Nicki Baker - who is both vice-chair of Friends of the Ochils and heavily involved with Stirling Before Pylons - reports on the recently published plans for the Sheriffmuir pylon development.
THE SAGA of the giant pylons was starting to feel like a shaggy dog story - it seemed to go on and on, with occasional developments, but with no end in sight. When I last wrote - in the spring newsletter - we were fully expecting Scottish and Southern Energy (SSE) to submit their formal application to construct the Beauly to Denny high-voltage power line sometime in April. But then there were delays: it would be out in June, they said. Then July...
And then something actually happened! On 25 July, SSE announced with a fanfare the route they want their line to take. If you want to see it, and if you have access to the internet, it's on the SSE website: http://www.scottish-southern.co.uk/ And to see some of the concerns about the proposal, also look at http://www.stirlingbeforepylons.org/
As we feared, the line continues to be routed right across Sheriffmuir, close to the road where nearly everyone parks if they want to go up Dumyat, and down the scarp slope of the Ochils, over the top of Logie Kirk cemetery and on over the carse. But the details are deliberately imprecise: what SSE wants is to be able to put its pylons anywhere within a 200-metre-wide corridor. And with a completely free hand to put any height and any style of pylon anywhere they want within this band, untrammelled by concerns about how it's going to look, and people's views on this.
Then we waited ... and waited ... for more details - until a day early in October, when news seeped out that SSE had at last put in its formal application to construct the line. A few days later, a courier arrived at my house to deliver a huge box containing a copy of all the details in the Environmental Statement (ES). Well, most of the details, anyway: some are confidential. We don't even know the nature of the confidential parts, as yet. Or why we can't know.
I'd had to pay £300 for the privilege of finding out just what SSE intends to do - what a sad state for democracy to come to. And they refused to send a copy of their "indicative locations" for pylons - that, they said, is separate, and I would have to go to the library to find out.
When it finally arrived, the (censored) ES weighed 18kg, in five huge folders. It's anything but easy to read. But read it we must, because, sure enough, the devil is in the detail.
By chance, the first thing I decided to look into was how much damage and disruption Sheriffmuir would face during the course of construction of the giant pylons. The detail on this is hidden away in six different sections of the ES, spread over three of the five folders. And it's enough to make the blood run cold for Ochils-lovers. The gist of it is this:
We would never have had a whiff of all this if we'd just read the easily available, "non-technical summary" of the SSE proposals. So we clearly need to spend time ferreting about in the rest of the five volumes, to see what other bombshells are buried within them. And we'd welcome your help, if you feel you have skills that could contribute to this process.
Our strategy continues to be to push for a public enquiry into all aspects of the proposals to construct this power line. To achieve this, it is going to be absolutely crucial to get as many letters of concern as possible sent in to the authorities - the Energy Consents Unit, Scottish Executive, Meridian Court, Cadogan Street, Glasgow G2 7AB - before the deadline (which at present looks likely to be 12 December). FotO will be writing to all its members about this shortly, with more details. Please, make time to send in your views. Once consent for the SSE plan is given, we can all protest as much as we like - but we will be absolutely powerless to change things. Now is the time to make a difference!
We are also planning to raise awareness and encourage letter-writing by spending time talking to walkers at the Dumyat car park during the consultation period. This can be quite pleasant - especially if it's a sunny day - as the vast majority of people are friendly and supportive. But we are desperately short of people to do this work, so if you'd be prepared to spend an hour or two on this, please let us know - ring me on 01786 833399 or email
The western part of the Ochils is facing unprecedented threats. We can make a difference, if we stand up to be counted. Please, join with us now to protect this cherished environment!
Nicki Baker has also abstracted some specific details from the Environmental Statement:
The details below are either direct quotes, or summaries, of the information given in the ES, and include the section number from which they are taken. This should make it easier for FotO members and other concerned people to check or search for further detail. For direct quotes, quotation marks are used. Where they are not used, I have summarised what is said in the ES.
10.2.1.1
"The final number of towers and types of tower would be confirmed after a detailed topographical survey is completed prior to construction. This would be required to identify the proposed position, height and precise type of each individual tower."
10.2.1.2
The likely design of towers (pylons) is shown in Figure 10.2 in the ES for the design to be used by SHETL, and in Figure 10.3 for SPT's "strengthened L12" design. Figures are of typical L12 towers: height 43-65 metres, colour grey. Actual details would be decided after consent.
10.2.1.3
"The spacing between towers would vary depending on topography and altitude, with towers being closer together at higher altitudes to counteract the effects of greater exposure to high winds and other weather events. The distance between towers would therefore be determined after a detailed line survey, but would generally be in the range of 275-450 metres."
10.2.3.1
"Access tracks would be required to facilitate construction. The approach to access is described in Section 13.5 and the Access Strategy is included in Appendix D. The required works include 154km of temporary track, of which 7km could be permanent if necessary permission were obtained (see Section 2.5) and upgrading of 124km of existing track."
10.2.3.2
"In addition there would be works at the junctions of these tracks to facilitate a connection with the road network (see Section 12.7)."
2.5
SSE is applying to Scottish ministers to direct that planning permission for the construction of the overhead transmission lines and ancillary works be deemed to be granted. In other words, local authorities would have no powers in the matter, even though they are statutory consultees to the application process and would have a role to play in certain specified instances.
2.5.3
"Any additional works identified as requiring planning permission would be the subject of planning applications to be made, as required, at a later stage. This could encompass specific developments associated with the project such as permanent tracks, borrow pits or construction compounds (see Section 1.1)."
Key construction traffic access routes are shown in Figures 12.1A-12.1C.
Table 12.1
Potential Construction Traffic Routes (page 12-6) gives the following information for the Braco-Bridge of Allan section of the transmission line:
"Trunk and Principal Routes: All traffic from the motorway system via A9 (north of Dunblane) or via A91 north from junction 9 of the M9 to Logie Villa.
"Local Access Routes: Access for light traffic would be possible via the unclassified road running south from the A9 at Greenloaning through Sheriffmuir, but it is unsuitable for most construction traffic which would use a new access track in parallel with the proposed route crossing Sheriffmuir.
"Required Public Road Improvements: The unclassified Sheriffmuir road requires passing places. New bellmouths needed where access track along line in Sheriffmuir meets the A9 north of Dunblane, and access track at southern end joins the A91 at Logie Villa / Manor Powis." [Bellmouths are small junctions required where access tracks meet public roads.]
Table 12.3
Assumed Construction Traffic Inventory includes: ready-mix concrete HGVs (6.5 cubic metre capacity); four- and six-wheel drive lorries; cranes and low-loaders; heavy tractors.
12.5.2.1
Construction traffic generation has been calculated on the basis of a "per tower" number of heavy and light vehicle movements for each key stage of construction (access tracks, tower foundations, tower erection, conductor stringing, and dismantling and removal of access tracks). Figures given are estimates of the number of vehicles which would be needed to serve the development over its period of construction.
Glenalmond-Bridge of Allan is the section with the highest number of estimated vehicle movements required: 16,000 heavy vehicles and 17,000 light vehicles. The construction would take place over a period of up to four years.
Table 12.5
Estimated Daily Construction Traffic Flows on Key Roads fails to include either the A9 or the A91 bellmouths with the proposed new access track. Vehicle numbers for the area of concern are therefore missing.
12.5.5.1
"...In a number of areas, existing forest would require felling in advance of access track and tower construction works." [Yellowcraig Wood is not listed as a "principal point" of felling.]
13.5.2.1
"Temporary or permanent tracks capable of taking a 100-tonne crane and other heavy plant are preferred for the construction of each tower. [...] Stone roads to all towers are preferred where winching gear would be used. Matting can be used in some very sensitive areas but it is not suitable for use on steep inclines or in prolonged wet weather. Winch sites are primarily angle tower sites..."
13.5.2.2
Access would also be required for maintenance. On average a routine maintenance visit to each tower is undertaken approximately every two years. Other visits might be required if there are line faults.
13.6.1.1
"In areas of forestry and woodland an 80-metre clearance corridor has been assumed to allow safe construction and maintenance of the line." [Further detail: Chapter 18.]
13.16
Working Hours. Seven-day working is assumed. Weekday work hours: 0700-1900 in summer, 0730-1700 in winter (or earlier when it's dark). Weekend work hours: 0700-1700.
Appendix D: Access Strategy
D.1.5.3 suggests that a permanent access track will be required over Sheriffmuir, but
D.1.5.7 states: "Permanent access track would not be left in Sheriffmuir Forest, as this could compromise the setting of the battle site."
D.1.5.4 Access tracks will be approximately four metres wide, with passing places.
