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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

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HASKONINGDHV UK LTD.

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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


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


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.



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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



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



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



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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



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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.



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.



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


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.



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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


a year 31 December 2004


a year



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



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



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.



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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)



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).



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.


>100,000m3.

On site concrete

batching, sandblasting.



10


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



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.



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



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



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:



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.



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).



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.



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.



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.



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.



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.



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.



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.



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.


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.


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.



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


phase dust and

particulate matter


phase road traffic

emissions


phase shipping vessel

emissions

Impact 1: Construction phase

dust and particulate matter Yes Yes


road traffic emissions Yes Yes


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).



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).



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.


Amendment Regulations 2002.


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.



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



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

[email protected]

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


Project name: Millport Coastal Flood Protection Scheme

Project number: PB4749

Author(s): Isabel O'Mahoney

Drafted by: Isabel O’Mahoney

Checked by: Frank Fortune


Approved by: Frank Fortune


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.




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


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.




2


Small Medium Large

Construction


<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.


>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


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


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.




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



14-16µg.m3

>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


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


<16µg.m3 >1 Low Low Low Low Low

Low - >1 Low Low Low Low Low




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.




5

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