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.
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.

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);
Cutting, grinding, or sawing equipment will be fitted 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 is 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;
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.

The residual effects are considered not significant and does not warrant any further assessment 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. The Renfrew, Braehead Retail Park, Archaeological Survey; Trial Excavations - was undertaken in 1996 and nothing was identified.
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, including coins, pottery or bones 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

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.

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 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.
There will be no impacts to the target species identified along the verge of the M8 as the works will remain within the carriageway boundary.

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 NMC, Amey, on behalf of transport Scotland, has been asked to keep a record of various target species, including Rosebay willowherb and Common ragwort. Works will not cause the spread of this species, if works are likely to result in the spread of this species through disturbance, the landscaping team will be consulted.

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.

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 where possible 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.
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

TS2010 road surfacing is shown to have superior durability and noise reducing features compared to standard road surfacing mixes. Vehicle travellers and nearby receptors will benefit from the improved road surfacing as a result of the scheme.
Noisy works such as the use of heavy machinery are required during night-time hours, which could cause disturbance for the close residents and amenity users such as the Premier Inn Glasgow Braehead hotel. It is also anticipated that noisy works could cause some day-time disturbance.
There are no anticipated impacts on noise and vibration following the completion of works.

Mitigation

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.
Unnecessary revving of engines will be avoided and engines will be switched off equipment when not in use.
Drop height of materials will be minimised.
‘Soft start’ techniques will be utilised with noise heavy equipment/plant/machinery in order to avoid disturbance.
The noisiest works will be completed before 23:00 where feasible.
Due to nighttime programming, Renfrewshire Council has been notified of the works.
A letter drop will be undertaken to notify the close residential properties to the scheme.
All site operatives will be briefed with a Noise and Vibration Toolbox Talk before works commence.

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

TM has potential to cause temporary levels of disruption to road users and bus timetables (i.e. congestion and increased travel times). 
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.
All WCH users including the 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.

With best practice mitigation measures in place, no significant effects are anticipated on Population and Human Health.

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 (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) documents (particularly GPP 1, GPP 2, GPP 6, GPP 8, and GPP 22).

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

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 not significant.

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

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