Description of main environmental impacts and proposed mitigation

Air quality

During the construction phase of each scheme, activities undertaken on site could potentially have some minor localised and short-term air quality impacts in proximity to the works. The construction phases will, for example, require a range of ancillary plant, vehicles, and non-road mobile machinery (NRMM) which could contribute to local dust and air pollutants.

However, a large proportion of the schemes will be undertaken using hand tools with limited potential for impacts to air quality. Moreover, the impacts will be further reduced on those projects where there is no requirement for TM, as vehicle idling time will be reduced.

Therefore, considering the nature of the individual schemes, 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.

Air quality mitigation measures:

Where above deck schemes are undertaken, 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.
Any works requiring shot-blasting will be fully encapsulated within a containment area, reducing the risk of materials entering the air. In addition, any shot-blasting detritus and spent grit / shot will be covered prior to disposal.
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).
Materials that have a potential to produce dust will be removed from site as soon as possible.
Cutting, grinding, and sawing equipment (where 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.

Cultural heritage

Historical consultation with the City of Edinburgh Council and Fife Council regarding consent requirements for maintenance works on the Category A listed FRB concluded that all maintenance work concerned with the FRB, that is undertaken on a like-for-like basis, does not require Listed Building Consent. As such, application for consent or any other permission is not currently required.

People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made ground on the FRB and below the north and south viaducts, and as such there is no potential for impacts to any other listed buildings, the closest of which is 35m west or the ‘North Queensferry’ CA located 35m west.

There is potential for the Removal of Side Tower Post Tensioned Cables scheme to require encroachment within the boundary of the ‘Queensferry’ CA, however all works will be undertaken internally within the side tower and do not include any alterations that would affect the historic and architectural character of the CA. As such, consultation with Edinburgh City Council is not required.

While schemes undertaken within the northern extents of the FRB are located within the Battle of Inverkeithing II, there is no requirement for excavation works outwith the existing carriageway boundary, and as such there is negligble potential for impacts to any battlefield artefacts. Mitigation measures detailed below will further reduce any potential for impacts to the Battlefield.

The majority of the schemes are located on the elevated areas of the FRB structure and as such there is no potential to impact upon any unknown archaeological remains as there will be no excavations to ground conditions. While a small number of the schemes may require compounds to be sited on land below the bridge, the construction of the FRB is likely to have removed any archaeological remains that may have been present. Therefore, the potential for the presence of unknown archaeological remains in the study area has been assessed to be low.

With the implementation of mitigation detailed below, the proposed works impacts on cultural heritage during the construction period are assessed to be negligible in magnitude.

Upon completion of the works, no residual impacts on cultural heritage are anticipated.

Proposed cultural heritage mitigation measures:

Site personnel will be made aware of the sensitivity of the ‘FRB, Including Approach Ramps and Piers’ Category A Listed Building.
In the event a requirement for alterations to the bridge or works that were not considered to be like-for-like the local authorities will be consulted to determine if listed building consent is required.
Site personnel will be made aware of the sensitivity of the ‘North Queensferry’ CA, ‘Queensferry’ CA and ‘Battle of Inverkeithing II’ Inventory Battlefield where projects are located within or border these features.
Access out with the existing carriageway within the boundary of the Battlefield will be limited as far as is possible. No plant, equipment or materials will be stored within the area of soft verge within the Battlefield. Where there is a requirement for use of a compound below the northern viaduct, contractors will stay within the confines of the existing compound boundary. In the event there is a requirement for excavation within this area, BEAR Scotland’s Environment Team will be notified as soon as possible to allow for consultation with Fife Council / Historic Environment Scotland.
People, ancillary plant, vehicles, NRMM and materials will be restricted to the areas of made/engineered structure of the FRB and land below north and south viaducts. Where access out with the made/engineered structure is required for the safe and effective completion of the scheme, the area will be reduced as much as is reasonably practicable, and ideally will be accessed on foot.

Landscape and visual effects

There will be a short-term impact on the landscape character and visual amenity of the site as a result of the presence of construction plant, vehicles, and TM (where necessary) during the schemes.

However, people, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made/engineered ground on the FRB and below the north and south viaducts. Additionally, where schemes are located on the underside of the FRB (such as for SSUDA Phase 10 and 10a, Viaduct Box Girder Assessment and Strengthening, Runway Beam Bracket Replacement), the works will not be visible from carriageway level, and only an obscured view of the works will be evident from the shoreline or water. Moreover, the impacts will be further reduced on those projects where there is no requirement for TM.

Considering the nature, duration, size, and scale of the schemes, 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 like-for-like refurbishment 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.

Biodiversity

As the FRB spans the Lower Forth Estuary, within the Mean High-Water Springs (MHWS), a Marine Licence is required under Part 4 of the Marine (Scotland) Act 2010 and Part 4 of the Marine and Coastal Access Act 2009. A five-year Marine Licence application was submitted and approved on 30th September 2021 (MS-00009380). The application, as submitted, included a Habitats Regulations Appraisal (HRA) of all projects scheduled to be undertaken on the FRB within the MHWS over the five year period. The list of schemes approved in Marine Licence (MS-00009380) include the projects being considered within this RoD. The HRA Screening concluded that the proposed works had the potential to result in Likely Significant Effects (LSE) to some of the qualifying features of the Firth of Forth SPA and Ramsar Site and Forth Islands SPA, and as such an Appropriate Assessment (AA) was undertaken. The AA concluded that with mitigation measures implemented there will be no adverse effects on site integrity for any of the qualifying features of Firth of Forth SPA and Ramsar sites or for the Forth Islands SPA for the five-year duration.

The Ferry Hills SSSI is located 30m northeast of the FRB at the nearest point and is designated for lowland calcareous grassland, therefore, given the restriction of the works to the FRB structure and the distance separating the works from the SSSI there are no anticipated impacts to the features of the SSSI.

People, ancillary plant, vehicles, NRMM and materials will be restricted to areas of made ground on the FRB, therefore there is no connectivity between the works and Hopetoun Road Local Nature Conservation Site (LNCS) which is spanned by the southern extents of the FRB, however mitigation detailed below will further reduce the risk.

Artificial lighting may be required to facilitate safe working as the days become darker or in the event there becomes a requirement to change the working hours, which has the potential to cause disturbance to local wildlife. However, given the presence of existing street lighting across the length of the FRB the overall impact of any additional lighting used during construction is expected to be reduced.

A temporary short-term increase in noise levels may cause disturbance to local wildlife. However, given the nature of the works, and the height of the FRB above the Lower Forth Estuary, no ground-borne vibration impacts have been forecast. Species are also likely accustomed to existing level of disturbance from traffic in on the Firth of Forth and the trunk road. Mitigation measures detailed below will reduce the potential for noise and visual disturbance to any wildlife in proximity to the bridge during each of the scheme’s construction.

While works will not result in a direct impact on the Forth Islands SPA or Firth of Forth SPA/Ramsar, unmitigated, potential indirect risk exists. The proposed works will, for example, take place directly above the Lower Forth Estuary. Any loss of containment e.g., a spill of fuel, oil, chemicals (i.e., hydraulic fluid) or debris from grit-blasting, could therefore result in detrimental impacts to the Lower Forth Estuary and the species it supports. However, with mitigation measures implemented, the accidental release of pollutants is extremely unlikely. Pollution prevention measures, for example, will be strictly enforced onsite and Guidance for Pollution Prevention (GPPs) will be strictly adhered to, mitigating a loss of containment.

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:

Multiple designated sites are found in proximity to the FRB as such site operatives will be made aware of those relevant to each scheme prior to the commencement of works.
Conditions detailed within the Marine Licence, HRA and supporting documents for minimising the potential for impacts to qualifying features of the Firth of Forth SPA, Ramsar and SSSI and the Forth Island SPA will be adhered to on site. This includes but is not limited to the avoidance of works within 400m of Long Craig Island during the breeding season and the requirement for a full time Ecological Clerk of Works (ECoW) for projects where this is not possible.
The works corridor will be minimised as far as possible and materials, ancillary plant, vehicles, NRMM and personnel will be constrained through the use of temporary barriers.
Where lighting is required, the site lighting layout will be positioned and angled to only illuminate the working area (e.g. not shining onto the Lower Forth Estuary) and will be temporary in nature.
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, the Environmental Team will be contacted.
The use of tool tethers will be implemented when working from suspended areas.
Where works are required on structures below the FRB i.e. SSUDA, viaduct box girders etc. or where they will require operatives to be suspended from the structure i.e. during the Main Tower Lateral Thrust Bearing scheme, or where there is a risk of pollution i.e. during grit blasting / painting they will be fully encapsulated to ensure no material can escape to the Lower Forth Estuary.
Debris netting / encapsulation measures will be periodically checked throughout the works to ensure they remain effective.
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 (and birds) to move away from the disturbance.
All equipment stored onsite will be checked at the start of each workday to ensure protected species, and any or other mammal species, are not present. Any storage containers/plant within the compound will also be secured overnight to prevent exploration by protected species (and any or other 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, to avoid mammals falling in and becoming trapped.
Site personnel will remain vigilant for protected species and will be instructed to not approach or touch any animals seen on site. Any sightings of protected species will also 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 BEARs Environmental Team can provide advice.
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.

Geology and Soils

Road schemes have the potential to impact upon the geology and soils through direct and indirect impacts on sensitive sites, loss or sterilisation of mineral deposits or soil resources, disturbance of contaminated land, or surcharging of ground which may accelerate erosion and subsidence.

Schemes within the northern extents of the FRB span the Firth of Forth SSSI, are partially located within the North Queensferry (A90) Road Cuttings GCRS and are at their closest 30m south of the Ferry Hills SSSI. While schemes within the southern extents of the FRB also span the Firth of Forth SSSI and the South Queensferry Shore and Dalmeny LGS). However, all works will be undertaken on the elevated FRB structure and due to its elevated nature there is negligble risk of any vibration impacts to surrounding areas from works on the bridge. Furthermore, where there is a requirement for compounds on made ground i.e. below the FRB, existing compounds will be utilised minimise the potential for any impacts. Mitigation measures detailed below will further reduce the potential for any impacts to geology and soils.

Considering the nature, size, and scale of each of the schemes, and with implementation of the mitigation detailed below, the proposed works impacts on geology and soils 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 geology and soils.

Proposed mitigation measures:

Site personnel will be made aware of the sensitivity and proximity of the Firth of Forth SSSI, Ferry Hills SSSI, North Queensferry (A90) Road Cuttings GCRS and the South Queensferry Shore and Dalmeny LGS.
Works will be restricted to elevated FRB structure as far as possible and will stay within the existing compound boundaries.

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 these schemes. 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.

Full encapsulation of the works area, where required for a scheme, will ensure that all waste generated from the construction activities (external works, removal of brackets, blasting, hydro-demolition etc.) will be contained and controlled to minimise the risk of unwanted emissions of pollutants.

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

Where individual schemes exceed the £350,000 value threshold, 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 legislation.
Full encapsulation of the works area, where required, will ensure that all waste generated from the construction activities of each scheme (external works, removal of brackets, blasting, hydro-demolition etc.) will be contained and controlled to minimise the risk of unwanted emissions of pollutants.
Good materials management methods (e.g., ‘just-in-time’ delivery) will be implemented on each scheme wherever possible.
Care will be taken to order the correct quantity of materials to prevent disposal of unused materials.
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.
The Contractor is responsible for the reuse / disposal of non-hazardous road planings, and this will be 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, the rules of which will be complied with.
Bulk material will be ordered/delivered to site, without packaging where possible.
Any material removed from site will be taken to a licensed facility.
Designated areas will be identified, within which all materials and personnel, including construction compounds, 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.
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 not be mixed with general waste and/or other recyclables.

Noise and vibration

Given that the majority of the schemes are located on an elevated structure there is limited potential for vibration impact to the surrounding areas. While some of the schemes may require site compounds or access to areas below the bridge these are existing facilities and will not require any excavation activities or the use of tools which could generate vibration impacts.

Activities undertaken on site could potentially have some localised and short-term noise impacts in proximity to the works. The works will, for example, require a range of ancillary plant, vehicles and NRMM. Noise will also be generated by the removal of steel, unloading materials, vehicle movement, using breakers (jackhammers), chipping hammers, use of rollers, etc. As a result, there is potential for noise effects.

However, the schemes are not located within a CNMA or CQA, and works will also be completed utilising a daytime working programme (07:30 – 17:30). Works with the potential to induce worst-case scenario noise (vehicle movements, material delivery, use of hand tools etc.) will also be intermittent, temporary, and short-lived. The potential for disturbance will therefore be somewhat diminished.

Additionally, the proximity of road space suggests that residents of surrounding properties have a degree of tolerance to noise disturbance. Moreover, the impacts will be further reduced on those projects where there is no requirement for TM, as vehicle idling time will be reduced.

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

Noise mitigation measures:

FRB Construction Noise Management Plan (CNMP) will be briefed to all personnel onsite prior to works commencing and strictly adhered to.
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.
Toolbox Talk TTN 095 ‘Noise and Vibration (wildlife)’ will be briefed to all personnel onsite prior to works commencing.
Ancillary plant, vehicles and NRMM with directional noise characteristic will (where practical) be shut down in intervening periods between site operations.
The use of percussive hand-tools, grinders, impact wrench’s, chipping hammers, etc. will be minimised as far as is possible, and when 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 be 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 cause temporary adverse impacts on local residents and road users. Numerous properties (including residential, commercial and industrial properties) lie within 300m of the FRB. The closest residential properties lie 30m east of the schemes located within the northern extents of the FRB, as such there is potential for noise disturbance as well as some limited potential for visual disturbance to these residents during these schemes.

However, the properties in proximity to the FRB are positioned below the viaducts and are therefore somewhat screened from a number of the schemes (such as Footpath Concrete Refurbishment and Resurfacing, Suspended Span Carriageway Concrete Deck and Vehicle Restraint Barrier / Grillage Refurbishment) on the deck of FRB. TM is not required for all schemes and when utilised TM will only be in place for a short duration, and no congestion issues are noted during the proposed construction hours.

There is potential for NCN Route 1 and the Core Path (ID: 28499) to be temporarily impacted during above deck schemes, however through access will be maintained at all times. Mitigation measures detailed below will further reduce the potential for impacts to NMUs.

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

Upon completion of the schemes such as Footpath Concrete Refurbishment and Resurfacing, Suspended Span Carriageway Concrete Deck and Vehicle Restraint Barrier / Grillage Refurbishment, 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 FRB refurbishments.

Population and human health mitigation measures:

Where properties are located within 50m of the schemes, Toolbox Talk TTN-042 Being a Good Neighbour will be briefed prior to works commencing.
In the event the timing of the works changes and there becomes a requirement for night works, construction lighting will take into account the need to avoid illuminating surrounding properties to avoid a nuisance at night, and non-essential lighting will be switched off at night.
Through access will be maintained at all times on one of the dedicated footpaths which run along both sides of the FRB and accommodates National Cycle Network Route 1 (NCN1) and the Core Path (ID: CB). If access must be restricted, appropriate signage will be in place, at either end of the bridge, to direct travellers along the cycleway / footpath on the other side of the FRB.
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 and/or businesses informed of the proposed working schedule for each relevant scheme, 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.
Where necessary for above deck works, advanced signage will be strategically placed on the trunk road to notify stakeholders of the road closure and diversion, as well as the closure of the bus stops and footpath where necessary.
Where necessary, 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 the schemes, there is potential for temporary adverse impacts on the Lower Forth Estuary which is spanned by the FRB within the majority of the scheme extents. Potential changes in water quality e.g., from pollution events (either by accidental spillage of sediments, particulate matter, chemicals, or fuels) during the refurbishment works have the potential to have a direct or indirect effect on Lower Forth Estuary and other surrounding waterbodies. There is also a risk that, unmitigated, material and equipment could fall into the Lower Forth Estuary during the works.

However, the potential for a direct pollution incident within a the Lower Forth Estuary is 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 or PPGs, etc.), water quality is protected. With mitigation measures detailed below being implemented, the risk to surrounding waterbodies during each of the schemes is considered to be very low.

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

Road drainage and the water environment mitigation measures:

No works or access will be permitted within the Lower Forth Estuary. 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, or the washing of tools in the Lower Forth Estuary will not be permitted.
No discharges into the Lower Forth Estuary, or drainage systems, will be permitted.
Where works are required on structures below the FRB i.e. SSUDA, viaduct box girders etc. or where they will require operatives to be suspended from the structure i.e. during the Main Tower Lateral Thrust Bearing scheme, or where there is a risk of pollution i.e. during grit blasting / painting or paint removal they will be fully encapsulated to ensure no material can escape to the Lower Forth Estuary.
Debris netting / encapsulation measures will be periodically checked throughout the works to ensure they remain effective.
Pollution prevention measures will be implemented onsite with Guidance for Pollution Prevention (GPPs) being strictly adhered to.
Where schemes involve the removal of lead paint mitigation is expected to consist as a minimum the following measures:
As above no discharges to the water environment and encapsulation of the works.
Encapsulation will include installation of extraction equipment with dust filters to create negative air pressure within the encapsulated area and vacuum extractors to pipe out waste (e.g. grit and old paint) into an enclosed skip.
Upon completion of works, the working area will be cleaned, and the encapsulation material (e.g. plastic sheeting) will be dismantled and folded in such a way as to contain any trace of remaining debris before removal from site.
Appropriate measures will be implemented during applicable schemes (i.e. Footpath Concrete Refurbishment and Resurfacing) to limit the potential for wastes and materials to enter any gullies present along the viaducts of the FRB. On completion of operations, any gullies present on site will be visually checked to ensure they have not become blocked as a result of the scheme.
Where required for specific schemes, concrete, cement, grout, etc. mixing and washing areas will be sited 10m from road drainage entry points. The washing out and cleaning of concrete batching plant will be undertaken within a contained area, and wash waters will be collected and contained for authorised disposal off site. Wash waters from concrete works will not be discharged into the Lower Forth Estuary.
Where applicable and practicable, bio-degradable hydraulic fluids and oils will also be utilised in machinery. Plant, fuel, oils, generators etc., will also bunded appropriately in the designated laydown area.
Any loose material or bagged cement/concrete (if required) will be stockpiled in an area of the site where it can be left undisturbed and will not interfere with site operations. Bagged cement/concrete will also be protected to ensure it remains dry. The surface of stockpiles will also be graded to reduce surface runoff and will be located at least 10m from road drainage and stored on an impermeable surface or have bunds erected around stockpiles.
During hydro-demolition (where required for schemes such as the footway refurbishment) the following will be implemented:
Prior to the discharging of water, the appropriate level (i.e. registration, simple licence, complex licence) of authorisation will be gained from SEPA under The Water Environment (Controlled Activities) (Scotland) Regulations 2011 Registration Application Form Discharge of Trade (or Other) Effluent.
Prior to works commencing, a bund will be created below the work area to contain the runoff water from the hydro demolition works and allow it to be pumped onto the treatment process. Before the hydro-demolition works commence, clean water will be sprayed into the encapsulated area to check its effectiveness / robustness. The hydro-demolition works will not commence until this is found to be satisfactory.
Water from hydro-demolition will be discharged as per the authorisation conditions.
All water to be used onsite will be delivered by bulk tanker and be of potable quality.
Once in operation, the waste-water produced will be contained within the encapsulation. Waste-water will be collected in the sump and pumped to a bin using a sub pump positioned within the bund, with a second pump in the bin to transfer the water to the Siltbuster HD Unit (positioned on the bridge) for the treatment phase. The solid waste will be removed manually where at all possible. The solids falling into the encapsulation will be removed by hand, as and when required.
Once the waste-water has been pumped onto the bridge, it will then undergo a two-phase treatment using the Siltbuster HD Unit, which is specifically designed to treat waste-water from hydro-demolition operations. The system will firstly remove suspended solids to an acceptable level and secondly will neutralise the high pH by using a fully automated CO2 dosing process to neutralise the alkalinity. Safe estimate target values are: (i) suspended solids – 50 mg/l (50 parts per million), (ii) pH level to be neutral (7 to 9) at discharge.
The waste-water that has been treated by the Siltbuster will then be disposed of in line with the granted SEPA authorisation. It will be discharged in an appropriate manner.
Hydro-demolition works will avoid heavy rainfall periods which could affect the performance of the Siltbuster HD Unit.
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 to 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 will have a secondary containment system (e.g., drip trays, plant nappies, etc.) 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. Any vehicles, ancillary plant, and NRMM not in operation will (where possible) be sited in the laydown area.
Where required, plant, fuel, oils, generators etc. will be bunded appropriately in the designated laydown area, and all ancillary plant, vehicles and NRMM will also be stored in the laydown area above the work site.
Regular visual pollution inspections of the work site (particularly for schemes 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 used during each scheme 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.
When the works are complete, the Contractor will ensure that all materials, debris, tools, plant, and equipment are removed from the work area. The Contractor will also check the area thoroughly for spillages or potential pollution sources and remove or clean-up anything found.

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 each of the schemes 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, size and scale of the individual schemes, 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 schemes no residual impacts are anticipated on the climate.

Climate mitigation measures:

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 FRB upon completion of the schemes.

Works are restricted to areas of made/engineered ground on the FRB and areas located below the northern and southern viaducts, with access to the each of the schemes gained via the A9000 mainline. TM is not required for all works, where it is required, it may involve: carriageway closures, single lane closure and footway closures. NMU’s will be appropriately accommodated within traffic management arrangements as required. As such, the proposed schemes impact on road traffic accidents are assessed to be of negligible magnitude.

A Site Environmental Management Plan (SEMP) will be produced by BEAR Scotland, for each individual scheme, 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.

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

Assessment cumulative effects

While several of the schemes are currently programmed to occur simultaneously there is potential for small cumulative effects on impacts such as noise, however the works are located on an active trunk road which is spans an active waterway in close proximity to a marina, the Queensferry Crossing and the Forth Bridge (rail). As such the existing baseline noise conditions in and around the FRB are likely to be moderate and slight temporary increases in noise as a result of construction activities are not expected to be significant, even when occurring at the same time as other schemes. As such, the proposed works are not anticipated to result in significant environmental effects. Any small cyclic activities undertaken on the FRB, not included within this RoD will take into account already-programmed works and as such, any cumulative effect will be limited.

A search of the Scottish Road Works Commissioner’s website (map search) has identified that no other road works are currently ongoing, or noted as being planned, on the FRB or in proximity to the works which will be undertaken at the same time, other than those already assessed within this report. TM is not required for every project but where it is necessary TM will be coordinated to minimise disturbance. Furthermore, traffic flows on the FRB are low reducing any likely impacts created by TM such as vehicle idling.

In addition, a search using City of Edinburgh Council Simple Search identified 11 planning applications within 300m of the scheme.

Table 1: Planning Applications in Last 2 Years within 300m of the southern bridge extents.
Reference	Proposal	Status	Decision	Distance from scheme
24/03849/ADV	Wayfinding and gateway signs as part of the Forth Bridges Trail (established 2022), an interpretative walking trail covering North and South Queensferry.	Application Granted	Granted	Located partially beneath the FRB.
18/08266/VAR8	Non-Material Variation application to 18/08266/AMC. Hopetoun House type amendments for plots 13 - 15 and external materials changes to plots 13-15, 22 and 23 (as amended).	Permission has been varied	Varied	Located partially beneath the FRB.
24/03953/FUL	Side extension over garage.	Application Granted	Granted	110m east
24/01505/FUL	Proposed side extension to dwelling to create utility, WC and storage on GF, new master bedroom and en-suite on first floor.	Application Granted	Granted	160m east
23/01908/FUL	Rear extension.	Application Granted	Granted	170m west
25/00446/FUL	Rear dormer roof conversion.	Awaiting Assessment	Unknown	180m southwest
23/01826/FUL	2 storey side extension.	Application Granted	Granted	220m southwest
24/06029/FULSTL	Retrospective change of use from residential dwellinghouse (Class 9) to short term let holiday accommodation (Sui Generis).	Awaiting Decision	Unknown	230m east
24/01424/ADV	Advertisement of the following types: Fascia sign, box sign, projecting sign. Up and down lights - floodlights.	Application Granted	Granted	230m east
24/00248/FUL	Construct new garage adjoining existing.	Application Granted	Granted	250m east
24/06333/FUL	Single storey rear extension and single storey side extension.	Awaiting Assessment	Unknown	270m southwest

There are six planning applications listed on Fife Council Simple Search within 300m of the nine schemes:

Table 2: Planning Applications in Last 2 Years within 300m of the northern bridge extents.
Reference	Proposal	Status	Decision	Distance from scheme
23/02811/ADV	Display of 4no. pole mounted lectern display signs, 2.no pole mounted double sided signs, 1no. pole mounted wayfinding sign and 3no. wall mounted signs (all non-illuminated).	Decided	Application Permitted with Conditions	Located immediately north.
23/02812/FULL	Erection of 6.no freestanding poles.	Decided	Application Permitted with Conditions	Located immediately north.
24/01921/FULL	Display of wayfinding signs at various locations around North Queensferry.	Application Granted	Granted	210m east
24/01920/ADV	Display of wayfinding signs at various locations around North Queensferry.	Decided	Application Permitted - no conditions	210m east
23/03122/TCA	Two poplars at the junction of Ferry Road and the road down to the harbour - Felling.	Decided	Application Permitted - no conditions	210m east
24/01223/FULL	Erection of garden room to rear of dwellinghouse.	Decided	Application Permitted - no conditions	230m east

The works associated with these applications are minor in nature therefore it is unlikely that the proposed works will have a significant cumulative effect with any other future works in the area. Additionally, the planning applications are only within 300m of four of the FRB projects (Viaduct Box Girder Assessment and Strengthening, Footpath Concrete Refurbishment and Resurfacing, Footway Elastomeric Bearing Replacement, and Removal of Side Tower Post Tensioned Cables) limiting any potential accumulative effects.

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