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. This may result in a temporary deterioration in local air quality, particularly along diversion routes.
During construction there is the potential for an increase in dust and emissions from plant and machinery. This is likely to cause a slight deterioration in air quality within the local area. These impacts will last for the duration of the works only.
An increase in the use of HGVs during construction will likely have a temporary impact on air quality within the local area.
Post construction there will be no change to the traffic volume, speed or road alignment.
There will be no impact on any AQMAs located within Renfrewshire Council due to factors including distance from the works.

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;
All materials will be removed that have a potential to produce dust from site as soon as possible, unless being re-used on site (cover or fence stockpiles to prevent wind whipping);
Cutting, grinding or sawing equipment will only be used when fitted or in conjunction with suitable dust suppression techniques such as water sprays or local extraction, e.g. suitable local exhaust ventilation systems;
Drop heights from conveyors and other loading or handling equipment will be minimised;
Vehicles entering and leaving the work 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;
When not in use, plant, vehicles and NRMMs will be switched off and there will be no idling vehicles; and
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 be adopted, and effective route preparation and planning will be undertaken prior to works.
Where possible, materials will be sourced locally.
Surfaces will be swept where loose material remains following planing.
Regular monitoring will be undertaken by a competent person (e.g. site engineer or Clerk of Works) during activities likely to generate dust, particulate matter, or exhaust emissions. In the event that unacceptable emissions are observed, operations will be reviewed and, where practicable, modified. Follow-up checks will be conducted to ensure the effectiveness of corrective actions.
A silt buster will be used to filter all wastewater from the site which will aid preventing airborne materials being released into the local area produced by hydro-demolition.

No significant effects are predicted on air quality and therefore, no further assessment is required in accordance with DMRB Guidance document LA 105: Air Quality.

Cultural Heritage

Impacts

Works are unlikely to physically alter the non-designated assets listed above due to the distance of the assets identified and their general nature.
The potential for the presence of unknown archaeological remains within scheme extents is unlikely as original construction of the M8 and associated Hillington Interchange would likely have removed any features of archaeological significance, and works are to be restricted to the existing boundary.

Mitigation

During construction, plant, vehicles, personnel, materials etc. will be contained to hardstanding areas within the carriageway boundary at all times.
If any archaeological finds are found, these will not be removed and the Energy Transition & Sustainability team will be contacted for further advice.

Providing all works operate in accordance with current best practice, no significant effects are predicted on cultural heritage.

In accordance with DMRB Guidance document LA 116: Cultural Heritage, no further assessment is required.

Landscape and Visual Effects

Impacts

Views of, and from, the road will be temporarily affected during works due to the presence of works, traffic management and plant.
Works will be restricted to the existing carriageway boundary and will not impact upon the surrounding landscape during and after construction.
The construction works are expected to have a temporary visual impact on nearby receptors. This includes the presence of additional lighting, which may be visible to surrounding residential properties and business, particularly during night-time operations.

Mitigation

Plant/machinery/materials will be stored in unobtrusive areas when not in use and will not be stored on grass verges.
Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.
The design and appearance of the structure will be preserved as closely as possible to maintain the existing landscape character and visual continuity of the area.
During construction noise barriers will be used on site to contain the amount of noise made by the works. These barriers will also serve as visual screens, helping to shield receptors from direct views of the construction works and preserving the visual integrity of the area.

With mitigation measures and best practice in place, it is anticipated that any landscape and visual effects associated with the works are unlikely to be significant.

Therefore, in accordance with DMRB Guidance document LA 107: Landscape and Visual Effects, no further assessment is required.

Biodiversity

Impacts

During night-time construction activities, misdirected site lighting and noisy works may cause temporary disturbance to surrounding nocturnal species. Careful planning and directional lighting will be essential to minimise ecological impacts.
There will be no anticipated impacts to the target species identified along the verge of the M8, as all construction activities will remain confined within the carriageway boundary.

Mitigation

On-site light sources will be kept to a minimum and used only when necessary.
Lighting will be positioned and shielded, where practicable, to avoid illuminating sensitive areas such as woodland or vegetated verges.
In the event that any protected species are discovered during the works, all activities will cease immediately, and a member of the Energy Transition & Sustainability Team will be contacted for further guidance.
‘Soft start’ techniques will be employed when operating noise intensive equipment, plant, or machinery to reduce the risk of disturbing any noise-sensitive species that may be present in the wider area.
All works and storage of plant, machinery, vehicles and equipment will be restricted to the boundaries of the carriageway.
Noise mitigation measures as outlined in the Noise and Vibration section and pollution control mitigations as outlined in the Road Drainage and the Water Environment section will be adhered to during the works.

With the above mitigation measures and best practice being adhered to, no significant effects on biodiversity are anticipated.

Therefore, in accordance with DMRB Guidance document LA 108: Biodiversity, no further assessment is required.

Geology and Soils

Impacts

Works involving excavation such as replacing signposts within the verge may result in minor soil disturbance, which can create adverse conditions, including erosion and polluted soils.
The generation of concrete dust can raise the pH of soils resulting in erosion and soil infertility.

Mitigation

Excavation of soils will be kept to a minimum and only where necessary, with any excavated soils being re-used on site as far as reasonably practicable.
Excavated soils will not be stored on site, and will be appropriately contained/covered, and protected from the elements. 
Spill kits will be present on site and all operatives will be fully trained in their use. Any fuels or chemicals required for use will be stored securely with drip trays used appropriately and stored under any chemical or fuel containers. 
There will be no unnecessary storage of materials or parking of vehicles on soft ground or grassy areas, as this may destroy the soil structure and damage grass. Hardstanding will be provided. If damage occurs proper re-instalment will be carried out.
If any unusual odours or soil colourations are identified during the works, the works will cease, and the environmental team will be notified.

On the condition that the above mitigation measures and best practice are adhered to, no significant effects on geology and soils are anticipated.

Therefore, in accordance with DMRB Guidance document LA 109: Geology and Soils, no further assessment is required.

Material Assets and Waste

Impacts

Transportation and recovery of materials/waste will require energy deriving from fossil fuel, a non-renewable source.
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.
The works will result in contribution to resource depletion through use of virgin materials.
Asbestos may be present within the structure and is considered a special waste. Improper disposal can lead to asbestos fibres becoming airborne or waterborne, contaminating the environment.

Mitigation

The hydro-demolition discharge will be contained, stored and disposed of off-site at a licenced facility.
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.
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 GHG emissions on climate change.
Where possible all materials will be reused throughout the network, if not possible they will be recycled locally.
The contractor will adhere to waste management legislation and ensure they comply with waste management Duty of Care.
Uncontaminated road planings arising from the works will be fully recycled under a SEPA Paragraph 13(a) Waste exemption in accordance with guidance on the Production for Fully Recovered 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.
Use of TS2010 will reduce the usage of imported aggregates and increase the use of a wider range of sustainable aggregate sources thus reducing GHG emissions.
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 carried out easily via inlay.
This scheme is in excess of £350k and therefore a Site Waste Management Plan will be produced.
Asbestos will be classified as special waste. Special waste will be transported by a suitable licenced contractor and will be accompanied by a correctly completed Special Waste Consignment Note (SWCN) providing information about the waste, the producer and the responsible person of which the waste is being handed to. The SWCN will be kept for three years.

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

Noise-intensive activities including the operation of heavy machinery, will be required during daytime and night-time periods. These works may cause temporary disturbance to nearby residents and amenity users, particularly those located within 300m of the scheme. Night-time operations such as hydro-demolition are of particular concern due to the potential for increased sensitivity during these works at the nearby residential receptors.
The use of TS2010 road surfacing is expected to provide enhanced durability and noise-reducing features compared to standard surfacing materials. This will benefit both vehicle users and nearby receptors by reducing long-term traffic levels following completion of the works.
Upon completion of the works the existing baseline noise levels will not change for any noise sensitive receptors.
Temporary noise impacts will occur from vehicle traffic along potential diversion routes as a result of the TM being implemented.

Mitigation

The Best Practicable Means, as defined in Section 72 of the Control of Pollution Act 1974, will be employed at all times to reduce noise to a minimum.
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.
Noisy equipment will be positioned as far from sensitive receptors as possible.
Temporary acoustic barriers or screens will be installed around high-noise areas, if required during hydro-demolition activities. Natural or existing structures (e.g., embankments) will be used to shield noise.
Unnecessary revving of engines will not be undertaken and all equipment will be switched off when not in use.
Drop heights of materials will be minimised.
‘Soft start’ techniques will be utilised with noise heavy equipment/plant/machinery in order to avoid disturbance.
All residents and businesses within 300m will be notified in advance of noisy works via a letter drop and a press release.
Noise levels will be monitored regularly to ensure compliance.
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. changing the method of working etc.
The local authority environmental health has been notified of night-time working and subsequently a Construction Noise Assessment will be undertaken prior to commencement of works.

With best practice mitigation measures in place, there are no significant effect predicted on Noise and Vibration.

Therefore, in accordance with DMRB Guidance document LA 111: Noise and Vibration no further assessment is required.

Population and Human Health

Impacts

During construction, activities undertaken on site have the potential to have temporary adverse impacts on local residents, road users and NMUs.
While residential properties are located, at their closest, 55m from the works, they are offered some visual screening due to the presence of surrounding vegetation, furthermore the majority of works will be undertaken during daytime working hours and as such impacts to local residents may be somewhat reduced.
Construction site lighting during night-time hours could cause disturbance to residential properties in close proximity, and for the nearby amenity users.
No temporary or permanent land take is required, as all works will occur within the existing carriageway boundary.
Core paths and any pedestrian footways will not be impacted by the works due to the works being contained within the carriageway boundary.

Mitigation

TM restrictions/arrangements and any anticipated travel delays will be publicised within the local and wider area through radio announcements and letterbox drops, aimed at minimising disruption to vehicular travellers.
Temporary site lighting used throughout the scheme will be directional and will be focused solely on the area of works to reduce potential disturbance.
Site specific control measures regarding noise and vibration, landscape and visual effects and air quality can be found in the relevant sections (above).
When in place, TM will be monitored to ensure it is effectively managing traffic flow.

On the condition that the above mitigation measures and best practice are adhered to, no significant effects on population and human health are anticipated.

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

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 detrimental effect on the surrounding local water environment.
Potential for spills, leaks or seepage of fuels and oils associated with plant to escape and reach drainage systems and watercourses if not controlled, which may negatively affect the distant water environment.

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.
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).
Visual pollution inspections of the working area will be conducted in frequency, especially during heavy rainfall and wind.
Weather reports will be monitored prior to and during all construction activities. 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.
Site operatives will ensure that any concrete is contained within the working area and does not enter any surface water drains. Storage and mixing of concrete will take place at least 10m away from watercourses.
The hydro-demolition waste will be pumped into a silt buster which filters the wastewater and neutralises the PH. This water will then be stored in a tanker and disposed of offsite.

Providing all works operate in accordance with current best practice, as detailed within SEPA’s Guidance for Pollution Prevention (GPPs), no significant effects are predicted on the local water environment during construction or during operation.

In accordance with DMRB Guidance document LA 113: Road drainage and the water environment, no further assessment is required

Climate

Impacts

Construction activities associated with the works have the potential to cause local air quality impacts as a result of the emission of GHGs through the use of vehicles and machinery, material use and production, and transportation of materials to and from site. However, by undertaking the works the lifespan of the Bridge is increased. This promotes ‘Build Less’ principles outlined within the carbon reduction hierarchy. Furthermore, the execution of timely routine maintenance and repairs to the structures aims to reduce the number of future maintenance interventions and hence this leads to an overall reduction in traffic disruption, construction and material-related carbon emissions.

Mitigation

Where possible, materials and suppliers will be sourced locally to reduce GHG emissions associated with travel distance, materials movement, and waste will be disposed at a local waste management facility.
Further actions, considerations and regulatory requirements for this scheme are detailed in the above Material Assets and Waste section.

With best practice mitigation measures in place, no significant impacts are anticipated on Climate. Therefore, in accordance with DMRB Guidance document LA 114: Climate, no further assessment is required.

Vulnerability of the Project to Risks

There will be no change in vulnerability of the road to risk, or in severity of major accidents/disasters that would impact on the environment.

With measures and standard working practices being implemented, it has been determined that the vulnerability of the project to risks of major accidents and disasters is considered to be low.

Assessment Cumulative Effects

The Scottish Road Works Commissioner's Interactive Map and Ameys Current Programme of works has not highlighted any works during the proposed timescale and at the location of the works.

A search on Renfrewshire Councils planning portal does not identify any works that will conflict with the works.

No other nearby schemes which may result in a combined effect on nearby receptors have been identified.

Any future schemes will be programmed to take into account already programmed works, and as such any effect (such as from TM arrangements and potential construction noise) will be limited.

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