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, 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, negligible adverse in magnitude.

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

  • 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.
  • Wherever possible, ancillary plant, vehicles, and non-road mobile machinery (NRMM) will be shut down.
  • All 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.

Landscape and visual effects

During construction there will be a short-term impact on the landscape character and visual amenity of the local area due to the presence of construction plant, vehicles, and TM. However, all construction is restricted to areas of made/engineered ground on the A720 WB carriageway, and 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 on the A720 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 this must 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

While the scheme extents fall within the buffer zones of a small number of qualifying features of the Firth of Forth SPA and Ramsar site all works will be restricted to the existing A720 westbound carriageway surface and are separated from the SPA and Ramsar site by densely populated residential areas, industrial/commercial areas, grassland, arable land, and woodlands. Furthermore, standard BEAR working practices (e.g., adherence to SEPA Guidance for Pollution Prevention (GPP) and The Water Environment (Controlled Activities) Scotland Regs 2011 (CAR)) will be implemented and ensure that there will be no potential pollution impacts to habitat which supports the qualifying features of the SPA or Ramsar Site. As this working practice is standard and not considered to be an additional control measure or mitigation, the Habitat Regulations Appraisal has concluded that there will be no likely significant effects on the SPA or Ramsar Site as a result of the proposed resurfacing works.

A temporary short-term increase in noise levels may cause disturbance to local wildlife if present in the vicinity of the works. The works will, for example, require a range of ancillary plant, vehicles and NRMM which will emit noise and create potential disturbance. The works will also require delivery of materials and the presence of personnel to facilitate the improvements to the road surface. However, the number of construction vehicles and construction operatives required onsite is low given the scale and scope of works. In addition, any species in the area are likely to be accustomed to noise and visual disturbance pertaining to vehicle movements on the A720. The potential for significant species disturbance within the area of construction is therefore somewhat diminished.

Giant hogweed, an INNS, has been identified along the verge of A720 WB carriageway boundary within the scheme extents. While all works will be restricted to the existing A720 WB carriageway boundary, there is still a risk of spreading the INNS giant hogweed during the works. However, providing mitigation measures detailed below are adhered to on site, the risk of spreading INNS giant hogweed is considered to be negligible.

Of lesser note, common ragwort, an injurious weed, and rosebay willowherb, an invasive native perennial, have been recorded within the WB verge within the scheme extents. However, given the minor nature of the works, and the restriction to the existing WB carriageway boundary, the risk of impacting this species will be somewhat reduced. Nevertheless, precautionary mitigation detailed below will further reduce this risk.

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:

  • Where possible, artificial lighting used during night works will be sufficiently screened and aligned to ensure that there is no direct illumination of neighbouring habitat (e.g., locations adjacent to tree shelterbelt, grassland etc.).
  • All site operatives will be made aware of the location and extent of INNS giant hogweed within the WB carriageway verge on site. No entry into the verge by site operatives, storage of equipment, material or vehicles within the A720 WB carriageway verge is permitted at the locations of giant hogweed.
  • Giant hogweed, an INNS, common ragwort, an injurious weed, and rosebay willowherb, an invasive native perennial, have been recorded along the verge within the scheme extents. Toolbox Talk TTN-009 ‘Working with Injurious Weeds & Invasive Plants’ will therefore be briefed prior to works commencing. Site personnel will remain vigilant for the presence of any other potentially unrecorded instances of invasive or injurious species in road verges throughout the works period.
  • Given the records of protected species within 2km of the scheme extents, Toolbox Talk TTN-139 ‘Protected Species’ will be briefed to all site operatives prior to the commencement of works.
  • The works are not permitted to disturb or destroy any active birds nests. If an active birds nest is identified onsite that will be impacted by works, BEAR Scotland’s Environmental Team should 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 BEARs Environmental Team. Should a protected species be encountered or move within 50m of the active works (including compounds), 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 shift to ensure no animals are 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 must 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:

  • 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 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 will also be completed and retained.
  • The Contractor is responsible for the reuse / disposal of non-hazardous road planings, and this has been registered in accordance with a Paragraph 13(a) waste exemption issued by SEPA as described in Schedule 3 of the Waste Management Licensing Regulations 2011 (exemption number: WML/XS/2010572), the rules of which will be complied with.
  • 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. Noise will also be generated by using breakers (jackhammers), chipping hammers, use of rollers, etc. As a result, there is potential for noise and vibration effects to residential properties within the local area, the closest of which lies approx. 60m north of the A720 WB carriageway within the scheme extents.

However, the works are not located within a CNMA or CQA, and while they will be completed over eight nights, the aim will be to complete the noisiest works by 23:00. In addition, the proximity of road space suggests that 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 A720 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.

  • 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. While TM will be in place for eight nights, it will be restricted to night-time hours when traffic flows will be at a minimum, as such no congestion issues are expected during the proposed construction hours.

In addition, one pedestrian footpath/crossing point and one cycle lane crosses the A720 WB carriageway at the eastern end of the scheme extents on approach to Sheriffhall roundabout within the area of scheduled road closure. As such, there is potential for impacts to non-motorised users (NMUs). However, alternative footpaths are present at the roundabout and with the restriction of the works to night-time working hours when pedestrian use of footpaths, crossing points and cycle lanes will be significantly reduced, no impacts to NMUs are anticipated during the proposed working hours.

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 positive impact in relation to population and human health due to the improvement of usability and safety provided by the new carriageway surface.

Population and human health mitigation measures:

  • 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/or 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.
  • 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.
  • 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.

Road drainage and the water environment

During resurfacing 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.

However, there are no classified or unclassified waterbodies spanned by, culverted beneath, or which share direct connectivity with the scheme extents. In addition, given the restriction of the works to the existing A720 WB carriageway boundary, there is limited potential for direct impacts to nearby waterbodies, the closest of which, ‘Pond one’ and ‘Dean Burn’, lie approx. 20m and 35m south of the scheme extents, respectively. Furthermore, 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 or PPGs, utilisation of drain covers or similar, etc.), 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 works, no residual impacts are anticipated in relation to the road drainage and water environment.

Road drainage and the water environment mitigation measures:

  • Site operatives will be made aware of the proximity of ‘Pond one’ and ‘Dean Burn’.
  • No work has been identified that would require entering a waterbody. 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 identified is not 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 bunded (e.g., utilisation of drain covers or similar) to ensure full segregation of the works from the road drainage system. The Contractor will inspect bunds periodically to ensure that they have not been removed, damaged, or interfered with and they will be cleaned of silt and debris as necessary. If it is identified that bunds are not up to standard, the works will not commence until they have been reinstated to the condition, they were originally in.
  • 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, 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, 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 must 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.
  • Appropriate measures will be implemented during resurfacing 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 operations, any gullies present on site will be visually checked to ensure they have not become blocked as a result of the scheme.
  • 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:

  • 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.

Vulnerability of the project to risks

There will be no change to the likelihood of flooding on the A720 within the scheme extents upon completion of the works.

Works are restricted to areas of made ground on the A720 WB carriageway surface, with access to the scheme gained via the A720 mainline. TM will employ eight nighttime full road closures between Sheriffhall Roundabout and the Gilmerton WB on slip with a signed diversion in place. As such, the proposed works’ impacts on road traffic accidents are assessed to be of negligible magnitude.

A Site Environmental Management Plan (SEMP) will be produced by BEAR Scotland which sets out a framework to reduce the risk of adverse impacts from construction activities on sensitive environmental receptors. The Contractor will comply with all conditions of the SEMP during works and may be subject to audit throughout the contract.

Considering the above, the vulnerability of the project to of major accidents and disasters is considered to be low.

Assessment cumulative effects

The proposed works are not anticipated to result in significant environmental effects. Due to the nature of the proposed works, no cumulative effects are anticipated with any other developments in the vicinity.

A search of the Scottish Road Works Commissioner’s website (map search) has identified that no other road works are currently ongoing, or noted as being planned, on the A720 trunk road or surrounding roads in proximity to the scheme which will be undertaken at the same time.

In addition, a search using the City of Edinburgh Council 'Simple Search' and Midlothian Council Planning Portal identified three planning applications within 300m of the scheme extents in the last two years (Table 1).

Table 1: Planning applications within two years
Reference Description of works Status Distance from works
25/00175/PNCOM Erection of 20m high telecommunication mast, transmission dishes and antennae and ancillary equipment Awaiting decision Approx. 90m southeast
24/04605/FUL Proposed side extension with internal alterations. Granted Approx. 165m north
24/00046/ADV Display of four non-illuminated roundabout sponsorship signs Granted with conditions Approx. 290m south

While it is not possible to gain an understanding on the timing or duration of the above planning applications, it is considered that even in the event that the above planning applications were being progressed at the same time as the BEAR Scotland resurfacing scheme, given the small-scale nature of the planning application, no in-combination effects are anticipated.