Operation and Maintenance Phase

Magnitude of Impact
  1. The MoD AD organisation is responsible for compiling a Recognized Air Picture (RAPi) to monitor the airspace in and around the UK to launch a response to potential airborne threats. This is achieved through the utilisation of a network of long range radars positioned in various locations around the UK. AD radar resources are used in support of training exercises on an almost daily basis. AD units, using radar data supplied from the network of AD radars, are also responsible for navigation services and support to aircraft activity within restricted airspace within which promulgated activities include air combat training and supersonic flight.
  2. Wind turbines within coverage of an AD radar could shield the radar from genuine aircraft targets and/or hide them from AD controllers. These direct and permanent effects would affect the controller’s ability to provide a safe service to aircraft in support of training exercises and in using the radar data to monitor the UK RAPi.
  3. The impact is predicted to be of local spatial extent, long term duration, continuous and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be high.
Sensitivity of the Receptor
  1. Wind turbines within the Proposed Development are highly likely to be visible to AD radars located at Brizlee Wood and Buchan which will adversely impact on AD operations. The sensitivity of this receptor is high as described in paragraph 74.
  2. In its response to the 2020 Berwick Bank Scoping Report (SSER, 2020); MoD confirmed that the Proposed Development is likely to affect, and be detectable to, the AD radars at Brizlee Wood and Buchan and that this impact would need to be taken into account and mitigated. This was confirmed by MoD in its response to the Berwick Bank Wind Farm Offshore Scoping Report (SSER, 2021a); see Table 14.4   Open ▸ .
  3. Military AD radar systems are deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.
Significance of the Effect
  1. Overall, the magnitude of the impact is deemed to be high and the sensitivity of the receptor is considered to be high. The effect will, therefore, be of major adverse significance, which is significant in EIA terms.
Secondary Mitigation and Residual Effect
  1. MoD has a recognised process for entering into agreement for AD ATC radar mitigation. A mitigation solution has recently been negotiated for Seagreen and the Applicant has commenced discussions with MoD regarding the Proposed Development. The Applicant intends to continue negotiations with MoD with the aim of delivering a suitable AD ATC radar mitigation solution prior to the operation and maintenance phase of the Proposed Development. The Applicant is also a funding member of the Offshore Wind Industry Council that is working jointly with the MoD, BEIS, The Crown Estate and other developers to develop, assess and procure replacement/additional AD surveillance technology that shall mitigate the impact upon UK-based AD radars.
  2. Once a mitigation solution is implemented, the magnitude of the impact is deemed to be negligible and the sensitivity of the receptor is considered to be high. The effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

14.11.2.         Proposed Monitoring

  1. No aviation, military and communications monitoring to test the predictions made within the assessment of likely significant effects on aviation, military and communications is considered necessary.

14.12. Cumulative Effects Assessment

14.12.1.         Methodology

  1. The CEA assesses the impact associated with the Proposed Development together with other relevant plans, projects and activities. Cumulative effects are therefore the combined effect of the Proposed Development in combination with the effects from a number of different projects, on the same receptor or resource. Please see volume 1, chapter 6 for detail on CEA methodology.
  2. As stated in section 14.3, the cumulative aviation, military and communications study area includes the area within 50 km of the Proposed Development. The projects and plans selected as relevant to the CEA presented within this chapter are based upon the results of a screening exercise (see volume 3, appendix 6.3 of the Offshore EIA Report). Volume 3, appendix 6.4 further provides information regarding how information pertaining to other plans and projects is gained and applied to the assessment. Each project or plan has been considered on a case by case basis for screening in or out of this chapter's assessment based upon data confidence, effect-receptor pathways and the spatial/temporal scales involved.
  3. In undertaking the CEA for the Proposed Development, it is important to bear in mind that other projects and plans under consideration will have differing potential for proceeding to an operational stage and hence a differing potential to ultimately contribute to a cumulative impact alongside the Proposed Development. Therefore, a tiered approach has be adopted. This provides a framework for placing relative weight upon the potential for each project/plan to be included in the CEA to ultimately be realised, based upon the project/plan’s current stage of maturity and certainty in the projects’ parameters. The tiered approach which will be utilised within the Proposed Development CEA employs the following tiers:
  • tier 1 assessment – Proposed Development (Berwick Bank Wind Farm offshore) with Berwick Bank Wind Farm onshore;
  • tier 2 assessment – All plans/projects assessed under Tier 1, plus projects which became operational since baseline characterisation, projects which are under construction and those with consent and submitted but not yet determined;
  • tier 3 assessment – All plans/projects assessed under Tier 2, plus those projects with a Scoping Report; and
  • tier 4 assessment – All plans/projects assessed under Tier 3, which are reasonably foreseeable, plus those projects likely to come forward where an Agreement for Lease (AfL) has been granted.
    1. The specific projects scoped into the CEA for aviation, military and communications, are outlined in Table 14.12   Open ▸
    2. As described in volume 1, chapter 3, the Applicant is also developing an additional export cable grid connection to Blyth, Northumberland (The Cambois connection). The Cambois connection has not been scoped into the CEA for aviation, military and communications on the basis this proposed cable installation project will not generate (or contribute to) cumulative effects on aviation, military and communications receptors.
    3. The range of potential cumulative impacts that are identified and included in Table 14.12   Open ▸ , is a subset of those considered for the Proposed Development alone CEA. This is because some of the potential impacts identified and assessed for the Proposed Development alone, are localised and temporary in nature. It is considered therefore, that these potential impacts have limited or no potential to interact with similar changes associated with other plans or projects. These have therefore been scoped out of the CEA. The cumulative projects identified for aviation, military and communications are presented in Table 14.12   Open ▸ .
    4. Similarly, some of the potential impacts considered within the Proposed Development alone assessment is specific to a particular phase of development (e.g. construction, operation and maintenance or decommissioning). Where the potential for cumulative effects with other plans or projects only have potential to occur where there is spatial or temporal overlap with the Proposed Development during certain phases of development, impacts associated with a certain phase may be omitted from further consideration where no plans or projects have been identified that have the potential for cumulative effects during this period.

 

Table 14.12:
List of Other Developments Considered Within the CEA for Aviation, Military and Communications

Table 14.12: List of Other Developments Considered Within the CEA for Aviation, Military and Communications

 

14.12.2.         Maximum Design Scenario

  1. The maximum design scenarios identified in Table 14.13   Open ▸ have been selected as those having the potential to result in the greatest effect on an identified receptor or receptor group. The cumulative effects presented and assessed in this section have been selected from the details provided in volume 1, chapter 3 of the Offshore EIA Report as well as the information available on other projects and plans (see volume 3, appendix 6.4), to inform a ‘maximum design scenario’. Effects of greater adverse significance are not predicted to arise should any other development scenario, based on details within the Project Design Envelope (e.g. different wind turbine layout), to that assessed here, be taken forward in the final design scheme. 
Table 14.13:
Maximum Design Scenario Considered for Each Impact as part of the Assessment of Likely Significant Cumulative Effects on Aviation, Military and Communications

Table 14.13: Maximum Design Scenario Considered for Each Impact as part of the Assessment of Likely Significant Cumulative Effects on Aviation, Military and Communications

 

14.12.3.         Cumulative Effects Assessment

  1. An assessment of the likely significance of the cumulative effects of the Proposed Development upon aviation, military and communications receptors is given below.

Potential impact OF EFFECT on low flying (including SAR helicopter operations) due to presence of obstacles (cranes, stationary wind turbines, OSP/Offshore convertor station platform).

  1. The installation and presence of wind turbines pose physical obstructions to aviation operations carried out in the vicinity of wind farms. Wind turbines can be difficult to see from the air, particularly in poor meteorological conditions leading to a potential increase in obstacle collision risk. Furthermore, during the construction phase, the presence and movement of construction infrastructure (such as cranes) may also present a potential obstacle collision risk to aircraft operations.

Tier 2

Construction phase

Magnitude of impact

  1. The installation of wind turbines within the Proposed Development array area, together with the installation of wind turbines associated with the projects identified in Table 14.12   Open ▸ and Table 14.13   Open ▸ may create physical obstacles affecting air traffic. Other projects screened into the assessment include Tier 2 developments at Inch Cape, NnG, Seagreen 1 and Seagreen 1A Project. Inch Cape and Seagreen Project 1A are consented and NnG and Seagreen 1 are currently under construction.
  2. The potential effects of the Tier 2 projects are expected to be similar in nature as those described in section 14.11 for the Proposed Development alone (e.g. the MSA in the area of the Tier 2 projects will need to increase in order to maintain at least 1,000 ft vertical separation between the wind turbines and aircraft). However, it is not possible to quantify this impact (e.g. in terms of extent and duration) at this stage, due to the application material not containing specific timelines for completion of construction. As such, a full quantitative assessment is not presented in this CEA. A qualitative assessment is presented at paragraph 109.
  3. As detailed in Table 14.11   Open ▸ , potential impacts to low flying aircraft operating in the vicinity of the Proposed Development will be managed through the agreement of a LMP with key aviation stakeholders, and through notification of the locations, heights and lighting status of the wind turbines to aviation stakeholders for inclusion in appropriate aviation documentation and charts. An outline LMP has been provided with the Application (see volume 4, appendix 27). The LMP will enable aviation operators to set an appropriate MSA over the Proposed Development. The MCA will be consulted on the final layout of the Proposed Development to ensure compatibility with SAR helicopter operations in the event of rescue missions within the wind farm. Similar measures are likely to apply to the Tier 2 projects as standard for offshore wind developments.
  4. The cumulative impact is predicted to be of regional spatial extent, short to medium term duration, continuous and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be low.

 

Sensitivity of receptor

  1. Pilots are obliged to plan their flying activities in advance and to be familiar with any en route obstacles they may encounter; however, during flight, weather conditions or operational requirements may necessitate route adjustments. Under VFR conditions, pilots are ultimately responsible for seeing and avoiding obstructions such as wind turbines and will be aware of their presence through the notification procedures set out in Table 14.11   Open ▸ .
  2. The Tier 2 projects will be considered by aircraft operators in conjunction with the potential impact of the Proposed Development. The presence of the Tier 2 project wind turbines will be treated as obstacles to aviation and the details will be required to be included in appropriate aviation related documentation and presented on aviation mapping.
  3. All aviation operations are deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.

Significance of effect

  1. Overall, the magnitude of the cumulative effect is deemed to be low and the sensitivity of the receptor is considered to be high. The cumulative effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

Further mitigation and residual effect

  1. No aviation, military and communications mitigation is considered necessary because the likely effect in the absence of further mitigation (beyond the designed in measures outlined in section 14.10) is considered necessary because the likely effect in the absence of mitigation is of minor adverse significance, which is not significant in EIA terms.

Operation and maintenance phase

Magnitude of impact

  1. The magnitude of impact for the Tier 2 projects is explained in paragraphs 110 to 113.
  2. The cumulative impact is predicted to be of regional spatial extent, short term duration and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be low.

Sensitivity of the receptor

  1. The sensitivity of this receptor for the Tier 2 projects is explained in paragraphs 114 to 116.
  2. All aviation operations are deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.

Significance of the effect

  1. Overall, the magnitude of the cumulative effect is deemed to be low and the sensitivity of the receptor is considered to be high. The cumulative effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

Further mitigation and residual effect

  1. No aviation, military and communications mitigation is considered necessary because the likely effect in the absence of further mitigation (beyond the designed in measures outlined in section 14.10) is considered necessary because the likely effect in the absence of mitigation is of minor adverse significance, which is not significant in EIA terms.
Decommissioning phase
  1. The effects of decommissioning activities are expected to be the same or similar to the effects from construction. The significance of effect is therefore minor adverse, which is not significant in EIA terms.

Potential impact on NERL ATC radars due to presence of wind turbines

  1. As explained in section 14.11, the impact of wind turbines on ATC radar systems is only applicable to the operation and maintenance phase. The detrimental effect of wind turbines on ATC radar systems is also explained in section 14.11.

Tier 2

Operation and maintenance phase

Magnitude of impact

  1. The installation of wind turbines within the Proposed Development array area, together with the installation of wind turbines associated with the projects identified in Table 14.12   Open ▸ and Table 14.13   Open ▸ , may impact on NERL ATC radar systems. Projects screened into the assessment include Tier 2 developments at Inch Cape, NnG, Seagreen 1 and Seagreen 1A Project. Inch Cape and Seagreen Project 1A are consented and NnG and Seagreen 1 are currently under construction. Once constructed, these Tier 2 projects will contribute up to 132 wind turbines to the Firth of Forth.  
  2. The potential effects of the Tier 2 projects are expected to be similar in nature as those described in paragraphs 69 to 14.11.71 for the Proposed Development alone because aviation stakeholders assess the impact of each individual wind farm and impacts on radar are always localised around the wind turbines themselves.
  3. The impact is predicted to be of local spatial extent, long term duration, continuous and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be high.

Sensitivity of the receptor

  1. The sensitivity of this receptor is as described in paragraph 72.
  2. The Tier 2 will be considered by the Scottish Ministers, following consultation with NERL, in conjunction with the potential impact of the Proposed Development. The presence of the Tier 2 project’s wind turbines is likely to create adverse impact on NERL’s ATC radars and will need to be mitigated in the same manner as for the Proposed Development.
  3. Impact on NERL’s ATC radar systems is deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.

Significance of the effect

  1. Overall, the magnitude of the impact is deemed to be high and the sensitivity of the receptor is considered to be high. The effect will, therefore, be of major adverse significance, which is significant in EIA terms.

Further mitigation and residual effect

  1. NERL has proven processes and techniques to mitigate the adverse impact of wind turbines on their ATC radars. The applicants for Tier 2 projects will be expected to negotiate separately with NERL for bespoke mitigation solutions for their individual projects. The likely significant effects of the Proposed Development are considered to be significant (without mitigation) irrespective of the cumulative situation. Mitigation for one project can in some circumstances be deployed to mitigate another however, an assessment of shared mitigation is beyond the scope of this Offshore EIA Report.
  2. Once mitigation solutions are implemented, the magnitude of the impact is deemed to be negligible and the sensitivity of the receptor is considered to be high. The likely effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

Potential impact on Military ATC radars due to presence of wind turbines

  1. As explained in section 14.11, the impact of wind turbines on ATC radar systems is only applicable to the operation and maintenance phase. The detrimental effect of wind turbines on ATC radar systems is also explained in section 14.11.

Tier 2

Operation and maintenance phase

Magnitude of impact

  1. The installation of wind turbines within the Proposed Development array area, together with the installation of wind turbines associated with the projects identified in Table 14.12   Open ▸ and Table 14.13   Open ▸ , may on military ATC radar systems. Projects screened into the assessment include Tier 2 developments at Inch Cape, NnG and Seagreen 1 and Seagreen 1A Project. Inch Cape and Seagreen Project 1A are consented and NnG and Seagreen 1 is currently under construction. Once constructed, these Tier 2 projects will contribute up to 132 wind turbines to the Firth of Forth.  
  2. The potential effects of the Tier 2 projects are expected to be similar in nature as those described in section 14.11 for the Proposed Development alone. The magnitude of impact is as described in paragraphs 80 and 81. 
  3. The impact is predicted to be of local spatial extent, long term duration, continuous and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be high.

Sensitivity of the receptor

  1. Wind turbines within the Proposed Development are highly likely to be visible to the Leuchars Station ATC radar and adversely impact on ATC operations. The sensitivity of this receptor is as described in paragraph 82.
  2. The Tier 2 projects will be considered by the Scottish Ministers, in consultation with MoD, in conjunction with the potential impact of the Proposed Development. The presence of Tier 2 project wind turbines is likely to create adverse impact on MoD’s ATC radars and will need to be mitigated in the same manner as for the Proposed Development.
  3. Impact on military ATC radar systems is deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.

 

Significance of the effect

  1. Overall, the magnitude of the impact is deemed to be high and the sensitivity of the receptor is considered to be high. The effect will, therefore, be of major adverse significance, which is significant in EIA terms

Further mitigation and residual effect

  1. MoD has a recognised process for mitigating the adverse impact of wind turbines on their ATC radar. The Applicants for Tier 2 will be expected to negotiate separately with MoD for bespoke mitigation solutions for their individual projects. The effects of the Proposed Development are considered to be significant (without mitigation) irrespective of the cumulative situation. Mitigation for one project can in some circumstances be deployed to mitigate another however, an assessment of shared mitigation is beyond the scope of this Offshore EIA Report.
  2. Once mitigation solutions are implemented, the magnitude of the impact is deemed to be negligible and the sensitivity of the receptor is considered to be high. The likely effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

Potential impact on Military AD radars due to presence of wind turbines

  1. As explained in section 14.11, the impact of wind turbines on ATC radar systems is only applicable to the operation and maintenance phase. The detrimental effect of wind turbines on ATC radar systems is also explained above.

Tier 2

Operation and maintenance phase

Magnitude of impact

  1. The installation of wind turbines within the Proposed Development, together with the installation of wind turbines associated with the projects identified in Table 14.12   Open ▸ and Table 14.13   Open ▸ , may on military AD radar systems. Projects screened into the assessment include Tier 2 developments at Inch Cape, NnG, Seagreen 1 and Seagreen 1A Project. Inch Cape and Seagreen Project 1A are consented and NnG and Seagreen 1 are currently under construction. Once constructed, these Tier two projects will contribute up to 132 wind turbines to the Firth of Forth. The potential effects of the Tier 2 projects are expected to be similar in nature as those described in section 14.11 for the Proposed Development alone. The magnitude of impact is as described in paragraphs 90 to 92. 
  2. The impact is predicted to be of local spatial extent, long term duration, continuous and low reversibility. It is predicted that the impact will affect the receptor directly. The magnitude is therefore, considered to be high.

Sensitivity of the receptor

  1. Wind turbines within the Proposed Development are highly likely to be visible to AD radars located at Brizlee Wood and Buchan which will adversely impact on AD operations. The sensitivity of this receptor is as described in paragraph 74.
  2. The Tier 2 projects will be considered by the Scottish Ministers, following consultation with MoD, in conjunction with the potential impact of the Proposed Development. The presence of Tier 2 project wind turbines is likely to create adverse impact on MoD’s AD radars and will need to be mitigated in the same manner as for the Proposed Development.
  3. Impact on military AD radar systems is deemed to be of high vulnerability, high recoverability and high value. The sensitivity of the receptor is therefore, considered to be high.

Significance of the effect

  1. Overall, the magnitude of the impact is deemed to be high and the sensitivity of the receptor is considered to be high. The effect will, therefore, be of major adverse significance, which is significant in EIA terms.

Further mitigation and residual effect

  1. MoD has a recognised process for mitigating the adverse impact of wind turbines on their ATC radar s. The Applicants for Tier 2 will be expected to negotiate separately with MoD for bespoke mitigation solutions for their individual projects. The effects of the Proposed Development are considered to be significant (without mitigation) irrespective of the cumulative situation. Mitigation for one project can in some circumstances be deployed to mitigate another However, an assessment of shared mitigation is beyond the scope of this Offshore EIA Report.
  2. Once mitigation solutions are implemented, the magnitude of the impact is deemed to be negligible and the sensitivity of the receptor is considered to be high. The likely effect will, therefore, be of minor adverse significance, which is not significant in EIA terms.

14.12.4.         Proposed Monitoring

  1. As per section 14.11.2, no aviation, military and communications monitoring to test the predictions made within the assessment of effects is considered necessary.

14.13. Transboundary Effects

  1. A screening of transboundary impacts has been carried out (volume 3, appendix 6.5) and has identified that there were no likely significant transboundary effects with regard to aviation, military and communications from the Proposed Development upon the interests of other European Economic Area (EEA) States.

14.14. Inter-Related Effects

  1. A description of the likely inter-related effects arising from the Proposed Development on aviation, military and communications is provided in volume 3, appendix 18.1 of the Offshore EIA Report.
  2. For aviation, military and communications, the following potential impacts have been considered within the inter-related assessment:
  • creation of physical obstacles affecting air traffic; and
  • interference with civil and military radar systems.
    1. Table 14.14   Open ▸ lists the inter-related effects (project lifetime effects) that are predicted to arise during the construction, operation and maintenance, and decommissioning phases of the Proposed Development and also the inter-related effects (receptor-led effects) that are predicted to arise for aviation, military and communications receptors.

 

Table 14.14:
Summary of Potential Inter-Related Effects for Aviation, Military and Communications from Individual Effects Occurring across the Construction, Operation and Maintenance and Decommissioning Phases of the Proposed Development and from Multiple Effects Interacting Across all Phases (Receptor-led Effects)

Table 14.14: Summary of Potential Inter-Related Effects for Aviation, Military and Communications from Individual Effects Occurring across the Construction, Operation and Maintenance and Decommissioning Phases of the Proposed Development and from Multiple Effects Interacting Across all Phases (Receptor-led Effects)

 

14.15. Summary of Impacts, Mitigation Measures and Monitoring

  1. Information on aviation, military and communications within the aviation, military and communications study area was collected through a desktop review and consultation with the relevant stakeholders.
  2. Table 14.15   Open ▸ presents a summary of the assessment of likely significant effects, mitigation measures and significance of residual effects in respect to aviation, military and communications. The impacts assessed include: creation of physical obstacles affecting air traffic, impact on NERL ATC radars, impact on military ATC radars and impact on military AD radars. Overall, it is concluded that there will be no likely significant residual effects arising from the Proposed Development during the construction, operation and maintenance or decommissioning phases.
  3. Table 14.16   Open ▸ presents a summary of the potential impacts, mitigation measures and the conclusion of likely significant effects on aviation, military and communications in EIA terms. The cumulative impacts assessed include: creation of physical obstacles affecting air traffic. Overall, it is concluded that there will be no likely residual cumulative effects from the Proposed Development alongside other projects/plans.
  4. No potential transboundary impacts have been identified in regard to effects of the Proposed Development.
Table 14.15:
Summary of Likely Significant Environmental Effects, Mitigation and Monitoring

Table 14.15: Summary of Likely Significant Environmental Effects, Mitigation and Monitoring

Table 14.16:
Summary of Likely Significant Cumulative Environment Effects, Mitigation and Monitoring

Table 14.16: Summary of Likely Significant Cumulative Environment Effects, Mitigation and Monitoring

14.16. References

CAA (2016). CAP 393, Air Navigation: The Order and the Regulations (2016). Available at: Regulations made under powers in the Civil Aviation Act 1982 and the Air Navigation Order 2016 (caa.co.uk). Accessed on: 12 November 2021.

CAA (2016). CAP 764 - CAA Policy and Guidelines on Wind Turbines (Version 6, February 2016). Available at: https://publicapps.caa.co.uk/docs/33/CAP764%20Issue6%20FINAL%20Feb.pdf. Accessed on: 12 November 2021.

CAA (2017). CAP 774 - The UK Flight Information Services (Version 3, 25 May 2017). Available at: https://publicapps.caa.co.uk/docs/33/20170404-CAP774_UK%20FIS_Edition%203.pdf. Accessed on: 12 November 2021.

CAA (2019). CAP 670, Air Traffic Services Safety Requirements (Issue 3, 7 June 2019). Available at: http://publicapps.caa.co.uk/docs/33/CAP670%20Issue3%20Am%201%202019(p).pdf. Accessed on: 12 November 2021.

CAA (2021). CAP 032 - UK Integrated Aeronautical Information Package (2021). Available at: eAIS Package United Kingdom (nats.co.uk). Accessed on: 12 November 2021.

CAA (2021). Visual Flight Rules Chart (CAA, 2021). Available at: NATS UK | VFR Charts (ead-it.com). Accessed on: 12 November 2021.

NnG Offshore Wind (2018) Neart na Gaoithe Offshore Windfarm (Revised Design) Available at: combined_document_-_revised.pdf (marine.gov.scot). Accessed on: 12 November 2021.

MAA (2018). MAA Regulatory Publication 3000 Series: Air Traffic Management Regulations (21 September 2018). Available at: https://www.gov.uk/government/collections/3000-series-air-traffic-management-regulations-atm. Accessed on: 12 November 2021.

MAA (2019). Manual of Military Air Traffic Management (30 September 2019). Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/835083/MMATM_Issue_12.pdf. Accessed on: 12 November 2021.

MoD (2021). UK Military Aeronautical Information Publication (2021). Available at: https://www.aidu.mod.uk/aip/aipVolumes.html. Accessed on: 12 November 2021.

Scottish Government (2014). Scottish Planning Policy (June 2014). Available at: Scottish Planning Policy - gov.scot (www.gov.scot). Accessed on: 12 November 2021.

Seagreen Wind Energy (2012). Seagreen 1 Environmental Statement. Available at: https://57000109-fbf8-40b5-bcc8-76eda50a7edb.filesusr.com/ugd/fe5128_a9be718a2b614283b2286d24b3163960.pdf. Accessed on: 12 November 2021.

Seagreen Wind Energy (2017). Seagreen Phase 1 Offshore Project: Scoping Report. Available at: seagreen_phase_1_scoping_2017.pdf (marine.gov.scot). Accessed on: 12 November 2021.

Seagreen Wind Energy (2018). Seagreen 1 Environmental Impact Assessment Report. Available at: https://57000109-fbf8-40b5-bcc8-76eda50a7edb.filesusr.com/ugd/fe5128_4bb5384086f44e569ee374f741a6cd1e.pdf. Accessed on: 12 November 2021.

SSER (2020). 2020 Berwick Bank Wind Farm: Offshore Scoping Report. Available at: https://www.sserenewables.com/media/0t5n05b4/berwick-bank-wind-farm-offshore-scoping-report.pdf

SSER (2021a). Berwick Bank Wind Farm Offshore Scoping Report. Available at: https://berwickbank-eia.com/offshore-scoping/

 

 

[1] C = Construction, O = Operation and maintenance, D = Decommissioning

[2] C = Construction, O = Operation and maintenance, D = Decommissioning

[3] C = Construction, O = Operation and maintenance, D = Decommissioning