Description of main environmental impacts and proposed mitigation

Air quality

During the construction phase of each scheme, activities undertaken on site could potentially have some minor localised and short-term air quality impacts in proximity to the works. The construction phases will, for example, require a range of ancillary plant, vehicles, and non-road mobile machinery (NRMM) which could contribute to local dust and air pollutants. As a result, there is potential for impacts to local air quality.

However, a large proportion of the schemes will be undertaken primarily using hand tools with limited potential for impacts to air quality. Moreover, the impacts will be further reduced on those projects situated above or below the bridge deck (i.e. control room and engine room upgrades) where there is no requirement for TM, as vehicle idling time will be reduced. In addition, the upgrades works will be contained to these individual rooms limiting the potential for impacts to local air quality.

Therefore, considering the nature of the individual schemes, 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.

Air quality mitigation measures:

Where above deck schemes are undertaken, the carriageway will be swept after dust-generating activities, and waste will be contained and removed from site as soon as is practicable. For resurfacing works, a water-assisted dust sweeper will be used.
Any works requiring shot-blasting will be fully encapsulated within a containment area, reducing the risk of materials entering the air. In addition, any shot-blasting detritus and spent grit / shot will be covered prior to disposal.
Appropriate measures will be implemented by specialist contractors during the asbestos removal scheme to ensure all asbestos containing materials and dust are contained.
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).
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.
Cutting, grinding, and sawing equipment (where 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) minimising cutting and grinding on-site, (b) reducing the operating hours, (c) changing the method of working, etc.

Cultural heritage

Given that the Kincardine Bridge is a Category A Listed Building, construction works and any alterations to the bridge are likely to required Listed Building Consent. Listed Building Consent Reference No. P/20/0595/LBC was granted by Falkirk Council in February 2021 for a number of projects on the Kincardine Bridge which included the Southern Piled Viaduct scheme along with a variety of maintenance and improvement activities. Schemes assessed within this RoD which are included within the LBC include: both the 50ft Spans and Swing Span Deck Refurbishments with slight alterations to the VRS replacement and drainage improvements, and the Expansion Joint Replacement scheme. Falkirk Council have confirmed that the LBC remains valid for these works. For works not previously covered e.g., Northern Curved Steel Span Refurbishment, Control Room and Engine Room Upgrade, Portal Gate Works, and North Abutment Refurbishment, a new LBC will be sought from Falkirk and Fife Councils. Consultation has been undertaken with both Falkirk and Fife Councils in December 2025.

While the Northern Curved Steel Refurbishment scheme is located within the Kincardine CA, the works are situated below the bridge and will include the like for like repairs / replacement and as such will not have any potential for impact upon the historic character of the CA.

People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made ground on the Kincardine Bridge. As such, there is no potential for impacts to any other listed buildings, the closest of which is located approximately 15m north of the scheme extents.

All of the schemes are located on the raised structure of the Kincardine Bridge. As such, there is no potential to impact upon any unknown archaeological remains as there will be no excavations to ground conditions. While some of the schemes require a compound most will be located within the lay down area at the south side of the bridge, no excavations will be required to facilitate this compound as it has recently been in use as part of the SPV works. Therefore, the potential for the presence of unknown archaeological remains in the study area has been assessed to be low.

With the implementation of mitigation detailed below, the proposed works impacts on cultural heritage during the construction period are assessed to be negligible in magnitude.

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

Proposed cultural heritage mitigation measures:

Site personnel will be made aware of the sensitivity of the “Kincardine Bridge” Category A Listed Building.
Care will be undertaken during the works to ensure that no damage occurs to the bridge and that the works are undertaken in line with the LBC ensuring the historic character of the bridge is maintained.
Site personnel will be made aware of the location and sensitivity of the “Kincardine” CA.
Listed Building Consent will be gained from Falkirk Council with Fife Council acting as a consultee for any schemes not included within the existing LBC.
Access outwith the existing carriageway within the boundary of the CA will be limited as far as practicable. No plant, equipment or materials will be stored within any area of soft verge within the CA. In the event there is a requirement for excavation within this area, BEAR Scotland’s Environment Team will be notified as soon as possible to allow for consultation with Fife Council / Historic Environment Scotland.
People, ancillary plant, vehicles, NRMM and materials will be restricted to the areas of made/engineered structure of the Kincardine Bridge and land immediately adjacent to the northern and southern spans. Where access out with the made/engineered structure is required for the safe and effective completion of the scheme, the area will be reduced as much as is reasonably practicable and ideally will be accessed on foot.

Landscape and visual effects

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 (where necessary) during the schemes.

However, people, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made/engineered ground on the Kincardine Bridge or the immediate surrounding area. Additionally, where schemes are located on the underside of the Kincardine Bridge (such as for the engine room upgrade and north abutment refurbishment), the works will not be visible from carriageway level, and only an obscured view of the works will be evident from the shoreline or water and pedestrian footpath. Moreover, the impacts will be further reduced on those projects where there is no requirement for TM.

Considering the nature, duration, size, and scale of the schemes, 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 bridge deck / VRS 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

Biodiversity

As the Kincardine Bridge spans the Upper Forth Estuary, within the Mean High-Water Springs (MHWS), a Marine Licence is required under Part 4 of the Marine (Scotland) Act 2010 and Part 4 of the Marine and Coastal Access Act 2009. A seven-year Marine Licence application was granted by the Marine Directorate on the 7^th of November 2025. The application included a Habitats Regulations Appraisal (HRA) of all projects scheduled to be undertaken on the Kincardine Bridge within the MHWS over the seven-year period. The list of schemes approved included in the Marine Licence include the projects being considered within this RoD. The HRA Screening concluded that the proposed works had the potential to result in Likely Significant Effects (LSE) to some of the qualifying features of the Firth of Forth SPA and Ramsar Site, and River Teith SAC and as such an Appropriate Assessment (AA) was undertaken. The AA concluded that with mitigation measures implemented there will be no adverse effects on site integrity for any of the qualifying features of Firth of Forth SPA and Ramsar sites or for the River Teith SAC for the seven-year duration.

The scheme is borders the Firth of Forth SSSI at the southern side of the bridge, with the boundary of the bridge deck not included within the SSSI boundary. There is potential for some schemes to take place over the winter period within the SSSI, which is designated for a number of overwintering birds. Mitigation measures will be implemented during these works in line with the granted Marine Licence, HRA and associated plans which will minimise the likelihood of any impacts to the features of the SSSI.

During the SPV scheme the saltmarsh was impacted by the installation of a works platform, following its completion a five-year saltmarsh management plan has been implemented by Balfour Beatty in association with the Centre for Ecology & Hydrology (CEH). Surveys are being undertaken in support of this and to date average accretion rates continue at around 4.9mm per year. Where necessary, based of the future survey data, intervention, in consultation with NatureScot, will be implemented to aid its restoration.

Artificial lighting may be required to facilitate safe working as the days become darker or for any night works which has the potential to cause disturbance to local wildlife. However, given the presence of existing street lighting across the length of the Kincardine Bridge, and given the mitigation detailed below, the overall impact of any additional lighting used during construction is expected to be reduced.

A temporary short-term increase in noise levels may cause disturbance to local wildlife. However, given the nature of the works, no ground-borne vibration impacts have been forecast. Species are also likely accustomed to existing level of disturbance from traffic in on the Firth of Forth and the trunk road. Mitigation measures detailed below will reduce the potential for noise and visual disturbance to any wildlife in proximity to the bridge during each of the scheme’s construction.

While works will not result in a direct impact on the Firth of Forth SPA and Ramsar, and River Teith SAC, unmitigated, potential indirect risk exists. The proposed works will, for example, take place directly above the Upper Forth Estuary. Any loss of containment e.g., a spill of fuel, oil, chemicals (i.e., hydraulic fluid) or wastewater from hydro-demolition, could therefore result in detrimental impacts to the Upper Forth Estuary and the species it supports. However, with mitigation measures implemented, the accidental release of pollutants is extremely unlikely. Pollution prevention measures, for example, will be strictly enforced onsite and Guidance for Pollution Prevention (GPPs) will be strictly adhered to, mitigating a loss of containment.

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:

Multiple designated sites are found in proximity to the Kincardine Bridge. As such, site operatives will be made aware of those relevant to each scheme prior to the commencement of works.
Conditions detailed within the Marine Licence, HRA and supporting documents for minimising the potential for impacts to qualifying features of the Firth of Forth SPA, Ramsar, and SSSI, and River Teith SAC will be adhered to on site. This includes but is not limited to all mitigation detailed in the HRA, an Ecological Clerk of Works (ECoW) to supervise and monitor key parts of the works, and, where possible, minimising works in the winter season for works on the southern span. The ECoW will include:
Provide ecological support to the Contractor during the Proposed Works and ensure the ecological mitigation within the SEMP is adhered to.
Supervise and advise on the placement of noise and visual screens around the compound.
Be present on site during daytime maintenance works over winter to observe birds’ reactions to the proposed works to identify if there is significant disturbance. The ECoW will also be present on site at dusk between September and March to observe birds’ reactions to the proposed works to identify if there is significant disturbance and to stop works if required. Full time ECoW presence is unlikely to be required, however site presence will be required for noisy/more disturbing activities. Advice will be sought from a suitably qualified ecologist prior to the works on the requirement for ECoW presence. If significant disturbance is identified, works will cease and appropriate mitigation will be proposed and discussed with NatureScot. Further mitigation could include: extending the “soft-start” process, amendments to lighting plans, and use of additional screening.
Pre-works surveys will be undertaken ahead of any schemes within the southern extent of the bridge including those which require the use of the compound to the southeast of the bridge.
The works corridor will be minimised as far as possible and materials, ancillary plant, vehicles, NRMM and personnel will be constrained through the use of temporary barriers, where necessary.
Where lighting is required, the site lighting layout will be positioned and angled to only illuminate the working area (e.g. not shining onto the Upper or Middle Forth Estuary) and will be temporary in nature.
A nesting bird checking survey will be undertaken for the Kincardine Bridge at the start of the breeding season 2026, depending on the timing, nature and location of works additional surveys will be undertaken as deemed necessary.
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, the Environmental Team will be contacted.
The use of tool tethers will be implemented when working from suspended areas.
Where works are required on substructures below the Kincardine Bridge (i.e. Northern Curved Steel Refurbishment) where they will require operatives to be suspended from the structure, or where there is a risk of pollution, i.e. during shot blasting, they will be fully encapsulated to ensure no material can escape to the Upper or Middle Forth Estuary.
Debris netting / encapsulation measures will be periodically checked throughout the works to ensure they remain effective.
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 (and birds) to move away from the disturbance.
Given the likelihood for protected species to be in and around the works area, Toolbox Talk TTN-139 ‘Protected Species’ will be briefed to all site operatives prior to the commencement of works.
All equipment stored onsite will be checked at the start of each workday to ensure protected species, and any or other mammal species, are not present. Any storage containers/plant within the compound will also be secured overnight to prevent exploration by protected species (and any or other 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, to avoid mammals falling in and becoming trapped.
Site personnel will remain vigilant for protected species and will be instructed to not approach or touch any animals seen on site. Any sightings of protected species will also 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 BEARs Environmental Team can provide advice.
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 these schemes. 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, e.g., the existing parapets and lamp stands will be removed from the site, refurbished, and returned to the site.

Considering the nature, duration, size, and scale of the schemes, 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:

Where individual schemes exceed the £350,000 value threshold, 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.
Full encapsulation of the works area, where required, will ensure that all waste generated from the construction activities of each scheme (hydro-demolition, concrete repairs, asbestos removal etc.) will be contained and controlled to minimise the risk of emissions of pollutants.
Good materials management methods (e.g., ‘just-in-time’ delivery) will be implemented on each scheme wherever possible.
Care will be taken to order the correct quantity of materials to prevent disposal of unused materials.
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 reuse / disposal of non-hazardous road planings, and will operate in line with the SEPA’s EASR Regulatory Position Statement - Low Risk Waste Activities WAS-PS-07.
Bulk material will be ordered/delivered to site, without packaging where possible.
Any material removed from site will be taken to a licensed facility.
Designated areas will be identified, within which all materials and personnel, including construction compounds, 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.
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 not be mixed with general waste and/or other recyclables.

Noise and vibration

Given that the majority of the schemes are located on an elevated structure there is limited potential for vibration impact to the surrounding areas. While some of the schemes may require site compounds these are existing facilities and will not require any excavation activities or the use of tools which could generate vibration impacts.

Activities undertaken on site could potentially have some localised and short-term noise impacts in proximity to the works. The works will, for example, require a range of ancillary plant, vehicles and NRMM. Noise will also be generated by the removal of steel, unloading materials, vehicle movement, using breakers (jackhammers), chipping hammers, use of rollers, etc. As a result, there is potential for noise effects.

However, the schemes are not located within a CNMA or CQA, and the majority of works are expected to be completed utilising a daytime working programme (07:30 – 16:30). Works with the potential to induce worst-case scenario noise (vehicle movements, material delivery, use of hand tools etc.) will also be intermittent, temporary, and short-lived. The potential for disturbance will therefore be somewhat diminished.

Additionally, the proximity of road space suggests that residents of surrounding properties have a degree of tolerance to noise disturbance. Moreover, the impacts will be further reduced on those projects where there is no requirement for TM, as vehicle idling time will be reduced.

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

Noise mitigation measures:

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.
Toolbox Talk TTN-095 “Noise and Vibration (wildlife)” will be briefed to all personnel onsite prior to works commencing.
Ancillary plant, vehicles and NRMM with directional noise characteristic will (where practical) be shut down in intervening periods between site operations.
The use of percussive hand-tools, grinders, impact wrench’s, chipping hammers, will be minimised as far as is possible, and when 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 be 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 cause temporary adverse impacts on local residents and road users. Numerous properties (including residential and commercial properties) lie within 300m of the Kincardine Bridge. The closest residential properties lie approximately 22m northeast of the northern part of the scheme extents. As such, there is potential for noise disturbance as well as some limited potential for visual disturbance to these residents during these schemes.

However, the properties in proximity to the north side of the Kincardine Bridge receive little or no screening from the bridge deck, and as such will likely have a level of tolerance for noise disturbance. Additionally, TM is not required for all schemes and when utilised TM will only be in place for a short duration, and no congestion issues are noted during the proposed construction hours.

There is potential for NCN Route 76 and Core Path P746/06 to be temporarily impacted during works on the north abutments or below the bridge deck on the north side of the bridge. Additionally, the footpaths which run along the full length of the Kincardine Bridge may be temporarily impacted during schemes such as the Portal Gate Works and Deck Refurbishment and VRS schemes. Through access will be maintained where practicable providing non-motorised user (NMU) safety can be ensured. If safety cannot be ensured and the NCN route and core path must be closed, Fife Council will be consulted to make alternative route arrangements.

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

Population and human health mitigation measures:

Where properties are located within 50m of the schemes, Toolbox Talk TTN-042 “Being a Good Neighbour” will be briefed prior to works commencing.
Where night works are required, 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.
Through access will be maintained at all times on one of the dedicated footpaths which run along both sides of the Kincardine Bridge, and on NCN Route 76 and Core Path P746/06. If access must be restricted, appropriate signage will be in place, at either end of the bridge, to direct travellers along the footpath on the other side of the Kincardine Bridge. If access to the Core Path is restricted, the design engineer will consult with Fife Council to determine an alternate route and make provisions to maintain NMU safety.
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 for each relevant scheme, 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.
Where necessary for above deck works, advanced signage will be strategically placed on the trunk road to notify stakeholders of the road closure and diversion, as well as the closure of the footpath where necessary.
Where necessary, 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 the schemes, there is potential for temporary adverse impacts on the Upper and Middle Forth Estuary, the former of which is spanned by the Kincardine Bridge. Potential changes in water quality e.g., from pollution events (either by accidental spillage of sediments, particulate matter, chemicals, or fuels) during the refurbishment works have the potential to have a direct or indirect effect on the Upper and Middle Forth Estuaries during the works.

However, the potential for a direct pollution incident within a the Upper and Middle Forth Estuaries is 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 Guidance for Pollution Prevention (GPPs) etc.), water quality is protected. With mitigation measures detailed below being implemented, the risk to surrounding waterbodies during each of the schemes is considered to be very low.

Considering the nature, size, and scale of the each of the schemes, 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 works, no residual impacts are anticipated in relation to the road drainage and water environment.

Road drainage and the water environment mitigation measures:

The abstraction or transfers of water, or the washing of tools in the Upper or Middle Forth Estuaries will not be permitted.
Where works are required on structures below the Kincardine Bridge, i.e., the Northern Curved Steel Refurbishment etc., where they will require operatives to be suspended from the structure, or where there is a risk of pollution, i.e., during hydro-demolition, grit-blasting, painting etc. they will be fully encapsulated to ensure no material can escape to the Upper or Middle Forth Estuary.
Debris netting / encapsulation measures will be periodically checked throughout the works to ensure they remain effective.
Pollution prevention measures will be implemented onsite with Guidance for Pollution Prevention (GPPs) being strictly adhered to.
Appropriate measures will be implemented during applicable schemes to limit the potential for wastes and materials to enter any gullies present along the deck of the Kincardine Bridge. On completion of operations, any gullies present on site will be visually checked to ensure they have not become blocked as a result of the scheme.
Where required for specific schemes, concrete, cement, grout, etc. mixing and washing areas will be sited 10m from road drainage entry points, the Upper and Middle Forth Estuaries and saltmarsh habitats. The washing out and cleaning of concrete batching plant will be undertaken within a contained area, and wash waters will be collected and contained for authorised disposal off site. Wash waters from concrete works will not be discharged into the Upper of Middle Forth Estuaries.
Where applicable and practicable, bio-degradable hydraulic fluids and oils will also be utilised in machinery. Plant, fuel, oils, generators etc., will also bunded appropriately in the designated laydown area.
Any loose material or bagged cement/concrete (if required) will be stockpiled in an area of the site where it can be left undisturbed and will not interfere with site operations. Bagged cement/concrete will also be protected to ensure it remains dry. The surface of stockpiles will also be graded to reduce surface runoff and will be located at least 10m from road drainage, the Upper and Middle Forth Estuaries and saltmarsh habitats, and stored on an impermeable surface or have bunds erected around stockpiles.
During hydro-demolition (where required for schemes such as the concrete repairs to the bridge deck) the following will be implemented:
Prior to works commencing, a bund will be created below the work area to contain the runoff water from the hydro demolition works and allow it to be pumped onto the treatment process. Before the hydro-demolition works commence, clean water will be sprayed into the encapsulated area to check its effectiveness / robustness. The hydro-demolition works will not commence until this is found to be satisfactory.
All water to be used onsite will be delivered by bulk tanker and be of potable quality.
Once in operation, the waste-water produced will be contained within the encapsulation. Waste-water will be collected in the sump and pumped to a bin using a sub pump positioned within the bund, with a second pump in the bin to transfer the water to the Siltbuster HD Unit (positioned on the bridge) for the treatment phase. The solid waste will be removed manually where at all possible. The solids falling into the encapsulation will be removed by hand, as and when required.
Once the waste-water has been pumped onto the bridge, it will then undergo a two-phase treatment using the Siltbuster HD Unit, which is specifically designed to treat waste-water from hydro-demolition operations. The system will firstly remove suspended solids to an acceptable level and secondly will neutralise the high pH by using a fully automated CO2 dosing process to neutralise the alkalinity. Safe estimate target values are: (i) suspended solids – 50 mg/l (50 parts per million), (ii) pH level to be neutral (7 to 9) at discharge.
The discharge of any hydro-demolition wastewater will be carried out in line with the granted SEPA Authorisation Reference Number: CAR/R/5011649. This authorisation had been granted prior to the implementation of EASR, however as detailed on SEPA’s website, as of the 1 March 2026 the authorisation will automatically become an EASR permit. The conditions are:
The suspended solids in the effluent must not exceed 100mg/l.
The volume of effluent discharged must not exceed 10m³/day.
Prior to discharge, the trade effluent must pass through a treatment system consisting of pH adjustment and suspended solids removal.
The treatment system must be maintained so it operates in good working order.
The pH of the effluent must be no less than 5 and no greater than 9.
The authorised activity must no cause environmental harm.
Hydro-demolition works will avoid heavy rainfall periods which could affect the performance of the Siltbuster HD Unit.
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 to 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, the Upper and Middle Forth Estuaries 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, the Upper and Middle Forth Estuaries and saltmarsh habitats, 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 (e.g., drip trays, plant nappies, etc.) 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. Any vehicles, ancillary plant, and NRMM not in operation will (where possible) be sited in the laydown area.
Where required, plant, fuel, oils, generators etc. will be bunded appropriately in the designated laydown area, and all ancillary plant, vehicles and NRMM will also be stored in the laydown area above the work site.
Regular visual pollution inspections of the work site (particularly for schemes 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 used during each scheme 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.
When the works are complete, the Contractor will ensure that all materials, debris, tools, plant, and equipment are removed from the work area. The Contractor will also check the area thoroughly for spillages or potential pollution sources and remove or clean-up anything found

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 each of the schemes 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, size and scale of the individual schemes, 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 schemes 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

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