Cambo Sands to Leuchars (22.5 km)

670. The Cambo Sands (also known as Kingsbarns Beach) to Leuchars part of the Fife Coastal Path follows rough terrain along this stretch of coast.  From Kingsbarns to Boarhills the route hugs the slope between the rocky shore and farmland, descending to the beach before Babbet Ness. Boarhills to St Andrew’s (Viewpoint 3 St Andrews Cathedral: Figure 15.23) is possibly the roughest section of the route with prominent geological features: Buddo Rock, an impressive stack of pink sandstone; and the Rock and Spindle, the weathered remains of a volcanic plug. Leaving the beach, the route ascends a flight of steps to Kinkell Ness and descends to East Sands, a popular spot for watersports. The route splits here, following the cliffs and past St Andrews Castle, or passing through the town: behind the Old Course Hotel and along the Fife Cycle Way/road to Guardbridge to Coble Shore point. Here are views of the Eden Estuary Nature Reserve. The Eden Visitor Centre overlooks the upper estuary, a wildfowl hotspot and SSSI.
671. The sensitivity of the Elie to Cambo Sands section is considered to be medium-high, reflecting the medium-high value of its visual context and the medium-high susceptibility to change of receptors using this section of the Fife Coastal Path. Parts of this section fall within the St Andrews to Fife Ness SLA (Figure 15.12), which recognises the value of stretches of this coastal landscape at a local level, as described above. Users of this route would be susceptible to changes to their views that might affect an appreciation of these qualities; however, a moderating factor will be the presence of Neart na Gaoithe offshore wind farm which will be visible from this section of the route in views along the coastline and out to sea (Figure 15.18).
672. The magnitude of change to the Cambo Sands to Leuchars section resulting from the operation and maintenance of the Proposed Development is assessed as low. Even at its closest point, the Proposed Development will be located a long distance, approximately 44.6 km, from this section of the route. The ZTV (Figure 15.12) and Table 15.22   Open ▸ show that receptors would experience long-duration theoretical visibility of the Proposed Development, however the lateral spread of the Proposed Development wind turbines will appear subsumed behind and overlapping much of Neart na Gaoithe to the south, making the combined array appear denser, yet only adding a small amount to the HFoV, in which the majority of the open sea skyline will be retained and the coastline views unaffected. Where the Proposed Development and Neart na Gaoithe overlap, the combined array will appear denser.
673. The route follows the broadly north-west to south-east alignment of the coastline, with the Proposed Development oblique to the direction of travel along the path. The full array would theoretically be visible between Cambo Sands and Buddo Ness, however farther west of Buddo Ness to Leuchars the number of visible wind turbines would start to reduce with distance beyond approximately 50 km, aside from at some isolated, elevated sections of the route.
674. Based on the combination of the medium-high sensitivity of the receptor and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (moderate/minor), direct, long-term and reversible.

John Muir Way

675. A preliminary assessment of the visual effects arising from the operation and maintenance of the Proposed Development on the John Muir Way is set out in Table 15.24   Open ▸ , which is informed by the ZTV analysis of the John Muir Way presented in Figure 15.12

Table 15.24: Preliminary Assessment John Muir Way

676. The John Muir Way runs for 215 km between Helensburgh on the Clyde to Dunbar on the North Sea coast. The route is suitable for cyclists and walkers and can be tackled as a long-distance coast-to-coast route, or approached in sections:  ten for walkers, five for cyclists.  En route, users will see Charles Rennie Mackintosh's Hill House, the scenic Loch Lomond, two famous canals, the Falkirk Wheel, the Roman Antonine Wall, Linlithgow Palace, Blackness Castle, the Forth Bridges and Edinburgh. It ends at Dunbar in East Lothian, with its ruined castle and John Muir's birthplace cottage.
677. The John Muir Way offers generally easy walking and part of it passes through the John Muir Country Park and includes much of East Lothian's varied coastline with its many harbours and fishing ports, the lowland below the Lammermuir Hills, and landmarks such as the ruined Dunbar castle. The route is one of Scotland’s ‘Great Trails’.

Section 10 North Berwick to Dunbar (24 km)  

678. From North Berwick Section 10 follows different routes for cyclists and walkers. For walkers, the route leaves the town passing North Berwick Law (Viewpoint 7 North Berwick Law: Figure 15.27) to the east. It continues southwards through farmland, sometimes on rural roads, to East Linton, where it briefly follows the River Tyne eastwards. On meeting the A198, the way briefly turns south along the road before turning east again, then skirts Tyne Mouth and Belhaven Bay. Now following the coastline, the way passes Winterfield Golf Club and enters Dunbar from the north to end on High Street.
679. The sensitivity of Section 10 of the John Muir Way is considered to be medium-high, reflecting the medium-high value of its visual context, and the medium-high susceptibility to change of receptors using this section. This section of the John Muir Way passes through several SLAs: North Berwick Law SLA; Balgone and Whitekirk Outcrops SLA; and Belhaven Bay SLA (Figure 15.4). The relevant qualifying interest features of the SLAs are summarised in Table 15.11   Open ▸ . Of these locally valued landscapes, The Belhaven Bay SLA has particularly close association to the coast. Users of this route would be susceptible to changes to their views that might affect an appreciation of these qualities; however, a moderating factor is the presence of Neart na Gaoithe offshore wind farm which will be visible from parts of this section of the route in views out to sea (Figure 15.18).
680. The magnitude of change resulting from the operation and maintenance of the Proposed Development is assessed as low across this section of the route. At its closest point, the Proposed Development would be located over 47.5 km from this section of the John Muir Way. The ZTV (Figure 15.12) and Table 15.22   Open ▸ show that users of this section would experience some intermittent theoretical visibility of the Proposed Development. In actuality, the visibility from this section of the route would be reduced by blocks of woodland and shelterbelt planting within the wider East Lothian landscape (as shown Figure 15.7). Between North Berwick and East Linton this section runs inland, orientated broadly north-south and therefore, any visibility of the Proposed Development would largely be oblique to the direction of travel, until the section aligned east from East Linton to Dunbar where views may be aligned towards the sea towards the Proposed Development, but largely from inland, low-lying areas set back at distances of approximately 48 km to 56 km.
681. Based on the combination of the medium-high sensitivity of Section 10 of the John Muir Way and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (moderate-minor), direct, long-term and reversible.

John Muir Way Link (16.6 km)  

682. This is the final, unofficial section of the John Muir Way and extends its route to join up with The Southern Upland Way (SUW), at Cockburnspath.
683. From Dunbar, the route largely follows the coast before turning inland to follow the Dunglass Burn. From a junction just south-west of the remains of Dunglass Church the route follows the edge of Eildbanks Wood to the centre of Cockburnspath.
684. The sensitivity of the John Muir Way Link is considered to be medium-high, reflecting the medium-high value of its visual context, and the medium susceptibility to change of receptors using this section. The route lies within Dunbar to Barns Ness Coast SLA and Thorntonloch to Dunglass Coast SLA, and briefly passes through the Berwickshire Coast SLA (Figure 15.4). The relevant qualifying interest features of the SLAs are summarised in Table 15.11   Open ▸ . All three SLAs are closely associated with the coast. Users of this route would be susceptible to changes to their views that might affect an appreciation of these qualities. A moderating factor is the presence of Neart na Gaoithe offshore wind farm which is visible from the route in views along out to sea (see Figure 15.18) and the presence of other large-scale built development along the coast particularly Torness Nuclear Power Station, cement works, the A1 road corridor and ECML, which influence the experience of the viewer and their visual amenity from this section of the John Muir Way.
685. The magnitude of change resulting from the operation and maintenance of the Proposed Development is assessed as medium-low across this section of the route. At its closest point, the Proposed Development would be located over 42.9 km from this route. The ZTV (Figure 15.12) and Table 15.22   Open ▸ indicates that theoretical visibility of the Proposed Development would be consistent for users of this section, however there are local variations in visibility due to local landforms, built development and vegetation screening along the route, despite the mainly open views to the sea. The vertical height/apparent scale of the Proposed Development wind turbines will be relatively small due to their long distance offshore, the large scale of the seascape in the view and built development along the route. However, it will be visually separate from Neart na Gaoithe, forming a distinct new array to the south of Neart na Gaoithe that may occupy a relatively moderate portion of the view. The north-east aspect of this section of coast means that the Proposed Development would largely be oblique to the direction of travel, apart from the section descending along the Dunglass Burn, where riparian woodland will screen it from northbound users.
686. Based on the combination of the medium-high sensitivity of the John Muir Way Link and medium-low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (moderate-minor), direct, long-term and reversible.

St. Cuthbert’s Way

687. A preliminary assessment of the visual effects arising from the operation and maintenance of the Proposed Development on the St. Cuthbert’s Way is set out in Table 15.25   Open ▸ , which is informed by the ZTV analysis of the St. Cuthbert’s Way presented in Figure 15.12 St Cuthbert’s Way is one of Scotland’s Great Trails.

Table 15.25: Preliminary Assessment St. Cuthbert’s Way

Wooler to Fenwick (19 km)

688. From Wooler, this section crosses Weetwood Moor. A short diversion on a circular short walk off the route takes in prehistoric rock carvings. It crosses the16th century Weetwood Bridge across the River Till, follows quiet lanes to Horton, and onto the Devil’s Causeway, a section of Roman road that linked Corbridge and Tweedmouth. It then takes tracks through farmland and woodland to St. Cuthbert’s Cave, where St. Cuthbert’s body was taken in 875AD after Viking raids on Lindisfarne. Crossing the rocky ridge of the Kyloe Hills, the Holy Island and Bamburgh Castle just to the south are visible above the sandy coastline. Joining with St. Oswald’s Way, another long-distance route, the route continues through Shiellow Wood towards the village of Fenwick.
689. The sensitivity of the Wooler to Fenwick section is considered to be medium, reflecting the medium value of its visual context and the medium susceptibility to change of receptors using this section. This section the of St. Cuthbert’s Way passes through LCT 11: Sandstone Fringe Farmland and LCT 8: Outcrop Hills and Escarpments, which are not designated for their landscape or scenic qualities. Nonetheless, the national importance of this recreational route contributes to its value in the context of this assessment. In seaward views, Neart na Gaoithe offshore wind farm would theoretically be visible, albeit at very long range, from some sections of the route (see Figure 15.18).
690. The magnitude of change to the Wooler to Fenwick section resulting from the operation and maintenance of the Proposed Development is assessed as low. At its closest point, the Proposed Development would be located at a minimum distance of 56.5km from this section. The ZTV (Figure 15.12) and Table 15.25   Open ▸ show that slightly less than half of this section of would experience theoretical visibility, generally from elevated hilltops and seaward-facing slopes to the east of Greensheen Hill. The orientation of this section is broadly south-west to north-east and, where theoretically visible, users of this route travelling northwards would more frequently have direct views towards the Proposed Development array area.
691. Based on the combination of the medium sensitivity of the viewpoint and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (minor), direct, long-term and reversible.

Fenwick to Holy Island (10 km)

692. This section leads from Fenwick to the coast along historic paths and tracks, past Fenwick Granary, across the ECML and Beal Cast Burn, and past World War 2 coastal defences to the Holy Island causeway. The route splits to include the Causeway Road or the post-lined historic Pilgrims Path across the sands to Holy Island (Viewpoint 19 Holy Island (near Lindisfarne Castle).
693. The sensitivity of the Fenwick to Holy Island section is considered to be high, reflecting the high value of its visual context and the high susceptibility to change of receptors using this section. Parts of this section to the east of the ECML railway fall within the nationally valued Northumberland Coast AONB and North Northumberland Heritage Coast (shown on Figure 15.12). The relevant qualifying interest features of the AONB are summarised in Table 15.11   Open ▸ . Users of this route would be highly susceptible to changes to their views that might affect an appreciation of these qualities.
694. The magnitude of change to the Fenwick to Holy Island section resulting from the operation and maintenance of the Proposed Development is assessed as low. At its closest point, the Proposed Development array area would be located at a minimum distance of 52.4 km from this section. The ZTV (Figure 15.12) and Table 15.25   Open ▸ show that slightly less than half of this section would experience theoretical visibility, from open locations on the mainland coastal edge and causeway to Holy Island. On Holy Island the route hugs the southern shoreline, which is backed by high dunes to the north, and as a result there would be very limited, if any, visibility of the Proposed Development from much of the island section of the route. A small patch of theoretical visibility is shown around the elevated settlement on Holy Island, although in reality views would be screened by intervening built form and vegetation within the village.
695. The vertical height/apparent scale of the Proposed Development wind turbines will be relatively small, due to their long distance offshore and the large scale of the seascape in the view. The lateral spread of the Proposed Development wind turbines may occupy a relatively narrow portion of the sea views, and are sufficiently distant and low on the horizon that the ‘huge skies and wide seascape views’ of the ‘low lying open coastal plain and windswept coast’ (special qualities of the AONB) are retained in views from this section of the St Cuthbert’s Way.  The ‘predominantly horizontal landscape and seascape’ providing the remote coastal setting for Holy Island will largely remain unchanged and will continue to be definitive in the visual amenity experienced.
696. Based on the combination of the high sensitivity of the viewpoint and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (moderate-minor), direct, long-term and reversible.

NCN 1

Baseline and sensitivity

697. The route of NCN1 leads through open farmland to St Andrews, where it turns north to Leuchars, around Tentsmuir Forest, and on to Tayport and Dundee. In Angus, the route of NCN1 crosses Barry Links and follows the coastline to Arbroath, north of which it diverts inland slightly on its route to Montrose, around Montrose Bay and then extending along the Aberdeenshire coast to Inverbervie, north of which the route passes through the Aberdeenshire coastal farmland to Stonehaven. Sea views from the route are an intrinsic feature of the baseline experienced cycling the route. NCN 1 is a nationally important recreational asset.
698. The sensitivity of cyclist users of NCN 1 is considered to be medium overall. Within the 60 km study area, the route passes through, or along the edges of, several SLAs across the Lothians, Fife and Angus. The relevant qualifying interest features of the SLAs are summarised in Table 15.11   Open ▸ . Within these areas the value of the visual context is considered to be medium-high, but outwith these locally valued landscapes value would be medium at most, and in many cases lower where NCN 1 passes through urban areas, and alongside major transport routes. There are many factors that reduce susceptibility including the transience of cyclists passing through the landscape, duration of views and changeable experiences and views from the route, which is often partially within or alongside urbanised coast. A further moderating factor will be the operational Kincardine offshore wind farm and the presence of Neart na Gaoithe and Seagreen 1 offshore wind farms which are visible from various sections of NCN 1 in views along the coastline and out to sea. 

Magnitude of change and significance of effect in EIA terms

699. The magnitude of change to NCN 1 resulting from the operation and maintenance of the Proposed Development is assessed as ranging between low to medium-low on its route through Fife, Angus and Aberdeenshire. At its closest point, the Proposed Development would be located at a minimum distance of 41.7 km from the section of NCN 1 along the Angus coastline. The ZTV (Figure 15.12) shows that theoretical visibility of the Proposed Development would be limited in Fife between St Andrews and Tayport, around Tentsmuir, where the magnitude of change would be low. The amount of the Proposed Development wind turbines that will be visible increases along the Angus coastline between Carnoustie and Montrose, where a medium-low magnitude of change will be experienced intermittently, with longer sections of the route affording sea views. However, the Proposed Development array area is located at very long distance from the receptor and adds a relatively narrow portion of the view in addition to Neart na Gaoithe and Seagreen 1. Visibility is partially restricted by the intervening localised landforms, vegetation and buildings along sections of the route, with the local screening influence being greater on sections further inland away from the coastline. Although visibility of the Proposed Development will be higher towards the coastal edges which afford more open sea views, potential for effects is limited by the very long distance, the relatively small apparent scale and limited amount of the Proposed Development wind turbines visible above the distant horizon, and their position partially subsumed behind and overlapping either Neart na Gaoithe or Seagreen 1 offshore wind farms, which results in a narrow additional portion of the view being affected and the majority of the open sea skyline being retained and unaffected.
700. Based on the combination of the medium sensitivity and medium-low to low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (minor to moderate/minor), direct, long-term and reversible on views experienced by receptors using NCN1.

NCN 76

Baseline and sensitivity

701. Tracing the south banks of the Forth Estuary, NCN Route 76 connects Edinburgh to Musselburgh and Haddington in the east, entering the SLVIA Study Area between Haddington and East Linton and taking a route along the Tyne to Dunbar, where the route passes along roads through the town. To the south of Dunbar, NCN 76 extends south on a traffic free route past the cement works to Skateraw near Torness Power Station, beyond which the route uses a cycle path adjacent to the A1 to Bilsdean and then climbs up over Coldingham Moor to Eyemouth. To the south of Eyemouth, the route extends inland to Ayton and to the River Tweed, before routing east to Berwick-upon-Tweed. NCN 76 is a nationally important recreational asset.
702. The sensitivity of cyclist users of NCN 76 is considered to be medium overall. Within the 60 km study parts of the route lie within parts of the Traprain, Belhaven Bay and Berwickshire Coast SLAs (Figure 15.4). The relevant qualifying interest features of these SLAs are summarised in Table 15.11   Open ▸ and the value of the visual context of the NCN 76 is considered to be medium-high overall. There are many factors that reduce susceptibility including the transience of cyclists passing through the landscape, duration of views and changeable experiences and views from the route, which passes through settlement, and also runs in close proximity to ‘A’ roads, including the A199, A1 and also the ECML for at least part of this section within East Lothian. A further moderating factor will be the presence of energy generation and industrial features including Torness Power Station, and the offshore influence of Neart na Gaoithe offshore wind farms which is visible from various sections of NCN 76 in views along the coastline and out to sea.

Magnitude of change and significance of effect in EIA terms

703. The magnitude of change to NCN 76 resulting from the operation and maintenance of the Proposed Development is assessed as medium-low to low. At its closest point, the Proposed Development would be located at a minimum distance of 46.0 km from this section of NCN 76. The ZTV (Figure 15.12) shows that theoretical visibility of the Proposed Development would be limited between East Linton and Dunbar along the Tyne, with a low magnitude of change arising. Coastal views including the Proposed Development will be affected mainly over the coastal sections of the route, intermittently between Dunbar and Coldingham Moor, over which the baseline landscape in views from the route is often heavily influenced by transport infrastructure, settlement, industrial and energy generation developments, including Torness Power Station, where a medium-low magnitude of change will be experienced intermittently, with longer sections of the route affording sea views. The Proposed Development array area is however located at very long distance from the receptor and is an addition to views that are already influenced by Neart na Gaoithe offshore wind farm. Visibility is partially restricted by the intervening localised landforms, vegetation and buildings along sections of the route, with the local screening influence being greater on sections further inland away from the coastline. Although visibility of the Proposed Development will be higher towards the coastal edges which afford more open sea views, potential for effects is limited by the very long distance, the relatively small apparent scale and limited amount of the Proposed Development wind turbines visible above the distant horizon, and their position in the context of Neart na Gaoithe. The ZTV (Figure 15.12 shows that there will be very limited visibility from NCN 76 between Coldingham Moor, Eyemouth and Berwick-upon-Tweed, where the route is largely inland and away from the coast, or passing through the settlement of Eyemouth.
704. Based on the combination of the medium sensitivity and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (minor to moderate/minor), direct, long-term and reversible.

Main Road Routes

A1

Baseline and sensitivity

705. The A1 connects Edinburgh with London. Passing north through the western suburbs of Newcastle upon Tyne, the road passes Morpeth, Alnwick, and Berwick-upon-Tweed, before entering Scotland at Marshall Meadows. The route passes Alnwick via a bypass and over the tight Mousen Bends, becoming wide and open with good sightlines. A roundabout marks the southern end of the Berwick bypass with dual carriageway from another roundabout to the northern end. Entering Scotland the road follows the coastline providing elevated, panoramic views of the coast. Passing Heugh Head and Cockburnspath on dual carriageway, a roundabout gives access to Cove, while the road continues past Dunbar to the Thistly Cross roundabout and Edinburgh. The roundabout adjoins the A199, where the A198 leaves for North Berwick. The road leaves the coast to cross East Lothian, while the ECML takes a more northerly route via Drem just before East Linton. The road crosses the River Tyne, running alongside it to the market town of Haddington. A junction at Meadowmill provides access to Cockenzie and Port Seton, and the former coal mining town of Tranent. Crossing the A6124 without a connection, the road continues to Old Craighall Junction which provides access to the A720 Edinburgh city bypass, or north to Monktonhall and Musselburgh. After passing Haddington and Musselburgh it enters Edinburgh at the East End of Princes Street near Waverley Station, at the junction of the A7, A8 and A900 roads.
706. The sensitivity of road users on the A1 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

707. The ZTV indicates largely continuous potential visibility of the Proposed Development along four stretches of the A1. The northernmost stretch, between Pencraig Brae (Viewpoint 21 Pencraig Brae: Figure 15.41) and Grantshouse, passes around the north of the Lammermuir Hills through East Lothian inland of Dunbar (Viewpoint 10: Figure 15.30) and Skateraw (Viewpoint 11 Skateraw: Figure 15.31), before approaching the coast as it enters the Scottish Borders at Cockburnspath (Viewpoint 12 Cove (SUW): Figure 15.32). Between Burnmouth and Berwick-upon-Tweed (Viewpoint 17 Berwick-upon-Tweed), the A1 runs largely parallel to the coastline before exiting the ZTV as it abruptly turns inland to cross the River Tweed. The road then re-enters the ZTV as it approaches the coast again between Tweedmouth and Scremerston, before a short gap with no potential visibility of the Proposed Development and the southernmost stretch within the ZTV, between Haggerston and Adderstone.
708. The Proposed Development will lie at an angle to much of the road apart from the Pencraig Brae to Broxburn and Burnmouth to Marshal Meadows sections. For road users heading towards the Proposed Development, topography and land cover will likely restrict visibility of the Proposed Development between Pencraig Brae and Broxburn, while it will be seen in the distance for receptors heading north from Marshall Meadows. South of Haggerston the road is more inland and undulating, and the Proposed Development will be glimpsed intermittently. Visibility of the Proposed Development will be highest between Marshall Meadows and Burnmouth due to the elevation of the road and its alignment, and the intervening distance means the magnitude of change will be low. The remaining sections with lower visibility will observe a negligible magnitude of change.
709. Based on the combination of the low sensitivity of road users, and low to negligible magnitude of change, the significance of effect arising from the Proposed Development on users of the A1 is assessed as not significant (minor) direct, long-term and reversible.

A1107

Baseline and sensitivity

710. Passing one large village and one small town, the rural A1107 provides a more scenic alternative to the A1 within Berwickshire. 21.2 km long, it is generally aligned north west to south east. The road leaves the A1 south of the village of Cockburnspath, heads east to cross the ECML and crosses a narrow bridge over the Pease Burn. After some gentle bends, the road is more straight and level as it traverses the plateau of Coldingham Moor. South of Hawthorn Dean, the road heads east to descend steeply to the village of Coldingham and on to Eyemouth, where the road bypasses the town centre to the south. It then crosses a bridge over the Eye Water to a roundabout, before continuing straight to the south west to adjoin the A1.
711. The sensitivity of road users on the A1107 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect

712. The ZTV indicates largely continuous potential visibility of the Proposed Development from the northern and southern sections of the A1107, as it climbs to Coldingham Moor. Southbound receptors will view the Proposed Development on axis before Old Cambus, and at an angle to the road elsewhere. It will always appear in the distance and in the context of the Scottish Borders coastline and will largely appear behind northbound receptors.
713. Based on the combination of the low sensitivity of road users, and low magnitude of change, the significance of effect arising from the Proposed Development on users of the A1107 is assessed as not significant (minor) direct, long-term and reversible.

A917

Baseline and sensitivity

714. The A917 is the East Fife Coast Road, providing a scenic alternative to the shorter, direct route of the A915, which lies inland. It runs for 39.1 km, generally following the coastline, between Largo and St Andrews but avoiding Fife Ness. From Kirkton of Largo’s Main Street, the road heads east past Kilconquhar Loch before reaching Elie. The sea is just visible between the houses ahead as it turns sharply to follow the coast eastwards. As it runs close to the sea, the road passes the coastal villages of St Monans, Pittenweem, Anstruther, and Crail. Here the road turns sharply to cut off the corner of Fife Ness, passing through Kingsbarns to approach the coast again. Passing Boarhills the road turns sharply left to approach St Andrews before ending at the north end of City Road where it meets the A91 and A915.
715. The sensitivity of road users on the A917 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

716. The ZTV indicates largely continuous potential visibility of the Proposed Development from Elie to St Andrews, with higher numbers of wind turbines visible from the route north and east of Pittenweem. Along the south coast of Fife, northbound receptors will see the Proposed Development at a slight angle to the road while along the north coast, as far east as Kingsbarns, eastbound receptors will see it directly ahead. The Proposed Development wind turbines will be seen in the far distance and within the context of the Fife coastline.
717. The A917 lies between 40 and 50 km from the Proposed Development array and closer sections of the road, between Cellardyke and Crail, and Kingsbarns and Boarhills, will observe a low magnitude of change due to distance from the Proposed Development. More distant sections will observe a lower magnitude of change.
718. Based on the combination of the low sensitivity of road users, and low magnitude of change, the significance of effect arising from the Proposed Development on users of the A1107 is assessed as not significant (negligible) direct, long-term and reversible.

A92

Baseline and sensitivity

719. The long (178.6 km) road is an important route through Fife, Angus and Aberdeen linking Dunfermline to Stonehaven. From Dunfermline and Kirkcaldy the road passes through Newport-on-Tay and Dundee before turning to loosely follow the coast to Stonehaven, via Arbroath and Montrose. At its closest, the route lies 43.0 km from the Proposed Development.
720. The sensitivity of road users on the A92 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

721. The ZTV indicates that potential visibility of the Proposed Development is patchy between Kilmany and Newport-on-Tay; and largely continuous between Dundee and Arbroath (Viewpoint C: Figure 15.45), west of Lunan Bay (Viewpoint B: Figure 15.44) and between Montrose (Viewpoint 2 Montrose: Figure 15.22) and Stonehaven.
722. Urban form and distance from the Proposed Development will limit its visibility from Dundee. The remaining length of road is aligned along the coast such that it will appear at an angle to the road for northbound      and southbound receptors as far as Arbroath. Elsewhere, the Proposed Development will largely appear behind the receptors as they travel. The road predominantly travels through open farmland that in combination with relatively level topography enables views to the sea from many parts of the road. Within these views, the Proposed Development will appear in the distance and between the nearer windfarms of Seagreen 1 and Neart na Gaoithe. The nearest sections of road, inland of Lunan Bay (Viewpoint B: Figure 15.44) and between Arbroath and Monifieth will observe a medium-low magnitude of change. This will decrease with distance for remaining sections of the road.
723. Based on the combination of the low sensitivity of road users, and medium-low magnitude of change, inland of Lunan Bay and between Arbroath and Monifieth, the significance of effect arising from the Proposed Development on users of the A92 is assessed as not significant (minor) direct, long-term and reversible. For remaining areas of the road, where a low magnitude of change will be observable, the significance of effect is assessed as not significant (negligible) direct, long-term and reversible.

A933

Baseline and sensitivity

724. From Brechin the A933 runs for 22 km south to Arbroath in east Angus. It crosses the River South Esk on a narrow bridge, climbs from the bridge, turns east briefly, then heads south. The road gradually becomes straight but undulating, preventing prolonged visibility of the surrounding landscape. After bending to meet the A932 and the B965 at Fricokheim, the road follows a series of long straights before passing the RM Condor airbase en route to Arbroath.
725. The sensitivity of road users on the A92 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

726. The ZTV indicates that potential visibility of the Proposed Development is continuous between Friockheim and Arbroath (Viewpoint C: Figure 15.45). South of Colliston, a high number of wind turbines is potentially visible. Within this section of road, the Proposed Development will appear intermittently between screening landscape elements including vegetation and built form, particularly the urban form of Arbroath. Beyond this area a lower number of wind turbines may be visible but distance from the Proposed Development in combination with intervening landscape elements will restrict its visibility. Where visible, the Proposed Development will appear in the distance and between the nearer windfarms of Seagreen 1 and Neart na Gaoithe. The pattern and density of development within Arbroath will screen the Proposed Development from the nearest sections of road, while the sporadic nature of views from other sections means the magnitude of change for receptors on the A933 is considered negligible.
727. Based on the combination of the low sensitivity of road users, and negligible magnitude of change, the significance of effect arising from the Proposed Development on users of the A1107 is assessed as not significant (negligible) direct, long-term and reversible.

B940

Baseline and sensitivity

728. The B940 is a relatively long (27.5 km) cross-country road between Cupar and Crail. From the east of Cupar town centre the road heads roughly east to Pitscottie then south to Baldinnie, skirting the Tarvit and Ceres LLA. Further south east, the road turns east at Peat Inn where the road turns left, to cross the A915 at a staggered crossroads. Continuing east through open farmland the road, crosses a valley the road begins to descend to the coast. After a staggered crossroads with the B9131 the road passes Scotland’s Secret Bunker, bends sharply south, crosses the B9171 and approaches Crail from the west. The road adjoins the A917 just north of Crail.
729. The sensitivity of road users on the A92 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

730. The ZTV indicates that potential visibility of a high number of the Proposed Development wind turbines is largely continuous for much of the road, between West Lingo and Crail. This section for the road lies between 40 and 50 km from the Proposed Development, which may be seen directly ahead by eastbound receptors as they approach Crail. As the larger part of the road runs inland to Cupar, the Proposed Development will be intermittently seen at an angle to the road, due to intervening distance and landscape elements. The section of road near Crail will observe a low magnitude of change, decreasing as the road progresses west.
731. Based on the combination of the low sensitivity of road users, and low magnitude of change, the significance of effect arising from the Proposed Development on users of the A1107 is assessed as not significant (minor) direct, long-term and reversible.

B9120

Baseline and sensitivity

732. The B9120 runs 15.1 km south east from Fettercairn to cross the A90 and join the A92 between Johnshaven and St Cyrus. From the B966 the road runs to Laurencekirk via Blackiemuir, crossing the Edinburgh to Aberdeen railway line en route. Briefly following the A937 High Street through the town, the road continues across the town's bypass, over the Hill of Garvock and through Longleys and past Lauriston Castle. The road ends at a crossroads with the A92 within sight of the sea.
733. The sensitivity of road users on the B9120 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

734. The ZTV indicates that potential visibility of a high number of the Proposed Development wind turbines is largely continuous from the southern part of the route, between Laurencekirk and the A92. This section of the road lies between 40 and 50 km from the Proposed Development, which may be seen directly ahead by south eastbound receptors beyond Hill of Garvock as they approach the coast. The orientation and slope of this section of the road means that the Proposed Development will be readily seen from the road and occasionally screened by landscape elements. The section of road near Crail will observe a medium-low magnitude of change, decreasing as the road progresses north west.
735. Based on the combination of the low sensitivity of road users and medium-low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (minor), direct, long-term and reversible.

B9131

Baseline and sensitivity

736. The B9131 is a 13.8 km direct route across east Fife via Stravithie and Drumrack connecting to the A917 at Brownhills (just east of St Andrews) and Anstruther Easter. Here, the road loops through the conjoined village of Cellardyke and returns to the A917. The road briefly traverses the St Andrews to Fife Ness LLA just outside St Andrews.
737. The sensitivity of road users on the B9131 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

738. The ZTV indicates that potential visibility of a high number of the Proposed Development wind turbines is largely continuous for a considerable proportion of the road apart from the approach to and within Anstruther, where there is little to no potential visibility. The Proposed Development may be seen directly ahead by northbound receptors, while it will lie behind southbound receptors. As the road runs north west to south south east, the Proposed Development will be seen at an angle to the road. Intervening distance and landscape elements, due to the inland nature of much of the road, means that visibility of the Proposed Development will be severely restricted and a negligible magnitude of change will be observed from the road.
739. Based on the combination of the low sensitivity of road users, and negligible magnitude of change, the significance of effect arising from the Proposed Development on users of the A1107 is assessed as not significant (negligible) direct, long-term and reversible.

B9171 

Baseline and sensitivity

740. The 12.1 km B9171 is a narrow rural road through fields dotted with farms in the East Neuk of Fife. Starting on the B942 at a bend between Easter Pitcorthie and Abercrombie, the road heads north west, before turning north east. After many twists and bends, the route ends at a fork junction on the A917 about a 1.6 km north of Crail.
741. The sensitivity of road users on the B9171 is considered to be low, reflecting the low value of the road’s visual context to road users and their low susceptibility to change to this visual context, with the reduced sensitivity of road users reflective of their focus on the road and views are in many cases transient.

Magnitude of change and significance of effect in EIA terms

742. The ZTV indicates that potential visibility of a high number of the Proposed Development wind turbines is continuous for almost the entire length of the road. The Proposed Development may be seen directly ahead by northbound receptors, while it will lie behind southbound receptors. The road generally lies over 2 km inland and at least 40 km from the Proposed Development. The combination of intervening distance and landscape elements is likely to severely restrict potential visibility of the Proposed Development such that a negligible magnitude of change will be observed from the B9171.
743. Based on the combination of the low sensitivity of road users, and negligible magnitude of change, the significance of effect arising from the Proposed Development on users of the B9171 is assessed as not significant (negligible) direct, long-term and reversible.

Edinburgh to Aberdeen Line

Baseline and sensitivity

744. The Edinburgh to Aberdeen line connects the two cities via a route along the Fife and Angus coasts, and inland through Aberdeenshire to Stonehaven, where it re-joins the coast. The route passes through the city of Dundee and smaller settlements en route including: Arbroath, Montrose, and Stonehaven.  From Dundee, the line passes through Broughty Ferry, Monifieth, Carnoustie and Arbroath. Cutting slightly inland to Arbroath, the line then turns more inland north of Montrose, to skirt Howe of the Mearns. At Stonehaven the line follows the coast to Aberdeen.
745. The sensitivity of receptors on the Edinburgh to Aberdeen Line is considered to be medium, reflecting the medium value of the rail line’s visual context to passengers and their medium-low susceptibility to change to this visual context, due to the transient nature of their views.

Magnitude of change and significance of effect in EIA terms

746. The Edinburgh to Aberdeen Line lies 43.3 km from the Proposed Development at its closest point. The ZTV indicates that potential visibility of a high number of the Proposed Development wind turbines is largely continuous between Dundee and Arbroath and between Lunan and Fishtown of Usan, west and north of Lunan Bay; and within a small area just north of Montrose. The nature of the coastline, lying north of the Proposed Development with a south westerly aspect, limits the impact of the Proposed Development which will be largely peripheral to receptors on the line.
747. Northbound receptors between Carnoustie and Arbroath; and southbound receptors west and north of Lunan Bay may see the entire Proposed Development flanked by Seagreen 1 and Neart na Gaoithe, at an angle to the line. At 10 km and 6 km in length, these sections represent a small proportion of the route. While the Proposed Development may be seen in its entirety, the intervening distance and relatively short sections with potential visibility, will limit the impact of the Proposed Development. Sections of the line within cuttings near Lunan Bay, further limiting this impact. The orientation of this section of the line varies and the Proposed Development will at times be readily seen from it but will be perpendicular to the direction of travel and occasionally screened by landscape elements or cuttings. Between Carnoustie and Arbroath, and west and north of Lunan Bay, receptors will observe a low magnitude of change.
748. Based on the combination of the medium sensitivity of rail users, due to the transient nature of their views, and low magnitude of change, the significance of effect arising from the Proposed Development is assessed as not significant (minor), direct, long-term and reversible.

ECML Railway

Baseline and sensitivity

749. The ECML railway connects London and Edinburgh via Peterborough, Doncaster, York, Darlington, Durham and Newcastle. The 632 km line is a key transport artery on the eastern side of Great Britain that broadly runs parallel to the A1 road.  From Longniddry, the ECML runs through the countryside of East Lothian via East Linton to Dunbar, where it loosely follows the coast before turning inland behind Coldingham Moor to Burnmouth.  It continues along the coast, through Berwick-upon-Tweed, and start to leave the coast west of Holy Island.
750. Passing through East Lothian, the ECML runs in between the SLA adjoining the Lammermuir Hills in the Scottish Borders and the Belhaven Bay, Dunbar to Barns Ness Coast and Thorntonloch to Dunglass Coast SLAs on the coast. The line briefly skirts the Berwickshire Coast SLA at Cockburnspath and Burnmouth, and briefly enters Berwick AHLV, as it crosses the River Tweed.
751. The sensitivity of passengers on the ECML is considered to be medium, reflecting the medium value of the rail line’s visual context and their medium-low susceptibility to change to this visual context.

Magnitude of change and significance of effect in EIA terms

752. A high proportion of the route west of Dunbar and south of Berwick-upon-Tweed lies within the ZTV. A moderate proportion between Dunbar and Berwick-upon-Tweed lies within the ZTV. Potential visibility of a high number of the Proposed Development wind turbines is largely continuous between East Linton and south of Cockburnspath; between Burnmouth and Berwick-upon-Tweed; between Tweedmouth and Cheswick; and between Haggerston and Adderstone.
753. The ECML lies 41.6 km from the Proposed Development at its closest point, and the north easterly aspect of the coast means the Proposed Development will lie at an angle to much of the route. Eastbound receptors on the section between East Linton and Dunbar; and northbound receptors leaving the northern edge of Berwick-upon-Tweed, will see the Proposed Development almost directly ahead. West of Dunbar intervening distance and vegetation in combination with the relatively flat topography of the area will limit visibility of the Proposed Development. Between Dunbar and Cockburnspath there is limited and potential visibility of the Proposed Development due to the route of the ECML through cuttings, intervening landforms and built development influences alongside the A1 including Dunbar cement works, quarries/landfill site and Torness Power Station. South of Burnmouth, the ECML runs close to the cliff edge whose elevation allows wide, clear views of the North Sea. Here, the Proposed Development will be seen at an angle to the line which limits its impact. The Proposed Development will form part of the wider seascape context and clearly separated from the coastline, with distance and the detracting influences of shipping, transport infrastructure and existing offshore wind farm development limiting its impact. This section of the ECML will observe a low magnitude to change due to the Proposed Development. Other sections of the route will observe a lower magnitude of change.
754. Based on the combination of the medium sensitivity of rail passengers, and low magnitude of change, the significance of effect arising from the Proposed Development on users of the ECML is assessed as not significant (minor) direct, long-term and reversible.

EFFECTS (DAYTIME) OF THE OPERATION AND MAINTENANCE OF THE OFFSHORE ELEMENTS OF THE PROPOSED DEVELOPMENT ON SEASCAPE (COASTAL) CHARACTER

755. The Proposed Development will have impacts on seascape (coastal) character during the operation and maintenance phase (as indicated in Table 15.13   Open ▸ ). These are assessed as follows.

15.11.4.         Preliminary Assessment of Coastal Character

756. A preliminary assessment of the effects of the operation and maintenance of the Proposed Development on regional coastal character areas (CCAs) is presented in Table 15.26   Open ▸ with reference to the ZTV analysis in Figure 15.9 A detailed assessment follows in Table 15.27   Open ▸ to Table 15.38   Open ▸ for each CCA that is identified in the preliminary assessment as requiring detailed assessment.

Table 15.26: Preliminary Assessment Coastal Character

15.11.5.         Detailed Assessment of Coastal Character

757. A detailed assessment of the effects of the operation and maintenance of the Proposed Development on coastal character is presented in Table 15.27   Open ▸ to Table 15.38   Open ▸ for the regional coastal character areas (CCAs) that are identified in the preliminary assessment ( Table 15.26   Open ▸ ) as requiring detailed assessment.

Table 15.27: SA4 Montrose Bay CCA

Table 15.28: SA5 Long Craig

Table 15.29: SA6 Lunan Bay CCA

Table 15.30: SA7 Long Craig to Deil’s Head CCA

Table 15.31: SA12 St Andrews to Fife Ness CCA (including St Andrews to Fife Ness LLA)

Table 15.32: SA13 East Neuk of Fife CCA (including East Neuk LLA)

Table 15.33: SA17 Eyebroughty to Torness Point (including Tantallon Coast, Belhaven Bay and Dunbar to Barns Ness SLAs)

Table 15.34: SA18 Torness Point to St Abbs Head (including Thorntonloch to Dunglass Coast SLA and Berwickshire Coast SLA)

Table 15.35: SA19 St Abbs Head to Eyemouth (including the Berwickshire Coast SLA)

Table 15.36: SA20 Eyemouth to Berwick upon Tweed (including the Berwickshire Coast SLA)

Table 15.37: SA21 Berwick-upon-Tweed to Holy Island

Table 15.38: MCA 23 Rural Northumberland and Coastal Waters / LCT 4b Rocky Coastline: Farne Islands Coast

EFFECTS (DAYTIME) OF THE OPERATION AND MAINTENANCE OF THE OFFSHORE ELEMENTS OF THE PROPOSED DEVELOPMENT ON PERCEIVED LANDSCAPE CHARACTER

15.11.6.         Preliminary Assessment of Landscape Character

758. The effect of the Proposed Development on landscape character is considered on landscape character areas (LCTs) outside and inland of CCAs and their associated coastal LCTs ( Table 15.39   Open ▸ ), where there may be some intervisibility of the Proposed Development, but where the land is unlikely to have a strong visual relationship with the sea/tidal waters. These LCAs that fall outside the defined CCAs are shown in Figure 15.3 They are considered unlikely to experience significant effects as a result of the Proposed Development because it is located in the sea, and these are landscapes that do not have a strong visual relationship with the sea, where character is fundamentally defined by other characteristics.
759. The ZTV has been used to identify all of the LCA receptors within the SLVIA Study Area that may have visibility of the Proposed Development and are also primarily located outside the CCAs, away from the coast. These LCTs are shown with the ZTV in Figure 15.9 and identified in Table 15.39   Open ▸ .
760. These LCTs outside the defined CCAs and associate coastal LCTs, generally consist of the inland parts of the SLVIA Study Area, away from the coast, consisting of farmed ridges, hills and uplands of Aberdeenshire in the north; the dipslope farmlands and low moorland hills of Angus; the lowland farmlands, hills and valleys of Fife; the lowland plain, upland fringes and moorlands of East Lothian; and the lowland margins, plateau farmland, upland fringes and moorlands of Scottish Borders.
761. A preliminary assessment of the effects of the operation and maintenance of the Proposed Development on landscape character types (LCTs) is presented in Table 15.39   Open ▸ with reference to the ZTV analysis in Figure 15.9

Table 15.39: Preliminary Assessment of Landscape Character

Landscape Character Effects

762. The preliminary assessment of LCAs in Table 15.39   Open ▸ identifies that there are no LCTs that are likely to be significantly affected by the Proposed Development outside those coastal landscapes already considered as being associated with the CCAs and assessed in Table 15.27   Open ▸ to Table 15.38   Open ▸ .
763. The effect of the Proposed Development on landscape character is considered on LCTs outside and inland of CCAs and their associated coastal LCTs (Figure 15.3) where the land is, by definition, unlikely to have a strong visual relationship with the sea/tidal waters. CCAs already include and define the characteristics of land which has a strong visual relationship with the sea/tidal waters and coastal landscapes and are assessed in Table 15.27   Open ▸ to Table 15.38   Open ▸ .
764. LCTs that fall outside the CCA and associated coastal landscapes, as assessed in Table 15.39   Open ▸ are considered unlikely to experience significant effects because the Proposed Development is located at long distance offshore, and these are landscapes that do not have a strong visual relationship with the sea, where its character is fundamentally defined by other landscape based, terrestrial characteristics.
765. These LCAs are all located at very long distance from the Proposed Development, where views of the Proposed Development may only occur during infrequent periods of excellent visibility at long range. The majority of their area falls outside the ZTV, with only a limited geographic areas visibility. They are also essentially inland landscapes, that have limited visual relationship with the sea and derive their key characteristics from the agricultural, rolling landscape, valleys, rough grazing, uplands and settlement, generally with only limited views of the sea, such that sea views are not a key characteristic. Views from inland areas are also often across modified lowland and coastal landscapes, or are influenced by large scale existing onshore wind farms in the uplands. There is no likelihood of the perceived landscape characteristics of these LCTs set out in the preliminary assessment in Table 15.39   Open ▸ being significantly affected by the Proposed Development.
766. In summary, significant and adverse effects on landscape character have been avoided due to the location of the Proposed Development at long distance offshore resulting in low levels of effect on the perception of key landscape characteristics of terrestrial areas.

EFFECTS (DAYTIME) OF THE OPERATION AND MAINTENANCE OF THE PROPOSED DEVELOPMENT ON SPECIAL QUALITIES OF DESIGNATED LANDSCAPES