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.
Taking into account the nature and scale of the works and the following mitigation measures below, the risk of significant impacts to air quality are considered to be low, and any impacts will be for the duration of the works only.
During construction for both phase 1 and phase 2 works, 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.
There are no changes to traffic flow characteristics post-construction (composition, speed or flows) and any air quality impacts will be short-term.

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 (stockpiles will be covered or fenced 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; and
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.

The following additional mitigation measures will be implemented:

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

Works are unlikely to physically alter the non-designated assets located within the scheme extents as they are not physical in nature; therefore, they will not be impacted by construction activities.
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.

Mitigation

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.

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, primarily due to the implementation of short-term traffic management measures.
As the works are minor, short in duration, and undertaken on a like-for-like basis, no permanent changes to landscape features or views are anticipated. Any temporary visual effects will be confined to receptors in close proximity, primarily road users who will experience brief, transient views of plant and equipment within the verge during construction.
No residual landscape or visual impacts are anticipated post-construction, with the improved road surface being the only visible change.

Mitigation

The existing landscape’s appearance will be retained as much as possible to maintain its current character by limiting vegetation removal to surface grass within the verge and ensuring that any new materials introduced, such as those for filter drains or signage are carefully selected to match or complement the existing roadside appearance, promoting visual integration.
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.
The site will be kept clean and tidy throughout all stages of the works, with appropriate storage of materials, equipment, plant and waste.

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 protected species.
There will be no impact on the invasive non-native species (INNS) identified along the verge, as all occurrences are located outside the designated buffer zone.
Site activities such as the replacement of the filter drains may temporarily impact local biodiversity due to increased vehicle presence, potential disturbance to protected species, and the risk of habitat pollution.

Mitigation

Due to nighttime programming for the works, 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, and a member of the ET&S Team will be contacted for further guidance.
‘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.
Operatives will take measures to prevent the spread of any Invasive plants identified within the scheme extents. A toolbox talk on Invasive Plants will be briefed to operatives.
All site personnel and visitors to the proposed works area will be briefed on the specific ecological constraints of the works through a targeted in-house ‘toolbox talk’ for protected species.
As part of the Network Management Contract, Amey, on behalf of Transport Scotland, has been asked to keep a record of various target species, including Rosebay willowherb, 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.

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

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 risk of direct or indirect impacts to underlying geology or soils.
Works in the verge may result in minor soil disturbance, which can create adverse conditions, including erosion and polluted soils.

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 (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 fuel, oil and other 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 works will result in contribution to resource depletion through use of virgin materials.
The Contractor is responsible for the management and disposal of road planings arising from the works. All waste will be managed in accordance with the Environmental Authorisations (Scotland) Regulations 2025, under the relevant SEPA waste authorisation for recovery, reuse or disposal. For example, road planings will be prioritised for recovery or reuse, through recycling into new asphalt, in line with the waste hierarchy. Landfill disposal will only be considered where recovery or reuse options are not practicable.

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 waste hierarchy (Reduce, Reuse, Recycle and Dispose) will be employed throughout the construction works.
The contractor will adhere to waste management legislation and ensure they comply with waste management Duty of Care.
All waste leaving the site will be removed from site by a licence waste carrier. All waste documentation will be provided when requested.
Containment measures will be in place to prevent debris or pollutants from entering the surrounding environment.

It has been determined that the proposed scheme will not have direct or indirect significant effects on the consumption of material assets or creation of waste.

With best practice mitigation measures in place, no significant effects are predicted for materials and wastes. Therefore, in line 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 nighttime hours.
Traffic volumes may rise along diversion routes during the works, which could lead to increased noise levels in these areas. This may temporarily affect nearby residents and sensitive receptors.
TS2010 road surfacing is shown to have superior durability and noise reducing features compared to standard road surfacing mixes.
Post-construction, no adverse noise or vibration impacts are anticipated. The improved road surface will not change the traffic speed or flows, and ambient noise levels are expected to return to pre-construction conditions.

Mitigation

Mitigation measures follow Best Practicable Means as outlined in British Standard (BS) 5228:2009+A1:2014. The standard provides specific detail on suitable measures for noise control in respect to construction 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. 
Glasgow City Council Environmental Health Department has been notified of the works due to the night-time programming.
Amey’s Noise and Vibration environmental briefing will be delivered to all site operatives before works start.
Advance notification letters will be distributed to residents within close proximity to the works.
Regular updates will be posted on relevant social media channels to inform the wider community of progress and any changes to the schedule and provide real-time updates on traffic diversions or temporary restrictions.

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 C73A as all works are located within the highway 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 (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 noted above, 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.

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

Construction activities are confined to the carriageway boundary, reducing the risk of major accidents or environmental disasters.

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

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.

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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