Route Corridor Selection Report
Route Corridor Selection Report and Preliminary Environmental Information
Brechfa Forest Connection Project December 2013
Route Corridor Selection Report and Preliminary Environmental Information
Document Details
Document prepared by RSK Environment Ltd.
The Old School, Stillhouse Lane, Bristol, BS3 4EB.
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Route Corridor Selection Report and Preliminary Environmental Information
Contents
1 Introduction 12
1.1 Background to this Route Corridor Selection Report 12
1.2 WPD’s obligations 13
1.3 Proposed wind farms and the identified connection point 13
1.4 The Application Process 15
1.5 The Route Selection Process 15
1.6 Structure of this Route Corridor Selection Report 17
2 The Proposed Scheme 18
2.1 Overview of the South Wales Area 18
2.2 Background to the Proposals 19
2.3 Outline Design and Construction of the Proposed Scheme 22
3 Approach and Methodology 25
3.1 Commitments and Principles 25
3.2 Holford Rules 26
3.3 National Grid Guidance 28
3.4 Route Selection Methodology 29
4 Stage 1: Constraints Review 35
4.1 Area of Search 35
4.2 Summary of Data 41
4.3 Constraints Review 44
4.4 Landscape and Visual Dynamics 45
4.5 Ecology 52
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4.6 Heritage 55
4.7 Land Use/Planning 57
4.8 Site Reconnaissance 62
5 Stage 2a: Identification of Route Corridor Options 63
5.1 Introduction to Stage 2a 63
5.2 Route Corridor Workshop 63
5.3 Key Considerations 67
5.4 Identification of Preliminary Route Corridors 68
5.5 Refinement of Preliminary Route Corridors 70
5.6 Outcomes of Site Visit 71
5.7 Route Corridor Categorisation 74
5.8 Least Constrained Route Corridor Options 75
5.9 Alternative Route Corridor Options 81
5.10 Dismissed Corridor Options 82
5.11 Adoption of the EE route as the Preferred Connection Point 86
5.12 Comparative Review 87
5.13 Refinement of Preliminary Route Corridors 90
5.14 Informal Consultation on Preliminary Route Corridors 99
5.15 Revisiting the West of Carmarthen Corridor 104
5.16 Development of a Northern Corridor 107
6 Stage 2b: Selection of the Preferred Route Corridor 112
6.1 Introduction to Stage 2b 112
6.2 Deliberative Workshops 113
6.3 Further Consultation 114
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6.4 Further Site visits 115
6.5 Route Corridor Options Environmental Appraisal – first stage 116
6.6 Route Corridor Options Environmental Appraisal – second stage 128
6.7 Consultation Responses 129
6.8 WPD’s Wider Regulatory Obligations 133
6.9 The selected Preferred Route Corridor 144
7 Stage 3a: Identification of Route Alignment Options 146
7.1 The Next Step 146
8 Stage 3b: Selection of the Preferred Route Alignment 147
8.1 Future Steps 147
Appendix 1 WPD’s Schedule 9 Statement
Appendix 2 Figures previously included within the first interim route corridor selection report
Appendix 3 Route Corridor Options Appraisal Matrices
Figures
1 Overview of the Route Selection Process Flowchart
2 Route Corridor Options (first stage of Corridor appraisal)
3 Revised/updated Constraint Mapping
4 The Preferred Route Corridor (including both E1 and widened E2)
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Glossary of Terms
Term Description Alternatives Different design, layout and technological possibilities considered during project development that have potential to fulfil the project objectives. Ancient Woodland Woodland that has existed continuously since at least AD 1600. Annex I Project See ‘Schedule 1 Project’. Annex II Project See ‘Schedule 2 Project’. AOD Above Ordnance Datum Appropriate The process whereby projects, either alone or in combination, are Assessment considered to see if it can be ascertained that they will not adversely affect the integrity of a European Site. Assessment A process by which information about effects of a proposed plan, project or intervention is collected, assessed and used to inform decision-making. Baseline Conditions The environment as it appears (or would appear) immediately prior to the implementation of the project together with any known or foreseeable future changes that will take place before completion of the project. Baseline Studies Work done to determine and describe the environmental conditions against which any future changes can be measured or predicted and assessed. Biodiversity The variety of life forms, the different plants, animals and microorganisms, the genes they contain and the eco-systems they form. Catchment A drainage/basin area within which precipitation drains into a river system and eventually into the sea. Committed Development projects that are either under construction or which Development have valid planning permissions/consents. Competent Authority The authority which determines the application for a consent, permission, licence or other authorisation to proceed with a development. Construction Phase The period during which the building or assembling of infrastructure is undertaken. Controlled Waters Surface waters, ground waters and coastal waters to which UK pollution legislation applies. Culvert A pipe or box-type conduit through which water is carried under a structure. Cumulative Impact Impacts that result from incremental changes caused by other past, present or reasonably foreseeable actions together with the project. A cumulative impact may arise as the result of: a) the combined impact of a number of different environmental topic-specific impacts from a single environmental impact assessment project
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on a single receptor/ resource; and b) the combined impact of a number of different projects within the vicinity (in combination with the environmental impact assessment project) on a single receptor/resource. Decommissioning The period during which a development and its associated processes are removed from active operation. Design Event An event such as a rainstorm or flood of given magnitude and probability (usually derived from previous records). Discharge Consent Statutory document issued by the Environment Agency setting limits and conditions on the discharge of an effluent into controlled waters. Do-Minimum Also known as the ‘Do-Nothing’ Scenario. The conditions that Scenario would persist in the absence of the implementation of a development. Effect Term used to express the consequence of an impact (expressed as the ‘significance of effect’), which is determined by correlating the magnitude of the impact to the importance (or sensitivity) of the receptor or resource in accordance with defined significance criteria. For example, land clearing during construction results in habitat loss (impact), the effect of which is the significance of the habitat loss on the ecological resource. EIA Directive Used to refer to EC Directive 85/337/EEC as amended by EC Directive 97/11/EC and the Public Participation Directive 2003/35/EC. EIA Regulations A collective term for the various statutory instruments through which the EC Directives on Environmental Assessment have been implemented in the UK. Emission Standard The maximum amount or concentration of a pollutant allowed to be emitted from a particular source. Enhancement A measure that is over and above what is required to mitigate the adverse effects of a project. Environmental A method and a process by which information about Assessment environmental effects is collected, assessed and used to inform decision-making. Assessment processes include Strategic Environmental Assessment, Assessment of Implications on European Sites, and Environmental Impact Assessment. Environmental A statutory process by which certain planned projects must be Impact Assessment assessed before a formal decision to proceed can be made. Involves the collection and consideration of environmental information, which fulfils the assessment requirements of Directive 85/337/EEC (as amended), including the publication of an Environmental Statement. Environmental The information that must be taken into account by the decision Information maker (the Competent Authority) before granting any kind of authorisation in any case where the EIA process applies. It includes the environmental statement, including any further information, any representations made by any body required by
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the Regulations to be invited to make representations, and any representations duly made by any other person about the environmental effects of the development. Environmental A structured plan that outlines the mitigation, monitoring and Management Plan management requirements arising from an Environmental Impact Assessment. Environmental A document produced in accordance with the EIA Directive as Statement transposed into UK law by the EIA Regulations. Estuary Downstream part of a river where it widens to enter the sea. European Site Sites which make up the European ecological network (also known as Natura 2000 sites). These include: Sites of Community Importance (SCIs); Special Protection Areas (SPAs) and potential SPAs (pSPAs); Special Areas of Conservation (SACs) and candidate or possible SACs (cSACs or pSACs); and Ramsar sites. Evaluation The determination of the significance of effects. Evaluation involves making judgements as to the value of the receptor/resource that is being affected and the consequences of the effect on the receptor/resource based on the magnitude of the impact. Existing See ‘Baseline Conditions’. Environment Habitats Regulations EC Council Directive 92/43/EEC, known as the Habitats Directive, was transposed in the UK by the Habitats Regulations 1994 (as amended). The Habitats Regulations apply to UK land and territorial waters and act to ensure biodiversity of natural habitats and of wild flora and fauna through a range of measures including designation of SAC’S. Habitats Regulations The assessment of the impacts of implementing a plan or policy Assessment on a European Site, the purpose being to consider the impacts of a project against conservation objectives of the site and to ascertain whether it would adversely affect the integrity of the site. Hydrodynamics The mechanical properties of fluids. Impact Change that is caused by an action; for example, land clearing (action) during construction which results in habitat loss (impact). Invertebrates Animals without backbones. Local Planning A local authority or council that is empowered by law to exercise Authority planning functions for a particular area of the United Kingdom (often the local Borough or District Council). Mitigation Measures intended to avoid, reduce and compensate adverse environmental effects. Monitoring A continuing assessment of the performance of the project, including mitigation measures. This determines if effects occur as predicted or if operations remain within acceptable limits, and if mitigation measures are as effective as predicted.
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Nationally Large projects that support the economy and vital public services, Significant including railways, large wind farms, power stations, reservoirs, Infrastructure harbours, airports and sewage treatment works, as defined in the Project Planning Act 2008. Non-Statutory Organisations and bodies who are consulted on relevant planning Consultee applications but are not prescribed under legislation. Non-Technical Information for the non-specialist reader to enable them to Summary understand the main predicted environmental effects of the proposal without reference to the main Environmental Statement. Operation The functioning of a project on completion of construction. Pasture Grassland maintained primarily for and by grazing, and on which grazing stock is kept for a large part of the year. Phase 1 Habitat Recognised methodology used for collating information on the Survey habitat structure of a particular site. Photomontage The superimposing of an image onto a photograph for the purpose of creating a realistic representation of proposed or potential changes to a view. Pollution Any increase of matter or energy to a level that is harmful to living organisms of their environment (when it becomes a pollutant). Preferred Option The chosen design option that most successfully achieves the project objectives and becomes subject to further design and assessment. Programme A series of steps that have been identified by the applicant, or series of projects that are linked by dependency. Project One, or more, aspect of a programme or plan that has been identified by the applicant and which usually involves a direct physical intervention. Project Objectives The objectives of the project, set by the applicant. Proposed Scheme Also known as ‘Proposed Development’ - a plan or project which the applicant or promoter seeks to implement. Ramsar Areas designated by the UK Government under the International Ramsar Convention (the Convention on Wetlands of International Importance). Receptor A defined individual environmental feature usually associated with population, fauna and flora with the potential to be affected by a project. Resource A defined but generally collective environmental feature usually associated with soil, water, air, climatic factors, landscape, material assets, including the architectural and archaeological heritage, that has potential to be affected by a project. Roosting Site (birds) A place a bird will settle or rest, especially for the night. Roosting Site (bats) A place where bats live (e.g. built structures and trees). Runoff Precipitation that flows as surface water from a site, catchment or region to the sea. Schedule 1 Project Plans or projects which are listed in Annex I of the Directive, as revised, and Schedule 1 of the Regulations, as revised.
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Schedule 2 Project Plans or projects which are listed in Annex II of the Directive, as revised, and Schedule 2 of the Regulations, as revised. Scoping The process of identifying the issues to be addressed by the environmental impact assessment process. It is a method of ensuring that an assessment focuses on the important issues and avoids those that are considered to be not significant. Scoping Opinion An opinion provided by a competent authority that indicates the issues an Environmental Impact Assessment of a proposed development should consider. Screening The formal process undertaken to determine whether it is necessary to carry out a statutory Environmental Impact Assessment and publish an Environmental Statement in accordance with the EIA Regulations. Semi-Natural A habitat, ecosystem, community, vegetation type or landscape which has been modified by human activity but which consists largely of native species and appears to have similar structure and functioning to a natural type. Significance See Significance of Effect. Significance of A measure of the importance or gravity of the environmental Effect effect, defined by either generic significance criteria, or criteria specific to the environmental topic. Significant An effect which is considered material to the decision-making Environmental Effect process. Sites of Special The main national conservation site protection measure in Britain Scientific Interest designated under the Wildlife and Countryside Act 1981. Special Area of International designation implemented under the Habitats Conservation Regulations for the protection of habitats and (non bird) species. Special Protection Sites designated under EU Directive (79/409/EEC) for the Area conservation of wild birds. Spring Tide Spring tides happen just after every full and new moon, when the sun, moon and earth are in line. Stakeholder An organisation or individual with a particular interest in the project. Statutory Consultee Organisations that the competent authority is required to consult by virtue of the EIA Regulations. Study Area The spatial area within which environmental effects are assessed (i.e. extending a distance from the project footprint in which significant environmental effects are anticipated to occur). This may vary between the topic areas. Threshold A specified level in grading effects (e.g. the order of significance). Visual Amenity The value of a particular view or area in terms of what is seen. Wildlife Corridor Linear habitats/landscape features such as hedgerows that may increase connectivity by acting as routes between habitat patches. Worst Case A principle that is applied where environmental effects may vary (e.g. due to seasonal variations) to ensure the most severe effect is assessed.
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1 Introduction
1.1 Background to this Route Corridor Selection Report
1.1.1 RSK Environment Ltd (RSK) was commissioned by Western Power Distribution (WPD) in April 2012 to provide environmental consultancy support services in relation to the selection of a route alignment for a proposed overhead 132kV electricity grid connection between three proposed wind farms at Brechfa Forest, Carmarthenshire, and a suitable grid connection point near Llandyfaelog, south of Carmarthen (the proposed scheme). The purpose of the proposed scheme is to provide connectivity between the proposed wind farms and the existing electricity distribution network. The three wind farms comprise: Brechfa Forest West (consented), Bryn Llywelyn (proposed) and Brechfa Forest East (proposed).
1.1.2 During the early stages of the project WPD prepared a Strategic Optioneering Report (SOR) to determine the most feasible and appropriate means and points of grid connection. An interim route selection report was then made available as part of the Stage 1 Consultation in June 2013 that identified the study area and Route Corridor Options for the grid connection. WPD has now progressed the proposed scheme further and, following appraisal of the Route Corridor Options by RSK on environmental grounds and by WPD on engineering, technical and cost grounds, a Preferred Route Corridor has been selected. This is a broad area of land through which a number of route alignments are likely to be potentially appropriate and that will be subject to further appraisal at the next stage of the project.
1.1.3 This Route Corridor Selection Report summarises the environmental appraisal work and route selection processes undertaken to date, and allows statutory bodies and other interested parties the opportunity to comment on the Preferred Route Corridor chosen and other relevant matters which will subsequently inform the identification of alignment options by WPD in late 2013/early 2014. This Route Corridor Selection Report prepared by RSK on WPD’s behalf should be read alongside the SOR and the Interim Consultation Report published at the same
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time.
1.1.4 Following further consultation and appraisal, a preferred route alignment will be selected by WPD in spring/summer 2014 and subject to detailed Environmental Impact Assessment (EIA) to determine its effects on the receiving environment.
1.2 WPD’s obligations
1.2.1 WPD is the electricity distribution network operator for the South West, Midlands and South Wales.
1.2.2 Under the statutory requirements of Section 9 of the Electricity Act 1989, the company has a legal obligation to provide a means of connection for developments requiring connection to the electricity distribution network, as well as maintaining and upgrading the existing distribution network within their area of responsibility.
1.2.3 As a holder of a distribution licence, WPD has a statutory duty to facilitate, develop and maintain an efficient, co-ordinated and economical system of electricity distribution. Essentially this requires that WPD identify potential electrical connections that meet the technical requirements of the network and are economical, and which on balance result where possible in the least disturbance to the receiving natural and built environment and those who live and work within it.
1.2.4 WPD is required to consider - and then balance - technical, economic, social and environmental issues in the identification of a proposed route for a grid connection for the wind farms.
1.3 Proposed wind farms and the identified connection point
1.3.1 The three proposed wind farms are located approximately 10km north-east of Carmarthen and are set within and around the Brechfa Forest plantation.
1.3.2 The application for Brechfa Forest West Wind Farm was consented on
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12 March 2013 by the Secretary of State following a recommendation for approval by the Planning Inspectorate (PINS). This development will comprise the construction and operation of 28 wind turbines of up to 145m tip height by RWE npower renewables Limited (RWE).
1.3.3 Brechfa Forest East Wind Farm is currently being progressed by RWE through the Town and Country Planning Act 1990. The development comprises a proposal to construct and operate a 12 turbine scheme.
1.3.4 The 21 turbine Bryn Llywelyn Wind Farm proposal is being progressed by Renewable Energy Systems UK & Ireland Limited (RES) through the Town and Country Planning Act 1990. This application was refused by Carmarthenshire County Council, and RES have subsequently appealed this decision.
1.3.5 All three proposed wind farms incorporate associated operational infrastructure, each including a dedicated substation within the overall development, to allow generated electricity to be transferred to a dedicated means of connection to the existing distribution network.
1.3.6 The proposed connection point comprises an existing overhead line which runs from an existing substation at Swansea (Swansea North 132kV) and terminates north of Llandyfaelog. An existing section of this overhead line will be utilised, with some refurbishment and reconfiguration to the overall existing line to Swansea required.
1.3.7 As part of its strategic review of options, WPD has reviewed the suitability of this existing line against other alternatives, and has concluded that connection into this existing infrastructure would be technically feasible and preferable in economic and engineering terms to a direct connection into the Swansea North Substation. This review is documented in the Strategic Options Report (SOR).
1.3.8 Figure 1 (Appendix 2 - figures included within the first interim route selection report) depicts the location of the three wind farms, the proposed connection point near Llandyfaelog, and WPD’S existing distribution network within the South
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Wales area.
1.4 The Application Process
1.4.1 The proposed scheme constitutes a Nationally Significant Infrastructure Project (NSIP) under the Planning Act 2008 (as amended). WPD will be required to submit an application for a Development Consent Order (DCO) to PINS to obtain approval for construction of the proposed scheme. The DCO will include the Environmental Statement which will report the findings and outcomes of the EIA process.
1.4.2 Construction of the proposed scheme is dependent on the granting of consent for one or more of the three wind farms at Brechfa Forest. The proposals have been developed on the assumption that each development will require some form of connection to the electricity network. If only one wind farm is progressed, there still remains a need for a 132kV wooden pole trident line.
1.4.3 At the time of compiling this Route Corridor Selection Report, one of the three proposed wind farms has been granted formal consent to proceed; this now creates a confirmed need for the proposed scheme.
1.5 The Route Selection Process
1.5.1 The development of a grid connection project of this type requires a transparent and inclusive process of data collection; consultation; route corridor option identification and appraisal; and selection of the preferred route alignment (the final proposed scheme). The route selection process involves three key stages.
. Stage 1: Primary Constraints Review – definition of an appropriate study area within which environmental, engineering and technical data of differing importance can be collected, reviewed and interrogated by the project team to determine potential constraints and opportunities;
. Stage 2: Identification of Route Corridor Options and Selection of a Preferred Route Corridor – evaluation of identified environmental constraints and opportunities within the adopted study area to identify potential route
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corridor options in pursuit of selection of a preferred route corridor;
. Stage 3: Identification of Route Alignment Options and selection of a Preferred Route Alignment – a review of the Preferred Route Corridor and development of engineering options, leading to the identification of a preferred route alignment which will be subject to detailed scrutiny and focused EIA as part of any application submission to PINS.
1.5.2 The stages of corridor selection are different to the consultation stages. Figure 1 shows how these two set of stages relate to one another.
1.5.3 Consultation is acknowledged to form a key part of the route selection process at all stages. Accordingly, opportunities for stakeholder engagement are incorporated into each stage of the process to facilitate data collection and incorporation of the views of statutory bodies and other interested parties. The three-stage approach ensures that stakeholders gradually move from being a source of information into a more central role as the project progresses through the key decision gates and development milestones.
1.5.4 Given the very large study area at the early stages of the project, an important aspect of the environmental input to the route selection process has been to increase the range of environmental topics considered at each stage, and to increase the level of detailed understanding of the constraints associated with each topic as the process moved from broad study area through agreed corridors to detailed potential alignments. Agreeing the level of environmental constraint information to be factored into each stage of the decision making process was an important aspect of the consultations carried out with statutory consultees at each stage.
1.5.5 The outcome of Stages 1 and 2 of the process (up to the selection of a Preferred Route Corridor) is recorded in this Route Corridor Selection Report, which sets out the various data sources, consultation activities, methodologies and approaches that have informed the selection of the Preferred Route Corridor for the proposed scheme.
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1.6 Structure of this Route Corridor Selection Report
1.6.1 This Route Corridor Selection Report is structured as follows.
. Section 1 – Introduction;
. Section 2 - The Proposed Scheme;
. Section 3 - Approach and Methodology;
. Section 4 - Stage 1: Primary Constraints Review;
. Section 5 - Stage 2a: Identification of Route Corridor Options;
. Section 6 - Stage 2b: Selection of the Preferred Route Corridor;
. Section 7 – Stage 3a: Identification of Route Alignment Options;
. Section 8 – Stage 3b: Selection of the Preferred Route Alignment.
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2 The Proposed Scheme
2.1 Overview of the South Wales Area
2.1.1 The area associated with the proposed wind farms and surrounding environs captures a proportion of the county of Carmarthenshire and the western fringes of the Brecon Beacons National Park.
2.1.2 Forces of change have shaped the landscape over time from physical and human influences, resulting in a land use pattern dominated by plantation forestry and agriculture, interspersed with isolated settlements, villages and small towns.
2.1.3 Settlements are linked by a complex network of rural roads and lanes as well as major transport corridors such as the A40, A485 and A48 connecting Carmarthen to wider towns.
2.1.4 The area exhibits incised valleys along several watercourses such as the River Cothi running south from the Brechfa locality to the broader, more visually exposed valley of the River Towy which flows westwards towards Carmarthen.
2.1.5 Several areas cater for informal recreation, these being associated with the many kilometres of river valleys, tracks, footpaths and bridleways.
2.1.6 Topography is highly variable, demonstrated by the many complex landforms and steep gradients topped by exposed elevated areas of moorland. Many localised high points around Brechfa exceed heights of 300m AOD, dropping significantly in the low lying river valley floors to around 30m AOD.
2.1.7 Climatic and weather conditions affect the general perception and experience of the area, with the existing Alltwalis Wind Farm east of the A485 exerting a notable man-made influence in the landscape and visual environment. Other human influences comprise railway corridors connecting major towns and a network of existing overhead transmission and distribution towers and local distribution lines which traverse the landscape.
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2.2 Background to the Proposals
Indicative Route
2.2.1 An initial review of a possible overhead connection was undertaken by WPD during the preparation of the DCO application for the Brechfa Forest West Wind Farm by RWE, in order to demonstrate to the former Infrastructure Planning Commission (now PINS) that a grid connection was feasible and achievable from this particular development.
2.2.2 Line Survey Transmission Consultancy Limited (LSTC) were commissioned by WPD in 2009 to undertake a reconnaissance survey into the feasibility of routeing a 132kV wooden pole line from the wind farm substation to the existing Swansea North Substation, located some 35km south-east.
2.2.3 A combination of desk-based and site based surveys were undertaken to determine a high-level conceptual route (the indicative route) for the connection, the alignment of which sought to achieve a degree of compatibility with existing terrain, landform, land cover, environmental designations, utility infrastructure, and settlement patterns.
2.2.4 The indicative route is depicted on Figure 2 (Appendix 2 - figures included within the first interim route selection report), the preliminary details of which were subsequently set out within the DCO application documentation for the Brechfa Forest West Wind Farm1, acknowledging that any connection would be the subject of a separate DCO application to PINS to obtain development consent to proceed.
2.2.5 Given the requirement to provide a means of electrical connection to the Brechfa Forest West, Brechfa Forest East and Bryn Llywelyn wind farms, WPD elected to re-evaluate the feasibility of overhead routeing by undertaking a wider strategic review of potential options, building on the high-level findings of the 2009 LSTC
1 Full details of the indicative route are contained in Appendix 3.3 of the Brechfa Forest West Wind Farm Environmental Statement (October 2011) (RWE npower renewables Ltd). Within this document, the indicative route is referred to as the ‘potential grid connection route’.
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study.
Strategic Option Review
2.2.6 In meeting its licence obligations, WPD seeks to find an acceptable overhead line solution for all proposed electrical distribution connections of 132kV capacity and below. Generally, overhead distribution lines are more economical and less disruptive to construct than their underground counterparts, and prove easier to maintain and repair in the long term by offering improved access and quicker repair times. WPD has a licence obligation to offer developers an economical connection option.
2.2.7 Only in instances where there are exceptional environmental constraints are underground cables considered as a justified alternative by WPD. Such constraints are commonly associated with urban developed areas where space availability and proximity issues arise and in certain rural environments where overhead infrastructure is identified as having the potential to lead to unacceptable (where unacceptable means planning consent cannot be granted) effects upon receptors such as the receiving landscape, historical assets or ecological receptors for example.
2.2.8 A strategic options review was commenced by WPD in early 2012, which involved the identification and appraisal of high-level feasible options across a wide geographical area that could potentially achieve the project objectives.
2.2.9 As part of this review, consideration was given to different technologies such as the full or partial use of underground cabling, the full details of which are set out in a Strategic Optioneering Report (May 2013) for the proposed scheme, and supporting reports.
2.2.10 In consultation with the respective wind farm developers, a strategic decision was made that the proposed grid connection should principally be achieved through the installation of an overhead 132kV single circuit connection supported on wooden H pole structures.
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2.2.11 WPD’s primary system design engineers identified the Swansea North Substation as the substation nearest to the wind farms that could receive the level of electrical load generated before sending it back out onto the distribution network. The early stage of the route corridor study work undertaken by the project team was focussed on the need to provide a new connection from the wind farms directly to Swansea North Substation.
2.2.12 As part of its strategic review, WPD appraised potential methods of connecting into the Swansea North Substation; this involved technical evaluation of the suitability of the existing overhead connections, and the viability of installing new distribution infrastructure.
2.2.13 Continued evaluation led to the identification of existing sections of the 132kV network that had capacity to transfer the electrical load to Swansea North meaning that the point of connection could be to existing overhead lines closer to the wind farms. A feasible connection point was identified in the Llandyfaelog locality. This comprised an existing section of overhead distribution line – the “EE route” – which terminates in a field approximately 10km south of Carmarthen but which provides an existing overhead connection to the Swansea North Substation via the “W”, “C” and “V” routes shown on Figure 1 (Appendix 2 - figures included within the first interim route selection report).
2.2.14 Following detailed review, WPD concluded that the EE route connection point near Llandyfaelog offered significant benefits over routeing directly into the Swansea North Substation in terms of utilising existing distribution infrastructure and reducing the overall length of new line and potential impacts of the proposed scheme.
2.2.15 The strategic options review concluded that this option would achieve a better, more appropriate balance between WPD’s technical, economic and environmental obligations. It was also considered that an overhead option between the three wind farms and the existing Llandyfaelog connection point would enable WPD to fit with the objectives of National Planning Policy by enabling the export of renewable
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energy.
2.2.16 Notwithstanding this, WPD acknowledged as part of its strategic review that the adoption of an overhead solution could potentially raise conflicts with the protection of amenity and other valued assets, given the receiving environment contains a diverse composite of interests such as designated landscapes and dispersed local communities.
2.2.17 Accordingly, the review concluded that consideration may potentially need to be given to the undergrounding of some sections of the overhead connection in locations where such conflicts may emerge, as part of the later stages of option appraisal and evaluation.
2.3 Outline Design and Construction of the Proposed Scheme
2.3.1 The SOR concluded that the objectives of the proposed scheme will be best realised through the installation of a new section of 132kV single circuit overhead distribution line, positioned on wooden poles.
2.3.2 The overhead line will transmit a single 3-phase circuit from the proposed wind farms and connect into the existing terminated network near Llandyfaelog. The strategic review of this existing section of the network identified a need for some refurbishment and reconfiguration to the overall existing line to Swansea North Substation.
2.3.3 A fibre optic cable will also be installed as part of the circuit; this will either be wrapped around one of the phase wires or under-strung to provide a means of communication along its route. The cable will be used to transmit data along its length in relation to operation of the line, including fault detection during operation.
2.3.4 It is envisaged the wooden poles will be installed to achieve an average height above ground of around 15 metres, with the possibility of extending (to a maximum of 20 metres) or reducing this to meet statutory clearance criteria or to address physical constraints such as steep gradients.
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2.3.5 Where a change in direction (or angle) of the overhead line is necessary, the poles would be reinforced with stays to counteract the pull of the line. A variant on the H pole, the “4 pole” structure, would be used at interface locations where a section or sections of the line are undergrounded to accommodate the cable terminations. Additional support structures may also be required at interface locations along the line route. These details will be determined during survey at the route alignment stage.
2.3.6 The wooden poles will allow a maximum achievable span of 120m; however the span distance will vary depending on existing topographical conditions and the need to accommodate technical and/or environmental constraints such as other related electrical distribution infrastructure that may exist along the final preferred alignment.
2.3.7 Span lengths may also be influenced by the type and size of conductors (overhead wires) to be used. Conductors will be installed in a horizontal flat formation at the top of each pole, with lightening protection fitted where necessary.
2.3.8 It is envisaged that construction plant, machinery and 4x4 vehicles will be used to deliver, assemble and erect the individual wooden poles. This would, for example, include a ‘hymac’ excavator or JCB, 4x4 ‘Hiab’ lorry, tractor & winches , 4x4 vehicles (Land Rovers or similar), and elevated platforms. Temporary fencing will be used to secure working areas from livestock and members of the public.
2.3.9 Installation of the wooden poles will require excavation of a foundation pit within which each structure can be set vertically and braced. Excavated earth is then used as backfill material.
2.3.10 Following installation of a number of pole sections, stringing will be undertaken to install the overhead wires to the poles. Drums of overhead wire will be set up, with a winch tensioner used to assist pulling of the conductors from one end of the section to the other.
2.3.11 The overhead crossing of road or railway corridors will be achieved through the
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construction of a temporary scaffold tunnel, and potential obstacles such as existing overhead lines will either be switched off, deviated or protected using scaffolds.
2.3.12 Construction materials will be delivered to dedicated site storage or assembly areas via the existing road network, and subsequently transferred to individual pole sites by cross-country vehicles fitted with lifting apparatus. Tracked excavators will be used during installation to reduce ground compaction and damage, with any disturbed areas fully reinstated post construction.
2.3.13 Periodic inspection of the distribution line will be undertaken to identify any damage or deterioration of the components, such that can occur from storm events and lightning strikes.
2.3.14 The typical components of the proposed scheme are depicted on Figure 3 (Appendix 2 - figures included within the first interim route selection report).
2.3.15 The final details of a preferred connection method and associated alignment will be established and confirmed as part of Stage 3 of the options appraisal process, at which time detailed topographical ground condition surveys will be undertaken to identify the positions and heights of each individual pole.
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3 Approach and Methodology
3.1 Commitments and Principles
3.1.1 The approach to options identification and appraisal at both the route corridor selection and route alignment selection stages of the process has been founded on the following commitments, guiding principles and best practice.
. A commitment to progression of an appropriate technical solution that seeks to limit disturbance to people and the receiving environment through avoidance of areas of acknowledged high value, sensitivity and/or amenity wherever possible;
. A commitment to ensure potential design solutions provide operational efficiency and offer genuine economic value, in line with obligations set out under the Electricity Act 1989;
. Retention of flexibility to allow controlled review and iteration to occur where necessary;
. Effort expended during the process must be proportionate to the stage and level of decision-making required;
. Consultation will underpin the decision making process throughout - stakeholders will act as a source of essential data, a means of testing and modifying the appraisal method, and will assist in the determination of priorities;
. Consideration of the Holford Rules and National Grid guidelines (described below) throughout the design-development and appraisal processes;
. Having due regard to WPD’s Schedule 9 statement (see Appendix 1);
. A clear need to balance and resolve possible conflicts between technical, environmental and economic considerations by way of evidence based review,
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criteria and consultation; and
. Reporting of conclusions at each stage in an open and transparent manner that will inform the next stages of study, investigation and appraisal.
3.2 Holford Rules
3.2.1 The Holford Rules comprise a set of guidelines for overhead line routeing. The Rules were prepared in 1959 by Lord Holford, the key principles of which focus on the achievement of good visual integration and protection of areas of high amenity value. The Rules are re-stated in paragraph 2.8.6 of National Policy Statement for Electricity Networks Infrastructure (EN-5).
3.2.2 The Rules - with notes of clarification added by National Grid (in italics) - are as follows.
. Rule 1: Avoid altogether, if possible, the major areas of highest amenity value, by so planning the general route of the first line in the first place, even if the total mileage is somewhat increased in consequence;
Investigate the possibility of alternative routes, avoiding if possible the areas of the highest amenity value. The consideration of alternative routes must be an integral feature of environmental statements. Areas of highest amenity value are: Areas of Outstanding Natural Beauty; National Parks; Heritage Coasts; and World Heritage Sites.
. Rule 2: Avoid smaller areas of high amenity value, or scientific interests by deviation; provided that this can be done without using too many angle towers i.e. the more massive structures which are used when lines change direction;
Some areas (e.g. Site of Special Scientific Interest) may require special consideration for potential effects on ecology (e.g. to their flora and fauna). Where possible choose routes which minimise the effects on the setting of areas of architectural, historic and archaeological interest including Conservation Areas, Listed Buildings, Listed Parks and Gardens and Ancient Monuments.
. Rule 3: Other things being equal, choose the most direct line, with no sharp changes of direction and thus with fewer angle towers;
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Where possible choose inconspicuous locations for angle towers, terminal towers and sealing end compounds.
. Rule 4: Choose tree and hill backgrounds in preference to sky backgrounds wherever possible; and when the line has to cross a ridge, secure this opaque background as long as possible and cross obliquely when a dip in the ridge provides an opportunity. Where it does not, cross directly, preferably between belts of trees;
. Rule 5: Prefer moderately open valleys with woods where the apparent height of towers will be reduced, and views of the line will be broken by trees;
Utilise background and foreground features to reduce the apparent height and domination of towers from pan viewpoints. Minimise the exposure of numbers of towers on prominent ridges and skylines. Where possible avoiding cutting extensive swathes through woodland blocks and consider opportunities for skirting edges of copses and woods. Protecting existing vegetation, including woodland and hedgerows, and safeguard visual and ecological links with the surrounding landscape.
. Rule 6: In country which is flat and sparsely planted, keep the high voltage lines as far as possible independent of smaller lines, converging routes, distribution poles and other masts, wires and cables, so as to avoid a concentration or ‘wirescape’;
In all locations minimise confusing appearance. Arrange wherever practicable that parallel or closely related routes are planned with tower types, spans and conductors forming a coherent appearance; where routes need to diverge, allow where practicable sufficient separation to limit the effects on properties and features between the lines.
. Rule 7: Approach urban area through industrial zones, where they exist; and when pleasant residential and recreational land intervenes between the approach line and the substation, go carefully into the comparative costs of the undergrounding, for lines other than those of the highest voltage;
When a line needs to pass through a development area, route it so as to minimise as far as possible the effect on development. Alignments should be chosen after consideration of effects on the amenity of existing development and on proposals for new development. When siting substations take account of the effects of the terminal towers and line connections that will need to be
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made and take advantage of screening features such as ground form and vegetation.
SUPPLEMENTARY NOTES
Residential Areas: Avoid routeing close to residential areas as far as possible on grounds of general amenity.
Designations of County, District and Local Value: Where possible choose routes which minimise the effect on Special Landscape Areas, areas of Great Landscape Value and other similar designations of County, District or Local value.
Alternative Tower Designs: In additional to adopting appropriate routeing, evaluate where appropriate the use of alternative tower designs now available where these would be advantageous visually, and where the extra cost can be justified.
3.2.3 The Holford Rules were a product of a particular time where protection of landscape, ecology and heritage assets through formal designation was limited, thereby allowing conflicts between overhead line developments and the receiving environment to be more easily reconciled than is achievable today.
3.2.4 Since the formulation of the Holford Rules, formal requirements for EIA have been gradually introduced through legislation and statute over the last 25 years. Although the EIA process seeks to address wider environmental issues that extend far beyond the original focus of the Rules, they are considered to remain a useful tool in the selection, refinement and appraisal of overhead line routeing projects and accordingly continue to form a key role in the design-development process.
3.2.5 The core principles of the Holford Rules have been integrated into the National Policy Statement for Electricity Networks Infrastructure (EN-5); this sets out national policy position concerning certain types of overhead electrical transmission and distribution projects in England and Wales.
3.3 National Grid Guidance
3.3.1 National Grid, the organisation responsible for the development and maintenance of the strategic high-voltage transmission network and other energy connections,
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has published the following guidance on itsapproach and principles concerning installation of new overhead and underground transmission lines.
. Our approach to the design and routeing of new electricity transmission lines (2012);
. Our approach to options appraisal (2012).
3.3.2 Both documents outline how National Grid identifies the most appropriate location and technology for any new electricity connections, setting out how data is collected, analysed and consulted upon in order to develop and appraise alternatives in pursuit of solutions that best meet society’s needs. This guidance was reviewed as part of the development of the route selection methodology.
3.4 Route Selection Methodology
Outline of the Approach
3.4.1 The scope and methodology underpinning the options appraisals and route selection processes has been founded on the above commitments, principles and guidelines. The detailed methodology followed has been refined at various stages of the route selection process in response to project findings and consultation responses.
3.4.2 An outline options appraisal methodology was first developed by RSK in February 2012 to enable progression of the preliminary project activities, following initial discussions with WPD regarding their development programme and associated timescales for delivery of the proposed scheme. The original outline options appraisal methodology was then subject to refinement during the subsequent stages of the route selection process. This section of this Route Corridor Selection Report therefore records the methods used to reach the current stage in the route selection process and sets out the proposed approach to future stages.
3.4.3 A staged approach was developed for: the identification of environmental
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constraints and opportunities; identification and refinement of potential route corridors; drafting of route alignment options; and selection of a preferred route alignment for the proposed scheme.
3.4.4 The stages were presented in a manner that could be clearly understood by the project team and consultees to ensure timescales, roles and expectations were clear to all parties involved.
Stage 1
3.4.5 Stage 1 involved identification of “first tier” primary environmental constraints (i.e. those of international and national significance) and “second tier” environmental constraints (i.e. those of regional and local significance) associated primarily with landscape, nature conservation, cultural heritage and land use/planning interests.
3.4.6 Data was sought from statutory consultees, the large majority of which being readily available in digital form on the internet which could be easily gathered and manipulated in this initial stage of the process.
3.4.7 The approach sought to engage relevant stakeholders early in the data collection phase through formal letters requesting information and records pertinent to Stage 1, accompanied by a request for any other environmental criteria they felt warranted consideration in the process.
3.4.8 Stage 1 Consultation set out to engage statutory consultees via meetings and workshops in order to: review the appropriateness and completeness of data gathered; establish a common understanding of environmental interests and their inter-relationships; contribute to identification of site-specific and area based sensitivities; and invite comment on the scope and methodology of work going forwards.
3.4.9 The methodology established that adoption of GIS techniques was appropriate to use during all stages of the appraisal, given that: considerable spatial extents would likely require consideration; many statutory agencies and websites provide GIS compatible data formats; and complex data and designation boundaries could
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be presented and interrogated digitally in ‘heat map’ form to readily identify development constraints, opportunities, priorities and conflicts during Stage 2 of the exercise.
Stage 2
3.4.10 The prime objective of Stage 2 was to develop a number of Route Corridor Options that, where possible, avoided key environmental sensitivities and assets of acknowledged importance and value. In common with Stage 1, the exercise gave due regard to established routeing guidelines such as the Holford Rules and National Grid guidelines.
3.4.11 Criteria and interests appropriate to Stage 2 were again reviewed and validated by stakeholder consultation, extended to capture wider groups. The methodology originally proposed identification of corridors based on nominal 500m width to allow flexibility in route alignment identification and development at Stage 3. Project specific requirements subsequently resulted in much wider corridors being identified for many sections of the possible route.
3.4.12 The primary and secondary environmental constraint data associated primarily with landscape, visual, ecology, cultural heritage and land use/planning interests was reviewed and mapped in detail, along with the findings of site visits, to identify potential route corridor options with the least constraints or greatest opportunity to accommodate overhead route alignments. The methodology recognised that the secondary constraints were more likely to provide a basis for refining options and defining constraints of more local significance at Stage 2.
3.4.13 Site based reviews were undertaken jointly by project team members at Stage 2 to facilitate comparison of sensitivities, and to set the ground for discussion of priorities as the refinement of options proceeded. The approach also allowed for engineering and operational constraints to begin to be fed into the process during Stage 2.
3.4.14 Following the identification and agreement of a defined set of Route Corridor
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Options (determined primarily with reference to landscape, ecology, cultural heritage and land use/planning constraints) a wider range of topics were then introduced into the environmental appraisal process used to identify the Preferred Route Corridor. Although the appraisal does not necessarily explicitly consider matters raised during workshops and other consultations, knowledge gained by the assessment team through these consultation processes has informed the appraisals. WPD’s consideration of its wider regulatory obligations were also factored into the overall decision making process.
3.4.15 Consultation during Stage 2 served to inform the refinement and ultimately the selection of the Preferred Route Corridor, with the outcomes of the process recorded in Section 6 of this report.
Stage 3
3.4.16 This route corridor selection report records the Stage 2 process undertaken to identify the Preferred Route Corridor. The key objective of Stage 3 will be to identify and appraise Route Alignment Options within this Preferred Route Corridor in order to select a Preferred Route Alignment (the final scheme).
3.4.17 Following identification of the Preferred Route Corridor, the chosen corridor will be interrogated further in order to identify potential route alignments within different sections of the overall corridor. These will be based on potential lines of ‘least resistance’, balanced against factors such as feasibility of construction, operation and cost, with thought given to routeing guidelines throughout.
3.4.18 Alternative route alignments within each section will then be subject to a preliminary comparative exercise to establish which, if any, might be discounted from further consideration. This stage will also involve consideration of factors such as the relationship between the route alignments and landowners/landholdings, and potential conflicts with existing utilities and infrastructure (e.g. highways).
3.4.19 The alternatives will be independently reviewed and jointly considered by the
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project team against environmental and engineering parameters. This review and testing will take the form of a scoring or ranking system against criteria including environmental sensitivity, deliverability and operational implications, leading to the selection of a single Preferred Route Alignment which will be taken forward for development and EIA.
3.4.20 Following consultation during Stage 1 of the project the stages of the appraisal were refined and subdivided in the following manner.
. Stage 1a: Primary Environmental Constraints Review – involving development of a study area and initial consultation with statutory agencies and relevant local authorities to collect information on “first tier” issues (i.e. those of international and national significance) and “second tier” issues (i.e. those of regional and local significance), associated with landscape and visual dynamics, nature conservation, cultural heritage and land use/planning interests;
. Stage 1b: Primary Technical Constraints Review – involving a review of existing and planned infrastructure within the defined study area that could present a barrier or constraint to development;
. Stage 2a: Corridor Options Identification and Appraisal – involving a combination of desk-based and site-based review to establish potential corridors, or corridor combinations, between the three proposed wind farms and the connection point(s). This stage references environmental information and records gathered during Stages 1a and 1b (associated primarily with landscape, nature conservation, cultural heritage and land use/planning interests), engineering factors, and operational constraints;
. Stage 2b: Identification of the Preferred Route Corridor – involving engagement with an extended stakeholder group via Stage 1 Consultation comprising regional and local interest groups, and detailed appraisal and comparison of the agreed Route Corridors Options to establish a preferred option to take forward into Stage 3. The appraisal at Stage 2b (and beyond)
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introduced a wider range of environmental considerations such as hydrology and flood risk; geology, soils and ground conditions; noise and vibration; socio-economics; electric and magnetic fields; air quality; and traffic and transport.
. Stage 3a: Identification of Route Alignment Options – involving development of potential route alignments within the Preferred Route Corridors, leading to a high level appraisal of options.
. Stage 3b: Selection of Preferred Route Alignment - Established guidelines and consultation with landowners, the public and other consultees will aid the appraisal of options in pursuit of a preferred alignment, which will be subject to formal EIA procedures.
3.4.21 It is acknowledged that the route selection method could evolve further as the proposed scheme progresses through more detailed stakeholder consultation, testing and appraisal. This route corridor selection report provides information up to and including selection of the Preferred Route corridor at the end of Stage 2b. In due course the alignment appraisal and decision-making process at Stage 3 will be fully documented and reported in a comparable manner to that completed for Stages 1 and 2 within the first and subsequent route selection reports.
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4 Stage 1: Constraints Review
4.1 Area of Search
Definition
4.1.1 Stage 1 of the route selection process commenced in April 2012 with the Primary Constraints Review.
4.1.2 A preliminary area of search was collectively defined, predicted on the assumption that the three proposed wind farms at Brechfa would likely be connected via an overhead line to the existing Swansea North Substation.
4.1.3 The preliminary area of search was initially based around the indicative corridor identified for the Brechfa Forest West Wind Farm development, with appropriate extensions made to frame an area of sufficient coverage that would: accommodate the indicative route and other potential alternative corridors for the proposed scheme; enable identification of environmental sensitivities and constraints that could be directly and/or indirectly affected by progression of a connection; and enable identification of technical and/or engineering factors that may preclude or hinder development of an overhead line.
4.1.4 The extent of the preliminary area of search was principally defined by a combined review of desk-based mapping, known sensitivities and their boundaries, existing topography, settlement patterns, transportation corridors and high-level technical inputs provided by WPD.
4.1.5 The area identified necessarily captured the three wind farm substation locations and the identified Swansea connection point, the boundary of which was broadly defined to the east by a combination the A474, B4310, and the western boundary of the Brecon Beacons National Park. The western extents were constrained by the town of Carmarthen, the A484, and the River Towy estuary.
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Environmental Data
4.1.6 Environmental information concerning landscape, ecology, cultural heritage and land use/planning interests within the preliminary area of search was gathered by way of desk-based studies and initial stakeholder consultation with relevant local authorities and statutory consultees such as the Countryside Council for Wales (CCW)2.
4.1.7 Data collection focused on identification and gathering of first tier environmental issues within the preliminary study area; these comprised physical constraints and sites of international or national significance on which preliminary route corridors could be identified, adopting avoidance as a key criterion.
4.1.8 Data relating to more extensive second tier issues, such as sites of regional and local significance, was also obtained at this time and mapped. Although consideration was given to these types of constraint, this data was acknowledged to form a more influential factor during the later stages of localised corridor option refinement and detailed routeing of alignments.
4.1.9 A full schedule of first and second tier data collected for the above environmental topics is presented in Table 4.1 later in this report.
Engineering Considerations
4.1.10 A number of technical and operational factors were set out by WPD early in the appraisal process, which was deemed to form material considerations throughout the study.
4.1.11 Factors identified as requiring consideration from the outset of the study are as follows.
. Wind farm connections – allowance for connectivity between each proposed wind farm substation and the identified connection point;
2 Natural Resources Wales (NRW) became operational on 1st April 2013, and brings together the work of the former Countryside Council for Wales (CCW), Environment Agency Wales (EAW) and Forestry Commission Wales (FCW), as well as some functions of Welsh Government.
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. Avoidance of steep slopes and routeing in areas of high altitude (>200m, albeit that the connections into the wind farms will be at this height or greater) due to difficulties of engineering on sharp gradients, problematic construction and maintenance access, and exposure of overhead distribution equipment to more adverse climatic conditions that could render achievement of security of supply extremely difficult;
. Proximity of major infrastructure – as a basis for demonstrating existing corridors of disturbance, and where existing and planned utility infrastructure could potentially present a constraint or barrier to corridor identification and subsequent detailed routeing of overhead alignments;
. Avoidance of major areas of settlement – through adoption of a minimum 60m buffer threshold from properties for overhead routes, with efforts made to achieve a more desirable 100m distance wherever possible;
. Nature of equipment – acknowledging some types of overhead conductors cannot be successfully accommodated on a wooden pole structure, and the physical limitations associated with the maximum permissible spans between poles;
. Length of connection – in terms of identifying economically viable routes that enable WPD to meet its statutory obligations;
. Existing corridors of disturbance - to follow existing routes of overhead lines (with due regard given to the Holford Rules) and road corridors where the principle of successfully accommodating linear infrastructure in the local environment has been established.
4.1.12 Accordingly, information relating to existing electrical distribution infrastructure (33kV circuits and above), principal utility connections, key settlements and topography was obtained and recorded as part of the constraints mapping exercise.
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Alternative Connection Point
4.1.13 In parallel with the data collection exercise, WPD continued to undertake its strategic review of options in mid 2012. During the review, a potential alternative to a direct connection into the Swansea North substation emerged in June 2012 – this was located at close to Llandyfaelog, approximately 10km south of Carmarthen.
4.1.14 This alternative connection point is a location between Tower No. 42 and 46, the latter forming the terminal end tower associated with an existing overhead distribution line that indirectly connects back to the Swansea North substation. The route is named the “EE route”.
4.1.15 In evaluating the merits of the EE route, WPD considered that utilisation of this existing infrastructure would potentially offer advantages in terms of achieving a shorter, more economical overhead connection length for the new line. WPD determined that the ongoing appraisal process should give consideration to the potential for connecting the three wind farms to the Swansea North substation via either the EE route, or directly into the substation, until such time that the Strategic Optioneering Report could be completed and a single preferred connection identified.
4.1.16 Accordingly, the EE route was mapped and brought into the overall scope of the appraisal for consideration during the second stage of the process.
4.1.17 The EE route connection area and associated existing overhead lines is depicted on Figure 1(Appendix 2 – figures included within the first interim route selection report).
Consultation and Refinement of the Area of Search
4.1.18 Consultation on the outline methodology and the preliminary constraints data gathered within the preliminary area of search was undertaken on 09 August 2012
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with stakeholders comprising CCW, Environment Agency Wales, and Cadw3.
4.1.19 A series of GIS outputs were produced for discussion purposes; these depicted single and composite areas of constraint under the key interests of landscape, ecology and heritage. Outputs principally comprised constraints mapping presented on Ordnance Survey mapping at 1:20,000 scale to enable clear identification of sensitivities.
4.1.20 Consultees made the following key observations in respect of the tabled information.
. Clear justification would need to be provided for why the area of search extends towards the coast south of Carmarthen;
. Use of LANDMAP4 data would be an important factor during the appraisal, with a possible approach suggested that builds upon landscape character and sensitivity;
. Historic Landscape Areas, areas of semi-natural ancient woodland and open access areas should be marked on the constraints plans;
. Visual aspects and dynamics form an important factor for consideration later in the appraisal process;
. An expectancy from Cadw of no direct impacts on statutory designations, and avoidance where possible of indirect effects on the setting of historic assets;
. Aim to reduce effects on areas of Registered Historic Landscape, those at flood risk, and individual watercourses.
4.1.21 A key response from CCW was that potential route corridors need to be responsive to the above constraints, and therefore should not be defined by an arbitrary or uniform width.
3 The Welsh Government’s historic environment service. 4 LANDMAP forms key landscape guidance for Wales, and comprises a GIS based landscape resource where landscape characteristics, qualities and influences on the landscape are recorded and evaluated into a nationally consistent data set.
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4.1.22 In relation to the study area, it was suggested by CCW that this be broadened to capture the western fringes of the Brecon Beacons National Park near Llandeilo, given the potential for indirect visual effects to occur from within this important area.
4.1.23 Other feedback suggested refinements be made to extend the boundary westwards beyond Carmarthen, thus capturing part of the River Towy estuary, and to widen the coverage in the north-east towards the settlement of Llandysul. The rationale behind these modifications was to permit consideration of possible corridor options that may exist to the west of Carmarthen.
4.1.24 A second similar meeting was held with representatives from Carmarthenshire County Council and the City and County of Swansea on 16 August 2012. In addition to the previously tabled information, WPD provided a brief summary of the feedback given by consultees from the previous week’s meeting.
4.1.25 Additional points and observations raised were as follows.
. A recommendation to investigate the possibility of rationalising existing overhead lines as part of the project;
. The Towy Valley emerged as a key constraint requiring careful consideration, given its visual dynamics and designated status;
. A need to map the existing transmission and distribution network, and other utility infrastructure, in order to factor in the locations and extent of overhead and underground connections;
. Consideration of strategic search areas, future developments and land allocations contained in relevant forward planning documents;
. A requirement to consider recreational interests (e.g. cycle routes and recognised viewpoints), albeit at later stages of the appraisal process.
4.1.26 WPD accordingly took account of all consultee feedback from both meetings, and subsequently RSK updated the constraints mapping to reflect the above
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observations and considerations, re-engaging stakeholders where necessary to obtain additional data within the refined area of search.
4.1.27 The refined area of search is depicted on Figure 5 (Appendix 2 – figures included within the first interim route selection report). This area was adopted as the basis for the identification and appraisal of potential Route Corridor Options in Stage 2.
Methodological Refinements
4.1.28 Shortly after receipt of consultation feedback during the Stage 1 Primary Constraints Review, the outline appraisal methodology was updated and finalised in early September 2012 prior to progression into activities associated with Stage 2. A key change in the staged approach to appraisal centred on the need for engineering factors such as topography coming forward as a material consideration earlier in the study, and to incorporate feedback on the timing of future consultation events. These changes are reflected in the method statement contained in section 3 of this report.
4.2 Summary of Data
4.2.1 The following range of data was requested and obtained as part of the Stage 1 Primary Constraints Review data collection exercise. This took account of consultee feedback, preliminary engineering and technical considerations, and additional stakeholder data requests.
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Table 4.1– Stage One Data Sources
Topic Area Content Data Source Landscape National Parks CCW Historic Parks and Gardens Cadw Special Landscape Areas Carmarthenshire County Council City and County of Swansea LANDMAP Areas (Outstanding and CCW High): Geological Landscape, Landscape Habitats, Visual and Sensory, Historic Landscape, and Cultural Landscape) Country Parks CCW Topography Ordnance Survey Regional Landscape Character CCW Areas Registered Common Land CCW Ecology Sites of Special Scientific Interest CCW (SSSI) Special Areas of Conservation CCW Special Protection Areas CCW National Nature Reserves CCW Ancient and Semi Natural CCW Woodland RSPB Nature Reserves RSPB Local Nature Reserves CCW Important Bird Areas RSPB
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Heritage Scheduled Ancient Monuments Cadw Listed Buildings Cadw World Heritage Sites Cadw Registered landscapes of either Cadw special or historic importance in Wales Designated Wrecks Cadw Conservation Areas Cadw Historic Environmental Record Dyfed Archaeological (HER) (specifically to identify non- Trust designated heritage assets Glamorgan-Gwent demonstrably of equivalent Archaeological Trust significance to designated assets) Planning/Land Use Woodland Ordnance Survey Recreational Routes (Long data and Carmarthen distance footpaths and National / Swansea planning Cycle Routes - existing and frameworks, and proposed) Welsh Technical Transportation Network (road, rail Advice Note 8: and aviation) Renewable Energy Major watercourses (TAN 8) Major areas of settlement Areas of Open Access (Open Country) Strategic Search Areas and Land Use Allocations Existing utility infrastructure (e.g. WPD and statutory overhead transmission and undertakers distribution lines) Flood Risk Areas Environment Agency Wales
4.2.2 Where raw data was obtained in hard copy or electronic form requiring digitising, the accuracy of the data was considered to be appropriate to the degree of definition being sought at that stage of the appraisal.
4.2.3 Data types highlighted in bold text within the table above indicate those which were considered by the project team and consultees to form first tier (primary) constraints; these were used as the basis for preliminary identification of potential route corridors in the constraints review as set out below.
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4.3 Constraints Review
4.3.1 The preliminary analysis of mapped constraints revealed that the refined area of search is typified by designated landscapes of high quality, with extensive protected nature conservation interests and a long-standing history represented by archaeological and built features of acknowledged importance and value.
4.3.2 First tier interests were considered to be of the highest environmental and/or amenity value, in line with the principles of avoidance set out in the Holford Rules and other best practice guidance.
4.3.3 Reference is made in the Holford Rules to Historic Parks and Gardens. Although such designations are non-statutory, it was considered that their very reference in the guidelines necessitated their inclusion within the first tier criteria. A similar approach was adopted in the appraisal for locally designated Conservation Areas, given their specific mention in the guidelines.
4.3.4 The accompanying notes to the Holford Rules make clear the need to avoid routeing close to residential areas on the grounds of amenity. To ensure compliance with this principle, major settlement areas such as towns and villages were demarcated from Ordnance Survey mapping and local planning frameworks and taken forward as first tier criteria on the grounds that they represent constraints associated with residential amenity.
4.3.5 The review revealed that designations and features such as Historic Parks and Gardens can contribute to the perception, composition, understanding and appreciation of both the landscape and heritage topics. Similarly, initiatives such as LANDMAP apply to more than one topic. In instances where overlap occurs, interests have been considered across all relevant topics as part of the constraints review, but have been presented once below for concision.
4.3.6 The following sub-sections provide an environmental profile of the study area as defined in Figure 5 (Appendix 2 – figures included within the first interim route selection report). The work undertaken to understand the baseline conditions of
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the study area which is reported in the rest of this section forms Stage 1a and 1b of the revised methodology.
4.4 Landscape and Visual Dynamics
4.4.1 Landscape encompasses the whole of the external rural and urban environment. Topography, vegetation, habitation by wildlife, drainage patterns, land use, engineered and built form combine with perceptual factors such as culture, history, and seasonal change to frame landscapes of distinctive character.
4.4.2 There is a clear relationship between landscape character and visual context; the landscape is generally experienced by those viewing it, albeit senses such as touch and smell influence perceptions.
4.4.3 Government policy makes a clear commitment to the protection and enhancement of our most valued landscapes, their scenic qualities, and components that contribute to the perception of character. Large tracts of land within the refined area of search are afforded varying levels of statutory and non-statutory protection through planning policy designation.
4.4.4 Figure 6 (Appendix 2 - figures included within the first interim route selection report) presents the constraints in relation to landscape and visual interests.
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Historic Parks and Gardens
4.4.5 Several Historic Parks and Gardens comprise internationally and nationally significant areas considered important to, and an integral part of, the historic and cultural fabric of Wales. Registered sites are classified as being of either Grade I, Grade II* or Grade II status.
4.4.6 There are fifteen designated Historic Parks and Gardens within the refined area of search. Six are located within the Towy Valley (Middleton Hall, Aberglasney, Golden Grove, Plas Dinefwr, Paxton’s Tower and The Bishop’s Palace and Abergwili).
4.4.7 Pantglas, Edwinsford and Taliaris Historic Parks and Gardens are all located north of the Towy Valley, with Derwydd and Glynhir located just south of the valley near Llandeilo.
4.4.8 Penllergaer, Parc Howard, Stradey Castle and Llechdwnni are located towards the southern fringes of the refined area of search.
National Parks
4.4.9 National Parks are designated under the National Parks and Countryside Act 1949 (as amended) for the purpose of conserving and enhancing natural beauty.
4.4.10 The eastern fringes of the refined area of search capture the western extremity of the Brecon Beacons National Park near the settlement of Llandeilo. The Park was designated in 1957 and covers an area of some 1,344 square kilometres.
Country Parks
4.4.11 Country Parks are nationally important designated sites comprising publicly accessible areas for undertaking recreation within a countryside environment.
4.4.12 Three Country Parks have been recorded within the refined area of search. A small section of the Pembrey Country Park crosses the western fringes of the refined area of search (the majority of the park being located beyond the
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area). The Lyn Llech Owain Country Park lies to the north-east of the settlement of Cross Hands, and the Gelli Aur Country Park is located south-west of Llandeilo.
Special Landscape Areas
4.4.13 A number of regionally and locally significant river valleys, upland landscapes and coastal landscapes are protected from development and other man-made influences through application of Special Landscape Area (SLA) non-statutory policy designation.
4.4.14 There are twelve SLAs located within the refined area of search. Cothi Valley, Mynydd Llanllwni and North Boundary are located along the northern extents of the refined area of search.
4.4.15 The Upper and Lower Towy Valley SLAs generally follow the course of the River Towy.
4.4.16 The following SLAs are located along the southern reaches of the refined area of search, in a west to east direction: Cefn Sidal Coastal Plain; Pembrey/Burry Port North; Burry Port/ Llanelli Road; Llanelli Road; River Lliedi Valley; River Morlais Valley; and Loughor Valley.
Common Land
4.4.17 Registered Common Land covers approximately 8.4% of Wales, and forms a key role in providing important habitat for plants and wildlife as well as being a key landscape resource.
4.4.18 Small pockets of Common Land are scattered throughout the refined area of search, the largest examples of which are located towards the eastern extents (north and south of Glanaman, and north of Brechfa Forest).
LANDMAP
4.4.19 LANDMAP is an information system devised by CCW to map and evaluate the landscape of Wales. It retains a key function in the formation of landscape policy
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and the appraisal and assessment of development proposals in relation to landscape impacts.
4.4.20 Containing five datasets, the information is presented at different levels, which facilitates the examination and appraisal of landscape sensitivity at broad and more local scales.
4.4.21 Following review of LANDMAP data, it was apparent that the creation of a combined multi-map for all aspect layers would not readily assist ease of data interpretation or further the process of options appraisal beyond initial high level constraint identification. It was therefore considered appropriate to initially map only those ‘Outstanding’ and ‘High’ evaluated aspects to inform the filtering of high value areas.
4.4.22 Those areas classified as Outstanding are associated with the western extremity of the Brecon Beacons National Park and the Towy Valley. High classified areas of varying scale are widely distributed throughout a large part of the remainder of the refined area of search, with significant concentrations noted in the upland landscapes surrounding Brechfa, and between Kidwelly and Pentre-Gwenlais.
Regional Landscape Character Areas
4.4.23 In relation to existing landscape character, the area of search encompasses several individual Landscape Character Areas (LCA) defined by CCW at the regional level across Wales. Regional LCA characteristics and boundaries were originally set out in the Landscape Character Map for Wales (2007). LCAs were subsequently refined by CCW using LANDMAP data in 2009 and are currently in the process of being finalised.
4.4.24 The refined area of search captures a total of ten distinct LCAs, the boundaries of which are depicted in Figure 7 (Appendix 2 - figures included within the first interim route selection report). A summary of their key characteristics are presented below.
. Area 21: Cambrian Mountains - The Cambrian Mountains lie at the heart of
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Wales, straddling the Counties of Ceredigion and Powys. They are formed from an upland spine of resistant rock forming a north-south orientated belt of wild and remote moorland. This large scale, windswept upland landscape encompasses Mid Wales’s highest peak, Plynlimon The north western boundary is defined by the Dovey Valley, beyond which lies the Snowdonia National Park. To the north the upland landscape forms a transition to the upland moorland landscape of Area 16. Y Berwyn/Berwyn. Parts of the Upland Ceredigion, Towy Valley and Dolaucothi Landscapes of Outstanding Historic Interest fall within this area. The Clywedog Valley and Elan Valley Landscapes of Special Historic Interest also fall within this character area;
. Area 43: Teifi Valley - 43. Dyffryn Tefi/Teifi Valley separates area 21. Uwchdiroedd Cymru/Cambrian Mountains from the hills of Ceredigion (25. Ceredigion). It occupies the wide, flat bottomed valley formed by a former moraine-dammed glacial lake, with its boundaries created by the skyline of the valley. This lowland river landscape straddles the administrative boundaries of Ceredigion and Carmarthenshire and encompasses one of Wales’ largest peat bogs, Cors Caron. The mouth of the Teifi Valley adjoins the Pembrokeshire Coast National Park and the St. Dogmaels and Moylgrove Heritage Coast. Part of the Upland Ceredigion Landscape of Outstanding Historic Interest falls within the upper valley while parts of the Lower Teifi Valley and Drefach and Felindre Landscapes of Special Historic Interest fall within the lower reaches;
. Area 41: Towy Valley - The Towy Valley is a flat floodplain landscape, crossed by the meandering course of the River Towy. It is a narrow character area located in south central Wales. Sheep and dairy cattle graze rich green pasture fields, with small areas of broadleaved woodlands often covering gentle slopes. The historic importance of the river is reflected in the remains of strategically placed features including Roman forts and medieval stone castles. It is also the location of a number of historic parks and gardens. As such, the valley is recognised as a Landscape of Outstanding Historic Interest;
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. Area 42: Pembroke and Carmarthen Foothills - The Pembroke and Carmarthen Foothills character area is located in south west Wales, straddling the counties of Carmarthenshire and Pembrokeshire. It is a varying landscape of remote upland plateaux dissected by sheltered wooded valleys, with regular pasture fields grazed by cattle and sheep. Quiet hamlets and villages are linked by a network of winding rural roads. The character area is framed by the Cambrian and Preseli mountains to the east and west, and the Teifi and Towy valleys to the north and south;
. Area 40: Gwendraeth Vales - The Gwendraeth Vales character area is located in south-central Wales, between the upland landscapes of the Brecon Beacons and Epynt in the east and the low lying Taff and Towy estuaries to the west. The landscape is varied owing to its complex underlying geology, with a prominent limestone ridge overlooking rolling hills and valleys. Evidence of past settlement and industrial uses of the area is still visible at a number of locations in the landscape. The eastern part of the area lies within Brecon Beacons National Park;
. Area 45: Taf, Towy and Gwendraeth Estuaries - The Taf, Towy and Gwendraeth Estuaries character area is located in Carmarthenshire in south west Wales. Extensive sand dunes and coastal flats fringe the estuaries, whilst rolling pasture fields and woodlands characterise the land surrounding the inland courses of the Taf, Towy and Greater Gwendraeth rivers. The character area sits between the Gower Peninsula and south Pembrokeshire coast. The southern half of the character area falls within the Taf and Towy Estuary Landscape of Outstanding Historic Interest, and the northern section is part of the Towy Valley Landscape of Outstanding Historic Interest;
. Area 44: Taf and Cleddau Vales - The Taf and Cleddau Vales character area is located in south east Wales, straddling the two counties of Pembrokeshire and Carmarthenshire. The landscape is framed to the north by the Preseli Hills. The character area comprises a hilly topography of rich pasture and cereal fields, intersected by woodland-fringed rivers. The western edge of the
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character area lies within the Towy Valley Landscape of Outstanding Historic Interest;
. Area 30: Brecon Beacons and Black Mountains –The Brecon Beacons and Black Mountains character area is located in southeast Wales, lying within the counties of Carmarthenshire and Powys. The area is defined by flat topped mountains and sweeping scree slopes, shaped by geological and glacial activity. This windswept landscape rises to a height of 886 metres – the highest point in southern Britain. East Fforest Fawr and Mynydd-y-Glog, and Black Mountain and Mynydd Myddfai are Landscapes of Special and Outstanding Historic Interest respectively. All of the character area lies within Brecon Beacons National Park;
. Area 37: South Wales Valleys – The South Wales Valleys occupy a large part of southern Wales, framed by the Brecon Beacons and Black Mountains to the north, the M4 corridor to the south, and lowland vale landscapes to the east and west. This varied landscape comprises urbanised valleys with a strong link to the area’s industrial past, overlooked by wide expanses of sheep grazed plateaux. The area includes Margam Mountain, Rhondda and Gelligaer Common – Landscapes of Special Historic Interest. The former industrial areas of Merthyr Tydfil and Blaenafon are recognised as Landscapes of Outstanding Historic Interest. Blaenafon is also designated as a World Heritage Site for its complex of remains relating to its past coal and iron industries. The eastern edge of the character area lies within Brecon Beacons National Park;
. Area 38: Swansea Bay – The Swansea Bay character area encompasses the city of Swansea and the surrounding towns of The Mumbles, Burry Port, Llanelli, Neath and Port Talbot. The area stretches south east down the coast from Swansea to Porthcawl, fringed by the 37 Dyffrynnoedd y De/South Wales Valleys to the north and east. The landform is broken by the Lougher, Tawe, Neath and Ogmore estuaries, which flow into Swansea Bay. It is a landscape of contrasts – from attractive coastlines and heavy industries to the elegant
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townscapes surviving in parts of Swansea. The dune areas at Merthyr Mawr, Kenfig and Margam Burrows are Landscapes of Outstanding Historic Interest. The Ogmore estuary falls within the Glamorgan Heritage Coast area.
4.4.25 The early stages of the appraisal appropriately take account of the visual context of the refined area of search as an integral component of the perception of landscape character.
Topography
4.4.26 Topographically, the area of search is highly varied. The area around Brechfa Forest to the north of the refined area of search is high ground with some areas over 350m AOD. A large part of this northern section is vegetated with a mixture of ancient semi-natural and coniferous woodland.
4.4.27 The River Towy forms a key topographical valley feature running east to west across the northern central part of the refined area of search. The valley is characterised by low lying floodplains and associated pastoral farmland. Other key valley features associated with the A483 road corridor between Llandeilo and Pontarddulias, and the River Cothi between Abergorlech and Felingwm Uchaf.
4.4.28 The highest part of the refined area of search is associated with the western fringes of the Black Mountain range, forming an integral part of The Brecon Beacons National Park and reaching elevations of some 500m AOD.
4.4.29 Other notable peaks include Mynydd Y Gwair (374m AOD) south-east of Ammanford, characterised by rolling moorland, and Mynydd Rhos-wen (358m AOD) situated west of Brechfa. Flatter, more low-lying estuarine areas are noted around Carmarthen Bay to the west of the refined area of search.
4.5 Ecology
4.5.1 The area of search extends across significant areas of wildlife habitat variety and nature conservation interest. There are wildlife habitats associated with upland, lowland, terrestrial and aquatic contexts which support habitats and populations of
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acknowledged importance at the international, European, national and local level.
4.5.2 Figure 8 (Appendix 2 - figures included within the first interim route selection report) presents the constraints in relation to ecological and nature conservation interests.
Important Bird Areas
4.5.3 Important Bird Areas (IBA) comprise globally important habitat for the conservation of bird populations.
4.5.4 Carmarthen Bay, which marks the boundary of the refined area of search to the west, is designated as an IBA. This designated area encroaches into the refined area of search at the estuary north of Ferryside.
Special Areas of Conservation
4.5.5 Special Areas of Conservation (SAC) are European sites designated under the EC Directive 92/43/EC.
4.5.6 There are four areas within the refined area of search designated as SAC. Carmarthen Bay and Estuaries, south of Carmarthen, is designated for various habitats that support marine life.
4.5.7 The River Towy SAC, designated for habitats that support otter and fish, crosses the whole of the refined area of search from east to west.
4.5.8 Cernydd Carmel SAC, located north-east of Cross Hands, is designated for its diverse habitats The final site is Caeau Mynydd Mawr SAC, located to the east of Cross Hands, designated for its population of Marsh Fritillary Butterfly.
Special Protection Areas
4.5.9 There are no European designated Special Protection Areas (SPA) within the refined area of search.
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Sites of Special Scientific Interest
4.5.10 Sites of Special Scientific Interest (SSSI) comprise nationally important sites designated for their biodiversity or geological interest under the provisions of the Wildlife and Countryside Act 1981 (as amended). The nature of SSSIs vary depending on their qualifying interest, and they frequently provide the foundation for additional designations.
4.5.11 There are 69 SSSIs located throughout the refined area of search.
National Nature Reserves
4.5.12 National Nature Reserves (NNR) form a key foundation for nature conservation in the UK, with all such sites being afforded additional SSSI status to provide a higher level of protection.
4.5.13 There are four NNRs within the refined area of search, located around the same latitude as the Towy Valley. These comprise: Cors Goch Llanllwch - a raised bog to the west of Llanllwch; Waun Las - south of Llanarthney, of particular note for grassland fungi; Cernydd Carmel - west of Llandybie, the only seasonal lake in Britain; and the Dinefwr Estate - east of Llandeilo.
RSPB Reserves
4.5.14 Reserves managed by the Royal Society for the Protection of Birds (RSPB) comprise a portfolio of sites that seek to conserve, protect and enhance habitats for our rarest or most threatened bird species.
4.5.15 One RSPB reserve is present within the refined area of search. Cwm Clydach is located in the south-eastern extremes of the refined area of search, north of Clydach, and comprises an ancient broadleaved woodland home to breeding pied flycatchers, redstarts, dippers and buzzards.
Ancient and Semi-Natural Woodland
4.5.16 In Wales, ancient and semi-natural woodland (ASNW) comprises sites that have
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been wooded continuously for several hundred years. The long continuity of ASNW, their undisturbed soils and ability to support wildlife renders it a valuable natural habitat of national importance.
4.5.17 Notable concentrations of ASNW are associated with the upland landscapes of Brechfa Forest to the north.
Local Nature Reserves
4.5.18 Local Nature Reserves (LNR) comprise sites designated by local authorities to protect their natural features and wildlife of special interest.
4.5.19 Two sites are present in proximity to Carmarthen Bay: Glan-Yr-Afon, located near to Kidwelly; and Ashpits Pond Pwll Lagoon, located between Burry Port and Pwll. A third site, Carreg Cennen Woodlands, is found south east of Llandeilo.
4.6 Heritage
4.6.1 Heritage resources comprise the physical remains of the historic environment and their settings. These resources include historic buildings and townscapes, historic gardens and designed landscapes, ancient monuments and other archaeological sites and landscapes which are often very fragile and vulnerable to attrition from natural and human causes.
4.6.2 Policy objectives seek to ensure their conservation whilst balancing the needs for sustainable development. Large numbers of sites of varying importance and heritage significance have been recorded within the refined area of search.
4.6.3 Figure 9 (Appendix 2 - figures included within the first interim route selection report) presents the constraints in relation to archaeological and built heritage interests.
World Heritage Sites
4.6.4 There are no internationally important World Heritage Sites within the refined area of search.
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Scheduled Monuments
4.6.5 A Scheduled Monument (SM) is a nationally important archaeological site or historic building, given protection against unauthorised change.
4.6.6 There are 177 designated SMs dispersed across the refined area of search. Notable concentrations are recorded around the settlement of Carmarthen and in landscapes east of the A483 road corridor.
Conservation Areas
4.6.7 Conservation Areas are designated by local planning authorities for their special architectural and historical interest.
4.6.8 There are over 500 Conservation Areas in Wales, 22 of which fall within the refined area of search. Of these 22 designated areas, approximately half are located within Carmarthen.
4.6.9 Two Conservation Areas are associated with Kidwelly near the south-western boundary of the refined area of search. The remainder are located in more central/eastern parts of area in Llanddarog, Llangathen, Llandeilo, Cwmdu, Llangadog, Talley, and Abergorlech.
Listed Buildings
4.6.10 A Listed Building is a structure that has been placed on the Statutory List of Buildings of Special Architectural or Historic Interest by CADW. There are three types of listed status for buildings in Wales. Grade I: buildings of exceptional interest; Grade II*: particularly important buildings of more than special interest; and Grade II: buildings that are of special interest, warranting every effort to preserve them.
4.6.11 There are 1133 Listed Buildings in the refined area of search, many of which are concentrated in established settlements and clustered within designated areas around Carmarthen and Llanelli.
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Registered Landscapes of Special or Historic Importance
4.6.12 To recognise the value of historic landscapes and raise awareness of their importance, CADW, in partnership with CCW and the International Council on Monuments and Sites, has compiled a Register of Landscapes of Historic Interest in Wales.
4.6.13 The register identifies 58 landscapes of outstanding or special historic interest, considered to form the best examples of different types of historic landscapes in Wales.
4.6.14 Four registered landscapes fall within the refined area of search. Drefach and Felindre encroaches into the north-western boundary of the area, with the majority of the designation falling outside the boundary. The Towy Valley follows the course of the River Towy. The Taff and Towy estuary is located around the Kidwelly area in the south-west, and the Black Mountain and Mynydd Myddfai forms part of the Brecon Beacons National Park to the east of the refined area of search.
Designated Wrecks
4.6.15 There are no designated wreck sites associated with the refined area of search.
4.7 Land Use/Planning
4.7.1 The refined area of search falls under the jurisdiction of two authorities - Carmarthenshire County Council (CCC), and the City and County of Swansea. Figure 10 (Appendix 2 - figures included within the first interim route selection report) presents the constraints in relation to land use and planning considerations.
Land Use and Tourism
4.7.2 Land use throughout the large part of the refined area of search is primarily focused on rural economic activity. Commercial forestry is important on the
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intermediate slopes of the uplands, with arable production generally confined to more lower lying areas. The area is generally devoid of significant industrial activity.
4.7.3 Tourism and recreation are important sectors founded on the physical and natural assets that underscore the landscape quality and sense of remoteness represented across the northern and eastern extents of the area of search.
Major Settlement Areas
4.7.4 The major settlements are situated along the southern boundary of the refined area of search. They include Llanelli, Gorseinon, Ammanford, Kidwelly and Burry Port, as well as Carmarthen towards the north west.
4.7.5 Other than in the key settlements, the majority of the local population is dispersed across smaller villages and hamlets located in sheltered valleys and agriculturally richer areas.
Recreational Routes
4.7.6 The importance of prime recreational and tourist routes is acknowledged, with image and amenity forming essential parts of their value.
4.7.7 The refined area of search contains many linear networks with north-south and east-west orientations; this suggests interface with potential route corridors will be inevitable. Accordingly, major recreational routes are viewed as first tier constraints and material considerations to route corridor identification and differentiation.
Woodland
4.7.8 The most densely wooded area is the central northern section to the north of Brechfa, which is vegetated with a mixture of ASNW and coniferous woodland.
4.7.9 Small pockets of both ASNW and coniferous woodland are located throughout the refined area of search, with notable areas established along both sides of the M4
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road corridor, east of Junction 47 near Pontarddulais.
Major Watercourses
4.7.10 The most significant watercourse in the refined area of search is the designated River Towy, which flows across the refined area of search in a broadly west to south-west direction to Carmarthen Bay and its associated estuaries.
4.7.11 Another major watercourse comprises the River Cothi which forms a tributary of the River Towy and flows in a north to south direction from the Brechfa area before joining the Towy east of Carmarthen. A further major watercourse comprises the River Loughor flowing from the Black Mountains south past Ammanford, Hendy and Pontarddulais.
Transportation Network (road, rail and aviation)
4.7.12 A network of major A-roads, B-classification and rural routes provide connectivity between settlements across the refined area of search.
4.7.13 The M4 strategic corridor enters the south-eastern corner of the refined area of search and runs in a broadly north-westerly direction before terminating south-east of Ammanford. The M4 forms the main arterial route into the refined area of search, from which the A48 and A483 roads spur and connect to settlements in the east and west. The A40 forms the key route through the central section of the refined area of search, and provides vehicular connectivity between Carmarthen and Llandeilo.
4.7.14 Other important A-classification routes include the A485 between Carmarthen and Llanllwni, the A484 running north-west from Carmarthen, the A4138 from the M4 to Llanelli.
4.7.15 The south coast railway mainline runs along the southern boundary of the refined area of search (Swansea to Carmarthen), with a spur at Llanelli which provides local rail connections to Ammanford, Llandeilo and beyond. A local route to Drefach is also available from Kidwelly in the south.
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4.7.16 Pembrey Airport is located within the south-eastern extents of the refined area of search, north-west of Burry Port.
Areas of Open Access (Open Country)
4.7.17 An Area of Open Access is land designated Under the Countryside and Rights of Way Act 2000 where the public can roam freely on mapped areas of mountain, moor, heath, downland and registered common land.
4.7.18 Three large Areas of Open Access, and 32 smaller designated areas, are captured within the boundary of the refined area of search. The largest areas are located south of LLanllwni, north of Glanaman, and north of Pontlliw.
Strategic Search Areas
4.7.19 Strategic Search Areas (SSAs) are areas in Wales that have been targeted for Renewable Energy development. These areas are outlined in Technical Advice Note (TAN8).
4.7.20 Two SSAs, G and E, are located partly within the refined area of search. A large part of SSA G extends into the northern boundary of the refined area of search just east of Llanllwni, whereas approximately a third of the western section of SSA E extends into the refined area of search north east of Felindre.
Land Allocations
4.7.21 Carmarthenshire County Council’s planning and development framework identifies current and proposed employment areas, which are mostly centred on the key settlement areas with some pockets located in less densely populated areas.
4.7.22 Swansea City’s planning and development framework identifies a variety of existing land uses and potential development zones which are allocated across the urban areas falling under its control (these being associated with the northern suburbs of Swansea and rural areas around Mynydd Y Gwair).
4.7.23 A number of areas have been identified as holding minerals mining potential, with
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coal noted in the urban areas in the south of the refined area of search and in some more rural parts. In addition, locally administered urban designations of conservation comprising green wedges, greenspace protection, community recreation land and environment enhancement are also dispersed across the southern extents of the refined area of search.
Existing Utility Infrastructure
4.7.24 A parallel run of two 400kV overhead National Grid transmission lines cross the refined area of search from south of Carmarthen to the Swansea North Substation, and continue beyond the eastern extents of the refined area of search north of Pontardawe.
4.7.25 A network of 132kV overhead distribution cables in the southern parts of the refined area of search provides electrical connectivity to larger settlements such as Ammanford and Burry Port, interfacing at the Swansea North Substation west of Clydach. The network of 132kV lines orientate from the substation in different directions, with several crossing urban and rural locations and established road corridors.
4.7.26 South of the A40 there is an extensive network of overhead 33kV circuits spanning the refined area of search between West Carmarthen and Llandeilo. Additional 33kV circuits provide connectivity between Ammanford, Llandeilo, Kidwelly, Burry Port, Pontarddulias and other settlements along the southern periphery of the refined area of search.
4.7.27 Local circuits of less than 33kV provide connectivity to rural areas, hamlets and more isolated dwellings in the northern extents of the refined area of search.
Flood Risk Areas
4.7.28 The main areas at risk of flood in the refined area of search correspond with floodplains, these being associated with areas adjacent to the rivers Towy and Loughor, and the lower lying coastal regions found in the south and east of the refined area of search.
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4.8 Site Reconnaissance
4.8.1 Following adoption of the appraisal methodology and collection of first and second tier data, an experienced Landscape Architect undertook a site visit in early September 2012.
4.8.2 The purpose of the site visit was to: establish a general understanding of the landscape pattern of the refined area of search; identify vantage points from which the visual context could be understood; ground truth data and information collected; and identify any matters requiring early consideration in the next stage of the appraisal.
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5 Stage 2a: Identification of Route Corridor Options
5.1 Introduction to Stage 2a
5.1.1 This section of the report explains the process followed to reach an agreed set of Route Corridor Options for the proposed grid connection. Within this section of the report a distinction is drawn between ‘potential’ or ‘preliminary’ route corridor options (that were considered at Stage 2a but rejected) and the Route Corridor Options (that were agreed between WPD, RSK and consultees and that are subject to detailed comparative appraisal at Stage 2b of the route selection process).
5.2 Route Corridor Workshop
Background and Objectives
5.2.1 Commencement of Stage 2 activities began with a Route Corridor Workshop on 14 September 2012.
5.2.2 The purpose of the workshop was to explore the appropriateness and completeness of first and second tier data collected and mapped during the Stage 1 exercise, establish areas of constraint and opportunity within the refined area of search, and to develop and agree preliminary route corridors.
5.2.3 The workshop was attended by representatives of WPD covering engineering and technical matters, and specialists from RSK covering the environmental topics of landscape, ecology, heritage, and land use/planning.
5.2.4 The workshop considered various factors including the refined area of search, GIS and aerial photography. This was followed by a more detailed review and appraisal by attending environmental specialists of the following topic areas.
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Landscape
5.2.5 The following observations were made in respect of landscape sensitivities.
. The River Towy corridor is visually sensitive and contains several elevated viewpoints. As such, any route across may have to make use of pinch-points across the valley rather than following the line of valley itself (as recommended by the Holford Rules);
. Concerns were raised regarding the Brecon Beacons National Park falling within the refined area of search. It was considered that any corridor routeing should seek to avoid this nationally important asset from the outset;
. The refined area of search contains numerous SLAs that correspond with the area’s many valley features, some of which are extensive (e.g. River Cothi and River Towy) and may pose an unavoidable constraint to routeing;
. Woodland areas are extensive, and thus offer genuine opportunities to screen new overhead lines on the proviso that areas of ASNW are avoided;
. A concentration of Registered Parks and Gardens exists around the west of Llandeilo; these interests should be avoided during route corridor identification;
. Conflict with the considerable coverage and dispersal of LANDMAP areas defined as being of outstanding and high visual and sensory quality may prove inevitable during routeing;
. Good views are available from the Abergwili locality.
Ecology
5.2.6 The following observations were made in respect of ecological sensitivities.
. Effects on ecological interests by virtue of wooden pole installation would be minor and localised due to the small footprint of the associated works;
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. SACs and SSSIs will need to be avoided during routeing where possible. It was acknowledged that the Towy Valley SAC may be unavoidable, and as such may invoke the need for an Appropriate Assessment to be undertaken as part of the DCO application;
. Recorded areas of wintering birds, wetlands areas and ASNW should be avoided;
. Bats are unlikely to be adversely affected by the proposed scheme. It was noted that routeing through wooded areas could offer potential habitat improvements for some bat species due to reduction and removal of wooded canopies;
. Bird strike could be perceived to be an issue on the project due to the overhead nature of the works;
. Dormice have been identified in central sections of the refined area of search. Great Crested Newt has not been raised as a potential issue by CCW; however a detailed review of available background records will provide an indication of presence or absence.
Heritage
5.2.7 The following observations were made in respect of archaeological and built heritage sensitivities.
. Some 1000+ Listed Buildings are present in the refined area of search, approximately 10% of which are of Grade I or Grade II*. Setting is important to most of these assets, but less so for those located nearer the coastline south of Carmarthen;
. A high concentration of these assets exists within the Towy Valley, many occupying prominent elevated positions, with some examples located around the settlement of Ammanford exhibiting group value;
. The settlement of Hendy possesses a high concentration of Listed Buildings;
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any routeing near this area should aim to take advantage of the existing M4 corridor;
. Routeing to the west of Carmarthen would be preferable if seeking to avoid Listed Buildings within the refined area of search, as would progressing through Llandeilo;
. 75% of the 120 Scheduled Monuments comprise above ground features; therefore setting is a material consideration to routeing;
. Some Scheduled Monuments have group value, and those associated with Carmarthen should be avoided;
. TheTowy Valley is a prominent designated landscape of historic importance. Other high value areas comprise Kidwelly, Bethlehem and Registered Parks and Gardens within the refined area of search;
. Conservation Areas, although considered important in respect of the Holford Rules, are likely to pose only a local constraint to routeing.
5.2.8 Details on non-designated assets were unavailable at the time of the workshop; however it was acknowledged that high value receptors might exist that have yet to be factored into the mapping exercise. It was also noted that the potential to encounter undiscovered archaeology within the Towy Valley is likely to be high given its historical importance.
Land Use/Planning
5.2.9 The following observations were made in respect of land use and planning considerations.
. A fine balance is needed in respect of settlements, as some provide scope to visually screen and contain overhead distribution infrastructure but could result in objections due to proximity issues. The importance of factoring proximity to residential areas as a key criterion was reinforced by WPD’s engineers;
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. The River Towy is particularly sinuous in its form. As such, any route corridors crossing the valley should seek to traverse the body of water in a single instance rather than require multiple crossings that could give rise to a potentially greater environmental impact;
. Consideration needed to be given to the prospect of one or more of the wind farms not receiving consent, and how preliminary routeing of corridors should best address this potential issue.
5.3 Key Considerations
5.3.1 The collective review of the composite constraints for landscape, ecology, heritage and land use/planning interests against the project objectives and findings of the site reconnaissance revealed the following considerations that were subsequently factored into the preliminary route corridor identification exercise.
Towy Valley
5.3.2 The Towy valley and estuary presents a heavily constrained, designated river corridor running east-west across the entire width of the refined area of search.
5.3.3 Due to its low lying topography, the degree of visual exposure (and sensitivity) is considerable, particularly from elevated vantage points in the local area. Numerous villages, hamlets and isolated dwellings intersperse the valley, along with small pockets of woodland.
5.3.4 Given that connection between the three proposed wind farms and either of the two identified connection points requires a new connection running in a broadly north-south direction, the valley presents an unavoidable constraint either east or west of Carmarthen that would need to be crossed.
5.3.5 It was considered that any crossings over the river valley would need to adopt a principle of identifying pathways of least resistance, in order to minimise potential direct conflicts with interests. It was also considered important that the routeing of corridors would need to give due regard to the potential for indirect effects on
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wider assets such as Scheduled Monuments and the Brecon Beacons National Park.
Brechfa Forest
5.3.6 The Brechfa Forest locality was identified as being dominated by established concentration of plantation woodland on highly variable upland topography.
5.3.7 The wide distribution of ASNW within this area of forestry was deemed to be a factor that could significantly limit corridor routeing potential from, and between, the three proposed wind farms.
5.3.8 A further issue warranting consideration related to the open upland setting of landscapes north of Swansea North Substation; this was highlighted as a potentially constraining factor to corridor routeing due to the high altitudes and heightened degree of visual exposure that could potentially arise.
Conflict with the principles of the Holford Rules
5.3.9 The sheer number of valley formations associated with central and upland sections of the refined area of search offers genuine opportunities for accommodating route corridors, and thus achieving compliance with the Holford Rules concerning the preferential use of valley features.
5.3.10 Further review of the mapped constraints, however, revealed that the majority of such features directly associate with SLA designations - interests which the Holford Rules seek to avoid when routeing - which brings both objectives into clear conflict. This conflict is amplified further through many valley areas being considered of “High” or “Outstanding” value in the LANDMAP initiative (visual and sensory).
5.4 Identification of Preliminary Route Corridors
5.4.1 The second part of the workshop was given over to an interactive session which allowed attendees to plot preliminary pathways on a series of constraint plans by
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hand between the three wind farm substations and the two identified connection points at Swansea North and Llandyfaelog.
5.4.2 The exercise was informed by considerations which emerged in the first part of the session, which formed the starting point for corridor development. High amenity areas such as the Brecon Beacons National Park and areas exhibiting a cluster of important assets were initially demarcated on the plans to guide the drafting of linear pathways by a process of avoidance. This resulted in pockets of the refined area of search being effectively discounted from routeing.
5.4.3 A complex linear network emerged from the exercise, which established a composite of indicative pathways that sought to avoid first tier interests where possible within the refined area of search. In the main, the majority of pathways avoided highly constrained areas, densely populated areas, and high value areas. Several of the pathways took advantage of existing corridors of disturbance such as A and B classification roads running north-south through the refined area of search, and tracked overhead lines associated with the existing electricity transmission and distribution network.
5.4.4 A number of possible interconnection routes between the three wind farms were also identified; this came in direct response to the issue of one or more of these developments potentially falling out of scope of the project due to the possibility of receiving an adverse planning decision.
5.4.5 The hand drawn outputs of the exercise were subsequently digitised in GIS to provide a permanent record of the exercise. Each pathway was then buffered to generate a nominal 2km ‘corridor’ to indicate the relationship and potential conflict with mapped constraints, and to provide a basis for further development and refinement of the routes.
5.4.6 The digitised findings of the workshop are depicted on Figure 11 (Appendix 2 – figures included within the first interim route selection report). Due to the number of potential connections, no preferential pathways clear of constraint emerged from the initial exercise.
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5.4.7 Shortly after the workshop, it was agreed that more local scale planning considerations should be factored into the next stages of project appraisal. This information was sought from the relevant planning authorities within the refined area of search, and was mapped digitally in GIS format.
5.5 Refinement of Preliminary Route Corridors
5.5.1 Following the drafting of the preliminary 2km wide route corridors, the project team commenced a more detailed review of each route.
5.5.2 Environmental specialists and project managers from RSK undertook a joint site survey over a two day period in mid October 2012, the purpose being to verify the preliminary route corridors in the field and undertake criteria based sieving of options.
5.5.3 Site visits were considered necessary in order to establish a thorough understanding of the locality and its associated sensitivities, and to build upon the constraints data gathered during Stage 1 of the appraisal.
5.5.4 Due to the high value and sensitivity of the local landscape, the exercise was necessarily landscape led and sought to refine the preliminary corridor boundaries through a process of extension and reduction. The exercise also sought to identify corridors that could be realistically discounted from further consideration by virtue of overriding engineering, technical or environmental criteria (both first and second tier), or introduce potentially viable corridors that may not have been initially identified during the desk-based review.
5.5.5 A detailed visual examination of the refined area of search was undertaken in terms of topography, elevation, slope, drainage pattern, environmental designations and landcover. Appreciation of more perceptual aspects such as scenic quality was also considered in the field.
5.5.6 The following principles and criteria were considered as part of the refinement exercise.
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. Designations – sieving of routes that present the least conflict with first and second tier designated interests relating to landscape, heritage, ecology and land use/planning;
. Directness – selection of corridors that offer the most direct route from the wind farms to the identified connection points, and which avoid sharp changes in direction;
. Topography – preference of options that follow open valleys and generally avoid steeply sloping, visually prominent land;
. Landcover – preference of options that avoid urban areas, recreationally important areas and densely vegetated areas;
. Technical – selection of corridors with the least challenging engineering requirements (e.g. crossing of wide trunk roads and rivers), and those with minimal direct conflict with existing infrastructure.
5.6 Outcomes of Site Visit
5.6.1 Due to the extensive nature of the refined area of search, efforts during the site visit were principally focused on the review of preliminary route corridors running from the three wind farms to the Swansea North Substation, with emphasis directed towards reviewing potential crossing opportunities along the Towy Valley between the settlements of Carmarthen and Llandeilo.
5.6.2 The following general conclusions and observations were drawn from the site visits, which subsequently fed into the sieving and boundary refinement of potential route corridor options to be taken forwards.
Wind Farm Locality (wind resource area)
5.6.3 The three wind farms would be located across a contiguous upland area to the north of the River Cothi at general elevations of between approximately 250 to 350m AOD.
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5.6.4 A key assumption was that the associated proposed substation locations would need to be linked in some form, enabling all three to be served by a grid connection to either of the two identified connection points.
5.6.5 The process of balancing desk and site-based information identified three potential options.
. A direct southern link off the upland area, dropping down into the valley of the River Cothi west of Brechfa village;
. A link to the north-west to avoid the most complex topography and steepest slopes which characterise the southern fringe of the upland area;
. A link to the east, into the valley of the River Cothi east of Abergorlech (a slightly less sensitive and less enclosed section of the valley).
Brechfa/Cothi Valley
5.6.6 Constraint mapping suggested this valley might present an opportunity for routeing; however the valley landscape running from Llanllawddog in the west to Llansawel to the east is particularly sensitive given its enclosed topography and recreational amenity use. The feature creates a barrier to the grid connection to the south of the upland wind resource area (though considered a secondary rather than primary constraint).
5.6.7 The following conclusions were drawn in respect of this area.
. Preference to avoid the especially narrow section of the valley of the River Cothi as it turns south to the east of Brechfa village, due to steep topography and scenic interest;
. Identification of the section of the valley to the west of Brechfa village as the least sensitive crossing point;
. A preference for circumnavigating this valued valley either to the west or east.
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Towy Valley
5.6.8 This valley brings together a notable density of primary and secondary constraints. Joint fieldwork by the assessment team identified three broad crossing points.
. East of Carmarthen near Abergwili;
. East of Nantgaredig;
. East of Llandeilo.
5.6.9 A direct connection from Swansea North to the wind resource area would have resulted in a crossing of the Towy Valley in the vicinity of Llanarthne/Llangathen. The combined site visit concluded that, given the apparent feasibility of other reasonably direct crossing points, a crossing in this vicinity (close to a number of nationally designated resources) should be discounted as an option.
5.6.10 Sensitivities in areas immediately to the north and south and the absence of significant connecting valley-route opportunities also suggested that there was no clear case for considering an underground crossing of the Towy Valley in this location; however further consideration of a short route between Abergorlech and Carmarthen South introduced an option crossing the valley near Llanarthne, that warranted further evaluation.
Urban Areas and Settlements
5.6.11 The A48 road corridor was identified as an opportunity (based on topography and existing influences on the landscape); however a swathe of dispersed but connected built up areas and other constraints in the vicinity of Tumble, Cross Hands, Gorslas, Pen-y-groes, Temple Bar and Milo represented an extensive physical constraint.
5.6.12 When combined with recreational areas to the north, this resulted in definition of a route corridor option to the south of this section of the A48. It was noted this would necessitate at least two crossing points along the course of this road. It was concluded that further work would be necessary to confirm the feasibility of an A48
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road corridor route passing north east of Tumble.
5.6.13 Fieldwork identified a potentially feasible route (pinch point) around Ammanford near Pantyffynnon.
Mynydd Y Gwair (high ground north of Swansea North)
5.6.14 A general principle adopted in the routeing process was to avoid areas of higher and more exposed, visually prominent land such as that associated with Mynydd Y Gwair in the south-east of the refined area of search.
5.6.15 Notwithstanding this, site based observations revealed a presence of existing overhead lines on this high ground north of Swansea North Substation. Consideration was therefore given to the introduction of a further corridor option across this area between the existing substation and Ammanford.
5.7 Route Corridor Categorisation
5.7.1 Based on the above broad collective observations of the assessment team, the preliminary and newly introduced route corridors were categorised in the following hierarchical manner.
. Those corridors which the assessment team recommended as the least constrained options warranting further detailed consideration as part of the appraisal;
. Additional corridors considered more constrained and therefore more difficult for routeing purposes, but which still have the potential to accommodate a route and which may warrant further site based evaluation;
. Those corridors initially identified in the workshop but later dismissed by the assessment team following site review, primarily on the grounds of: significant conflict with recorded environmental constraints; opposition with the essence of the Holford Rules; a likelihood of encountering serious engineering difficulties; and/or where a route would prove uneconomical to implement by
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WPD.
5.7.2 The categorised corridors are depicted on Figure 12 (Appendix 2 – figures included within the first interim route selection report). The figure also depicts the previously identified indicative route for comparative purposes.
5.8 Least Constrained Route Corridor Options
5.8.1 The following identifies those corridors (and sub-sections thereof) that were deemed to be the least constrained for routeing; these are described in a west to east and north to south direction across the refined area of search.
New Inn to Abergwili (A485)
5.8.2 This corridor was considered to offer a direct route from New Inn to the Abergwili crossing of Towy Valley, broadly following the A485 route.
5.8.3 The preliminary corridor was widened to allow for the consideration of options either side of the A485 road corridor. As the area is relatively low lying, it was considered appropriate to expand the corridor to the west towards Llanpumsaint to permit consideration of a potential route closer to the lower valley.
5.8.4 The general locality exhibits an absence of steep slopes with less complex topography towards the southern section of the corridor; however potential proximity issues were noted in the Pontarsais area and potential constraints in the form of ASNW near the settlement of Alltwalis.
5.8.5 A concentration of heritage resources was also recorded within the lower lying areas of the corridor’s western extents, along with occasional ecological features of importance.
5.8.6 The location of this corridor was considered to offer potential connection opportunities to both the Brechfa Forest West and Bryn Llywelyn wind farm substations, with a crossing of the Towy Valley possible through a very narrow pinch-point on the eastern fringes of Carmarthen which would reduce the potential
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for impact on its many designated features.
Brechfa to South of Nantgaredig (via Horeb)
5.8.7 This corridor broadly follows the line of the existing B4310 route, and would offer a direct connection into the Brechfa Forest West Wind Farm.
5.8.8 Topographically, the area offered a number of opportunities to widen the corridor to encompass the option of a more westerly valley route alignment. The corridor boundary was developed to avoid the villages of Brechfa in the east and more steep slopes found south of the valley.
5.8.9 Ecologically, constraints were noted in respect of possible wintering bird issues in fields around the settlement of Horeb. ASNW was also recorded in the northern and southern ends of the corridor.
5.8.10 Routeing across the Towy Valley remained a key consideration due to its many sensitivities; however it was felt that a narrow crossing point immediately east of Nantgaredig could be taken advantage of which avoided nearby ASNW and Scheduled Monuments.
Abergorlech to Llanarthne (via Capel Isaac)
5.8.11 This corridor was not initially identified in the desk study, but emerged following preliminary site based collective review of constraints and opportunities.
5.8.12 The corridor was considered to offer a direct, diagonal route of limited constraint across a large tract of the refined area of search from the settlement of Abergorlech. It was considered that this relatively undisturbed landscape could accommodate a section of corridor that could potentially be utilised as part of a wider corridor for connecting the Brechfa Forest East Wind Farm into the proposed EE route connection point.
5.8.13 Although the corridor traversed an area of high ground north east of Capel Isaac, subtly lower topographical opportunities were felt to exist that could be took
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advantage of with careful routeing.
5.8.14 Navigating the Towy Valley remained a key constraint for this corridor, given its oblique direction of crossing, multiple designations and high environmental value. It was concluded that further site-based investigation would be necessary in order to verify the viability of the corridor and its valley crossing between Llanegwad and Llanarthne.
Abergorlech to Llandeilo (west via Cwmdu and Salem)
5.8.15 This option was considered to provide a section of corridor which could be utilised for routeing between Brechfa Forest East Wind Farm and the Swansea North Substation in the south.
5.8.16 A review of the corridor indicated it to offer a reasonably direct route between the wind farm and the large settlement of Llandeilo. Given its low lying characteristics, the corridor boundary was widened significantly to offer flexibility to route both east and west of Salem, the latter potentially offering a valley alignment to be developed.
5.8.17 The form of the corridor was shaped further to avoid the majority of important cultural heritage assets, pockets of ASNW and ecologically designated features such as the SSSI at Cwmdu.
5.8.18 Notwithstanding this, the considerable coverage of woodland within the corridor was noted as a potential challenge and constraint, albeit of lower importance to this stage of corridor refinement.
Abergorlech to Llandeilo (east via Talley and Halfway)
5.8.19 This corridor essentially provided an alternative direct route to the previous corridor described above.
5.8.20 The northern section of this corridor option was developed following site-based surveys which revealed opportunities to route east of Talley towards the proposed
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substation in the Brechfa Forest East Wind Farm. The corridor is sited in a low lying settled valley, with man-made influences apparent in the form of the existing B4310 route which the corridor generally follows.
5.8.21 A number of challenges were recorded with this option which would require careful consideration: significant cultural heritage assets in the Talley locality in the form of Scheduled Monuments, Listed Buildings and Conservation Areas; small steep sided valleys; and nature conservation interests comprising SSSIs and ASNW at Talley and Edwinsford.
5.8.22 The boundary of the corridor was accordingly modified to reduce its width through these areas in an attempt to avoid conflict with these interests, where possible. The review also identified a potential opportunity to connect the southern extents of this corridor (between Halfway and Llandeilo) into the northern extents of the previous corridor via routeing north of Cwmdu, which would avoid encroachment into the Talley and Edwinsford areas.
Abergwili to Llandyfaelog (EE Route Connection Point)
5.8.23 This corridor offers a direct connection into the corridor running north-south between Abergwili to New Inn, east of Carmarthen.
5.8.24 Site review of this corridor confirmed a notable absence of environmentally designated interests between the Towy Valley and the proposed EE route connection point for much of this route. A proportion of the corridor would track east of the existing A484 road, which was considered an opportunity for routeing.
5.8.25 Due to the constrained nature of the Towy Valley, the route corridor was narrowed to reduce the potential for conflict with designated interests. A further constraint emerged in the form of the A48 strategic route, which any overhead route would need to navigate across.
Nantgaredig to Llandyfaelog (EE Route Connection Point)
5.8.26 A large proportion of this diagonal corridor was identified through site-based
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verification which highlighted very few physical or environmental constraints between the proposed EE route connection point and the Towy Valley. It was accordingly brought into the scope of the appraisal as it presented an opportunity to directly connect the Brechfa to South of Nantgaredig (via Horeb) corridor identified above.
5.8.27 The low lying nature of the environment associated with an absence of woodland and heritage features meant that the corridor boundaries could extend significantly from the proposed EE route connection point through to the more constrained pinch-point at the Towy Valley, thus offering considerable scope for routeing in this area.
Abergwili/Nantgaredig to Swansea North (via A48 corridor)
5.8.28 This relatively lengthy section of corridor broadly tracked that which was defined in the desk-based review, with boundaries modified to align with the established A48 road corridor and tweaked to provide potential connection into the Swansea North Substation via a route north of Pontarddulais and Hendy.
5.8.29 The corridor was considered to form the most direct valley link from the substation to the east of Carmarthen, thus offering opportunities to connect the Brechfa Forest West and Bryn Llywelyn wind farms to the electricity grid.
5.8.30 The landscape is characterised as being fairly disturbed in places, which gives rise to potential conflicts with road crossings due to the number of transport corridors in the southern extents of the refined area of search.
5.8.31 Site-based review noted that navigation past Cross Hands would be achievable through a pinch-point to the south-west of the settlement, accepting that careful routeing would reduce the potential for conflict to emerge on a SSSI in this area.
5.8.32 A further pinch-point was recorded north of Pontarddulais; here any route would likely have to follow the existing overhead distribution lines that traverse the area.
5.8.33 Isolated and clustered Listed Buildings were noted as a potential barrier to
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routeing along this corridor in the Pentrebach and Cross Hands areas; boundaries were accordingly narrowed and repositioned to reduce the potential for incursion into such assets.
Llandeilo to Swansea North (west via River Loughor)
5.8.34 Identified during desk-based review, this corridor option offers a reasonably direct route along the eastern extents of the refined area of search, and takes advantage of an existing narrow valley feature associated with the River Loughor running between Ammanford and Pontarddulais.
5.8.35 Clusters of Listed Buildings, Scheduled Monuments and pockets of ASNW south of Llandeilo, were viewed as a potential barrier to routeing; therefore the corridor boundaries were widened around the A483 to provide a broader scope for routeing in this area.
5.8.36 The route corridor was adjusted between Ammanford and Pentre-Gwenlais to avoid encroachment into and overlap with built form, Listed Buildings and an SLA.
Llandeilo to Swansea North (east via Mynydd Y Gwair)
5.8.37 This alternative corridor to that described above takes advantage of the upland landscapes associated with Mynydd Y Gwair. This corridor was identified during site-based reconnaissance and has been developed in response to the presence of existing overhead infrastructure already being present in the locality.
5.8.38 The corridor is elevated, relatively direct and uniform in width between Ammanford and Swansea North, broadly following the route of a rural lane and largely avoiding the boundaries of a Strategic Search Area, Open Country, and a SSSI.
5.8.39 Some potential conflict was noted in respect of a dense cluster of ASNW located immediately south of Pantyffynnon.
5.8.40 The remainder of the corridor between Ammanford and Llandeilo follows that described in the previous corridor above.
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5.9 Alternative Route Corridor Options
5.9.1 The following summarises two corridors that were deemed to offer potential for routeing, albeit exhibiting a heightened degree of constraint that warranted further detailed evaluation.
Brechfa to Plas Fawr
5.9.2 This additional corridor routes between the north of Carmarthen (Abergwili) and the settlement of Plas Fawr, west of Horeb, and emerged as a potential sub-option that would permit an alternative connection pathway between the Brechfa Forest West Wind Farm and the EE route connection point.
5.9.3 The basis of the route derived from the workshop exercise which identified a potential corridor between Carmarthen and the B4310, south of Horeb. The locality is characterised by frequent, dispersed and complex areas of steeply sloping ground, some of which appeared to be undisturbed in nature and potentially sensitive to development.
5.9.4 Further desk-based review following site identification confirmed there to be a small number of designations associated with this alternative corridor, including ASNW pockets and built heritage assets of national importance.
5.9.5 It was observed that the relatively elevated nature of the corridor would potentially not preclude routeing, but would likely result in a route that runs contrary to the grain of the valleys in this area.
Llanddarog (A48) to north Ammanford link (via Milo)
5.9.6 The basis of the second of the alternative corridors was initially identified during the workshop exercise as potentially offering scope for accommodating a route as part of options starting or terminating in the east of the refined area of search.
5.9.7 It was identified that this corridor offered an indirect, longer pathway as part of
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routeing to either the Swansea North Substation or the EE route connection point from any of the three wind farm substations.
5.9.8 Fieldwork confirmed that although the corridor is elevated in places, there appeared to be no particular topographical opportunities that could be readily harnessed. In addition, the southern extent of the corridor is taken by a sizeable tract of designated landscape accommodating a cluster of built heritage assets, ASNW, and an area designated as a SSSI/SAC.
5.9.9 Potential routeing opportunities may exist north of these designated assets; however it was noted from desk-based review that any such routes would encroach into landscapes identified in LANDMAP as exhibiting high visual and sensory qualities.
5.10 Dismissed Corridor Options
5.10.1 The following corridors (and sub-options thereof) were principally identified from the desk-based workshop exercise and subsequently discounted from further consideration, following modification, refinement and evaluation in the field.
Brechfa to Llandeilo
5.10.2 A potential corridor forming a direct link between the settlement of Brechfa to Llandeilo (via Capel Isaac and Salem) was initially identified as offering an indirect linkage between the three wind farm substations and wider corridor options to the east of the refined area of search, connecting south into the Swansea North Substation.
5.10.3 A general absence of ecological and cultural heritage constraints initially led to the identification of this corridor; however site work concluded that a considerable length of any route would be positioned on elevated ground located south-east of Brechfa, characterised by slopes of >300m AOD, with no valley opportunities.
5.10.4 Steep slopes were identified in the vicinity of Llanfynydd, and north-west of Capel Isaac, which were considered a potential barrier to routeing that would generate
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conflict with the principles of the Holford Rules.
5.10.5 This constraint, coupled with considerable woodland coverage (some comprising ASNW) and an absence of detracting features, drew a conclusion that this corridor would not be suitable for routeing.
Abergorlech to Nantgaredig
5.10.6 Desk based review indicated potential for routeing along a corridor between Abergorlech – immediately south of the proposed Brechfa Forest East Wind Farm Substation – and the settlement of Nantgaredig in the Towy Valley.
5.10.7 The route was initially considered to offer indirect linkage to both the Swansea North Substation and the EE route connection point for this wind farm. Preliminary site work revealed some opportunities exist for taking advantage of the subtle elevated valley for routeing, and because of a limited number of ecological and cultural heritage constraints.
5.10.8 Conflicts were, however, acknowledged by virtue of the fact that a large proportion of this corridor overlaps with SLA designation in what was observed to be a generally undisturbed landscape of acknowledged high value in visual and sensory terms.
5.10.9 The corridor was also identified as being of considerable length, particularly if it were to be harnessed as part of a connection into the Swansea North Substation. It was also identified that this corridor would only be required if a direct linkage to the proposed Brechfa Forest East Wind Farm was necessary from either of the proposed connection points (as opposed to an interconnection between each of the three wind farms).
5.10.10 The overriding impression gained was that this corridor could be discounted if the preferred connection were to be made to the Swansea North Substation; however it was recognised that the corridor – upon further refinement – could form part of a potential option warranting reconsideration should the EE route connection point be progressed as the preferred connection point.
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West of Carmarthen
5.10.11 The workshop exercise identified a potential option that would involve routeing to the west of Carmarthen.
5.10.12 Site based review confirmed the initial observations that such a route would potentially offer a pathway between the EE route connection point and the New Inn locality, west of the Brechfa Forest West Wind Farm Substation, and that it could form part of a wider corridor linking back to the Swansea North Substation to the south-east.
5.10.13 The review identified a number of engineering challenges associated with this option. Although a proportion of the area west of Carmarthen is reasonably low- lying, a route option through this corridor would necessarily have to traverse more elevated topography than in comparison to corridors associated with Abergwili, east of Carmarthen. The route also captures a considerable number of environmental sensitivities, not least those associated with the crossing of the Towy estuary which could introduce an unacceptable degree of conflict with numerous nationally and internationally important landscape and ecological features.
5.10.14 Although the majority of corridor options identified would require a crossing over the existing single carriageway A40 route, increased difficulties were noted in respect of this corridor as the route would require the crossing of a dual carriageway section west of the town. Other issued recorded included the need to traverse fragmented areas of landscape considered to be of high value in visual and sensory terms, and addressing the conflict with complex, steeply sloping topography north of Carmarthen.
5.10.15 Given the focus of important estuarine designations, increased route length (when compared to routeing east of Carmarthen) and the level of conflict with Holford Rules concerning avoidance of areas exhibiting high amenity/value, it was concluded that routeing via the west of Carmarthen would be unacceptable in environmental and engineering terms and would therefore not warrant further
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consideration in the appraisal.
Southern Corridor Options
5.10.16 Desk-based review identified a potential corridor running west from the Swansea North Substation to Llandyfaelog (EE route connection point) via south of Hendy.
5.10.17 Fieldwork verification extended the desk-based exercise by identifying a further two options following a comparable corridor alignment; the first of these broadly followed the B4306 road corridor from Swansea North Substation to Crwbin, the second provided a short corridor from the Swansea North Substation around the fringes of Hendy (south and west) to avoid the settlement. These options principally stemmed from the presence of Mynydd Sylen south of Pontyberem - a feature characterised by very elevated ground in what is essentially low lying topography.
5.10.18 The nature of the topography south-east of Carmarthen is such that no strong valley opportunities exist running east-west that could be harnessed for routeing.
5.10.19 Collectively, these southern corridor options were considered to offer indirect connectivity, particularly the option connecting to Llandyfaelog which would introduce a new connection between the two identified connection points, as a means of wider connection to the three wind farms.
5.10.20 A dispersed distribution of designated interests of importance comprising ASNW (at River Morlais), SLAs, Carmarthen Bay SAC, and numerous heritage assets were recorded. Coupled with the ascribed high value visual and sensory qualities between Mynydd Cerrig and Mynydd Garreg, reasonably dense settlement pattern and occasional steep slopes, it was concluded that genuine barriers to routeing exist with these corridor options with no advantage in terms of connection length or directness being offered.
5.10.21 Accordingly, corridors running across the south of the refined area of search were discounted on this basis from further review and evaluation.
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East via Clydach and Pontardawe
5.10.22 A corridor option tracking the south-eastern fringes of the refined area of search was identified in the workshop as offering an alternative direction of connection into the Swansea North Substation for routes associated with Llandeilo.
5.10.23 Site work refined the corridors based on a combination of topography, designations and settlement patterns, concluding there to be a potential corridor routeing via Clydach, then south of Mynydd y Betws and terminating either north of south of Ammanford.
5.10.24 Observations indicated this corridor offers an indirect routeing opportunity in comparison to other corridors, and would render an option that is more elevated in nature that would traverse a Strategic Search Area for wind energy development.
5.10.25 The presence of steep sloping ground was acknowledged to form a limiting factor to routeing, as was the linkage of wooded RSPB reserves north of Clydach which form a clear barrier to route progression. Tree cover (some ASNW) east of Ammanford and dense clustering of Scheduled Monuments were also noted as genuine constraint to routeing. Proximity to the Brecon Beacons National Park boundary north of Pontamman was recorded as a possible issue.
5.10.26 Given no readily identifiable advantages over more direct corridors were identified in terms of routeing in this part of the refined area of search, it was collectively concluded that no further focus would be directed towards the evaluation of corridors east of the Swansea North Substation.
5.11 Adoption of the EE route as the Preferred Connection Point
5.11.1 Following the completion of site work to refine the various potential route corridor options identified from the workshop exercise, WPD continued to evaluate the merits of connecting into either the Swansea North Substation or the EE Route in Llandyfaelog.
5.11.2 Route inspections were undertaken by WPD in November 2012; these concluded
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there to be no overriding technical reasons why this existing section of overhead line could not be utilised as a viable connection point for the proposed scheme.
5.11.3 It was therefore concluded by WPD that, for the purposes of route corridor appraisal, the preferred connection point going forwards for the proposed scheme would comprise the EE Route. Selection was predicted on the fact that it represents efficient use of existing under-utilised network infrastructure, and it presents a potentially more direct connection opportunity for routeing to the three wind farm substations.
5.11.4 Key consultees previously engaged as part of the Stage 1 activities were accordingly contacted in December 2012 and January 2013 to inform them of the preferred connection point, and to update parties on the position regarding route corridor identification and appraisal.
5.11.5 Feedback provided by Carmarthenshire County Council suggested that consideration needed to be given in the ongoing appraisal to site allocations set out in their deposit Local Development Plan, in addition to those previously identified in their adopted Unitary Development Plan. This information was subsequently gathered and recorded in GIS to supplement existing datasets concerning planning related considerations.
5.11.6 The preliminary appraisal findings (described above) were subject to comparative review in early January 2013, following the strategic decision regarding adoption of the EE route connection.
5.12 Comparative Review
5.12.1 Comparative review of the refined area of search against the preliminary route corridors and the decision to discount the Swansea North Substation connection point on technical grounds revealed the following observations.
. The discontinuation of the Swansea North Substation connection would necessarily require the dropping of the LSTC indicative route from further
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consideration in the appraisal;
. Preliminary route corridors offering connection into the Swansea North Substation would need to be dropped from the appraisal, specifically easterly routeing opportunities orientated north-south between Abergorlech, Llandeilo and Pontarddulais;
. The Llanddarog (A48) to north Ammanford link (via Milo) alternative corridor should be discounted from further consideration, as its progression would require a corridor link from Llandeilo to Abergorlech in order to form an integral component of any connection (these being discounted for reasons described above);
. A large section of the preliminary route corridor between Abergwili/Nantgaredig to the Swansea North Substation (via A48 corridor) should be discounted from the study, as this essentially provided an indirect connection pathway following a north-west to south-east orientation across the southern extents of the refined area of search;
. Removal of large tracts of preliminary route corridors in the east of the refined area of search would mean the southern and eastern boundaries could logically be reduced, given there would be no clear advantage in terms of constraint avoidance or line length reduction for routeing into or across these areas;
. There would be a requirement to rationalise the desk-based identified interconnection corridors between the three wind farms with further fieldwork, in order to ensure a means of connectivity is provided to each development should one or more of these schemes not be granted consent through statutory procedures (given this aspect was not verified by way of the preliminary fieldwork undertaken);
. A need to: a) verify and refine the preliminary Towy Valley crossing points between Carmarthen in the west and Llanarthne in the east (Llanarthne being the furthest easterly crossing point following the discounting of corridors
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crossing the valley at Llandeilo) through further fieldwork and consideration of second tier criteria; and b) to refine the boundaries of the remaining preliminary route corridors through site review to enable consideration of more localised constraints and opportunities.
5.12.2 Accordingly, a number of modifications were made in order to revise the boundaries of the refined area of search down to derive an agreed ‘study area’ based on the three wind farms interfacing with the connection point somewhere between tower no’s 42 to 46 on the EE route (the final choice of connection point being dependent upon the comparative environmental effects on one tower choice versus another).
5.12.3 Coverage associated with the southern and eastern boundaries was significantly reduced.
5.12.4 Eastern boundary modifications sought to exclude the sensitive Brecon Beacons National Park by broadly tracking the line of the A476 between Tumble and Llandeilo, and the B4302 between Llandeilo and Talley. As a consequence, the sensitive landscapes around Ammanford and Pontarddulais would fall outside of the study area and thus would not pose an ongoing constraint to routeing.
5.12.5 Refinements were also made to the southern boundary between Kidwelly and Tumble; these sought to exclude large pockets of designated SLAs and ASNW found north of Llanelli.
5.12.6 The northern and western boundaries were also adjusted to reduce their coverage; the former was reduced to track closer to the boundaries of the proposed Bryn Llywelyn and Brechfa Forest wind farms, and the latter was brought closer to the west of Carmarthen (partially following the north-south line of the existing A484 route).
5.12.7 The reduced coverage was considered to still offer flexibility for routeing to all three wind farms, and would facilitate intensification of the corridor appraisal and refinement activities going forwards.
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5.13 Refinement of Preliminary Route Corridors
Scope and Objectives
5.13.1 Specialists within WPD and RSK undertook fieldwork jointly on 11 January and 17 January 2013. Preliminary route corridors (and alternative corridors) between the three wind farms and the EE route connection that remained following the comparative review were used as the basis for the refinement exercise.
5.13.2 Focus was directed on the first visit to validating the remaining corridor options to determine their appropriateness and viability in environmental and engineering terms, and to review the desk-based interconnection options between the three wind farms that had yet to be the subject of fieldwork review.
5.13.3 Emphasis on the second visit was placed on undertaking a detailed review of the Towy Valley crossings to: refine crossing boundary extents; determine whether other viable crossing points exist; and consider technical and engineering constraints that may preclude routeing.
5.13.4 A further objective of the second visit was to revisit in greater detail the previously identified routeing opportunities to the proposed Brechfa Forest East Wind Farm from the Towy Valley locality. Specifically, this involved a greater review of the Abergorlech to Llanarthne (via Capel Isaac) corridor, and the Nantgaredig to Abergorlech corridor opportunity - the latter being partly discounted following the preliminary site review but warranting reconsideration following adoption of the EE route connection.
Broad Refinements
5.13.5 The following broad refinements were made to the preliminary route corridor extents and boundaries following the site visits, described in a south to north direction.
5.13.6 The first modification was made to the corridor coverage around the proposed EE route locality. This was marginally extended southwards from Llandyfaelog by
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approximately 1km, and was undertaken following identification by WPD that interface into this existing overhead line may be achievable via one of several existing overhead distribution towers (rather than the terminal end tower).
5.13.7 Corridors previously identified south and east of Carmarthen (i.e. those broadly connecting Abergwili, Llandyfaelog and Nantgaredig south of the A40 road corridor) were broadly aggregated to form a single, outwardly tapering corridor from the EE route connection point. The western boundary of this corridor was then widened to track the line of the A484 in the main, as site based review indicated no major environmental constraints that would preclude routeing close to the urban fringes of south Carmarthen.
5.13.8 The corridor extents around Llanddarog were modified through a process of reduction to ensure avoidance of several pockets of ASNW around the settlement of Cwmisfael, and to establish a more appropriate corridor orientation directed towards the A40 for routeing purposes.
5.13.9 The definition of preliminary route corridors had resulted in a triangular shaped pocket of landscape falling outside of consideration south and west of the settlement of Nantycaws. Site based review indicated there to be no overriding environmental or technical factors preventing routeing through this area. Accordingly, this area was augmented into the refined corridor boundaries for completeness.
5.13.10 The preliminary route corridors identified two potential crossing points across the Towy Valley; the first being sandwiched between Carmarthen and Abergwili, and the second located immediately east of Nantgaredig. Detailed review of the preliminary corridor boundaries and site based surveys along the valley led to the following modifications.
. Narrowing of the first corridor crossing point to avoid encroachment into (and conflict with) settlement on the western fringes of Abergwili and the north- eastern periphery of Carmarthen;
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. Refinement of the second corridor width to completely avoid the eastern fringes of Nantgaredig, and to ensure avoidance of encroachment into the neighbouring settlement of Pontargothi and surrounding pockets of ASNW;
. Identification of a third narrow crossing point west of Capel Dewi and east of White Mill. Selection was based primarily on a general absence of residential dwellings, and given this would offer a direct short route across the valley feature. The project team acknowledged, however, that routeing in this corridor may necessitate more than one crossing of the River Towy watercourse and would need to carefully avoid isolated properties set within the lower lying parts of the valley.
. Development of a fourth narrow crossing point immediately east of Capel Dewi that took advantage of a clearing in elevated dense planting immediately north of the A40 at Pen-yr-alit. It was acknowledged that routeing would be technically feasible but highly constrained in width, and possibly requiring an angled crossing to scale the valley and climb the steeper slopes on the northern side of the A40 road corridor.
5.13.11 As a consequence of increasing the potential Towy Valley crossing points from two to four, the overall form of the two preliminary corridors north of the valley were broadened to permit flexibility in routeing direction northwards to any of the proposed wind farms.
5.13.12 The preliminary route corridor from New Inn to Abergwili was reviewed in detail during the site visit. It was concluded that a number of changes could be made to its boundaries to avoid key settlement areas and designated features of acknowledged value and importance. The following modifications were made.
. Significant reduction in the corridor’s western boundary around the B4301 and Llanpumsaint, in order to avoid encroachment into major areas of settlement, High value area of LANDMAP (visual and sensory), dispersed ASNW pockets, and a SSSI;
. Minor refinement of the corridor’s north-western extents to avoid unnecessary
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encroachment into the settlements of Dolgran, Pencader and Gwarallt;
. Refinement of the corridor’s north-eastern extents to allow a greater degree of flexibility in terms of the connection into the proposed Bryn Llywelyn Wind Farm Substation;
. General amendments to the corridor’s eastern fringes to minimise the degree of overlap and conflict with sizeable tracts of ASNW immediately south of the Brechfa Forest West Wind Farm.
5.13.13 The preliminary route corridor between Brechfa to south of Nantgaredig (via Horeb) was investigated in detail during the site visit, alongside the Abergorlech to Llanarthne (via Capel Isaac) corridor and Nantgaredig to Abergorlech corridor opportunities.
5.13.14 After reviewing the constraints and opportunities associated with each option, the conclusion drawn was that these areas could feasibly constitute a single wide corridor that would offer routeing opportunities from several of the refined Towy Valley crossing points around Nantgaredig to both the Brechfa Forest East and West substations.
5.13.15 It was also considered that formation of a single route corridor would offer genuine flexibility to avoid or reduce conflict with the highest value environmental sensitivities, whilst enabling appropriate technical solutions to be realised in terms of providing a potential interconnection corridor between the two wind farms along the established line of the B4310.
5.13.16 Accordingly, the corridor was developed to create a broader corridor commencing north of Nantgaredig, tapering outwards to interface with both wind farms in the north. The corridor boundaries were developed to primarily avoid major woodlands and ASNWs associated with Brechfa Forest, and to provide routeing opportunities either side of the SLA associated with the River Cothi, in order to minimise conflict with this important designation.
5.13.17 Due to the need to consider potential interconnection opportunities between the
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three wind farms, a combination of fieldwork and desk-based interrogation of the Brechfa Forest locality revealed a further narrow corridor option that could feasibly connect the Brechfa Forest East and West wind farms. The corridor runs east- west between both proposed wind farm substations through heavily forested areas via a route south of the settlement of Gwernogle.
5.13.18 The corridor’s orientation inevitably conflicts with established Plantation woodland pockets, but seeks to avoid areas of ASNW and settlements where possible, whilst harnessing routeing along established rural lanes in the main. Despite conflicts with SLA designation and LANDMAP (visual and sensory) coverage, it was considered that a route could be carefully established through the landscape, utilising existing woodland to reduce visual perception and awareness of overhead infrastructure.
5.13.19 It was concluded that interconnection between the Brechfa Forest West and Bryn Llywelyn wind farms could be achieved via a wooden pole overhead line through the West Corridor, or via an underground connection following the network of proposed access trackways within the wind farm boundaries.
5.13.20 The alternative preliminary route corridor between Brechfa and Plas Fawr was examined during the site visit, and it was concluded that the far western and eastern extents of this corridor could be incorporated into the refined corridors described above, as this would offer greater directional flexibility for routes out of the Towy Valley up to the three wind farms. Central sections of the alternative corridor were discounted on the basis that topographically, any route following the direction of this corridor would have to traverse steep slopes, valleys and visually prominent high points.
5.13.21 Following the refinement process, the various selected Route Corridor Options and interconnection corridors were re-referenced for clarity, as described below, and visually presented and labelled on Figure 2.
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Gwernogle Corridor
5.13.22 From the onsite substation at the Brechfa Forest West Wind Farm, the Gwernogle Corridor extends northeast crossing areas of forestry and associated tracks, before narrowing as it crosses a minor road to the west to Gwernogle. The corridor reaches Gwernogle, bounded by the River Byrfon in the north and open fields in the south, before crossing into the east of Brechfa Forest toward the onsite substation of Brechfa Forest East Wind Farm, north of the town of Abergorlech.
5.13.23 The length of this interconnection corridor between Brechfa Forest East and West wind farms is approximately 12.3km.
Brechfa Corridor
5.13.24 From the onsite substation at Brechfa Forest East Wind Farm, the Brechfa Corridor heads south crossing agricultural land interspersed with forestry, continuing through areas of Brechfa Forest before orientating to the southwest to Abergorlech. The corridor then crosses south of the River Cothi, where it stretches southwest between Nant-y-Ffin and Pen-y-Garn. The corridor generally follows the route of the River Cothi and crosses a section of forestry before heading west to Brechfa.
5.13.25 As the route approaches Brechfa, it crosses a number of minor roads and watercourses before heading northwest to a pinch point between Allt Llwyn-celyn and Allt Cerbynau as it connects at the substation of Brechfa Forest West Wind Farm.
5.13.26 The length of this interconnection corridor between Brechfa Forest East and West wind farms is approximately 13.6km.
West Corridor
5.13.27 The West Corridor broadly follows the A485 from the town of New Inn south past the town of Pencader in the west (the centre of which lies just outside the route
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corridor). Following the A485 south, the corridor captures the settlement of Gwyddgrug, crossing the River Gorwydd and River Gwyddrug. As the corridor extends southward, it crosses the B4459 prior to interfacing with the A485 north of Alltwalis. Agricultural fields, farm dwellings and mountainous terrain characterise the corridor in this locality. The route captures hillside areas such as Allt Garedig in the west, and is bounded by the terrain of Allt Llwydcoed in the east.
5.13.28 A pinch point exists within this corridor at Pontarsais and the junction between the A485 and the B4301. After this junction, the corridor widens and encompasses the town of Rhydargaeau as it expands further to the south before reaching the town of Peniel.
5.13.29 The corridor is generally characterised by a composite of forestry, a network of A and B-classification roads, and small watercourses and settlement set within an agricultural land use pattern.
West-East Corridor Overlap
5.13.30 At this section, there is an area of overlap between the west and east corridors as they reach the various crossing options for the Towy Valley (described below).
5.13.31 In this location the corridor extends from south of Peniel to an area immediately to the west of the River Cothi (south of Felingwm Isaf). The terrain is undulating and dominated by open, agricultural fields, which are framed and enclosed by a network of single-lane country roads and isolated, scattered dwellings.
East Corridor
5.13.32 From south of Brechfa, the East Corridor heads south through isolated patches of forestry, small settlements and scattered country dwellings. The corridor broadly follows the route south of the River Cothi (though the corridor is west of the river from Nant Gwilw onwards). The route also follows the B4310 southward toward Felingwm Uchaf. The corridor covers an expanse of agricultural land that is intersected by minor roads and single-track country lanes, which dominate in this part of Wales. The terrain is generally undulating, rising to higher altitudes in
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some areas (near Allt y Daren and the forested areas).
Towy Valley, A, B C and D
5.13.33 Routeing and definition of these corridors have sought to avoid areas of established forestry, with a clear objective of crossing the sinuous route of the River Towy once. The process has also considered proximity to settlements and Scheduled Monuments as key criteria.
5.13.34 A – Corridor A extends from Peniel southward following the A485. The junction of the A40 creates a pinch point for the corridor between the A40 and the edge of a settlement (Abergwili). The route crosses the River Gwili in this corridor before crossing the River Towy south of the A40. South of the river, the corridor includes the town of Llangunnor, crosses the B4300, encompasses Tre-gynwr and is bound by the A40 at its western extremity.
5.13.35 B – Corridor B begins from Penybanc-bach through to White Mill crossing the A40 south to cross the River Towy twice (as it meanders at White Mill Farm and again North of Lower Penddaulwyn). The corridor then crosses the B4300 to the west of Capel Dewi and covers an area that is predominantly agricultural land interspersed with sporadic houses and small areas of tree cover.
5.13.36 C – Corridor C progresses south through agricultural land and between small dwellings, crossing the A40 and the River Towy before crossing the B4300 to the east of Capel Dewi. This corridor finishes around an area of forest just south of the property Hafod Hir.
5.13.37 D – Corridor D extends southeast of Llanfihangel-uwch-Gwili. The B4310 crosses this section of the corridor from a northeast to southwest direction. The route then crosses the A40 to the east of the junction between the A40 and the B4310. The route covers agricultural land with isolated dwellings between Nantgaredig and Pont-ar-gothi. The corridor enters a pinch point here as it extends south between a meander of the River Cothi and the B4310, which is immediately to the west of the route. As the corridor reaches the River Towy, the corridor narrows again,
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crossing the river and the B4300 and the B4310 in succession. This route takes advantage of a narrow crossing point immediately to the east of Nantgaredig and also avoids nearby ASNWs and Scheduled Monuments.
South Corridor
5.13.38 The South Corridor covers a wide area due to the low-lying characteristics of the landscape offering considerable scope for routeing. The corridor stretches from Pensarn in the west, to agricultural fields just west of B4310 in the east. In the west, the corridor boundary follows the A40 from Pensarn as it turns into the A48. The route, as it moves south, then crosses the A48 and passes the town of Nantycaws in the centre of the route corridor. The western boundary of the South Corridor has been refined to avoid the River Towy SAC.
5.13.39 South of the A48, the corridor encompasses Beaulieu Plantation in the centre of the route, as well as the towns of Cwmffrwd, Idole and Bancycapel and to the west of Llangyndeyrn. The south route corridor extends over a wide area, which includes A-classification roads (A484) and several B-classification roads (B4309 and B4306).
5.13.40 In the west, the A48 changes into a minor road that the corridor harnesses to define its western extremity as it passes Croesyceilog. The route then joins the A484 as it passes across small lanes, sporadic settlements and small dwellings, before heading west toward the EE route connection point in the southwest.
5.13.41 The corridor is dominated by agricultural farmland, the pattern of which is framed and dissected by a network of country lanes in addition to the A and B classification roads noted above. The corridor also captures areas of forestry and minor watercourses, for example Nantrhydw and Nant Cwmffrwd towards its central areas.
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5.14 Informal Consultation on Preliminary Route Corridors
Purpose and Objectives
5.14.1 Following development, refinement and mapping of the Preliminary Route Corridors, an informal workshop was held in Carmarthenshire on 18 April 2013. Key members of the project team and environmental representatives from NRW and CCC attended the event.
5.14.2 The objectives of the workshop were as follows.
. To explain the methodology and process followed in the route corridor identification and appraisal process using descriptive and visual methods;
. To introduce, and explain the rationale behind, the Preliminary Route Corridors that have emerged from the appraisal process and how environmental, engineering, deliverability and cost factors have formed key considerations in their development;
. To obtain initial consultee feedback and opinion on the form and extent of the Preliminary Route Corridors, and their relationship to existing environmental sensitivities;
. To clarify the key engineering aspects of the project in terms of connection points and how the connection would be made;
. To agree the appropriateness of selection and evaluation criteria proposed to be applied in the later stages of the appraisal, which will be used as the basis for selection of a preferred option; this took the form of a brief report;
. To agree the scope and extent of detailed environmental surveys which need to be done in the near future (due to seasonal constraints);
. To present the programme for project delivery and how the approach to continued stakeholder engagement will intensify as progression is made through the next stages of evaluation and development of route alignments
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within a preferred corridor option.
5.14.3 Both NRW and CCC were provided copies of draft documents in advance of the workshop to familiarise them with the status of the route corridor studies undertaken to date, and the proposed approach going forwards on the project in terms of how a preferred corridor will be determined.
5.14.4 Representation at the workshop was provided by project team members covering engineering, consultation, programming and delivery, ecological and landscape matters. Officers covering landscape and ecological interests represented NRW and CCC at the event.
5.14.5 The project team presented a series of electronic and paper copy plans showing the Preliminary Route Corridors to the officers, in order to facilitate discussion and visually describe the appraisal and selection processes.
Key Discussions and Outcomes
5.14.6 CCC and NRW expressed satisfaction with the overall methodology adopted in selecting the proposed route corridors.
5.14.7 A number of key themes, topics, suggestions, recommendations and outcomes emerged during the workshop discussions which prompted debate within the session and/or gave rise to further corridor appraisal work shortly after the meeting.
Wind Farm Connections
5.14.8 In addition to the potential for interconnection of Bryn Llywelyn and Brechfa Forest West wind farms via the West Corridor, consultees advised that the Preliminary Route Corridor plans be amended to include an indicative overhead or underground corridor connection between the Bryn Llywelyn and Brechfa Forest West wind farms. This was accordingly introduced and based upon the alignment of the proposed wind farm access trackways (where possible), in order to minimise the potential for landscape and visual effects.
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Undergrounding and the Towy Valley
5.14.9 Consultees welcomed the fact that the project team had directed considerable effort towards desk-based and site-based evaluation of the Towy Valley area, resulting in the identification of four potential crossing points.
5.14.10 The topic of undergrounding was raised in regard to methods for crossing the Towy Valley, and in relation to the South Corridor boundary adjacent to Carmarthen, where it was felt that undergrounding could potentially bring considerable benefits over an overhead solution.
5.14.11 In response to comments raised concerning the possibility of undergrounding, two potential underground options across the Towy Valley have been identified (described below and shown on Figure 14 (Appendix 2 – figures included within the first interim route selection report)).
. The first option would broadly follow the existing A40 road corridor east of Carmarthen, as it was discussed that an underground option in this area could potentially bring benefits in terms of reduced visual intrusion across the western extremity of the Towy Valley, and from more densely populated areas associated with the fringes of the town;
. The second option is associated with the settlement of Nantgaredig, where it was noted that the existing local road around which the settlement pattern is focused could be harnessed as a potential north-south underground crossing opportunity that would significantly reduce the visual awareness of a connection in and around the Towy Valley.
Landscape and Amenity
5.14.12 Influential factors to be taken into account in the subsequent selection of the preferred corridor and route alignment options include the following.
. The need to cross Public Rights of Way, particularly those promoted as country walks by CCC;
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. Attention should be given to the draft SLA boundaries, which CCC has published within its Local Development Plan (Deposit Draft);
. Subsequent appraisal work for the identification of route alignments should consider all levels of LANDMAP, in addition to the visual and sensory aspect;
. Avoiding areas of forestry by careful routeing wherever possible should remain a key criterion in the refinement and selection process.
Ecology and Nature Conservation
5.14.13 Influential factors to be taken into account in the subsequent selection of the preferred corridor and route alignment options include the following.
. Use of targeted Phase 1 and Phase 2 ecological surveys; this has been acknowledged in the outline approach. Such mapping could support the identification for the presence of protected species (e.g. Dormice);
. Ancient Woodland should be avoided; the use of historic mapping from Ordnance Survey (circa 1880 onwards) was recommended.
Heritage
5.14.14 Influential factors to be taken into account in the subsequent selection of the preferred corridor and route alignment options centre on the avoidance of adverse effects upon the setting of Scheduled Monuments, Listed Buildings and Conservation Areas.
Route Corridors
5.14.15 Discussion and detailed review of the Preliminary Route Corridors and their associated constraints/opportunities resulted in three additional routeing suggestions being put forward by consultees, some of which extended marginally beyond the study area extents.
. Consideration of a potential route corridor option around the west of
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Carmarthen that would avoid crossing the upper reaches of the Towy Valley, given the nature and extent landscape and visual sensitivities associated with this feature. Consultees felt that this option could introduce routeing through an area considered less sensitive in landscape and visual terms (acknowledging, however, the challenge of routeing through areas of high ecological value in this locality);
. Consideration of tracking an existing section of 132kV overhead line between the settlements of Rhos and Carmarthen which could potentially offer benefits from a land use and planning perspective (acknowledging that use of the existing line is not considered technically feasible, and that any such corridor would only be achievable if a corridor to the west of Carmarthen route were deemed a viable option);
. Consideration of a potential interconnection corridor between the Brechfa Forest East Wind Farm and the Brechfa Forest West and Bryn Llywelyn wind farms via a more northerly route associated with the northern slopes of Mynnyd Llanllwni, as a potential alternative to the identified Gwernogle and Brechfa corridors. Consultees considered that a northern option could offer benefits in terms of reduced impact on landscape and habitat.
5.14.16 It was noted that a West of Carmarthen option had already been developed, appraised and subsequently discounted as part of initial corridor routeing studies. However, based on consultee feedback it was concluded that this option should be revisited.
5.14.17 In respect of the second suggestion, the existing 132kV overhead line runs broadly parallel with a large section of the A484 route running in a southerly direction between the settlements of Rhos and Cynwyl Elfed, before continuing southwards to the west of Carmarthen where it terminates at Carmarthen substation. It was acknowledged that any corridor routeing opportunities along the existing Rhos to Carmarthen corridor would be dependent on a favourable outcome on the West of Carmarthen corridor option (subject to re-review as described above), given the corridor terminates west of the town.
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5.14.18 In respect of the third suggestion, a northern interconnection corridor would be plotted between the wind farms and then subject to the same level of scrutiny, appraisal and evaluation applied previously to all other potential route corridor options.
5.15 Revisiting the West of Carmarthen Corridor
5.15.1 Detailed scrutiny was undertaken of the west of Carmarthen locality to ascertain existing constraint relationships between the proposed EE route connection point and the A484 (north of Carmarthen); these being defined as the general locations where any corridor option west of the town would logically commence and terminate, if progressed.
5.15.2 The following observations and conclusions were made regarding this option.
. Any route to the west of Carmarthen with a link back into the West Corridor running between Carmarthen and the New Inn locality would involve a comparable line length to a route running east of Carmarthen at Abergwili through the South Corridor and the Towy Valley-A Corridor. It was noted that such a route would likely require a number of line deviations to successfully take the circuit around the western and northern periphery of the town;
. The proposed EE route connection area is located immediately east of the protected River Towy estuary, which carries multiple landscape, ecological and heritage designations of international and national importance, and is associated with an area identified in LANDMAP as an example of a High Value (visual and sensory) environment;
. The more southern areas of the River Towy and the surrounding fields are likely to be used by wintering birds associated with the Carmarthen Bay Special Protection Area (SPA). Given that birds are one of the more sensitive ecological receptors, any route should avoid crossing the River Towy in this area;
. Several pockets of important ASNW between the estuarine environment and
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south of the A40 road corridor physically constrain the width and direction of corridor opportunities considerably;
. The form and layout of settlement along the A40 corridor (including CCC proposals for new development to the west of Carmarthen) defines the easternmost extent of any corridor options, effectively forcing any routeing outward into the more sensitive rural landscapes west of Llanwch;
. Cors Goch Site of Special Scientific Interest (SSSI) and National Nature Reserve (NNR) is located immediately south of the A40, and comprises one of only six raised bogs in Britain with a peat substrate and associated sensitive habitats. The site is also known for the Bog-bush Cricket, Marsh Fritillary butterfly and Scarlet Tiger Moth. The SSSI would therefore be sensitive to development and should therefore be avoided. The combination of Cors Goch NNR and SSSI and the presence of the pockets of ASNW mean that corridor routeing could only realistically cross the A40 corridor through one of several narrow pinch points devoid of constraint, immediately south of Carmarthen Substation;
. Crossing the A40 would require an overhead line to traverse an area of amenity land currently used as an agricultural showground, the character of which is markedly influenced by the presence of existing wooden pole distribution lines which cross the area and connect into Carmarthen Substation to the north;
. Considerable overhead wirescape centred on Carmarthen Substation contributes to the perception of the low-lying local landscape, much of which comprises circuits of different voltage that traverse the surrounding environs in all directions. The introduction of a further overhead distribution line west of Carmarthen could inevitably heighten the awareness of overhead lines in this area, which would conflict with the objectives of the Holford Rules (Rule 6);
. Aside from proximity issues to smaller areas of settlement, isolated Listed Buildings and fragmented LANDMAP High Value (visual and sensory) areas,
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the area associated with north-west Carmarthen was not considered to pose a considerable constraint to routeing a corridor back towards the A485.
5.15.3 In revisiting the corridor, it was acknowledged that there could be some merit in avoiding the upper sections of the visually sensitive Towy Valley east of Carmarthen by routeing south and west of the town. Notwithstanding this, any corridor would be significantly constrained by there being only one logical crossing point at the A40 (south of Carmarthen Substation) where conflict with higher value interests could realistically be avoided and/or reduced to some degree, unless routeing were to be projected at considerable distance west of the town (which itself would introduce conflict with the Holford Rules in terms of length and directness of route).
5.15.4 It was noted that sizeable nature conservation interests located between the EE route connection point and the A40 corridor presented a genuine barrier to route progression. Consequently, it was felt that the need to cross the ecologically sensitive estuary feature would introduce conflict with conservation objectives.
5.15.5 Whilst some degree of benefit was recorded in terms of reduced conflict with SLA designated interests west of the town in comparison to other identified Towy Valley crossing opportunities, the evaluation of ecological conflict, increased visual issues associated with the introduction of additional wirescape, and increased line length drew a conclusion that this option should be discounted from further study.
5.15.6 In arriving at this conclusion, it was also noted that the suggested route corridor from the West of Carmarthen northwards to the settlement of Rhos should not be considered further, given its dependence on the above.
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5.16 Development of a Northern Corridor
Workshop Observations
5.16.1 Initial observations made by consultees attending the April 2013 workshop noted there to be an existing country lane running in an east-west direction between the settlements of Rhydcymerau (on the B4337) and Llanllwni (on the A485), the route of which could potentially be harnessed as a corridor to interconnect the three wind farms.
5.16.2 A position was agreed to develop any corridor options on the basis of entering the Brechfa Forest East Wind Farm at its northern tip (adjacent to the settlement of Gorsgoch), with the assumption being to route south – possibly via underground techniques – through forestry within the development boundary to the proposed substation location via existing and proposed access tracks.
5.16.3 Consultees highlighted that opportunities for routeing could arise from a number of proposed changes to land-based designation boundaries which are currently being evaluated as part of the Carmarthenshire Local Development Plan (Deposit Draft) (June 2011). Specifically, this related to existing SLAs associated with valley landscapes north of the settlement of Gwarallt, whereby planned reductions in their coverage could realise genuine opportunities for routeing along these features.
Environmental Overview
5.16.4 Environmental data comparable to that compiled and interrogated as part of the route corridor identification exercise was obtained and digitised for an area immediately north of the three wind farms, marginally extending outside the study area. This was undertaken to establish the current conditions in relation to landscape, ecology, heritage and planning interests, with a view to identifying any genuine corridor opportunities that could provide connectivity between the Brechfa Forest East and Bryn Llywelyn wind farms via a northerly route.
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5.16.5 The mapped environmental constraints associated with the northern corridor are depicted on Figure 15 (Appendix 2 – figures included within the first interim route selection report). A review of the data drew the following conclusions.
. The general landscape is one characterised within LANDMAP as being of High Value (visual and sensory), and contains a complex mosaic of upland features and valley slopes dominated by forestry plantation and agricultural management;
. A large tract of landscape associated with the Bryn Llywelyn Wind Farm area and surrounding forested uplands is protected by way of SLA designation, with several wooded areas afforded ASNW status;
. A linear tract of landscape associated with the southern banks of the River Teifi is designated as an SLA, which extends south to a distance of between 1-2km from the watercourse;
. Upland landscapes north of the three wind farms are visually prominent, with some topping 400m AOD in height;
. Settlement patterns are predominantly characterised by small hamlets, individual farmsteads and isolated residential properties collectively set around a network of small country roads and lanes;
. Two Scheduled Monuments and a Listed Building fall within the corridor boundary.
Option Development
5.16.6 Following review of the environmental constraints associated with the suggested option of routeing along the existing lane between Rhydcymerau and Llanllwni, it was concluded that whilst the lane offers a direct corridor connection opportunity, any routeing of an overhead line along this road corridor would be positioned on sensitive elevated landform protected by SLA designation. Such an option would inevitably introduce direct conflict with the objectives set out in the Holford Rules, and would prove visually prominent in the local environment.
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5.16.7 Two Scheduled Monuments comprising cairn and round barrow features were also recorded as being positioned adjacent to each other along the lane, which were considered to pose a potential physical and setting constraint to developing a corridor along this linear route.
5.16.8 On balance, it was concluded that utilisation of this existing linear transportation corridor would introduce an unacceptable level of conflict with the Holford Rules, specifically Rules 2, 4 and 5 due to its visually exposed position.
5.16.9 Following the evaluation and subsequent discounting of this option, focus returned to the identification of a potential corridor or corridors around the northern slopes of the upland landscapes, the purpose being to define opportunities that would enable the positioning of overhead lines against a landform backdrop (as opposed to routeing on the visually exposed summits).
5.16.10 A broad corridor commencing from the northern boundary of the previously identified West Corridor, gradually tapering to the northern boundary of the Brechfa Forest East Wind Farm development boundary (via the northern upland slopes), was accordingly defined, drawing on desk-based techniques and local knowledge, and through application of the routeing principles set out earlier in this report.
Key Characteristics
5.16.11 Running in a west to east direction, the northern corridor commences from the boundary of the Brechfa Corridor in a north-easterly direction near the small settlement of Gwarallt, before heading eastwards towards Banc Du, and then heading south-east towards the northern extremity of the Brechfa Forest East Wind Farm.
5.16.12 The southern boundary of the corridor is broadly defined by the sizeable SLA designation covering the upland landscape. The northern corridor seeks to avoid this feature, the principle being to route closer to the lower undesignated slopes to accord with the Holford Rules principles.
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5.16.13 In order to provide sufficient scope for possible route refinement, a decision was made for the northern boundary of the corridor to encroach into the existing Special Landscape Area associated with the southern parts of the River Teifi valley, based on the assumption that this designation may be removed should the revised boundary set out within the CCC LDP (Deposit Draft) be confirmed.
5.16.14 The boundaries were defined such that the corridor width and coverage provides sufficient flexibility to ensure an appropriate distance can be maintained away from settlements, Scheduled Monuments, Listed Buildings and pockets of ASNW (i.e. first-tier criterion).
5.16.15 On reaching the west of Banc Du, a decision was reached to taper the corridor down to a constrained width along an existing access road through the forest plantation, the assumption being one of avoiding encroachment into this important and established landscape component.
Evaluation
5.16.16 Following definition, the appropriateness of including the northern corridor as a route corridor option for further detailed appraisal was tested against Stage 2a environmental, engineering, technical and cost criteria.
5.16.17 The initial observation on environmental considerations (assuming the future adoption of the proposed reduced extent of SLA designations in the vicinity) was that, apart from existing areas of established forestry, isolated heritage assets and several public rights of way running in a north-south direction between Brechfa Forest and the A485, the potential northern corridor is generally free of environmental constraint.
5.16.18 The review noted, however, that the total length of the northern corridor between Brechfa Forest East and Bryn Llywelyn is circa 20km in length; therefore some 50% longer than the other two essentially equivalent interconnection options between Brechfa Forest East and Brechfa Forest West. It was identified that an overhead route through this northern corridor would be likely to give rise to visual
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impact through intrusion into established views from areas of settlement, individual properties and footpaths over this longer distance.
5.16.19 Potential was also recorded for indirect impacts to occur on the setting of protected heritage assets identified within the northern corridor, specifically two Scheduled Monuments located near the settlements of Llanllwni and Aber-Giar. As examples of a medieval motte (earthwork castle) and prehistoric barrow cemetery, both designated features are considered to be of national significance, and for which the existing landscape contributes to their overall setting and importance.
5.16.20 The requirement to effectively route north, and then back south, to provide the interconnection was also deemed to contradict the Holford Rules concerning utilisation of the most direct and inconspicuous route (Rule 3). On balance, the review of environmental constraints did not identify any clear environmental advantage of the northern corridor over other interconnection corridor options that would justify this indirectness.
5.16.21 Furthermore, it was determined that a proportion of any interconnection route within the northern corridor could require undergrounding, in order to reduce the amount of tree felling required within Brechfa Forest. It was considered that this would result in significant costs over and above shorter options which could be predominantly overhead. Irrespective of whether the route through Brechfa Forest is underground or overhead the greater line length would give rise to markedly increased costs in comparison to other, shorter corridor options and could thereby contradict WPD’s statutory requirement to identify the most economical route when the environmental effects of different route options are broadly similar.
5.16.22 It was therefore concluded that the northern corridor option should be dismissed from further consideration in the appraisal due to the markedly increased costs and its potential to conflict with established guidelines concerning directness of route and avoidance of visual impact
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6 Stage 2b: Selection of the Preferred Route Corridor
6.1 Introduction to Stage 2b
6.1.1 This section of this route corridor selection report summarises the work undertaken and the processes followed to progress from the agreed Route Corridor Options (as identified at the end of Stage 2a of the process and described in section 5 of this report) to the selection of a single Preferred Route Corridor. The Preferred Route Corridor nevertheless remain a broad area of land through which a number of alternative route alignments will be considered and appraised in detail at Stage 3.
6.1.2 Figure 14 (Appendix 2 –figures included within the first interim route selection report) shows the selected Route Corridor Options that were identified as an output of Stage 2a of the route selection process. During Stage 2a each potential corridor was given a name to ease discussion and to differentiate all of the potential corridors considered (including those that were not subsequently selected as an Option meriting detailed appraisal at Stage 2b). Due to the width and overlapping nature of the corridors shown on Figure 14 these areas still under consideration were re-amalgamated and re-coded during Stage 2b to assist their detailed appraisal. This re-coding divided the overall route into five geographical sections (with section A in the south and sections D and E providing possible links between the three wind farm sites in the north) and identified the various corridor options associated with each of these stages (numbering between two and four options for each of the five sections). The various sections and options are shown on Figure 2.
6.1.3 Stage 2b of the route selection process to identify the Preferred Route Corridor principally comprised:
. A series of deliberative workshops with representatives of potentially affected community councils and local amenity user groups where attendees were asked to provide information and local knowledge relevant to the appraisal of
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each corridor option;
. Further consultation with statutory consultees, local amenity user groups, the Council and other elected representatives;
. Further site visits by both WPD (to consider engineering feasibility) and RSK (to consider potential environmental effects); and
. The Route Corridor Options appraisal by both RSK (on environmental grounds) and WPD (in regard to their wider regulatory obligations).
6.2 Deliberative Workshops
Introduction
6.2.1 The first stage of consultation was undertaken during summer 2013 over a 14-week period. This gave statutory consultees, local amenity user groups and local communities (via their community council representatives) an opportunity to review the work undertaken by WPD up to this date, and the detail that has informed these decisions. Consultation sought to obtain information, comments and feedback on WPD’s strategic solution, and the Route Corridor Options identified in section 5 of this report.
6.2.2 WPD had originally made a strategic decision to progress the proposed scheme on the basis of providing a means of connection via an entirely overhead 132kV circuit between the three wind farms and the EE route connection point. At the outset of the deliberative workshops it was identified that WPD may give consideration to adopting a mixture of overhead and underground technological solutions, but that there was a general presumption of an overhead connection within the comparative appraisal process. Areas where undergrounding might be considered advantageous could include locations subject to physical constraints such as urban areas, or highly sensitive designated landscapes of acknowledged value. Such areas would be considered on their individual merits.
6.2.3 It was also explained that WPD may elect to re-examine options that have been
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previously discounted as a consequence of consultation, or choose to direct effort towards the examination of any suggested alternative routes that may not have already been subject to review and appraisal.
Approach
6.2.4 Three deliberative workshops were held within different parts of the overall study area. Full details of the process are included within the Interim Consultation Report for the project.
6.2.5 The workshops comprised a series of presentations explaining the technical requirements of the grid connection and summarising the process followed to collate and consider the environmental constraints and to identify potential route corridors. Attendees were invited to respond to a number of consistent pre- determined questions. These focused on identifying relevant information relating to the identified Route Corridor Options (principally relating to environmental issues and land uses) and to the consultation processes being followed. Attendees were not at this stage invited to express preferences for one corridor over another.
Outcomes
6.2.6 During the course of the deliberative workshops attendees were invited to annotate large plans to locate specific issues and known land uses with a bearing on potential routing and records were kept of all issues raised. The outcomes of the deliberative workshops are shown on a series of plans and a schedule of comments, with project team responses is provided within the Interim Consultation Report.
6.3 Further Consultation
6.3.1 In addition to the deliberative workshops with community council representatives and local amenity user groups the following consultations also took place during Stage 2b of the route selection process:
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. Statutory Consultees including NRW;
. Developers of the three proposed wind farms;
. Carmarthenshire County Council planning officers and Members;
. MPs and AMs;
. Meetings with other community councillors (who were not able to attend the deliberative workshops) and other interest and local amenity user groups;
6.3.2 The outcome of this first stage of consultation is recorded in full within the separate Interim Consultation Report with a summary of the key issues, and how they have influenced decision making with regard to the Preferred Route Corridor, a summary is also provided within this report to fully explain the rationale behind corridor selection.
6.4 Further Site visits
6.4.1 The identification of a reduced number of selected Route Corridor Options at the end of Stage 2a of the route selection process enabled a number of more focused site visits to be undertaken by both RSK and WPD during the Stage 2b Route Corridor Options appraisal.
RSK site visits
6.4.2 Site visits carried out by RSK during Stage 2b focused on:
. Further observations regarding the structure and character of different landscapes within the Route Corridor Options to further understand their ability to accommodate the potential effects of the proposed scheme;
. Further observations regarding the relationship between topography and potential visibility in areas generally characterised by relatively steeply sloping ground;
. An on-site review of the extent and landscape value of both the existing and
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proposed SLA designations within the Route Corridor Options to help judge the weight to be attributed to this constraint within the appraisal process. In general this confirmed that the proposed designations were ‘well deserved’ and that their extent did reasonably accurately reflect areas within which the landscape effects of the proposed connection were likely to be greater; and
. Further site assessment to understand the potential effects of the various crossings of the Towy Valley under consideration.
6.4.3 These site visits by RSK were undertaken in parallel with the options appraisal process outlined below and enabled the preliminary conclusions of the appraisals to be cross checked with site observations.
WPD site visits
6.4.4 Site visits carried out by WPD during Stage 2b focused on:
. Collation of additional detail on land uses to ensure that an adequate width of land was available between settled areas;
. Re-affirming that overhead connections within all of the identified Route Corridor Options were technically feasible using wooden poles; and
. Identification of those corridors that was likely to be more technically challenging in terms of the engineering solutions that were likely to be required to overcome key challenges such as construction access, river crossings and steep topography.
6.4.5 These site observations by WPD have enabled engineers to input to the options appraisal process as recorded later within this section of this Route Corridor Selection Report.
6.5 Route Corridor Options Environmental Appraisal – first stage
The Route Corridor Options appraisal process
6.5.1 The Route Corridor Options appraisal process was environmentally led by RSK
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but also took account of:
. Evolving WPD technical requirements and consideration of the engineering implications and requirements likely to be associated with the various Route Corridor Options;
. The outcome of the deliberative workshops where relevant environmental information was provided (recorded both here and in the Interim Consultation Report);
. The outcome of other ongoing consultation processes with statutory consultees, other key stakeholders and representatives of interested groups (also recorded in the interim Consultation Report); and
. Site observations by both RSK and WPD.
6.5.2 The Route Corridor Options appraisal process has benefited from inputs from a wide range of technical specialists including RSK’s landscape architect, cultural heritage consultant, ecological consultant, hydrological consultant and WPD engineers.
6.5.3 Figure 2 shows the five route sections (sections A to E) and associated corridor options (between two and four for each section) that were subject to detailed appraisal. The appraisal process for each corridor option has been clearly separated into three parts:
. Firstly, a comparative appraisal by the RSK assessment team on environmental grounds to identify a preferred route corridor from a solely environmental perspective;
. Secondly, consideration of any additional material considerations raised during consultation and the views of all consulted stakeholders including statutory consultees such as NRW; and
. Thirdly, a review by WPD of the environmentally based corridor recommendations to factor in and balance engineering, practicability and cost
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factors to meet WPD’s wider regulatory obligations.
The Route Corridor Options environmental appraisal matrices
6.5.4 An environmental appraisal matrix for the options associated with each of the five sections was prepared and is provided in Appendix 3. These environmental appraisal matrices collate inputs from all of the environmental specialists. They focus on landscape, visual, ecological and cultural heritage issues (identified earlier in the process as the main determinative factors for corridor selection) but also include outline consideration of a range of ‘other’ environmental factors that will become increasingly relevant as the route selection process approaches the consideration of more specific route alignment options at the next stage (e.g. hydrological issues).
6.5.5 Although the appraisal matrices do not necessarily explicitly consider matters raised during workshops and other consultations, knowledge gained by the assessment team through these consultation processes has informed the appraisals undertaken.
6.5.6 The appraisal matrices provided in Appendix 3 divide relevant environmental topics into two levels of appraisal:
. The principal topics that have informed selection of the Preferred Route Corridor i.e. landscape, visual, cultural heritage and ecology; and
. A range of other secondary topics including hydrology and flood risk; geology, soils and ground conditions; noise and vibration; socio-economics; electric and magnetic fields; air quality; and traffic and transport.
6.5.7 The appraisal matrices adopt a system of ‘preference ratings’ from ‘very high’ to ‘very low’ for each topic considered (with a single overall combined rating for the list of ‘other’ environmental topics considered in outline) and also allow for opportunities to be highlighted. The ‘preference ratings’ have been appraised on the basis of professional judgement and have principally been used to differentiate and rank the corridor options for each section of the route. The ‘preference
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ratings’ are not therefore defined by specific criteria or thresholds and, in the context of each section of the route, provide a relative rather than absolute appraisal of environmental issues and constraints in the interest of identifying a preferred corridor.
6.5.8 The overall appraisal combining all topic areas is then summarised at the foot of the appraisal matrix and given a ‘traffic light’ coding of red, amber or green. This ‘traffic light’ coding enables options to be ranked overall but also highlights where there remained potential environmental issues and constraints associated with the identified Preferred Route Corridor option for some sections of the route (i.e. where no ‘green’ corridor option free of potential environmental challenges exists). In such circumstances a process of review and back-checking was triggered to reconfirm that a less environmentally constrained corridor option was not available (see below) and, in one case, has resulted in extension and re-appraisal of one section of the overall route.
Environmental Appraisal of the Route Corridor Options
6.5.9 The environmental appraisal matrices in Appendix 3 provide a detailed but reasonably concise summary of the reasoning underpinning the recommended corridors on environmental grounds. The following provides additional reasoning and explanation with regard to the key matters encountered on a topic by topic basis.
Landscape and Visual issues
6.5.10 Detailed appraisal of the landscape and visual issues associated with each of the Route Corridor Options is set out in the environmental appraisal matrices provided in Appendix 3. These provide for separate appraisals of landscape and of visual issues.
6.5.11 Table 4.1 in section 4 of this report provides a list of the landscape and visual constraints that were collated and mapped as part of the earlier primary constraints review. The table also divides the eight data sets listed into primary
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and secondary (first and second tier) considerations. Although the presence of National Parks, Historic Parks and Gardens and Country Parks were identified as primary (first tier) constraints, the selected Route Corridor Options were largely able to avoid these areas and they did not therefore play a critical role in the relative appraisal of Route Corridor Options. Similarly, the presence of areas of common land has not been a determinative issue in corridor selection.
6.5.12 The landscape and visual appraisal of Route Corridor Options has therefore been primarily based on consideration of the following matters which were both relevant and useful to identify the relative degree of preference associated with each route section and corridor option:
. Special Landscape Area (SLA) status. The appraisal considered both existing and proposed SLAs. Earlier stages of route corridor option selection had quickly established that total avoidance of this local, non statutory designation was unlikely to be possible. The Route Corridor Options appraisal has therefore considered the degree of conflict with currently designated and proposed SLAs. This included field work to provide a general appreciation of the specific value and character of the SLAs to provide an appropriate and refined understanding of the degree to which an overhead connection on typically 15m high wooden poles would conflict with the objectives of their designation. In general, the SLAs were identified as representing a clear sensitivity to the proposed scheme and corridors that minimised direct physical conflict with them have been favoured.
. Landmap evaluation. Visual and Sensory Aspect Areas identified as being of “Outstanding” or “High” value by NRW were treated in a similar fashion to SLAs. These areas were also unavoidable and therefore did provide a basis for differentiation between corridors. In general, these areas were afforded slightly lower weighting than SLAs. It was judged, however, that while much of the proposed Cothi Valley SLA is identified by NRW as being of High rather than “Outstanding” visual and sensory value, the appraisals treat the Cothi Valley as some of the most sensitive landscape within the areas under
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consideration.
. Landscape character. The relative ability of different types of landscape within different Route Corridor Options was considered by reference to Landmap information, regional landscape character areas and field work. This analysis and associated fieldwork also provided a sense of the relative openness and intervisibility that exists in different areas.
. Topography. The topography of the different Route Corridor Options was an important and influential factor in the appraisal of landscape and visual issues due both to the diversity of landform and to the presence of distinctive and highly pronounced topographical form – especially associated with sections B, D and E of the overall route. Topography was mapped, analysed and examined in the field both in terms of elevation (and how this relates to the Holford Rules) and steepness of slope (presenting visual implications).
. Visual receptors. The appraisal considered the presence of visual receptors while applying only appropriate weight due to the nature of the proposed scheme (a typically 15m high overhead line on wooden poles – generally lower than surrounding tree cover). The appraisal acknowledged key routes with large numbers of people using them (e.g. main roads and routes such as the B4310) while differentiating between routes that have had an urbanising influence on their setting (such as the A485) as opposed to those that pass through more rural areas (such as the B4310). Long distance footpath trails and cycle routes were also considered while acknowledging that there would be limited conflict where routes cross rather than parallel and in close proximity.
6.5.13 Following further site work, the extent of proposed SLA designations in the vicinity of the Route Corridor Options was given considerable weight in the appraisal of potential landscape effects. Route Corridor Options that minimised conflict with the proposed SLA designation were generally preferred. This consideration also influenced:
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. The selection of corridor B1 which was judged likely to have the least impact on the proposed SLA along the Towy Valley; and
. Given the SLA designation of most of corridor E2 (and WPD concerns over the buildability of E1), section E of the route was subject to a second stage of appraisal (see below).
6.5.14 The appraisal of visual issues was primarily associated with the avoidance of steeply sloping ground where the appearance of the proposed connection would be less well absorbed by surrounding tree cover.
6.5.15 Within route section A, landscape and visual issues were identified as being relatively limited. A preference for option A1 (or areas towards the western side of A2) principally reflected the absence of a justification for a longer route through undisturbed countryside and the presence of an already modified landscape in the vicinity of the A484.
6.5.16 Within route section B, careful comparison of the various options for crossing the Towy Valley (including field work) concluded that option B1 was best able to accommodate the appearance of an overhead scheme. This part of the Towy Valley was judged to be already subject to a range of modifying and urbanising influences and that an overhead connection here would least impact on the integrity and continuity of the valley landscape. Distinct landforms and steeply sloping ground to the north of the Towy Valley at B2 and B3 presented constraints elsewhere.
6.5.17 Within route section C, option C1 was identified as the least sensitive landscape character type and minimised conflict with existing and proposed SLAs. No justification for a longer route through more sensitive countryside was identified.
6.5.18 Within route section D, option D2 was identified as preferable due to its association with the consented Brechfa West Wind Farm Site, and visually enclosed and largely isolated forest context, however, it was considered that an alignment through D1 was achievable.
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6.5.19 The options within route section E were subject to very careful and detailed relative consideration of potential landscape and visual effects including field work. Both corridors were attributed with relatively low landscape and visual preference ratings. It was concluded that the specific landscape structure and character of E1 would be better able to accommodate the appearance of an overhead line and would, despite distinct and complex topography, be preferable to an overhead connection along the designated Cothi Valley SLA. This preference remained unchanged in the context of the widened version of E2. While acknowledging that the undesignated southern areas of the extended E2 demonstrate some reduction in landscape and visual sensitivity compared to the Cothi valley between Brechfa and Abergorlech, a more southerly corridor would still need to cross the Cothi Valley and SLA further to the south.
6.5.20 WPD’s more detailed consideration of the engineering implications of option E1 reconfirmed that the topography and forest cover represented very difficult technical challenges.
Cultural Heritage issues
6.5.21 Detailed appraisal of the cultural heritage issues associated with each of the Route Corridor Options is set out in the environmental appraisal matrices provided in Appendix 3.
6.5.22 The baseline data regarding known constraints was used to identify which of the proposed corridors would be likely to result in the lowest adverse effects on the historic environment. The risk of harm to settings of heritage assets is a material factor in appraising corridor options, and is likely to be the most widespread form of adverse effect. As a result, the key consideration for preferred corridor identification was the quantity and severity of adverse visual impacts upon designated heritage assets.
6.5.23 Corridor option A3 is less preferred than A1 or A2 in with regard to Scheduled Monuments. Option A3 is also the least preferred option with respect to the historic landscape; however, if the northern connection point near Llandyfaelog
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were adopted, A3 would be the preferred option regarding the historic landscape. There is no preference between these corridor options regarding Listed Buildings.
6.5.24 Corridor option B4 is the least preferred option with regard to Scheduled Monuments, while options B2 and B3 are most preferred. Option B1 is the least preferred option with regard to Listed Buildings, while option B2 is the most preferred. Option B1 is the only option that may adversely affect a Conservation Area, including the possibility of traversing it. Options B2 and B3 are the least preferred options with regard to the historic landscape; the most preferred option between B1 and B4 would depend on the route alignment chosen.
6.5.25 Although there was a broad consensus within the environmental appraisal matrices for the selection of corridor option B1 for the Towy Valley crossing, the cultural heritage appraisal of option B1 identified it as the least favourable of the four options considered. This reflected the presence of a conservation area, registered parkland and a relatively large number of listed buildings close to this corridor option. Further consideration of the potential visual and setting issues associated with an approximately 15 m high overhead line on wooden poles within this reasonably well vegetated and flat corridor, combined with observations from WPD engineers that overhead route alignments were likely to be available that would minimise visual effects on cultural heritage receptors, satisfied the appraisal team that option B1 was preferred.
6.5.26 Corridor option C2 is the least preferred option regarding Scheduled Monuments, while C1 and C3 are approximately equal, depending on the route alignment chosen. Option C2 is also the least preferred option regarding Listed Buildings, while C3 is the most preferred option. Option C3 is, however, the only option that may affect a Registered Park and Garden. Option C2 is the least preferred option regarding the historic landscape, the others being of broadly equal preference.
6.5.27 Overall, corridor option D1 and D2 are regarded as being of high preference with respect to the historic environment.
6.5.28 Corridor option E2 is less preferred with regard to Scheduled Monuments and
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Listed Buildings, and may also affect a Conservation Area, which option E1 would not. There is no preference with regard to the historic landscape. Overall, corridor option E2 is regarded as being of low preference with respect to the historic environment, principally due to potential effects near Abergorlech. Both corridor options have the potential to result in adverse effects on non-designated but high value historic landscape character areas, as a result of which option E1 is considered to be of medium preference.
6.5.29 When viewed as whole corridor options, the sequence of options preferred for cultural heritage would be A2, B2 and C1, followed by D2 and E1 to reach the two northern wind farm substations. However, if a route alignment could be located through corridor option B1 that avoided changes to the settings of the Conservation Area and Listed Buildings at Carmarthen, as well as minimising adverse effects on heritage assets at Abergwili, the preferred sequence of corridor options would be A1 and B1, to reach C1, D2 and E1. These two options would avoid the areas of lowest preference, near Carmarthen (B2) and along the Cothi Valley (E2).
6.5.30 None of the assessed corridor options carries any over-riding cultural heritage concerns with regard to Scheduled Monuments, Listed Buildings, Registered Parks and Gardens or Conservation Areas. This is because no corridor option would necessitate a route alignment passing directly through or across any such designated sites. However, for several corridor options the choice of route alignment may be critical to avoiding ‘substantial harm’ to the setting of designated heritage assets.
Ecological issues
6.5.31 Detailed appraisal of the ecological issues associated with each of the Route Corridor Options is set out in the appraisal matrices provided in Appendix 3.
6.5.32 The appraisal of ecological issues was primarily associated with the avoidance of broad-leaved woodland, especially those designated as Ancient Semi-natural Woodland (ASNW). The avoidance of broad-leaved woodland would in turn avoid
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impacts on protected species that depend on them e.g. Dormouse and bats. Woodland also provides connectivity across the landscape that has the potential to be impacted by the scheme. For example, although both options E1 and E2 were classified as having low preference, option E1 was preferred over E2 due to concerns that impacts to the habitats associated with the Cothi Valley may be unavoidable. It is also possible that the corridor boundary of option E1 could be moved to avoid ASNW which would increase the preference on option E1 to having only ‘medium’ preference.
6.5.33 The River Towy is a designated site that is unavoidable within the route corridor options. The river is designated for features that are likely to be constant in all route crossing options and as such, the appraisal concentrated on the habitat that the river provides for wintering birds, and potential ecological issues with the habitats surrounding the crossing points. Through consultation it was noted that the further east towards Llandeilo, the more risk of coming into contact with wintering birds, especially swans. In addition, there are areas of broad-leaved woodland on either (or both) areas that would be difficult to avoid when accessing river crossing in options B2-4. As a result, option B1 was considered to be the preferred crossing.
Hydrological issues
6.5.34 Appraisal of the hydrological issues associated with each of the Route Corridor Options is included under the heading of ‘other’ in the appraisal matrices provided in Appendix 3. These are factors which will become increasingly relevant as the route selection process approaches the consideration of more specific route alignment options at the next stage. The following important detail can be provided in relation to Route Corridor Options B1, B3 and B4 at the Towy Valley.
6.5.35 Option B1 (western crossing of the Towy Valley nearest to Carmarthen) is located within flood zone 3 with the potential to cross the River Gwili, Abergwili Mill Leat, Bwlch Stream and the River Towy. The flood map also illustrates defences located to the east of the proposed crossing. These defences are designed to
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protect Abergwili village as can been seen from the hatched area on the flood map provided by NRW.
6.5.36 Option B3 (central crossing of the Towy Valley) is located within flood zone 3. The crossing may require crossing of both the River Towy and Lash Nantgaredig.
6.5.37 Option B4 (eastern crossing of the Towy Valley) is located within flood zone 2 and 3 with the potential to cross both the River Cothi and River Towy.
6.5.38 All options are within flood zone 2 or 3 and all require crossing of the River Towy. The flood defences within crossing B1 are avoidable. Option B1 has the greatest number of potential main river crossings.
6.5.39 NRW has also indicated that they have direct consenting powers, under byelaws, for works within 7m of the top of the natural bank or landward toe of any river retaining structure on a main river. In addition, as the River Towy banks can experience significant erosion it is suggested that the setting back of poles further than 7m would be beneficial.
6.5.40 All section B options would require crossing the River Towy and while the selected B1 option had the most main river crossings, hydrology was not considered a determining factor in overriding this decision as long as guidelines set out by NRW were followed when developing an alignment.
Other environmental issues
6.5.41 The environmental appraisal matrices include consideration of the full range of environmental issues including some matters raised by community council representatives at the deliberative workshops.
6.5.42 It was generally considered that for noise and EMF, proximity to residences was the most important factor and this was not a determining factor in corridor selection. Proximity to residences will be considered at alignment stage.
6.5.43 Geology, soil and ground conditions vary across the corridor options but are not
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determining factors in selecting a preferred corridor. Ground conditions will be reviewed and included as part of the alignment studies. Peat deposits were in part assessed as part of the ecology appraisal, in assessing avoidance of peat/bog habitats.
6.5.44 Socio-economic impacts including impacts on tourism as a result of the visual impact of the development was raised as a result of the Stage 1 Consultation process. These factors were considered as part of the corridor appraisal.
6.5.45 None of the corridors are within an Air Quality Management Area and air quality was not considered a differentiating factor when selecting a preferred corridor. Air quality will continue to be reviewed as the project progresses and will be assessed in the EIA if, as a result of the development, it is considered likely to give rise to significant effects on air quality.
First Stage Conclusions
6.5.46 The environmental appraisal matrices provided in Appendix 3 show a reasonably clear consensus across the key environmental topics in relation to sections A to D of the route. The Preferred Route Corridor for these sections comprises options A1, B1, C1, with a slight preference for D2.
6.5.47 Selection of a Preferred Route Corridor within section E of the overall route proved less clear cut. The first stage of environmental appraisal found generally low levels of environmental preference associated with both option E1 and E2. That neither option is free of potentially significant environmental issues triggered a requirement to review and back check whether all feasible corridors to provide a link between Brechfa West and Brechfa East wind farms had been correctly and adequately identified at earlier stages in the process.
6.6 Route Corridor Options Environmental Appraisal – second stage
Review of Section E of the route
6.6.1 The initial Route Corridor Options appraisal was not decisive in relation to section
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E which would be needed to provide the required link between the consented Brechfa West Wind Farm Substation (the connection formed by preferred option C1) and the substation associated with the proposed wind farm at Brechfa East.
Second Stage Conclusions
6.6.2 Following the review of corridor options within section E of the overall route, widening and refinement of corridor option E2 (shown on Figure 4) and its re- appraisal on environmental grounds, the environmental appraisal continued to point towards a preference for corridor E1. The principal reason for this was the conflict of corridor E2 with the Cothi Valley SLA.
6.6.3 The Preferred Route Corridor on purely environmental grounds was therefore identified as A1 (with some extension to include western parts of A2), B1, C1, D2 and E1. This is not to say that other corridors cannot accommodate a connection, but recognises that they could be less preferable. This environmental recommendation was then subject to review in relation to the detailed outcomes of the consultation processes and consideration by WPD of its wider regulatory obligations to also identify the most cost efficient, effective and co-ordinated.
6.7 Consultation Responses
6.7.1 Consultation comprised:
. A series of deliberative workshops; and
. A number of meetings with statutory consultees and other key stakeholders and stakeholder groups:
. Written correspondence with all statutory consultees, elected representatives and local amenity user groups.
6.7.2 The predominant concern raised by stakeholders was regarding the potential visual impact of the project including the effect of visual impacts on tourism in the local area. As part of the identification of the route corridors, the areas of highest
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landscape value were avoided as far as possible and this was acknowledged by Carmarthenshire County Council in their response to the Stage 1 Consultation. Landscape and visual impacts were considered as part of the route corridor selection.
6.7.3 NRW referred to the potential landscape and visual effects and noted in particular that the Brechfa Corridor (E2), East corridors (C2 and C3) and crossing of the Towy Valley may give rise to unacceptable landscape and visual effects.
6.7.4 The B corridors associated with the Towy Valley crossing were evaluated. The evaluation included consideration of potential landscape and visual effects as well as impacts on the Towy Valley Landscape of Outstanding Historic Interest in Wales. As a result of this consideration, the corridor closest to Carmarthen was considered to be the most suitable from a landscape and visual perspective and corridor B1 was therefore selected. This was recognised by one stakeholder as crossing the shortest extent of the Towy Valley corridors [approximately 2.5km].
6.7.5 The location of the existing electrical infrastructure was considered at route corridor selection in order to avoid, where possible, perception of a ‘wirescape.’ This will be considered in more detail at alignment stage in order to avoid, where possible, converging routes.
6.7.6 Undergrounding was referred to consistently in the consultation responses. While WPD have based the routeing studies on overhead lines, the use of undergrounding sections of the route where appropriate, will be considered at alignment stage. It should be noted that while undergrounding does eliminate landscape and visual impacts, the impacts of undergrounding should also be considered as the construction process can create adverse impacts on matters such as archaeology. The RSPB specifically referred to the construction processes associated with undergrounding damaging natural habitat leading to the displacement of birds.
6.7.7 Responses have included reference to impacts on designated sites, areas of peat habitat and species of conservation concern. Designated sites were avoided as
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far as possible as part of the route corridor selection process. Scoping phase 1 habitat surveys, aerial photography, background data search of local records, and habitat mapping from NRW and CCC have all been used to inform the selection of a preferred corridor and will be used for alignment studies. Tree felling may be necessary in some areas but will be avoided as far as possible especially with regard to ASNW and Broadleaved woodland. Records of protected species along with habitat mapping were reviewed as part of the preferred corridor selection. Protected species surveys will be undertaken as appropriate along the alignment, in agreement with NRW.
6.7.8 Wintering Bird Surveys commenced in October 2013 using a methodology, and undertaken in areas, agreed with NRW. The survey results will be used to assess the impact of overhead lines on wintering birds. Impacts can be the result of collision, disruption due to construction and increased predation due to additional predator vantage points. The way in which birds use the Towy Valley was considered when selecting the preferred corridor.
6.7.9 Two respondents highlighted the impact of overhead cabling on designated or sensitive areas, making specific reference to sensitive habitats and woodlands included in the Glastir Woodland Management Scheme; the location of these areas will be considered at alignment stage where possible.
6.7.10 Hydrology and flood risk considerations have been reviewed as part of the corridor selection with focus on crossing of the River Towy. Jonathan Edwards MP and Rhodri Glyn Thomas AM referenced the fact that some residents are dependent on spring water and raised concern that construction could contaminate these water sources. While this matter has not been considered in selecting the preferred route corridors, it will be considered when selecting the route alignment options to ensure no significant effects are experienced by residents to their water supply.
6.7.11 The potential impact of the proposal on cultural heritage is a concern to some stakeholders, particularly the impact on sites of historical and archaeological
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interest within Carmarthen Town and the Towy Valley, as well as churches within the corridors. Heritage impacts were evaluated in selecting the preferred corridors and will continue to be a consideration in the selection of alignments.
6.7.12 Consultees raised the issue of proximity to, and the visual impact of, the proposals on national cycle paths and promoted walks and these were taken into consideration in the selection of the preferred corridors and have been avoided where possible. Impacts on these features will continue to be considered during selection of alignments in addition to more local public rights of way (PRoW).
6.7.13 A number of people mention the three villages of Gwyddgrug, New Inn and Alltwalis, located beside the A485, as the ones likely to be impacted by both the Brechfa Forest West Wind Farm and the Alltwalis Wind Farm. This will be taken into account when developing the route alignments.
6.7.14 Tourism was highlighted as a concern because of the potential impact of the overhead line discouraging visitors to the area. Workshop consultation suggested that tourism interests appeared to be focused on the Towy and Cothi valleys. The River Towy crossing selected (B1) was noted at one community workshop as ‘less attractive’ for tourists and visitors, while the far eastern Towy Valley corridors were identified as having a number of tourism attractions as well as recreational activities such as fishing, holiday accommodation and local show grounds. The C2/C3 Cothi Valley corridor which was not selected as part of the preferred options included a tourist route with views and holiday accommodation.
6.7.15 One stakeholder referred to the potential for noise from the operation of the transmission line. Noise has not been assessed as part of the preferred corridor selection but will be considered at alignment stage where proximity to properties will be a factor in routeing. This will also be relevant to comments regarding EMF and the potential for associated health effects.
6.7.16 The environmental recommendations regarding the Preferred Route Corridor are broadly supported by and in line with the consultation responses received. No material considerations have been identified through the consultation processes
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that would justify any amendment to the Preferred Route Corridor recommended on environmental grounds.
6.8 WPD’s Wider Regulatory Obligations
6.8.1 Following the environmental appraisal and consultation processes, further consideration of the recommended route corridors was carried out by WPD to ensure that the emerging Preferred Route Corridor met its wider regulatory obligations. This included consideration of further engineering matters, practicability of construction and cost.
6.8.2 Overall, this process did not identify any conflict between the Preferred Route Corridor from an environmental perspective, and the Preferred Route Corridor from a wider regulatory perspective in relation to sections A, B and C of the overall route. These environmentally preferred corridors were therefore selected without the need for further work.
6.8.3 This process of review by WPD resulted in the identification of areas of conflict between the Preferred Route Corridor from an environmental perspective, and the Preferred Route Corridor from a wider regulatory perspective in relation to sections D and E of the overall route. These are considered further below.
6.8.4 Matters relevant for consideration are formed around WPD’s duty to facilitate, develop and subsequently maintain an efficient, co-ordinated and economical system of electricity distribution. Considerations therefore include the technical requirements of the network, the buildability of a connection and the implications that the necessary engineering solution may have when balanced against likely environmental effects and implications for maintenance during the operational lifetime of the connection.
6.8.5 In line with the approach taken by the project to date, the technical assessment first considered the feasibility of constructing an overhead 132kV line. Where it was concluded that such infrastructure would be technically unfeasible, the option of an underground connection was assessed.
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6.8.6 This section is structured around each of the corridor options which were consulted upon during the Stage 1 Consultation process. Each corridor section ends with a conclusion on the technical merits of each corridor. The following section of this report (Section 7) takes these conclusions and the conclusions concerning the environmental performance of the options to arrive at WPD’s Preferred Corridor Choice.
Section A
6.8.7 This corridor option extends from tower 42 to tower 46 on the existing EE route, east of Llandyfaelog north to the four Towy River corridor crossing options.
6.8.8 For the purpose of refining this wide corridor the environmental assessment which is reported earlier within this section of the report has sub-divided this corridor into options A1 (west), A2 (central) and A3 (east).
6.8.9 WPD’s line surveyors have inspected the corridor. The corridor is characterised by gently undulating topography comprising gentle slopes and with no discernable difference across the width of the corridor. Existing National Grid and WPD lines cross the corridor demonstrating an ability to construct an overhead line grid connection within it. No linear infrastructure, (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier to the construction of an overhead line and it is considered that on technical grounds, a generally straight alignment (i.e. short route length) could be achieved. The most economic route through the corridor would therefore be to follow the western side (A1 option) of the corridor resulting in a distance of approximately 8km as opposed to 10km and 12km if a central or eastern route where to be chosen.
Section B
6.8.10 The Route Corridor Options identified four potential options for the crossing of the River Towy. These were identified as crossing options A-D within the Stage 1 Consultation (B1-B4 within the environmental assessment which is reported earlier
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within this section). All four crossings are estimated to be approximately 4km in length subject to the potential for any line deviation which is set out below.
Option B1
6.8.11 This is the closest corridor option to Carmarthen and it extends around the eastern boundary of the town northwards to form the West Corridor. Potential, physical barriers to the construction of an overhead line are the presence of the River Towy, the A40/A48 and the River Gwili.
6.8.12 The topography of the corridor is characterised as reasonably gentle with the absence of a steep slope to the north of the Towy Valley. Other than the barriers identified above, no linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier to the construction of an overhead line.
6.8.13 The technical assessment of this Corridor option concludes that it is feasible to construct an overhead line through it. Site visits undertaken during the Stage 1 Consultation process indicate that alignment options could be developed which can accommodate the span necessary to cross the A40/A48, rivers Towy and Gwili. Whilst these alignments are unlikely to be straight, i.e. the shortest (most economic) route, they would be unlikely to require significant deviation.
Option B2
6.8.14 This corridor option cross the River Towy to the west of Capel Dewi. Potential physical barriers to the construction of an overhead line are the presence of the River Towy and the A40.
6.8.15 The topography of the corridor is characterised by steep slopes to the northern side of the valley at White Mill, particularly to the east and west of White Mill. This valley side is also heavily wooded. No linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier
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to the construction of an overhead line.
6.8.16 The key technical issue associated with this corridor option is the presence of the River Towy. Stage 1 Consultation with local amenity user groups and statutory consultees suggests that the course of the river is subject to change following major flood events. Any infrastructure, (either overhead line or underground cable) would also need to be resilient to flood inundation. The consultation with statutory consultees suggested that there would be no in-principle reason why overhead poles could not be located within the River Towy floodplain, although justification would be required. Providing a suitable span could be obtained over the river (span length typically varies from 53m to 120m with an average span of 85m) then there would be no technical reason why an overhead line could not be taken forward. WPD is of the opinion that a span of 120m is achievable which would provide sufficient set back from the river bank. If following further consultation during route alignment consideration this is deemed insufficient by consultees then it would be technically possible to underground beneath the river.
6.8.17 The steep slope to the north of the valley does represent a challenge to the construction of an overhead line although the gradient is not considered insurmountable. There may be a requirement, subject to further technical work, to cross the slope at an angle (i.e. a deviation from the otherwise shortest route). The construction of an overhead line is feasible, although more challenging and potentially less economic than Crossing A (B1).
Option B3
6.8.18 This corridor possesses similar physical characteristics and technical challenges to Crossing B (B2). It is located to the east of Capel Dewi, requiring a crossing of the River Towy and A40 and including steep slopes along the valley’s northern edge. The same technical and economic considerations set out with regard to Crossing B (B2) are relevant for this crossing option.
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Option B4
6.8.19 This crossing possesses similar overall physical characteristics to Crossings B (B1) and C (B3) although there is no steep valley side to the north of the Towy Valley which is also wider at this point. An 11kV line running north along the B4310 indicates that it is feasible to run an overhead line north. Physical considerations in the form of Nantgaredig village which lies to the west will however require an appropriate deviation around the settlement.
6.8.20 The implications for the crossing of the River Towy are the same as those set out for Crossing B (B2). No linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier to the construction of an overhead line. The construction of an overhead line is therefore considered to be technically feasible, and potentially less challenging but potentially less economic than Crossing A (B1) given the increased distance from the EE route and the requirement to deviate further west around Nantgaredig.
Section C
Option C1
6.8.21 This corridor is further sub-divided into the area running to the north of Carmarthen towards Alltwalis followed by alternative corridors to connect the Brechfa West Wind Farm and Bryn Llywelyn Wind farm. The environmental appraisal reported earlier within this section 6.5 describes these alternatives as Corridors D1 and D2.
Carmarthen to Alltwalis
6.8.22 This corridor, which is approximately 10km in length, depending upon which subsequent corridor options are preferred, and follows the general direction of the A485 north from Carmarthen. The landform rises as the corridor moves north but is characterised by generally undulating ground giving way to moderately steeper incised valleys particularly to the east of Alltwalis and south of Brechfa Forest.
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6.8.23 No linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier to the construction of an overhead line.
6.8.24 WPD surveyors have inspected the corridor and confirm that the topography is appropriate for the construction of an overhead line. Existing stands of woodland could be avoided if required without undue deviation and there are no significant areas of bare rock or wet ground (peat/marsh) that would prevent the installation of wooden poles. It is considered that on technical grounds, a generally straight alignment (i.e. short route length) could be achieved which would represent an economic solution.
Section D
Option D1
6.8.25 This section forms the northern part of the West Corridor, north of Alltwalis. It would provide a connection to Bryn Llywelyn Wind Farm. The route length could be circa 10km in length and there is the potential to accommodate several alignment options, including a route following lower ground associated with the A485 corridor and one that aligns with the wind farm boundaries. Within this section of the corridor are the settlements of Gwyddgrug and New Inn. The topography is undulating with higher rounded ridgelines north of Alltwalis and west of Gwyddgrug. Gradients are considered to be sufficient to enable the construction of an overhead line whilst watercourses such as the Afon Gorwydd, Nant Gwen and Nant Bele lie within narrow wooded valleys which have the potential to be crossed by a single span.
6.8.26 No linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 Consultation that would prove a barrier to the construction of an overhead line.
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6.8.27 As with the southern section of this corridor, it is considered to be technically feasible to build an overhead line within this northern section, there is an absence of rocky or marshy areas and whilst deviations may be required to provide a suitable stand-off from residential properties these are unlikely to be substantial. Existing WPD infrastructure is present within this corridor, most notably the 132kV wood pole ‘trident’ line which connects the Alltwalis Wind Farm to the WPD substation at Rhos. This line traverses the corridor from east to west and a new line running north to south from the Bryn Llywelyn Substation within this corridor will need to cross it. One of the lines will need to be undergrounded at the crossing point to achieve the necessary clearances for electrical safety reasons.
Option D2
6.8.28 Stage 1 Consultation indicated that a corridor between the Brechfa West and Bryn Llywelyn substations may be required to be undergrounded due to the presence of proposed wind farm infrastructure and the requirement (for an overhead line) for substantial felling. This initial conclusion has been supported by further assessment undertaken into the technical issues surrounding the construction and operation of an overhead line within a wind farm.
6.8.29 During the Stage 1 Consultation discussions where held with the forestry team at NRW which concluded that a 60m width of forest cover would need to be felled to provide a corridor through the forest area for an overhead line. This would be to ensure that no trees could affect the line should they fall and thereby ensure security of the energy supply.
6.8.30 The topography of the forest between the two proposed wind farm substations is high and includes areas of steep sided valleys such as the Afon Pib and Afan Marlais, whose tributaries are within the corridor. Constructing an overhead line in this corridor through the forested area highly challenging because of the engineering constraints associated with designing it for the terrain, clearing the route, erecting the line and maintaining it.
6.8.31 In addition to these factors the siting of the proposed turbine positions would
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compromise the alignment of the overhead line with in the wind farm. The construction of an overhead or underground connection would also lead to restrictions on the operation of the wind farm. For example, the use of cranes in the maintenance of wind turbines and movement of construction and maintenance machinery would be restricted unless prior notice is provided to de-energise the line on health and safety grounds and lead to an interruption in supply.
6.8.32 The construction of an overhead line along corridor option D2 would represent significant technical challenges and may not represent the most efficient and economical system design.
6.8.33 WPD have therefore concluded that it would not be technically feasible to construct and operate an overhead line through the whole of option D2. WPD would therefore need to underground all or part of this corridor. However, the costs incurred would not represent the most economical system design.
Section C
B4310
6.8.34 This corridor stretches from the Towy Valley north and to the east and the west of the Cothi Valley connecting to Brechfa West substation. For the purpose of refining this extensive corridor the environmental assessment which is reported within the previous section in this report has sub-divided it into two options C2 (west), C3 (Cothi Valley east). A technical assessment of the C1 option of this corridor was reported in paragraphs 6.8.21 to 6.8.24 above.
Option C2 (West).
6.8.35 This section runs north of the Towy Valley and along the western side of the Cothi Valley then following the B4310 either to the (elevated) west or (valley) to the east. It would link up to option E2 and through this to the Brechfa West Substation. The length of the corridor is at least 10km and would be longer if it ran in the valley to the east of the B4310.
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6.8.36 No linear infrastructure (existing grid lines, above ground pipelines, railway or telecommunication infrastructure) was brought to the attention of WPD during the Stage 1 consultation that would prove a barrier to the erection of an overhead line.
6.8.37 The topography present within this corridor is undulating rising to a height of over 200m south of Plas Fawr and then again to the west of Horeb before descending to the south of Brechfa. The corridor has an open character comprising larger fields with few substantial hedges and a relative absence of wooded areas with the exception of some blocks of coniferous forestry to the west of the B4310. There are few settlements within the corridor and as such it would be possible to avoid construction through or alongside residential areas. Rivers such as the Afan Pib in the north, and the Afan Annall in the west are tributaries of the Towy and could be crossed by grid infrastructure if required. The River Cothi runs substantially outside the eastern boundary of the corridor. Small scale WPD infrastructure runs through the corridor, and it is concluded that the character of this corridor section is unlikely to pose any serious impediment to the construction of an overhead line.
Option C3 (Cothi Valley East)
6.8.38 This is the longer corridor passing to the east of the Cothi over elevated ground to reach Brechfa East. The length of the route is estimated to be approximately 16km measured from the Towy Valley (including part of C2).
6.8.39 As with option C2, no infrastructure has been brought to the attention of WPD during Stage 1 consultation that would prove a barrier to the erection of an overhead line.
6.8.40 This section is defined by a significant area of coniferous forestry (Craig ddu Wood) which effectively forms the north-western boundary of the corridor. The wood lies on comparatively flat, high ground. WPD have not accessed the wood but it is assumed that construction through it would be possible although this would require the creation of a clear felled corridor. Alternatively it would be technically possible to construct an overhead line in the open land which runs along the south-eastern boundary of the woodland.
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6.8.41 After Pen-y-Garn the land reduces in altitude northwards towards Abergorlech, increasingly the corridor is characterised by woodland cover, smaller fields and hedgerows. Whilst the terrain becomes more complex around Abergorlech, with an increased prevalence of wooded areas, it should be possible to construct and overhead line around the settlement and then north to the Brechfa east substation crossing the River Cothi. This may however require construction through existing woodland.
Section E
Option E1
Gwernogle Corridor
6.8.42 This is also known as option E1and it is reasonably direct, although meandering, which cuts across complex topography in vicinity of Gwernogle. The length of the section is estimated to be 14km although any alignment options within it may be required to meander to accommodate the valley gradients.
6.8.43 WPD’s more detailed consideration of the engineering implications of the E1 option reconfirmed that the topography and forest cover represented very difficult technical challenges that were likely to result in the need for incorporating longer spans across valley areas. These span lengths would exceed the distances that could be supported on twin wooden poles and would therefore require the use of steel lattice gantry structures. WPD expect large sections of the route through E1 to be built on wooden poles but that certain sections are likely to need steel lattice gantries to support long span lengths, these being primarily valley spans. The steel gantries would be sized to fit the design profile of a predominately wooden pole line and as such are anticipated to be of similar height to the wooden pole sections and not the taller traditional steel lattice towers used by the National Grid.
Option E2
Cothi Valley
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6.8.44 This is known as the option E2 and would run directly along the Cothi Valley for an estimated distance of 14km and would link the Brechfa Forest West Wind Farm and Brechfa Forest East Wind Farm substations.
6.8.45 Given the substantial technical and environmental concerns relating to both E sections and the absence of a clear preference on technical grounds, the appraisal team identified the need to:
. Revisit the engineering requirements likely to be associated with option E1 in greater detail; and
. Having selected options A1, B1 and C1 as the Preferred Route Corridor from Llandyfaelog to Brechfa Forest West Wind Farm, revisit the desirability of a more southerly connection from Brechfa Forest West Wind Farm to Brechfa Forest East Wind Farm largely away from the designated section of the Cothi Valley.
6.8.46 Option E2 was therefore widened to take in land further to the south.
6.8.47 WPD’s more detailed consideration of the engineering implications of option E1 reconfirmed that the topography and forest cover represented very difficult technical challenges that were likely to result in the need for incorporating longer spans across valley areas suspended using steel lattice gantry structures rather than wooden poles.
6.8.48 The ability to construct an overhead line connection through option E1 will not be confirmed until further detailed work is completed and the feasibility of construction will be known. The current engineering preference is therefore option E2 which offers a broader range of route alignment options and presents the most economic and efficient solution to constructing a new connection. Route alignment options within the widened section E2 will be considered at Stage 3 of the route selection process. The benefits of a more southerly connection will need to be more fully tested to identify whether a satisfactory route alignment that substantially avoids the Cothi Valley SLA can be identified. Identification and appraisal of alignment
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options within section E2 will also require clarity on the justification/necessity of certain sections of some of the possible alignment options being placed underground.
6.8.49 Notwithstanding the conclusion stated above, it is not possible to select a preferred corridor in section E of the overall route at this time. This is because:
. No option for section E of the overall route has been identified by RSK as being free of potentially significant environmental issues;
. The environmental appraisals and WPD’s consideration of its wider regulatory obligations (based on the level of information currently available to the team) point to a different choice of section; and
. Based on the level of detailed information available to the project team at this stage in the process, a full and proper consideration of the environmental and wider regulatory requirements is not yet possible.
6.8.50 Both option E1 and the widened version of option E2 will therefore be taken into the next stage of assessment and consultation. This will enable a more detailed understanding of potential alignments and their associated engineering solutions to be established to provide a higher level of detailed understanding against which environmental and wider regulatory challenges can be more fully understood and more properly weighed.
6.9 The selected Preferred Route Corridor
6.9.1 The selected Preferred Route Corridor (Figure 4) includes options A1 (slightly extended to include western parts of A2), B1, C1, D1 with both E1 and the widened and subsequently refined version of E2 being taken forward for further assessment.
6.9.2 In selecting Preferred Route Corridor Option A1, the corridor has been widened to allow for further consideration at Stage 3 of a more easterly alignment within what was initially presented as option A2.
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6.9.3 The inclusion of both E1 and the widened version of E2 at the next stage will enable more detailed work to be carried out in relation to specific alignment options within both of these options. This process will clarify the engineering requirements necessary and further consider the justification for undergrounding certain parts of these options. Decision making at the next stage in the process in relation to section E of the overall route is likely to require preliminary alignments and outline engineering solutions to be drawn up and appraised for three principal alternatives:
. A largely overhead connection through section E1 that may require steel rather than wooden infrastructure at some points to overcome the highly challenging topography;
. A least environmentally impactful connection along the Cothi Valley in the northern part of E2 (this may include preliminary proposals for some sections to be undergrounded); and
. Identification of an alternative deviating within the southern part of E2 which would minimise the extent of conflict with the SLA (this may include preliminary proposals for some limited sections to be undergrounded).
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7 Stage 3a: Identification of Route Alignment Options
7.1 The Next Step
Identification of route alignment options
7.1.1 This Route Corridor Selection Report has explained how the Preferred Route Corridor for the Brechfa Forest Connection Project was selected. The Preferred Route Corridor remains, in some areas, a broad area of land of variable width within which a number of different options for the precise alignment of the grid connection will be feasible.
7.1.2 The next step in the project will be to identify feasible route alignment options within the Preferred Route Corridors that will then also be subject to detailed comparative appraisal. Stage 3 design development work will be progressed to identify, assess and evaluate potential route alignments that will meet the objectives of the project and the obligations of WPD. The route alignment options to be identified as this next step may include consideration of the possibility of undergrounding some sections of the route where technical or environmental issues suggest that this would be justified.
7.1.3 As part of this process, the principles of the Holford Rules will continue to be applied to refine potential solutions, with consultation continuing to ensure the views and opinions of statutory bodies, non-statutory agencies and local communities are recorded and considered.
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Route Corridor Selection Report and Preliminary Environmental Information
8 Stage 3b: Selection of the Preferred Route Alignment
8.1 Future Steps
Selection of the Preferred Route Alignment
8.1.1 An appraisal of all of the route alignment options identified within the Preferred Route Corridors will be undertaken in due course. Following appraisal and detailed consultation, WPD will select a preferred route alignment from the options considered. The appraisal of the route alignment options will be undertaken using the appraisal criteria used at Stage 2b, supplemented by additional considerations where relevant and necessary. These appraisals will provide a clear justification for the final route alignment chosen.
8.1.2 The preferred route alignment will then be subjected to formal EIA procedures, in order to avoid, wherever possible, adverse effects on physical, biological and human sensitivities within the receiving environment. The scope and coverage of the EIA will be agreed in advance with PINS, statutory consultees and other key stakeholders.
8.1.3 The final scheme design will be subject to statutory consultation in accordance with Sections 42, 47 and 48 of the Planning Act 2008. WPD expects the submission of the DCO will not be made until late 2014; this will provide sufficient time to undertake all necessary activities associated with design development, EIA and pre-application consultation.
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