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 along the M90. This may result in a temporary deterioration in local air quality. However, as works are overnight, the volume of traffic along the M90 at this time will be relatively minimal.
On site construction activities such as planing of the surface and mobile machinery movement have the potential to produce an increase dust, emissions, and airborne particulate matter. This is likely to cause a slight and temporary deterioration in air quality within the local area.
The resurfacing activities are scheduled to occur during nighttime hours and will be of a relatively short duration. As such, any emissions of dust or vehicle exhaust will be temporary and localised. Given the limited scope and timeframe of the works, no significant change in ambient air quality is predicted.

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 is required in accordance with DMRB Guidance document LA 105: Air Quality.

Cultural heritage

Impacts

Construction of the M90 carriageway 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.
Works involve a direct replacement of existing road surface that is contained within the highway boundary with minimal verge works, ensuring no impact to the cultural heritage assets listed above.
Works will temporarily impact the heritage setting of the area due to the presence of TM, plant, and machinery; however, this will only be for the duration of the works.
There will be no impact to the HER located within the scheme extents as there is no physical structure present within the carriageway boundary.

Mitigation

During construction, plant, vehicles, personnel, materials etc. will be contained to the hardstanding areas of the M90 carriageway as far as possible.
The site will be kept clean and tidy throughout all stages of the works, with appropriate storage of materials, equipment, plant and waste.
If archaeological remains (ceramics, coins, bones, etc) or areas of discoloured soil are encountered during construction, the Amey Environmental team will be contacted, and works will cease until advice can be provided.
If the nature of the works change, or additional excavation works be required, the Amey Environmental team will be contacted prior to works commencing.

Provided control measures are adhered to, there are no cultural heritage assets within the surrounding area that are likely to be impacted. Therefore, in accordance with DMRB Guidance document LA 106: Cultural Heritage Assessment, no further assessment is required

Landscape and visual effects

Impacts

No residential properties identified will have a view of the works, nor will the National Cycle Network Route.
Users of Core Path EARN/104, and the pathway over the works at NO 13266 19344 will have a view of the works. Additionally, misdirected site lighting may cause disturbance to users of the pathways.
However, as the works are programmed for nighttime, there is unlikely to be many pathway users at this time.
There will likely be a short-term impact on the landscape character and visual amenity of the site due to the presence of construction plant, vehicles, and TM.
However, as the works are relatively minor, short in duration, and undertaken on a like-for -like basis, no permanent alterations to landscape features and views are anticipated.
Due to night-time programming, temporary construction lighting may result in short-term disturbance for residential properties in close proximity to the works, including those on the unnamed road.

Mitigation

The design and look of the current landscape will remain the same as much as possible to retain the current landscape.
Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.
Plant, vehicles, and materials will be contained to hardstanding areas within the carriageway boundary (as far as reasonably practicable). Should damage to the landscape occur, reinstatement will be carried out.

With mitigation measures and best practice in place, it is anticipated that any landscape and visual effects identified with the works are unlikely to be significant. Furthermore, as the majority of works within view of sensitive receptors are like for like, no permanent impact is expected. Therefore, in accordance with DMRB Guidance document LA 107: Landscape and Visual Effects, no further assessment is required.

Biodiversity

Impacts

Increased noise levels and potential light spill from construction lighting have the potential to disturb any commuting protected species in the vicinity.
However, as the works are short‑term and transient in nature, and given the low likelihood of protected species being present within the immediate area, any impact is expected to be minimal.
Works will be confined to the carriageway boundary, involving a like-for-like resurfacing and no earthworks. Furthermore, all materials and equipment will be stored on hardstanding areas. As such, there is limited potential to spread or introduce INNS or impact target species.
As the scheme location falls within 2km of a European designated site, a HRA Stage 1 is required. The HRA concluded that the proposed scheme does not carry the potential to cause Likely Significant Effects (LSE) to the European Site mentioned.

Mitigation

Due to nighttime programming any artificial lighting required will be hooded and directed specifically at the work area to minimise light spill and disturbance to nocturnal species. In the unlikely event that any protected species are encountered during the works, all activity will cease immediately, and a member of Amey’s Environmental Team will be contacted for further guidance.
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.
‘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.
Any unscheduled removal of any vegetation/habitats will not be undertaken without prior notification of the Environmental team who will then draft the appropriate method statements.
Toolbox talks will be given to all site operatives before construction works will commence.
As the scheme location falls within 2km of the River Tay SAC, a HRA Stage 1 was undertaken. The HRA found that no Likely Significant Effects are predicted as a result of the works. This is due to the distance of the works from the designated site and their relatively minor nature (like-for-like and contained to carriageway boundary). Furthermore, the HRA states that any impacts on water, air, and noise will not occur as a result of standard control measures.

On the condition that the above mitigation measures and best practice are adhered to, no significant effects on biodiversity are predicted. 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.
Without recycling, the demand for virgin materials increases, putting pressure on natural reserves.
Warm-mix asphalt (WMA) will be used as it reduces fuel and energy consumption, and reduces GHG production during mixing and installing phases.

Mitigation

As this scheme does not have an estimated bid greater than £350,000 a Site Waste Management Plan will not be developed.
The Contractor will comply with all ‘Duty of Care’ requirements, ensuring that any surplus materials or wastes are stored, transported, treated, used, and disposed of safely without endangering human health or harming the environment. All waste transfer notes and/or waste exemption certificates will also be completed and retained.
Environmental Authorisations (Scotland) Regulations (EASR) classes waste asphalt as a Low-Risk Waste Activity (LRWA) under ‘LRWA 3 - Treating asphalt road planings in a milling machine’. This means that uncontaminated road planings arising from the works do not require authorisation and will be fully recycled in accordance with SEPA’s guidance on road planings.
All special waste, such as Asphalt Waste Containing Coal Tar (AWCCT) (if found following on site investigation) will be disposed of at a licenced facility. Consequently, AWCCT must be transport by suitable licenced contractor and must be accompanied by correctly completed special waste consignment note (SWCN) providing information about the waste, the producer and the person the waste is being handed to; the SWCN must be kept for three years, the Site Responsible Manager is responsible for ensuring these are retained onsite.
All waste leaving the site will be removed from site by a licence waste carrier. All waste documentation will be provided when requested.
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.

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 generate noise and vibration at nearby sensitive receptors, including residential properties located along the unnamed road to the southwest of the works. This may occur through the use of pavers, planers, roller wagons and other plant during nighttime working hours.
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

Perth and Kinross Council’s Environmental Health Department has been notified of the works due to the nighttime programming.
Quiet working methods will be employed, including use of the most suitable plant, reasonable hours of working for noisy operations, and economy and speed of operations.
On-site construction tasks will be programmed to be as efficient as possible, with a view to limiting noise disruption to local sensitive receptors. Where night-works are to be undertaken, the noisiest works will be undertaken before 23:00 where possible.
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

Construction site lighting during nighttime hours could cause disturbance for residential properties in close proximity.
Land take is not required for this scheme therefore there will be no impact as a result of permanent or temporary land acquisition from private land, businesses, agriculture, Walkers, Cyclists or Horse riders (WCH) and/or community facilities as a result of the scheme.
Vehicle travellers and nearby receptors will benefit from the improved road surfacing due to reduced road noise as a result of the scheme.
TM has potential to cause temporary levels of disruption to road users (i.e. congestion and increased travel times).
No access / egress points to properties or community facilities will be impacted due to the works or the presence of TM.
The core paths and National Cycle Network Route in proximity to the works will not be impacted during the works.

Mitigation

A letter drop will be undertaken for properties within 300m of the scheme to notify all residential properties of the works.
TM restrictions/arrangements and any expected travel delays will be publicised within the local and wider area via radio and letterbox drop, in an effort to minimise disturbance to vehicular travellers and agricultural businesses in the local area.
Temporary site lighting used throughout the scheme will be directional and pointed only at the area of works.

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

Given that the works are minor and restricted to the carriageway boundary, the likelihood of debris entering a watercourse directly is considered negligible.
However, 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 negative effect on the surrounding local water environment.
There is a small potential risk of fuel and oil spills, leaks, or seepage from plant and machinery entering drainage systems and adjacent watercourses if not adequately controlled, which could result in deterioration of water quality and adverse impacts on the aquatic environment.
Should flooding occur within the scheme extents, this may delay the scheduled 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 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 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.
All operatives will follow of SEPA’s Guidance for Pollution Prevention (GPP) documents.

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

Due to the relatively minor nature of the proposed scheme, impacts on climate will be minimal with regard to national objectives.
Construction of the scheme will result in the emission of GHGs. The use of fuel for plant and machinery during construction will require the exploitation of fossil fuels, while some materials required for the scheme will be from primary sources and require transportation to site.
The nature of the proposed scheme requires HGVs resulting in local air quality degradation and GHG emissions, combined with combustion fuel usage.
Energy will be required for the scheme in the form of non-renewable fossil fuels for transport of materials and personnel, and for plant operation. The use of non-renewable fuels to power plant and machinery will be a contributing factor to GHG emissions.
If confirmed at the detailed design stage, the use of HMA will lead to an increase in energy consumption and an increase in Carbon dioxide due to the heating requirements, compared to WMA.

Mitigation

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

The full extent of carbon emissions relating to these works is unknown until construction is complete. However, as the proposed scheme is of a relatively minor nature with minor associated emissions, it has been determined that the scheme will not significantly influence Scotland’s ability to meet its carbon budgets.

Consequently, 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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