A9 Dualling: Dalraddy to Slochd Environmental Statement

NON-TECHNICAL SUMMARY August 2018

A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Preface

This document is the Non-Technical Summary (NTS) of the Environmental Statement (ES) for the A9 Dualling: Dalraddy to Slochd project. The project is proposed by Transport Scotland, an agency of the Scottish Government.

Copies of the ES and the draft Road Orders The ES (including this NTS) and draft Road are available to view during normal office Orders may also be viewed online at www. hours at the following locations: transport.gov.scot/projects/a9-dualling-perth- to-inverness/a9-dalraddy-to-slochd/ Transport Scotland Printed copies of the ES (including the NTS) Reception, 9th floor may be obtained at a charge of £150, Buchanan House or a copy on disk is available for £10, by 58 Port Dundas Road writing to Transport Scotland. Printed Glasgow, G4 0HF copies of the NTS are available free of Tel. 0141 272 7236 charge from the same address or by email to: [email protected]. 8.30am - 5pm (Mon - Thu) 8.30am - 4.30pm (Fri) Any person wishing to express an opinion on the ES should write to Transport Scotland at the address above. Formal representations High Life Highland are invited until six weeks after the advertised Aviemore Community Centre date of the publication of the ES. Muirton, Aviemore, PH22 1SF Tel. 01479 813140 8am - 10pm (Mon, Wed, Fri) 7am - 10pm (Tue, Thurs) 10am - 4pm (Sat) 10am - 3pm (Sun)

The Highland Council (Service Point) Castle St, Inverness, IV1 1JJ Tel. 01397 707213 9am - 5pm (Mon, Tue, Thur, Fri) 10am - 5pm (Wed)

SPAR/Post Office Main Street, Carrbridge, PH23 3AS Tel. 01479 841697 7am - 8pm (Mon - Fri) 7.30am - 7pm (Sat) 8.30am - 6pm (Sun)

A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Contents

SECTION 1 // INTRODUCTION 3

Introduction 5 Environmental Impact Assessment 6

SECTION 2 // THE PROPOSED SCHEME 7

Need for the Scheme 9 Scheme Objectives 9 Alternatives Considered 10 Design Development 11 The Proposed Scheme 12 Delivering the Proposal 12 Consultation 13

SECTION 3 // ENVIRONMENTAL IMPACTS AND MITIGATION 15 People and Communities – Community and Private Assets 17 People and Communities – Effects on All Travellers 19 Geology, Soils and Groundwater 20 Road Drainage and the Water Environment 21 Ecology and Nature Conservation 22 Landscape 23 Visual 24 Cultural Heritage 25 Air Quality 25 Noise and Vibration 26 Materials 27 Policies and Plans 27 Cumulative Effects 28

SECTION 4 // ENVIRONMENTAL PLANS 29

SECTION 01 Introduction

A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Introduction

The A9 Trunk Road forms a strategic link on Scotland’s transport network between the Scottish Highlands and Central Scotland and is vital to the prosperity and development of northern Scotland.

In 2009 the Strategic Transport Projects The Dalraddy to Slochd project (referred to Review (STPR) identified dualling of the in this NTS and in the ES as the Proposed A9 as a priority action and subsequently Scheme) comprises dualling of approximately the Scottish Government’s Infrastructure 25km of the existing A9. It will involve Investment Plan (IIP) in 2011 and 2015 widening and upgrades to the existing confirmed the commitment to upgrading carriageway and the provision of three major the A9 to dual carriageway standard junctions (south of Aviemore (Aviemore between Perth and Inverness by 2025. South), at Granish and Black Mount). The programme of individual projects The Proposed Scheme incorporates localised required to achieve this was subject to a diversions of public roads, four left turn only Strategic Environmental Assessment (SEA, junctions (directly onto the A9), new and 2012-2014) to consider environmental upgraded private accesses, new underpasses constraints and sensitivities as well as and lay-bys, road drainage, and watercourse opportunities for enhancement. crossings including a new crossing of the River Dulnain. A new bridge over the Highland Mainline railway at Slochd Beag and improvements to footpaths and a cycleway are also notable components.

The northern gateway to Cairngorms National Park at Slochd A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Environmental Impact Assessment

An Environmental Impact Assessment (EIA) of Further details about the likely significant the Proposed Scheme is required under European impacts of the Proposed Scheme can be found and Scottish legislation. The ES reports the within the ES. findings of the EIA which has been undertaken EIA is an important design tool, providing the in line with relevant guidance including the opportunity to avoid or minimise potentially Design Manual for Roads and Bridges (DMRB), adverse environmental impacts through Volume 11 - Environmental Assessment. iterative design. Information gathered through The purpose of the EIA is to examine the likely consultation, surveys and technical studies significant impacts of the Proposed Scheme on has informed the design process, enabling the environment. potentially significant impacts to be addressed, where practicable, either by modifying the This NTS presents a summary of the ES, Proposed Scheme design, or identifying including key aspects of the Proposed additional measures to mitigate impacts. Scheme and the associated beneficial and adverse impacts considered to be of particular importance.

6 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary SECTION

The Proposed 02 Scheme

A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

The Proposed Scheme

Need for the Scheme Scheme Objectives

The need for dualling the A9 has been The aim of dualling the A9 between recognised for some time and has been Dalraddy and Slochd is to improve the the subject of a number of studies. The operational performance and level of service A9 Route Action Plan and Route Strategy of this section of the A9, in line with the (1995-1997) endorsed carriageway dualling, objectives set for the A9 dualling as a whole. amongst other improvements, and later the The A9 Dualling Programme objectives set by Strategic Transport Projects Review (2009) Transport Scotland, are as follows: promoted full dualling of the A9 between • To improve the operational performance Perth and Inverness. of the A9 by: The Scottish Government committed to -- Reducing journey times; and upgrading the A9 between Inverness and -- Improving journey time reliability. Perth by 2025 in the first and subsequent • To improve safety for motorised and non- Infrastructure Investment Plan (2011 and motorised users by: 2015). More recently, the A9 Dualling: Case for Investment 2016 highlighted a high level -- Reducing accident severity; and of stakeholder support, particularly amongst -- Reducing drivers stress. the local business community, for the A9 • To facilitate active travel within dualling programme. the corridor. National planning policy reflects the Scottish • To improve integration with Public Government’s commitment with the Transport facilities. inclusion of A9 dualling in National Planning Framework 3 (NPF3) (2014). NPF3 states: ‘The dualling of the A9 between Perth and Inverness and improvements to the Highland Main Line railway will provide a step change in accessibility across the rural north, increase business confidence and support investment throughout the region’. The current single carriageway sections between Dalraddy and Slochd can lead to vehicles being held up by slower moving traffic. This can cause driver frustration potentially giving rise to dangerous driving. Upgrading the road to dual carriageway will reduce driver frustration, provide opportunity for safer overtaking and prevent right turn manoeuvres across the carriageway. The Proposed Scheme is required to improve the safety of the A9 which will reduce accident rates and severity. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Alternatives Considered

In 2012, Transport Scotland commissioned The aim of the DMRB Stage 2 assessment a preliminary engineering assessment of process was to examine environmental, the A9 Perth to Inverness route. A SEA was engineering and economic factors and to completed in parallel and assessed the potential consider the merits of each option with regard to environmental impacts of dualling the entire these factors. The process included desk studies, route. The outcome of the studies was a field surveys and ongoing consultation with recommendation of dualling within an online stakeholders and the public. corridor of 200m width (i.e.100m either side of The DMRB Stage 2 assessment concluded the existing A9 carriageway) with localised off- that the option of predominantly southbound line sections where constraints precluded this. widening with a short section of symmetrical The Perth to Inverness route was then sub- widening in the vicinity of Aviemore (but divided into several individual schemes for more also incorporating two localised northbound detailed assessment. widening variations in the vicinity of Loch Alvie and at Avielochan) was the preferred option. A DMRB Stage 2 assessment for the Proposed Scheme was undertaken to develop and As part of the recommendations, scope for assess route alignment options and to identify refinement of the preferred grade separated a preferred alignment. Sifting exercises were junction options (specifically to investigate initially carried out for both the mainline the potential for incorporating more compact widening and the junctions in order to identify designs) was identified and this was progressed viable options to be considered in the Stage as part of the DMRB Stage 3 Assessment. 2 assessment. The sifting process identified three mainline alignment options: predominantly southbound widening; predominantly southbound widening with a short section of symmetrical widening in the vicinity of Aviemore; and predominantly northbound widening. Sifting also identified three junction locations (Aviemore South; Granish; and Black Mount) along with a total of thirteen junction layout options for these locations. These junctions will be grade- separated (where the local road and dualled A9 traffic flows are kept apart by means of an underpass beneath, or bridge over the A9).

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Design Development

The DMRB Stage 3 design for the Proposed Another key design development at DMRB Scheme is the culmination of the design and Stage 3 was the relocation and revised assessment work undertaken during the Stage layout (to include an underpass) of Black 2 assessment of mainline alignment/junction Mount junction, which provides substantial options, together with further refinement of improvements in terms of landscape and the preferred route option during the Stage visual impact. 3 assessment. Other embedded mitigation includes: landscape The Proposed Scheme design has been design measures including earthworks influenced by environmental information and profiling and woodland planting to integrate assessment findings identified throughout the the Proposed Scheme into the landscape and EIA process and has involved environmental to replace woodland; provision of land to specialists working alongside the scheme compensate for the loss of open space at Milton designers, and in close collaboration with Wood, Aviemore; provision of new/diverted Transport Scotland and stakeholders. This has and upgraded sections of Non-Motorised provided the opportunity to avoid or reduce User (NMU) routes/private access tracks and potential environmental impacts through underpasses (to replace at grade crossing changes to the road alignment, land-take points); use of low noise road surfacing; requirements and the siting and specifications compensatory flood storage; Sustainable of design elements. Measures included in the Drainage Systems (SuDS); culverts with mammal Proposed Scheme design to avoid or reduce ledges and measures to maintain natural stream impacts are referred to as embedded mitigation. beds through the structure; and, use of non- excavation construction techniques (at Feith Key design developments at DMRB Stage 3 Mhor floodplain and Black Mount areas) and that avoided or reduced impacts included the floating tracks (for non-mainline access tracks) incorporation of compact grade separated to minimise excavation and disturbance of peat. junction layouts (at Aviemore South, Granish and Black Mount) which substantially reduced land-take requirements at these locations and consequently impacts on ancient woodland and agricultural land. Repositioning Aviemore South junction further to the south (by approximately 90m) and routing of access tracks to follow existing forestry tracks realised a further reduction in ancient woodland and other woodland loss. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

The Proposed Scheme

The Stage 3 Proposed Scheme design is an A number of modifications and improvements outline design which will be used by the to footpaths and cycleways have been appointed contractor to prepare a detailed incorporated to facilitate active travel including design for construction of the Proposed a connection to the Kingussie to Kincraig route, Scheme. A schematic diagram showing the key from the southern end of the Proposed Scheme features of the design is shown in Figure 1 of to Aviemore South Grade Separated Junction this NTS and more detailed plans are provided and with a connection to the right of way in Section 4. (also to be upgraded as part of the Proposed Scheme) leading into Aviemore. The Proposed Scheme is located approximately 30km south of Inverness and will involve Proposed new underpasses, replacing existing widening and upgrading the existing A9 crossing points for pedestrians, cyclists and trunk road carriageway, over a distance of equestrians, will improve safety for users of core approximately 25km between Dalraddy and paths, rights of way, National Cycle Network Slochd, to dual carriageway standard. Route 7 (NCN7) and other non-vehicular routes which intersect the A9 within the Proposed The Proposed Scheme includes three Grade Scheme extents. Separated Junctions. These will be located at Aviemore South, Granish and Black Mount. Aviemore South junction will comprise a bridge Delivering the Proposal over the dualled A9 whilst Granish and Black Mount incorporate underpasses beneath the The Proposed Scheme will be submitted for dualled A9. authorisation through the Roads (Scotland) Four left-in / left-out (LILO) only junctions (where Act 1984. Subject to approval, via the turning movements between a local road and statutory process, it is anticipated that once a the dualled A9 are restricted to left only turns) contractor is appointed construction would take and eight additional underpasses will also approximately 4.5 years. be provided. The design of the Proposed Scheme may be The Proposed Scheme incorporates localised subject to further refinement by the appointed diversions of the connecting public roads at the contractor to develop a final detailed design for three grade separated junctions as well as at two construction, however, the design must adhere additional locations - at Lynwilg and Slochd – to the requirements set out in the ES. where diversions are required to connect public Should the contractor elect to refine the design roads to Aviemore South Junction and Slochd assessed in this EIA, an environmental review LILO, respectively. Eleven lay-bys (six northbound of the refinements will require to be conducted and five southbound) are included. to assess whether the impacts (taking into Approximately nine kilometres of new and account mitigation) are greater than reported upgraded private access tracks will be provided in the ES and whether any additional measures along with SuDS, to serve the new carriageway, are required. and associated private access tracks. There will be new crossings over watercourses including a second major bridge over the River Dulnain. Another major structure over the Highland Mainline railway at Slochd, adjacent to the existing bridge, is also included.

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Consultation

Consultation has been an integral part of the design development and assessment process. Consultees B9007 have included Cairngorms National Park Authority, KEY Historic Environment Scotland, Scottish Natural Heritage, Scottish Environment Protection Agency A9 A938 and The Highland Council. Other stakeholders have U2400 included potentially affected landowners, community A9 widening councils, business groups, non-motorised user groups, environmental groups, local residents and Key existing local roads members of the public. Railway Public consultation has been undertaken at key Carrbridge stages of design development and has involved Local road changes public exhibitions and drop-in sessions in Aviemore and Carrbridge. New private access tracks B9153 The issues raised and information gathered during consultation have been considered carefully Upgraded private access tracks throughout the development of the Proposed A95 Scheme and have helped to inform the design National Park boundary B9170 and assessments. Grade separated junctions

Underpass new or retained Left in left out

Aviemore

U3050

B970

B9152

Figure 1

13 A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY SECTION Environmental Impacts and 03 Mitigation

A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Environmental Impacts and Mitigation

The following sections summarise the likely significant impacts of the Proposed Scheme on the environment and also indicates relevant mitigation measures. Full details of each assessment and associated findings of the EIA are presented in the full ES.

People and Communities – Community and Private Assets

Land uses within the study area of the Proposed The development of the Proposed Scheme has Scheme include community, residential and sought to avoid impacts on community and commercial areas, as well as areas that support private assets where possible. With the exception agricultural, forestry and sporting activity. The of Red Stag Lodge at Granish, which is under the main settlements are the town of Aviemore and ownership of Scottish Ministers, no demolition the village of Carrbridge, which contain most of property is proposed. Mitigation measures of the residential, community and commercial embedded into the design to reduce impacts land within the study area. There are several include widening of underbridges and associated future development land allocations and live / access tracks to provide increased space for consented planning applications for housing, NMUs and widening and reducing gradients for economy / employment land and open space certain existing forestry and maintenance access and tourism. Agricultural, sporting and forestry roads. To compensate for the loss of open space interests include six agricultural enterprises, at Milton Wood land to the south of the wood three commercial forests, and two areas of will be provided and safeguarded for public sporting interest. access post construction. Other mitigation to reduce impacts has been developed, including maintaining access and / or providing alternative access to residential, commercial, agricultural, forestry and sporting assets during construction. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

During construction significant impacts are Operational impacts include land take and predicted, including land take and access changes in access to land. With mitigation disruption. The following receptors will be in place, there will be significant impacts affected: Five residential properties (Kinmundy, associated with agricultural land take at Lagavulin, Lagnacallich, March Cottage and Ballinluig Farm (Kinrara Estate) and Granish Craig Dhu) south of Aviemore adjacent to the Farm. At Avielochan Farm and Dalrachney Beag A9 northbound carriageway (disruption during Croft, access to land will be adversely affected underbridge construction with short-term and agricultural land take impacts will also diversion arrangements); Slochd Cottage, Slochd be significant. There will be significant loss of Mhor Lodge, Rynaclarsach (disruption to access forestry land owned by Scottish Water and during construction works); Ballinluig Farm (loss Reidhaven Trust and Seafield Rural Partnership, of agricultural land and temporary closure of with increased journey times for the latter. accesses); Granish Farm (loss of agricultural land There will be a significant impact on access and temporary closure of accesses); Avielochan to Slochd Cottage, Slochd Mhor Lodge and Farm (loss of agricultural land and permanent Rynaclarsach but only for larger vehicles and temporary closure of accesses); Dalrachney (greater than 3.8 tonnes) in terms of access to Beag Croft (loss of agricultural land and closure the A9 heading south and off the A9 heading of access off the A9); land owned by Scottish from the north. There will also be a significant Water (loss of commercial forestry land) and also access change impact for Ballinluig Farm and Reidhaven Trust and Seafield Rural Partnership Druim Mhor, but only in terms of access to the (loss of commercial forestry land and permanent A9 heading south. and temporary closure of accesses).

NCN7 at Slochd – looking south

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People and Community – Effects on all Travellers

Potential impacts of the Proposed Scheme on With the Proposed Scheme in operation there journey times and access to the outdoors for will be significant impacts for NMUs using right NMUs, and the impact on vehicle travellers from of way HB48 and seven other routes because changes in views from the road and driver stress of an increase in journey length (Other NMU have been assessed. routes 1,6,8,10,12,15 and 16). The assessment identified outdoor areas and With regard to impacts on vehicle travellers, paths including core paths, rights of way, NCN views from the road were assessed for the 7 and local/informal paths within 500m of the existing A9 and for the Proposed Scheme Proposed Scheme. A total of thirty-four paths during winter in year one of the scheme were identified as well as twenty-one crossing opening and during summer 15 years after points of the existing A9. Outdoor areas scheme completion. included in the assessment were Loch Alvie, Existing views from the road are generally Craigellachie National Nature Reserve (NNR), restricted by landform and roadside vegetation River Spey, Beinn Ghuilbin, River Dulnain, Ellan whether travelling north or south and no Wood and the hills in the vicinity of Slochd significant impacts on views from the road Summit. Changes to NMU journey lengths are anticipated. and amenity were assessed with mitigation embedded into the Proposed Scheme, such Current levels of driver stress for the A9 between as new/improved underpasses (crossings of Perth and Inverness during peak hours are the A9), new sections of multi-user route and assessed as moderate. Traffic levels are forecast upgrading of existing private access tracks to increase over time and in the absence of the taken into account. Proposed Scheme it is anticipated that higher levels of driver stress during peak hours would The Proposed Scheme facilitates NMU access be experienced. However, with the Proposed whilst providing safer passage across the A9 Scheme in place driver stress would decrease to with no at-grade NMU crossings on the A9. low levels. During construction, significant impacts have been identified, as a consequence of potential temporary diversion distances, for users of NCN7, one core path (INV27.01), one right of way (HI110) and three other NMU routes (16,17 and 18). The contractor will be required to produce and maintain a Construction Environmental Management Plan (CEMP) as part of the contract for the Proposed Scheme. The CEMP will outline the proposed measures to minimise impacts caused by temporary closures and diversions of NMU routes and will identify alternative routes where this is feasible. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

River Dulnain and Railway Bridge

Geology, Soils and Groundwater

One designated site of geological interest Whilst there may be localised significant impacts (Slochd Geological Conservation Review site) at a number of individual locations, taking into will be directly impacted by the Proposed account the scale of the Proposed Scheme and Scheme, however, excavation of fresh rock mitigation/monitoring measures, the overall exposures is anticipated to enhance the impact is not considered to be significant. geodiversity interest, resulting in a neutral The mitigation options proposed for GWDTEs impact overall. include a programme of pre, during and post construction monitoring. Areas of peatland have been avoided where possible and although peat will be disturbed A number of groundwater source private water during construction, the affected areas form supplies were identified as being potentially a small proportion of peat within the entire impacted by the Proposed Scheme. No significant study area. Embedded mitigation includes the impacts are predicted, taking into account use of non-excavation construction techniques proposed pollution control measures during (e.g. piling) in the construction of the mainline construction and operation which will protect road embankments in areas of deeper peat private and public water supplies. (Feith Mhor floodplain and Black Mount areas) The groundwater assessment found that the and floating tracks (for non-mainline access Aviemore Public Water Supply boreholes do tracks construction). An outline Soil and Peat not fall within the radius of influence of any Management Plan has been produced which cuttings forming part of the Proposed Scheme, seeks to minimise the excavation of peat and therefore the overall impact is not considered identifies potential re-uses of soil and peat to be significant. However, given the very across the Proposed Scheme. high sensitivity of these boreholes additional High productivity aquifers are present and mitigation measures are included within the several habitats dependent on groundwater design to protect these Scottish Water assets. (Groundwater Dependent Terrestrial Ecosystems A contaminated land assessment was carried out (GWDTEs)) were also identified. and no significant impacts were identified.

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Road Drainage and the Water Environment

Within the study area, the existing A9 has Embedded mitigation within the design of the approximately seventy watercourse crossings, Proposed Scheme includes a minimum of two including bridges, culverts and drainage pipes. levels of treatment for the A9 road drainage to There are eleven floodplain locations which remove pollutants and good practice principles would potentially be impacted by the Proposed applied to the design and construction of Scheme, via disconnection, displacement and watercourse realignments to maintain flows and or encroachment of scheme earthworks onto sediment processes within watercourses. the floodplain. There are five surface water Other measures include temporary construction fed private water supplies within the study drainage and sediment control measures area, two of which are considered within the to avoid deterioration in water quality and assessment due to their intake locations being measures to protect private water supplies. lost under the Proposed Scheme. Both supply intakes will be relocated and water supply will With the implementation of mitigation, no be maintained to the receiving properties during significant impacts have been identified for this time. almost all potential receptors, the exception being increased flood risk at the Allt an Fhearna Waterbodies within the study area comprise watercourse. No residential receptors will be Loch Alvie, Loch Vaa, Loch Puladdern, Loch at any greater flood risk. At the Allt na Criche Beag, Bogach, Avie Lochan, Loch Roid and (Granish) and Avielochan watercourses there numerous small ponds. Only Loch Alvie is are potentially significant beneficial impacts in classified under the Water Framework Directive, terms of flood risk (with embedded mitigation). and has a ‘Good’ (2016) status. Construction Significant adverse impacts were also assessed of the Proposed Scheme will involve direct loss on water quality and biodiversity aspects during of six water bodies adjacent to the existing A9 construction of crossing structures over the carriageway. Mitigation for the loss of standing Allt-na-Criche (Lynwilg), River Dulnain and Allt waters includes the establishment of new ponds nan Ceatharnach (Allt Ruighe Magaig), all of to replace Shunem Pond (Pond 18) and Pond which are part of the River Spey SAC. With 15 at Kinveachy, to ensure pond per pond appropriately designed crossing structures to replacement (for every pond of local ecological minimise in-channel works and application of importance or greater lost to construction). good site environmental management practice the likelihood, magnitude and timeframe of any construction pollution incidents will be reduced.

Craigellachie SSSI/NNR A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Ecology and Nature Conservation

There are fifteen internationally designated Compensatory woodland planting is proposed sites within 10km of the Proposed Scheme and such that there is no net loss of woodland, eight nationally designated sites within 2km. No however this will not mitigate for the permanent significant construction or operational impacts loss of the biodiversity and intrinsic value of will occur to any of these sites. AWI woodland. Soil will be retained from locations of ancient woodland and reused in Woodland accounts for approximately half of areas of woodland planting. These soils will be the habitat within the study area and areas reused in areas of new woodland planting in of woodland listed on the Ancient Woodland order to utilise the existing seedbank as much Inventory (AWI) fall within the Proposed Scheme. as possible and transfer soil organisms and Other common habitats within the study area specialist bacteria that may be adapted to these include grassland, heathland, bog / swamp, as environments to new areas of woodland. In well as river and pond habitats. Notable rivers areas of compensatory planting, new woodland within the Study Area include the River Dulnain, corridors will establish and provide habitat Allt nan Ceatharnach and the Allt na Criche and species connectivity. Over time, significant (Lynwilg) which form part of the River Spey impacts are therefore predicted to reduce. Special Area of Conservation (SAC). A total of 20.9ha of habitat from the dry A number of protected and notable species heath zone at Slochd will be permanently were recorded during surveys including bats, lost including 17.3ha of dry heath which is badger, birds, fish including salmonids, fungi, identified as a significant impact. Habitat invertebrates, great crested newt, red squirrel, creation within the dry heath zone will be reptiles, otter, water vole and pine marten. undertaken to mitigate the loss and this will Whilst minimisation of loss of ancient woodland include 15.5ha of dry heath and 1.94ha of was a key objective during the development other habitats. of the scheme design, a significant impact on A significant beneficial impact, in terms of ancient woodland has been unavoidable given facilitating fish passage through watercourses the extent of ancient woodland adjacent to the crossed by the Proposed Scheme, results existing A9. A total area of 77.2ha of woodland from embedded mitigation, including the listed on the Ancient Woodland Inventory (AWI) replacement of existing crossing structures with will be lost to the Proposed Scheme. The majority clear span bridges on Allt na Criche (Lynwilg) (~65%) of the woodland listed on the AWI and Allt Chriochaidh, and the replacement of that will be lost is dominated by plantation or pipe culverts with portal-frame culverts which immature trees with no or few ancient woodland restore natural beds at Allt Cnapach, Aviemore features. It is possible that the ancient woodland Burn and Caochan Ruadh. seedbank is still present in these areas. There are also substantial (~35%) areas with mature and ancient trees, diverse ground layer and ancient woodland indicator species.

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Looking southeast towards Black Mount from Carn Bad nan Luibhean

Landscape

The existing A9 corridor lies within the Strath of Natural stone treatment for a number of the River Spey with the Monadhliath Mountains structures is also proposed, as is appropriate to the west, Cairngorms Massif to the east and design of rock cuts to achieve natural-looking the Strathdearn Hills to the north. The River Spey rock faces. runs through the central part of the study area. Additional mitigation includes: retention of The rocky Slochd pass demarcates the northern existing trees and vegetation, where possible; gateway to the Cairngorms National Park. planting to replace trees lost; and use of native Woodland is a key landscape element with species for replanting and seeding works. extensive conifer plantations and mixed Significant impacts are predicted in terms of woodland, including substantial areas of ancient three Landscape Character Areas – Badenoch: woodland, lining the A9 corridor within the Loch Alvie to Inverdruie; Slochd; and Strathspey: study area. Inverdruie to Pityoulish. This is mainly due to The Proposed Scheme is almost entirely within the construction of Aviemore South Junction, the Cairngorms National Park (CNP) and lies the construction of retaining walls at Slochd on the margins of the Cairngorm Mountains Beag Bridge and A9 widening and replacement National Scenic Area (CMNSA). underpasses within Aviemore, respectively. No significant landscape impacts associated Embedded mitigation has sought to achieve with the Proposed Scheme during operation a best landscape fit design and includes are anticipated. blending earthworks with existing landforms to integrate the Proposed Scheme within the surrounding landscape. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Looking southeast, over the A9, towards the Cairngorms Massif from High Burnside, Aviemore

Visual

Visual receptors include residents on the edge Operational phase mitigation measures include of towns/villages (i.e. Aviemore and Carrbridge) new planting on embankments, particularly those or in residential clusters along the existing most perceptible to visual receptors, and softening A9 and local roads, recreational receptors of the appearance of drainage features with using designated paths and cycle routes and appropriate planting. the Highland Main Line railway. From many During construction, nineteen visual receptors residential receptor viewpoints, there are existing will experience a significant adverse impact (with views of the A9, with some, though not all, mitigation in place). having existing views screened, to varying degrees, by existing vegetation. In winter of year one of opening, eighteen visual receptors will experience a significant adverse Mitigation has been embedded into the design impact. Mitigation planting will, at maturity, of the Proposed Scheme to reduce visual impacts reduce the visual impact such that only one visual during construction and operation, as described receptor (Broom Cottages) will experience a above in the Landscape section. significant impact in the summer of year 15 and Mitigation during construction will include: this is due to close proximity to the proposed new retaining/protecting existing trees and vegetation Dulnain Bridge structure. where possible, keeping the construction programme to the minimum practicable time and commencing reinstatement activities as soon as possible. Plant and machinery will also be stored appropriately on site and lighting during hours of darkness will be kept to a minimum.

24 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Cultural Heritage Air Quality

A total of two hundred and twenty-two known The local air quality assessment focused on the cultural heritage assets have been identified impacts of the air pollutants nitrogen dioxide within the study area, including six Scheduled (NO2) and particulate matter (PM) at human Monuments, twenty-two Listed Buildings and health receptors. In addition, concentrations two Gardens and Designed Landscapes. of oxides of nitrogen (NOx) and nitrogen deposition were included in the assessment of Potential impacts during construction will ecological receptors. The regional assessment of be mitigated through a programme of emissions considers NOx, carbon dioxide (CO2) archaeological investigation, recording and and particulate matter. monitoring implemented in advance of and during construction. The preferred option for To establish local baseline air quality conditions, the mitigation of archaeological remains is an air quality monitoring survey was undertaken preservation in situ. However, this is not always over a six-month period (commencing in possible and in these instances preservation November 2015). Air quality in the immediate by record will allow the remains to be fully vicinity of the Proposed Scheme was found to investigated and recorded prior to construction. be very good, with air pollutant concentrations less than a quarter of the Air Quality Strategy Mitigation planting, including screening (AQS) objectives. measures implemented during the construction phase, will aid in reducing the impacts upon all Good site management practices will effectively elements of the historic environment. control and minimise dust generation such that there will be no significant dust impacts beyond With mitigation in place, no significant impacts the site boundary. are predicted on designated or undesignated archaeological remains, historic buildings or There is not predicted to be a significant historic landscapes. impact on local air quality as a result of construction traffic. There are no significant changes in concentrations of NO2 or particulate matter as a result of the Proposed Scheme at human health receptors. There are no significant changes in concentrations of NOx or nitrogen deposition as a result of the Proposed Scheme at ecological receptors. There will be an increase in regional emissions due to an increase in vehicle kilometres travelled, however, the changes in regional emissions of CO2 can be considered to be insignificant when viewed in the context of regional or national emissions. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Looking southwest from the northern end of Loch Alvie to Alvie Church

Noise and Vibration

A noise survey and noise modelling have The dwellings are the semi-detached properties, been carried out. Measurements were taken 7 Bogroy, Dalrachney Road and Cherry Bank, at eighteen locations (representative of noise at Carrbridge. At these dwellings, where the sensitive receptors) along the A9 between impacts are due to changes in traffic on existing Dalraddy and Slochd in the vicinity of the roads and which are more than 600m from the Proposed Scheme. The survey findings revealed A9 carriageway, localised constraints make it a relatively stable noise environment, dominated impractical to provide effective noise mitigation, by traffic noise. with the associated impacts to the properties outweighing any benefits it would provide. Mitigation embedded in the Proposed Scheme design to reduce traffic noise includes the use At the two ecological receptors (Craigellachie of low noise road surfacing. SSSI/NNR and Alvie SSSI) mitigation has not been considered because of the transient use, Additional mitigation, during the construction localised impact, the availability of alternative phase, includes appropriate scheduling of space, and because the receptors are located at noisy activities, use of plant and equipment the closest point to the A9. and methods of working to ensure that noise impacts are minimised. The assessment identifies four dwellings (March Cottage, Aviemore; and Birch View, Underwood Mitigation during the operation phase includes and Meikle House, Boat of Garten) in the noise barrier implementation at Railway Cottages long-term that may qualify for an offer of noise (adjacent to the east of the B9152) and March insulation under the Noise Insulation (Scotland) Cottage (adjacent to the west of the A9), Regulations 1975. all south of Aviemore. Significant operational phase impacts have been identified in relation to three dwellings and two ecological receptors, in the short-term only.

26 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Materials Policies and Plans

An assessment of the impact of constructing The principle of the Proposed Scheme, as the Proposed Scheme, in terms of consumption part of the A9 Dualling, is supported in key of materials associated with primary natural national planning policy and transport and resources and manufactured products, has economic strategies including National Planning been undertaken. The assessment focused on Framework 3 (2014), the National Transport non-renewable soil and mineral resources (e.g. Strategy (2016), and Scotland’s Economic rock, sand and gravel). It is notable that a large Strategy (2015). The Proposed Scheme will help quantity of rock will be produced during rock to achieve regional transport policy objectives. cutting activity at Slochd and it is considered The assessment of the Proposed Scheme against that a substantial amount of this material will planning policy objectives at the national, be suitable for use as aggregate in constructing regional and local level indicates compliance the Proposed Scheme. This will reduce the need with the majority of relevant planning polices, for importation of such resources and there is however, areas of potential conflict with some the potential that further reductions could be aspects of planning policy have been identified. realised through the re-use of excess material This is primarily because of the scale and nature from other A9 dualling projects. of the Proposed Scheme, as well as the context The total embodied carbon emissions of policies not being directly relevant to large associated with the predicted material resources scale roads projects. requirements for the Proposed Scheme has The Proposed Scheme meets an established need been estimated at between 134,879 to for essential infrastructure and the conflicts with 155,111tCO2e which is considered an impact of policy objectives which have been identified are major magnitude. considered to be outweighed by clear over-riding A waste assessment has been carried out to economic and public benefits of the Proposed estimate the likely waste arisings from the Scheme which will help deliver improved Proposed Scheme for the construction stages. connections between Perth and Inverness. It is estimated that approximately 50% of all predicted arisings (primarily comprising soils, rock and concrete) can be reused on-site and there may also be potential for off-site re-use to reduce the amount of waste requiring disposal. A Site Waste Management Plan will be developed prior to construction, as part of the Construction Environmental Management Plan (CEMP), to ensure that the on or off-site re-use of excess materials will be maximised, thereby avoiding disposal. A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

Cumulative Effects

The potential for cumulative effects as a Potentially significant effects in-combination with result of the Proposed Scheme and those of other developments include the loss of woodland the Proposed Scheme in combination with on the Ancient Woodland Inventory (AWI) and other developments, including other projects carbon emissions, natural resources depletion forming part of the A9 dualling programme and waste generation during construction. was assessed. Replacement planting will mitigate woodland Significant cumulative effects were identified loss over time as new trees become established, for Druim Mhor, Lynwilg Farm, Kinakyle, Birch however, there will be a significant cumulative View, March Cottage and Kinmundy residential effect as areas of mature ancient woodland are properties, towards the southern end of the not considered replaceable. scheme, during the construction phase. These effects comprise a combination of travel disruption and visual effects.

Slochd Beag Bridge from the U2400

28 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary SECTION

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34 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY 3 4 . 1

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36 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY 3 4 . 1

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40 // A9 Dualling: Dalraddy to Slochd; Environmental Statement // Non-technical Summary A9 DUALLING: DALRADDY TO SLOCHD ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY 3 4 1 .

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