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When insufficient information is available to indicate the (potential) impacts of a project, this will be made
clear in the presentation of project impacts in such a manner that 'no information' cannot be confused with
'no impact'.
In its report on Strategic Environmental Assessment for Power Developments, the International Council on
Large Electric Systems (CIGRÉ, 2011) provides an extensive overview of factors relevant for performing
a Strategic Environmental Assessment (SEA) on transmission systems. Most indicators in this report were
already covered by ENTSO-E's CBA guideline, either implicitly via the additional cost their mitigation
creates for a project or explicitly in the form of a separate indicator (e.g. CO
2
emissions). However, three
aspects (‘biodiversity’, ‘landscape’ and ‘social integration of infrastructure’) could not be quantified clearly
or objectively via an indicator or through monetisation. Previously, these were addressed in the TYNDP by
an expert assessment of the risk of delays to projects, based on the likelihood of protests and objections to
their social and environmental impacts. Particularly for projects in an early stage of development, this
approach improves assessment transparency as it provides a quantitative basis for the indicator score.
To provide a meaningful yet simple and quantifiable measure for these impacts, the new methodology
improves on this indicator by giving an estimate of the number of kilometres required for a new overhead
line (OHL), underground cable (UGC), or submarine cable (SMC) that might have to be located in an area
that is sensitive for its nature or biodiversity (environmental impact) or its landscape or social value (social
impact; for a definition of ‘sensitive’ see below).
When first identifying the need for additional transmission capacity between two areas, one may have a
general idea about the areas that will be connected, whereas more detailed information on, for instance, the
exact route of such an expansion is still lacking as routing decisions are not taken until a later stage. In the
early stages of a project, it is often difficult to determine anything concrete about the social and
environmental consequences of a project, let alone determine the cost of mitigation measures to counter
such effects. Therefore, the quantification of these indicators will be presented in the form of a range, of
which the ‘bandwidth’ tends to decrease as the project progresses in time and information increases. In the
very early stages of development, it is possible that the indicators are left blank in the TYNDP and are only
scored in a successive version of it when some preliminary studies have been conducted and there is at least
some information available to base such scoring upon. A strength of this type of measure is that it can be
applied at a rather early stage of a project when the environmental and social impact of projects is generally
unclear and mitigation measures cannot yet be defined. In subsequent iterations of the TYNDP, as route
planning advances and specification of mitigation measures becomes clearer, the costs will be internalised
in ‘project costs’ (C1) or indicated as ‘residual’ impacts.
As soon as a global idea of the alternative routes that can be used has been determined, a range with
minimum and maximum values for this indicator can be established. These indicators will be presented in
the TYNDP along with the other indicators, as specified in ENTSO-E's CBA Guideline, with a link to
further information. The scores for social and environmental impact will not be presented in the TYNDP
by means of a colour code. These impacts are highly project-specific and it is difficult to express these
completely, objectively and uniformly on the basis of a single indicator. This consideration has led to the
use of ‘number of kilometres’ as a measure to provide information about projects in a uniform manner,
while respecting the complexity of the underlying factors that compose the indicators. Attaching a colour
code purely on the basis of the notion ‘number of kilometres’ would imply that a ‘final verdict’ has been