chapter 21 air quality - north-ayrshire.gov.uk€¦ · table 21-3 air quality strategy objectives...
TRANSCRIPT
REPORT
Millport Coastal Flood Protection
Scheme: Environmental Statement
Chapter 21 Air Quality
Client: North Ayrshire Council
Reference: PB4749-RHD-ZZ-XX-RP-Z-0021
Status: Final/P01.01
Date: 31 January 2020
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
i
HASKONINGDHV UK LTD.
74/2 Commercial Quay
Commercial Street
Leith
Edinburgh
EH6 6LX
Industry & Buildings
VAT registration number: 792428892
+44 131 5550506
royalhaskoningdhv.com
T
E
W
Document title: Millport Coastal Flood Protection Scheme: Environmental Statement
Document short title:
Reference: PB4749-RHD-ZZ-XX-RP-Z-0021
Status: P01.01/Final
Date: 31 January 2020
Project name: Millport Coastal Flood Protection Scheme
Project number: PB4749
Author(s): Isabel O'Mahoney
Drafted by: Isabel O'Mahoney
Checked by: Charlotte Goodman
Date / initials: 10/12/2019
Approved by: Frank Fortune
Date / initials: 20/12/2020
Classification
Project related
Disclaimer
No part of these specifications/printed matter may be reproduced and/or published by print, photocopy, microfilm or by
any other means, without the prior written permission of HaskoningDHV UK Ltd.; nor may they be used, without such
permission, for any purposes other than that for which they were produced. HaskoningDHV UK Ltd. accepts no
responsibility or liability for these specifications/printed matter to any party other than the persons by whom it was
commissioned and as concluded under that Appointment. The integrated QHSE management system of
HaskoningDHV UK Ltd. has been certified in accordance with ISO 9001:2015, ISO 14001:2015 and ISO 45001:2018.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
ii
Table of Contents
21 Air Quality 1
21.1 Introduction 1
21.2 Policy, Legislation and Guidance 1
21.3 Consultation 6
21.4 Methodology 7
21.5 Existing Environment 13
21.6 Impact Assessment 15
21.7 Cumulative Impact Assessment 23
21.8 Inter-Relationships 24
21.9 Interactions 25
21.10 Summary 26
21.11 References 27
Table of Tables
Table 21-1 Summary of key international legislation and policy relevant to this proposed scheme
2
Table 21-2 Summary of key national legislation relevant to this proposed scheme 2
Table 21-3 Air Quality Strategy Objectives (Scotland) for the Purpose of Local Air Quality
Management 3
Table 21-4 Critical Levels for NOx at ecological receptors 4
Table 21-5 Relevant local planning policies 5
Table 21-6 Consultation responses 7
Table 21-7 Key information sources 7
Table 21-8 Definitions of different sensitivity levels for receptors to construction dust and
particulate matter 9
Table 21-9 Definitions of the different magnitudes of construction dust and particulate matter
emissions 9
Table 21-10 Increase in construction phase traffic flows as a result of the proposed scheme 10
Table 21-11 Vessels used during the construction of the proposed scheme 11
Table 21-12 EPUK & IAQM (2017), DMRB (Transport Scotland et al., 2019) and IAQM (2019)
Road Traffic Assessment Criteria 13
Table 21-13 Background pollutant concentrations 14
Table 21-14 Worst case parameters values 15
Table 21-15 Embedded mitigation measures for air quality 16
Table 21-16 Dust Emission Magnitude for the Proposed Scheme Area 18
Table 21-17 Outcome of the sensitivity of the area 19
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
iii
Table 21-18 Summary dust risk table to define site-specific mitigation 19
Table 21-19 Potential Cumulative Impacts 24
Table 21-20 Inter-relationships with other chapters 25
Table 21-21 Potential interaction between air quality impacts and other topics 25
Table 21-22 Potential Impacts Identified for air quality 26
Table of Figures
Figure 21-1 Distance Boundaries for Construction Dust and Particulate Matter Assessment
Appendices
Appendix 21.1 Construction Dust and Particulate Matter Assessment Methodology
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
iv
Acronyms
Acronym Acronym description
AADT Annual Average Daily Traffic
AQAP Air Quality Action Plan
AQMA Air Quality Management Area
AQS Air Quality Strategy
CAFS Cleaner Air for Scotland
CEMP Construction Environmental Management Plan
CIA Cumulative Impact Assessment
DMRB Design Manual for Roads and Bridges
DPF Dust Particulate Filter
EHO Environmental Health Officer
EIA Environmental Impact Assessment
EPUK Environmental Protection UK
ES Environmental Statement
HDV Heavy Duty Vehicle
HGV Heavy Good Vehicle
IAQM Institute of Air Quality Management
LAQM Local Air Quality Management
LDP2 New Local Development Plan for North Ayrshire
LNR Local Nature Reserve
LPA Local Planning Authority
NRMM Non-Road Mobile Machinery
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
v
Acronym Acronym description
NPF3 National Planning Framework 3
NO2 Nitrogen Dioxide
NOX Oxides of Nitrogen
PM Particulate Matter
SAC Special Area of Conservation
SEPA Scottish Environmental Protection Agency
SO2 Sulphur Dioxide
SPA Special Protection Area
SPP Scottish Planning Policy
SSSI Site of Special Scientific Interest
WHO World Health Organization
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
vi
Glossary
Glossary Term Glossary Text
Environmental
Impact Assessment
(EIA)
A statutory process by which certain planned projects must be assessed before a
formal decision to proceed can be made. It involves the collection and
consideration of environmental information, which fulfils the assessment
requirements of the EIA Directive and EIA Regulations, including the publication
of an Environmental Statement.
Environmental
Statement (ES)
A document reporting the findings of the EIA and produced in accordance with the
EIA Directive as transposed into UK law by the EIA Regulations.
Heavy Duty Vehicle Any vehicle over 3.5 tonnes (including Heavy Goods Vehicles (HGVs), buses and
coaches).
Millport Coastal
Flood Protection
Scheme
The scheme consists of offshore rock armour structures which will be built in the
vicinity of the rock islets within Millport Bay. Onshore works will include flood walls,
improvement works to existing coast protection structures, and works to raise the
level of existing grass areas. Works on the foreshore include shore-connected rock
armour breakwaters and rock armour revetments.
Non-Road Mobile
Machinery
Non-Road Mobile Machinery is defined as any mobile machinery, transportable
industrial equipment or vehicle fitted with an internal combustion engine not
intended for passenger or goods transport by road. Explanatory Memorandum to
the UK Non Road Mobile Machinery (Emissions of Gaseous & Particulate
Pollutants) (Amendment) Regulations (2006).
Proposed scheme The proposed Millport Coastal Flood Protection Scheme.
Trackout Trackout is defined as the transport of dust and dirt from the construction site onto
the public road network.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
1
21 Air Quality
21.1 Introduction
1. This chapter of the Environmental Statement (ES) considers the potential impacts of the proposed
Millport Coastal Flood Protection Scheme (‘the proposed scheme’) on local air quality.
2. This chapter provides a summary description of key aspects relating to existing air quality followed
by an assessment of the magnitude and significance of the effects upon the baseline conditions
resulting from the construction, operation and decommissioning of the proposed scheme, as well as
those effects resulting from cumulative interactions with other existing or planned projects.
3. The potential effects on air quality are assessed conservatively using realistic worst-case scenarios
for the proposed scheme.
4. All Figures referred to in this chapter are provided in Volume II of this ES.
5. The assessment of potential effects has been made with specific reference to Scotland’s National
Planning Framework and Planning Policy. These are discussed further in Chapter 2 Policy and
Legislation and outlined below in Section 21.2. These are the principal decision-making documents
for flood protection schemes.
6. This chapter has been prepared by Royal HaskoningDHV in accordance with the relevant legislation
and policies, adhering to the methodology for Environmental Impact Assessment (EIA) and
Cumulative Impact Assessment (CIA) as discussed in Section 21.4.
7. Due to the close association between air quality with navigation, terrestrial ecology and transport, this
chapter should be read in conjunction with Chapter 13 Commercial and Recreational Navigation,
Chapter 16 Terrestrial Ecology and Chapter 20 Traffic and Transport.
8. Additional information to support the assessment of impacts on air quality is provided separately in
the following appendices:
• Appendix 20.1 (Volume III): Construction Dust and Particulate Matter Assessment
Methodology
21.2 Policy, Legislation and Guidance
9. There are a number of pieces of legislation applicable to air quality. The following key pieces of
International and UK legislation of relevance to air quality are detailed in the following sections.
Further details are provided in Chapter 2 Policy and Legislation.
10. The policies and plans outlined throughout this section have also been reviewed for their relevance
to air quality when undertaking the EIA for the proposed scheme.
21.2.1 International Legislation and Policy
11. European Union (EU) legislation forms the bases for UK air quality policy. Table 21-1 below provides
a brief summary of the key international legislation and policy relevant to the proposed scheme and
air quality.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
2
Table 21-1 Summary of key international legislation and policy relevant to this proposed scheme
Legislation Relevance
EU Air Quality Framework
Directive 96/62/EC on
Ambient Air Quality
Assessment and
Management
Directive 96/62/EC came into force in September 1996. This was a framework
for tackling air quality through setting European-wide air quality limit values in
a series of Daughter Directives, prescribing how air quality should be
assessed and managed by the Member States (European Parliament, 1996).
EU Directive 2008/50/EC on
Ambient Air Quality and
Cleaner Air for Europe
Directive 96/62/EC and the first three Daughter Directives were combined to
form the new EU Directive 2008/50/EC on Ambient Air Quality and Cleaner Air
for Europe, which came into force June 2008 (European Parliament, 2008).
21.2.2 National Legislation and Policy
21.2.2.1 National Legislation
12. Table 21-2 below provides a brief summary of the key national legislation of relevance to the proposed
scheme and air quality.
Table 21-2 Summary of key national legislation relevant to this proposed scheme
Legislation Relevance
The
Environment
Act 1995
The 1995 Environment Act (HMSO, 1995) required the preparation of a national Air Quality
Strategy (AQS) which set air quality standards and Objectives for specified pollutants. The
Act also outlined measures to be taken by Local Planning Authorities (LPAs) in relation to
meeting these standards and Objectives (i.e. the Local Air Quality Management (LAQM)
system).
UK AQS
and Cleaner
Air for
Scotland
(CAFS)
The UK AQS was originally adopted in 1997 (DoE, 1997) and has been reviewed and updated
in order to take account of the evolving EU Legislation, technical and policy developments and
the latest information on health effects of air pollution. The Strategy was revised and reissued
in 2000 as the AQS for England, Scotland, Wales and Northern Ireland (DETR, 2000). This
was subsequently amended in 2003 (DETR, 2003) and was last updated in July 2007 (Defra,
2007).
The Scottish Government published its ‘Cleaner Air for Scotland – The Road to a Healthier
Future’ in November 2015 (The Scottish Government, 2015), which is a strategy that sets out
the Scottish Government’s proposals for delivering further improvements to air quality. The
Scottish Government has a long-term vision for air quality in Scotland and the CAFS will be
reviewed and updated on a regular basis. Some of the key actions of the CAFS in the first
five years (i.e. 2015 – 2020) include:
• Full compliance with EU air quality legislation.
• Significant progress towards revocation of all AQMAs (in 2015 Scotland had 32 local
AQMAs).
• Establish and implement a new National Low Emission Framework (NLEF).
• Air quality awareness campaigns for the general public, business and government.
• A refocused LAQM system.
Other new initiatives in the CAFS include a National Modelling Framework and adoption of the
World Health Organization (WHO) guideline values for particulate matter in Scottish
legislation.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
3
Legislation Relevance
Air Quality
(Scotland)
Amendment
Regulations
2016
The standards and Objectives relevant to the LAQM framework have been prescribed through
the Air Quality (Scotland) Regulations (2000) (HMSO, 2000), and the Air Quality (Scotland)
(Amendment) Regulations 2002 (HMSO, 2002); the Air Quality (Scotland) Amendment
Regulations 2016 (HMSO, 2016).
The current air quality standards and Objectives (for the purpose of LAQM) of relevance to
this assessment are outlined in
The current air quality standards and Objectives (for the purpose of LAQM) of relevance to
this assessment are outlined in Error! Not a valid bookmark self-reference..
Table 21-3. Pollutant standards relate to ambient pollutant concentrations in air, set based on
medical and scientific evidence of how each pollutant affects human health. Pollutant
Objectives incorporate future dates by which each standard is to be achieved, taking into
account economic considerations, practicability and technical feasibility.
Where an air quality Objective is unlikely to be met by the relevant deadline, local authorities
must designate those areas as Air Quality Management Areas (AQMAs) and take action,
along with others, to work towards meeting the Objectives. Following the designation of an
AQMA, local authorities are required to develop an Air Quality Action Plan (AQAP) to work
towards meeting the Objectives and improve air quality locally.
Possible exceedances of air quality Objectives are usually assessed in relation to those
locations where members of the public are likely to be regularly present and are likely to be
exposed for a period of time appropriate to the averaging period of the Objective.
13. The current air quality standards and Objectives (for the purpose of LAQM) of relevance to this
assessment are outlined in Error! Not a valid bookmark self-reference..
Table 21-3 Air Quality Strategy Objectives (Scotland) for the Purpose of Local Air Quality Management
Pollutant Air Quality Objective
To be achieved by Concentration Measured as
Nitrogen
dioxide (NO2)
40µg.m-3 Annual mean
31 December 2005 200µg.m-3
1-hour mean, not to be exceeded more than 18 times
per year
Particles
(PM10)
18µg.m-3 Annual mean 31 December 2010
50µg.m-3 24-hour mean, not to be exceeded more than 7 times
per year 31 December 2010
Particles
(PM2.5)
10µg.m-3
(limit) Annual mean 2020
Sulphur
dioxide (SO2)
266µg.m-3 15-minute mean, not to be exceeded more than 35
times a year 31 December 2005
350µg.m-3 1-hour mean, not to be exceeded more than 24 times
a year 31 December 2004
125µg.m-3 24-hour mean, not to be exceeded more than 3 times
a year
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
4
14. Critical Levels are provided for the protection of vegetation and ecosystems and correspond to the
concentration of pollutants in air below which adverse impacts are not anticipated. The Critical Levels
for the pollutants considered in the assessment are detailed in Table 21-4.
Table 21-4 Critical Levels for NOx at ecological receptors
Pollutant Concentration (μg.m-3) Measured as
Oxides of Nitrogen (NOX) 30 Annual mean
75 24-hour mean
15. Statutory designated ecological sites may also be sensitive to nutrient nitrogen and acid deposition
as a result of air emissions. Each designated habitat has a prescribed Critical Load which is based
upon the sensitivity of specific habitats within each designation, which are obtained from the Air
Pollution Information System (APIS) website1.
21.2.2.2 National Planning Policy
Scottish Planning Policy (SPP) and National Planning Framework 3 (NPF3)
16. The SPP (The Scottish Government, 2014a) and Scotland’s NPF3 (The Scottish Government, 2014b)
were published in June 2014. The NPF3 sets the context for development planning in Scotland and
provides a framework for the spatial development of Scotland as a whole. It sets out the Government’s
development priorities over the next 20 to 30 years and identifies national developments which
support the development strategy.
17. There are no direct references to air quality within NPF3, however it does state that:
18. “We are committed to reversing the decline of some habitats and species and regulating
environmental pollution. Environmental quality is central to our health and well-being. Green
infrastructure and improved access and education have a key role to play in building stronger
communities. Our spatial strategy identifies where development needs to be balanced with a strategic
approach to environmental enhancement.”
19. In addition, the NPF3 highlights the importance of the environmental assessment process by
recognising that:
20. “Planning permission and any other necessary assessments and consents will still be required at the
consenting stage. Mitigation set out in the Action Programme should inform subsequent planning
processes and be applied as appropriate to avoid or reduce environmental effects and demonstrate
no adverse effects on the integrity of European protected sites.”
National Planning Policy Guidance – Air Quality
21. The National Planning Policy Guidance for Air Quality, first published in 2014, was updated on 1
November 2019 and provides guidance on how the planning process can take account of the impact
new development may have on air quality. The guidance states that air quality may be relevant to a
planning application where:
• Traffic in the vicinity of the development may be affected by increasing volume or congestion or
altering the fleet composition on local roads;
1 http://www.apis.ac.uk/srcl
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
5
• New point sources of air pollution are to be introduced;
• People may be exposed to existing sources of pollution, including dust;
• Potentially unacceptable impacts (such as dust) may arise during construction; and
• Biodiversity may be affected.
21.2.3 Local Planning Policy
22. The proposed scheme is located within the administrative area of North Ayrshire Council. North
Ayrshire Council adopted a new Local Development Plan (LDP2) on 28 November 2019 (North
Ayrshire Council, 2019a) and it sets out how investment and development are to be guided in the
area over the next 20 years.
23. Millport Conservation Area Regeneration Scheme (CARS) and Flood Defence Scheme is listed as a
strategic project for North Ayrshire within the North Ayrshire Local Development Plan: Action and
Delivery Programme (North Ayrshire Council, 2018). This document acts as the implementation
mechanism for the Plan.
24. For the purpose of the Local Plan, Millport and the footprint of the proposed scheme is categorised
to be within ‘Developed Coast’.
25. The Ayrshire Joint Structure Plan ‘Growing A Sustainable Ayrshire’ (North Ayrshire Council, East
Ayrshire Council and South Ayrshire Council, 2007) establishes a framework that brings together the
aspirations of communities with those of business and industry, and the area’s many supporting
agencies and organisations, to provide a strategic land use context to the year 2025. The Plan classes
Great Cumbrae as a ‘potential area’ for a woodland strategy.
26. Table 21-2Table 21-5 provides details of the local planning policy documents and the relevant policies
in respect to air quality. The requirements of these policies are considered in this air quality
assessment.
Table 21-5 Relevant local planning policies
Document Policy /
Guidance Policy / Guidance purpose ES Reference
North Ayrshire
Council Adopted
Local
Development
Plan, November
2019 (North
Ayrshire Council,
2019a)
Policy 16:
Protection of our
Designated Sites
“b) Nature Conservation Sites of National Importance
Development affecting Sites of Special Scientific
Interest will not be permitted unless it can be
demonstrated that the overall objectives of the
designation and the overall integrity of the designated
area would not be compromised, or any adverse
effects are clearly outweighed by social,
environmental or economic benefits of national
importance.”
Section 21.6
Policy 27:
Sustainable
Transport and
Active Travel
“We will support development that:
[…]
reduces the need to travel or appropriately mitigates
adverse impacts of significant traffic generation, road
safety and air quality, including taking into account
the cumulative impact.”
This Chapter
provides the air
quality
assessment
and Chapter
20 Traffic and
Transport
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
6
Document Policy /
Guidance Policy / Guidance purpose ES Reference
“Developments likely to generate significant additional
journeys will be required to be accompanied by a
Transport Assessment, Air Quality Assessment and a
Travel Plan.”
provides the
transport
assessment.
North Ayrshire
Council
Environmental
Policy, 2012
(North Ayrshire
Council, 2012)
Challenge 5
“To control all forms of pollution and public health risk
by:
[…]
Ensuring good local air quality”
Section 21.6
Ayrshire Joint
Structure Plan
(North Ayrshire
Council, East
Ayrshire Council
and South
Ayrshire Council,
2007)
Schedule 1,
Guiding
Principles for
Sustainable
Development
“Environmental Quality
[…]
Development proposals should not have an adverse
effect on land, air and water quality or nuisance by
way of smell, noise or light.”
Section 21.6
ENV 11 Air,
Noise and Light
Pollution
“The three Ayrshire councils shall not be supportive of
new development that would expose large numbers
of people to unacceptable levels of air, noise and light
pollution.”
Section 21.6
21.2.4 Best Practice and Guidance
27. The following guidance was used in the preparation of the air quality chapter:
• Local Air Quality Management Technical Guidance (TG16) (Joint Agencies, 2018);
• Institute of Air Quality Management (IAQM) ‘Guidance on the assessment of dust from demolition
and construction’ (IAQM, 2016);
• Environmental Protection UK (EPUK) and IAQM ‘Land-Use Planning and Development Control:
Planning for Air Quality’ (EPUK & IAQM, 2017); and
• Design Manual for Roads and Bridges (DMRB) Volume 11: ‘LA 105 Air quality, Revision 0’
(Transport Scotland et al., 2019).
21.3 Consultation
28. To inform the ES, North Ayrshire Council has undertaken a thorough pre-application consultation
process, which has included the following key stages:
• Scoping Reports submitted to the Scottish Environment Protection Agency (SEPA) and North
Ayrshire Council (Royal HaskoningDHV 2017); and
• Scoping Opinion received from SEPA and North Ayrshire Council (2017).
29. Full details of the proposed scheme consultation process to date is presented within Chapter 3 EIA
Methodology and Consultation.
30. Consultation was undertaken with the North Ayrshire Council to discuss the appropriate methodology
of assessment.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
7
31. A summary of the consultation carried out at key stages throughout the proposed scheme, of
particular relevance to air quality, is presented in Table 21-6.
Table 21-6 Consultation responses
Consultee Date/
Document
Comment Response / Where
addressed in the ES
SEPA 19/05/2017 / Scoping
Report
“consult with EHO re air quality, noise and
nuisance issues who can provide
information about other developments in
the area.”
Section 21.3
William
McNish
(North
Ayrshire
Council
Contaminated
Land Officer)
January 2020
Email confirmation of the assessment
methodology was received on 8 January
2020. It was requested that the “screening
assessment to scope out any detailed
modelling requirements should be included
in the air quality chapter of the ES to show
that local air quality has been considered
and addressed.”
Section 21.4 and
Section 21.6
21.4 Methodology
21.4.1 Study Area
32. The study area for the air quality assessment was defined as follows:
• Construction dust and particulate matter assessment (based on the IAQMs ‘Guidance on the
assessment of dust from demolition and construction’ (IAQM, 2016)):
o Human receptors within 350m of the site boundary and within 50m of routes used by
construction vehicles (for route up to 500m from the proposed scheme boundary); and
o Ecological receptors within 50m of the site boundary and within 50m of routes used by
construction vehicles (for routes up to 500m from the proposed scheme boundary).
33. Distance boundaries for the construction dust and particulate matter assessment are provided in
Figure 21-1.
21.4.1 Data Sources
34. The assessment was undertaken with reference to information from several sources, as detailed in
Table 21-7.
Table 21-7 Key information sources
Data Source Reference
Defra’s LAQM Support Tools LAQM 1 x 1km grid background pollutant maps2
EPUK and IAQM Land-Use Planning and Development Control: Planning for Air Quality
(EPUK & IAQM, 2017)
IAQM Guidance on the assessment of dust from demolition and construction
(IAQM, 2016)
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
8
Data Source Reference
IAQM A guide to the assessment of air quality impacts on designated nature
conservation sites (IAQM, 2019)
Joint Agencies Local Air Quality Management Technical Guidance TG(16) (Joint
Agencies, 2018)
North Ayrshire Council 2019 Air Quality Annual Progress Report (APR) for North Ayrshire
Council (North Ayrshire Council, 2019b)
Transport Scotland, Highways
England, Welsh Government and
Department for Infrastructure
DMRB LA 105 Air quality, Revision 0 (Transport Scotland et al., 2019)
21.4.2 Baseline Air Quality Conditions
35. North Ayrshire Council has published a series of Annual Progress Reports in accordance with the
LAQM process. The 2019 APR (North Ayrshire Council, 2019) and the latest available 2018 air quality
monitoring data were obtained from the North Ayrshire Council website and reviewed.
36. 2019 background concentrations of oxides of nitrogen (NOX), NO2, PM10 and PM2.5, corresponding to
the 1 x 1km grid squares covering the air quality study area, were obtained from the latest 2017-
based air pollutant concentration maps provided by Defra2, with the exception of SO2 for which the
latest mapped data provided by Defra is from 2001.
21.4.3 Construction Phase
Construction Dust and Particulate Matter Assessment
37. An assessment of potential impacts associated with the construction phase was undertaken in
accordance with the IAQM ‘Guidance on the assessment of dust from demolition and construction’
(IAQM, 2016). A summary of the assessment process is provided below.
38. Construction phase assessment steps:
1) Screen the need for a more Detailed Assessment;
2) Separately for demolition, earthworks, construction and trackout;
a. Determine potential dust emission magnitude;
b. Determine sensitivity of the area; and
c. Establish the risk of dust impacts.
3) Determine site specific mitigation; and
4) Examine the residual effects to determine whether or not additional mitigation is required.
39. Trackout is defined as the transport of dust and dirt from the construction site onto the public road
network. Full details of the assessment methodology are provided in Appendix 21.1.
40. Defra technical guidance (TG16) (Defra, 2018) states that emissions from Non-Road Mobile
Machinery (NRMM)3 used on construction sites are unlikely to have a significant impact on
2 https://uk-air.defra.gov.uk/data/laqm-background-maps?year=2017 3 Non-Road Mobile Machinery is defined as any mobile machinery, transportable industrial equipment or vehicle fitted with an internal combustion engine not intended for passenger or goods transport by road. Explanatory Memorandum to the UK Non Road Mobile Machinery (Emissions of Gaseous & Particulate Pollutants) (Amendment) Regulations (2006).
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
9
local air quality where relevant control and management measures are employed. As such,
emissions from NRMM were not considered quantitively in this assessment, and the relevant control
measures to be employed are detailed in Section 21.6.
41. Definitions of the different sensitivity levels for human and ecological receptors to dust are given in
Table 21-8. Sensitivity levels were obtained from the IAQM guidance (IAQM, 2016).
Table 21-8 Definitions of different sensitivity levels for receptors to construction dust and particulate matter
Sensitivity Sensitivity of people to
dust soiling
Sensitivity of people to
the health effects of PM10
Sensitivity of receptors to ecological
effects
High
Dwellings, museums and
other culturally important
collections, medium and
long-term car parks and
car showrooms.
Residential properties,
hospitals, schools and
residential care homes.
Internationally or nationally designated
sites with features that may be affected
by dust soiling (e.g. Special Areas of
Conservation (SACs))
Medium Parks, places of work.
Office and shop workers
not occupationally exposed
to PM10.
Locations where there is a particularly
important plant species, where its dust
sensitivity is uncertain / unknown or
nationally designated sites with features
may be affected by dust deposition (e.g.
Site of Special Scientific Interest (SSSI))
Low
Playing fields, farmland,
footpaths, short-term car
parks and roads.
Public footpaths, playing
fields, parks and shopping
streets.
Locally designated sites where the
features may be affected by dust
deposition (e.g. Local Nature Reserve
(LNR))
42. The magnitude of construction dust and particulate matter emissions was defined for each activity.
These are divided into four categories – demolition, earthworks, construction and trackout. No
buildings are anticipated to be demolished as part of the proposed scheme and any works associated
with the breaking up of concrete or removal of existing walls have been considered as an earthwork’s
activity. Therefore, demolition has been scoped out of the assessment.
43. The dust emission magnitudes can either be small, medium or large and are dependent on the
methods of work undertaken and the scale of the activity. The definitions of the dust emission
magnitudes for each activity are detailed in Table 21-9.
Table 21-9 Definitions of the different magnitudes of construction dust and particulate matter emissions
Activity Criteria used to determine dust emission class
Small Medium Large
Earthworks Total site area <2,500m2. Total site area 2,500 to
10,000m2. Total site area >10,000m2.
Construction
Total building volume
<25,000m3.
Construction material with low
potential for dust release (e.g.
metal cladding or timber).
Total building volume 25,000
to 100,000m3.
Potentially dusty construction
material (e.g. concrete).
On site concrete batching.
Total building volume
>100,000m3.
On site concrete
batching, sandblasting.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
10
Activity Criteria used to determine dust emission class
Small Medium Large
Trackout
<10 outward HDV trips in any
one day.
Unpaved road length
<50m.
10 to 50 outward HDV trips in
any one day.
Unpaved road length
50 to 100m.
>10 outward HDV trips in any
one day.
Unpaved road length
>100m.
44. As detailed in Table 21-9, the IAQM guidance provides broad ranges of the area of a site, the total
building volume and the number of outward vehicle trips which were used to determine the dust
emission magnitude.
45. The dust emission magnitude is combined with the sensitivity of the area to determine the risk of
impacts prior to mitigation. This is shown in more detail in Appendix 21.1. Once appropriate mitigation
measures were identified, the significance of construction phase impacts is determined. The aim of
this approach is to prevent significant effects at receptors due to the implementation of effective
mitigation.
46. A matrix is not provided in the guidance to determine significance because it is considered that the
residual impacts would be ‘not significant’ with the implementation of effective mitigation measures in
accordance with guidance provided by the IAQM.
Construction Phase Road Traffic Assessment
47. Royal HaskoningDHV’s transport consultants provided daily trips generated by the proposed scheme,
across the road network, during construction and these are detailed in Table 21-10Error! Reference
source not found..
Table 21-10 Increase in construction phase traffic flows as a result of the proposed scheme
Link Road
2021 Traffic flows
(without proposed
scheme)
2021 Traffic flows
(during construction of
the proposed scheme)
Increase during
construction due to
proposed scheme
AADT HDV AADT HDV AADT HDV
1 B896 – West Bay
Road
272 20 326 56 54 36
2 B896 – West Bay
Road
272 20 314 46 42 26
3 B896 – Cardiff Street 1,301 96 1,343 122 42 26
4 B896 – Stuart Street /
Guildford Street
1,301 96 1,353 132 52 36
5 B896 – Glasgow
Street
1,301 96 1,353 132 52 36
6 B896 – Kelburn
Street
1,301 96 1,371 150 70 54
7 B896 – Kames Bay 476 35 552 97 76 62
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
11
Link Road
2021 Traffic flows
(without proposed
scheme)
2021 Traffic flows
(during construction of
the proposed scheme)
Increase during
construction due to
proposed scheme
AADT HDV AADT HDV AADT HDV
8 B896 – Marine
Parade (north)
476 35 540 87 64 52
9 Golf Road 300 22 310 22 10 0
10 Milburn Street n/a n/a n/a n/a 28 26
11 Chrichton Street n/a n/a n/a n/a 18 16
12 B896 – Marine
Parade (south)
476 35 538 87 62 52
13 B896 476 35 490 39 14 4
14 A78 – Galloway
Street
10,361 600 10,375 604 14 4
15 A78 – Main Street 14,328 383 14,342 387 14 4
16 Clyde Street n/a n/a n/a n/a 8 6
Note: No baseflows were obtained for Links 10, 11 and 16 as they are residential side streets and are predicted to have very low flows.
48. The number of vehicle trips generated by the proposed scheme were screened using the criteria
detailed in Table 21-12, to determine whether a detailed air quality assessment was required.
Construction Phase Shipping Vessel Assessment
49. The current best estimates of the number of vessel trips generated by the proposed scheme, as well
as the anticipated duration and frequency of construction generated trips, are detailed in Table 21-11.
Table 21-11 Vessels used during the construction of the proposed scheme
Activity Vessel Estimated number of vessel movements and duration
Dredging Water injection
dredger
To and from the proposed scheme, up to 10 times daily.
Worst case scenario assumption would be that this daily activity
would last for a two week duration.
Offshore breakwater
construction Jack-up barge
i) Move into initial position.
ii) Relocate up to 5 times for construction of the Leug to
Spoig breakwater.
iii) Move to Spoig-Eileans breakwater.
iv) Relocate approximately 10 times for the Spoig-Eileans
breakwater construction.
Delivery of materials for
offshore breakwater
Flat-top barge
(worst case
5,000T capacity)
Worst case: 35 deliveries to provide the 171,000T of rock for
offshore breakwater construction. Deliveries would be needed
every two or three days, for a period of up to 14 weeks.
Barge would bring deliveries from Glensanda, Oban to Millport.
Assuming just-in-time deliveries to minimise double-handling.
Delivery of materials for
foreshore rock
structures
Flat-top barge
(5,000T capacity)
3 deliveries to provide 15,000T of rock for foreshores construction.
Barge would bring deliveries from Glensanda, Oban to Millport.
Assuming just-in-time deliveries to minimise double-handling.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
12
Activity Vessel Estimated number of vessel movements and duration
Delivery of precast
concrete and other
materials by barge
Small barge
(2,000T capacity)
14 deliveries (i.e. one delivery per section of proposed scheme) of
precast concrete and other materials (e.g. aggregate for concrete)
at the start of construction of each section. Deliveries will be
approximately every four weeks over a one year period, from
Autumn 2021 to Autumn 2022.
21.4.4 Operational Phase
50. No significant air quality impacts are likely during the operational phase of the proposed scheme.
Occasional maintenance to the various scheme elements may be required during operation, but the
earthworks and traffic movements associated with this maintenance is likely to minimal, and therefore
operational phase air quality impacts were scoped out of the assessment.
21.4.5 Decommissioning Phase
51. The structures forming the coastal flood prevention scheme will be designed to have a life of at least
50 years and as the purpose of the proposed scheme is for flood protection, it is unlikely that it will be
decommissioned in its entirety. It is more likely that the scheme will be repaired, or sections replaced
or improved if needed in the future.
52. The detail and scope of the decommissioning works will be determined by the relevant legislation and
guidance at the time of decommissioning and agreed with the regulator. As discussed in Chapter 5
Project Description, a decommissioning plan will be submitted for approval by the regulatory
authorities prior to decommission.
21.4.6 Assessment Significance Criteria
21.4.6.1 Construction Dust and Particulate Matter Assessment
53. The IAQM construction dust and particulate matter assessment methodology (IAQM, 2016) states
that the dust emission magnitude should be combined with the sensitivity of the area to determine the
risk of impacts prior to mitigation. Full details are provided in Appendix 21.1. Once appropriate
mitigation measures have been identified, the significance of construction phase impacts is
determined. The aim is to prevent significant effects at receptors due to the implementation of
effective mitigation.
54. With implementation of effective mitigation measures, generation of dust and particulate matter will
be minimised such that the residual impacts can be considered to be not significant in accordance
with guidance provided by the IAQM.
21.4.6.2 Construction Phase Road Traffic Emissions Assessment
55. The potential impact on local air quality of traffic movements generated by the proposed development
was screened using the methodology detailed in EPUK and IAQM (2017) guidance, the latest DMRB
‘LA 105 Air quality’ guidance (Transport Scotland et al., 2019) and IAQM (2019) guidance.
56. These documents set out criteria for increases in total traffic flows and Heavy Duty Vehicle (HDV)
movements above which a detailed assessment of air quality impacts may be required. If increases
in traffic flows and HDV movements are below the criteria, there are unlikely to be any significant air
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
13
quality impacts as a result of the proposed scheme and detailed assessment of air quality is not
necessary. The assessment criteria are detailed in Table 21-12.
Table 21-12 EPUK & IAQM (2017), DMRB (Transport Scotland et al., 2019) and IAQM (2019) Road Traffic Assessment Criteria
Receptors Guidance
Document Criteria
Human EPUK & IAQM
Light Duty
Vehicles (LDVs)
A change in annual average daily traffic (AADT) of more than
100 within or adjacent to an AQMA, or more than 500
elsewhere
HDVs An increase in HDV movements of more than 25 per day
within or adjacent to an AQMA, or more than 100 elsewhere
Ecological
DMRB
Light Duty
Vehicles (LDVs)
Increase of 1,000 AADT or more
HDVs An increase in HDV movements of more than 200 per day
IAQM
AADT Likely significant air quality effects may occur where the
contribution of a project, either alone or in-combination with
other plans or projects, exceeds 1,000 vehicles (or 1%
change of the Critical Load) as an Annual Average Daily
Traffic (AADT) flow on roads within 200m of designated
ecological site.
21.4.6.3 Cumulative Impact Assessment
57. For an introduction to the methodology used for the Cumulative Impact Assessment (CIA), please
refer to Chapter 3 EIA Methodology and Consultation. This chapter includes those cumulative
impacts that are specific to air quality.
58. The key consideration used in relation to linear developments such as coastal infrastructure is
whether there is spatial or temporal overlap of effects from projects or schemes on the same
receptors. Therefore, unless there is a spatial overlap there is no pathway for cumulative impact
between spatially separated projects or schemes. There is however a potential for a cumulative
impact upon the overall receptor at a regional or national level. Where potential regional or national
level impacts are identified and considered to be relevant, they are highlighted in the CIA.
59. It is assumed that any consented development would be subject to mitigation and management
measures which would reduce impacts to non-significant unless there were exceptional
circumstances, it is accepted that such projects or schemes may contribute to a wider cumulative
impact.
60. In cases where the proposed scheme has negligible or no impact on a receptor (through for example
avoidance of impact through routeing or construction methodology), it is considered that there is no
pathway for a cumulative impact.
21.5 Existing Environment
21.5.1 Overview
61. The Isle of Cumbrae is located in the Firth of Clyde, approximately 1.5km from mainland Scotland.
The island has a limited road network and no industry, with the main activities undertaken on the
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
14
island including farming, golf, cycling, water sports and tourism. As such, there are limited island-
generated sources of air pollution.
21.5.2 Air Quality Baseline
62. The proposed scheme is not located within a statutory designated AQMA and North Ayrshire Council
has not declared any AQMAs within its administrative area. North Ayrshire Council undertakes
monitoring of NO2 using an automatic analyser and passive diffusion tubes, however none of the
monitoring sites are located on the Isle of Cumbrae. The closest passive diffusion tube site is located
at Largs (DT20) approximately 5.3km north-east of the proposed scheme and, given the distance
from the site, monitored data from this location are not considered to be representative of conditions
at the Scheme Area.
21.5.3 Background Pollutant Concentrations
63. Background concentrations of NOX, NO2, PM10, PM2.5 and SO2 were obtained from the air pollutant
concentration maps provided by Defra, for the grid squares covering the air quality study area. 2019
background concentrations were obtained from the latest 2017-based maps, with the exception of
SO2 for which the latest mapped data provided by Defra is from 2001. No future year adjustment was
made to background concentrations to provide a conservative assessment. The background
concentrations used in the assessment are detailed in Table 21-13.
Table 21-13 Background pollutant concentrations
Grid square
Defra Mapped Background Concentration
NOx
(µg.m-3)
NO2
(µg.m-3)
PM10
(µg.m-3)
PM2.5
(µg.m-3)
SO2
(µg.m-3)
215500, 654500 3.22 2.57 6.71 4.41 1.96
216500, 654500 3.24 2.58 6.71 4.41 *
217500, 654500 3.52 2.80 6.71 4.41 1.92
215500, 655500 3.15 2.51 6.66 4.37 1.79
216500, 655500 3.37 2.69 6.73 4.43 2.08
217500, 655500 3.59 2.85 6.74 4.43 2.03
*not provided
64. As can be seen from Table 21-13, background concentrations of all pollutants in the study area were
‘well below’ (i.e. less than 75% of) their respective annual mean air quality Objectives, which is to be
expected in an area with few sources of pollution.
21.5.4 Identification of Receptors
21.5.4.1 Construction Dust and Particulate Matter Assessment
65. The IAQM Guidance (IAQM, 2016) states that a Detailed Assessment is required where there are
human receptors within 350m of the site boundary and / or within 50m of the route(s) used by
construction vehicles on the public highway, up to 500m from the site entrance(s). Ecological
receptors within 50m of the site boundary or within 50m of the route(s) used by construction vehicles
on the public highway, up to 500m from the site entrance(s), are also identified at this stage.
66. Receptor locations were identified within the air quality study area as follows:
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
15
• There are human receptors within 350m of the site boundary and within 50m of the planned
construction vehicles routes.
• The Kames Bay SSSI is within 50m of the site boundary or within 50m of the planned construction
vehicle route.
67. A Detailed Assessment was therefore required to assess the impact of dust and particulate matter
during the construction phase at both human and ecological receptors.
68. The distance boundaries for the construction phase assessment are detailed in Figure 21-1.
21.5.5 Anticipated Trends in Baseline Conditions
69. Air pollution within the area is expected to be dominated by emissions from road vehicles and vessels.
The quantity and composition of vehicle emissions is dependent on the type of fuel used, engine type,
size and efficiency, vehicle speeds and the type of exhaust emissions abatement equipment
employed. Fuels used in shipping are subject to increasingly stringent regulation in terms of emissions
of pollutants such as NOx and SO2.
70. It is therefore expected that air quality will improve over time with the evolution of the vehicle fleet,
the use of alternative fuel vehicles, and regulations on shipping. As such, it is anticipated that future
pollutant concentrations will be reduced from baseline levels.
21.6 Impact Assessment
21.6.1 Overview of Potential Impacts
71. Following the methodology presented in Section 21.4, the impacts associated with the air quality
human and ecological receptors described in Section 21.5.4 have been assessed and are presented
in this section. Where measures over and above the embedded mitigation described in Section 21.6.3
are required to avoid, reduce, remedy / compensate or enhance the adverse impacts of the proposed
scheme, this information has been provided.
21.6.2 Worst Case Scenario
72. This section identifies the realistic worst-case parameters associated with the proposed scheme.
Table 21-14 identifies those realistic worst-case parameters of the onshore infrastructure that are
relevant to potential impacts on air quality during construction, operation and decommissioning
phases of the proposed scheme. Please refer to Chapter 5 Project Description for more detail
regarding specific activities, and their durations, which fall within the construction phase.
Table 21-14 Worst case parameters values
Impact Parameter Notes
Construction
dust and
particulate
matter
All
construction
activities
It was assumed as a worst case scenario that all construction activities would be
undertaken concurrently, rather than in a phased manner. This assumption applies
to all the construction activities included in the construction dust and particulate
matter assessment.
Earthworks: The total site area was used as a worst case assumption for
determining the magnitude of earthworks, rather than the smaller sections that
construction works will be undertaken in for the proposed scheme.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
16
Impact Parameter Notes
Construction: At this stage in the proposed development, it has not been confirmed
whether a concrete batching plant will be present on site, however to provide a
conservative assessment, it was assumed that there will be an on-site concrete
batching plant present during construction.
Trackout: It was assumed as a worst case scenario that the number of HGV
outward movements from the site would be >50 in any one day. Traffic flows
detailed in Table 21-10 (which report two-way movements) showed that the
maximum number of outward movement from the site would 31 on average per day
along Link 7 (B896 Kames Bay), however, a conservative approach was taken as
these traffic flows are annual averaged daily traffic and at peak periods during
construction of the proposed scheme may exceed 50 HGV outward movements
from site.
Construction phase road
traffic
The worst case scenario assumptions that are included in the traffic assessment
(Chapter 20 Traffic and Transport) (i.e. materials are delivered to the Quayhead
and therefore, materials required for the batching plant (likely at the main
compound) are delivered there and then the subsequent concrete deliveries are
sent to each site location and all movements are assessed) form the basis of the air
quality assessment of road traffic during construction (see Table 21-10) of the
proposed scheme.
Construction phase
shipping vessels
For the construction shipping vessel assessment, the maximum number of vessels
and longest duration (as detailed in Table 21-11) have been considered to provide a
conservative assessment.
21.6.3 Embedded Mitigation
21.6.3.1 Scheme Design
73. Embedding mitigation into the proposed scheme design is a type of primary mitigation and is an
inherent aspect of the EIA process. A full account of embedded mitigation measures is contained in
Chapter 5 Project Description. Where embedded mitigation measures have been developed into
the design of the proposed scheme with specific regard to air quality, these are described in Table
21-15.
Table 21-15 Embedded mitigation measures for air quality
Parameter Mitigation measures embedded into the scheme design
Construction dust and
particulate matter
The preferred dredging method is water injection dredging, which will prevent dredged
material becoming exposed to the air and as a result prevent the creation of dust and
particulate matter. This therefore eliminates the potential impact of dust or particulate
matter on human or ecological receptors.
The vast majority of material and plant deliveries will be undertaken by barge, and will
be delivered to either the Quayhead or main compound location west of Millport. This
will reduce the number of HDVs leaving the Scheme Area and the transportation of
dust/dirt onto the public road network.
Fencing will be erected around each working area as required. This will act as a barrier
and minimise the amount of dust transported from working areas to nearby receptors
(e.g. residential housing).
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
17
Parameter Mitigation measures embedded into the scheme design
Construction phase road
traffic
• The vast majority of material and plant deliveries will be undertaken by barge,
and will be delivered to either the Quayhead or main compound location west
of Millport.
• Earth fill and top soil will be delivered to the pier to the east of Millport to
minimise the amount of traffic required to travel through Millport.
• Only miscellaneous deliveries will be undertaken via the ferry from Largs.
• Employee traffic has been assigned to all likely origins Link 9 (i.e. Golf Road)
from holiday home site. And both routes into Largs and via the ferry.
Employees are assigned to 8 seater minibuses.
• Whenever possible, construction vehicle movements will be limited to within
the site boundary.
All of the above embedded mitigation measures will reduce the number of road traffic
vehicles generated during construction of the proposed scheme and of the associated
road traffic emissions.
74. The IAQM measures (provided in Section 21.6.4.1) (IAQM, 2016) are considered best practice,
however, they are determined following the consideration of the dust emission magnitude of the site
and the sensitivity of the area, so therefore cannot be classed as ‘primary’ measures. By definition,
any measures which have been recommended following an assessment cannot be classed as
embedded mitigation.
75. A Construction Environmental Management Plan (CEMP) will be produced as part of the ES and will
include any mitigation measures recommended in this Chapter.
21.6.4 Potential Impacts during Construction
21.6.4.1 Construction Impact 1: Dust and Particulate Matter
76. A qualitative assessment of construction phase dust and PM10 emissions was carried out in
accordance with the IAQM guidance (IAQM, 2016). The methodology for the dust assessment is
provided in Appendix 21.1.
77. The construction works associated with the proposed scheme have the potential to impact on local
air quality conditions:
• Dust emissions generated by demolition, excavation, construction and earthwork activities
associated with the construction of the proposed scheme, have the potential to cause nuisance to,
and soiling of, sensitive receptors;
• Emissions of exhaust pollutants, especially NO2 and PM10 from construction traffic on the local road
network, have the potential to adversely impact upon local air quality at sensitive receptors situated
adjacent to the routes utilised by construction vehicles; and
• Emissions of NO2 and PM10 from NRMM operating within the Proposed Scheme Area, have the
potential to adversely impact local air quality at sensitive receptors in close proximity to the works.
78. The potential for sensitive receptors to be affected will depend on where within the site the dust
raising activity takes place, the nature of the activity and controls, and meteorological dispersion
conditions.
79. As described previously, emissions from NRMM have not been considered in the assessment, but
the relevant control and management measures are included in below.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
18
80. If construction operations were un-mitigated, the effects of dust during dry and windy conditions
could lead to an increase in the 24-hour mean PM10 concentration immediately surrounding
the proposed scheme site. However, the background PM10 concentration, for the 1 x 1km grid
squares covering the site, was 6.74μg.m-3 in 2019 based on 2017-mapped background estimates.
Therefore, the mapped background concentration is ‘well below’ (i.e. less than 75% of) the annual
mean PM10 Objective of 18μg.m-3, and it is unlikely that the short-term construction operations
would cause the annual mean or short-term Objectives to be exceeded within the vicinity of the site.
Step 1: Screen the Need for a Detailed Assessment
81. The IAQM guidance (IAQM, 2016) states that a Detailed Assessment is required if there are human
receptors located within 350m and / or ecological sites within 50m of the site boundary. There are
human receptors present within 350m and the Kame Bay SSSI is within 50m of the site. A Detailed
Assessment was therefore undertaken.
Step 2A: Define the Potential Dust Emission Magnitude
82. The IAQM guidance recommends that the dust emission magnitude is determined for demolition,
earthworks, construction and trackout. As detailed in Section 21.4.3, demolition has been scoped out
of the assessment. The dust magnitudes for earthworks, construction and trackout are summarised
in Table 21-16 and were determined from site plans, construction information provided in Chapter 5
Project Description and in accordance with the IAQM methodology.
Table 21-16 Dust Emission Magnitude for the Proposed Scheme Area
Construction Activity Dust Emission Magnitude Reasoning
Earthworks Large Total site area >10,000m2
Construction Large Onsite concrete batching
Trackout Large >50 HDV (>3.5t) outward movements in any one day
83. The risk of potential impact of construction dust and particulate matter emissions during earthworks,
construction and trackout is used to recommend appropriate mitigation measures. The dust
magnitude for construction activities was categorised as large for earthworks, construction and
trackout.
Step 2B: Define the Sensitivity of the Area
84. The sensitivity of human receptors to dust soiling and health effects of particulate matter and the
sensitivity of ecological receptors to dust impacts associated with earthworks, construction and
trackout activities during construction of the proposed scheme were determined and are summarised
in Table 21-17.
Sensitivity of People to Dust Soiling
• Earthworks and construction: there are greater than 100 high sensitivity residential receptors within
20m of the site. The sensitivity is therefore high.
• Trackout: there are greater than 100 residential receptors within 20m of access roads to the site,
up to 500m from the site access. The sensitivity is therefore high.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
19
Sensitivity of People to Health Effects of PM10
• Earthworks and construction: the annual mean PM10 concentration at the site is less than 14µg.m-3
and there are greater than 100 high sensitivity residential receptors within 20m of the site. The
sensitivity is therefore medium.
• Trackout: the annual mean background PM10 concentration at the site is less than 14μg.m-3, and
there are greater than 100 high sensitivity residential receptors within 20m of the routes that
construction vehicles will use to access the site. The sensitivity is therefore medium.
Sensitivity of Receptors to Ecological Impacts
• Earthworks and construction: the Kames Bay SSSI is a nationally designated site, and therefore a
medium sensitivity receptor, and is less than 20m from the site boundary. The sensitivity is therefore
medium.
• Trackout: the Kames Bay SSSI is less than 20m from routes that will be used to access to site. The
sensitivity is therefore medium.
Table 21-17 Outcome of the sensitivity of the area
Potential Impact Sensitivity of the Surrounding Area
Earthworks Construction Trackout
Dust soiling High High High
Human health Medium Medium Medium
Ecological Medium Medium Medium
Step 2C: Define the Risk of Impacts
85. The dust emission magnitude detailed in Table 21-16 is combined with the sensitivity of the area
detailed in Table 21-17 to determine the risk of impacts with no mitigation applied (see Appendix 21.1
for further details). The risks concluded for receptor dust soiling and human health are provided in
Table 21-18.
Table 21-18 Summary dust risk table to define site-specific mitigation
Potential Impact Sensitivity of the Surrounding Area
Earthworks Construction Trackout
Dust soiling High risk High risk High risk
Human health Medium risk Medium risk Medium risk
Ecological Medium risk Medium risk Medium risk
Step 3: Site-Specific Mitigation
86. Step 3 of the IAQM guidance (IAQM, 2016) identifies appropriate site-specific mitigation. These
measures are related to the site risk for each activity.
87. The construction dust and particulate matter assessment determined that there was a high risk of
impacts resulting from construction activities without the implementation of mitigation measures.
Additional guidance has been provided by the IAQM in relation to dust and air mitigation measures.
It is recommended that the good practice measures outlined in the IAQM guidance are followed.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
20
88. The recommendations below should be detailed in a CEMP to prevent or minimise the release of dust
entering the atmosphere and / or being deposited on nearby receptors. Particular attention should
be paid to operations which must unavoidably take place close to the site boundary. The effective
implementation of the CEMP will ensure that any potential dust releases associated with the
construction phase will be reduced.
Highly Recommended Mitigation Measures
89. A list of mitigation measures that are highly recommended for a high risk site by the IAQM are
provided below.
Communications
• Develop and implement a stakeholder communications plan that includes community engagement
before work commences on site.
• Display the name and contact details of person(s) accountable for air quality and dust issues on the
site boundary. This may be the environment manager/engineer or the site manager.
• Display the head or regional office contact information.
• Develop and implement a CEMP, which may include measures to control other emissions, approved
by the Local Authority. The level of detail will depend on the risk, and should include as a minimum
the highly recommended measures in this document. The desirable measures should be included
as appropriate for the site.
Dust Management
• Record all dust and air quality complaints, identify cause(s), take appropriate measures to reduce
emissions in a timely manner, and record the measures taken.
• Make the complaints log available to North Ayrshire Council when asked.
• Record any exceptional incidents that cause dust and/or air emissions, either on- or offsite, and the
action taken to resolve the situation in the log book.
• Hold regular liaison meetings with other high risk construction sites within 500 m of the site
boundary, to ensure plans are co-ordinated and dust and particulate matter emissions are
minimised. It is important to understand the interactions of the off-site transport/ deliveries which
might be using the same strategic road network routes.
• Undertake daily on-site and off-site inspection, where receptors (including roads) are nearby, to
monitor dust, record inspection results, and make the log available to the local authority when asked.
This should include regular dust soiling checks of surfaces such as street furniture, cars and window
sills within 100 m of site boundary, with cleaning to be provided if necessary.
• Carry out regular site inspections to monitor compliance with the CEMP, record inspection results,
and make an inspection log available to North Ayrshire Council when asked.
• Increase the frequency of site inspections by the person accountable for air quality and dust issues
on site when activities with a high potential to produce dust are being carried out and during
prolonged dry or windy conditions.
• Agree dust deposition, dust flux, or real-time PM10 continuous monitoring locations with the Local
Authority. Where possible commence baseline monitoring at least three months before work
commences on site or, if it a large site, before work on a phase commences. Further guidance is
provided by IAQM on monitoring during demolition, earthworks and construction.
• Plan site layout so that machinery and dust causing activities are located away from receptors, as
far as is possible.
• Erect solid screens or barriers around dusty activities or the site boundary that are at least as high
as any stockpiles on site.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
21
• Fully enclose site or specific operations where there is a high potential for dust production and the
site is actives for an extensive period.
• Avoid site runoff of water or mud.
• Keep site fencing, barriers and scaffolding clean using wet methods.
• Remove materials that have a potential to produce dust from site as soon as possible, unless being
re-used on site. If they are being re-used on-site cover as described below.
• Cover, seed or fence stockpiles to prevent wind whipping.
• Ensure all vehicles switch off engines when stationary – no idling vehicles.
• Avoid the use of diesel or petrol powered generators and use mains electricity or battery powered
equipment where practicable.
• Impose and signpost a maximum-speed-limit of 15 mph on surfaced and 10 mph on unsurfaced
haul roads and work areas (if long haul routes are required these speeds may be increased with
suitable additional control measures provided, subject to the approval of the nominated undertaker
and with the agreement of the local authority, where appropriate).
• Produce a Construction Logistics Plan to manage the sustainable delivery of goods and materials.
• Implement a Travel Plan that supports and encourages sustainable travel (public transport, cycling,
walking, and car-sharing).
• Only use cutting, grinding or sawing equipment fitted or in conjunction with suitable dust suppression
techniques such as water sprays or local extraction, e.g. suitable local exhaust ventilation systems.
• Ensure an adequate water supply on the site for effective dust/particulate matter
suppression/mitigation, using non-potable water where possible and appropriate.
• Use enclosed chutes and conveyors and covered skips.
• Minimise drop heights from conveyors, loading shovels, hoppers and other loading or handling
equipment and use fine water sprays on such equipment wherever appropriate.
• Ensure equipment is 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.
• Avoid bonfires and burning of waste materials.
Measures Specific to Earthworks and Construction
• Re-vegetate earthworks and exposed areas/soil stockpiles to stabilise surfaces as soon as
practicable.
• Use Hessian, mulches or trackifiers where it is not possible to re-vegetate or cover with topsoil, as
soon as practicable.
• Only remove the cover in small areas during work and not all at once.
• Avoid scabbling (roughening of concrete surfaces) if possible.
• Ensure sand and other aggregates are stored in bunded areas and are not allowed to dry out, unless
this is required for a particular process, in which case ensure that appropriate additional control
measures are in place.
• Ensure bulk cement and other fine powder materials are delivered in enclosed tankers and stored
in silos with suitable emission control systems to prevent escape of material and overfilling during
delivery.
• For smaller supplies of fine power materials ensure bags are sealed after use and stored
appropriately to prevent dust.
Measures Specific to Trackout
• Use water-assisted dust sweeper(s) on the access and local roads, to remove, as necessary, any
material tracked out of the site. This may require the sweeper being continuously in use.
• Avoid dry sweeping of large areas.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
22
• Ensure vehicles entering and leaving sites are covered to prevent escape of materials during
transport.
• Inspect on-site haul routes for integrity and instigate necessary repairs to the surface as soon as
reasonably practicable.
• Record all inspections of haul routes and any subsequent action in a site log book.
• Install hard surfaced haul routes, which are regularly damped down with fixed or mobile sprinkler
systems, or mobile water bowsers and regularly cleaned.
• Implement a wheel washing system (with rumble grids to dislodge accumulated dust and mud prior
to leaving the site where reasonably practicable).
• Ensure there is an adequate area of hard surfaced road between the wheel wash facility and the
site exit, wherever site size and layout permits.
• Access gates to be located at least 10m from receptors where possible.
Measures Specific to Non Road Mobile Machinery (NRMM)
90. Non Road Mobile Machinery (NRMM) and plant would be well maintained. If any emissions of dark
smoke occurs, then the relevant machinery should stop immediately, and any problem rectified. In
addition, the following controls should apply to NRMM:
• All NRMM should use fuel equivalent to ultralow sulphur diesel (fuel meeting the specification within
EN590:2004).
• All NRMM should comply with regulation (EU) 2016/1628 of the European Parliament and of the
Council.
• All NRMM should be fitted with Diesel Particulate Filters (DPF) conforming to defined and
demonstrated filtration efficiency (load/duty cycle permitting).
• The ongoing conformity of plant retrofitted with DPF, to a defined performance standard, should be
ensured through a programme of onsite checks.
• Fuel conservation measures should be implemented, including instructions to (i) throttle down or
switch off idle construction equipment; (ii) switch off the engines of trucks while they are waiting to
access the site and while they are being loaded or unloaded and (iii) ensure equipment is properly
maintained to ensure efficient fuel consumption.
Step 4: Determine Significant Effects
91. With the implementation of the above mitigation measures, the residual impacts from the construction
phase of the proposed scheme are considered to be not significant, in accordance with IAQM
guidance (IAQM, 2016).
21.6.4.2 Construction Impact 2: Road Traffic Emissions
92. Table 21-10 details the number of daily trips generated by the proposed scheme, across the road
network, during construction. The maximum increase in traffic on any road link per day (Link 7: B896
– Kames Bay) was anticipated to be an increase in AADT of 76 vehicles, of which 62 would be HDVs.
93. Therefore, the daily increase in traffic flows would be of a lesser magnitude than the criteria detailed
in Table 21-12, and the proposed scheme was considered to have an insignificant impact on local air
quality at both human and ecological receptors and a detailed impact assessment of air quality was
not undertaken.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
23
21.6.4.3 Construction Impact 3: Shipping Vessel Emissions
94. It is anticipated that the number of shipping vessel trips generated by the proposed scheme are
unlikely to have a significant impact on local air quality. This is due to the low background pollutant
concentrations within the air quality study area (see Table 21-13) and either the low number of
deliveries to the Scheme Area (i.e. delivery of materials for foreshore rock structure, or precast
concrete and other materials) or the short duration of more frequent deliveries (i.e. dredging only last
for a maximum of two weeks, delivery of materials for the offshore breakwater would only last for a
duration of up to 14 weeks, etc.), during the construction phase of the proposed scheme (see Table
21-11).
95. Therefore, construction phase air quality impacts relating to shipping vessel emissions were
considered to be not significant.
21.6.5 Potential Impacts during Decommissioning
96. The structures forming the coastal flood prevention scheme will be designed to have a life of at least
50 years and as the purpose of the proposed scheme is for flood protection, it is unlikely that it will be
decommissioned in its entirety. It is more likely that the scheme will be repaired, or sections replaced
or improved if needed in the future.
97. The detail and scope of the decommissioning works will be determined by the relevant legislation and
guidance at the time of decommissioning and agreed with the regulator. As discussed in Chapter 5
Project Description, a decommissioning plan will be submitted for approval by the regulatory
authorities prior to decommission. As such, for the purposes of a worst-case scenario, impacts no
greater than those identified for the construction phase are expected for the decommissioning phase.
21.7 Cumulative Impact Assessment
98. This section describes the CIA for air quality, taking into consideration other plans, projects and
activities. This has been undertaken as a two-stage process, with the first stage comprising assessing
all the impacts from the previous sections for the potential to act cumulatively with other projects or
schemes. This summary assessment is set out in Table 21-19.
99. The second stage of the CIA is an assessment of whether there is spatial or temporal overlap between
the extent of potential effects of the proposed schemes onshore area, and the extent of potential
effects of other projects scoped into the CIA on the same receptors. To identify whether this may
happen, the potential nature and extent of effects arising from all projects scoped into the CIA have
been identified and any overlaps between these and the effects identified above. Where there is an
overlap, an assessment of the cumulative magnitude of effect is provided.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
24
Table 21-19 Potential Cumulative Impacts
Impact Potential for
Cumulative Impact Data confidence Rationale
Construction
Impact 1: Construction
dust and particulate
matter
Yes High
There is potential for cumulative
construction dust impacts where
projects occur within 700m of each
other.
Impact 2: Construction
phase road traffic
emissions
No N/A There is no potential for significant
cumulative road traffic or shipping
vessel emissions impacts, as no
significant impacts have been identified
as a result of the proposed scheme.
Impact 3: Construction
phase shipping vessel
emissions
No N/A
Operation
No impacts anticipated.
Decommissioning
As for construction.
100. There are no other projects under construction within 700m of the proposed scheme, during the same
construction timeframe as the proposed scheme, therefore no projects have been scoped into the
cumulative impact assessment. As such, no cumulative construction impacts have been predicted.
21.8 Inter-Relationships
101. Table 21-20 lists out the inter relationships between other chapters within the ES.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
25
Table 21-20 Inter-relationships with other chapters
Topic Related
Chapter
Where addressed
in this chapter Rationale
Construction phase
shipping vessel
Chapter 13
Commercial
and Recreation
Navigation
Section 21.6
The Air Quality chapter takes account the
number of shipping vessels that will be required
during construction, as well as the duration and
frequency of construction-generated vessel trips.
This information informed the construction phase
shipping vessel emission assessment.
Designated
ecological sites
Chapter 16
Terrestrial
Ecology
Section 21.6
Air quality impacts of construction dust and
construction emissions on the Kames Bay SSSI
were assessed in the Air Quality chapter and
these results informed assessments in the
Terrestrial Ecology chapter.
Construction phase
road traffic
Chapter 20
Traffic and
Transport
Section 21.6
The Air Quality chapter takes account of the daily
trips generated by the proposed scheme, across
the road network. This information informed the
construction phase road traffic emissions
assessment.
21.9 Interactions
102. The impacts identified and assessed in this chapter have the potential to interact with each other,
which could give rise to synergistic impacts as a result of that interaction. The worst case impacts
assessed within this chapter take these interactions into account and for the impact assessments are
considered conservative and robust. For clarity, the areas of interaction between impacts are
presented in Table 21-21 along with an indication as to whether the interaction may give rise to
synergistic impacts.
Table 21-21 Potential interaction between air quality impacts and other topics
Potential interaction between impacts
Construction
Impact 1: Construction
phase dust and
particulate matter
Impact 2: Construction
phase road traffic
emissions
Impact 3: Construction
phase shipping vessel
emissions
Impact 1: Construction phase
dust and particulate matter Yes Yes
Impact 2: Construction phase
road traffic emissions Yes Yes
Impact 3: Construction phase
shipping vessel emissions Yes Yes
Operation
No significant air quality impacts are likely during the operational phase of the proposed scheme.
Decommissioning
For the purposes of a worst-case scenario, impacts no greater than those identified for the construction phase are
expected for the decommissioning phase (i.e. not significant).
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
26
21.10 Summary
103. The main potential impacts of the proposed scheme on air quality receptors have been identified.
The assessment concluded that significant impacts would not be experienced at human or ecological
receptors. A summary of the potential impacts and proposed mitigation is presented in Table 21-22.
Table 21-22 Potential Impacts Identified for air quality
Potential Impact Receptor Significance Examples of Potential
Mitigation Measures
Residual
Impact
Construction
Impact 1:
Construction dust
and particulate matter
Human receptors within
350m of the site
N/A
Best practice dust
minimisation and
suppression
techniques as detailed
in Section 21.6.4.
Not
significant Ecological receptors (i.e.
Kames Bay SSSI) within
50m of the site
Impact 2:
Construction phase
road traffic emissions
Human and ecological
receptors. Not significant. Not required.
Not
significant.
Impact 3:
Construction phase
shipping vessel
emissions
Human and ecological
receptors. Not significant. Not required.
Not
significant.
Operation
No significant air quality impacts are likely during the operational phase of the proposed scheme.
Decommissioning
For the purposes of a worst-case scenario, impacts no greater than those identified for the construction phase are
expected for the decommissioning phase (i.e. not significant).
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
27
21.11 References
Department of the Environment (DoE) (1997) ‘The UK National Air Quality Strategy’, London: HMSO.
Department of the Environment, Transport & the Regions (DETR) (2000) ‘UK Air Quality Strategy’. London: HMSO.
DETR (2003) ‘UK Air Quality Strategy – Addendum’. London: HMSO.
Department for Environment, Food and Rural Affairs (Defra) (2007) ‘The Air Quality Strategy for England, Scotland,
Wales and Northern Ireland’, London: HMSO.
Defra (2018). Local Air Quality Management Technical Guidance (TG16). February 2018.
Defra (2019). Clean Air Strategy.
Environmental Protection UK (EPUK), Institute of Air Quality Management (IAQM) (2017). Land-Use Planning &
Development Control: Planning For Air Quality. January 2017.
European Parliament (1996) Council Directive 96/62/EC on Ambient Air Quality Assessment and Management.
European Parliament (2008) Council Directive 2008/50/EC on Ambient Air Quality and Cleaner Air for Europe.
Her Majesty’s Stationary Office (HMSO) (1995) ‘The Environment Act 1995 (c.25)’, London: TSO.
HMSO (2000). Scottish Statutory Instruments 2000 No. 97, Environmental Protection, The Air Quality (Scotland)
Regulations 2000.
HMSO (2002). Scottish Statutory Instruments 2002 No. 297, Environmental Protection, The Air Quality (Scotland)
Amendment Regulations 2002.
HMSO (2016). Scottish Statutory Instruments 2016 No. 162, Environmental Protection, The Air Quality (Scotland)
Amendment Regulations 2016.
Highways Agency (2007). Design Manual for Roads and Bridges Volume 11 Environmental Assessment Section 3
Environmental Assessment Techniques Part 1 HA207/07 Air Quality
Institute of Air Quality Management (IAQM) (2016). Guidance on the assessment of dust from demolition and
construction. Version 1.1.
IAQM (2019). A guide to the assessment of air quality impacts on designated nature conservation sites. Version 1.0,
June 2019.
Joint Agencies (The Scottish Government, Department of Environment, Food and Rural Affairs, Northern Ireland
Department of Environment, Welsh Government) (2018). Local Air Quality Management Technical Guidance (TG16)
February 2018.
Natural England (2018). Natural England’s approach to advising competent authorities on the assessment of road
traffic emissions under the Habitats Regulations. Version: June 2018.
North Ayrshire Council (2018). North Ayrshire Local Development Plan: Action and Delivery Programme – March
2018.
North Ayrshire Council (2019a). Adopted Local Development Plan.
North Ayrshire Council (2019b). 2019 Air Quality Annual Progress Report (APR) for North Ayrshire Council. June
2019.
Royal HaskoningDHV (2017). Millport Flood Protection Scheme – Environmental Scoping Report. 14 March 2017.
The Scottish Government (2014a). Scottish Planning Policy.
P r o j e c t r e l a t e d
31 January 2020 PB4749-RHD-ZZ-XX-RP-Z-0021
28
The Scottish Government (2014b). Scotland’s Third National Planning Framework.
Transport Scotland, Highways England, Welsh Government, Department of Infrastructure (2019). Design for Roads
and Bridges, Volume 11. LA 105 Air Quality. Revision 0.
Title:
Project:Millport Flood
Protection Scheme- EIA Report
Client:
Contains OS data © Crown Copyrightand database right 2019
North Ayrshire Council
±
Drawn: Scale:Checked:Date:Revision:
Drawing No:
Size:
British National Grid
Figure:
Co-ordinate system:
216000
216000
217000
217000
6540
00
6540
00
6550
00
6550
00
ROYAL HASKONINGDHV
±
Marlborough HouseMarlborough Crescent
Newcastle-upon-Tyne, NE1 4EE+44 (0)191 211 1300
www.royalhaskoningdhv.com
21.1
0 200 400 Metres
Legend
1:8,0000 TC A3IO'M28/11/2019
Distance Boundaries for Construction Dustand Particulate Matter Assessment
Redline BoundaryDistance Buffer
20 m50 m100 m200 m350 m
© HaskoningDHV UK Ltd.© Crown copyright and database rights 2019 Ordnance Survey 100023393.Use of this data is subject to terms and conditions.
REPORT
Millport Coastal Flood Protection
Scheme: Environmental Statement
Appendix 21.1 Construction Dust and Particulate Matter
Assessment Methodology
Client: North Ayrshire Council
Reference: PB4749-RHD-ZZ-XX-RP-Z-0021.1
Status: Final/P01.01
Date: 31 January 2020
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
i
HASKONINGDHV UK LTD.
74/2 Commercial Quay
Commercial Street
Leith
Edinburgh
EH6 6LX
Industry & Buildings
VAT registration number: 792428892
+44 131 5550506
royalhaskoningdhv.com
T
E
W
Document title: Millport Coastal Flood Protection Scheme: Environmental Statement
Document short title: Appendix 21.1 Construction Dust and Particulate Matter Assessment
Methodology
Reference: PB4749-RHD-ZZ-XX-RP-Z-0021.1
Status: P01.01/Final
Date: 31 January 2020
Project name: Millport Coastal Flood Protection Scheme
Project number: PB4749
Author(s): Isabel O'Mahoney
Drafted by: Isabel O’Mahoney
Checked by: Frank Fortune
Date / initials: 20/12/2019
Approved by: Frank Fortune
Date / initials: 20/12/2019
Classification
Project related
Disclaimer
No part of these specifications/printed matter may be reproduced and/or published by print, photocopy, microfilm or by
any other means, without the prior written permission of HaskoningDHV UK Ltd.; nor may they be used, without such
permission, for any purposes other than that for which they were produced. HaskoningDHV UK Ltd. accepts no
responsibility or liability for these specifications/printed matter to any party other than the persons by whom it was
commissioned and as concluded under that Appointment. The integrated QHSE management system of
HaskoningDHV UK Ltd. has been certified in accordance with ISO 9001:2015, ISO 14001:2015 and ISO 45001:2018.
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
1
Appendix 21.1 Construction Dust and Particulate Matter
Assessment Methodology
1. The following section outlines criteria developed by the Institute of Air Quality Management (IAQM)1
for the assessment of air quality impacts arising from construction activities. The assessment
procedure is divided into four steps and is summarised below.
Step 1: Screening the Need for a Detailed Assessment
2. An assessment will normally be required where there are human receptors within 350m of the site
boundary and / or within 50m of the route(s) used by construction vehicles on the public highway, up
to 500m from the site entrance(s), or designated ecological sites within 50m of the site boundary or
within 50m of the route(s) used by construction vehicles on the public highway, up to 500m from the
site entrance(s), are also identified at this stage. A designated ecological site refers to any sensitive
habitat affected by dust soiling. For locations with a statutory designation, such as a Site of Specific
Scientific Interest (SSSI), Special Area of Conservation (SACs) and Special Protection Areas (SPAs),
consideration should be given as to whether the particular site is sensitive to dust. Some non-statutory
sites may also be considered if appropriate.
3. Where the need for a more detailed assessment is screened out, it can be concluded that the level
of risk is ‘negligible’.
4. As there were several human receptors within 350m of the site boundary and the Kames Bay SSSI
is within 50m of the site boundary, a Detailed Assessment was therefore required.
Step 2: Assess the Risk of Dust Impacts
5. A site is allocated to a risk category based on the scale and nature of the works (Step 2A) and the
sensitivity of the area to dust impacts (Step 2B). These two factors are combined (Step 2C) to
determine the risk of dust impacts before the implementation of mitigation measures. The assigned
risk categories may be different for each of the construction activities outlined by the IAQM
(demolition, construction, earthworks and trackout).
Step 2A: Define the Potential Dust Emission Magnitude
6. The IAQM guidance recommends that the dust emission magnitude is determined for demolition,
earthworks, construction and trackout. The dust emission magnitude is based on the scale of the
anticipated works. As it is anticipated that no buildings will be demolished as part of the proposed
scheme, demolition was scoped out of the assessment. Table A21--1 describes the potential dust
emission class criteria for each outlined construction activity.
Table A21--1 Criteria used in the determination of dust emission class
Activity Criteria used to determine dust emission class
Small Medium Large
Earthworks Total site area <2,500m2. Total site area 2,500 to
10,000m2. Total site area >10,000m2.
1 Institute of Air Quality Management (IAQM) (2016). Guidance on the assessment of dust from demolition and construction, Version 1.1.
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
2
Activity Criteria used to determine dust emission class
Small Medium Large
Construction
Total building volume
<25,000m3.
Construction material with low
potential for dust release (e.g.
metal cladding or timber).
Total building volume 25,000
to 100,000m3.
Potentially dusty construction
material (e.g. concrete).
On site concrete batching.
Total building volume
>100,000m3.
On site concrete batching;
sandblasting.
Trackout
<10 outward HDV trips in any
one day.
Unpaved road length <50m.
10 to 50 outward HDV trips in
any one day.
Unpaved road length 50 to
100m.
>10 outward HDV trips in any
one day.
Unpaved road length >100m.
Step 2B: Define the Sensitivity of the Area
7. The sensitivity of the area takes into account the following factors (Table A21-2):
• the specific sensitivities of receptors in the area;
• the proximity and number of receptors;
• the local background PM10 concentration; and
• site-specific factors, such as the presence of natural shelters, such as trees, to reduce the risk of
windblown dust.
Table A21-2 Criteria for determining sensitivity of receptors
Sensitivity Sensitivity of people to
dust soiling
Sensitivity of people to
the health effects of PM10
Sensitivity of receptors to
ecological effects
High
Dwellings, museums and
other culturally important
collections, medium and
long-term car parks and car
showrooms.
Residential properties,
hospitals, schools and
residential care homes.
Internationally or nationally designated
sites with features that may be
affected by dust soiling (e.g. Special
Areas of Conservation (SACs))
Medium Parks, places of work.
Office and shop workers
not occupationally exposed
to PM10.
Locations where there is a particularly
important plant species, where its dust
sensitivity is uncertain / unknown or
nationally designated sites with
features may be affected by dust
deposition (e.g. Site of Specific
Scientific Interest (SSSI))
Low
Playing fields, farmland,
footpaths, short-term car
parks and roads.
Public footpaths, playing
fields, parks and shopping
streets.
Locally designated sites where the
features may be affected by dust
deposition (e.g. Local Nature Reserve
(LNR))
The criteria detailed in Table A21-3 to Table A21-5 were used to determine the sensitivity of the area to
human and ecological dust soiling effects and human health impacts. Figure 21.1 details the distance bands,
as detailed in Table A21-3 to Table A21-5, from the site boundary for use in the construction phase
assessment.
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
3
Table A21-3 Sensitivity of the area to dust soiling effects on people and property
Receptor Sensitivity
Number of Receptors
Distance from Source (m)
<20 <50 <100 <350
High
>100 High High Medium Low
10-100 High Medium Low Low
1-10 Medium Low Low Low
Medium >1 Medium Low Low Low
Low >1 Low Low Low Low
Table A21-4 Sensitivity of the area to human health impacts
Receptor Sensitivity
Annual Mean PM10
Concentrations
Number of Receptors
Distance from the Source (m)
<20 <50 <100 <200 <350
High
>18µg.m3
>100 High High High Medium Low
10-100 High High Medium Low Low
1-10 High Medium Low Low Low
16-18µg.m3
>100 High High Medium Low Low
10-100 High Medium Low Low Low
1-10 High Medium Low Low Low
14-16µg.m3
>100 High Medium Low Low Low
10-100 High Medium Low Low Low
1-10 Medium Low Low Low Low
<14µg.m3
>100 Medium Low Low Low Low
10-100 Low Low Low Low Low
1-10 Low Low Low Low Low
Medium
>18µg.m3
>10 High Medium Low Low Low
1-10 Medium Low Low Low Low
16-18µg.m3
>10 Medium Low Low Low Low
1-10 Low Low Low Low Low
<16µg.m3 >1 Low Low Low Low Low
Low - >1 Low Low Low Low Low
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
4
Table A21-5 Sensitivity of the area to ecological impacts
Receptor sensitivity Distance from source (m)
<20 <50
High High Medium
Medium Medium Low
Low Low Low
Step 2C: Define the Risk of Impacts
8. The dust emission magnitude and sensitivity of the area are combined and the risk of impacts from
each activity (earthworks, construction and trackout) before mitigation is applied should be
determined using the criteria detailed in Table A21-6 and Table A21-7.
Table A21-6 Risk of dust impacts – Earthworks and Construction
Potential Impact
Dust Emission Magnitude
Large Medium Small
High High Risk Medium Risk Low Risk
Medium Medium Risk Medium Risk Low Risk
Low Low Risk Low Risk Negligible
Table A21-7 Risk of dust impacts – Trackout
Potential Impact
Dust Emission Magnitude
Large Medium Small
High High Risk Medium Risk Low Risk
Medium Medium Risk Low Risk Negligible
Low Low Risk Low Risk Negligible
Step 3: Site-Specific Mitigation
9. Step three of the IAQM guidance identifies appropriate site-specific mitigation. These measures are
related to whether the site is a low, medium or high-risk site. The highly recommended mitigation for
the proposed scheme is detailed in the Step 3: Site Specific Mitigation Section of the Chapter 21
Air Quality.
Step 4: Determine Significant Effects
10. With the implementation of the mitigation measures detailed in Step 3: Site Specific Mitigation
Section of the main report, the residual impacts from the construction are considered to be not
significant, in accordance with IAQM guidance.
P r o j e c t r e l a t e d
31 January 2020 APPENDIX 21.1 CONSTRUCTION DUST AND PARTICULATE MATTER ASSESSMENT METHODOLOGY
PB4749-RHD-ZZ-XX-RP-Z-0021.1
5