Air quality

During the construction phase, activities undertaken on site could potentially have some minor localised and short-term air quality impacts in proximity to the works. The construction phase will, for example, require a range of ancillary plant, vehicles, and non-road mobile machinery (NRMM) which will contribute to local dust and air pollutants. The main sources are likely to be dust generated by cold milling in preparation of carriageway resurfacing, as well as exhaust emissions from ancillary plant and vehicles. As a result, there is potential for impacts to local air quality.

However, considering the nature and duration of the scheme, 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.

• A water-assisted dust sweeper will sweep the carriageway after dust-generating activities, and waste will be contained and removed from site as soon as is practicable.
• 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.
• 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).
• Cutting, grinding, and sawing equipment (if 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) minimizing cutting and grinding on-site, (b) reducing the operating hours, (c) changing the method of working, etc.

Landscape and visual effects

During construction there will be a short-term impact on the landscape character and visual amenity of the local area due to the presence of construction plant, vehicles, and TM. However, all construction work will be restricted to areas of made / engineered ground on the M8 carriageway, and works are programmed to be undertaken at night for four nights. As such, the visual impact of the works will be somewhat reduced.

Considering the nature, duration, size, and scale of the scheme, 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 road surface 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.
• Where possible, construction vehicles will not be left in places where soil or vegetation can be damaged. If damage to road verge occurs this must be lightly cultivated or graded (upon completion of the works) to allow natural recolonization by local species and promote integration with existing landscape character.

Biodiversity

Given that there is potentially connectivity due to the scheme being located within the buffer zone of a small number of qualifying features of designated sites, a Habitats Regulations Appraisal (HRA) screening has been undertaken. The HRA concluded that there would be no Likely Significant Effects (LSE) on the identified qualifying features of the Firth of Forth SPA and Ramsar Site, the Outer Firth of Forth and St Andrews Bay Complex SPA and Westwater SPA and Ramsar Site due to the restriction of the works to the existing M8 carriageway, along with the distance and intervening habitats and urban areas separating the works from the designated sites.

Invasive native perennial rosebay willowherb has been identified along the verge of the M8 within the scheme extents. However, at its location along the M8 it is separated from the scheme by roadside verge and VRS. As such, the risk of contact with the invasive native perennial is low, nevertheless, precautionary mitigation will be adhered to onsite which will reduce the risk to negligible.

A temporary short-term increase in noise levels may cause disturbance to local wildlife if present in the vicinity of the works. The works will, for example, require a range of ancillary plant, vehicles and NRMM which will emit noise and create potential disturbance. The works will also require delivery of materials and the presence of personnel to facilitate the improvements to the road surface. However, the number of construction vehicles and construction operatives required onsite is low given the scale and scope of works. In addition, any species in the area are likely to be accustomed to noise and visual disturbance pertaining to vehicle movements on the M8. The potential for significant species disturbance within the area of construction is therefore somewhat diminished.

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:

• Where possible, artificial lighting used during night works will be sufficiently screened and aligned so as to ensure that there is no direct illumination of neighbouring habitat (e.g., locations adjacent to tree shelterbelt, woodland etc.,).
• 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, BEAR Scotland’s Environmental Team will be contacted.
• Toolbox Talk TTN-139 ‘Protected Species’, will be briefed to all staff prior to the commencement of works.
• Given the presence of invasive native perennial rosebay willowherb within the verge of the scheme extents, Toolbox Talk TTN-009 ‘Working with Injurious Weeds and Invasive Plants’, will be briefed to all staff prior to the commencement of works.
• Site personnel will remain vigilant for protected species and will not approach or touch any animals seen on site. Any sightings of protected species will 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 BEAR’s Environmental Team can provide advice.
• 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 (including birds) to move away from the disturbance.
• All equipment stored onsite, if necessary, will be checked at the start of each shift to ensure no animals are present. Any storage containers/plant within the compound will also be secured overnight to prevent exploration by 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.
• People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made/engineered ground (as much as is reasonably practicable). If during works unforeseen access to the surrounding environment is required, works will cease in this area and BEAR Scotland’s Environmental Team will be contacted to allow consideration of potential environmental effects.
• 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 this scheme. 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. Specifying TS2010 surface course also allows a wider array of aggregate sources to be considered when compared to typical stone mastic asphalt (SMA). As a result, the use of TS2010 should reduce the usage of imported aggregates and increase the use of a wider range of sustainable aggregate sources. The design life for the TS2010 surfacing is also estimated to be 20 years. The enhanced durability of TS2010 therefore reduces reoccurring routine maintenance and associated levels of traffic disruption to this section of road over the period.

Approximately 1260 tonnes of bituminous material classified as hazardous due to the presence of coal tar is required to be removed and will be processed appropriately as detailed below.

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

• 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 UK Legislation.

• Good materials management methods (e.g., ‘just-in-time’ delivery) will be implemented wherever possible.
• 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.
• For removal of coal tar contaminated plannings the following will be undertaken:

• Coal tar contaminated road planings will be classified as Special Waste.
• Special waste consignment notes (SWCN) will be obtained from SEPA to allow the movement of the contaminated planings.
• All waste will be appropriately segregated, with coal tar contaminated planings being kept separate from uncontaminated planings.
• Coal tar contaminated road planings will be transported by a registered waste carrier to an appropriate waste recovery facility and accompanied by a SEPA-issued consignment note or code. The approx. 1260 tonnes being disposed of will be sent to a facility that holds suitable pollution prevention and control permits and waste management licences. Copies of consignment notes will be retained for a period of three years
• SEPA will be notified at least 72 hours before (and no longer than one month before) Special Waste leaving site.
• Waste will be transported in a safe and secure manner to prevent the release of contaminated material en-route.
• The consignee who receives the waste will send a copy of the completed deposit noted to SEPA immediately.

• The Contractor is responsible for the reuse / disposal of non-hazardous road planings, and this has been registered in accordance with a Paragraph 13(a) waste exemption issued by SEPA as described in Schedule 3 of the Waste Management Licensing Regulations 2011 (exemption number: WML/XS/2012650), prior to the implementation of the Environmental Authorisations (Scotland) Regulations, the rules of which will be complied with.
• Designated areas will be identified within which all materials and personnel, including construction compounds, where necessary, 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.
• All temporary road signs and traffic cones will be removed from site on completion of works.
• 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 also not be mixed with general waste and/or other recyclables.

Noise and vibration

Activities undertaken on site could potentially have some localised and short-term noise impacts in proximity to the works. The road works will, for example, require a range of ancillary plant, vehicles and NRMM for cold milling in preparation for carriageway resurfacing. Noise will also be generated by using breakers (jackhammers), chipping hammers, use of rollers, etc. As a result, there is potential for noise and vibration effects to residential properties within the local area, the closest of which lies approx. 142m north of the scheme. However, all properties are separated from the works by roadside tree shelterbelts and areas of woodlands, which are likely to offer some visual screening and perceived noise reduction.

In addition, the works are not located within a CNMA or CQA, and while they will be completed over four nights, the aim will be to complete the noisiest works by 23:00.

The road surface is in a poor condition, with a series of defects. Replacing the life-expired surface course with TS2010 road surfacing affords the benefits of a reduction in mid-to-high frequency traffic noise and a reduction in the ground vibrations. As a result, upon completion of the work, noise associated with the movement of vehicles on the trunk road should decrease post construction.

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

• The local authority environmental health department will be notified of nighttime working by BEAR Scotland’s design engineer.
• Where possible, the noisiest work operations (e.g., cold milling, using breakers (jackhammers), chipping hammers, use of rollers, etc.) will be completed before 23:00.
• 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.
• Ancillary plant, vehicles and NRMM with directional noise characteristics will (where practical) be shut down in intervening periods between site operations.
• The use of paving breakers (jackhammers), chipping hammers, etc. will be avoided (except where there is an overriding justification), and if 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 have been 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 have temporary adverse impacts on local residents, guests of the nearby hotel and road users. While TM will be in place for four nights, it will be restricted to nighttime hours when traffic flows will be at a minimum, as such no congestion issues are expected during the proposed construction hours.

While a core path is located within the scheme extents, it spans the M8 via an overbridge and as such will not be impacted by the works.

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

Upon completion of the works, there will be a positive impact in relation to population and human health due to the improvement of usability and safety provided by the new carriageway surface.

Population and human health mitigation measures:

• 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, Premier Inn Livingston (M8 Junction 3) Hotel, and/or other businesses informed of the proposed working schedule, 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.
• Advanced signage will be strategically placed on the trunk road to notify stakeholders of the road closure and diversion at least seven days in advance.
• 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 resurfacing works, there is potential for temporary adverse impacts on the water environment. Potential changes in water quality e.g., from pollution events (either by accidental spillage of sediments, particulate matter, chemicals, fuels or by mobilisation of these in surface water cause by rain) during works have the potential to have direct or indirect effect on surrounding waterbodies such as Drain1.

However, all works will be restricted to the M8 carriageway and there will be no requirement to enter any watercourse as such there is limited risk for direct impacts. Furthermore, the potential for direct or indirect pollution incident to a waterbody is considered 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 GPPs, utilisation of drain covers or similar, etc.), water quality is protected.

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

Road drainage and the water environment mitigation measures:

• If any works are identified that would require entering a waterbody, BEAR Scotland’s Environmental Team will be contacted (before works commence) to allow consideration of potential environmental effects.
• The abstraction or transfers of water from, discharges to, or the washing of tools in surface waterbodies identified is not permitted.
• Appropriate measures will be implemented during resurfacing operations to limit the potential for wastes (i.e. road planings) and materials (i.e. new asphalt) to enter any gullies present on site. On completion of resurfacing operations, any gullies present on site will be visually checked to ensure they have not become blocked as a result of the scheme.
• 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 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, 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, 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 must have a secondary containment system 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.
• Regular visual pollution inspections of the designated laydown area and work site (particularly 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 onsite 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.

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 works 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, duration, size and scale of the scheme, 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 scheme no residual impacts are anticipated on the climate.

Climate mitigation measures:

• Use of warm mix asphalt as standard.
• 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.

Vulnerability of the project to risks

There will be no change to the likelihood of flooding on the M8 within the scheme extents upon completion of the works.

Works are restricted to areas of made ground on the M8 carriageway surface, with access to the scheme gained via the M8 mainline. TM will employ four nighttime full road closures with a signed diversion. As such, the proposed works’ impacts on road traffic accidents are assessed to be of negligible magnitude.

A Site Environmental Management Plan (SEMP) will be produced by BEAR Scotland which sets out a framework to reduce the risk of adverse impacts from construction activities on sensitive environmental receptors. The Contractor will comply with all conditions of the SEMP during works and may be subject to audit throughout the contract by the Performance Audit Group (PAG).

Considering the above, the vulnerability of the project to of major accidents and disasters is considered to be low.

Assessment cumulative effects

The proposed works are not anticipated to result in significant environmental effects. Due to the nature of the proposed works, no cumulative effects are anticipated with any other developments in the vicinity.

A search of the Scottish Road Works Commissioner’s website (map search) has identified that there is one instance of planned road works which could occur within 300m of the M8 within the scheme extents:

• Installation of new 10m column carried out by West Lothian Council, with an expected start between 02/03/2026 – 01/06/2026, for an approx. duration of 10 working days, approx. 84m north of the scheme (Reference: 3903563).
• Bridge joint repairs carried out by West Lothian Council, with an expected start between 16/02/2026 – 15/05/2026, for an approx. duration of 86 working days, approx. 299m south of the scheme (Reference: 3902097).

However, BEAR Scotland will ensure that works on the network and TM are appropriately considered to minimise disruptions to road users as far as possible.

In addition, a search using West Lothian Council ‘Simple Planning’ Search identified three planning applications within 300m of the scheme extents in the last two years (Table 1).

Table 1: Planning Applications Within Last Two Years

Reference	Description	Decision	Distance From Works
0877/MSC/24	Approval of Matters specified in conditions of planning permission 0586/P/14 for 106 residential units, landscaping, open space, access, drainage and other associated development (amended plans)	Unknown	Approx. 90m north
0818/FUL/25	Erection of a 590 sqm annex to provide additional guest accommodation, alterations to the existing hotel, car parking, landscaping and other associated works	Unknown	Approx. 131m southwest
0678/CLU/24	Certificate of Lawfulness for proposed use of building as office (Use Class 4)	Grant Certificate of Lawfulness-Existing	Approx. 258m southwest
0808/A/25	Display of two illuminated free standing menu signs, one illuminated height clearance sign, one illuminated canopy sign, two illuminated pole mounted signs and one illuminated totem sign	Mixed Decision	Approx. 265m south
0584/A/25	Display of three illuminated fascia signs and three illuminated building mounted signs	Approve Advertisement Consent	Approx. 265m south
0512/A/25	Display of four fascia signs, two wall mounted signs, one totem sign, four menu digital screen signs, one order point sign (all illuminated) and one height restrictor sign and two pole mounted signs (non-illuminated)	Approve Advertisement Consent	Approx. 276m south

While it is not possible to gain an understanding on the timing or duration of the above planning applications, given that the decisions for the large projects (i.e. 0877/MSC/24 and 0818/FUL/25) are not yet published, they are not expected to occur at the same time and therefore are not at risk of resulting in in-combination impacts. The remaining planning permissions relate to the installation of signage and the change of use of an existing building, therefore given the small-scale scope of these, no in-combination impacts are expected. Furthermore, as the resurfacing works will be restricted to the existing M8 carriageway boundary and depth, there will be no potential for in-combination impacts.