Description of main environmental impacts and proposed mitigation

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.

Air quality mitigation measures:

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

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 during construction. However, people, ancillary plant, vehicles, NRMM and materials are restricted to areas of made/engineered ground on the M8, and construction works are programmed to be undertaken at night (ten 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

Tailend Moss SSSI (EU Site Code: 135258) and LNCS borders the westbound carriageway within the scheme extents. However, the works will be restricted to the trunk road carriageway and will be undertaken over a short duration. With mitigation measures detailed below being implemented, the risk of impacts will be further reduced. Therefore, the works are not expected to result in any impacts to the SSSI or LNCS.

A temporary short-term increase in noise levels may cause disturbance to local wildlife if present in the vicinity of the works. Disturbance to local wildlife may occur through the use of plant, vehicles and NRMM which will emit noise and create vibrations. In addition, the works will also require delivery of materials, the use of temporary artificial lighting and the presence of personnel to facilitate the improvements to the road surface, which could result in disturbance. 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, furthermore, the scheme is of short duration (ten nights) and will be undertaken on a rolling programme. As such, with the below mitigation being implemented, the potential for significant species disturbance within the area of likely construction disturbance is therefore somewhat diminished.

No INNS have been recorded within the trunk road boundary of the scheme extents. Of lesser importance, invasive native species rosebay willowherb has been recorded along the verge within the scheme extents, however given that the works are restricted to the carriageway boundary, there is no likelihood of impact from this species.

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:

Site personnel will be made aware of the sensitivity and proximity of Tailend Moss SSSI and LNCS.
Given the presence of rosebay willowherb along the verge within the scheme extents, Toolbox Talk TTN-009 Working with Injurious Weeds & Invasive Plants will be briefed to all site personnel prior to the commencement of works.
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., Tailend Moss SSSI / LNCS, locations adjacent to tree shelterbelt, woodland etc.) to ensure minimal impact on nocturnal species.
All site workers will have received adequate training relevant to their role prior to working on the site, including specific environmental inductions and ‘toolbox talks’ as required.
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 BEAR’s Environmental Team. Should a protected species be encountered or move within 50m of the active works (including laydown areas), 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 to move away from the disturbance.
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.
All equipment stored onsite, if necessary, will be checked at the start of each workday to ensure mammal species are not 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.

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.

Tailend Moss Local Geodiversity Site (LGS) borders the westbound carriageway within the scheme extents. However, works are minor in nature and relates to carriageway resurfacing, with all works restricted to made/engineered ground on the M8 carriageway.

Considering the nature, duration, size, and scale of the scheme, 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 Tailend Moss LGS and no waste, vehicles, ancillary plant, NRMM and fuels will be stored within the boundary of the LGS.
Works will be restricted to made/engineered ground on the M8 carriageway as far as reasonably possible.
Any areas of exposed soil/bare earth/damaged verge as a result of construction works will be reinstated and re-seeded once the works are complete.

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 760 tonnes of bituminous material classified as hazardous due to the presence of coal tar will be appropriately processed of in line with Transport Scotland’s Guidance Note on dealing with coal tar bound arisings (Coal Tar Guidance).

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.
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. 760 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.
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.
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/2008061), 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 their 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 is located approximately 140m north of the scheme extents.

However, the works are not located within a CNMA or CQA, and works will also be completed over ten nights, with the aim being to complete the noisiest works by 23:00. In addition, the proximity of road space suggests that residents have a degree of tolerance to noise and disturbance.

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.

Noise and vibration mitigation measures:

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 and road users. Given the proximity of properties there is potential for noise and vibration however, the closest relate to business properties which are less likely to be occupied during night time working hours. A small number of residential properties and a hotel are found within 300m, as such there is potential for noise and vibration disturbance as well as some limited potential for visual disturbance to these residents and hotel users during the works. However, the works will be of short duration (i.e. over ten nights) and providing mitigation measures detailed below are adhered to the impacts are assessed to be somewhat reduced.

Moreover, TM will only be in place for ten nights (when traffic flows will be at a minimum), as such no congestion issues are noted during the proposed construction hours.

Considering the nature, duration, size, and scale of the scheme, and with implementation of the mitigation described above, impacts on population and human health during construction 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:

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.
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 (Bathgate) Hotel and/or 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 must be available for drivers online at the trafficscotland.org website. Journey planning information must 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 caused by rain) during works have the potential to have a direct or indirect effect on surrounding waterbodies such as the unclassified waterbodies within close proximity to the scheme.

Four out of the ten small minor unclassified surface waterbodies found in the study area lie within 50m, these relate to, Drain1, Pond1, Drain2 and Drain3. Drain1 is culverted beneath the motorway within the scheme extents and flows into Pond1 located approx. 25m north of the scheme, and Drain2 and Drain3 are located approx. 35m and 45m north of the scheme respectively. As such, unmitigated, there is potential for pollution/run-off to enter these watercourses during the works.

However, no ‘in-water’ works are required, therefore there will be no change in the hydrological regime or water quality within surrounding waterbodies. There is also no requirement for the abstraction or transfers of water from, or discharges to a waterbody. 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:

Site operatives will be made aware of the location and proximity of Drain1, Pond1, Drain2 and Drain3.
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 the surrounding waterbodies will not be permitted.
The Contractor will implement measures to minimise the risk of sediment or accidental spillages entering the road drainage system e.g., prior to works commencing any roadside gullies within 10m of work activities will be protected (e.g., utilisation of drain covers or similar) to ensure full segregation of the works from the road drainage system. The Contractor will inspect these periodically to ensure that they have not been removed, damaged, or interfered with and they will be cleaned of silt and debris as necessary.
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 surface waterbodies, and 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 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.
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.

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:

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 a full road closure with signed diversion. There are no NMU or community facilities with connectivity to the scheme. 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.

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 using the Scottish Road Works Commissioner identified no planned roadworks with connectivity or within 300m of the scheme extents.

M8 Westbound Junction 3a On-Slip from Junction 3, Bathgate, starting between 31/03/25 - 08/04/25 for five working days involving M8 westbound road closure.

However, the works will not be undertaken simultaneously. The M8 1 Mile Prior to Jct 3A WB resurfacing scheme will be completed before the bridge works on the M8 WB Junction 3a On-Slip from Junction 3 will be undertaken. Additionally both sets of works are being carried out off peak and are therefore not expected to have a significant impact.

In addition, a search using West Lothian Council Planning Portal identified four planning applications within 300m of the scheme extents within the last two years. Details are as follows:

Table 1: Planning Applications in Last 2 Years


Reference	Proposal	Status	Decision	Distance from scheme
0081/FUL/23	External alterations to industrial unit to form additional window and door openings, alterations to yard and installation of LPG tanks and enclosure	Decided	Grant Planning Permission	Approx. 50m north
0377/FUL/23	Engineering works and importation of material (in retrospect)	Decided	Grant Planning Permission	Approx. 95m south
0166/CLU/23	Certificate of lawfulness for a proposed attic conversion and extension to rear of house	Decided	Grant Certificate of Lawfulness-Existing	Approx. 120m north

Two of the above planning applications relate to retrospective planning permissions for completed work and as such there is no potential for cumulative impacts. While it is not possible to gain an understanding on the timing or duration of the above planning application for alterations to the industrial unit, it is considered that even in the event that these works were being progressed at the same time as the planned BEAR Scotland resurfacing works, given the small scale nature of the planning application, coupled with the minor nature of the BEAR Scotland resurfacing works over a short duration (ten nights), no in-combination effects are anticipated.

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