfrom the site. Furtherdetails are provided inThe closed Lodmoor North Landfill site east ofthe Mount Pleasant Business ParkChapter 10 Geology and Soils. Leachate storage tanks would belocated in the south eastern corner of the site away from residentialproperties.Water Quality16.19 Site practices designed to minimise the risk of pollution towatercourses and groundwater and to manage the risk of floodingare described in Chapter 11 on Water Quality, Drainage andHydrogeology.16.20 There are several watercourses, aquifers and other areasthat require consideration and mitigation measures to preventpollution. These are Lodmoor SSSI, watercourses near Two MileCoppice, the Broadwey Stream, Lower Bincombe Stream the chalkaquifer on Ridgeway which supplies potable water, and groundwaterin the Southdown Ridge cutting.16.21 There are four steps to managing water quality and pollutionon site:• Evaluate the risk;• Identify control measures for each risk;• Ensure the control measures are correctly implemented andmonitor their effectiveness;• Adopt an emergency response plan.16.22 Work carried out in the vicinity of any of the watercourses oraquifers have the potential to cause a pollution incident. Examples ofsite management to minimise the risk would include ensuring thatexcess water doesn’t run off into drains and watercourses whendamping down haul roads, using silt fences in more risky locations,storing fuel within a bunded area and away from watercourses andthe chalk aquifer.16.23 Works on Lodmoor North Landfill Site would be carefullyplanned and phased to reduce the potential for leachate entering theadjacent SSSI. Existing leachate levels would be reduced and a lowpermeability bentonite/cement cut-off trench constructed prior tocompaction and loading of the site.16.24 Emergency kits would be kept on site for use in the event of aspillage. Site personnel would be versed in the appropriate action totake if a spillage occurred including identifying the source ofpollution, blocking drainage points and using absorbent pads orsand.Ecological Sites16.25 Habitats can be damaged by construction plant and siteworkers straying outside the Scheme boundary. ‘Wildlife protectionzones' would be identified outside the boundary which would, includeSites of Special Scientific Interest, Sites of Nature ConservationInterest and other areas as agreed with English Nature. These areaswould be fenced from the site.Weymouth Relief Road - Environmental Statement 145

Chapter Sixteen – Disruption due to ConstructionArchaeological Sites16.26 Details regarding archaeological mitigation duringconstruction are included in Chapter 7 Cultural Heritage. Accesswould be provided for archaeologists to carry out a watching briefduring the works. ‘Archaeological protection zones' would be fencedfrom the site to provide protection to sensitive areas beyond theScheme boundary.Agricultural Soils16.27 Topsoil and subsoil would be stored in accordance with goodsite practice to maintain its quality for use in the restoration ofagricultural land. Temporary loss of farm land during constructionwould be compensated for. More comprehensive details ofagricultural mitigation are included in Chapter 6 Land Use.Public Amenities16.28 Statutory rights of way would be kept open during theconstruction as far as possible but only where this can be achievedsafely. For the safety of users, for instance due to heavy constructiontraffic, it would be necessary to close various Rights of Way thatcross the site for up to 18 months, although diversions would beprovided where practical. Where the closure of a path is required toprotect the public and maintain safe site operations, this would beadvertised in advance and the duration kept to a minimum.Road Users16.29 Although certain works would be necessary on the existingA354 Dorchester Road, particularly at Manor Roundabout and onRidgeway, it is envisaged that two-way traffic, albeit with speedrestrictions, would be maintained for the majority of the contract atthese locations to avoid traffic delays, although some single-wayworking is likely to be necessary.Railway Users16.30 It is envisaged that the railway line would need to be closedfor a short duration to enable the Bincombe Railway Tunnel to bestrengthened. In this case, a dedicated bus service would beprovided for passengers and advanced notice advertised. Otherworks and track possessions would be necessary when trains arenot running, typically between midnight and 5am.Landscape and Visual Effects16.31 Landscape and visual ‘construction effects’ are included inthe assessment in Chapter 8.Impact Assessment16.32 The impact assessment has been divided into areas asfollows:• Lodmoor North Landfill Remedial Works• Manor Roundabout, to Southdown Ridge• Southdown Ridge to Littlemoor Junction• Littlemoor Junction to The Knoll• The Knoll to Ridgeway• Littlemoor Road Improvement16.33 The assessment has been based on one indicativeconstruction programme but the contractor who is chosen to carryout the works may use an alternative programme. The contractorwould however have to comply with current legislation, the mitigationmeasures set out in the Contract and with any planning conditionsthat are attached to the planning permission.16.34 The contractor’s site compounds are envisaged nearLittlemoor Roundabout and to the north of the Mount PleasantBusiness Park. Additional or alternative sites required by thecontractor would be subject to discussions and agreement with thelocal planning authority. Consideration would be given to the impactof these areas on local residents and businesses, and on thesurrounding land.Lodmoor North Landfill Remedial Works16.35 The residential properties closest to the Lodmoor NorthLandfill Site are in St Andrews Avenue and the end of MonmouthAvenue (see Figures 4.1 and 4.7). Access for lorries to the landfillworks would be either from the main road works site or from MerceryRd and not from Monmouth Avenue. The Lodmoor SSSI to the northand east of the landfill would be sensitive to construction impactsand the ambulance station and six industrial units in Mercery Roadwould be within 100m of some landfill works.16.36 Construction activities occurring within 100m of residentialareas would take place for a total of approximately two months, inperiods of around two to three weeks at a time. The main activitieswould comprise construction of a cement/bentonite trench, thecompaction of the site and the placing of a clay capping. Nosignificant adverse noise levels are predicted in this area. Vibrationmay be perceived at a few properties during these works but wouldnot be sufficient to cause cosmetic damage to properties.16.37 The residents could be aware of construction activity on thelandfill for around eight months of the total estimated 16 months ofconstruction for the whole of the landfill restoration, assuming thatimpacts would be minimal once construction activities were morethan 250m away. Noisier activities such as compaction of the landfillwould take place over 100m from residential areas.16.38 Work in the north western corner of the landfill involving theMercery Roundabout, the Two Mile Balancing Ponds and the Parkand Ride facility would impact mainly on the Lodmoor SSSI, and thetotal time of activity in this area could be around 6 months, split intoshort periods of activity.16.39 Weymouth Rugby Club currently has two pitches on thesouthern part of the landfill. As part of the remediation works thepitches would not be functional for around two years. However theclub have used alternative facilities for a number of years due tosafety issues and the works would ultimately represent a significantimprovement.16.40 The landfill capping process is likely to be the longest periodof impact on adjacent areas. Vibrating rollers would compact the claycap in layers over the whole landfill. For much of the time howeverconstruction activity would be more than 100m from any sensitivereceptor. No properties are predicted to be affected by significantnoise levels during these works.16.41 The capping is likely to be carried out during the summermonths and so the risk of dust impacts would be greater. Soilingfrom dust could affectproperties within 100m ofconstruction activity.Vegetation could beaffected within 25m ofworks and this wouldinclude the vegetation onthe landfill side slopes, andto a very limited extent,along the boundary ofLodmoor SSSI. Dusteffects would beintermittent depending onthe prevailing weatherconditions.Fencing of the works would be carried out atan early stage in the contractManor Roundabout to Southdown Ridge16.42 The sensitive receptors in this area are Greenway Road andClose, Upwey and Broadwey Station area, Blackberry Lane,Bridlebank Way, Two Mile Coppice (part of Lorton SSSI), the playingfields of Wey Valley and St Nicholas/St Laurence schools, LortonMeadows nature reserve and properties off Lorton Lane.Weymouth Relief Road - Environmental Statement 146

Chapter Sixteen – Disruption due to Construction16.43 Whilst mitigation measures and the monitoring of effectswould ensure that impacts such as noise, vibration and dust weremaintained within acceptable levels, the residents in GreenwayClose and Greenway Road (southern end) in particular would beaware of the construction works. The greatest impacts are likely tooccur during excavation and embankment construction around TwoMile and Manor Roundabouts and these works could take around 10months in total. These construction activities would have an effect fora slightly shorter period on Two Mile Coppice and the northern endof Greenway Road.16.44 The Two Mile Coppice Underpass would precedeconstruction of Two Mile Roundabout and would take approximatelythree months but activity during this time would be intermittent withprolonged periods of low level activity. No properties are predicted tobe affected by significant adverse noise levels. However, work in thisarea would result in a significant adverse effect on Two Mile Coppicewith respect to noise given the low ambient noise level. Noproperties are likely to be significantly affected by dust.16.45 The construction of Two Mile Roundabout and cuttings northto Southdown Ridge would take around three months to complete.The clay would be sourced from the cuttings through Two MileCoppice, the Lorton Meadows nature reserve and the Two MileBalancing Ponds. Noise and visual impacts would be limited inGreenway Road and Close due to the distance from constructionand much of the works would be below the level of the railwayembankment. No properties are predicted to be affected bysignificant adverse noise effects or vibration. Occasional dust soilingmay occur. Two Mile Coppice however would be significantlyadversely affected by construction noise at this time.16.46 The bridge over the railway line between Manor Roundaboutand Two Mile Roundabout would be constructed followingcompletion of most of the Two Mile Roundabout earthworks and priorto the alterations to Manor Roundabout. The nearest residents to thisarea of construction are on Greenway Close. It is predicted that nighttime working would cause significant adverse noise levels in a fewproperties for up to eleven nights during the twelve monthconstruction period. Night time working would be kept to a minimumand the works programme monitored regularly to achieve thisobjective. No properties are predicted to be significantly adverselyaffected by noise during the day.16.47 Residential properties adjoin Manor Roundabout on threesides. The Roundabout alteration work would be carried outconsecutively over an estimated six month period. It would includesome earthworks off the existing highway, together with drainage,paving and landscaping work. The earthworks would cause thegreatest levels of noise, vibration and dust but impacts would bereduced through the application of the mitigation measures.16.48 During constructionof Two Mile Roundaboutthe cutting through TwoMile Coppice and LortonMeadows nature reservewould progress. Haulagevehicles would transportclay from the cutting to theRoundabout. Althoughnoise would be noticeableno properties are predictedto be affected by significantadverse noise effects. TheTypical earthworks and drainage stage of aroadworks contractpublic amenity spaces however, comprising Two Mile Coppice,Lorton Meadows nature reserve, Redland Sports Ground, the playingfields of the Wey Valley School and footpaths and bridleways in thearea would be exposed to significant adverse noise levels.Occasional dust soiling could affect properties in Greenway Roadand Close. Vegetation within 25m of excavation activities would beprone to dust impacts and this would include part of Two MileCoppice and Lorton Meadows nature reserve. Weather conditionswould affect the degree of dust impacts.16.49 During the six month period of the capping works at LodmoorNorth Landfill, vehicles carrying clay from north of Littlemoor wouldpass along the line of the road already constructed through to thelandfill. In general the haul road would be in a slight cutting andseparated from residential areas by the railway. No properties arepredicted to be affected by significant adverse noise or vibration butoccasional dust soiling may occur. Two Mile Coppice and the playingfields are predicted to be impacted by significant adverse noiselevels and dust up to 25m from the haul road during this phase of theworks.16.50 Lorton Barn, the location of the Dorset Wildlife Trust’s offices,education centre and one residential property, would be within 80mof the works to form a false cutting and later to construct Lorton Lanebridge. All works would be restricted to day-time hours but this wouldcoincide with the opening times of the Trust’s facilities, includingwhen they run their education courses and schools visits. Significantadverse noise levels are predicted in the nature reserve duringconstruction of the cutting.16.51 Lorton House and Lorton Cottages would be over 100m fromthe Scheme, but their access route, and that to the Dorset WildlifeTrust facilities, would be crossed by the haul road. A safe temporarysystem for crossing the works would be put in place but there maybe occasions when there are minor delays to this access traffic.These properties are not predicted to be affected by significantadverse noise impacts.16.52 A few residential properties in Blackberry Lane would bewithin 100m of the cutting, with the closest property located 70mfrom the Scheme. These may be affected by occasional dust soilingdepending on the prevailing weather conditions but would not besignificantly affected by noise or vibration.16.53 Potential archaeological remains, if found in the Redlandsarea on the line of the road, would be disturbed and partly or whollydestroyed during construction. However, mitigation measures wouldminimise the impact and allow for archaeological recording in areaswhere preservation of the features in the field was not possible.16.54 The delivery of materials for drainage, road construction andstructures would result in additional traffic on Dorchester Road andthrough the Mount Pleasant Business Park to the site compound. Itis difficult to predict the effect of this traffic with any certainty as thelocation of suppliers and the contractors programme is not known,however the percentage of delivery vehicle trips over theconstruction period in relation to the overall traffic flow on the A354would be small and so any impact on traffic delays would benegligible.Southdown Ridge to Littlemoor Junction16.55 A scheme for provision of sound insulation would be put inplace to protect those individual properties where significantconstruction noise would be likely to occur for a prolonged period ofseveral months. Some properties in this section may be eligible for adiscretionary grant, following a detailed assessment based on thecontractors proposed programme and method of working, and theycould be afforded noise insulation. Other impacts, such as dustwould be reduced through the application of mitigation measuresdescribed above.16.56 Excavation and embankment construction around the newLittlemoor Roundabout, noise fence construction and excavation ofthe Littlemoor balancing ponds would create significant levels ofnoise at some nearby properties located on Brambling Close,Littlemoor Road, The Woodpeckers, The Finches, and Icen Lane forapproximately three months. Construction traffic transporting the clayfor capping Lodmoor North Landfill Site would pass along the haulroad near to properties and create significant noise levels at theupper floor level of three properties on Nightingale Drive for aroundsix months.Weymouth Relief Road - Environmental Statement 147

Chapter Sixteen – Disruption due to Construction16.57 A large number of properties near to the constructionactivities and the haul road route through Littlemoor would noticenoise and vibration effects but would not be affected significantly.These lower level effects would however be present for aroundeighteen months during the construction of cuttings andembankments, the road pavement, Littlemoor balancing ponds,Littlemoor Overbridge, Southdown Ridge Accommodation Bridge,and the transporting of clay capping materials to Lodmoor NorthLandfill Site.16.58 The roadworks would be visible from many properties inLittlemoor as they develop and as they progress northwards towardsthe Ridgeway. However the majority of properties adjacent to thenew road in Littlemoor were built without windows in their gable endwalls as a new road was proposed at that time. Environmental noisebarriers and landscaped banks would be constructed as early aspossible in order to reduce the impact of the construction works,although they would not completely screen the works from allupstairs windows.16.59 The earth moving operations to the north of Littlemoor wouldcause vibration at levels likely to cause adverse comment at anumber of properties through Littlemoor. No structural damage ispredicted to occur but there may be limited cosmetic damage suchas cracking of plaster at two properties during construction of theadjacent noise barriers and earth moving activities. These twoproperties would be subject to detailed surveys prior tocommencement of works and any damage would be fully repaired.Although excavation and embankment-building activities arepredicted to take place for three months in this area, individualproperties would be significantly affected for much less time thanthis.16.60 Dust soiling could be significant at properties close to theworks but effects would be sporadic. Properties within 25m of theworks could be exposed to elevated levels of PM 10 during intenseconstruction activity. Elevated PM 10 would not be noticeable to mostpeople. Dust concentrations would be monitored to ensure thatlevels are mitigated sufficiently, with additional measuresimplemented if concentrations were too high.16.61 Icen Farm is situated 40m to the north of the main Littlemoorearthworks. Some more minor works would be carried out near theproperties to form an access road but access would be maintained atall times.16.62 Excavation of the cutting through Southdown Ridge would becarried out as a continuation of the earthworks between Two MileRoundabout and Lorton Meadows. Southdown Ridge is formed fromthe Corallian Group rocks and would require additional plant overand above the standard excavators used on the cuttings to thesouth. Some excavation would require the use of a hydraulic breakerand some blasting may be required, although lower-impactalternatives such as chemical splitters or hydraulic splitters may alsobe suitable. A few properties may be affected by significant adverseimpacts during these works.16.63 Construction of the Littlemoor Overbridge and SouthdownRidge Accommodation Bridge would take around six months. Thelevel of construction activity would be variable throughout this period.Excavation of the foundations for the Southdown Ridge bridge islikely to be the noisiest activity as these would require the breakingout of rock using a pecker. This should take in the order of a week tocomplete. Significant adverse noise levels are not predicted duringthese construction activities, but a single property located in TheFinches is predicted to be affected by vibration levels that couldcause adverse comment.16.64 During the six month period of capping works at LodmoorNorth Landfill Site, vehicles carrying clay from north of Littlemoorwould pass along the line of the road constructed through Littlemoor.Properties in Kestrel View, The Woodpeckers, Littlemoor Road,Goldcrest Close, The Finches, Brambling Close and NightingaleDrive would be aware of traffic on the haul road to varying levelsalthough none are predicted to be significantly adversely affected bythe noise of haulage vehicles.16.65 During the initialstages of capping however,earthworks to formLittlemoor west balancingpond would take placedirectly to the north ofLittlemoor. It is likely thatthese works would becarried out during theSummer of 2009. Theupper floor level of a fewproperties in NightingaleCompaction works using vibrating rollerswould be regulatedDrive are predicted to be significantly adversely affected by day timenoise during this activity for around four to six weeks. Occasionaldust soiling may occur at distances of up to 100m from theexcavations, and properties within 25m of intensive constructionactivity could experience elevated concentrations of PM 10.16.66 Traffic on Littlemoor Road may experience some delays asconstruction traffic on the haul road crosses it, probably undertemporary signalled control. This temporary junction would bemaintained until the Littlemoor Overbridge has been constructed andopened to traffic.Littlemoor Junction to The Knoll16.67 Chapel Lane Bridge would be constructed over a period of sixmonths and the level of construction activity would be variablethroughout this period. Two properties on Chapel Lane would be lessthan 50m from construction and could be affected by adverse noiselevels and occasional dust soiling. A temporary access route wouldbe created and maintained to Coombe Farm.16.68 The clay for construction of the landfill capping would besourced from the cuttings around Icen Roundabout, Chapel Lane,Combe Bottom and The Knoll. These earthworks would takeapproximately six months to complete and could be carried out in theSummer of 2009. A few residential properties are located within100m of these cuttings and it is estimated that excavation activitywould take place near each property for approximately one month.During this time they may be exposed to significant noise levels andoccasional dust soiling, but the impacts would lessen as the worksmoved away from each property.The Knoll to Ridgeway16.69 The construction of the embankments at Lower Bincombeand the cutting in Ridgeway could take place over three seasons.The earthworks would take two seasons, probably programmed forthe spring, summer and autumn months in two consecutive years. Itis anticipated that Bincombe Lane Underbridge would be constructedduring the second summer. In the third year of the contract periodthe drainage, paving, lighting and landscaping would be completed.A few properties are located within 100m of the embankmentconstruction and could be exposed to occasional dust soiling, butnone are predicted to be affected by significant adverse noise levels.16.70 Access to properties would be maintained for residents andfor local traffic including working farms. The re-routing of majortelephone cables would be required in the vicinity of the RidgewayOverbridge and some off-peak traffic delays may be caused duringthis work.Littlemoor Road Improvement16.71 These works would be carried out over a period ofapproximately 14 months. In general the work would moveprogressively and so the period that any one property would beaffected by noise, vibration or dust would be limited, perhaps to amonth in total, with individual activities lasting around one weekfollowed by quieter periods in between.Weymouth Relief Road - Environmental Statement 148

Chapter Sixteen – Disruption due to Construction16.72 No properties are predicted to be affected by significantadverse noise levels but some may experience slight vibration for alimited period of time. Occasional dust soiling may affect someproperties depending on the prevailing weather conditions. LittlemoorRoad traffic may experience some delays, although it is intended thattwo-way traffic would be maintained for the majority of the time.16.73 Additional work would take place at the eastern end of theroad improvement where the Chalbury Detention Basin and a smallroad embankment are to be constructed using excavators, dozersand dumper trucks. Some properties are predicted to be affected bysignificant adverse noise levels in this area and may be affected byslight vibration and occasional dust soiling. A few properties mayalso be affected by elevated PM 10 although most people would notnotice this.16.74 In addition to residential properties, there are a number ofcommercial, educational and religious buildings within 100m of thisroad improvement. These are St Francis of Assisi Church, Littlemoorhealth clinic, library, two shopping areas comprising 14 shops,Bincombe Valley Primary School, Gould’s Garden Centre, WestfieldTechnical College and St Andrews C of E Primary School. Thesesites are generally less sensitive to construction impacts thanresidential properties and none have been predicted to be affectedby significant noise, although they will be equally affected by trafficdelays.Summary16.75 This assessment of the disruption likely to be caused by theconstruction works has been based on an indicative constructionprogramme. Impacts have been described qualitatively except fornoise impacts where a numerical model has been used to assesslikely noise levels. Vibration and dust impacts have been based onguideline figures and professional judgement. Although thecontractor may prepare a different construction programme, hewould be constrained by legislation and contractual requirementswhich would encompass planning conditions to keep any impactswithin acceptable limits. Only temporary impacts due to constructionhave been considered in this Chapter. Long-term or permanenteffects of the Scheme, even if first created by the constructionprocess, have not been included.16.76 Mitigation measures would be incorporated into the contractand a Construction Environmental Management Plan (CEMP) wouldbe compiled at the outset to ensure that construction impacts areminimised. During the construction process the environmental effectsof the works would be monitored, such as noise levels and dustconcentrations, and the contractor required to apply mitigationmeasures to maintain the impacts within acceptable levels.Environmental noise barriers would, where practical, be erected atan early stage of the works so that properties and sensitive wildlifesites obtain relief from construction impacts as well as the longerterm impacts from the road.16.77 In general, the excavation and embankment works wouldcause the most impacts of noise, vibration and dust. These activitieswould affect properties adjacent to the Scheme, but particularlythose in the Littlemoor corridor and near to the excavation works forthe Littlemoor balancing ponds. The building of structures would alsogenerate noise but over a shorter period of time, with the ManorSubway, Manor Railway Bridge, Two Mile Underpass, SouthdownRidge Accommodation Bridge and the Littlemoor Road Overbridgeaffecting the most people. Those at Lorton Lane, Chapel Lane,Bincombe Lane and Ridgeway would affect a few more isolatedproperties. Several properties are predicted to be affected bysignificant adverse noise levels although the early erection of noisebarriers would reduce the impacts upon adjacent properties.16.78 No structural damageto property is predictedalthough two propertiescould be affected byvibration significant enoughto cause cosmetic damage.These would be subject todetailed surveys, monitoredbefore, during and afterconstruction and anydamage caused byPreparing to construct new road foundationsconstruction would be fullyrepaired. Many properties may experience low levels of vibration fora short period of time.16.79 Occasional dust soiling could affect properties up to 100mfrom construction activity and PM 10 concentrations could be elevatedat properties within 25m of intensive construction activity subject toweather conditions. However these elevated concentrations wouldnot cause any noticeable effects in most people.16.80 Traffic on haul roads would generally produce less noise thanexcavation works but for longer periods of time, particularly betweenLittlemoor and Lodmoor North landfill. The use of a sealed surfacefor the haul road would reduce traffic noise.16.81 Bridge constructions would typically take around six months,but noisier activities would typically be confined to a few hours perday, with periods of low or no noise in between. Limited night-timeworking with track possessions would be required to construct theManor Railway Bridge. This would result in significant night timenoise levels at a few properties in Greenway Close for a maximum ofeleven nights over a twelve month period.16.82 The properties in Greenway Road and Close that are closestto the construction of Manor Roundabout and Subway, Two MileRoundabout and underpass, and Manor Railway Bridge would besubjected to long periods of construction activity but day time noiselevels are not predicted to be significant in residential properties.16.83 Two Mile Coppice and Lorton Meadows nature reserve wouldbe affected by significant adverse noise levels because the currentlow ambient noise levels would make additional noise morenoticeable. Dust could affect vegetation up to 25m from the Scheme.Where possible activities in these areas would be carried out toavoid the main bird breeding season.16.84 Whilst tip restoration work on Lodmoor North Landfill Sitewould continue over a 16 month period the site area is large andresidents would be aware of construction activity for about half thistime. However the total time that work would occur within 100m ofresidential or commercial property is estimated to be around twomonths. These properties, located in St Andrew’s Avenue,Monmouth Avenue and the Mercery Road are not predicted to beaffected by significant noise levels. It should be noted thatremediation of the landfill is likely to be required in any event, evenwithout the Scheme, under contaminated land legislation.16.85 Work near Lodmoor SSSI, Two Mile Coppice and LortonMeadows nature reserve would be carried out in such a way as tominimise the impact of construction on adjacent wildlife, including theprovision of fencing along the site boundary to prevent workers andplant from damaging wildlife and habitats.16.86 Archaeologically sensitive sites, including the Romano Britishsettlement site, at Lorton Meadows and the Bronze Age roundbarrows on Ridgeway, would also be fenced as required to protectthese areas beyond the construction site boundary.16.87 The area around Bincombe Lane, near the A354 hairpinbend, would be affected by construction activity throughout thecontract period of 36 months. Construction of the high embankment(max 12m) to the north and south of Bincombe Lane would takethree seasons to complete so that settlement takes place over aslong a time as possible. The works would be carried out in the drierseasons from Spring to Autumn each year.Weymouth Relief Road - Environmental Statement 149

Chapter Sixteen – Disruption due to Construction16.88 Excavation and road construction work for the LittlemoorRoad Improvement would cause localised impacts but for relativelyshort periods of time as the works progresses along this length. Theduration of the works at the eastern end would be greater due theexcavation needed for the Chalbury Detention Basin. Someproperties are predicted to be significantly adversely affected bynoise during this excavation work. Two-way traffic on LittlemoorRoad would to be maintained for the majority of the time to minimisedelays.References :1 The Land Compensation Act,1973. HMSO, 19732 Control of Pollution Act 1974, HMSO 1974.3 Environmental Protection Act 1990. HMSO, 1990.4 Coventry, Stuart and Woolveridge, Clare, 1999. Environmentalgood practice on site, CIRIA.Weymouth Relief Road - Environmental Statement 150

Chapter Seventeen - Policies and PlansChapter SeventeenPolicies And PlansIntroduction17.1 This Chapter assesses the Scheme in terms of the widercontext of national, regional, strategic and detailed planning policies.It also assesses its impact on land use, transport, environmental,economic, employment and waste policies and proposals, andwhether the achievement of policy objectives would be hindered orfacilitated by the Scheme.17.2 A County-wide Structure Plan establishes the broad contextfor new development and the conservation of the environment in anarea. It provides the link between planning at national and regionallevels by the government, and detailed planning at local level by theborough and district authorities. It takes account of governmentpolicies while also considering the development plans ofneighbouring areas, the character of the local area and the needsand wishes of local people. The policies contained in a StructurePlan tend to be general and strategic in nature and, for the most part,relate to land use issues.17.3 Local Plans contain more detailed policies and are preparedby the local authority for their area. They must conform generallywith the relevant Structure Plan.17.4 These documents have been prepared by each authority onthe basis of the government's current Planning Policy GuidanceNotes (PPG's) and Regional Planning Guidance Notes (RPG's).17.5 This Scheme is mentioned in several policies and these arelisted and detailed below :-• Regional Planning Guidance for the South West (RPG10)Sept 2001 1 ,• Regional Spatial Strategy for the South West 2006-2026 2 ,• Bournemouth, Dorset and Poole Structure Plan WrittenStatement (CSP28) dated Feb 2001 3 ,• Bournemouth, Dorset and Poole Structure Plan MonitoringReport (CSP29) dated Nov 2001 4 ,• The Bournemouth, Dorset and Poole Replacement StructurePlan, Deposit Plan, July 2004 (CSPR3) 5 ,• Dorset Minerals and Waste Local Plan adopted April 1999 6 ,• Bournemouth, Dorset and Poole Waste Local Plan, FirstDeposit Plan, September 2003 7 ,• Weymouth and Portland Local Plan adopted 1997 8 , the LocalPlan Review Revised Deposit dated May 2003 9 andrecommendations by the Planning Inspector,• West Dorset District Local Plan, Adopted Plan Nov 1998 10and Revised Deposit Plan March 2004 11 .• The Local Transport Plans for Dorset and the AnnualProgress Reports 12 .• The Community Strategy for Dorset 13• The Weymouth and Portland Community Plan 2002 14 .Methodology17.6 This assessment identifies those national, regional, countyand local policies and plans that are relevant to the Scheme. Thesignificance of these impacts on the achievement of the objectives ofthese policies and plans is assessed.Current Status of, and Policies from, National, Regional,County and Local PlansNational Policies and PlansGovernment White Paper "A New Deal for Transport: Better forEveryone"17.7 In 1998, a government White Paper 'A New Deal ForTransport' 15 was issued which aimed at achieving more integratedand sustainable transport. It required local authorities to produceLocal Transport Plans (LTP's) and consider road schemes as part ofan integrated transport strategy.17.8 It had five overarching objectives:-a) to protect and enhance the built and natural environment.b) to improve safety for all travellers.c) to contribute to an effective economy, and to supportsustainable economic growth in appropriate locations.d) to promote accessibility to everyday facilities for all, especiallythose without a car.e) to promote the integration of all forms of transport and landuse planning, leading to a better, more efficient transportsystem.17.9 This White Paper has greatly influenced the majority of thedocuments that contain the national, regional, county and localpolicies that are relevant to the Scheme.Regional Policies and PlansRegional Planning Guidance for the South West (RPG 10) 200117.10 The Regional Planning Guidance for the South West wasoriginally published by the Department of the Environment in 1995and, following a public examination in 2000, was revised in 2001. Itprovides a regional spatial strategy within which local authoritydevelopment plans and Local Transport Plans (LTP's) in the SouthWest should be prepared. The Guidance takes into accountgovernment policies on planning which are set out in PPG's, RPG's,Mineral Planning Guidance Notes (MPG's), circulars and othergovernment statements including White Papers.Weymouth Relief Road - Environmental Statement 151

Chapter Seventeen - Policies and Plans17.11 RPG 10 proposes that the planning of development andinfrastructure investment should be based on a number of objectivesincluding:-"spreading the benefits of economic growth to the moredisadvantaged parts of the sub-region, in particular to Weymouthand Portland, by co-ordinating economic promotion,environmental improvements and transport and otherinfrastructure improvements to encourage regeneration." (PolicySS3: The Sub-Regional Strategy).17.12 Other references to this Scheme in RPG 10 include:-"Improving access to Weymouth is recognised as an importantobjective that will also assist in the development of Portland port",and"Some ports and resorts suffer from poor landwardcommunications and interchange facilities, for exampleWeymouth/Portland."17.13 Construction of the Scheme would be consistent with theobjectives of RPG10.Regional Spatial Strategy for the South West 2006-202617.14 In 2004, changes were made to planning law which resultedin a new type of regional plan, the Regional Spatial Strategy (RSS).In the South West, the RSS will cover the period 2006 to 2026 andwill eventually replace the current Regional Planning Guidance(RPG10).17.15 During 2004 consultation was undertaken to gather views onthe direction that the broad thrust of the Strategy might take, and thefirst draft of the RSS is currently being developed by the RegionalAssembly and its key partners. It is anticipated that a final draft willbe submitted to the Secretary of State in autumn 2005 but until it isapproved, the policies and objectives of RPG10 will continue toinfluence development proposals in the region.County Policies and PlansBournemouth, Dorset and Poole Structure Plan -- Written Statementand Explanatory Memorandum dated Feb 200117.16 The need for the Weymouth Relief Road is identified in TheBournemouth, Dorset and Poole Structure Plan CSP28 WrittenStatement and Explanatory Memorandum dated Feb 2001 (formerlyThe Dorset County Structure Plan).Transportation Policy X states that:-"Major improvements to the strategic highway network will beconstructed by 2011 in the following approximate order of priority:A354 Ridgeway to Mount Pleasant, Weymouth, incorporatingPreston Link; …….." (First scheme in a list)17.17 Transportation Policy A is also particularly relevant :-"The development of the transport system will be progressed asan integrated strategy for the safe and efficient movement ofpeople and goods. The strategy will be directed at reducing theneed to travel, controlling the rate of traffic growth, promotingpublic transport and other alternatives to the private car andreducing the environmental impact of transport, including heavygoods vehicles. Best use will be made of the existing transportinfrastructure to reinforce the integrated transport strategy."17.18 The full text of other policies relevant to the Scheme is set outin Volume 2 Chapters 17 and 18 of this ES and hence, for brevity, isnot repeated here. These policies, and the issues they cover, arelisted in the table below :-Table 17.1 : Other relevant Policies in the Bournemouth, Dorset andPoole Structure Plan (2001)PolicyPolicy IssueTransportation D Economic regenerationTransportation E Traffic congestionTransportation I Pedestrian and cycle routesTransportation J Public transportTransportation K Bus priority schemesTransportation U Improvements to strategic highway networkEconomy E Employment growthTourism B New tourist attractionsEnvironment B Sites of Special Scientific InterestEnvironment C Sites of Nature Conservation InterestEnvironment D Protected species or habitatEnvironment G Areas of Outstanding Natural BeautyEnvironment Q Architectural or historical heritageEnvironment R Archaeological remainsBournemouth, Dorset and Poole Structure Plan Monitoring Report,Nov 200117.19 The Structure Plan is kept up to date by a process of reviewand this commenced in November 2001 with the publication of thisdocument.17.20 In the conclusions to Chapter 18 of the document which dealswith the Weymouth and Portland area it states:-“Weymouth and Portland is recovering well from changes indefence and related industries that occurred in the second half ofthe 1990's. Nevertheless, further job growth needs to beencouraged to reduce reliance on jobs located outside theBorough – and thus reduce net out-commuting” (paragraph18.20).Replacement Structure Plan, Deposit Plan, July 2004 (CSPR3)17.21 A Replacement Structure Plan was being prepared to coverthe period up to 2016 and this document was issued in July 2004 forpublic comment. During its preparation the government announcedthat a new planning system would be introduced which wouldtransfer strategic planning responsibilities to the regional planningbody, which in Dorset is the South West Regional Assembly.17.22 As a result, it is understood that this Replacement StructurePlan Deposit Plan will not be taken through the whole review processbut will be used to inform the new Regional Spatial Strategy and willprovide a context for the preparation of new local developmentframeworks (to eventually replace Local Plans). Therefore theoriginal Structure Plan (dated 2001) remains the adopted Plan.17.23 However as part of the review work leading to the productionof the Replacement Structure Plan Deposit Plan, consultants BuroHappold carried out a Review of Major Highway Schemes in Dorset 16which was published in April 2004. The result of a three stageassessment of the impacts of thirteen major schemes was that theWeymouth Relief Road Scheme achieved the highest score in eachof the stages and was considered to be the highest priority schemein Dorset. This confirms the priority given to it in the 2001 StructurePlan.17.24 The Replacement Structure Plan includes the Scheme underSpatial Strategy Policy 'D' as follows:-"The Dorchester, Portland and Weymouth area will develop as theeconomic growth and service centre for South Dorset by buildingon the individual strengths, needs and opportunities in the threeparts of the area. Development should support the selfcontainmentof the individual settlements and be located so as toreduce car-borne commuting. The sustainable growth ofDorchester, Portland and Weymouth will be managed by :-……[paragraphs a) to k) and]l) improving other infrastructure of the area by constructing theA354 Ridgeway to Mount Pleasant, Weymouth, incorporatingPreston Link…….."17.25 The full text of other relevant policies are again set out inVolume 2 and these are listed in the table below :-Table 17.2 : Other relevant Policies in the Replacement StructurePlan Deposit Plan (July 2004)PolicyPolicy IssueTransportation P Major transport improvementsEnvironment A Biodiversity – international/national levelsEnvironment B Biodiversity – regional and county levelsEnvironment C LandscapeEnvironment D Area of Outstanding Natural BeautyEnvironment G ArchaeologyEnvironment K Water ResourcesEnvironment L Agricultural LandWeymouth Relief Road - Environmental Statement 152

Chapter Seventeen - Policies and PlansLocal Policies and PlansThe Dorset Minerals and Waste Local Plan - Adopted Plan April199917.26 The Dorset Minerals and Waste Local Plan was adopted inApril 1999 and published by Dorset, Bournemouth and PooleCouncils who are responsible for all aspects of land-use planning inconnection with mineral working and the handling, processing ordisposing of waste. This document is relevant to the Scheme as anexisting landfill site would be affected by the works and because alarge quantity of earthwork materials would need to excavated aspart of the road construction.17.27 Waste Facilities Policy 43 is particularly relevant as it relatesto major construction projects :-"The Planning Authority will permit proposals for disposal of inertwaste arising from major construction projects, subject to thefollow hierarchy of solutions:- (i) the volumes of waste requiringdisposal should be reduced to the minimum practical levelconsistent with engineering, landscape and environmentalconsiderations by:- (a) seeking to maximise the utilisation of onsitematerials for construction purposes including, whereappropriate, processing and recycling, (b) seeking to maximisethe disposal of wastes within the construction site forlandscaping;. (ii) wastes which cannot be utilised or retainedwithin the construction site should, so far as practicable, be usedto restore existing mineral voids …..(iii) disposal of the wasteremaining after reuse, recycling, and on-site disposal of theconstruction wastes has been maximised, will be permitted onundisturbed land only where there are no suitable mineral voidswithin reasonable proximity of the construction site ……"17.28 The text of other relevant policies are in Volume 2 Chapters17 and 18 and are listed in the table below :-Table 17.3 : Other relevant Policies in the Dorset Minerals andWaste Local Plan - Adopted Plan April 1999PolicyPolicy IssueGeneral 3 Minerals or waste developmentsGeneral 13 Existing minerals and waste facilitiesWaste Facilities 39 Disposal of waste in mineral voidsWaste Facilities 40 Disposal of wastesWaste Facilities 42 Disposal of waste in landfillWaste Facilities 45 Improvement of agricultural landWaste Facilities 58 Disposal of biodegradable wastesThe Bournemouth, Dorset and Poole Waste Local Plan -- FirstDeposit Plan17.29 This document was published in September 2003 and redepositedin 2004 with a number of changes. It will eventuallyreplace the waste management sections of the 1999 Adopted Plan,but until that time, the following policies remain as proposals only.17.30 Although the Scheme would have certain impacts on theclosed Lodmoor North Landfill Site where it is capped with soil toaccommodate the Park and Ride facility, the most relevant Policy inthis document relates to the waste from construction sites asfollows:-"POLICY 46 - WASTE FROM CONSTRUCTION PROJECTSThe disposal of inert waste on undisturbed land will only bepermitted where there are no suitable mineral voids withinreasonable proximity of the construction site and only when:i) the use of on-site materials in the construction project has beenmaximised including where appropriate processing and recycling;andii) the use of the wastes within the construction site forlandscaping has been maximised."Accompanying text :-"7.18. Large amounts of inert waste, generally in the form ofexcavated soils and rocks can be generated by a majorconstruction projects such as road building. Increasingly,materials are being recovered and re-used, with suchopportunities forming part of the overall scheme. However, thereis often still a need for arrangements to be in place for disposal ofsurplus spoil and wastes. In order to minimise the transportationof waste over long distances and/or to avoid valuable engineeredvoid space suitable for biodegradable wastes being unnecessarilydepleted, Policy 46 identifies the limited circumstances underwhich the disposal of such wastes may take place on undisturbedland."17.31 The text of other relevant policies are in Volume 2 Chapters17/18 and these are listed in the table below :-Table 17.4 : Other relevant Policies in the Bournemouth, Dorset andPoole Waste Local Plan -- First Deposit Plan 2003/2004PolicyPolicy Issue(Landfill) 45 Landfilling inert waste(Agricultural) 47 Agricultural Improvements(Landfill) 48 Reclamation of landfill sitesWeymouth and Portland Local Plan – Adopted Plan17.32 The Adopted Weymouth and Portland Local Plan waspublished by Weymouth and Portland Borough Council in 1997 andshows as a commitment, land safeguarded for a dual-carriagewayrelief road on the line of the 'old' Brown Route, because in 1997planning permission had been granted and all the orders had beenconfirmed for this Route. The Policies in this document relevant tothe current scheme are TR7, SR8,14, BE4, 7, 9, 12, CN 1, 2, 4, 5, 6,7, 8, 11, 12, U2, 3, 5, 6, 8 and 9.17.33 However a review of the Adopted Local Plan is well advancedand First Deposit and Revised Deposit documents have beenpublished, and new policies would replace those above. Until a newPlan is approved, these new policies will be used to guidedevelopment control decisions in conjunction with those in theadopted Plan.Weymouth and Portland Local Plan Review First Deposit 200117.34 This First Deposit Local Plan 17 was placed on deposit in 2001and contained a policy to reserve the land for a single carriagewayBrown Route together with a cycleway and park and ride site atLodmoor North. It stated that the road would be subject to anenvironmental assessment.17.35 In public consultation on the Plan, the scheme received 6supporting representations and 37 objections. The main issuesraised concerned the road’s impact on ecology, its alignment and theimpact of the Park and Ride site. Objections to the Brown Routewere received from English Nature, the Dorset Wildlife Trust and theRoyal Society for the Protection of Birds (RSPB).17.36 Following a recommendation from Dorset County Councilabout the comparative impacts of the Brown and Orange Routes,WPBC resolved in February 2003 that “the safeguarding of land forthe construction of the Weymouth Relief Road along the newlyaligned ‘Orange Route’ be approved for inclusion in the RevisedDeposit Local Plan". This Plan was already under preparation by theBorough Council.Weymouth and Portland Local Plan Review Revised Deposit 200317.37 This Revised Deposit Plan was the subject of a public inquiryduring early 2004 and the Inspector’s Report, published in February2005, recommended modifications to the adopted Local Plan inaccordance with the revised alignment of the Relief Road (OrangeRoute option). The Inspector’s recommendations were reported tothe County Council’s Cabinet in June 2005. Transitionalarrangements are being made prior to the preparation by theBorough Council of a new Local Development Framework.Weymouth Relief Road - Environmental Statement 153

Chapter Seventeen - Policies and Plans17.38 The policy wording below includes any relevant pre-inquirychanges (Oct 2003/Jan 2004) and the changes recommended by theInspector.17.39 The Plan will give effect to the policies and objectives in theStructure Plan and the Regional Planning Guidance. The main Policyrelating to the Scheme is:-"Policy T13 Weymouth Relief RoadLand is reserved for the construction of the Weymouth ReliefRoad from Mount Pleasant to Ridgeway for a single carriagewayincluding crawler lanes. The reservation also includes the C105Littlemoor Road Preston Link, a cycleway, and a new park andride site at Lodmoor North. A Lorton Valley Country Park isproposed in accordance with Policy N18a, which will incorporatean area to help mitigate against any adverse nature conservationimpacts associated with the proposed road. Development thatwould prejudice the construction of the road will not be permitted."17.40 Other policies that relate to the Scheme are:-"Policy T2Providing For Pedestrians in New DevelopmentDevelopment should provide for the needs of pedestrians eitherby the provision of a new pedestrian route or to link existingpedestrian routes. Such improvements should provide a safe andattractive environment for the pedestrian. Where opportunitiesallow, a choice of convenient routes should be provided in orderto reduce the length and increase the number of potentialpedestrian trips.The design of footways must take account of the need to providefor all users including the mobility and/or sensory impaired.""Policy T4 Proposed CyclewaysLand is identified for new or improved cycleways as shown on theProposals Map. Where development proposals will impact onroute provision or alignment, an appropriate link through thedevelopment site will be required.New highway schemes should make full provision for both cyclelanes adjacent to, but physically separated from, the carriageway,and safe cycle crossing facilities at junctions and where cycleroutes cross new highways""Policy N18aLorton Valley Country ParkA Country Park is proposed in the Lorton Valley. The park willincorporate land to help compensate against any adverse natureconservation impacts resulting from the Weymouth Relief Road.The Country Park core area will be primarily for the managementof nature conservation interests, and the management ofadditional areas will be sought providing further opportunities forinformal recreation and enhancing public access in some areas."17.41 The text of other relevant policies are set out in Volume 2Chapters 17 and 18 and these are listed in the table below :-Table 17.5 : Other relevant Policies in the Weymouth and PortlandLocal Plan Review Revised Deposit 2003PolicyPolicy IssueArchaeology B3 Scheduled Ancient MonumentsArchaeology B4 Sites of Known HighArchaeological RemainsArchaeology B5 Areas of archaeologicalpotentialArchaeology B6 Development affectingarchaeological sitesArchaeology B7 Management of ArchaeologicalRemainsImportant Open Gaps D2 Important Open GapsContaminated Land N10a Development affectingcontaminated landLandscape N12 Areas of Outstanding NaturalBeautyLandscape N13 Areas of Local LandscapeImportanceEcology N15a European and Internationalnature conservation sitesEcology N15b SSSI's and sensitive marineareasEcology N16 Sites of Nature ConservationInterest and oither sitesEcology N17a European protected speciesEcology N17b Species protectionEcology N18 Compensation for natureconservation impactsAgriculture N19 Protection of Agricultural LandWest Dorset District Local Plan, Adopted Plan 199817.42 The West Dorset District Local Plan (Adopted Plan) wasprepared by West Dorset District Council and adopted in 1998. Themain Policy relating to the Scheme is:-"Policy TR3 (Routes for County Highway Schemes)the following major schemes are identified on the proposals mapfor completion within the Plan period. Some of them involve onlineimprovements but where land is required this is safeguardedfrom development:-i) A354 Mount Pleasant to Ridgeway (New Route) …….."17.43 Other policies relating to the Scheme are:-"Policy TR15 (Cyclists and Pedestrians)all new development is expected to take account of the needs ofpedestrians and cyclists. In particular, facilities for cyclists andpedestrians should be included, where appropriate and wherecircumstances permit, in all major highway improvements …. Inthe Dorchester area, two schemes have been identified for theprovision of a new cycleway …… or shared cycleways alongexisting footways as listed below:-i) The A354 from The Ridgeway to Mount Pleasant Relief Roadscheme, northwards across the A35 trunk road, to terminate atthe pelican crossing between Druids Walk and the Sawmillsdevelopment, …….."17.44 The text of other relevant policies are in Volume 2 Chapters17 and 18 and are listed in the table below :-Table 17.6 : Other relevant Policies in the West Dorset District LocalPlan, Adopted PlanPolicyPolicy IssueLandscape L1 Areas of Outstanding NaturalBeautyAgriculture L16 Best agricultural landConservation CD5 Protection of Character ofConservation AreasConservation CD8 Proposals affecting ListedBuildingsArchaeology CD16A Development affectingarchaeological sitesArchaeology CD18 Preservation of affectedarchaeological sitesWater Resources CU2 Pollution of water resourcesWest Dorset District Local Plan, Revised Deposit March 200417.45 This Revised Deposit of the West Dorset Local Plan is stillsubject to certain statutory procedures and hence the Policies belowcould change. The Plan has been the subject of a public local inquiryin 2005 and the Inspector’s Report is expected in December 2005. Inaddition, transitional arrangements are being made prior to thepreparation by the Borough Council of a new Local DevelopmentFramework.17.46 The main Policies relating to the Scheme are:"POLICY TRAN4 PROTECTION OF LAND FOR IMPROVEDTRANSPORT OR HIGHWAY INFRASTRUCTURELand identified as being required for improved transport orhighway infrastructure, as shown on the Proposals Map, will beprotected from development which would prejudice theimplementation of the proposal.""POLICY TRAN8 CYCLISTS AND PEDESTRIANSAll new development will be expected to take account of theneeds of cyclists and pedestrians either by the direct provision,or by contribution to new routes or links to existing routes withinor adjoining a settlement. Such routes should provide a safe,convenient, direct and attractive environment to the cyclist orpedestrian. Where conditions allow, a choice of routes should beprovided to increase the trip potential."Weymouth Relief Road - Environmental Statement 154

Chapter Seventeen - Policies and Plans"POLICY EA35A354 MOUNT PLEASANT TO RIDGEWAYA scheme for the A354 Mount Pleasant to Ridgeway (orangeroute) is identified on the Proposals Map for completion withinthe plan period. No development prejudicial to the futureconstruction of the road will be permitted."17.47 The associated text of the above policies and other relevantpolicies are set out in Volume 2 Chapters 17/18 and are listed in thetable below :-Table 17.7 : Other relevant Policies in the West Dorset District LocalPlan, Revised Deposit March 2004PolicyPolicy IssueLandscape SA1 Areas of Outstanding Natural BeautyLandscape SA3 Landscape character areasEcology SA9 Protection of nature reserves andSSSI'sEcology SA10 Protection of local nature reservesand SNCI'sEcology SA12 Protected speciesGeology SA13 Regionally Important GeologicalSites (RIGS)Water Resources SA15 Protection of ground water sourcesArchaeology SA23 Sites of national archaeologicalsignificanceArchaeology SA24 Sites of regional or countyarchaeological significanceThe Local Transport Plan - July 200017.48 As mentioned above, the White Paper 'A New Deal forTransport' in 1998 required Local Authorities to produce a LocalTransport Plan (LTP). These Plans would cover all forms of transportand reflect the views of local people. As well as being a policystatement, the LTP is also a bidding document for Governmentsupport for capital expenditure on local transport.17.49 Dorset County Council published a Provisional LTP inOctober 1999 and consulted the public extensively in a number ofways over a six month period. This public involvement clarified theCounty Council's view of the public's concerns and what policies itneeds to adopt. The document represented a substantial review ofTransportation Policy in the County, and following guidance issuedby government, importance was put on its production within thecontext of national transport policy.17.50 In July 2000, the County Council in conjunction with theDistrict Councils, published 'The Local Transport Plan for Dorset'which aimed to co-ordinate transport within the wider community toproduce an integrated approach to improving the quality of life. TheLTP's integrated transport strategy aims to widen travel choice,control demand and improve safety and security.17.51 The only major scheme included in the LTP was theWeymouth, Portland and Chickerell Integrated Transport Strategywhich was developed jointly with Weymouth and Portland BoroughCouncil and West Dorset District Council. The Weymouth ReliefRoad is the major component of this Integrated Strategy.17.52 As mentioned earlier in Chapter Three, a single carriagewayrelief road and a non-road building option were subjected to publicconsultation in 1999/2000 and this showed overwhelming support forthe relief road with 82% favouring its construction as part of anintegrated transport strategy.17.53 The Plan recognises the need to improve accessibility toWeymouth for tourists and the business sector as a key measure toimprove the quality of life and economic well being of the people inthe area.17.54 In response to the LTP, the government highlighted a numberof issues that they would like to see addressed before releasingfunds for the Relief Road. These related to other aspects in theStrategy including parking and public transport matters, and makingprogress on the Chickerell Link Road.The Local Transport Plan Annual Progress Reports - August2001/July200217.55 These Reports state that progress on these other issues isbeing made and subsequent LTP settlement letters confirm thatgovernment accept the Weymouth, Portland and ChickerellIntegrated Transport Strategy subject to the successful completion ofplanning and statutory procedures.The Local Transport Plan Annual Progress Reports - July 2003/July200417.56 Following the decision to change from the Brown to theOrange Route alignment, the LTP Third Annual Progress Report inJuly 2003 included an ‘Annex Document 2 - Weymouth Relief Road’setting out the case for the Scheme on this new alignment andseeking government support. It appraised the Scheme relative to anon-road building alternative in accordance with governmentguidance entitled ‘Major Scheme Appraisal in Local Transport Plans– Part 1’. The December 2003, the Government Office of the SouthWest confirmed that the scheme remained ‘Provisionally Accepted’,subject to completion of all relevant statutory processes and finalapproval of Ministers.17.57 The July 2004 Annual Progress Report set out the furtherprogress being made on other elements of the Weymouth, Portlandand Chickerell Integrated Transport Strategy, in particular theChickerell Link Road which received planning permission inNovember 2003.The Second Local Transport Plan - July 200517.58 A second Local Transport Plan for Dorset (excluding SouthEast Dorset), in ‘Provisional’ form, was submitted to government inJuly 2005. This sets out a strategy for transport in Dorset for the fiveyearperiod 2006–2011. It demonstrates how the authority willimprove the local transport network to benefit the community andvisitors. Submission of the finalised Plan will be in March 2006.17.59 The central theme of the Plan is sustainability - meeting theneeds of the present without compromising the ability of futuregenerations to meet their own needs. The document reiterates thatthe Weymouth Relief Road remains a major priority for the Countyand that the Scheme has already received provisional approval fromgovernment as stated above.Community Strategy for Dorset 200417.60 The key policy foundation for social and economic initiativesin Dorset is the Community Strategy for Dorset 2004, produced bythe Dorset Strategic Partnership (DSP). The need to considersustainability as a principle that underpins the whole CommunityStrategy is a key thread throughout the community planning process.17.61 Sustainable development is recognised by the government asa way of ‘ensuring a better quality of life for everyone, now and forfuture generations to come’. This means meeting the present dayneeds without compromising the ability of future generations to meettheir needs. Many environmental problems are linked to humanactivity whilst at the same time, social and economic developmentare justifiably limited by environmental constraints.17.62 There are no scheme-specific aspects in the Strategy butsome of the elements that broadly relate to this Scheme are briefly:-• to reduce the numbers killed or injured in road accidents,• to identify the needs and priorities of local businesses andcommunities,• to support key employment sectors in Dorset and the subregion’smanufacturing and service industries,• to continue to support tourism as a key source of wealth andjob creation,• to support actions that seek to maintain the individualcharacter and vitality of communities,• to safeguard Dorset's heritage by protecting ancientmonuments, listed buildings and conservation areas,• to protect and enhance the diversity of the naturalenvironment for the benefit of people and wildlife,• to promote appropriate access to wildlife habitats, geologicalfeatures and cultural heritage,• to increase the amount of accessible natural greenspace inareas of denser population,• to bring back into use waste land,Weymouth Relief Road - Environmental Statement 155

Chapter Seventeen - Policies and Plans• to provide transport solutions to meet the local requirementsof people and businesses,• to improve transport provision by extending walking andcycling opportunities, and• to develop measures that mitigate the environmental impactsof traffic.Weymouth and Portland Community Plan at 2002: “Our Community–OurFuture”17.63 Weymouth and Portland Borough Council are well advancedin engaging with the local community and in 2000 they developed aCommunity Plan. A strong Local Strategic Partnership (LSP) calledthe Weymouth and Portland Partnership has been establishedbuilding on the partnership working that was already in place. Localcommunities, businesses, health authorities, colleges and localauthorities have developed their vision for a better and moresustainable Weymouth and Portland.17.64 The Community Plan, which sets out the aims and prioritiesfor the local community up to 2007, is committed to, amongst otherthings, improving and sustaining the natural and built environment ofthe area by developing sustainable transport, enhancing publictransport and developing cycle routes. It supports park and rideschemes and wishes to see the development of the WeymouthRelief Road.Assessment of the Scheme in Relation to Policies andPlans17.65 The policies mentioned in the paragraphs above are set outin the Environmental Impact Tables in Volume 2 Chapter 18,together with the impact of the Weymouth Relief Road Scheme andthe 'Do Minimum' scheme on each of them. The 'Do Minimum'scheme is one that does not involve building a relief road, but wouldinstead include small-scale low-cost measures on the existing localroad network. (This is discussed in more detail in Chapter 3.) Theparagraphs below set out how the Relief Road Scheme accords with,or impacts upon, these policies.The Impact on Regional Planning Guidance Policies17.66 The Regional Planning Guidance for the South West (RPG10) provides a regional spatial strategy within which local authoritydevelopment plans and Local Transport Plans (LTP's) in the SouthWest should be prepared.17.67 This Scheme would provide a major component of the'transport and other infrastructure improvements' mentioned in PolicySS3 as follows :-“spread the benefits of economic growth to the moredisadvantaged parts of the sub-region, in particular toWeymouth and Portland, by co-ordinating economic promotion,environmental improvements and transport and otherinfrastructure improvements to encourage regeneration;”17.68 It would also accord with other policies and references in theGuidance including:-"Improving access to Weymouth is recognised as an importantobjective that will also assist in the development of Portland port.Consequently provisional approval was given to a range ofintegrated measures to achieve this in the December 2000 LocalTransport Plan settlement" (paragraph 3.37), and"Some ports and resorts suffer from poor landwardcommunications and interchange facilities, for exampleWeymouth/Portland" (paragraph 3.83).17.69 This Guidance recognises the particular needs of Weymouthand Portland for economic regeneration and for improved access tothe port. It mentions (in Policy EC2) that priority should be given inthe policies, programmes and funding of local authorities tomeasures for economic restructuring and regeneration in areas ofspecial need. Areas of special needs include the structural decline ofthe Weymouth and Portland area.TheImpactonStructure Plan Policies17.70 The Structure Plan contains a range of 'conserving' policiesthat would initially appear to preclude the construction of thisScheme e.g. due to impacts on SSSI's, AONB's etc, but these haveto be considered alongside the 'transport' policies in the Plan. TheScheme was included in the Structure Plan in the knowledge ofthese 'conserving' policies and the broad impacts that it would haveon them.17.71 The need for the Weymouth Relief Road scheme is identifiedin The Bournemouth, Dorset and Poole Structure Plan dated Feb2001 as the number one priority scheme. It is included asTransportation Policy 'X'.17.72 In formulating the strategic highway improvements to beincluded in the Plan, schemes were considered against :-(a) clearly defined objective criteria,(b) the availability of resources, and(c) compatibility with the strategies of neighbouringauthorities.17.73 All potential schemes on the strategic highway network wereindependently assessed against national transport policies andobjectives, and those of the Structure Plan, using economic,environmental, social and transport indicators, as made clear atparagraph 8.78 of the Structure Plan. Development proposals,alterations to the transport network and car restraint policies havealso been taken into account. The schemes listed proved to haveoverriding positive benefits and were consistent with County,Regional and National strategies.17.74 Following an ‘Examination in Public’ into the Structure Plan in1996, the Structure Plan Panel stated in their report (at paragraph13.20) that they had examined the two schemes serving Weymouthand Portland and considered that the area should receive prioritytreatment due to the run-down of defence establishments and thepotential to build it up as an economic centre. The Panel consideredthat the A354 Ridgeway to Mount Pleasant scheme, with the PrestonLink, would support this strategy, although they were doubtful aboutthe value of constructing the road as more than a single carriageway.The Panel did not therefore recommend any change to the StructurePlan in respect of this scheme. As has been made clear already, theRelief Road is now proposed to be constructed as a singlecarriageway.17.75 Other relevant policies in the Structure Plan includeTransportation Policies 'A', 'D', 'U', 'K', 'E', 'I', and 'J', and the morerelevant ones are described below.17.76 Transportation Policy 'A' stresses that the development of thetransport system will be progressed as an integrated strategy for thesafe and efficient movement of people and goods. It will aim toreduce the need to travel, control the rate of traffic growth, promotepublic transport and alternatives to the private car and reduce theenvironmental impact of transport. Best use will be made of existingtransport infrastructure.17.77 Transportation Policy 'D' states that the integrated strategywill give priority to measures that support the economic regenerationof the Weymouth and Portland area.17.78 Transportation Policy 'U' states that major improvements tothe strategic highway network will be progressed to support otherpolicies within the Structure Plan and as part of the integratedtransport strategy. Strategic highway improvements will beprogressed only if:-(i) they are essential to meet the economic objectives of thePlan and/or ameliorate unacceptable environmental conditionscaused by traffic;(ii) the highway scheme is cost effective,(iii) there is no alternative proposal which could solve most ofthe problems at significantly less cost, and(iv) environmental changes caused by the scheme are inaccord with the overall aims of the County Structure Plan.Weymouth Relief Road - Environmental Statement 156

Chapter Seventeen - Policies and Plans17.79 These four assessments in Transportation Policy 'U' wereundertaken at the Structure Plan stage, as confirmed at paragraph8.70 of the Plan, and this resulted in the inclusion of TransportationPolicy 'X' in the approved document.17.80 Transportation Policy 'K' states that bus priority schemes willbe concentrated on the high frequency bus services in the maintowns and this bus network will incorporate Park and Ride services.17.81 A paper was produced in February 1998 to explain theproposed draft modifications to the list of major county road schemescontained within the Deposit Structure Plan. This paper was theDorset County Structure Plan Assessment of Major County RoadSchemes CSP24. The assessment took into consideration thecontribution of each scheme to the strategy of the Structure Plan, theconclusions and recommendations of the report of the Examinationin Public, public comments received at the Deposit Plan stage andthe financial resources likely to be available during the Structure Planperiod.17.82 The Structure Plan also includes policies on environmentalprotection (Environment Policies 'B', 'C', 'D', 'G', 'Q' and 'R') andmakes provision for major new tourist attractions in the Weymouth-Portland area (Tourism Policies 'A' and 'B'). Economy Policy 'E'provides that the former defence sites in the Weymouth and Portlandarea would be a major growth point for employment during the periodof the Plan and beyond.17.83 The Weymouth Relief Road forms part of an IntegratedTransport Strategy which takes account of these various strands ofStructure Plan policy.17.84 Having regard to advice in Planning Policy Guidance 12 –Development Plans (PPG12), in particular at paragraphs 5.19 to5.22, the issues of the need, principles and justification for theWeymouth Relief Road are strategic matters appropriatelyaddressed through the Bournemouth, Dorset and Poole StructurePlan.17.85 The conclusions of the Bournemouth, Dorset and PooleStructure Plan Monitoring Report are that Portland and Weymouthare recovering well from the changes in defence and relatedindustries that occurred in the second half of the 1990's.Nevertheless further job growth needs to be encouraged to reducethe net out-commuting (paragraph 18.20). Access to the ports ofPortland and Weymouth, and the more general regeneration in thearea, will be enhanced by implementing the Integrated TransportStrategy which has been provisionally accepted by Government.The Impact on Weymouth and Portland Local Plan Policies17.86 The Scheme accords with this Local Plan which containsPolicies T13 and N18a. T13 reserves the land for a singlecarriageway relief road (on the Orange Route alignment) includingcrawler lanes and a Littlemoor Road improvement, a cycleway andPark and Ride site at Lodmoor North. Development that wouldprejudice the construction of the road would not be permitted.17.87 A Lorton Valley Country Park is proposed in Policy N18a andthis would incorporate an area to mitigate for any adverse natureconservation impacts associated with the proposed road. The reliefroad would be the catalyst for the creation of this Country Park whichwould contain a core area primarily for the management of natureconservation interests. This core area would also include land to theeast of Horselynch Plantation as foraging/buffer areas for bats usingthe Plantation.17.88 The Borough Council have indicated that they would seek themanagement of additional areas that would act as a buffer to thecore nature interests and which would provide further opportunitiesfor informal recreation and enhanced public access. The Local Planpolicies indicate that development would not be permitted that wouldprejudice the formation of the Country Park.17.89 During public consultation on the Local Plan Review, 19representations were received supporting the relief road and 69received that were objecting to it. The key issues raised concernedtraffic noise, air pollution and visual intrusion, and the impacts onlandscape and nature conservation. These representations wereconsidered at the Local Plan inquiry in 2004 and reported on by theInspector in February 2005.17.90 One housing allocation in the Plan is subject to theconstruction of the Weymouth Relief Road. This involves a site witha capacity of 20 units that would have access from the existing A354Dorchester Road (Land south of Lorton Lane in Policy H1q –paragraph 5.4.24). In addition, a 20 unit development on ChapelLane has been restricted to 10 houses until adequate provision hasbeen made to improve traffic flows on Dorchester Road.17.91 The Weymouth and Portland Revised Deposit Local Plan hasreceived a ‘Certificate of Conformity’ with the Structure Plan andgives effect to those policies and objectives in the Structure Plan andthe Regional Planning Guidance that relate to the implementation ofthis Scheme.The Impact on West Dorset District Local Plan Policies17.92 Although the majority of the scheme is in the neighbouringWeymouth & Portland Borough Council’s area, the West DorsetDistrict Local Plan does include policies relating to the section of theScheme within its district.17.93 The Plan contains a general 'Policy Tran4' for the protectionof land within West Dorset that is required for improved transport orhighway schemes. It would protect against development which wouldprejudice their implementation.17.94 It also contains a specific policy (in Chapter 13 - EasternArea) safeguarding the land for "a scheme for the A354 MountPleasant to Ridgeway (orange route)" against developmentprejudicial to the future construction of the road.17.95 Comparing the scheme with that included in the AdoptedPlan, it states in paragraph 13.9.6 that:- "the general alignment northof Littlemoor Road to Ridgeway remains essentially the samerunning just east of the existing railway line within the southern fringeof Dorset’s designated Area of Outstanding Natural Beauty (AONB)."17.96 It also describes the Scheme as one which "represents amajor strategic link to the A35 and A37 through and northward fromDorchester and is one element of an Integrated Transport Strategy toaddress the transport needs of the inter-relation between Dorchester,Weymouth and the surrounding hinterland."17.97 The West Dorset District Revised Deposit Local Plan, subjectof a public local inquiry in 2005, gives effect to those policies andobjectives in the Structure Plan and the Regional Planning Guidancethat relate to the implementation of this Scheme.The Impact on the Local Transport Plans17.98 Since the inception of the Local Transport Plan for Dorset in2000, it has included the Weymouth, Portland and ChickerellIntegrated Transport Strategy. The Strategy is directed at reducingthe need to travel, controlling the rate of traffic growth, promotingpublic transport and other alternatives to the private car, andreducing the environmental impact of transport including heavygoods vehicles. The single carriageway Weymouth Relief Road is amajor component of this Integrated Strategy.17.99 The Plan recognises the need to improve accessibility toWeymouth for tourists and the business sector as a key measure toimprove the quality of life and economic well being of the people inthe area. Public consultation showed overwhelming support for therelief road with 82% favouring its construction as part of anintegrated transport strategy.Weymouth Relief Road - Environmental Statement 157

Chapter Seventeen - Policies and Plans17.100 Following a reappraisal of the Scheme for the Third AnnualProgress Report of the LTP in July 2003, including a furtherappraisal relative to a non-road building alternative, the settlementletter dated 19th December 2003 from the Government Office of theSouth West (GOSW) stated :-“A354 Weymouth Relief Road.We recognise the significant transport and accessibility benefitsprovided by this scheme, the benefits to communities relieved oftraffic and the fact that the proposed route is lessenvironmentally damaging than alternative options that havepreviously been considered. Ministers have carefully consideredthe scheme, particularly in view of the fact that it passes throughan AONB and would have an adverse impact on the landscape.Ministers’ normal policy presumption is against schemes whichhave damaging impacts on environmentally sensitive areas.However, in this case they have concluded that on balance thebenefits of the scheme outweigh the costs, includingenvironmental costs, and that it is in the public interest for thescheme to be taken forward.I am therefore pleased to tell you that the scheme has beenProvisionally Accepted, subject to the completion of the relevantstatutory processes and final approval by Ministers. ….”17.101 The July 2004 Annual Progress Report, which set out thecontinued progress being made on elements of the IntegratedTransport Strategy, resulted in further government conditionalapproval of the Scheme (GOSW settlement letter dated 2ndDecember 2004).17.102 The ‘Provisional’ second Local Transport Plan, submitted togovernment in July 2005, demonstrates how the authority willimprove the local transport network in the 5 year period from 2006-2011. The document reiterates that the Weymouth Relief Roadremains a major priority for the County.The Impact on the 'Community Strategy for Dorset 2004'17.103 The Weymouth, Portland and Chickerell Integrated TransportStrategy has been developed with the guiding principle ofsustainability and as this underpins the 'Community Strategy forDorset 2004', it is evident that this Scheme would accord in manyrespects.17.104 This Scheme would bring major benefits to local communitiesand businesses. Where it would cause environmental impacts, arange of mitigation and compensation measures have beenincorporated into the design to eliminate or reduce these.The Impact on the 'Weymouth and Portland Community Plan at2002: “Our Community – Our Future”'17.105 The 'Weymouth and Portland Partnership's' Community Plansets out the aims and priorities for the local community up to the year2007. The Partnership is committed to improving and sustaining thenatural and built environment of the area by developing sustainabletransport, enhancing public transport and developing cycle routes. Itsupports park and ride schemes and wishes to see the developmentof the Weymouth Relief Road.Summary17.106 The Bournemouth, Dorset and Poole Structure Plancontains policies putting forward the development of a transportsystem that is part of an integrated strategy for the safe and efficientmovement of people and goods. The strategy is to be directed atreducing the need to travel, controlling the rate of traffic growth,promoting public transport and other alternatives to the private car,and reducing the environmental impact of transport including heavygoods vehicles. Transportation Policy 'X' advocates the constructionof this Relief Road as the first priority scheme in a list ofimprovements to the strategic highway network.17.107 The Weymouth and Portland Borough Council and WestDorset District Council Local Plans include policies that safeguardthe land likely to be required for the Weymouth Relief Road againstother development.17.108 The only major Scheme included in the Local Transport Planwas the Weymouth, Portland and Chickerell Integrated TransportStrategy which was developed jointly with Weymouth and PortlandBorough Council and West Dorset District Council. The proposedWeymouth Relief Road is the major component of this IntegratedStrategy.17.109 The LTP sets out the case for building a single carriagewayRelief Road as a key element of the Strategy. The construction of thenew road would relieve existing congested roads but would not caterfor unrestrained future car-based demand. It would allow theimplementation of bus priority measures, park and ride facilities,additional pedestrian and cycle facilities and revised parking policies.17.110 A single carriageway relief road and a non-road buildingoption were subjected to public consultation in 1999/2000 and thisshowed an overwhelming support for the relief road, with 82%favouring its construction as part of an integrated transport strategy.17.111 Since 2000, LTP Annual Progress Reports have continued toinclude the Scheme which in turn has received government support.A Provisional second LTP, covering the period 2006-2011, againincludes the Scheme and this was submitted to government in July2005. The Third Annual Progress Report in July 2003 included atechnical re-appraisal of the Scheme on a new alignment (theOrange Route) and reviewed the case for the proposed road relativeto a non-road building alternative.17.112 In response to this reappraisal, the settlement letter dated19th December 2003 from the Government Office of the South West(GOSW) stated :-“A354 Weymouth Relief Road.We recognise the significant transport and accessibility benefitsprovided by this scheme, the benefits to communities relieved oftraffic and the fact that the proposed route is less environmentallydamaging than alternative options that have previously beenconsidered. Ministers have carefully considered the scheme,particularly in view of the fact that it passes through an AONB andwould have an adverse impact on the landscape. Ministers’normal policy presumption is against schemes which havedamaging impacts on environmentally sensitive areas. However,in this case they have concluded that on balance the benefits ofthe scheme outweigh the costs, including environmental costs,and that it is in the public interest for the scheme to be takenforward.I am therefore pleased to tell you that the scheme has beenProvisionally Accepted, subject to the completion of the relevantstatutory processes and final approval by Ministers. ….”17.113 Hence the principle of a scheme for the Weymouth ReliefRoad has been established in the Bournemouth, Dorset and PooleStructure Plan and this is consistent with Regional PlanningGuidance. The two Local Plans reserve land to enable theWeymouth Relief Road to be constructed and they give effect to thestrategic and regional policies. The Government Office of the SouthWest has provisionally accepted the scheme subject to thecompletion of the relevant statutory processes and final approval byMinisters.Weymouth Relief Road - Environmental Statement 158

Chapter Seventeen - Policies and PlansReferences :1GOSW, Regional Planning Guidance of the South West, Sept2001, RPG10.2Regional Assembly for the South West, Regional Spatial Strategyfor the South West 2006-2026, issued 2004.3Bournemouth, Dorset and Poole Councils, Feb 2001,Bournemouth, Dorset and Poole Structure Plan, CSP28.4Bournemouth, Dorset and Poole Councils, Nov 2001,Bournemouth, Dorset and Poole Structure Plan Monitoring Report,CSP29.5Bournemouth, Dorset and Poole Councils, Bournemouth, Dorsetand Poole Replacement Structure Plan Deposit Plan, Jul 2004,CSPR3.6Bournemouth, Dorset and Poole Councils, The Dorset Mineralsand Waste Local Plan – Adopted Plan, April 1999.7Bournemouth, Dorset and Poole Councils, The Bournemouth,Dorset and Poole Waste Local Plan –First Deposit Plan, 2003/4.8Weymouth and Portland Borough Council, Weymouth andPortland Local Plan – Adopted Plan, 1997.9Weymouth and Portland Borough Council, Weymouth andPortland Local Plan – Review Revised Deposit, May 2003.10West Dorset District Council, West Dorset District Local Plan –Adopted Plan, Nov 199811West Dorset District Council, West Dorset District Local Plan –Revised Deposit, March 2004.12Dorset County Council, The Local Transport Plan, July 2000, TheLocal Transport Plan – Annual Progress Reports, Aug 2001, July2002, July 2003 and July 2004; The Dorset (excluding South EastDorset) Provisional Local Transport Plan July 2005.13Dorset Strategic Partnership, Community Strategy for Dorset2004.14Weymouth and Portland Partnership, Weymouth and PortlandCommunity Plan at 2002 "Our Community – Our Future".15Government White Paper, “A New Deal for Transport”, 1998.16Bournemouth, Dorset and Poole Councils, Bournemouth, Dorsetand Poole Replacement Structure Plan, Jul 2004, Buro HappoldReview of Major Highway Schemes, CSPR12.17Weymouth and Portland Borough Council, Weymouth andPortland Local Plan – Review First Deposit, Jan 2001.Weymouth Relief Road - Environmental Statement 159

Chapter Eighteen – Sustainability AssessmentChapter EighteenSustainability AssessmentIntroduction18.1 The principle objectives of the Weymouth Relief RoadScheme are closely related to sustainability principles identified bylocal, regional and national government and are as follows:• To contribute to a more sustainable, more effective and safertransport system in accordance with integrated transportprinciples;• To improve and enhance the environment;• To improve access so that amenities may be better enjoyed byall;• To improve the quality of life for those living adjacent toexisting traffic congested roads; and• To safeguard and promote the economic well being of thearea.18.2 This Chapter provides a brief assessment of the WeymouthRelief Road against sustainability objectives identified in local policy.Legislation and Planning Policy ContextOverall Approach18.3 The idea of sustainable development arises from a series ofinternational agreements and various policies that the European andNational Governments have drawn up as a consequence. Thesenational policies are filtered down through regional and local policiesto provide more focused guidance on achieving sustainabledevelopment in Boroughs throughout the UK. Key environmentaland sustainable policies that have driven the development of theScheme and form the basis of this assessment are summarisedbelow, the policies detailed below are by no means exhaustive butare considered to contain the key sustainability themes. Furtherdetail on these policies is provided following the Summary at the endof this Chapter.National Policy18.4 At a national level the key policy documents are:• The UK Government’s Strategy for Sustainable Development:Securing the Future (2005)• Transport White Paper “A New Deal for Transport: Better forEveryone” (1998)• Planning Policy Guidance (PPG) and Planning PolicyStatements (PPS) in particular PPS 1: Delivering SustainableDevelopment and PPG 13: Transport.Information on these national policies is included following theSummary at the end of this Chapter.Regional Policy18.5 Key regional documents that contain policy relating tosustainable development include:• The regional sustainable development framework for theSouth West of England: A Sustainable Future for the SouthWest (2001)• Bournemouth, Poole and Dorset Structure Plan (2001) andthe replacement Structure Plan Deposit Plan (July 2004)Information on these regional policies is included following theSummary at the end of this Chapter.Local Policy18.6 Sustainability is a theme that runs through many of the localtransport and development policies. Dorset Agenda 21 is a policydedicated to pursuing sustainable development within Dorset andstates that:“…there must be social and economic development to meetpeople's needs, but that development should not overburdennatural systems or squander valuable natural resources. Inother words, there must be sustainable development to enableus to hand a better world on to the next generation”18.7 Dorset Agenda 21 has been set up as a charitableorganisation to pursue the aims defined in the regional sustainabledevelopment framework, within Dorset. This document identifiestwelve principles driving local sustainability, under three core aims;place, prosperity and people. These principles have been utilised toform the basis of the sustainability assessment below.Sustainability Assessment18.8 A brief assessment of the Weymouth Relief Road proposalshas been made against the sustainability principles identified inDorset Agenda 21 and this ispresented in Table 18.1 below.Resources should be used efficientlyand waste minimisedWeymouthReliefRoad–Environmental Statement 160

Chapter Eighteen – Sustainability AssessmentTable 18.1 Sustainability Assessment of the Weymouth Relief Road SchemeCoreAimPrincipleWeymouth Relief Road ComplianceYes Part No N/ACommentResource use is a consideration in construction and operation of this Scheme.PlaceResource Use: Resources should beused efficiently and waste minimisedThe earthworks associated with the Scheme have been designed such that there would be no excess spoil requiring disposal arising from excavations. The clay removedduring the construction of the Scheme would be used to restore and remediate Lodmoor North Landfill Site. Rock produced from the cutting of Southdown Ridge would beutilised in embankment construction. Further uses of recycled materials would be considered at a later stage when it is apparent what other road works are beingundertaken at that time in the vicinity of the Scheme.In order to minimise the impacts associated with construction waste it is recommended that the developer adheres to the Voluntary Code of Practice on Site WasteManagement Plans (DTI, 2004). The Code of Practice endorses the waste hierarchy, promotes legal compliance and provides guidance on best practice monitoring andreporting.The proposed Scheme is part of a wider strategy to promote sustainable transport use through the provision of a Park & Ride facility and improved public transportprovision. The Scheme itself contributes positively to the footpath, cycleway and bridleway network in the area. The Scheme promotes efficient resource use through theprovision of sustainable transport options.Pollution considerations include noise, air, water and land during construction and operation. Pollution may impact upon the health of the local population, sensitiveecosystems and wider climatic change.Construction: Standard good practise construction techniques would be applied to ensure pollution impacts during construction are kept to a minimum.Construction noise impacts would affect some properties in spite of rigorous controls (approximately 76 properties, predominately in the Littlemoor area while daytime worksare carried out in the vicinity and a few properties in Greenway Road/Close during night-time construction works on Manor Railway Bridge).Major earthworks (undertaken in two 6-month periods) have the potential to create dust. Residential areas within 100m of these construction works may experienceoccasional soiling. The pollution incidences would largely be controlled through appropriate mitigation and only under exceptional weather conditions (e.g. prolonged dry,windy weather) would pollution incidences occur.Operation: The changes in traffic flows would lead to a substantial improvement in air quality near to the existing A354 in Upwey and a slight improvement on King Street,Weymouth, where concentrations are currently highest. There would also be slight improvements in air quality near to Littlemoor Road (west of Littlemoor Roundabout) andthe A353 Preston Road. A moderate deterioration is expected at a few properties close to the Scheme, although concentrations at these locations would remain well belowthe air quality objectives. In total, 287 properties are likely to experience a deterioration in air quality, whereas 1006 would experience an improvement.PlacePollution: Pollution should belimited to such levels as to whichnatural systems can cope with themwithout irrecoverable damageThere are four key areas of interest with regard to noise and vibration impact on local people:• Greenway Road / Greenway Close (moderate adverse effect experienced at 65 properties)• Littlemoor corridor (large adverse effect experienced at 31 properties and moderate adverse effect at 161)• North of Icen Lane (large adverse effect experienced at 5 properties)• A354 Dorchester Road (significant reduction in noise levels at 466 properties, many of which would also experience a reduction in levels of air-borne vibration)In total, 2901 properties are expected to experience an increase in road traffic noise and 1275 properties a decrease (these figures are not attributed solely to the Schemebut also include traffic growth to 2025)There are also a number of sensitive areas that would experience an increase in noise levels due to the operation of the Scheme, including:• The nature conservation sites at Two Mile Coppice and Lorton Meadows• The Ecological Mitigation Area• Rights of way along Southdown Ridge, Bincombe Down and the RidgewaySuitable mitigation, including low noise road surfaces and noise absorbing barriers, has been identified to reduce these effects to a minimum.Under the Scheme proposal to construct a Park & Ride facility on Lodmoor North Landfill Site significant works would be undertaken to restore and remediate this site. Theremediation proposals make provision for specific engineering containment measures and the control and management of landfill leachate and landfill gas. The pollutionrisk to humans, surrounding land, surface and ground water resources would be significantly reduced through the remediation proposals.The scheme has been designedfromanearly stage to ensure that the water quality in the receiving waters or the associated ecosystems would not be adversely affected.The Scheme utilises a range of Sustainable Urban Drainage Systems (SUDS) to ensure water quality and quantity are maintained.WeymouthReliefRoad–Environmental Statement 161

Chapter Eighteen – Sustainability AssessmentCoreAimPrincipleWeymouth Relief Road ComplianceYes Part No N/ACommentThe Scheme has been designed to minimise the impacts upon the nature conservation interests of the area and hence runs parallel with the existing railway corridor to thewest of the valley. The Lodmoor/Lorton valley benefits from continuity of a wide range habitats and it is this important attribute that the Scheme strives to protect.A range of habitats would be lost due to the construction of the Scheme, including areas of ancient woodland, hedgerows, grassland, scrub and wetland. This loss ofhabitat and other indirect effects, such as disturbance, would impact on a variety of different fauna including birds and bats. A range of mitigation measures have beendeveloped to minimise the negative impacts on the biodiversity of this area (refer to Chapter 9: Ecology and Nature Conservation for full mitigation details).PlaceBiodiversity: The diversity ofnature should be valued andprotected.The core of the Mitigation Strategy would be to purchase an Ecological Mitigation Area and manage this area in perpetuity for nature conservation. The purchase of thisland, with appropriate planting and management, would compensate for the loss of grassland and woodland and would also reconnect more habitat to the Lodmoor/Lortonhabitat complex, protecting and enhancing this area for nature conservation.Approximately half the area of Lodmoor SSSI is currently in an unfavourable condition, largely due to leachate from the landfill site. This would be addressed during theconstruction of the Park and Ride scheme and should result in a gradual improvement in the quality of this important wildlife site. The potential for the Park and Ride todisturb fauna within Lodmoor SSSI would be minimised through appropriate embankment creation and scrub planting.It is considered that the mitigation proposed would balance the negative impacts of the Scheme and may, in the long term, enhance the diversity of the area.PlaceThe Built Environment: Weshould value and protect the diversityand local distinctiveness of the builtenvironment, and promotesustainability in development tocreate or enhance places, spacesand buildings.The Relief Road would reduce major traffic congestion within two Conservation Areas (Upwey and Broadway) containing numerous Listed Buildings. Traffic calmingschemes along Dorchester Road would be implemented in a way that is sympathetic to the original setting and appearance of these Areas.The enhancement of the setting and the physical protection of two Scheduled Monuments (DO205 and DO236) is proposed as part of the Scheme. The long-termpreservation of these monuments would be ensured by the acquisition of the land on which the monuments stand. The monuments would be removed from arablecultivation/improved pastureland and the silage clamp adjacent to DO205 would be relocated. A programme of sympathetic land management and public interpretationwould also be implemented.ProsperityLocal Economy: Where possible,goods and services required by thelocal population are met locally.A reduction in traffic flows near residential areas, schools and community facilities on the existing A354 and A353 approach roads to Weymouth may encourage residents tosource goods locally as local trips become easier on foot and using more sustainable transport modes.PeopleBasic Needs: Everyone shouldhave access to good food, water,shelter, and fuel at a reasonablecost.Rewarding and Beneficial Work:Everyone should have theopportunity to undertake satisfyingwork where they are valued, within adiverse economy.Education and Training: Everyoneshould have access to the skills,knowledge and information neededto enable them to play a full part insociety.This is outside the reasonable scope of the proposed Scheme.Improved access into and out of Weymouth would release constraints on the delivery and distribution of goods and services, and encourage new businesses and theexpansion of existing businesses. This could potentially lead to additional job opportunities and a diversification of the economy.PeopleThe improved access into Weymouth may encourage residents from outlying towns and villages to utilise education facilities such as adult education courses, providedwithin Weymouth.WeymouthReliefRoad–Environmental Statement 162

Chapter Eighteen – Sustainability AssessmentCoreAimPrincipleWeymouth Relief Road ComplianceYes Part No N/ACommentTraffic can have a negative impact on people’s health including worsening existing respiratory disorders, increasing stress due to time spent in traffic jams, annoyance dueto road traffic noise levels and injury or fatality due to accidents.Health: The health of individualsshould be protected by creating safe,clean and positive environments, anda health service that emphasisesprevention, as well as care for thesick.The route of the Relief Road removes a significant amount of vehicles from populated areas which may potentially result in a reduction in the associated negative healtheffects. Where the route of the new Relief Road passes through communities, consideration will be given to the control of noise levels and adequate safe, crossing facilitieswill be provided. In addition, the Relief Road should relieve stress associated with congestion and provide a safer route (through improved visibility and signage) thancurrently exists.The Relief Road would improve levels of noise and air pollution at those properties located along the currently congested route into Weymouth. However, there would be acorresponding negative impact on noise and air pollution levels at a number of properties along the proposed Scheme alignment. In the case of noise, more propertieswould experience negative impacts than improvements (although this is a generalised statement that does not take into account changes in noise level or absolute noiselevels), whereas in the case of air pollution, more properties would see improvements than negative impacts. It is difficult to determine precisely how the absolute changes inair quality and noise levels would affect the health of the local community.Local health may benefit as people utilise the improved footpath, cycleway and bridleway networks.Overall, the Scheme is considered to have a positive impact on the local population’s health.Access to Community, Culture,Leisure and RecreationFacilities: Everyone should haveaccess to community and leisurefacilities, public services, goods andother people, with minimal effect onthe environment. Access should notbelimitedtothosewithcarsonly.Crime and Prevention: Peopleshould be able to live without fear ofpersonal violence from crime orpersecution because of theirpersonal beliefs, race, gender orsexuality.The Scheme would result in a vast improvement to the footpath, cycleway and bridleway network and reduce severance within a number of local communities, therebyimproving access to community and leisure facilities etc. Severance within communities through which the Relief Road passes would be minimised through the provision ofadequate safe, crossing facilities.This is outside the reasonable scope of the proposed Scheme.PeopleExtensive community consultation has been undertaken at various stages of the Weymouth Relief Road proposals (both on the current alignment andprevious proposals).Democracy: All sections of thecommunity should feel they are ableto participate fully in the decisionmakingprocess.1991: Public consultation undertaken on the original three route options (Brown, Orange and Purple).1994: Consultation in the form of a public exhibition on Brown Route Planning application1995/6: Public consultation on Brown Route Statutory Orders (Compulsory Purchase Order and Side Roads Order) resulting in a public inquiry.1999/00: Public consultation on Provisional Transport Plan with a dual carriageway Weymouth Relief Road forming part of the integrated strategy. 6months of intensive consultation was undertaken involving local people, businesses, transport operators, users, District & Borough authorities, Town &Parish councils, adjacent Highways Authorities and environmental organisations. As well as consultation on the overall Plan, the urban area of Weymouth,Portland and Chickerell was subject to more detailed surveys in the form of a questionnaire.1999/00: Consultation leaflets delivered and meetings held on the Weymouth and Portland Local Plan Review.2001: Further negotiations and consultations following the publication of the First Deposit Local Plan.2003: Public exhibition held on Revised Deposit Local Plan, plans of the Weymouth Relief Road were on display with representatives from Dorset CountyCouncil on hand to answer questions.2003/4: A number of meetings with pedestrian, equestrian and cycling groups were held to discuss the current Scheme proposals2005: Exhibitions planned in several locations throughout Weymouth for 2 weeks in September to inform the public about the Scheme.TOTAL 9 1 0 2WeymouthReliefRoad–Environmental Statement 163

Chapter Eighteen – Sustainability AssessmentSummary18.9 The Weymouth Relief Road has been assessed as anindividual project, but in reality the Relief Road is one element of anintegrated transport strategy for Weymouth and the surroundingregion. The overall sustainability of the proposals will be enhancedthrough the delivery of the remaining elements of the transportstrategy including provision of fast efficient bus routes intoWeymouth utilising the currently congested A354 and A353.18.10 The overall sustainability performance of the WeymouthRelief Road is good and fully complies with all but one of the relevantlocal sustainability principles.18.11 The Relief Road achieves only partial compliance under the‘Pollution’ category, although this is not unexpected due to the scaleof the Scheme. The Scheme positively contributes to aspects ofland and water pollution as well as noise and air pollution along themost congested sections of the A354. The alignment of the Schemepasses close to a number of small communities and areas of natureconservation value. At present these areas experience low trafficlevels and will experience a loss of tranquillity and a slight reductionin air quality under the Relief Road proposals. Mitigation measureshave been developed to minimise these negative impacts as far aspossible, but unfortunately some areas will still be subject toincreased noise and air pollution.18.12 The Scheme supports sustainability objectives in a range ofareas including; resource use, biodiversity, built environment, localeconomy, work, education, health, access and democracy.WeymouthReliefRoad–Environmental Statement 164

Chapter Eighteen – Sustainability Assessment18.13 Details of Key Environmental and Sustainable PoliciesNational PolicySecuring the Future (2005)The UK Government’s new strategy for sustainable development, Securing theFuture, launched in 2005, sets out the overall strategy by which the UK will achieveits sustainability goal, “to enable all people throughout the world to satisfy theirbasic needs and enjoy a better quality of life, without compromising the quality of lifeof future generations.”Five guiding principles that will form the basis for policies within the UK have beenagreed between the UK Government, Scottish Executive, Welsh AssemblyGovernment and the Northern Ireland Administration. These are:• Living Within Environmental Limits: Respecting the limits of the planet’senvironment, resources and biodiversity – to improve our environment andensure that the natural resources needed for life are unimpaired and remain sofor future generations.• Ensuring a Strong, Healthy and Just Society: Meeting the diverse needs of allpeople in existing and future communities, promoting personal wellbeing,social cohesion and inclusion, and creating equal opportunity for all.• Achieving a Sustainable Economy: Building a strong, stable and sustainableeconomy which provides prosperity and opportunities for all, and in whichenvironmental and social costs fall on those who impose them (polluter pays),and efficient resource use is incentivised.• Promoting Good Governance: Actively promoting effective, participativesystems of governance in all levels of society – engaging people’s creativity,energy, and diversity.• Using Sound Science Responsibly: Ensuring policy is developed andimplemented on the basis of strong scientific evidence, whilst taking intoaccount scientific uncertainty (through the precautionary principle) as well aspublic attitudes and values.In order to be sustainable, a policy must respect all five of these principles, althoughit is recognised that some policies, while underpinned by all five principles, will placemore emphasis on certain principles than others. Any trade-offs should be made inan explicit and transparent way.A New Deal for Transport: Better for EveryoneThere are also a number of sustainable development aspects of the Transport WhitePaper “A New Deal for Transport: Better for Everyone” (1998). The White Paperidentifies that the UK needs a modern transport system which supports theGovernment’s policies for more jobs and a strong economy, which helps increaseprosperity and tackles social exclusion. The Paper recognises the importance ofimproving public transport provision and reducing dependency on the car, as aresult improving integration, and reducing the problems of congestion and pollution.Planning Policy Statement 1: Delivering Sustainable DevelopmentPPS1 sets out the Government's overarching planning policies on the delivery ofsustainable development through the planning system. This PPS replaces PlanningPolicy Guidance Note 1, General Policies and Principles, published in February1997. Key objectives for the planning system stem from sustainable developmentprinciples set out in the 1997 Strategy referred to above.Planning should facilitate and promote sustainable and inclusive patterns of urbanand rural development by:• Making suitable land available for development in line with economic, socialand environmental objectives to improve people’s quality of life;• Contributing to sustainable economic development;• Protecting and enhancing the natural and historic environment, the qualityand character of the countryside, and existing communities;• Ensuring high quality development through good and inclusive design andthe efficient use of resources; and• Ensuring that development supports existing communities and contributesto the creation of safe, sustainable, liveable and mixed communities withgood access to jobs and key services for all members of the community.Planning Policy Guidance 13: TransportPPG13 was issued in March 2001. Paragraph 3 states that: “Land use planninghas a role in delivering the Government’s integrated transport strategy. By shapingthe pattern of development and influencing the location, scale, density, design andmix of land uses, planning can help reduce the need to travel, reduce the length ofjourneys and make it safer and easier for people to access…services by publictransport, walking and cycling.”Paragraph 4 outlines the key aims of PPG13: “The objectives of this guidance areto integrate planning and transport at the national, regional and local level to:• Promote more sustainable transport choices for both people and for movingfreight;• Promote accessibility to jobs, shopping, leisure facilities and services bypublic transport; walking and cycling;• Reduce the need to travel, especially by car.”PPG13 is intended to help meet the commitments in the Government strategy forsustainable development and reduce the overall environmental impact of transport.Regional PolicyThe Regional Sustainable Development Framework for the South West ofEngland: “A Sustainable Future for the South West”The identified vision for the South West region as stated within the Framework is asfollows:“The South West must remain a region with a beautiful and diverse environment. Byworking together, applying the principles of sustainability we can achieve lastingeconomic prosperity and social justice, whilst protecting that environment. Thisapproach will secure a higher quality of life now and for future generations.”To work towards this vision a number of principles have been identified:• The region continues to support a diverse and thriving economy• Demand on the regions natural resources are managed so they are usedas efficiently as possible• Everyone in the region has access to satisfying and fairly paid work andunpaid work is valued• The region's biodiversity and landscape are properly valued, conservedand enhanced• Wherever possible, local needs are met locally to support local economies• The region's waste is minimised, and, wherever possible, eliminated• The region offers everyone access to lifelong learning, trainingopportunities, skills and knowledge• Everyone is able to live without fear of crime or persecution• The region meets everyone's basic needs for healthy food, clean water,affordable housing and efficient energy• The region's diversity and local distinctiveness are valued, protected andcelebrated• Access to basic services like education, health, social care and policing isavailable to everyone• Opportunities for culture, leisure and recreation are provided widelythroughout the region• The region promotes everyone's physical and mental well-being• All sections of the community are empowered to participate in decisionmaking• The region's pollution is limited to levels which do not damage naturalsystemsThese principles support fifteen identified themes and associated objectives. Thefifteen themes cover a range of economic, social and environmental issues for theregion.Replacement Bournemouth, Dorset and Poole Structure Plan (July 2004)The Draft Structure Plan has sustainability at its heart. The Plan seeks to achieve abalance between meeting social, economic and transportation needs andconserving the environment (including the prudent use of resources). The Planstates that:“Sustainability does not mean eliminating growth, but recognises theinterdependence of environment and development. There is a balance to be struckin mitigating the potential negative environmental consequences of economicdevelopment while recognising that environmental degradation can dampen orreverse such development.”The Plan identifies a set of seven visions with thirteen supporting objectives. Theobjectives of the Plan are the first steps towards the realisation of the Plan’s vision.To ensure that the objectives accord with the principle of sustainable development,reference was made to the objectives of the Sustainable Development Frameworkfor the South West. The visions and supporting objectives are stated below:• Dorset will be a place where, in both the urban and rural areas, developmenthappens in a sustainable manner:To create sustainable patterns of development.To secure/reinstate the necessary infrastructure to support a moresustainable economy and make economic and social opportunitiesaccessible to all residents. To support the reduction, re-use and recovery of waste and promoteprudent use of waste resources.• The unique quality, beauty and diversity of the natural and built environment areenhanced:To ensure Dorset remains an area of diverse and distinctive natural,historic, architectural and landscape quality, to be conserved andenhanced. To promote the conservation and sustainable economic potential ofDorset’s coast and marine environment.• There will be more high wage, high skill and permanent jobs accessible to itsresidents:To encourage the creation of new businesses (including those requiringhigh skills and those serving the social economy), the retention and growthof existing businesses within Dorset and the attraction of inward investmentwhereitwillcontributetoahighskilleconomy. To promote sustainable local production of high quality food and drink, andto increase its consumption locally. To support the promotion of tourism that is economically andenvironmentally sustainable, has the support of local communities andprovides well paid and stable employment for Dorset’s residents.• People’s educational opportunities are improved:To support access by all to opportunities for lifelong learning anddevelopment of all skills that are valued by the community and employers,will contribute to a high skill economy and will help individuals achieve theirfull potential.Affordable housing is available to meet the needs of residents and theeconomy:To provide a mixture of housing, which strengthens local distinctiveness,meets local needs, and is in sufficient quantities and sustainable locationsto support the development of strong local communities and to promoteeconomic prosperity.• Community life is fostered: To enable the forging of strong, inclusive and safe communities.• People’s safety and health are improved: To reduce social exclusion by encouraging the provision and maintenanceof, and improved access to, housing, well paid employment, communityhealth, leisure and cultural facilities, activities and assets within a safe,unpolluted environment.To reduce the risk of flooding to people and places.WeymouthReliefRoad–Environmental Statement 165

GlossaryGlossaryAADTAnnual Average Daily Traffic flows.Accommodation BridgeA bridge designed to carrying vehicles used for access only e.g.farm or private accesses. It could also be used by rights of way orother paths.Agricultural Land ClassificationMinistry of Agriculture classification of land into five gradesaccording to the degree to which its inherent physicalcharacteristics impose long term limitation on agricultural use.Grade 1, 2 and 3a comprise top quality farmland and the best andmost versatile farmland is found in these categories.ALLIArea of Local Landscape InterestAmbient noise level - The level of noise in an area before thechange produced by the scheme under consideration has takenplace. It may include noise from a variety of sources includingtraffic, aircraft, trains, farm machinery, birdsong, rustling leaves,etc.AODAbove Ordnance DatumAONBArea of Outstanding Natural Beauty designated by TheCountryside Agency.BiodiversityThe range of plants and animals present in an area.CAThe Countryside AgencyCOBAA Cost Benefit Analysis computer programme used to evaluate thesavings from reduced numbers of road accidents.Conservation AreaAn area of special architectural or historic interest, the character orappearance of which it is desirable to preserve or enhance,designated by virtue of Section 277 of the 1971 Town and CountryPlanning Act.CPOCompulsory Purchase OrderCrawler Lane (also Climbing Lane)An extra traffic lane provided on hills to allow the overtaking ofslow vehicles.Cumulative EffectThe effect on the receptor generated by the proposeddevelopment in combination with other effects, such asinteractions between different effects.dB (decibel) - The magnitude of sound is described by its soundpressure level, expressed in decibels. Sound pressure level is alogarithmic scale derived from the ratio of the pressure due to thepassage of a sound wave and a small reference pressure. Theresult is a convenient range of values, typically from 0 dB(approximately equivalent to a normal person’s threshold ofhearing) to 120 dB (the onset of pain).In between these two extremes, 20 - 30dB is about the level of aquiet bedroom at night, 30 dB is about the level of a soft whisper,40 dB(A) - in the middle of a wood with no sound but rustlingleaves, 50 dB(A) - in a living room with a radio playing in thebackground, 60 dB(A) - ordinary conversation, 70 dB(A) - a busystreet, 80 - 90 dB(A) standing next to a dual carriageway (voicehas to be raised to make oneself heard), 90 - 100 dB(A) electriclawnmower.The human ear responds to continuous sound sources in broadlythe following way:• A 1 dB increase is the smallest audible change in level. Itwould be noticed only if the two sounds were presented inquick succession.• A 3 dB increase is the smallest audible change which couldbe detected over a period of time.• A 5 dB change is easily perceptible• A 10 dB increase represents a doubling in loudness to theear.dB(A) - The human ear can detect sounds in the range from20 Hz to 20,000 Hz but doesn’t hear all frequencies equally well.It has evolved to hear frequencies which equate to the humanvoice best. The A-weighting adapts the decibel scale to givecomparatively more importance to this mid part of the soundfrequency spectrum. i.e. it mimics the response of the human earto sounds, including traffic and other sources of environmentalnoise.The A-weighted decibel or dB(A) can then be used to rate humanreaction to such these noise sources. It has been found to giveone of the best correlations with perceived noisiness.DCCDorset County CouncilDECDorset Engineering Consultancy.DEFRADepartment of the Environment, Food and Rural AffairsDERCDorset Environmental Records CentreWeymouth Relief Road – Environmental Statement 166

GlossaryDMRBThe Design Manual for Roads and Bridges. A manual whichcovers the standards, advice and guidance regarding the design,assessment and operation of trunk roads.Do Minimum SchemeThe Do Minimum Scheme includes small scale, low cost alreadycommitted works to the highway network but does not include theRelief Road.Do Something SchemeThe Do Something Scheme includes the Relief Road and smallscale, low cost already committed works to the highway network.Direct ImpactA positive or negative effect that would occur directly as a result ofthe proposed development.DWTDorset Wildlife TrustEAEnvironment AgencyEMAThe proposed Ecological Mitigation Area in the Lorton Valley.EHEnglish HeritageENEnglish NatureEIAEnvironmental Impact Assessment (also known as EnvironmentalAssessment) EIA is the process of identifying the futureconsequences of a proposed action and presents strategies tomitigate against negative impacts. It is a formal procedurerequiring applications for development.EITEnvironmental Impact Tables which show the main impacts of theRelief Road Scheme compared with the Do Minimum Scheme andrelates to the forecast future conditions in the area.ESEnvironmental Statement.Geophysical SurveyA survey undertaken to analyse subsurface geological features bymeasuring changes in signals of electrical conductivity, magnetics,resistivity or gravity for example.GOSWGovernment Office of the South WestHard StripA 1.0m wide extra strip of tarmac outside the white line at the edgeof a carriageway.HERHistoric Environment RecordHigh GrowthThe high growth traffic flow scenario is based on optimisticeconomic growth, national census data and local planning data.HGV’sHeavy Goods VehiclesIndirect ImpactAn effect not directly impacted on the receptorITSIntegrated Transport StrategyLCALandscape Character AreaLeachate AnalysisTests to access the rate or concentrations at which contaminantsleach out of soil for example.Listed BuildingsA building of special architectural or historical interest which is in alist created under the Planning (Listed Buildings and ConservationAreas) Act 1990.Local PlanA statutory local level planning document, which applies detailedplanning policies to an area for which the approved Structure Planprovides the strategic framework.Low GrowthThe low growth traffic flow scenario is based on pessimisticeconomic growth, national census data and local planning data.LNRLocal Nature ReserveLTPLocal Transport PlanMitigationMeasures to alleviate or reduce the impact of an effect e.g. noiseNRBONon Road-building OptionODOrdinance DatumOverbridgeA bridge carrying a minor road or path over the Relief RoadPandRPark and Ride facilityPermissive PathA path which the public can use with the landowner’s permissionbut which is not maintained by the County Council and is notrecorded on the Definitive Map. The landowner may withdraw hispermission at any time.PPGPlanning Policy Guidance (Notes).PPSPlanning Policy StatementRat-RunUnsuitable minor roads used by traffic trying to avoid congestionelsewhere on the road network.ReceptorThe entity (human or ecosystem) that is vulnerable to the effects,either positive or negative, of an impact.RPGRegional Planning Guidance (Notes).Right of WayA path over which the public have certain rights to pass and whichis recorded on the Rights of Way Definitive Map.RIGSRegionally Important Geological (or Geomorphological) Site. Sitesidentified as being of County importance for their earth scienceinterest. These non-statutory sites are defined by the Dorset RIGSGroup.RSPBRoyal Society for the Protection of BirdsRSSRegional Spatial Strategy. A regional level document to replaceRegional Planning Guidance.Saturn ModelA computer model used to predict the effects of changes to atraffic network. (Simulation and Assignment of Traffic in UrbanRoad Networks).Weymouth Relief Road – Environmental Statement 167

GlossarySecondary EffectAn effect arising as a consequence of another effect.Scheduled Ancient MonumentsA Schedule of Monuments has been maintained since 1882. TheAncient Monuments and Archaeological Areas Act 1979 supportsancient monument consent.SNCISite of Nature Conservation Interest. Sites identified as being ofCounty importance for nature conservation. Non-statutory sitesdefined by the Dorset Wildlife Trust.SROSide Roads OrderSWCPSouth West Coast Path National TrialSSSISite of Special Scientific Interest. Sites identified by English Natureunder Section 28 of the Wildlife and Countryside Act 1981 as ofNational Importance on account of their flora, fauna, geologicaland/or physiological features.A bridge allowing a minor road or path to pass under the ReliefRoad.UnderpassA bridge allowing only a right of way or other path to pass underthe Relief Road.VR ModelA computer-based Virtual Reality Model showing the Schemesuperimposed into the local landscape.WDDCWest Dorset District CouncilWPBCWeymouth and Portland Borough CouncilWPCITSWeymouth, Portland and Chickerell Integrated Transport StrategyWRRWeymouth Relief RoadvpdVehicles per dayStatutory UndertakersGas, Telephone, Water, Electric etc utility companies.SustainabilityImproving the quality of life for all without damaging theenvironment or the ability of future generations to meet their ownneeds.TAGTransport Analysis GuidanceTCATownscape Character AreaTMCTwo Mile CoppiceTraffic CalmingTraffic management measures on a road to reduce vehiclespeeds, often with additional measures to improve publictransport, cycling and walking facilities, and the generalappearance and amenity of the road or street.TUBATransport User Benefit Appraisal. A scheme economic evaluationcomputer programme.UnderbridgeWeymouth Relief Road – Environmental Statement 168

www.dorsetforyou.comImproving the quality of life for people on Dorset, now and for the futureDorset Engineering ConsultancyPullman Court, Station ApproachWeymouth Avenue, Dorchester, Dorchester, DT1 1GATelephone: 01305 225300