Overhead Line Alignment Selection Fort Augustus – Skye Project February 2018

Consultation Document – Overhead Line Alignment Selection Fort Augustus – Skye Project February 2018

REF: LT91

Rev

Prepared Approved Checked By Date of Issue By By

0 ASH AC JT 03/10/2017

1 SSEN FW MB 15/02/2018

ASH / 2 AC JT / FW 23/02/2018 SSEN

CONTENTS

GLOSSARY 4 PREFACE 6 EXECUTIVE SUMMARY 7 1. INTRODUCTION 8 1.1 Purpose of Document 8 1.2 Document Structure 8 1.3 Next Steps 8 2. THE PROPOSED TRANSMISSION PROJECT 9 2.1 The Need for the Project 9 2.2 Proposed Transmission Project Overview 10 2.3 Proposals Overview 10 2.4 Access during Construction 11 3. ROUTE SELECTION PROCESS 13 3.1 Introduction 13 3.2 Methodology 13 3.3 Corridor Selection 13 3.4 Route Selection 14 3.5 Preferred Route 29 4. ALIGNMENT SELECTION PROCESS 30 4.1 Introduction 30 4.2 Alignment Selection 30 4.3 Alignment Appraisal 31 5. CONSULTATION ON THE PROPOSALS 39 5.1 Questions for Consideration by Consultees 39 5.2 Next Steps 39

Appendices

Appendix 1: Environmental Appraisal of Preferred Alignment

Appendix 2: Comparative Appraisal of Additional Route Options (Sections 0, 3, 4 and 5)*

Appendix 3: Further Landscape and Visual Impact Assessment (Sections 2 and 3)*

Figures

Figure1: Preferred Route

Figure 2.1 to 2.18: Alignment Options and Environmental Constraints (Sections 0 to 6)

Figure 3.1 to 3.6: Alignment Options and Environmental Designations (Sections 0 to 6)

Figure 4.1 to 4.6: Preferred Alignment (Sections 0 to 6)

Visualisations*

1. Loch Sligachan Caravan Park

2. Loch Sligachan Car Park Viewpoint

3. North of Loch Ainort

4. Bridge on Moll Road

5. Donald Murchison’s Monument

6. Kylerhea RSPB Hide

7. Glen More Gate (from crossing point)

8. Bealach Aoidhdailean (South)

9. Bealach Aoidhdailean (North)

10. Gleandubhlochain, Valley NW of

11. Kinlochhourn from road

12. Loch Coire Shubh

13. Glen Quoich Crossing

14. Loch Quoich Dam

15. A82 Aberchalder

16. A82 (Abertarff Place), Fort Augustus

17. B862 Fort Augustus

* Note that in the printed version of this Consultation Document these are bound separately to the main report for ease of reference.

GLOSSARY

Term Definition

Alignment A centre line of an overhead line , along with location of key angle structures.

Amenity The natural environment, cultural heritage, landscape and visual quality. Also includes the impact of SHE Transmission’s works on communities, such as the effects of noise and disturbance from construction activities.

Conductor A metallic wire strung from structure to structure, to carry electric current.

Consultation The dynamic process of dialogue between individuals or groups, based on a genuine exchange of views, normally, with the objective of influencing decisions, policies or programmes of action.

Consultation Document Issued by SHE Transmission in September 2016

Corridor A linear area which allows a continuous connection between defined connection points. The corridor may vary in width along its length; in unconstrained areas it may be many kilometres wide.

Environmental Impact A formal process set down in The Electricity Works (Environmental Impact Assessment (EIA) Assessment) (Scotland) Regulations 2017 used to systematically identify, predict and assess the likely significant environmental impacts of a proposed project or development.

Gardens and Designed The Inventory of Gardens and Designed Landscapes lists those gardens or Landscapes (GDLs) designed landscapes which are considered by a panel of experts to be of national importance.

Habitat Term most accurately meaning the place in which a species lives, but also used to describe plant communities or agglomerations of plant communities.

Kilovolt (kV) One thousand volts.

Listed Building Building included on the list of buildings of special architectural or historic interest and afforded statutory protection under the ‘Planning (Listed Buildings and Conservation Areas) (Scotland) Act 1997’ and other planning legislation. Classified categories A – C(s).

Micrositing The process of positioning individual structures to avoid localised environmental or technical constraints.

Mitigation Term used to indicate avoidance, remediation or alleviation of adverse impacts.

National Scenic Area A national level designation applied to those landscapes considered to be of (NSA) exceptional scenic value.

Overhead line (OHL) An electric line installed above ground, usually supported by lattice steel towers or poles.

PAT (Predicting Aquila PAT model is a Geographical Information System (GIS) tool that can be used Territory) Model to predict the range use of resident pairs of golden eagles using a minimum of information, including a measure of the territory centre. It can also be used to predict the extent of range loss.

Plantation Woodland Woodland of any age that obviously originated from planting.

RAG Rating Each topic within the environmental, technical and cost categories should be considered in terms of the potential for the development to be constrained and a Red/Amber/Green (RAG) rating applied as appropriate.

Riparian Woodland Natural woodland home for plants and animals occurring in a thin strip of land bordering a stream or river.

Route A linear area of approximately 1 km width (although this may be narrower/wider in specific locations in response to identified pinch points / constraints), which provides a continuous connection between defined connection points.

Term Definition

Routeing The work undertaken which leads to the selection of a proposed alignment, capable of being taken forward into the consenting process under Section 37 of the Electricity Act 1989.

Scheduled Monument A monument which has been scheduled by the Scottish Ministers as being of national importance under the terms of the ‘Ancient Monuments and Archaeological Areas Act 1979’.

Semi-natural Woodland Woodland that does not obviously originate from planting. The distribution of species will generally reflect the variations in the site and the soil. Planted trees must account for less than 30% of the canopy composition

Sites of Special Scientific Areas of national importance. The aim of the SSSI network is to maintain an Interest (SSSI) adequate representation of all natural and semi-natural habitats and native species across Britain.

Span The section of overhead line between two supporting structures.

Special Area of An area designated under the EC Habitats Directive to ensure that rare, Conservation (SAC) endangered or vulnerable habitats or species of community interest are either maintained at or restored to a favourable conservation status.

Special Landscape Area Landscapes designated by The Highland Council which are considered to be of (SLA) regional/local importance for their scenic qualities.

Special Protection Area An area designated under the Wild Birds Directive (Directive74/409/EEC) to (SPA) protect important bird habitats.

Stakeholders Organisations and individuals who can affect or are affected by SHE Transmission works.

Study Area The area within which the corridor, route and alignment study takes place.

Terminal Structure A structure (tower or pole) required where the line terminates either at a substation or at the beginning and end of an underground cable section.

The National Grid The electricity transmission network in Great Britain.

Volts The international unit of electric potential and electromotive force.

Wayleave A voluntary agreement entered into between SHE Transmission and a landowner upon whose land an overhead line is to be constructed

Wild Land Area (WLA) Those areas comprising the most extensive areas of wild characteristics within Scotland.

PREFACE

This Consultation Document has been prepared to seek comments from all interested parties on the preferred alignment identified for the proposed Fort Augustus – Skye Project between Fort Augustus Substation and Dunvegan Substation.

Initial public exhibitions have already been undertaken in order to provide local communities the opportunity to provide feedback as early on in the process as possible. These were held in Fort Augustus, Glenelg, Kyleakin, Dunvegan and Invergarry. A total of 85 people attended the meetings and 16 written feedback forms and emails were received.

The feedback received at the meetings was generally positive, with attendees feeling they had been provided with a good level of information on the proposed transmission project.

The Consultation Document is available online at www.ssen-transmission.co.uk/projects/fort-augustus-skye/

Copies will be placed for public viewing during normal working hours at the following locations:

Fort Augustus Service Point Memorial Hall, Fort Augustus, PH32 4DJ Invergarry Post Office Invergarry, PH35 4HG Glenelg Post Office Glenelg, Kyle, IV40 8JR Broadford Library Library/Service Point, Old Quarry Industrial Estate, Broadford, IV49 9AB Portree Highland Council Service Point Tigh na Sgire, Portree, Highland, IV51 9GP Dunvegan Post Office Dunvegan, Isle of Skye IV55 8GU

Further public exhibitions will be held following analysis of the consultation responses received to this document.

Comments on this document should be sent to:

Lisa Marchi Scottish Hydro Electric Transmission PLC 10 Henderson Road Inverness IV1 1SN Email: [email protected] Mobile: 07825 015507

All comments are requested by 30th March 2018.

EXECUTIVE SUMMARY

This Consultation Document invites comments from all interested parties on the proposals by Scottish Hydro Electric Transmission Plc (SHE Transmission Plc) to construct a new 132 kV overhead line between Fort Augustus substation and Dunvegan substation.

The existing 132 kV overhead electricity transmission line from Fort Augustus to Dunvegan on the Isle of Skye is the sole connection from the mainland electricity transmission system to Skye and the Western Isles. This transmission line is currently at capacity and, as a result of an increase in renewable energy projects requesting access to the electricity transmission network, there is a requirement to increase capacity. The project is driven specifically by the request for connection of the Glen Ullinish (42 MW) (Consented) and Glean Eoghainn (25 MW) (Scoping stage) wind farms, both of which are contracted for connections to the transmission network.

To meet this increased capacity requirement, a new single circuit 132 kV transmission connection is required. It is proposed to facilitate this connection by installing a new double trident H wood pole (H pole) overhead line, between Fort Augustus substation and Dunvegan substation. There will be short sections of steel lattice tower rebuild in areas of challenging topography. The existing 132 kV trident wood pole overhead line between Broadford substation and Dunvegan substation would be removed, whilst the existing 132 kV steel lattice overhead line between Broadford substation and Fort Augustus substation would remain.

Since publication of the Consultation Document at Route Option stage (September 2016), and as a result of a design change to the project, the termination point for the project will now be at Dunvegan substation, rather than Edinbane substation as previously stated. In light of this, a new section has been established (Section 0 – Dunvegan to Edinbane). Further work has also been undertaken on the preferred route, based on the consultation responses received in September 2016, the outcome of which is reported in this document.

The preferred alignment has been selected to provide an optimum balance of environmental and technical factors. Consideration has been given to consultation responses provided following publication of the Consultation Document at Route Option stage (September 2016), and at public exhibition events held in September 2017, and the preferred alignment has been informed through a collaborative working approach between the environmental and engineering teams.

When providing comments and feedback on this Consultation Document, SHE Transmission plc would be grateful for your consideration of the questions below:

 Have we explained the need for this Project adequately?  Have we explained the approach taken on the finalisation of the proposed route?  Have we explained the approach taken to select the preferred alignment adequately?  Are there any factors, or environmental features, that you consider may have been overlooked during the preferred alignment selection process?  Do you have any other comments about the preferred alignment?

1. INTRODUCTION

1.1 Purpose of Document

This Consultation Document reports on the further work undertaken following the previous consultation in September 2016, which sought views on the preferred route for the new overhead line, and the publication of the Report on Consultation in June 2017. It summarises the decisions made in the selection of the proposed route to take forward to the alignment selection stage. A Cost Benefit Analysis (CBA) was also commissioned in response to some consultation responses received in September 2016. A CBA has been commissioned and will be published in due course.

It also describes the environmental and engineering appraisal undertaken, and the process completed in the selection of a preferred alignment for a new 132 kV overhead line between Fort Augustus substation and Dunvegan substation. It considers the environmental and engineering constraints and opportunities and details how these factors have been considered in determining the preferred alignment to progress to EIA stage.

Comments are now sought from key stakeholders including statutory and non-statutory authorities, and the public on the alignment selection process and the preferred alignment identified.

1.2 Document Structure

This report is comprised of five parts as follows:

1: Introduction - setting out the purpose of the Consultation Document;

2: The Proposed Transmission Project - describes the need for the proposed transmission project, the proposed technology solution and the typical construction methods;

3: Route Selection Process - sets out the route selection process, further work carried out following the consultation in September 2016 and summaries the reasons for the proposed route;

4: Alignment Selection Process - describes the preferred alignment and identifies and summarises the reasons for the decisions. Alternative alignments are also described; and

5: Consultation on the Proposals - invites comments on the alignment selection process and identification of a preferred alignment.

The main body of this Consultation Document is supported by a series of figures illustrating the preferred alignment and other alignment options considered, together with the environmental constraints and designations identified. Visualisations demonstrating an indicative view of the proposals from a number of vantage points are also included. Accompanying appendices comprise further detail on the environmental appraisal of the preferred alignment, as well as reporting on additional route option appraisal and further landscape and visual study in Sections 2 and 3.

1.3 Next Steps

Initial public exhibitions were held in September 2017 and further public exhibitions will be held following analysis of the consultation responses received to this document. A Report on Consultation will also be produced which will document the consultation responses received, and the decisions made in light of these responses.

Following the identification of a proposed alignment, further technical and environmental surveys will be undertaken as appropriate to support an Environmental Impact Assessment Report and Section 37 application for the proposed alignment, anticipated to be made in 2019.

2. THE PROPOSED TRANSMISSION PROJECT

2.1 The Need for the Project

SHE Transmission plc is a wholly owned subsidiary of the SSE plc group of companies. SHE Transmission plc owns and maintains the electricity transmission network across the north of Scotland, and holds a license under the Electricity Act 1989 to develop and maintain an efficient, co-ordinated and economical system of electricity transmission.

The existing single circuit 132 kV overhead line from Fort Augustus to Dunvegan on the Isle of Skye is the sole connection from the national grid to Skye and onwards to the Western Isles. The existing transmission infrastructure to Skye is made up of three distinct sections, which were constructed at different times over the last 65 years in response to changing needs. This comprises the following:

1. Fort Augustus Tee to Quoich – single circuit steel lattice towers, strung with a single circuit 132 kV line and constructed in the mid 1950’s to connect the Quoich hydroelectric power station to the grid; 2. Quoich to Broadford – double circuit of steel lattice towers, strung with a single circuit 132 kV line only and constructed between 1979 and 1980; and 3. Broadford to Dunvegan – single circuit of trident wood pole, strung with a single circuit 132 kV line and constructed in 1989.

A photograph showing the existing line in each of these sections is included in Plate 2.1 below (two photographs are included to illustrate the Broadford to Dunvegan section, Photographs 3 and 4).

Plate 2.1: Existing Line

This overhead line circuit is currently at capacity and, as a result of an increase in renewable energy projects requesting connection to the electricity transmission network, there is a requirement to increase the capacity to Skye. This project is driven specifically by the request for connection of the contracted new Glen Ullinish (42 MW) (Consented) and Glean Eoghainn (25 MW) (Scoping stage) wind farms. This will also improve the resilience of the transmission network between Fort Augustus and Skye.

2.2 Proposed Transmission Project Overview

To facilitate this connection requirement, the main elements of the project are summarised below:

 From the existing Fort Augustus substation to the existing Broadford substation, a new, additional single circuit 132 kV transmission line constructed using a double trident H wood pole overhead line is proposed. However, in some areas, due to technical and severe topographical constraints, it is proposed to replace some of the existing steel lattice towers (currently only strung with one circuit) with new steel lattice towers of a similar height, capable of taking a double circuit 132kV line and place a section of the new 132kV line on these towers. A second 132 kV circuit cannot be accommodated on the existing towers due to existing design limitations;  The final few hundred metres (approximately) of the overhead line into Fort Augustus will be an underground cable. The existing 132 kV overhead line erected on steel lattice towers between Broadford substation and the junction with the 132 kV overhead line between Fort Augustus to Fort William, at Loch Lundy line would remain;  Between Broadford substation and Dunvegan substation, the existing single circuit 132 kV overhead line consisting of a wooden pole with a trident configuration (approximately 12 m height) would be replaced with a higher capacity single circuit 132 kV OHL using an H pole (approximately 13 m in height). During construction, the existing OHL and its replacement would run in tandem but on energisation of the new OHL, the existing OHL would be dismantled and removed; and  Modification of the existing 33 kV network in some areas to accommodate the new H pole overhead line /and installation of additional equipment and minor works at the existing Broadford and Edinbane substations. This project would also connect into existing equipment at Fort Augustus substation. The existing double circuit steel lattice towers at the Kyle Rhea crossing would be utilised for the new circuit.

2.3 Proposals Overview

The proposed H pole would have a nominal height of approximately 13 m, depending on ground conditions (including insulators and support). The spacing between poles would vary depending on topography and altitude, but would be approximately 80 m apart. Distances between poles would be determined after a detailed line survey. A photograph showing a typical H pole with trident configuration is shown in Plate 2.2 below, and visualisations demonstrating an indicative view of the proposals from a number of vantage points are included.

A fibre optic cable would be strung under the conductors along the entire route for operational telecommunication purposes.

Micro-siting of pole and tower positions through sensitive habitats will be carefully considered as the project progresses.

An outline landscape mitigation strategy is currently being developed, both to identify ways in which to mitigate potential significant adverse effects arising from the proposals and to provide opportunities for landscape enhancement and improved biodiversity.

Plate 2.2: A) H Pole Configuration B) 132kV Steel Lattice Tower

A B

2.4 Access during Construction

The construction of approximately 145 km of double trident 132 kV H wood pole (with some sections of steel lattice rebuild or addition of H woodpole alongside the existing steel lattice) overhead line represents a major undertaking, presenting significant construction challenges not just in terms of scale but also remoteness, terrain and seasonal weather conditions.

It is anticipated that the construction of the overhead line in remote areas would be best suited to material deliveries from ‘holding areas’ to site via helicopter, unless significant access accommodation works were carried out prior to construction. Helicopter use would also contribute to the construction process by reducing the volume of road traffic during the construction phase and minimise damage to habitats.

In certain remote areas e.g. between Glenelg and Kinlochhourn it may also be beneficial to establish temporary ‘personnel camps’ at the holding area sites.

Machinery used for stringing conductors onto the line, e.g. puller –tensioners and associated reel winders etc. would be capable of being flown in by helicopter providing they are of a suitable size and weight. However there are likely to be locations where the dropping of equipment may not be possible at the point of work and therefore there may be a need for additional plant and or access works.

In general, where soft ground conditions are present, stone access roads would be required to access each ‘pulling position’ (i.e. a location from which machinery is used to pull conductors along the line) and / or material drop sites for helicopter based deliveries, with along-line temporary access needed for excavator and foundation material using suitable all terrain vehicles (ATV). Suitable trackway and bog mats could be flown into machine positions to alleviate the establishment of temporary stone access roads.

To install the majority of the poles, existing tracks would be used where possible. Preference will be given to lower impact access solutions including the use of low pressure tracked personnel vehicles and Trackway in boggy / soft ground areas to reduce any damage to, and compaction of, the ground. These journeys would be kept to a minimum to minimise disruption to habitats along the route. However, temporary stone tracks may be necessary in some areas depending on existing access conditions, terrain and altitude.

Access to tower locations is likely to require either temporary stone tracks or upgrades to existing tracks. All temporary tracks would be restored as closely as possible to their pre-existing condition using natural regeneration techniques on completion of the works. It is likely that borrow pits would be required to provide materials for the creation of stone tracks. At this stage the precise requirements of borrow pits is unknown.

Permanent access tracks would only be required in more remote areas where access during construction requires a higher specification track, and where long term maintenance needs require permanent access. This will be kept to a minimum.

In summary, there are four types of construction access likely to be required for this project, dependent on terrain and ground conditions along sections of the line. These include:

1. Conventional construction techniques with access from the nearest hardstanding in order to minimise access and egress points. Helicopters will be used where appropriate for delivery of materials; 2. Temporary trackway construction techniques. Helicopters will be used for delivery of materials; 3. Temporary access tracks suitable for construction traffic for the installation of tower foundations, erection of lattice steel supports and stringing activities; and 4. Permanent access tracks suitable for construction traffic for the installation of support foundations, erection of lattice steel supports, stringing activities and future access for operational maintenance. Helicopters will be used for delivery of materials.

Further detail on where these types of construction access are likely to be applied is discussed in Part 4 of this report.

3. ROUTE SELECTION PROCESS

3.1 Introduction

This project has been subject to a phased approach, following SHE guidance. The routeing process is carried out in stages which look progressively in more detail at where the overhead line could be sited, from a wide area (corridor), to a route (generally 1 km wide), to an alignment (generally 200 m wide).

This part of the Consultation Document describes the evolution of the project through the initial corridor and route selection stages, for which previous consultation (September 2016) has been carried out. It provides an overview of how the consultation responses have been considered in the decision making process and confirms the proposed route.

3.2 Methodology

The approach to corridor, route and alignment selection is based on contemporary practice, and ensures environmental, technical and economic considerations are identified and appraised. Our approach assists SHE Transmission plc in meeting its obligations under Schedule 9 to the Electricity Act 1989, which requires transmission license holders to:

 have a regard to the desirability of preserving natural beauty, of conserving flora, fauna and geological or physiographical features of special interest and of protecting sites, buildings and objects of architectural, historic or archaeological interests; and  do what they reasonably can to mitigate any effect that the proposals would have on the natural beauty of the countryside or on any such flora, fauna, features, sites, buildings or objects.

The general approach splits project development into six stages, as follows:

 Pre-Routeing Activities: Selection of proposed connection option;  Stage 0: Routeing strategy development;  Stage 1: Corridor Selection;  Stage 2: Route Selection;  Stage 3: Alignment Selection; and  Stage 4: EIA and consenting.

The stages that are carried out can vary depending on the type, nature and size of a project and consultation is carried out at each stage of the process. This project is currently at Stage 3.

3.3 Corridor Selection

Following completion of a strategic options appraisal, which assessed a number of technology options, a corridor was identified within which the identification and assessment of route options could be completed (see Plate 3.1).

Plate 3.1: Corridor for Route Options Appraisal

The corridor was developed through consideration of a Red, Amber, and Green (RAG) rating which ranked potential environmental effects on a higher, moderate or lower level.

Consultation with key statutory consultees including Scottish Natural Heritage (SNH), The Highland Council (THC), Scottish Environment Protection Agency (SEPA), Historic Environment Scotland (HES), Forestry Commission Scotland (FCS), and the Energy Consents Unit (ECU), was undertaken on the proposed technology option and corridor.

The corridor options were limited to 3 due to the limited number of available connection points between Skye and the mainland, namely Fort Augustus, Corriemollie and Harris.

3.4 Route Selection

Following identification of the corridor, the route selection stage of the project involved the identification of route options, and the environmental, technical and economic analysis of these route options to arrive at a preferred route.

A variety of methods were used to engage stakeholders and seek comment on the route options put forward and preferred route option. These included meetings and site visits with statutory consultees, and public exhibition events. The Fort Augustus to Skye Project: Consultation Document (September 2016) detailed the selection process for the preferred route, taking account of environmental, technical and economic factors, and written feedback was requested from stakeholders.

A Report on Consultation has since been prepared which documents the consultation process following submission of the Consultation Document (between September 2016 and December 2016) and records feedback received from stakeholders including objections, concerns, questions and statements of support. The Report on Consultation also documents actions undertaken in response to feedback where relevant and sets out how the preferred route has been informed by the consultation process. Feedback received and actions taken in relation to the identification of a preferred alignment are referenced in this report where appropriate.

Due to the length of the project, it has been necessary to split the broad corridor into sections to more easily describe, identify and assess route options.

The following initial six sections were identified within the Consultation Document issued in September 2016 (“the Consultation Document”):

 Section 1 – Edinbane to Sligachan;  Section 2 – Sligachan to Broadford;  Section 3 – Broadford to Kyle Rhea;  Section 4 – Kyle Rhea to Loch Quoich / Loch Cluanie;  Section 5 – Loch Quoich / Loch Cluanie to Invergarry / Glen Moriston; and  Section 6 – Invergarry / Glen Moriston to Fort Augustus.

Since publication of the Consultation Document and as a result of a design change to the project, the termination point for the project will now be at Dunvegan substation, rather than Edinbane substation as previously stated.

In light of this, a new section has been established (Section 0 – Dunvegan to Edinbane). A comparative appraisal of route options for this section has now been carried out (and is detailed in Appendix 2).

The following provides a summary of the key issues and outcomes arising from earlier routeing activities for stage 2 route selection, and follows on from the Report on Consultation published in June 2017. These are described on a section by section basis.

Section 0 – Dunvegan to Edinbane The design change was due to the requirement for increased capacity at the existing Dunvegan substation, facilitated by upgrading the overhead line between Dunvegan and Edinbane. A separate consultation on this section was not carried out at the time of the design change as it was considered that stakeholders would have the opportunity to provide feedback at the public exhibitions held in November 2017, and also during the consultation of this document. A comparative appraisal of route options has been undertaken within this section (see Appendix 2). This appraisal reviewed two options: Route Option 0A which followed the existing wood pole OHL between Dunvegan and Edinbane substations, and; Route Option 0B, located further to the north, skirting to the south of Ben Aketil. This is a sparsely populated area, crossing areas of open moorland between Dunvegan and Edinbane substations (see Plate 3.2). Neither of the routes passes through sites designated for landscape interests and both routes would go through areas of landscape character broadly accommodating of this type of development. Neither route passes through any nature conservation sites designated as being of international importance. Both routes would pass through, or within the vicinity of, the An Cleireach Site of Special Scientific Interest (SSSI). Although this is a nationally important designation, it is a geological SSSI featuring Tertiary igneous intrusions and it is anticipated that impacts can be managed. The most notable difference between the two routes is the proximity to settlement and existing infrastructure, with Route Option 0A being the closer of the two routes to such features. From an engineering and economic perspective, the proximity of Route Option 0A to the existing OHL and the A863 offers better access opportunities during construction and maintenance of the line, and a lower cost as a result. On balance, it is concluded that Route Option 0A provides better access and also presents opportunities to minimise potential effects on people by routeing the line to the north of properties in Upper Feorlig and Balmeanach, rather than running between them as they do at present.

Plate 3.2: Photos from Section 0

Photo Locations: 1; From Dunvegan Substation 2; View from Upper Feorlig. 3; View of existing line on approach to Edinbane Substation. 4; View towards Ben Aketil from Upper Feorlig.

Stakeholder Comments

As noted above, this section was introduced via public exhibition events in November 2017. However, other stakeholders including statutory consultees have not had the opportunity to comment on this section to date. The comments received at the Dunvegan public exhibition in November 2017 were generally supportive of the project and the route taken in this section. A total of 85 people attended the meetings and 16 written feedback forms and emails were received.

Whilst the majority of landowners have yet to express any particular concerns, further consultation will be undertaken at the alignment stage.

Preferred Route

The preferred route option put forward for this section is Route Option 0A (see Appendix 2). Any further consultation responses received will be reviewed and changes considered where appropriate.

Section 1 – Edinbane to Sligachan

This section comprised two route options: Route Option 1A followed the route of the existing wood pole OHL; and Route Option 1B, which followed a more coastal route and that of the A863 (see Plate 3.3).

Plate 3.3: Photos from Section 1

Photo Locations: 1; From B895 over open moorland. 2; From minor road to Glenmore looking south towards Glenmore. 3; View of Bracadale from B885. 4; Near Sligachan, looking over Sligachan SAC / SSSI

Following the route selection analysis, it was concluded that Route Option 1A was preferred as it would minimise effects on landscape and natural heritage designations when compared to Route Option 1B, which was considered could result in potential effects on the North West Skye Special Landscape Area (SLA), and may be visible from areas such as Bracadale and Drynoch. Furthermore, Route Option 1B would pass through a longer section of the Cuillins Special Protection Area (SPA), when compared with Route Option 1A, resulting in potential effects on golden eagles due to displacement and disturbance. Route Option 1B would also pass through the Sligachan Peatlands Special Area of Conservation (SAC) / SSSI and as a result there is potential for damage to designated habitats including blanket bog. Route Option 1B also had the potential for effects on the setting of a cluster of Scheduled Monuments (SM) and Listed Buildings (LB) around Bracadale Bay, in particular the iconic broch of Dun Beag.

Whilst Route Option 1B offered better access opportunities during construction given the proximity to the A863, thereby reducing the technical challenges and increased cost of accessing the more remote areas of Route Option 1A, the environmental sensitivities relating to this route are considered to outweigh these issues for this section as the technical challenges for Route Option 1A (access) could be overcome by the implementation of appropriate and sensitively designed access solutions.

Stakeholder Comments The statutory consultee responses were either supportive or neutral. The Highland Council response noted that generally speaking the route crosses land of significant designations and policy provisions and extremely careful line design and routeing will be required. This has been addressed at the alignment stage (refer to Part 4 and Appendix 1). Of the non-statutory consultees, responses were generally neutral in this section, with one being concerned. The John Muir Trust, whilst taking some reassurance from the proposed use of a woodpole solution, had concerns related to landscape and visual impacts, the need for the project, and the assessment of alternative technologies that have been considered. This has been addressed by confirmation of the need for the project, careful consideration of the alignment (Part 4 and Appendix 1) and the commissioning of the CBA.

Responses from members of the public expressed a general concern related to potential landscape and visual impacts, protected species and poor community engagement. The alignment stage has sought to address some of the concerns related to landscape and visual, and protected species, and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. In terms of community engagement, further public exhibitions in September 2017 have been undertaken, and further engagement events will be held upon receiving consultation responses on this document. Whilst the majority of landowners have yet to express any particular concerns, further consultation will be undertaken at the alignment stage. Preferred Route

The preferred route option for this section in the Consultation Document (September 2016) was Route Option 1A, and this remains the case.

Section 2 – Sligachan to Broadford

This section comprised two route options: Route Option 2A followed the route of the existing 132 kV wood pole OHL, skirting the edge of the Cuillins; and Route Option 2B, initially crossing moorland to the north of Ben Lee before heading south to Peinachorrain and involving two subsea crossings of Loch Sligachan and Loch Ainort before re-joining the route of the existing overhead line (see Plate 3.4).

Plate 3.4: Photos from Section 2

Photo Locations: 1; View looking north east over Sligachan Camp Site. 2; View looking south on A87 between Loch Sligachan and Loch Ainort. 3; View from Sligachan Ferry Port toward Peinachorrain. 4; View looking north west from minor road to Moll, toward Peinachorrain

The Consultation Document (September 2016) documented how there would be a slight preference for Route Option 2B from a landscape and visual perspective as it would result in the removal of the existing 132 kV OHL from the Cuillins (and the edge of the Cuillin Hills National Scenic Area (NSA) and Cuillins Wild Land Area (WLA)) and the popular tourist route through this section. However, this was considered to be outweighed by the cost and maintenance implications of installing two sections of subsea cable for Route Option 2B, and the limited access opportunities between The Braes and Glen Varragill where there are areas of steep slope and

potential for deep peat. As such Route Option 2A (Existing) was put forward as the preferred option for this section in the Consultation Document (September 2016).

Further Work

Since submission of the Consultation Document (September 2016), further work has been focussed within this section, both from an engineering and environmental perspective.

A Landscape and Visual Impact Assessment (LVIA) of both route options has been undertaken within this section of the route (see Appendix 3), which reinforces the previous conclusion that there would be a preference in landscape and visual terms for Route Option 2B through this section, due principally to the benefits of removing the existing wood pole OHL from the Cuillins NSA.

A high level wild land appraisal was also undertaken to analyse the strength of the wild land attributes of both Route Option 2A and 2B through this section, including those which may contribute to the values of Wild Land Areas, and the degree to which an overhead line may affect these attributes. The purpose of the review was to assist the wider comparison of route options.

The review was carried out in accordance with criteria from SNH Interim Guidance Note: Assessing the Impacts on Wild Land, February 2007 (the SNH Guidance), with reference to SNH Policy Statement 02/03: Wildness in Scotland’s Countryside and mapping produced for the Mapping Scotland’s Wildness project. The method involved a systematic review of baseline physical and perceptual attributes identified by SNH for each route leading to the allocation of a strength of wildness rating. Desk-based analysis comprised a review of Relative Wildness and Strength of Attribute maps produced for the SNH ‘Mapping Scotland’s Wildness’ project, and field work including survey from public roads (NB It should be noted that this survey pre-dated the draft Assessing Impacts on Wild Land Areas – technical guidance (January 2017)).

The high level review in the context of Route Option 2A concluded that the close presence of the Cuillins is likely to evoke perceptual responses of wildness but proximity to a busy road and some settlement will reduce the actual sense of wildness.

Further engineering studies concluded that the subsea cable elements of Route Option 2B would result in significant engineering challenges with economic and maintenance implications. There would be significant cost implications associated with the installation of two sections of subsea cable.

Stakeholder Comments The statutory consultee responses were neutral, with one concerned. The Highland Council response noted that the route crosses land of significant designations and policy provisions and extremely careful line design and routeing will be required. Scottish Natural Heritage concerns were related to potential impacts on the Cuillins NSA and key views. These concerns have been considered at the alignment stage (refer to Part 4, Appendix 1 and 3) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Of the non-statutory consultees, responses were neutral, with one being concerned. The John Muir Trust, had concerns related to the need for the project, and the demonstration of alternative technologies that have been considered. However, they were reassured by the use of wood poles and the removal of the existing line through Section 2 once a new line is energised. Responses from members of the public mainly expressed concern, with two being supportive. The concerns related to potential landscape and visual impacts, protected species and poor community engagement. The alignment stage has sought to address some of the concerns related to landscape and visual, and protected species, and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. In terms of community engagement, we have undertaken further public exhibitions in September 2017, and will be undertaking further engagement events upon receiving consultation responses on this document. Whilst the majority of landowners have yet to express any particular concerns, further consultation will be undertaken at the alignment stage.

Preferred Route

The preferred route option for this section in the Consultation Document (September 2016) was Route Option 2A, and this remains the case following the further studies outlined above. On environmental grounds, in particular from a landscape and visual perspective, there remains a preference for Route Option 2B following the additional LVIA input in this section (see Appendix 3) but the technical and economic appraisal of the options firmly suggests a preference for Route Option 2A.

Section 3 – Broadford to Kyle Rhea

This section comprised three route options: Route Option 3A followed the route of the existing steel lattice overhead line and potentially traversed through an area of designated woodland (the primary qualifying feature of the Kinloch and Kyleakin Hills SAC); Route Option 3B, initially followed the existing steel lattice overhead line before then following the minor road through Glen Arroch to Kyle Rhea, and; Route Option 3C, a variation to Route Option 3A which largely followed the A87 from Breakish to Kyleakin before it re-joined Route Option 3A to the south of Kyleakin (see Plate 3.5).

Plate 3.5: Photos from Section 3

Photo Locations: 1; View to west from A851. 2; View east from Loch na Beiste of woodland, part of Kinloch and Kyleakin Hills SAC. 3; View down Glen Arroch toward Glenelg. 4; View from Otter Haven looking north toward existing steel lattice crossing point. 5; View from Harrapool across to Breakish. 6;Inland view along A87.

Both Route Options 3A and 3B are required to cross the Kinloch and Kyleakin Hills SAC / SSSI to varying degrees. Route Option 3A would potentially pass through an area of Western acidic oak woodland, the primary qualifying feature of the SAC. This may result in notable effects on the qualifying habitats of the SAC and the landscape character of this area. Route Option 3B would avoid the woodland, but would still cross other qualifying habitats of the SAC and could also result in potentially notable landscape and visual effects to and from Glen Arroch, the first view of Skye for visitors crossing the Glenelg Ferry from the mainland.

From a technical perspective, Route Option 3A presents significant technical challenges due to the likely requirement for a permanent access track through an area of steep slope, ravines and rocky woodland. In

contrast, the presence of the minor road through Glen Arroch provides good access opportunities for Route Option 3B, although temporary track solutions would require careful consideration.

On balance, due to a combination of the technical and environmental challenges associated with Route Option 3A and lack of any added benefits resulting from Route Option 3C as it would still require routeing through the SAC, Route Option 3B was put forward as the preferred option in this section in the Consultation Document (September 2016).

Further Work

Since submission of the Consultation Document (September 2016), further work has been focussed within this section, both from an engineering and environmental perspective.

A Landscape and Visual Appraisal of route options has been undertaken within this section (see Appendix 3), concluding that Route Option 3B provides a slight preference in landscape terms, but there would be a preference for Route Option 3A from a visual perspective given fewer visual receptors compared to Route Option 3B. However it should be noted that this appraisal was based on the assumption that the alignment would follow the route centreline, parallel to the existing steel lattice OHL and would therefore require the felling of a woodland corridor and a permanent track with attendant cut and fill scarring. Following a helicopter flyover and further engineering assessments of both route options, an alignment within Route Option 3A (along the southern edge), capable of avoiding the majority of the woodland and which would not require a permanent access, was identified. Had the appraisal been carried out on the alignment now proposed, which largely avoids the woodland and does not need a permanent track, it is likely that Route Option 3A would have been preferred from both a landscape and a visual perspective.

Targeted bird surveys have been commissioned within Kylerhea to investigate potential effects of a new line at Glen Arroch and Kylerhea. The results of these surveys were used to inform the preferred alignment.

Furthermore, additional route option studies in line with the RAG rating assessment criteria have been carried out to appraise an additional route option identified which bisected the Kinloch and Kyleakin Hills SAC / SSSI (see Appendix 2). This route option followed Allt a’ Ghleannain, Allt na Plaide and Allt Eas nam Muc to the existing OHL crossing point at Kylerhea, traversing high ground (over 550m AOD in places). This route option was discounted as it would bisect the SAC through an area without any infrastructure at present. A permanent new track would likely be required for maintenance given the remoteness and altitude of this area. This route option could have resulted in notable effects on habitats (including qualifying features of the SAC) and landscape character, as well as golden eagles.

Stakeholder Comments The statutory consultee responses were neutral, with one expressing concern. The Highland Council response noted that the route crosses land of significant designations and policy provisions, and some of the areas finest natural built and cultural heritage. Extremely careful line design and routeing will be required. Scottish Natural Heritage concerns were related to the potential impact of Route Option 3A and its permanent track on the primary qualifying feature of the Kinloch and Kyleakin Hills SAC / SSSI (i.e. Western acidic oak woodland), as well as potential landscape, visual and recreational effects of Route Option 3B on Glen Arroch and Kylerhea Glen including views from the Bealach Udal and Glenelg. to the Cuillins and key views. These concerns have been considered at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Of the non statutory consultees, 3 responses were neutral and 4 were concerned. Concerns related to woodland loss and landscape and visual impacts. Concerns were also raised in relation to potential collision risk to golden and white-tailed eagles, tawny, barn and long-eared owls resulting from Route Option 3B (Route Option 3A being cited as a preference as birds may have already habituated to the existing line). These concerns have been addressed at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measuress where required. The John Muir Trust were also concerned that the economic, social and environmental costs have not been adequately taken into account. A CBA has been commissioned.

Responses of concern from members of the public related to potential landscape and visual impacts, impacts on tourism, common grazing areas, protected species with particular emphasis on eagles, and potential impacts on the historic Drove road along Route 3B. These concerns have been considered at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Whilst the majority of landowners have yet to express any particular concerns, further consultation will be undertaken at the alignment stage. Preferred Route The preferred route option identified for this section in the Consultation Document (September 2016) was Route Option 3B. However, following the identification of an alignment further up the hill side within Route Option 3A, which seeks to avoid the primary qualifying features of the Kinloch and Kyleakin Hills SAC (and would not need a permanent access track) and taking on board stakeholder comments with regard to potential landscape, visual, ornithological and recreational concerns of Route Option 3B, it is proposed to alter the preferred route put forward within the Consultation Document (September 2016). Accordingly, Route Option 3A is now selected as the preferred route.

Section 4 – Kyle Rhea to Loch Quoich / Loch Cluanie

At the Consultation Document stage this section comprised two route options: Route Option 4A which followed the route of the existing steel lattice OHL from Kyle Rhea to Quoich Dam, and; Route Option 4B which followed a route through Glen More towards Shiel Bridge and the A87 through Glen Shiel (see Plate 3.6).

Route Option 4A passed through a very remote, rugged landscape with steep complex topography and high scenic qualities. This is reflected in large parts of this area being designated for landscape, namely Knoydart NSA, Kinlochhourn, Knoydart and Morar WLA, and Moidart, Morar and Glen Shiel SLA.

Route Option 4B would be routed through Glen More and Glen Shiel. The area of greatest constraint would be Glen Shiel, which contains the A87 and is the main tourist route to Skye with high visitor numbers each year. Glen Shiel is recognised as an important landscape through landscape designations such as Kintail NSA and Moidart, Morar and Glen Shiel SLA, as well as running between two Wild Land Areas; Central Highlands WLA and Kinlochhourn – Knoydart – Morar WLA. There is also potential for direct and indirect effects on the Glen Shiel battlefield site and SM. The historic importance of the battlefield site is also noted to contribute to the special qualities of the NSA.

Section 4 comprised a particularly challenging section from both an engineering and environmental perspective. For Route Option 4A, technical and economic concerns related to access and construction difficulties due to the remote location and steep slopes / complex topography. Route Option 4B also presented technical challenges related to difficulties crossing the steep slopes of Mam Ratagan and Glen Shiel. On balance, it was determined that the presence of the A87 tourist route, the landscape and visual sensitivities of the highly valued and travelled Glen Shiel, in addition to the cultural heritage issues in relation to the Glen Shiel battleground for Route Option 4B resulted in Route Option 4A being presented as the preferred route in the Consultation Document (September 2016).

Plate 3.6: Photos from Section 4

Photo Locations: 1; Looking southeast from Bealach Aoidhdailean. 2; Gleann dubh lochain. 3; Looking down towards Kinloch Hourn from top of track. 4; Kinloch Hourn from minor road. 5: Loch a’ Coire Shubh 6; Above Ratagan. 7; Glen Shiel, near Eilean a Chuillin. 8: Glen Shiel battlefield. 9: View looking west from Cluanie Inn. Further Work

Since submission of the Consultation Document (September 2016), further work has been focussed along Route Option 4A, from both an engineering and environmental perspective. Detailed engineering studies, including a helicopter fly-through, concluded that given the constrained nature of the valley and topographical restrictions either side of the existing overhead line in some of the remote sections of Route Option 4A, it would be necessary to rebuild a number of the existing steel lattice towers. The new steel lattice towers would be of a similar height which would be able to support both the existing 132 kV line and the new 132 kV line (see Part 4 of this report for further details). In addition, replacement steel lattice towers were considered necessary at the Glen Quoich crossing on account of the span distance being in excess of what is possible for a wood pole span.

Due to the sensitivity of this section a high-level appraisal was undertaken (rather than a full wild land assessment which would be carried out at EIA stage) in order to analyse the strength of the wild land attributes of both Route Option 4A and 4B through this section, including those which may contribute to the values of Wild

Land Areas, and the degree to which an overhead line may affect these attributes. The purpose of the review was to assist the wider comparison of route options.

The review was carried out in accordance with the SNH Guidance. Desk-based analysis comprised a review of Relative Wildness and Strength of Attribute maps produced for the SNH ‘Mapping Scotland’s Wildness’ project, and, field work including survey from public roads and on foot between Loch Quoich and Glen Quoich and Glen Beag and Kinlochhourn. It should be noted that this survey pre-dated the draft Assessing Impacts on Wild Land Areas – technical guidance (January 2017).

The following provides a summary of the high-level review in the context of Route Option 4A through this section.

Physical Attributes  Perceived Naturalness: Mostly through moorland with heather, rough grasses and native woodland. Looks generally natural. Small areas of forest and grazing in valleys – High  Lack of construction or other artefacts: Following route of existing steel lattice towers which are locally prominent in some locations but generally not distracting. Very few properties - Low  Evidence of contemporary land uses: Few areas of forestry at western end. Few small farmed / improved areas. Limited sense of management through centre section from ATV tracks and grouse butts. Few features associated with hydro scheme through eastern part - Medium  Rugged or challenging terrain: Steep slopes and sections with significantly rugged and complex terrain and frequent areas of bog. - High  Remoteness and inaccessibility: Few minor roads provide access to some sections. Rough ATV tracks enable access to other areas with some areas having no paths or tracks - Medium Perceptual Responses  Sense of sanctuary or solitude: Central remote section likely to evoke strong sense of sanctuary or solitude and sense of being far from others due to limited access and contemporary artefacts – High  Risk, a sense of awe or anxiety: Sense of risk present through elevation, steep slopes, surrounding mountains and crags and sense of being far from other people - Medium  Arresting or inspiring qualities: Extensive mountainous vistas and general lack of artefacts through remote central section likely arouse strong arresting or inspiring qualities - High  Physically challenging terrain: Steep and rugged terrain and surrounding steep mountains likely to evoke strong impressions of a physically challenging terrain - High Preliminary strength of wildness rating  Through remote central section, whilst some rough access routes and structures including existing overhead line are present these do not dominate. There is a strong sense of being far from others and perceptual responses are strongly present - High

Additional route option studies in line with the RAG rating assessment criteria were carried out to appraise an additional Route Option suggested by stakeholders along the north coast of Loch Alsh (Route Option 4C, see Appendix 2). These concluded that Route Option 4C could result in adverse landscape and visual effects, effects on people and settlements, and effects on cultural heritage and recreational interests. Steep slopes and terrain would also present technical challenges meaning the only viable route would be close to the loch shore and A87. Landscape and cultural heritage issues in relation to Route Option 4B through Glen Shiel would remain if this route were taken forward. Considering these factors, the previously stated preference for Route Option 4A remained.

Stakeholder Comments The statutory consultee responses were 2 neutral and 2 expressed concern. Comments relating to this section focussed on the potential effects of Route Options 4A and 4B on environmentally designated sites. Contrasting views from stakeholders emerged regarding a preference for one route over another. Concerns were expressed in relation to potential effects of Route Option 4A on landscape and wildness and in particular the Kinlochourn –

Knoydart – Morar WLA and Knoydart NSA, particularly if steel lattice towers were used along this route (in addition to existing structures). In contrast, elected members of The Highland Council were supportive of routes consistent with existing infrastructure and stated the need to avoid a route through Glen More – Glen Shiel – Loch Cluanie. Concerns were expressed by HES in relation to the potential direct and indirect effects of Route Option 4B on the Glen Shiel Battlefield. Some of these concerns have been addressed at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Of the non-statutory consultees, 3 responses were neutral and 3 were concerned. The Forestry Commission had concerns related to loss of woodland along both routes, and the preference to avoid ancient and semi- natural woodland sites. Further concerns related to landscape and visual issues along both routes. Mountaineering Scotland raised concerns about the use of steel lattice structures in remote areas, stating a preference for Route Option 4B and suggesting an additional route along the north coast of Loch Alsh is included (see Appendix 2). Some of these concerns have been addressed at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. John Muir Trust were also concerned that the economic, social and environmental costs have not been adequately taken into account. A CBA has been commissioned and will be published in due course. Responses of concern from members of the public related to potential landscape and visual impacts, particularly impacts on a National Scenic Area around Loch Quoich / Kinlochhourn. Concerns also related to protected species and poor community engagement. The alignment stage has sought to address some of the concerns related to landscape and visual, and protected species (refer to Part 4 and Appendix 1), and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. In terms of community engagement, we have undertaken further public exhibitions in September 2017, and will be undertaking further engagement events upon receiving consultation responses on this document. Two landowners have expressed some concerns regarding Route Option 4A, and further detailed consultation will be undertaken at the alignment stage. Preferred Route

Balancing the various constraints within this section has been particularly challenging. Both options have the potential to result in notable effects on the special qualities of landscape designations, landscape character and visual amenity, whilst Route Option 4B would also result in notable effects on the Glen Shiel Battlefield site.

From a technical and economic perspective, Route Option 4B presents better opportunities for access during construction, although traversing the steep slopes of Mam Ratagan and the steeper sections of Glen Shiel would present a technical challenge. This is equally the case for some sections of Route Option 4A, which presents additional challenges due to its remote nature and complex topography.

On balance, it was considered that Glen Shiel, a highly valued and highly travelled landscape and one containing an historic battlefield site, should be avoided. Therefore, the preferred route option put forward for this section in the Consultation Document (September 2016) was Route Option 4A, and this remains the case following further study.

Section 5 – Loch Quoich / Loch Cluanie to Invergarry / Glen Moriston

This section comprised five route options: Route Option 5A, followed the route of the existing steel lattice OHL from Quoich Dam to Invergarry; Route Option 5B, which was largely routed through forestry plantation in Glen Garry, to the south of Loch Garry; Route Option 5C, followed a route along Loch Cluanie and Glen Moriston; Route Option 5D, provided a connection between Glen Shiel and Glen Garry route options, and; Route Option 5E, which provided a connection between the Glen Moriston and Glen Garry route options, following the shore of Loch Loyne (see Plate 3.7).

Plate 3.7: Photos from Section 5

Photo Locations: 1; View east from Quoich Dam. 2; From minor road looking east. 3; View from minor road at the east end of Loch Poulary.4; View over Loch Garry from A87. 5; View to west, in direction of Cluanie Inn. 6; View from properties across Glen Moriston.7; Viewpoint from A87 overlooking Loch Loyne. 8; View from A87. 9; Hydro scheme in Glen Quioch.

All routes through this section were within the vicinity of the West Inverness-shire Lochs SPA and initial surveys were carried out at the corridor stage to inform potential effects on the qualifying species of this SPA. It is considered that following the existing steel lattice overhead line would avoid any ‘novel’ impacts, in contrast to routes in areas where there is currently no electricity infrastructure. From a landscape and visual perspective, Route Option 5A is preferred as it follows a transition in landscape character between broad forested strath and rocky moorland, which is broadly accommodating of this type of development, and follows an existing wayleave which is generally well-placed.

From a technical perspective, Route Options 5A, 5B and 5C have good existing access opportunities, with varying degrees of upgrade requirements to the local road network or to existing forest tracks. Route Options 5D and 5E would need to make greater use of temporary access solutions. Route Option 5B would result in the greatest extent of forestry removal. All routes would require a robust traffic management plan.

Further Work

Since submission of the Consultation Document (September 2016), further work has been focussed along Route Option 5A, from both an engineering and environmental perspective. Joint site visits attended by the environmental and engineering teams have been undertaken to establish an alignment within Route Option 5A which minimises felling requirements and effects on people where possible.

Additional route option studies in line with the RAG rating assessment criteria have also been carried out to appraise an additional Route Option suggested by stakeholders (Route Option 5F, see Appendix 2). This route option departs from the existing OHL route at Tomdoun, at the western end of Loch Garry, before rising uphill through forestry at Cnocan Dubh to cross the A87 below Mullach Coire Ardachaidh in an easterly direction. From here the route hugs the northern edges of the forestry plantations which border Glen Garry, but keeping below the hilltops, before re-joining the existing OHL route (Route Option 6A).

The analysis of this route highlighted a number of environmental constraints. Much like all of the other route options assessed within Section 5, this route had the potential to result in notable effects on the qualifying species of the West Inverness-shire Lochs SPA, with the elevated position of this line potentially accentuating these effects. Potential significant landscape and visual effects were considered likely from the A87 as the line would be required to cross high ground and steep slopes and could become a prominent feature on the ridgeline, as well as views from the A87 as it rounds the corner travelling west and views towards the western mountains would be revealed; a popular tourist stopping point. A new line within this route option would require significant upgrading of existing forestry tracks with new interconnections with the A87. There would be a requirement for extensive access tracks to be constructed to facilitate construction of the line across the mountainous, open moorland part of this route. The multitude of rivers and burns draining north to south down the escarpment into Loch Garry would create technical challenges during construction, and would also add to the difficulties in accessing the route for maintenance or fault finding operations. Considering these factors, the previously stated preference for Route Option 5A remained.

Targeted bird surveys have been commissioned within the West Inverness-shire Lochs SPA Inverness-shire to investigate potential effects of a new overhead line. The results of these surveys were used to inform the alignment.

Stakeholder Comments The statutory consultee responses were neutral. The Highland Council response noted that the route crosses land of significant designations and policy provisions. Scottish Natural Heritage requested further bird data would be required for the qualifying bird interests of the West Inverness-shire Lochs SPA. Further survey work and assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Of the non-statutory consultees, 1 response was neutral and 3 expressed concern. Concerns related to woodland loss, cumulative landscape and visual issues and alternative routes were suggested to avoid woodland. These concerns have been addressed at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Additional consultation with respect to forestry will also be undertaken. Responses from members of the public mainly expressed concerned. The concerns related to potential landscape and visual impacts, protected species, woodland, and poor public engagement. The alignment stage has sought to address some of the concerns related to landscape and visual, and protected species, and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Further consultation will be undertaken with respect to forestry concerns. In terms of community engagement, we have undertaken further public exhibitions in September 2017, and will be undertaking further engagement events upon receiving consultation responses on this document. Whilst the majority of landowners have yet to express any particular concerns, further consultation will be undertaken at the alignment stage.

Preferred Route

The consultation responses from the statutory and non-statutory consultees did not generally express a preference on a particular route within this section. The concerns raised by members of the public were considered to be adequately mitigated by careful routeing at the alignment stage, and by developing appropriate mitigation measures at the consenting stage. It was also considered that following the existing steel lattice overhead line would avoid any ‘novel’ impacts, in contrast to routes in areas where there is currently no electricity infrastructure. As a result, the preferred option for Section 5 is Route Option 5A, and that has remained the case following further study.

Section 6 – Invergarry / Glen Moriston to Fort Augustus

This section comprised four route options: Route Option 6A, which followed the route of the existing steel lattice OHL from Invergarry to Fort Augustus Substation, through Auchterawe; Route Option 6B, from Glen Moriston, this route would follow the Beauly – Denny wayleave corridor to Fort Augustus Substation; Route Option 6C, which formed an alternative to Route Option 6A from the western extent of Inchnacardoch Forest to Fort Augustus Substation. This route option followed the route of the recently commissioned Fort Augustus – Skye T OHL, which involved the installation of a new 132kV double wooden pole trident from Fort Augustus substation to the junction of the transmission line to Skye, located near Loch Lundie. This route thus avoided construction disturbance and potential visual effects to properties in the Auchterawe area. The final option was Route Option 6D, which formed an alternative to Route Option 6A from the western extent of Inchnacardoch Forest to Fort Augustus Substation, crossing the Caledonian Canal to avoid the Auchterawe area (see Plate 3.8).

Plate 3.8: Photos from Section 6

Photo Locations: 1; View northeast from near Achadh nan Darach. 2; View northeast from Auchterawe towards substation 3; View of Beauly – Denny wayleave from Glen Moriston.4; View northwest from A82.5; View north from Thistle Stop, A82

In summary, Route Option 6A had the potential for notable effects on visual amenity and landscape character principally in the Auchterawe area. However, when the western section of Route Option 6A was combined with Route Option 6C, which avoids Auchterawe (referred to as Route 6A / 6C) these effects would be reduced,

although the potential for cumulative effects would require further consideration. Route Options 6C and 6D would both require the southern extent of Route Option 6A, which passes to the east of Loch Lundie, part of the West Inverness-shire Lochs SPA. Route Option 6D, crosses the Caledonian Canal and would potentially result in notable effects to this SM, and views and recreational enjoyment of this area. An alternative would be to use the Beauly – Denny wayleave corridor from Glen Moriston (Route Option 4B), but there is potential for notable cumulative effects in widening this wayleave corridor further, and an increase in wirescape effects at Glen Moriston and Auchterawe.

From a technical perspective, most options present good access opportunities, whilst all would require some removal of forestry to accommodate a new or widened wayleave.

Stakeholder Comments The statutory consultee responses were neutral. However, Historic Environment Scotland (HES) stated a preference for the preferred route (Route Option 6A / 6C) and expressed concerns if Route Option 6D were progressed with regards to effects on the Caledonian Canal. The Highland Council response noted that the route crosses land of significant designations and policy provisions. Scottish Natural Heritage did not have any specific comments on this section. These issues have been considered at the alignment stage (refer to Part 4 and Appendix 1), and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Of the non-statutory consultees, 5 responses were neutral and 1 expressed concern. Concerns related to cumulative landscape and visual issues with existing infrastructure. These concerns have been considered at the alignment stage (refer to Part 4 and Appendix 1) and further assessment at the EIA stage will seek to confirm appropriate mitigation measures where required. Responses from members of the public were equally split between neutral, supportive and expressing concern. The concerns related to potential landscape and visual impacts, protected species, and poor public engagement. The alignment stage has sought to address some of the concerns related to landscape and visual, and protected species, and further assessment at the consenting stage will seek to confirm appropriate mitigation measures where required. In terms of community engagement, we have undertaken further public exhibitions in September 2017, and will be undertaking further engagement events upon receiving consultation responses on this document. Comments were also received from residents at Auchterawe who expressed preference for the preferred route through this section. One landowner expressed some concerns regarding the preferred route and on-going consultation will be undertaken to establish an alignment that minimises potential effects on felling and forestry operations. Preferred Route

The consultation responses from the statutory and non-statutory consultees did not generally express a preference on the route within this section. The concerns raised by members of the public were considered to be adequately mitigated by careful routeing at the alignment stage, and by developing mitigations at the consenting stage. Discussion with FCS has been on-going to establish a route and alignment that minimises potential effects on felling and forestry operations. Therefore, it is considered that the western section of Route Option 6A combined with Route Option 6C (Route Option 6A/6C) was preferred though this section.

3.5 Preferred Route

Taking the Section by Section preferences into account, the preferred route option to be taken forward for further study combines Route Options 0A, 1A, 2A, 3A, 4A, 5A and 6A/6C (see Figure 1). This follows a similar route to the existing overhead line, differing only in Section 6 where a route through forestry following the new Skye T overhead line alignment is preferred to avoid potential effects on the community of Auchterawe.

4. ALIGNMENT SELECTION PROCESS

4.1 Introduction

This part of the Consultation Document describes the alignment selection process, which is Stage 3 of the route selection process.

4.2 Alignment Selection

Following identification of a proposed route option, the following tasks have been undertaken in identifying and analysing alignment options:

 Desk-based review of initial alignment options presented by the engineering consultant. Comments and alternative alignment options were provided for discussion and further review;  Workshops held with SHE Transmission and engineering consultants to review initial alignment options and suggested alternatives;  Joint site visit held by the project landscape architect, SHE Transmission and the engineering consultant to review alignment options on site and review environmental, technical and economic considerations in tandem;  High level walkover habitat surveys of alignment options, including identification of sensitive habitats and suitable habitat for protected species;  Targeted bird surveys to investigate potential effects of alignment options at Glen Arroch and Kylerhea to inform alignment options in this area;  Review of golden eagle nest data provided by SNH and Predicted Aquila Territory (PAT) modelling to determine potential effects of alignment options on golden eagle territories;  Review of Highland Council HER Data to determine potential effects on cultural heritage interests;  Comparative landscape and visual appraisal of route options within Sections 2 and 3;  Review of comments received from stakeholders following publication of the Fort Augustus to Skye Project Consultation Document (September 2016);  Review of helicopter flight survey footage undertaken in the most inaccessible sections (i.e. Section 3 and 4); and  Follow up workshops with SHE Transmission, and the engineering and environmental consultants to further discuss alignment options and agree on a preferred alignment.

Considerations have included a review of the steps outlined in the Holford Rules and The SHE Transmission Approach to Routeing of Overhead Lines. In summary, the following has been taken into account:

 Avoid if possible major areas of highest amenity value (including those covered by national and international designations and other sensitive landscapes);  Avoid by deviation, smaller areas of high amenity value;  Try to avoid sharp changes of direction and reduce the number of larger angle towers required;  Avoid skylining the route in key views and where necessary, cross ridges obliquely where a dip in the ridge provides an opportunity;  Target the route towards open valleys and woods where the apparent height of towers will be reduced and views broken by trees (avoid slicing through landscape types and try to keep to edges and landscape transitions);  Impacts on forestry have been avoided where possible.  Consider the appearance of other lines in the landscape to avoid a dominating or confusing wirescape effect; and  Technical issues related to constructability (e.g. side slopes, likely ground conditions, gradients) clearances, connectivity, outages, ease of access for maintenance and fault repair.

4.3 Alignment Appraisal

This part of the Consultation Document describes the preferred alignment in each section, providing a brief summary of the key environmental considerations in each section, and detailing the technical considerations and alternative alignment options considered. Further detailed consideration of environmental topics is presented in Appendix 1.

Figures 2.1 to 2.18 and Figures 3.1 to 3.6, presented as A3 figures show the alignment options in the context of environmental constraints and environmentally designated sites. At this stage, an indicative 200m Limit of Deviation (LOD) (i.e. 100m either side of the line except where constraints exist e.g. the existing overhead line) has been applied to the preferred alignment to allow for further iterations during the EIA process and subsequent to the consenting process, as more detailed survey information is gathered and analysed (see Figures 4.1 to 4.6). The indicative LOD is subject to change according to local constraints.

Section 0 – Dunvegan to Edinbane

Reference should be made to Figures 2.1, 3.1 and 4.1 which show the preferred alignment in this section. The area is sparsely populated and is typically characterised by large areas of open moorland across gently sloping and undulating terrain. Running north west to south east between Dunvegan and Edinbane substations, access is limited to minor single track roads branching off the A863, with the main areas of settlement located at Upper Feorlig and Balmeanach.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Avoidance of properties at Upper Feorlig and Balmeanach;.

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable;

 A widening of the existing wayleave corridor through the Glen Ullinish conifer plantation would be required resulting in tree felling; and

 The An Cleireach Site of Special Scientific Interest (SSSI), a geological SSSI featuring Tertiary igneous intrusions, would be crossed by the preferred alignment (as does the existing line). Further geo-technical review through this designation will be carried out to minimise potential effects where possible.

Technical Considerations

There are no notable construction related constraints identified along the preferred alignment. Constructability within this section appears good with undulating and open terrain. It is anticipated that construction access would consist of temporary track solutions where required and low pressure tracked vehicles to minimise potential effects on habitats. Helicopters would be used to facilitate the delivery of materials.

Construction access would need to give due regard to watercourses throughout this section, and areas of deeper peat would require identification. There is the potential for areas of wet and saturated ground in places.

Alternative Alignments Considered

Between Dunvegan substation and Upper Feorlig, an alignment to the south of the existing 132 kV wood pole line was considered. This alignment would have continued to bisect through the crofting properties at Upper Feorlig and would potentially cross a greater extent of Class 1 peatlands in comparison to the preferred alignment. This option was therefore less favoured compared to the preferred alignment. At Balmeanach, an alignment to the south of the minor road was considered. Whilst this would avoid passing through the geological SSSI, it would have required the creation of a new wayleave through the western extent of the Glen Ullinish conifer plantation, resulting in additional felling, and may have resulted in potential visual effects from properties at Balmeanach. It would have also crossed through an additional area of Class 1 peatlands. This was less favoured than the preferred alignment.

Section 1 – Edinbane to Sligachan

Reference should be made to Figures 2.2, 2.3, 3.1 and 4.1, which show the preferred alignment in this section of the route. This is another sparsely populated section, dominated by areas of open moorland and commercial forestry. In the north west of this section, hillocks and rocky knolls are common features. River valleys are typically flanked by moderately sloping ground. Settlement is found only at Glenmore and Mugeary and access through this section is limited to the B885, minor single track roads and the A87 at Glen Varragill.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Minimising potential impacts on the properties at Glenmore and Mugeary;

 Proximity to the Cuillins SPA and minimising potential impacts on golden eagle (a qualifying feature of the SPA) and other ornithological interests (e.g. white tailed eagle);

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable; and

 Avoidance of forestry at Glen Varragill.

Technical Considerations

Construction access would need to give due regard to watercourses throughout this section, and areas of deeper peat would require identification. There is potential for areas of wet and saturated ground in places, for example at Glenmore and at the head of Loch Sligichan. It is anticipated that construction access would consist of temporary track solutions where required and low pressure tracked vehicles to minimise potential effects on habitats. Existing tracks would be utilised where possible, for example at Glen Varragill. Helicopters would be used to facilitate the delivery of materials.

Where the preferred alignment crosses the existing 132 kV wood pole line, temporary ‘tie ins’ between the existing and new line may be required.

Alternative Alignments Considered

Between Edinbane Substation and to the north of Glenmore (approximate Grid Reference NG 43167 41205), an alternative alignment to the south of the existing line was considered. This was discounted as the new line would need to be aligned over rocky knolls, and given that the existing line is very close to the base of these knolls in places, space to construct a new line is restricted. This would result in a line that would be prominent in places, with greater challenges to construct. The area of blanket bog identified as the line leads down to the Ose River is unavoidable without a lengthy deviation. Therefore, remaining close to existing infrastructure in this area was deemed the preferable option. Alternative routes through the Glen Vic Askill woodland were not favoured to avoid additional felling of trees. From approximate Grid Reference NG 43167 41205 to the south of Mugeary (approximate Grid Reference NG 45173 37065), an alternative alignment was considered to the north of the existing line. This would have brought the line closer to properties in Glenmore and Mugeary. Whilst it was considered that this could have been achieved without incurring a potentially notable visual effect, discussions with local residents highlighted a preference for the line to be moved further away from properties. From An Leitir (approximate Grid Reference NG 45173 37065) alignments were considered to the north and south of the existing line, crossing the A87 and through Glen Varragill Forest. Of these options, the alignment to the north was preferred as it avoided skylining, was a better “fit” with the landscape and passed, in part, through an area of recently felled plantation. Further felling and a wayleave through the woodland would however be required with either of these options. The preferred alignment (to the north and east of Glen Varragill Forest), avoids felling of woodland and also would be screened from the A87 by the forest as it heads south toward Sligachan.

Section 2 – Sligachan to Broadford Substation

Reference should be made to Figures 2.4, 2.5, 2.6, 3.2 and 4.2, which show the preferred alignment in this section. This section transitions from the open moorland and relatively gently sloping nature of the landscape character types in Sections 0 and 1 of the route, into the mountainous and steep hillsides of the Cuillin Hills, before flattening out again upon reaching Broadford. The A87 skirts the Cuillin Hills and settlement is scattered along this route, except where concentrated at Sconser, Luib, Dunan, Strollamus and Broadford. This is a sensitive section in both landscape and natural heritage terms, recognised by national and international designations of environmental importance such as the Cuillin Hills NSA, Cuillins WLA and Cullins SPA. It is also technically challenging with topographical constraints and technical restrictions given the presence of existing overhead lines. The preferred alignment has been identified with these challenges in mind.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Minimising potential landscape and visual impacts, particularly in relation to the Cuillin Hills NSA, the Cuillins WLA and other sensitive receptors e.g. at Sligachan and along the A87;

 Proximity to the Cuillins SPA and minimising potential impacts on golden eagle (a qualifying feature of the SPA) and other ornithological interests (e.g. white tailed eagle);

 Avoiding the tidal zone at the head of Loch Sligachan;

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable; and

 Minimising impacts on commercial woodland at Broadford.

Technical Considerations

At some locations along the preferred alignment throughout this section there are unavoidable areas of steep gradient and side slopes. This will affect construction activities, however all earth works will be temporary and will be reinstated. These locations include to the east of Sligachan for approximately 3 km, to the south of Sconser (to the east of Gleann Torra-mhichaig) for approximately 2 km and near the head of Loch Ainort for approximately 3 km.

Access during construction would be facilitated by the proximity of the A87, although traffic management measures would need to be put in place. It is anticipated that construction access would consist of temporary track solutions and low pressure tracked vehicles to minimise potential effects on habitats. Existing tracks would be utilised where possible. Helicopters would be used to facilitate the delivery of materials. Construction access would need to give due regard to watercourses throughout this section, and areas of deeper peat would require identification.

Where the preferred alignment crosses the existing 132 kV wood pole line, temporary ‘tie ins’ between the existing and new line may be required. Modification to the existing distribution network may be necessary in the vicinity of Loch Sligachan and Loch Ainort to accommodate the preferred alignment.

Alternative Alignments Considered

At Sligachan, an alternative alignment was considered crossing the flood plain in parallel with the existing OHL. This alignment was ruled out on engineering grounds due principally to the considerable challenge of constructing foundations across approximately 800 metres of the surface water flood risk zone. Between Sligachan and Sconser, minor alterations of the alignment were considered, but given the topographical constraints to the south of the line, the only viable option is to the north. This takes the preferred alignment closer to properties within the Sconser area but has the benefit in landscape character terms of moving the line further downhill. Through Gleann Torra-mhichaig, options were considered following the existing line. Whilst an alignment could have been achieved, the preferred alignment presents an opportunity to remove the existing line from this glen which would result in a beneficial effect on the NSA, WLA and visual receptors using the A87. If an alignment through Gleann Torra-mhichaig were taken forward, an alternative inland alignment at the head

of Loch Ainort was considered, but this would physically intrude into the NSA and WLA, and was therefore discounted on landscape grounds.

Section 3 – Broadford to Kylerhea

Reference should be made to Figures 2.7, 2.8, 2.9, 3.3 and 4.3 which show the preferred alignment in this section. This section initially traverses a relatively flat area of open moorland and commercial forestry plantation to the south of the populated A87 corridor, comprising the towns of Broadford, Harrapool, Skulamus and Breakish. Where the section enters the Kinloch and Kyleakin Hills SAC / SSSI the terrain turns mountainous with exposed and unavoidable areas of steep gradient before reaching the existing OHL steel lattice crossing at Kylerhea.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Minimising potential landscape and visual impacts, particularly as the line traverses the headland from Kyle Akin to the existing crossing point at Kylerhea;

 Minimising potential impacts on ornithological interests, in particular golden and white tailed eagles;

 Minimising potential impacts on the qualifying features of the Kinloch and Kyleakin Hills SAC / SSSI;

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable;

 Suitable habitat for protected species such as otter and pine marten;

 Minimising potential impacts on archaeological sites located within the vicinity of the preferred alignment; and

 Minimising impacts on residents and tourists in the Glen Arroch and Kylerhea.

Technical Considerations

From Broadford substation to the head of Loch Na Beiste, the preferred alignment runs parallel to the existing steel lattice 132 kV OHL across generally clear, open and undulating terrain where in-line access would be envisaged combined with the use of low pressure tracked vehicles to minimise potential effects on habitats.

From the head of Loch na Beiste eastwards, there is challenging construction terrain, typically faced with severe side slope and inline gradients. Helicopters will be required for material deliveries, with long access routes from the nearest hardstanding. It is anticipated that construction access would consist of temporary track solutions and low pressure tracked vehicles to minimise potential effects on habitats. Through areas of forestry, existing tracks would be utilised where possible.

Significant access development (including stone tracks) may be required to accommodate the reconductoring of the Kylerhea crossing towers.

Alternative Alignments Considered

Between Broadford substation and the minor road to Glen Arroch, an alternative alignment was considered to the north of the existing steel lattice OHL. This option would have moved the line closer to properties along the A87, particularly those at Broadford and Harrapool, and would have required a crossing of the existing steel lattice OHL, presenting a technical challenge. An alignment to the south of the existing OHL was therefore preferred. From a habitats perspective, the whole area between Broadford substation and the minor road to Glen Arroch is fairly homogenous wet heath / blanket bog, and it is therefore considered that following the existing infrastructure is preferable.

An alternative alignment was also considered from the minor road to Glen Arroch to the existing steel lattice crossing at Kylerhea, paralleling the existing OHL which runs along the coastline at the northern edge of the Kinloch and Kyleakin Hills SAC / SSSI. The topography here is very steep and the existing OHL is generally built on rocky outcrops. The construction of a new line adjacent to the existing line would represent a major technical challenge due to the steep gradient and likely requirement of a permanent track for maintenance purposes. Notwithstanding these technical challenges, the environmental effects would also be significant as a

new wayleave would need to be created through the designated woodland (the primary qualifying feature of the SAC). This wayleave, and any track creation would result in significant scarring through the SAC. The alignment was therefore discounted on both engineering and environmental grounds.

Section 4 – Kyle Rhea to Loch Quoich

Reference should be made to Figures 2.10 – 2.14, 3.4 and 4.4, which show the preferred alignment in this section of the route. This section is approximately 40 km in length, running north west to south east between the east landing point of the Kylerhea crossing on the mainland to Loch Quoich dam. The terrain is typically dominated by vast areas of mountainous exposed steep to very steep rock. The existing 132 kV steel lattice OHL runs through this section. Access is restricted to a small number of existing single track minor roads at Glenelg and Kinlochhourn, with the area between Balvraid and Kinlochhourn having no public road access at all.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Minimising potential landscape and visual impacts, particularly in relation to Knoydart NSA, Kinlochhourn, Knoydart and Morar WLA, and Moidart, Morar and Glen Shiel SLA and other sensitive receptors e.g. at Glen More and Kinlochhourn;

 Minimising potential impacts on ornithological interests, in particular golden eagles, black throated and red throated divers;

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable;

 Suitable habitat for protected species such as otter, water vole and pine marten; and

 Recreational interests as the preferred alignment would cross several core paths and long distance walking routes through this section;

Technical Considerations

Broad technical and constructability considerations through this section are discussed in Section 2.3 of this report. Further detail on these considerations is provided here.

At the Kylerhea crossing on the mainland side, the area to the immediate north and east of the anchor tower is constrained by significant slope gradients, which reduce in severity but continue for a further 2 km (approximately).

Towards Glenmore, as the preferred alignment passes Cnoc Mor and for 2 km beyond there are severe on line gradients with moderate side slopes which could present a challenging environment for access and construction. Undulating terrain with moderate side slopes and in-line gradients is then present until Druim losal. Micro-siting of the preferred alignment may be required between Druim losal and Torr a Phreasachain given proximity to the existing steel lattice OHL. This would be subject to a detailed engineering survey.

The area from Gleann Beag through to Kinlochhourn is particularly remote. Construction access into this area is anticipated to involve the construction of temporary tracks or upgrading of existing tracks to facilitate the installation of support foundations, erection of towers and stringing activities. Helicopters would be used for the delivery of materials. There may also be a requirement to upgrade some sections of the track (e.g. the switchback up the hill from Kinlochhourn) to improve what is there at present.

Replacement towers are proposed over two sections: 1); At Gleann Dubh Lochain, towers QB167 to QB177 (approximate Grid Reference NG 90091 10853 and approximate Grid Reference NG 91964 09632) and 2); At Kinlochhourn, towers QB188 to QB198 (approximate Grid Reference NG 93825 08259 and approximate Grid Reference NG 95254 07135). At Kinlochhourn, the preferred alignment would revert back to a wood pole line, undersailing the existing route in span QB198 - QB199 at Kinlochhourn. Moderate to severe gradients and side slopes are present for the following 2 km. Access along this section will be taken from the minor road to Kinlochhourn. It is envisaged that Helicopter could be used for the delivery of materials and in-line access would be combined with the use of ATV’s.

At the crossing of Glen Quoich, it is proposed to rebuild this crossing off line, providing a double circuit route to accommodate the existing and proposed circuits. The alignment of this new section of double circuit route crosses severe in line gradients and side slopes, and as such support positions will be dictated by the topography and micrositing.

Alternative Alignments Considered

East of the Kylerhea crossing towers on the mainland, an alternative alignment was considered which followed the existing OHL through the forest plantation. This would have required a widening of the existing wayleave corridor to a wind firm edge and could have resulted in extensive tree removal. Instead, the preferred alignment was selected as it makes better use of existing fire breaks, thus reducing the amount of felling required. Another alternative considered was following the ferry road route to the south before re-joining the existing alignment to the east. However, concerns were raised here regarding visual effects both from the road and from Kylerhea; combined with potential adverse effects upon the eagle population in this area.

As the line crosses Glen More, alternative alignments were considered which followed the existing 132 kV steel lattice OHL, or took a shorter deviation around Cnoc Mor. Topographical constraints meant that following the existing alignment would be technically challenging, and would bring the line closer to properties in Glen More. The shorter deviation around Cnoc Mor was considered to be less preferred from a landscape and visual perspective.

Beyond Balvraid, alternative alignments were considered to circumnavigate Druim Iosal due to the topographical constraints in this area, with the preferred alignment selected as it minimises the spread of influence of the new line and avoids felling of native woodland at Strath Chomar.

Between Balvraid and Kinlochhourn, options immediately to the north and south of the existing 132 kV steel lattice OHL were considered. The consideration of other alignments was restricted through the steep topography in this section. Remaining on the north side of the existing line was preferred from a technical perspective.

Between Kinlochhourn and Loch Quoich, an alignment adjacent to the existing line would be extremely challenging technically and would give rise to significant health and safety issues both in construction and operation given the topography in this section and the fact that many of the existing towers are built on rocky outcrops. Minor deviations of the lower level route were then considered prior to identifying the preferred alignment.

Section 5 – Loch Quoich to Invergarry

Reference should be made to Figures 2.15, 2.16, 3.5 and 4.5, which show the preferred alignment in this section of the route. This section sweeps the northern shores of Loch Poulary and Loch Garry from Loch Quoich dam before passing to the north of Invergarry. Settlement is sporadic for the most part, typically found along the minor road to Kinlochhourn, with pockets of settlement concentrated in Tomdoun and Inchlaggan, and to the north of the A87 at Munerigie. The 132 kV steel lattice line, other electricity distribution and telecom infrastructure are often seen when travelling along the minor road to Kinlochhourn, and at points crossing over the A87. Large areas of forestry plantation are common throughout this section.

The key environmental considerations in this section include (see Appendix 1 for further details):

 A new wayleave through the wooded and forested sections of the strath would require the removal of trees;

 Minimise potential landscape and visual impacts on sensitive receptors, e.g. residents in Glengarry and the A87, where possible;

 Minimise potential impacts on black throated diver and common scoter, qualifying features of the West Inverness-shire Lochs SPA;

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable; and

 Suitable habitat for protected species such as otter, water vole, red squirrel, badger and pine marten.

Technical Considerations

There is reasonable access for construction traffic along the length of the route, given the proximity to the A87 and minor road to Kinlochhourn. Traffic management measures would be required, particularly on the A87, whilst some upgrading of the minor road may be necessary. Construction access would be facilitated by temporary trackway, utilising existing forestry or estate tracks and the delivery of materials by helicopter.

With the exception of the area either side of Quoich Dam where there are severe side slopes for approximately 3 km, the remainder of the preferred alignment is generally unconstrained and in undulating open terrain.

Modification to the existing electricity distribution network may be necessary in the vicinity of Loch Quoich dam to accommodate the preferred alignment.

An undersail within the vicinity of Quoich switching station (to the north of Kingie Power Station) is proposed to cross the existing steel lattice OHL. This could be achieved by undergrounding of the preferred alignment at this crossing point.

Alternative Alignments Considered

From Loch Quoich dam to Allt a’ Ghobhainn (approximate Grid Reference NH 11159 02024), an alternative alignment to the north of the existing OHL (on the uphill side) was considered but discounted due to steepness of slope within the vicinity of the dam in particular. From Allt a’ Ghobhainn (approximate Grid Reference NH 11159 02024) to Inchlaggan, the preferred alignment is routed adjacent to the existing OHL (to the north). An alternative alignment was considered further to the north, initially across open moorland before then entering forestry plantation. Despite identifying an alignment which followed the contours of the open moorland well, the alignment was not preferred due to the requirement to create a new wayleave through the forestry plantation. At Inchlaggan, the preferred alignment is routed to the north of the settlement and continues through the plantation. An alternative alignment around the back of Inchlaggan before then running in parallel with the existing OHL was considered, but this was less preferred on landscape and visual grounds. From the A87 crossing, an alternative alignment was considered which followed the existing OHL. This would have been routed close to properties at Munerigie and therefore the preferred alignment to the north of Munerigie was favoured.

Section 6 – Invergarry / Glen Moriston to Fort Augustus

Reference should be made to Figures 2.18, 3.6 and 4.6, which show the preferred alignment in this section of the route. The preferred alignment in this section broadly follows the Skye T to Fort Augustus 132 kV OHL for its entirety, and the Fort Augustus to Fort William steel lattice OHL for part of its length.

The key environmental considerations in this section include (see Appendix 1 for further details):

 Minimise potential landscape and visual impacts on sensitive receptors, e.g. residents in Auchterawe, where possible;

 Minimise potential impacts on black throated diver and common scoter, qualifying features of the West Inverness-shire Lochs SPA;

 Minimise potential impacts on sensitive habitats (including groundwater dependent terrestrial ecosystems) and avoidance of areas of deep peat where practicable;

 Suitable habitat for protected species such as otter, water vole, red squirrel, badger and pine marten;

 Potential impacts on commercial woodland and the use of existing forestry tracks; and

 Minimising potential impacts on the Caledonian Canal and Torr Dhuinn Fort Scheduled Monuments.

Technical Considerations

There are no notable construction related constraints identified along the preferred alignment, although the approach into Fort Augustus Substation will be subject to further engineering studies. There may also be a

requirement to cross the existing Skye T circuit with a cable undergrounding. Considerable access development may be required to accommodate the construction activities associated with a cable dip on the approach to Fort Augustus. Alternatively if the Skye T and proposed circuits are to be switched over to prevent an OHL crossing, outage constraints etc. temporary ‘tie ins’ between the existing and proposed routes may be required. Constructability within this section appears good with no moderate or severe side slopes identified. It is anticipated that construction access would consist of temporary track solutions where required and low pressure tracked vehicles to minimise potential effects on habitats. Helicopters would be used to facilitate the delivery of materials.

Alternative Alignments Considered

From the Skye T off point to Inchnacardoch Forest, the preferred alignment runs adjacent to the Skye T and Fort Augustus to Fort William overhead lines. This is a section with good construction access and to maximise use of this, and to minimise the spread of overhead line infrastructure in this area, no alternative alignments were considered further. Through Inchnacardoch Forest, an alignment to the north of the Skye T to Fort Augustus 132 kV overhead line was considered, but this was not favoured as it would cross the existing forestry track at a number of points and result in felling to the north of the line. As such, an alignment to the south of the Skye T to Fort Augustus 132 kV overhead line was preferred. Running in parallel to the south of the Skye T line minimises additional felling in this area.

5. CONSULTATION ON THE PROPOSALS

SHE Transmission plc places great importance on, and is committed to consultation and engagement with all parties, or stakeholders who are likely to have an interest in proposals for new projects. Stakeholder consultation and engagement is an essential part of an effective development process.

During the strategic options and corridor selection stages, consultation with statutory consultees has been undertaken at key points since March 2014.

At route options stage, a variety of methods were used to engage stakeholders and seek comment on the route options put forward and preferred route option. These included meetings and site visits with statutory consultees, and public exhibition events. The Fort Augustus to Skye Project: Consultation Document (September 2016) detailed the selection process for the preferred route, taking account of environmental, economic and technical factors, and written feedback was requested from stakeholders.

A Report on Consultation was published in June 2017. This documents the consultation process following submission of the Consultation Document (between September 2016 and December 2016) and records feedback received from stakeholders including objections, concerns, questions and statements of support. The Report on Consultation also documents actions undertaken in response to feedback where relevant and sets out how the preferred route has been informed by the consultation process. Further work in relation to the route of the overhead line and how consultation responses have been addressed at included within Part 3 of this document.

Feedback received and actions taken in relation to the identification of a preferred alignment are referenced in this report where appropriate.

Prior to formally consulting on the preferred alignment, a joint site visit with THC, SNH, SEPA and FCS was arranged to review the preferred alignment at Kinloch Hourn. Separate discussions have also been held with FCS regarding Section 3 and Section 6 of the preferred alignment.

A series of public exhibition events, providing information on the preferred alignment were also held in September 2017. This was undertaken to provide local communities the opportunity to provide feedback as early on in the process as possible.

5.1 Questions for Consideration by Consultees

When providing your comments and feedback, SHE Transmission would be grateful for your consideration of the questions below:

 Have we explained the need for this Project adequately?

 Have we explained the approach taken to select the preferred alignment adequately?

 Are there any factors, or environmental features, that you consider may have been overlooked during the preferred alignment selection process?

 Do you have any other comments about the preferred alignment?

5.2 Next Steps

All comments are requested by 30th March 2018. A Report on Consultation will be produced which will document the consultations received, and the decisions made in light of these responses.

Further public exhibitions will be held following analysis of the consultation responses received to this document. These will aim to provide information on the consultation responses from this document, detail any changes made to the alignment as a result of the responses received, and identify the proposed alignment.

Appendices

Appendix 1: Environmental Appraisal of Preferred Alignment

Section 0 – Dunvegan to Edinbane Description:

The preferred alignment through this section generally follows the alignment of the existing 132 kV wood pole line, on its northern side. The alignment would typically be offset from the existing line (which would be removed once the new line is energised) by approximately 50m. The main exception to this is at Upper Feorlig whereby the new line is routed further to the north of the properties here (over 200m to the closest property), in order to reduce the potential for adverse visual effects.

Review of Environmental Effects: Topics Potential Effects Landscape and visual The preferred alignment does not pass through any landscape designations and is routed predominantly within the smooth stepped moorland Landscape Character Type (LCT) which is broadly accommodating of this type of development, particularly as this line will be replacing the existing 132 kV wood pole line. The alignment would be routed further to the north of crofting properties at Upper Feorlig and Balmeanach, compared to the existing line. This is seen as a benefit in visual terms as the new line would be located further to the north of properties, particularly at Upper Feorlig where the existing line bisects the settlement. Some removal of forestry would be required as the route approaches Edinbane Substation.

Natural Heritage The preferred alignment does not pass through any sites designated for their nature conservation importance, or ornithology.

From Dunvegan Substation, the preferred alignment crosses a large expanse of blanket bog and wet heath vegetation to Upper Feorlig. The blanket bog habitat is punctuated in places by artificial drainage and peat cuttings, but there are large areas of intact bog on higher, flatter ground away from the public road. Blanket bog vegetation here is dominated by Hare’s tail cotton grass (Eriophorum vaginatum) and Heather (Calluna vulgaris), with occasional small bog pools and runnels typically dominated by Common cotton grass (Eriophorum angustifolium) and Sphagnum denticulatum or Sphagnum cuspidatum. At Upper Feorlig the route crosses fields of semi-improved grassland and rush-pasture, and the Caroy River. Here vegetation is dominated by MG10 Holcus lanatus-Juncus effusus rush-pasture, with patches of Yellow flag (Iris pseudacorus) and Tufted hair grass (Deschampsia cespitosa). The preferred alignment continues south- east across modified bog and wet heath vegetation above Caroy. These habitats are heavily grazed and fragmented. Drier heath habitats, with higher coverage of Heather are present in the gullies of Allt nan Cat and Allt Airigh Dhonachaidh.

The preferred alignment then heads east crossing a section of blanket bog habitat skirting along field boundaries of Balmeanach to the

Appendix 1: Environmental Appraisal of Preferred Alignment Page 1

south. Blanket bog vegetation here is heavily modified by peat cuttings (historic) and a high grazing pressure with much rough grassland dominated by Heath rush (Juncus squarrosus). The preferred alignment then passes along a track through an exotic conifer plantation to Edinbane substation. Groundwater dependent terrestrial ecosystems (GWDTEs) are present within this section and would be subject to further study to identify their nature and extent. In closely following the existing line, the preferred alignment seeks to minimise potential adverse effects on habitats of conservation interest within this section, subject to more detailed survey effort and implementation of appropriate and sensitive access track solutions.

There is suitable habitat within the general vicinity of the alignment for protected species such as otter, as well as possible corncrake and hen harrier breeding habitat. Further survey effort would be undertaken at the EIA stage to identify the presence of protected species and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with the preferred alignment in this section include: Constraints  Watercourse crossings including, but not limited to, Roskhill and Caroy Rivers & Abhainn Bhaile Mheadhonaich (or tributaries of);

 Potential for areas of deep peat. The preferred alignment crosses areas identified as Class 1 (strong likelihood of deep peat and areas of priority peatland habitats). Peat depth would be identified through further survey effort and areas of deeper peat avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 There are a small number of Scheduled Monuments and Listed Buildings (e.g. Barpannan Chambered Cairns and Dun Feorlig Broch SM) present within the wider area, but indirect effects on these sites are unlikely. Other cultural heritage features are limited to farmsteads, shielings and a fragment of a broch;

 Private water supply infrastructure present in this section (e.g. Balmeanach). Further survey effort required to identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the preferred alignment passes through a Drinking Water Protection Area (DWPA) (Surface Water) at Balmeanach. DWPAs are designated under Article 7 of the Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

 Core path SL28.01 (Loch Caroy to Glen Vic Askill) located to south of preferred alignment on approach to Edinbane substation.

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There are no current planning applications (determined or awaiting decision) within the vicinity of the preferred alignment.

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Section 1 – Edinbane to Sligachan Description:

The preferred alignment through this section generally follows the existing 132 kV wood pole line until Glen Varragill. Between Edinbane Substation and (approximate Grid Reference NG 43167 41205 to the north of Glenmore), the preferred alignment is located to the north of the existing line (which would be removed once the new line is energised). The alignment would typically be offset from the existing line by approximately 50m.Only a very small area of woodland would require removal at (approximate Grid Reference NG 41682 41204) immediately to the north of Creag Bhreac. In order to reduce potential adverse visual effect on the settlement at Glenmore, the preferred alignment crosses the existing line to the north of Glenmore (approximate Grid Reference NG 43167 41205), and follows an alignment to the south of the existing line (offset by approximately 50m) until to the south of Mugeary (approximate Grid Reference NG 45173 37065). At this point, the preferred alignment would cross back to the north side of the existing line, heading in an easterly direction and following the northern edge of Glen Varragill Forest, crossing the A87, before then heading south towards Sligachan, following an existing track to the east of Glen Varragill Forest.

Review of Environmental Effects: Topics Potential Effects Landscape and visual The preferred alignment is generally routed through an area of upland moorland, with areas of coniferous plantation. This is a landscape that is broadly accommodating of this type of development. As this will be replacing the existing line, any potential effects on landscape character are not anticipated to be notable in the long term. For the majority of the alignment there are few visual receptors, apart from the properties at Glenmore and Mugeary. At the linear settlement of Glenmore which lies along a ridge, the preferred alignment in the valley below would be to the south of the existing alignment, and therefore further away from properties compared to the existing line. It is anticipated that the preferred alignment would be likely to avoid notable visual effects here. Although the preferred alignment will be visible as it crosses the A87, the line would be screened from receptors travelling along the A87 for the length of the Glen Varragill Forest as it heads south to Sligachan.

Natural Heritage The preferred alignment would pass through, or close to the edge of the Cuillins Special Protection Area (SPA) for approximately 3km, for which golden eagle is a qualifying feature. Within the SPA the existing line stays on the low ground following the main road, and the new route follows this closely for the majority of its length. The preferred alignment therefore presents a low potential risk to the golden eagles as they will already be less likely to utilise this area as they avoid areas of human disturbance and prefer ridge lines and the higher altitudinal levels of terrain features. It is understood that up to four golden eagle nest territories and three white-tailed eagle territories exist within approximately 6 km of the preferred alignment. Predicting Aquila Territory (PAT) modelling suggests a possibility of some loss of range use due to displacement. This will be partly offset by the fact that these territories currently include the existing line, which would be

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removed once the new line is energised. There are also potential effects of disturbance during construction, which may require mitigation mainly through timing of construction activities.

The preferred alignment initially crosses semi-improved grassland fields grazed by sheep, with areas of Soft rush (Juncus effusus). As the preferred alignment slopes down toward the Ose River, it would cross an area of blanket bog comprising a typical assemblage of Heather (Calluna vulgaris), Hare’s-tail cottongrass (Eriophorum vaginatum) with some Sphagnum capillifolium and Bilberry (Vaccinium myrtillus). The preferred alignment then crosses the Ose River, which has small areas of Yellow flag iris (Iris pseudacorus) dominated mire and broadleaved trees including Willow (Salix sp.) and Downy birch (Betula pubescens) along its length. The preferred alignment then climbs uphill as it heads south to pass Beinn na Cloiche over a mixture of dry heath and wet heath habitats. The preferred alignment traverses an area of wet heath/wet modified bog with a typical assemblage of Purple moor-grass (Molinia caerula), Deergrass (Trichophorum germanicum), Cross-leaved heath (Erica tetralix) and Heather as it passes between Beinn a’ Mhadaidh and Loch Connan, heading toward the B885 public road. The preferred alignment then heads across a mosaic of wet heath and blanket bog, passing to the north of Am Maol and south of the conifer plantation which has been partially felled. The preferred alignment crosses the Abhainn an Achaleathain watercourse before heading south-east through marshy grassland dominated by soft rush past Glenmore and Mugeary, before skirting Glen Varragill Forest and heading south to the head of Loch Sligachan. GWDTEs are present within this section and would be subject to further study to identify their nature and extent.

There is suitable habitat within the general vicinity of the alignment for protected species such as otter, water vole, badger and pine marten. Further survey effort at the EIA stage would be undertaken to identify the presence of protected species, and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with the preferred alignment in this section include: Constraints  Watercourse crossings including, but not limited to, River Ose, Abhainn an Achaleathain, Glenmore River and River Varragill (or tributaries of);

 Class 1 peatlands (strong likelihood of deep peat and areas of priority peatland habitats) are dominant throughout large areas of this section, particularly to the north of Glenmore. Peat depth would be identified through further survey effort and areas of deeper peat avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 Cultural heritage features within the vicinity of the preferred alignment limited to post medieval dykes with Glen Colbost, township

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features at Glenmore and Mugeary, and hut circle in Glen Varragill; and

 Private water supply infrastructure present in this section at Glenmore. Further survey effort required to identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. There are no current planning applications (determined or awaiting decision) within the vicinity of the preferred alignment.

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Section 2 – Sligachan to Broadford Description:

Approaching Sligachan from the north, the preferred alignment would be initially to the north of the existing line, before crossing the existing line at (approximate Grid Reference NG 48812 30704) and taking an alignment just beyond the edge of the tidal area at Loch Sligachan (see Visualisations 1 and 2). The preferred alignment then crosses the A87, passing to the south of a currently disused small quarry, before crossing the existing line again to follow a lower route along the hillside (compared to the existing) toward Sconser. From Sconser the line deviates from the existing line to cross the A87 at (approximate Grid Reference NG 53742 31074) and follows the eastern hillside of Gleann Torra-mhichaig to pass south of Druim nan Cleochd. The preferred alignment would then parallel an existing 11 kV OHL down towards the head of Loch Ainort. At the head of Loch Ainort, the line would run as close as possible to the existing line at this point (i.e. 50m) on its eastern side (see Visualisation 4). The preferred alignment would then cross the A87 and follow the 33 kV OHL toward Luib to the north of the existing OHL (i.e. lower down the slope). Just west of Luib the preferred alignment would then cross the existing OHL onto the south side (i.e. higher up the slope) and pass south of Loch nam Madadh Uisge and thereafter would continue on this side to Broadford Substation utilising an existing firebreak in the woodland on approach to the substation to minimise felling.

Review of Environmental Effects: Topics Potential Effects Landscape and visual This alignment follows the general line of the A87 and sections are within the Cuillin Hills NSA and Cuillins WLA. This is a sensitive landscape, although views of the existing 132 kV OHL and lower voltage distribution infrastructure are common when travelling through this landscape along the A87. The potential landscape and visual effects of a new OHL would be offset by the removal of the existing line.

At the head of Loch Sligachan, the preferred alignment would be positioned outside of the tidal area, which would bring it closer to receptors at Sligachan (by approximately 300m compared to the existing line). As a result, the crossing of the A87 would also be slightly closer to receptors at Sligachan, but would be partially screened behind a knoll (see Visualisations 1 and 2). Between Sligachan and Sconser, the new line would be routed to the north of the existing line, minimising potential effects on landscape character and Wild Land. From Sconser the alignment to the east of the Gleann Torra-mhichaig has the benefit of removing the existing line from views along the glen from the A87 (see Visualisation 3). At the head of Loch Ainort, the preferred alignment would be aligned in parallel to the existing line (which would be removed once the new line is energised). No notable impacts are anticipated as a result here (see Visualisation 4), as the preferred alignment runs generally in parallel with the existing line to Broadford Substation.

Natural Heritage The preferred alignment would pass through the Cuillins SPA for over 21 km, for which golden eagle is a qualifying feature. Within the SPA the existing line stays on the low ground following the main road, and the preferred alignment generally follows this closely for the majority of its length. The preferred alignment therefore presents a low potential risk to the golden eagles as they will already be less likely

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to utilise this area as they avoid areas of human disturbance and prefer ridge lines and the higher altitudinal levels of terrain features. It is understood that up to four golden eagle nest territories and two white-tailed eagle territories exist within approximately 6 km of the preferred alignment. PAT modelling suggests a possibility of some loss of range use due to displacement. This will be partly offset by the fact that these territories currently include the existing line, which would be removed once the new line is energised. There are also potential effects of disturbance during construction, which will require mitigation mainly through timing of construction activities.

In terms of habitats, this section of the preferred alignment begins in the north by passing over an intertidal area of salt marsh as the River Sligachan discharges into the sea loch. The preferred alignment then follows the A87 as it passes round the base of Glamaig and the northern Red Hills, within the Cuillins SPA. The predominant habitat featured between Loch Sligachan and Loch Ainort along the route is wet heath with several smaller watercourses and acid flushes present. As the line drops toward Loch Ainort it crosses the Allt Mhic Mhoiren, which sits in a small gorge with a few scattered broadleaf trees along its edges. As the preferred alignment passes over the head of Loch Ainort and the Abhainn Ceann Loch Ainort watercourse, a mosaic of wet heath and blanket bog is crossed, west of the salt marsh vegetation. The line then continues to follow the route of the A87 across wet heath vegetation to Luib, where the line diverts away from the road to pass to the south of Am Meall and Creag Strollamus. The line drops into the Broadford substation, through a young conifer plantation. GWDTEs are present within this section and would be subject to further study to identify their nature and extent.

There is suitable habitat within the general vicinity of the alignment for protected species such as otter (signs recorded Abhainn Ceann Loch Ainort), and pine marten. Further survey effort at the EIA stage would be undertaken to identify the presence of protected species and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with the preferred alignment in this section include: Constraints  Watercourse crossings, included but not limited Abhain Torra-mhicheillaig , Allt Mhic Mhoiren, Abhainn Ceann Loch Ainort, Allt Strollamus (or tributaries of);

 Potential for areas of deep peat in some areas, for example at Sligachan, at the head of Loch Ainort, to the west of Strollamus and approaching Broadford. This is recognised by these areas being mapped as Class 1 and Class 2 peatlands. Areas of deeper peat would be identified through further survey effort and avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 Cultural heritage features within the vicinity of the preferred alignment limited to farmsteads, shielings and township features at Strollamus;

 Private water supply infrastructure present in this section (e.g. at Sligachan, Sconser and Luib). Further survey effort required to identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the

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preferred alignment passes through a DWPA (Surface Water) at Strollamus. DWPAs are designated under Article 7 of the Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

 The preferred alignment would cross The Torrin Ring Scottish Hill Track at Luib and Strollamus, and the Luib Hill Track Core Path SL03.01.

There are no current planning applications (determined or awaiting decision) within the vicinity of the preferred alignment.

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Section 3 – Broadford to Kylerhea Description:

The preferred alignment in this section initially follows in parallel to the south of the existing 132 kV steel lattice OHL, offset by approximately 50m. A widening of the existing forestry plantation wayleave between Broadford Substation and the B8083 would be required to facilitate the new line, and this would also be the case as the line passes through forestry adjacent to the existing OHL between the minor road to Glen Arroch and to the south of Kyleakin (Grid Reference NG 75096 24700). At this point, the preferred alignment deviates from the existing OHL, taking a route higher up the hillside on to the south of the existing OHL, largely avoiding the steep slopes and woodland closer to the coastline. The preferred alignment climbs over undulating terrain with some ravine crossings to the south of Mudalach, before descending around the base of Carn an Seachrain towards the existing OHL crossing point at Kylerhea.

Review of Environmental Effects: Topics Potential Effects Landscape and visual There are no designated landscapes affected by this alignment. The alignment would initially traverse areas of smooth stepped moorland and coniferous woodland to the south of the populated A87 corridor. This landscape is broadly accommodating to a new OHL, albeit there would be potential for increased effects on landscape character and rear views from properties given the new OHL would be adjacent to the existing 132 kV OHL. The most challenging section of this route would be as it traverses the headland from Kyle Akin to the existing crossing point at Kyle Rhea.

It should be noted that the Landscape and Visual Appraisal (LVA) of Route 3A carried out early in 2017 assumed an alignment in parallel and adjacent to the existing OHL, which due to the indented local topography at this level, would have required a permanent access track and associated cut and fill scarring. The conclusions of the LVA route assessment would have been different had this higher preferred alignment, without the need for a permanent access tracks and with limited direct impacts upon the deciduous woodland, been assessed instead.

It is considered likely that although the preferred alignment would result in direct impacts upon a corridor of conifer woodland to the west, it would only impinge upon the periphery of some parts of the native deciduous woodland along the coast. In addition, as a permanent track would not be required, potential direct and indirect effects on landscape character are unlikely to be notable (see Visualisation 5). Visibility of the new OHL from northern shore of Loch Alsh would be distant. Views of the new OHL would also be distant from the RSPB hide and car park at Kylerhea and limited to the preferred alignment connecting into the existing crossing point (see Visualisation 6). There are potential close-up views from the core path on the opposite side of Kyle Rhea although these are partially screened and filtered by foreground trees and vegetation.

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Natural Heritage The preferred alignment initially follows the existing line and would therefore be routed along the edge of the Cuillin Hills SPA for approximately 1 km. There are no other ornithological designations within the vicinity of this alignment. It is understood that one golden eagle nest territory exists within approximately 2 km of the preferred alignment. However, the alignment generally follows lower ground (with only a small number of poles above 200m) which reduces potential collision risk as eagles prefer to use ridge lines and the higher altitudinal levels of terrain features. PAT modelling suggests there will only be a minor potential loss of territory due to displacement. There are two active white-tailed eagle nests within approximately 6 km of the alignment. Consultation responses from RSPB and location information from satellite tags and sightings confirm some use of the wider area by this species, especially at the ‘narrows’ area of Kylerhea. RSPB provided information on perch locations used by white-tailed eagles near Kylerhea on both the Skye and mainland sides. All of the perch locations are to the south of the existing overhead line in this area (and therefore the preferred alignment). Field surveys were undertaken in order to inform alignment design and have recorded flights during the breeding season of both white-tailed eagle and golden eagle in this area, including above the existing 132 kV overhead line (steel lattice). Over 45 hours of observation has been completed (mostly during the peak times for white-tailed eagle activity). Forty one white-tailed eagle flights were recorded during the focal watches with flights occurring in most months (March, May, June, July and August). The vast majority of flights consist of those from the perch locations to the sea at the narrows and to other perches near the shore; or circling to gain elevation on the Skye side near the ferry then to the nest locations in the south over the water. Golden eagles were also observed during the focal watches at Kylerhea, with 20 flights recorded in February, March, May and August. Despite a large number of observations made of white-tailed eagle in the vicinity of the Kylerhea narrows, there were very few flights over the land in the area of the preferred alignment, which has been a factor in identifying the preferred alignment. Both eagle species were recorded in flight over the existing line route where it crosses the narrows and makes landfall on the mainland.

The preferred alignment initially follows the route of the existing steel lattice overhead line, heading east from Broadford substation, firstly through mature conifer plantation, crossing the Broadford River, then continuing east passing to the south of the town of Broadford. From the edge of the conifer plantation to the crossing point over the A851, the line passes through a mixture of wet heath, dry heath and a smaller area of semi-improved grassland with tussocks of Soft rush, grazed by sheep. The preferred alignment passes through the very northern extent of Mointeach nan Locain Dubha SAC, the key features of which include blanket bog, oligotrophic to mesotrophic standing waters, natural dystrophic lakes and ponds, transition mires and quaking bogs. The area of the SAC crossed by the preferred alignment is wet heath. A mosaic of blanket bog and wet heath with several small lochans is crossed between the A851 and the Glen Arroch minor road. Prior to the Glen Arroch Minor Road, the preferred alignment would cross the Abhainn Lusa, which is included within the Kinloch and Kyleakin Hills SAC and SSSI at this point (see below). Beyond the minor road to Glen Arroch, the preferred alignment is initially routed through conifer plantation, adjacent to the existing steel lattice OHL. As it emerges from the conifer plantation near the head of Loch na Beiste, it deviates from the existing OHL, taking a higher route through the Kinloch and Kyleakin Hills SAC and SSSI. The primary

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qualifying feature of the SAC are the old sessile oak woods varying from acidic oak–birch Quercus–Betula woodland, to base-rich ash– hazel Fraxinus excelsior–Corylus avellana woodland with a herb-rich ground flora. The preferred alignment avoids the majority of this native woodland, but would pass through the southern edge of some parts of the woodland, and across some of the riparian woodland. In these areas felling would be kept to an absolute minimum. The preferred alignment would mostly pass through areas of wet heath (e.g. NVC Codes: M15a, M15b), with other areas of dry heath (e.g. NVC Code H10) and Blanket Bog (e.g. NVC Codes M17 and M19). These habitats are listed on the Habitats Directive as Annex 1 Habitats and direct effects on these habitats are anticipated.

GWDTEs are present within this section and would be subject to further study at the EIA stage to identify their nature and extent.

There is suitable habitat within the general vicinity of the alignment for protected species such as otter, and pine marten. Otter is listed as a qualifying feature of the SAC, but is not a primary reason for its designation. Further survey effort at the EIA stage would be undertaken to identify the presence of protected species, and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with this alignment include: Constraints  Watercourse crossing (or tributaries of) including, but not limited to the Broadford River, Abhainn Lusa, Allt a’ Choire Bhuidhe, Allt Lochain na Saile, Allt na Plaide, Allt an Reidhe Mhoir, Allt Beag Ghuaidhre, Allt Mor Ghuaidhre, Allt na Doire Tarsuinn and Allt an t- Seachrain;

 Potential for areas of deep peat in some areas, particularly to the south of Harrapool, Skulamus and Breakish, and through sections of the Kinloch and Kyleakin Hills SAC / SSSI. This is recognised by these areas being mapped as Class 1 and Class 2 peatlands. Areas of deeper peat would be identified through further survey effort and avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 Clusters of archaeological sites along the route, with potential for further unrecorded features. The alignment passes through the Braigh Skulamus township, and within the vicinity of Runicaleach, a depopulated township overlooking the Kyle Rhea;

 Further survey effort required to identify any private water supply infrastructure within this section and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the preferred alignment passes through a DWPA (Surface Water) at Harrapool. DWPAs are designated under Article 7 of the Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

 The preferred alignment would cross Scottish Hill Track between Broadford and Kilbride and the Broadford to Suardale Core Path SL03.04.

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Section 4 – Kylerhea to Quoich Tee Description:

The preferred alignment generally follows the existing 132 kV steel lattice OHL, with minor deviations along the route. From the crossing at Kylerhea, the line dog legs initially to make use of a fire break in the forestry, before running in parallel to the existing steel lattice OHL until Creag Dubh (approximate Grid Reference NG 82773 21056). Some felling would likely be required to extend the existing wayleave through the forestry at Druim na Leitire. At Creag Dubh, the alignment deviates from the existing steel lattice OHL to avoid the rocky knolls at Cnoc Mor, and to achieve a crossing point at Glen More which is a sufficient distance from existing properties to minimise potential landscape and visual effects as far as possible (see Visualisation 7).

Between Glen More and Gleann Dubh Lochain, the preferred alignment remains on the north side of the existing steel lattice OHL, running in parallel unless local features (e.g. rocky knolls) have prompted minor deviations to the existing line. Bealach Aoidhdailean represents the highest point through this section (474m AOD) and illustrative views of the preferred alignment from this point can be seen in Visualisations 8 and 9. Through Gleann Dubh Lochain and again as the line descends into Kinlochhourn, due to the constricted nature of the valley and topographical restrictions limiting feasible alternative alignments, it is proposed to replace a number of the existing steel lattice towers with new steel lattice towers. These towers would be built close to the existing towers and will be of a similar height able to support both the existing 132 kV line and the new 132 kV connection. Replacement towers are proposed over two sections: 1); towers QB167 to QB177 (approximate Grid Reference NG 90091 10853 and approximate Grid Reference NG 91964 09632) and 2); towers QB188 to QB198 (approximate Grid Reference NG 93825 08259 and approximate Grid Reference NG 95254 07135) (see Visualisations 10 and 11). Between these two sections, the line would be routed back onto wood poles to the north of the existing line.

The section of this route between Balvraid and Kinlochhourn is extremely remote. Construction access into this area is anticipated to involve the construction of temporary tracks or temporary upgrading of existing tracks to facilitate the installation of support foundations, erection of towers and stringing activities. Helicopters would be used for the delivery of materials. There may also be a requirement to upgrade some sections of the track (e.g. the switchback up the hill from Kinlochhourn) to improve what is there at present. Permission has already been granted to the local estate to upgrade the existing track to a 1.5m wide argo track from Gleann Dubh Lochain to the point where the track heads south to Corran (Planning Reference 15/01116/AGR).

Between Kinlochhourn and Loch Quoich, the preferred alignment is closer to the minor road. This is due to the steepness of slope and topography over which the existing steel lattice OHL has been built. The existing steel lattice towers are, in places, built upon rocky outcrops and the viability of a line along this alignment is only possible due to the span lengths of steel lattice towers being up to 300m. The span lengths of a wood pole line are closer to 100m and as a result there is no viable route adjacent to the existing steel lattice line in this location due to the inability to span areas of complex topography and avoid side slope gradient constraints. The preferred alignment therefore takes a lower level route, which threads around the rocky outcrops in the glen floor between Kinlochourn and Loch Quoich (see Visualisation 12).

At Glen Quoich, it is proposed to construct a new crossing on steel lattice towers, closer to the bridge. A new wood pole line does not have sufficient span length to cross this river crossing and the existing steel lattice towers could not support an additional132kV conductor. A short section of the existing 132 kV

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steel lattice OHL would be removed once the new line is energised and there will be an overall reduction in the number of steel lattice towers in this area as a result. The line would revert to wood-pole OHL to the east of the crossing above the road but downslope and south from the existing 132 kV steel lattice OHL (see Visualisation 13). Some peripheral tree removal of small conifer blocks between Glen Quoich and Loch Quoich dam is likely.

Review of Environmental Effects: Topics Potential Effects Landscape and visual This alignment passes through a very remote, rugged landscape with steep complex topography and high scenic qualities. This is reflected in large parts of this area being designated for landscape, namely Knoydart NSA, Kinlochhourn, Knoydart and Morar WLA, and Moidart, Morar and Glen Shiel SLA. Whilst the existing OHL runs through this area and has an influence on the reduced landscape sensitivity of this route, the presence of a new OHL may lead to an increased wirescape effect through this landscape. Notwithstanding this, the preferred alignment seeks to minimise the potential for adverse landscape and visual effects wherever possible.

From the crossing at Kylerhea, the preferred alignment is routed through a firebreak before following the existing steel lattice OHL, thus reducing the felling requirements of a new line. Approaching Glen More, the preferred alignment is to the north of the existing OHL, but has been routed to avoid rocky knolls and hill tops where possible. The crossing of Glen More is at a point which is at a sufficient distance from properties, and utilises an existing deciduous copse and minor valley to partially screen and hide the preferred alignment. Visual intrusion from properties is therefore minimised as far as possible (see Visualisation 7).

Between Balvraid and Kinlochhourn, the preferred alignment is generally adjacent, and to the north of, the existing line (see Visualisations 8,9 &10). This section includes the landscape designations referred to above, and is very remote, with limited construction access opportunities at present. Furthermore, topographic restrictions through some of the valleys in this area offer technical challenges to constructing an OHL. The solution to undertake an online rebuild of two lengths of steel lattice OHL in this area will assist in reducing potential landscape and visual effects. Notwithstanding this, further review of construction access will be required to ensure that the use of permanent tracks are minimised as far as possible, and temporary track solutions are capable of restoration and repair.

A lower level alignment between Kinlochhourn and Loch Quoich has been selected as this offers the best opportunity to allow for safe construction and maintenance access. Similarly, the crossing of Glen Quoich is proposed closer to the bridge whereby 11 lattice towers would be removed and 7 new ones installed (a net reduction of 4 towers) resulting in landscape and visual, and maintenance benefits.

Natural Heritage There are no ecological or ornithological designations within the vicinity of the preferred alignment through this section. It is understood that six active golden eagle nest territories exist within approximately 6 km of the preferred alignment, with two of these within approximately 1 – 2 km. However, as the preferred alignment mostly follows lower ground this should reduce potential for collision risk as

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eagles prefer to use ridge lines and the higher altitudinal levels of terrain features. The PAT modelling suggests there will be some potential loss of range for the two closer territories due to displacement. However, this effect is partly offset by the fact that these territories currently include the existing line. There is also potential for effects of disturbance during construction, which could be mitigated through careful timing of works.

Limited field surveys during 2016 on part of this route for black-throated diver, red-throated diver and common scoter flights, showed a small number of flights by divers along the valley lochs and potentially out to the sea at Kinlochhourn. These flights must be presumed to include birds from the West Inverness-shire Lochs SPA (which is classified for 6.6 pairs (on average) of black-throated divers and 7.8 pairs (on average) of common scoter). Following the existing transmission line route will minimise any 'novel' impact of the preferred alignment. One active white-tailed eagle territory is within 6 km of the preferred alignment. Location information from satellite tags and sightings suggest some use of the wider area by this species. There is potential for disturbance of breeding birds during construction, which will require mitigation mainly through timing of construction activities. Such mitigation measures may also apply to other bird species noted through this section, such as short eared owl and greenshank. Further analysis of survey results would be required to determine if any other mitigation measures were appropriate.

From a habitats perspective, the preferred alignment initially climbs steeply through Forestry Commission conifer plantation forest south of Druim Dearg, with dry heath present on the drier open knolls within the forest. The preferred alignment crosses a mosaic of wet heath and dry heath with bracken on the drier knolls and slopes to descend past Cnoc Mor to cross the Glenmore River, where salmon and trout fishing occur. From here the line climbs south again, around an area of semi-natural broadleaf woodland, before passing over a mosaic of wet heath again with dry heath and bracken on the drier knolls and slopes. The line then passes areas of semi-natural broadleaf woodland as it crosses the Abhainn a’Ghlinne Bhig River, with some removal of woodland edge at Srath Chomar likely. The line then climbs again through an area of wet heath with several acid flushes, running alongside the Allt Ghleann Aoidhdailean river and crossing it further up as the line heads toward the Bealach.

On the eastern side of the Bealach Aoidhdailean the line continues through areas of Purple moor grass dominated wet modified bog as it descends to Gleann Dubh Lochain. As it approaches the glen it passes through an area of birch-dominated, semi-natural broadleaved woodland, before following the floor of the glen, dominated by blanket bog, for a short distance. The birch woodland continues on the slopes of the glen on either side. The line rises up onto higher ground, dominated by a mosaic of blanket bog and wet heath, though the current overhead line generally keeps to the drier, rockier parts. It crosses the Allt a' Choire Reidh, where it again encounters birch- dominated, broad-leaved woodland, which continues patchily until Loch an Doire Duibh. The preferred alignment avoids woodland areas above Kinlochhourn which have the greatest species diversity of these woodland patches, including Oak (Quercus sp.) and Ash (Fraxinus excelsior). The area around Tom nan Ramh has been fenced off to allow the woodland to regenerate, so there are more young trees and heather here. To the south-east of Kinlochhourn, as the ground rises towards Loch Quoich, the land is much rockier, although the

Appendix 1: Environmental Appraisal of Preferred Alignment Page 15

vegetation is still dominated by Purple-moor grass wet modified bog, with small patches of wetter blanket bog habitat on flatter areas. The preferred alignment passes to the south of a recently planted native woodland scheme at the western end of Loch Quoich. After the line

crosses the northern arm of Loch Quoich, it passes several small exotic conifer plantations, and scattered broad-leaved trees. The line continues along the north side of the loch, and as it approaches the dam it crosses several burns lined with broad-leaved trees.

In closely following the existing line, the preferred alignment seeks to minimise potential adverse effects on habitats within this section, subject to more detailed survey effort and implementation of low impact temporary track solutions, such as the use of low pressure tracked S personnel vehicles and Trackway, and helicopters for delivery of materials, where possible. Removal of broadleaves will be kept to a e minimum. Planning permission exists for an upgrade of the existing track to a 1.5m wide argo track from Gleandublochain to the point c where the track heads south to Corran (Planning Reference 15/01116/AGR). Other existing tracks will be utilised wherever possible. t i There is suitable habitat along the alignment for protected species such as otter (signs recorded Abhainn a’Ghlinne Bhig NG 87054 o 15562), water vole and pine marten. Further survey effort at the EIA stage would be undertaken to identify the presence of protected n species, and determine appropriate mitigation measures, if required. Other Potential Environmental Other potential environmental constraints associated with the preferred alignment in this section include: 5Constraints  Watercourse crossings of Glenmore River, Abhainn a'Ghlinne Bhig, Allt Ghleann Aoidhdailean, Abhainn Ghleann Dubh Lochain, – Allt a' Choire Reidh, Allt Coire Sgoireadail, Allt Ban and Allt Coire na Cnamh (or tributaries of);  Potential for areas of deep peat in areas throughout this section, as recognised by these areas being mapped as both Class 1 Q and Class 2 peatlands. Areas of deeper peat would be identified through further survey effort and avoided where practicable. u Where this is not possible, suitable mitigation measures will be developed; o  No notable effect on the setting of SMs to the west of the route (e.g. Dun Grugaig, Dun Telve and Dun Troddan brochs) is i anticipated given distance and vegetation cover screening views. There are Listed buildings at Kinlochhourn and the Quioch dam c and intake gatehouse. There are few recorded archaeological features along the majority of the route; h  Private water supply infrastructure present in this section (e.g. at Glenmore and Kinlochhourn). Further survey effort required to T identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the e preferred alignment passes through a DWPA (Surface Water) at Loch a’ Mhuilinn. DWPAs are designated under Article 7 of the e Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

t  The preferred alignment would cross several core paths and long distance walking routes through this section.

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Section 5 – Quoich Tee to Invergarry Description:

Through this section, the preferred alignment generally follows the existing 132 kV steel lattice OHL, with the offset varying in places to take account of local topography or to minimise felling requirements. From Loch Quoich dam, the alignment runs generally in parallel to the existing line on its southern side until the crossing of Allt a’ Ghobhainn (approximate Grid Reference NH 11159 02024) whereby it would cross the existing line onto its northern side. The alignment continues on the northern side for the rest of this section. From the start of the forestry plantation at Aultnaslat (approximate Grid Reference NH 14250 01309), the alignment is located immediately to the north of the existing line. A widening of the existing wayleave corridor would be required. Beyond Inchlaggan, the preferred alignment is offset further to the north of the existing line due to the steepness of topography present immediately to the north of the existing line and to take advantage of existing forestry access tracks. The preferred alignment runs in parallel to the existing line again as it crosses the A87, before heading further north through forestry to avoid properties near Munerigie.

Review of Environmental Effects: Topics Potential Effects Landscape and visual The preferred alignment in this section generally follows a transition in landscape character between broad forested strath and rocky moorland, which is broadly accommodating to this type of development due to it being an existing break-line between two large-scale landscape types. Only a few poles at the western end of the preferred alignment in this section are included within the Moidart, Morar and Glen Shiel SLA, although this area is not considered to be a key part of the designation. From Loch Quoich dam, the preferred alignment would be adjacent to the existing OHL. Other low voltage overhead line infrastructure is present in the area and there is the potential for a new OHL to result in increased wirescape which would intrude on views. As possible mitigation, rationalisation of existing distribution lines along the road towards Loch Quoich dam and in the vicinity of Kingie power station would reduce these potential impacts.

A new wayleave through the wooded and forested sections of the strath would require the removal of trees, but the preferred alignment has sought to minimise felling where possible. Potential for adverse visual effects on properties within this area will generally be minimised by taking the alignment uphill from these (i.e. opposite to the main direction of views) and utilising existing tree screening wherever possible. At the same time, views from the A87 and the A87 vantage point have also been taken cognisance of as views will be looking out over the top of, and not through, the overhead line and as such that it will not intrude upon panoramic views. The alignment would then pass on the uphill side of houses at Munerigie, in the opposite direction to main views in order to minimise visual effects.

Natural Heritage This alignment borders the West Inverness-shire lochs SPA, which is classified for 6.6 pairs (on average) of black-throated divers and 7.8 pairs (on average) of common scoter. Field surveys during 2016 within this area for black-throated diver, red-throated diver and common scoter flights, showed a small number of flights by SPA divers and scoters along the lochs but no indication of regular movements across

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the preferred alignment. However, there is potential for these species to fly between the composite lochs of the SPA and therefore there is some potential collision risk, although as the preferred alignment is routed through forestry for large parts of this section, the risk will be lower.

It is understood that there are three active golden eagle nest territories within 6 km of the preferred alignment, with one possibly within approximately 1-2 km of the line. As the preferred alignment mostly follows the existing OHL route, through lower ground and forestry, this should reduce any collision risk as eagles prefer to use ridge lines and the higher altitudinal levels of terrain features. The PAT modelling suggests there will be minor potential loss of range for the one closer territory due to displacement.

There are also potential effects of disturbance during construction, which will require mitigation mainly through timing of construction activities. Such mitigation measures may also apply to other bird species noted through this section, such as osprey, goshawk, black grouse and waders.

From a habitats perspective, the line runs west to east on the north side of the River Garry/Loch Garry through a large expanse of moorland, crossed by a number of minor burns, which in many cases are lined with broad-leaved trees (predominantly Downy birch). The moorland habitats are a mosaic of wet heath and wet modified bog dominated by Purple moor grass. Where the overhead line from the Quoich power station joins the main overhead line there is a fenced off native woodland scheme, with some relatively mature trees. The line then crosses more wet heath (with increasing numbers of birch trees) before reaching coniferous forestry plantation at Aultnaslat. The conifer forest is dense plantation, becoming a less dense mixture of exotic conifers and broad-leaved trees between Tomdoun and Inchlaggan. After Inchlaggan the line passes through some zones of recent clearfell. Beyond Ardochy the surrounding woodland is semi- natural broad-leaved woodland, though still with patches of exotic conifers underplanted or interspersed between. There are also a few patches of semi-improved grassland in this area. At the eastern end of Loch Garry the overhead line climbs out of Glen Garry and back into an area of wet heath with scattered clumps of birch trees, where it meets the Fort Augustus to Fort William overhead line.

In closely following the existing line, the preferred alignment seeks to minimise potential adverse effects on habitats and woodland within this section, subject to more detailed survey effort and implementation of low impact temporary track solutions, such as the use of low pressure tracked personnel vehicles and Trackway, and helicopters for delivery of materials.

There is suitable habitat along the alignment for protected species such as otter, water vole, red squirrel, badger and pine marten. Further survey effort at the EIA stage would be undertaken to identify the presence of protected species, and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with the preferred alignment in this section include: Constraints  Watercourse crossings including (but not limited to) Allt Coire Peitireach, Allt a’Mheil, Allt a Ghobhainn, Allt a' Bheithe, Allt a'

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Bhiora, Allt Daingean, Allt Achaidh Luachraich, Allt a’Bhainne and Aldernaig Burn (or tributaries of);

 Potential for areas of deep peat in some areas, particularly between Loch Quoich dam and Aultnaslat. This is recognised by these areas being mapped as predominantly Class 2 peatlands. Areas of deeper peat would be identified through further survey effort and avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 Cultural heritage features within the vicinity of the preferred alignment limited to farmsteads, bridges and township features at Inchlaggan. The line would also cross the Tomdoun to Cluanie road, part of the ‘old road to the Isles’.

 Private water supply infrastructure present throughout this section, serving properties from Kingie to Ardochy along the minor road to Kinlochhourn, and properties at Munerigie. Further survey effort required to identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the preferred alignment passes through DWPAs (Surface Water) at Kingie, Inchlaggan and Munerigie / Invergarry. DWPAs are designated under Article 7 of the Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

 The preferred alignment would cross the Glen Garry to Glen Shiel Scottish Hill Track.

Planning permission exists for proposed alterations and extension to an existing dwelling house to the north of the preferred alignment at Lochan Tor, near Tom Doun (Planning Reference 16/01144/FUL).

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Section 6 – Invergarry to Fort Augustus Description:

The preferred alignment in this section broadly follows the Skye T to Fort Augustus 132 kV OHL for its entirety, and the Fort Augustus to Fort William steel lattice OHL for part of its length.

Review of Environmental Effects: Topics Potential Effects Landscape and visual This route would follow a core path east from Loch Lundie and would result in three OHLs being adjacent to one another, with the existing steel lattice OHL (in part), and the Fort Augustus to Skye T wood pole OHL. This would result in the potential for an increased “wirescape”. Potential visual receptors between the south east end of Loch Lundhie and Inchnacardoch Forest are however limited to offroad walkers and cyclists. Through Inchnacardoch Forest, the preferred alignment deviates from the existing steel lattice OHL and broadly follows the alignment of the recently constructed Skye T to Fort Augustus 132 kV OHL. The preferred alignment is routed to the south of the Skye T to Fort Augustus 132 kV OHL, making use of the recently felled wayleave (albeit there is the potential for this to be widened to accommodate a new line). Since the preferred alignment follows an existing line of OHL severance, additional direct landscape effects would be limited to a widening of the wayleave to the south and consequent additional conifer plantation removal in a number of locations. Notable indirect effects would be limited due to the existing plantation conifer and OHL context which would reduce sensitivity to change of the type proposed. Likewise with the likely exception of nearby core paths, effects on visual amenity would be limited due to the context already referred to; the screening afforded by existing woodland; and the southerly orientation of nearby potential visual receptors. More distant receptors on the edge of Fort Augustus, across the valley to the south and on the Foyers Road would be likely to experience a reduced magnitude of change and although visible, this change would be distant and would be seen in the context of existing OHLs leading into the sub-station and the existing Skye-T; so notable effects are considered unlikely.

Natural Heritage This route option borders the West Inverness-shire lochs SPA. Black-throated divers and common scoters may fly between the composite lochs of the SPA (SSSIs) and so may be vulnerable to collision from OHLs between the lochs. This route is not between the main SPA lochs, and survey work associated with the Fort Augustus to Skye T OHL did not identify a potentially significant risk with diver species flying to the east from Loch Lundhie, although a known black throated diver nest is situated on Loch Lundhie. The potential effects of disturbance during construction would remain, which will require mitigation mainly through timing of construction activities. Such mitigation measures may also apply to other bird species noted through this section, such as hen harrier, goshawk, black grouse and short eared owl. The potential for collision risk and any further mitigation would be the subject of further study.

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The preferred alignment runs south to north, along the western boundary of an exotic conifer plantation. The line traverses across wet heath and wet modified bog with a number of patches of good quality blanket bog in hollows and dips. The line then follows the route of existing transmission infrastructure, the Skye T overhead line, crossing an area of open ground to the Invervigar Burn, which comprises patches of wet heath and wet modified bog. The banks of the Invervigar burn are dominated by mature birch trees. The line then enters Forestry Commission land at Auchterawe wood and follows an existing wayleave dominated by wet heath and bracken habitats.

There is suitable habitat along the alignment for protected species such as otter, water vole, badger, red squirrel and pine marten. Pine marten and otter signs were identified during pre-construction surveys associated with the Skye T to Fort Augustus 132 kV OHL. Further survey effort at the EIA stage would be undertaken to identify the presence of protected species, and determine appropriate mitigation measures, if required.

Other Potential Environmental Other potential environmental constraints associated with this alignment include: Constraints  Watercourse crossings (or tributaries of) including, but not limited to Invervigar Burn and Allt na Graidh;

 Potential for areas of deep peat in some areas, particularly between Loch Lundhie and Inchnacardoch Forest. This is recognised by these areas being mapped as Class 2 peatlands. Areas of deeper peat would be identified through further survey effort and avoided where practicable. Where this is not possible, suitable mitigation measures will be developed;

 This alignment is within the vicinity of the Caledonian Canal and Torr Dhuinn Fort SMs. However notable effects on setting from these designated sites is not anticipated;

 Private water supply infrastructure present in this section (e.g. Auchterawe). Further survey effort required to identify infrastructure and ensure appropriate mitigation measures are put in place to protect private water supplies. Similarly, the preferred alignment passes through a DWPA (Surface Water) at Invergarry. DWPAs are designated under Article 7 of the Water Framework Directive and further work in consultation with Scottish Water will be required to identify all Scottish Water assets and ensure the quality and quantity of water in these areas is protected; and

 The preferred alignment would cross and run alongside the Aldernaig Burn to Loch Lundy Core Path (LO11.02) and would also cross and run within the general vicinity of core paths within Inchnacardoch Forest (e.g. IN16.10, IN16.14 and IN16.02).

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Figures