Description of main environmental impacts and proposed mitigation

Air quality

During the construction phase, activities undertaken on site could potentially have some minor localised and short-term air quality impacts in proximity to the works. The construction phase will, for example, require a range of ancillary plant, vehicles, and non-road mobile machinery (NRMM) which will contribute to local dust and air pollutants. The main sources are likely to be dust generated by cold milling in preparation of carriageway resurfacing/reconstruction, as well as exhaust emissions from ancillary plant and vehicles. As a result, there is potential for impacts to local air quality.

However, considering the nature and duration of the scheme, along with implementation of mitigation detailed below, the proposed works’ impacts on local air quality levels during the construction period are assessed to be temporary, minor adverse in magnitude.

Upon completion of the works, no residual air quality impacts are anticipated.

Air quality mitigation measures:

Careful consideration will be given to the siting and orientation of ancillary plant, vehicles, and NRMM, so that it is located, as far as is possible, away from receptors. Activities which have the potential to produce air pollution (e.g., cutting and grinding of materials) will also, if possible, be undertaken away from any surrounding properties.
A water-assisted dust sweeper will sweep the carriageway after dust-generating activities, and waste will be contained and removed from site as soon as is practicable.
Materials that have a potential to produce dust will be removed from site as soon as possible, and vehicles that remove cold-milled material from site will have sheeted covers.
Ancillary plant, vehicles and NRMM will have been regularly maintained, paying attention to the integrity of exhaust systems.
Ancillary plant, vehicles and NRMM will be switched off when stationary to prevent exhaust emissions (e.g., there will be no idling vehicles).
Where practicable, if powered generators are required, the use of mains electricity ancillary plant will be considered in place of diesel or petrol alternatives.
Cutting, grinding, and sawing equipment (if required) will be fitted or used in conjunction with suitable dust suppression techniques e.g., local exhaust ventilation system that fits directly onto tools.
Regular monitoring (e.g., by engineer or Clerk of Works) will take place when activities that have the potential to impact local air quality are occurring. In the unlikely event that unacceptable dust or exhaust emissions are emanating from the site, the operation will, where practicable, be modified and re-checked to verify that the corrective action has been effective. Actions to be considered include: (a) minimizing cutting and grinding on-site, (b) reducing the operating hours, (c) changing the method of working, etc.

Cultural heritage

The scheme extents are located partially within the Fala Flow Conservation Area, and within 10m of Blackshiels Inn (LB7441), a Category B LB, which is separated from the scheme extents by only a footpath and grass verge. However, the works are restricted to the A68 carriageway, consisting of like-for-like replacement of the carriageway surface. As such, the likelihood of potential impacts to these cultural heritage features is considered low. Nevertheless, best practice mitigation measures will be implemented to minimise impacts.

Given the nature of the scheme, and with the implementation of mitigation detailed below, the proposed works’ impacts on cultural heritage during the construction period are assessed to be temporary, negligible adverse in magnitude.

Upon completion of the works, no residual impacts on cultural heritage are anticipated.

Cultural heritage mitigation measures:

Site operatives will be made aware of the location and sensitivity of the ‘Blackshiels Inn’ LB.
Site operatives will be made aware of the location and sensitivity of the Fala Flow Conservation Area.
People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made / engineered ground (as much as is reasonably practicable). Where access outwith made / engineered ground is required for the safe and effective completion of the scheme, the area will be reduced as much as is possible and ideally will be accessed on foot.
If a change to the construction programme onsite is required that necessitates vegetation clearance or earthworks, BEAR Scotland’s Environmental Team will be contact prior to undertaking these activities.

Landscape and visual effects

During construction, there will be a short-term impact on the landscape character and visual amenity of the site as a result of the presence of construction plant, vehicles, and TM. However, people, ancillary plant, vehicles, NRMM and materials are restricted to areas of made/engineered ground on the A68, and construction works are programmed to be undertaken at night (eight nights). As such, the visual impact of the works will be somewhat reduced.

Considering the nature, duration, size, and scale of the scheme, and with implementation of mitigation detailed below, impacts on landscape and visual effects are assessed as temporary, negligible adverse in magnitude.

Upon completion of the works, no residual impacts on landscape and visual effects are anticipated e.g., when complete the visual appearance will remain largely unaffected, with a renewed road surface being the only discernible change.

Landscape and visual effects mitigation measures:

The site will be monitored regularly for signs of litter and other potential contaminants, and litter will be removed before and after works take place.
The site will be left clean and tidy following construction.
Where possible, construction vehicles will not be left in places where soil or vegetation can be damaged. If damage to road verge occurs it will be lightly cultivated or graded (upon completion of the works) to allow natural recolonization by local species and promote integration with existing landscape character.

Biodiversity

The scheme is located within 2km of, and within the buffer zones of some qualifying features of, European Sites, as such a Habitats Regulations Appraisal (HRA) was undertaken. Given that the scheme is not located upstream of designated sites, the distance separating the scheme from the designated sites, coupled with the nature and duration of the works, and restriction to the A68 carriageway, the HRA determined no likely significant effects (LSE) on the qualifying features of the designated sites.

A temporary short-term increase in noise levels may cause disturbance to local wildlife if present in the vicinity of the works. However, the works will be undertaken on a rolling programme over a period of eight nights and will be restricted to the A68 carriageway limiting the potential for impacts in any one area. Providing the mitigation measures detailed below are adhered to the risk is considered to be low.

Rosebay willowherb, an invasive native perennial (as listed in the NMC), was noted as present within the verges surrounding the scheme. However, all works will be restricted to resurfacing and reconstruction of the existing A68 carriageway, as such, providing the mitigation detailed below is adhered to there is limited potential to spread or introduce INNS, invasive native perennials, or injurious flowering plant species.

Considering the nature, duration, size, and scale of the scheme, and with implementation of mitigation detailed above, the proposed works’ impacts on biodiversity throughout the construction period are therefore assessed to be temporary, minor adverse in magnitude.

Upon completion of the works, no residual impacts are anticipated in relation to biodiversity.

Biodiversity mitigation measures:

Given the presence of rosebay willowherb (an invasive native perennial), within the scheme extents, Toolbox Talk TTN-009 ‘Working with Injurious Weeds & Invasive Plants’, will be briefed prior to works commencing.
Given the records of a protected species within the scheme extents, Toolbox Talk TTN-139 ‘Protected Species’ will be briefed to all staff prior to the commencement of works.
Where possible, artificial lighting used during night works will be sufficiently screened and aligned so as to ensure that there is no direct illumination of neighbouring habitat (e.g., locations adjacent to tree shelterbelt, woodland, Cakemuir Burn etc.) to ensure minimal impact on nocturnal species.
The works are not permitted to disturb or destroy any active birds’ nests. If an active bird’s nest is identified onsite that will be impacted by works, BEAR Scotland’s Environmental Team will be contacted.
All site workers will have received adequate training relevant to their role prior to working on the site, including specific environmental inductions and ‘toolbox talks’ as required.
Site personnel will remain vigilant for protected species and will not approach or touch any animals seen on site. Any sightings of protected species will be reported to BEAR’s Environmental Team. Should a protected species be encountered or move within 50m of the active works, works will be temporarily halted until the animal(s) move at least 50m away from the construction site, or until BEAR’s Environmental Team can provide advice.
The Contractor will employ ‘soft start’ techniques for all noisy activity to avoid sudden and unexpected disturbance during works. Each time the activity is started up after a period of inactivity, the noise levels will be gradually increased over a period of 30 minutes to permit animals (including birds) to move away from the disturbance.
All equipment stored onsite, if necessary, will be checked at the start of each workday to ensure mammal species are not present. Any storage containers/plant within the compound will also be secured overnight to prevent exploration by mammal species. Any areas where an animal could become trapped (e.g., storage containers) will also be covered at the end of each working day.
People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made/engineered ground (as much as is reasonably practicable). If during works unforeseen access to the surrounding environment is required, works will cease in this area and BEAR Scotland’s Environmental Team will be contacted to allow consideration of potential environmental effects.
BEAR Scotland’s Environmental Team will be contacted to allow consideration of potential environmental effects if:
unforeseen site clearance is required,
unplanned works are be undertaken out with the carriageway boundary,
there is any deviation from the agreed plan, programme and/or method of working,
nesting birds are found onsite.
BEAR Scotland’s Control Room will be contacted if there is a pollution incident.

Material assets and waste

Minimising impacts arising from construction materials are focussed upon making the most efficient use of materials onsite to reduce the need for imported primary materials and minimise the creation and disposal of waste through (i) reduction, (ii) re-use, and (iii) recycling. Potential impacts have been assessed for both the construction and operational phases of this scheme. It is anticipated that most material impacts are likely to arise during construction, though long-term residual impacts could occur post construction during the operational phase e.g., during the disposal of materials arising from routine maintenance operations.

However, the detailed design will reduce the requirements for primary materials e.g., the carriageway surfacing, and subbase will be carefully considered to minimise the requirements for importing primary material. Materials will also be derived from recycled, secondary, or re-used origin as far as practicable within the design specifications to reduce natural resource depletion. Specifying TS2010 surface course also allows a wider array of aggregate sources to be considered when compared to typical stone mastic asphalt (SMA). As a result, the use of TS2010 should reduce the usage of imported aggregates and increase the use of a wider range of sustainable aggregate sources. The design life for the TS2010 surfacing is also estimated to be 20 years. The enhanced durability of TS2010 therefore reduces reoccurring routine maintenance and associated levels of traffic disruption to this section of road over the period.

Considering the nature, duration, size, and scale of the scheme, and with implementation of the mitigation detailed below, the proposed works’ impacts on material assets and waste throughout the construction period are therefore assessed to be temporary, negligible adverse in magnitude. Upon completion of the works, no residual impacts are anticipated on materials or waste.

Material assets and waste mitigation measures:

The waste hierarchy (Reduce, Reuse, Recycle and Dispose) will be employed throughout the construction works.
A SWMP will be completed by the Designer and Contractor as required. The SWMP will provide details of the following:
The quantity and type of waste that will be produced.
How waste will be minimised, reused, recycled, recovered, or otherwise diverted from landfill.
How materials that cannot be reused, recycled, or recovered will be removed from site and consigned, transported and disposed of in full accordance with all relevant UK legislation.
Good materials management methods (e.g., ‘just-in-time’ delivery) will be implemented wherever possible.
The Contractor will comply with all ‘Duty of Care’ requirements, ensuring that any surplus materials or waste are stored, transported, treated, used, and disposed of safely without endangering human health or harming the environment. Waste transfer notes and/or waste exemption certificates (if required) will also be completed and retained.
The Contractor is responsible for the recycling / disposal of non-hazardous road planings and will operate in line with the SEPA’s Environmental Authorisations (Scotland) Regulations (EASR) 2025 Regulatory Position Statement - Low Risk Waste Activities WAS-PS-07.
For removal of coal tar contaminated planings the following will be undertaken:
Coal tar contaminated road planings will be classified as Special Waste.
Special waste consignment notes (SWCN) will be obtained from SEPA to allow the movement of the contaminated planings.
All waste will be appropriately segregated, with coal tar contaminated planings being kept separate from uncontaminated planings.
Coal tar contaminated road planings will be transported by a registered waste carrier to an appropriate waste recovery facility and accompanied by a SEPA-issued consignment note or code. The approx. 143 tonnes being disposed of will be sent to a facility that holds suitable EASR Permits. Copies of consignment notes will be retained for a period of three years
SEPA will be notified at least 72 hours before (and no longer than one month before) Special Waste leaving site.
Waste will be transported in a safe and secure manner to prevent the release of contaminated material en-route.
Designated areas will be identified within which all materials and personnel, including construction compounds, where necessary, will be contained to limit environmental disturbance during construction works. This will include a designated area (if required) for segregation and reuse of waste materials.
The selection of areas for materials stockpiling will avoid sensitive locations such as road drainage. Stockpiled materials with leachate potential, for example, will be stored away from road drainage to prevent cross-contamination with other materials, wastes, or groundwater.
Materials will be stored with the appropriate security to prevent loss, theft, or vandalism.
All temporary road signs and traffic cones will be removed from site on completion of works.
Wastewater from welfare facilities (if required) will be subject to effluent treatment followed by tanker removal.
If hazardous substances are used onsite, each substance will be subject to assessment under the Control of Substances Hazardous to Health (COSHH) Regulations 2002. Hazardous substances will also be clearly labelled, and disposed of, in line with relevant waste regulations. Special waste will also not be mixed with general waste and/or other recyclables.

Noise and vibration

Activities undertaken on site could potentially have some localised and short-term noise impacts in proximity to the works. The road works will, for example, require a range of ancillary plant, vehicles and NRMM for cold milling in preparation for carriageway resurfacing and reconstruction. Noise will also be generated by using breakers (jackhammers), chipping hammers, and rollers, etc. As a result, there is potential for noise and vibration effects to residential properties within the local area, the closest of which is located <5m northeast of the scheme extents.

However, the works are not located within a CQA, and works will also be completed over eight nights, with the aim being to complete the noisiest works by 23:00. In addition, the proximity of road space suggests that local residents have a degree of tolerance to noise and disturbance.

The road surface is in a poor condition, with a series of defects. Replacing the life-expired surface course with TS2010 road surfacing affords the benefits of a reduction in mid-to-high frequency traffic noise and a reduction in the ground vibrations. As a result, upon completion of the work, noise associated with the movement of vehicles on the trunk road should decrease post-construction.

Considering the likely sources of noise and vibration, with the nature, duration, size, and scale of the scheme, and with implementation of the mitigation detailed below, it is unlikely that noise and vibration associated with the works will lead to significant impacts, disruption and/or complaints. The proposed scheme is therefore anticipated to result in temporary, minor adverse noise impacts.

Noise and vibration mitigation measures:

Wherever possible, careful consideration will be given to the siting and orientation of particularly noisy items of NRMM so that they are located away from surrounding properties. Activities which have the potential to produce excessive noise e.g., cutting and grinding of materials will also, if possible, be undertaken away from surrounding properties.
The local authority environmental health department will be notified of nighttime working by BEAR Scotland’s design engineer.
Where possible, the noisiest work operations (e.g., cold milling, using breakers (jackhammers), chipping hammers, use of rollers, etc.) will be completed before 23:00.
If unacceptable noise is emanating from the site the operation will, where possible, be modified and re-checked to verify that the corrective action has been effective. Actions to be considered include (a) minimizing cutting and grinding on-site, (b) reducing the operating hours, (c) repositioning equipment, (d) changing the method of working etc. Corrective actions will be actioned through the non-conformance reporting procedure, which ensures a root-cause analysis is carried out on each incident. The non-conformance procedure also ensures that appropriate corrective and preventative action measures are agreed and implemented in a timely fashion with all parties, and are recorded and actioned through to closeout, and fully auditable and traceable.
Ancillary plant, vehicles and NRMM with directional noise characteristics will (where practical) be shut down in intervening periods between site operations.
The use of paving breakers (jackhammers), chipping hammers, etc. will be avoided (except where there is an overriding justification), and if used will be fitted with mufflers or silencers of the type recommended by the manufacturer.
Drop heights from vehicles and NRMM will be kept to a minimum to minimise noise when unloading.
All ancillary plant, vehicles and NRMM used onsite will have been regularly maintained, paying attention to the integrity of silencers and acoustic enclosures.
All compressors will be ‘sound-reduced’ models fitted with properly lined and sealed acoustic covers which will be kept closed when in use.
HGV, site vehicles and NRMM will be switched to the minimum setting required by HSE and, where possible, will utilise ‘broadband non-tonal’ or ‘directional sound reversing’ alarms. Speed limits will also be reduced through the works.

Population and human health

During construction, activities undertaken on site have the potential to have temporary adverse impacts on local residents and road users. A number of residential properties lie within 300m of the scheme and as such, there is potential for impacts to local residents and a bed and breakfast in the form of noise/vibration impacts, visual disturbance and delays due to traffic management. However, TM will only be in place for eight nights (when traffic flows will be at a minimum), as such no congestion issues are noted during the proposed construction hours. Providing mitigation measures detailed below and those listed within the noise and vibration section are adhered to, the impacts are assessed to be somewhat reduced.

A children’s nursery lies approx. 150m northeast of the scheme extents. Given the works are taking place at night, the nursery will be closed and therefore no disruption to the nursery is anticipated.

A Midlothian core path (ID: 7-48) terminates at the northbound A68 within the scheme extents. Additionally, there is a local footpath bordering the southbound A68 throughout the majority of the scheme extents. All works will be confined to the carriageway and therefore will be separated from the paths.

Two bus stops are located within the scheme extents, and these will therefore be closed during the road closure. Given that works are taking place at night, this should minimise disruption to public transport.

Considering the nature, duration, size, and scale of the scheme, and with implementation of the mitigation described above, impacts on population and human health are assessed as temporary, minor adverse in magnitude.

Upon completion of the works, there will be a beneficial impact in relation to population and human health due to the improvement of usability and safety provided by the new carriageway surface and reconstructed carriageway.

Population and human health mitigation measures:

The local authority environmental health department will be notified of nighttime working by BEAR Scotland’s design engineer.
Advanced signage will be strategically placed on the trunk road to notify stakeholders of the road closure and diversion at least seven days in advance.
Given the proximity of neighbouring properties, Toolbox Talk TTN-042 ‘Being a Good Neighbour’ must be briefed to all site personnel prior to works commencing.
Construction lighting will take into account the need to avoid illuminating surrounding properties to avoid a nuisance at night, and non-essential lighting will be switched off at night.
Where appropriate, a communication strategy (e.g., social media, consultation with local authority and other stakeholders, letter drop (for night-time works), etc.) will be initiated to keep local residents and businesses informed of the proposed working schedule, particularly the times and durations of noisy construction activities. The communication strategy will also provide a 24-hour contact number for the BEAR Scotland Control Room.
A Traffic Management Plan (TMP), which includes measures to avoid or reduce disruption to road traffic, will be produced in accordance with the Traffic Signs Manual (Department of Transport 2009). The TMP will ensure that there is no severance of community assets, access routes or residential development.
Journey planning information will be available for drivers online at the trafficscotland.org website. Journey planning information will also be available for drivers online through BEARs social media platforms.

Road drainage and the water environment

During resurfacing and reconstruction works, there is potential for temporary adverse impacts on the water environment. Potential changes in water quality e.g., from pollution events (either by accidental spillage of sediments, particulate matter, chemicals, fuels or by mobilisation of these in surface water caused by rain) during works have the potential to have a direct or indirect effect on surrounding waterbodies.

There is one classified surface waterbody, Cakemuir Burn aka Keith Water/Fala Dam Burn (ID: 4011), spanned by the A68 within the scheme extents. There are also two unclassified waterbodies, Drain1 and Drain2, located within 50m of the scheme extents.

Although Cakemuir Burn, Drain1 and Drain2 are found within 50m, there will be no ‘in-water’ works required, therefore there will be no change in the hydrological regime or water quality within surrounding waterbodies. All land outwith the trunk road boundary is also considered out-of-bounds to all construction staff during the works. There is also no requirement for the abstraction or transfers of water from, or discharges to a waterbody. The potential for a direct pollution incident within a waterbody is also unlikely e.g., experience gained from BEAR maintenance schemes elsewhere on the network has shown that where standard best working practice is adopted (e.g., adherence to SEPA GPPs), water quality is protected.

Considering the nature, duration, size, and scale of the scheme, and with implementation of the mitigation detailed below, the proposed works’ impacts on the road drainage and water environment are assessed as temporary, negligible adverse in magnitude.

Upon completion of the resurfacing and reconstruction works, no residual impacts are anticipated in relation to the road drainage and water environment.

Road drainage and the water environment mitigation measures:

All site operatives will be made aware of the proximity of Cakemuir Burn, Drain1 and Drain2.
No work has been identified that would require entering any surface waterbodies. If such a need were identified onsite, BEAR Scotland’s Environmental Team will be contacted (before works commence) to allow consideration of potential environmental effects.
The abstraction or transfers of water from, discharges to, or the washing of tools in surface waterbodies will not be permitted.
The Contractor will implement measures to minimise the risk of sediment or accidental spillages entering the road drainage system e.g., prior to works commencing any roadside gullies within 10m of work activities will be protected (e.g., utilisation of drain covers or similar) to ensure full segregation of the works from the road drainage system. The Contractor will inspect these periodically to ensure that they have not been removed, damaged, or interfered with and they will be cleaned of silt and debris as necessary.
Appropriate measures will be implemented during resurfacing and reconstruction operations to limit the potential for wastes (i.e. road planings) and materials (i.e. new asphalt) to enter any gullies present on site. On completion of resurfacing and reconstruction operations, any gullies present on site will be visually checked to ensure they have not become blocked as a result of the scheme.
All site personnel will be made aware of site spillage response procedures and in the event of a spill, all works associated with the spill will stop, and the incident reported to the Site Supervisor. Small spills that did not leave the site boundary and are cleaned up without material environmental harm or residual environmental impact would most likely not be required to be notified to SEPA or other authorities. However, all such incidents will be recorded and reported to BEAR Scotland’s Environmental Team. In the event of a ‘serious incident’, SEPA will be notified without delay. Such notification will include: (i) the time and duration of the incident, (ii) a description of the cause of the incident, (iii) any effect on the environment as a result of the incident, and (iv) any measures taken to minimise or mitigate the effect and prevent a recurrence.
All waste, vehicles, ancillary plant, NRMM and fuels will be stored in the compound(s) or laydown area and will be secured and located, if space is available, at least 10m from drainage entry points and Cakemuir Burn, in order to comply with GPP 5 ‘works and maintenance in or near water’. Refuelling will only be undertaken at designated refuelling areas (e.g., on hardstanding, with spill kits available, and >10m from drainage entry points and Cakemuir Burn, where practicable). Spill kits will also be available within all site vehicles and spill kits will be replenished onsite when required. Only designated trained and competent operatives will be authorised to refuel plant. Generators, and other ancillary plant and NRMM, where there is a risk of leakage of oil or fuel, will have internal bunding or will have a secondary containment system placed beneath them that meets 110% capacity requirements. Containment systems will also be emptied regularly. All waste, vehicles, ancillary plant, NRMM and fuels will also be stored in a manner that ensures they are protected from damage by collision or extremes of weather.
Regular visual pollution inspections of the designated laydown area and work site (particularly near road drainage entry points) will be conducted (e.g., site walkover by engineer or Site Supervisor), especially during periods of heavy rain.
All vehicles and NRMM onsite will have been regularly maintained, paying attention to the integrity of oil tanks, coolant systems, gaskets etc. A checklist will be present to make sure that the checks have been carried out.

Climate

BEAR Scotland, working on behalf of Transport Scotland, undertake carbon monitoring of major projects and operational activities. Emissions from activities are recorded using Transport Scotland’s Carbon Management System. BEAR Scotland also undertakes resource efficiency activities to manage and reduce emissions contributing to climate change. The works will also extend the maintenance intervals required for future works. In doing so, the service life of the trunk road is also extended.

During works there is potential for impacts as a result of the emission of greenhouse gases through the use of equipment, vehicles, and NRMM, material use and production, and transportation of material/waste. However, considering the nature, duration, size and scale of the scheme, and the mitigation detailed below, the risk of significant impacts to climate are considered to be negligible and adverse in magnitude.

Upon completion of the proposed scheme no residual impacts are anticipated on the climate.

Climate mitigation measures:

Use of warm mix asphalt as standard.
Local contractors and suppliers will be used as far as practicable to reduce fuel use and greenhouse gases emitted as part of the works.
BEAR Scotland will adhere to its Carbon Management Policy.
Where possible, waste will be removed to local waste management facilities.

< Previous | Contents | Next >