Description of main environmental impacts and proposed mitigation

Air quality

Impacts

TM implemented during the scheme may result in an increase in vehicle emissions through idling vehicles and increased congestion along the A75. This may result in a temporary deterioration in local air quality. However, as works are overnight, the volume of traffic along the A75 at this time will be relatively minimal.

On site construction activities such as planing of the surface and mobile machinery movement have the potential to produce an increase in dust, emissions, and airborne particulate matter. This is likely to cause a slight and temporary deterioration in air quality within the local area.

The resurfacing activities are scheduled to occur during nighttime hours and will be of a relatively short duration. As such, any emissions of dust or vehicle exhaust will be temporary and localised. Given the limited scope and timescale of the works, no significant change in ambient air quality is predicted.

Mitigation

Best practice and measures as outlined in the ‘Guidance on the assessment of dust from demolition and construction (January 2024)’ published by the Institute of Air Quality Management (IAQM), which includes the following mitigation relevant to this scheme will be followed:

  • The site layout will be planned (including plant, vehicles and Non-Road Mobile Machinery (NRMM)) so that machinery and dust causing activities are located away from receptors, as far as reasonably practicable; 
  • Materials that have a potential to produce dust will be removed from site as soon as possible, unless being re-used on site (cover or fence stockpiles to prevent wind whipping); 
  • Only cutting, grinding or sawing equipment fitted or in conjunction with suitable dust suppression techniques such as water sprays or local extraction will be used, e.g. suitable local exhaust ventilation systems 
  • Drop heights will be minimised from conveyors and other loading or handling equipment; 
  • Vehicles entering and leaving the works area will be covered to prevent escape of materials during transport; 
  • Equipment will be readily available on site to clean any dry spillages, and clean up spillages as soon as reasonably practicable after the event using wet cleaning methods; and 
  • When not in use, plant, vehicles and NRMMs will be switched off and there will be no idling vehicles.

In addition, plant, vehicles and NRMM will be regularly maintained, paying attention to the integrity of exhaust systems to ensure such fuel operated equipment is not generating excessive fumes. Green driving techniques will also be adopted, and effective route preparation and planning will be undertaken prior to works. Finally, where possible, materials will be sourced locally, and surfaces will be swept where loose material remains following planing. 

No significant effects are anticipated upon completion of the works, and no further assessment is required in accordance with DMRB Guidance document LA 105: Air Quality.

Cultural heritage

Impacts

All of the non-designated cultural heritage assets located within or adjacent to the carriageway stem from an archaeological evaluation that was carried out between 2012 and 2014 in preparation for the construction of the A75 carriageway. Areas of archaeological significance were investigated further with excavations undertaken. Consequently, construction of the A75 carriageway is likely to have removed any archaeological remains that may have been present within the trunk road boundary. Therefore, the presence of unknown archaeological remains in the study area has been assessed as low.

Works involve a direct replacement of existing road surface that is contained within the carriageway boundary with minimal verge works and no excavation being undertaken in proximity to any cultural heritage assets, ensuring no impact to the assets listed above.

The scheduled monument located 15m from the carriageway is separated from the carriageway by a thick hedgerow. Furthermore, no above ground structure is present and the field where the scheduled monument is located is currently used for arable farming. Consequently, construction is unlikely to impact the scheduled monument.

Works will temporarily impact the heritage setting of the area due to the presence of TM, plant, and machinery; however, this will only be for the duration of the works.

Mitigation

Although construction will be contained to the carriageway boundary and no impact is anticipated on any of the cultural heritage assets listed above, consultation with Historic Environment Scotland (HES) was undertaken in July 2026 to inform them of the works. This was done due to the close proximity of the works to multiple scheduled monuments. A response was received on the 22nd of July where HES confirmed that the scheduled monuments would not be affected, and consent would not be required to undertake these works.

During construction, plant, vehicles, personnel, materials etc. will be contained to the hardstanding areas of the A75 carriageway as far as possible and will not be stored in proximity to the scheduled monuments. Furthermore, the site will be kept clean and tidy throughout all stages of the works, with appropriate storage of materials, equipment, plant and waste.

On site staff will be made aware of the scheduled monuments and will be instructed to avoid these areas as far as reasonably practicable.

If archaeological remains (ceramics, coins, bones, etc) or areas of discoloured soil are encountered during construction, the Amey Environment team will be contacted, and works will cease until advice can be provided. Additionally, if the nature of the works changes, including specific works in the verge change, the Amey Environment team will be contacted prior to works commencing.

Provided control measures are adhered to, there are no cultural heritage assets within the surrounding area that are likely to be impacted. Therefore, in accordance with DMRB Guidance document LA 106: Cultural Heritage Assessment, no further assessment is required.

Landscape and visual effects

Impacts

The residential properties surrounding the A75 are likely to experience views of traffic management, plant, and construction machinery. Furthermore, users of the two Core Paths (Droughduil Wood and Droughduil Primary School) and National Cycle Network Route 83 will have a view of the works. As the works are scheduled to take place during nighttime hours, pedestrian activity along the pathways surrounding the scheme is expected to be minimal at this time. As a result, any transient receptors are anticipated to experience a negligible visual impact.

Due to nighttime programming, temporary construction lighting may result in short-term disturbance for residential properties in close proximity to the works and users of the Core Paths / National Cycle Network Route. However, as the works are relatively minor, short in duration, and undertaken on a like-for-like basis, no permanent alterations to landscape features and views are anticipated.

The works will be contained to the carriageway boundary and will not impact the ancient woodland in proximity to the scheme.

Construction activities will introduce a temporary change to the local landscape from the presence of construction plant, materials and traffic management. All landscape effects will be temporary and reversible.

Mitigation

The scheme has been designed to retain the existing landscape character as far as possible, ensuring that the overall appearance of the area remains unchanged.

Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.

Plant, vehicles, and materials will be contained to hardstanding areas within the carriageway boundary (as far as reasonably practicable). Should damage to the landscape occur, reinstatement will be carried out.

With mitigation measures and best practice in place, it is anticipated that any landscape and visual effects identified with the works are unlikely to be significant. Furthermore, as the majority of works within view of sensitive receptors are like for like, no permanent impact is expected. Therefore, in accordance with DMRB Guidance document LA 107: Landscape and Visual Effects, no further assessment is required.

Biodiversity

Impacts

As the scheme location falls within 2km of the Luce Bay and Sands SAC, and Loch of Inch and Torrs Warren SPA and Ramsar, a HRA was undertaken. The HRA concluded that the scheme does not carry the potential to cause Likely Significant Effects to the SAC, or the Torrs Warren – Luce Sands SSSI. This is due to the distance of the works from the designated sites and their relatively minor nature (like-for-like, no excavation, and contained to carriageway boundary with minimal verge works). Furthermore, the HRA states that any impacts on water, air, and noise will not occur as a result of standard control measures such as those found below.

There will also be no impact to the Galloway and Southern Ayrshire UNESCO Biosphere as the works will be contained to carriageway boundary and will be like-for-like.

The ecology report has determined that the risk to mixed woodland, mixed scrub, modified grassland, nesting birds, and mammals has been classed as minor, provided appropriate mitigation measures are adhered to.

However, the risk of spreading INNS has been classed as moderate as without appropriate mitigation measures the works could result in the spread of invasive species both on and off site.

Mitigation

Vehicles and materials will not be stored or parked on grass verges where possible. Where damage occurs, the reinstatement of the grass verge will be carried out.

As part of the SW NMC contract, Amey, on behalf of Transport Scotland, has been asked to keep a record of various target species, including broad-leaved dock (Rumex obtusifolius) and common knapweed (Centaurea nigra). Works will not cause the spread of these species, if works are likely to result in the spread of these species through disturbance, the landscaping team will be consulted. Additionally, removal of any vegetation/habitats will not occur without prior notification to Amey’s Ecology team where the appropriate method statements will be drafted.

Damager or loss to areas of woodland, scrub, and grassland will be minimised where possible. Any woodland, scrub, or grassland that is damaged during the works will be reinstated to its original extent and condition, where feasible. Any removed trees within this habitat will be replaced on a 2:1 ratio with suitable native trees or bushes.

No works will take place within 7m of Himalayan balsam and Japanese knotweed, or within 5m of rhododendron and cotoneaster. If this cannot be adhered to, an INNS method statement will be written by an appropriately experienced ecologist and delivered to all on-site operatives and works supervision by an Ecological Clerk of Works (ECOW) may be necessary.

Works will not be undertaken within the breeding bird season (March to August inclusive). Any clearance of suitable habitat or activities which are to occur within 5m of vegetation will require a suitably experienced ecologist to undertake a nesting bird check, which must be undertaken within 48 hours prior to any vegetation clearance. If works are delayed such that more than 48 hours has passed since the nesting bird check took place, then an update nesting bird check will be required.

As there is suitable habitat for mammals, caution will be exercised. Should any small mammals be discovered during the construction activities, works will pause and they will be allowed to move out of the area naturally.

General mammal construction safeguards will be implemented within the scheme extents to protect mammals which could be using the proposed works area. General construction safeguards will also be followed and will include as a minimum:

  • A slow start up of equipment, if required, to gradually increase levels of noise and vibrations onsite, as sudden noises can be disturbing;
  • Where equipment can be used with hoods, doors or sleeves to reduce noise levels, these will be used wherever possible;
  • Consideration will be given to where spoil is stored, mammal proof fencing will be considered if spoil is to be stored on site for long periods of time;
  • No equipment will be stored in suitable habitat; and
  • Any artificial lighting used will be direction and will avoid spillover into sensitive habitats, such as the woodland parcels.

In the event that any protected species are encountered during the works, all activity will cease immediately, and a member of Amey’s Environment Team will be contacted for further guidance.

On the condition that the above mitigation measures and best practice are adhered to, no significant effects on biodiversity are predicted. Therefore, in accordance with DMRB Guidance document LA 108: Biodiversity, no further assessment is required.

Material assets and waste

Impacts

Transportation and recovery of materials or waste will require energy deriving from fossil fuel, a non-renewable source. Fossil fuels are finite resources, and their extensive use for energy-intensive processes like transportation accelerates their depletion.

The design life for the TS2010 surfacing proposed is estimated to be 20 years. This will reduce the requirement for maintenance to this section of road over the period, which will reduce the need for further materials and wastes. The use of TS2010 will reduce the usage of imported aggregates and increase the use of a wider range of sustainable aggregate sources thus reducing Greenhouse Gas (GHG) emissions. Furthermore, the use of TS2010 Surface Course will prolong the period before future resurfacing is required, compared to other types of road surface. Future repairs can be able to be carried out easily via inlay

The works will result in contribution to resource depletion through use of virgin materials. Without recycling, the demand for virgin materials increases, putting pressure on natural reserves.

While warm-mix asphalt (WMA) provides energy and emissions benefits and is thus used as standard, HMA is being used due to the supplier being unable to supply WMA for this scheme. Consequently, HMA will provide long-term durability, extend the design life of the carriageway and reducing the frequency of future resurfacing interventions.

Mitigation

As this scheme has an estimated bid of less than £350,000, a Site Waste Management Plan (SWMP) is not required. However, if the scheme value unexpectantly exceeds £350,000, a SWMP will be developed. This will detail how resource use and waste arising from the works will be managed throughout the scheme. This will help control and reduce the amount of waste produced, resulting in less landfilled waste.

The Contractor will comply with all ‘Duty of Care’ requirements, ensuring that any surplus materials or wastes are stored, transported, treated, used, and disposed of safely without endangering human health or harming the environment. All waste transfer notes and/or waste exemption certificates will also be completed and retained.

Environmental Authorisations (Scotland) Regulations (EASR) classes waste asphalt (uncontaminated) as a Low-Risk Waste Activity (LRWA) under ‘LRWA 3 - Treating asphalt road planings in a milling machine’. This means that uncontaminated road planings arising from the works do not require authorisation and will be fully recycled in accordance with SEPA’s guidance on asphalt road planings.

All waste leaving the site will be removed from site by a licence waste carrier. All waste documentation will be provided when requested.

All special waste (such as paint from old road markings) will be transported by a suitable licenced contractor and will be accompanied by correctly completed special waste consignment note (SWCN) providing information about the waste source, hazardous properties and disposal/treatment facility. The SWCN will be retained for three years with the Site Responsible Manager is responsible for ensuring these are retained on site. Special waste will be segregated from general waste and other recyclables.

Materials will be derived from recycled, secondary or re-used origin as far as practicable within the design specifications to reduce natural resource depletion and associated emissions. Furthermore, where possible, materials will be obtained locally, and operatives deployed from the local depot where possible to reduce haulage and scheme associated journeys, reducing impact of associated Greenhouse Gases (GHG) emissions on climate change. Once works are complete, all materials will be reused throughout the network, if not possible they will be recycled locally.

It has been determined that the project will not have direct or indirect significant effects on the consumption of material assets or creation of waste. Therefore, in accordance with DMRB Guidance document LA 110: Material Assets and Waste, no further assessment is required.

Noise and vibration

Impacts

Construction activities associated with the works have the potential to generate noise and vibration at nearby sensitive receptors, including residential properties located with proximity to the A75. This may occur through the use of pavers, planers, roller wagons and other plant during nighttime working hours.

TS2010 road surfacing is shown to have superior durability and noise reducing features compared to standard road surfacing mixes.

There are no anticipated impacts on noise and vibration following the completion of works.

Mitigation

Mitigation measures follow Best Practicable Means as outlined in British Standard (BS) 5228:2009+A1:2014. The standard provides specific detail on suitable measures for noise control in respect to construction operations; for example:

  • Quiet working methods will be employed, including use of the most suitable plant, reasonable hours of working for noisy operations, and economy and speed of operations.
  • Effects from noise will be kept to a minimum through the use of appropriate mufflers and silencers fitted to machinery. All exhaust silencers will be checked at regular intervals to ensure efficiency.
  • Operations will be sequenced to minimise simultaneous use of high-noise equipment, and a ‘soft start’ to works will be in place, whereby plant, machinery and vehicles are started sequentially as opposed to simultaneously. Additionally, no plant, vehicles or machinery will be left idling when not in use
  • Plant and machinery will be regularly maintained to prevent excessive noise from worn parts or inefficient operation.
  • On-site construction tasks will be programmed to be as efficient as possible, with a view to limiting noise disruption to local sensitive receptors. Where night-works are to be undertaken, the noisiest works will be undertaken before 23:00 where possible.

In addition to the above, Dumfries and Galloway Council’s Environmental Health Department and residential properties within 300m have been notified of the works due to the nighttime programming. Amey’s environmental briefing on Noise and Vibration will also be delivered to all site operatives before works start.

With best practice mitigation measures in place, no significant effects are predicted on Noise and Vibration as the works will be transient. Therefore, in accordance with DMRB Guidance document LA 111: Noise and Vibration no further assessment is required.

Population and human health

Impacts

Construction site lighting during nighttime hours could cause disturbance for residential properties in close proximity as well as users of the Core Paths and Cycle Route surrounding the scheme. The Core Paths and Cycle Route will remain open during the works.

Land take is not required for this scheme therefore there will be no impact as a result of permanent or temporary land acquisition from private land, businesses, agriculture, Walkers, Cyclists or Horse riders (WCH) and/or community facilities as a result of the scheme.

The access roads located adjacent to the carriageway will be temporarily and minorly impacted due to the works or the presence of TM. Furthermore, TM has potential to cause temporary levels of disruption to road users (i.e. congestion and increased travel times).

Vehicle travellers and nearby receptors will benefit from the improved road surfacing due to reduced road noise as a result of the scheme.

Mitigation

A letter drop will be undertaken for properties within 300m of the scheme, to notify all residential properties of the works. TM restrictions/arrangements and any expected travel delays will also be publicised within the local and wider area via radio and letterbox drop, in an effort to minimise disturbance to vehicular travellers and agricultural businesses in the local area.

Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.

Although direct access to properties or community facilities is not present within the scheme extents, appropriate signage will be in place to inform road users of alternative access routes.

With best practice mitigation measures in place, no significant effects associated with Population and Human Health are predicted. Therefore, in accordance with DMRB Guidance document LA 112: Population and Human Health no further assessment is required.

Road drainage and the water environment

Impacts

As the works are within proximity to multiple watercourses, construction activities may pose short-term pollution risks to the water environment through accidental spills of fuels, oils, chemicals, or road planings which could enter surface runoff, drainage systems and nearby surface watercourses. However, as the works involve resurfacing only, with minor verge works and no in-water works, no abstraction or transfers of water from, or discharges to a waterbody, the potential for a pollution incident within a waterbody is unlikely.

Additionally, if not adequately controlled, debris and run off from the works could be suspended in the surface water. In the event of a flooding incident, this debris may be mobilised and could enter the road drainage having a negative effect on the surrounding local water environment. Should flooding occur within the scheme extents, this may delay the scheduled works.

Although the works are located within the Stranraer Lowlands NVZ, with appropriate mitigation measures in place there will be no impact to the level of nitrogen within surrounding watercourses.

Mitigation

All debris which has the potential to be suspended in surface water and wash into the local water environment will be cleaned from the site following the works. Furthermore, debris and dust generated as a result of the works will be prevented from entering the drainage system. This can be via the use of drain covers or similar.

Appropriate measures will be implemented onsite to prevent any potential pollution to the natural water environment (e.g., debris, dust, and hazardous substances). This will include spill kits being present onsite at all times, and the use of funnels and drip trays when transferring fuel etc. The Amey control room will be contacted if any pollution incidences occur (available 24 hours, 7 days a week).

Weather reports will be monitored prior and during all construction activities and visual pollution inspections of the working area will be conducted in frequency, especially during heavy rainfall and wind. In the event of adverse weather/flooding events, all activities will temporarily stop, and only reconvene when deemed safe to do so, and run-off/drainage can be adequately controlled to prevent pollution.

All operatives will follow of SEPA’s Guidance for Pollution Prevention (GPP) documents and the delivery of Amey’s Water Pollution Prevention environmental briefing will be given to all site operatives prior to the works.

Providing all works operate in accordance with current best practice, as demonstrated by SEPA’s GPPs, the residual effect on the local water environment during construction is considered to be not significant. In accordance with DMRB Guidance document LA 113: Road Drainage and the Water Environment, no further assessment is required.

Climate

Impacts

Due to the small scale and short duration of the works, the scheme impacts are not expected to have significant effect on climate in the context of national carbon budgets.

However, construction of the scheme will result in the emission of GHGs. The use of fuel for plant and machinery during construction will require the exploitation of fossil fuels, while some materials required for the scheme will be from primary sources and require transportation to site. The nature of the scheme requires HGVs resulting in local air quality degradation and GHG emissions, combined with combustion fuel usage.

Energy will be required for the scheme in the form of non-renewable fossil fuels for transport of materials and personnel, and for plant operation. The use of non-renewable fuels to power plant and machinery will be a contributing factor to GHG emissions.

The use of HMA will lead to an increase in energy consumption and an increase in Carbon dioxide due to the heating requirements, compared to WMA.

Mitigation

Local suppliers will be used as far as reasonably practicable to reduce travel time and GHG emitted as part of the works, and vehicles/plant will not be left on when not in use to minimise and prevent unnecessary emissions.

The full extent of carbon emissions relating to these works is unknown until construction is complete. However, as the scheme is of a relatively minor nature with minor associated emissions, it has been determined that the scheme will not significantly influence Scotland’s ability to meet its carbon budgets.

Consequently, with best practice mitigation measures in place, the residual significance of effect on climate is considered to be not significant. Therefore, in accordance with DMRB Guidance document LA 114: Climate, no further assessment is required.