A9 Crubenmore Dual Carriageway Northern Extension - Transport ...

A9 Crubenmore Dual Carriageway 

Northern Extension 

Environmental Statement 

Volume 1 of 3 2007

Multiple Framework Agreement 2003/1 for Scottish Trunk Road 

Schemes Preparation 

A9 Crubenmore Dual 

Carriageway Northern Extension 

Stage 3 Scheme 

Assessment Report 

Part 1: Environmental Statement 

Volume 1 

JOB NUMBER: 5025079 

DOCUMENT REF: A9 Crubenmore St3 Env 

Statement.doc 

0 DRAFT Various 

Revision 

Purpose/ 

Description 

Originated Checked Reviewed Authorised Date

A9 Crubenmore Dual Carriageway Northern Extension 

Stage 3 Scheme Assessment Report 

Part 1: Environmental Statement - Volume 1 

CONTENTS 

1. INTRODUCTION 1-1 

1.1 The Proposal 1-1 

1.2 The Environmental Statement 1-2 

1.3 Draft Orders 1-3 

1.4 The Assessment Team 1-3 

1.5 Report Structure 1-3 

1.6 Review and Comments 1-4 

2. NEED FOR THE SCHEME 2-1 

2.1 Introduction 2-1 

2.2 Existing Route 2-1 

2.3 Existing Traffic and Operational Conditions 2-2 

2.4 Existing Environmental Conditions 2-2 

3. BACKGROUND 3-1 

3.1 Scheme History 3-1 

4. SCHEME OBJECTIVES 4-1 


4.2 Consideration of Environmental Issues 4-1 

4.3 Consideration of Traffic and Operational Issues 4-2 

4.4 Scheme Objectives 4-2 

5. THE PREFERRED SCHEME 5-1 


5.2 Scheme Procurement 5-1 

5.3 Outline of the Preferred Scheme 5-2 

5.4 General Design Items 5-3 

5.5 Traffic and Operational Conditions 5-5 

5.6 Construction Methods 5-5 

5.7 Land Take During Construction 5-8 

5.8 Construction Programme and Working Hours 5-8 

5.9 Alternative Options Considered 5-8 

6. GENERAL APPROACH AND METHODS 6-1 


6.2 Approach 6-1 

6.3 Assessment Methods 6-4 

Stage 3 Scheme Assessment Report - Part 1 Environmental Statement 

Volume 1 

06-12-20_A9 Crubenmore St3 Env Statement post audit_CTno. 1pa.doc 

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7. AIR QUALITY 7-1 


7.2 Key Issues 7-5 

7.3 Methodology 7-5 

7.4 Baseline Conditions 7-8 

7.5 Consultation 7-12 

7.6 Impacts (Opening Year 1) without mitigation 7-12 

7.7 Mitigation Measures 7-17 

7.8 Impacts (Design Year 15) 7-18 

7.9 Conclusions 7-18 

8. CULTURAL HERITAGE 8-1 









9. DISRUPTION DUE TO CONSTRUCTION 9-1 









10. ECOLOGY AND NATURE CONSERVATION 10-1 










11. LANDSCAPE AND VISUAL EFFECTS 11-1 



Volume 1 


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12. LAND USE 12-1 










13. TRAFFIC NOISE AND VIBRATION 13-1 










14. PEDESTRIANS, CYCLISTS, EQUESTRIANS AND COMMUNITY EFFECTS 14-1 










15. VEHICLE TRAVELLERS 15-1 




Volume 1 


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16. ROAD DRAINAGE AND THE WATER ENVIRONMENT 16-1 










17. GEOLOGY AND SOILS 17-1 










18. POLICIES AND PLANS 18-1 



18.3 Policy Context 18-2 

18.4 Potential Effects 18-10 



19. ENVIRONMENTAL IMPACT SUMMARY 19-1 


19.2 Environmental Impact Table (Opening Year 1) without mitigation 19-1 

19.3 Environmental Impact Table (Design Year 15) 19-5 

20. SCHEDULE OF ENVIRONMENTAL COMMITMENTS 20-1 


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21. REFERENCES 21-1 

List of Tables 

Table 2.1: Scheme Annual Average Daily Traffic Flows 2-2 

Table 4.1: Environmental Context 4-1 

Table 5.1: Significant Aspects of the Scheme 5-2 

Table 6.1: Stages of EIA according to DMRB, Volume 11. 6-1 

Table 6.2: Best Practice Guidance Used for Environmental Assessment of A9 Crubenmore 

Dual Carriageway Northern Extension 6-2 

Table 6.3: Mitigation Hierarchy 6-5 

Table 7.1: Background Concentrations used in the Air Quality Assessment 7-6 

Table 7.2: Receptor used in the Air Quality Assessment 7-7 

Table 7.3: Nitrogen Dioxide Concentrations (μg/m 3 ) 7-10 

Table 7.4: Nitrogen Dioxide Diffusion Tube Results (μg/m 3 ) 7-10 

Table 7.5: PM 10 Concentrations (μg/m 3 gravimetric) 7-11 

Table 7.6: Carbon Monoxide Concentrations (mg/m3) 7-11 

Table 7.7: Benzene and 1, 3 Butadiene Concentrations in 2003 (μg/m 3 ) 7-11 

Table 7.8: Estimated Annual Mean Pollutant Concentrations (µg/m 3 ) 7-12 

Table 7.9: Results from the STAG Assessment for 2007 7-13 

Table 7.10: Carbon Dioxide Emissions (tonnes/year) 7-14 

Table 7.11:Estimated Pollutant Emissions (tonnes/year) 7-14 

Table 8.1: Matrix for Scale of the Significance of the Effect 8-3 

Table 8.2: Known Archaeological Sites within the Study Area 8-4 

Table 8.3: Known Built Heritage Sites within the Study Area 8-5 

Table 9.1: Number of Domestic Properties in distance bands from the preferred scheme 9-2 

Table 9.2: Estimated excavation and fill volumes 9-6 

Table 10.1: Predicted Impacts 10-8 

Table 10.2: Criteria for Impact Assessment 10-9 

Table 10.3: UK and LBAP Species recorded in the study area 10-12 

Table 10.4: Main Phase 1 Habitats – Summary Descriptions and Nature Conservation Value10-19 

Table 10.5: RSPB amber listed birds recorded in the study area 10-23 

Table 10.6: Summary of Consultees 10-26 

Table 10.7: Areas of Habitat Loss (areas provided below are approximate values) 10-31 

Table 10.8: Pollution Prevention Measures 10-37 

Table 11.1: Criteria used to assess landscape quality 11-4 

Table 11.2: Relationship between Sensitivity of Receptor and Magnitude of Change 11-6 

Table 11.3: Landscape and Visual Impact Significance and Magnitude 11-6 

Table 11.4: Consultations 11-13 

Table 11.5: Landscape Impacts (Opening Year 1) 11-16 

Table 11.6: Visual Amenity Impacts (Design Year 1) 11-18 

Table 11.7: Landscape Impacts (Design Year 15) 11-22 

Table 11.8: Visual Amenity Impacts (Design Year 15) 11-23 


Volume 1 


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Table 12.1: Scale of Impacts 12-4 

Table 12.2: Impact and Mitigation 12-5 

Table 13.1: Noise Sensitive Properties within the Study Area 13-7 

Table 13.2: Comparison between Predicted & Measured Noise Levels 13-7 

Table 13.3:Predicted Road Traffic Noise Levels in the Opening Year (2007) 13-8 

Table 13.4: Predicted Road Traffic Noise Levels in the Design Year (2022) 13-9 

Table 13.5: DMRB Assessment 13-10 

Table 15.1: Relationship between Driver Stress and Traffic Flows 15-2 

Table 15.2: Landscape and Visual Impact Significance and Magnitude 15-3 

Table 15.3: Impacts (Opening Year 1) on Vehicle Travellers 15-6 

Table 15.4: Impacts (Design Year 15) on Vehicle Travellers 15-7 

Table 16.1: Criteria for Determining Impact Magnitude 16-3 

Table 16.2: Impact Appraisal Categories, ordered by Significance 16-3 

Table 16.3: Estimating the Importance of Water Environment Attributes 16-4 

Table 16.4: Gauged Flows 16-6 

Table 16.5: River Water Quality Classification Categories 16-6 

Table 16.6: Zinc and Soluble Copper Concentrations 16-12 

Table 17.1: Impacts of preferred scheme 17-3 

Table 18.1: Potential Effects of the Preferred Route 18-11 

Table 19.1: Environmental Impact Table (Opening Year 1) without mitigation 19-1 

Table 19.2: Environmental Impact Table (Design Year 15) 19-5 

Table 20.1: Schedule of Environmental Commitments 20-2 

List of Figures 

Figure 1.1: Scheme Location 1-1 

Figure 5.1 - D2AP Cross Section 5-3 


Volume 1 


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List of Appendices (Volume 2) 

APPENDIX 6 – APPROACH AND METHODS 

Appendix 6.1: Specialist Credentials 

APPENDIX 7 – AIR QUALITY 

Appendix 7.1: Air Quality Criteria 

Appendix 7.2: Air Quality Constraints Map and Receptor Location 

Appendix 7.3: Traffic Data 

Appendix 7.4: STAG Worksheets 

APPENDIX 10 – ECOLOGY 

Appendix 10.1: Phase 1 Habitat Survey: Target Note & Photographic Record 

Appendix 10.2: National Vegetation Classification (NVC) Survey, Phase 2 Vegetation Survey of 

Selected Habitats 

Appendix 10.3: Species lists A9 Crubenmore (all habitats within Highways boundary or immediately 

without) 

Appendix 10.4: NVC Bog Habitat Quadrat Data 

Appendix 10.5: Bat Survey to inform Stage 3 DMRB Assessment 

Appendix 10.6: Initial Bat Survey May 2005 - Summary of Results 

Appendix 10.7: Ratcliffe Criteria 

Appendix 10.8: Biodiversity Worksheets B1 and B2 

Appendix 10.9: Loch Etteridge SSSI Cititation 

Appendix 10.10: Bryophyte Survey 

Appendix 10.11: Bryophyte Survey – Species Lists 

Appendix 10.12: Mycology Survey 2005 

Appendix 10.13: List of fungal species recorded at Crubenmore in 2005. 

Appendix 10.14: Mycology Survey 2006. 

Appendix 10.15: List of fungal species recorded at Crubenmore in 2005/2006. 

Appendix 10.16: Bird Species List 

Appendix 10.17: Consultation Responses 

APPENDIX 13 – TRAFFIC NOISE AND VIBRATION 

Appendix 13.1 - Glossary of Acoustical Terminology 

APPENDIX 16 – ROAD DRAINAGE AND THE WATER ENVIRONMENT 

Appendix 16.1 – Summary of potential effects on the Water Environment 


Volume 1 


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List of Drawings (Volume 3) 

5025080_GEN_001: Preferred Scheme 

5025080_HER_001: Sites of Cultural Heritage Interest 

5025080_ECO_001: Phase 1 Habitat Survey (1 of 4) 




5025080_ECO_005: Conservation Designations 

5025080_LAN_001: Landscape Designations 

5025080_LAN_002: Visual Envelope and Receptors 

5025080_LAN_003: Landscape Character Areas 

5025080_LAN_004: Landscape Character Photographs 




5025080_LAN_008: Cairngorms National Park Boundary 

5025080_NOI_001: Predicted Noise Levels in the Design Year 

5025080_WAT_001: Water Features 

Indicative Planting Works (1 of 4) 





Volume 1 


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Part One – The Preferred Scheme 

1. INTRODUCTION 

1.1 The Proposal 

1.1.1 Transport Scotland has developed outline specimen design proposals to upgrade the A9 

Perth to Inverness Trunk Road at Crubenmore to Dual Carriageway standard. The scheme 

will extend the existing dual carriageway provision at this location. 

Scheme Extent 

This m map is based on OS material with the permission of OS on behalf of the controller of 

HMSO. Crown Copyright. Unauthorised reproduction infringes Crown copyright and may 

m lead to prosecution or civil proceedings. Scottish Executive 100020540 (2005) 

Northern Extent 

P:\GBEHA\TP\PP\Jobs\5025080 A9 Crubenmore Dual Carriageway Extension\GIS\Figure 1-1 V2 Wor 

Southern Extent 

Regional Context 

Newtonmore 

Kingussie 

 

B9150 

Inverness 

A86 

A9(T) 

A889(T) 

 

N 

Dalwhinnie 

 

Perth 

Figure 1.1: Scheme Location 


1-1




1.2 The Environmental Statement 

1.2.1 An environmental impact assessment of the preferred scheme has been undertaken. The 

objectives of environmental impact assessment are to identify the likely consequences for the 

biological, physical and geomorphological environment and for human beings arising from 

development, and to consider these issues within the scheme planning and design process. 

1.2.2 The environmental impact assessment process has been undertaken as an integral part of 

the scheme design and appraisal and follows a series of feasibility and comparative studies. 

In this way, the environmental impact assessment has been used as a means of informing the 

decision-making process throughout the design, to ameliorate potentially significant impacts 

where practicable, by incorporating mitigation measures to avoid, reduce or remedy any 

predicted adverse environmental impacts. 

1.2.3 This Environmental Statement has been prepared to document the findings of the 

environmental impact assessment and to record the predicted environmental impacts. The 

purpose of the document is to ensure that the Scottish Ministers, statutory and non-statutory 

bodies with interests in the environment and the public are fully informed of the proposals, 

and that they are provided with the opportunity to comment on the environmental effects of 

the scheme. 

1.2.4 This Environmental Statement is issued in accordance with Directive 85/337/EEC, as 

amended by Directive 97/11/EC, and applied by the Environmental Impact Assessment 

(Scotland) Regulations 1999. The Environmental Statement has been prepared in accordance 

with Scottish Executive guidance contained in Planning Advice Note (PAN) 58: Environmental 

Impact Assessment and Circular 15/99, and also that contained in the Design Manual for 

Roads and Bridges (DMRB), Volume 11 (1993 and subsequent amendments) on 

Environmental Impact Assessment. Accordingly, the Environmental Statement includes the 

following information: 

• A description of the preferred scheme, including information about the preferred scheme 

and its land use requirements during construction and operation, and an estimate by type 

and quantity of any emissions arising from the development; 

• An outline of the main alternatives and the main reasons for the choice of the preferred 

scheme, taking into account environmental effects; 

• A description of the aspects of the environment likely to be significantly affected by the 

preferred scheme; 

• A description of the likely significant effects of the preferred scheme on the environment, 

including direct and any indirect, secondary, cumulative, short, medium and long term, 

permanent and temporary, positive and negative effects of the development arising from 

the existence of the preferred scheme, its use of materials or its emissions, and a 

description of the forecasting methods used to assess the effects on the environment; 

• A description of the measures envisaged to prevent, reduce and where possible offset 

any significant adverse effects on the environment; 

• A non-technical summary of the above information; and 

• An indication of any difficulties encountered in compiling the required information. 


1-2




1.3 Draft Orders 

1.3.1 This Environmental Statement is published with the draft Statutory Orders for the scheme. 

The draft Statutory Orders consist of Road Orders and Compulsory Purchase Orders, and 

comprise plans with an accompanying schedule indicating the route plan and land 

requirements of the scheme. 

1.3.2 The Draft Statutory Orders associated with the preferred scheme comprise: 

• The A9 Trunk Road (Crubenmore Dual Carriageway Northern Extension) (Side Roads 

Order 200 [ ] 

1.3.3 Land will be required for the preferred scheme, and Compulsory Purchase Orders relating to 

the acquisition of this land will be published at a later date. Watercourse Notices will also be 

published at a later date. 

1.4 The Assessment Team 

1.4.1 The environmental impact assessment was undertaken, managed and compiled into this 

Environmental Statement on behalf of Transport Scotland by Atkins Limited in consultation 

with other organisations as necessary. In addition to experts specialising in the management 

of environmental impact assessment, the team included specialist environmental scientists, 

traffic and transportation engineers, highway engineers, water quality experts, hydrologists, 

geologists, ecologists, landscape architects, archaeologists, air quality experts, acoustic 

specialists and planners. Appendix 6.1 in Volume 2 details Specialist credentials. 

1.5 Report Structure 

1.5.1 The Stage 3 Scheme Assessment Report for this project is divided up into two parts: 

• Part 1 presents the Environmental Statement and Non Technical Summary; and 

• Part 2 presents all other aspects of the Assessment and is titled “Stage 3 Scheme 

Assessment Report, Part 2: Engineering Report”. 

1.5.2 This Environmental Statement is presented in three volumes, as follows: 

• Volume One – this volume, which comprises the main report, presenting the results of the 

environmental impact assessment; 

• Volume Two – supporting appendices, which provide additional information in the form of 

technical data or detailed survey reports; and 

• Volume Three – the drawings that support the main text and appendices in Volumes One 

and Two. 

1.5.3 Volume One is divided into three parts. Each part is subdivided into sections and subsections 

as follows: 


1-3




• Part One – The Preferred Scheme, comprises five sections. Following Section 1, which 

provides this introduction, Section 2 describes the need for the scheme in terms of 

existing route and the associated traffic conditions and environment. Section 3 presents 

the history of the scheme. The objectives of the current scheme are presented in Section 

4 and, finally, Section 5 provides details of the preferred scheme and the main 

alternatives considered during development of the scheme. 

• Part Two – Environmental Impact Assessment, contains fifteen sections. Section 6 

provides information on the general approach and methods of the assessment process. 

Sections 7 to 18 present the results of the environmental impact assessment for each 

environmental issue. Each section is subdivided into a series of subsections on 

assessment methods, baseline conditions, consultation carried out, predicted impacts for 

opening year (year 1), mitigation measures and predicted impacts for the design year 

(year 15) ; and 

• Part Three – Summary Tables, comprises Section 19, which presents a summary of the 

key findings of the environmental impact assessment in the format of an Environmental 

Impacts table for Opening year 1 and Design year 15; Section 20, which presents the 

Schedule of Environmental Commitments, and a reference list in Section 21. 

1.5.4 Tables are interspersed throughout the text. 

1.5.5 A Non-Technical Summary, providing an outline of the proposals and highlighting the key 

impacts and mitigation measures in non-technical language accompanies this document and 

is also available as a separate document. 

1.6 Review and Comments 

1.6.1 Copies of this Environmental Statement, together with copies of the draft Statutory Orders are 

made available for inspection during normal office hours at the following addresses: 

Transport Scotland 

Trunk Roads Infrastructure and Professional Services 

58 Port Dundas Road 

Glasgow 

G4 0HF 

1.6.2 Copies of the Environmental Statement may be purchased (at a charge of £150.00 for a hard 

copy) and are also available in CD format (at a charge of £10.00) on application in writing to: 

Chief Road Engineer 

Transport Scotland 

Trunk Roads Infrastructure and Professional Services 

58 Port Dundas Road 

Glasgow 

G4 0HF 

1.6.3 The Non-Technical Summary is available free of charge from the same address. 

1.6.4 Following the publication of the draft Statutory Orders and the Environmental Statement, there 

will be a period of six weeks, during which representations may be made in writing to The 

Chief Road Engineer at Transport Scotland at the address above. The closing date for any 

such representations will be as specified in the Public Notice. 


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2. NEED FOR THE SCHEME 

2.1 Introduction 

2.1.1 This section provides a description of the existing route and a summary of the operational and 

environmental conditions in the locality of the scheme. The purpose of the summary is to 

provide an overview to demonstrate why the scheme has been considered necessary. 

2.2 Existing Route 

2.2.1 The section of A9 carriageway at Crubenmore to be improved was constructed in the 1970’s 

and replaced a section of carriageway which, at that time, was below standard. The entire 

trunk road route was designed in accordance with the Ministry of Transport document entitled 

“Layout of Roads in Rural Areas” which was used in an attempt to standardise the A9 layout 

with 24% being constructed to dual carriageway standards and the remainder to single 

carriageway. 

2.2.2 The existing layout was constructed east of the original “old” A9 single carriageway, which 

now lies inside the current trunk road boundary fence and operates as a cycle track and is 

part of National Cycle Route 7 (NCN7). 

2.2.3 The existing carriageway generally runs along side long ground, with the cycle track, adjacent 

to the Perth to Inverness Railway Line, lower to the west. Electricity pylons, low voltage 

overhead cables and overhead BT cables are above to the east. BT cables are also present 

in the verges of both the existing A9 and the NCN 7 

2.2.4 The A9 is already dualled to the south of the preferred scheme. This short section of dual 

carriageway is approximately 1.3 kilometres long and is considered too short to fully realise all 

the potential benefits which may be accrued by providing a guaranteed overtaking 

opportunity. The dual carriageway section currently terminates at the U282 at Crubenbeg. 

2.2.5 The geometric standards of the existing Trunk Road, north of the termination of the short 

section of existing dual carriageway and transition to single carriageway, generally complies 

with the general characteristics of a single carriageway (S2) to current standards. It has 

longitudinal gradients of between 1% and 2% and horizontal and vertical curves which are 

generally above desirable minimum standard. 

2.2.6 Carriageway widths however, are less than current S2 standards but with reduced hardstrip 

widths of 0.7 metres. 


2-1




2.2.7 Kerbs are present at the edges of the reduced hardstrip width and adjacent soft verge widths 

and are generally in excess of 2.5 metres. 

2.3 Existing Traffic and Operational Conditions 

2.3.1 The A9 is a vital link in the Scottish trunk road network which connects central and northern 

Scotland. The route is essential for providing access and supporting economic growth and 

development in the north of Scotland. 

2.3.2 Much of the traffic using the A9 is long distance, and there is a high percentage of HGV traffic 

using the route. Refer to Table 2.1 for annual average daily traffic figures. In some instances 

where overtaking opportunities do not exist, traffic tends to form into platoons behind slower 

moving vehicles creating driver frustration and the potential for road traffic accidents. 

Table 2.1: Scheme Annual Average Daily Traffic Flows 

Measure 

Value 

AADT (2004) 7,670 

AADT (2022)* 10,044 

AADT (2037)* 11,813 

HGV content (2004) 16.9% 

2.4 Existing Environmental Conditions 

* - based on National Road Traffic Forecast 

2.4.1 The Crubenmore section of the A9 lies within approximately 370 metres of Loch Etteridge Site 

of Scientific Interest (SSSI). 

2.4.2 The River Truim which runs adjacent to and parallel with the A9 for much of the preferred 

scheme flows into the River Spey which in turn feeds the Insh Marshes SSSI, SAC, SPA and 

Ramsar site, located approximately 10 kilometres north-east of the Crubenmore A9 section. 

2.4.3 The River Spey is designated as Salmonid Waters and is widely used in the generation of 

hydro-power. Whisky distilling is the main industrial use of water in the catchment. The 

nearest distillery to the preferred scheme is at Dalwhinnie which lies approximately 5 

kilometres upstream of the proposed works. The 2004 water quality classification for the River 

Spey was A1 – Excellent. 

2.4.4 The River Truim, as a tributary of the River Spey, plays a key role in the migration and 

spawning of the salmon and supports populations of sea trout, brown trout, lamprey and 

freshwater pearl mussels and populations of important aquatic invertebrate species and 

aquatic mammals such as otter. Road drainage from the A9 is all directed toward the River 

Truim. The water quality classification of the River Truim is A2 (Good). 


2-2




2.4.5 In terms of groundwater, the catchment is described as class 3 with no highly permeable 

aquifer or land risk zones. Surface waters are low in nutrients. The Macaulay Institute 

provisional groundwater vulnerability maps show the area to be of low vulnerability. 

2.4.6 The A9 runs through areas which are on the Ancient Woodland Inventory (AWI). 

2.4.7 A phase 1 habitat survey has shown that acid grassland, heather moorland/acid grassland 

mosaic, scrub, semi-natural and plantation woodland and running water are all present within 

the study area. 

2.4.8 There is suitable habitat for small mammals to use the road verges. 

2.4.9 It is possible that otter and water voles could use the rivers and smaller tributaries in the area, 

although there are no tributaries crossing beneath the existing A9 which would be suitable for 

otters or water voles. 

2.4.10 There is evidence from the Highland Biodiversity Recording Group that badgers are present in 

the general area, although no badger setts or signs of badgers were observed within the 

survey area. 

2.4.11 The ancient woodland to the west of the A9 provides opportunity for bat summer roosts within 

the rot pockets and holes of mature and veteran birch trees. 

2.4.12 It is considered that the existing A9 verge is suitable for reptiles particularly for slow worms 

and possibly adders, grass snakes and common lizards. 

2.4.13 At the southern end of the section lapwings and oyster catchers were observed. Heather 

moorland in the area is known to support grouse. Other birds which were noted were great tits 

and blue tits using the woodland and scrub to the west of the carriageway and along the 

railway line. 

2.4.14 The study area lies within the Cairngorms National Park. 

2.4.15 The study area is designated as an Environmentally Sensitive Area (ESA). 

2.4.16 The study area is classified as a Strath. Straths contain the major river systems of the area 

and are relatively low lying compared with the other landscape types that border them. 

2.4.17 Four distinct landscape character areas and fourteen visual amenity receptors have been 

identified within the study area. 

2.4.18 In terms of air quality, existing concentrations of all pollutants are expected to be below their 

respective AQS objectives in the vicinity of the preferred scheme. 

2.4.19 There are seven (including three non-statutory) Listed structures within the study area and 

five other features of potential cultural heritage importance. 


2-3




2.4.20 Principal archaeological sites within the area include the buried remains of the depopulated 

settlements of Invernahavon and Crubinmore (a 19 th Century Spelling). Other sites comprise 

the site of the Battle of Invernahavon, fought in 1386; remnants of several old roads, and to 

the northeast, three lines of (presumably) Victorian grouse butts. 

2.4.21 Within the study area Made Ground is present, associated with existing road embankments, 

A9 pavement construction, cycle track and with the Perth to Inverness railway line. Locally 

peat deposits and areas of non engineered fill are present less than 1 metre thick. The 

majority of the study area is underlain by drift deposits comprising Fluvioglacial deposits. 

Precambrian Grampian Group rocks form the solid geology beneath the site, consisting of 

strong Psammites and Schists which have been intruded by very strong Pegmatite. The 

geological maps do not show any geological faults in the vicinity of the site. 

2.4.22 The area has been defined as Grade 6 which is defined as land capable of use only as rough 

grazing. The thickness of topsoil encountered during the intrusive investigation was limited 

ranging from 0.15 metres to 0.8 metres. 

2.4.23 Five residential noise sensitive properties lie within 300 metres of the proposed road centre 

line. 

2.4.24 There are no community facilities located within the study area. 

2.4.25 Cyclists and pedestrians currently use the former trunk road which forms part of the National 

Cycle Network Route (NCN) 7 and is located parallel to the A9. 


2-4




3. BACKGROUND 

3.1 Scheme History 

3.1.1 In 1993, it was announced that a Route Action Plan (RAP) of accident prevention schemes 

and other road improvements would be developed for the A9 between Perth and Inverness. 

The objective of the RAP was to improve the safety, comfort and reliability of journey times on 

the route. The study indicated that this could be achieved by a package of measures which 

included: 

• Attention to specific sites which had a record of personal injury accidents; 

• Improvements to road marking and signing; 

• Localised carriageway improvements; and 

• A series of improvements which will provide clear and unambiguous overtaking 

opportunities. 

3.1.2 The RAP identified a series of short to medium and medium to longer term schemes. The 

short to medium term schemes comprised local lining, signing and junction improvements. 

The medium to longer term schemes comprised improvements to the road to provide 

overtaking opportunities. 

3.1.3 A Review of RAP’s was commissioned as part of the last Strategic Roads Review to bring 

together and assess the previous work undertaken and to identify the schemes which would 

be incorporated into the Trunk Roads Programme. The A9 Crubenmore Dual Carriageway 

Northern Extension was one of those schemes identified. 

3.1.4 In August 2003, Atkins was commissioned to take forward this scheme through its 

participation on the Multiple Framework Agreement 2003/1 for Scottish Trunk Road Schemes 

Preparation. Since 2003, Atkins has developed the scheme through the various stages of the 

Scottish Transport Assessment Guidelines (STAG), DMRB stage 2 Scheme Assessment 

resulting in this, the Stage 3 Scheme Assessment Report. 


3-1




4. SCHEME OBJECTIVES 


4.1.1 This section discusses the environment and transport planning issues, which has been 

reflected both in overall development policy and objectives, and in the objectives of the 

proposed scheme. 

4.2 Consideration of Environmental Issues 

4.2.1 The previous studies indicated a number of constraints and impacts which would apply to the 

development of A9 Crubenmore Dual Carriageway Extension. The main environmental issues 

considered during this ES are listed for clarity in Table 4.1. 

Table 4.1: Environmental Context 

Environmental Criteria Context 

Ecology and Nature 

Conservation 

Designated sites are located in proximity to the scheme: The 

River Spey SAC boundary, which includes the River Truim is 

approx. 30m from the proposed scheme boundary, Insh 

Marshes SSSI, SAC, Ramsar site is approx. 10km south east 

of the scheme and out with any possible influence of the 

proposals, Loch Etteridge SSSI is located approx. 370m from 

highways boundary and woodland designated on SNH’s 

Ancient Woodland Inventory is located within the scheme 

boundary. 

Habitats: Permanent habitat loss in scheme boundary would 

include a narrow strip of semi-natural ancient woodland, dense 

scrub, dry heath/acid grassland verge habitats and marshy 

grassland. Without mitigation there is the potential risk of 

water pollution, from construction activities or through a 

pollution spill incident during operation of the carriageway. This 

may affect the water quality and therefore the qualifying nature 

conservation interests of the adjacent River Spey SAC (River 

Truim). 

Species: A reduction in woodland habitat will result in the loss 

of a notable fungi assemblage including rarely recorded 

species. Potential for permanent/temporary disturbance to 

species such as bats, otters, breeding birds, and deer e.g. from 

habitat loss, noise and vibration generated by construction or 

from increases in wildlife road casualty due to the wider section 

of road, additional streams of traffic and the likely increase in 

vehicle speeds. 


4-1




Environmental Criteria 

Land Use 

Geology and Soils 

Water Quality 

Landscape and Visual 

Cultural Heritage 

Noise and Air Quality 

Context 

The area has been defined as Grade 6 which is defined as 

land capable of use only as rough grazing. 

Loch Etteridge SSSI 

The 2004 water quality classification for the River Spey was A1 

– Excellent. The water quality classification of the River Truim 

is A2 (Good). 

River Truim supports populations of sea trout, brown trout, 

lamprey and freshwater pearl mussels and populations of 

important aquatic invertebrate species and aquatic mammals 

such as otter. Road drainage from the A9 is all directed toward 

the River Truim. 

The site lies within the Cairngorms National Park and proposed 

World Heritage Site. Four distinct landscape character areas 

and fourteen visual amenity receptors have been identified 

within the study area. 

There are seven (including three non-statutory) Listed 

structures within the study area and five other features of 

potential cultural heritage importance 

Five noise sensitive properties lie within 300 metres of the 

proposed road centre line. Existing concentrations of all air 

pollutants are expected to be below their respective AQS 

objectives in the vicinity of the scheme. 

4.3 Consideration of Traffic and Operational Issues 

4.3.1 Car ownership and the number and frequency of journeys made by car have risen over time. 

Historically, roads have been built to meet the increasing growth in traffic. However, it is 

recognised that designing for unrestrained growth is not a sustainable approach towards 

either transport or land-use planning. Instead, there has been a move to adopt not only a 

more integrated transport system designed to manage traffic and improve operational 

efficiency of the existing network in an attempt to restrain traffic growth, but also to provide a 

transport system that is better integrated with land use patterns and travel requirements. 

4.3.2 Just as the change in attention paid to environmental issues has had significant effects on 

development patterns over the years, the change in attitude towards transport planning is 

fundamental to current road design. This was illustrated in the 2004 Transport White Paper, 

Scotland’s Transport Future where Scottish Ministers set out the Scottish Executive’s vision 

for transport: an accessible Scotland with safe, integrated and reliable transport that supports 

economic growth, provides opportunities for all and is easy to use; a transport system that 

meets everyone’s needs, respects our environment and contributes to health; services 

recognised internationally for quality, technology and innovation, and for effective and wellmaintained 

networks; a culture where fewer short journeys are made by car; where we favour 

public transport, walking and cycling because they are safe and sustainable, where transport 

providers and planners respond to the changing needs of businesses, communities and 

users, and where one ticket will get you anywhere. 

4.4 Scheme Objectives 

4.4.1 The main objectives of the scheme are based on the Government’s appraisal criteria as set 

out in the Scottish Transport Appraisal Guidelines (STAG) for the assessment of trunk road 


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schemes, which take account of integration, economy, safety, environmental impact and 

accessibility 

4.4.2 The scheme-specific objectives of the RAP were developed for the current proposal to 

address the transportation issues relevant to the locality and can be identified in the following 

objectives: 

• Improve the operational performance and level of service and road safety on the A9 by 

reducing the effects of driver stress and journey times; 

• Improve and increase the number of overtaking opportunities to eradicate the conflicts 

between long distance users and local/agricultural traffic; 

• Wherever practicable, incorporate measures for non-motorised users. In particular, 

cycling proposals shall be designed in accordance with the “Trunk Road Cycling Initiative” 

which supports the Sustrans Millennium National Cycle Network; 

• Maintain the asset value of the A9 route; 

• Mitigate the environmental impact of the new works where possible; and 

• Achieve good value for money for both taxpayers and transport users. 


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5. THE PREFERRED SCHEME 


5.1.1 This section provides a description of the proposed scheme. The description includes 

information on the procurement process, the layout of the scheme, the methods and 

programme of construction, and the schedule of environmental commitments through which 

the environmental aspects of the contract will be controlled. 

5.1.2 Existing and projected traffic flows for the design year of the scheme (15 years after opening) 

are also summarised in this section. Detailed traffic data on which the assessment is based 

are provided in the Engineering Report. 

5.1.3 Finally, this section outlines the alternative options that were considered during the design 

and assessment process, and summarises the main reasons that the options were not taken 

forward. 

5.2 Scheme Procurement 

5.2.1 The proposed scheme is to be procured by means of a conventional Engineer’s Design 

contract. The scheme shall be designed on behalf of the Employer to complete the necessary 

statutory procedures. 

5.2.2 It is intended to give the Contractor as much freedom as possible within the parameters of the 

Engineer’s Design to construct the Works by the most efficient and safest means within the 

constraints that apply in the contract. 

5.2.3 The Engineer’s Design will describe and detail the Works, and the standards required for 

Construction and Maintenance. The Design will include the Statutory Road Orders and the 

Land Made Available by the Employer for the Works. 

5.2.4 The Conditions of Contract shall be based on the ICE Conditions of Contract (Fifth Edition – 

June 1973) (Revised January 1979) (Reprinted January 1986) as amended by the Employer 

for use with a Construction and Maintenance Contract, including a five year Maintenance 

Period. 

5.2.5 The Contractor will take full responsibility for the Construction and Maintenance of the Works. 

5.2.6 The Contractor's obligations under the contract will include a defects date of five years after 

completion for roadworks and five years for landscaping. 


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5.3 Outline of the Preferred Scheme 

5.3.1 The scheme essentially comprises the extension of an existing dual carriageway for a length 

of approximately 3km north of its existing termination at Crubenmore to current design 

standards generally inside the current highway boundary of the existing A9. The new 

alignment utilises the line of the existing A9 as much as possible with the proposed dual 

carriageway added almost symmetrically to the existing A9 single carriageway. A design 

speed of 120A kph is introduced with the dual carriageway provision and some geometric 

elements of the existing single carriageway are improved as a reflection of the increase in 

speed limit, from the National Speed Limit to 70mph. Refer to Drawing 5025080_GEN_001 in 

Volume 3 for an illustration of the proposed scheme. 

5.3.2 The proposed scheme commences at a point on the existing dual carriageway section of A9, 

approximately 150m south of the junction with the U282 “Dalwhinnie to Crubenmore Road”, 

facilitating a slight improvement to the tight horizontal geometry at this location. Existing land 

use has been outlined in Section 12, Land Use. 

5.3.3 The existing corridor is restricted in width, but the design of the preferred option limits 

additional land acquisition by adopting an online improvement strategy. The close proximity of 

the Perth to Inverness Railway suggests that retaining walls may be required adjacent to the 

Network Rail boundary. The need to limit the extent of retaining walls is addressed by: 

• Maintaining a minimum width of 4.5m for the central reserve, reducing the overall 

carriageway width for the new construction; 

• Designing out ‘pinch point’ scenarios by allowing the alignment to ‘veer’ from line of the 

existing carriageway as required; and 

• Steepened slopes angles of up to 60 degrees, where required. 

5.3.4 In addition, the opportunity is taken with the preferred scheme to improve both the northbound 

and southbound carriageways to current standards outlined in TD9 “Highway Link Design”, for 

a category 5, All Purpose Dual Carriageway (D2AP). The full length of additional guaranteed 

overtaking on the dual carriageway extension is in the region of 3 kilometres. Table 5.1 

outlines the significant aspects of the scheme. 

Table 5.1: Significant Aspects of the Scheme 

Overall Length 

Approx 3 kilometres 

Existing Carriageway 8.7m 

Width 

Proposed Carriageway 2 No. 7.3m with 1.0m hardstrips and 2.5m verges 

Width 

Central Reserve Width 4.5m (inclusive of hardstrips) 

Principal Structures Strengthened embankment/retaining wall 

Estimated Scheme Cost Approximately £8.2M 

(2005 prices) 

Construction Period 6-9 months commencing Winter 2007 (subject to satisfactory 

completion of all statutory processes) 


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Cross Section 

5.3.5 The proposed dual carriageway extension can be described in technical terms as a Category 

5, All Purpose Dual Carriageway (D2AP). This is viewed as the minimum type of dual 

carriageway that can be integrated into the existing link and the most appropriate selection of 

carriageway in this instance. A general guide to the layout features of this type of dual 

carriageway are described below: 

• Kerbs and raised verges or 1m hard strips as required; 

• Restriction of access to avoid standing vehicles and to concentrate vehicle movements. 

Effectively a Clearway; and 

• Priority junctions. No other gaps allowed in the central reserve. 

5.3.6 The indicative standard cross section shown in Figure 5.1 is taken directly from TD27. It 

shows minimum dimension widths for each component of the proposed dual carriageway. The 

superscript reference numbers shown in Figure 5.1 can be found in TD27 Clause 4.13. 

Figure 5.1 - D2AP Cross Section 

5.3.7 The existing National Cycle Route to the west of the A9 is retained, maintaining its current 

alignment, with a few localised realignments as necessary. 

5.4 General Design Items 

Drainage 

5.4.1 The A9 upgrade scheme for 3 kilometres of new dual carriageway will result in the road 

surface area almost doubling from the existing situation. This will result in greater peak flows 

and total volume of runoff entering the drainage system during rainfall events. 

5.4.2 The main constraints on the drainage design for the new dual carriageway is to ensure that 

there is no detrimental effect on the existing railway culverts downstream of the road and also 

the River Truim to which the road drainage ultimately discharges. 


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5.4.3 By using filter drains with over-the-edge discharge from the carriageway and local flow 

restrictions where the filter drains connect to road culverts peak flows from the new road can 

be attenuated to ensure they do not exceed existing peak flows. 

5.4.4 By replacing gullies with direct connections into the carrier pipes, for the existing situation, 

with the diffuse system where by the runoff is forced to pass through the filter medium before 

it enters the carrier pipe the quality of runoff will also be improved compared to the existing 

situation. 

Road Signs and Markings 

5.4.5 Traffic signs will be provided as required under the relevant design standards and subject to 

compliance with the Design and consultation with Standards Transport and Environmental 

(STE) Branch of Transport Scotland as well as recommendations from the Road Safety 

Auditor 

Vehicle Restraint Systems (VRS) 

5.4.6 The design of the new Vehicle Restraint System (VRS) will be in accordance with the current 

Scottish Executive Interim Amendment No.19 (SEIA19) in relation to the use of the "Interim 

Requirement for Road Restraint Systems (Vehicle and Pedestrian)" (IRRRS). 

5.4.7 The existing safety fencing will be replaced with a system which will comply with the guidance 

outlined in TD19 thus ensuring compliance with European Commission requirements and BS 

EN 1317: Part 2. The replacement system will be installed along both eastern and western 

verges where required and in the central reserve over the entire length of the scheme with the 

exception of central reserve crossings. It is proposed that the new VRS will have, as a 

minimum requirement, a Containment Performance Class of N2 (normal containment level) 

and a Working Width Class of W5 (less than or equal to 1.7m). 

Noise, Mitigation and Landscape 

5.4.8 No noise mitigation measures are proposed, although it should be noted that the use of a thin 

wearing course (low noise surface) has been assumed for the altered section of the road. 

5.4.9 No adverse impacts due to groundborne or airborne vibration are predicted at any of the 

receivers within the study area 

Design Standards 

5.4.10 The scheme has been designed in accordance with DMRB guidelines. More specifically in 

accordance with the following documents contained in Volume 6: “Road Geometry”. This list 

is not exhaustive and elements of best practice have been applied throughout the design as 

necessary: 

• TD9 - Highway Link Design; 

• TD27 - Cross Sections and Headroom; 

• TD41 - Vehicular Access to All Purpose Trunk Roads; and 


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• TD42 - Geometric Design of Major/Minor Priority Junctions. 

5.5 Traffic and Operational Conditions 

5.5.1 The introduction of the preferred scheme will provide additional overtaking provision on this 

section of the A9, which will in turn help to disperse the vehicle platoons that form along this 

route. The scheme is expected to deliver improvements in road safety, overall journey time 

savings and reductions in driver frustration over this section of the A9. 

5.6 Construction Methods 

5.6.1 Construction of the proposed scheme will involve the following components of work: 

• Advance works; 

• Site clearance; 

• Temporary works, such as drainage control; 

• Temporary traffic management; 

• Construction of earthworks; 

• Construction of the road pavement; 

• Landscaping; and 

• Post construction maintenance. 

Advance Works 

5.6.2 There may be an opportunity to undertake advance works to divert existing services in order 

to reduce the complexity and facilitate programming of the main construction works. Statutory 

Undertakers (i.e., Public Utilities) will require to be consulted on the need for such works. 

5.6.3 British Telecom and SSE both have apparatus within the existing highway boundary and will 

be affected by the proposed works. The work can be carried out using the Undertakers own 

access rights (wayleaves). The potential impact of any such diversions will be considered fully 

before approval, and measures to avoid adverse impacts will be implemented. 

Site Clearance 

5.6.4 Preliminary activities include establishing the site compounds and offices for the Contractor 

and Engineer. These facilities include cabins, stores, welfare facilities and a car park. Before 

works commence, the area of land-take will be accurately identified and, where appropriate, 

fenced off to determine the limits of the site. Prior to the main construction works commencing 

in a particular area, clearance of the site will include: 

• Demolition of buildings or structures as necessary; and 

• Felling/translocation of trees, and removal of other vegetation as specified. 


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5.6.5 Plant will include dozers and other tracked vehicles to undertake the clearance works and 

dump trucks or road wagons to remove the cleared materials from the site to a suitable landfill 

site. Various licensed landfill sites are located nearby. If these are used, lorry movements to 

and from the sites will be restricted as far as practicable to the A9. However, the Contractor 

will be responsible for the disposal of material, and for obtaining any licence as appropriate in 

accordance with Duty of Care regulations. 

Temporary Works 

5.6.6 Temporary drainage will be required, particularly during earthworks operations, to control runoff 

and prevent pollution of watercourses, prior to construction of the permanent drainage 

system. The location and design of drainage control will be specified within the contract and 

the Contractor will be required to liaise with SEPA and obtain the necessary approvals. The 

Engineer will monitor compliance with the Contract and SEPA requirements on site. 

5.6.7 There may also be a requirement for the construction of sections of temporary carriageway in 

order to retain two lanes of traffic, one in each direction, during construction. However, the 

scale of this will be dependent on the Contractors proposed traffic management phasing. 

Earthworks and Construction of the Carriageway/Road Foundation 

5.6.8 The construction of earthworks will involve the creation of embankments and cuttings along 

the route, as well as construction of the attenuation ponds. All acceptable excavated material 

is likely to be reused within the scheme to construct the embankments or other areas of 

landscaping, thereby reducing the need to dispose of large quantities of material off site. It is 

not anticipated that large quantities of material will require leaving the site during earthworks 

operations. 

5.6.9 Plant likely to be used in the earthworks operations include: 

• Tracked excavators, particularly for the construction of cuttings; 

• Dump trucks, to transport material from the cutting to suitable embankment locations 

within the site; 

• Road wagons to transport material to/from the site; 

• Dozers to place the embankment material in suitable layers; and 

• Rollers or vibrating rollers to compact the material. 

5.6.10 Construction of carriageway drainage will involve the creation of filter drains, carrier drains 

and outfalls to carry surface water run-off from the proposed road. Filter drains consist of a 

stone filled trench with a perforated pipe near the bottom. Surface water from the road filters 

through the stone and into a pipe to an outfall. Carrier drains consist of solid pipes buried in 

trenches backfilled with normal earthworks materials (i.e., not necessarily free-draining stone). 

Surface water is taken to the carrier drains via gullies or filter drains. The necessary materials, 

which include drainage pipes, gravel and other stone to be used will all be imported to the 

site. 

5.6.11 Other drainage measures include culverts to pipe existing watercourses below the proposed 

road. Generally, these are constructed on the line of the existing. At other watercourses, the 


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channel may require to be temporarily diverted or pumped around the culvert location or 

canalised. 

5.6.12 Plant used in construction of drainage measures will include road wagons importing material 

to the site and disposing of excavated material, tracked excavators to dig trenches and 

deposit drainage stone into the trenches. 

Placement of the Road Pavement 

5.6.13 Construction of the road pavement will involve importing sub-base (crushed stone material 

forming the lower layer of the pavement) or bituminous materials to the site from quarries or 

bitumen plants. Plant involved will include road wagons, dozers, rollers and pavers (pavement 

laying equipment). 

5.6.14 Pavement finishes include features such as road markings, signs, safety barriers, lighting and 

other ancillary works. Generally, these will be imported to the site, although the quantities will 

be much reduced compared to during the earthworks and pavement operations. 

Landscaping 

5.6.15 As some landscape planting along the road will be lost through construction work, new 

planting will be undertaken as part of the scheme. New landscape planting will be aimed at 

minimising negative visual and landscape impacts resulting from the scheme on road users 

and surrounding properties. Planting will use native species as appropriate and details of all 

landscape mitigation measures are given in Section 11, Landscape and Visual Effects. 

5.6.16 Landscaping operations are likely to include: 

• Ripping of compacted subsoil, typically using a tractor, but sometimes using other 

techniques where the slope angle or access requires; 

• Possible importation of topsoil; 

• Topsoil spreading, using dozers; 

• Cultivation, using tractors; 

• Planting, by hand; and 

• Seeding. 

5.6.17 Following construction, the Contractor will be required to manage all landscaping for a period 

of 5 years. 

Temporary Traffic Management 

5.6.18 During construction, there will be a requirement for temporary traffic management in order to 

minimise disruption on both the mainline and on the local road network. 

5.6.19 The Contract will contain specific restrictions regarding traffic management and routeing of 

vehicles to and from the site. The Contractor will be required to prepare his own programme 


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for the construction of the works, which will require approval by the Engineer on site. This 

programme will take into account the traffic management requirements of the contract for 

works affecting the existing A9 and surrounding side roads. 

5.6.20 One lane of traffic will be maintained in each direction during the day with possible reductions 

to one lane during the night. Narrow lanes may be used by the Contractor to facilitate 

construction of both the mainline and the tie-ins to side roads, and sections of temporary 

carriageway may be required to enable the flow of traffic to be maintained. During all traffic 

management works, the appropriate standards will be adhered to, including those specifying 

geometric standards and pavement construction standards necessary to minimise disruption 

to road users. Traffic speed restrictions of 40mph or a speed appropriate to lane widths and 

traffic levels will be imposed. 

Post-construction Maintenance 

5.6.21 Following completion of the scheme, the Contractor will be required to carry out defect and 

maintenance works for a period of five years. After the five-year period, responsibility for 

maintenance will revert to the operating company under their trunk road maintenance contract 

with Transport Scotland. 

5.7 Land Take During Construction 

5.7.1 All construction work will take place within the limit of the land made available to the 

Contractor as defined within the Contract Documents. This land will include the land covered 

by the Compulsory Purchase Orders (CPO), together with any land to which Transport 

Scotland already has access. This includes the land necessary to construct the scheme, 

associated infrastructure and environmental mitigation. Further details are provided in Section 

12, Land Use. 

5.7.2 Should the Contractor wish to utilise other areas of land not covered by the land made 

available for construction elements such as site huts, access roads and borrow pits, he will 

have to secure the use of these areas through separate planning applications and access 

agreements. 

5.8 Construction Programme and Working Hours 

5.8.1 Construction of the proposed scheme is anticipated to take approximately 6 - 9 months. The 

Contractor will determine details of the programme, and may, under the terms of the contract, 

select alternative construction methods to shorten this duration. 

5.8.2 It is anticipated that construction will commence in the winter of 2007, and that the scheme 

will be operational by late 2008. 

5.9 Alternative Options Considered 

5.9.1 As an on-line upgrading scheme, there are limited alternative options available. Options 

considered to be taken forward during the assessment and design process were restricted to 

two main carriageway arrangements. These were as follows: 


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• Option 1 – (Extension of Dual Carriageway) - the construction of a new dual carriageway 

to current design standards generally within the road boundary of the existing A9; and 

• Option 2 - (Extension of Dual Carriageway) – the construction of a new northbound 

carriageway and the retention of the existing single carriageway for the use as a 

southbound carriageway. 

5.9.2 Option 2 was taken forward to the Stage 2 Assessment as an option from the RAP study 

however, due to the nature of the existing topography (sidelong ground) and the narrow 

corridor available for the northbound carriageway it was evident that the scheme could not be 

constructed without the use of long lengths of large retaining walls. This would add 

considerable costs to the proposed option. 

5.9.3 An added complication was that between 1997 and the present the old A9 was reinstated as a 

cycle track and became part of National Cycle Track 7. 

5.9.4 Relocation of the track proved difficult as realigning to the east would require at least two 

underpasses to the A9, excessive land acquisition and the difficulty of construction due to the 

marshy land. 

5.9.5 Relocation to the west proved equally difficult as the Perth to Inverness railway lies 

immediately to the west of the trunk road and would be impossible to force the track between 

the northbound carriageway and the railway. 

5.9.6 Finally, immediately west of the railway lies the River Truim which would require at least two 

structures for the track to cross, excessive land would require to be acquired and construction 

would be difficult due to the marshy land. 

5.9.7 Option 2 was therefore not considered to be the preferred option due to the cost of 

construction and consequently Option 1 was taken forward to Stage 3. 


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Part Two – Environmental Impact Assessment 

6. GENERAL APPROACH AND METHODS 


6.1.1 The environmental impact assessment methodology is used: 

• To gather information about the surrounding environment of the study area and identify 

the environmental constraints and opportunities associated with the study area which may 

influence, or be affected by the preferred scheme. 

• Identify and assess predicted environmental impacts; and 

• Identify and incorporate into scheme design and operation, features and measures to 

avoid or mitigate adverse impacts and enhance beneficial impacts. 

6.2 Approach 

6.2.1 The methodology used to undertake each element of the assessment is described in detail 

under the relevant section heading. The DMRB specifies three key levels of assessment to be 

undertaken, comprising Stage 1, Stage 2 and Stage 3. The objectives of each stage are 

identified in Table 6.1. 

Table 6.1: Stages of EIA according to DMRB, Volume 11. 

Stage 

Objectives 

Stage 1 Identification of environmental advantages, disadvantages and 

constraints associated with broadly defined route corridors. 

Stage 2 

Identification of the factors and effects to be taken into account in the 

selection of route options and in the identification of the environmental 

advantages, disadvantages and constraints associated with these 

routes. 

Stage 3 

Assessment to be undertaken in accordance with the requirements of 

Sections 20A and 55A of the Roads (Scotland) Act 1984 and EIA 

(Scotland) Regulations 1999 which implements EC Directive 85/337, 

with publication of an Environmental Statement or Environmental 

Assessment Report. 

6.2.2 Following a report written on behalf of the Scottish Office Industry Department (SOID) entitled 

‘A9(T) Perth to Inverness Development of a Route Strategy’ 1 , two potential scheme options 

were identified by Atkins to improve overtaking opportunities at Crubenmore. 

1 Scott Wilson Kirkpatrick, 1992-1997 


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6.2.3 These options were assessed by Atkins during the DMRB Volume 11 Stage 2 assessment 

process 2 . 

6.2.4 This assessment selected scheme Option 1 as the preferred scheme and it is therefore 

considered in this Environmental Statement. 

6.2.5 This assessment refers to additional guidance, the most important of which is listed in Table 

6.2. 

Table 6.2: Best Practice Guidance Used for Environmental Assessment of A9 Crubenmore 

Dual Carriageway Northern Extension 

Environmental Best Practice Guidance Used 

Assessment Area 

General Environmental Impact Assessment (Scotland) Regulations 1999 

PAN58 Environmental Impact Assessment, Scottish Executive 1999 

Circular 15/99 The Environmental Impact Assessment (Scotland) Regulations 

1999, The Scottish Executive 

A Handbook on Environmental Impact Assessment – Guidance for 

Competent Authorities, Consultees and others involved in the Environmental 

Impact Assessment Process in Scotland, SNH 2002 

Surface Water Sustainable Urban Drainage Systems: design manual for Scotland and 

Quality 

Northern Ireland, CIRIA 2000 

Scottish Planning Policy, SPP7: Planning and Flooding Consultation, Scottish 

Executive, 2003 

Flood Estimation Handbook, CEH Institute of Hydrology, 1999 

Climate Change Scenarios for the United Kingdom, The UKCIP02 Scientific 

Report, Hulme 2002. 

Ecology and Nature 

Conservation 

Landscape & Visual 

Issues 

Low Flow Estimation in Scotland, Institute of Hydrology, 1994. 

Guidelines for Baseline Ecological Assessment, The Institute of 

Environmental Assessment (IEA) 1995 

Draft Guidelines for Ecological Evaluation and Assessment, The Institute of 

Ecology and Environmental Management, (IEEM) 2002 

Ecological Impact Assessment, Jo Treweek 1999 

Biodiversity Impact , Helen Byron 2000 

National Planning Policy Guideline (NPPG)14, Natural Heritage, Scottish 

Executive 

Landscape and Visual Assessment Supplementary Guidance, Scottish 

Executive 2002 

Cost Effective Landscape: Learning from Nature, Scottish Executive, 1998 

Guidelines for Landscape and Visual Assessment, Institute of Environmental 

Management and Assessment, 2002 

Cultural Heritage NPPG5 Archaeology and Planning, The Scottish Office 1994 

Planning Advice Note 42: Archaeology – the Planning process and 

Scheduled Monument Procedures, The Scottish Office, 1994 

Air Quality 

The Environment Act 1995, Part IV 

The Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 

The Stationery Office, 2000 

The Air Quality Strategy for England, Scotland, Wales and Northern Ireland 

Addendum, The Stationery Office, 2000 

The Air Quality (Scotland) Regulations, The Stationery Office, 2000 

The Air Quality (Scotland) Amendment Regulations, The Stationery Office, 

2002 

2 Atkins, 2005 


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Environmental 

Assessment Area 

Traffic Noise and 

Vibration 

Best Practice Guidance Used 

The Noise Insulation (Scotland) Regulations, 1975 

Memorandum on the Noise Insulation (Scotland) Regulations, 1975 

Calculation of Road Traffic Noise (CTRN), Department of the Environment, 

1988 

Policies and Plans NPPG1: The Planning System, The Scottish Office Development 

Department, 2000 

NPPG2: Business and Industry, The Scottish Office Development 


NPPG5: Archaeology and Planning, The Scottish Office Development 


NPPG7: Planning and Flooding, The Scottish Office Development 


NPPG11: Sport, Physical Recreation and Open Space, The Scottish Office 

Development Department, 1996 

NPPG13: Coastal Planning, The Scottish Office Development Department, 

1997 

NPPG14: Natural Heritage, The Scottish Office Development Department, 

1999 

NPPG15: Rural Development, The Scottish Office Development Department, 

1999 

NPPG17: Transportation and Planning, The Scottish Office Development 


NPPG18: Planning and the Historic Environment, The Scottish Office 

Development Department, 1999 

SPP1: The Planning System, The Scottish Office Development Department 

(November 2002) 

SPP2: Economic Development, The Scottish Office Development Department 

(November 2002) 

SPP7: Planning and Flooding, Planning and Flooding (March 2003) 

6.2.6 In accordance with DMRB Volume 11, an assessment of the following environmental factors 

was made: 

• Air Quality; 

• Cultural Heritage; 

• Disruption Due to Construction; 

• Ecology and Nature Conservation; 

• Landscape and Visual Effects; 

• Land Use; 

• Traffic Noise and Vibration; 

• Pedestrians, Cyclists, Equestrians and Community Effects; 

• Vehicle Travellers; 

• Water Quality and Drainage; 

• Geology and Soils; and, 

• Policies and Plans. 


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6.3 Assessment Methods 

6.3.1 The assessment of impacts follows a similar process for all the environmental factors: 

• Identification of baseline conditions; 

• Consideration of impacts (Opening Year 1 without mitigation); 

• Identification of mitigation measures; and 

• Assessment of residual impacts (Design year 15). 

Baseline Conditions 

6.3.2 The assessment for each environmental sub discipline first considers the ‘baseline’. The 

‘baseline’ normally reflects the existing situation and how this would change if the scheme did 

not go ahead (i.e., the Do Minimum scenario). In this case, the baseline is the existing 

situation with the incorporation of limited ongoing maintenance improvements. 

6.3.3 The situation represents the existing scheme as reviewed through site visits, and review of 

maps, data, records, information and reports obtained from statutory and non-statutory 

organisations, including Scotland Transerv as the current Trunk Road Maintenance Agent for 

the North West Unit of the Trunk Road Network. 

Impacts (Opening year 1 without mitigation) 

6.3.4 The significance of impacts has been defined for each environmental factor in the individual 

sections in this Environmental Statement, with the exception of Policies and Plans, which 

describes whether the scheme is in conflict or compliance with national guidance and local 

plans. 

6.3.5 The nature of predicted impacts arising from the scheme is described and an assessment of 

the level of significance for each effect is determined as far as practical. 

6.3.6 There is no accepted definition of what constitutes a significant impact. The question of 

significance varies according to the environmental sub discipline under consideration and the 

context in which the assessment is made. Much depends on the availability of data relating to 

existing environmental conditions and the value applied to these conditions. However, in 

general, the level of significance of impacts has been defined using a combination of the 

sensitivity (high, medium and low), of the environmental feature in question, and the 

magnitude of impact (high, medium, low and negligible), each of which having been assessed 

independently according to defined criteria. 

6.3.7 Sensitivity has generally been defined according to the relative importance of the feature, i.e. 

whether it is of national, regional or local importance or by the sensitivity of the receptors as in 

the case of the Air Quality and Traffic Noise assessments. In the definition of magnitude of 

impact, consideration has been given to any legislative or policy standards or guidelines, 

and/or the following factors: 


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• The degree to which the environment is affected, e.g. whether the quality is enhanced or 

impaired; 

• The scale of the change, e.g. the size of land area or number of people affected and 

degree of change from the existing situation; 

• The scale of change resulting from impacts; 

• Whether the effect is temporary or permanent; and 

• Impacts may also be wide-ranging in nature, for example, they could result in direct or 

indirect, secondary, cumulative, short, medium or long-term, permanent or temporary, 

positive or adverse effects. 

Mitigation Measures 

6.3.8 The approach to mitigation measures adopted for this EIA is consistent with the guidance 

provided in Planning Advice Note 58 on EIA that considers mitigation as a hierarchy of 

measures ranging from prevention of environmental effects by avoidance, down to 

compensatory measures for effects that cannot be remedied. The mitigation hierarchy is 

summarised in Table 6.3. 

Level of Mitigation 

Prevent 

Reduce 

Remedy/offset 

Table 6.3: Mitigation Hierarchy 

Definition 

To prevent adverse environmental effects at source 

for example through choice of site or specification of 

construction equipment. 

If adverse effects cannot be prevented, steps taken to 

reduce them through such methods as minimisation of 

cause of impact at source, abatement on site and 

abatement at receptor. 

When effects remain that cannot be prevented or 

reduced, they are offset by such remedial or 

compensatory action as provision of environmental 

improvements, opportunities for access and informal 

recreation, creation of alternative habitats and prior 

excavation of archaeological features. 

6.3.9 The approach to the mitigation of adverse environmental impacts has been to avoid them 

wherever possible. This has been achieved by consideration of ways in which to prevent 

adverse effects at source, rather than relying on measures to mitigate the effects. 

6.3.10 Where avoidance of impacts has not been assessed to be feasible, measures have been 

proposed to minimise or reduce potential impacts through abatement measures either at 

source, at the site (for example, by the use of noise attenuation measures or screen planting 

and landscaping), or at the receptor (for example, translocation of plant species). 

6.3.11 Where adverse effects cannot be prevented or reduced, consideration has been given to the 

specification of measures in the Contract Documents that offset or, in certain circumstances, 

compensate for any damage. Some of these are necessarily provisional at this stage (i.e., 

they have been defined in principle) and will require further assessment and incorporation into 

scheme design or Contract Documents as the scheme progresses. However, the impacts 

resulting from any such measures have been included in the assessment wherever possible 


6-5




in order to provide a clearer picture of predicted effects and to avoid any unnecessary need 

for addendums to the current report. 

Impacts (Design Year 15) 

6.3.12 For the purpose of this ES Residual Impacts are those which remain at the Design Year i.e. 

15 years after the scheme is opened to traffic. The assessment of Design Year 15 Impacts 

takes into account mitigation measures to be adopted as specified in this report. 

6.3.13 Within the assessment of residual effects, the level of significance for each effect is 

determined as far as practicable as defined above under Predicted Impacts. 

Subsequent Changes to Scheme Design 

6.3.14 The assessment of impacts, the prediction of environmental effects and the proposed 

mitigation measures are based on a preliminary scheme design (specimen design). The 

specimen design and the environmental mitigation measures will be refined and developed 

together during the detailed design stage before construction. This may result in some 

changes to the specimen design as published in this Environmental Statement. 

6.3.15 In the main, the detailed design will seek to develop the specimen design in a manner such 

that it has no material change to environmental impacts of the scheme. Indeed, opportunities 

may be identified to reduce the scheme’s impact. 

6.3.16 Any design development that would result in a significant adverse change to an environmental 

impact as already assessed or a new significant impact, not currently assessed, would be 

required to be published as an addendum to the Environmental Statement for public 

consultation and comment. 


6-6




7. AIR QUALITY 


7.1.1 This chapter describes the Stage 3 air quality assessment for the A9 Crubenmore Dual 

Carriageway Northern Extension. 

7.1.2 It is proposed that a three kilometre length of the A9 will be widened to dual carriageway. 

7.1.3 The assessment was carried out in accordance with the DMRB 11:3:1 3 , STAG 4 and TAG 5 . 

7.1.4 The assessment has been carried out in seven parts: 

• Measured concentrations have been discussed in relation to the air quality criteria; 

• A constraints map has been drawn to show areas which may be affected by changes in 

air quality; 

• Pollutant concentrations have been calculated for selected properties which would be 

affected by the proposals; 

• An assessment has been made to estimate the overall change in exposure to 

concentrations of nitrogen dioxide (NO 2 ) and particulate matter (PM 10 ), with the preferred 

scheme in place; 

• A regional impact assessment has been carried out to estimate the total pollutant 

emissions from vehicles using the local network of roads in the vicinity of the preferred 

scheme; 

• The impact of air quality on sensitive ecosystems has been considered; and, 

• The effects of construction on air quality and potential mitigation methods have been 

discussed. 

7.1.5 Emissions from motor vehicle exhaust contain a number of pollutants including oxides of 

nitrogen (NO x ), carbon monoxide (CO), hydrocarbons, carbon dioxide (CO 2 ) and particulate 

matter. The quantity of each pollutant emitted depends upon the type and quantity of fuel 

used, engine size, speed of the vehicle and abatement equipment fitted. Once emitted, the 

pollutants become dispersed and diluted in the ambient air. Pollutant concentrations in the air 

can be measured or modelled and then compared with ambient air quality criteria. 

3 Highways Agency, 2003 

4 The Scottish Executive, 2003 



7-1




Air Quality Criteria and Pollutants 

7.1.6 Air quality criteria can be readily divided into two groups; those that are mandatory and those 

that are designed for guidance. Mandatory criteria that apply to the UK are the objectives 

from the Air Quality Strategy for the UK 6 and the European Community Directive limit values, 

which are incorporated into regulations. 

Air Quality Objectives 

7.1.7 The Air Quality Strategy for England, Scotland, Wales and Northern Ireland (AQS) provides 

details of national air quality standards and objectives for eight pollutants (benzene, 1,3- 

butadiene, carbon monoxide, lead, ozone, nitrogen dioxide, particulate matter and sulphur 

dioxide). These criteria are defined in Regulations SSI 2000/97 7 and SSI 2002/297 8 . The 

standards define the level of pollution below which health effects are unlikely to be 

experienced even by the most sensitive members of the population. These are based upon 

recommendations of the Expert Panel on Air Quality Standards (EPAQS). The objectives are 

targets for air pollution levels, which take account of the costs and benefits of achieving the 

standard. Local authorities have a responsibility, under the Environment Act 1995 9 , to review 

and assess local pollution levels against these objectives. 

7.1.8 The AQS was first published in 1997 and subsequently revised in January 2000 10 to take 

account of movement in legislation and further evidence on health effects outcomes and costbenefit 

analysis. 

7.1.9 An addendum to the AQS was published by the UK Government and devolved 

administrations in February 2003 11 which gives an additional, more stringent, objective for 

benzene and a tighter objective for carbon monoxide and PM 10 that are included in new 

regulations. 

Limit Values 

7.1.10 The first European Community (EC) air pollution limit values were introduced in the 1980s. 

These contained limit values that must be attained and more stringent, but non-obligatory, 

guide values. The EC Directives were incorporated into the UK legislation through SI 

1989/317 12 , amended by SI1995/3146 13 . In 1996, the European Union adopted a Directive 

on ambient air quality assessment and management and later supporting pollutant specific 

Daughter Directives were, and are being, prepared. 

7.1.11 The first Daughter Directive 14 set legally binding limit values for concentrations of sulphur 

dioxide, nitrogen dioxide, particles and lead in air which must be complied with by 1 st January 

2005 or, in the case of nitrogen dioxide, 2010. The Daughter Directive limit values will 

supersede previous EC Directives on their achievement date (i.e. 1 st January 2005 or 1 st 

January 2010). 

6 DETR, 1997 



9 Defra, 2003 

10 DETR, 2000 

11 Defra, 2003 

12 Statutory Instrument, 1989:317 

13 Statutory Instrument, 1995:3146 

14 EU., 1999 


7-2




7.1.12 A second Daughter Directive 15 which sets limit values for concentrations of benzene and 

carbon monoxide to be complied with by 2010 and 2005. A third Daughter Directive 16 for 

ozone and a fourth Daughter Directive 17 for polycyclic aromatic hydrocarbons and several 

metals has been agreed with EU institutions. 

7.1.13 The Air Quality Framework Directive and the Air Quality Daughter Directives are implemented 

in Scotland by the Air Quality Limit Values Regulations 2001, 2002, 2003 and 2005 18 . The air 

quality criteria for vehicle derived pollutants are detailed in Appendix 7.1 in Volume 2. 

Pollutants Affecting Sensitive Ecosystems 

7.1.14 The EU has set limit values for the protection of vegetation for NO x and sulphur dioxide 19 

based on the work of the United Nations Economic Commission for Europe (UNECE) and 

World Health Organisation (WHO) and these limit values have been incorporated into the Air 

Quality Limit Values (Scotland) Regulations 2001, 2002 and 2003 and 2005. 

7.1.15 The limit values for the protection of vegetation apply to locations more than 20 kilometres 

from towns with more than 250,000 inhabitants or more than five kilometres from other builtup 

areas, industrial installations and motorways. Sulphur dioxide is not of concern near roads 

as emissions from road transport are negligible. 

7.1.16 High levels of NO x emissions may lead to higher levels of nitrogen deposition within the 

terrestrial ecosystem and the marine environment. The level of deposition is determined by 

the habitat type and background sources. Concentrations of NO x are higher close to roads, 

so vegetation in these areas is exposed to a larger quantity of nitrogen. 

7.1.17 The limit value for NO x for the protection of vegetation is 30 micrograms per cubic metre 

(µg/m 3 ) as an annual mean. The Statutory Nature Conservation Agencies policy is to apply 

the 30 µg/m 3 criterion on a precautionary basis, as a benchmark, in internationally designated 

conservation sites and Sites of Special Scientific Interest. 

7.1.18 The UNECE and the WHO have set critical loads for nitrogen deposition for the protection of 

vegetation. These represent the exposure below which there should be no significant harmful 

effects on sensitive elements of the ecosystem (according to current knowledge), these have 

been established for a number of habitats dependent on low nitrogen levels. Critical loads are 

expressed in deposition units of kilograms of nitrogen per hectare per year (kg N/ha/yr). 

15 E.U., 2000 

16 E.U., 2002 

17 E.U., 2004 

18 SSI 2001/224, SSI 2002/556, SSI 2003/428, SSI 2003/547 and SSI 2005/300 

19 1999/30/EC 


7-3




Air Pollutants 

7.1.19 Details of traffic related pollutants are given below: 

Nitrogen Dioxide (NO 2 ) 

7.1.20 Nitrogen dioxide is largely a secondary pollutant produced by the oxidation of nitric oxide 

(NO). Nitric oxide and nitrogen dioxide are collectively termed nitrogen oxides (NO x ). 

Approximately half of the UK NO x emissions are from road transport. The majority of NO x 

emitted from vehicles is in the form of nitric oxide, which oxidises rapidly in the presence of 

ozone to form nitrogen dioxide. In high concentrations, nitrogen dioxide can affect the 

respiratory system. 

Particulate Matter 

7.1.21 Particulate matter in vehicle exhaust gases consists of carbon nuclei onto which a wide range 

of compounds are absorbed. These particles are less than 10 micrometers (µm) in diameter. 

Particles with a median diameter of less than 10 µm are referred to as PM 10 . Diesel engines 

produce the majority of particulate emissions from the vehicle fleet. About a quarter of 

primary PM 10 emissions in the UK are derived from road transport. Particulate matter is 

associated with a range of symptoms of ill health including effects on the respiratory and 

cardiovascular systems, on asthma and on mortality. It is currently not possible to determine 

if there is a threshold particle concentration below which there are no adverse effects on the 

population. 

Carbon Monoxide (CO) 

7.1.22 The majority of carbon monoxide emitted in the UK is from motor vehicles. It is readily 

absorbed through the lungs and reduces the oxygen carrying capability of the blood. 

Hydrocarbons 

7.1.23 The term ‘hydrocarbons’ is used to include all organic compounds emitted from vehicles both 

in the exhaust and by evaporation from the fuel system, and covers many hundreds of 

different compounds. About one third of the UK hydrocarbon emissions are produced by road 

transport. Hydrocarbons are important precursors of photochemical smog and oxidising 

compounds. The DMRB requires an assessment for benzene and 1, 3-butadiene as these 

are included in the Air Quality Strategy. They are both genotoxic carcinogens and exposure 

to them is associated with certain types of leukaemia. 

Carbon Dioxide (CO 2 ) 

7.1.24 Carbon dioxide is a major product of the combustion of carbon containing materials. Carbon 

dioxide does not affect human health at ambient levels and so is not significant as a local 

pollutant but is important for its national and international role in climate change. About 20% 

of the UK carbon dioxide emissions are produced by road transport. 


7-4




7.2 Key Issues 

7.2.1 There are currently no Air Quality Management Areas (AQMA) in the vicinity of the preferred 

scheme, implying that AQS objectives are likely to be met at properties and that air quality in 

the area is good. One residential property is located within 200 metres of the preferred 

scheme, which may have a slight change in air quality due to in vehicle speed changes and 

route alignment. No other sensitive properties (schools, hospitals or homes for the elderly) 

were identified. 

7.3 Methodology 

7.3.1 As discussed in the introduction, the preferred scheme has been assessed by producing: 

• A constraints map showing the study area, which is defined as all areas within 200 metres 

of the preferred scheme, which may experience changes in air quality; 

• A Local Impact Assessment of estimated pollutant concentrations at selected properties in 

relation to the relevant air quality criteria; 

• An assessment of the overall change in exposure to concentrations of NO 2 and PM 10 

following guidance in the STAG and DfT’s TAG, the STAG Assessment; 

• A calculation of emissions of pollutants from the local road network with and without the 

preferred scheme using the Regional Impact Assessment application of the DMRB; and, 

• An assessment of the impacts of air quality on sensitive ecosystems. 

Constraints Map 

7.3.2 A constraints map was drawn to show areas within 200 metres of the roads affected by the 

preferred scheme that are likely to have a change in air quality, illustrated in Appendix 7.2 in 

Volume 2. This enables identification of properties where people are likely to be subjected to 

a change in air quality and the identification of sensitive properties or properties likely to 

experience higher than usual pollutant concentrations at locations such as road junctions. 

Sensitive properties are defined as those where there may be vulnerable occupants, such as 

schools, hospitals or homes for the elderly. Only one property (Shepherds Cottage) was 

identified within 200 metres of the section of the A9 to be widened. No schools, hospitals or 

homes for the elderly were identified. 

Local Air Quality Impact Assessment 

7.3.3 The DMRB screening method was used to estimate concentrations of carbon monoxide, 

nitrogen dioxide, benzene, 1,3-butadiene and particulate matter (PM 10 ) to compare with AQS 

objectives. 

7.3.4 The screening method takes into account: 

• Annual average daily vehicle flows and speeds; 


7-5




• The proportion of heavy duty vehicles (HDVs) 20 ; 

• Changes in future exhaust emissions due to legislation; 

• Road type; 

• Background concentrations; and 

• The distance between receptor and the roads carrying the traffic. 

7.3.5 Predictions were made both with and without the preferred scheme and the do-minimum 

respectively. The years selected for assessment were the existing case (2004) and the 

opening year (2007). In addition 2010 was assessed to allow comparison to the relevant AQS 

objectives with compliance dates in this year. 

Traffic Data 

7.3.6 Annual average daily traffic flows, the proportion of HDVs and average vehicle speed was 

provided for the base year (2004), and with and without the preferred scheme in the opening 

year (2007), 2010 and the design year (2022) by Atkins Highways and Transportation. Future 

year traffic flows were modelled using high growth factors. Traffic data used in the air quality 

assessment is presented in Appendix 7.3 in Volume 2. 

7.3.7 Changes in traffic flow or proportion of HDVs are not expected with the preferred scheme 

compared to the do minimum. However, there is expected to be an increase in average 

speed with the preferred scheme. 

Background Concentrations 

7.3.8 When estimating pollutant concentrations, it is necessary to specify background 

concentrations on which local, traffic-derived emissions are superimposed. In the absence of 

long term ambient measurements, at a suitable background site, for all the pollutants of 

interest in the vicinity of the preferred scheme, background concentrations were obtained from 

the National Air Quality Information Archive 21 for one kilometre grid squares covering the 

preferred scheme area. Concentrations were obtained for 2001 for CO, benzene and 1,3- 

butadiene and 2004 for NO x , NO 2 and PM 10 . Concentrations were subsequently adjusted for 

2004, 2007 and 2010 in accordance with Defra’s Technical Guidance 22 , to take account of 

changes in UK emissions. An average concentration was calculated from all the grid squares 

covering the preferred scheme. Background concentrations used in the assessment are 

presented in Table 7.1. 

Table 7.1: Background Concentrations used in the Air Quality Assessment 

Pollutant 2001 2004 2007 2010 

CO (mg/m 3 ) 0.11 0.08 0.07 0.05 

NO x (µg/m 3 ) - 2.76 2.42 2.09 

NO 2 (µg/m 3 ) - 2.17 1.96 1.64 

20 Any vehicle with a gross weight greater than 3.5tonnes, including heavy goods vehicles (HGVs) and coaches. 

21 www.airquality.co.uk 

22 Defra 2003, Local Air Quality Management Technical Guidance: LAQM TG(03). 


7-6




Pollutant 2001 2004 2007 2010 

PM 10 (µg/m 3 ) - 8.89 8.59 8.52 

Benzene (µg/m 3 ) 0.03 0.02 0.02 0.02 

1,3-Butadiene (µg/m 3 ) 0.02 0.01 0.01 0.01 

Receptor Selection 

7.3.9 One residential property was identified within 200 metres of the section of the A9 to be 

widened. This property was selected for assessment. The location of this receptor is shown in 

Appendix 7.2 in Volume 2. The receptor number and name is given in Table 7.2. 

Table 7.2: Receptor used in the Air Quality Assessment 

Receptor ID Description Distance from Road Centreline 

R1 Shepherds Cottage 70 metres 

STAG Assessment 

7.3.10 This assessment gives a quantitative indication of whether the preferred scheme would lead 

to an overall improvement or deterioration in air quality at properties and is based on the 

STAG and TAG methodologies. 

7.3.11 The method involves estimating concentrations of NO 2 and PM 10 using the DMRB screening 

method described above. The calculations were carried out with and without the preferred 

scheme for the opening year (2007). 

7.3.12 Pollutant concentrations decrease with increasing distance from the roads carrying traffic, 

therefore concentrations are calculated at 20, 70, 115 and 175 metres from the road centre, 

with and without the preferred scheme. 

7.3.13 The number of properties in 50 metre bands from the centre of each road link was counted 

out to a distance of 200 metres for the do minimum and the preferred scheme. For this 

scheme only one property was identified. This property was located in the 50 to 100 metre 

band. The number of properties in each band is multiplied by the concentration calculated for 

that band for the do minimum and preferred scheme. This is carried out for each of the four 

bands and the results added together to give a total for each road link. The do-minimum 

value is deducted from the scheme value for the preferred scheme. The overall assessment 

score for the preferred scheme is calculated by summing values over all routes, with an 

improvement (decrease in concentrations) having a negative value and a deterioration 

(increase in concentrations) having a positive value. 

7.3.14 In addition, the change in emissions of the greenhouse gas carbon dioxide in the base year 

(2004) and with and without the preferred scheme in the opening year (2007) was calculated 

using the method given in the DMRB for the Regional Impact Assessment, described below. 


7-7




Regional Impact Assessment 

7.3.15 Total emissions of carbon dioxide, carbon monoxide, hydrocarbons, oxides of nitrogen and 

PM 10 were calculated for the local road network using annual average daily traffic flow, 

average vehicle speed, proportion of HDVs and emission rates given in the DMRB. For this 

scheme the local road network was defined as a three kilometre section of the A9. Emissions 

were calculated for the existing case (2004) and with and without the preferred scheme in the 

opening year (2007) and the design year (2022). 

Assessment of the Impact of Air Quality on Sensitive Ecosystems 

7.3.16 DMRB Interim Advice Note 61/05 23 supplements DMRB 11:3:1. This advice note provides 

guidance on assessing the potential impact of air quality upon ecosystems. An assessment 

of concentrations of oxides of nitrogen, nitrogen deposition and construction dust is required 

where Special Area of Conservation (SAC), Special Protection Area (SPA), proposed Special 

Protection Area (pSPA), sites listed under the Convention on Wetlands and Wildfowl 

(Ramsar) or Special Site of Scientific Interest (SSSI) sites, where the designated features are 

sensitive to air pollution, are identified within 200 metres of roads affected by the proposals. 

7.3.17 There is one SSSI in the vicinity of the preferred scheme, the Loch Etteridge SSSI. This area 

is located approximately 100 metres east of the preferred scheme. The area is designated 

due to geological importance and is not expected to be sensitive to emissions from transport. 

Therefore this area does not require further assessment of NO x concentrations or nitrogen 

deposition. 

7.4 Baseline Conditions 

Local Air Quality Review and Assessment 

7.4.1 All local authorities are required by Part IV of the Environment Act 1995 to review air quality in 

their area and to assess present and likely future air quality against set objectives. Where a 

local authority anticipates an objective defined in regulations is expected to be breached, they 

must designate an AQMA and develop an action plan to improve local air quality. 

7.4.2 Air quality review and assessment is an iterative process which requires periodic updating 

due to the changing nature of air quality with time. Local authorities should have completed 

the first round of the review and assessment process to determine the need for designation of 

any AQMAs in their area. The first round consisted of four stages. Stages 1 and 2 identified 

whether there is a possibility that any of the AQS objectives will be exceeded. Stage 3 

involves the detailed assessment of current and future air quality and the formal proposals for 

AQMAs where AQS objectives are likely to be exceeded. Stage 4 is completed following 

formal designation of AQMAs. This stage identifies the objectives not being met or unlikely to 

be met and identifies the possible reasons. 

7.4.3 As part of the subsequent rounds of the review and assessment process an updating and 

screening assessment (USA) is completed and a detailed assessment where required. The 

USA is used to identify matters that have changed since the previous review and assessment 

and to identify sources that may lead to an air quality objective being exceeded. A detailed 

assessment is required where there is a possibility of AQS objectives being exceeded. 



7-8




7.4.4 The preferred scheme lies within the boundaries of the Highland Council. Following 

completion of the first round of the review and assessment process this local authority has not 

declared any AQMAs. No reports from subsequent rounds of the review and assessment 

process are currently available for Highland Council. 

Continuous Monitoring 

7.4.5 Defra operates a network of automated continuous monitoring sites throughout the UK. This 

data is available from the air quality archive. These sites provide high resolution data which is 

fully ratified. However, sites may not be located in proximity to the areas of interest. The 

closest sites in the network are located in Aberdeen and Inverness. The Glasgow kerbside 

site was also selected as it is the closest site which measure hydrocarbons. 

7.4.6 A description of these sites is given below: 

• Aberdeen – An urban background site, located approximately 130 kilometres east of the 

preferred scheme. The station is located approximately one kilometre from the city centre 

and Aberdeen beach is around 500 metres away. The nearest road is 80 metres away 

and has a traffic flow of around 24000 vehicles per day. CO, NO 2 and PM 10 have been 

monitored since 1999. OS Grid Reference: NJ944073. 

• Inverness – A roadside site, located approximately 60 kilometres north of the preferred 

scheme. The site is located in a predominantly residential area with a retail business park 

250 metres away. The nearest road is the A862, located four metres away. CO and NO x 

have been monitored since 2001. OS grid reference NH657456; and 

• Glasgow Kerbside – A roadside site, located approximately 125 kilometres south west of 

the preferred scheme. The nearest road is approximately one metre from the station, with 

traffic flows greater than 25,000 vehicles per day and is subject to frequent congestion 

during peak traffic flow periods. CO, PM 10 and NO x have been monitored since 1997 and 

hydrocarbons since mid 2002. OS grid reference NS581652. 

7.4.7 No continuous monitoring data from Highland Council was available. 

Non-continuous Monitoring 

7.4.8 Nitrogen dioxide can also be monitored passively using diffusion tubes. This monitoring 

method provides pollutant concentrations over longer averaging periods, but due to the low 

cost, monitoring can be conducted at a large number of locations. Until the end of 2005 local 

authorities across the UK took part in Defra’s nitrogen dioxide survey. The survey was 

centrally managed and results were quality controlled and assured, including adjustment for 

bias 24 . Five sites were located within Highland Council area. These sites are located at 

Dingwall, approximately 65 kilometres north of the preferred scheme. At the end of 2005 the 

Defra nitrogen dioxide survey ceased operation as the spatial distribution and trends in 

nitrogen dioxide concentrations were felt to be more effectively provided by a combination of 

modelling and automatic monitoring. 

7.4.9 All monitoring data is presented for the years 2001 to 2004, where data capture is greater 

than 75%. 

24 Diffusion tubes are generally of lower sensitivity than continuous monitors. Therefore a number of diffusion tubes are collocated with a 

continuous monitor to allow calculation of a bias correction factor. This correction factor is applied to concentrations measured with other 

diffusion tubes in the survey. 


7-9




Nitrogen Dioxide 

7.4.10 Nitrogen dioxide concentrations measured at the continuous monitoring sites are presented in 

Table 7.3. The annual mean and hourly AQS objectives were achieved at all sites in all 

years. The sites for which continuous monitoring data are available are urban locations. It is 

likely that concentrations of NO 2 in the vicinity of the preferred scheme will be lower, given the 

rural nature of the area. 

Table 7.3: Nitrogen Dioxide Concentrations (μg/m 3 ) 25 

Site Statistic 2001 2002 2003 2004 

Aberdeen Annual Mean 25 27 31 26 

No. hours >200 μg/m 3 0 0 0 0 

Inverness Annual Mean - 22 23 23 

No. hours >200 μg/m 3 - 0 0 0 

7.4.11 Monitoring conducted by Defra using diffusion tubes between 2001 and 2004 are presented in 

Table 7.4 below. Concentrations easily achieved the annual mean AQS objective at all sites 

in all years. It is likely that concentrations in the vicinity of the preferred scheme will be lower. 

Table 7.4: Nitrogen Dioxide Diffusion Tube Results (μg/m 3 ) 26 

Site description Site type Grid ref Annual mean 

2001 2002 2003 2004 

Dingwall 11N B 254500 859300 7 12 - 8 

Dingwall 12N R 255200 858100 25 30 - 32 

Dingwall 13N R 254500 858900 - 26 - 17 

Dingwall 5N R 254800 858800 23 18 - - 

Dingwall 9N B 255100 859700 9 10 - - 

Particulate Matter 

7.4.12 Concentrations measured between 2001 and 2004 at the Aberdeen continuous monitoring 

site is presented in Table 7.5. 

7.4.13 Both the annual mean and daily mean 2004 AQS objectives were achieved in all years. 

Concentrations exceeded the annual mean and daily mean 2010 AQS objective in 2003. The 

preferred scheme is in a considerably more rural location than Aberdeen and it is therefore 

likely that concentrations of PM 10 will be below the AQS objectives in the vicinity of the 

preferred scheme. 

25 AQS Objectives are 40 μg/m 3 as an annual mean and 18 exceedences of the hourly mean of 200 μg/m 3 , to be achieved by 31 December 

2005. 

26 AQS objective is 40 μg/m 3 as an annual mean to be achieved by 31st December 2005. 


7-10




Table 7.5: PM 10 Concentrations (μg/m 3 gravimetric) 27 


Aberdeen Annual Mean 16 - 22 19 

No. days >50 μg/m 3 2 3 14 9 

Carbon Monoxide 

7.4.14 Carbon monoxide concentrations measured between 2001 and 2004 are presented in Table 

7.6. The AQS objective was achieved at all sites in all years. 

Table 7.6: Carbon Monoxide Concentrations (mg/m3) 28 


Aberdeen Maximum running 8-hr mean 5.1 2.1 1.9 1.5 

Inverness Maximum running 8-hr mean - 2.3 2.3 2.2 

Benzene and 1, 3-Butadiene 

7.4.15 Measured concentrations of benzene or 1, 3-butadiene were only available for 2003 and 2004 

at Glasgow Kerbside. These results are presented in Table 7.7. The AQS objectives were 

easily achieved for both pollutants in both years. 

Glasgow 

Kerbside 

Table 7.7: Benzene and 1, 3 Butadiene Concentrations in 2003 (μg/m 3 ) 2930 

Site Statistic Benzene 1,3-Butadiene 

2003 2004 2003 2004 

Annual mean 1.83 1.41 0.42 - 

7.4.16 AQS Objective for 1,3-butadiene is 2.25 μg/m 3 as a running annual mean to be achieved by 

31 December 2003. 

Summary 

7.4.17 Existing concentrations of all pollutants are below their respective AQS objectives in the 

vicinity of the preferred scheme. 

27 AQS Objectives are 40 μg/m 3 , as an annual mean, and 35 exceedences of the 24 hour mean of 50 μg/m 3 , to be achieved by 31 December 

2004 and 18 μg/m 3 , as an annual mean, and 7 exceedences of the 24 hour mean of 50 μg/m 3 , to be achieved by 31 December 2010 

28 AQS Objective is 10 mg/m 3 , as a maximum 8-hr running mean, to be achieved by 31 December 2003. 

29 AQS Objectives for Benzene are 16.25 μg/m 3 as a running annual mean to be achieved by 31 December 2003 and 3.25 μg/m 3 (Scotland) as 

an annual mean to be achieved by 31 December 2010. 

30 AQS Objective for 1,3-butadiene is 2.25 μg/m 3 as a running annual mean to be achieved by 31 December 2003 


7-11




7.5 Consultation 

7.5.1 No consultation with any third parties was undertaken, as it was not deemed necessary for 

the preferred scheme. 

7.6 Impacts (Opening Year 1) without mitigation 

Local Air Quality Impact Assessment 

7.6.1 This section describes the results from the local air quality impact assessment. The 

estimated pollutant concentrations for the receptor are shown in Table 7.8. All predicted 

values are for annual mean concentrations with the exception of the number of exceedences 

of the PM 10 24 hour AQS objective. 

Table 7.8: Estimated Annual Mean Pollutant Concentrations (µg/m 3 ) 

Pollutant 2004 2007 Do 

2007 

2010 D0 

2010 

AQS 

Minimum 

Preferred 

Minimum 

Preferred 

Criteria 

Scheme 

Scheme 

NO 2 (µg/m 3 ) 5.21 4.72 4.83 3.91 4.01 40 

PM 10 (µg/m 3 ) 9.74 9.24 9.31 8.98 9.05 40/18 

PM 10 exceedences 

(days) 

0 0 0 0 0 35/7 

CO (mg/m 3 ) 0.09 0.07 0.07 0.06 0.06 2 31 

Benzene (µg/m 3 ) 0.03 0.02 0.03 0.02 0.02 3.25 

1,3-Butadiene 

(µg/m 3 ) 

0.03 0.03 0.03 0.02 0.02 2.25 

7.6.2 Modelled concentrations are expected to easily achieve the AQS objective for all pollutants 

and scenarios assessed. The changes in concentrations of all pollutants at the receptor are 

considered negligible (change in concentrations of less than ±0.2 µg/m 3 for NO 2 , PM 10 , 

benzene and 1, 3-butadiene, change of less than 0.1 mg/m 3 for CO) with the preferred 

scheme. Such changes are at the limit of resolution of the assessment methodology and 

would not in practice be measurable. 

7.6.3 The number of exceedences of the hourly NO 2 AQS objective is no longer assessed in the 

DMRB as evaluation of monitoring data indicated a weak relationship between annual mean 

31 The CO objective is a maximum 8-hour concentration of 10 mg/m 3 . The DMRB states that this is unlikely to be exceeded if the annual mean is 

less than 2 mg/m 3 . 


7-12




and number of hourly exceedences. However, it is widely accepted that if the annual mean 

objective is not exceeded then it is unlikely that the hourly mean objective will be exceeded. 

7.6.4 For all pollutants, concentrations will decrease in future years due to increasingly stringent 

vehicle emission legislation and cleaner vehicle emission technology. 

STAG Assessment 

7.6.5 The results of the STAG Assessment for 2007are given in Table 7.9 and the worksheets 

produced in the assessment are provided in Appendix 7.4 in Volume 2. 

Table 7.9: Results from the STAG Assessment for 2007 

Effect of Preferred Scheme: NO 2 PM 10 

No. of properties with an improvement in air quality 0 0 

No. of properties with a deterioration in air quality 1 1 

No. of properties with no change in air quality 0 0 

Total no. residential properties affected 1 1 

Net total assessment preferred scheme 0.11 0.07 

7.6.6 The scheme would lead to a deterioration in air quality at the residential property within 200 

metres of the A9, with the preferred scheme. Overall, there is expected to be a negligible 

change in annual mean nitrogen dioxide and annual mean PM 10 concentrations at the 

property with the preferred scheme. 

Greenhouse Gases 

7.6.7 Table 7.10 shows the expected emissions of carbon dioxide from the existing road network 

and with and without the preferred scheme in the opening year. With the preferred scheme in 

place emissions are expected to increase by approximately 138 tonnes in the opening year 

compared to the existing situation in 2004, as traffic flows increase during this period. 

Compared to the do minimum situation in the opening year there is expected to be an 

increase in emissions of 168 tonnes with the scheme, due to the change in average vehicle 

speed. These changes are considered negligible compared to road transport emissions for 

Highland Council and Scotland 32 . 

32 Defra, 2005, Defra Statistical information release 465/05: Experimental carbon dioxide emissions statistics at local authority and Government 

Office Region level 2003. Road transport emissions are estimated at 10.6 million tonnes for Scotland and 773 kilo tonnes for Highland council. 


7-13




Table 7.10: Carbon Dioxide Emissions (tonnes/year) 

Do Minimum 

Existing 

2004 

Do Minimum 

Future 

2007 

Preferred 

Scheme 

2007 

Preferred 

Scheme 2007 

as % of 

existing 2004 

Preferred 

Scheme 2007 

as % of 

Future Do 

Minimum 

2004 

CO 2 2,315 2,453 2,621 113% 107% 

Regional Impact Assessment 

7.6.8 Results of the Regional Impact Assessment are given in Table 7.11. 

7.6.9 Pollutant emissions from the local road network are shown for the do minimum scenario and 

with the preferred scheme in place. The difference between the do minimum scenario and 

the scheme is calculated as a percentage change for each pollutant for each year assessed. 

7.6.10 There is estimated to be an increase in emissions of all pollutants due to the increase in 

average vehicle speed. However, the changes in emissions of all pollutants are considered 

negligible (the largest percentage change is for mass emissions of PM 10 of +11%, but the 

actual net increase in emissions is negligible) with the preferred scheme compared to the do 

minimum situation in the opening year 2007. 

7.6.11 Emissions are generally expected to decrease in future years compared to the base year due 

to more stringent emissions control legislation, with the exception of carbon dioxide which 

increases, both with and without the preferred scheme. 

Table 7.11:Estimated Pollutant Emissions (tonnes/year) 

2004 2007 2022 

Existing 

Do 

Minimum 

Preferred 

Scheme 

% 

change 

Do 

Minimum 

Preferred 

Scheme 

% change 

Carbon 

Monoxide 

Hydrocarbons 

Oxides of 

Nitrogen 

10.81 8.37 8.94 6.9% 8.08 8.28 2.5% 

2.04 1.67 1.68 0.8% 1.64 1.64 0.1% 

20.07 17.74 18.56 4.6% 10.45 11.13 6.5% 

PM 10 0.55 0.47 0.52 11.2% 0.23 0.27 21.0% 

Carbon 

Dioxide 

2,315 2,453 2,621 6.8% 2,985 3,236 8.4% 


7-14




Sensitive Ecosystems 

7.6.12 There is one SSSI within the study area, the Loch Etteridge SSSI, centred on grid reference 

NN695935. The preferred scheme lies approximately 100 metres from this area. As this 

designation is for geological rather than ecological importance, this area does not require 

further assessment of the impacts of air quality on sensitive ecosystems. 

7.6.13 The A9 runs through and adjacent to two areas of woodland which appear on the Ancient 

Woodland Inventory as semi natural woodland. However, these areas are not designated 

sites and so have no statutory legal basis; therefore further assessment of the impacts of air 

quality on these ecosystems has not been undertaken. 

Construction 

Temporary Construction Impacts 

7.6.14 Air quality can be affected by dust-raising activities during construction and by emissions from 

construction vehicles, both on site and travelling to and from the site. The most noticeable 

effect is the presence of visible dust plumes. Measurements have shown that vehicle 

movements on dusty roads and dust-generating activities also have an effect on the local 

concentration of the inhalable dust fraction (PM 10 ), and on the rate of particulate deposition. 

7.6.15 The increase in PM 10 concentrations and deposition rates are both associated with increased 

atmospheric loadings of coarser particulate matter (i.e. particles with a larger diameter, 

defined as dust). 

7.6.16 The principal effect on local air quality during construction is that of dust generation. The 

numbers of construction vehicle movements are unlikely to have a significant effect on AQS 

pollutant concentrations. 

7.6.17 Dust emissions can lead to increased deposition rates in the surrounding area which can 

cause loss of amenity to residents due to the soiling of glossy surfaces such as the paint 

systems of cars, and windows and sillboards. Darker coloured dusts can cause noticeable 

soiling of laundry which has been hung out to dry. Visible plumes can cause anxiety by giving 

the impression of a generally poorer environment. Dust emissions can also lead to increased 

concentrations in the air. The coarser fractions will tend to settle out within a few hundred 

metres of the source, but the smaller fraction, PM 10 , may remain in suspension and contribute 

to higher local concentrations thereof, with the associated health effects described in 

paragraph 7.1.21. 

7.6.18 Quantitative estimates of construction dust deposition are rarely, if ever, carried out, for 

numerous reasons. Baseline conditions are not usually recorded, since air quality monitoring 

tends to be focussed on areas either representative of a large number of receptors (e.g. an 

urban centre) or where there are known issues regarding compliance with statutory criteria 

(e.g. in an area not expected to comply with the PM 10 objectives due to heavy traffic and 

industrial sources). 

7.6.19 Modelling of coarse dust emissions is not usually undertaken since meaningful “source terms” 

model input data are extremely difficult to define. Emission factors (estimated standard rates 

of dust emissions for a particular activity, such as driving a certain vehicle along an unmade 


7-15




road) are available for operations such as quarrying. However, during a large construction 

project working patterns, equipment used and materials handled may change frequently, so 

emissions factors are not likely to adequately represent actual working practices. In the 

majority of cases, effort is better expended in implementing site dust management measures, 

and in quantifying the impacts with regard to accepted criteria, rather than in modelling 

hypothetical construction stages. 

7.6.20 There is no prescribed methodology for assessing nuisance dust impacts from construction. 

Generally, a qualitative or semi-quantitative assessment of risk of annoyance is undertaken. 

7.6.21 The temporal scope of the assessment is limited to the duration of the construction works. 

The spatial scope can be defined with reference to Scottish Planning Policy SPP4: Planning 

for Minerals 33 and ODPM Minerals Policy Statement 2, Appendix 1A 34 . 

7.6.22 SPP4 states that the impacts of construction should be considered if there is a residential 

property or other sensitive establishment within 1 km of any site activity with the potential to 

generate dust. ODPM Mineral Policy Statement 2 goes into more detail and states: “Dust 

particles are dispersed by their suspension and entrainment in an airflow. Dispersal is 

affected by the site of the particles emitted, and wind speed as well as their shape and 

density. Smaller dust particles remain airborne for longer, dispersing widely and depositing 

more slowly over a wider area. Large dust particles (greater than 30 µm), which make up the 

greatest proportion of dust emitted from mineral workings, will largely deposit within 100 

metres of sources. Intermediate-sized particles (10-30µm) are likely to travel up to 200-500 

metres. Smaller particles (less than 10 µm) which make up a small proportion of the dust 

emitted from most mineral workings, are only deposited slowly but may travel 1000 metres or 

more. Concentrations decrease rapidly on moving away from the source due to dispersion 

and dilution. Large- and intermediate-sized particles are often referred to as nuisance dust, 

while small particles (PM 10 ) are associated with effects on human health.” 

7.6.23 On the basis of the above, the spatial scope for nuisance dust impacts in terms of raised dust 

levels was defined as: 

• Likely within 100 metres; 

• Possible between 100 and 500 metres; and 

• Unlikely beyond 500 metres 

7.6.24 Assuming no mitigation to minimise emissions of construction dust there is a reasonable risk 

of causing substantial annoyance at residential receptors within 100 metres of the scheme. 

One residential receptor was identified within 100 metres of construction activities related to 

the scheme. Shepherds Cottage is located 70 metres east of the centreline of the A9. This 

property may experience temporary dust impacts during the construction phase of the 

scheme. 

Permanent Construction Impacts 

7.6.25 No permanent construction impacts on local air quality are expected. 

33 Scottish Executive, 2006 

34 ODPM, 2005 


7-16




7.7 Mitigation Measures 

Road Traffic 

7.7.1 Any scope for mitigation of any adverse effect on air quality from changes in traffic flow is 

limited compared with the reductions in emissions achievable through improved vehicle 

technology. 

Construction Activities 

7.7.2 Mitigation measures to control dust during reclamation and construction would typically be 

specified within contract documentation. The precise measures will depend on the intended 

operations and the degree of severity of the dust issue. Some typical measures which are 

easily implemented and managed may include: 

• Regular water-spraying and sweeping of unpaved and paved roads to minimise dust, and 

remove mud and debris; 

• Minimising the surface area of unmade roads; 

• Using wheel washes and/or shaker bars for vehicles leaving the site where appropriate to 

minimise the amount of mud and debris deposited on the roads; 

• Sheeting vehicles carrying dusty materials to prevent materials being blown from the 

vehicles whilst travelling; 

• Enforcing speed limits for vehicles on unmade surfaces to minimise dust entrainment and 

dispersion; 

• Dampening down of surfaces prior to their being worked; and 

• Storing dusty materials away from site boundaries. 

7.7.3 Other measures requiring more planning and capital investment may be considered if high 

dust measurements and/or complaints persist. These may include: 

• Erecting windbreaks around known problem areas or stockpiles; and 

• Installing a full or partial site boundary dust suppression system. 

7.7.4 The latter approach takes the form of a network of sprinklers above working height around the 

site boundary or between the site and nearby receptors (the prevailing wind direction must 

also be considered if a partial system is employed). The size of the sprinkler nozzle apertures 

dictates the particulate fraction removed. A fine mist will generally be more effective in 

reducing PM 10 , whereas a coarser spray abates larger diameter particles more readily. 


7-17




7.8 Impacts (Design Year 15) 

7.8.1 Only the regional impact assessment is undertaken in the design year at Stage 3. 

7.8.2 Results of the Regional Impact Assessment in the design year are given in Table 7.11. There 

is estimated to be a negligible change (the largest percentage change is for mass emissions 

of PM 10 of +21%, but the actual net increase in emissions is negligible) in emissions of all 

pollutants with the preferred scheme compared to the do minimum situation in design year 

2022. Emissions are generally expected to decrease in future years compared to the base 

year due to more stringent emissions control legislation, with the exception of carbon dioxide 

which increases, both with and without the scheme. 

7.9 Conclusions 

7.9.1 The air quality assessment has examined existing conditions and identified whether there is 

likely to be a significant air quality impact associated with the preferred scheme. 

7.9.2 Changes in concentrations of nitrogen dioxide, carbon monoxide, benzene, 1,3-butadiene and 

particulate matter (PM 10 ) were estimated at one property (Shepherds Cottage) within 200 

metres of the section of the A9 to be widened at Crubenmore using the screening method as 

described in the DMRB. The assessment was carried out for the existing case (2004), and 

with and without the preferred scheme in the opening year (2007) and 2010. 

7.9.3 Predicted concentrations of carbon monoxide, benzene, 1,3-butadiene, nitrogen dioxide and 

particulate matter (PM 10 ) at the property are unlikely to exceed the AQS objectives with or 

without the preferred scheme in any of the years assessed. Changes in concentrations of all 

pollutants are considered negligible. 

7.9.4 The STAG assessment has shown that overall there is expected to be a negligible change in 

annual mean nitrogen dioxide and annual mean PM 10 concentrations with the preferred 

scheme. 

7.9.5 Emissions of carbon monoxide, oxides of nitrogen, hydrocarbons, PM 10 and carbon dioxide 

from the local road network were assessed for the Regional Impact Assessment with and 

without the preferred scheme. The change in emissions is expected to be negligible for all 

pollutants, in both the opening year (2007) and design year (2022). 

7.9.6 The Loch Etteridge SSSI was identified approximately 100 metres from the A9 at 

Crubenmore. However, the designation is for geological importance and therefore this area 

does not require further assessment of the impacts of air quality. In addition, the A9 runs 

through and adjacent to two areas of woodland which appear on the Ancient Woodland 

Inventory as semi natural woodland. However, these areas are not statutory designated sites 

and therefore further assessment of the impacts of air quality on these ecosystems has not 

been undertaken. 

7.9.7 One property (Shepherds Cottage) may be affected during the construction phase of the 

scheme. However, the construction phase is not expected to result in significant impacts 

provided the appropriate mitigation measures are adopted. 


7-18




Addendum 

7.9.8 Following completion of the air quality assessment the opening year of the scheme was 

revised from 2007 to 2008. This change is expected to result in an increase in AADT vehicle 

flow of 158 in 2008 compared to 2007, with no change to average vehicle speed or proportion 

of HDVs. This is not expected to result in a significant change in modelled pollutant 

concentrations and will not therefore result in a material change to the expected impacts of 

the scheme on air quality. 


7-19




8. CULTURAL HERITAGE 


8.1.1 The objective of this desk-based assessment has been to identify the known and potential 

cultural heritage resources that may be affected by the proposed A9 Crubenmore Dual 

Carriageway Northern Extension. 

8.1.2 The aims of the assessment are to: 

• Identify the known Cultural Heritage constraints relating to the preferred scheme; 

• Determine the potential for disturbing previously unknown archaeological remains within 

the preferred scheme footprint; 

• Assess the impact of the preferred scheme on existing and potential cultural heritage 

resources; 

• Make recommendations for any further investigation which may be required (e.g. further 

desk-based assessment, geophysical surveys, field walking, trial trenching etc.) to further 

assess the archaeological potential and impacts of the proposed improvements; and 

• Make recommendations for a suitable archaeological mitigation strategy. 


8.2.1 Known and potential cultural heritage resources that may be affected by the preferred scheme 

might, in principal, include both archaeology and built heritage. These resources could 

therefore include non-designated archaeological sites or structures of historic interest, Listed 

Buildings, Scheduled Monuments, Conservation Areas or Gardens and Designed landscapes. 


8.3.1 A Cultural Heritage assessment was undertaken, in February 1997, as part of the A9(T) Perth 

to Inverness Development of a Route Study 35 . The report assessed a study area of 

approximately 1 kilometre either side of the centre line of the existing A9 carriageway at 

Crubenmore between the northern and southern extent of the preferred scheme. The 

assessment highlighted only the principal constraints to potential highway improvements. 

These only included ‘Scheduled Archaeological Remains’, (i.e. Scheduled Archaeological 

Monuments). 

35 Scott Wilson Kirkpatrick, 1997 


8-1




8.3.2 To further understanding of the potential impacts of the highway improvements on the cultural 

heritage resource, this assessment updates the information gathered during the previous 

assessment and consults further sources to assess the preferred scheme in a cultural 

heritage context. 

8.3.3 A study area of 1 kilometre surrounding the preferred scheme was adopted for the purposes 

of this assessment (Refer to Drawing 5025080_Her_001 in Volume 3). 

8.3.4 During this appraisal the following sources have been consulted: 

• The Highland Council Sites and Monuments Record (SMR); and 

• The List of Scheduled Monuments, Properties in Care and Protected Wrecks in Scotland 

2002 

8.3.5 Historic Scotland and the Highland Council Heritage Officers were consulted during the 

production of this assessment. A record of this consultation is detailed in Section 8.5. 

8.3.6 On 3 rd October 2005, as part of the assessment process, the site of the preferred scheme 

was visited by a Cultural Heritage Specialist. During the visit the likely effects of the preferred 

scheme on the cultural heritage resource and in particular the nature of the ground (made, 

disturbed or undisturbed) was assessed, the results of which are incorporated in the sections 

below. 

8.3.7 Based on an analysis of this data and the site visit this assessment has sought to identify and 

quantify the likely effects of the scheme proposal on the cultural heritage resource. 

8.3.8 There is no standard scale for determining the significance of the environmental effect with 

regard to cultural heritage assets. The assessment draws on current approaches and will be 

based on guidance outlined in DMRB and STAG. These approaches are founded on the 

principle that the significance of environmental effect is determined by assessing the 

magnitude of change and the importance of the affected resource. In this way a small impact 

on a nationally important site may result in the same effect as a large impact on a locally 

important site. 

Magnitude of change 

8.3.9 In order to assess the magnitude of change brought about by the proposed scheme options 

on the identified sites and areas of the cultural heritage resource the following grading system 

has been used: 

• Substantial negative change: the proposals would result in the complete destruction 

of an element of the built heritage; be highly visually intrusive and would seriously 

damage the setting of the cultural heritage resource, such that their integrity is 

compromised and appreciation and understanding of them is diminished; or the 

proposals would disturb more than 75% of the area of known or estimated buried 

archaeological features 

• Medium negative change: the proposals would result the partial destruction of an 

element of the built heritage; the proposals would be intrusive in the setting, and 

would adversely affect the appreciation and understanding of the characteristic 


8-2




heritage resource; or the proposals would disturb between 25% and 75% of the area 

of known or estimated buried archaeological features; and 

• Small-scale negative change: the proposal would change the existing setting of the 

heritage resource but would not result in the severance or loss of integrity, 

appreciation or understanding of the resource; or the proposals would disturb less 

than 25% of the area of known or estimated buried archaeological features 

8.3.10 Due to the nature of the proposals only those statements referring to negative changes have 

been cited. 

Importance of the affected resource 

8.3.11 The importance (or value) of each element of the cultural heritage resource has been 

developed using the Secretary of State’s criteria for Scheduling Monuments (PAN 42: 

Archaeology, SO Environment Dept. 1994). The criteria (period; rarity; documentation; group 

value; survival/condition; fragility/vulnerability; diversity; potential) were used to determine 

whether the resources are of National, Regional (County/District) or Local importance. An 

additional grade of ‘no grade’ has been given to sites that are significantly destroyed or 

disturbed so that they would not warrant inclusion in a higher grade. 

8.3.12 The importance of the built heritage also takes into consideration as to whether the structures 

are listed or not. The various grades for Listed Buildings are hierarchical, Grade A buildings 

being of National or international importance, Grade B buildings are of Regional or more than 

local importance, and Grade C(S) buildings are of Local importance (Historic Scotland, 

Memorandum of Guidance on listed buildings and conservation areas, 1998). Therefore this 

has been combined with the above referenced four tier system. As an example it is generally 

considered that places on the Inventory of Gardens and Designed Landscapes in Scotland 

are judged to be of National importance and Conservation Areas are judged to be of Regional 

importance. 

Significance of effect 

8.3.13 By combining the magnitude of the change or impact of the potential scheme options and the 

importance of each resource and based on professional judgement, an assessment can be 

made of the significance of the effect, defined as being large beneficial, moderate beneficial, 

slight beneficial, neutral, slight adverse, moderate adverse or large adverse. 

Table 8.1: Matrix for Scale of the Significance of the Effect 

Magnitude of Importance of affected resource 

Change 

NATIONAL REGIONAL LOCAL No Grade 

SUBSTANTIAL Large Large/Moderate Moderate/Slight Neutral 

MEDIUM Large/Moderate Moderate Slight Neutral 

SMALL-SCALE Moderate/Slight Moderate/Slight Slight Neutral 

8.3.14 The above matrix reflects the Adverse Effects of the scheme proposals. The matrix can also 

be used to define Beneficial Effects. 

8.3.15 For the purposes of this assessment mitigation has been taken into account in the 

assessment of the significance of the environmental effect, so that the results of the 

assessment reflect the completed mitigated scheme. 


8-3





8.4.1 Drawing 5025080_Her_001 in Volume 3 identifies the buried archaeological and built heritage 

resource in the study area. Sites of Cultural Heritage importance have been attributed a 

number and referenced on this drawing, they are also referenced by attributed number 

throughout this assessment. See Table 8.1 and 8.2 for a listing of these sites and associated 

reference numbers. 

Scheduled Monuments within or in close proximity to the study area 

8.4.2 There are no scheduled monuments within the study area. 

Known archaeological remains within the study area 

8.4.3 There is no evidence of pre-medieval occupation or activity in the study area, although the OS 

plans do depict sites of cairns, hut circles and tors in the surrounding landscape. 

8.4.4 Therefore, all of the known archaeological sites that lie within the study area relate to the 

medieval and post-medieval period. The principal sites are the buried remains of the 

depopulated settlements of Invernahavon and Crubinmore (a 19 th century spelling) (No. 2 & 

4), both of which lie a considerable distance (over 1 kilometre to the north and south, 

respectively) from the preferred scheme. Other sites comprise the site of the Battle of 

Invernahavon (No. 1) which was fought in 1386 between the Mackintoshes and the Camerons 

(again a considerable distance from the proposed improvements); remnants of several old 

roads including Wades early 18 th century military road (No. 5) which crosses the line of the 

existing A9 at the southern end of the proposed improvements and the old Perth to Inverness 

coach road (No. 6) which is believed to follow the line of the old A9 (currently a cycleway to 

the west of the existing carriageway) both of which lie close to the footprint of the highway 

improvements, and to the northeast of highway, three lines of (presumably) Victorian grouse 

butts (No. 3) (an embankment or hollow used as a screen by hunters). 

Table 8.2: Known Archaeological Sites within the Study Area 

Drawing 

5025080_Her_001 

reference number 

SMR Number Site name and description Importance 

1 NN69NE0002 Site of the Battle of Invernahavon 

2 NN69NE0004 Depopulated township of Invernahavon 

3 NN69NE0017 Three lines of grouse butts 

4 NN69SE0001 Depopulated township of Crubinmore 

5 

NN69SE0011 

+ … 0012 

6 NN69SE0016 

The line and possible remains of Wade’s 

Military road 

The line and possible remains of the Perth 

to Inverness Old Coach road (pre- 1970s 

alignment of the A9) 

Regional 

Local 

Local 

Local 

Regional 

Local 


8-4




Potential archaeological remains within the study area 

8.4.5 The construction during the 1970’s of the existing A9 carriageway involved the creation of 

new embankments and cuttings along its length (within the study area), where the topography 

required it. These works would have disturbed any buried archaeological remains that lie 

within the footprint or immediate surroundings of the existing A9 carriageway. 

8.4.6 More recently, drainage has been installed on both sides of the carriageway, an act which 

necessitated further excavations and disturbance of ground within the immediate corridor of 

the carriageway. Again these works would have disturbed any buried archaeological remains 

that lie within the footprint or immediate surroundings of the drains. 

8.4.7 In summary, the preferred scheme for carriageway improvements lies almost wholly within 

areas of made or disturbed ground. Exceptions to this include two areas; firstly at the location 

where the access to Etteridge Lodge is to be realigned and secondly on the western side of 

the carriageway in the central section where widening works would involve new land-take in 

close proximity to old A9 alignment (No. 6). 

Built Heritage – Listed and non-listed buildings 

8.4.8 There are seven (including three non-statutory) Listed structures within the study area and 

five other features of potential cultural heritage importance. The structure name, SMR number 

and description (including grade) for each feature is given in the Table 8.2. 

Drawing 

reference 

number 

Table 8.3: Known Built Heritage Sites within the Study Area 

SMR Number 

Site name and description 

Importance 

7 NN69SE0008 Glentruim House, Grade B Listed Regional 

8 NN69NE0014 Stables of Glentruim House, Grade C(S) Listed Local 

9 NN69NE0015 Graveyard at Glentruim House, Grade C(S) Listed Local 

Lodge, gates and gate piers at Glentruim House, 

Local 

10 NN69SE0007 

Grade C(S) Listed 

11 NN69SE0009 Truim Bridge, Grade B Listed Regional 

12 NN69SE0002 Crubenbeg Bridge, Grade B Listed Regional 

13 NN69SE0004 Crubenmore New Bridge, Grade B Listed Regional 

14 NN69NE0021 The Haven, house Local 

15 NN69SE0006 The Mains of Glentruim, house Local 

16 NN69SE0015 Glentruim school and schoolhouse Local 

17 NN69SE0003 Crubenmore Old Bridge Local 

18 NN69SE0008 (site of the) Old railway station No grade 

8.4.9 The Glentruim estate comprising the main house, the stables, the graveyard and other 

ancillary buildings (No. 7, 8, 9 & 10), all lie in the northwest of the study area, most over 1 

kilometre from the potential improvements, but all screened from the existing (and proposed) 

carriageway by woodland. The various Listed and unlisted bridges (No. 11, 12, 13 & 17) lie 

within the western side of the study area, and all are a reasonable distance (all further than 

100 metres) from the preferred scheme. Of the other sites only the site of the old railway 

station (No. 18) lies within 100 metres of the preferred scheme. 


8-5




Built Heritage – Conservation Areas 

8.4.10 There are no Conservation Areas located within the study area. 

Built Heritage – Gardens and Designed Landscapes 

8.4.11 Historic Scotland’s Inventory of Gardens and Designed Landscapes records no such sites 

within the study area. 

Historic Landscape 

8.4.12 The landscape character of the study area and wider environs is classified as a Strath, one of 

the three broad landscape types that describe the Cairngorms as defined by Scottish Natural 

Heritage. Straths are characterised by cultivated land containing a diverse mix of farmland, 

woodlands, forests and settlements which combine to create a variety of landscape patterns 

on the valley floors and lower hill slopes. This provides a distinctive visual contrast with the 

other less human influenced landscape types adjacent to them. 

8.4.13 The creation during the 1970’s of the existing A9 carriageway, although on a very similar 

alignment to that of the Old Coach Road (No. 6) (pre-1970s A9 alignment), resulted in a 

subtle change to the historic landscape and fabric of the area. The raised embankment of the 

carriageway on the western side, occasional exposed cut bedrock faces on the eastern side 

and wide grassed verges either side of a straight highway creates a very modern element of 

the landscape. 

8.4.14 However, the creation of visible and straight linear earthworks are not confined to the latter 

half of the 20 th century, as the existing A9 follows the line of the 19 th century (and still 

operational) railway which runs at grade and in parts within a cutting through the study area. 


8.5.1 Historic Scotland and the Highland Council were consulted during the initial Stage I DMRB 

Assessment. Historic Scotland and the Highland Council were contacted again during the 

undertaking of the current assessment. 

8.5.2 A response to this consultation was received from Historic Scotland who stated that “We 

agree that no further assessment of the potential impacts on cultural heritage resource 

requires to be undertaken and that any mitigation requirement, if needed, would be very slight 

indeed.” (pers comm.. 23-01-06) 


8-6





8.6.1 An archaeological resource can be affected by development in a number of ways, the removal 

of material during works, the destruction to sensitive deposits caused by the presence of 

heavy plant, and the alteration of stable ground conditions which may lead to degradation of 

the quality and survival of buried archaeological remains. 

8.6.2 The built heritage and historic landscape can be affected by development through demolition 

or loss of part of a structure or its grounds; increased visual, noise or vibration intrusion; 

changes to historic landscape character; severance from linked features such as gardens, 

outbuildings etc or through the loss of amenity value. 

8.6.3 The nature and location of the proposed new land-take (i.e. limited and located within 

previously disturbed or made ground) suggests that the likelihood of the preferred scheme 

disturbing as yet unknown and important buried archaeological remains would be very low. 

However, the preferred scheme, located in proximity to the old alignment of the A9 (No. 6), 

could disturb former road surfaces that survive underneath the existing tarmac (cycleway) 

surface, mostly lying between chainage 1250 and 2000. This potential small-scale negative 

change could result in a Slight Adverse affect. 

8.6.4 The preferred scheme would not adversely affect any of the designated sites within the study 

area. Views to the road from many of the Listed Buildings are restricted by extensive tree 

cover so it is not considered that their setting would be affected. Other Listed Buildings, from 

which glimpses of the existing carriageway can be had, would not be overly affected; as 

neither their immediate setting nor their appreciation or intelligibility would be affected. 

8.6.5 The preferred scheme would not adversely affect any particular element or feature of the 

historic landscape. Additionally, the proposed on-line improvements would be contained to 

those areas which already form part of the immediate route corridor and as such the wider 

historic landscape would not be adversely affected by the scheme proposals. The creation of 

the dual-carriageway would further formalise this element of the landscape. 


8.7.1 Due to the likely effects of the preferred scheme, no further assessment of the potential 

impacts on the cultural heritage resource would need to be undertaken. 

8.7.2 The potential impacts of the proposals could be partially mitigated by preserving by record 

those remains, principally the possible below ground remains of the former carriageways that 

could be disturbed by construction works associated with the improvements. 

8.7.3 In view of the limited amount of disturbance these mitigation works could take the form of an 

Archaeological Watching Brief during the early stages of construction. This could be enacted 

between chainage 1250 and 2000 where it is believed that construction works could 

potentially disturb archaeological remains. 

8.7.4 The finalised mitigation strategy should be devised in consultation with Historic Scotland and 

the Highland Council Heritage Service. 


8-7





8.8.1 This assessment has concluded that the known cultural heritage resource of the area would 

not be adversely affected by the preferred scheme. 

8.8.2 However, former road surfaces associated with pre-1970’s alignment of the A9 (the Old 

Coach Road) (No. 6) may survive within the footprint of the proposed works below which 

features of cultural heritage significance may survive. Undertaking an Archaeological 

Watching Brief during the early stages of construction work between chainage 1200 and 2000 

would be an appropriate means to partially mitigate any potential adverse affects. 


8-8




9. DISRUPTION DUE TO CONSTRUCTION 


9.1.1 The objective of this section is to undertake sufficient assessment to identify factors and 

effects associated with disruption due to construction which should be taken into account in 

the design and in the process of developing the preferred scheme in agreement with the 

Overseeing Organisation. 


9.2.1 The key issues include: 

• Localised increases in noise and dust during construction; 

• Loss of amenity due to traffic management or use of the local roads by construction 

traffic; 

• Delays caused by construction operations; 

• Disturbance due to material haulage to and from the site; 

• The effect of surplus or deficit of earthworks materials; 

• Control and minimisation of ecological impacts including potential timing constraints; and 

• Control of potential pollution of the River Truim and other water bodies. 

9.2.2 The key issues from a disruption due to construction perspective should be balanced against 

the existing influence of the A9 and associated traffic. 


9.3.1 This section of the assessment follows the guidance given in DMRB 11:3:3 36 . The broad 

assessment undertaken in the Stage 1 and Stage 2 Assessments forms the background 

against which this assessment identifies impacts arising from disruption due to construction. 

9.3.2 The identification of properties within 100 metres of the centreline of the preferred scheme 

and the approximate amount of earth moving associated with the preferred scheme is 

assessed. The assessment comments on the effect and potential mitigation where disruption 

and/or disturbance is likely to occur. 



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9.3.3 For the purposes of assessment, typical construction methods have been assumed. 

9.3.4 The successful Contractor will construct the scheme “offline” where possible and this 

approach will limit the extent of traffic management measures and reduce delays. 


9.4.1 As the study area is remote from the main settlements of Kincraig, Kingussie and Laggan, 

there are few properties and sites within the study area. 

9.4.2 It should also be noted that there is only one property within 100 metres of the preferred 

scheme, see Table 9.1. This property (Shepherds Cottage) is located to the east and 

approximately 100 metres from the A9 the cottage is accessed directly from the A9 via a 

track. 

Table 9.1: Number of Domestic Properties in distance bands from the preferred scheme 

Bands (M) From Roadside Base Line A9 Crubenmore Dual Carriageway 

Preferred Scheme 

0-50 0 0 

50-100 1 1 

9.4.3 The A9 cycleway follows the route of the old road at the toe of the existing A9 road 

embankment to the west. The cycle route lies between the existing A9 and the Perth to 

Inverness railway. 

9.4.4 Refer to Section 2.4, existing Environmental Conditions for an outline of general baseline 

environmental conditions within the study area. 

9.4.5 Refer to Section 5, the Preferred Scheme for a discussion of the construction methodology. 


9.5.1 No specific consultation was carried out for this part of the report. 


Land Use 

9.6.1 Land is required for the construction of the preferred scheme. The majority of this land is 

required for the permanent works. Public access to land within the site boundary is only 

possible from the A9 or the adjacent cycleway. 

9.6.2 The preferred scheme follows the existing road alignment with earthworks requirements to 

either side of the road. Most of the earthworks will occur between the A9 and the railway. 


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9.6.3 Although approximately 370 metres from the preferred scheme, the Loch Etteridge Site of 

Special Scientific Interest (SSSI) should not be adversely affected by construction work on the 

A9. 

9.6.4 It is the responsibility of the Contractor to identify requirements and working space to 

construct the permanent works and to locate the site compound. It is not intended that much 

of the land taken for the road improvements will be returned to original use on completion. 

9.6.5 An assessment of the impacts of the scheme on the existing land use is provided in Section 

12, Land Use. 

Property 

9.6.6 The access to the Etteridge Lodge properties will be affected by construction. The type of 

disruption is likely to involve temporary access diversions during construction, use of 

temporary road surfaces and delays to access due to construction traffic movement. 

Furthermore, Shepherds Cottage may suffer some slight temporary effects of construction 

noise, as it is located 70 metres from the A9. 

9.6.7 No other properties should be adversely affected directly by noise or dust but may suffer 

some temporary inconvenience when taking access to the A9 as a result of temporary traffic 

management operations. 

Road User 

9.6.8 Major traffic movements north and south of the works will be affected by construction 

operations. One half of the dual carriageway will be constructed off-line to the west of the 

existing A9 and disruption to traffic on the A9 will be slight during this phase of construction. 

The pavement, kerbing and drainage on the existing A9 would be replaced to form the 

southbound carriageway, some disruption would occur when switching traffic from one 

carriageway to the other during these operations. However, it is anticipated that one lane in 

each direction should be open for the majority of the works, with occasional use of single lane 

tidal operational working during changes in traffic management layouts. In summary, 

construction work on the preferred scheme may affect some journey times for through traffic. 

9.6.9 The key concern for vehicle travellers will be the lack of an attractive alternative route to 

complete the journey to and from Perth and Inverness indicating that the potential for 

disruption during the construction period is likely to be sustained for the six to nine month 

construction period. 

Air Quality 

9.6.10 Assuming no mitigation to minimise emissions of construction dust there is a reasonable risk 

of causing substantial annoyance at residential receptors within 100 metres of the scheme. 

One residential receptor was identified within 100 metres of construction activities related to 

the scheme. Shepherds Cottage is located 70 metres east of the centreline of the A9. This 

property may experience temporary dust impacts during the construction phase of the 

scheme. 


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9.6.11 An assessment of the impacts of the scheme on air quality is provided in Section 7, Air 

Quality. 

Noise and Vibration 

9.6.12 Noise and vibration are commonly experienced with most construction works, and the source 

is usually plant and machinery. It is anticipated that this project will require some rock ripping 

but not blasting. 

9.6.13 The extent of noise and vibration impacts will vary throughout the construction period and will 

depend on the Contractor’s chosen methods of working as well as the timing and phasing of 

certain operations. 

9.6.14 Only one property is within 100 metres of the proposed construction activities. 

Visual Amenity 

9.6.15 The visual envelope of the preferred scheme is extensive due mainly to the preferred scheme 

passing through a glen. However, the combination of topography and existing vegetation 

restricts the visibility of the scheme to the immediate surrounding areas to the east and west. 

Views towards the surrounding hills are also restricted due to roadside vegetation consisting 

of tree and scrub cover. This vegetation extends over almost the full length of the preferred 

scheme to the west and the northern end along the eastern boundary. 

9.6.16 The proposals sit predominantly within the highway boundary of the existing A9 and maintain 

similar cuttings and embankments, the visual effects during construction will be localised. The 

improvements will widen the A9 from two lane carriageway to dual carriageway. This increase 

in width will necessitate the construction of an additional carriageway requiring the re-profiling 

of the existing slopes to the east and west of the route along the majority of its length. Slope 

profiles will be steeper than the existing profiles to minimise both the area affected by the 

preferred scheme and to fit within the limited land available to the west of the route. The 

removal of areas of woodland and scrub vegetation adjacent to the A9, particularly along its 

western edge will cause moderate adverse landscape impacts. 

9.6.17 An assessment of the impacts of the scheme on the surrounding landscape and visual 

environment is provided in Section 11, Landscape and Visual Effects. 

Archaeological and Ecological Sensitivity to Disruption 

9.6.18 The River Truim SAC is approximately 30 metres (at the closest point) from the preferred 

scheme. It is designated as a Special Area of Conservation (SAC) Under the Habitats 

Directive a test of significance (a Screening exercise) has been undertaken to determine the 

likely significance of effects and requirement for an Appropriate Assessment (This will be 

issued as a stand alone document and is not part of this report). 

9.6.19 Loch Etteridge SSSI is located approximately 370 metres east of the preferred scheme. The 

SSSI, which is of national conservation value, will not be affected by the preferred scheme. 


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9.6.20 Habitats located adjacent to the scheme are typical of the Cairngorms region comprising 

semi-natural ancient woodland, mixed plantation woodland, and a mosaic of wet heath, 

blanket bog, acid grassland and scrub. These habitats are generally considered to be of 

nature conservation value in a site context and as a result of the road widening a degree of 

landtake will occur within the proposed construction footprint. However, this loss will constitute 

a negligible impact due to the small amount of linear “edge habitat” affected along the 

corridor. The most significant negative impact will result from the loss of semi-natural ancient 

woodland which supports a notable and rare fungal flora. There will be no impact upon legally 

protected species during the construction period. 

9.6.21 An assessment of the impacts of the scheme on the surrounding ecological environment is 

provided in Section 10, Ecology and Nature Conservation. 

9.6.22 The preferred scheme would not adversely affect any of the designated sites or features of 

the historic landscape within the study area. 

9.6.23 A detailed assessment of the effects of the scheme on cultural heritage assets is provided in 

Section 8, Cultural Heritage of this document. 

Watercourse Sensitivity to Disruption 

9.6.24 The River Truim as a tributary of the River Spey is an important and extremely sensitive 

feature. It is approximately 50 metres (at the closest point) from the preferred scheme. The 

River Spey is afforded A1 status (Excellent) by SEPA, which is sensitive to any inflow of 

pollutants including increased silt generated by construction. The contractor appointed to 

undertake construction of the scheme is obliged to comply with the requirements of SEPA in 

relation to the protection of the local watercourses. SEPA will provide the contractor with all 

the relevant guidance in this respect. 

9.6.25 Under the Water Environment and Water Services (Scotland) (WEWS) Act which transposed 

the EU Water Framework Directive (2000/60/EC) into Scottish Law, a new Controlled 

Activities Regulations (CAR) regime will be in place for engineering works affecting a 

watercourse. Under this a license will be required, the terms of which will seek to protect the 

ecological status of the watercourse in question. Licensing and monitoring activities under the 

CAR regime will be undertaken by SEPA. The preferred scheme includes a minor tributary 

crossing. There is therefore a potential requirement for at least one license from SEPA under 

CAR for the engineering works required for the scheme. The CAR regime is still being 

developed at present, consultation will be required with SEPA in order to ascertain whether 

the preferred scheme will require a license under CAR. 

9.6.26 Any construction work undertaken close to a watercourse has an inherent risk of surface 

water and groundwater contamination. Potential contaminants include fuel oils from 

mechanical plant, dirty water runoff from site, cement, site disturbance within the river channel 

and general debris from the construction site. 

9.6.27 Contamination of the River Truim would affect the domestic properties that are served by the 

River Truim, at the Falls of Truim. It could also potentially affect the business of the local 

Invernahavon Caravan Park which is believed to draw its supply directly from the Truim. 

9.6.28 An assessment of the impacts of the scheme on the surrounding water quality and drainage 

environment is provided in Section 16, Water Quality and Drainage. 


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Earthworks Excavation and Fill 

9.6.29 The estimated cut and fill volumes for the preferred scheme is as set out in Table 9.2. 

Table 9.2: Estimated excavation and fill volumes 

Cut m3 Fill m3 Net Export m3 

Preferred Scheme 27000 28000 N/A 

9.6.30 It is expected that carriageway widening will follow the topography of the existing road 

ensuring that there will be a general balance in the earthworks materials for the preferred 

scheme. Site won material will generally be utilised on the site. Topsoil will be stripped and 

reused and sitewon soil will be used as embankment fill material. Rock will also be won from 

the site from widening of the existing rock cuttings visible adjacent to the existing road. The 

rock may be suitable for a range of selected granular fills including capping and may also be 

suitable as subbase. It is expected that the existing road pavement materials will be recycled, 

either on site or at a local quarry. Old pavement materials such as kerbing and concrete are 

likely to be crushed and reused. It is likely that materials to produce aggregates for road 

construction materials, drainage stone and subbase will need to be imported to the site. 

9.6.31 Given the relatively remote location of the site, it is likely that on site recycling will prevail. This 

type of operation in itself is likely to generate noise and dust for limited periods. 

9.6.32 It is not expected, at this stage, that rock excavation may require blasting and surface 

deposits will be removed by ripping in-situ. The overall volume of earthworks materials 

required for the preferred scheme (generally




ultimately be incorporated into contract documentation, and may include specific references 

such as: 

• Regular water-spraying and sweeping of unpaved and paved roads to minimise dust, and 

remove mud and debris; 

• Minimising the surface area of unmade roads; 

• Using wheel washes and/or shaker bars for vehicles leaving the site where appropriate to 

minimise the amount of mud and debris deposited on the roads; 

• Sheeting vehicles carrying dusty materials to prevent materials being blown from the 

vehicles whilst travelling; 

• Enforcing speed limits for vehicles on unmade surfaces to minimise dust entrainment and 

dispersion; 

• Dampening down of surfaces prior to their being worked; 

• Storing dusty materials away from site boundaries. 

• Switching off plant and equipment when it is not in use for long periods of time. 

• Positioning plant and equipment to be as far as practicable from sensitive properties, or 

screened from direct view of them i.e. use of temporary noise screens or partial 

enclosures around particularly noisy equipment such as pneumatic breakers used in close 

proximity to dwellings etc. 

• Requirements which limit noise and vibration are set by the local Environmental 

Standards Office; 

• Establishment of agreed criteria whilst undertaking significantly noisy or vibration-causing 

operations near to receptors. 

• Programming works such that the requirement for working outside of normal working 

hours is minimised. 

• Ensuring that all staff and operatives are briefed on the requirement to minimise nuisance 

from site activities. 

• Regular plant maintenance. 

• The use of quieter methods and/or plant items. 

• Site compound to be positioned where the least adverse impact will be experienced; 

• SEPA are fully informed of the site operations and accept the contractor’s control 

measures; 

• Where appropriate the Contractor will need to construct temporary primary treatment 

facilities to prevent dirty water from the site reaching the receiving watercourse; 

• With any construction work undertaken close to a watercourse there is an inherent risk of 

surface water and groundwater contamination. Potential contaminants include fuel oils 

from mechanical plant, high sediment loads in run-off from the site, cement, site 

disturbance within the river channel and general debris from the construction site. The risk 

of pollution can be significantly reduced by the adoption of good working practices and 

with strict adherence to the appropriate SEPA Guidelines; 


9-7




• On-site availability of oil spill clean up equipment including absorbent material and 

inflatable booms for use in the event of an oil spill or leak; 

• Use of drip trays under mobile plant 

• Sediment trapping; 

• Any material imported for use in construction should be inert and free from contaminated 

material, so as to avoid any potential contamination of the watercourse; 

• Effective pollution prevention measures for siltation, hydro carbonates, other chemicals 

and concrete / cement / tar will be incorporated in the scheme design. Risk assessments 

for possible pollutants should be provided by the contractor’s Construction Method 

Statement (CMS) prior to carrying out any work on site; 

• Any works close to watercourses, or that may lead to impacts within watercourses, should 

be timed to avoid any interference with spawning fish and breeding seasons for 

mammals; 

• Little or no construction traffic should use the local roads (unless as part of a temporary 

diversion); 

• The contractor develops an acceptable site management plan to minimise disturbance to 

watercourses, wildlife and otherwise take all reasonable steps to minimise disturbance 

and nuisance caused by dust and mud on the roads, etc. 

• Earthworks slopes on both sides of the road created by the works will be replanted to 

mitigate against the loss of vegetation caused by construction; 

• Areas required temporarily during construction will be reinstated and vehicular access to 

all farmland and buildings, other commercial and industrial premises and residential 

premises will be maintained throughout the construction period; 

• Post and wire stock proof fencing will be in place on the new highway boundary east of 

the A9, before the existing fencing is removed; 

• It has been proposed to salvage the soils and ground flora in a bid to retain the sites 

fungal interest and associated woodland vegetation; 

• The construction period is expected to begin in Winter 2007 and will last 6-9 months, no 

disturbance to breeding birds is anticipated; and 

• Preserving by record those remains, principally the possible below ground remains of 

post-medieval carriageways that could be disturbed by construction works. In view of the 

limited amount of disturbance, these mitigation works could take the form of an 

Archaeological Watching Brief during the early stages of construction work. It is unlikely 

that the construction of the scheme would involve any temporary impacts on the built 

heritage of the area. 


9.8.1 The preferred scheme does not deviate significantly from the existing alignment. 

9.8.2 It requires the formation of embankments and the cuttings including reconstruction and 

widening of the existing road pavement. 


9-8




9.8.3 The construction contract is likely to feature penalties for prolonged occupation of the A9. This 

will drive down the projected construction duration and thus minimise the potential effects of 

construction. 

9.8.4 The type of work involved is likely to generate some temporary, but not extensive traffic 

management, and some nuisance created by construction in the form of noise, dust and 

vibration which is controllable. 


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10. ECOLOGY AND NATURE CONSERVATION 


10.1.1 This section describes the baseline ecological conditions, including the existing habitats, 

nature conservation designations and information regarding the potential or actual presence 

of protected species of flora and fauna. Key issues associated with the preferred road 

scheme and the site ecology are identified and the predicted impacts are assessed. 

Ecological mitigation measures that were broadly discussed at Stage 2 are described for the 

preferred scheme which has been selected to proceed to this Stage 3 Environmental 

Assessment. Mitigation measures are provided and considered in the residual impact 

assessment. The preferred scheme is illustrated in Drawing 5025080_GEN_001 in Volume 3. 

10.1.2 Further ecological field work, data collection and consultation have been undertaken for the 

preferred scheme which complements surveys completed for the Stage 2 route option 

appraisal. This has satisfied requirements for further detailed ecological survey required for 

Stage 3 as identified during the Stage 2 process and in accordance with DMRB 11:3:4 37 . 

10.1.3 The preferred scheme involves dualling approximately 3 kilometres of the existing A9 

carriageway to extend and continue the section of dual carriageway located adjacent to the 

Falls of Truim and the C class road leading to Dalwhinnie. The scheme would terminate 

approximately 300 metres south of the C class road leading to Laggan, at the Bridge of Truim. 

10.1.4 Existing road junctions would be upgraded to current DMRB standards and shall involve 

merge and diverge tapers, re-surfacing at the Dalwhinnie junction and access re-alignment for 

the private road to Etteridge. No junction work would be undertaken at the Laggan turn off, 

which is 300 metres north of, and out with, the scheme. 

10.1.5 A single lay-by would be installed on the south bound carriageway. This lay-by requires 

supporting embankments that would extend outside of the existing highway boundary by 25m 

from the current road verge and would cut through marshy grassland and wet heath habitat. 

10.1.6 These proposed works would cause a deviation to the existing A9 cycle route such that new 

sections of the cycle track will be constructed in order to maintain links with the existing cycle 

route, which presently follows the old A9 alignment. Embankments would be required on the 

east and west aspects of the new cycle track. At their widest point the embankments would 

extend 18 metres into the adjacent woodland habitat. 

10.1.7 The preferred scheme extends from north to south (approximate Ordnance Survey Grid 

Reference [OSGR] NN 690944 to NN 685923) and requires a land take of approximately 

37 Highways Agency,1993 


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14.2ha, positioned almost entirely within the existing highway boundary. (1.4ha of the total 

land required is outside of this boundary). The construction period is anticipated to take 6-9 

months commencing winter 2007 (subject to satisfactory completion of all statutory 

processes). 

10.1.8 The section of road to be upgraded is termed as being within the “footprint of works” and is 

located between the Perth to Inverness railway line and the old A9 cycle route to the west, 

and a line of electricity pylons to the east. These existing physical constraints between 

permanent features restrict the area of proposed works almost exclusively to the existing road 

corridor. 

10.1.9 The proposed dual carriageway extension is located in a broad valley at an elevation of 

approximately 300 metres above ordnance datum in the Highland region of the Grampian 

Mountains within the Cairngorms National Park. The scheme is positioned adjacent to the 

River Truim, which is a tributary to the River Spey. These rivers are internationally 

designated as Special Areas of Conservation (SAC) for their nature conservation value 

(discussed in Section 10.4). Land use on the east side of the road is predominately pastoral 

farming on the Etteridge Farm Estate with sheep grazing and the rearing of game birds 

(pheasant and partridge). To the west of the footprint of works a woodland corridor forms part 

of the highway boundary and the old A9 is used as a cycle track. The main Perth to 

Inverness railway associated ballast and embankments form a permanent and segregating 

corridor to the west of the old A9. The River Truim is located on the west side of the rail track 

and, at the closest point, is approximately 50 metres from the footprint of works. The SAC 

boundary, which is wider then the river is approximately 30m from the footprint of works at its 

closest point. 

10.1.10 The Spey valley is located to the west of the scheme and land use largely comprises farmland 

and forestry. Hills and mountains, with a complex of upland lochs and burns form the 

landscape character to the east, which is part of the Cairngorms National Park. This land is 

used extensively for upland farming, shooting, game stalking and for recreation. 


10.2.1 Key issues predicted to affect the ecological features of the site resulting from the potential 

impacts of the preferred scheme can be summarised as habitat loss, disturbance to flora and 

fauna and risk of pollution. These issues are further defined and listed below: 

• Direct and permanent loss to habitats including semi-natural ancient woodland, dense 

scrub, dry heath/acid grassland mosaic and marshy grassland; 

• Permanent loss of semi-natural ancient woodland including a narrowing of the existing 

woodland, resulting in an increased ratio of edge to internal woodland habitat. This effect 

may cause residual impacts on the quality and integrity of the habitat, including alterations 

to the internal structure of the woodland through changes in edaphic factors (soil 

conditions), increased light levels, reduction in temperature, alterations to long-term 

species composition and increased susceptibility to windthrow; 

• Without mitigation there is the potential risk of water pollution, from construction activities 

or through a pollution spill incident during operation of the carriageway. This may affect 

the water quality and therefore the qualifying nature conservation interests of the adjacent 

River Truim SAC; 

• Permanent change to the hydrological regime of the site; 


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• Temporary pollution from construction dust deposition on adjacent bog habitats, which are 

sensitive to this type of pollution; 

• Permanent/temporary disturbance to protected species such as bats and breeding birds 

e.g. from habitat loss, noise and vibration generated by construction activity; and, 

• Potential increase in wildlife road casualty due to the wider section of road, additional 

streams of traffic and the likely increase in vehicle speeds. 


Study Area 

10.3.1 The study area focuses on the footprint of works required for the construction of the preferred 

scheme including areas of permanent and temporary land-take. To define the total extent of 

the study area, various factors were considered. These included: 

• The activities associated with the proposal e.g. scale and distribution (considering the 

likely duration of activities relative to the area in which they occur); 

• Possible zone of influence; 

• Types of ecological features present and their vulnerability to change and disturbance; 

and, 

• Ecological factors e.g. distribution of habitats, location of key features, ecological linkages 

and likely exposure to proposal activities. 

10.3.2 As a result of these factors, a wider study area was established which included key features in 

the surrounding environment such as semi-natural ancient woodland to the west of the 

preferred scheme, bog habitats to the east and the River Truim SAC. The extent of Phase 1 

mapping indicates the area surveyed which is approximately 1.14 kilometres 2 (Refer to 

Drawings 5025080_ECO_001-004 in Volume 3). 

Survey Methodology 

10.3.3 The purpose of a Stage 3 assessment is to supply additional survey information and further 

the investigations provided by the Stage 2 assessment. The data has been used to provide 

detailed impact assessment, develop mitigation proposals for the preferred scheme and 

inform the various engineering methods with regard to specific design solutions. This level of 

survey is consistent with the methodology for a Stage 3 assessment, as described in DMRB 

11:3:4. 

10.3.4 During the Stage 2 assessment a walkover ecological survey of the site and its immediate 

surroundings was undertaken. An extended Phase 1 Survey was carried out following 

methods detailed in the standard guidance Handbook for Phase 1 Habitat Survey 38 and 

methods set out in Guidelines for Baseline Ecological Assessment 39 . The surveys provided 

information on habitats in the study area and allowed a habitat suitability assessment to 

consider the potential for notable or protected species of flora and fauna to occur. The 

information is presented on a suitably scaled map of the site; refer to Phase 1 Habitat Maps in 

Drawings 5025080_ECO_001-004 in Volume 3. Target Notes and a baseline habitat 

38 JNCC, 2003 

39 Institute of Environmental Assessment, 1995 


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description have been produced (Refer to Appendix 10.1 in Volume 2) and a species list is 

provided in Appendix 10.3 in Volume 2. The Target Notes as marked on the Phase 1 map 

provide greater detail on specific habitats or features and highlights where these have 

particular value for floral and faunal communities. Nomenclature follows Blockeel and Long 40 

for bryophytes; Dobson 41 for lichens; the British Mycological Society checklist 42 for fungi and 

Stace 43 for vascular plants. 

10.3.5 Baseline ecological surveys which were undertaken for the Stage 2 assessment (during 

October 2004 and May 2005) were updated and specialist ecological surveys were 

implemented for the Stage 3 Environmental Assessment. Surveys were conducted according 

to the methodologies described below. 

Habitats and Flora 

Bryophytes 

10.3.6 A bryophyte survey was undertaken on areas supporting semi-natural ancient woodland 

within the footprint of works. The survey was conducted during October 2004, the optimal 

timing for this type of survey. A walkover survey method was employed and bryophyte 

samples were collected to enable closer examination with a microscope in order to produce a 

detailed species list. 

Mycology 

10.3.7 Two visits were made to the site on September 22 nd and October 4 th 2005. The areas of birch 

woodland between the railway line and the old A9 road were surveyed. Only the fruiting 

bodies of macro fungi were recorded, no cultures were undertaken for dung fungi or 

myxomycetes. It should be noted that two visits can only give a snapshot of the fungi present 

on the site. 

10.3.8 As a result of the two initial visits in 2005 a further four visits were conducted on 11th August, 

12th September, 12th October and 6th November 2006. These surveys aimed to develop 

mitigation proposals that would involve translocation of notable fungi. 

10.3.9 In addition to recording the fungi, detailed notes and measurements of the site were taken 

using 50m tapes and a handheld GPS system. Fungal hotspot areas (for ectomycorrhizal 

(ECM) Cortinarius species and wood decomposer, Phellinus lundellii) likely to be damaged by 

the development were located; these would represent the donor sites. Receptor sites for both 

seedlings infected with ECM and the dead wood that supports the Phellinus were also 

investigated. It should be noted that despite these further visits, the fungal species list for the 

site will not be complete. For example, in some habitats new species will be recorded even 

after 21 years of visiting. 

National Vegetation Classification (NVC) 

10.3.10 A comprehensive list of flora was recorded at the optimal time of year (25 th – 26 th May 2005), 

for two habitats identified during the Phase 1 Habitat survey, namely semi-natural ancient 

40 Blockeel and Long,1998 

41 Dobson, 2004 

42 www.FieldMycology.net 

43 Stace, 1997 


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woodland and a wet heath and modified bog mosaic. Initial surveys undertaken at Stage 2 

identified the requirement for NVC surveys for these two areas of vegetation considered to be 

of ecological value, which will be affected by the preferred scheme. The methodology is 

discussed below. 

Semi Natural Ancient Woodland 

10.3.11 A walkover survey of the woodland was undertaken on 25th May 2005 from the bridge at 

Crubenmore to Ordnance Survey Grid Reference (OSGR) NN 6885 9386. Vegetation 

composition and woodland structure were recorded and NVC community type determined. 

Quadrats were not employed, as the woodland area was considered small enough to show 

sufficient homogeneity to enable NVC classification from a walkover survey. 

Wet Heath and Modified Bog Mosaic 

10.3.12 An NVC survey was undertaken on bog and associated modified bog habitat adjacent to the 

scheme and data was obtained from a number of representative quadrats. The modified bog 

habitat displays complex micro-topography resulting in small scale changes in communities. 

When combined with the small habitat area, this would result in a complicated NVC map. The 

Phase 1 Habitat Map (Refer to Drawings 5025080_ECO_001-004 in Volume 3) aims to 

provide an overview of the community mosaic and quadrat data are provided in Appendix 

10.4 in Volume 2. 

Fauna 

Bats 

10.3.13 A daytime walkover survey was conducted, in May and September 2005, which aimed to 

identify potential roost structures in the study area and to undertake a habitat suitability 

assessment for bats. An activity survey was undertaken by two ecologists using heterodyne 

bat detectors and a transect line was walked 30 minutes before dusk and up to 1 hour after 

dusk. Two railway bridges are located at either end of the scheme. Proposals to upgrade the 

existing junctions may result in works affecting the bridges. An emergence survey was 

undertaken to establish if bats are using the structures as a roost. The survey was conducted 

following methods detailed in Bat Mitigation Guidelines 44 and methods identified in DMRB 

10:4:3 HA 80/99, Nature Conservation Advice in Relation to Bats 45 . 

10.3.14 Survey constraints were experienced when conducting the daytime investigation for potential 

bat roosts. It was not possible to access the railway track; therefore, neither of the two 

bridges could be thoroughly searched for evidence of roosts. Recommendations have been 

provided in the bat survey report (Appendix 10.5 in Volume 2) and in the Mitigation Section of 

this report (Section 10.7) to ensure any work which may affect the bridges considers the 

potential presence of bat roosts. 

Otter (Lutra lutra) 

10.3.15 A habitat suitability assessment was undertaken on watercourses in and adjacent to the 

proposed footprint of works to assess their potential to support otter. This assessment was 

44 Mitchel, 2004 

45 The Scottish Office Industry Department, 2001 


10-5




designed to identify an appropriate ‘zone of influence’ with regard to otters and the level of 

survey required to identify potential impacts. The assessment found that the topography of the 

River Truim, i.e. the deep rock gorge, high velocity falls of Truim, together with the steep 

embankments, lack of dendritic tributary watercourses and the location of the Perth Inverness 

rail embankment, when combined pose a significant barrier to the movement of otters from 

the Truim across the existing A9 into adjacent habitats at this location. These features were 

also considered to constitute a significant buffer against possible construction disturbance. 

From the assessment it was identified that there was very low potential for otters to move, 

breed or lie-up within the survey area due to lack of suitable habitat or connectivity. A small 

area of woodland within the footprint of works was identified as providing low potential for 

otter lie-up sites therefore searches were undertaken for field signs that would indicate 

presence of otters within the working corridor. This included searches for spraints, holts, 

footprints, mammal paths, prints, grooming hollows and couches. 

10.3.16 A detailed otter survey was not undertaken on the River Truim due to lack of accessibility to 

the steep gorge environment and waterfalls (Falls of Truim) accounting for a considerable risk 

to health and safety. Survey effort was dictated by the construction being largely on-line, the 

significant topographical barriers as identified in the habitat assessment and the lack of 

habitat affected by the scheme (either direct loss or anticipated disturbance). Searches for 

evidence of otters within the footprint of works were conducted in March 2004, October 2004, 

May 2005 and September 2005. 

10.3.17 Survey in the surrounding environs to the east of the route included inspections at Loch 

Etteridge and tributaries in March 2004. Due to the River Truim’s SAC designation and its 

status as a main tributary to the River Spey SAC, (for which otters are a qualifying feature) it 

is assumed that otters are present on and utilising all suitable habitats in the wider catchment 

area. 

Breeding Birds 

10.3.18 No specific breeding bird survey was undertaken. The walkover survey identified suitable 

nesting habitat and located residual nests from the previous year breeding season. Incidental 

bird observations and evidence of breeding birds were recorded during surveys in May and 

September 2005 together with any relevant evidence from road traffic accidents. 

Deer 

10.3.19 Field signs indicating the presence of deer were recorded during a walkover of the study area 

and evidence of road traffic accident casualties was recorded on the Phase 1 Habitat Map 

(Refer to Drawings 5025080_ECO_001-004 in Volume 3). Potential crossing points on the A9 

were identified as part of the survey. 

Other Protected/Notable Species 

10.3.20 Surveys were undertaken for other legally protected, notable or Biodiversity Action Plan (BAP) 

species including reptiles, amphibians, mammals; pine martin (Martes martes), brown hare 

(Lepus europaeus), wild cat (Felis silvestris), red squirrel (Sciurus vulgaris), and Schedule 1 

or notable bird species. A walkover survey was undertaken in May 2005 which searched for 

signs characteristic of badger (Meles meles). This survey was conducted following methods 

detailed in DMRB 10:4:2 Mitigating against Effects on Badger 46 . Water vole (Arvicola 

46 The Scottish Office Industry Department, 1992 


10-6




terrestris) survey work was carried out in May 2005 in accordance with Water Vole 

Conservation Handbook 47 . The surveys undertaken aimed to provide an evaluation of the 

suitability of the habitat available to support these species within the scheme and, where 

applicable, search for field evidence or recommend specialist survey. 

Survey Constraints 

10.3.21 Ecological surveys are limited by a variety of factors which affect the presence of flora and 

fauna such as climate, season, migration patterns and species behaviour. Evidence of 

protected species, therefore, is not always discovered during the survey. This does not mean 

that such a species is not present, hence the surveys also record suitable habitat for 

protected species to assess the likelihood of their presence. The time frame in which the 

surveys are implemented provides a snapshot of activity on the site and cannot necessarily 

detect all evidence of use by a protected species. For example, a colony of bats can move 

roosts within one night and therefore may not be detected during the survey. 

10.3.22 The results of the ecological surveys undertaken as part of the Stage 2 and 3 assessments 

have allowed an evaluation of the nature conservation value of the area and the assessment 

of the significance of potential impacts arising from the preferred scheme on identified 

ecological features. The level of survey information is considered suitably detailed to enable 

the consideration and design of appropriate mitigation measures and recommend any 

additional survey effort that may be required during detailed design and prior to construction. 

Nature Conservation Value 

10.3.23 A number of criteria have become accepted as a means of assessing the nature conservation 

value of a defined area of land. These are set out in the Guidelines for Ecological Impact 

Assessment 48 and A Nature Conservation Review 49 and include concepts of diversity, rarity 

and naturalness. (The Ratcliffe Criteria are included in Appendix 10.7 in Volume 2). 

10.3.24 The evaluation of ecological features that are important for their nature conservation value 

should be undertaken within a defined geographical context as given below: 

• International - Special Areas of Conservation, Special Protection Areas, Ramsar Sites 

• National - Sites of Special Scientific Interest (SSSI) 

• Regional - Viable areas of key habitat identified in the Cairngorms Massif Natural 

Heritage Futures 50 

• District - e.g. Baddenoch and Strathspey District, Local Nature Reserves, Sites of 

Importance for Nature Conservation, Wildlife Sites and ancient woodlands 

• Local - Ecological features such as hedgerows, woodlands, ponds within 5 kilometres of 

the site 

• Site - Site and immediate environs; and 

47 Strachan, R, 1998 

48 Institute of Ecology and Environmental Management (2006) Guidelines for Ecological Impact Assessment in the United Kingdom (version 7 

July 2006). http://www.ieem.org.uk/ecia/index.html 

49 Ratcliffe, 1977 

50 Scottish Natural Heritage, 2002 


10-7




• Negligible - Habitats that are considered unlikely to contribute to the ecological function 

of a site such that their loss would not have adverse impacts on the ecology of the site. 

Assessment of Predicted Impacts 

10.3.25 The assessment of adverse or beneficial impacts includes those that are predicted to be 

direct, indirect, temporary, permanent, cumulative, reversible (with or without mitigation) or 

irreversible. Predicted impacts are initially identified without mitigation and then assessed 

after standard mitigation has been applied (where appropriate). The assessment is also 

based on the phase of the project in which the impact is predicted to occur and includes onsite 

impacts as well as those on adjacent features of ecological value. Generic impacts may 

include all, or a combination of those listed in Table 10.1. 

Vegetation damage 

Habitat loss 

Table 10.1: Predicted Impacts 

Impact 

Habitat narrowing and physical modification of the environment 

Fauna susceptibility to road traffic accidents 

Disturbance to protected species and species of nature conservation importance 

Barrier effects to species during construction 

Water quality 

Changes to the hydrological regime of the site 

Dust arising from construction activities 

Cumulative or synergistic impacts (e.g. from activities resulting from an improved road network/layby 

system such as road side service stations) 

Impact Significance and Magnitude 

10.3.26 The significance of an adverse or beneficial impact is the product of the magnitude of impact 

and the conservation value of the ecological feature impacted. High levels of significance will 

generally be ascribed to large impacts on receptors/features of high nature conservation 

value. Whilst low levels of significance will generally be ascribed to small impacts on 

receptors/features of high nature conservation value or larger impacts on receptors/features 

of low nature conservation value. 

10.3.27 The concept of site integrity is also used, which is a principal used in the Habitats Directive 

(Conservation (Natural Habitats and Countryside) Regulations 1994) to assess adverse 

impacts on internationally designated sites. It can be applied at all sites in the conservation 

hierarchy and to sites with no conservation designation. The assessment considers site 

integrity, landscape function and ecological relationships in order to provide an appraisal of 

the significance of impact. 

10.3.28 In accordance with Scottish Transport Appraisal Guidance (STAG) the assessment of impacts 

should assume that the described mitigation measures are in place (unless otherwise stated 


10-8




in the text). The following criteria, presented in Table 10.2 can be used to assess the 

significance of adverse or beneficial ecological impacts and is given in accordance with the 

seven point scale detailed for assessing magnitude of impacts (STAG section 6.8.2). Once 

the magnitude has been identified the significance can be evaluated as described in STAG 

section 6.8.4. 

Stag 

Terminology 

1. 

Negative 

Major 

2. 

Negative 

Moderate 

3. 

Negative 

Minor 

4. 

Neutral 

Impact 

(Neutral 

magnitude) 

5. 

Positive 

Minor 

6. Positive 

Moderate 

7. 

Positive 

Major 

Table 10.2: Criteria for Impact Assessment 

Examples of magnitude and significance of impact (Atkins Standard 

Definitions) 

Loss of, permanent damage to or adverse impact on integrity of any part of a site of 

international or national importance; 

Loss of a substantial part or key feature of a site of regional importance; 

Loss of favourable conservation status (FCS) of a legally protected species; 

Loss of or damage to a population of nationally rare or scarce species. 

Temporary disturbance to a site of international or national importance, but no 

permanent damage; 

Loss of or permanent damage to any part of a site of regional importance; 

Loss of a key feature of local importance; 

A substantial reduction in the numbers of legally protected species such that there 

is no loss of FCS but the population is significantly more vulnerable; 

Reduction in the amount of habitat available for a nationally rare or scarce species, 

or species that is notable at a regional, district or local level. 

Temporary disturbance to a site of regional or district value, but no permanent 

damage; 

Loss of, or permanent damage to, a feature with some ecological value in a local 

context but that has no nature conservation designation; 

A minor impact on legally protected species but no significant habitat loss or 

reduction in FCS; 

A minor impact on populations of nationally rare or scarce species or a species that 

is notable at a regional, district or local level. 

No impacts on sites of international, national, regional or district importance; 

Temporary disturbance or damage to a small part of a feature of local importance; 

Loss of or damage to land of negligible nature conservation value; 

No reduction in the population of legally protected, nationally rare, nationally scarce 

or notable (district/local level) species on the site or its immediate vicinity. 

A small but clear and measurable gain in general wildlife interest, e.g. small-scale 

new habitats of wildlife value created where none existed before or where the new 

habitats exceeds in area the habitats lost. 

Larger scale new habitats (e.g. net gains over 1ha in area) created leading to 

significant measurable gains in relation to the objectives of biodiversity action plans. 

Major gains in new habitats (net gains of at least 10ha) of high significance for 

biodiversity being those habitats, or habitats supporting viable species populations, 

of national or international importance cited in Annexes I and II of the Habitats 

Directive or Annex I of the Birds Directive. 

10.3.29 In order to provide a transparent summary of the impact assessment, STAG Biodiversity 

Worksheets (Refer to Appendix 10.8 in Volume 2) and an Appraisal Summary Table (AST) 

(Refer to Section 19) have been completed. Atkins standard definitions have been applied to 

the STAG terminology to assess the significance of impact. 


10-9





Statutory Designated Areas 

10.4.1 Statutory designated sites are marked on Drawing 5025080_ECO_005 in Volume 3. 

Cairngorms National Park 

10.4.2 The preferred scheme is located in the Cairngorms National Park (Refer to Drawing 

5025080_LAN_008 in Volume 3 for an illustration of the park boundary), which was 

designated in September 2003 for the largest extent of arctic mountain landscape in the UK. 

The National Park holds a diversity of habitats and the Park supports 25% of Britain’s 

threatened flora and fauna. 39% of the land area in the Park boundary is designated of 

national and international importance for nature conservation. The Cairngorms is a candidate 

World Heritage Site due to the finest collection of glacial landforms found in the UK. The level 

of designation afforded to the Cairngorms National Park results in the Cairngorms being of 

international conservation value. This conservation value is assessed on a holistic scale. 

Although the preferred scheme is within the national park boundary, the ecological features 

relating to the scheme are not all of international or national value. 

River Truim and River Spey SAC 

10.4.3 The source of the River Truim is in the hills of A’Mharconaich where it flows north to form a 

major tributary to the River Spey. The River Truim confluences with the Spey approximately 

1.5 kilometres north of the preferred scheme by Invertruim. SEPA undertakes water quality 

sampling on major rivers and their tributaries in Scotland. Watercourses are classified based 

on sampling results. Class A1 = excellent, A2 = good, B = fair, C = poor, D = seriously 

polluted, U = unclassified. The River Truim is classed as an A2 watercourse from the results 

taken at sampling points nearest to the study area in 2004. 

10.4.4 The River Truim SAC is approximately 30 metres (at the closest point) from the preferred 

scheme. The river flows parallel to, but outside of, the footprint of works and is segregated 

from the road improvements by the existing railway track, ballast and embankments. The 

River Truim is a major tributary and forms part of the upper catchment of the Spey. It is 

designated as a Special Area of Conservation (SAC) included in the River Spey SAC, SSSI. 

However, unlike the River Spey, the River Truim does not hold SSSI status. 

10.4.5 The River Spey discharges into the Insh Marshes SAC, Special Protection Area (SPA), and 

Ramsar Site (listed as a site under the Convention on Wetlands and Wildfowl, 1971). The 

Insh Marshes is positioned approximately 10 kilometres north-east of the Crubenmore A9 

section. 

10.4.6 SACs are part of a European network of protected areas known as Natura 2000 which are 

designated under the European Community Habitats Directive 92/443/EEC transposed into 

UK law by the Conservation (Natural Habitats and Countryside) Regulations 1994. This 

designation applies a common protection regime to all European sites which requires the 

avoidance of deterioration of the site and its qualifying interests (including but not restricted to, 

the disturbance or destruction of a species or its habitat, community or assemblage and 

maintenance of the favourable conservation status of a species population). 


10-10




10.4.7 The qualifying interests for the site are freshwater pearl mussel (Margaritifera margaritifera), 

sea lamprey (Petromyzon marinus), Atlantic salmon (Salmo salar) and otter (Lutra lutra) 

(listed on Annex II) and these species are the primary reason for the SAC designation. 

10.4.8 No surveys have been undertaken on the River Truim to establish the presence of the 

qualifying features adjacent to the scheme, it is assumed, for the purposes of this 

assessment, that freshwater pearl mussel, sea lamprey, Atlantic salmon and otter are present 

in the river adjacent to the site. These species and the river are of international 

conservation value. Under the Habitats Directive a test of significance (a Screening 

exercise) has been undertaken to determine the likely significance of effects and requirement 

for an Appropriate Assessment (This will be issued as a stand alone document and is not part 

of this report). 

Loch Etteridge SSSI 

10.4.9 Loch Etteridge SSSI is located approximately 370 metres east of the preferred scheme. It is 

designated for its geological rather than biological features (refer to citation in Appendix 10.9 

in Volume 2). The SSSI, which is of national conservation value, will not be affected by the 


Non Statutory Designated Areas 

10.4.10 (Refer to designated areas map in Volume 3 - Drawing 5025080_ECO_005). 

10.4.11 Semi-natural woodland listed on Scottish Natural Heritage’s (SNH) Ancient Woodland 

Inventory (AWI) is located in and adjacent to the footprint of works. Ancient woods of seminatural 

origin (ASNO) appear as semi-natural woods on maps from 1750 or the mid-1800s 

and have been continuously wooded to the present day. These woods are generally the most 

valuable for conservation as complex communities of native flora and fauna often take 

centuries to develop 51 . Semi natural ancient woodland present in the boundary and adjacent 

to the preferred scheme is considered to be of district conservation value. However, this 

woodland supports an uncommon fungal assemblage, which contains scarce and notable 

species. The presence of these species raises the nature conservation value of the woodland 

habitat to regional value. 

10.4.12 There is an SNH Lower Plant Site approximately 100 metres from the scheme boundary at 

OS grid reference NN 68150.92350 adjacent to the Falls of Truim. Two bryophytes 

(Scapaniia lingulata and Jungermannia subelliptica) of national importance have been 

recorded here and are listed on SNH’s Lower Plant Site data set (holds data regarding 

locations of notable or rarely recorded lower plants). These bryophytes, which are adjacent to 

the River Truim SAC and out with the scheme boundary, are of national conservation value 

due to their rarity at a national level. 

10.4.13 The species composition of semi natural ancient woodland habitat, associated bryology and 

mycology is discussed in the National Vegetation Classification in Section 10.4.18 – 10.4.32. 

51 Hall and Burns, 2004 


10-11




UK Biodiversity Action Plan (UK BAP) 

10.4.14 The UK BAP and Baddenoch and Strathspey (Cairngorms) Local Biodiversity Action Plan 

(LBAP) have been considered during this assessment. 

10.4.15 No UK Priority Habitats are located within the proposed footprint of works. Immediately 

adjacent to the north end of the scheme on the east side is an area of blanket and modified 

bog habitat. Active blanket bog habitat is a UK and Local Priority habitat. 

10.4.16 UK BAP and LBAP species that have been recorded in the study area are presented in Table 

10.3. 

Species 

Pipistrelle 

bat 

(Pipistrellus 

pipistrellus 

and P. 

pygmaeus) 

Table 10.3: UK and LBAP Species recorded in the study area 

Location in 

Status 

Legal Protection 

Study Area 

Recorded UK Priority Species All bat species and their roosts are fully 

using 

Locally Important protected in Scotland by the Wildlife and 

woodland LBAP species Countryside Act 1981 (as amended by the 

areas for 

Nature Conservation [Scotland] Act 2004) 

commuting 

and the Conservation (Natural Habitats and 

and foraging 

Countryside) Regulations 1994, which state 

(refer to Bat 

that it is illegal to deliberately or recklessly 

Survey Report 

kill or injure a bat, disturb a roosting bat, or 

in Appendix 

damage, destroy, or obstruct access to any 

10.5). 

bat roost. If a roost is discovered, a licence 

application to the Scottish Executive would 

Otter NN 685927 

March 1996 

(Refer to Otter 

Data Request 

Summary in 

Section 10.5) 

Lapwing 

(Vanellus 

vanellus) 

Recorded with 

chicks on 

grassland east 

of the scheme 

at the south 

end. 

UK Priority Species 

Species of 

Conservation 

Concern (SoCC) and 

Locally Important 

Species (Cairngorms 

(Baddenoch and 

Strathspey) LBAP 

2002. 

be required. 

The otter is a European protected species 

listed on Annex II of the Habitats Directive 

and receives protection from the Wildlife and 

Countryside Act (1981) (as amended by the 

Nature Conservation [Scotland] Act 2004) 

and the Conservation (Natural Habitats and 

Countryside) Regulations 1994. Together 

these make it an offence to intentionally or 

recklessly disturb an otter throughout its 

range or to damage, destroy or obstruct 

access to an otter shelter, whether 

intentionally or otherwise. 

All birds and their nests, whilst being built or 

in use are protected from taking, damage, 

destruction or other interference under the 

Wildlife and Countryside Act, 1981 (as 

amended by the Nature Conservation 

[Scotland] Act, 2004). It should be noted 

that disturbance leading to abandonment of 

the nest is also taken as damage, or 

interference. 


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Phase 1 Habitats 

10.4.17 This section describes the botanical character of the preferred scheme and immediate 

environs. The habitat descriptions given at Stage 2 are presented in an updated Phase 1 

Habitat Map (Refer to Drawings 5025080_ECO_001-004 in Volume 3) produced as part of 

this Stage 3 Assessment. 

National Vegetation Communities (NVC) (refer to Appendix 10.2 in Volume 2 for full 

report) 

10.4.18 Two areas of habitat which display high ecological interest were identified during the surveys. 

These are a linear block of woodland adjacent to the north bound carriageway and an area of 

blanket and modified bog habitat adjacent to the south bound carriageway at the north end of 

the scheme. An NVC survey was undertaken on these habitats and this has informed 

mitigation recommendations to ameliorate any possible impacts. 

Semi-Natural Ancient Woodland 

10.4.19 The woodland is situated on a steep north to north east facing slope in a relatively narrow 

band (approx width is 40 metres at widest point) adjacent to the northbound carriageway of 

the A9 (Phase 1 Target Note 10 – Refer to Appendix 10.1 in Volume 2). It is separated from 

the A9 by a strip of regenerating immature woodland consisting of birch and willow and by the 

old A9, now part of the national cycle route network. The woodland drops steeply from the old 

A9, at its widest point, to a railway line at the foot of the slope. The ground is largely dry with a 

number of small seepages and wet areas adjacent to the railway embankments at the base of 

the slope. To the north of the scheme a minor issue flows through the woodland between the 

main A9 and the old A9. 

10.4.20 Downy birch (Betula pubescens) dominates the woodland canopy with frequent rowan 

(Sorbus aucuparia), occasional willow (Salix caprea) and aspen (Populus tremula). 

Woodland structure is comprised of abundant semi-mature birch with frequent over-mature 

specimens scattered throughout the wood. The shrub layer is poor with occasional 

regenerating birch. 

10.4.21 The field layer is relatively diverse. Wavy hair grass (Deschampsia flexuosa) forms the 

dominant ground cover amongst other grasses. Along the woodland edge and at the north 

end of the route, the field layer is composed of ericoid sub-shrubs with dominant heather 

(Calluna vulgaris) and blaeberry (Vaccinium myrtillus). Cowberry (Vaccinium vitis-idaea) is 

frequent throughout and crowberry (Empetrum nigrum ssp. nigrum) is occasionally found 

indicating the acidity of the woodland substrate. 

10.4.22 Tormentil (Potentilla erecta), primrose (Primula vulgaris), common cow-wheat (Melanpyrum 

pratense) and common dog-violet (Viola riviniana) occur frequently throughout. Ferns are 

frequent, with hard fern (Blechnum spicant), lady fern (Athyrium felix-femina), broad-buckler 

fern (Dryopteris dilatata) and male fern (D. felix-mas) scattered through the wood. The 

greatest diversity of woodland herbs occurs below and around the larger birches (e.g. at 

OSGR NN 6859.9326). Commonly recorded are wood sorrel (Oxalis acetosella), wood 

anemone (Anemone nemorosa) and bugle (Ajuga reptans). Woodrushes are a feature of the 


10-13




ground flora particularly around the older trees, but they do occur throughout the wood. Hairy 

woodrush (Luzula pilosa) is frequent, with greater woodrush (L. sylvatic) rarely occurring. 

10.4.23 Meadowsweet (Filipendula vulgaris), devil’s-bit scabious (Succisa pratensis), wild angelica 

(Angelica sylvestris) and melancholy thistle (Cirsium heterophyllum) can be found in quantity, 

usually where the ground is wet and in the company of purple moor-grass (Molinia caerulea). 

A small number of seepages can be found on steeper ground and these support typical 

bryophytes of woodland flushes. The bog-mosses Sphagnum palustre and S. subnitens are 

found in boggy ground at the foot of the slope. 

10.4.24 Luxuriance, rather than diversity, is the main feature of the bryophyte interest and the majority 

of bryophyte biomass in the woodland is accounted for by thick mats of two common species 

Rhytidiadelphus triquetrus and Hylocomium splendens. Other bryophyte species that are 

typical of upland acid woods occur sparingly. Bryophytes recorded from within and adjacent 

to the study area are discussed below. 

10.4.25 Further habitat diversity is provided by frequent scattered large boulders, occasional rotting 

logs, fallen trunks and other coarse woody debris that are covered with a variety of mosses 

and liverworts. Living trees provide a substrate for epiphytes and epiphytic lichens are a 

conspicuous feature of the more mature downy birches. 

Bryophytes (refer to Appendix 10.10 in Volume 2 for the full Bryology Report) 

10.4.26 The site lies within the Watsonian vice-county of Easterness (vc 92). A desk study was carried 

out to identify the potential for any rare or scarce species and field survey was undertaken on 

18 th and 19 th October 2004. 

10.4.27 Eight nationally scarce species of bryophyte (those recorded 16 – 100 10 kilometre squares 

since 1950) have been recorded from the 10 kilometre square in which the study area lies. 

These are mosses Cynodontium jenner, Aulacomnium androgynum and Pseudoleskea 

patens, and liverworts, Cladopodiella francisci, Jamsoniella autumnalis, Leiocolea 

heterocolpos, Scapania aequiloba, and Scapania lingulata. Scapaniia lingulata and 

Jungermannia subelliptica are nationally scarce liverworts and were recorded at OSGR 

NN6819, during the 1981 British Bryological Society (BBS) summer meeting at ‘rocks by the 

river’ by the Falls of Truim. 

10.4.28 A large number of bryophyte species comprising 93 mosses and 25 liverworts, were recorded 

from the study area. A species of Scapania was discovered on rocks in birch woodland close 

to the car park at Truim Bridge. The Scapania was likely to be from the Scapania scandica 

group and which could have been the under-recorded S. lingulata, previously recorded from 

the area in 1981. Unfortunately, the sample collected was not sufficient for a positive 

identification which relies on perianth and cell characters. A single nationally scarce species 

Cladopodiella francisci was recorded from the study area, but outside of the highway 

boundary. 


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Mycology (refer to Appendix 10.12-15 in Volume 2 for Mycology Reports 2005 and 

2006) 

Summary of 2005 Mycology Surveys 

10.4.29 During the bryological survey of the site, it was noted that the woodland located adjacent to 

the north bound carriageway of the A9 at Crubenmore was rich in Cortinarius fungi species 

and contains a possible site for the club fungus, (Clavariadelphus ligula), which has only been 

reliably recorded once in the UK. Accordingly, a mycological survey was undertaken in 

September and October 2005. This survey failed to locate the fungus Clavariadelphus ligula, 

although this cannot be taken as proof that the fungus is not present (it may not have been 

fruiting at the time of the visits). 

10.4.30 A total of 108 fungal species were named and a further 5 species of Cortinarius belonging to 

the poorly understood section ‘Telamonia’ were noted. The majority of these species were 

mycorrhizal associates of birch, including 14 named Cortinarius species, seven of which are 

of conservation interest. Other important mycorrhizal genera within the wood are Inocybe, 

Lactarius, Leccinum, Russula and Tricholoma. There are several ancient birch trees in the 

woodland, including several dead standing trees that support the rarely recorded wood 

decomposer, Phellinus lundellii. A wide range of other, more common wood decomposers 

were also present. The humid conditions also suit litter decomposers, of which Lepiota felina 

and Tephrocybe rancida were the most interesting. 

10.4.31 None of the 14 Cortinarius species recorded at Crubenmore are listed on the Provisional Red 

List 52 but Legon & Henrici 53 suggest that seven of them (Cortinarius alboviolaceus, C. bivelus, 

C. cinnabarinus, C. largus, C.talus, C. traganus and C. triumphans) are only rarely or 

occasionally recorded in the UK, although widespread. Of these, according to the British 

Mycological Society database, C. bivelus, C. cinnabarinus and C. talus occur in less than ten 

10 kilometre squares in Scotland. It is to be expected that the genus Cortinarius would be well 

represented in any birch woodland of reasonable age but to find all of these species fruiting 

together is unusual and suggests that the site is certainly well established and worth 

conserving. 

10.4.32 It is notable that all of these species were recorded within a ‘hotspot’ area of approximately 

100 metres centred on OS grid reference NN68651.93296 (Phase 1 Target Note 21). This 

area is roughly opposite pylon 139 and was most productive i.e. supported the highest 

number of fungal species in the area adjacent to the old A9. This area is likely to be subject to 

disturbance during the road widening operations with some reinforcement of the bank and 

realignment of the cycle track indicated. 

Summary of 2006 Mycology Surveys 

10.4.33 A total of 52 new species (including another Cortinarius species) were recorded in 2006 

bringing the total number of species named to 160. Appendix 10.15 lists all the species 

named during 2005 and 2006 including 15 Cortinarius species, seven of which are of 

conservation interest. Other important ECM genera within the wood are Amanita, Inocybe, 

Lactarius, Leccinum, Russula and Tricholoma. There are a number of ancient birch trees in 

the woodland, including several dead standing trees that support the rarely recorded wood 

52 Ing, 1992 

53 Legon & Henrici, 2005 


10-15




decomposer, Phellinus lundellii. A wide range of other, more common wood and litter 

decomposers were also present. 

10.4.34 The humid conditions suit saprotrophic or decomposer fungi, of which Lepiota felina and 

Tephrocybe rancida were the most interesting in 2005.The 2006 survey recorded three other 

interesting saprotrophic fungi: 

• Cystoderma cinnabarinum listed on the Provisional Red List (Ing 1992) with 5 other 

known Scottish sites; 

• Geopora arenicola, growing in gravel on an old layby beside the existing cycle way, with 

no listed Scottish records although not uncommon in England; and, 

• Otidea bufonia was recorded on a woodchip pile. 

10.4.35 The latter two species were growing in man made microhabitats that could be replicated 

following development of the site. 

10.4.36 None of the 15 species recorded at Crubenmore are listed on the Provisional Red List (Ing 

1992) but Legon & Henrici (2005) suggest that seven of them (C. alboviolaceus, C. bivelus, C. 

cinnabarinus, C. largus, C.talus, C. traganus and C. triumphans) are only rarely or 

occasionally recorded in the UK, although widespread. Of these, according to the FRDBI, C. 

bivelus, C. cinnabarinus and C. talus occur in less than ten 10K squares in Scotland. The 

2006 surveys recorded all the Cortinarius species of interest, apart from C. cinnabarinus, 

although the genus was not fruiting as readily as in 2005 and far fewer fruit bodies were 

noticed. 

10.4.37 Other species of interest were recorded and are listed below: 

• Cystoderma cinnabarinum – a litter decomposer included on the Provisional Red List (Ing 

1992). Rarely recorded and only 5 other 10k squares known for Scotland. 

• Geopora arenicola – a litter decomposer associated with open sandy or gravely areas and 

found at Crubenmore in an old layby (under the east – west power lines) on the existing 

cycle way. 24 sites listed for England and Wales on the FRDBI but none for Scotland. 

• Lepiota felina – a litter decomposer which Legon & Henrici (2005) list as widespread but 

occasional to rare in occurrence. This species has been recorded in 7 other 10K squares 

in Scotland. 

• Otidea bufonia – a woody litter decomposer known from 7 other 10k squares in Scotland, 

found in piles of woodchips at Crubenmore, along with several other common species. 

• Phellinus lundellii – a wood decomposer occurring on several of the larger, dead standing 

birch trees. This is only recorded from 4 other 10k squares in Scotland; and 

• Tephrocybe rancida – a litter decomposer which Legon & Henrici (2005) list as 

widespread but occasional. 

Clavariadelphus ligula: 

10.4.38 As noted in the mycological surveys of 2005, the 2006 surveys failed to locate this fungus, 

although, as explained in the survey methodology, this cannot be taken as proof that the 

fungus is not present (it may not have been fruiting at the time of the visits). 


10-16




Conservation Value of Semi Natural Ancient Woodland 

10.4.39 Apart from a few inconsistencies, such as the absence of sessile oak (Quercus petraea), this 

woodland appears to be fairly typical of an eastern highland birchwood W17d Quercus 

petraea-Betula pubescens-Dicranum majus woodland Rhytidiadelphus triquetrus subcommunity 

in the NVC, although in places, particularly at the northern end of the wood this 

appears to be regenerating over H12 Calluna vulgaris - Vaccinium myrtillus heath. 

10.4.40 The presence of ancient woodland indicator species (e.g. wood anemone, wood sorrel and 

bugle) amongst a rich fungal flora with scattered over-mature birch indicate that this woodland 

is ancient woodland of semi-natural origin. The area of woodland is 0.1 kilometres 2 and is 

listed on SNH’s Ancient Woodland Inventory and would therefore usually be considered to be 

of district conservation value. However, due to the unusual assemblage of fungi including 

scarce species, the value of this semi-natural ancient woodland habitat is raised to regional 

conservation value. 

Wet Heath and Modified Bog Mosaic 

10.4.41 Located at the north end of the scheme and adjacent to the south bound carriageway of the 

A9 (Phase 1 Target Note 17 – See Appendix 10.1 in Volume 2), the area surveyed slopes 

gently from east to west and forms a mosaic of blanket and modified bog, and wet and dry 

heath communities fringed with marshy grassland habitat. The site is bound to the east by a 

ridge and by the embankment and ditch of the A9 to the west. East of the ditch by the road is 

a narrow zone dominated by rushes Juncus spp, purple moor grass and large hummocks of 

the mosses Polytrichum commune, Aulacomnium palustre and Sphagnum fallax. Other mire 

and wet and dry heath communities occur close to the ditch. There are some extensive 

stands of common cotton-grass (Eriophorum angustifolium), particularly below the line of 

pylons. Dry heath occurs at the north end of the mire and is dominated by heather and a 

variety of feather-mosses mainly Pleurozium schreberi and reindeer lichens (Cladonia sp). 

10.4.42 Towards the centre of the bog Sphagnum compactum, deer-grass (Trichophorum 

caespitosum) and round-leaved sundew (Drosera rotundifolia) were present and the peat is 

evidently deeper and wetter. The micro-topography becomes complex and varied with 

vegetation forming a mosaic of different mire types visually dominated in different places by 

heather, cross-leaved heath (Erica tetralix), deer-grass, bog myrtle (Myrica gale) and hare’stail 

cotton-grass (Eriophorum vaginatum). Sphagnum species were abundant, with 

Sphagnum papillosum, S. magellanicum and S. tenellum occupying depressions and 

Sphagnum capillifolium ssp. rubellum, S. subnitens and occasionally S. russowii forming large 

hummocks. Wetter parts of the bog supported a range of vascular plants typical of good 

quality acid mires such as bog asphodel (Narthecium ossifragum), round-leaved sundew and 

marsh violet (Viola palustris). 

10.4.43 Bog pools were frequent and generally occupied by Sphagnum denticulatum (particularly near 

the centre of the mire) or S. cuspidatum. Bog pools with common cotton-grass also occur. 

There is evidence of past peat cutting and the presence of dry heather baulks surrounds bog 

vegetation, particularly in the centre of the bog. These lie adjacent to a soak away that flows 

from south to north through the centre of the bog. The soak away appears to have been 

straightened where it runs by the heather baulks, but has a more natural appearance at the 

northern end of the mire where it is colonised by abundant bog pondweed (Potamogeton 

polygonifolius). 

10.4.44 The soak away which dissects the bog and the drainage ditch adjacent to the A9 are likely to 

be effectively lowering the water table and consequently degrading the bog. This is 


10-17




substantiated by silver birch (Betula pendula) scrub encroachment, which can be an indicator 

of drying bog habitat and can accelerate the drying process. Areas of birch colonisation were 

different in character from the open bog and the vegetation composition reflects the drying of 

the peat and the increase in nutrients caused by leaf litter. Open mire vegetation is replaced 

by purple moor-grass tussocks and soft rush with leggy heather. Bog mosses are being 

replaced by species that will tolerate increased shade and nutrients such as Sphagnum 

palustre, Polytrichum commune and Aulacomnium palustre. 

10.4.45 The principal bog community present over deeper peat in the central parts (Quadrat 1) of the 

mire equate to M18 Erica tetralix – Sphagnum papillosum mire in the NVC. This community is 

characterised by a high diversity of colourful bog-mosses. Much of the birch scrub present on 

site has developed over this vegetation as remnants of Sphagnum papillosum (Quadrat 2). 

Areas of bog that are dominated by hare’s-tail cotton-grass with Sphagnum capillifolium below 

(Quadrats 3 and 4) probably equate to M19 Calluna vulgaris – Eriophorum vaginatum mire. 

M1 Sphagnum denticulatum, M2 Sphagnum cuspidatum and M3 Eriophorum angustifolium 

bog pool communities are all present, with M1 probably the most frequent. 

10.4.46 The soak away is a species-poor northern variant of the M29 Hypericum elodes- 

Potamogeton polygonifolius soak away. The obvious difference between the habitat recorded 

at Crubenmore and the published community is the lack of Hypericum elodes. M16 Ericetum 

tetralicis wet heath (Quadrat 5) occurs on thin peat at the edges of the main mire body where 

it gives way to drier heath communities over stony mineral soil. The community is 

characterised by high frequency and cover of Sphagnum compactum. A species-poor form of 

M25 Molinia caerulea – Potentilla erecta mire is also present in patches. 

10.4.47 Blanket bog is a globally restricted peatland habitat confined to cool, wet, typically oceanic 

climates. Active blanket bog (i.e. bog habitat accruing peat material) is an Annex 1 habitat of 

international importance, for which the UK has responsibility to protect. Blanket bog is 

widespread in the Cairngorms National Park, except for lower ground areas in the east. It is 

the second most extensive habitat type in the National Park (19% of the land area), after 

upland heath, covering 1,242 kilometres 2 or 9% of the Scottish total 54 . 

10.4.48 Bog habitat in the footprint of the preferred scheme displays evidence of degradation likely to 

be a result of drainage ditches as mentioned in Section 10.4.38. Peat accumulates very 

slowly and is consequently colonised slowly by specialist plant species. Thus, it is vulnerable 

to change and once damaged, this habitat is very difficult and slow to restore. Therefore, this 

sensitive habitat cannot be (re)created as easily as other habitats (e.g. acid grasslands) 50 . 

10.4.49 It is likely that the bog is not actively accruing material due to water loss from drainage and 

resulting scrub encroachment. However, there are extensive areas of open bog habitat where 

scrub colonisation has not affected the community characteristics and where it is possible 

that, assuming water levels were raised, drier areas could recover. Although active blanket 

bog habitat is of international value; factors such as the condition of the bog within the 

scheme, the small size of the habitat (0.03 kilometres 2 ) and the extent of other bog habitat 

found in the Cairngorms area, result in the bog being considered to be of local conservation 

value. 

54 Baddenoch and Strathspey (Cairngorms) LBAP, 2002 


10-18




Habitat Summary 

10.4.50 The main Phase 1 Habitats are summarised and the nature conservation values of these 

habitats are provided in Table 10.4. 

Table 10.4: Main Phase 1 Habitats – Summary Descriptions and Nature Conservation Value 

Habitat and Target 

Note Numbers 

Refer to Appendix 

10.1 in Volume 2 

Summary of Habitat Character and Composition Conservation 

Value 

Running and 

standing water 

See Target Notes 1, 

2,16 and 20 also River 

Truim designation) 

Semi-natural 

(Ancient origin) and 

plantation woodland 

(Target Notes 10 and 

13 and NVC Survey 

results Appendix 10.2 

in Volume 2) 

Blanket Bog and Wet 

Modified Bog 

(Target Notes 17 and 

19 and NVC Survey 

results Appendix 10.2 

in Volume 2) 

South-east of the preferred scheme is a small concrete 

lined v-ditch which supports no aquatic or marginal 

vegetation and is unlikely to be suitable habitat for 

amphibians. 

Smaller issues located adjacent to the mature birch 

woodland on the western side of the road had little 

surface water, most water appears to be infiltrating 

through the vegetation and creating damp ground 

conditions. 

The River Truim SAC is located approximately 30 

metres (at the closest point) west of the existing A9 trunk 

road. The river forms a major tributary and is part of the 

upper catchment of the River Spey SAC. 

The broad-leaved woodland strip between the railway 

line and the old A9 cycle track falls steeply away from 

the road. This predominantly birch woodland is of 

ancient semi-natural origin. The woodland 

demonstrates a luxuriant bryophyte cover and diverse 

heath field layer. Ancient woodland indicator species are 

present along with an exceptional fungi assemblage 

including rare and occasionally recorded species. 

Sandwiched between the old and new A9 roads is an 

area of mixed (planted and naturally arising) woodland 

containing mature birch with an understory of heather, 

blaeberry and gorse, intermittent goat willow, Sitka 

spruce and Scots pine are present. 

The transitional character of the wet heath and acid 

grassland rapidly becomes more indicative of modified 

bog habitats and remnant blanket bog when away from 

the influence of the road edge or encroaching birch 

scrub. Sphagnum moss is prolific at these locations and 

the peat is thicker and wetter. The bog is drying out 

through drainage regimes and subsequent scrub growth. 

Site 

Site 

International 

Regional 

Site 

Local 


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Habitat and Target 

Note Numbers 

Refer to Appendix 

10.1 in Volume 2 

Wet and Dry Heath 

and Acid grassland 

mosaic 

(Target Notes 3,15, 

18) 

Scrub 

(Target Notes 6,16,17) 

Acid grassland 

(including grazed 

pasture) 

(Target Notes 5,20,16) 

Summary of Habitat Character and Composition 

Acid grassland/heath mosaic forms the dominant habitat 

type in the survey area. Heather growing further from the 

road verge, and on Tom na Crualaich Hill, forms well 

established and often degenerate bushes in the mature 

and degenerate phases of its lifecycle. Regenerating 

scrub and occasional areas of bracken encroachment 

with surface water and seepages comprising marshy 

grassland dominated by soft rush are present. 

To the north-east on the existing road edge; dry heath 

gives way to a drainage ditch with marshy grassland and 

regenerating scrub. Wet heath and acid grassland 

mosaic becomes increasingly dominant further from the 

road edge. A mire mosaic of bog vegetation and pools 

becomes evident where species of Sphagnum moss are 

prolific. 

Scrub occurs parallel with the A9 carriageway on the 

west side. Comprising naturally regenerating semimature 

silver and downy birch with occasional willow 

providing suitable bird nesting habitat. Regeneration is 

widely distributed and does not form dense stands. 

Road verge vegetation comprises an acid grassland 

broad habitat composition. 

Sheep grazed pasture found adjacent to the south-east 

of the road contains similar species to the road verge 

particularly common bent, and was identified as semiimproved 

acid grassland. 

Conservation 

Value 

Site 

Site 

Site 

Site 

Site 


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Fauna 

Bats 

10.4.51 Please refer to Appendix 10.5 in Volume 2 for bat survey report. 

10.4.52 No bat roosts were considered likely to be present in the woodland strip, parts of which will be 

removed under the dual carriageway proposal. The majority of mature birches do not contain 

suitable crevices for bat roosts although occasional trees did contain cracks that were 

considered to offer potential sites. However, the cracks were obstructed by surrounding tightly 

packed branches in the denser sections of woodland which is likely to restrict bat access to 

these crevices. Bats prefer clear access to a roost in order to swarm and to ensure safe entry 

and exit. The woodland offers a suitable commuting route and provides foraging opportunity 

for bats along the woodland edge. During the activity surveys, eight common (Pipistrellus 

pipistrellus) and nine soprano pipistrelles (P. pygmaeus) were recorded utilising this habitat 

for commuting and foraging. A possible Natterer’s bat (Myotis nattereri) was recorded flying 

over the site from west to east during the May survey. 

10.4.53 An emergence survey did not record any bats using the two railway bridges at the north and 

south end of the scheme, although one pipistrelle species was noted travelling along the 

railway line. Bridges can be used throughout the year by bats and it is possible that these 

structures provide favourable hibernation conditions. 

10.4.54 Habitat east of the existing A9 provides sub-optimal foraging opportunity and it is unlikely that 

bats frequently cross the road to use this habitat. No bats were recorded flying over the 

existing A9 during the September 2005 survey. One bat, possibly a Natterer’s bat, was 

recorded during the May 2005 survey crossing the A9. Bat activity is concentrated along the 

cycle path in and immediately adjacent to the proposed works boundary. Habitat in the 

survey boundary is considered to be of district conservation value for bats. 

Otter 

10.4.55 Otters are one of the qualifying features of the River Truim SAC designation as part of the 

River Spey Catchment and as such it is most likely that otters are present on the River Truim 

adjacent to the scheme. It should be noted, however that the habitat and topography of the 

River Truim at this location (approaching the Falls of Truim), is particularly steep with frequent 

pools, steep gorge sides, frequent falls and rock out crops. This section of the river is not 

likely to provide easy passage or optimum foraging habitat for otters when considering energy 

expenditure of hunting or commuting. 

10.4.56 The section of A9 considered for dualling runs parallel to the River Truim SAC and together 

with the railway line, these road and rail transport corridors form a significant barrier to the 

movement of otters thereby inhibiting their presence within the footprint of works. 

10.4.57 Otters navigating the River Truim corridor laterally are likely to use habitat immediately 

adjacent to the river on the west side of the railway, safely away from the A9. Equally there is 

no habitat capable of affording places of shelter or protection for otters between the railway 

and road corridor and no evidence of the species was located within the footprint of works. 


10-21




10.4.58 When considering dispersal and habitat use in the wider context, the River Truim SAC is 

segregated from Loch Etteridge and its associated complex of upland burns and lochs. There 

are no physical burn corridors or tributaries (ie no culverts passing under the road) that 

directly cross the A9 within the footprint of works, to connect these habitats although it is 

possible that otters could cross the railway and road at a number of points along the A9 within 

and outside of the scheme boundary. 

10.4.59 Otters could also use the small side roads to enable them to cross the railway line as only one 

culvert exists under the track. This structure may provide some limited passage for otters. 

However, there was no evidence of current use (such as spraints or footprints) at the time of 

surveys, and the water issuing from the culvert is minimal, disappearing into groundwater 

prior to discharge into the River Truim, rather than forming a distinct channel that could be 

followed by an otter. 

10.4.60 Otter road kill data supplied by the Mammal Recorder Rosemary Green indicated that otters 

have been killed along the entire length of the A9 for many years. This situation is expected 

as the A9 road corridor fragments several habitat features and water bodies within the Spey 

Catchment and surrounding environment. A single otter road casualty record was listed for 

the survey area and this was an adult male in 1996 (Refer to Drawing 5025080_ECO_001). 

10.4.61 Although three other otter casualty records were provided, these are positioned outwith the 

scheme boundary and have been associated with watercourses that pass under the A9 where 

the culverts have probably been impassable causing otters to cross over the road, leaving 

them vulnerable to Road Traffic Accidents (RTAs). No other recent road kill data was listed on 

the database, probably due to the fact that there are no channels or predictable routes that 

could be readily used by otters crossing the A9 within the footprint of works. Therefore, the 

incidence of otter casualty may not be as frequent as on other sections of the existing A9. It 

should also be noted that as traffic is heavy and travels at high speeds, an otter corpse would 

not remain recognisable for long. Therefore the road kill data provided is likely to be an underestimate 

of the actual mortality situation. 

10.4.62 Lochs, burns and streams of the Cairngorms are an important stronghold for otters and they 

use practically every watercourse in the area (Badenoch and Stathspey (Cairngorms) LBAP, 

2002). Otter is an Annex II European protected species, a UK priority species and a locally 

important species, which is protected by international legislation. Any associated/cumulative 

impacts with regard to otters as a qualifying feature of the river Spey SAC have been 

considered in the Screening Matrix (This will be issued as a stand alone document and is not 

part of this report). However, in summary, habitat within the preferred scheme area does not 

provide optimal conditions for otter, although suitable habitat exists further east and west from 

the road. The habitat contained within the footprint of works is considered to be sub-optimal 

for otters for feeding, breeding or resting, although the species could pass through these 

habitats in order to access territorial foraging areas within the wider environment. In the 

geographical context of the survey area, habitat capable of supporting otter is considered to 

be of local conservation value, whilst within the context of the footprint of works habitat 

affected by the scheme is of negligible value for otters. 


10.4.63 Suitable habitat for nesting birds is located in the woodland immediately adjacent to the west 

carriageway of the A9 and favourable habitat for ground nesting birds is present east of the 

A9. Lapwing was recorded with chicks on the fields near Shepherds Cottage and Etteridge 

House. Appendix 10.16 in Volume 2 provides a bird species list. 


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10.4.64 The Royal Society for the Protection of Birds (RSPB) has produced a red, amber and green 

list which identifies the conservation status of British Birds. No birds on the red list (birds 

which are globally threatened or dramatically declining in population or breeding range) were 

observed during the walkover survey. The majority of species recorded are amber listed, 

therefore, experience threats to their conservation. Species that were noted which are 

included in the amber list are presented in Table 10.5. Other species recorded are found on 

the green list meaning there is no identifiable threat to the population status of these species. 

Species 

Grey wagtail (Motacilla 

cinerea) 

Cuckoo (Cuculus 

canorus), 

Curlew (Numenius 

arquata), 

Oystercatcher 

(Haematopus ostralegus), 

Black headed gull (Larus 

ridibundus), 

Meadow pipit (Anthus 

pratensis), 

Lapwing (Vanellus 

vanellus) 

Table 10.5: RSPB amber listed birds recorded in the study area 

Status 

Amber list due to recent moderate (25-49%) declines in the UK breeding 

population over the last 25 years. 

Amber listed (for same reason as grey wagtail above). 

Amber listed species due to unfavourable conservation status in Europe 

(SPEC = Species of European Conservation Concern), >20% of European 

breeding population in UK and >20% of NW European (wildfowl), East 

Atlantic Flyway (waders) or European (others) non-breeding populations in 

UK. 

Amber listed due to >50% of UK non-breeding population in 10 or fewer 

sites, >20% of European breeding population in UK and >20% of NW 

European (wildfowl), East Atlantic Flyway (waders) or European (others) 

non-breeding populations in UK. 

Amber listed due to a moderate decline (25-49%) in UK breeding population 

and > or equal to 50% of UK breeding population in 10 or fewer sites (but 

not BR). 

Amber listed due to a moderate decline (25-49%) in UK breeding population. 

Amber listed due to a moderate decline (25-49%) in UK breeding population 

and >20% of NW European (wildfowl), East Atlantic Flyway (waders) or 

European (others) non-breeding populations in UK. Lapwing is a Species of 

Conservation Concern (SoCC) and a locally important LBAP species. 

10.4.65 Habitat in the survey area is considered to be of local conservation value for birds and 

district value for lapwing. 

Deer 

10.4.66 Walkover surveys confirmed that deer are present in the scheme boundary and there is 

evidence of deer crossing the A9 carriageway. Three roe deer (Capreolus capreolus) 

casualties were recorded on the Phase 1 Habitat Map (Refer to Drawing 5025080_ECO_003 

in Volume 3), Target Notes 11 and 12 in Appendix 10.1 in Volume 2. These casualties were 

found on the verge by the rock cutting within the scheme and there is evidence of roe deer 

droppings and tracks in the adjacent woodland. Red deer (Cervus elaphus) may well move 

off the hill and cross the A9 during harsh weather conditions to seek shelter and forage in the 

Truim and Spey valleys. Habitat in the survey area is of site conservation value for deer. 


10-23




Other Protected Species 

Badger 

10.4.67 No evidence of badger was discovered during the walkover survey of the preferred scheme 

and adjacent habitat. No records of badger road kills are held for the area by Scottish 

Badgers. A historic badger record from 1965 exists on the National Biodiversity Network 

(NBN) Gateway. The record is located in a woodland area, approximately 1 kilometre west of 

the River Truim and the scheme. If badgers are present in this woodland it is likely that the 

River Truim acts as a natural barrier to badgers moving east, although they would be able to 

use the bridges at either end of the preferred scheme. It is considered that badgers or their 

setts are not present inside the footprint of works or within 30 metres of the work boundary 

and are unlikely to be affected by the preferred scheme. 

Water Vole 

10.4.68 No evidence of water voles was observed and water bodies in the survey area are considered 

to be unsuitable. The River Truim is a fast flowing river cutting through a gorge section 

adjacent to the site and there are no suitable banks for burrowing. These conditions are 

unlikely to support water vole. Smaller watercourses identified in the survey area had little or 

no water at the time of survey with sporadic bank side vegetation and banks unsuitable for 

burrowing. Water voles are not likely to be present in the footprint of works or immediate 

environment. 

Amphibians and Reptiles 

10.4.69 Water bodies found within 500 metres either side of the route corridor are the River Truim, a 

culverted drain leading from the existing A9, a small seepage found to the north west end of 

the scheme and a ditch located on the east boundary of the existing A9 which does not pass 

under the road. The river, drain and seepage are unlikely to provide favourable habitat for 

great crested newt due to a lack of egg laying vegetation, presence of fish (in the river), 

varying flow regimes and water levels. The ditch is choked with vegetation, with varying water 

levels and is shaded in places by willow scrub and is unlikely to support great crested newt 

although amphibians such as frog or toad may be present in this habitat. Evidence of reptiles 

was not observed during the survey. There are two records of common lizard (Lacerta 

vivipara) occurring in the 10 kilometre square NN69 dated from 1969 and 1992 listed on the 

NBN Gateway. Reptiles may be present in the survey area e.g. ballast on railway line may 

offer favourable hibernating conditions. Suitable habitat (bog, heath and marsh) is present 

east of the A9 and it is probable that any reptile populations would be found in this area, 

which is outside of the works boundary. 

Red squirrel, Pine marten, Wild cat, Brown hare 

10.4.70 No field evidence of red squirrel, pine marten, wild cat or brown hare was discovered during 

the ecological walkover of the survey area and the immediate environs. Suitable habitat 

exists out with the scheme to the west of the A9 for pine marten and wildcat with potential 

brown hare habitat found to the east. There are records for red squirrel in the area dated 

1996, 2003 and 2004 listed on the NBN Gateway, around Etteridge, Glentruim House and 

further west to Dumgask Farm. 

10.4.71 It is likely that red squirrel, pine marten, wild cat and brown hare are present in the wider 

environment, where there is an abundance of favourable habitats for resting, breeding, 


10-24




foraging and commuting. Habitats in the footprint of works are considered unsuitable for 

maintaining the populations of these protected species as they offer sub-optimal conditions 

and no evidence of their presence was located during repeat visits to the site. It is possible 

that these species may infrequently pass through the area when commuting or dispersing. 


10.5.1 Consultations and/or requests for ecological information about the preferred scheme and 

surroundings were carried out. A statutory and non-statutory designated site search was 

undertaken within a 2 kilometre radius of the route corridor and a record search was 

implemented for a 1 kilometre radius of the preferred scheme, to gather existing data for 

protected species. Table 10.6 presents the list of consultees and a summary of their 

response. The responses have been incorporated into the report where appropriate. Full 

responses are provided in Appendix 10.17 in Volume 2. 


10-25




Table 10.6: Summary of Consultees 

Stakeholder Date of Consultation Summary of Reply Processing of Response 

Scottish Natural 

Heritage 

(SNH) 

Highland Biological 

Recording Group 

Salmon 

Board 

Fisheries 

Paul Gallagher 

Scottish Wildlife 

Trust 

David Bale 

Cairngorm National 

Park Authority 

Consultation letter sent 6 

February 2004. Request for 

biodiversity data sent 6 

April 2004 

Request for biodiversity 

data sent 6 February 2004 

Consultation undertaken as 

part of Scott Wilson 

Kirkpatrick Phase 2 

Reports (1993 and 1995) 

Consultation letter sent 

21/09/2005. Email reply 

received 22/09/05 


21/09/05. 

Received reply on 

28/10/05. 

Consultation reply received 14/05/03 Anne Elliot, 

East Highland Office. Included map showing 

designations and sites of Natural Heritage Interest. 

Reply to biodiversity information request received 16 

April 2004 (Ref. CNS/TR/BS) 

Pointed out the need for the developer to undertake 

a number of specific ecological surveys for protected 

species. 

Reply received 22 February 2004. Suggested 

commissioning appropriate mammal surveys as part of 

the EIA process to detect the presence of otter, badger, 

red squirrel, water vole and bats. 

As in Scott Wilson Kirkpatrick reports. No major 

concerns provided care is taken at the detailed design 

stage. Main concerns are, silt pollution due to 

disturbance of stream beds, banks and surrounding 

areas during construction and alterations to stream beds 

and channels at bridges and culverts. 

The Scottish Wildlife Trust does not hold any information 

about this site. The Trust does not have any reserves in 

the area. 

SNH would provide details of designated sites in the 

area. This section of the A9 is close to the entry into the 

south western part of the Park and provides the early 

experience for people arriving or passing through by car. 

Any works on this section of the A9 need to be sensitive 

to this entry experience. There will be a need to ensure 

that the current acid soils are stored and re-used in their 

proper layers so that the re-vegetation has the best 

chance of remaining in character. Investigations should 

seek out opportunities for possible re-creation [of 

Surveys undertaken for protected 

species. Habitat information used to 

establish areas of nature 

conservation in proximity to the 

scheme. 

Information used to inform baseline 

survey and reporting. 

Informed water quality mitigation 

and road drainage design. 

Information assisted in identifying 

areas of importance for nature 

conservation. 

Where relevant, aspects of the 

response have been included in the 

mitigation section of this report. 


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Stakeholder Date of Consultation Summary of Reply Processing of Response 

marshy grassland habitat] if any new wet areas are to be 

created in connection with drainage requirements. 

Any planting should be with locally native trees and 

shrubs to give a mixture of densities interspersed with 

open ground. I have no information on the presence of 

badgers, wild cats, otters or other protected species. 

SNH may be able to advise further. 

Don McKee 

Cairngorm National 

Park Authority 

Dr James Butler 

Spey Fisheries 

Board 

Rosemary Green 

Otter Road Traffic 

Accidents 

Scottish Badgers 

Badger Road Traffic 

Accidents 

Consultation letter sent July 

2004 


21/09/05. 

Data request email sent 

20/09/2005. Email reply 

received 05/10/05 

Data request email sent 

21/09/05. Email and letter 

reply received 27/09/05. 

Impact on species and habitats – as far as can be 

ascertained the proposal does not directly impact on an 

SSSI or the Spey candidate SAC (now SAC ratified in 

2005) but some assessment of these impacts should still 

take place. 

Any works in streams or burns should be avoided during 

the period 30 th May to 15 th October. 

Any crossings over these watercourses should not 

involve the installation of road culverts which cause an 

obstruction to fish passage. 

Any works around watercourses should take appropriate 

precautions to avoid pollution, under SEPA guidelines. 

Tree clearance along the banks of the River Truim 

should be avoided. 

If you would like guidance on culvert design or river 

works, please let me know. 

One mortality in the scheme at NN685927 March 1996 

Adult male. Three close to the scheme. NN642849 

March 1997 Adult sex unknown, NN678911 February 

1999 Juvenile male and NN675914 October 1982 Adult 

male. 

No badger RTAs are held on record for the extent of the 

scheme and up to 1 kilometres north and south of the 

route. 

Baseline information included in the 

report. 

Where relevant aspects of the 

response have been included in the 

mitigation section of this report. 

Information included in impact 

assessment for otter. 

Information included in baseline 

reporting and impact assessment 

for badger. 


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10.6.1 This section assesses the predicted impacts of the preferred scheme on the ecological 

features described above, without mitigation. Refer to Table 10.1 for predicted impacts 

pertinent to the preferred scheme. 

Impacts on Habitats and Flora 

River Truim SAC 

10.6.2 The features for which the site is a designated SAC are susceptible to alterations in water 

quality. Drainage with increased levels of particulate matter e.g. from dampening dust, oil, 

diesel fuels or grey water from washing vehicles, are potential contaminants to be found in 

site drainage that could enter the River Truim and lower the water quality. This could 

potentially affect the favourable conservation status of the qualifying species. 

10.6.3 Impacts from water pollution can be a result of one-off accidental events or prolonged and 

cumulative effects and pollution impacts can have any of the following effects on the receiving 

watercourse: 

• Reduction in overall water quality; 

• Reduction in macrophyte diversity and plant growth; 

• Degradation of spawning beds and freshwater pearl mussel beds; and, 

• Overall reduction in species richness. 

10.6.4 Mitigation measures will be required during and post construction to ensure that polluted 

water or spillages will not enter this river system. 

10.6.5 Three minor issues which drain from the railway line and discharge into the River Truim are 

located at ordnance survey grid reference NN683923, NN687943 and NN692952. These 

issues, which discharge into the River Spey SAC (River Truim), are not included within the 

SAC boundary. There will be no water extraction or discharge into these issues during the 

construction period and the issue at NN692952 is located 100m to the north of the scheme 

boundary and outside any possible influence of the proposals. 

10.6.6 There is no water course leading from the existing A9 or cycle track that could directly 

channel construction or operation generated drainage or spillage into the minor issue at 

NN687943. Any contaminated material would have to seep down the embankment prior to 

reaching the issue. 

10.6.7 The issue located at the south end of the scheme at NN683923 forms a minor channel that 

takes seepage and surface drainage from the immediate surroundings and discharges into 

the River Truim approximately 130 m from its origin. The channel disappears before it 

reaches the river and filters through the ground, which would delay any contaminated water 

from reaching the river. During field surveys undertaken for DMRB Stages 2 and 3 this issue 

contained only a trickle of water. It is likely that during heavy precipitation or after snow melt 

that the flow of water increases. Indirect effects as a result of construction drainage or 

spillage entering this issue are considered to be minimal due to the distance that would be 


10-28




covered prior to discharging into the River Truim SAC (130m), the filtering effect that would 

result from polluted water seeping through the ground before entering the river and the 

mitigation and pollution control measures that will be in place. 

10.6.8 Impacts without mitigation in construction or design, which could result from a one off 

incident or from cumulative effects, are considered to be in the range of negative minor to 

negative major. The probability of occurrence of a pollution incident is discussed in Impacts 

(Design Year 15) in Section 10.8. 

10.6.9 Drainage from the site flows from east to west. Existing drainage infrastructure for the A9 

trunk road will be integrated into the drainage proposals for the scheme. No works are 

permitted under the railway, meaning that existing drainage outfalls into the River Truim SAC 

will have to be used. As a result no change to the existing hydrological regime of the site is 

expected, therefore the magnitude and significance of this impact is assessed as neutral. 

Semi-Natural Ancient Woodland 

10.6.10 Vegetation damage, which could be accidental, arising from construction works may occur to 

woodland on the periphery of the works boundary. Construction activity in the woodland area 

may result in alterations to the soil conditions and important mycorrhizal associations, which 

could impair the fungus assemblage causing permanent damage. 

10.6.11 There will be permanent habitat loss of approximately 1.9ha of semi-natural ancient 

woodland between the railway and old A9 cycle track. The woodland holds a notable fungal 

assemblage and vascular plants indicating the ancient status of the habitat. The proposed 

cycle track route located between chainages 1800 and 2000 will result in habitat loss in the 

area identified as containing a notable and scarce fungi assemblage. It is considered that this 

loss of habitat will have a permanent, negative and adverse impact on the floral composition 

and may threaten the long term sustainability of the woodland to provide suitable conditions 

for the notable fungi which are present. 

10.6.12 Loss of woodland will result in an increased ratio of edge to internal woodland habitat and 

may have residual impacts on the quality and integrity of the remaining habitat. This can 

include alterations to the internal structure of the woodland through changes in edaphic 

factors, increased light levels, reduction in temperature, alterations to long term species 

composition and increased susceptibility to windthrow. In addition, loss of woodland habitat 

will have a negative impact on the woodlands ability to support invertebrates, species of small 

bird (passerines) and as a foraging resource for bats. 

10.6.13 As a consequence of habitat loss, the woodland will be subject to some habitat narrowing 

and physical modification. Although currently segregated from the surrounding seminatural 

landscape mosaic by its location between the existing rail and A9 road corridor, 

narrowing the width of the woodland patch is likely to have some ecological impact. As 

discussed above, narrowing the width increases the ratio of edge to internal woodland habitat 

which can result in abiotic changes to the core area that can adversely affect the more 

vulnerable species that generally exist there. For example, impacts associated with traffic 

disturbance including noise, localised exhaust pollution, light from headlights and vehicle 

spray of surface water and de-icing salt solution could adversely affect the internal woodland 

area. These impacts will be present for the lifespan of the road, although they are likely to be 

localised. 


10-29




10.6.14 Notable and rare species of fungi identified in the woodland during the field surveys are 

generally found in microhabitats offering damp, humid conditions and low light levels. A 

reduction in the core area caused by increasing woodland edge combined with impacts from 

traffic disturbance results in increased light levels, reduces the humidity of microhabitats and 

causes greater levels of exposure to the core area. Fungi have a high habitat requirement, a 

low ability to disperse and are unable to react to habitat alterations, therefore there is an 

increased threat to the long term population viability possibly leading to local extinctions of 

these core species. 

Impact Assessment 

10.6.15 The magnitude and significance of permanent habitat loss and subsequent habitat narrowing 

to the woodland and the associated lower plant interest, which is of regional conservation 

value is assessed as negative moderate. 

Bog 

10.6.16 Bog habitat which is located adjacent to the south bound A9 carriageway at the north end of 

the scheme has been identified as blanket bog which has been modified through drainage 

and resulting scrub encroachment. Habitat adjacent to the road, where habitat loss is 

predicted to occur, is already modified from blanket bog to rush dominated vegetation, 

therefore the scheme will result in a small, permanent loss of the bog area. 

10.6.17 During construction, dust is considered to present a potential impact to the bog habitat. 

Species that are most sensitive to dust include lower plants, such as Sphagnum mosses that 

require a constantly moist microclimate (where dust could cause desiccation), or nutrient 

sensitive species, such as heather. 

10.6.18 Dust impairs plant growth by smothering leaves, blocking out light and stomata. Road dust 

supplies nutrients to surrounding vegetation and a strong correlation has been found between 

bryophyte tissue metal content and distance from the road. Dust may cause a reduction in 

photosynthesis and large volumes of dust can very locally alter soil nutrient status of sensitive 

plant communities, such as those with low soil pH (e.g. peat). 

10.6.19 Bog habitat adjacent to the south bound carriageway of the A9 at the north end of the scheme 

is susceptible to dust deposition and mitigation measures to prevent dust migration and 

deposition will be provided in the Mitigation Section 10.7. The smothering effects caused by 

dust deposition on bryophytes and reduced growth or changes in the cover of heath will 

decrease with increasing distance from the source. 


10.6.20 The magnitude and significance of temporary dust impacts to the bog and habitat loss which, 

is considered to have a small but permanent adverse impact from a reduction in the bog area, 

which, is of local conservation value, is assessed as negative minor. 

Habitats of Site Conservation Value (refer to Table 10.4) 

10.6.21 Vegetation damage is likely to occur to habitats on the periphery of the works boundary and 

where habitats outside of the development footprint are accessed. For example, staff car 


10-30




parking, equipment storage and refuelling compounds. At this stage areas have not been 

identified for the position of contractor’s compounds. Therefore, it is assumed for this 

assessment that bog habitat adjacent to the south bound carriageway at the north end of the 

scheme and woodland located by the north bound carriageway will not be used. 

10.6.22 Damage to verge vegetation from vehicle exhausts and salt spray (application of de-icing 

solution and its spread by passing vehicles) is expected to be continuous for the duration of 

the operational life of the road. Verge vegetation which is of site conservation value will 

partially act as a buffer, sheltering other ‘natural’ vegetation from pollution effects. 

10.6.23 There will be permanent loss of areas of habitat of site value, as shown in Table 10.7. The 

significance of the areas lost is negligible, as the majority of the habitats are widespread in the 

surrounding environs and are not rare or threatened. 

Table 10.7: Areas of Habitat Loss (areas provided below are approximate values) 

Habitat 

Total Area of Habitat in 

Surveyed Area (hectares) 

Area of Habitat Loss 

(hectares) 

Unimproved grassland 24.39 2.7 

Dense scrub 2.7 0.08 

Dry heath acid grassland mosaic 42.4 2.2 

Broad leaved semi natural woodland 10.8 1.9 

Continuous bracken 1.5 0.2 

Marshy grassland 6.1 0.2 

Mixed Plantation 0.7 0.3 

10.6.24 Some road side verges which support heath communities will be permanently lost to the 

scheme. However, existing road verges within the highway boundary are narrow and the 

quality of the heath is considered to be largely degraded. In addition, there is an extensive 

area of heathland present in the surrounding environment. It is considered that the dry heath 

community will regenerate naturally on newly exposed cuttings and rock exposures so any 

permanent loss of this habitat is considered unlikely to have an overall impact on the local 

heath resource. 

10.6.25 There would be permanent loss of acid grassland, which comprises the dominant vegetation 

cover on the road verge primarily at the southern end of the scheme. This broad habitat type 

is not scarce or protected and this loss is considered to be negligible. 


10.6.26 The magnitude and significance of the impact of temporary vegetation damage and loss of 

habitats which are of site conservation value (i.e. not bog or woodland habitat), is assessed 

as neutral. 


10-31




Cumulative or synergistic impacts 

10.6.27 These impacts arise from the combined effect of numerous construction and/or development 

activity being undertaken in the surrounding area of the preferred scheme or that will be 

possible as a result of the scheme, and may also impact upon the ecology of the site or 

immediate environs. This can affect the level of impact assessment assigned to a feature and 

can influence the effectiveness of mitigation. Information as part of the baseline and 

consultation process indicates that no other development activity is planned to be 

implemented during the construction phase of this scheme and the proposal is unlikely to 

facilitate further development in the locality as the purpose of this scheme is to reduce journey 

times and improve road safety. Therefore, as no developments are anticipated within or in 

the surrounding environs of the scheme that could affect the previously identified ecological 

features, no assessment of impact is provided for cumulative impacts. 

Impacts on Species 

10.6.28 There is potential for bats, otters, breeding birds, and deer to be affected by the preferred 

scheme. Impacts on other species that were not recorded during the field survey but are 

possibly present are also considered briefly. 

10.6.29 Widening the road corridor and the resulting increase in traffic speed may create an additional 

barrier to species movement. This could result in a change to species utilisation of their 

available habitat or a change in the location of current wildlife road crossings. This in turn 

could lead to an increase in the vulnerability of a species in the area to further changes. 

10.6.30 The existing A9 and railway corridor dissects various habitats and is crossed by a range of 

species requiring access to favourable habitat. The scheme may cause a small increase in 

an individual’s susceptibility to road traffic accidents when crossing the road but is unlikely to 

affect the overall diversity of species or favourable conservation status of populations in the 

area. The widening of the existing road barrier and direct loss of habitat will primarily have a 

direct impact on bats and birds as discussed below. 

Bats 

10.6.31 Habitat narrowing as a result of direct loss of habitat of the woodland corridor on the west 

side of the A9 trunk road is likely to have impacts on foraging and commuting bats. Removing 

sections of this corridor will increase exposure to environmental conditions. For example, on 

windy nights bats may feed in this sheltered area, however, when the woodland edge is 

exposed feeding conditions will deteriorate resulting in a loss of feeding habitat. Exposure 

can also affect commuting, as bats will require increased energy expenditure for travelling 

through areas that are open to the elements. Changes to the vegetation composition and 

effects of exposure could also reduce the insect resource. Bats are likely to alter their foraging 

areas favouring sheltered woodland edges and clearings, which are found in the wider 

environment out with the scheme. 

10.6.32 No roosts are considered likely in mature trees, which will be removed as part of the scheme. 

Therefore, removal of trees and narrowing the woodland corridor is unlikely to affect bat 

roosts, although will probably impact on foraging and commuting bats. 


10-32




10.6.33 Bats may be disturbed during foraging and commuting from artificial lights and generator 

noise used during construction. This could cause slight, temporary changes to feeding and 

commuting behaviour for these species. 

10.6.34 During construction, artificial lighting may act as a temporary barrier to species movement. 

Some bats species (e.g. pipistrelles, which are less sensitive to light pollution) may be 

encouraged to feed around artificial lighting located on the road side, which attracts insects 

and moths and this could result in bat road mortality. During operation it is likely that species 

in the surrounding environment will habitualise to traffic flow and associated vehicle noise and 

head lights. 


10.6.35 The magnitude and significance of habitat narrowing resulting from habitat loss, disturbance 

and barrier effects on bats is assessed as negative minor. 

Otter 

10.6.36 Widening the carriageway and a consequential increase in traffic speeds may cause an 

increased probability that an otter crossing the road will be killed. Therefore, although it is 

considered that the probability of otters crossing the A9 within the footprint of works is 

infrequent (due to no pronounced tributary or water course linkages crossing the road) there 

could be a small increased susceptibility to road traffic accidents. 

10.6.37 As otters are so widespread in the Cairngorms area there is a small possibility that they may 

cross the A9 road when construction activity is underway, leading to a slightly increased risk 

of road-kill incidents due to the number of construction vehicles in the area. It is also equally 

feasible that construction activity will deter otters from the works area and slower vehicle 

speeds imposed by site restrictions and road traffic management during construction would 

reduce possible road casualty incidents. 

10.6.38 Impacts from construction disturbance on otters using riparian and aquatic habitat along the 

River Truim are likely to be negligible as this area is suitably segregated from the footprint of 

works by the railway line, adjacent heathland and screened by woodland and scrub. 

10.6.39 As otters have to cross the existing Perth to Inverness main line, the existing A9 and other 

barriers within the Spey catchment it is anticipated that there will be no additional segregation 

or loss of habitat important for otters within the survey area. During operation, any otter that 

crosses the A9 will have to negotiate a wider road with additional streams of faster moving 

traffic; this may increase the risk of Road Traffic Accidents (RTA)’s for individual otters during 

dispersal or commuting. However as otters generally follow watercourses to access different 

features within their territory and there are no pronounced tributaries or water linkages 

crossing the A9 within the footprint of works, the effects of the scheme on the health or 

viability of the resident population is considered to be negligible. 

10.6.40 As a highly mobile top carnivore (piscivore) otters would be less likely to be directly affected 

by a single pollution incident on the River Truim and are more likely to be affected by a 

potential prolonged reduction in water quality as a result of run off. Clean water is essential in 

maintaining prey availability and a healthy physiology, (especially relevant to the insulation 

properties of an otter’s fur). Any contamination could affect individual otters, although the 

exact compounds in the environment that affect the viability of otter populations is widely 


10-33




debated. The impact of a possible pollution incident is considered to be in the range of 

negative minor to negative moderate with regard to the local otter population. Based on 

information provided by the Water Quality and Drainage assessment (Section 16) the risk of 

serious spillage which could impact upon the water quality, during the operation of the road 

(and accounting for future increased traffic) is low at greater than 1 in 650 years. Therefore, 

the risk of a pollution incident is considered to be negligible in its effect on otters. 

10.6.41 No habitat used by this species will be removed or disturbed by the works and there will be no 

direct impact on otters using the River Truim SAC. 


10.6.42 The magnitude and significance of impact to the otter population is considered to be negligible 

as this species is not likely to be present within the footprint of works. There are no resting 

places or habitat features important for otter that will be lost to the dualling and the river 

habitat is physically segregated and screened by the steep valley topography adjacent habitat 

and the existing railway line. Risk of increased RTA is considered to be possible, but minimal 

due to the existing barriers of the railway line and A9, limited evidence of recent otter 

casualties and no locatable or pronounced otter crossing points. The impact assessment is 

therefore a neutral impact on the local otter population and there will be no loss or reduction 

in the Favourable Conservation Status (FCS) of the population in the Cairngorms area. 

Birds 

10.6.43 There is potential for a small decrease in the local bird population as a result of habitat loss 

and habitat narrowing of the woodland area. A reduction in nesting and foraging resource in 

the locality may result in displacing resident species into the surrounding habitats. There is 

no loss of nesting or feeding habitat expected for lapwing, (a single pair were recorded 

breeding adjacent to the site) as a result of the scheme, although lapwing may be affected by 

other types of impact for example noise and human activity. It is considered that overall 

species diversity of birds located within the scheme is unlikely to be affected. 

10.6.44 Disturbance such as noise and erratic human/vehicle movement is expected to occur during 

construction and this is likely to affect breeding birds in the surrounding habitats. Birds are 

likely to become habituated to continual noise assuming there is no large amplitude or 

‘startling’ component. Vehicles and vehicle movements are better tolerated than people at the 

source of the disturbance. Generally, larger bird species, those higher up the food chain (e.g. 

raptors), or those which feed in flocks in the open tend to be more vulnerable to disturbance 

impacts than small birds living in structurally complex or ‘closed’ habitats such as woodland. 

Disturbance may cause a small temporary decrease in the local populations of species but is 

unlikely to adversely affect the overall species populations and diversity of the study area in 

the long term. 

10.6.45 During construction, lighting, human and vehicle activities may act as a barrier to species 

movement e.g. lighting directed onto woodland and bog habitat may affect the foraging 

success of species such as tawny owl. This impact could result in temporary changes to 

foraging activity within the scheme boundary. 


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10.6.46 Without mitigation the magnitude and significance of habitat loss and subsequent habitat 

narrowing, disturbance and barrier effects to birds are assessed as negative minor. 

Deer 

10.6.47 Deer road kills have been recorded from the A9 carriageway in the scheme boundary and it is 

likely that as a result of widening the road, deer casualties will continue to occur. The local 

population of deer may suffer a small decline in number (as a result of susceptibility to road 

traffic accidents). However, as deer are not rare or their populations under threat it is 

unlikely the overall population status of deer will be adversely affected by the scheme. 

10.6.48 During construction trenches, traffic management activities, lighting and human activity may 

act as a barrier to species movement. Deer could become disorientated if trying to cross 

during the works resulting in road mortality. Trenches can act as pit traps for a range of 

wildlife causing death or injury. Barrier effects during construction are a temporary impact 

and are unlikely to affect the deer population such that significant reductions in population will 

result. 


10.6.49 The magnitude and significance of barrier effects on deer species during construction is 

assessed as neutral. 

Other Protected Species 

10.6.50 It is possible that other protected species (red squirrel, pine marten, wild cat, brown hare, 

water vole, badger, amphibians and reptiles) are present in the wider landscape and may 

pass through the area covered by the scheme. However, it is unlikely that these species are 

present on land within the proposed works boundary, which does not offer optimal conditions 

for the identified protected species. 

10.6.51 Considering the above, a small loss of the population size may result from habitat loss and a 

potential elevated level of danger of crossing the A9 through an increase in the susceptibility 

to road traffic accidents. Through the dualling of the road corridor there will be additional 

streams of traffic and an increase in traffic speeds. The actual width of the corridor will be 

enlarged together with a reduction in protective buffer and habitat on the west side of the 

carriageway. This may cause a small decrease in the number of individual’s success in 

crossing the corridor. However, it is considered that this impact is unlikely to affect the overall 

local species diversity or favourable conservation status of populations. 

10.6.52 During construction, trenches, traffic management activities, lighting and human smell may 

act as a barrier to species movement. Trenches can act as pit traps for a range of wildlife 

causing death or injury. Barrier effects during construction are a temporary impact and are 

unlikely to affect the overall species diversity of the area. 


10-35





10.6.53 The magnitude and significance of habitat loss, susceptibility to road traffic accidents and 

barrier effects is assessed as neutral. 


10.7.1 The following mitigation is recommended to be implemented with regard to reinstatement of 

the roadside habitat. These mitigation measures should be agreed and methodologies 

defined in the detailed design phase and recorded in the special requirements. 


River Truim SAC - Water Quality 

10.7.2 A Sustainable Urban Drainage scheme (SUDs) will not be feasible as part of the proposed 

water quality and drainage mitigation due to the limited space available between the old A9 

and railway to the west and pylons to the immediate east. To reduce the likelihood of any 

polluted water entering the River Truim SAC during routine drainage or spillage events, the 

following measures should be implemented. 

10.7.3 Scottish Environmental Protection Agency (SEPA) Pollution Prevention Guidelines (PPGs) 

should be implemented with particular reference to those listed below: 

• PPG 1 – General guide to the prevention of water pollution 55 

• PPG 5 – Works in, near, or liable to affect water courses 56 

• PPG 6 – Working at construction and demolition sites 57 

• PPG 11 – Preventing pollution at industrial sites 58 

• PPG 21 – Pollution incident response planning 59 

• PPG 22 – Dealing with spillages on highways 60 

10.7.4 For prevention of pollution, the measures detailed in the Table 10.8 should be followed. 

55 SEPA, 2001 

56 SEPA, 2000 

57 SEPA, 2003 

58 SEPA, 2000 

59 SEPA, 2004 

60 SEPA, 2002 


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Table 10.8: Pollution Prevention Measures 

Pollution Prevention Measures 

Compounds and plant washing facilities (including oil, bottled gas and fuel storage) will all be 

positioned on the opposite side of the existing carriageway from the River Truim, away from wetland 

habitat and watercourses, using best practice containment and made secure against vandalism. 

All fuel tanks, loading and unloading points and other locations where hazardous materials are 

being handled or stored will be bunded to prevent the risk of spillages entering surrounding land, 

soil and watercourses. 

It will not be permitted to extract water from or discharge water into the River Truim SAC or any 

other local watercourses that are received by the River Truim SAC during construction. 

Large amounts of fuels and other chemicals should not be stored on-site. 

The contractor should employ emergency response procedures in the event of chemical leaks or 

spills e.g. spill kits, absorbent materials, inflatable booms, should be available and training on their 

use given to site personnel. SEPA should be contacted immediately if a spillage occurs. 

Drip trays will be employed for use under all mobile plant. 

Surface water accumulating in bunded areas will be removed by pump and disposed of to 

appropriate licensed facilities off site by a licensed waste contractor. 

Sediment trapping methods should be fitted permanently to all existing drainage leading to the River 

Truim. These should be fitted prior to the construction period. 

All procedures should be clearly set-out in contract documents and/or environmental action plans 

and all staff on site should be briefed on emergency procedures and the site sensitivities before 

commencing works. 

All works will be confined to the eastern side of the existing railway line thereby maintaining a 

pronounced physical barrier between the works and the designated site. All land out with the 

footprint of works shall be considered out of bounds to all construction staff for the duration of the 

project. 

No vehicular access will be permitted within the boundary of the River Spey SAC (River Truim). 

Risk assessments for possible pollutants will be provided and presented in the contractor’s 

construction method statement. 

10.7.5 The contractor, as a strict requirement, should engage in further consultation with SEPA with 

the aim of securing satisfactory measures for all site drainage discharges. Consultation and 

subsequent discussion should ensure that the ecological features identified e.g. River Truim 

SAC and its qualifying species, are included in the determination of site drainage control 

measures. This requirement should be incorporated in to the contract documents to ensure 


10-37




compliance and methods are agreed with SEPA well in advance of construction work 

commencing. 

10.7.6 No in-channel or bank works to the River Truim SAC are proposed under this scheme and 

junction improvement works will be undertaken within the existing highway boundary. Works 

will not extend past the railway, which acts as a permanent physical boundary. If this should 

change then full consultation with Scottish Natural Heritage must be undertaken at the earliest 

possible opportunity and prior to undertaking any works. 

10.7.7 As part of the hydrology design, existing drainage will be improved with a filter drain running 

parallel to the road taking sheet drainage. There will be catch pits to deal with attenuation 

during flood conditions and oil interceptors fitted. This filter system takes and treats sheet 

drainage from the road, prior to discharge into the receiving watercourse. This would result in 

an improvement to the current situation. 

10.7.8 Works close to or within watercourses that may lead to impacts on those watercourses should 

be timed to avoid any interference with spawning fish. For the River Truim and associated 

tributaries, the time period where it is advised that works are not undertaken is taken from 30 th 

May to 15 th October. 


the Water Framework Directive into Scottish Law, a new Controlled Activities Regulation 

(CAR) will be in place (refer to Section 16, Water Quality and Drainage for a discussion of 

CAR). Under this legislation a licence is required to protect the ecological status of 

watercourses in proximity to development. It is suggested that a license is obtained from 

SEPA under CAR for the works as they are being undertaken 30 metres (at the closest point) 

from the River Truim SAC boundary. 

Mitigation for woodland and lower plant interest 

10.7.10 It should be noted that the proposals for fungi mitigation are based on field surveys 

undertaken in 2005 and 2006, desk based research and existing understanding of fungi 

ecology. Detailed mitigation measures are described in the A9 Crubenmore Mycology Survey 

Report 2006 (Appendix 10.14 in Volume 2). 

10.7.11 Translocation of woodland turves should be undertaken to conserve important fungal 

assemblages. Based on a limited understanding of the responses of fungi to translocation 

and as this practice is not routinely undertaken, there are uncertainties regarding the likely 

success of this mitigation. However, it is considered that translocation offers the only 

opportunity for retaining fungal species at the site compared with the total loss that would 

otherwise occur. 

10.7.12 Surveys undertaken in 2006 located donor and receptor sites (where translocated material 

should be placed as close as possible to its original location). Fungi ‘hot spots’ within the 

100m area that have been identified in the previous survey (undertaken in 2005), as 

containing an unusual and notable collection of scarce Cortinarius species, have been 

mapped and proposals on the best methods for translocation produced (Refer to Appendix 

10.14-15 in Volume 2). 

10.7.13 Survey results and desk based research suggest that it may be beneficial to undertake a two 

phased approach to mitigation. Phase 1 would comprise planting sapling birch trees adjacent 


10-38




to mature birches located in the fungi donor sites. This would be undertaken pre-construction 

and planting of saplings should occur as soon as possible in early 2007. Ideally, the saplings 

will be in position before the 2007 fungi growing season (between August and November). 

The rationale supporting this approach is to allow the fungal mycorrhizae to transfer from the 

roots of the mature birch and develop on the roots of the young trees. 

10.7.14 When the construction commences in winter 2007, the young trees would be lifted along with 

the surrounding soils and stored. Phase 2 would comprise re-planting these trees in the 

Phase 2 receptor sites, which are detailed in the November 2006 Mycology Survey report and 

associated map (Appendix 10.14-15 in Volume 2). 

10.7.15 This approach could significantly increase the chance of the mitigation success. However, 

the fungi would only have a short timescale (e.g. from early 2007 through to the start of 

construction, winter 2007) in which to find the roots of the planted trees although the chance 

of this happening is increased by planting the trees where the fungi are known to grow. 

10.7.16 If it is not possible to plant saplings prior to construction then a second option is available. A 

number of young birch trees have been identified in the donor sites growing in proximity to 

mature trees and known fruiting sites. These existing young trees should be uplifted and 

placed in the receptor areas. For this method to work it is essential that a substantial amount 

of soil is lifted with the young trees, as this soil will contain the finer tree roots on which the 

mycorrhiza are attached (refer to Appendix 10.14-15 for 2006 mycology survey report). This 

method is considered to be a second option because there would be a smaller number of 

trees in the woodland and consequently there is a reduced area of root system for the transfer 

of mycorrhiza to occur. 

10.7.17 This proposal should be implemented in conjunction with the methods described below: 

• The fungi species identified at Crubenmore are linked with the soil associations around 

tree roots (mycorrhiza), particularly those of mature birch. Therefore, it is considered that 

mitigation should also involve coppicing identified trees and moving the stumps into the 

donor sites. 

• Where possible dead wood should be left in situ, as either standing or fallen trees. Dead 

wood that cannot be left should be collected and replaced in the Phase 2 receptor sites. 

This wood supports interesting and rarely recorded decomposer fungi and is very 

important in contributing to woodland biodiversity. The larger the dead wood specimens 

the better and recommendations could include moving whole dead trees, where this is 

possible. 

• Every effort should be made to limit the damage to trees and their substrate by minimising 

the use of heavy vehicles in the woodland, particularly in the area opposite pylon 139 and 

centred on OSGR NN68651 93296 and by observing the British Standard 5837:2005 

Trees in Relation to Construction. 

• All brash should be stacked neatly in piles that will provide habitat for invertebrates and 

fungi or it should be removed. 

• Where small or large timber sections cannot be left intact to decompose, chipping and 

leaving the waste piles in humid locations (e.g. under trees and shrubs to the west of the 

cycle track), will provide suitable habitat for fungi species (e.g. the rarely recorded wood 

decomposer Otidea bufonia). Chippings should be left in small piles so not to smother 

other woodland flora and should only be positioned occasionally throughout the woodland 

area. The positioning of wood chip piles specifically for providing fungi micro habitat 


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should be indicated by the mycology specialist, who should be present on site during 

Phase 1 and Phase 2 of the fungi translocation procedures. 

• All woodland outside of the footprint of works should be fenced off to prevent access by 

site operatives and reduce the risk of accidental damage; and 

• An exclusion zone should be erected around the translocated donor sites for the duration 

of works to prevent damage to soils and their mycorrhizal associations. 

10.7.18 In the short term, the translocated woodland may not provide optimal conditions required by 

lower plants, although some shade will be provided by coppice re-growth and from 

supplementary planting. 

10.7.19 An ecological clerk of works and mycology expert should be on site during the Phase 1 and 

Phase 2 woodland translocation process. It is recommended that mycology specialist Liz 

Holden (who undertook the original mycology surveys) is employed to supervise the 

mitigation. 

10.7.20 The inclusion of a monitoring programme is vital to provide feedback to evaluate the success 

of the mitigation and proposals for monitoring should be suggested in the mitigation method 

statement. 

Bog Habitat 

10.7.21 Mitigation would aim to prevent water loss from the blanket bog and modified bog habitat 

located at the north end of the scheme. A non permeable membrane should be inserted 

along the east edge of the ditch (adjacent to the A9 embankment) to prevent water draining 

from the bog and entering the ditch. These measures aim to raise water levels in the bog, 

prevent further scrub encroachment and return the bog to a favourable ecological status. It 

may be necessary to approach the landowner with this proposal as preventing water from 

entering the ditch could cause a build up of water on adjacent land outside the scheme. 

10.7.22 No tree planting should occur in the vicinity of the bog or other wetland habitats and these 

areas will be out of bounds during construction to avoid accidental damage. 

Dust 

10.7.23 Precautions should be taken during construction to minimise dust generation, migration and 

deposition. During dust generating environmental conditions the following actions should be 

taken in order to reduce impacts on sensitive bog and wetland habitats located east of the 

scheme. 

• Spoil and topsoil piles will be sprayed with water to reduce rising dust. 

• Lorries carrying imported materials shall be covered to reduce dust migration. 

• If excessive levels of dust are generated and prevailing winds are transporting this onto 

bog habitat or adjacent habitats dampening of dust should be immediately undertaken; 

and 

• Should methods of dust control be ineffective and hamper work efforts, wind break netting 

should be raised on the prevailing wind aspect of the site. 


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Fauna 

Fauna General 

10.7.24 To reduce construction impacts artificial lighting should not be directed onto adjacent habitats. 

Light shades should be fitted to ensure the lights focus on the road area only. 

10.7.25 Construction and personnel generated litter should be collected daily and disposed of into a 

designated skip, which will be covered when not in use to prevent material blowing out and 

rainwater collecting. 

10.7.26 Deep holes/drainage channels should be covered at the end of each day to protect against 

animals falling in. Alternatively a plank can be placed in trenches that will allow fauna to 

escape. Buckets and receptacles should be stored upside down to prevent capture of small 

mammals. 

10.7.27 No planting of trees or shrubs (i.e. to create a wooded /shrubby verge) should occur opposite 

the existing woodland in the scheme as this could create a future crossing opportunity for 

wildlife and is inappropriate due to landscape context and competition with adjacent wet heath 

and bog habitats. 

10.7.28 Road operators should monitor the number and type of animal casualties in the first 3-5 years 

of operation (or within the term maintenance contract) to identify any potential hotspots for 

animal road causalities. This information can then be used to implement or plan future road 

casualty avoidance, as animal road casualties may be an issue in terms of driver safety as 

well as animal welfare. 

10.7.29 In the event that a protected species is discovered on site, all work in that area must stop 

immediately and an ecologist must be contacted. Details of the local police wildlife liaison 

officer, Scottish Natural Heritage (SNH) area officer and Scottish Society for the Prevention of 

Cruelty to Animals (SSPCA) relevant officer should be held in site emergency procedure 

documents. 

Bats 

10.7.30 Should work be required on either bridge over the railway, located at the north and south ends 

of the scheme, then a pre-construction bat survey should be undertaken. This would require 

an authorised PTS trained bat specialist to access the railway track to observe potential bat 

roost access points under the bridge spans. 

10.7.31 It is recommended that tree and shrub planting is undertaken as far from the road verge as 

possible in order to reduce the incidence of foraging or commuting bats passing close to 

traffic possibly resulting in bat RTA’s. 

Otter 

10.7.32 During construction, artificial lighting should not be directed onto adjacent habitats. Shades 

should be fitted to ensure lights focus on the road area only and do not diffuse into the 

surrounding area. 


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10.7.33 Vegetation clearance should be undertaken outside of the breeding bird season which is 

generally from February to the end of August (depending on local environmental conditions). 

If it is not possible to conduct works outside of the bird breeding season then vegetation 

programmed for clearance should be checked for bird nests either 24 hours or immediately 

prior to commencement of works. Any nest identified to be active or being built during this 

survey will need to be left undamaged and in situ for the entire nesting period and alternative 

approaches to the works proposed. 

10.7.34 Reasonable effort should be implemented to reduce noise levels which may disturb breeding 

birds in adjacent suitable habitat, by using reduced noise emitting equipment during the 

breeding season. 

10.7.35 If construction work could be timed to begin before the bird breeding season commences, this 

would establish a level of disturbance prior to nesting. Birds would be more able to habituate 

to this disturbance or would be encouraged by the construction activities to move out with the 

scheme to breed. 

10.7.36 Loss of nesting habitat is mitigated in the long term by tree planting, woodland translocation 

and enhancement of adjacent habitat. 

General Ecological Mitigation 

10.7.37 Existing soils should be re-used to retain the seedbank of local vegetation communities. The 

use of top/sub soils will encourage the natural regeneration and provide a natural appearance 

and function in embankment swards. A non-competitive nursery crop should be applied in 

order to ameliorate any initial soil erosion and provide bank and cutting stabilisation, whilst 

allowing natural regeneration. It is important that the seed mix uses a core of species 

representative of the local environment and should be hydro-seeded onto embankments at a 

low ratio. The mix should not contain aggressive species such as perennial ryegrass in 

reinstatement. This would have impacts on the continuity of habitats along the road corridor 

and have a negative appearance in context of the surrounding habitats. It may also attract 

deer to the road edge to feed, increasing the risk of road traffic accidents. 

10.7.38 Imported soils should be of the same structure as that found on site and should be sourced 

locally. It is imperative that imported material does not contain weeds or invasive plant 

species. 

10.7.39 Rock cuttings will be created during the construction process. It is recommended that cuttings 

are created with natural texture, colour and form, comprising terraces, bays and buttresses, 

cracks and crevices (within the constraints of the pre-splitting construction technique). Peat 

and soil excavated from the road line can be used to provide a medium for initial plant growth. 

Excavated soil should be placed on berms, poured down the rock face to lodge in crevices, 

piled up in the bays and buttresses of the cutting and laid into any rock trap ditches used in 

the design. Heather and small shrubs e.g. blaeberry and cowberry should be potted during 

the site preparation stage and inserted as plugs into trapped soil in the rock face during the 

landscaping works. 


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10.7.40 Mature trees should be retained where possible observing the British Standard; Trees in 

Relation to Construction 61 . This document instructs on best practice with regard to preserving 

the health of trees and the measures to take in order to protect tree roots and crown from 

damage during construction. 

10.7.41 Species selected for planting as part of the scheme landscaping should be sourced locally 

and consist of native species in particular species that would have been present prior to 

historical land use change in the Highlands such as aspen, hazel, gean, rowan, downy birch, 

silver birch and willow. It is likely that species such as birch and rowan, which are present in 

the surrounding environs, will naturally regenerate within the scheme. 

10.7.42 All chippings should be removed off site for disposal and not mixed with stockpiled material, 

except for the specific locations for fungi mitigation as identified by the on site mycology 

specialist. 

10.7.43 Land out with the construction footprint should be out of bounds to all site operatives and 

delineated by temporary fencing until the permanent highway fence is erected, for the 

duration of road construction. 

10.7.44 Bog habitat adjacent to the south bound carriageway at the north end of the scheme and 

woodland located by the north bound carriageway should not be used for site compounds. 

10.7.45 An ecological clerk of works should be retained throughout the construction period and 

consultation should be undertaken on all issues that have potential to cause impacts upon the 

River Truim SAC and its designated features. 


10.8.1 In the description of residual impacts, the assessment takes account of the mitigation 

described above and the likely success of the mitigation, according to the following criteria: 

• Poor – some mitigation but little overall reduction in impact. 

• Limited – the mitigation measures reduce the impact to some degree. 

• Moderate – reasonable mitigation but the original impact will still be apparent; and 

• Substantial – almost complete mitigation. 

10.8.2 Where an impact has been assessed as a neutral impact under Section 10.6 Impacts 

(Opening Year 1) without mitigation, no residual impact has been provided in this section. If it 

is considered that through the scheme a beneficial impact is predicted, then a positive 

residual impact prediction will be given. 

61 British Standards Institution, 2005 


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River Truim SAC – Water Quality 

10.8.3 Construction industry best practice combined with construction and design mitigation should 

adequately ensure that the risk of a water quality issue arising in the River Truim SAC, as a 

result of the scheme is less than negligible. A test was conducted to determine the probability 

that a pollution event would occur (in accordance with DMRB 11.3.10 Annex III) using 

predicted traffic density for the design period. The test found that risk of an accidental spillage 

leading to a serious pollution incident in the River Truim SAC was greater than 1 in 650 years 

(at design year 15). This is significantly greater than 1 in 50 years for which mitigation would 

be expected. Therefore, while the potential hazard exists, the risk of it happening is 

negligible. 

10.8.4 In addition, no work will be undertaken in any of the minor issues or on the banks or in the 

channel of the River Truim and there will be no water extraction or discharge of site drainage 

during construction into the minor issues or River Truim as part of this proposal. 

10.8.5 As pollution control measures such as filter drains, sheet flow and flow attenuation will be 

incorporated where only basic drainage features are currently present there is a potential 

minor beneficial impact on water quality of the River Truim. It is considered that the integrity 

of the SAC is unlikely to be compromised and the favourable conservation status of the 

qualifying species will not be affected from activities proposed under this scheme. Residual 

impacts on the water quality of the River Truim SAC are assessed as being, at worst, neutral 

but with the potential to be positive minor. 

Ancient Semi Natural Woodland 

10.8.6 Translocation of ancient semi-natural woodland to secure the lower plant interest has an 

unknown degree of predicted success in maintaining the fungi interest in the long term. 

10.8.7 Once removed, ancient woodland cannot be replaced e.g. in 50 years time the translocated 

area will be 50 years old, however, if it were left in situ it could be over 250 years old. 

Woodland translocation and additional tree planting using native species will reduce effects 

associated with fragmentation and increase habitat continuity along the length of the scheme. 

In the longer term, the mitigation aims to achieve habitat function and integrity that would be 

considered substantial in terms of the local context. 

10.8.8 Therefore, in employing the precautionary approach and assessing the success of mitigation 

as moderate, the overall residual impact for loss of ancient woodland and associated 

bryophyte and fungi assemblage, which is of regional importance is assessed as negative 

moderate. 

Bog 

10.8.9 Proposed mitigation, which aims to prevent water loss from the blanket bog and modified bog 

habitat by inserting a non-permeable membrane along the east edge of the ditch (adjacent to 

the A9 embankment) to prevent water draining from the bog and entering the ditch, is likely to 

have substantial success as it will improve the current situation by raising the water level. 

This is assessed as having a positive minor overall impact on the bog habitat. 


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Hydrological Regime 

10.8.10 As a result of mitigation proposals the hydrological regime is expected to change in the bog 

area adjacent to the south bound carriage way at the north end of the scheme. This is likely 

to result in a beneficial effect and may counter the drying of the existing bog habitat caused by 

scrub encroachment and drainage. This is assessed as having a positive minor overall 

impact on the bog habitat. 

Dust 

10.8.11 There is a moderate likelihood of success that recommended precautions will reduce the 

incidence of dust generation during construction. The residual impact of temporary dust 

effects is assessed as neutral. 

Fauna 

Bats 

10.8.12 Mitigation is designed in order to discourage bat movement across the wider and faster new 

road. The measures are considered in the short term to be of limited success, however in the 

long term are likely to be of substantial success. 

10.8.13 Woodland translocation and additional landscaping, will potentially replace habitats reducing 

the area of habitat lost to development. Mitigation measures for bats are considered in the 

short term to be of moderate success, however in the long term are likely to be of substantial 

success. 

10.8.14 Construction mitigation measures are considered to be of limited success and are of a 

temporary nature. 

10.8.15 After mitigation the residual impact to bats as a result of the preferred scheme is assessed as 

neutral. 

Otter 

10.8.16 The significance and magnitude of impact to otter is negligible as they are not likely to be 

present within the footprint of works. Risk of increased RTA is considered to be minimal due 

to existing barriers of the railway line and A9, limited evidence of recent otter casualties or 

activity and no locatable or pronounced otter crossing points. 

10.8.17 Direct mitigation has not been included for the otters due to neutral predicted impact of the 

scheme. Culverts are not required under the new road, therefore, the option providing ledges 

and passage under the road will not be considered. Fencing the entire length of the road 

scheme (nearly 3 kilometres) is not feasible for one recorded casualty and the limited 

likelihood of increased susceptibility to road casualty as a result of the dualling. In addition, 

this length of fencing is not appropriate without a crossing point and there are no habitat 

linkages that would provide appropriate terrestrial mammal passes. It should also be noted 

that fencing would likely result in otters crossing at each end out with the scheme and could 

displace the risk of road casualty. Approximately 500 metres south of the scheme, more 

frequent otter road kills have been recorded; these were all within the vicinity of watercourses 


10-45




that pass under the A9. Fencing the preferred scheme may exacerbate otter mortality to the 

south and north of the scheme by forcing otter crossings at these points. In addition it may 

also interfere with territorial boundaries, spatial organisation and encourage disputes between 

individuals. 

10.8.18 Mitigation for otter is included under general fauna and is designed to discourage species 

movement across the wider and faster new road. Woodland translocation and additional 

landscaping will provide replacement screening for the River Truim corridor potentially 

replacing habitats and reducing the area of habitat lost to development. Mitigation measures 

for fauna are considered in the short term to be of moderate success, however in the long 

term are likely to be of substantial success. After mitigation the residual impact to otter as a 

result of the preferred scheme is assessed as neutral. 

Birds 

10.8.19 Woodland translocation and additional landscaping, will potentially replace existing habitats 

reducing the area of habitat actually lost to development. Mitigation measures for birds are 

considered in the short term to be of moderate success, however in the long term are likely to 

be of substantial success. 

10.8.20 Construction mitigation measures such as beginning construction activities prior to the 

breeding season and using reduced noise emitting machinery are considered to be of limited 

success (the mitigation measures reduce the impact to some degree) and are of a temporary 

nature. After mitigation the residual impact to birds as a result of the preferred scheme is 

assessed as neutral. 

Wildlife Legislation 

10.8.21 No species licences are considered necessary for the preferred scheme to proceed. Should a 

European protected species or nationally protected species be discovered on site, a 

development licence will be required from the Scottish Executive or SNH respectively, in order 

to continue construction whilst ensuring relevant wildlife legislation is adhered to. 

10.8.22 The owners of the land, the Scottish Executive, have certain ecological legal obligations which 

apply to the study area. They include: 

• The Scottish Executive is a public body. It is the duty of every public body, in exercising 

any functions, to further the conservation of biodiversity, so far as is consistent with the 

proper exercise of those functions, Nature Conservation Scotland Act 2004. 

• The protection of all habitats listed in Annex I of the EC Habitats Directive. Habitats and 

species listed in Annex I and Annex II of the EC Habitats Directive are protected by the 

designation of SACs. 

• No plants listed on Schedule 8 of the Wildlife and Countryside Act 1981 as amended by 

the Nature Conservation (Scotland) Act 2004, which affords special protection for listed 

species were discovered. Any wild plant not included in Schedule 8 is protected from 

unauthorised intentional uprooting. Therefore, permission of the landowner is required to 

uproot plant species in the development footprint. 

• All bat species and their roosts are fully protected in Scotland by the Wildlife and 

Countryside Act 1981 (as amended by the Nature Conservation Scotland Act 2004) and 


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the Conservation (Natural Habitats and Countryside) Regulations 1994, which state that it 

is illegal to deliberately kill or injure a bat, disturb a roosting bat, or damage, destroy, or 

obstruct access to any bat roost. If a roost is discovered a licence application to the 

Scottish Executive would be required. 

• All birds and their nests, whilst being built or in use are protected from taking, damage, 

destruction or other interference under the Wildlife and Countryside Act, 1981 as 

amended by the Nature Conservation (Scotland) Act, 2004. It should be noted that 

disturbance leading to abandonment of the nest is also taken as damage, or interference. 

• The otter is a European protected species listed on Annex II of the Habitats Directive and 

receives protection from the Wildlife and Countryside Act (1981) (as amended by the 

Nature Conservation (Scotland) Act 2004) and the Conservation (Natural Habitats and 

Countryside) Regulations 1994. Together these make it an offence to intentionally disturb 

an otter throughout its range or to damage, destroy or obstruct access to an otter shelter, 

whether intentionally or otherwise; and 

• Badgers and their setts are protected under the Protection of Badgers Act (1992) as 

amended by the Nature Conservation (Scotland) Act 2004. It is an offence to kill, injure, 

disturb or take a badger or damage, destroy or obstruct a sett. Penalties for infringing the 

law can be severe; fines and a custodial sentence can be imposed. Should a sett be 

discovered during construction, SNH guidelines state that a licence is required for works 

likely to disturb a sett. 

Appropriate Assessment 

10.8.23 Where a plan or project occurs in or adjacent to a Natura 2000 site such as the River Spey 

SAC, which includes the River Truim, there may be a need to undertake Appropriate 

Assessment under Article 6 of the Habitats Directive. This process considers whether the 

project will have impacts on the integrity of the SAC with respect to the site’s structure, 

function and conservation objectives. The assessment is undertaken over four stages and a 

project may not be required to complete all four sections before permission is granted. 

• Stage 1 – Screening 

• Stage 2 – Appropriate Assessment 

• Stage 3 – Assessment of Alternative Solutions; and 

• Stage 4 – Assessment where no alternative solution exists and where adverse impacts 

remain. 

10.8.24 Although the need for Appropriate Assessment (AA) for the Crubenmore scheme is 

considered unlikely, due to the mitigation measures that will be implemented (refer to 

mitigation measures – Section 10.7) and the separation of the SAC from the site by the 

railway, ballast and embankment and old A9 cycle route, a Stage 1 Screening exercise has 

been completed which will formally determine the need for moving to Stage 2 AA. 

10.8.25 Screening is the initial stage and is the process which identifies the likely impacts upon a 

Natura 2000 site of a project or plan, either alone or in combination with other projects or 

plans and considers whether these impacts are likely to be significant. The screening 

framework for Crubenmore is based on the Screening Matrix provided in the European 

Commission document, Assessment of plans and projects significantly affecting Natura 2000 

sites, methodological guidance on the provisions of Article 6 (3) and (4) of the Habitats 

Directive 92/43/EEC, 2001. 


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10.8.26 The screening document provides an appraisal of the implications arising from the 

construction of the preferred scheme on the River Truim and River Spey, protected by 

statutory designation as a SAC under the EC Directive 92/43/EEC transposed into UK law by 

the Conservation (Natural Habitats and Countryside) Regulations 1994. 


10.9.1 The majority of habitats in the study area have been assessed as of site conservation value. 

The semi natural ancient woodland is of regional value as a result of its lower plant interest 

and the modified blanket bog has been valued at a local level. The River Truim is a 

designated SAC and is of international conservation value. Habitats were valued at district 

level for otter and bats, whilst habitats for bird species are of local value (with the exception of 

lapwing for which habitats are of district conservation value). Habitat for deer has been 

valued at the site level. 

10.9.2 Potential negative impacts pertinent to the development, are vegetation damage, habitat loss 

and subsequent habitat narrowing and physical modification of the environment, fauna 

susceptibility to road accidents, disturbance to protected species and species of nature 

conservation importance, barrier effects to species during construction, water quality, changes 

in the hydrological regime of the site and dust arising from construction. The magnitude and 

significance of these impacts on habitats and species envisaged to be affected was evaluated 

and after considering mitigation an overall residual impact was established. The majority of 

impacts when assessed against habitats, flora and fauna receptors, after mitigation, were of 

neutral impact. 

10.9.3 Impacts after mitigation which are assessed as a negative moderate impact are habitat loss 

of semi natural ancient woodland and associated impact on the fungal assemblage assessed 

as being of regional importance. Overall, proposed mitigation is likely to have a positive 

minor impact on bog habitat, by preventing water draining from the bog habitat through the 

road drainage infrastructure, improving the current situation. Upgraded drainage systems are 

likely to improve the baseline drainage conditions that discharge into the River Truim from the 

A9. Therefore, residual impacts on the water quality of the River Truim SAC are assessed as 

a neutral to positive minor impact. 

10.9.4 Where a plan or project occurs in or adjacent to a Natura 2000 site such as the River Spey 

SAC (River Truim) there may be a need to undertake Appropriate Assessment. The need for 

Appropriate Assessment for the Crubenmore scheme is considered unlikely due to the 

mitigation measures that will be implemented and the separation of the SAC from the site by 

the railway, ballast, embankments and old A9. A screening exercise has been completed to 

demonstrate the fact and reasoning behind this. 

10.9.5 No major ecological impacts resulting from the road scheme proposals are predicted. In 

accordance with guidance, the overall impact assessment of the scheme has been 

determined by the most adverse category of effects on the ecological features of the study 

area. The overall impact is therefore moderate negative. 


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11. LANDSCAPE AND VISUAL EFFECTS 


11.1.1 This landscape and visual effects section identifies the potential landscape character and 

visual amenity impacts of the proposed A9 Crubenmore Dual Carriageway Northern 

Extension. 

11.1.2 The baseline assessment describes the existing landscape character and visual amenity 

receptors within the identified study area. The baseline assessment forms the basis against 

which to review the significance of impacts as a result of the preferred scheme. 

11.1.3 Mitigation measures are developed and proposed to avoid, reduce or compensate for the 

identified impacts and to make positive contributions to the environment. 

11.1.4 The methodologies used to collect this information are detailed in Section 11.3 and the 

preferred scheme is illustrated in Drawing 5025080_GEN_001 in Appendix 3. 

11.1.5 The assessment of landscape character and visual amenity are two distinct but related areas: 

• Landscape character assessment is the systematic description and analysis and 

classification of the features within the landscape, such as landform, vegetation cover, 

settlement, transport patterns and land use; and 

• Visual amenity assessment is the description of the view of the landscape, from locations 

inhabited and frequented by people, such as from public open space, roads, and 

residential or business properties. 


11.2.1 The key issues relating to the preferred scheme, from a landscape and visual perspective, 

include: 

• Direct loss or alteration of key landscape elements, such as landform, mature trees and 

woodland. 

• Loss of designated landscape elements such as Ancient Woodland. 

• Indirect impacts on the wider landscape character including designated sites, such as a 

Scenic Area, Sensitive Landscape Area, Rural Diversification Area and Listed Buildings. 


11-1




• Changes in the perception of the wider landscape character as a result of the construction 

of the preferred scheme and associated loss of vegetation; and 

• Changes in views obtained by the adjacent visual amenity receptors as a result of the 

construction of the preferred scheme and associated loss of vegetation. 

11.2.2 These key issues should however be balanced against the existing influence of the A9 and 

the associated traffic. 


11.3.1 The landscape and visual amenity assessment was based on advice given in DMRB 11:3:5 62 . 

General landscape and visual assessment guidance was also obtained from the Guidelines 

for Landscape and Visual Impact Assessment (GLVIA) 63 . In addition, the Landscape 

Character Assessment Review No.75 64 was also studied for the description of existing 

landscape character. 

11.3.2 The assessment was undertaken by a Chartered Landscape Architect and involved a 

combination of desk studies, field surveys and consultation. The consultation is outlined in 

detail in Section 11.5, Consultation. 

11.3.3 A desk study was carried out to review existing maps and written data relating to the study 

area. The following sources of information were studied: 

• The Highland Structure Plan 65 ; 

• Badenoch and Strathspey Adopted Local Plan 66 ; 

• Cairngorms National Park Local Plan, Consultative Draft 67 ; 

• Cairngorms Assessment. Scottish Natural Heritage Review No.75; 

• Inventory of Ancient Woodlands 68 ; 

• A9(T) Perth to Inverness Development of a Route Strategy Plan, Phase 3 Report; and, 

• Ordnance Survey Map: Explorer 402, Badenoch and Upper Strathspey, Kingussie and 

Newtonmore, Scale 1:25,000. 

11.3.4 The site surveys were undertaken in June 2004 and April 2006 which helped to gain an 

understanding of the baseline landscape character and visual amenity and supplemented the 

information collected during the desk study. The surveys were undertaken from accessible 

roads and tracks, however, access to private properties was not obtained. Views were taken 

from the nearest accessible point to the property. Therefore, views discussed from within 

properties are predicted. The weather conditions during the surveys were dry and clear which 

allowed an extensive landscape and visual assessment to be undertaken. 


63 Landscape Institute and the Institute of Environmental Management and Assessment, 2002 

64 Turnbull Jeffrey Partnership, 1996 

65 The Highland Council, 2001 


67 Cairngorms National Park Authority, 2005 

68 Scottish Natural Heritage 


11-2




11.3.5 In addition, when deciding the extent of the assessment, it was important to distinguish 

between landscape character and visual amenity. The study area for the landscape character 

assessment included the full extent of the preferred scheme and the wider landscape context. 

This was assumed to extend to a minimum of 2 kilometres on either side of the road, to the 

east and west, 1.5 kilometres from the northern extent of the scheme and 0.5 kilometres away 

from the southern extent of the scheme. 

11.3.6 The ‘visual envelope’ defined the visual amenity assessment. The visual envelope is the 

predicted extent of potential visibility of the preferred scheme. Visual amenity receptors 

affected by the preferred scheme only occur within the visual envelope. 

Landscape Character, Quality and Sensitivity 

11.3.7 Following Scottish Natural Heritage guidance, the landscape was described in a ‘hierarchy’ of 

landscape character descriptions. Starting at a national level and leading to local descriptions, 

based on the desk study and field surveys, the landscape was divided into discrete areas of 

similar characteristics called ‘landscape character areas.’ 

11.3.8 Scottish Natural Heritage has identified broad national landscape character areas, which are 

used as a baseline for policy and considering the forces of change in the Scottish landscape. 

These national landscape character areas are based on general characteristics, such as 

landform, geology and land use. Within these national landscape character areas, landscape 

types have been identified. These are generic areas, which exhibit a unity of character. This 

information was used during the assessment to aid the identification of more detailed 

landscape character areas on a local scale within the study area. 

11.3.9 The landscape character areas were assessed for their landscape quality. The landscape 

quality assessment was based on a review and analysis of the relevant landscape and 

cultural heritage designations outlined in the Local Plans and on the landscape character 

descriptions. The landscape quality descriptions are outlined in Table 11.1. 


11-3




Table 11.1: Criteria used to assess landscape quality 69 

Landscape Quality Criteria 

Poor 

Land use dominates and includes industrial development with no aesthetic 

value. The area is lacking in a positive character and there is much scope 

for positive enhancement. No landscape designations apply. 

Ordinary 

Primarily a functional area including roads, isolated housing, vegetation 

and open countryside resulting in an area of mixed character. Not of high 

attraction but includes areas that exhibit a positive character that are 

potentially sensitive to inappropriate change. Land may have a local 

landscape designation. 

Good 

There is a large distribution of vegetation and the overall view of the area is 

pleasant. Isolated settlements may be present within extensive areas of 

open space. Landscape designations of cultural or historic value may be 

present. 

Very attractive Areas may include ancient woodlands or designated landscape. There is 

an extensive distribution of mixed vegetation including woodland, high 

proportions of trees, hedges and shrubs. Attractive landscape features are 

present including unpolluted water corridors i.e. streams or brooks. 

Several landscape designations may apply. 

High 

Includes the most aesthetically attractive landscape considered to be of 

particular importance to conserve and which is extremely sensitive to 

change. Areas of particular natural beauty are identified in this category. 

Nationally designated landscapes of historical, ecological or national scenic 

value are present. 

11.3.10 In addition, the sensitivity of each landscape character area was assessed. The 

determination of sensitivity was based on the evaluation of each key element or characteristic 

feature of the landscape likely to be affected. This included such factors as the landscape 

character areas quality, value, contribution to landscape character and the degree to which 

the particular element or characteristic can be replaced or substituted. The criteria used to 

assess landscape sensitivity are derived from the methodology and examples as outlined in 

GLVIA and include: 

• High – distinctive landscape character, susceptible to change 

• Medium – moderately valued landscape character, tolerant of change; and 

• Low – generally developed landscape, tolerant of substantial change 

11.3.11 The descriptions of landscape character, quality and sensitivity helped to assess the capacity 

of the landscape to accept the A9 Crubenmore Dual Carriageway Northern Extension. 

Visual Amenity and Sensitivity 

11.3.12 As with landscape character, visual amenity receptors were also described according to their 

sensitivity. The sensitivity of the visual receptors is dependent on the location, context and the 

importance of the viewer. The criteria used to assess the sensitivity of the visual receptors are 

derived from the methodology and examples as outlined in GLVIA and include: 

• High – Occupiers of residential properties including communities; 

69 This table has been compiled through reference to the Scottish Natural Heritage ‘Landscape Character Assessment’ and the GLVIA. The 

definitions are specific to the context of the area 


11-4




• Medium – Users of outdoor recreational facilities including public rights of way, 

community facilities and temporary or transient users such as caravan parks and holiday 

cottages; and, 

• Low – People at their place of work; people travelling through or past the affected 

landscape in cars or other modes of transport. 

11.3.13 Designations, such as listed buildings and scheduled ancient monuments, increase the 

sensitivity of the receptor. 


11.3.14 The baseline information forms the basis against which to review the magnitude and 

significance of the predicted landscape character and visual amenity impacts of the preferred 

scheme. 

11.3.15 The significance of the predicted landscape character and visual amenity impacts was 

determined by considering the relationship between the sensitivity of the landscape and visual 

impact receptors and the nature, scale, duration and magnitude of change. 

11.3.16 The criteria used to describe the magnitude of change were derived from the methodologies 

and examples as outlined in GLVIA and included: 

• High – total loss of or major alteration to key elements, characteristics or views of the 

existing conditions. Introduction of elements considered to be totally uncharacteristic of 

the existing character and view. 

• Medium - partial loss of alteration to one or more elements, features, characteristic or 

views of the existing conditions. Introduction of elements that will be prominent but not 

necessarily considered to be substantially uncharacteristic of the existing character and 

views. 

• Low – minor loss or alteration to one or more key elements, features, characteristics or 

views of the existing conditions. Introduction of elements that may not be uncharacteristic 

when set within the existing landscape and views; and 

• Negligible - very minor loss or alteration to one or more key elements, features, 

characteristics or views of the existing conditions. Introduction of elements that are not 

uncharacteristic with the surrounding existing landscape and views. Approximating the 

‘no change’ situation. 

11.3.17 The broad connections between the sensitivity of the receptor, the magnitude of change and 

the significance of impacts are outlined below. Impacts are graded from slight to substantial. 


11-5




Table 11.2: Relationship between Sensitivity of Receptor and Magnitude of Change 

Magnitude of Change 

Sensitivity of Receptor 

High Medium Low 

High Substantial Substantial or Moderate Moderate or Slight 

Medium Substantial or Moderate Moderate Moderate or Slight 

Low Moderate or Slight Moderate or Slight Slight or Neutral 

Negligible Neutral Neutral Neutral 

11.3.18 Impacts are described as either adverse or beneficial and range from slight to substantial. The 

impacts are described in the following table. 

Table 11.3: Landscape and Visual Impact Significance and Magnitude 70 

Grade 

Description 

Substantial adverse Would cause a considerable variance to the integrity of the landscape; 

effects could not be fully mitigated and may cumulatively amount to a 

severe impact; would cause major damage to a high quality landscape; the 

development would form a major and immediately apparent part of the 

scene that fundamentally affects and changes its overall visual amenity. 

Moderate adverse Would be out of scale with the landscape or at odds with the local pattern 

and landform; would adversely affect an area of recognised landscape 

quality; where development may form a visible and recognisable new 

element within the scene and may be readily noticed by the observer. 

Slight adverse 

Would not quite fit the landform and scale of the landscape; would affect an 

area of recognised landscape character; where development may form a 

visible new, but not highly noticeable element within the scene; views may 

be long distance. 

Neutral 

Would complement the scale and form of the existing landscape; would 

maintain existing landscape quality; where the development would be 

scarcely appreciated and, on balance, would have little effect on views. 

Slight beneficial Would fit the scale, landform and pattern of the landscape; potential to 

improve the landscape quality and character; enable restoration of valued 

characteristic features that have been partially lost, would partially screen 

existing adverse views. 

Moderate beneficial Would fit the landscape character well; would improve the quality of the 

landscape by removal of damage caused by existing uses; would screen 

and improve existing adverse views. 

Substantial beneficial Would enhance the landscape character and greatly improve the quality of 

the landscape; would significantly improve existing views. Very few, if any, 

proposals, are likely to merit this grade 

11.3.19 The impacts were assessed at significant stages during the development of the A9 

Crubenmore Dual Carriageway Northern Extension and include the following: 

70 This table was compiled through reference to GLVIA and DMRB by Atkins. 


11-6




• Year 1: Opening Year: Winter, when it is assumed that landscape mitigation measures 

have not had time to mature. Essentially, it is the ‘worse-case’ scenario; and 

• Year 15: Design Year: Summer, when it is assumed that landscape mitigation measures 

have matured. Essentially, it is the ‘best-case’ scenario. 


Landscape Relevant Designations 

11.4.1 The Badenoch and Strathspey Local Plan, Cairngorms National Park Local Plan, and the 

Scottish Natural Heritage Cairngorms Landscape Assessment and Ancient Woodland 

Inventory have identified the following relevant landscape designations within the study area. 

These are also illustrated on Drawing 5025080_LAN_001 in Volume 3. 

11.4.2 The study area lies within the Cairngorms National Park (Refer to Drawing 

5025080_LAN_008 in Volume 3 for an illustration of the National Park boundary). The 

National Park is afforded regulatory powers under the National Parks (Scotland) Act 2000 to: 

• Protect the natural and cultural heritage of the Park; and, 

• Prevent damage to the land or anything in or under it. 

11.4.3 General Policy 1 and General Policy 2 of The Cairngorms National Park Local Plan, further 

define this protection with regard to the aims of the National Park. 

11.4.4 The study area is designated as an Environmentally Sensitive Area (ESA). This affords 

protection to environmentally sound agricultural practices and promotes sympathetic 

management of farmland for conservation in parallel with sustainable agricultural production. 

11.4.5 The study area encompasses areas of woodland which appear on Scottish Natural Heritage’s 

Ancient Woodland Inventory as Ancient Woodland and Semi-natural Ancient Woodland. One 

area of Ancient Woodland is located to the north of the junction of Crubenbeg whilst Seminatural 

Ancient Woodland exists along the western edges of the preferred scheme and also in 

isolated belts to the east in the vicinity of Loch Etteridge. Baseline information relating to the 

position of Ancient Woodland and Semi-natural Ancient Woodland is provided in detail within 

Section 10, Ecology and Nature Conservation. 

11.4.6 The Badenoch and Strathspey Local Plan affords protection to woodlands and trees (Policy 

5.4) which includes small groups of trees or individual “granny pines” (old mature pines that 

contort with age). The policy states that ‘Generally development should not be sited within 20 

metres of the trunks of large or mature trees, and careful consideration will be given to the 

effect of related access and services on their stability’. 

11.4.7 The Badenoch and Strathspey Local Plan affords protection to areas of established 

commercial forestry plantations (Policy 5.2) for their value to the economy. However the 

Council recognises the amenity, conservation and recreational value of forest areas and will 

encourage management and felling practices compatible with mixed use of such an area 

where appropriate. 


11-7




11.4.8 The study area lies outwith the Cairngorms National Scenic Area however the Council will 

seek to conserve areas of landscape importance (Policy 5.10) including waterside land, open 

areas and scenic views particularly over open water from main tourist routes. 

11.4.9 The study area holds several archaeological features that are recorded on the Highland 

Council Sites and Monuments Record. Only features or structures that have a physical 

presence within the landscape and contribute to the landscape character were assessed. 

Please refer to Section 8, Cultural Heritage for a description of features of Cultural Heritage. 

Landscape Character 

11.4.10 The study area falls within two broad landscape types, those of the Uplands and Glens and 

Straths. These are two of the three broad landscape types that describe the Cairngorms as 

defined by the Cairngorms Landscape Character Assessment No.75. The Uplands and Glens 

landscape type comprises vast ranges of rolling hills between 400 metres and 700 metres in 

height and partially surrounding the high mountain plateaux. Broad, gently sloping glens 

penetrate deep into these hill ranges with few human settlements. Straths contain the major 

river systems of the area and are relatively low lying compared with other landscape types 

that border them. They are characterised by cultivated land containing a diverse mix of 

farmland, woodlands, forests and settlements which combined to create a variety of 

landscape patterns on the valley floors and lower hill slopes. This provides a distinctive visual 

contrast with the other less human influenced landscape types adjacent to them. 

11.4.11 Within these two broad categories of landscape type are four landscape character areas. 

Ardverikie and The Southern Hill Ranges are within the Uplands and Glens landscape 

type whilst Badenoch and The Upper Speyside Farmland Strath are within the Strath 

landscape type. 

11.4.12 During site surveys, the character area of Upper Spey Farmlands Strath was observed to be 

a more appropriate description of the landscape character of the study area, albeit at a 

smaller scale in respect to the size of the glen floor. 

11.4.13 The Upper Speyside Farmland Strath is characterised by; 

• A Flat bottomed ‘U’ shaped glen; 

• The glen floor is extensively drained providing arable farming and improved pasture; 

• The glen is flanked on either side by low, rounded hills, some with rocky outcrops on their 

summits; 

• Semi-improved and rough pasture mixed with deciduous woodland and small scale 

coniferous plantations covers the lower slopes; 

• Heather moorland dominates the upper slopes; and, 

• Settlements are few and the main built environment features are largely historic 

farmsteads connected by a series of minor un-surfaced tracks. 

11.4.14 Based on the above descriptions and on site survey and analysis, the study area has been 

divided up into areas of similar characteristics called ‘detailed landscape character areas.’ 

Four detailed landscape character areas have been identified and are described below. Their 


11-8




location is illustrated on Drawing 5025080_LAN_003 in Volume 3. The landscape viewpoints 

are contained in Drawings 5025080_LAN_004 – 007 in Volume 3. 

1. A9 Road Corridor 

11.4.15 This is a linear area defined principally by the road and its adjacent grassland verges. The 

corridor is bordered by vegetation on either side of the A9, more so to the western side which 

principally consists of birch merging into the interspersed woodland occurring along the glen 

floor. Engineered embankments on the eastern edges of the road corridor contrast with the 

surrounding topography and are vegetated by a mixture of heather, grassland and juvenile 

pines and birch. Continuing eastward the land rises to the upper slopes of heather moorland 

contrasting with the lower levels of the glen to the western side. (Refer to Drawings 

5025080_LAN_004, 005 and 007 in Volume 3). 

11.4.16 The uniformity of experience and lack of variation in landform and vegetation creates an area 

of ordinary quality. However, the positive contribution the road side vegetation makes to the 

wider landscape setting creates an area of medium sensitivity. 

2. A9 Cycleway Corridor 

11.4.17 The cycleway follows the old alignment and level of the A9 and therefore a change in level 

occurs between the cycleway and the existing A9, varying from level to 4 metres below A9 

(Refer to Drawing 5025080_LAN_003 in Volume 3 for an illustration of the cycleway). To the 

south, the cycleway is approximately 2 metres below the A9 with open views to the east and 

west. Along its central and northern sections the cycleway is flanked on both sides by Seminatural 

Ancient Woodland and semi-natural ancient derived birch woodland interspersed with 

Scots pine seedlings together with occasional willow and broom along the eastern side. This 

is consistent with the road embankment which accommodates the varying level changes. The 

width of this vegetation varies between an approximate maximum of 35 metres at its northern 

end to approximately 2 metres along its central section. To the western side a rail line is 

present along which a band of scrub and semi-mature woodland exists separating the 

cycleway from the rail line. (Refer to Drawings 5025080_LAN_006-7 in Volume 3). 

11.4.18 The extent of woodland comprising areas of semi-natural and semi-natural ancient derived 

woodland creates an area that is of very attractive quality and of high sensitivity. 

3. Semi-improved and Rough Pasture of the Upper Speyside Farmland Strath 

11.4.19 Semi-improved and rough pasture extends to the upper slopes of the glen to the west and 

south east of the preferred scheme. This is interspersed with groupings of trees and 

plantation including areas of Semi-natural Ancient Woodland and Ancient Woodland 

predominantly to the west of the preferred scheme. The varying and rising landform together 

with existing vegetation contrasts with the upper slopes of heather moorland. A few elevated, 

isolated properties and agricultural buildings exist on the east and west sides of the A9 and 

are accessed via tracks. Built form is assimilated well into the landscape due to the 

combination of topography, vegetation and local building materials. (Refer to Drawing 

5025080_LAN_005 in Volume 3) 

11.4.20 The variation in landform and vegetation combined with infrequent buildings creates an area 

that is high quality and of high sensitivity. 


11-9




4. Upper Slopes of the Upper Speyside Farmland Strath 

11.4.21 The upper slopes enclose and define the Strath area to the east and west of the preferred 

scheme. Their varying gradients, height and vegetation cover, which is predominantly open 

heather moorland with limited trees, contrasts with the semi-improved and rough pasture 

areas below. The landform is dramatic rising to elevations of 590 metres AOD, some 265 

metres above the preferred scheme. The rising landmass defines the glen and is punctuated 

with a variety of ridges, steep slopes and rocky crags at high elevation. (Refer to Drawings 

5025080_LAN_005 and 007 in Volume 3). 

11.4.22 The dramatic variety of landform ensures a high quality with high sensitivity. 

Visual Amenity 

11.4.23 Visual amenity receptors have been identified and their existing views described. In addition 

properties and locations within the study area without views have been assessed to confirm 

an absence of view. Receptor locations are illustrated in Drawing 5025080_LAN_002 in 

Volume 3 and photographs of existing views are shown in Drawings 5025080_LAN_004-007 

in Volume 3. 

11.4.24 As the study area is remote from the main settlements of Kincraig, Kingussie and Lagan, 

there are few visual amenity receptors within the study area. 

Birch Cottage (Visual Receptor No.1 - Refer to Drawing 5025080_LAN_004, 

Viewpoint A & B in Volume 3) 

11.4.25 This receptor is located approximately 500 metres to the south west of the A9. The cottage is 

a new build two storey construction with windows to both storeys, facing the A9 in a south 

easterly direction. This residential property is accessed from the A9 via a single track road. 

Lying at a lower elevation than the A9, the property is afforded views only of passing traffic on 

the A9 to the southern end of the preferred scheme. The view is not open and mostly 

obscured by trees in the foreground. Visibility in the winter months will be increased due to the 

absence of screening provided by foliage. 

The Old School House (Visual Receptor No.2) 

11.4.26 Located in close proximity to Birch Cottage to the north west, The Old School House is a 

residential two storey dwelling with windows only to the ground floor. It is orientated to the 

south east of the preferred scheme and, as with Birch Cottage, lies at a lower elevation to the 

A9. Views are limited to passing traffic and obscured by foreground trees occupying the 

majority of land between the property and the A9. Views will increase in the winter months 

due to the absence of the screening provided by foliage. 

Crubenbeg House and Holiday Cottages (Visual Receptor No.3) 

11.4.27 Accessed via the same single track road as Birch Cottage and The Old School House, 

Crubenbeg House is situated in an elevated position, approximately 500 metres from the A9. 

The house has windows to both storeys and overlooks semi-improved and rough pasture 

interspersed with woodland which prevents open views of the A9. Passing traffic is visible, 

however, the duration of view is short and limited due to the presence of woodland between 


11-10




the property and the A9. In addition, a number of large pine trees exist immediately in front of 

the property which considerably reduces the available views from the upper storeys. There 

are holiday cottages located to the rear of the house. These cottages are contained within a 

single story building, presumably of previous agricultural use, with a limited number of 

windows present on the main elevation. The main aspect is to the north east with large 

windows and patio doors. The view from these windows is across the semi-improved and 

rough pasture and is interspersed with woodland toward the A9. However, the existing 

woodland planting to the east of the railway line running parallel to the A9 restricts the view to 

a limited section of the A9 only. 

Invernahavon Caravan Park (Visual Receptor No.4) 

11.4.28 Located to the northwest of the study area, the caravan park lies at a lower elevation by some 

15 metres and is approximately 600 metres from the A9. The site comprises a number of 

static lodges located along the eastern periphery with numerous pitches provided within the 

park to the west. None of the lodges have windows facing the A9. Views from within the 

caravan park are screened by extensive peripheral woodland together with existing 

established planting along the A9 road corridor. This significantly restricts views with passing 

traffic being difficult to identify. Views of passing traffic are expected to be possible in the 

winter months but will remain limited. 

Etteridge Lodge (Visual Receptor No.5 - Refer to Drawing 5025080_LAN_005, 

Viewpoint D in Volume 3) 

11.4.29 Accessed directly from the A9 via a track, the residential property is located approximately 

450 metres from the A9. To the north of the property by some 200 metres are farm buildings 

under agricultural use which are associated with Etteridge Lodge. These buildings have no 

windows facing the A9. The house is elevated by approximately 25 metres from the A9 and 

comprises of a two and half storey building which has an open view over rough pasture to the 

southern end of the scheme. 

Shepherds Cottage (Visual Receptor No.6 - Refer to Drawing 5025080_LAN_005, 

Viewpoint 3 in Volume 3) 

11.4.30 Located to the east and approximately 70 metres from the A9, the cottage is accessed directly 

from the A9 via a track. The cottage is a one and a half storey residential property. Although 

in close proximity to the road, views from the property to the north and west are obscured by a 

localised landmass rising to approximately 4 metres in height. To the south and west, views of 

the A9 are available; however, these are limited due to the orientation of the house relative to 

the road. Views in the vicinity of the house to the south and access track are widely available. 

A9 Cycleway (Visual Receptor No.7 - Refer to Drawing 5025080_LAN_005, 

Viewpoint 8&9 in Volume 3) 

11.4.31 The cycleway follows the old alignment and level of the A9 and therefore a change in level 

occurs between the cycleway and A9, varying from level to 4 metres below A9. To the south, 

the cycleway is approximately 2 metres below the A9 with open views to the A9. Along its 

central and northern sections the cycleway is flanked to on both sides by semi-mature and 

ancient derived birch woodland interspersed with Scots pine seedlings together with 

occasional willow and broom along the eastern side. This is consistent with the road 

embankment which accommodates the varying level changes. The depth of this vegetation 


11-11




varies between an approximate maximum width of 35 metres at its northern end to a couple of 

meters along its central section. Views to the A9 are screened by existing planting along the 

majority of its northern section. Over the extent of the narrower sections occurring within its 

central section, views are possible given the limited depth of planting, but still remain 

restricted. Over this area, views in the winter months will become significantly greater due to 

the lack of screening afforded by foliage. 

Access Tracks from the A9 (Visual Receptor No.8) 

11.4.32 A number of un-surfaced tracks are present within the study area, leading to residential 

properties and farmsteads. Views from tracks to the A9 are available; however, existing 

vegetation along the road corridor and varying topography of the study areas semi-improved 

and rough pasture, through which the tracks pass, restrict the available views. 

Site of Old Railway Station (NN69SE0014) (Visual Receptor No.9) 

11.4.33 Identified within the Highland Council Sites and Monument Records, the station is no longer 

present. In its place is a small informal gravel car park with two interpretive information panels 

mounted on stone piers. The site is orientated to the west, in the opposite direction from the 

A9 and therefore views of the A9 are not readily available from this site. 

Railway Line (Visual Receptor No.10) 

11.4.34 The rail line runs parallel to the A9 with open views to the road along its southern length from 

the Crubenmore junction to the access track to Shepherds Cottage. The combination of both 

vegetation and rising embankment along its eastern side restricts views to the A9. 

Hill Walking and Climbing (Visual Receptor No.11) 

11.4.35 The study area lies within the Cairngorms National Park, comprising of a number of significant 

rising landmasses. It is assumed that the area will be frequented by both hill walkers and 

climbers. Due to the elevation of these landmasses above the preferred scheme, views will be 

extensive, although the degree of discernable detail of the route is significantly reduced due to 

distance of view. 

Other Properties and Locations Within the Study Area (Refer to Drawing 

5025080_LAN_002 in Volume 3) 

Glentruim Farm 

11.4.36 Located to the west and approximately 1.8 kilometres from the A9, the farm consists of a 

number of farm buildings and sheds clustered around the farm residence. Although occupying 

an elevated position (approximately 300 metres AOD), the rising landmass of Torr Neasantulaich 

at 379 metres AOD with its heavily wooded slopes prevents any views to the A9. 

Glentruim House 

11.4.37 Located to the north west and approximately 2 kilometres from the A9 Glentruim House is a 

grand baronial estate house comprising two storeys with central tower situated within 

extensive, predominantly wooded, grounds. At a similar elevation as Glentruim Farm, no 

views are available of the A9 due to the surrounding woodland and orientation of the house to 

the north east. 


11-12




Gate House 

11.4.38 Located at the entrance of the grounds associated to Glentruim House, the property shares 

similar views to that of the main house. Positioned within the fringes of the woods of 

Glentruim House, the property is screened from the A9 by a rising landmass to the foreground 

and the woodland of Torr Neasan-tulaich. 

Properties near Druim nan Toll 

11.4.39 Located approximately 3 kilometres from the A9 to the east in close proximity to General 

Wades Military Road, two residential properties are afforded no view of the A9 due to a rising 

landmass to the west at 362 metres AOD and the ridge of Cregan a’ Choin extends in a south 

westerly direction. 

Shanvall Memorial 

11.4.40 Located to the west, approximately 2 kilometres from the A9, the memorial is orientated with 

view to the west. To the east, existing woodland and landform prevent views to the A9. 

General Wades Military Road 

11.4.41 Identified within the Highland Council Sites and Monument Records, General Wades Military 

Road runs in a north east / south west direction. The road, an un-surfaced track, is difficult to 

distinguish from other tracks in the study area and follows the lower contours of Creagan an 

Fhithich, Creagan na Seabhaigh and Meall Dubh at an elevation of approximately 300 metres 

AOD. The ridgeline to the west of this route rising to between 362 metres AOD and 356 

metres AOD prevents views of the A9. 


11.5.1 Table 11.4 outlines the consultations which took place to gain baseline data and preliminary 

advice on impacts and design. 

Table 11.4: Consultations 

Stakeholder 

Date of 

Consultation 

Date and Summary of Reply 

Corresponding Action 

The Highland 

Council – 

Archaeology 

Service- Planning 

and Development 

Service 

Consultation letter 

issued 6 February 

2004 

Sustrans Consultation letter 


2004 


Information, including map 

received 20 February 2004 from 

K Cameron, Highland Council in 

relation to archaeological sites 

recorded on the Highland Council 

Sites and Monuments Record. 

Response received by e-mail 11 

February 2004 from Tony Grant, 

Manager Sustrans, Scotland. 

Scheme should not compromise 

existing cycleway running A9 on 

the old road. 

11-13 

Sites of archaeological 

interest assessed for 

relevance to scheme 

assessment during site 

survey work conducted 

June 2004. 

During Stage 2, route 

options were assessed to 

determine likely impact 

upon existing cycleway.




Stakeholder 

Cyclist 

Club 

Touring 

Royal Fine Arts 

Commission for 

Scotland 

Date of 

Consultation 



2004 



2004 

Historic Scotland Consultation letter 


2004 

The National Consultation letter 

Trust for Scotland issued 6 February 

2004 

ScotWays Consultation letter 


2004 

Scottish 

Heritage 

Cairngorms 

National Park 

Natural 



2004 


issued 4 March 

2004 

Date and Summary of Reply 

Response received 15 March 

2004. Central reserve to be 

included to provide protection if 

crossing road. Crossing points for 

both pedestrian and cyclists to be 

included within design. 

1 metre to be provided to road 

sides to accommodate cyclists. 

Response received 5 March 2004 

from C Prosser, Secretary 

requesting a delay of two weeks 

for response in order to determine 

if RFACS can usefully advise. 

No comment 

No comment 

Response received 12 February 

2004 from J Doake, Assistant 

Secretary- Confirmation that no 

rights of way exist. 

Response received 14 May 2004 

from S Scroggins, Area Officer. 

SNH require landscape impacts 

to be assessed. Plan information 

provided identifying areas of 

Ancient Woodland within the 

study area which should be 

protected. Confirmation that site 

lies outwith the Cairngorm 

Mountain Scenic Area. 

Response reviewed 2 August 

2004 from D McKee. CNP require 

landscape impacts to be 

assessed together with ecological 

impacts inc appreciation and 

recognition of SSSI, and 

Candidate SAC. Furthermore they 

request spoil should be disposed 

of within the confines of the 

development. CNP assume that 

the proposals will not predjudice 

any cycleway or footpaths 

Corresponding Action 

Pedestrian and cyclist 

circulation to be 

addressed through detail 

design. 

No further response 

received. 

Information provided not 

sufficient to determine 

exact extent of woodland 

affected. Further 

ecological site 

assessment during Stage 

3 assessment process 

has determined the actual 

position of Ancient and 

Semi- Natural Ancient 

Woodland 

Landscape and 

ecological impacts 

assessments completed. 

Footpaths and cycleways 

maintained and realigned 


11-14





Landscape Impacts 

11.6.1 Landscape impacts are changes in the fabric, character and quality of the landscape as a 

result of development. Landscape impact assessment is concerned with: 

• Impacts on acknowledged and recognised areas of interest or value, such as designated 

landscapes and conservation sites; 

• Direct impacts on specific landscape elements, such as the loss of woodland, grassland 

or moorland; and, 

• Indirect effects on the overall pattern of elements that give rise to landscape character 

and regional and local distinctiveness. 

11.6.2 The landscape impacts are described below and are also summarised in a tabular format in 

Table 11.5. 

Landscape Impacts on Landscape Designations (Refer to Drawing 

5025080_LAN_001 in Volume 3) 

11.6.3 The preferred route is located within an area designated as an ESA (Environmentally 

Sensitive Area) affording protection to environmentally sound agricultural practices and 

promotes sympathetic management of farmland for conservation in parallel with sustainable 

agricultural production. The impact of the scheme upon the ESA is considered to be negligible 

by virtue that the scheme does not impact upon agricultural practices. The impact is therefore 

neutral. 

11.6.4 The impacts upon the National Park are considered neutral as the route does not deviate 

significantly from the current alignment of the A9 and the scale of the preferred scheme is 

insignificant in relation to the wider context of the National Park. 

11.6.5 The preferred scheme will require the removal of areas of Semi-natural Ancient Woodland 

located immediately adjacent to the A9 where re-profiled embankments will be constructed. 

This impact is experienced predominantly along the western edge of the A9 although a small 

area of Semi-natural Ancient Woodland is affected to the north of the access road to 

Shepherds Cottage and Etteridge Lodge. The proposal conflicts with Policy 5.4 which affords 

protection to these woodlands and trees and consequently results in a moderate adverse 

impact. 

Direct Landscape Impacts 

11.6.6 The improvements will widen the A9 from two lane carriageway to dual carriageway. This 

increase will necessitate the construction of an additional carriageway requiring the reprofiling 

of the existing slopes to the east and west of the A9 along the majority of its length. 

Slope profiles will be 1:2, which is steeper than the existing profiles, to both minimise the area 

affected by the preferred scheme and to fit within the limited land available to the west of the 

route. The removal of areas of woodland and scrub vegetation adjacent to the A9 will cause 

direct and negative impacts. 


11-15




11.6.7 A direct and negative impact upon the A9 Road Corridor will result, caused through the 

removal of vegetation and creation of new re-profiled slopes. Initially, the slopes will be unvegetated 

and exposed creating a stark contrast with the surrounding landscape. This 

character area will experience moderate adverse impacts. 

11.6.8 The impacts upon the A9 Cycleway will be direct and negative as the cycle route will 

experience a considerable loss of enclosure provided by the existing vegetation. Furthermore, 

as a consequence of the increase in carriageway, approximately 400m of cycleway will be 

required to be repositioned westward along the central section of the proposed route. This 

repositioning will require the formation of additional embankments resulting in further 

vegetation loss. The combined loss of vegetation resulting from both the proposed road and 

repositioning will occur along the majority of its eastern side, especially within the central 

section of the route over approximately 300m. Initially the cycleway will be considerably more 

exposed to the road and as a consequence will experience moderate adverse impacts. 

11.6.9 Direct impacts upon the landscape character areas of Semi-improved and Rough Pasture 

of the Upper Speyside Farmland Strath and Upper Slopes of the Upper Speyside 

Farmland Strath will be neutral as the route does not deviate significantly from the existing 

road alignment. 

Indirect Landscape Impacts 

11.6.10 The indirect impacts upon both the landscape character areas of Semi-improved and Rough 

Pasture of the Upper Speyside Farmland Strath and Upper Slopes of the Upper 

Speyside Farmland Strath together with the wider landscape character of the Strath will be 

negligible as the route does not deviate significantly from the existing road alignment and 

therefore are neutral. 

Table 11.5: Landscape Impacts (Opening Year 1) 

Landscape Character Areas and Designations 

Environmentally Sensitive Area 

National Park 

Semi-natural Ancient Woodland 

A9 Road Corridor 

A9 Cycleway Corridor 

Semi-improved Rough Pasture of the Speyside Farmland Strath 

Upper Slopes of the Upper Speyside Farmland Strath 

Impact 

Neutral 

Neutral 

Moderate Adverse 



Neutral 

Neutral 

Visual Amenity Impacts 

11.6.11 Visual impacts relate solely to changes in available views of the landscape and the effects of 

those changes on people. As with landscape impacts, any changes in views from identified 

receptors were compared with the existing views and influence of the A9. 

11.6.12 The extent of the potential visibility (visual envelope) for the preferred scheme and the 

location of the visual amenity receptors are illustrated in Drawing 5023902_LAN_002 in 

Volume 3. It should be noted that the actual visibility is less than illustrated due to the 

significant variation in topography and presence of trees and woodland that restrict and 

prevent views within the visual envelope. 


11-16




11.6.13 The extent of visibility of the route option is limited by the existing topography. The undulating 

lower hills of the areas of semi-improved rough pasture and steep upper slopes limit the wider 

views to the east, west, north and south. It is recognised that the area provides a recreational 

resource in terms of hill walking and climbing; and therefore, views of the road on route to, or 

from the summits of surrounding landforms will be possible. Due to the distance of these 

viewpoints from the preferred scheme, it is predicted that changes will not be readily 

perceived and therefore will be neutral. 

11.6.14 The existing retained woodland vegetation extending from the glen floor contributes 

significantly to the screening of the A9 from receptors to the west. The removal of substantial 

areas of existing woodland on the embankments along the western edge of the proposed 

route will increase the availability of views from the receptors to the west creating a direct 

and slight adverse impact. 

Birch Cottage (Visual Receptor No.1) and The Old School House (Visual Receptor No.2) 

11.6.15 The existing foreground vegetation and woodland present along the banks of the River Truim 

contributes significantly to the screening of the A9 from these receptors. The formation of 

new embankments directly to the east will result in the loss of woodland along existing A9 

embankment, increasing the visibility of new embankments. Impacts are therefore considered 

to be slight adverse. 

Crubenbeg House and Holiday Cottages (Visual Receptor No.3) 

11.6.16 Existing retained vegetation and woodland to the west of the proposed route will continue to 

afford screening restricting views. The formation of new embankments to the west side of the 

proposed route will be partially visible as the receptors and the proposed route are at a 

slightly higher elevation than the existing retained vegetation and woodland. Re-profiling, 

resulting in the loss of vegetation on slopes along the western edge of the proposed route will 

cause slight adverse impacts to the visual amenity of this receptor. 

Invernahavon Caravan Park (Visual Receptor No.4) 

11.6.17 The retention of existing woodland combined with the screening afforded by existing 

topography and orientation of the receptors away from the preferred scheme result in no 

change to the visual amenity of these receptors. The impacts will therefore be neutral. 

Etteridge Lodge (Visual Receptor No.5) 

11.6.18 Occupying an elevated position with open views over the southern extent of the preferred 

scheme, views of the re-profiled slopes to both the east and west sides of the preferred 

scheme will be visible causing slight adverse impacts to the visual amenity of this receptor. 

Shepherds Cottage (Visual Receptor No.6) 

11.6.19 Although in close proximity to the preferred scheme and re-profiled slopes to the north west, 

these slopes will not be visible from this receptor. Views to the south west will remain as is 

however, the view of the road will be partially obscured by the proposed hedge running 

parallel to the eastern boundary of the carriageway from Crubenmore junction northward. 

Traffic will remain visible; therefore, visual amenity impacts will be neutral. 


11-17




A9 Cycleway (Visual Receptor No.7) 

11.6.20 The removal of existing vegetation to the east and west along the southern and re-aligned 

central sections of the cycleway caused by the formation of new embankments will increase 

the opportunity for views to the proposed route and to newly formed embankments. This 

increase in the extent and nature of the view will create a moderate adverse impact upon the 

visual amenity of this receptor. 

Access Tracks from the A9 (Visual Receptor No.8) 

11.6.21 Views from access tracks to the receptors described both to the east and west of the A9 have 

limited views of the road due to the undulating topography and existing vegetation and share 

a similar visual amenity as those receptors to which the tracks lead. Removal of vegetation 

and re-profiled slopes to the east and west of the preferred scheme will cause a slight 

adverse impact upon their visual amenity where the access tracks join the A9 due to the 

proximity to the proposals. 

Site of Old Railway Station (NN69SE0014) (Visual Receptor No.9) 

11.6.22 The retention of existing woodland in the vicinity of this receptor and its orientation to the west 

combine to result in neutral visual amenity impacts. 

Railway Line (Visual Receptor No.10) 

11.6.23 The impact upon the visual amenity of the railway line is considered to be moderate adverse 

as the views from the rail line will change from that of heavily vegetated but disguised 

embankments to visibly engineered profiles. 

Hill Walking and Climbing (Visual Receptor No.11) 

11.6.24 The level of detail in the view that can be appreciated from distant landmasses is minor. 

Furthermore, the route is viewed within its wider context. Therefore no adverse changes will 

occur to the visual amenity of these receptors. The impact upon the visual amenity is neutral. 

Table 11.6: Visual Amenity Impacts (Design Year 1) 

No. Visual Receptors Impact 

1&2 Birch Cottage & Old School House Slight Adverse 

3 Crubenbeg House and Holiday Cottages Slight Adverse 

4 Invernahavon Caravan Park Neutral 

5 Etteridge Lodge Slight Adverse 

6 Shepherds Cottage Neutral 

7 A9 Cycleway Moderate Adverse 

8 Access Tracks from the A9, , Slight Adverse 

9 Site of Old Railway Station Neutral 

10 Railway Line Moderate Adverse 

11 Hill-walking and Climbing Neutral 


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11.7.1 Through reference to the baseline conditions and impact assessment, mitigation measures 

were proposed. The mitigation measures aim to: 

• Enhance the local sense of place and landscape through creative design and use of local 

materials and indigenous planting with an emphasis on environmental quality and 

sustainability. 

• Replace areas of lost landscape value with mitigation measures in character with the 

surroundings. Similar tree, shrub and grassland species to those found in the wider 

landscape will be used. Opportunities will be created to add visual interest and quality 

whilst improving biodiversity. 

• Avoid, retain, protect and make best use of existing features, such as designated areas, 

visual receptors and areas of landscape value such as existing woodlands, including the 

Ancient and Semi-natural Ancient Woodlands. 

• Minimise the footprint of the new works including construction works to avoid both direct 

and indirect impacts. 

• Take opportunities to screen existing views of the A9, which would offer improvements to 

the landscape character and visual amenity of the sensitive residential receptors located 

around the A9. 

• The re-profiled slopes are designed to limit land take and the subsequent removal of 

existing vegetation. It will be designed so it integrates into the surrounding landscape 

character through the re-vegetation of its slopes with small trees, shrubs and wildflower 

grassland. 

• Maximise opportunities for soft landscaping and natural species colonisation by the 

roadside and on the re-profiled slopes; and 

• Provide a pleasant environment for the road user, including the retention of an attractive 

journey with views from the road where possible. 

11.7.2 Mitigation of adverse effects through the design process has been ongoing. However, specific 

landscape mitigation measures include (Refer to Fig L004 in Volume 3): 

• During construction operations, the site compound will be located where the least 

environmental impacts will be experienced to avoid the excessive removal of existing 

vegetation. Where vegetation is to be removed, it will be replaced with similar species 

following completion. 

• The land take directly affected by the proposals to the east and west of the A9 has been 

minimised as far as practically possible to reduce both direct and indirect impacts. 

Typically re-profiled slopes are maintained at 1:2, although some may be up to 60 o in 

angle. 

• Detailed ecological assessments to map accurately the location of Ancient and Seminatural 

Ancient Woodland have been completed to enable the impacts upon this 

woodland to be accurately determined. Please refer to Section 10, Ecology and Nature 

Conservation. 


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• Replacement planting will be provided to compensate for loss of areas of Semi-natural 

Ancient Woodland removed during construction operations and to accommodate the 


• Mycological survey results recommend that it would be beneficial to undertake a two 

phased approach to maintaining the existing fungi interest to the site with regard to the 

proposed woodland planting. Phase 1 would comprise tree planting of young birch trees 

in the mature woodland area that is important for fungi in the 2006 fungi growing season 

(e.g. between August and November). This allows the fungal mycorrhizae to transfer 

from the roots of the mature birch and develop on the roots of the young trees. When the 

construction commences in 2007, these young trees would be lifted along with the 

surrounding soils and stored. Phase 2 would comprise re-planting these trees in the 

Phase 2 donor sites. 

• Native species hedge planting will be provided on the south eastern extent of the scheme 

to provide a physical barrier to encourage birds to fly over the carriageway to height 

above the most vehicles. This hedge will also assist in strengthening the connectivity to 

adjacent existing shelterbelt. 

• Areas requiring re-profiling will be stripped of their existing soils and stockpiled for re-use. 

Existing soils should be re-used to retain the seedbank of localised vegetation 

communities. The use of top/sub soils will encourage the natural regeneration of 

heath/acid grassland communities and provide a natural appearance and function in 

embankment swards. A non-competitive nursery crop should be applied in order to 

ameliorate any initial soil erosion and provide bank and cutting stabilisation, whilst 

allowing natural regeneration. It is important that the seed mix uses a core of species 

representative of the local environment and should be hydro-seeded onto embankments 

at a low rate. The mix should not contain aggressive species such as perennial ryegrass 

in reinstatement. This will have impacts on the continuity of habitats along the road 

corridor and have a negative appearance in context of the surrounding habitats. It may 

also attract deer to the road edge to feed, increasing the risk of road traffic accidents. 

• Imported soils should be of the same structure as that found on site and should be 

collected locally. It is imperative that imported material does not contain weed or invasive 

species. 

• Soils previously excavated from the working area will be placed on the niches and ledges 

of naturally formed rock face where they occur within re-profiled embankments. The 

naturally occurring seed bank within the soils will colonise these rock faces over time as 

the rock face itself weathers. 

• Any rock slope required will be as natural as possible and graded and shaped 

appropriately. 

• Native woodland planting will be introduced to the south western extent of the preferred 

scheme, adjacent to the A9 cycleway. This planting will provide a linkage between 

existing retained woodland to the north and that to the south at the Crubenmore junction. 

This increase in planting will assist in strengthening the ecological value through 

promoting connectivity along the western edge of the study area whilst increasing the 

screening afforded to the receptors in this vicinity; and 

• Species selection for new woodland will consist of aspen, gean, rowan, downy birch, 

silver birch and willow, creating the main structure planting along the western edge. In 

addition, edge structure planting of native species consisting of hazel and willow in 

combination with heath acid grassland will be provided. The combination of structure and 

edge planting will create a diverse planting matrix thus improving the current ecological 

value whilst mitigating the loss of woodland arising from the construction stage. 


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Residual Impacts on Landscape Designations 

11.8.1 The long-term impacts of the loss of areas of Semi-natural Ancient Woodlands are difficult to 

mitigate fully and will remain moderate adverse as the replacement woodland will not be of a 

sufficient age to be classified as either Semi-natural or Ancient Woodland. 

11.8.2 By the design year, mitigation planting will have established and will replace the vegetation 

removed. The re-profiled slopes will have established vegetation and will have a natural 

appearance and character. Exposed rock face will have weathered and natural vegetation will 

have established on its niches and ledges. The mitigation measures will have integrated the 

improvements into the wider landscape. Impacts upon the Semi-improved Rough Pasture of 

the Speyside Farmland Strath and Upper Slopes of the Upper Speyside Farmland Strath, 

ESA (Environmentally Sensitive Area) and National Park will remain neutral. 

Residual Direct Landscape Impacts 

11.8.3 By the design year, mitigation measures will result in the re-profiled slopes and areas of rock 

face along the eastern edges of the A9, having a natural appearance. Structure and edge mix 

planting will have established and replaced that lost along the western edge. Additional 

planting to the south west will have established and created a continuous woodland edge 

along the majority of the western boundary of the A9 integrating the proposals into the 

surrounding landscape. Impacts on the A9 Road Corridor landscape character area will be 

reduced from moderate adverse to neutral. 

11.8.4 Mitigation measures, including planting and soiling of re-profiled slopes adjacent to the A9 

and the A9 Cycleway with existing reclaimed site soils, will have established. This vegetation 

will assist in the visual separation of the A9 Cycleway from the A9 Road Corridor. Impacts 

will be reduced from moderate adverse to neutral. 

11.8.5 Residual direct impacts upon the landscape character areas of Semi-improved and Rough 

Pasture of the Upper Speyside Farmland Strath and Upper Slopes of the Upper Speyside 

Farmland Strath will remain neutral as the route does not deviate significantly from the 

existing road alignment. 

Residual Indirect Landscape Impacts 

11.8.6 The indirect impacts upon both the landscape character areas of Semi-improved and Rough 

Pasture of the Upper Speyside Farmland Strath and Upper Slopes of the Upper 

Speyside Farmland Strath together with the wider landscape character of the Strath will 

remain neutral as the route does not deviate significantly from the existing road alignment. 


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Table 11.7: Landscape Impacts (Design Year 15) 

Landscape Character Areas and Designations 

Environmentally Sensitive Area 

National Park 

Semi-natural Ancient Woodland 


A9 Cycleway Corridor 

Semi-improved Rough Pasture of the Speyside Farmland Strath 

Upper Slopes of the Upper Speyside Farmland Strath 

Impact 

Neutral 

Neutral 


Neutral 

Neutral 

Neutral 

Neutral 

11.8.7 The above table should be read in conjunction with the year 1 assessment of landscape 

impacts described in Section 11.6. 

Visual Amenity Impacts 

11.8.8 As with landscape character, the preferred scheme combined with the mitigation measures 

will limit the wider visual impacts. 

11.8.9 Visual amenity impacts for Birch Cottage (Visual Receptor No.1) and The Old School House 

(Visual Receptor No.2) will improve to slight beneficial due to the increase in screening 

provided by new established woodland planting to the south west and north of the 

Crubenmore junction. 

11.8.10 Established vegetation will have colonised the re-profiled slopes adjacent to the location of 

Crubenbeg House and Holiday Cottages (Visual Receptor No.3) assimilating and integrating 

these slopes into the wider landscape. Impacts will be reduced to neutral. 

11.8.11 Visual amenity impacts for Invernahavon Caravan Park (Visual Receptor No.4) will remain 

neutral as existing vegetation to the existing road embankment will be retained. 

11.8.12 The re-profiled slopes to both the east and west sides of the preferred scheme visible from 

Etteridge Lodge (Visual Receptor No.5) will have become colonised by vegetation disguising 

their presence . This vegetation will reduce the visual amenity impact to neutral. 

11.8.13 Visual amenity impacts for Shepherds Cottage (Visual Receptor No.6) will remain neutral at 

the design year. 

11.8.14 Established new planting and vegetated slopes will provide screening of the A9 from the A9 

Cycleway (Visual Receptor No.7). Visual amenity impacts will be reduced to neutral at the 

design year. 

11.8.15 Views from access tracks (Visual Receptor No.8) to the receptors described both to the east 

and west of the A9 will continue to have limited views of the road due to the undulating 

topography and existing vegetation. At the design year, growth of existing woodland together 

with established new planting will further restrict the available views to the A9 reducing visual 

amenity impacts to neutral. 

11.8.16 Visual amenity impacts for the Site of Old Railway Station (NN69SE0014) (Visual Receptor 

No.9) will remain neutral. 


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11.8.17 Both replacement planting and recolonisation of embankments the east of the rail line (Visual 

Receptor No. 10) will have re-established camouflaging the engineered embankments and 

providing a visual screen between rail line and the preferred scheme. Impacts will be reduced 

to neutral. 

11.8.18 The impact upon hill-walking and climbing will improve to slight beneficial as replacement 

and additional planting will have established, disguising the road corridor boundaries and 

thereby assisting in its integration within its wider context when viewed from a distance. 

Table 11.8: Visual Amenity Impacts (Design Year 15) 

No. Visual Receptors Impact 

1&2 Birch Cottage & Old School House Slight Beneficial 

3 Crubenbeg House and Holiday Cottages Neutral 

4 Invernahavon Caravan Park Neutral 

5 Etteridge Lodge Neutral 

6 Shepherds Cottage Neutral 

7 A9 Cycleway Neutral 

8 Access Tracks from the A9, , Neutral 

9 Site of Old Railway Station Neutral 

10 Railway Line Neutral 

11 Hill-walking and Climbing Slight Beneficial 


11.9.1 The study area lies within the Cairngorms National Park and consists of a relatively narrow 

glen through which the River Truim flows with rising landmasses defining the glen to the east 

and west. This area is a dramatic landscape comprising a mix of farmland, woodlands, forests 

surrounded by an upland landscape with rocky outcrops and craggy hill summits. These 

attractive constituent components have resulted in the area having a very attractive quality 

which has a high sensitivity. 

11.9.2 The existing A9 runs through the centre of the study area and has caused impacts on the 

areas of landscape character. The influence of the A9 and its associated negative impacts on 

the wider landscape character is limited and restricted by the surrounding topography and 

combination of existing woodland to the glen floor and areas of the upper slopes. 

11.9.3 In terms of landscape character impacts, the preferred scheme does not deviate significantly 

from the existing alignment and therefore impacts are contained and restricted within the 

immediate vicinity of the road corridor. The preferred scheme will require the formation of 

embankments to the western and eastern edges, more so along its western boundary. This 

will result in the removal of existing woodland and Ancient Woodland. Furthermore, the 

preferred scheme will require the relocation of part of the existing cycleway to the west along 

its central section again requiring the formation of embankments. In addition, the preferred 

scheme requires cutting along its eastern edge. These cuttings will, in the most part, be 

similar to that which exists presently. This will increase the initial perceived scale of the road 

corridor; however, it reduces the extent of intrusion into the Semi-natural Ancient Woodland to 

the west. 

11.9.4 The preferred scheme has been developed to avoid, retain and protect many existing 

landscape features and elements. Mitigation measures will include the planting of native 

species woodland and scrub mixes together with excavated soils containing the local seed 


11-23




bank. These soils will be spread on re-profiled slopes at an approximate depth of 150mm. 

These slopes will be further seeded with a non-competitive nurse crop with species 

representative of the local environment. Lowland perennial ryegrass shall not be used. 

Woodland planting of the slopes to the eastern edges of the road corridor is not proposed but 

allowed to naturally colonise to create an appropriate interface to the adjacent heathland. All 

areas of existing widened rock faces shall receive excavated soils which will be spread into 

niches and ledges and allowed to naturally colonise. The proposed mitigation measures will 

compliment the character of the overall area and reduce the wider landscape impacts of the 

A9 Crubenmore Dual Carriageway Northern Extension Improvement Scheme. 

11.9.5 The preferred scheme will cause direct and indirect impacts upon a number of landscape 

designations. By design year these impacts will all with the exception of Semi-natural Ancient 

Woodland be reduced to neutral. It is not possible to fully mitigate the impacts upon areas of 

Semi-natural Ancient Woodland and therefore at design year will remain moderate adverse. 

11.9.6 By design year, the preferred scheme and implementation of associated mitigation measures 

will cause neutral landscape character impacts on the associated landscape character areas. 

11.9.7 As the study area is remote from the main settlements of Kincraig, Kingussie and Lagan, 

there are few visual amenity receptors within the study area. Visual amenity receptors consist 

of a small number of residential properties and farm buildings located to the east and west of 

the A9 which are not in close proximity to the road, most being some 400 to 500m from the 

A9. The existing topography and vegetation to both the glen floor and adjacent to the A9 

along its western edge screens the majority of view of the A9. 

11.9.8 By design year adverse visual amenity impacts will be reduced to neutral for all the visual 

receptors with the exception of Birch Cottage, The Old School House and Hillwalking and 

Climbing which will experience a slight beneficial impact resulting from the increase in 

screening provided by the mitigation measures. 


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12. LAND USE 


12.1.1 Apart from the land between the eastern highway boundary and the railway, which is owned 

by Scottish Ministers, all the land adjacent to the Crubenmore Dual Carriageway Northern 

Extension is owned by Phones Estate. It is under a rural land use typical of this part of the 

Cairngorms, comprising field sports, livestock rearing and forestry. 

12.1.2 This Stage 3 assessment follows DMRB 11:3:6 71 and considers the impacts of the scheme 

both for the construction phase and operational phases. Effects are assessed with and 

without recommended mitigation measures being implemented and the assumption is that 

agricultural circumstances prevailing at the time of survey will continue to prevail. 

12.1.3 The study area for this assessment is the same as the Phase 1 habitat survey (Refer to 

Drawings 5025080_ECO_001-004 in Volume 3), bounded in the west by the River Truim and 

a line 2 kilometres east of the A9. 


12.2.1 The Scottish Executive Development Department’s (SEDD’s) current policy on the protection 

of agricultural land is set out in Circular 18/1987, as amended by Circular 25/1994. Key issues 

to be addressed in scheme design are protection of any prime land and mitigation of impacts 

related to landtake, severance and disruption to farm infrastructure such as buildings, water 

supplies and drains. 

12.2.2 There is no prime land at Crubenmore (see section 12.4) and so SEDD’s guidelines for its 

protection are not applicable here. 

12.2.3 Other land use issues relate to potential impacts on the Loch Etteridge SSSI and woodlands 

within the Ancient Woodland Inventory. 

12.2.4 There is also a SUSTRANS cycle track along the route of the old A9, between the existing A9 

and the railway. 



12-1





12.3.1 This assessment is based on a site visit made in November 2005 to examine land uses and 

management issues, in consultation with the manager and agent of Phones Estate. 


Agricultural and Sporting Land Use 

12.4.1 Apart from the highway land owned by the Scottish Ministers and the cycle path, the affected 

land is all part of Phones Estate. This comprises around 5,700 hectares, managed for deer 

stalking, game bird shoots (grouse, pheasant and partridge) and sheep rearing. The 

vegetation cover is described in detail in Section 10, Ecology and Nature Conservation, and 

consists of a mosaic of wet and dry heath, acid grassland (Refer to Photo 1 below), marshy 

grassland, bracken land, coniferous plantations and broad leafed woodland. There are also 

fields of improved grassland between Etteridge Lodge and the A9 (Refer to Viewpoint 3 on 

Drawing 5025080_LAN_005). 

Photo 1 - Unimproved grazing on Phones Estate at Etteridge, comprising a mosaic 

of heath and acid grassland. Stockproof fencing marks the A9 highway boundary. 

12.4.2 The estate is grazed by sheep brought in annually by a tenant and they roam freely across 

the land east of the A9. The tenant also takes hay from the fields between Etteridge Lodge 

and the A9. 

12.4.3 The main income from the estate comes from its field sports and the land is managed 

principally for these interests. 


12-2




Forestry 

12.4.4 There is only a small amount of commercial coniferous forestry in the vicinity of the A9 and 

none will be directly affected by the scheme. 

Soils and Land Quality 

12.4.5 Soils are developed in hummocky fluvio-glacial deposits, lowland bog and blanket peat. Most 

soils are thin and very stony (Refer to Photo 2 below). A small area of better soils on level 

ground underlies the fields of improved grassland at Etteridge. 

Photo 2 - Shallow stony soils formed in fluvio-glacial gravels underlie much of the route 

corridor. Such land is in Class 6 (capable of use only as rough grazings) in the Macaulay 

Institute’s classification of Land Capability for Agriculture. 

12.4.6 According to the Land Capability for Agriculture most of the estate is in Class 6 (land capable 

of use only as rough grazings) while the grass fields at Etteridge are in Class 5 (land suited 

only to improved grassland and rough grazings). No land on the estate is prime land (Class 

3 1 ) or better. 

Designated Sites 

12.4.7 Designated sites form a significant part of the land use within the route corridor and impacts to 

these are covered in more detail in Section 10. 

12.4.8 The Crubenmore section of the A9 lies within 100 metres of the Loch Etteridge SSSI, 

designated for its geological rather than nature conservation importance. It will not be affected 

by the scheme. 

12-3 

06-12-20_A9 Crubenmore St3 Env Statement post audit_CTno. 1pa.doc




12.4.9 The A9 runs through or adjacent to two areas of woodland that appear in the Ancient 

Woodland Inventory (AWI) as semi-natural woodland. There will be a minimal loss of this 

habitat to the scheme and this impact is described in Section 10. 

12.4.10 Assessment of effects of the scheme on planning authority’s development designations is in 

Section 18 Policies and Plans. 

Cycle Path 

12.4.11 A cycle path that is part of the National Cycle Route 7 (NCN7) follows the entire length of the 

Crubenmore section of the A9, utilising the old A9 between the junctions with the U282 to the 

southern end and C44 to the north. It is screened from the road and railway by scrub and 

woodland. The scheme will require the cycle path to be realigned locally in several places 

mainly as a result of earthworks, associated with the mainline widening, encroaching on the 

line of the track. The access arrangements at either end will be reinstated. 


12.5.1 Reference was made to the Macaulay Land Use Research Institutes’s classification of Land 

Capability for Agriculture 72 when reviewing land quality. The Scottish Executive provided 

information on designated sites. The Highland Structure Plan, along with the Badenoch and 

Strathspey Local Plan were used to identify existing and proposed land use. 


12.6.1 DMRB does not have a defined scale of impacts on land use and so the STAG system has 

been adapted here to the situation at Crubenmore, specifically in relation to Phones Estate. 

All scheme impacts are adverse or neutral. 

Neutral 

Negative minor 

Negative 

moderate 

Negative major 

Table 12.1: Scale of Impacts 

The estate will experience only very minor disruption, or a 

decrease in land area and/or potential profitability of less than 

1%. Simple adjustments to the management regime will 

normally restore income levels. 

Land loss or disruption to the estate will affect the land area 

and/or the potential profitability of the holding by 1% - 5%. 

Land loss or disruption to the estate will affect the land area 

and/or potential profitability of the holding by 5 -10%. 

There will be severe disruption to agricultural and sporting 

interests and the way the estate is managed. Land area and/or 

profitability will be reduced by more than 10%. 

12.6.2 The scheme is mainly within the footprint of the existing A9 and so there will be no loss of 

buildings. The junction improvement at Etteridge will take a small amount of farm land, 

amounting to 3450 square metres, while elsewhere, to the east of the A9, the scheme will 

require no more than 2240 square metres of Phones Estate land. West of the A9 any land 

take will be of unutilised scrub, woodland and grass verges between the A9 and the cycle 

path on land owned by Scottish Ministers. The impact of the loss of such a small amount of 

land from an estate of 5,700ha is assessed as neutral. 

72 Bibby et al. 1982 


12-4




12.6.3 The scheme will not cut across any field drainage systems and the planned roadside drainage 

systems will prevent run-off onto estate land. 

12.6.4 The main impacts of the scheme on Phones Estate relate to access to the properties at 

Etteridge and the replacement of the existing stock proof highway fence to the east of the A9. 

Without mitigation, the complex of farm buildings and dwellings at Etteridge would be isolated 

and sporting clients would be unable to obtain access to this part of the estate. This would 

have a negative major impact on the operation of the estate. Removal of existing highway 

boundary fencing, without immediate replacement, would allow sheep to wander onto the A9, 

resulting in an additional negative major impact on agricultural operations. 


12.7.1 Temporary access arrangements will be provided at Etteridge during construction and any 

disruption to traffic movements will be only temporary and of neutral impact. 

12.7.2 Post and wire stock proof fencing will be in place on the new highway boundary east of the 

A9, before the existing fencing is removed. The impact will therefore be neutral. 

12.7.3 The impact of land take cannot be mitigated, as there is no compensatory land to return to 

agriculture or sporting use, but it is so minimal as to be neutral. 


12.8.1 The new access arrangements at Etteridge and the continuing existence of the stockproof 

fence mean that the impact of the scheme in design year 15 will be neutral. 

12.8.2 The impacts and mitigation are summarised in Table 12.2 

Table 12.2: Impact and Mitigation 

Nature of Impact Impact without Proposed mitigation Impact with 

mitigation 

mitigation 

Disruption of access to Negative major Provision of alternative Neutral 

Etteridge 

access 

during 

construction 

Removal of stockproof Negative major Provision of fencing along Neutral 

highway boundary 

new boundary before old 

fencing 

fencing removed 

Loss of land Neutral None possible Neutral 


12.9.1 The scheme does not involve the loss of any prime land and total land take by the scheme is 

minimal. Construction impacts on Phones Estate have the potential to be negative major 

without appropriate mitigation in terms of provision of access at Etteridge and boundary 

fencing. With mitigation the impacts will be neutral both during construction and in design year 

15. 


12-5




13. TRAFFIC NOISE AND VIBRATION 


13.1.1 This chapter describes the assessment of the effects on road traffic noise and vibration, of the 

A9 Crubenmore Dual Carriageway Northern Extension. 

13.1.2 A stage 3 assessment has been carried out in line with the DMRB 11:3:7 73 . 

13.1.3 The noise level predictions have been made based upon traffic counts and forecasts for the 

existing year (2004), opening year (2007) and a future design year (2022), 15 years after 

opening, for the do-minimum and do-something scenarios. 

13.1.4 The approach to this assessment takes account of a baseline noise survey, traffic predictions 

and extensive computer noise modelling. 

13.1.5 Throughout this report, noise levels are reported in terms of the A-weighted decibel level 

denoted by dB(A). Detailed definitions of the decibel and the A-weighting correction, together 

with other terminology, can be found in Appendix 13.1 in Volume 2. 

13.1.6 Five properties have been identified within 300m of the existing section of the A9 at 

Crubenmore. There are a further four properties between 300m and 400m from the road, 

which may potentially be affected by noise level changes as a result of the implementation of 

the preferred scheme. The noise assessment therefore considers all nine properties. 


13.2.1 Noise annoyance is defined by the World Health Organisation as ‘a feeling of displeasure 

evoked by noise’ (see Transport Analysis Guidance (TAG) Unit 3.3.2 ‘The Noise Sub- 

Objective’ 74 ) and mainly affects people when they are in their homes or when they are in the 

streets. Individuals vary considerably in their sensitivity to traffic noise and therefore the 

relationship between noise exposure and nuisance adopts the concept of an average or 

community annoyance rating for each noise level. 

13.2.2 The effect varies between an immediate and a gradual (steady state) increase in noise. An 

immediate increase giving rise to a greater percentage of people annoyed compared with the 

same noise increase for steady state conditions. In the period following a change in traffic 

73 Highways Agency, 1994. 

74 Department of Transport, 2003 


13-1




flow, people may find benefits or dis-benefits when the noise changes are as small as 1dB(A), 

which is equivalent to an increase in traffic flow of 25% or a decrease in traffic flow of 20%. 

13.2.3 Noise changes may result from differences in: 

• Sound generation (traffic flow and composition, speed and road surface type) 

• Road alignment (vertical and horizontal); and 

• Sound propagation (distance attenuation, soft ground absorption, screening and 

reflection) 

13.2.4 Traffic, and the level of noise it generates, fluctuates in intensity hourly, daily and seasonally 

and so the impact of traffic noise is assessed in terms of a time-averaged indicator. In the UK, 

traffic noise is normally assessed using the dB L A10, 18h index. This is the noise level exceeded 

for 10% of the time for each hour of the 18-hour period from 0600 to 2400 on an average 

weekday. All traffic noise data in this assessment follow this convention unless stated 

otherwise. A reasonably good correlation has been shown to exist between this index and 

residents’ dissatisfaction with traffic noise over the range from about 30 dB L A10,18h to in 

excess of 80 dB L A10,18h , which is within the range of noise found in this area. 

Criteria for Significance of Impact 

13.2.5 The response of the human hearing system is logarithmic rather than linear in behaviour, and 

is able to detect a noise level difference of about 1 dB(A) between two steady sounds, when 

presented in rapid succession under controlled laboratory conditions. The smallest change in 

environmental noise that is generally noticed by an individual over a period of time is about 3 

dB(A). A 10 dB(A) change approximates to a subjective doubling or halving of loudness. 

Although there are no “British Standard” definitions to describe the magnitude and 

significance of noise levels changes, the following terms will be used here to describe both 

positive and negative traffic noise impacts: 

• ≤ 1 dB(A) change - IMPERCEPTIBLE impact 

• 1-




Ground-borne Vibration 

13.2.7 Ground-borne vibration can become a problem where heavy vehicles pass close to buildings. 

TRRL Research Report 102 75 concluded that vibration levels increased according to the 

height or depth of surface regularities. It was found that where the irregularity in the road was 

within 5 metres of a building and its maximum height or depth was greater than approximately 

20 millimetres, there was the possibility of perceptible ground-borne vibrations being 

generated during the passage of heavy vehicles. There exists no simple model for predicting 

ground-borne vibration from road traffic. However, it may reasonably be assumed that newly 

constructed carriageways are unlikely to generate significant levels of such vibration. 

Airborne-induced Vibration 

13.2.8 Airborne vibration may manifest itself as the rattling of windows or light objects when the 

exhaust note of (usually heavy) vehicles coincides with a resonant frequency of an element of 

the building. There is, however, insufficient energy in the sound wave to cause building 

damage. DMRB 11:3:7 advises that vibration nuisance should be assessed on the basis of 

Figure 2 shown on page 3/4 of DMRB 11:3:7. However, as the percentage of people bothered 

by this is 10% lower than for noise, a suitable adjustment should be made. Airborne vibration 

nuisance is usually restricted to properties within 40 metres of the carriageway. 


13.3.1 An assessment of the impact of noise and vibration requires a comparison between the 

predicted noise levels resulting from the preferred scheme in operation, and the pre-existing 

(baseline) levels. The predicted changes may then be judged against known subjective 

effects and quantified with a view to minimising the impact of the scheme and the design of 

suitable mitigation measures. 

13.3.2 A procedure for the assessment of the impacts and effects of traffic noise from highway 

schemes was developed in the 1970s and was incorporated into the DMRB. For the purpose 

of this assessment, an impact is defined as a change in noise level resulting from the scheme 

and an effect is the resulting effect on people and the environment, e.g. subjective 

annoyance. 

13.3.3 The DMRB methodology requires that for each of the ambient (pre-existing) noise level bands 

of




scheme will cause noise increases, this will normally be the nuisance level experienced soon 

after opening. For noise decreases and the do minimum situation, the highest nuisance 

experienced during the first 15 years after opening will normally be that in the 15 th year. 

13.3.5 Since future noise levels cannot be measured they must be calculated using details of the 

scheme design and forecast traffic flows for the opening and design years (see paragraphs 

13.3.10 to 13.3.15 for details of the predictive methodology). 

13.3.6 Hence for this study, the effects of the preferred scheme were calculated in the following 

stages as outlined in the DMRB 11:3:7. 

• Noise levels at receptors were calculated for the do-minimum and do-something 

scenarios for each of the opening and design years; and 

• The number of properties subject to noise changes due to the scheme was determined. 

13.3.7 Predicted noise levels were based on 18 hour two way annual average weekday traffic 

(AAWT) flows on the existing A9 through Crubenmore of 8,212 in the opening year (2007), 

and 10,560 in the design year (2022). This is taken from the traffic data provided by Atkins 

Transport Planners and is based on high growth forecasts. 

13.3.8 The implementation of the scheme itself has no effect on the expected traffic flows, or the 

percentage of heavy duty vehicles (HDVs) in either year, but a comparison between the 

average weekday traffic speeds in the do-minimum and do-something scenarios shows that 

speeds will be 10km/hr higher in the opening year and 11km/hr higher in the design year as a 

result of the scheme. The average weekday traffic speeds, however, have been predicted to 

increase from 95km/h to 105km/h as a result of the scheme in the opening year and from 

92km/h to 103 km/h as a result of the scheme in the design year. 

Study Area 

13.3.9 The study area for the noise assessment has been defined in accordance with DMRB 11:3:7 

as being the area in which properties may experience an increase or decrease in noise levels 

of 1 dB(A) or more as a result of the preferred scheme. For the purpose of this assessment, 

nine such properties have been identified. These properties are all within 400m of the A9 at 

Crubenmore with five of them falling within 300m. Only one property, Shepherds Cottage is 

within 100m of the A9. No locations which are especially sensitive to noise or vibration (e.g. 

schools, hospitals etc. as set out in DMRB 11:3:7) have been identified. 

Calculation of Road Traffic Noise 

13.3.10 Road traffic noise levels have been predicted using the method detailed in the DOT/Welsh 

Office memorandum Calculation of Road Traffic Noise 1988 (CRTN) 76 . This method has been 

used in preference to the Memorandum on the Noise Insulation (Scotland) Regulations 1975 5 

as being the most up-to-date and robust methodology in use in the UK. 

13.3.11 The predictive algorithms contained in CRTN were developed from extensive measurement 

data, validated out to distances of about 300 metres from trafficked roads. Beyond this 

distance the prediction method is less accurate but is still suitable for purposes such as 

76 Department of Transport, 1988. 


13-4




environmental appraisal of road schemes, where the key factor of interest is the change in 

noise levels rather than the absolute levels. 

13.3.12 The CRTN method of predicting noise from a road consists of five main stages: 

• Division of the road scheme into a number of segments; 

• Calculation of the basic noise level (BNL), at a reference distance of 10 m away from the 

nearside carriageway edge, for each road segment; 

• Assessment for each segment, of the noise level at the reception point, taking into 

account distance, ground attenuation and screening; 

• Correction of the noise level at the reception point to take into account site layout features 

including reflections from buildings and facades, and the size of the source segments; 

and finally; and 

• Combination of the contributions from all segments within view to give the predicted noise 

levels at the reception point for all roads. 

Computer Modelling of Traffic Noise 

13.3.13 Noise levels in the study area have been predicted using Atkins RoadNoise 2000 noise 

modelling software which emulates CRTN. This software builds a three dimensional model of 

features which may affect the generation and propagation of noise. These features have 

been captured from the following data sources: 

• Ordnance Survey Land-line® data to define the alignments of existing roads and locations 

of houses and other structures; and, 

• 3-dimensional topographical survey data provided by Atkins Highways and Transportation 

for details of cuttings, embankments and existing and proposed road heights. 

13.3.14 Other inputs into the programme also include: 

• Type of intervening ground between each road segment and each receiver; 

• 18 hour annual average weekday traffic flow (AAWT); 

• Percentage of heavy duty vehicles (HDV); 

• Annual average speed; and 

• Nature of the road surface. 

13.3.15 RoadNoise does not consider additional noise sources such as human activities and 

commercial activities. All comparisons take a ‘worst case scenario’. This means that the 

largest predicted increase on any façade of a property has been used for that property. 


13-5




Legislation Relating to Noise 

13.3.16 Under the circumstances specified in The Noise Insulation (Scotland) Regulations 1975 77 and 

the Memorandum of Advice and Instruction (Noise Insulation (Scotland) Regulations 1975) 78 , 

residential properties may qualify for an offer of noise insulation if: 

• The use of any highway causes, or is expected to cause, noise at a level not less than 68 

dB L A10,18h at a position 1 metre in front of a qualifying facade; and 

• If the L A10,18h noise level resulting from the use of a new or altered highway, calculated in 

accordance with the method given in the Memorandum of Advice and Instruction, is 

greater than the pre-construction noise level by at least 1 dB(A). 

13.3.17 The highway authority has a duty under these Regulations to offer insulation for residential 

properties with respect to a new highway, or a highway for which a new carriageway is 

proposed; and discretionary powers in relation to otherwise altered highways. The authority 

also has discretionary power to offer insulation against construction noise. The Regulations 

apply to habitable rooms and so exclude bathrooms, toilets, halls and smaller kitchens that do 

not include dining areas. 

13.3.18 Some residential buildings are not eligible under the Regulations. These include any 

buildings liable to be acquired compulsorily or subject to a demolition order under various of 

the Housing (Scotland) Acts, and buildings first occupied after the “relevant date”; this being 

the date a new road was first opened to public traffic or an altered road was opened following 

completion of the alteration. Furthermore, the following conditions are set out within the 

Memorandum of Advice and Instruction for testing the eligibility of a building:- 

13.3.19 The building shall not be:- 

• More than 300 metres from the nearest point on the carriageway of the new or altered 

highway; or 

• Positioned such that there is no point on it from which a straight line can be drawn to a 

point on the new or altered highway without passing through another building; or 

• Positioned such that it lies outside the triangular area at the terminal point of a new or 

altered highway, the apexes of which are 50m along the centre line of the existing 

highway from the terminal points and the bases of which extend from points 300m on 

either side of the highway to the nearest point on the carriageway at right angles to the 

centre line of the carriageway. 


13.4.1 In accordance with DMRB 11:3:7 the baseline for noise has been defined as the situation 

expected to exist just before the preferred scheme opens. This is in the absence of any noise 

from construction operations and is currently assumed to be in 2007. 

13.4.2 The number of noise-sensitive properties within the study area, shown in 100 metre bands 

from the centre-line are shown in Table 13.1. 

77 Statutory Instrument No. 460 (S.60). 1975. 

78 HMSO, Edinburgh, 1975 


13-6




Baseline Survey Results 

Table 13.1: Noise Sensitive Properties within the Study Area 

Distance Band Number of Noise-Sensitive Properties 

0-100 metres 1 

100-200 metres 0 

200-300 metres 4 

300-400 metres 4 

13.4.3 Table 13.2 summarises the noise measurements carried out in August 2004 and shows the 

correlation between the measured and predicted (2004) L A10,1hr noise levels, at selected 

representative properties in the study area. In addition to the L A10,1hr measurements, the 

L A90,1hr background noise measurements are also shown which is the level exceeded for 90% 

of the 1 hour measurement period. 

Table 13.2: Comparison between Predicted & Measured Noise Levels 

Location 

Distance from 

Centre Line of 

Road m 

Measured 

Noise Level 

dB L A90 , 1h 

Measured 

Noise Level (1) 

dB L A10 , 1h 

Predicted 

Noise Level 

(2) dB L A10 , 1h 

Difference 

(2)-(1) 

dB L A10,1h 

Etteridge 

Lodge 

Shepherds 

Cottage 

210 44.8 60.0 56.3 -3.7 

70 46.3 60.5 59.3 -1.2 

Crubenbeg 270 52.5 60.8 56.6 -4.2 

Old School 

House 

310 47.6 56.6 55.1 -1.5 

13.4.4 It should be noted that at all locations, the predicted L A10,1h shown in Table 13.2 is based 

solely on supplied traffic flows on the existing A9, whereas the measured level may include 

contributions from a variety of noise sources. Where the property is close to the road and 

road traffic noise is the dominant noise source, a close correlation can be expected. At larger 

distances from the road, other local sources may dominate and therefore the correlation 

diminishes. 

13.4.5 Measured and predicted levels at the closest property, Shepherds Cottage, show a 

reasonable correlation. The largest difference between the measured and the predicted 

levels was at Crubenbeg. This was due to the measured noise levels being dominated by 

general human activity in the vicinity of the guest house and the guest lodges behind the 

house. 


13.5.1 No specific consultation was carried out for this assessment. 


13-7





13.6.1 Table 13.3 presents the CRTN calculations for the preferred scheme, and compares the noise 

levels in 2007 (opening year) for the do-minimum and do-something scenarios. 

13.6.2 A thin wearing course (low noise surface) has been assumed for the altered section of the 

road and therefore a correction of -2.5 dB(A) is applied to predicted noise levels where 

speeds are greater than 75 kilometres/hour. 

13.6.3 The noise levels presented show the predicted levels at the 1st floor façade for each property. 

It should be noted that dependent on site geometry, these levels are likely to be higher than 

those predicted at ground floor level. 

Table 13.3:Predicted Road Traffic Noise Levels in the Opening Year (2007) 

Location 

Predicted Façade Noise Levels at 

First Floor Height dB L A10,18hr 

Difference 

dB L A10,18hr 

Do - minimum Do - something 

Etteridge Lodge 58.6 57.2 -1.4 

Etteridge Steading Lodge Nth 56.6 55.2 -1.4 

Shepherds Cottage W 62.4 61.9 -0.5 

Truimbridge Cottage 55.2 54.2 -1.0 

South Lodge 56.0 55.1 -0.9 

Crubenbeg 58.5 57.1 -1.4 

Crubenmore Lodge 57.8 56.3 -1.5 

Old School House 56.8 55.9 -0.9 

Birch Cottage Sth 56.5 55.6 -0.9 

13.6.4 It can be seen from Table 13.3 that there will be decreases at all of the modelled receivers in 

the opening year as a result of the scheme. Decreases of less than 1 dB (A) will be 

imperceptible. Decreases of more than 1dB(A) will be just perceptible. 

13.6.5 Predicted increases in traffic speeds would give rise to noise level increases of just under 1 

dB(A). However the use of a thin wearing course for the new road surface results in a noise 

level reduction of 2.5 dB(A). The net effect is an overall decrease in noise levels at the 

receivers. The changes to the alignment have very little effect on the predicted noise levels at 

the receivers due to the generally large distances between the A9 trunk road and the 

properties. 

Vibration 

13.6.6 The effects of groundborne and airborne vibration are only likely to be perceptible within 

distances of 5 metres and 40 metres from the road respectively. This coupled with the fact 

that the road will be resurfaced with a thin wearing course, having fewer surface irregularities, 

means that no adverse impacts are expected due to vibration at the residential receivers. 



13-8




13.7.1 In this case, due to the scheme having no perceptible adverse impact, noise mitigation 

measures are not proposed. However it is important to note that a thin wearing course (low 

noise surface) is assumed for the preferred scheme. 

13.7.2 No properties are likely to be eligible for statutory insulation under the Noise Insulation 

(Scotland) Regulations 1975. 


13.8.1 Table 13.4 presents the CRTN calculations for the preferred scheme, and compares the noise 

levels in 2022 (design year) for the do-minimum and do-something scenarios. The noise 

levels presented show the predicted levels at the 1st floor façade for each property. 

Table 13.4: Predicted Road Traffic Noise Levels in the Design Year (2022) 

Location 

Predicted Façade Noise Levels at First 

Floor Height dB L A10,18hr 

Difference 

dB L A10,18hr 

Do - minimum Do - something 


Etteridge Steading Lodge 

Nth 57.4 56.2 -1.2 

Shepherds Cottage W 63.2 62.9 -0.3 

Truimbridge Cottage 56.0 55.2 -0.8 

South Lodge 56.8 56.1 -0.7 

Crubenbeg 59.3 58.1 -1.2 


Old School House 57.6 56.9 -0.7 

Birch Cottage Sth 57.3 56.6 -0.7 

13.8.2 As for the opening year, noise level decreases are predicted at all properties as a result of the 

scheme in the design year. These decreases are slightly less than those in the opening year 

as a result of the larger differential in the traffic speeds between the do-minimum and the dosomething 

scenarios. 

DMRB Assessment 

13.8.3 In order to determine the requirement for a full DMRB noise nuisance assessment for this 

study, the change in noise levels between the do-minimum situation in 2007, and the worst 

affected year within 15 years after opening (presumed to be the design year), has been 

calculated. The results of this are presented in Table 13.5. 


13-9




Table 13.5: DMRB Assessment 

Location 

Predicted Façade Noise Levels at First Difference 

Floor Height dB L A10,18hr 

dB L A10,18hr 

Opening Year 

Do-minimum (Base) 

Design Year 

Do-something 


Etteridge Steading Lodge 

Nth 56.6 56.2 -0.4 

Shepherds Cottage W 62.4 62.9 +0.5 

Truimbridge Cottage 55.2 55.2 +0.0 

South Lodge 56.0 56.1 +0.1 

Crubenbeg 58.5 58.1 -0.4 


Old School House 56.8 56.9 +0.1 

Birch Cottage Sth 56.5 56.6 +0.1 

13.8.4 No properties are predicted to experience noise level changes of more than 1 dB(A) between 

the opening year do-minimum and the design year do-something and therefore it is expected 

that there will not be any significant change in noise nuisance as a result of the 

implementation of the scheme and a noise nuisance assessment is not required in 

accordance with DMRB 11:3:7. 


13.9.1 Traffic noise levels are predicted to decrease as a result of the implementation of the scheme 

at all of the modelled noise sensitive receivers in the study area, both in the opening year and 

in the design year. 

13.9.2 No properties are predicted to experience noise level changes of more than 1 dB(A) as a 

result of the scheme in the design year when compared with the base situation and therefore 

it is expected that there will not be any change in noise nuisance as a result of the scheme. 

13.9.3 No noise mitigation measures are proposed, although it should be noted that the use of a thin 

wearing course (low noise surface) has been assumed for the altered section of the road. 

13.9.4 No adverse impacts due to groundborne or airborne vibration are predicted at any of the 

receivers within the study area. 

Addendum 

13.9.5 Following completion of the noise and vibration assessment, the opening year of the scheme 

has been revised from 2007 to 2008. The resulting change in the predicted traffic flows is an 

increase of 149 vehicles (AAWT) in the opening year and 162 vehicles (AAWT) in the design 

year. The proportion of heavy vehicles stays the same at 23% for the opening year but in the 

design year, this proportion increases from 23% to 24%. Predicted average weekday traffic 

speeds are not predicted to be different from those currently assessed. 

13.9.6 These traffic flow changes will not give rise to changes in predicted noise levels of more than 

0.1dB and hence will not result in any change in the expected noise and vibration impacts of 

the scheme. 


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14. PEDESTRIANS, CYCLISTS, EQUESTRIANS AND 

COMMUNITY EFFECTS 


14.1.1 This section provides an assessment of the impact of the preferred scheme (Refer to Drawing 

5025080_GEN_001 in Volume 3 for an illustration of the preferred scheme) on journeys made 

in its locality by pedestrians, cyclists and equestrians, and associated community effects. For 

ease of reference, the term ‘pedestrians and others’ is used to describe this group. In 

accordance with the DMRB 11:3:8 79 , the assessment of impacts on pedestrians and others 

focuses on three key aspects of people’s journeys: 

• Key journey parameters - changes in journey lengths and times resulting from any 

diversions or closures of footpaths, tracks, public rights of way or roads; 

• Amenity value - the effect on the amenity value of journeys, where amenity is defined as 

the relative pleasantness of a journey; and, 

• Community severance - changes in community severance, where community severance 

is defined as the separation of residents from facilities and services they use within their 

community caused by new or improved roads or by changes in traffic flows. 

14.1.2 The assessment of impacts on pedestrians and others was undertaken in accordance with the 

general approach to environmental impact assessment outlined earlier in Section 6. 

14.1.3 Specifically the approach to be adopted for this assessment is through: 

• Identification of the key community facilities used within the study area; 

• Identification of routes used by pedestrians and others; 

• Estimation of the numbers of pedestrians and others using particular routes; and, 

• Assessment of any likely changes in the key journey aspects resulting from the preferred 

scheme. 



14-1





14.2.1 The key issues involved in the impact of proposed road developments on pedestrians, 

cyclists, equestrians and the community include changes to access or travel patterns, 

community severance and alteration to journey times. 

14.2.2 There are no key issues in relation to pedestrians, cyclists, equestrians and the community as 

existing travel patterns for pedestrians, cyclists and equestrians will be unaffected by the 

preferred scheme and there are no community facilities located in the study area. 

14.2.3 Non vehicular local travel movements within the study corridor are currently limited in nature 

due to the long distances involved between the few trip generating destinations in proximity to 

the study area. The A9 route is primarily used as a strategic link within the Scottish Road 

network. 

14.2.4 The preferred scheme will not adversely affect the potential or attractiveness of local non 

vehicular movements or raise issues of severance as the improvements are primarily on-line. 


14.3.1 This section of the assessment follows the guidance given in DMRB 11:3:8. 

14.3.2 An assessment was made within 100 metres of the centreline of the preferred scheme. The 

assessment identified non-vehicular user routes and a private access. A study area of 100 

metres was deemed to be an appropriate distance from the centre line as this distance 

encompassed all major and minor non vehicular routes. 


14.4.1 Baseline conditions for pedestrians, cyclists, equestrians and community effects were 

established by undertaking site visits in October 2004 and May 2005 and by making reference 

to the current Badenoch and Strathspey Local Plan. 

14.4.2 Cyclists and pedestrians currently use the former trunk road which forms part of the National 

Cycle Network Route (NCN) 7 and is located parallel to the A9. Refer to Drawing 

5025080_LAN_003 in Volume 3 for an illustration of the cycleway. 

14.4.3 The section of the A9 being examined is single carriageway and has a cross section width of 

approximately 14.7 metres, comprising 3 metres verges, 7.3 metres carriageway and 0.7 

metres hard strips. Lay-bys are located on the existing section of the A9 for both northbound 

and southbound movement and there is no footway provision on either side. 

14.4.4 There are no community facilities located within the study area. 

14.4.5 There is one private residential property served via an access onto the southbound 

carriageway. 


14-2





14.5.1 Consultation was carried out with the Highland Council, the British Horse Society and the 

following cycling interest groups: Sustrans, Cyclists’ Touring Club and Spokes. Of those 

organisations responding Sustrans are keen to see that any improvement scheme for this 

section of the A9 should not compromise the NCN. The Local Plan does not highlight any 

proposals for new pedestrian, cycle or equestrian facilities within the study area. 


14.6.1 There are no constraints associated with the preferred scheme. The existing NCN route will 

be retained and no additional pedestrian or cycle facilities are included in the preferred option. 


14.7.1 No mitigation measures are required in connection with the preferred scheme. 


14.8.1 Similar to the opening year the situation is expected to continue in the design year with there 

being no constraints associated with the preferred scheme. 


14.9.1 The existing travel patterns for pedestrians, cyclists and equestrians should be unaffected by 

the preferred scheme and there are no community facilities located in the corridor study area. 


14-3




15. VEHICLE TRAVELLERS 


15.1.1 This part of the report assesses the two components of impacts on vehicle travellers as 

determined in DMRB 11:3:9 80 are driver stress and the view from the road. These impacts are 

not included within the economic analysis as quantifiable effects. 


Driver Stress 

15.2.1 The pattern of traffic using this section of the A9 can result in platoons of traffic building up 

over the day. There are no major junctions located on the section of the A9 being examined 

for improvement. 

View from the Road 

15.2.2 Travellers currently experience partial and intermittent views of a very attractive landscape 

through breaks in the roadside vegetation along this stretch of the A9. 


Driver Stress 

15.3.1 ‘Driver stress’ can be defined for the purposes of this assessment as the adverse mental and 

physiological effects experienced by a driver travelling on a road network. Factors influencing 

the level of driver stress include road layout and geometry, surface riding characteristics, 

junction frequency and vehicle speed and flow per lane. The level of stress felt by individual 

drivers will also depend on the skill, experience, temperament, knowledge of the route and 

state of health of the driver at that particular time. 

15.3.2 Driver stress has three main components: 

• Frustration: 

• Fear of potential accidents: and, 

80 Highways Agency 1993 


15-1




• Uncertainty relating to the route being followed. 

15.3.3 Frustration is caused by a driver’s inability to drive at a speed consistent with his or her 

wishes. The level of frustration increases as speed falls in relation to expectations and this 

may be caused by high traffic flow levels, intersections, road works, or difficulties in overtaking 

slower-moving traffic. Congestion can lead to frustration by creating a situation in which the 

driver does not feel in control, especially when he or she wishes to arrive at a destination by a 

particular time, but is held up by traffic congestion of an unpredictable duration. 

15.3.4 Driver fear is caused by the imposing presence of other vehicles, inadequate sight distances, 

the likelihood of pedestrians, cyclist and animals entering onto the carriageway and poor road 

surfacing. Fear is highest when speeds, traffic flows and the proportion of Heavy Goods 

Vehicles (HGVs) are all high, and these factors become more important in adverse weather 

conditions. Improvements to existing roads may increase driver fear to some extent if the 

improvements result in increased traffic speeds and higher volumes of traffic (due, for 

example, to traffic diverting from alternative routes). However, this increased perception of 

danger is likely to be more than offset in most cases by the superior design standards to 

which a new scheme is built (for example, longer sight distances, footbridges for pedestrians, 

good lighting, and a new road surface). 

15.3.5 Route uncertainty is caused primarily by inadequate signing for the individual’s purposes and 

poor lighting. Good design and layout together with adequate signage and lighting should help 

eliminate this cause of stress for drivers. 

15.3.6 No reliable correlations have been established between physical factors and driver stress 

levels such that a detailed assessment of driver stress is not possible. However, drivers stress 

has been evaluated in accordance with DMRB 11:3:9 that suggests the use of a three point 

scale; low, moderate and high, to assess drivers stress based on traffic volume and traffic 

speed. 

15.3.7 The assessment has been carried out for the existing traffic conditions and for the design year 

(2022). The DMRB offers guidance on assessing driver stress by using average peak hourly 

flows and average journey speeds for single carriageway roads as shown in Table 15.1. The 

categories apply only to those sections of road where traffic flows and speeds are known for 

over 1 kilometre of the route. 

Table 15.1: Relationship between Driver Stress and Traffic Flows 

Average peak hourly flow per Average Journey Speed kilometres /hour 

lane, in flow Units/ hour 81 Under 50 50-70 Over 70 

Under 600 High Moderate Low 

600 - 800 High Moderate Moderate 

Over 800 High High High 

Source: DMRB 11:3:9 

81 For reference in Table 15.1, a car or light van equals one flow unit, and a commercial vehicle over 1.5 tonnes or a public service vehicle equals 

three flow units. 


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15.3.8 The ‘view from the road’ is defined as the extent to which travellers, including drivers are 

exposed to the different types of scenery through which a route passes. Aspects which are 

considered are: 

• The landscape character types of the areas through which the road passes; 

• The extent to which travellers can view the scene; 

• The quality of the landscape through which the route passes; and, 

• Features of particular interest or prominence in the view. 

15.3.9 The four categories recommended in the DMRB that should be used in the assessment of the 

traveller’s ability to see the surrounding landscape are as follows: 

• No view – road in deep cutting or contained by earth bunds, environmental barriers or 

adjacent structures; 

• Restricted view – frequent cuttings or structures blocking the view; 

• Intermittent view – road generally at ground level but with shallow cuttings or barriers at 

intervals; and, 

• Open view – view extending over many miles, or only restricted by existing landscape 

features. 

15.3.10 The significance of the predicted impact on the view from the road has been assessed by 

considering the relationship between the traveller’s ability to see the surrounding landscape 

and the magnitude of change occurring to this view. 

15.3.11 The impact is described as either adverse or beneficial and range from slight to substantial. 

The impacts are described in the following table. 

Table 15.2: Landscape and Visual Impact Significance and Magnitude 

Grade 

Description 

Substantial adverse Would cause a considerable variance to the integrity of the landscape; 

effects could not be fully mitigated and may cumulatively amount to a 

severe impact; would cause major damage to a high quality landscape; the 

development would form a major and immediately apparent part of the 

scene that fundamentally affects and changes its overall visual amenity. 

Moderate adverse Would be out of scale with the landscape or at odds with the local pattern 

and landform; would adversely affect an area of recognised landscape 

quality; where development may form a visible and recognisable new 

element within the scene and may be readily noticed by the observer. 


Would not quite fit the landform and scale of the landscape; would affect 

an area of recognised landscape character; where development may form 

a visible new, but not very noticeable element within the scene; views may 

be long distance. 

Neutral 

Would complement the scale and form of the existing landscape; would 

maintain existing landscape quality; where the development would be 

scarcely appreciated and, on balance, would have little effect on views. 

Slight beneficial Would fit the scale, landform and pattern of the landscape; potential to 


15-3




Grade 

Moderate beneficial 

Substantial beneficial 

Description 

improve the landscape quality and character; enable restoration of valued 

characteristic features that have been partially lost, would partially screen 

existing adverse views. 

Would fit the landscape character well; would improve the quality of the 

landscape by removal of damage caused by existing uses; would screen 

and improve existing adverse views. 

Would enhance the landscape character and greatly improve the quality of 

the landscape; would significantly improve existing views. Very few, if any, 

proposals, are likely to merit this grade 

15.3.12 The quality and character of the landscape have been assessed as part of Section 11, 

Landscape and Visual Effects, of this report. 


Driver Stress 

Existing Traffic Flows 

15.4.1 The Annual Average Daily Traffic Flows (AADT) on this section of the route, based on 2004 

data is approximately 8330 vehicles per day with 20% of the traffic being Heavy Goods 

Vehicles (HGV’s). 

15.4.2 The average peak hourly weekday flow (2004) is 369 flow units per lane. 

Average Journey Speeds 

15.4.3 The traffic data gathered on this section of the A9 shows that the average vehicle speed is 92 

kilometres/hour. 


15.4.4 The road passes through two broad landscape types, those of the Uplands and Glens and 

Straths. These are two of the three broad landscape types that describe the Cairngorms as 

defined by Scottish Natural Heritage, Cairngorms Landscape Character Assessment No.75. 

The Uplands and Glens landscape type comprises vast ranges of rolling hills between 400m 

and 700m in height partially surrounding the high mountain plateaux. Broad, gently sloping 

glens penetrate deep into these hill ranges with few human settlements. Straths contain the 

major river systems of the area and are relatively low lying compared with other landscape 

types that border them. They are characterised by cultivated land containing a diverse mix of 

farmland, woodlands, forests and settlements which combined to create a variety of 

landscape patterns on the valley floors and lower hill slopes. This provides a distinctive visual 

contrast with the other less human influenced landscape types adjacent to them. 

15.4.5 Within these two broad categories of landscape type are four landscape character areas. 

Ardverikie and The Southern Hill Ranges are within the Uplands and Glens landscape 

type. Badenoch and The Upper Speyside Farmland Strath are within the Strath landscape 

type. 


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15.4.6 As identified during site surveys, the character area of the Upper Speyside Farmland Strath 

best describes the landscape character of the study area, albeit at a smaller scale in respect 

to the size of the glen floor. 

15.4.7 The Upper Speyside Farmland Strath is characterised by: 

• Flat bottomed ‘U’ shaped glen; 

• The glen floor is extensively drained providing arable farming and improved pasture; 

• The glen is flanked on either side by low, rounded hills, some with rocky outcrops on their 

summits; 

• Semi-improved and rough pasture mixed with deciduous woodland and small scale 

coniferous plantations covers the lower slopes; 

• Heather moorland dominates the upper slopes; and, 

• Settlements are few and the main built environment are largely historic farmsteads 

connected by a series of minor un-surfaced tracks. 

15.4.8 To the east of the road, the view is restricted by a road cutting and the rising topography of 

the upper slopes beyond. In addition, the cutting is intermittently vegetated which further 

restricts views. To the west, views are restricted due to dense vegetation present along the 

existing embankments that drop down to the rail line and glen floor beyond. 


15.5.1 No specific consultation was carried out for this part of the report. 


Driver Stress 

15.6.1 The average peak hourly weekday flow in 2008 is expected to be 216 flow units per lane with 

the preferred scheme in place. The average weekday vehicle speed is predicted to be 105 

kilometres/hour. 

15.6.2 There is not expected to be any change in driver stress when the preferred scheme is 

introduced with the level of stress at peak times categorised as low. 


15.6.3 The view to the east will not alter significantly but will change where existing woodland 

vegetation is removed and new re-profiled embankment cuttings will be made visible 

increasing the opportunity for views. This will create a slight beneficial impact. To the west 

removal of existing vegetation will increase the opportunities for views over the glen floor. This 

will be most pronounced within the central section of the route, creating a slight beneficial 

impact due to the increase in distance and availability of views. 


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15.6.4 Overall the impact is expected to be slight beneficial because of the increase and availability 

of views over the Upper Speyside Farmland Strath. 

Vehicle Travellers 

Table 15.3: Impacts (Opening Year 1) on Vehicle Travellers 

Sub-Group Impact Preferred Scheme Do Minimum 

Traveller Amenity 

Driver Stress Low Low 


View from the Road Slight beneficial Neutral 

Driver Stress 

15.7.1 No mitigation is considered necessary for driver stress as the opening year impact is low. 


15.7.2 Eastern cuttings and embankments will be vegetated with reclaimed soils arising from the 

construction operations. These soils will contain the local seed bank and assist in the natural 

colonisation of the cuttings and embankments. 

15.7.3 Where existing rock cuttings are widened they will have a naturalistic profile with niches and 

ledges being spread with reclaimed soils to assist in their natural colonisation. This will assist 

in its integration with the surrounding landscape by disguising the engineered profile and 

blending the rock faces into the wider landscape. 

15.7.4 To the west, replacement planting will be introduced to replace planting loss resulting from 

construction operations. 

15.7.5 Furthermore additional woodland planting will be introduced to link areas of existing woodland 

to the north of Crubenmore Junction with woodland areas north west of the junction to 

Shepherds Cottage and Etteridge Lodge. 

15.7.6 All planting will employ native species and will compliment the landscape character of the 

overall area. 


Driver Stress 

15.8.1 The average peak hourly weekday flow in 2022 is expected to be 237 flow units per lane with 

the preferred scheme in place. The average weekday vehicle speed is predicted to be 103 

kilometres /hour. 


15-6





15.8.2 At design year 15 with mitigation measures in place, established planting on the embankment 

to the west and natural colonisations of cuttings and embankments to the east will result in a 

neutral impact for traveller views as the extent and nature of view will remain largely 

unaltered. 

15.8.3 The impacts for design year 15 are shown in Table 15.3: 

Table 15.4: Impacts (Design Year 15) on Vehicle Travellers 


Sub-Group Impact Preferred Scheme Do Minimum 

Traveller Amenity 

Driver Stress Low Low 


View from the Road Neutral Neutral 

Driver Stress 

15.9.1 Driver stress is expected to remain low following the introduction of the preferred scheme in 

the opening year (2008) which will result in the provision of an additional traffic lane in both 

directions. The impact by design year 15, applying the traffic growth factors, would remain low 

using the guidance provided in DMRB Volume 11. 


15.9.2 At the opening year the impact on ‘view from the road’ is expected to be slight beneficial 

decreasing to neutral by design year 15 with mitigation measures in place. 


15-7




16. ROAD DRAINAGE AND THE WATER ENVIRONMENT 


16.1.1 The objective of this section is to outline the assessment undertaken to determine the 

potential for water quality and drainage constraints associated A9 Crubenmore Dual 

Carriageway Northern Extension. This section follows the guidance given in the DMRB 

Volume 11.3.10, HA 216/06 82 and details the assessment of impacts to water quality and 

drainage as a result of the preferred scheme. This section describes the desk study 

approach, the consultation process, the field study and the water and drainage baseline and 

identifies the potential impacts from the preferred scheme and related mitigation measures. 

16.1.2 New roads and upgrades to the existing roads infrastructure can have an impact on the 

movement and quality of nearby surface and ground waters, both during the construction 

phase and once the road is operational. This assessment addresses the issues associated 

with the water environment, such as water quality, flooding, fisheries and amenity, which need 

to be considered during the construction and operation of the preferred scheme. 

16.1.3 The preferred scheme is an on line upgrade of 3 kilometres in length to dual carriageway 

status. The A9 at this location runs parallel to the River Truim, the Perth to Inverness Railway 

line runs in between the A9 and the River Truim. There is a potential impact from the 

preferred scheme on the water quality of the river. 

16.1.4 The River Spey is one of the largest rivers in Scotland and is a Special Area of Conservation 

(SAC). The River Truim is one of its many tributaries and is part of the River Spey SAC. 

Loch Etteridge is situated approximately 370m to the east of the A9 and is designated as a 

Site of Scientific Interest (SSSI) (Refer to Drawing 5025080_WAT_001). 


16.2.1 The key issues for consideration in the assessment impacts on water quality and drainage 

are: 

• The River Truim is a tributary of the River Spey, and is part of a Special Area of 

Conservation (SAC). Potential pollution of the Truim will also affect the River Spey which 

is also designated as a Site of Special Scientific Interest (SSSI); 

• The water quality classification of the River Truim is A2 (Good) and the River Spey is A1 

(Excellent); 



16-1




• Loch Etteridge is designated an SSSI for its Quaternary glaciofluvial geomorphology; 

• The potential for water pollution and drainage problems during both construction and 

operational phases; 

• Possible upgrading of existing road drainage infrastructure; 

• The proximity of the main railway line to Inverness running parallel and close to the 

scheme; and, 

• The presence of an area of raised bog, an important peatland habitat, adjacent to the 

scheme at its northern limit. 

16.2.2 Water quality is potentially affected by pollutants from runoff and spray including heavy metals 

(such as zinc and copper), suspended solids, chloride ions, organics and hydrocarbons. 

These are derived from road surface and vehicle wear, exhaust emissions, oil, herbicides, deicing 

salts and litter. Contamination can affect surface waters and also groundwater, 

potentially causing longer-term problems. This could impact on existing uses of the water for 

amenity, water abstraction and habitats. A key environmental constraint to this scheme is the 

requirement to satisfy SEPA and SNH that the proposed design provides sufficient protection 

to the water quality of the River Truim and to the associated protected habitats and species. 

16.2.3 The hydrology of watercourses receiving road drainage can be affected by the presence of a 

new impermeable surface. Extending the carriageway may increase the volume of runoff that 

reaches the receiving watercourse and also reduce the time it takes to get there. This has 

implications for channel stability, aquatic habitats and flooding. In addition to the River Truim 

running parallel to the scheme there is one small watercourse crossed by this stretch of the 

A9 close to the southern limit of the scheme. 

16.2.4 The preferred scheme presents an opportunity to improve the drainage arrangements of the 

existing A9, as the present drainage arrangements discharge directly or indirectly to the River 

Truim with little or no attenuation or treatment. The scheme also offers an opportunity to 

reduce the impact on the area of raised bog at the north of the scheme by reducing drainage 

into the road drainage system. 

16.2.5 A key consideration in drainage design for the preferred scheme is the requirement to restrict 

the road runoff draining to existing culverts beneath the railway line to their current levels. 

This is in order to prevent any impact on the railway drainage infrastructure and to avoid a 

requirement for works affecting the railway line. 


16.3.1 A desk study assessment was undertaken within an area approximately 500 metres each side 

of the centre line of the preferred scheme. The desk study was undertaken to identify key 

issues and constraints the water environment might pose. Information was obtained on the 

following: 

• Locations of watercourses; 

• Water quality classification; and, 

• International and national designations, such as EC freshwater fisheries and the Surface 

Water (Fishlife) (Classification) (Scotland) Regulations 1997. 


16-2




16.3.2 The existing nature of the water environment within the study area was identified through 

information received from the Scottish Environment Protection Agency (SEPA) and 

information available from the SEPA 83 and SNH 84 websites. Consultation with the relevant 

bodies is discussed further in section 16.5. 

16.3.3 A site visit was undertaken to confirm the drainage arrangements for the existing road along 

the length of the preferred scheme and to identify drainage pathways to the River Truim. The 

site visit also enabled confirmation of the connections between the existing road drainage 

system and the railway drainage infrastructure and a visual assessment of its condition. 

16.3.4 The Guidance on the Methodology for Multi-Modal Studies (GOMMMS) 85 , now superseded by 

WebTAG (Transport Appraisal Guidance) 86 , sets out a framework in which to assess the 

attributes of the existing water environment and their importance, along with the potential 

impacts of the preferred scheme and their magnitude and significance. For the preferred 

scheme, the features of significance are the River Truim, parallel with this section of the 

existing A9, and Loch Etteridge to the east of the existing A9. The attributes include water 

quality, transport and dilution of wastewater, biodiversity, aesthetics, recreation, value to 

economy and conveyancing of flow and flood waters. Some examples of the criteria for 

determining the magnitude of potential impacts are shown in Table 16.1. 

16.3.5 Groundwater is not considered to be a feature of significance as there are no known 

protection zones or abstractions in this area. The raised bog area previously mentioned is 

considered to be significant; however, this is more fully addressed in Section 10, Ecology and 

Nature Conservation. 

Magnitude 

Major 

Moderate 

Minor 

Negligible 

Table 16.1: Criteria for Determining Impact Magnitude 

Criteria 

Results in loss of attribute 

Results in impact on integrity of attribute or loss of part of attribute. 

Results in minor impact on attribute. 

Results in an impact on attribute but of insufficient magnitude to affect 

the use/integrity. 

16.3.6 The significance of the impact is estimated by considering both the importance of the attribute 

and the predicted impact magnitude, i.e. the predicted impact of the preferred scheme on the 

baseline environment is considered. The scale of this significance is shown in Table 16.2 

(WebTAG Framework). 

Table 16.2: Impact Appraisal Categories, ordered by Significance 

Significance of Impact/Appraisal 

Category 

Very significant adverse 

Examples 

Loss of internationally important habitat, 

pollution of major aquifer 

83 http://www.sepa.org.uk/index.html 

84 http://www.snh.org.uk/ 

85 DETR, 2000 

86 http://www.webtag.org.uk/ 


16-3




Significance of Impact/Appraisal 

Category 

Highly significant adverse 

Significant adverse 

Low significance adverse 

Examples 

Reduction in GQA grade of receiving waters, 

pollution of local potable water source, 

increase in flood risk 

Reduction in economic value, reduced 

productivity of fishery 

Measurable but limited adverse changes in 

attributes 

Insignificant 

Low significance beneficial 

Significant beneficial 

Highly significant beneficial 

Very significant beneficial 

Discharges to watercourse but no significant 

loss in quality, biodiversity, aesthetics or 

economic value and no increase in flood risk 

Measurable but limited beneficial changes in 

attributes 

Increase in economic value, increase in 

fishery productivity 

Improvement in GQA grade of receiving 

waters, mitigation of pollution of local potable 

water source, decrease in flood risk 

Mitigation of pollution of major aquifer or of 

internationally important habitat 

16.3.7 Within this framework, the potential impacts on water quality can be assessed using 

established methodologies for routine runoff and spillage risk outlined in DMRB 11.3.10. The 

methodology for routine runoff involves tests to predict future concentrations of zinc and 

copper in receiving watercourses. The spillage risk assessment methodology provides the 

return period of a serious accident based on road length, presence of junctions, annual 

average daily traffic (AADT), percentage of heavy goods vehicles (%HGV), serious spillage 

accident rates, emergency services response time and River Classification target of the 

receiving watercourse. 


16.4.1 Water features of interest are shown on Drawing 5025080_WAT_001. The criteria for 

estimating the importance of water features is given in Table 16.3 (Table 5.3 from DMRB 

216/06). 

Table 16.3: Estimating the Importance of Water Environment Attributes 

Importance Criteria Typical Examples 

Very High Attribute has a high quality 

and rarity on regional or 

national scale 

Surface Water: EC Designated Salmonid/Cyprinid 

fishery Ecosystem Class RE1 

Site protected under EU or UK wildlife legislation (SAC, 

SPA, SSSI, Ramsar site) 

Groundwater: Major aquifer providing a regionally 

important resource or supporting site protected under 

wildlife legislation SPZ I 

Flood Risk: Flood plain or defence protecting more 

than 100 residential properties from flooding 


16-4




Importance Criteria Typical Examples 

High Attribute has a high quality 

and rarity on a local scale 

Surface Water: RQO River Ecosystem Class RE2 

Major Cyprinid Fishery 

Species protected under EU or UK wildlife legislation 

Groundwater: Major aquifer providing locally important 

resource or supporting river ecosystem SPZ II 

Flood Risk: Flood plain or defence protecting between 

1 and 100 residential properties or industrial premises 

from flooding 

Medium 

Attribute has a medium qualitSurface Water: RQO River Ecosystem Class RE3 or 

and rarity on a local scale RE4 

Groundwater: Aquifer providing water for agricultural 

or industrial use with limited connection to surface 

water SPZ III 

Flood Risk: Flood plain or defence protecting 10 or 

fewer industrial properties from flooding 

Low 

Attribute has a low quality anSurface Water: RQO River Ecosystem Class RE5 and 

rarity on a local scale rarity on local scale 

Groundwater: Non-aquifer 

Flood Risk: Floodplain with limited constraints and a 

low probability of flooding of residential and industrial 

properties 

16.4.2 The River Spey is one of the largest rivers in Scotland. It is of significant conservation interest 

and is a major feature of the Highland landscape providing valuable recreational amenities. 

The River Truim is a tributary of the Spey in its upper catchment, rising in the foothills of 

A’Mharconaich and flowing through Drumochter Pass, past Dalwhinnie and down Glen Truim 

to join the Spey. A feature of the Truim is the Falls of Truim located at Etteridge. The river is 

low in nutrients (oligotrophic) and has remained relatively free of pollution, making it one of 

the cleanest rivers in Scotland. It has a very high importance according to the above criteria. 

16.4.3 Loch Etteridge lies to the east of the A9 and is fed by unclassified waters. It drains to a small 

loch, Loch an Dabhaich, then becomes part of the Milton burn, joining the River Spey on the 

outskirts of Kingussie. Road drainage from the A9 is all directed toward the River Truim. 

There are no drainage connections to any waters draining to Loch Etteridge, however the 

existing road runs very close to the watershed between the River Truim catchment and the 

catchment draining to Loch Etteridge. Loch Etteridge also has a very high importance 

according to the above criteria. 

16.4.4 The preferred scheme runs parallel with and above the River Truim, and is approximately 50 

metres from the scheme at its closest point. The preferred scheme also crosses a small, 

ungauged and unmonitored water course at its southern end that flows into the River Truim 

which receives drainage from a short section of the scheme. This water course has a high 

importance according to the above criteria. 


16-5




Water Resources 

16.4.5 River flows on the Spey and its tributaries are monitored by SEPA as part of its hydrometric 

network. The resulting river flow data is available from the National River Flow Archive, which 

can be accessed through the Centre for Ecology and Hydrology website 87 . There is a 

gauging station at Invertruim (NN 687 962) just downstream of the confluence of the River 

Truim and the River Spey. Gauged flows are shown in 16.4. 

Station 

River 

Catchment 

(km 2 ) 

Table 16.4: Gauged Flows 

Mean Flow 

(m 3 s -1 ) 

Q 

95%ile 

(m 3 s -1 ) 

Q 10%ile 

(m 3 s -1 ) 

Invertruim Spey 400.4 5.86 1.57 9.961 1435 

Mean Rain 

’61-’90 (mm) 

16.4.6 The River Spey catchment is widely used in the generation of hydro-power. Scottish and 

Southern Energy plc diverts water from the catchments of the rivers Tromie and Truim to Loch 

Ericht for these purposes. Data have not been made available describing the volume of water 

diverted by this scheme. 

16.4.7 Whisky distilling is the main industrial use of water in the Spey catchment. Most of the 

distilleries have private water supplies and abstract from the Spey and its tributaries for 

cooling purposes. This is an industry reliant on a clean water supply therefore any pollution 

within the catchment will have a knock on effect. There are a number of distilleries within the 

Spey catchment. The nearest is the Dalwhinnie Distillery which lies approximately 5 

kilometres upstream of the preferred scheme. The remaining distilleries are situated 10km or 

more downstream of the preferred scheme. 

Water Quality 

16.4.8 Key issues of concern for the River Truim at a catchment scale are the continued 

improvement of fisheries and the impact of diffuse pollution loads. 

16.4.9 The quality of all controlled waters in Scotland is classified by SEPA using data gathered from 

routine chemical and biological monitoring programmes and from an assessment of the 

aesthetic quality of the watercourse and the bankside environment. River water quality is 

scored on a five point scale as shown in Table 16.5. 

Table 16.5: River Water Quality Classification Categories 

Class 

A1 

A2 

B 

C 

D 

U 

Description 

Excellent 

Good 

Fair 

Poor 

Seriously Polluted 

Unclassified 

87 http://www.ceh.ac.uk/ 


16-6




16.4.10 The River Truim is a very important watercourse for migratory fish. The 2004 water quality 

classification of the River Truim was A2 – Good. In a response to consultation, SEPA stated 

of the River Truim: "The current water quality classification is A2 (good)…on the basis of 

biology monitoring results, indicating a slight deviation in the range and abundance of river 

invertebrates from what would be expected in pristine conditions. SEPA's target is to maintain 

class A1/A2 status" 88 . 

16.4.11 The 2004 water quality classification for the River Spey was A1 – Excellent. There are also 

unclassified small water courses feeding Loch Etteridge. The preferred scheme does not 

affect them or the loch directly but due to their proximity to the scheme care will be required to 

ensure that there is no impact on them during the construction period. 

16.4.12 There are 7 locations along the route of the existing road at which surface runoff drains to 

ditches which ultimately flow to the River Truim. No treatment of road runoff is provided. The 

drainage design consists primarily of kerb side gully pots discharging to a French drain 

constructed in the road verge. At gradient changes the French drain connects directly to a 

drainage ditch with a carrier drain in its base, or to a culvert beneath the road and then to a 

ditch. These ditches ultimately drain through culverts beneath the railway and allow runoff to 

flow towards the River Truim. Where the existing road runs through a cutting, slope drainage 

is also collected. Along some stretches field drainage is connected to the drainage ditch 

running parallel to the road. 

16.4.13 No impact on the water quality of the River Truim as a result of road drainage has been 

reported. 

Surface Waters 

16.4.14 The Spey catchment is complex in its response to flooding. The River Spey Catchment 

Management Plan refers to flooding events ‘as much more than just rainfall events and 

flooding can occur in areas that have had no rainfall’ 89 . The Spey catchment’s SAC status 

brings additional controls to flood alleviation schemes being carried out within the catchment. 

The preferred scheme is not in a location that has been identified by SEPA as at risk of 

flooding. 

Ground Waters 

16.4.15 The Spey catchment is characterised by its steep sided mountain valleys interspersed with 

broad flood plains. The River Truim originates in the upper part of the catchment and the 

catchment geology is characterised by predominately crystalline rocks of the Grampian group 

(Refer to Section 17, Geology and Soils for a discussion of the geological conditions of the 

study area). In terms of groundwater vulnerability, the Groundwater Vulnerability Map of 

Scotland (NERC, 1995) shows the solid geology in the study area to be weakly permeable 

with overlying soils of low leaching potential. Groundwater vulnerability is Class 3, low. With 

regard to nitrate vulnerability this catchment is described as Class 3 90 with no highly 

permeable aquifer or land risk zones. Surface waters are low in nutrients. The Macaulay 

Institute provisional groundwater vulnerability maps 91 based on data describing soil and 

substrate properties show the area to be of low vulnerability. 

88 SEPA, pers. comm.13-09-04 

89 Spey Catchment Steering Group, 2003, p25 

90 British Geological Survey, 2001 

91 http://www.macaulay.ac.uk/host/hostgwater.html 


16-7




16.4.16 Ecology and habitat surveys have identified an area of raised bog on the east side of the 

existing road adjacent to the northern end of the scheme. This is an important habitat type. 

The existing drainage ditch could be impacting the bog by allowing drainage from this area 

and thus lowering the water level in the peat. This would result in a deterioration of the 

condition of the bog habitat. Refer to Section 10, Ecology and Nature Conservation. 

Fisheries 

16.4.17 The River Spey is a major salmon fishery and is designated as Salmonid Waters under the 

Fisheries Directive (78/659/EEC). The River Truim, as a tributary plays a key role in the 

migration and spawning of the salmon, especially spring-running stock. It also supports 

important populations of other fish species including sea trout, brown trout, lamprey and 

freshwater pearl mussels and populations of important aquatic invertebrate species and 

aquatic mammals such as otter. The River Truim should be considered to be extremely 

sensitive in this context. 

16.4.18 Reported salmon catches on the Spey and its tributaries have been increasing for a number 

of years as a result of efforts to increase the proportion of the catchment available as salmon 

breeding grounds. The Spey Fishery Board are fully committed to increasing stocks and 

introduced a Salmon Conservation Policy (Catch and Release) in 2003 as part of their long 

term commitment. The Board also carry out regular monitoring of the stocks and promotes 

public awareness of its work to try and educate people about the Spey catchment’s economic 

and ecological value. 

16.4.19 The Spey Research Trust is also involved in an ongoing study concerning the discharge of 

cooling water from distilleries. The Dalwhinnie Distillery discharges into the Truim, but is 

upstream of the proposed works. 

16.4.20 SEPA has a responsibility for fisheries protection in Scotland and statutory protection is 

afforded to designated fisheries under the Surface Waters (Fish life) (Classification) 

(Scotland) Regulations 1997 (SI 2471/1997). 


16.5.1 Initial consultation has been sought from the following bodies: 

• SNH (Scottish Natural Heritage) 

• SEPA (Scottish Environmental Protection Agency) 

• The Spey Fishery Board 

• Wildfowl and Wetlands Trust 

• Scottish Wildlife Trust 

• Scottish Mammal Society 

• Highland Council (Environmental Health); and 

• Cairngorms National Park 


16-8




16.5.2 SEPA is the statutory regulator for controlled waters. Historical chemical and biological water 

quality monitoring data for the River Truim close to the location of the scheme was supplied. 

Confirmation of any abstractions and discharges in the area of the proposed works was also 

sought. SEPA requested that a sustainable urban drainage system (SUDS) scheme be 

incorporated into the scheme design for the treatment of surface water drainage from the 

road. SEPA also stated that there are no areas within the scheme that are considered at risk 

from flooding. 

16.5.3 SNH provided information on the SAC, SSSI and SPA sites in the vicinity of the preferred 

scheme. They also provided information on the protected species and habitats within the 

catchment. An area of local nature conservation, the Heath at Ralia (NN 708 968), was 

highlighted with the requirement that no drainage work should be carried out in this area. It is 

approximately 2 kilometres beyond the northern end of the preferred scheme and is thus 

judged to be not at risk of impact from the preferred scheme. 

16.5.4 SNH have also requested that culverts and bridges should be assessed for passability by 

salmon and otter in normal flow conditions. If they are not passable in normal flow conditions, 

SNH requested that the opportunity to improve them should be considered. They stress that 

no works should be carried out that renders culverts or bridges impassable to salmon or otter. 

16.5.5 The Cairngorms National Park were also contacted with regards to the preferred scheme and 

reiterated the SAC status of the catchment and that possible impacts be kept to a minimum. 

16.5.6 Highland Council’s Department of Environmental Health was contacted in relation to private 

details of private water supplies within the preferred scheme. A small number of domestic 

properties situated at The Falls of Truim are supplied by the River Truim. It is also possible 

that the Invernahavon Caravan Park is served by the River Truim. 

16.5.7 The Spey Fishery Board has no initial concerns with the preferred scheme, but did emphasise 

the sensitivity of the River Truim due to its spring salmon stock. 

16.5.8 Further consultation will be undertaken with SEPA and with Network Rail concerning the 

outline drainage design and its development to the final design. This will ensure that 

requirements with respect to water quality and quantity are satisfactorily addressed by the 

design. 


16.6.1 The preferred scheme has the potential to impact the water environment due to the increase 

in runoff from the increased impermeable surface area. Run-off from road surfaces transports 

a range of contaminants from the road surface into drainage channels and receiving 

watercourses or into groundwater. Structures within the floodplains and on or over 

watercourses may also alter the hydrological regime of the area. 

16.6.2 There are a number of potential effects that could occur both during construction of the 

preferred scheme and after completion. These include: 

• Pollution from surface water runoff; 

• Pollution from accidental spills; 


16-9




• Pollution of groundwater; 

• Changes to hydrology/geomorphology; 

• Increased risk of flooding and, 

• Changes to fisheries and passage for fish/otters. 

16.6.3 The preferred scheme crosses a minor water course 300 metres from the southern limit of the 

scheme. This flows into the River Truim downstream of the road crossing. There is a 

potential for impact from untreated road runoff at this point, both on this water course and on 

the River Truim. There is a further potential for impact on water quality in the River Truim at 

other locations where road run-off drains to ditches that ultimately discharge to the river. 

Construction 


the EU Water Framework Directive (2000/60/EC) into Scottish Law, a Controlled Activities 

Regulations (CAR) regime is in place for engineering works affecting a watercourse. 

Licensing and monitoring activities under the CAR regime are undertaken by SEPA. The 

preferred scheme includes a minor tributary crossing; however, it is proposed that the existing 

culvert at this location is retained for the new scheme. SEPA has produced guidance to the 

CAR licensing regime (REF SEPA 2006, The Water Environment (Controlled Activities) 

(Scotland) Regulations 2005 - A Practical Guide) which states that maintenance and repair of 

existing structures and also construction and maintenance of road drains do not require an 

Engineering authorisation. Following this guidance a license would not be required. This 

position should be confirmed with SEPA on finalisation of the scheme design. 

16.6.5 Any construction work undertaken close to a watercourse has an inherent risk of surface 

water and groundwater contamination. Potential contaminants include fuel oils from 

mechanical plant, dirty water runoff from site, cement, site disturbance within the river channel 

and general debris from the construction site. 

16.6.6 Contamination of the unclassified small watercourses feeding Loch Etteridge, which are in 

close proximity to the scheme, would potentially affect the quality of the Loch. 

16.6.7 Contamination of the River Truim would affect the domestic properties that are served by the 

River Truim, at the Falls of Truim. It could also potentially affect the business of the local 

Invernahavon Caravan Park which is believed to draw its supply directly from the Truim. 

Operation 

16.6.8 Surface water arising from road drainage run-off can be contaminated with silt, heavy metals, 

chemicals and oil which can be damaging to watercourses and groundwater. Potentially 

contaminated run-off requires treatment prior to discharge to a receiving watercourse. In 

areas where there is a high risk of oil pollution, it may be necessary to install an oil separator 

to protect the surface water and reduce the pollution risk. 

16.6.9 Following the WebTAG methodology the water environment of the River Truim is important in 

terms of transport and dilution of wastewater, biodiversity, aesthetics, recreation, value to the 

economy and conveyancing of flow and flood waters. Pollution of this watercourse would have 

a detrimental effect on the economy of the overall Spey catchment, as it is a major tourist and 


16-10




recreational area. Loch Etteridge and the small, unnamed water course at the south end of 

the scheme are important in terms of biodiversity. 

16.6.10 The predicted impacts and their significance, to these attributes of the water environment are 

provided in Appendix 16.1 in Volume 2 and are summarised in Section 19 of this 

Environmental Statement, Environmental Impact Tables. 

16.6.11 It is predicted that the scheme will have a negligible and insignificant adverse impact on water 

supply and transport and dilution of waste products. Without mitigation there are, however, 

predicted significant affects on the biodiversity of the River Truim of moderate adverse impact. 

In addition, there are predicted minor adverse impacts, of low significance, on the aesthetics 

and value to the economy of the River Truim, minor impacts of no significance on the 

recreational value and minor impacts of low significance to the flow conveyance of the river at 

a regional level. 

16.6.12 As part of the environmental assessment, the potential impacts from road runoff, in the form 

of soluble copper and total zinc concentrations, were assessed in accordance with the 

method outlined in DMRB 11.3.10 HA216/06 Annex I, Method B. These parameters are not 

measured in the River Truim by SEPA. However, water quality monitoring results for the 

River Spey at Kingussie were provided for the period 2000 – 2003. The mean hardness 

(CaCO 3 concentration) was determined for 2003, (13 samples) as 19.4mg/l, as were mean 

values of soluble copper and total zinc, 0.001 mg/l and 0.0039mg/l respectively. These 

values were assumed to be representative of conditions in the River Truim. 

16.6.13 The 95%ile flow at the Invertruim gauging station on the River Spey was 1.553 metres 3 /s. 

This flow includes both the Truim and the Spey upstream of this point. The 95%ile flow in the 

River Truim was estimated as 0.48 metres 3 /s, based on the relative size of the Truim 

catchment. It was assessed as 125 kilometres 2 , compared to the combined Spey plus Truim 

catchment, 402 kilometres 2 . The catchment sizes were obtained from the Flood Estimation 

Handbook (FEH) CD Rom 92 . 

16.6.14 DMRB 11.3.10 HA 216/06 Annex I Method B provides a method for routine runoff 

assessment. The downstream river concentrations, CR, for both dissolved copper and total 

zinc are given by; 

C R = {(C B x V R ) + (1000 x M)} / (V R + V H ) 

Where C B = background dissolved copper or total zinc concentration for River Truim, Cu = 

0.001mg/l, Zn = 0.0039mg/l. 

V R = daily river flow as 95%ile (Q 95 ) = 0.48 m 3 /s 

M = 5 day pollutant build up for length of road under assessment, Cu = 0.25kg/5days, Zn = 

0.083kg/5days. (For AADT = 8989 vehicles/day, opening year 2008) 

V R = runoff volume for length of road under assessment = 424.2m 3 /day 

92 Institute of Hydrology, 1999 


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16.6.15 The results of this assessment indicated that, for the preferred scheme, the EQSs for soluble 

copper and total zinc would not be exceeded if all the runoff was drained directly to the River 

Truim, without treatment. Mean concentrations of soluble copper and total zinc for the River 

Spey are shown in Table 16.7. It should be noted that the River Truim flows are considerably 

altered by abstraction for hydro power schemes in the upper catchment. However an 

unrealistically low flow of less than 0.2m 3 /s would be required in order for EQS failure to be 

predicted for Zinc. It is also acknowledged in the HA216/06 guidance that this assessment 

method is conservative. 

Table 16.6: Zinc and Soluble Copper Concentrations 

Predicted Total Zinc (mg/L) 

Predicted Soluble Copper 

(mg/L) 

EQS 0.008 0.006 

Preferred Scheme 0.006 0.002 

16.6.16 The scheme crosses a small, unnamed water course at its southern end, approximately 370m 

from the scheme start which is ungauged and unclassified (refer to Fig 5025080_WAT_001). 

Surface drainage from this length of the scheme will drain to the water course and will tie in to 

drainage from the existing road beyond the southern end of the scheme. Following the 

assessment methodology above, a flow in this burn of 0.025m3/s would be required in order 

to provide sufficient dilution to achieve EQS compliance for Zinc, for drainage from the 

scheme alone. This is considered to be a high value for the water course in question. 

Mitigation would therefore be required in order to reduce this impact. 

16.6.17 In addition to routine runoff assessment, the risk of a serious pollution incident occurring from 

an accidental spillage was assessed in accordance with the method outlined in DMRB 

11.3.10, HA216/06, Annex I, Method D. The annual probability of a serious pollution incident, 

PACC, is given by; 

P ACC = RL x SS x (AADT x 365 x10 -9 ) x (%HGV/100) 

Where RL = road length in kilometres = 3km 

SS = spillage rate = 0.29 Serious Accidental Spillages Per Billion HGV km/year for rural trunk 

roads with no junction. SS = 0.83 for rural trunk roads with junction. (from HA216/06 

guidance). 

AADT = annual average daily traffic = 8989 for opening year 2008. 

%HGV = percentage of heavy goods vehicles = 20% for opening year 2008 

The scheme has one junction with a minor side road at approximate chainage 925m. 

Thus, P ACC = 0.0007, or less than 0.1% annual probability. 

16.6.18 The probability of a serious pollution incident as a result of a spillage accident is then given 

as; 


16-12




P INC = P ACC x P POL 

Where P POL is the probability that, given an accident, a serious pollution incident will occur. 

For the River Truim, a high quality water course in a remote location with a relatively high (> 1 

hour) response time to the site, P POL = 0.75 (following HA216/06 guidance). 

Therefore PINC = 5.25x10-4, or slightly greater than 0.05% annual probability. This is less 

than the 1% probability for which mitigation might be required to reduce spillage risk. 

16.6.19 The hydrology of receiving water bodies can be affected by the presence of a new or 

increased impermeable surface. This can increase the volume of runoff that reaches the 

receiving watercourse and also reduce the time it takes to get there. This has implications for 

channel stability, aquatic habitats and flooding. Where the movement of any existing 

channels is required, this may also affect the local hydrological regime. 

16.6.20 The preferred scheme runs parallel to the River Truim. SEPA have indicated that the scheme 

lies out with the indicative limits of flooding for a 1 in 100 year return period. Although the 

River Truim runs parallel to the preferred scheme it lies at a lower level. Impact on 

downstream flood risk is therefore not considered to be significant. 

16.6.21 There is a potential impact on drainage structures at the railway line adjacent to the preferred 

scheme as a result of the increased road drainage. This is of major concern to Network Rail. 

Damage to structures as a result of surcharging or scour at culverts beneath the railway line 

due to increased flows could cause significant disruption to railway operation. 

16.6.22 There is also a potential for continued impact on the area of raised bog at the northern limit of 

the scheme on its east side. Continued drainage from this area into the roadside ditches at its 

present level would maintain the existing impact. Increased drainage would accelerate the 

degradation of this important habitat. 


Construction 

16.7.1 With any construction work undertaken close to a watercourse there is an inherent risk of 

surface water and groundwater contamination. Potential contaminants include fuel oils from 

mechanical plant, high sediment loads in run-off from the site, cement, site disturbance within 

the river channel and general debris from the construction site. The risk of pollution can be 

significantly reduced by the adoption of good working practices and with strict adherence to 

the appropriate SEPA Guidelines. The key guidelines are listed below: 

• PPG 1 General Guide to the Prevention of Water Pollution 

• PPG 5 Works in, near or liable to affect a watercourses 

• PPG 6 Working at Construction and Demolition Sites 

• PPG 11 Preventing pollution at industrial sites 

• PPG 21 Pollution Incident Response Planning; and 


16-13




• PPG 22 Dealing with Spillages on Highways 

16.7.2 Guidance is also available in the CIRIA publications 

• C532 - Control of Water Pollution from Construction Sites 93 ; and 

• C648 - Control of Water Pollution from Linear Construction Projects 94 . 

16.7.3 Further mitigation measures should include: 

• On-site availability of oil spill clean up equipment including absorbent material and 

inflatable booms for use in the event of an oil spill or leak; 

• Use of drip trays under mobile plant; and, 

• Sediment trapping. 

16.7.4 Any material imported for use in construction should be inert and free from contaminated 

material, so as to avoid any potential contamination of the watercourse. 

16.7.5 Effective pollution prevention measures for siltation, hydro carbons, other chemicals and 

concrete / cement / tar will be incorporated in the scheme design. Risk assessments for 

possible pollutants should be provided by the contractor’s Construction Method Statement 

(CMS) prior to carrying out any work on site. Provided correct working procedures and 

practices are adopted, as outlined above, and care is taken to avoid pollution, no adverse 

impacts are anticipated during construction. 

16.7.6 Any works close to watercourses, or that may lead to impacts within watercourses, should be 

timed to avoid any interference with spawning fish and breeding seasons for mammals. 

Operation 

16.7.7 The potential for increased road run-off through an increase in the area of impermeable road 

surface will be controlled by flow balancing to minimise adverse impacts to watercourses. 

This will be achieved through the provision of attenuation in filter drains running along the 

verge of each carriageway of the preferred scheme. The filter drains will be sized based on 

design rainfall events given in DMRB 4:2:3 95 such that sufficient attenuation is provided to 

ensure that the drainage flow rates through the structures beneath the railway line are 

unchanged. 

16.7.8 DMRB 4:2 outlines treatment methods that can be used to treat road runoff in order to 

mitigate adverse environmental impacts from contaminated run-off. Treatment will be 

provided through provision of filter drains along the length of each carriageway of the 

preferred scheme as described above. Away from junctions, the new road surface will have 

no kerb allowing sheet flow from the carriageway into the filter drain. This allows for improved 

filter drain performance, relative to designs including a kerb and gulley pots, and is in line with 

SEPA’s stated desire that SUDS guidance be followed for drainage design. Increased 

residence time within the filter drain material can be achieved through this design allowing 

93 H Masters-Williams et al, 2001 

94 Murnane, Heap, Swain, 2006 



16-14




greater attenuation of peak flows and removal of contaminants. The filter drains will drain to 

the existing points as the profile of the new scheme will be unchanged from that of the 

existing road. There will therefore be 7 connections to drainage ditches flowing through 

culverts beneath the railway line and towards the River Truim. The drainage design and 

treatment system specification will be discussed with SEPA and Network Rail as part of the 

development of the detailed design. 

16.7.9 There is always a level of risk that a serious accidental spillage may occur on the road which 

could lead to a serious pollution incident in the River Spey, via the small tributaries in the 

vicinity of the proposed works. The risk of a serious accidental spillage occurring has been 

calculated as low. Despite this, due to the importance of the Salmon stock in the River Spey, 

mitigation in the form of catch pits and oil interceptors is recommended to provide protection 

from accidental spillage. 

16.7.10 Cuttings and embankments and the extents of field drainage picked up by the preferred 

scheme will be largely unchanged from the existing road. Like for like replacement of these 

drains will be included in the design wherever possible to minimise any potential increases in 

flow. 

16.7.11 Where the preferred scheme runs along the edge of the raised bog at its northern limit, an 

impermeable barrier will be included on the east side of the ditch collecting embankment and 

field drainage. This will extend to the full depth of the ditch bed and will reduce drainage from 

the bog, potentially allowing some improvement in its degraded condition. No contaminated 

road run-off will reach the bog. Pooled surface water will be avoided by keeping the top of the 

impermeable barrier at ground level. 


16.8.1 The potential impacts on water quality were re-assessed with the appropriate figures for 

routine runoff and spillage risk in accordance with DMRB 11.3.10 and allowing for forecast 

increase in traffic volumes. Without mitigation the potential risks of pollution from a serious 

spillage incident and routine runoff remain low and below EQS values. The predicted 

concentrations of zinc and dissolved copper in the River Truim do not change significantly. 

The risk of a serious spillage incident resulting in pollution remains low at less than 0.1% 

annual probability. 

16.8.2 With good road drainage design incorporating the pollution control and flow attenuation 

measures described above it is considered that there is a low risk of any significant effects on 

the water environment as a result of the preferred scheme. The potential impacts on the 

River Spey are considered to be neutral. However, as pollution control measures in the form 

of filter drains will be incorporated where only basic drainage features are currently present 

there is a potential beneficial impact on water quality in the River Truim as a result of the 

scheme. 

16.8.3 A further potentially beneficial impact could result from the incorporation of measures to 

minimise drainage from the area of raised bog at the north end of the scheme. Allowing 

greater water retention in the peat forming the bog and preventing contaminated road run-off 

from reaching the bog may allow an improvement in the condition of this small area of 

important peatland habitat. This is described in more detail in Section 10, Ecology and Nature 

Conservation. 


16-15





16.9.1 The water environment features associated with this scheme include the environmentally 

sensitive and ecologically important River Truim in close proximity to the preferred scheme, 

Loch Etteridge and its tributaries to the east of the preferred scheme and the small, unnamed 

water course crossed by the scheme close to its southern end. 

16.9.2 For the River Truim the outcome of this assessment predicted a negligible or insignificant 

impact on water supply and transport and dilution of waste products; a minor impact of low 

significance or insignificant on aesthetics, recreation and value to the economy. A moderate 

significant impact was predicted on biodiversity during construction and from potential 

pollution from contaminated runoff during operation. A minor to moderate impact of low 

significance to significant was predicted for flow conveyance. 

16.9.3 If good practice is followed during construction then the potential impacts on the River Truim 

should be minimal. Good drainage design, run-off attenuation and pollution control measures 

incorporated into the design, construction and operation phases will reduce the risk of 

adverse impacts on the River Truim in terms of water quality or hydrology. Potentially 

beneficial impacts may occur in the long term through incorporation of these mitigation 

measures where they are not currently present. 

16.9.4 For Loch Etteridge the assessment outcome predicted a potentially significant impact on 

biodiversity of moderate magnitude as a result of impacts during construction. If good 

practice is followed during construction then the potential impacts on Loch Etteridge should be 

minimal. Risk assessments may have to be reassessed at regular intervals during the 

construction in order to minimise likely pollution. Given the sensitivity of Loch Etteride and the 

wider River Spey catchment these should be written into the contractors Construction Method 

Statement. 

16.9.5 For the minor, unnamed watercourse the assessment outcome predicted a potentially 

significant impact on biodiversity of moderate magnitude from potential pollution from 

contaminated runoff during operation. Provision of mitigation in the form of filter drains to 

attenuate run-off and remove pollutants are predicted to reduce the potential impacts on this 

water course to neglible or minor beneficial as for the River Truim. 

16.9.6 No potential impact on flooding is considered likely as the scheme lies out with the floodplain 

and no impact on groundwater is considered likely as groundwater vulnerability is low in the 

study area. 


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17. GEOLOGY AND SOILS 


17.1.1 The following assessment comprises a review of the potential impacts on geology and soils 

as a result of the preferred scheme for the A9 Crubenmore Dual Carriageway Northern 

Extension. 


17.2.1 Potential issues resulting from the preferred scheme include: 

• Direct impact on the underlying geology; 

• Direct impact on geological or geomorphological features which are of specific interest or 

importance; 

• Direct impact to soils through loss and destruction of agricultural soils; and 

• Impact on contaminated land. 


17.3.1 A desk study was undertaken in December 2003 and January 2004 which considered an area 

extending approximately 250 metres in either direction from the centreline of the existing A9. 

The desk study was undertaken to characterise the geology and soils of the area and to 

obtain the following information: 

• Locations of Sites of Special Scientific Interest (SSSI); 

• Other geological information such as Regionally Important Geological Sites (RIGS); 

• Details and locations of contaminated land sites; and 

• Details and locations of mining and quarrying. 

17.3.2 Following completion of the desk study an intrusive ground investigation was undertaken to 

confirm the geology and ground conditions. 


17-1





Geological Conditions 

17.4.1 Within the study area Made Ground is present, associated with existing road embankments. 

A limited thickness of Made Ground is also present, associated with the existing A9 pavement 

construction and the old alignment of the A9 to the west, which is now used as a cycle track. 

There is also Made Ground associated with the Perth to Inverness railway line located further 

to the west of the above mentioned cycle track. 

17.4.2 Locally peat deposits and areas of non engineered fill are present less than 1 metre thick. 

17.4.3 The majority of the study area is underlain by drift deposit comprising Fluvioglacial deposits 

(sand and gravel). The thickness of the Fluvioglacial deposits is very variable ranging from 

less than 1 metre at the existing rock cuts towards the centre of the site to greater than 14 

metres at the north of the site. 

17.4.4 Precambrian Grampian Group rocks form the solid geology beneath the site, consisting of 

strong Psammites and Schists which have been intruded by very strong Pegmatite. 

17.4.5 The geological maps do not show any geological faults in the vicinity of the site. 

Soil Conditions 

17.4.6 The majority of the area of proposed carriageway widening is classed by the Macaulay 

Institute as Grade 6 land which is defined as land capable of use only as rough grazing. Refer 

to Section 12, Land Use for a discussion of soil conditions. 

17.4.7 The thickness of topsoil encountered during the intrusive investigation was limited ranging 

from 0.15 metres to 0.8 metres. 

Nationally and Regionally Important Sites 

17.4.8 At the southern end of the study area, Loch Etteridge SSSI is located immediately east of the 

existing A9. The site was designated a SSSI for geological reasons, as it is a good example 

of certain glacial landforms and contains palaeoenvironmental data held within the glacial 

successions. 

17.4.9 No Regionally Important Geological Sites (RIGS) are known in the vicinity of the site. 

17.4.10 There are other land designations within the study area but these have been assigned for 

ecological and nature conservation value and are discussed in detail in Chapter 10, Ecology 

and Nature Conservation. 


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Mining and Quarrying 

17.4.11 No information has been obtained to suggest the presence of any mining and quarrying at the 

study area. 

Contaminated Sites 

17.4.12 No information has been obtained to suggest the presence of significant contamination 

beneath the study area. 


17.5.1 The geology of the site area was determined from the following geological maps: 

• British Geological Survey (BGS) 1:50,000 scale geological map, Sheet 64, Kingussie 

(Solid and Drift Maps) dated 1964. 

• BGS 1:10,566 Scale Geological Map Ref OIV 101FS (Solid and Drift Map) dated 1916; 

and 

• BGS 1:10,566 Scale Geological Map Ref. OIV 116FS (Solid and Drift Map) dated 1915. 

17.5.2 Information on Agricultural Land Classification (ALC) provided by the Macaulay Land Use 

Research Institute (MLURI) has been taken from the A9(T) Perth to Inverness Development 

of a Route Strategy – Phase 2 Interim Report 96 . 

17.5.3 The location of SSSI’s, RIGS and contaminated land sites was determined by consultation 

with Scottish Natural Heritage (SNH) and information obtained from the Landmark Information 

Group in the form of an Envirocheck Report. 


17.6.1 Immediate impacts which have been identified as a consequence of the preferred scheme are 

summarised in Table 17.1 below. 

Table 17.1: Impacts of preferred scheme 

Impact Effect of Impact Reasoning 

Loss of soils due to land 

take. 

Potential in-balance of site 

earthworks operations 

(cutting vs. filling). 

Generation of new rock 

exposure through cutting 

formation. 

Slight / moderate adverse 

Moderate adverse 

Slight beneficial 

Land take not considered significant and 

considerable areas of similar soil type / land 

use will remain. 

There will be net deficit of site won material 

and therefore import of material will be 

required which reduces sustainability 

Some new rock exposure is anticipated. 

However this is considered to be only slightly 

beneficial effect as existing rock exposures 

are already present within the site. 

96 Scott Wilson Kirkpatrick Consulting Engineers, 1995-1997 


17-3




17.6.2 The preferred scheme would not impact upon the Loch Etteridge SSSI; however, as the 

scheme passes within 100 metres of the SSSI, in accordance with sections 20A and 55A of 

the Roads (Scotland) Act 1984, Scottish Natural Heritage have been consulted with in relation 

to the preferred scheme. This consultation is outlined in Section 10, Ecology and Nature 

Conservation and in Appendix 10.17 – Consultation Responses. 


17.7.1 To minimise the loss of soil, the design should consider the re-use of removed soil material 

elsewhere within the scheme, for example as topsoil on earthworks slopes or in landscape 

bunds. 

17.7.2 To maximise the sustainability of the scheme the design should consider, where feasible, the 

re-use of material excavated during cutting formation elsewhere within the scheme, for 

example as embankment fill. 

17.7.3 The design should attempt to reduce the import of material required. If a net import is required 

then constructing the scheme at the same time as adjacent schemes which may have a 

surplus of material should be considered. This would improve the sustainability and therefore 

be highly advantageous. 


17.8.1 No impacts on the geology and soils within the study area are envisaged in addition to those 

identified for ‘Opening Year 1’ as detailed above in Section 17.6. 


17.9.1 With the exception of the importation of fill material required, the impacts identified as a 

consequence of the preferred scheme are negligible and therefore do not require detailed 

consideration when assessing the acceptability of the scheme. 

17.9.2 The negative impact of the importation of fill material on the sustainability of the preferred 

scheme could be reduced if a second scheme can be identified to provide the required fill 

material. However, in the absence of a second scheme the A9 Crubenmore is still considered 

acceptable with respect to the geology and soils. 


17-4




18. POLICIES AND PLANS 


18.1.1 The purpose of this section is to provide an assessment of the relevance of the policy and 

plan constraints associated with the preferred scheme for the proposed A9 Crubenmore Dual 

Carriageway Northern Extension. The approach taken follows guidance in DMRB 11:3:12 97 

and applies a desk study approach to the analysis of the policies and plans of relevance to 

the development of the scheme. Where it is relevant to do so, this section defines mitigation 

measures that address these constraints. 


18.2.1 This assessment has been carried out in accordance with the recommendations of DMRB 

Volume 11:3:12. STAG has also been referred to. 

18.2.2 The assessment considers the extent to which the preferred scheme integrates with the land 

use and transport planning policy framework for the area, and the extent to which the 

construction of the preferred scheme would assist or hinder planning policy in achieving its 

objectives. 

18.2.3 A desk study has been undertaken to review key planning and transport policy documents, 

including: 

• National Planning Framework for Scotland 98 ; 

• National Planning Policy Guidance 99 ; 

• Scottish Planning Policy 100 ; 

• Highland Structure Plan 101 ; 

• Badenoch and Strathspey Local Plan 102 ; and 

• Consultative Draft Cairngorms National Park Local Plan. 




100 The Scottish Executive, 2002. 2003 




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18.2.4 This section assesses the impact of the construction of a new dual carriageway generally 

within the road boundary of the existing A9, in terms upon policies and plans. Please refer to 

Drawing 5025080_GEN_001 in Volume 3 for an illustration of the preferred scheme. 

Magnitude of Effect and Significance of Impact 

18.2.5 In considering the preferred route against the policy frameworks, Magnitude of Effect and 

Significance of Impact have been identified. These are as defined by GOMMS, superseded 

by WebTAG. 

Positive Large, Positive Moderate and Positive Slight 

Where the preferred route accords with planning policies to varying levels of impact. 

Neutral 

No benefit or impact in either direction. 

Negative Slight 

Where the preferred route is slightly contrary to planning policies which can be readily 

overcome. 

Negative Moderate 

Where the preferred route is adversely contrary to planning policies that can only be partially 

resolved. 

Negative Large 

Where the preferred route is adversely contrary to policies and may not be overcome. This 

leads to loss of identified development potential or consented development, and affects the 

integrity of the authority’s Development Plan. 

18.3 Policy Context 

18.3.1 The desktop analysis has identified and described the national, strategic and local planning 

policies of relevance in terms of the geographic context of Highlands. This includes Scottish 

Planning Policy Statements as well as the Development Plan policies for this part of the 

Highlands Council Area. The relevant policies in the Development Plan are drawn from three 

sources. Firstly, the Highland Structure Plan for the entire area of Highlands was prepared as 

a singular authority and approved by Scottish Ministers in March 2001. The Structure Plan 

provides the strategic planning context for local planning in Highlands. It contains an overall 

development strategy which is founded on four key elements. These are: 

• Community and its Sustainable Growth; 

• Economy – through an improved business environment; 

• Environment - adopting a proactive approach to the wise use of the natural environment; 

and 

• Infrastructure - taking an integrated approach to improving accessibility to goods, services 

and markets. 


18-2




18.3.2 These key elements are expected to provide strategic direction and are the basis for three 

'founding principles' setting out the criteria which underpin the Structure Plan. These 

principles are intended to give force to the Principal Aim of the Plan and to guide the other 

topic-based policies. They will be treated as “material considerations” in the determination of 

planning applications. 

18.3.3 The second source of policies and plans for the development is the Adopted Badenoch and 

Strathspey Local Plan. This Local Plan is set in the context of both the strategic provision 

made within the Highland Structure Plan as well as being in accordance with the relevant 

provisions of the Town and Country Planning (Scotland) Act 1997, the Town and Country 

Planning (Structure and Local Plans) (Scotland) Regulations 1983, and appropriate Circulars. 

Finally as with the Structure Plan, this plan been guided by National Planning Policy 

Guidelines / Scottish Planning Policies and Planning Advice Notes published by the Scottish 

Executive. 

18.3.4 The third source of policies and plans is the Consultative Draft Cairngorms National Park 

Local Plan. The Local Plan will eventually replace the local plans currently adopted by the 

four local authorities which make up the National Park. The Cairngorms National Park Local 

Plan will set out detailed planning policies to guide development in the park over future years. 

National Planning Policy 

18.3.5 A series of National Planning Policy Guidelines (NPPGs) and the emerging Scottish Planning 

Policies (SPPs) set out the policy on nationally important land use and other planning matters. 

They cover issues such as transport, natural heritage, land for housing, archaeology and rural 

development. These policy statements are supported through a series of Planning Advice 

Notes that provide advice on how best to deal with matters such as transport, noise, 

environmental protection, and the trunk road network. 

18.3.6 A number of national policies have been identified as being relevant, namely: 

• National Planning Framework 103 

• SPP 1: The Planning System 104 

• SPP 2: Economic Development 105 

• NPPG 14: Natural Heritage 106 

• SPP 15: Planning for Rural Development 107 

• SPP 17: Planning for Transport 108 

National Planning Framework for Scotland 


104 The Scottish Executive, 2002. 


106 

The Scottish Executive Development Department, 1999. 


108 

The Scottish Executive, 2003. 


18-3




18.3.7 The Scottish Executive's transport policy is based on supporting the promotion of economic 

growth, promoting social inclusion and accessibility, ensuring that the development of 

transport is sustainable and minimising the environmental impact of travel. This has been 

accompanied by a major shift in the balance of public sector investment towards more 

sustainable transport options while maintaining and enhancing the trunk road network and 

supporting maintenance of the local road network. 

18.3.8 Specifically the Executive has described and seeks to promote “Place competitiveness” 

widely within the communities across Scotland. This concept relies heavily on adequate 

investment in infrastructure, including transport and communications networks, utilities, 

schools and other public services. 

18.3.9 The National Planning Framework has identified over the next 25 years where Scotland will 

face significant development pressures. Within the Highlands in particular, the trunk road 

network and public transport systems require investment to address problems of congestion 

and unreliability. In some rural areas, improvements in transport infrastructure are needed to 

support economic activity and improve access to social facilities. 

18.3.10 In the Highlands, specific transport issues are expected to be addressed from the outset in 

planning for future development. The National Framework therefore recognises the 

importance of the Development Plan land allocations as a means of assimilating capacity (of 

the transport network) with the need for economic growth. The Framework therefore sees a 

modernised transport infrastructure as a key delivery mechanism for balanced and 

sustainable development. 

Scottish Planning Policy 1: The Planning System 

18.3.11 The Scottish Executive outlines the key objectives of the planning system in Scotland as 

providing direction for the future development and use of land in cities, towns and rural areas 

in the long term public interest. The aim set in this policy document is to ensure that 

development and changes in land use occur in suitable locations and are sustainable. The 

Scottish Executive are therefore concerned to ensure that the planning system provide 

protection from inappropriate development. In broad terms it sets out three primary objectives: 

• To set the land use framework for promoting sustainable economic development; 

• To encourage and support regeneration; and 

• To maintain and enhance the quality of the natural heritage and built environment. 

18.3.12 Equally important to these objectives, however, is to ensure that the planning system seeks to 

resolve conflicts between the development and protection of the environment. On that basis it 

aims to manage change. Nevertheless it also seeks to ensure that planning policies and 

decisions should not prevent or inhibit development unless there are sound reasons for doing 

so. 

“The goal is a prosperous and socially just Scotland with a strong economy, homes, 

jobs and a good living environment for everyone.” 109 

18.3.13 In terms of transport, this policy seeks to ensure that the planning system is able to deliver the 

Executive’s commitment to a more sustainable, effective, integrated transport system. In 

109 The Scottish Executive, 2002, Para 4 


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particular, integration of land use and transport is seen not as an end in itself but that as 

essential for the Scottish economy in terms of easy access to places of employment and that 

raw materials, components and finished products can be transported efficiently. Integrated 

and sustainable transport is therefore seen as necessary to help improve air quality, address 

climate change and protect environmental resources from the damage caused by pollution. 

18.3.14 However, the promotion and extension of the transport network requires to be balanced 

against its impact on the environment. Protecting and enhancing the quality of the 

environment is a key objective of the planning system. It is therefore important to ensure that 

the diversity of the natural heritage including the wider historic and cultural landscape is 

safeguarded through identification and protection of biodiversity through environmental 

improvement and restoration and encouraging efficient use of resources. The conservation 

and enhancement of both the natural and built environment bring benefits to local 

communities and provides opportunities for economic and social progress. 

Scottish Planning Policy 2: Economic Development 

18.3.15 This policy places an emphasis on the need to promote a successful economy through an 

effective and efficient transport infrastructure. The Scottish Executive has embarked on a 

continuing programme of reinvigorating the transport system to meet Scotland's economic 

and social needs without threatening the health of the environment. 

National Planning Policy Guidance 14: Natural Heritage 

18.3.16 This document gives guidance on how the Government's policies for the conservation and 

enhancement of Scotland's natural heritage should be reflected in land use planning. In this 

context, Scotland's natural heritage includes its plants and animals, its landforms and 

geology, and its natural beauty and amenity. 

18.3.17 Planning authorities should seek to safeguard and enhance the wider natural heritage beyond 

the confines of nationally designated areas. Article 10 of the Habitats Directive requires 

European Union Member States to encourage the appropriate management of features of the 

landscape which are of major importance for wild flora and fauna with a view to 

complementing and improving the ecological coherence of the Natura 2000 network. The 

features concerned are those which, because of their linear and continuous structure or their 

function as "stepping stones" or "wildlife corridors", are essential for migration, dispersal or 

genetic exchange. 

18.3.18 Beyond the specific requirements of Article 10, Local Biodiversity Action Plans are valuable 

tools for actively involving local communities in the development and management of habitat 

networks. In linking statutory and non-statutory sites and landscape features from one habitat 

to another, an important contribution to the conservation and enhancement of biodiversity and 

the quality of the local environment can be made. Potentially valuable features in the 

development of habitat networks include areas of woodland, rivers, burns, ponds and 

traditional field boundaries such as dykes or hedgerows. 

Scottish Planning Policy 15: Planning for Rural Development 

18.3.19 This document was published in February 2005 and supersedes NPPG15: Rural 

Development. 


18-5




18.3.20 The SPP determines how the statutory land use planning system can assist the rural areas of 

Scotland achieve sustainable development and sets out a ‘Planning Vision’ for Rural 

Scotland. The vision states: 

“Rural Scotland needs to become more confident and forward looking both accepting 

change and benefiting from it, providing for people who want to continue to live and 

work there and welcoming newcomers.” 110 

18.3.21 SPP 15 recognises that if Scotland’s rural areas are kept up to date with anticipated 

economic, social and environmental changes on a global, European and national and local 

scale, planning policy needs to be realistic, relevant and sensitive to these processes. A 

fundamental aim of SPP15 is to ensure that planning policy regimes are put in place to 

accommodate selective, modest growth. 

18.3.22 SPP 15 also confirms that planning needs to enable and help create opportunities for 

development in sustainable locations wherever appropriate e.g. where infrastructure capacity 

and good access exist, or can be provided at reasonable cost, or to meet justifiable social and 

economic objectives. 

Scottish Planning Policy 17: Planning for Transport 

18.3.23 SPP17: Planning for Transport was published in 2005 following the Scottish Executive’s 

‘Partnership for a Better Scotland’, (2003) which contains the following four aims: 

• Growing the economy; 

• Delivering excellence in public services; 

• Supporting strong communities; and 

• Developing an ambitious and confident Scotland. 111 

18.3.24 SPP17 supports the above aims through the integration of land use, economic development, 

environmental issues and transport planning and sets out a number of ‘integration objectives’ 

for consideration. Those most applicable to the proposed road extension at Crubenmore 

include: 

• To maintain and enhance the natural and built environment, through avoiding or 

mitigating adverse environmental impacts, minimising environmental intrusion and 

retaining, improving and enhancing areas for biodiversity; and 

• To reinforce the rural economy and way of life. 112 

The Highlands Structure Plan (approved 2001) 

18.3.25 The Structure Plan has identified the need to promote the development of an efficient road 

network. This is given particular emphasis in the Plan as the Structure Plan area is heavily 

dependent on the movement of goods through the road network. 

110 Para. 5, SPP 15 

111 Para 4, SPP 17 

112 Para 6, SPP 17 


18-6




18.3.26 The problems of access to goods, services and markets in Highland are seen as a priority 

issue. To that end, an emphasis is placed within the Plan on improvements to the road 

network as a continuation to the work already completed over recent years. 

18.3.27 In general, policies should encourage a move away from dependence on car-use where 

realistic, encourage the generation of transport options for people, including new forms of 

community transport, and focus on the local provision of services. 

Policy TC6 Road Network improvements 

18.3.28 The Council has identified a Road Hierarchy to enable targeting the limited resources 

available for maintenance and improvement. Certain routes are classified as "Premium" (key 

links to the national trunk routes which are of major importance to regional development), 

"Strategic" (important access routes to remoter areas and areas of significant economic 

importance), and "Rural Distributor" (important links between rural communities). Above these 

in the hierarchy are Trunk Roads, which are the responsibility of the Scottish Executive. 

18.3.29 The Council, as the Roads Authority, through this policy is committed to the priority 

improvement of Premium and Strategic Routes to a modern two lane standard and Rural 

Distributor Routes according to its roads hierarchy, especially where such roads are important 

for the effective functioning of the Structure Plan's settlement hierarchy. Improvements will 

have regard for the proper safeguarding of the environmental qualities of the areas through 

observance of the "Fitting Roads" guidance. 

Nature Conservation 

18.3.30 The Structure Plan explicitly identifies the very high nature conservation interest in the 

Highlands. It recognises the abundance of natural habitats and species as a key element of 

Highland’s identity and, along with other elements of the natural environment, constitutes one 

of the region’s main strengths. The Structure Plan strategy therefore aims to both build on and 

strengthen the Highland identity and, in particular, to take a more proactive approach to the 

wise use of the natural environment, recognising the potential economic benefits of 

sustainable forms of development. To achieve this, policies are aimed at protecting the wildlife 

resource and realising the development potential for the benefit of the local communities. 

Hierarchy of Protection 

18.3.31 The Council’s policy for the protection of nature conservation interests follows the hierarchical 

approach as set out in NPPG 14: Natural Heritage. Internationally important areas are Natura 

2000 sites and Ramsar sites. Nationally important areas are Sites of Special Scientific Interest 

(SSSIs) and National Nature Reserves (NNR). Locally important areas are identified in Local 

Plans, following consultation and advice from Scottish Natural Heritage and the Scottish 

Wildlife Trust. These are called Sites of Importance for Nature Conservation (SINC). 

Local Nature Conservation Interest 

18.3.32 The existence of designations does not necessarily preclude development from taking place 

within or affecting the sites. Developments affecting international and national sites are 

possible if they are compatible with maintaining the features for which the sites are 

designated. Developments affecting SSSIs are also possible if the designated area is large 

and it is unequal in nature conservation importance across the area. Protection therefore can, 


18-7




in certain instances, be pursued side by side with development. Guidance on how to assess 

development proposals in relation to different types of sites is contained in NPPG 14. 

18.3.33 While there are no internationally or nationally significant sites identified along the length of 

the road, a key policy of interest is Policy N1: Nature Conservation whereby new 

developments should seek to minimise their impact on the nature conservation resource and 

enhance it wherever possible. The Council will seek to conserve and promote all sites 

including such sites of local importance. Developments will be assessed for their effects on 

the interests of sites of local conservation importance and will be resisted where these are 

judged to be unreasonably detrimental. 

Landscape 

18.3.34 Along with Nature Conservation, the Structure Plan also sets the context importance of the 

landscape. As the area surrounding the preferred scheme is identified as locally important, it 

benefits from a broad policy protection under local landscape designations that are generally 

relatively small-scale areas where visitor management is as much an issue as natural beauty. 

They are not strictly comparable with Areas of Great Landscape Value for example; however, 

the Council has identified larger scale areas which it considers are at least regionally 

important for scenic quality, and may even be of national importance, subject to the NSA 

review. These are identified indicatively in Figure 12 of the Structure Plan. Scottish Natural 

Heritage's Advice to Government on Scenic Designations 113 states that sub-national scenic 

areas should be considered to be of significance in terms of the whole local authority area and 

therefore should be valued beyond their immediate locale. 

Economy 

18.3.35 A major aspect of the Structure Plan strategy is to assist in the creation of small-scale 

economic activity to provide employment opportunities in rural areas. This is seen as 

contributing to the long term sustainability of rural communities. The Council is therefore keen 

to work with the Local Enterprise Companies in seeking to encourage and create the 

conditions to develop local business opportunities and to diversify the local economy. This 

would include supporting the existing road network. 

Policy B7: Business development in rural areas 

18.3.36 This policy seeks to take a proactive approach in small-scale business development in rural 

areas. Where there is potential demand, Local Plans are expected to follow through with the 

allocation of sites with improved infrastructure links for small-scale business development as 

a means of achieving rural economic development. The main objective is to maximise the use 

of the area's natural resources and support the diversification from traditional rural industries. 

Importantly, it is the links that are made between jobs and the Natural Heritage that are seen 

as making a major contribution to employment, particularly in economically fragile rural areas. 

The high quality natural environment also underpins Highland's primary sector industry and 

much of the tourism related business. 

113 Scottish Natural Heritage, 1999 


18-8




Community - Access arrangements for new and existing development 

18.3.37 Despite recent improvements to the roads infrastructure, there are many parts of Highland 

where development is reliant on the construction of new roads or the improvement of existing 

roads. 

Forestry 

18.3.38 In the interests of a sustainable land use, the Structure Plan recognises the importance of 

conserving and expanding native woodland in Policy F3: Native Woodland. Smaller areas of 

amenity woodland are also seen as having an important role in the Highland’s Policy F5: 

Amenity Woodland character, given their contribution to visual amenity and local biodiversity. 

Built and Cultural Heritage 

18.3.39 Policy BC3: Archaeological Heritage Areas, requires Local Plans to ensure that appropriate 

provision is made for the protection and interpretation of features of interest. 

Badenoch and Strathspey Local Plan (adopted 1997) 

The Countryside and Rural Economy 

18.3.40 Land outwith settlements are subjected to a wide range of development pressures; many of 

an urban nature; and this gives the impression of a strong and vibrant local economy. The 

Council recognises that this masks specific problems of pockets of high unemployment, land 

dereliction, low levels of public transport and limited access to services and facilities. 

18.3.41 Economic development does not only relate to urban areas, indeed most of the Highlands is 

rural and the Plan's policies are applicable throughout the Council area. However, some 

issues are specific to the countryside. Economic activity traditionally associated with the 

countryside such as agriculture, forestry and mining have changed to remain economically 

viable and competitive, but this has had implications on both employment levels and the 

landscape. 

18.3.42 Tourism plays an important part of the economy of Badenoch and Strathspey whereby it is 

recognised that the area offers a wide range of visitor’s attractions and facilities as well as an 

attractive environment. Key to this will therefore be access and the important provision of 

effective routes to key locations within the District. 

18.3.43 In terms of protection of the rural landscape, the character and attractiveness of the rural 

landscape is recognised as key to the policy of the Development Plan. Consequently, the 

Council see their role in protecting the more outstanding areas with the rural landscape 

through important designations. 

18.3.44 To be competitive, the area needs high quality transport links. The upgrading of the A9 Trunk 

Road in the last 20 years has provided a modern, efficient communications network that has 

been vital to achieving growth. Road transport will continue to be the key mode for most 

communities, particularly where there are few, if any, alternatives. The movement of freight by 

road is critical to the local economy and the majority of tourists visit the area by car. However, 


18-9




growth has led to heavy use of these main arteries, particularly along this route in the 

Highlands, where slow moving vehicle convoys are frequent. 

18.3.45 The Council's Integrated Local Transport Strategy recognises that concerted efforts must be 

made to shift people and freight to other transport modes and to mitigate traffic impact from 

development using developer contributions, where appropriate. 

Draft Cairngorms National Park Local Plan 

18.3.46 A statutory planning function of the Cairngorms National Park Authority (CNPA) is to produce 

a Local Plan as a framework for land use planning within the Park. This Plan is being 

developed in tandem with the Park Plan, which will provide the strategic framework for the 

Local Plan. 

18.3.47 In 2005, the Consultative Draft Cairngorms National Park Local Plan was put on deposit. The 

Finalised Plan is expected to go out for public consultation in 2006. The Finalised Draft Plan 

will then remain as a ‘material consideration’ in all planning matters within the National Park 

until is can be formally adopted by the CNPA during 2007, following adoption of the National 

Park Plan. 

18.3.48 The draft Local Plan maintains the adopted Badenloch and Strathspey Local Plan’s 

commitment to safeguarding the high landscape and environmental values of the surrounding 

countryside areas (General Policies 1 & 2). 

18.3.49 Similarly, policies 2 and 3 seek to safeguard Protected Species and Biodiversity. Policies 4 

and 5 are protective towards Landscape and Archaeology. 

18.3.50 Policy RM9: Soil Conservation and Management requires planning applications which would 

result in soil disturbance to be supported by soil management plan. 

18.3.51 Policy 22: Integrated Transport Network confirms that the CNPA will work closely with Local 

Authorities, in developing and upgrading programmes as well as the Scottish Executive with 

regard to Trunk roads. 

18.4 Potential Effects 

18.4.1 The preferred route would have a number of positive and negative impacts in respect of its 

compliance with national and Development Plan policy. The main impacts are considered in 

Table 18.1. 

• Natural Heritage, nature conservation features; 

• Landscape character; 

• Archaeological features; 

• Strategic Road Network, 

• Tourism, and 


18-10




• Local economy. 

Table 18.1: Potential Effects of the Preferred Route 

Potential Effects 

Scale of Policy 

Effect / 

Impact 

Negative Effects: 

The preferred route largely sits 

within the existing road alignment. It 

Slight 

adverse 

would have a limited adverse 

impact on the landscape character 

and nature conservation. 

The preferred route would have an 

adverse limited impact on Native 

and Amenity Woodland. 

Potential impact on two postmedieval 

roads which are sites of 

known archaeological interest; also 

potential impact on as yet unknown 

sites of archaeological interest. 

The preferred route would result in 

a degree of soil disturbance. 

Positive Effects: 

Impact assessments of the relative 

environmental topics have been 

undertaken. 

The preferred route’s contribution to 

a high quality road network would 

benefit long distance traffic and 

improve infrastructure links for 

small scale business development. 

The preferred route would benefit 

the tourism industry by improving 

visitors journeys to the Highlands. 

The preferred route creates the 

opportunity for enhanced scenic 

views and would improve the safety 

of the A9. 

Slight / 

moderate 

positive 

The Highlands Structure Plan 

Policy N1: Nature Conservation 

Policy F3 : Native Woodlands 

Policy F5 : Amenity Woodlands 

Policy L4 : Landscape Character 

Policy BC1 : Preservation of 

Archaeological Sites 

Badenoch and Strathspey Local Plan 

Woodland and Trees (5.4) 

Nature Conservation (5.5) 

Landscape Conservation (5.10) 

Archaeological Sites (5.15) 

Draft Cairngorms National Park Local 

Plan 

General Policy 1 

General Policy 2 

Policy 2: Protected Species 

Policy 3: Biodiversity 

Policy 4: Landscape 

Policy 5: Archaeology 

Policy RM9:Soil Conservation and 

Management 

The Highlands Structure Plan 

Policy G3 : Impact Assessments 

Policy B7 : Business Development in 

Rural Areas 

Policy TC6 : Road Network 

Improvements 

Policy T5 : Strategic tourist routes 

Policy T6 : Scenic Views 

Badenoch and Strathspey Local Plan 

A9 Trunk Road (4.1) 

Draft Cairngorms National Park Local 

Plan 

Policy 22 : Integrated Transport Network 


18-11





18.5.1 In addressing mitigation measures, reference is made to the scheme details, such as 

landscape works, retention of vegetation, safeguarding of nature conservation in relation to 

the aim of the policy. Possible mitigation measures include: 

• Materials should be sourced locally, to aid the local economy and reduce haulage mileage 

and costs; 

• Wildlife crossings and passages could be incorporated into the design and laid in the 

construction stage to help safeguard wildlife and avoid potential road traffic accidents; 

• Avoidance, reduction and compensation to nature conservation as described in other 

sections of this report; 

• Enhancement of verge tree planting at poor traveller viewpoints, to reduce fragmentation 

and improve green wildlife corridors; 

• Replacement tree and shrub planting; and 

• Careful selection of the most appropriate locations for cuttings and embankments. 


18.6.1 In policy terms the main thrust of the adopted and emerging Development Plan along the 

length of the preferred scheme identified at this stage of the process is two fold: 

• It seeks to protect and, where possible, promote enhancements to the natural heritage 

resources along the length of the eventual preferred route; and 

• It places a strong emphasis on supporting improvements to the Trunk Road Network at 

this location on the basis of its economic potential and the improvements offered in terms 

of road safety. 

18.6.2 The principal constraints are focused on the protection of the environmental resources. 

Specifically that Highland Council and the CNPA seek to protect against the loss of ancient 

woodland and impact on the landscape. 

18.6.3 The preferred route would have a slight adverse impact on the landscape and nature 

conservation, nevertheless, the improvements it would bring to the stretch of A9 between 

Crubenmore and Bridge of Truim accord with Development Plan policy. 

18.6.4 The preferred route would have a slight adverse impact on the natural environment given that 

it is not significantly offline. 


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Part Three – Summary Tables 

19. ENVIRONMENTAL IMPACT SUMMARY 


19.1.1 All impacts have been identified as a result of the DMRB Volume 11 Stage 3 Assessment 

process for each environmental sub discipline considered in this assessment. These impacts 

are tabulated in order to clearly define the environmental impacts of the preferred scheme. 

19.1.2 This provides a summary of the impacts, which are detailed more fully in the relevant sections 

of this assessment. Reference should be made to individual sections of the assessment for 

further explanation and full context. 

19.1.3 Table 19.1 outlines the impacts of the preferred scheme during the opening year (Year 1) 

while Table 19.2 outlines the impacts of the preferred scheme during the design year (Year 

15). 

19.2 Environmental Impact Table (Opening Year 1) without mitigation 

Table 19.1: Environmental Impact Table (Opening Year 1) without mitigation 

Topic Type of Impact Units/Interest Scale of Impact 

Air Quality Change in vehicle N/A 

Neutral 

emissions 

Change in pollutant A property, Shepherds Neutral 

concentrations 

Cottage 

Cultural Heritage Potential changes to Listed Buildings (LB’s) and Neutral effects LB’s; 

setting of built heritage; other elements of the built 

potential disturbance of heritage; undesignated Possible slight adverse effect 

buried archaeological archaeological sites on buried archaeological 

remains. 

remains 

Disruption due to Road users delays Road users Minor Negative (temporary) 

construction Dust soiling A single property, Minor Negative (temporary) 

Shepherds Cottage 

Land take Study area Neutral 

Land access Etteridge Lodge Minor Negative (temporary) 

Noise disruption Study area Moderate Negative 

(temporary) 

Landscape and Visual Land adjacent to A9 Moderate Negative 

Ecology and Nature Notable and rare fungal Moderate Negative* 

Conservation 

flora 

Cultural Heritage Cultural heritage assets Neutral 

Water Quality Water features Moderate Adverse 


19-1





Earthworks excavation and Net import/export of Slight / moderate adverse 

fill 

Materials 

Loss of soils 

Ecology 

Nature 

Conservation 

and 

Vegetation damage Surrounding habitats No Impact 

Habitat loss 

Habitat narrowing and 

physical modification of the 

environment 

Fauna susceptibility to 

road traffic accidents 

Disturbance to protected 

species and species of 

nature conservation 

importance 

Barrier effects to species 

during construction 

Semi-natural ancient 

woodland, notable 

bryophyte & fungal flora 

Bog habitat 

Other Habitats 

Specialist species e.g. 

fungi 

lower plant interest 

Change to species use of 

habitat 

Increased energy 

expenditure for foraging 

and commuting bats 

Fauna populations 

Bats and birds 

Otters 

Species movement & 

diversity 

Moderate Negative 

Minor Negative 

No Impact 

Moderate Negative 


No Impact 


No Impact 

No Impact 

Landscape 

Visual Effects 

and 

Birds and bats 


Water quality River Truim SAC Minor Negative to Major 

Negative 

Changes to hydrological Habitats and watercourses No Impact 

regime of site 

Dust Bog habitat Minor Negative 

Cumulative or synergistic Other development activity No Impact 

impacts 

Landscape Character Environmentally Sensitive Neutral 

Areas & Designations Area 

National Park 

Neutral 

Semi-natural Ancient Moderate Adverse 

Woodland 



A9 Cycleway Corridor Moderate Adverse 

Semi-improved Rough Neutral 

Pasture of the Speyside 

Farmland Strath 

Upper Slopes of the Upper Neutral 

Speyside Farmland Strath 

Visual Amenity Receptors 

Birch Cottage & Old School 

House 

Crubenbeg House and 

Holiday Cottages 

Etteridge Lodge 

Access Tracks from the A9 

Inverhahavon Caravan 

Park 


Site of Old Railway Station 

Hillwalking and Climbing 

Slight Adverse 

Neutral 


19-2





A9 Cycleway 


Railway Line 

Land Use 

Disruption of access to Phones Estate 


Etteridge 

Removal of stockproof 

highway boundary fencing 

Phones Estate 


Loss of land Phones Estate Neutral 


Vibration 

Changes in L A10,18hr noise 

levels 

9 residential properties Neutral 

Pedestrians, 

Cyclists, 

Equestrians and 

Community 

Effects 

Vehicle travellers 

Water Quality and 

Drainage 

Changes to access or 

travel patterns, community 

severance and alteration 

to journey times 

N/A 

Neutral 

Driver Stress N/A Low 

View from the Road N/A Slight beneficial 

Integrity of water supply Small domestic supply & Negligible 

distillery abstract from this 

source 

Transport & dilution of 

waste products 

Biodiversity – River Truim 

Biodiversity – Unnamed 

water course (minor 

tributary at S end scheme) 

Biodiversity – Loch 

Etteridge 

Aesthetics 

6 consented discharges 

within the area of the 

proposed works 

Water quality classification 

- A2 Good. Designated 

salmonid fishery. Within 

SAC and SSSI catchment 

Water quality unclassified, 

assumed Good. Within 


Water quality classification 

- A2 Good. Designated 

salmonid fishery. Within 


River Truim/ Footpaths/ 

Moderate 

Moderate 

Moderate 

Minor 

Recreation 

Use of river for recreation 

Value to economy 

Conveyancing of flow 

Value of the abstractions, 

discharges, aesthetics and 

recreational uses 

Major tributary of the River 

Spey catchment. 

Minor to Moderate 

Geology and soils 

Loss of soils due to land 

take. 






formation. 

Soil area (m2) 

Net import/export of 

Materials (m 3 ) 

Rock Exposure 





19-3





Policies and Plans The Highlands Structure 

Policy N1: Nature 


Plan Written Statement 

Conservation 

Policy F3: Native 

Woodlands 

Policy F5: Amenity 

Woodlands 

Policy L4: Landscape 

Character 

Policy BC 1: 

preservation of 

Badenloch and Strathspey 

Local Plan 

Draft Cairngorms National 

Park Local Plan 

The Highlands Structure 



Woodland and Trees 

(5.4) 


(5.5) 

Landscape 

Conservation (5.10) 


(5.15) 

Gen. Policy 1 

Gen. Policy 2 

Policy 2: Protected 

Species 




Policy RM9: Soil 

Conservation and 

Management 

Policy G3: Impact 

Assessments 

Policy B7: Business 

development in Rural 

Areas 

Policy TC6: Road 

Network Improvements 

Policy T5: Strategic 

Routes 

Policy T6: Scenic Views 



Slight / moderate positive 



Local Plan A9 Trunk Road (4.1) 

Draft Cairngorms National Policy 22: Integrated Slight / moderate positive 


transport Network 

*No major ecological impacts resulting from the road scheme proposals are predicted. In accordance 

with guidance, the overall impact assessment of the scheme has been determined by the most 

adverse category of effects on the ecological features of the study area. The overall impact is 

therefore moderate negative. 


19-4




19.3 Environmental Impact Table (Design Year 15) 

Table 19.2: Environmental Impact Table (Design Year 15) 


Air Quality Change in vehicle emissions N/A Neutral 

Change in pollutant A property, Shepherds Neutral 

concentrations 

Cottage 

Cultural Heritage N/A N/A N/A 

Disruption due to 

construction 

N/A N/A N/A 

Ecology and Habitat loss 

Semi natural ancient Moderate Negative 

Nature 

Conservation 

woodland and associated 

notable fungal interest. 

Habitat narrowing and 

physical modification of 

environment resulting from 

Bog habitat 

Narrowing the width of 

semi natural ancient 

woodland. 

habitat loss Barrier to species 

movement resulting in 

fragmentation of the 

habitat and changes to 

species use of habitat. 

Positive Minor 

No Impact 

No Impact 

Fauna susceptibility to road Local Fauna 

No Impact 

traffic accidents 

Disturbance to protected Breeding birds, bats and No Impact. 

species and species of otter. 

nature conservation 

importance 

Changes to hydrological Bog habitat 

Minor Positive 

regime of site 

Water quality River Truim SAC No Impact to Minor Positive 

Landscape 

Visual Effects 

and 

Dust Bog habitat No Impact 

Landscape Character Areas Environmentally 

Neutral 

and Designations 

Sensitive Area 

National Park 

Neutral 

Semi-natural Ancient Moderate Adverse 

Woodland 

A9 Road Corridor Neutral 

A9 Cycleway Corridor Neutral 

Semi-improved Rough Neutral 

Pasture of the Speyside 


Upper Slopes of the Neutral 

Upper Speyside 


Visual Amenity Receptors Birch Cottage & Old Slight Beneficial 

School House 

Crubenbeg House and Neutral 

Holiday Cottages 

Etteridge Lodge 

Access Tracks from the 

A9 

Inverhahavon Caravan 

Park 



19-5





Site of Old Railway 

Station 

A9 Cycleway 

Railway Line 

Hillwalking and Climbing Slight Beneficial 

Land Use 

Disruption of access to Phones Estate 

Neutral 

Etteridge 

Removal of stockproof Phones Estate 

Neutral 

highway boundary fencing 

Loss of land Phones Estate Neutral 


Vibration 

Pedestrians, 

Cyclists, 

Equestrians and 

Community 

Effects 

Vehicle travellers 

Water Quality and 

Drainage 

Changes in L A10,18hr noise 

levels 

Changes to access or travel 

patterns, community 

severance and alteration to 

journey times 

9 residential properties Neutral 

N/A 

Neutral 

Driver Stress N/A Low 

View from the Road N/A Neutral 

Biodiversity – River Truim Water quality Neglible/Minor Beneficial 

classification - A2 Good. 

Designated salmonid 

fishery. Within SAC and 

SSSI catchment 

Biodiversity – Unnamed Water 

quality Neglible/Minor Beneficia 

water course (minor tributary unclassified, assumed 

at S end scheme) 

Good. Within SAC and 


Biodiversity – Loch Etteridge Water quality Negligible 

classification - A2 Good. 

Designated salmonid 

fishery. Within SAC and 


Geology and soils Loss of soils due to land 

take. 






formation. 

Policies and Plans The Highlands Structure 


Soil area (m2) 

Net import/export of 

Materials (m 3 ) 

Rock Exposure 

Policy N1: Nature 

Conservation 

Policy F3: Native 

Woodlands 

Policy F5: Amenity 

Woodlands 

Policy L4: Landscape 

Character 

Policy BC 1: 

preservation of 







19-6







Woodland and Trees 

Local Plan 

(5.4) 


(5.5) 

Landscape 

Conservation (5.10) 


Draft Cairngorms National 


The Highlands Structure 


(5.15) 

Gen. Policy 1 

Gen. Policy 2 

Policy 2: Protected 

Species 




Policy RM9: Soil 

Conservation and 

Management 

Policy G3: Impact 

Assessments 

Policy B7: Business 

development in Rural 

Areas 

Policy TC6: Road 

Network 

Improvements 

Policy T5: Strategic 

Routes 

Policy T6: Scenic 

Views 


Local Plan A9 Trunk Road (4.1) 

Draft Cairngorms National Policy 22: Integrated 


transport Network 






19-7




20. SCHEDULE OF ENVIRONMENTAL COMMITMENTS 


20.1.1 All mitigation measures recommended in Part Two of this Environmental Statement (ES) to 

safeguard the environment prior to, during construction, and during operation of the preferred 

scheme, will be incorporated into the Contract Documents. This will provide a mechanism to 

identify and ensure compliance with environmental commitments. The environmental 

commitments have been tabulated under the following headings: 

• Mitigation reference No. (references follow section headings in Part 2 of the 

Environmental Statement); 

• Location of the mitigation measure; 

• Timing if the Mitigation measure; 

• Objective of mitigation measure; and 

• Description of mitigation measure. 

20.1.2 The purpose of the Schedule of Environmental Commitments is to collate mitigation measures 

recommended in the ES, both for ease of reference and for use by those overseeing the 

Contract Documents. It is intended to provide a record of commitments that will be 

incorporated within the Contract Documents and to which the contractor will be obliged to 

adhere throughout the construction period, although it is recognised that there may be a need 

to revise or supplement the commitments by agreement between the Contractor, Transport 

Scotland and the planning authority as the scheme progresses. 

20.1.3 Should the contractor propose significant changes or modifications to the proposed scheme 

assessed for this EIA, this would mean that the impacts could be different and therefore 

appropriate mitigation measures to address such impacts will require to be implemented. If 

this was the case, the contractor would be required to publish an addendum to the ES, within 

which such impacts and mitigation measures would be addressed. This addendum would 

include a revised Schedule of Environmental Commitments to reflect any changes. The 

revised commitments would then be included in revised Contract Documents. The final design 

should not give rise to impacts which are any worse than those described in this ES unless a 

subsequent addendum is issued for consultation. 

20.1.4 Table 20.1 tabulates the Schedule of Environmental Commitments. This provides a summary 

of the mitigation measures, which are detailed more fully in the relevant sections of this ES. 

The table is cross referenced where mitigation measures are similar between sections. It 

should be noted that the commitments made in the Schedule of Environmental Commitments 

comprise the outline mitigation measures. Reference should be made to individual sections of 

the ES for further explanation and full context. 


20-1

Mitigation 

Ref. No. 

Air Quality 

AQ1/DC19 




Location of Mitigation 

Measure 

Table 20.1: Schedule of Environmental Commitments 

Potential Timing of Objective of Mitigation Measure 

the Mitigation 

Measure 

Description of Recommended Mitigation Measure 

Entire length of scheme where Construction Dust control during construction Regular water-spraying and sweeping of unpaved and paved roads 

appropriate 

AQ2/DC20 Site compound Construction Dust control during construction Use of wheel washes for vehicles leaving the site where appropriate 

AQ3/DC21 Entire length of scheme where Construction Dust control during construction Sheeting vehicles carrying dusty materials 

appropriate 

AQ4/DC22 Entire length of scheme where Construction Dust control during construction Enforcing speed limits for vehicles on unmade surfaces 

appropriate 

AQ5/DC23 Entire length of scheme where Construction Dust control during construction Dampening down of surfaces prior to their being worked 

appropriate 

AQ6/DC24 Entire length of scheme where 

appropriate 

Construction Dust control during construction Storing dusty materials away from construction site boundaries 

AQ7/DC25 

Entire length of scheme where 

appropriate 

Cultural Heritage 

CH1/DC18 Between chainage 1250 and 

2000 

Disruption Due to Construction 

DC1 Entire length of scheme where 

appropriate 

DC2/ Entire length of scheme where 

EN1/WQ1 appropriate 

DC3 

DC4 


appropriate 


appropriate 

Construction Dust control during construction Minimising the surface area of unmade roads 

During the construction 

programme 

Construction 

Pre construction/ 

Construction 

Construction 

Pre Construction 

Protection of Cultural Heritage 

resource 

To mitigate land use sensitivity 

due to construction 

To mitigate Water quality 

sensitivity due to construction 

To mitigate land use sensitivity 

due to construction 

To mitigate noise and vibration 

sensitivity to construction 

Preserve by record those remains, principally the possible below ground remains 

of the former carriageways that could be disturbed by construction works 

associated with the improvements. Archaeological Watching Brief during the early 

stages of construction where it is believed that construction works could potentially 

disturb archaeological remains 

The site compound is to be positioned where the least adverse environmental 

impact will be experienced 

SEPA should be fully informed of the site operations and accept the contractor’s 

control measures. SEPA Pollution Prevention Guidelines (PPGs) should be 

implemented 

Little or no construction traffic should use the local roads (unless as part of a 

temporary diversion) 

The Contractor will be expected to use the quietest plant and techniques possible 

and will need to satisfy the local authority that the proposed methods of working 

will minimise disturbance 


20-2




Mitigation 

Ref. No. 

DC5 


Measure 


appropriate 

Potential Timing of 


Measure 

Pre construction 

Objective of Mitigation Measure 

To mitigate ecological sensitivity 

to construction 

DC6 Entire length of scheme Construction To minimise disruption due to 

construction 

DC7/GS1/ Entire length of scheme where Construction 

To minimise the loss of soil/site 

EN34/PP1 appropriate 

won materials 

DC8 Entire length of scheme where Pre construction and Prevention of impact to water 

appropriate 

Construction 

quality 

DC9 

DC10 

DC11/WQ7/ 

EN15 

DC12/LE3 

DC14 


appropriate 


appropriate 


appropriate 

Earthworks slopes on both 

sides of the road 


appropriate 

Construction 



Post Construction 

Construction/ 

Construction 

Post 

Prevention of impact to water 

quality 


quality 


quality 

To mitigate against the loss of 

vegetation caused by construction 

To minimise disruption due to 

construction 

DC15/LU2 Entire length of scheme where 

appropriate 

Pre construction To minimise disruption due to 

construction 

DC16/LU1 Etteridge Construction To avoid disruption to existing 

land use 

DC17 Entire length of scheme where Construction 

To retain the sites fungal interest 

appropriate 

and associated woodland 

vegetation 


The contractor should develop an acceptable site management plan to minimise 

disturbance to watercourses, wildlife and otherwise take all reasonable steps to 

minimise disturbance and nuisance caused by dust and mud on the roads, etc. 

Restrict contracted working hours to socially accepted periods 

Ensure the most reasonable re-use of site won material 

Where appropriate the Contractor will need to construct temporary primary 

treatment facilities to prevent dirty water from the site reaching the receiving 

watercourse 

Any material imported for use in construction should be inert and free from 

contaminated material, so as to avoid any potential contamination of the 

watercourse 

Effective pollution prevention measures for siltation, hydro carbonates, other 

chemicals and concrete / cement / tar will be incorporated in the scheme design. 

Risk assessments for possible pollutants should be provided by the contractor’s 

Construction Method Statement (CMS) prior to carrying out any work on site 

Any works close to watercourses, or that may lead to impacts within watercourses, 

should be timed to avoid any interference with spawning fish and breeding 

seasons for mammals 

Earthworks slopes on both sides of the road created by the works will be replanted 

Areas required temporarily during construction will be reinstated and vehicular 

access to all farmland and buildings and residential premises will be maintained 

throughout the construction period 

post and wire stock proof fencing will be in place on the new highway boundary 

east of the A9, before the existing fencing is removed 

Temporary access arrangements will be provided at Etteridge during construction 

Salvage the soils and ground flora 


20-3

Mitigation 

Ref. No. 

DC18/CH1 





Measure 


appropriate 



Measure 

Construction 


Protection of Cultural Heritage 

resource 


Preserving by record those remains, principally the possible below ground remains 

of post-medieval carriageways that could be disturbed by construction works. In 

view of the limited amount of disturbance, these mitigation works could take the 

form of an Archaeological Watching Brief during the early stages of construction 

work 

DC19/AQ1 Entire length of scheme where Construction Dust control during construction Regular water-spraying and sweeping of unpaved and paved roads 

appropriate 

DC20/AQ2 Site compound Construction Dust control during construction Use of wheel washes for vehicles leaving the site where appropriate 

DC21/AQ3 Entire length of scheme where Construction Dust control during construction Sheeting vehicles carrying dusty materials 

appropriate 

DC22/AQ4 Entire length of scheme where Construction Dust control during construction Enforcing speed limits for vehicles on unmade surfaces 

appropriate 

DC23/AQ5 Entire length of scheme where Construction Dust control during construction Dampening down of surfaces prior to their being worked 

appropriate 

DC24/AQ6 Entire length of scheme where 

appropriate 

Construction Dust control during construction Storing dusty materials away from construction site boundaries 

DC25/AQ7 

DC26 

DC27 


appropriate 


appropriate 


appropriate 

Construction Dust control during construction Minimising the surface area of unmade roads 

Construction Noise control during construction Switching off plant and equipment when it is not in use for long periods of time 

Construction Noise control during construction Positioning plant and equipment to be as far as practicable from sensitive 

properties, or screened from direct view of them i.e. use of temporary noise 

screens or partial enclosures around particularly noisy equipment such as 

pneumatic breakers used in close proximity to dwellings etc. 

DC28 Entire length of scheme Construction Noise control during construction Requirements which limit noise and vibration are set by the local Environmental 

Standards Office 

DC29 Entire length of scheme Construction Noise control during construction Programming works such that the requirement for working outside of normal 

working hours is minimised 

DC30 Entire length of scheme Construction Noise control during construction Establishment of agreed criteria whilst undertaking significantly noisy or vibrationcausing 

operations near to receptors 

DC31 Entire length of scheme Construction Noise control during construction Ensuring that all staff and operatives are briefed on the requirement to minimise 

nuisance from site activities 


20-4

Mitigation 

Ref. No. 





Measure 



Measure 


DC32 Entire length of scheme Construction Noise control during construction Regular plant maintenance 


DC33 Entire length of scheme Construction Noise control during construction The use of quieter methods and/or plant items 

Ecology and Nature Conservation 

EN1/WQ1/ Entire length of scheme where 

DC2 appropriate 

EN2 Entire length of scheme where 

appropriate 

EN3 

EN4 

EN5 

EN6/ WQ2 


appropriate 

River Truim SAC or any local 

watercourses that are received 

by the River Truim SAC 


appropriate 


appropriate 

Construction 

Construction 

Construction 

Construction 

Construction 

Construction 

Prevention of impact upon water 

quality 

Prevention of impact to water, 

land and soil quality 

Prevention of impact to water and 

wetland habitat quality 


quality 


soil quality 


soil quality 

EN7/WQ3 Under mobile plant Construction Prevention of impact to water and 

soil quality. 

EN8 Entire length of scheme where Construction 


appropriate 

soil quality. 

EN9/WQ4 Entire length of scheme where Pre-construction and Prevention of impact to water 

appropriate 

Operation 

quality. 

EN10 Entire length of scheme where Pre-construction Prevention of impact to water and 

appropriate 

soil quality. 

EN11 


appropriate 

Construction 


quality. 

SEPA Pollution Prevention Guidelines (PPGs) should be implemented 

All fuel tanks, loading and unloading points and other locations where hazardous 

materials are being handled or stored should be bunded to prevent the risk of 

spillages entering surrounding land, soil and watercourses. 

Oil, fuel and storage compounds should be located away from wetland habitat and 

watercourses and made secure against vandalism. 

It will not be permitted to extract water from or discharge water into the River 

Truim SAC or any other local watercourses that are received by the River Truim 

SAC during construction. 

Large amounts of fuels and other chemicals should not be stored on-site. 

The contractor should employ emergency response procedures in the event of 

chemical leaks or spills e.g. spill kits, absorbent materials, inflatable booms, 

should be available and training on their use given to site personnel. SEPA should 

be contacted immediately if a spillage occurs. 

Drip trays will be employed for use under mobile plant. 

Surface water accumulating in bunded areas will be removed by pump and 

disposed of to appropriate licensed facilities off site by a licensed waste contractor. 

Sediment trapping methods should be fitted permanently to all existing drainage 

leading to the River Truim. These should be fitted prior to the construction period. 

All procedures should be clearly set-out in contract documents and/or 

environmental action plans and all staff on site should be briefed on emergency 

procedures and the site sensitivities before commencing works. 

All works will be confined to the eastern side of the existing railway line thereby 

maintaining a pronounced physical barrier between the works and the designated 

site. All land out with the footprint of works shall be considered out of bounds to all 

construction staff for the duration of the project. 


20-5

Mitigation 

Ref. No. 

EN12 

EN13 

EN14 

EN15/DC11/ 

WQ7 





Measure 

Boundary of the River Truim 

SAC. 


appropriate 


appropriate 



Measure 

Construction 

Pre-construction 


River Truim SAC Pre-construction and 

Construction 



quality. 


quality. 


quality. 


quality. 

EN16 Entire length of scheme where 

appropriate 

Pre-construction Prevention of impact to water 

quality. 

EN17 Donor and receptor sites as Pre-construction, Conserve important fungi 

illustrated and described in construction and assemblages 

Appendix 10.12 in Volume 2 operation 

(Mycology Survey 2006) 

EN18/WQ12 North end of the scheme Construction Prevent water draining from the 

bog and entering the ditch. 

EN19 Entire length of scheme where Construction To minimise dust generation, 

appropriate 

migration and deposition 


appropriate 



appropriate 


EN22 

EN23 


appropriate 


appropriate 


No vehicular access will be permitted within the boundary of the River Truim SAC. 

Risk assessments for possible pollutants will be provided and presented in the 

contractor’s construction method statement. 

The contractor, as a strict requirement, should engage in further consultation with 

SEPA with the aim of securing satisfactory measures for all site drainage 

discharges. 

Works close to or within watercourses that may lead to impacts on those 

watercourses should be timed to avoid any interference with spawning fish. For 

the River Truim and associated tributaries, the time period where it is advised that 

works are not undertaken is taken from 30th May to 15th October. 

Secure CAR licence from SEPA 

It is recommended that mycology specialist Liz Holden (who undertook the original 

mycology survey) is employed to supervise the translocation of fungi. This should 

be completed according to methods described in the Mycology Survey 2006 

(Appendix 10.14 in Volume 2). 

A non permeable membrane should be inserted along the east edge of the ditch 

(adjacent to the A9 embankment) 

Spoil and topsoil piles will be sprayed with water to reduce rising dust 

Lorries carrying imported materials shall be covered to reduce dust migration 

If excessive levels of dust are generated and prevailing winds are transporting this 

onto bog habitat or adjacent habitats dampening of dust should be immediately 

undertaken. 

Should methods of dust control be ineffective and hamper work efforts, wind break 

Construction To minimise dust generation, 


netting should be raised on the prevailing wind aspect of the site. 

Construction Reduction of disturbance to fauna Artificial lighting should not be directed onto adjacent habitats. Light shades 

should be fitted to ensure the lights focus on the road area only 


20-6




Mitigation 

Ref. No. 

EN24 


Measure 


appropriate 

EN25 Opposite the existing 

woodland 

EN26 

EN27 

EN28 

EN29 

EN30 

EN31 

EN32 

EN33 


appropriate 


appropriate 

Either bridge over the railway, 

located at the north and south 

ends of the scheme 


appropriate 


appropriate 


appropriate 


appropriate 


appropriate 



Measure 



Construction Reduction of disturbance to fauna Construction and personnel generated litter should be collected daily and disposed 

of into a designated skip, which will be covered when not in use to prevent 

material blowing out and rainwater collecting. Deep holes/drainage channels 

should be covered at the end of each day to protect against animals falling in. 

Alternatively a plank can be placed in trenches that will allow fauna to escape. 

Buckets and receptacles should be stored upside down to prevent capture of small 

mammals. 

Construction Reduction of disturbance to fauna No planting of trees or shrubs should occur opposite the existing woodland in the 

scheme as this could create a future crossing opportunity for wildlife and is 

inappropriate due to landscape context and competition with adjacent wet heath 

and bog habitats. 

Operation 

Construction 


Construction 

or 

To identify any potential hotspots 

for animal road causalities to plan 

future road casualty avoidance 

To prevent disruption to protected 

species 

To prevent disruption to bats 

Construction To reduce the incidence of 

foraging or commuting bats 

passing close to traffic possibly 

resulting in bat RTA’s. 

Construction 

To prevent disruption to breeding 

birds 

Construction 

Construction 

Construction 

Operation 

and 


birds 


birds 


birds 

Road operators should monitor the number and type of animal casualties in the 

first 3-5 years of operation (or within the term maintenance contract). This 

information can then be used. 

In the event that a protected species is discovered on site, all work in that area 

must stop immediately and an ecologist must be contacted. 

Should work be required on either bridge over the railway, located at the north and 

south ends of the scheme, then a pre-construction bat survey should be 

undertaken. 

It is recommended that tree and shrub planting is undertaken as far from the road 

verge as possible. 

Vegetation clearance should be undertaken outside of the breeding bird season 

which is generally from February to the end of August (depending on local 

environmental conditions). 

Use of reduced noise emitting equipment during the breeding season 

If construction work could be timed to begin before the bird breeding season 

commences, this would establish a level of disturbance prior to nesting. Birds 

would be more able to habituate to this disturbance or would be encouraged by 

the construction activities to move out with the scheme to breed. 

Loss of nesting habitat is mitigated in the long term by tree planting, woodland 

translocation and enhancement of adjacent habitat. 


20-7

Mitigation 

Ref. No. 

EN34/GS1/ 

PP1/DC7 

EN35 





Measure 


appropriate 


appropriate 



Measure 

Construction 


To retain the seedbank of local 

vegetation communities. 

To retain the seedbank of local 

vegetation communities. 


Existing soils should be re-used. 

Construction 

Imported soils should be of the same structure as that found on site and should be 

sourced locally. It is imperative that imported material does not contain weeds or 

invasive plant species. 

EN36 New rock cuttings Construction To create a natural appearance It is recommended that rock cuttings are created with natural texture, colour and 

EN37 

EN38 

EN39 

EN40 


appropriate 


appropriate 


appropriate 


appropriate 

form, comprising terraces, bays and buttresses, cracks and crevices 

Construction 

To avoid the unnecessary removal Mature trees should be retained where possible observing the British Standard; 

of mature trees 

Trees in Relation to Construction 

Construction To create a natural appearance Species selected for planting as part of the scheme landscaping should be 

sourced locally and consist of native species in particular species that would have 

been present prior to historical land use change in the Highlands 

Construction Protection of adjacent habitats All chippings should be removed off site for disposal and not mixed with stockpiled 

material (except where specific measures are described under the fungi 

mitigation). 

Construction Protection of adjacent habitats Land out with the construction footprint should be out of bounds to all site 

operatives and delineated by temporary fencing until the permanent highway fence 

is erected, for the duration of road construction 

EN41 Bog and woodland habitats Construction Protection of bog and woodland 

habitats 

EN42 


appropriate 

Landscape Effects 

LE1 Entire length of scheme where 

appropriate 

LE2 Entire length of scheme 

adjacent to the A9 Cycleway 

LE3/DC12 Entire length of scheme where 

appropriate 

Bog habitat adjacent to the south bound carriageway at the north end of the 

scheme and woodland located by the north bound carriageway should not be used 

for site compounds. 

Construction Protection of adjacent habitats An ecological clerk of works should be retained throughout the construction period 

and consultation should be undertaken on all issues that have potential to cause 

impacts upon the River Truim SAC and its designated features. 

Construction Protection of landscape character Planting of additional vegetation adjacent to the A9 to replace areas of woodland 

and Semi-natural Ancient Woodland removed during construction 

Construction 

To increase screening between Replacement areas of woodland and Semi-natural Ancient Woodland removed 

carriageway and cycleway during construction 

Construction 

To create a natural appearance Seeding verges and central reservation with acid grassland mix 

consistent with surrounding 

grassland types 


20-8

Mitigation 

Ref. No. 

LE4 





Measure 

Entire length of scheme along 

cycleway where appropriate 



Measure 

Construction/ Operation 


To create a natural appearance 

consistent with surroundings 

LE5 West of the A9 Construction To maintain the screening 

capacity of the roadside woodland 

located to the west of the A9 

LE6 West of the A9 Construction To increase the screening 

capacity of the roadside woodland 

located to the west of the A9 and 

improve connectivity with areas of 

retained roadside vegetation 

LE7 South east section of the A9 Pre-construction/ To prevent bird strikes from 

Construction 

vehicles 

LE8 Eastern embankments of A9 Construction To visually assimilate 

embankments into the wider 

landscape and reduce road traffic 

accidents from deer crossing the 

carriageway 

LE9 Newly exposed rock face Construction Weathering of newly exposed rock 

face 

Land Use 

LU1/DC16 Etteridge Construction To avoid disruption to existing 

land use 


Allow natural regeneration/ colonisation to verge areas adjacent to cycleway to 

create a naturalistic transition and graded edge between cycleway and proposed 

and existing woodland. 

Replacement areas of woodland and Semi-natural Ancient Woodland removed 

during construction 

Introduction of additional native and representing local species composition, 

woodland vegetation such as Betula pendula, Sorbus aucuparia, Corylus avellana, 

Prunus avium and Populus tremulus 

Introduction of native hedgerow to provide a physical barrier to encourage birds to 

fly over the carriageway to height above most vehicles. 

Seeding of acid heath grassland to embankments and road verges to discourage 

deer browsing on enriched neutral grassland mixes thus reducing the risk of road 

traffic accidents 

Topsoil previously excavated from the working area will be placed on the niches 

and ledges naturally formed on the rock face. 

Temporary access arrangements will be provided at Etteridge during construction 

LU2/DC15 Entire length of scheme where 

appropriate 

Pre-construction To avoid disruption to existing 

land use 

Post and wire stock proof fencing will be in place on the new highway boundary 

east of the A9, before the existing fencing is removed 

Traffic Noise and Vibration 

TN1 Entire length of scheme Construction To mitigate against noise impacts A thin wearing course (low noise surface) is assumed for the preferred scheme 


VT1 Adjacent to the A9 Construction Replace areas of woodland, 

including Ancient Woodland to 

be removed. 

VT2 

Entire length of scheme 

where appropriate 

Construction 

to aid the integration of the 

improvements into the 

surrounding landscape 

Planting of vegetation 

Planting of locally native tree and shrub species 


20-9




Mitigation 

Ref. No. 

VT3 


Measure 

Entire length of scheme 

where appropriate 

Water Quality and Drainage 

WQ1/EN1/ River Truim SAC Pre-construction / 

DC2 

Construction / 

Operation 

Potential Timing of Objective of Mitigation Measure 


Measure 

Construction Improve sustainability of 

scheme 

To mitigate watercourse sensitivity 


WQ2/EN6 River Truim SAC Construction / To mitigate effect on watercourse 

Operation 

in the event of an oil spill or leak 

WQ3/EN7 River Truim SAC Construction To mitigate watercourse sensitivity 


WQ4/EN9 River Truim SAC Construction To mitigate watercourse sensitivity 


WQ5 River Truim SAC Construction To mitigate watercourse sensitivity 


WQ6 River Truim SAC Construction To mitigate watercourse sensitivity 


WQ7/EN15/ River Truim SAC Construction To mitigate watercourse sensitivity 

DC11 


WQ8 Along the verge of each Construction / To remove potential for increased 

carriageway of the preferred Operation 

road run-off 

scheme 


Reuse of topsoil previously excavated from the working area within the 

scheme. Topsoil will be placed on the exposed cuttings to encourage 

natural regeneration which will help integrate areas of exposed rock face. 

Comply with SEPA Pollution Prevention Guidelines (PPG) in the vicinity of 

sensitive watercourses: 

PPG1 General guide to the prevention of water pollution 

PPG5 Works in near or liable to affect water courses 

PPG6 Working at construction and demolition sites 

PPG 11 Preventing pollution at industrial sites 

PPG 21 Pollution Incident Response Planning 

PPG 22 Dealing with spillages on highways 

On-site availability of oil spill clean up equipment including absorbent material and 

inflatable booms 

Use of drip trays under mobile plant 

Sediment trapping 

Any material imported for use in construction should be inert and free from 

contaminated material 

Effective pollution prevention measures for siltation, hydro carbonates, other 

chemicals and concrete / cement / tar will be incorporated in the scheme design 

Any works that may lead to impacts within watercourses, should be timed to avoid 

any interference with spawning fish and breeding seasons for mammals 

Filter drains with provision of attenuation to be installed 


20-10

Mitigation 

Ref. No. 





Measure 

WQ9 Along the verge of each 

carriageway of the preferred 

scheme 

WQ10/EN6/ 

EN9 

WQ11 

WQ12/ 

EN18 

Geology and Soils 

GS1/ 

EN34/PP1/D 

C7 


appropriate 


appropriate 



Measure 

Construction/ Operation 


Operation 


Operation 

North end of the scheme Construction / 

Operation 


To mitigate adverse environmental 

impacts from contaminated run-off 

To provide protection from 

accidental spillage 

To minimise any potential 

increases in flow 

To reduce drainage from the bog 

and to ensure that no 

contaminated road run-off will 

reach the bog 

Entire length of scheme Pre-construction Minimise the loss of soil/site won 

materials 


The new road surface will have no kerb allowing sheet flow from the carriageway 

into the filter drain. This allows for improved filter drain performance, relative to 

designs including a kerb and gulley pots. There will be 7 connections to drainage 

ditches flowing through culverts beneath the railway line and towards the River 

Truim. 

Catch pits and oil interceptors to be installed 

Cuttings and embankments and the extents of field drainage picked up by the 

preferred scheme will be will be largely unchanged from the existing road. Like for 

like replacement of these drains will be included in the design wherever possible 

An impermeable barrier will be included on the east side of the ditch collecting 

embankment and field drainage 

Re-use of removed soil material/material removed during cutting formation 

elsewhere within the scheme 

GS2 Entire length of scheme Pre-construction To maximise sustainability Consideration should be given to using surplus excavated materials on other 

schemes 

Policies and Plans 

PP1/GS1/ 

EN34 

Entire length of scheme Construction To aid the local economy and 

reduce haulage mileage and costs 

Materials should be sourced locally 


20-11




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