Description of Main Environmental Impacts and Proposed Mitigation

Air Quality

Impacts

On site construction activities such as planing of the surface and mobile machinery, have the potential to produce airborne particulate matter and generate emissions that may have a temporary negative impact on local air quality levels.
The implementation of TM during the scheme may lead to a temporary increase in vehicle emissions due to idling vehicles and increased congestion particularly along where the diversion route is located. However, no permanent changes to air quality are anticipated.
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.
Works will be confined to the M8 carriageway therefore there will be no impacts to the SPRI’s located within 1km of the works.
There will be no permanent impact on Glasgow City Centre AQMA due to the works being short term, however during construction, higher levels of pollutants such as NO₂ and particulate matter PM₁₀, can pose health risks, particularly for vulnerable groups such as children, the elderly, and those with respiratory conditions.

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 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; and
When not in use, plant, vehicles and NRMMs will be switched off and there will be no idling vehicles
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.

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

Cultural Heritage

Impacts

The resurfacing works are like-for-like and construction of the M8 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.
Due to their distance from the works and the containment of activities within the carriageway hardstanding, both the Scheduled Monuments and the conservation area will remain unaffected physically.
The non-designated assets referenced above are not physical in nature; therefore, they will not be impacted by construction activities.

Mitigation

All site staff will be made aware of both Scheduled Monuments to prevent any accidental damage.
If any archaeological finds, such as coins or pottery, are discovered during the works, they will not be removed from the site. Any such discoveries will be reported immediately to the appropriate authority.
No materials or wastes will be stored within the boundaries of the Scheduled Monuments.

Providing all works operate in accordance with current best practice, the residual impact to cultural heritage is considered to be neutral.

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

Landscape and Visual Effects

Impacts

The works will result in temporary changes to the surrounding landscape and its character, primarily due to the presence of short-term traffic management measures.
All areas affected by the works will be reinstated to their original condition, ensuring no lasting visual impact to the landscape.
As the works are minor, short duration, operate on a like-for-like basis, no permanent changes to landscape features and views are anticipated.

Mitigation

The design and look of the current landscape will remain the same as much as possible to retain the current landscape character.
Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.
Plant/machinery/materials will be stored in unobtrusive areas when not in use and will not be stored on grass verges.

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

Biodiversity

Impacts

During night-time programming, misdirected site lighting from construction activities could cause disturbance to any commuting protected species.
Site activities may temporarily impact local biodiversity due to increased vehicle presence, potential disturbance to protected species, and the risk of habitat pollution.
The VRS verge works are located near an area of Japanese knotweed, which presents a risk of spread if appropriate mitigation measures are not implemented

Mitigation

Due to night-time programming, any artificial lighting required will be hooded and directed specifically at the work area to minimise light spill and disturbance to nocturnal species, including those near ecological receptors such as dense woodland. In the event that any protected species are encountered during the works, all activity will cease immediately to allow the species to pass by.
‘Soft start’ techniques will be utilised with noise heavy equipment/plant/machinery in order to avoid disturbance to any potential noise sensitive species present in the area.
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 Network Management Contract (NMC), Amey, on behalf of transport Scotland, has been asked to keep a record of various target species, including Rosebay willowherb, Broad Leafed Dock, Common Ragwort and Creeping Thistle. 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.
A Japanese knotweed Toolbox Talk will be delivered to all site operative before the works commence.
A Japanese Knotweed Method Statement will be delivered to site personnel prior to the commencement of works along the grass verge. No works will occur with 7m of Japanese Knotweed.

With the above mitigation measures and best practice being adhered to, the residual effect on local biodiversity is considered not significant.

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

Geology and Soils

Impacts

The works in the verge may result in minor soil disturbance, which can create adverse conditions, including erosion and polluted soils.
Resurfacing works will be confined to the existing carriageway boundary and previously engineered layers. As such, it has been determined that these works pose no direct or indirect impacts to underlying geology or soils.

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. 
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 (e.g., to backfill removed trial holes etc.). 
Excavated soils if stored on site 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 as specified.
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, the residual effect on geology and soils is considered not significant.

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 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.
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.
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.
WMA technology allows easier incorporation of Reclaimed Asphalt Pavement (RAP) and other recycled aggregates because of its lower production temperatures. This reduces the demand for virgin aggregates and bitumen, conserving natural resources.
By enabling higher recycling rates, WMA decreases the amount of asphalt waste sent to landfill.
Non-recycled construction waste often ends up in landfills. Without recycling, the demand for virgin materials increases, putting pressure on natural reserves.

Mitigation

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 to reduce haulage and scheme associated journeys, reducing impact of associated Greenhouse Gases (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. 
From November 1st 2025 these exemptions will be phased out in favour of Environmental Authorisations (Scotland) Regulations (EASR). However, where planings meet SEPA’s criteria, they will be fully recycled. 
All waste leaving the site will be removed from site by a licence waste carrier. All waste documentation will be provided when requested.

It has been determined that the proposed 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 proposed works have the potential to cause noise and vibration impacts to nearby noise sensitive receptors, through the use of paver planers and roller wagons during night-time hours.
There may be an increase in road traffic where the diversion routes are located.
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

Glasgow City Council Environmental Health Department has been notified of the works due to the night-time programming.
It is anticipated that the noisiest works (planing) will be completed before 23:00 where feasible.
A soft start to the works will be implemented, whereby plant/machinery is turned on sequentially as opposed to simultaneously.
Materials being dropped from height will be minimalised.
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.
No plant, vehicles or machinery will be left idling when not in use. 
Amey’s environmental briefing on Noise and Vibration will 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

TM has potential to cause temporary levels of disruption to road users and bus timetables (i.e. congestion and increased travel times). 
There will be no impact on land take from private land and/or community facilities as a result of the scheme.
There will be no impact on Core Path C52 as all works are located within the carriageway boundary and will not affect the use of the core path.

Mitigation

TM restrictions/arrangements and any expected travel delays will be publicised within the local and wider area, in an effort to minimise disturbance to vehicular travellers.

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

If not adequately controlled, debris and run off from the works could be suspended in drainage systems. 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 adversely impact the water environment.
There are not anticipated to be any permanent impacts on road drainage or the water environment following the completion of works.

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 control room will be contacted if any pollution incidences occur on (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 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.
Prior to works commencing, all operatives will be briefed on SEPA’s Guidance for Pollution Prevention (GPP).

Climate

Impacts

GHG emissions will be generated through the use of machinery, vehicles and materials (both recycled and virgin) required for the scheme, as well as through transportation to and from the site.
Warm Mix Asphalt is produced and compacted at temperatures 20–40°C lower than Hot Mix Asphalt. This reduces fuel consumption during heating, leading to 15–30% lower energy use and associated CO₂

Mitigation

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

With best practice mitigation measures in place, the residual significance of effect on climate is considered to be neutral.

Therefore, in accordance with DMRB Guidance document LA 114: Climate, no further assessment is required.

Vulnerability of the Project to Risks

As the works will be limited to the like-for-like replacement of the carriageway structure, 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.

It has been determined that the project is not expected to alter the vulnerability of the existing trunk road infrastructure to risk of major accidents or disasters.

Assessment Cumulative Effects

A review of the Scottish Road Works Commissioner’s Interactive Map and Amey’s current programme of works confirms that no other roadworks is scheduled to take place at the proposed location or during the planned timeframe for the investigation activities.

Amey is currently undertaking various works at the Woodside Viaduct which have been ongoing since 2021, a diversion route on the eastbound carriageway comes off the M8 at J16 onto Kyle Street and then runs under the M8 at J15 onto Royston Road which has been in place since construction began. There is potential for noise, air quality and disturbance to road users to be impacted by the works at Woodside Viaduct, however, due to the resurfacing works at J15 - J16 being temporary the effects will likely be minimal.

Onsite construction activities, together with other works, are unlikely to significantly affect air quality and will not impact the Glasgow City Centre AQMA or receptors within 300 m of the scheme. Air quality monitoring at the M8 Woodside Viaduct is assessed separately from these works at J17. The latest NO₂ Diffusion Tube Monitoring Report (November 2024) shows that results from 19 sites were generally below NO₂ objectives for diversion routes, except for exceedances at St George’s Road located approximately 1.2km west from the scheme extents. These exceedances are likely due to its location near a heavily trafficked, signal-controlled intersection connecting North Street, Woodlands Road, the A804, and J18 of the M8. This indicates that the exceedances reflect local traffic conditions rather than the scheme location, and therefore no cumulative impacts on air quality are expected within the scheme extents.

Mitigation measures detailed in the Air Quality assessment section will be implemented which will offset any impacts to air quality, there will be no permanent impacts to air quality as a result of the works.

The TM currently in place at the Woodside Viaduct in conjunction with the TM required for this scheme, may have an impact on road users. Vehicle users may experience delays due to the presence of TM, which may lead to driver frustration. Details of TM will be provided to local residents prior to works which will enable them to plan ahead for journey times.

Additionally, a search of the Glasgow City Councils Planning Portal has not identified any approved or pending planning applications that would conflict with the proposed works.

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