Beverly Regional Transmission Reliability Project N-192 Cable Replacement

New England Power Company d/b/a National Grid Energy Facilities Siting Board Application EFSB 19-04 Salem and Beverly, Massachusetts June 2019

This document has been reviewed for Critical Energy Infrastructure Information (CEII)

Table of Contents

1 Project Overview ...... 1 Introduction ...... 1 Overview of Application ...... 3 Project Need ...... 3 Project Alternatives ...... 4 Preferred and Noticed Alternative Routes ...... 4 Substations and Switching Station ...... 5 1.6.1 Beverly #12 Substation Facilities ...... 5 1.6.2 East Beverly #51 Substation Facilities ...... 6 1.6.3 Proposed Waite Street #594 Switching Station ...... 6 Summary of Project Schedule and Cost ...... 6 1.7.1 Project Schedule ...... 6 1.7.2 Project Cost ...... 7 Construction Overview ...... 7 Agency and Community Outreach ...... 8 Conclusion ...... 9 2 Project Need ...... 11 Introduction ...... 11 Description of Existing Transmission System ...... 11 N-192 Cable Asset Condition and Operating History ...... 12 2.3.1 Description of Existing N-192 Cable System ...... 12 2.3.2 SCFF Cable Technology ...... 17 2.3.3 N-192 Cable Operating History ...... 18 Distribution System Reliability Benefits ...... 22 Conclusion ...... 23 3 Project Alternatives ...... 25 Introduction ...... 25 No-Build Alternative ...... 25 Non-Wires Alternatives ...... 26 Underground Alternatives ...... 26 3.4.1 Underground Cable: Waite Street #594 to Beverly #12 to East Beverly #51 (the New Cable) ...... 26

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement i Energy Facilities Siting Board Application 3.4.2 Underground Cable: Waite Street #594 to East Beverly #51 (Waite Street-East Beverly Alternative) ...... 27 Overhead Transmission Line ROW through Beverly ...... 29 King Street Alternative ...... 29 MBTA ROW Alternatives ...... 31 3.7.1 Existing MBTA ROW ...... 31 3.7.2 Underground MBTA Alternative ...... 33 3.7.3 Overhead MBTA Alternative ...... 34 3.7.4 Conclusions on Use of the MBTA ROW ...... 36 Conclusion on Project Alternatives ...... 37 Danvers River Crossing Alternatives ...... 37 3.9.1 Danvers River Crossing: Overhead Alternative ...... 38 3.9.2 Danvers River Crossing: HDD Alternative...... 38 3.9.3 Danvers River Crossing: Submarine Cable Alternative ...... 39 3.9.4 Danvers River Crossing: Bridge Alternative (Preferred) ...... 39 3.9.5 Conclusion on Danvers River Crossing Alternatives ...... 40 Technology Selection ...... 40 Conclusion ...... 41 4 Route Selection ...... 42 Overview of Siting Methodology ...... 42 Identification of Study Area ...... 43 Route Evaluation Guidelines ...... 44 Routes and Route Variations...... 46 4.4.1 Initial Route Identification ...... 46 Common Pathway from the Proposed Waite Street #594 Switching Station to Beverly 46 4.4.2 Initial Screening of Public Roadway ROWs: Municipal Consultation ...... 49 4.4.3 Secondary Screening of Public Roadway ROWs: Segment Evaluation ...... 50 Porter Street vs. Wellman Street ...... 50 Essex Street & Lake Shore Avenue vs. Newbury Street & Pearl Street ...... 56 Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, and Pleasant Street ...... 56 Lothrop Street vs. Hale Street & Cross Street ...... 57 Identification of Candidate Routes ...... 61 4.5.1 Wallis-Hale Route ...... 61 4.5.2 Broadway-Thorndike-Hale Route ...... 61 Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement ii Energy Facilities Siting Board Application 4.5.3 Roundy-Charnock-Bisson Route ...... 62 4.5.4 Essex-Pearl-Corning Route ...... 62 4.5.5 Essex-Pearl-Lake Shore Route ...... 63 4.5.6 Cabot-Hale Route ...... 63 Analysis of Candidate Routes ...... 65 4.6.1 Human Environment Criteria ...... 65 Residential Land Use ...... 65 Commercial Land Use ...... 65 Sensitive Receptors ...... 65 Public Transit Facilities ...... 65 Historical and Archaeological Resources ...... 66 Potential for Traffic Congestion...... 66 4.6.2 Natural Environment Criteria ...... 66 Public Shade Trees ...... 66 Wetland and Water Resource Areas ...... 66 Potential to Encounter Subsurface Contamination ...... 67 4.6.3 Constructability Evaluation Criteria ...... 67 Length of Route ...... 67 Existing Utility Density ...... 67 Route Bends ...... 68 Roadway Width...... 68 Shallow Bedrock ...... 68 4.6.4 Weighting ...... 68 4.6.5 Candidate Route Cost Comparisons ...... 71 4.6.6 Reliability Comparisons ...... 71 4.6.7 Ranking and Identification of Preferred and Noticed Alternative Routes ...... 71 Initial Identification of Preferred Route – Wallis-Hale ...... 71 Reassessment due to Future Development on Wallis Street ...... 72 Identification of a Noticed Alternative Route – Essex-Pearl-Lake Shore...... 74 Conclusion ...... 75 5 Comparison of Proposed Activities along the Preferred and Noticed Alternative Routes ...... 77 Introduction ...... 77 Description of Preferred and Noticed Alternative Routes ...... 77 5.2.1 Preferred Route ...... 77

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement iii Energy Facilities Siting Board Application 5.2.2 Noticed Alternative Route ...... 79 Route Maps and Photographs ...... 82 Construction Methods and Schedule ...... 82 5.4.1 Underground Transmission Construction Methods ...... 82 Soil and Erosion Control Installation ...... 83 Manhole Installation ...... 83 Trench Excavation, Duct Bank Installation, and Pavement Patching ...... 83 Cable Pulling, Splicing, and Testing ...... 86 Final Pavement Restoration ...... 87 Veterans Memorial Bridge Conduit ...... 87 Trenchless Crossing Techniques ...... 87 5.4.2 Construction Schedule and Work Hours ...... 88 5.4.3 Environmental Mitigation, Compliance, and Monitoring ...... 89 5.4.4 Safety and Public Health Considerations ...... 89 Environmental Impact Comparison of Preferred and Noticed Alternative Routes ...... 89 5.5.1 Land Use ...... 90 Preferred Route ...... 91 Noticed Alternative Route ...... 94 Conclusion ...... 94 5.5.2 Public Shade Trees ...... 95 5.5.3 Traffic ...... 95 Preferred Route ...... 96 Noticed Alternative Route ...... 97 Comparison of Preferred and Noticed Alternative Routes ...... 98 5.5.4 Noise ...... 99 5.5.5 Potential to Encounter Subsurface Contamination ...... 101 5.5.6 Historical and Archaeological Resources ...... 104 5.5.7 Electric and Magnetic Fields ...... 105 Modeled Magnetic Fields ...... 106 Mitigation ...... 107 5.5.8 Visual Impacts...... 108 5.5.9 Wetland and Water Resources ...... 108 5.5.10 Conclusion ...... 109 Reliability Comparison of Preferred and Noticed Alternative Routes ...... 110

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement iv Energy Facilities Siting Board Application Cost Comparison of Preferred and Noticed Alternative Routes ...... 110 Conclusion of Comparison of Preferred and Noticed Alternative Routes ...... 110 Substations and Switching Station ...... 110 5.9.1 Beverly #12 Substation Facilities ...... 111 Land Use ...... 111 Visual Impacts...... 112 Noise ...... 112 Traffic ...... 112 Public Shade Trees ...... 112 Wetland and Water Resources ...... 112 Potential to Encounter Subsurface Contamination ...... 113 Historical and Archaeological Resources ...... 113 5.9.2 East Beverly #51 Substation Facilities ...... 115 Land Use ...... 115 Visual Impacts...... 115 Noise ...... 115 Traffic ...... 115 Public Shade Trees ...... 115 Wetland and Water Resources ...... 116 Potential to Encounter Subsurface Contamination ...... 116 Historical and Archaeological Resources ...... 116 5.9.3 Waite Street #594 Switching Station ...... 118 Land Use ...... 118 Visual Impacts...... 118 Noise ...... 118 Traffic ...... 119 Public Shade Trees ...... 119 Wetland and Water Resources ...... 119 Potential to Encounter Subsurface Contamination ...... 119 Historical and Archaeological Resources ...... 119 Removal of the Existing N-192 Cable ...... 121 5.10.1 Construction Methods ...... 121 Land Cable Removal ...... 121 Submarine Cable Removal ...... 124

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement v Energy Facilities Siting Board Application North River #30 Terminal Equipment Removal ...... 124 5.10.2 Summary of Potential Impacts and Associated Mitigation ...... 127 Land Use ...... 127 Visual Impacts ...... 127 Noise ...... 128 Traffic...... 128 Public Shade Trees ...... 128 Wetland and Water Resources ...... 128 Potential to Encounter Subsurface Contamination...... 129 Historical and Archaeological Resources ...... 129 Conclusion ...... 129 6 Consistency with the Current Health, Environmental Protection, and Resource Use and Development Policies of the Commonwealth ...... 130 Introduction ...... 130 Health Policies ...... 130 The Restructuring Act ...... 130 The Green Communities Act ...... 131 The Global Warming Solutions Act ...... 131 State and Local Environmental Policies ...... 131 Resource Use and Development Policies ...... 131

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement vi Energy Facilities Siting Board Application Tables

Table 1-1: Anticipated Project Schedule ...... 7 Table 1-2: Total Anticipated Project Cost ...... 7 Table 1-3: Outreach and Consultation Meetings (2018) ...... 8 Table 1-4: Outreach and Consultation Meetings (2019) ...... 8 Table 2-1: Beverly/Cape Ann Area Summer Peak Load ...... 12 Table 2-2: N-192 Cable Trouble History: 1972 to Present ...... 19 Table 3-1: Cost Comparison: New Cable vs. Waite Street-East Beverly Alternative ...... 29 Table 3-2: Cost of King Street Alternative ...... 30 Table 3-3: Summary of Feasible Project Alternatives ...... 37 Table 3-4: Impact Comparison of Danvers River Crossing Alternatives ...... 40 Table 4-1: Status of Public Roadway ROWs after Initial Screening ...... 49 Table 4-2: Initial Comparison of Federal, Bow, Wallis, Broadway, Railroad & Pleasant ...... 57 Table 4-3: Results of Secondary Screening ...... 58 Table 4-4: Streets Advanced for Candidate Route Compilation ...... 59 Table 4-5: Route Scoring Criteria and Corresponding Weights ...... 69 Table 4-6: Raw Scores by Candidate Route ...... 69 Table 4-7: Ratio and Weighted Scores by Candidate Route ...... 70 Table 4-8: Candidate Route Cost Estimates ...... 71 Table 4-9: Initial Comparison of Candidate Routes ...... 72 Table 4-10: Ratio and Weighted Scores by Candidate Route: Adjusted for Future Development ...... 73 Table 4-11: Comparison of Candidate Routes ...... 74 Table 5-1: Potential Locations of Trenchless Crossings ...... 87 Table 5-2: Land Use Density of the Preferred and Noticed Alternative Routes ...... 90 Table 5-3: Land Use Area of the Preferred and Noticed Alternative Routes ...... 90 Table 5-4: Sensitive Receptors along the Preferred and Noticed Alternative Routes ...... 91 Table 5-5: Traffic Volume and Transportation Features along the Preferred Route ...... 96 Table 5-6: Traffic Volume and Transportation Features along the Noticed Alternative Route ...... 97 Table 5-7: Typical Construction Sound Levels ...... 99 Table 5-8: Buildings within 25 and 50 feet of the Preferred and Noticed Alternative Routes ...... 100 Table 5-9: Average Peak Loading of the Proposed New Cable ...... 106

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement vii Energy Facilities Siting Board Application Table 5-10: Calculated Magnetic Field Levels (mG) at Average Loading for the Proposed Duct Bank Configurations at Minimum Target Burial Depths ...... 107 Table 5-11: Wetland Resource Areas Temporarily Impacted by the Preferred Route ...... 108 Table 5-12: Wetland Resource Areas Temporarily Impacted by the Noticed Alternative Route ...... 108 Table 5-13: Impact Comparison of the Preferred and Noticed Alternative Routes ...... 109 Table 5-14: Land Uses Along the Existing N-192 Cable Path ...... 127 Table 6-1: Federal Permit/Consultation Requirements ...... 132 Table 6-2: State Permit/Consultation Requirements ...... 132 Table 6-3: Local Permit Requirements ...... 133

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement viii Energy Facilities Siting Board Application Figures Figure 1-1: USGS Location Map ...... 2 Figure 2-1: Beverly/Cape Ann Area Existing Supply System ...... 13 Figure 2-2: Cape Ann Existing Supply System ...... 14 Figure 2-3: Construction of N-192 Land Cable ...... 15 Figure 2-4: Construction of N-192 Submarine Cable ...... 16 Figure 2-5: N-192 Cable Trouble Summary ...... 20 Figure 2-6: N-192 Cable Annual Out of Service Duration ...... 20 Figure 2-7: N-192 Cable Fluid Releases ...... 21 Figure 2-8: N-192 Cable Historical Maintenance and Repair Cost ...... 21 Figure 2-9: Beverly/Cape Ann Area Proposed Supply System ...... 24 Figure 3-1: Waite Street-East Beverly Alternative ...... 28 Figure 3-2: King Street Alternative ...... 30 Figure 3-3: Existing M-191 Transmission Line and N-192 Transmission Cable ...... 32 Figure 3-4: Cross Section of Typical Railroad ROW with Existing Conditions ...... 33 Figure 3-5: Railroad Corridor Work Space Requirements near Elliott Street ...... 35 Figure 4-1: Project Study Area ...... 45 Figure 4-2: All Roadways Considered Within Project Study Area ...... 47 Figure 4-3: Common Pathways Between the Proposed Waite Street #594 Switching Station and the Veterans Memorial Bridge ...... 48 Figure 4-4: Roadways Advanced for Consideration Following Initial Screening ...... 51 Figure 4-5: Comparison of Porter Street vs. Wellman Street ...... 52 Figure 4-6: Comparison of Essex Street and Lake Shore Avenue vs. Newbury Street and Pearl Street .... 53 Figure 4-7: Comparison of Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, & Pleasant Street ...... 54 Figure 4-8: Comparison of Lothrop Street vs. Hale Street and Cross Street ...... 55 Figure 4-9: Roadways Advanced for Consideration Following Secondary Screening ...... 60 Figure 4-10: Complete Candidate Routes ...... 64 Figure 4-11: Preferred and Noticed Alternative Routes ...... 76 Figure 5-1: Preferred Route ...... 78 Figure 5-2: Noticed Alternative Route ...... 81 Figure 5-3: Typical Duct Bank Cross Section – Delta Configuration ...... 85 Figure 5-4: Land Uses along the Preferred and Noticed Alternative Routes ...... 92 Figure 5-5: Sensitive Receptors along the Preferred and Noticed Alternative Routes ...... 93 Figure 5-6: Potential Sources of Subsurface Contamination ...... 103 Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement ix Energy Facilities Siting Board Application Figure 5-7: Beverly #12 Substation Proposed Plan of Development ...... 114 Figure 5-8: East Beverly #51 Substation Proposed Plan of Development ...... 117 Figure 5-9: Waite Street #594 Switching Station Proposed Plan of Development ...... 120 Figure 5-10: Existing N-192 Cable ...... 122 Figure 5-11: North River #30 Terminal Equipment Removal ...... 126

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement x Energy Facilities Siting Board Application List of Appendices

Appendix No. Description

2-1 National Grid’s Distribution System Planning Guide 3-1 Constructability Review to Install a New N-192 115 kV Transmission Line on the MBTA Right-of-Way in Beverly, MA 3-2 MassDOT Utility Accommodation Policy Waiver 4-1 Data Used to Evaluate Potential for Traffic Congestion along N-192 Candidate Routes 5-1 Route Photos 5-2 Map Book 5-3 Substation Layouts 5-4 Visual Simulations 5-5 Noise Analysis 5-6 EMF Report 5-7 Current Status of Research on Extremely Low Frequency Electric and Magnetic Fields and Health

6-1 Environmental Notification Form, EEA #15976 6-2 Secretary’s Certificate on ENF, EEA #15976

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement xi Energy Facilities Siting Board Application Glossary

Acronym Description AUL Activity and Use Limitation BFE Base Food Elevation Beverly/Cape Beverly, Essex, Gloucester, Hamilton, Manchester-by-the-Sea, Rockport and Wenham Ann Area BMP Best management practice BVW Bordering Vegetated Wetland CCVT Capacitor Voltage Transformer dBa A-weighted decibels DG Distributed generation Directorate MBTA Railroad Operations Directorate DPU Department of Public Utilities DPW Department of Public Works DR Demand response DTS Distributed temperature sensing EE Energy efficiency EEA Executive Office of Energy and Environmental Affairs EMF Electric and magnetic fields ENF Environmental Notification Form ES Energy storage G Gauss GHG Greenhouse gas GIS Geographic Information Systems GWSA Global Warming Solutions Act HDD Horizontal directional drilling HPPT High-pressure pipe type cable system HVED High voltage extruded dielectric cable system Hz Hertz J&B Jack-and-bore construction technique for trenchless crossings kcmil Thousand circular mil kV Kilovolt LNG Liquified Natural Gas LSCSF Land Subject to Coastal Storm Flowage LSP Licensed Site Professional LUO Land Under the Ocean MassDEP Massachusetts Department of Environmental Protection MassDOT Massachusetts Department of Transportation MassGIS Massachusetts Geographic Information System MBTA Massachusetts Bay Transportation Authority MBUAR Massachusetts Bureau of Underwater Archaeological Research MCP Massachusetts Contingency Plan MECo Massachusetts Electric Company d/b/a National Grid (also referred to as the Company) MEPA Massachusetts Environmental Policy Act mG Milligauss

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement xii Energy Facilities Siting Board Application MHC Massachusetts Historical Commission MVA Mega Volt Amp MW Megawatt MWHR Megawatt hour NEP New England Power Company d/b/a National Grid (also referred to as the Company) NRHP National Register of Historic Places NWA Non-Wires Alternative OSHA Occupational Safety and Health Administration PAL Public Archaeology Laboratory, Inc. PNF Project Notification Form psi Pounds per square inch PTC Positive Train Control PVC Polyvinyl chloride RA 200-foot Riverfront Area RAM Release Abatement Measure ROW Right-of-Way RTN Release tracking number SCFF Self-contained fluid-filled cable system Section 72 G.L. c. 164, § 72 Siting Board Massachusetts Energy Facilities Siting Board SRHP State Register of Historic Places THPO Tribal Historic Preservation Officer TMB Thermo-mechanical bending TMP Traffic Management Plan TOR Threat of release UAP MassDOT Utility Accommodation Policy USGS United States Geological Survey URAM Utility-Related Abatement Measure USACE US Army Corps of Engineers WPA Massachusetts Wetlands Protection Act 21E Tier Classified under M.G.L. Chapter 21E

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement xiii Energy Facilities Siting Board Application 1 PROJECT OVERVIEW

INTRODUCTION

New England Power Company d/b/a National Grid (“NEP” or the “Company”) submits this application (“Application”) to the Energy Facilities Siting Board (the “Siting Board”) in support of its petition for authority to construct, operate and maintain a new 115 kilovolt (“kV”) underground cable (the “New Cable”) in a new duct bank and manhole system within the Cities of Salem and Beverly. The New Cable will replace the existing N-192 Cable, an aging, difficult-to-access cable with environmental concerns. The existing N-192 Cable starts at the North River #30 Terminal in the City of Salem, extends into the City of Beverly, passes through the Beverly #12 Substation at 44 River Street and terminates at the East Beverly #51 Substation at 89 Boyles Street. The existing cable is 3.6 miles in length, including a 0.5-mile section of submarine cable within the Danvers River, west of the Veterans Memorial Bridge and the Massachusetts Bay Transportation Authority (“MBTA”) Commuter Rail bridge. Except for the river crossing, the existing cable is primarily beneath existing roadways and within an active railroad right-of-way (“ROW”) owned and operated as part of the MBTA’s Newburyport/Rockport main line (“Main Line”) and its Rockport branch line (“Rockport Branch”) (together, the “MBTA ROW”). The New Cable will be installed in a manhole and duct bank system within existing roadways, except for the Danvers River crossing, which will be installed along the underside of the Veterans Memorial Bridge. The New Cable route begins at a switching station to be constructed at 10 Waite Street in Salem (the “Waite Street #594 Switching Station”), passes through and connects to the Beverly #12 Substation, then continues to the East Beverly #51 Substation. Ancillary substation improvements will be performed at the existing Beverly #12 and East Beverly #51 Substations to accommodate the New Cable. A second phase of work, which will occur after the New Cable is energized, involves de-energizing and then removing the existing N-192 Cable and related equipment. This work, as more fully described herein, is collectively referred to as the “Project”. Figure 1-1 presents the locations of the existing N-192 Cable, the Preferred and Noticed Alternative Routes for the New Cable, the proposed Waite Street #594 Switching Station and substations where improvements are proposed on a United States Geological Survey (“USGS”) quadrangle base map. As shown, the existing and New Cable routes are geographically distinct except for a segment near the Beverly #12 Substation. Concurrently with its Petition to the Siting Board, NEP has also filed Petitions with the Department of Public Utilities (“DPU”): (1) requesting a determination that the Project is necessary and will serve the public convenience and be consistent with the public interest in accordance with G.L. c. 164, § 72 (“Section 72”); and (2) requesting exemptions from the Zoning Ordinances of the Cities of Salem and Beverly pursuant to G.L. c. 40A, § 3. As set forth in detail below, and consistent with the requirements of G.L. c. 164, §§ 69H and 69J, the Project will provide a reliable energy supply for the Commonwealth of Massachusetts with a minimum impact on the environment at the lowest possible cost. Specifically, the Project will serve the public interest by: (1) alleviating environmental concerns associated with potential dielectric fluid releases from the existing cable; and (2) improving the reliability of the electric system while minimizing environmental impacts and costs. For these reasons, NEP requests the Siting Board’s approval of the Project.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 1 Energy Facilities Siting Board Application Figure 1-1: USGS Location Map

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 2 Energy Facilities Siting Board Application OVERVIEW OF APPLICATION

The balance of Section 1 presents an overview of the Project. The remaining sections of this Application provide detailed information and analysis to support the Project, specifically the need for the New Cable and related facilities (Section 2), a comparison of Project alternatives (Section 3), a description of the route selection process that was used to identify the Preferred and Noticed Alternative Routes for the New Cable (Section 4), a comparative analysis of the Preferred and Noticed Alternative Routes (Section 5), and an analysis of the Project’s consistency with the health, environmental protection, resource use, and development policies of the Commonwealth of Massachusetts (Section 6). PROJECT NEED The existing 115 kV N-192 Cable between the North River #30 Terminal in Salem and the East Beverly #51 Substation in Beverly went into service in 1972. The 3.6-mile N-192 Cable consists of 0.5 miles of self-contained fluid-filled (“SCFF”) direct buried submarine cable across the Danvers River, and 3.1 miles of SCFF direct buried land cable located primarily along the MBTA ROW. The existing N-192 Cable is aging and has a history of dielectric fluid leaks due to its age and thermo- mechanical bending (“TMB”). Specifically, there have been 32 dielectric fluid leaks involving the N-192 Cable. When these releases occur, NEP must locate the fluid leaks and conduct expensive repairs expeditiously, then perform any necessary environmental remediation to address potential impacts to the environment. This process often requires the cable to be taken out of service, which has the potential to negatively affect the reliability of the area transmission system. It is anticipated that the frequency of fluid leaks will increase as the system continues to age, leading to additional outages and higher annual repair and maintenance costs. Further, it has become increasingly expensive and difficult to obtain replacement parts and skilled labor to perform routine maintenance and repairs on the N-192 Cable. Accordingly, the Project is needed in the near term to address these recurring incidents and prevent future environmental impacts. In addition to the need to replace the N-192 Cable for asset condition purposes, the majority of the existing land portion of the N-192 Cable runs along an active MBTA ROW. Removing the N-192 Cable from the MBTA ROW and installing the New Cable within a manhole and duct bank system within city streets will address safety and access concerns associated with operation and maintenance. NEP’s proposed replacement of the N-192 Cable also provides an opportunity to improve reliability of service in the Beverly/Cape Ann Area1 by adding a second 115 kV supply to the Beverly #12 Substation. Currently, the 115 kV portion of this substation is served only by the 115 kV M-191 overhead transmission line. An outage on that line results in unserved load until the line can be returned to service, at a level which violates Massachusetts Electric Company (“MECo”)2 planning criteria. The Company proposes to install a second 115 kV transformer at the Beverly #12 Substation, supplied from the New Cable, providing a back- up for the M-191 Line and, in turn, improving reliability in the Beverly/Cape Ann Area. In summary, the N-192 Cable needs to be replaced to address the cost, reliability, and environmental issues created by its generally deteriorating condition and obsolete technology. Moreover, the Project will allow NEP to meet regional demands for a reliable supply of electricity and will improve safety and reliability

1 The Beverly/Cape Ann Area includes customers in Beverly, Essex, Gloucester, Hamilton, Manchester-by-the-Sea, Rockport and Wenham, Massachusetts. 2 NEP and MECo are both subsidiaries of National Grid USA.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 3 Energy Facilities Siting Board Application associated with accessing and performing maintenance on the cable. Accordingly, as discussed in Section 2, the existing N-192 Cable should be replaced in the near term. PROJECT ALTERNATIVES In accordance with Siting Board precedent, NEP evaluated a series of Project alternatives for the potential to meet the identified need and to determine the approach that best balances reliability, cost and environmental impact. Section 3, Project Alternatives, summarizes the analyses used to identify and evaluate alternative means of meeting the identified need. These include: (1) a No-Build alternative; (2) Non-Wires Alternatives (“NWAs”); (3) underground transmission alternatives in city streets; (4) overhead and hybrid transmission alternatives; and (5) transmission alternatives using the MBTA ROW. The Company determined that the Project as proposed – a new underground 115 kV cable within a new duct bank and manhole system connecting the Waite Street #594 Switching Station and the Beverly #12 and East Beverly #51 Substations – will most effectively provide a reliable energy supply with minimum impact on the environment at the lowest possible cost. Section 3 also discusses the NEP’s evaluation of alternative means of crossing the Danvers River including (a) an overhead alternative; (b) a horizontal directional drilling (“HDD”) alternative; (c) a submarine alternative; and (d) a bridge alternative. The Company concluded that crossing the Danvers River by mounting the New Cable to the underside of the existing Veteran’s Memorial Bridge is the technically superior alternative, with the greatest benefit to reliability, cost, and permitting timeline, with minimal environmental impact. Lastly, Section 3 discusses the selection of a high voltage extruded dielectric (“HVED”) cable system as the proposed technology for the Project. PREFERRED AND NOTICED ALTERNATIVE ROUTES

Section 4 of this Application presents the analysis used to select the Preferred and Noticed Alternative Routes for the New Cable. As an initial matter, the Company identified a geographic study area (the “Study Area”) that encompassed possible routes for an underground transmission cable between all Project termini. The Study Area and the routing opportunities and constraints within it are described in Section 5. After identifying a wide array of potential routes and route variations, NEP used recent aerial photos, Massachusetts Geographic Information System (“MassGIS”) data on land use and environmental constraints, and field reconnaissance, as well as information gathered in discussions with municipal and state officials, to screen out clearly inferior routes. After selecting the best “candidate routes”, NEP used an objective scoring analysis to compare the routes on a variety of human, environmental, and constructability criteria. The cost and reliability attributes of the routes were also evaluated. This analysis resulted in the selection of a Preferred Route and a Noticed Alternative Route, as described below and shown on Figures 5-1 and 5-2. A full discussion of the candidate routes is provided in Section 4, while the Preferred and Noticed Alternative Routes are compared in greater detail in Section 5. The Preferred Route, referred to herein as the Broadway-Thorndike-Hale Route, is presented in Figure 5- 1: Preferred Route. This route is approximately 3.74 miles long. The Noticed Alternative Route, referred to herein as the Essex-Pearl-Lake Shore Route, is presented in Figure 5-2: Noticed Alternative Route. The Noticed Alternative Route is approximately 4.12 miles long.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 4 Energy Facilities Siting Board Application Both the Preferred and Noticed Alternative Routes begin at the proposed Waite Street #594 Switching Station in Salem, pass through and connect to the Beverly #12 Substation at 44 River Street, and terminate at the East Beverly #51 Substation at 89 Boyles Street. The Preferred and Noticed Alternative Routes commence as an overhead line tap off the existing 115 kV B-154S Line at the proposed Waite Street #594 Switching Station and then travel within a duct bank and manhole system beneath Waite Street, Pierce Avenue, and Bridge Street (Route 1A) before reaching the Veterans Memorial Bridge connecting the Cities of Salem and Beverly. The routes then cross the Danvers River via bridge-mounted conduits on the underside of the Veterans Memorial Bridge. Upon making landfall in Beverly, the cable returns underground and is routed beneath Congress Street, Wellman Street, and Webber Avenue. The cable enters the Beverly #12 Substation property off Webber Avenue just before the intersection with River Street. The cable exits the substation at the intersection of River Street and Pleasant Street and travels beneath Pleasant Street and Park Street. The Preferred Route continues along Broadway until reaching Cabot Street, in an area considered to be the downtown portion of Beverly. At the intersection of Broadway and Cabot Street, the Preferred Route continues straight onto Thorndike Street, Endicott Street, and Monument Square. The route then turns onto Hale Street, followed by Lothrop Street, Cross Lane, and Boyles Street until reaching the access road for the East Beverly #51 Substation, where it turns south to enter the property. The Noticed Alternative Route follows the same path as the Preferred Route from the proposed Waite Street #594 Switching Station until reaching Park Street in Beverly. Rather than turning onto Broadway as the Preferred Route does, the Noticed Alternative Route continues northeast beneath Park Street for an additional 2,000 feet, then travels beneath Roundy Street, Cabot Street, and Charnock Street. At the intersection of Charnock Street and Essex Street (Route 22), the route turns northeasterly onto Essex Street, then travels along Newbury Street, Pearl Street, Pearl Street Extension, and Lake Shore Avenue. The Noticed Alternative Route turns east onto Cross Lane, resuming a common pathway with the Preferred Route along Cross Lane and Boyles Street before reaching the East Beverly #51 Substation access road. SUBSTATIONS AND SWITCHING STATION

The Project will require upgrades at two existing substations in Beverly: the Beverly #12 Substation and the East Beverly #51 Substation. The Project will also require construction of the new Waite Street #594 Switching Station in Salem. The locations of these facilities are shown on Figure 1-1. 1.6.1 Beverly #12 Substation Facilities The New Cable has been designed to route into the Beverly #12 Substation to provide a second 115 kV supply, where currently the M-191 Line is the only source of 115 kV transmission. The following equipment and structures will be constructed at the substation:

 Construction of two riser termination structures; four single pedestal bus support structures; one lower/upper diagonal bus support structure; two group disconnect structures; and one reactor stand;  Installation of one 115 kV circuit switcher;  Addition of a second 115/13.2 kV transformer;  Installation of eight 13.2 kV circuit breakers, six voltage regulators, and two capacitor banks and riser structures;  Installation of 115 kV coupling capacitor voltage transformers for the M-191 Line and N-192 Cable; Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 5 Energy Facilities Siting Board Application  Extension of the existing tie bus;  Addition of bus work for the 13.2 kV yard; and  Outward expansion of the inner northwest substation fence by 20 feet to the north and 25 feet to the west to accommodate the new equipment. No perimeter fence expansion is required.

1.6.2 East Beverly #51 Substation Facilities At the East Beverly #51 Substation, the following equipment and structures will be constructed:

 Installation of one new 115 kV riser structure;  Installation of a new disconnect switch on a new 115 kV H-frame structure;  Relocation of Capacitor Voltage Transformers (“CCVTs”) and associated conduit installation; and  Removal of the existing N-192 115 kV riser termination structures, dielectric fluid reservoirs, and disconnect switch.

1.6.3 Proposed Waite Street #594 Switching Station The existing N-192 Cable commences at the North River #30 Terminal, located on Salem’s waterfront at 13 March Street Court. Due to waterfront constraints, space for construction and/or future expansion at this site is limited. Therefore, as part of this Project, NEP is proposing to route the southern terminus of the New Cable to a new switching station to be constructed on Company-owned property at 10 Waite Street in Salem, where the N-192 will transition from overhead to underground. The switching station will include:

 One 115 kV aluminum bus support structure;  One 115 kV current transformer support structure;  One 115 kV circuit switcher structure;  One 115 kV riser terminator structure;  One H-Frame dead-end structure; and  One elevated control house, 6 feet above grade.

SUMMARY OF PROJECT SCHEDULE AND COST Assuming receipt of all necessary permits and approvals, construction of the Project is expected to commence in April 2021; the New Cable is expected to be energized in October 2022; and all Project- related activities, including removal of the existing N-192 Cable, are expected to conclude in October 2023. 1.7.1 Project Schedule A summary of the major Project elements and their corresponding target milestone dates is provided in Table 1-1.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 6 Energy Facilities Siting Board Application Table 1-1: Anticipated Project Schedule

Implementation Estimated Start Phase Date Estimated End Date Activity Manhole and Duct April 2021 June 2022 Manhole and duct bank installation and temporary Bank Installation pavement restoration work Substation Work April 2021 October 2023 Concurrent substation construction including upgrades at Beverly #12 and East Beverly #51, and construction of proposed Waite Street #594 Switching Station Cable Installation May 2022 September 2022 Cable pulling, splicing, terminating, and testing. Cable installation work may begin before all duct bank work is completed Activation October 2022 October 2022 Cutover and energize the New Cable Removal of Existing November 2022 October 2023 Removal and restoration of existing submarine and N-192 Cable and land cable; exact dates will depend on any time of North River #30 year restrictions imposed on the Project. Terminal Equipment Restoration along May 2021 October 2023 Final restoration along the New Cable route New Cable Route

1.7.2 Project Cost As shown in Table 1-2, The current cost estimate for the Project is approximately $81.2 million (2019 dollars). This cost estimate has an approximate accuracy of -25%/+50%. Table 1-2: Total Anticipated Project Cost

Construction Activity Cost (Millions) Install New Cable $53.63 Substation Work $15.68 Remove Existing N-192 Cable $11.89 Total Project Cost $81.20

CONSTRUCTION OVERVIEW

Section 5 provides a detailed description of the construction process. It is anticipated that cable construction will occur simultaneously in multiple locations. Pavement will be temporarily patched after cable construction is completed in each location and will subsequently be repaired or replaced as required by the Beverly and Salem Departments of Public Works (“DPW”) and the Massachusetts Department of Transportation (“MassDOT”). Construction at Company substation facilities will take place concurrently with the installation of the New Cable. NEP will coordinate with city officials on location-specific construction schedules.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 7 Energy Facilities Siting Board Application Potential impacts from Project construction will include temporary traffic congestion, construction noise, and sediment generation. Various mitigation measures will help minimize potential temporary impacts from construction. Potential impacts and proposed mitigation measures are described in Section 5. AGENCY AND COMMUNITY OUTREACH NEP has worked closely with the Cities of Salem and Beverly throughout the planning phase of the Project. The information and insight into conditions in the Project area provided by several departments within city government were particularly helpful in developing the routing analysis and selection of Preferred and Noticed Alternative Routes. NEP has also conducted outreach to residents located in the vicinity of the Project. Key elements of NEP’s outreach program are discussed below. State and Municipal Stakeholder Briefings: Communications with the Cities of Salem and Beverly were initiated in April 2018. An introductory meeting was followed by a series of working sessions and presentations. NEP also met with representatives from state agencies including MassDOT and the MBTA to discuss specific elements of the Project. A complete list of outreach and consultation meetings held between NEP and state and municipal stakeholders is provided in Tables 1-3 and 1-4. Table 1-3: Outreach and Consultation Meetings (2018)

Date (2018) Agency/Group April 25 Meeting with City of Beverly; Chief of Staff and Commissioner of Public Services and Engineering April 25 Meeting with City of Salem; City Engineer May 25 Meeting with MassDOT June 22 Meeting with City of Beverly; Chief of Staff and Commissioner of Public Services and Engineering June 22 Meeting with City of Salem; City Engineer June 26 Meeting with City of Beverly; Mayor, Chief of Staff, Commissioner of Public Services and Engineering August 10 Meeting with MBTA August 20 Meeting with City of Beverly; Chief of Staff and Commissioner of Public Services and Engineering August 20 Meeting with City of Salem; Assistant City Engineer September 7 Meeting with City of Beverly; Chief of Staff and Commissioner of Public Services and Engineering September 24 Meeting with Beverly City Council October 3 Meeting with City of Salem; Mayor’s Aide, City Engineer, Inspectional Services Director

Table 1-4: Outreach and Consultation Meetings (2019)

Date (2019) Agency/Group April 17 Meeting with City of Beverly; Chief of Staff and Commissioner of Public Services and Engineering April 26 Meeting with City of Beverly; Mayor, Chief of Staff, Commissioner of Public Services and Engineering

Open Houses: NEP conducted an open house in Beverly on November 7, 2018 at Beverly High School. Stakeholders in both Beverly and Salem were invited to the meetings through a digital invitation shared with the Beverly Mayor’s office for distribution, and direct invitations. Direct invitations were sent to 2,626 addresses in both cities using a 500-foot radius to capture abutters along both the Preferred and Noticed

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 8 Energy Facilities Siting Board Application Alternative Routes. City residents and business owners were invited to learn about the Project and provide feedback. The Beverly open house was lightly attended. A similar open house was held in Salem on February 5, 2019 at the Carlton Innovation School. Stakeholders in Salem were invited to the meetings through direct mail, and a digital invitation shared with the Salem Mayor’s office for distribution. Direct invitations were sent to 443 addresses in Salem to capture abutters within a quarter-mile radius of the proposed Waite Street #594 Switching Station and the Preferred and Noticed Alternative Routes. The open house in Salem was also lightly attended. Website: A website has been developed for this Project and is available at: www.BeverlyRegionalTransmissionReliabilityProject.com. The website provides basic Project information, maps, updates, and contact resources. This website will be kept up-to-date for the duration of the Project. Project Hotline: A toll free number - (833) 238-4743 - has been designated as the Project Hotline. The Project Hotline number is listed in all Project outreach materials, including fact sheets, subsequent mailings, the website, and at all community events. NEP commits to responding promptly to all inquiries. At the time of this filing, approximately five calls to the hotline have been received. Project Email: An e-mail address ([email protected]) has been designated and is listed in all Project outreach materials, including fact sheets, subsequent mailings, the website, and at all community events. NEP commits to responding promptly to all inquiries. At the time of this filing, the Project email has primarily been used by NEP to proactively conduct outreach, follow up and share documents with stakeholders. Construction Community Outreach Plan: NEP is committed to working with municipal officials, businesses and residents along the Project route and providing proactive and transparent communications throughout the life of the Project. Prior to construction, NEP will contact city departments from both Beverly and Salem to coordinate construction so that impacts on residents and businesses are minimized. Prior to construction, NEP will send a notice to abutters that provides information about intended dates of construction in their area and any known lane closures or detours, as well as the Project website address and hotline number. CONCLUSION NEP proposes to replace its aging 115 kV N-192 Cable with a new 115 kV transmission cable utilizing modern cable technologies. The New Cable will be more reliable and easier to maintain; in addition, because it does not use dielectric fluid for insulation, it will not leak. The New Cable will also serve as a second source of supply to the Beverly #12 Substation, thus improving reliability of service to Beverly and Cape Ann electric customers. The Company seeks authority to construct the Project to fulfill its obligations to ensure the safe and reliable transmission of power to its customers with a minimum impact on the environment at the lowest possible cost. Moreover, as described above and as demonstrated throughout this Application, the Project will “serve the public convenience and is consistent with the public interest,” consistent with the requirements of Section 72. Specifically, there is a need for the Project to address system reliability requirements; further, NEP extensively considered potential alternatives to and the environmental impacts of the proposed Project, and appropriate mitigation has been proposed. As such, the Project meets the standards applicable under Section 72 for authorization to construct and operate its transmission facilities.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 9 Energy Facilities Siting Board Application For the reasons described in greater detail in the subsequent sections of this Application, NEP has demonstrated that the Project is consistent with Siting Board and DPU standards and precedent on need, alternatives, routing, and minimization of environmental impacts under G.L. c. 164, § 69J, and therefore should be approved.

[Intentionally left blank]

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 10 Energy Facilities Siting Board Application 2 PROJECT NEED

INTRODUCTION

The NEP transmission system is an integral part of the regional power system delivering electricity to customers throughout New England. To maintain the integrity of this system, NEP must ensure that adequate transmission capacity exists to meet existing and projected load requirements, and that reliability, safety, and environmental objectives are met. NEP has determined that the direct-buried 115 kV N-192 Cable, which serves the Beverly/Cape Ann Area, is aging and requires replacement. The existing N-192 Cable is one of only two 115 kV supplies to the MECo electric distribution network serving nearly 50,000 electric customers in Beverly, Essex, Gloucester, Hamilton, Manchester-by-the Sea, Rockport and Wenham, Massachusetts. The cable is almost fifty years old and has a documented history of dielectric fluid releases resulting in extended cable outages and increased expenses for cable repair and environmental remediation. Given the age and condition of the cable, the risk is high for additional fluid releases. Additionally, the existing N-192 Cable system has become increasingly difficult to maintain, as certain replacement parts are no longer manufactured and the availability of experienced craftsmen proficient in the repair of such systems has declined. The Project addresses the condition of the existing direct buried N-192 Cable by replacing it with a new 115 kV extruded dielectric cable in a manhole and duct bank system. The New Cable will not contain dielectric fluid and therefore will not leak. The New Cable system will also address safety and access concerns associated with cable operation and maintenance, as it will be located within a manhole and duct bank system underneath existing streets, as opposed to being direct-buried along the railroad ROW. In addition, the New Cable will supply both the Beverly #12 and East Beverly #51 Substations; this will allow MECo to better distribute Beverly/Cape Ann Area load between the two substations to address existing planning criteria violations and the potential for thermal overloads on substation equipment. Section 2.2 provides a description of the existing transmission system serving the Beverly/Cape Ann Area. Section 2.3 describes the operating history of the N-192 Cable and the need to replace this deteriorating asset. Section 2.4 describes distribution planning criteria violations and the potential for thermal overloads on the area distribution system. Finally, Section 2.5 summarizes the need for the proposed Project. DESCRIPTION OF EXISTING TRANSMISSION SYSTEM National Grid serves nearly 50,000 electric customers in the Beverly/Cape Ann Area. Approximately 16,500 of these customers are in Beverly, with an additional approximately 33,000 customers in the Cape Ann communities of Essex, Gloucester, Hamilton, Manchester-by-the Sea, Rockport and Wenham. The projected 2019 summer peak load for the Beverly/Cape Ann Area is approximately 180 Mega Volt Amps (“MVA”). As shown in Table 2-1, approximately 34 MVA of the Beverly/Cape Ann Area load is served from the Beverly #12 Substation, and 124 MVA from the East Beverly #51 Substation; the remaining 22 MVA is served via the 23 kV sub-transmission system from Salem Harbor #45 Substation. The existing 115 kV N-192 Cable and the 115 kV M-191 Line are the only transmission supplies to this area.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 11 Energy Facilities Siting Board Application Table 2-1: Beverly/Cape Ann Area Summer Peak Load

Facility Load Beverly #12 34 MVA East Beverly #51 124 MVA 23 kV Ties 22 MVA

Figure 2-1 illustrates the Beverly/Cape Ann Area supply system, including the Beverly #12 and East Beverly #51 Substations. The Beverly #12 site contains both a 115/13.2 kV and a 23/4.16 kV substation. The 115/13.2 kV station is a single transformer station supplied exclusively by the M-191 Line; outage of the M-191 Line leads to the outage of the entire 115/13.2 kV station. The 23/4.16 kV station is supplied by four 23 kV circuits from Salem Harbor #45. The existing N-192 Cable passes through, but is not interconnected with, the Beverly #12 Substation. The East Beverly #51 Substation has two 115 kV transmission supplies: the M-191 Line and the existing N-192 Cable. The substation is divided between two sub-transmission system voltages, with two 115/34.5 kV transformers and two 115/23 kV transformers that provide automatic redundancy to each supply system. This substation is the sole source of supply for MECo’s five distribution substations on Cape Ann (see Figure 2-2). In addition, it provides supply to the North Beverly distribution substation and serves Beverly- area load. N-192 CABLE ASSET CONDITION AND OPERATING HISTORY

2.3.1 Description of Existing N-192 Cable System The N-192 Cable, constructed in 1970 and energized in 1972, is a direct-buried SCFF underground cable running from the North River #30 Terminal to the East Beverly #51 Substation. The N-192 Cable system consists of 0.5 miles of submarine cable buried approximately four feet below the bed of the Danvers River, and 3.1 miles of land cable installed within existing streets, on NEP property, and along an active MBTA ROW. The total length of the existing N-192 Cable is approximately 3.6 miles. The SCFF cable system uses a pressurized dielectric fluid as part of its high voltage insulation; fluid reservoirs are used to maintain pressure on the dielectric fluid within the cable system. Fluid reservoirs for the N-192 Cable system are installed at North River #30 Terminal, East Beverly #51 Substation, and at Tower 17 (direct-buried adjacent to McPherson Drive). Please refer to Figure 1-1 for a depiction of the locations of the submarine and land cables and the fluid reservoirs. The land portion of the N-192 Cable system consists of three 1,600 thousand circular mil (“kcmil”) single- conductor SCFF cables insulated with paper tapes and impregnated with a dielectric fluid. Each conductor has a hollow core to allow movement of the dielectric fluid within the cable system. An aluminum sheath is applied around the insulation to prevent moisture penetration or loss of dielectric fluid. The sheaths are single-point bonded to a transposed auxiliary grounding cable. A concrete cap and warning tape are installed over the cable for protection against mechanical damage. Figure 2-3 shows the construction of the land-based cable, with the exception of the concrete cap and warning tape.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 12 Energy Facilities Siting Board Application

Figure 2-1: Beverly/Cape Ann Area Existing Supply System

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 13 Energy Facilities Siting Board Application Figure 2-2: Cape Ann Existing Supply System

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 14 Energy Facilities Siting Board Application Figure 2-3: Construction of N-192 Land Cable

Minimum Nominal Thickness, Inches Diameter, Inches Cable Component

2 1 1,600 kcmil (810 mm ), segment and shaped wires, aluminum conductor 1.424

2 Metallized carbon paper screen 0.010 1.444

3 Impregnated paper insulation 0.270 2.014

4 Metallized carbon paper screen 0.010 2.034

5 Copper woven fabric tape binder 0.020 2.074

6 Aluminum sheath - Trough 0.048 2.210

Rib height/Lay 0.11/0.72

Crest 2.430

7 High-density black polyethylene jacket 0.120 2.700

8 Central fluid duct 0.500

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 15 Energy Facilities Siting Board Application The submarine portion of the N-192 Cable consists of four 3800 kcmil SCFF lead-sheathed conductors (three phases and one spare) buried approximately four feet below the river bed. The submarine cable sheath is solidly bonded. The much larger conductor in the submarine section is necessary to compensate for the high losses in the solidly bonded cable sheath. Figure 2-4 shows the construction of the submarine cable. Figure 2-4: Construction of N-192 Submarine Cable

Minimum Nominal Thickness, Diameter, Cable Component Inches Inches 1 3,800 kcmil (1925 mm2), six-segment, copper conductor 2.279

2 Metalized carbon paper screen 0.0145 2.309

3 Impregnated paper insulation 0.345 3.029

4 Metallized carbon paper screen 0.010 3.049

5 Copper woven fabric tape binder 0.015 3.079

6 Lead alloy sheath 0.130 3.359

7 Compounded cotton tape bedding 0.012 3.383

8 Tin bronze reinforcement 0.006 3.395

9 High density polyethylene jacket- Inner 0.140 3.705 Outer 0.140 4.031

10 Central fluid duct, steel helix 0.500

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 16 Energy Facilities Siting Board Application 2.3.2 SCFF Cable Technology SCFF cable was the first commercially successful transmission cable design for 115 kV and higher voltages. Cable systems using this technology can operate reliably for decades, with very few forced outages. However, over time, a cable’s integrity can be compromised by corrosion, third-party damage, and other external mechanical forces, resulting in the release of the dielectric fluid used as insulation within the cable system. Such releases must be detected, located, and repaired as quickly as possible both to ensure system reliability and to minimize releases of dielectric fluid to the environment. SCFF cable failures typically are a function of the age of the cable; the thermal and mechanical behavior of the cables under load cycles, known as TMB; and a potentially compromised environment around the cables. Over time, TMB can weaken or damage cable insulation and other cable components. In addition, aluminum sheathing, such as that present on the land-based portion of the N-192 Cable, can contribute to failure. Although aluminum is corrosion-resistant when installed above ground, it corrodes quickly when it comes in contact with soil following deterioration of the cable’s polyethylene outer jacket. The process of locating and remediating dielectric fluid releases and repairing SCFF cables is complex and time consuming, particularly when the cables are direct-buried, rather than installed in a duct bank and manhole system. Because direct-buried cables are not easily accessible for visual inspection, specialized techniques used to locate fluid release must be employed to trace the source of the fluid release. Excavation to expose the cable may result in traffic delays, parking restrictions and noise that inconvenience nearby residents and businesses. Excavation may also result in further inadvertent damage to the cables and neighboring utilities. These activities can be prolonged and labor-intensive, potentially resulting in further fluid loss to the environment. Once the release has been located, damage can be assessed and repaired. The area affected by the fluid release must then be remediated, requiring the involvement of Licensed Site Professionals and field personnel trained to handle the dielectric fluid and affected soils in accordance with the requirements of the Massachusetts Contingency Plan (“MCP”). During repairs the cable is unavailable for service. Because releases must be addressed promptly for environmental and cable-operation reasons, the outages are frequently “forced” as opposed to scheduled. Depending on the time of year, a forced outage can negatively affect the reliability of the balance of the transmission system and expose the system to further reliability issues if other contingencies occur. Outages of the N-192 Cable can be particularly difficult to address as it is installed close to very active railroad tracks for much of its length, making it particularly difficult to access. In light of these limitations, SCFF technology has declined in popularity in the United States as pipe-type and extruded dielectric cable designs have evolved. Pipe-type cable became the dominant underground technology in the United States in the middle of the last century; however, more recently, HVED designs have become the preferred design for 115 to 345 kV underground cable installations. As pipe-type and extruded dielectric cable systems have become more popular, the number of manufacturers of SCFF cables and their associated accessories has substantially declined worldwide. As a result, it is increasingly difficult to obtain replacement materials to maintain the SCFF lines. At this time, replacement parts for certain cable accessories (fluid alarms, fluid reservoirs, etc.) are not readily obtainable. This causes significant difficulties when performing routine maintenance and repairs to the cable system. Similarly, the availability of experienced craftsmen proficient in the repair of SCFF cable systems has also significantly declined. Currently, there are only two companies in the United States with craftsmen capable of performing repairs on this cable. When these craftsmen are committed to other

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 17 Energy Facilities Siting Board Application projects, NEP reaches out to firms in Canada or the United Kingdom for personnel capable of completing these repairs. In summary, SCFF and similar cable technologies that rely on dielectric fluid are subject to fluid releases that require immediate response, necessitating forced outages on the transmission system. Locating and remediating such leaks on a direct-buried cable is both time-intensive and disruptive, typically requiring excavation in multiple locations. For these reasons, utilities now prefer pipe-type and HVED cable technologies. Parts and experienced labor to maintain existing SCFF installations therefore are increasingly hard to obtain. Overall, direct-buried SCFF cables have become a reliability concern on NEP’s transmission system. 2.3.3 N-192 Cable Operating History The N-192 Cable has experienced 32 damage and/or fluid release incidents since it was placed in service in 1972. Except for five third-party dig-ins, these have resulted from problems with the hydraulic system. Table 2-2 provides a summary of the N-192 Cable repairs since its installation. Figure 2-5 depicts hydraulic system troubles as a function of the year in which they occurred. As is evident from Table 2-2 and Figure 2-5, failures on the hydraulic system of the N-192 Cable (particularly wipe leaks – i.e., cracks in locations where the copper casing of the terminations and joints have been wiped to the corrugated aluminum cable sheath) were frequent in the first decade of its operating life. Such failures were rare during the following two decades but began to trend upwards again beginning in the 2000/2001 time-period. Table 2-2 demonstrates that the N-192 Cable is particularly prone to wipe leaks. These leaks primarily occur because of the cable’s thermal and mechanical expansion and contraction. The cracked wipes can be repaired; however, each repair is a weak spot that is a potential source for future leaks. The repaired area is never as strong as the original cable, either electrically or mechanically. As discussed above, dielectric fluid leaks on an SCFF cable system have both reliability and environmental consequences, as the cable must be taken out of service while leaks are repaired, and the leak site is remediated. Figures 2-6, 2-7, and 2-8, respectively, present information on N-192 Cable outage durations, the volume of dielectric fluid released from the N-192 Cable, and maintenance and repair costs since 2003. As is evident from the figures, the N-192 Cable experienced extensive outages in 2012 and 2013. For the year 2012, the cumulative outage duration was 507 hours, or almost 21.5 days. Cumulative outages for 2013 were 360 hours, or more than 15 days. During these periods, customers in the Beverly/Cape Ann Area were reliant entirely on the M-191 Line and limited 23 kV ties for electric service. In the past, this situation has resulted in loss of service to electric customers. On December 1, 2010, the N-192 Cable was out of service for maintenance, when the M-191 and C-155 Lines tripped and locked out of service between Salem Harbor, South Danvers, and East Beverly #51 due to a wind event. Approximately 44,000 customers lost electric service for an average of three hours each. NEP returned the N-192 Cable to service relatively quickly in this instance because this was a planned maintenance outage. In the case of a forced outage of the N-192 due to a fluid release, NEP likely would not be able to restore service to customers so quickly. The cost associated with locating, repairing and remediating these fluid releases is significant. For example, since 2004, NEP has spent more than $2.85 million on activities (locating, repairing, and environmental remediation) associated with hydraulic failures on the N-192 Cable. The largest expenditures were in 2012 and 2013, when NEP spent $1.18 million to repair and maintain the cable following six incidents.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 18 Energy Facilities Siting Board Application Table 2-2: N-192 Cable Trouble History: 1972 to Present

Number Date Phase Location Description of Problem 1 Jun-1972 A Joint 4, South End Wipe Leak 2 Aug-1974 A Joint 1, Stop Joint Wipe Leak 3 Aug-1974 C Sheath Repair, North of Elliott St Wipe Leak Nov 1975 to 4 B Joint 4, North End Wipe Leak Mar 1976 5 Nov-1976 A Sheath Repair, South of Cabot St Wipe Leak 6 Aug-1977 B Joint 4, North End Wipe Leak 7 Aug-1978 A Joint 4 Wipe Leak 8 Mar-1979 A 130 ft south of Joint 8 Dig in By Telco contractor 9 Apr-1981 A Joint 8 Wipe Leak 10 Jun-1981 A Sheath Repair, S of Cabot St Wipe Leak 11 Sep-1981 B Joint 1, Stop Joint Wipe Leak 12 Sep-1981 C Joint 8 Wipe Leak 13 Sep-1984 C River and Federal St Dig in, Jacket damage, corrosion of sheath Dig in, jacket damage, leak caused during 14 Nov-1984 C Gloucester Crossing, Cabot St, sidewalk edge repairs 15 Jul-1997 B, C River St, between Joint 4 & 5 Jacket damage due to lighting storm (no leak) Wipe leaks on both joints, sheath insulator 16 Oct-2000 A Two repair splices between joints 7 & 8 leak on northern repair splice Wipe leak, cracked lead sheath below 17 Apr-2001 B North River Terminal termination 18 Apr-2003 Spare North River Terminal Cracked lead sheath below termination 19 Jul-2003 C River St at Federal St Dig in, wipe leak on old sheath repair sleeve Cracked wipe on old pair sleeve on C phase, 20 Nov-2004 C, B River St at Federal St cracked AL sheath on B phase 21 May-2007 C Congress St, Joint 1 Wipe leak on oil supply 22 Mar-2007 C North River Terminal Leak on C phase termination 23 Aug-2007 C Joint 4, River St at South of Bridge St Wipe Leak Link 24 Apr-2009 Joint 1, Congress St Link box lead failures (no leak) Box 25 Feb-2012 C Joint 3, Webber Ave, outside Beverly #12 fence Wipe Leak 26 May-2012 C Wellman St at Congress St Dig in, damage on AL sheath 27 May-2012 B Joint 3, Webber Ave, outside Beverly #12 fence Wipe Leak 28 Jan-2013 C North of Elliott St Leak on old repair sleeve 29 Oct-2013 B River St at Federal St Leak on old repair sleeve 30 Oct-2013 C River St at Federal St Leak on old repair sleeve 31 Aug-2016 C River St at Federal St Leak on old repair sleeve 32 Nov-2017 C North River Terminal Re-wipe phase C below the termination

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 19 Energy Facilities Siting Board Application Figure 2-5: N-192 Cable Trouble Summary

5

4 4

3 3 3

2 2 2 2 2 2 2

1 1 1 1 1 1 1 1 1 1 1

Number of of Problems Number 1

0 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Date

Figure 2-6: N-192 Cable Annual Out of Service Duration

600

507 500

400 368 360

300 265 244 217 200 155 120 120 120

Out Of Service Duration (Hours) Duration Of Service Out 100

0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Year

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 20 Energy Facilities Siting Board Application Figure 2-7: N-192 Cable Fluid Releases

900 788 800 756

700

600

500

400

Gallons Gallons 281 300

200 173

80 100 60 60 60

0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Year

Figure 2-8: N-192 Cable Historical Maintenance and Repair Cost

$800k $752,290

$700k

$600k $491,540 $500k $429,011 $400k

Cost $300k $234,687 $211,100 $200k $161,803 $147,889 $80,283 $100,000 $100k $64,817 $80,227 $79,849 $17,296 $0k 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Year

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 21 Energy Facilities Siting Board Application Although the N-192 Cable has been relatively stable since the 2012/2013 period, it remains at increased risk for additional lengthy outages. Such outages could be particularly disruptive as the N-192 Cable is installed close to a very active MBTA ROW for much of its length, making it difficult to access for maintenance and repairs. The frequency, length and nature of the 2012/2013 outages, combined with its age and the increasing difficulty of maintenance, all are indicators that the N-192 Cable is aging and should be replaced. Consequently, NEP has determined that there is a need to replace the existing N-192 Cable with a more reliable facility and to remove the existing facilities to prevent future dielectric fluid leaks and the consequent need for repair and remediation activities. DISTRIBUTION SYSTEM RELIABILITY BENEFITS

In addition to addressing the condition of the existing N-192 Cable, construction of the New Cable as proposed will facilitate short- and long-term plans to improve reliability of service to Beverly/Cape Ann Area electric customers. These customers are served primarily from the Beverly #12 and East Beverly #51 Substations. MECo has identified multiple independent asset condition and reliability issues on its area distribution system, including:

 Unserved Customer Load at Beverly #12: An outage on either the M-191 Line west of the Beverly #12 Substation, or on the existing 115/13.2 kV transformer at Beverly #12, would result in over 240 megawatt-hours (“MWHR”) of unserved customer load, in violation of MECo’s distribution planning criteria.3  Thermal Overload at East Beverly #51: An outage of either the N-192 Cable or the M-191 Line would result in thermal overloads on 34.5 kV equipment at the East Beverly #51 Substation.  Asset Condition Issues: The four 23 kV circuits that supply the Beverly #12 Substation are failing and have reached the end of their useful life. In addition, at Beverly #12 Substation, both 23 kV and 4.16 kV open air yards have major asset condition issues.

To address these issues, MECO plans to:

 Install a new 115/13.2 kV transformer at the Beverly #12 Substation supplied from the New Cable and add equipment to the existing 13.2 kV yard;4  Build a new 13.2/4.16 kV yard at the Beverly #12 Substation to replace the deteriorating 23 kV/4.16 kV yard; and  Retire four existing 23 kV distribution lines serving Beverly #12, and reuse the existing manhole- and-duct bank system for two new 23 kV lines to serve the North Beverly #18 Substation.5

3 MECo’s distribution planning criteria require that an outage on substation or transmission company-owned equipment should result in no more than 240 MWHR of peak load out of service, calculated as MWHR = Load (megawatt, “MW”) x Duration (hours, “HR”). See National Grid Distribution Planning Guide, Section 2.2.2.2, in Appendix 2-1. 4 This work, while not ancillary to the New Cable, is being completed as part of the Project. 5 The new 13.2/4.16 kV yard at the Beverly #12 Substation and work on the 23 kV system will be undertaken separately from this Project, and are not discussed in this Application.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 22 Energy Facilities Siting Board Application The total cost of these planned upgrades is approximately $28 million. Figure 2-9 shows the Beverly-Cape Ann Area distribution system as it would look after the MECo upgrades are complete. The plan described above relies on the New Cable as a second 115 kV source into the Beverly #12 Substation. If the New Cable is not built, or if it bypasses the Beverly #12 Substation, MECo would instead need to:

 Rebuild the existing 23 kV and 4.16 kV yards at Beverly #12 and install two new 23/4.16 kV transformers;  Add a new 13.2 kV yard at Beverly #12 and install a new 23/13.2 kV transformer; and  Replace the existing 2320, 2321, 2322 and 2360 23 kV circuits with new circuits in a new 2.5-mile manhole-and-duct bank system between the Salem Harbor #45 and Beverly #12.

The total cost of this alternative plan is approximately $39 million. This alternative also would have significantly greater impacts both at the Beverly #12 Substation and along the route of the new manhole and duct bank system. Thus, in addition to meeting the identified transmission system need, construction of the New Cable as proposed provides reliability benefits and cost savings. CONCLUSION

The existing N-192 Cable is one of only two transmission supplies serving the Beverly/Cape Ann area. The cable is now more than 45 years old and has a history of dielectric fluid leaks resulting in extended cable outages and the need for environmental remediation. NEP has determined that there is a need to replace the existing N-192 Cable with a more reliable facility and to remove the existing facilities to prevent future dielectric fluid leaks and the consequent need for repair and remediation activities. In addition, the replacement of the cable presents the opportunity to provide a second source of transmission at the Beverly #12 Substation. In summary, the Project is needed to reduce repair and remediation costs, eliminate environmental impacts from releases, and improve the reliability of electric service in the Beverly/Cape Ann Area. Therefore, in accordance with Siting Board standards, the New Cable and substation improvements will address environmental, reliability, and cost concerns associated with the aging N-192 Cable and improve system reliability in the region.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 23 Energy Facilities Siting Board Application

Figure 2-9: Beverly/Cape Ann Area Proposed Supply System

Beverly Regional Transmission Reliability Project BSC Group, Inc N-192 Cable Replacement 24 . Energy Facilities Siting Board Application 3 PROJECT ALTERNATIVES

INTRODUCTION

This section discusses the various Project alternatives that NEP identified and evaluated for their potential to address the resource need identified in Section 2. The Company’s review of potential Project alternatives was informed by the fact that the N-192 Cable is one of only two 115 kV supplies to the Beverly/Cape Ann Area. Taking the existing N-192 Cable out of service for an extended period to support construction would leave Beverly/Cape Ann customers reliant on the M-191 Line for electric service. An outage of the M-191 Line would result in immediate loss of service to 125 MW of load, or approximately 35,000 customers, until either the M-191 Line or the N-192 Cable could be returned to service. NEP views this as an unacceptable reliability risk for its Beverly/Cape Ann Area customers. Therefore, a replacement for the existing N-192 Cable must be constructed and ready for service prior to taking the existing cable out of service. The sections below describe the Project alternatives considered, including a “No-Build” alternative (Section 3.2), non-wires alternatives (Section 3.3), underground transmission alternatives (Section 3.4), overhead and hybrid transmission alternatives (Sections 3.5 and 3.6), and transmission alternatives using the MBTA ROW (Section 3.7). Section 3.8 presents a summary comparison of viable Project alternatives, demonstrating that the replacement of the existing N-192 Cable with a new underground cable within existing streets connecting the proposed Waite Street #594 Switching Station to Beverly #12 to East Beverly #51 Substations is the superior approach in terms of its ability to meet the identified need at the lowest reasonable cost, the fewest environmental impacts, and with a high degree of reliability. Finally, Section 3.9 discusses alternative means of crossing the Danvers River, and Section 3.10 describes the Company’s selection of HVED cables as the preferred cable system technology for this Project. NO-BUILD ALTERNATIVE

For the “No-Build” alternative, NEP would not pursue construction or development of any new facilities or resources, but instead would continue to rely upon the existing transmission system to serve Beverly/Cape Ann Area electric customers. The N-192 Cable is an integral part of NEP’s regional 115 kV transmission system that delivers electric energy to substations in the Beverly/Cape Ann Area. As previously stated, NEP has determined that the N- 192 Cable must be replaced. The N-192 Cable is nearly 50 years old, and has a documented history of dielectric fluid releases, resulting in cable outages and costs for repair and environmental responses, assessment and remediation. Further, maintenance and repair of the N-192 Cable has become increasingly difficult because replacement parts and experienced craftsmen for this type of cable are not readily available. If NEP does not implement a long-term solution to address the current condition of this circuit, its condition will decline further and cause additional environmental releases. This will increase costs and result in reduced service reliability for Beverly/Cape Ann Area electric customers. Because the existing N-192 Cable needs to be replaced to maintain transmission system reliability, NEP determined that the No-Build alternative would not meet the identified resource need and eliminated it from further consideration.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 25 Energy Facilities Siting Board Application NON-WIRES ALTERNATIVES

NWAs refers to the use of programs and technologies such as energy efficiency (“EE”), demand response (“DR”), distributed generation (“DG”), and energy storage (“ES”) as alternative means of deferring or addressing the underlying need for a transmission or distribution project. NWAs generally are most feasible when the underlying need for a Project is driven by increasing load levels, so that the load reductions provided by the NWA solution allow an increasing number of electric customers to be served with existing transmission and distribution infrastructure. In this instance, however, the underlying Project need is driven by the condition of an existing asset (the N- 192 Cable), which has been an integral part of the transmission system serving the Beverly/Cape Ann Area since the 1970s. As discussed in Section 2, the M-191 Line supplies the Beverly #12 and East Beverly #51 Substations, and the existing N-192 Cable supplies the East Beverly #51 Substation. Together they serve nearly 50,000 electric customers. These two 115 kV supplies provide redundancy to each other, ensuring that when one source is out of service for repair or maintenance, electric customers continue to receive power from the alternative source. At present, sub-transmission system ties have the capacity to serve approximately 30% of the total Beverly/Cape Ann Area load. The remaining approximately 125 MW of load, or approximately 35,000 customers, must be served by the 115 kV transmission system. To substitute for the redundancy currently provided by the N-192 Cable, an NWA would need to be sized to serve this 125 MW load during planned and unplanned outages of the M-191 Line. The NWA would need to be instantaneously available to respond to an unplanned outage and would need to persist until the M-191 Line could be placed back into service. Hypothetically, this level of reliability could be provided by a battery storage system sized to serve this 125 MW load for at least 24 hours. NEP has recently installed a much smaller battery storage system (6 MW for 8 hours) on Nantucket for a cost of approximately $33 million. Even assuming significant efficiencies of scale, the cost of a battery storage system sized to replace the existing N-192 Cable would far exceed the cost of the Project. Other resources traditionally considered for NWAs (EE, DR, DG) would not provide the instantaneous response needed to serve as a replacement for the existing N-192 Cable. Since the only potentially effective NWA would be far more costly than the Project, it was not evaluated further as a Project alternative. UNDERGROUND ALTERNATIVES

NEP considered two underground transmission alternatives to meet the identified need: (1) a replacement 115 kV cable in a duct bank and manhole system connecting the proposed Waite Street #594 Switching Station with the Beverly #12 and East Beverly #51 Substations; and (2) a replacement 115 kV cable, also in a duct bank and manhole system, that connects the Waite Street #594 Switching Station and the East Beverly #51 Substation, but does not serve the Beverly #12 Substation. Both alternatives were assumed to be located primarily within City of Beverly streets. The potential use of the existing MBTA ROW is addressed in Section 3.7, below. 3.4.1 Underground Cable: Waite Street #594 to Beverly #12 to East Beverly #51 (the New Cable) The New Cable, as described in detail in Section 5, involves the construction of a new 115 kV underground cable located within a duct bank and manhole system connecting the proposed Waite Street #594 Switching Station with the Beverly #12 and East Beverly #51 Substations. The New Cable is approximately 3.7 miles in length and would be located primarily in public roads within the Cities of Beverly and Salem. Potential Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 26 Energy Facilities Siting Board Application environmental impacts would largely be confined to temporary construction impacts related to traffic disruption, dust, and noise. No direct impacts to natural resources such as vegetated wetlands, rare species habitats, aquifers, or marine resources are anticipated. The New Cable would meet the identified need for a replacement to the aging N-192 Cable. In addition, it would provide a second 115 kV supply to the Beverly #12 Substation, allowing MECo to address an existing violation of its 240 MWHR distribution planning criterion and the existing potential for thermal overloads on equipment at the East Beverly #51 Substation. The New Cable also allows MECo to address the asset condition concerns at Beverly #12 23/4.16 kV yard and on the 23 kV circuits serving the area from Salem Harbor #45. Thus, the New Cable maintains the reliability of the transmission system and improves the reliability of the distribution system serving the Beverly/Cape Ann Area. Reliability concerns associated with an underground cable installation are minimal. Access to the cable is straightforward and provided via manhole entrances along the route. The estimated cost of the New Cable and associated transmission upgrades, including the cost of a new 115/13.2 kV transformer at Beverly #12, is approximately $75.0 million. 3.4.2 Underground Cable: Waite Street #594 to East Beverly #51 (Waite Street-East Beverly Alternative) The Waite Street-East Beverly Alternative involves the construction of a new 115 kV underground cable located within a duct bank and manhole system connecting the proposed Waite Street #594 Switching Station with the East Beverly #51 Substation. An illustrative route for the Waite Street-East Beverly Alternative is shown in Figure 3-1. The Waite Street-East Beverly Alternative is approximately 3.5 miles in length. Like the New Cable, it would be located primarily in public roads within the Cities of Beverly and Salem. Potential environmental impacts would be very similar to those of the New Cable. Table 3-1 provides a cost comparison between the New Cable and the Waite Street-East Beverly Alternative. As shown in Table 3-1, use of the Waite Street-East Beverly Alternative would reduce transmission infrastructure costs by approximately $9 million. Approximately $5 million of this differential is associated with reduced construction costs for a shorter underground cable; the remaining $4 million reflects the elimination of a tap for the N-192 at Beverly #12 and the new Beverly #12 transformer. However, as discussed in Section 2.4, this savings would be more than offset by the increased cost of addressing distribution system needs without the benefit of a second 115 kV supply at the Beverly #12 Substation. When these additional costs are considered, the total cost of meeting Beverly/Cape Ann Area reliability and asset condition needs using the New Cable is approximately $99 million; this cost rises to $105 million using the Waite Street-East Beverly Alternative.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 27 Energy Facilities Siting Board Application Figure 3-1: Waite Street-East Beverly Alternative

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 28 Energy Facilities Siting Board Application Table 3-1: Cost Comparison: New Cable vs. Waite Street-East Beverly Alternative

Project Rebuild 115 kV N-192 circuit between proposed Waite Street #594 Switching Station and East $71 million Beverly #51 Substation via Beverly #12 Substation Install N-192 tap, 115/13.2 kV transformer at Beverly #12 Substation $4 million Transmission Costs $75 million Distribution Upgrades (Beverly #12 Substation and 23 kV circuits) $24 million Total Cost $99 million Waite Street-East Beverly Alternative Rebuild 115 kV N-192 circuit between proposed Waite Street #594 Switching Station and East $66 million Beverly #51 Substation Waite Street-East Beverly Cost $66 million Distribution Upgrades (Beverly #12 Substation and 23 kV circuits) $39 million Total Cost $105 million

In addition to being more expensive, the incremental distribution work required in conjunction with the Waite Street-East Beverly Alternative would result in greater impacts to the public due to the need to install a new 2.5-mile manhole and duct bank system between Salem Harbor #45 and Beverly #12 Substations. Finally, the installation of a second transformer at the Beverly #12 Substation will provide future flexibility in balancing the load served from the Beverly #12 and East Beverly #51 Substations and will make it easier for NEP to maintain its area transmission system without disrupting service to customers in the Beverly/Cape Ann Area. Overall, NEP concluded that the incremental cost of providing a second 115 kV supply at the Beverly #12 Substation would be offset by the additional reliability provided by the second supply and the cost savings associated with a reduced scope of distribution system work in the Beverly #12 area. OVERHEAD TRANSMISSION LINE ROW THROUGH BEVERLY

As an alternative to underground construction in streets, NEP considered the possibility of replacing the N- 192 Cable with a new 115 kV overhead transmission line through Beverly (the “Overhead Alternative”). The primary limiting factor for the Overhead Alternative is the high density of development within the general Project area and lack of available land for the construction and operation of a new overhead transmission line ROW. NEP’s “Circuit and Right-of-Way Configuration” guidelines call for a minimum ROW width of 60 feet for a single-circuit 115 kV davit arm structure with arms on only one side, or 80 feet for a more conventional 115 kV davit arm structure. The property acquisition and demolition that would be required to create a new 60-to-80-foot wide overhead transmission line ROW through Beverly would permanently affect a very large number of residents and businesses and cause significant social, economic, and visual impacts. Therefore, NEP decided that the Overhead Alternative would be infeasible and eliminated it from consideration. KING STREET ALTERNATIVE

As an alternative to a new 115 kV underground cable from the Waite Street #594 Switching Station to the East Beverly #51 Substation, NEP considered installing a combination of overhead and underground Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 29 Energy Facilities Siting Board Application transmission circuits from King Street #18 Substation in Groveland, MA, to the East Beverly #51 Substation (the “King Street Alternative”). The King Street Alternative would traverse the municipalities of Groveland, Georgetown, Boxford, Topsfield, Wenham and northern Beverly. The overhead transmission portion would consist of approximately 14 miles of overhead 115 kV line capable of carrying greater than 130 MVA. This overhead line would then transition underground for approximately four miles in a duct bank and manhole system and would terminate at the East Beverly #51 Substation. There is no 115 kV corridor between King Street #18 and East Beverly #51 Substations; consequently, NEP would need to acquire new ROW and/or expand existing 23 kV corridors. Figure 3-2 depicts an overview of the King Street Alternative: Figure 3-2: King Street Alternative

New substation assets and potential expansion at King Street #18 Substation would also be required for the origination of the new 115 kV circuit. The cost estimate for the King Street Alternative is approximately $110 million, not including the costs of ROW expansion, land acquisition, permitting and any additional transmission system upgrades required as a result of a new electrical connection between East Beverly #51 and King Street #18 Substations. Table 3-2 provides the cost estimate for the King Street Alternative.

Table 3-2: Cost of King Street Alternative

King Street Alternative (Hybrid Overhead/Underground) Install new 115 kV cable and overhead line Between King Street #18 and East Beverly #51 $105 million Install new 115 kV getaway cable and breaker and auxiliary equipment at King Street #18 $5 million Total Cost $110 million

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 30 Energy Facilities Siting Board Application The King Street Alternative, like the Waite Street-East Beverly Alternative, would address the need to replace the aging N-192 Cable without providing a new 115 kV supply to the Beverly #12 Substation. Consequently, MECo would also need to implement the alternative distribution upgrades described in Section 2.4, at an additional cost of approximately $39 million, resulting in a total cost of $149 million to meet Beverly/Cape Ann Area reliability needs. MBTA ROW ALTERNATIVES

Both the M-191 Line and the existing N-192 Cable are currently routed along MBTA’s Newburyport/Rockport Line in Beverly. At the request of the City of Beverly, NEP evaluated the feasibility of installing the new 115 kV transmission circuit either underground or overhead within the existing MBTA corridor. The evaluation included field reconnaissance; desktop analysis of available data, including railroad property maps and National Grid transmission drawings; and an in-field meeting with representatives of the MBTA to review MBTA requirements for work within active ROWs, and to discuss the specific challenges associated with the potential use of MBTA ROW for this Project. Any installation on the MBTA railroad ROW must be completed in accordance with the rules and regulations contained in the MBTA’s Railroad Operations Directorate (“Directorate”). The results of this evaluation and the feasibility of constructing a new transmission circuit within the MBTA corridor according to the Directorate are presented in the “Constructability Review to Install a New N-192 115 kV Transmission Line on the MBTA ROW in Beverly, MA” (“Constructability Review”). The Constructability Review is attached as Appendix 3-1 and summarized below. 3.7.1 Existing MBTA ROW The existing M-191 Line and N-192 Cable are installed along portions of the MBTA ROW. The MBTA’s Rockport/Newburyport branch (“Main Line”) extends 18.3 miles from Boston’s North Station to the MBTA’s Beverly Depot Station, located at 10 Park Street in Beverly. The Rockport Branch begins at the Beverly Depot Station and travels north and then northwest to the Montserrat, Prides Crossing and Beverly Farms MBTA stations in Beverly, the Manchester MBTA station in Manchester-by-the-Sea, the West Gloucester and Gloucester MBTA stations in Gloucester, and terminates at the Rockport MBTA station in Rockport. Figure 3-3 shows the locations of the Main Line and Rockport Branch as they relate to the M- 191 and N-192 circuits. The Main Line between NEP’s Beverly #12 Substation and Elliott Street is approximately 3,400 feet long and contains railroad bridges crossing over Pleasant Street and Federal Street, the Beverly Depot MBTA station and multiple side tracks and switches where the Newburyport and Rockport Branches split. The Rockport Branch from the intersection of Elliott Street to the East Beverly #51 Substation is approximately 9,800 feet long and crosses three streets at grade, contains the Montserrat MBTA station and abuts many residential backyards and a nature reserve.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 31 Energy Facilities Siting Board Application Figure 3-3: Existing M-191 Transmission Line and N-192 Transmission Cable

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 32 Energy Facilities Siting Board Application The MBTA ROW currently contains two sets of tracks, the M-191 Line, two direct buried 23kV circuits, the existing N-192 Cable, an overhead pole line supporting railroad communication lines, track switches and railroad signal equipment. A vitrified clay pipe runs parallel to the tracks along a portion of the ROW and there are several culverts crossing under the tracks. A typical cross section of the MBTA ROW showing its width and approximate location of the existing utilities is shown in Figure 3-4. Figure 3-4: Cross Section of Typical Railroad ROW with Existing Conditions

As discussed in Section 3.1 above, it is critical that the existing N-192 Cable remain in service until the New Cable is complete. Consequently, the Constructability Review assumes that the existing cross-section is unchanged during construction. 3.7.2 Underground MBTA Alternative The Constructability Review first evaluates the feasibility of installing the New Cable as an underground cable within a new duct bank and manhole system routed along the Main Line and Rockport Branch (the “Underground MBTA Alternative”). The Underground MBTA Alternative would require pulling cable lengths into the ducts and splicing the cable sections together inside the manholes. Manholes, approximately 10 feet wide by 26 feet long by 10 feet high, would be required approximately every 1500 feet. The 3,400-foot section of the Main Line between Beverly #12 Substation and Elliott Street contains railroad bridges at Pleasant Street and Federal Street, the Beverly Depot MBTA station and multiple side tracks and switches. Due to these features, there is insufficient space within the Main Line MBTA ROW to install the new transmission cables. The Rockport Branch MBTA ROW from the intersection of Elliott Street to the East Beverly #51 Substation is approximately 9,800 feet long and is fairly narrow and crosses three streets at grade. This route includes the Montserrat Train Station and abuts many residential backyards and the Sally Milligan Nature Reserve. While the Rockport Branch is less congested than the portion of the Main Line described above, it still does not provide sufficient space to install a new 115 kV underground cable in compliance with the MBTA Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 33 Energy Facilities Siting Board Application Directorate covering such installations. Section IV of the Directorate mandates that facilities installed within an active railroad ROW be placed outside the “live load influence zone” where excavations could disturb the rails unless special construction methods are used.6 As more fully described in the Constructability Review, compliance with the MBTA’s live load influence zone rules would place the outside edge of a hypothetical New Cable trench at least 22 feet from the centerline of the nearest track. The edge of the ROW on the west side of the tracks is approximately 20 feet from the track centerline; therefore, the New Cable duct bank could only be placed on the east side of the tracks near the edge of the ROW. However, this area is already occupied by the two 23 kV cables. Moreover, the presence of the overhead M-191 Line on the east side of the tracks would restrict aerial clearances for machinery, making it difficult to construct the duct bank. Easements from private property owners adjacent to the MBTA ROW would be required in multiple locations to meet workspace requirements. Figure 3-5 provides an illustration of these constraints in one specific location. Based on this analysis, NEP concluded that the Underground MBTA Alternative would be infeasible without the acquisition of extensive additional property rights along the eastern side of the MBTA ROW. 3.7.3 Overhead MBTA Alternative NEP also evaluated the feasibility of installing a second overhead transmission line within the existing railroad ROW, either as a second circuit on new common structures with the M-191 Line (“Double-Circuit Alternative”), or as a separate line on a new set of single circuit structures (“Single-Circuit Alternative”). Single-Circuit Alternative: The Single-Circuit Alternative would require the installation of a new 115 kV overhead line on new structures with drilled shaft foundations within the MBTA ROW. As can be seen in Figure 3-2, there is insufficient space on the east side of the tracks to install a second line separate from the M-191 Line within the existing ROW. Installation of a separate line on the west side of the tracks, double circuited with the railroad line, was reviewed. However, installing new drilled shaft foundations between the existing N-192 underground cables and the edge of the right of way while maintaining clearances would not be possible. The installation of new or replacement of existing overhead transmission line structures would require a minimum work space width of 22 feet for an excavator and triaxle dump truck, and a large staging area for a crane and bucket truck. Additionally, because the railroad ROW has very limited access, an additional 10-16 feet of width would be required to allow construction vehicles to pass each other along the lengthy construction zone. This would require securing additional construction easements from property owners along the length of the ROW. Based on this analysis, NEP concluded that the Single-Circuit Alternative would be infeasible without the acquisition of extensive additional property rights along the western side of the MBTA ROW.

6 The live line influence zone extends from the track base centerline to a point 5.5 feet horizontally from that centerline, on a slope of 2 horizontal to 1 vertical away from the tracks. Exceptions to the zone of influence exclusion are available, with the approval of the Director of Engineering for MBTA Railroad Operations, provided that at a minimum the facilities include increased structural reinforcement and steel sheeting and bracing for all excavation work including cable trenches and overhead tower foundations. In an August 10, 2018 meeting, MBTA representatives confirmed that any new circuit construction would need to meet the requirements of the Directorate.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 34 Energy Facilities Siting Board Application Figure 3-5: Railroad Corridor Work Space Requirements near Elliott Street

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 35 Energy Facilities Siting Board Application Double-Circuit Alternative: The Double-Circuit Alternative would require converting the existing M-191 Line, which runs overhead within the MBTA ROW, to double circuit towers carrying both the M-191 Line and the new N-192 Line. Almost all the existing foundations and structures would need to be replaced, requiring lengthy outages of the M-191 Line during construction. The Double-Circuit Alternative also would have the effect of permanently reducing the overall reliability of transmission service in the Beverly/Cape Ann Area from its current levels, as it would place the M-191 and N-192 Lines on a single set of structures for 3.3 miles, creating the potential for a single contingency outage of both 115 kV supply lines. Because the Double-Circuit Alternative would result in an unacceptable degradation of reliability, both during construction and after it had been placed into service, NEP eliminated it from further consideration. 3.7.4 Conclusions on Use of the MBTA ROW Based on an analysis of the geometry of the MBTA ROW, NEP concluded that the Underground MBTA Alternative and the Single-Circuit Alternative would be infeasible without the acquisition of additional property rights along either the eastern or the western side of the MBTA ROW. The Double-Circuit Alternative was dismissed because it would result in an unacceptable degradation of reliability, both during construction and after it had been placed into service. NEP also identified significant barriers to construction within the MBTA ROW, either overhead or underground, unrelated to the need for additional ROW width. These include:

 Availability of the MBTA ROW: The MBTA is under a federal mandate to install a Positive Train Control (“PTC”) system along the entire length of the Newburyport/Rockport corridor. Engineering for the proposed PTC is underway; construction is expected to be completed by December 2020. MBTA representatives have indicated that, to avoid any potential conflicts during installation, maintenance, or operation of either system, the MBTA would not approve the installation of another utility line within the corridor until the PTC system is installed. Thus, the MBTA ROW would not be available to NEP until 2021 at the earliest.  Restrictive Work Hours: The MBTA would allow construction within the ROW only during hours when the trains are not operating, between the hours of 1:00 AM and 5:00 AM. This very narrow nighttime construction window would significantly extend the schedule and escalate costs. The nighttime work also would be disruptive to residential areas.  Tree Removal: The cutting and removal of mature trees along the ROW edges and temporary construction easement areas and construction of a temporary access road would be required. This would affect existing visual barriers between the railroad tracks and adjacent homes.  Revocable License: A license or easement from the MBTA is revocable; therefore, the MBTA could require NEP to relocate facilities at NEP’s expense at any time in the future.  Limited Access for Repairs and Maintenance: The MBTA views railroad operations as paramount over the operation of transmission facilities. In NEP’s experience, arranging for access to an active railroad ROW for routine maintenance or emergency repairs involves notifying the MBTA, arranging for flagmen, and working within the schedule dictated by the MBTA. This can be burdensome where access for routine maintenance is needed and critically important where emergency access is required, and time is of the essence.

In summary, NEP cannot construct either the Underground MBTA Alternative or the Single-Circuit Alternative within the MBTA ROW without acquiring additional property rights on either the eastern or

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 36 Energy Facilities Siting Board Application western sides of the ROW. In addition, there is considerable uncertainty as to when the MBTA will be able to make its ROW available for construction. Moreover, the MBTA would require all construction within its ROW to take place between 1:00 AM and 5:00 AM, resulting in a significantly extended schedule and disruption to residences along the entire construction corridor. In light of these factors, NEP concluded that Underground MBTA Alternative and the Single-Circuit Alternative are infeasible and eliminated them from further consideration. CONCLUSION ON PROJECT ALTERNATIVES

NEP considered nine alternative concepts, including a No-Build alternative, to meet the identified resource need. Two of these, the No-Build alternative and the NWA, were eliminated from consideration because they would not meet the identified need. In addition, two alternatives using the MBTA ROW were eliminated from consideration because each was considered infeasible to construct consistent with the requirements of the MBTA, and a third was eliminated because it would result in unacceptable degradation of transmission system reliability. The overhead line through Beverly streets was also eliminated from consideration based on the community impacts of creating a new 60-to-80-foot ROW through the City of Beverly. Table 3-3 presents a summary and comparison of the remaining three alternatives.

Table 3-3: Summary of Feasible Project Alternatives

Provides Second Source to Total NEP Environmental Beverly Project Distribution and MECO Alternative Length Impact #12? Cost Upgrades Costs

$75 New Cable 3.7 miles Moderate Yes $24 million $99 million million

Waite Street – $66 East Beverly 3.5 miles Moderate No $39 million $105 million million Alternative King Street Approximately 18 $110 High No $39 million $149 million Alternative miles million

As illustrated in the table above, the King Street Alternative is considerably more expensive, and would have greater environmental impacts, than either the Project or the Waite Street-East Beverly Alternative. The New Cable requires a higher level of expenditure on transmission infrastructure than the Waite Street- East Beverly Alternative; however, it facilitates a more cost-effective overall solution for the Beverly/Cape Ann Area and provides additional reliability for the load served from the Beverly #12 Substation. The impacts of the New Cable and the Waite Street-East Beverly Alternative are comparable, as the Waite Street-East Beverly Alternative’s shorter length is offset by its greater impacts on the Beverly commercial center. For these reasons, NEP’s preferred project approach is a new transmission cable located in a new manhole and duct bank system connecting the proposed Waite Street #594 Switching Station with the Beverly #12 and East Beverly #51 Substations. DANVERS RIVER CROSSING ALTERNATIVES

The Danvers River separates the Cities of Beverly and Salem and creates a natural barrier between the Project termini. Specialized construction methods will be required to install a cable across the river. NEP Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 37 Energy Facilities Siting Board Application evaluated four alternative methods for crossing the Danvers River, comparing them based on their cost, constructability, reliability, environmental impacts, and property rights requirements. The four crossing methods considered included: 1. Overhead Alternative 2. HDD Alternative 3. Submarine Cable Alternative 4. Bridge Alternative

An overview of each crossing alternative is provided below. 3.9.1 Danvers River Crossing: Overhead Alternative NEP considered the construction of an overhead transmission line between the North River #30 Terminal in Salem and Congress Street in Beverly. The Overhead Alternative would exit the North River #30 Terminal, parallel the west side of the MBTA commuter rail bridge spanning the Danvers River, and terminate at Congress Street in Beverly, where it would transition to an underground cable. Four new transmission structures would be constructed within the Danvers River to support the span. The cost of the Danvers River Crossing Overhead Alternative is estimated at $5.48 million. The Overhead Alternative is the second-lowest cost of the four crossing alternatives that NEP considered. However, it has two significant drawbacks. First, it would require the installation of four new transmission structures within the Danvers River. These structures would result in new, permanent environmental impacts to the river, and would likely result in an extended Project schedule associated with extensive permitting and probable time-of-year restrictions for in-water work. Second, the Overhead Alternative would require NEP to obtain additional property rights from the MBTA, further complicating Project approvals and extending the Project schedule. 3.9.2 Danvers River Crossing: HDD Alternative NEP also considered using HDD to install the New Cable under the Danvers River. HDD involves boring a hole underneath the river bed to contain a duct bank for the cable. Entry and exit pits would be required on each side of the crossing, as well as additional above-ground space for HDD equipment staging and pipe laydown. The entrance pit in Salem would likely be located at the Salem Liquified Natural Gas (“LNG”) facility,7 near a gas transmission pipeline that currently crosses deep under the river bed. Easements for the exit pit in Beverly would be required in a location that is undetermined at this time, as NEP does not own property near the potential exit points. The depth of HDD activities could be up to 60 feet under the river bed, potentially making it very difficult to exit in a desirable location due to constraints of the exit angle. The cost of the HDD Alternative is estimated at $7.54 million. The HDD Alternative is one of the most expensive means of crossing the Danvers River. In addition, it raises significant environmental concerns because the Salem LNG facility is contaminated, requiring remediation for any excavation and associated clean-up in this area. Time of year restrictions would also limit HDD work to winter months due to work within essential fish habitat. Finally, while HDD is a well- established technique for crossing obstacles that cannot be open-cut, it does carry the risk of an inadvertent fluid return that could contaminate the Danvers River and nearby wetland resource areas. If such an event

7 The Salem LNG facility, located at 20 Pierce Avenue, is owned by Boston Gas Company d/b/a National Grid.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 38 Energy Facilities Siting Board Application occurred, environmental remediation would be required, and the bore would have to be restarted in a new position, lengthening the duration of construction and associated impacts. 3.9.3 Danvers River Crossing: Submarine Cable Alternative NEP also considered installing the New Cable approximately four feet beneath the Danvers River bed via direct burial. For this alternative, the cable would exit the North River #30 Terminal, cross the Danvers River paralleling the existing N-192 submarine cable, and make landfall at the west end of Congress Street in Beverly. The cost of the Submarine Cable Alternative is estimated at $8.72 million. In addition to its high cost, the Submarine Cable Alternative would have unacceptable impacts on transmission system reliability during construction. Due to the limited space at the North River #30 Terminal, the existing N-192 Cable would need to be removed prior to installation of the New Cable. As discussed in Section 3.1, taking the existing cable out of service to support construction would leave Beverly/Cape Ann Area customers reliant on the M-191 Line for electric service. An outage of the M-191 Line would result in immediate loss of service to 125 MW of load, or approximately 35,000 customers, until either the M-191 Line or the N-192 Cable could be returned to service. NEP views this as an unacceptable risk given the availability of other crossing methods. Furthermore, future repairs to a submarine cable would be time-intensive because of the need to float the cable to the surface for repairs. The environmental impacts associated with the Submarine Cable Alternative also are potentially significant and avoidable through the selection of other alternatives. To bury the cable, dredging the river bed would be required both at the time of installation, and in the event of any future maintenance. Wetlands on either side of the shoreline may also experience temporary and/or permanent impacts if dredging is required. Some impacts to the river bed are unavoidable, regardless of crossing technique, as the existing N-192 Cable needs to be removed from the river bed upon replacement. Installation of the New Cable within the river bed would significantly increase the disturbance to this sensitive resource area. 3.9.4 Danvers River Crossing: Bridge Alternative (Preferred) The Bridge Alternative is NEP’s preferred alternative for crossing the Danvers River. This alternative consists of mounting four 6-inch and two 2-inch fiberglass-reinforced epoxy ducts containing cables, communication fiber, ground conductor, and distributed temperature sensing (“DTS”) fiber to the underside of the Veterans Memorial Bridge. MassDOT has confirmed that use of the bridge will not interfere with the bridge structure and function.8 The cost of the Bridge Alternative is estimated at $3.16 million. In addition to its low cost, the Bridge Alternative presents several distinct advantages over other alternatives in the form of reduced environmental impacts, shorter permitting timeline, ease of maintenance, and increased reliability. The New Cable will be installed within the existing infrastructure of the Veterans Memorial Bridge, significantly reducing or eliminating impacts to the Danvers River and the surrounding wetlands areas. NEP expects these limited impacts to result in a more efficient permitting and construction timeline at a significantly reduced cost. Installation on the bridge, rather than under water, also facilitates cable inspection, maintenance and repair.

8 NEP presented the Bridge Alternative to MassDOT because use of the Veterans Memorial Bridge for the Danvers River crossing required a waiver from MassDOT’s Utility Accommodation Policy (“UAP”) on State Highway Right of Way (May 2013) prior to submitting a Non-Vehicular Access Permit. On January 2, 2019, MassDOT issued the approved waiver. See Appendix 3-2.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 39 Energy Facilities Siting Board Application 3.9.5 Conclusion on Danvers River Crossing Alternatives Table 3-4 presents a summary and comparison of the alternatives considered for the Danvers River crossing: Table 3-4: Impact Comparison of Danvers River Crossing Alternatives

Schedule / Impact to Environmental Alternative Constructability Cost Existing N-192 Impact Impact Circuit HDD High $7.54 million High Low Overhead High $5.48 million High High Submarine High $8.72 million High High Bridge Low $3.16 million Low Low

Overall, the Bridge Alternative is the least-cost river crossing alternative, offers the lowest potential for environmental impacts, and offers the greatest benefits with respect to permitting and construction timelines. While this alternative requires further approval from MassDOT, MassDOT already has indicated its openness to this use of the bridge by granting NEP a waiver from its UAP restrictions for this Project. Consequently, NEP selected the Bridge Alternative for this Project. TECHNOLOGY SELECTION Two basic technologies currently are available for 115 kV underground transmission cable systems: high pressure pipe-type (“HPPT”) systems and the HVED technology proposed for this Project. The two cable technologies are described in the following paragraphs. HPPT cable systems generally consist of three stranded copper or aluminum conductors that are insulated with paper or laminated paper polypropylene tapes and installed in a sealed and anti-corrosion coated steel pipe, with cathodic protection at one or both substation ends. The steel pipe is filled with dielectric fluid that is typically maintained at a pressure of approximately 200 pounds per square inch (“psi”). The pressurized dielectric fluid is a critical part of the electrical insulation system for HPPT systems. A fluid pressurizing plant is required at one or both ends of a HPPT cable system to maintain pressure on the cables and to accept fluid expansion and contraction with temperature changes. The plant contains a reservoir tank sized appropriately for the overall fluid expansion of the cable system, along with pressurizing pumps, relief valves, alarms and controls. The pressurizing plant is typically housed in a prefabricated equipment enclosure at a substation. The distance between manholes is typically 2,000 to 3,000 feet. HPPT cable systems have a proven service record dating back to the 1960’s; however, there are concerns regarding the potential impact on the environment from fluid releases, increased maintenance cost as circuits age, and the lack of skilled labor to perform repairs. There is also only one remaining manufacturer of HPPT cables worldwide. HVED cable systems incorporate three copper or aluminum conductors, each insulated with an extruded plastic material such as cross-linked polyethylene (also referred to as XLPE). Unlike HPPT systems, HVED systems do not require dielectric fluid for insulation. Individual single-phase cables are typically installed in polyvinyl chloride (“PVC”) or high-density polyethylene ducts within concrete-encased duct banks. HVED cables generally are larger in diameter and heavier than the cables in an HPPT system, and the distance between manholes is typically 1,500 to 1,800 feet. HVED is a newer technology than HPPT at the 115 kV voltage. Operating experience to date has generally been positive, with significant installations in Europe and Asia, and with an increasing number of significant installations in North America. There are now dozens of HVED manufacturers worldwide. Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 40 Energy Facilities Siting Board Application Installation costs for HVED systems can be higher than for HPPT systems due to the need for additional and larger manholes. Additionally, a concrete-encased duct bank can be more difficult to fit between existing utilities than a steel pipe, resulting in the need to bury an HVED cable system more deeply in locations where there is utility congestion. Conversely, HVED splices and terminations are simpler to construct. For this application, an HVED cable system is less complex, less costly, requires less time to repair, and is easier to maintain post-energization than an HPPT cable system. Furthermore, there is only one remaining manufacturer of HPPT cable, leaving NEP at risk if issues were to arise with that manufacturer pre- and post-energization. National Grid, and the underground transmission industry in general, are moving towards newer technologies that have no risk of fluid leaks, lower environmental impact, less maintenance, and lower cost. In addition, NEP notes that it has successfully replaced the self-contained fluid-filled S-145/T- 146 Cable in Salem with HVED (EFSB 13-2/D.P.U. 13-151/13-152, 11/14/2014). For these reasons, HVED cable was chosen as the preferred cable technology for the Project. CONCLUSION

As described in Sections 3.2 through 3.8, above, nine alternative concepts (including the No-Build and Non-Wires Alternatives) were initially considered to meet the identified resource need. The No-Build and Non-Wires Alternatives were rejected because they would neither improve distribution system reliability nor address the asset condition issues of the N-192 Cable. Three other alternatives, including an overhead alternative through Beverly and two alternatives using the MBTA ROW, were dismissed as infeasible. One alternative using the MBTA ROW was dismissed because it would unacceptably degrade the reliability of the transmission system serving the Beverly/Cape Ann area. NEP compared the three remaining alternatives and concluded the Project, a new underground transmission cable located in a new manhole and duct bank system along city streets, would best address the identified need at a low cost while minimizing environmental impacts. The Company also evaluated four alternatives for crossing the Danvers River, and concluded that constructing the river crossing within a bridge-mounted conduit would avoid significant environmental impacts and result in the lowest cost of the four river crossing alternatives. Finally, NEP evaluated two underground cable technologies and selected an HVED system as the technology best suited to this application. Therefore, NEP’s analysis demonstrates that the Project as proposed will best address the identified need at the lowest cost with the least environmental impact.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 41 Energy Facilities Siting Board Application 4 ROUTE SELECTION

As described in Section 3, NEP proposes to address the identified need by constructing a new 115 kV cable from the proposed Waite Street #594 Switching Station in Salem to the Beverly #12 and East Beverly #51 Substations along a route that crosses the Veterans Memorial Bridge via a new bridge-mounted conduit and cable system. This section discusses the systematic route selection process used to select a Preferred Route and a Noticed Alternative Route for the proposed transmission line. OVERVIEW OF SITING METHODOLOGY

The selection of the Preferred Route was an iterative process involving intensive examination of possible routes within a defined geographic area, the collection and consideration of field data, and ongoing consultations with municipal officials and representatives, as well as MassDOT and MBTA. The process was designed to ensure that no clearly superior route was overlooked. During the analysis, NEP:

 Developed a geographic Study Area;  Identified and screened individual streets and possible route segments through engineering review and municipal consultation (Primary Screening);  Compared similar roadway segments to ensure only the least impactful iterations were advanced for compilation into candidate routes (Secondary Screening);  Compiled and scored candidate routes based on human, environmental, and constructability criteria; and  Selected the Preferred and Noticed Alternative Routes based on considerations of cost, reliability, and environmental impacts.

In order to begin the route selection process, NEP identified a Study Area that encompassed possible routes for an underground transmission cable between all Project termini. The Study Area is described in Section 4.2 and depicted on Figure 4-1. A focused set of route selection guidelines were then applied to identify potential routes within the Study Area:

 Direct routes should be preferred to more circuitous routes;  Established ROWs (including roadways) should be used where possible and use of private property should be avoided; and  Project costs should be minimized by avoiding routes with complex engineering and construction characteristics.

These guidelines are discussed further in Section 4.3. Potential routes and route variations were then identified. These routes and route variations are discussed in Section 4.4.9

9 The potential routes and route variations reviewed in this section are primarily within public ways. Use of the MBTA Mainline and Rockport Branch ROWs is discussed in Section 3.7.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 42 Energy Facilities Siting Board Application Potential routes and route variations were then screened using recent aerial photos, MassGIS data on land use and environmental constraints, field reconnaissance, and information gathered in discussions with municipal and state officials. Routes were screened out if they were clearly inferior on the basis of environmental impact, constructability, cost and/or reliability. The outcome of this screening analysis was to narrow the universe of potential routes, as described in Section 4.4, to a set of feasible “candidate” routes. The final step of the route selection process was to evaluate, score, and rank the candidate routes using a set of environmental, constructability, and reliability criteria and conceptual cost estimates (see Section 5.5). NEP used the scoring and ranking process to select the Preferred Route and a geographically distinct Noticed Alternative Route. The Preferred and Noticed Alternative Routes are compared in detail in Section 5 of this Application. IDENTIFICATION OF STUDY AREA

NEP began the route selection process by delineating a Study Area that encompassed possible routes for the cable between the proposed Waite Street #594 Switching Station in Salem, the Veterans Memorial Bridge, Beverly #12 Substation, and the East Beverly #51 Substation in Beverly. In examining routing opportunities between the three substations, the following presented natural geographical boundaries:

 Danvers River and Bass River (Beverly and Salem): Open water/waterfront to the south, west, and northwest. In Salem, the waterfront serves as the northern, eastern, and western boundaries. Routes extending beyond the proposed Waite Street #594 Switching Station terminus would be indirect and untenable.  Existing MBTA ROW and existing N-192 Cable (Beverly): The added construction complexity and cost associated with crossing the MBTA ROW and existing N-192 Cable created a logical boundary to the north and northeast.  Undeveloped land/open space to the east of Boyles Street and East Beverly #51 Substation: Multiple privately and publicly owned undeveloped parcels presented no existing rights-of-way that could accommodate a cable route. Any routes bypassing this area to the east would be extremely circuitous and therefore costly and impractical.

The Study Area was drawn to include major routing opportunities within a reasonable distance of the three substations to ensure no potentially superior routing opportunity was overlooked. The majority of the Project Study Area lies within the South-Central portion of the City of Beverly, and an easterly peninsula within the City of Salem. The Project Study Area is depicted in Figure 4-1.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 43 Energy Facilities Siting Board Application ROUTE EVALUATION GUIDELINES

In evaluating routes, NEP generally considered the following guidelines to support selection of a route that has the least impact to the human and natural environment, and that is constructible and able to meet reliability requirements at the lowest cost: 1. Direct routes should be preferred over circuitous routes. Shorter, more direct routes facilitate shorter electric line lengths, require fewer manholes, reduce the number of construction constraints encountered, result in fewer roadway and traffic disruptions, and generally are less expensive.

2. Established ROWs should be used and use of private property should be avoided where possible. Using existing ROWs limits the need to acquire property rights, minimizes impacts to neighborhoods and existing land uses, and avoids the need to use lands subject to protection under Article 97.10

3. Project costs should be minimized. The total cost of the Project is affected by many factors, including but not limited to: length; number and degree of bends along the route; the need to acquire easements or other forms of property rights (both temporary and permanent); the presence of shallow rock, ledge, or groundwater; land uses and traffic conditions along the route that may affect construction timing; and the number of difficult crossings of features requiring special engineering techniques (e.g., active railroads, large culverts). Routes with fewer features that may increase overall Project cost were preferred over those with a greater number of such features.

10 Article 97 land refers to permanently protected open space acquired for conservation or natural resource development.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 44 Energy Facilities Siting Board Application Figure 4-1: Project Study Area

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 45 Energy Facilities Siting Board Application ROUTES AND ROUTE VARIATIONS

In order to identify a route for the installation of the New Cable, NEP conducted desktop evaluations to review potential environmental and human impacts of the routes, assessed constructability, and developed and evaluated routing variations and candidate routes to address specific localized challenges. Based on this analysis, NEP selected the most promising candidate routes and route variations for more detailed study and evaluation. Field reviews were then conducted to identify any additional issues along each street that may not have been evident from desktop analyses. 4.4.1 Initial Route Identification Using the route evaluation guidelines, NEP mapped potential streets within the Study Area that could be used to develop a relatively direct route between all Project termini. The result is shown in Figure 4-2, which depicts the potential routing opportunities identified in this initial step. Common Pathway from the Proposed Waite Street #594 Switching Station to Beverly

As noted in Section 4.3, the Project Study Area in Salem is limited due to its position on a narrow, easterly peninsula connected to Beverly by the Veterans Memorial Bridge. In order to route the New Cable between the Waite Street #594 Switching Station and the Veterans Memorial Bridge, NEP is proposing a common pathway with one variation for all candidate routes, as follows: Pierce Avenue Common Pathway: The use of Pierce Avenue allows for minimal interference with Bridge Street (Route 1A) and is the least utilized roadway in this portion of the Study Area. As such, Pierce Avenue is preferred by NEP and is being proposed for all candidate routes. This pathway heads north out of the switching station parcel along Waite Street then turns west onto Pierce Avenue for approximately 250 feet before turning north onto Bridge Street (Route 1A) and attaching to the Veterans Memorial Bridge. The total length of this route segment is approximately 800 feet. The common pathway between the proposed Waite Street #594 Switching Station and the Veterans Memorial Bridge is depicted in Figure 4-3. Merrill Avenue Variation: Due to the location of two underground gas mains entering and exiting the Salem LNG facility off Pierce Avenue, and the need for LNG tanker truck access to this facility, NEP recognizes Pierce Avenue may become constrained. As such, Merrill Avenue is being proposed as a work around route to be utilized should the Pierce Avenue Common Pathway be deemed impracticable. The Merrill Avenue variation travels north out of the substation parcel along Waite Street then turns west on Merrill Avenue for approximately 250 feet before turning north onto Bridge Street and attaching to the Veterans Memorial Bridge. The total length of this route segment is approximately 820 feet. The Merrill Avenue Variation is depicted on Figure 4-3. Since Bridge Street is a more heavily trafficked roadway than either Merrill Avenue or Pierce Avenue, and the Merrill Avenue variation utilizes a longer (approximately 275 feet) segment of Bridge Street, Pierce Avenue is considered advantageous. However, due to the constraints associated with the LNG facility, the Merrill Avenue work-around is proposed for all candidate routes if the use of Pierce Avenue is deemed impracticable.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 46 Energy Facilities Siting Board Application Figure 4-2: All Roadways Considered Within Project Study Area

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 47 Energy Facilities Siting Board Application Figure 4-3: Common Pathways Between the Proposed Waite Street #594 Switching Station and the Veterans Memorial Bridge

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 48 Energy Facilities Siting Board Application 4.4.2 Initial Screening of Public Roadway ROWs: Municipal Consultation NEP undertook several key planning and outreach initiatives, including meetings with department heads from the Cities of Beverly and Salem, to discuss potential locations for the Project, obtain input on the proposed routes, and determine whether siting a new duct bank and manhole system within these streets would conflict with City projects or facilities. The routing analysis primarily occurred within the City of Beverly since direct routes located between the Waite Street #594 Switching Station and the Veterans Memorial Bridge are limited as described in Section 4.4.1.1. While representatives within the Cities of Salem and Beverly were consulted on several occasions, supplemental meetings were held with the City of Beverly to discuss the routing analysis in more detail. Specifically, in Beverly, NEP met with the Mayor, Chief of Staff, Commissioner of Public Services and Engineering, City Engineer, City Planner, and City Council. In Salem, NEP met with the Mayor’s Aide, City Engineer, and Inspectional Services Director (see Tables 1-3 and 1-4 for a chronological list). NEP also identified streets where major infrastructure projects were recently completed or were scheduled to be completed in the near future, in order to identify routing opportunities or constraints. Based on preliminary field investigations and meetings with the City of Beverly, several streets were eliminated from consideration. These initial screening results and the primary justification for eliminating each roadway are summarized in Table 4-1 below. Table 4-1: Status of Public Roadway ROWs after Initial Screening

Roadway Status Dismissed, due to recent (2017) major street reconstruction along a main throughway and Rantoul Street concerns expressed by the City of Beverly regarding repeat impacts to businesses River Street Dismissed, due to historical and future roadway flooding concerns Dismissed, due to concerns expressed by the City of Beverly regarding impacts to beach Lothrop Street (Water Street to traffic and tourism along the waterfront; repeated impacts to abutters due to recent gas line Hale Street) installation; extended construction duration due to required depth of installation Dismissed, due to concerns expressed by the City of Beverly regarding impacts to beach Lovett Street traffic and tourism along the waterfront and ongoing (2018) street reconstruction Dismissed, due to known burial grounds within the roadway discovered during previous in- Abbott Street street utility work School Street Dismissed, due to poor condition of bridge over MBTA railroad tracks Boyles Street and Hale Street Dismissed, due to significant constructability challenges, cost, and impacts associated with (between Cross Street and shallow bedrock along the roadway Boyles Street) Dismissed, due to constructability issues associated with comparatively more road bends and Cedar Street/Victor Avenue sensitive receptors than route segments such as Bisson and Corning Dismissed, due to constructability challenges associated with successive sharp bends where West Dane and Dane Streets West Dane/Dane Streets intersect with Cabot Street and MBTA bus stop

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 49 Energy Facilities Siting Board Application Once the streets listed above were eliminated from further consideration, the following streets were also dismissed as they were no longer a logical component of a non-circuitous route between the Project termini:

 Water Street  Stone Street  Union Street  Bartlett Street  Central Street  Cabot Street, from West Dane Street to Charnock Street

Any roadways not eliminated during the initial screening process were advanced to the secondary screening process. Figure 4-4 depicts the roadways eliminated and those advanced for additional evaluation. 4.4.3 Secondary Screening of Public Roadway ROWs: Segment Evaluation Of the streets and/or segments of streets remaining, NEP evaluated comparable segments where similar paths existed for routing and compiled a list of the least impactful, complete candidate routes. Specifically, the following segments were reviewed as part of this detailed comparison:

 Porter Street vs. Wellman Street (Figure 4-5);  Essex Street and Lake Shore Avenue vs. Newbury Street and Pearl Street (Figure 4-6);  Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, and Pleasant Street (Figure 4-7);  Lothrop Street vs. Hale Street and Cross Street (Figure 4-8).

The potential impacts associated with each similar segment were identified and compared. Porter Street vs. Wellman Street

The two routing options that exist between Congress Street and Webber Avenue are Porter Street and Wellman Street, as depicted in Figure 4-5. Overall, the use of Wellman Street was determined to be less impactful for the following reasons:

 Elimination of approximately 500 feet from the overall route length, corresponding with a reduced cost;  Avoidance of work near a public waterfront park (Gillis Park);  Re-use of existing 23 kV cable location along Wellman Street; and  Presence of significantly fewer subsurface utilities that may prolong or complicate construction.

Therefore, Wellman Street was advanced for candidate route evaluation, and Porter Street was eliminated from further consideration.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 50 Energy Facilities Siting Board Application Figure 4-4: Roadways Advanced for Consideration Following Initial Screening

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 51 Energy Facilities Siting Board Application Beverly Regional TransmissionFigure 4-5:Reliability Comparison Project of Porter Street vs. Wellman Street BSC Group, Inc. N-192 Cable Replacement 52 Energy Facilities Siting Board Application Figure 4-6: Comparison of Essex Street and Lake Shore Avenue vs. Newbury Street and Pearl Street

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 53 Energy Facilities Siting Board Application Figure 4-7: Comparison of Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, & Pleasant Street

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 54 Energy Facilities Siting Board Application Beverly Regional Transmission ReliabilityFigure Project 4-8: Comparison of Lothrop Street vs. Hale Street BSC andGroup, Cross Inc. Street N-192 Cable Replacement 55 Energy Facilities Siting Board Application Essex Street & Lake Shore Avenue vs. Newbury Street & Pearl Street

Two feasible routing options exist to connect the intersection of Newbury Street and Essex Street with the intersection of Pearl Street and Lake Shore Avenue: (1) Essex Street to Lake Shore Avenue, and (2) Newbury Street to Pearl Street, as depicted in Figure 4-6. Overall, the use of Newbury Street and Pearl Street was determined to be less impactful for the following reasons:

 Avoidance of Project construction adjacent to the Montserrat MBTA Commuter Rail Station and its heavily utilized parking area;  Minimization of traffic impacts (as Newbury and Pearl Streets are less trafficked roadways) and decrease in the length of the Project along Essex Street;  Elimination of approximately 800 feet from the overall route length, corresponding with a reduced cost; and  Presence of significantly fewer subsurface utilities that may prolong or complicate construction.

Therefore, segments of Newbury Street and Pearl Street were advanced for candidate route evaluation, and segments of Essex Street and Lake Shore Avenue were eliminated from further consideration. Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, and Pleasant Street

Several routing options are available within the Project Study Area to serve as an east-west connector between Park Street and Cabot Street. Specifically, Federal Street, Bow Street, Wallis Street, Broadway, Railroad Avenue, and Pleasant Street are all parallel roadways providing access between Park Street and Cabot Street as depicted in Figure 4-7. The six options were evaluated from the common nodes of Park Street at Pleasant Street to Cabot Street at Hale Street in order to standardize the comparison of each segment. Relative strengths and weaknesses of each segments are presented in Table 4-2.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 56 Energy Facilities Siting Board Application Table 4-2: Initial Comparison of Federal, Bow, Wallis, Broadway, Railroad & Pleasant

Roadway Strengths Weaknesses Federal Street  No differentiating strengths  Narrow street, averages 24 feet curb-to-curb width; lane closure during construction likely  Highly trafficked roadway between Park and Rantoul Streets  Increased possibility of encountering subsurface contamination  High utility density at Cabot Street intersection; extended construction duration and increased risk of damage to other utilities in this location Bow Street  No differentiating strengths  Significant residential impacts due to large apartment buildings (Jaclen Tower Apartment building, 100 units) Wallis Street  Few residential impacts  More highly trafficked roadway  Low relative utility density  Narrow street, averages 20 feet curb-to-curb width; lane closure during construction likely Broadway  Few residential impacts  Many public shade trees along roadway  Wider street width, averages 36 feet associated with recent (2017) streetscape curb-to-curb project  Low utility density Railroad Avenue  No differentiating strengths  Significant residential unit impacts due to large apartment building (131 Rantoul Street, 75 units)  High relative utility density Pleasant Street  No differentiating strengths  Significant residential unit impacts due to large apartment building (131 Rantoul Street, 75 units)  Narrow street, averages 24 feet curb-to-curb width; lane closure during construction likely  Significantly more historical resources, public shade trees along roadway

In summary, no differentiating strengths were identified along Federal Street, Bow Street, Railroad Avenue, or Pleasant Street, but impacts to residents and constructability constraints were significant. Although some drawbacks associated with the use of Wallis Street and Broadway were identified, both streets also exhibited features corresponding with constructability advantages, which result in reduced disruption to the community. Therefore, out of the six streets considered to provide an east-west connection between Park and Cabot Streets, Broadway and Wallis Street were advanced for candidate route evaluation, and Federal, Bow, and Pleasant Streets were eliminated. Lothrop Street vs. Hale Street & Cross Street

In routing the cable between the intersections of Hale Street at Lothrop Street and Lothrop Street at Cross Street, two options were evaluated. Continuing straight along Lothrop Street was compared against the use of Hale Street and Cross Street as depicted in Figure 4-8. Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 57 Energy Facilities Siting Board Application Overall, the use of Lothrop Street was determined to be less impactful than the use of Hale Street and Cross Street for the following reasons:

 Fewer residential units are present along Lothrop Street; and  Elimination of approximately 600 feet from the overall route length, corresponding with a reduced cost.

Therefore, Lothrop Street was advanced for candidate route evaluation, and Hale Street (from the intersection of Hale Street at Lothrop Street) and Cross Street were eliminated from further consideration. In summary, the following roadway segments were advanced or eliminated for use in compiling complete routes following the secondary screening: Table 4-3: Results of Secondary Screening

Segment From To Status Wellman Street Congress at Wellman Webber at Wellman Advanced Porter Street Congress at Porter Webber at Porter Eliminated Lake Shore at Pearl Street Newbury/Pearl Streets Essex at Newbury Advanced Extension Essex Street/Lake Shore Lake Shore at Pearl Street Essex at Newbury Eliminated Avenue Extension Federal Street Park at Pleasant Cabot at Hale Eliminated Bow Street Park at Pleasant Cabot at Hale Eliminated Wallis Street Park at Pleasant Cabot at Hale Advanced Broadway Park at Pleasant Cabot at Hale Advanced Railroad Avenue Park at Pleasant Cabot at Hale Eliminated Pleasant Street Park at Pleasant Cabot at Hale Eliminated Lothrop Street Hale at Lothrop Lothrop at Cross Advanced Hale/Cross Street Hale at Lothrop Lothrop at Cross Eliminated

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 58 Energy Facilities Siting Board Application After the segments identified in Table 4-3 were eliminated, the following streets or street segments were advanced for further consideration: Table 4-4: Streets Advanced for Candidate Route Compilation

Segment From To Status Waite Street Ferry Street Pierce Avenue Advanced Pierce Avenue Waite Street Bridge Street Advanced Bridge Street Pierce Avenue Cabot Street Advanced Cabot Street Bridge Street Hale Street Advanced Cabot Street Charnock Street Roundy Street Advanced Lothrop Street Hale Street Cross Lane Advanced Hale Street Cabot Street Lothrop Street Advanced Congress Street Cabot Street Wellman Street Advanced Webber Avenue Congress Street River Street Advanced Pleasant Street River Street Park Street Advanced Park Street Pleasant Street Roundy Street Advanced Wallis Street Park Street Cabot Street Advanced Broadway Park Street Cabot Street Advanced Thorndike Street Cabot Street Endicott Street Advanced Endicott Street Thorndike Street Monument Square Advanced Monument Square Endicott Street Hale Street Advanced Cross Lane Lothrop Street Boyles Street Advanced Boyles Street Cross Lane East Beverly #51 Driveway Advanced Roundy Street Park Street Cabot Street Advanced Charnock Street Cabot Street Essex Street Advanced Newbury Street Essex Street Pearl Street Advanced Pearl Street Newbury Street Pearl Street Extension Advanced Pearl Street Extension Pearl Street Lake Shore Avenue Advanced Lake Shore Avenue Pearl Street Extension Cross Lane Advanced Bisson Street Essex Street Lothrop Street Advanced Corning Street Pearl Street Lothrop Street Advanced Essex Street Charnock Street Pearl Street Advanced

These streets (or applicable segments) are depicted in Figure 4-9.

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 59 Energy Facilities Siting Board Application Figure 4-9: Roadways Advanced for Consideration Following Secondary Screening

Beverly Regional Transmission Reliability Project BSC Group, Inc. N-192 Cable Replacement 60 Energy Facilities Siting Board Application