7.7 Other Features
7.7.1 International Maritime Organization Routeing Measures
There are no IMO routeing measures in the region.
7.7.2 Oil and Gas Infrastructure
There is no surface oil and gas infrastructure in the region, with the closest surface infrastructure the BW Catcher Floating Production Storage and Offloading (FPSO) at the Catcher Area Development, located approximately 73 nm to the east of the Proposed Development array area.
There are some wellheads located in the region, with the closest an abandoned well located approximately 5.9 nm to the north of the Proposed Development array area. All other wells in the region are also abandoned.
7.7.3 Marine Aggregate Dredging Areas
There are no marine aggregate dredging areas in the region, noting that there are no marine aggregate dredging areas currently licensed in Scotland.
7.7.4 Spoil Grounds
There are two areas of spoil ground located approximately 20 nm west of the Proposed Development array area in the approaches to the Firth of Tay. There is also an area of spoil ground located approximately 1.5 nm from the Proposed Development export cable corridor, close to the Skateraw landfall location.
7.7.5 Ammunition Disposal Grounds
There are two ammunition disposal grounds (disused) located approximately 11 nm west of the Proposed Development array area immediately east of the Isle of May.
7.7.6 Submarine Cables and Pipelines
There are no existing submarine cables or pipelines in the region. The export cable associated with NnG is currently being installed and runs between the south-west of the Proposed Development array area and Thorntonloch, on the East Lothian coast. Likewise, the export cable associated with Seagreen is currently being installed and runs between the west of the Proposed Development array area and Carnoustie, on the Angus coast.
7.7.7 Marine Environment High Risk Areas
There is a Marine Environment High Risk Areas (MEHRA) for the Isle of May, located approximately 21 nm west of the Proposed Development at the entrance to the Firth of Forth. MEHRAs are areas along the UK coast designed to “inform [ships’] Masters of areas where there is a real prospect of a problem arising. This prime purpose stands alone and regardless of any consequential defensive measures” (Lord Donaldson, 1994).
8 Meteorological Ocean Data
This section presents meteorological and oceanographic statistics local to the Proposed Development. The data presented in this section had been used as input to the collision and allision risk modelling (see section 16).
8.1 Wind
Based on wind direction data modelled by Vortex at a nearby location and at 10 m height, the proportion of the wind direction within each 30-degree interval is presented in Figure 8.1 Open ▸ in the form of a wind rose. It can be seen that winds are predominantly from the west to the south.
Figure 8.1 Wind Direction Distribution for Proposed Development
8.2 Wave
Based on significant wave height data recorded by Fugro between December 2010 and May 2012 at a location within the Proposed Development array area, the proportion of the sea state within each of three defined ranges, where the sea state is based upon significant wave height, is presented in Table 8.1 Open ▸ . It should be noted that the percentages presented are rounded to one decimal place.
Table 8.1 Sea State Distribution for Proposed Development
8.3 Visibility
Based on information provided in the Admiralty Sailing Directions (UKHO, 2021), the proportion of poor visibility (defined as the proportion of a year where the visibility can be expected to be less than 1 km) is 3%.
8.4 Tide
From UKHO Admiralty Chart 1407, currents within and in proximity to the Proposed Development are set in a generally north to south direction on the flood tide and north to south direction on the ebb tide. The greatest peak flood tidal rate is 1.4 knots (kt) and the greatest peak ebb tidal rate is also 1.4 kt. The peak speed and corresponding direction data for the flood and ebb tides for the relevant tidal diamonds on UKHO Admiralty Chart 1407 are presented in Table 8.2 Open ▸
Table 8.2 Peak Flood and Ebb Tidal Data in Proximity to Proposed Development
Based upon the available data, no hazards are expected at high water that would not also be expected at low water, and vice versa. The wind farm structures are not expected to result in any additional risk on the existing tidal streams in relation to their effect on existing shipping and navigation users.
9 Emergency Response
This section summarises the existing Search and Rescue (SAR) resources in the region, and issues being considered in relation to the Proposed Development.
9.1 Search and Rescue Helicopters
In July 2022, the Bristow Group were awarded a new 10-year contract by the MCA (as an executive agency of the DfT) beginning in September 2024 to provide helicopter SAR operations in the UK. Bristow have been operating the service since April 2015.
The SAR helicopter service is currently operated out of 10 base locations around the UK, with the closest to the Proposed Development located at Inverness Airport, approximately 94 nm to the north-west. This base operates two AgustaWestland 189 (AW189) helicopters. As part of the new MCA contract, Bristow will also launch two new seasonal bases in Fort William and Carlisle, with the latter likely to be relevant to the Proposed Development.
Of particular note to the Proposed Development array area and export cable corridor is the Prestwick SAR helicopter base 100 nm west of the Proposed Development array area, from which all SAR helicopter taskings in the Proposed Development export cable corridor departed from (see section 9.1.2).
The DfT has produced data on civilian SAR helicopter activity in the UK by the Bristow Group on behalf of the MCA between April 2015 and March 2021.
9.1.1 Proposed Development Array Area
The locations of SAR helicopter taskings within the Proposed Development array area shipping and navigation study area is presented in Figure 9.1 Open ▸ , colour-coded by tasking type.
Figure 9.1 DfT SAR Helicopter Taskings Data within Proposed Development Array Area Shipping and Navigation Study Area by Type (2015 to 2021)
There were two unique SAR incidents in the Proposed Development array area shipping and navigation study area between April 2015 and March 2021. Both taskings originated from the Inverness base with one involving a rescue/recovery and one involving a search only. The rescue/recovery tasking was supported and completed. The search-only tasking was complete with no casualties found. No SAR incidents were recorded within the Proposed Development array area itself.
9.1.2 Proposed Development Export Cable Corridor
The locations of SAR helicopter taskings within the Proposed Development export cable corridor shipping and navigation study area is presented in Figure 9.2 Open ▸ , colour-coded by tasking type.
Figure 9.2 DfT SAR Helicopter Taskings Data within Proposed Development Export Cable Corridor Shipping and Navigation Study Area by Type (2015 to 2021)
There were six SAR incidents in the Proposed Development export cable corridor shipping and navigation study area between April 2015 and March 2021. All six taskings originated from the Prestwick base. Only one incident was maritime, with three being coastal, and the other two being land-based. The maritime tasking involved a rescue/recovery and was terminated on scene.
9.2 Royal National Lifeboat Institution
The RNLI is organised into six divisions, with the relevant region for the Proposed Development being ‘Scotland’. Based out of more than 230 stations around the UK, there are over 400 active lifeboats across the RNLI fleet, including both all-weather lifeboats (ALB) and inshore lifeboats (ILB). RNLI lifeboats are available on a 24-hour basis throughout the year.
The closest RNLI station to the Proposed Development array area is at Eyemouth, located approximately 19 nm to the south-west, where both an ALB and ILB are in use. It is noted that the RNLI have a strategic performance standard of reaching casualties up to a maximum of 100 nm offshore.
As noted in section 9.2, the RNLI have a strategic performance standard of reaching casualties up to a maximum of 100 nm offshore.
The locations of incidents responded to by the RNLI within the Proposed Development array area shipping and navigation and export cable corridor study areas between 2010 and 2019 are presented in Figure 9.3 Open ▸ , colour-coded by incident type. The same data is presented in Figure 9.4 Open ▸ , colour-coded by casualty type. It is noted that hoaxes and false alarms have been excluded from the analysis.
Figure 9.3 RNLI Incident Data within Proposed Development Array Area Shipping and Navigation and Export Cable Corridor Study Areas by Incident Type (2010 to 2019)
Figure 9.4 RNLI Incident Data within Proposed Development Array Area Shipping and Navigation and Export Cable Corridor Study Areas by Casualty Type (2010 to 2019)
A total of 14 RNLI lifeboat launches to 11 unique incidents were reported within the Proposed Development array area shipping and navigation study area, corresponding to an average of one unique incident per year. Incidents were primarily located inshore of the Proposed Development array area.
Of the 14 unique incidents in the Proposed Development array area shipping and navigation study area, the most frequently recorded incident types were flooding/foundering and vessel may be in trouble (27% each). The other incident types recorded were machinery failure (18%), other (9%), person in danger (9%), and steering failure (9%).
Of the 14 unique vessels related to the recorded incidents in the Proposed Development array area shipping and navigation study area, the most frequently recorded casualties were recreational sailing vessels (45%) and fishing vessels (36%).
There was one incident recorded within the Proposed Development array area itself, involving an ‘other recreational’ vessel which may be in trouble.
The most common base stations recorded for lifeboat launches for incidents in the Proposed Development array area shipping and navigation study area was Eyemouth (45%) followed by Dunbar (18%) and Montrose (18%). Lifeboat launches were also reported out of the stations at Arbroath and Stonehaven.
A total of 65 RNLI lifeboat launches to 48 unique incidents were reported within the Proposed Development export cable corridor shipping and navigation study area, corresponding to an average of approximately five unique incidents per year. Incidents were primarily located close to the shoreline.
Of the 48 unique incidents in the Proposed Development export cable corridor shipping and navigation study area, the most frequently recorded incident types were machinery failure (36%) and person in danger (20%). Other recorded incident types included vessel may be in trouble (18%), collision (4%), steering failure (4%), capsize (2%), and flooding/foundering (2%). Incidents classed as ‘other’ comprised 13% of all unique incidents in the Proposed Development export cable corridor shipping and navigation study area. Incidents where the type was unspecified were not included in this analysis.
Of the 48 unique incidents in the Proposed Development export cable corridor shipping and navigation study area, recorded casualty types included fishing vessels (25%), powered recreational vessels (21%), person in danger (17%), personal craft (17%), sailing recreational vessels (10%), other recreational vessels (6%), other (non-vessel based) (2%), and other (vessel based) (2%).
There were nine incidents recorded within the Proposed Development export cable corridor itself, corresponding to approximately one incident per year. Of these incidents, the most frequently recorded incident types were machinery failure and vessel may be in trouble (22% each). Incidents where the type was unspecified were not included in this analysis. The most frequently recorded casualty types were personal craft (33%), fishing vessels (22%), and powered recreational vessels (22%).
The base station recorded for lifeboat launches for incidents in the Proposed Development export cable corridor shipping and navigation study area was Dunbar.
9.3 Maritime Rescue Coordination Centres and Joint Rescue Coordination Centres
Her Majesty’s Coastguard (HMCG), a division of the MCA, is responsible for requesting and tasking SAR resources made available to other authorities and for coordinating the subsequent SAR operations (unless they fall within military jurisdiction).
The HMCG coordinates SAR operations through a network of 11 Maritime Rescue Coordination Centres (MRCC), including a Joint Rescue Coordination Centre (JRCC) based in Hampshire.
All of the MCA’s operations, including SAR, are divided into three geographical regions. The ‘Scotland’ region covers the area encompassing the Proposed Development.
Each region is divided into six districts with its own MRCC, which coordinates the SAR response for maritime and coastal emergencies within its own district boundaries. The closest MRCC to the Proposed Development is at Aberdeen, located approximately 40 nm north of the Proposed Development array area.
9.4 Global Maritime Distress and Safety System
The Global Maritime Distress and Safety System (GMDSS) is a maritime communications system used for emergency and distress messages, vessel to vessel routeing communications and vessel to shore routine communications. It is implemented globally and vessels engaged in international voyages are obliged to carry GMDSS certified communication equipment.
There are four GMDSS sea areas, and in the UK, it is the responsibility of the MCA to ensure Very High Frequency (VHF) coverage from coastal stations within sea area A1. the Proposed Development is located within an A1 sea area, as shown in Figure 9.5 Open ▸ , and therefore in the event of an emergency any vessel located in proximity to the Proposed Development would be able to contact HMCG via VHF.
9.5 Marine Accident Investigation Branch
All UK flagged vessels and non-UK flagged vessels in UK territorial waters (12 nm), a UK port, or carrying passengers to a UK port are required to report incidents to the MAIB.
The locations of accidents, injuries and hazardous incidents reported to the MAIB within the Proposed Development array area shipping and navigation and export cable corridor study areas between 2010 and 2019 are presented in Figure 9.6 Open ▸ , colour-coded by incident type. The same data is presented in Figure 9.7 Open ▸ , colour-coded by vessel type.
Figure 9.6 MAIB Incident Data within Proposed Development Array Area Shipping and Navigation and Export Cable Corridor Study Areas by Incident Type (2010 to 2019)
Figure 9.7 MAIB Incident Data within Proposed Development Array Area Shipping and Navigation and Export Cable Corridor Study Areas by Vessel Type (2010 to 2019)
A total of three unique incidents were reported to the MAIB within the Proposed Development array area shipping and navigation study area, corresponding to an average of approximately one incident every three years. Two of these incidents occurred inshore of the Proposed Development array area with the other occurring north of the Proposed Development array area. No incidents were reported to the MAIB within or offshore of the Proposed Development array area, with the closest reported approximately 5 nm west of the Proposed Development array area.
Of the three incidents, there was one instance each of machinery failure, loss of control, and accident to person. All three incidents involved a fishing vessel. None of the incidents required the incident vessel to be towed or salvaged. There was one injury recorded, but no fatalities occurred.
A review of older MAIB incident data within the Proposed Development array area shipping and navigation study area between 2000 and 2009 indicates that the number of incidents has decreased over time, with four unique incidents recorded in the ten-year period, corresponding to an average of one incident every two to three years. Of the recorded incidents, all four incident types were machinery failure. Three of the vessels involved were fish catching/processing, with the other being a tanker.
A total of 14 unique incidents were reported to the MAIB within the Proposed Development export cable corridor shipping and navigation study area, corresponding to an average of approximately one to two incidents every year. Two of these incidents involved two vessels, resulting in a total of 16 vessels involved in incidents. Incidents were primarily located close to the shoreline.
Of the 14 unique incidents in the Proposed Development export cable corridor shipping and navigation study area, the most frequently recorded incident type was machinery failure (79%). The other two incident types recorded were hazardous incidents (14%) and flooding/foundering (7%).
Of the 16 vessels involved in the incidents in the Proposed Development export cable corridor shipping and navigation study area, the most frequently recorded vessel type was fishing vessels (81%).
There were four incidents recorded within the Proposed Development export cable corridor itself, all of which occurred close to the shoreline. Three of these incidents related to machinery failure for a fishing vessel with the other related to a hazardous incident between a tanker and a fishing vessel. None of the incidents required the incident vessel to be towed or salvaged. There were no injuries or fatalities noted for any of the recorded incidents.
A review of older MAIB incident data within the Proposed Development export cable corridor shipping and navigation study area between 2000 and 2009 indicates that the number of incidents has also decreased over time, with 18 unique incidents recorded in the ten-year period, corresponding to an average of just under two incidents every year. There were two instances of hazardous incidents between two vessels – one between a dry cargo vessel and fish catching/processing vessel, and another between a passenger cargo vessel and fish catching/processing vessel. Of the total recorded incidents in the Proposed Development export cable corridor, incident types were primarily machinery failure (72%), with hazardous incidents (22%) and accident to person (6%) also noted. Vessel types primarily involved included fish catching/processing (70%) and dry cargo (10%).
9.6 Historical Offshore Wind Farm Incidents
As of August 2022, there are 41 fully commissioned and generating offshore wind farms in the UK, ranging from the North Hoyle Offshore Wind Farm (fully commissioned in 2003) to Triton Knoll Offshore Wind Farm (fully commissioned in 2022). These developments consist of approximately 18,850 fully operational wind turbine years.
9.6.1 Incidents Involving UK Offshore Wind Farm Developments
MAIB incident data has been used to collate a list of historical collision and allision incidents involving UK offshore wind farm developments, which are summarised in Table 9.1 Open ▸ . Other sources have also been used to produce this list including the UK Confidential Human Factors Incident Reporting Programme (CHIRP) for Aviation and Maritime, International Marine Contractors Association (IMCA) and basic web searches. This list is limited to collision and allision incidents given their specific relevance to shipping and navigation. Only incidents that have been formally reported are captured.
The worst consequences reported for vessels involved in a collision or allision incident involving a UK offshore wind farm development have been related to minor flooding, with no life-threatening injuries to persons reported.
As of August 2022, there have been no collisions as a result of the presence of an offshore wind farm in the UK. The only reported collision incident in relation to a UK offshore wind farm involved a project vessel hitting a third-party vessel whilst in harbour.
As of August 2022, there have been 13 reported[6] cases of an allision between a vessel and a wind turbine (under construction, operational or disused) in the UK, with all but two involving a support vessel for the development and the errant vessel in each case under power rather than drifting. Therefore, there has been an average of 1,570 years of wind turbine operation per wind turbine allision incident in the UK. This is a conservative calculation given that only operational wind turbine years have been included (whereas allision incidents counted include non-operational wind turbines).
Table 9.1 Summary of Historical Collision and Allision Incidents Involving UK Offshore Wind Farm Developments
9.6.2 Incidents Involving Non-UK Offshore Wind Farms
It is acknowledged that collision and allision incidents involving non-UK offshore wind farm developments have also occurred. However, it is not possible to maintain a comprehensive list of such incidents.
One high profile non-UK incident which is noted is that involving a bulk carrier in January 2022 which dragged anchor during a storm in Dutch waters and collided with another anchored vessel. The vessel began to take on water, leading to all crew members being evacuated by helicopter. The vessel then continued to drift towards shore including though an under construction offshore wind farm where it allided with a WTG foundation and a platform foundation before being taken under tow.
9.6.3 Incidents Responded to by Vessels Associated with UK Offshore Wind Farm Developments
A list has been collated from news reports, basic web searches and experience of working with existing offshore wind farm developments, of historical incidents responded to by vessels associated with UK offshore wind farm developments. This list is summarised in Table 9.2 Open ▸ . It is noted that the initial causes of these incidents were not related to the associated offshore wind farms.
Table 9.2 Open ▸ comprises known incidents that were responded to by a wind farm vessel. Additional incidents associated with wind farms themselves are also known to have occurred. These incidents typically involve an accident to person which requires medical attention (including emergency response) but does not affect the operation of the vessel involved.
Table 9.2 Historical Incidents Responded to by Vessels Associated with UK Offshore Wind Farm Developments
10 Vessel Traffic Movements
This section presents an analysis of vessel traffic movements in relation to the Proposed Development array area and export cable corridor. The methodology for vessel traffic data collection, including details of the on-site vessel traffic surveys, is provided in section 5.2.
10.1 Proposed Development Array Area
A number of vessel tracks recorded during the Proposed Development array area survey periods were classified as temporary (non-routine), such as the tracks of the survey vessel, other non-routeing survey vessels and vessels associated with the construction of NnG and Seagreen. These have therefore been excluded from the analysis.
A plot of the vessel tracks recorded during a 14-day survey period in August 2022, colour-coded by vessel type and excluding temporary traffic, is presented in Figure 10.1 Open ▸ . A plot of the vessel tracks recorded during a further 14-day survey period in January 2021, colour-coded by vessel type and excluding temporary traffic, is presented in Figure 10.2 Open ▸ .
Figure 10.1 Vessel Traffic Movements within Proposed Development Array Area Shipping and Navigation Study Area by Vessel Type (14 Days Summer 2022)
Figure 10.2 Vessel Traffic Movements within Proposed Development Array Area Shipping and Navigation Study Area by Vessel Type (14 Days Winter 2021)
Plots of the vessel tracks for the summer and winter survey periods converted to a density heat map are presented in Figure 10.3 Open ▸ and Figure 10.4 Open ▸ , respectively. It can be seen that, during the summer period there is negligible vessel density where the Proposed Development array area overlaps Seagreen. In contrast, during the winter period (which predates the start of Seagreen construction) some vessel density was observed where the Proposed Development array area overlaps Seagreen.
Figure 10.3 Vessel Density Heat Map within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Summer 2022)
Figure 10.4 Vessel Density Heat Map within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Winter 2021)
10.1.1 Vessel Counts
For the 14 days analysed in the summer survey period, there was an average of 14 unique vessels per day recorded within the Proposed Development array area shipping and navigation study area. In terms of vessels intersecting the Proposed Development array area itself, there was an average of three to four unique vessels per day.
The daily number of unique vessels recorded within the Proposed Development array area shipping and navigation study area and the Proposed Development array area itself during the summer survey period are presented in Figure 10.5 Open ▸ . Since the survey commenced and concluded midway through the first and last days of the summer survey period (as described in section 5.2), the first and last days are partial.
Figure 10.5 Unique Vessels per Day within the Proposed Development Array Area and Shipping and Navigation Study Area (14 Days Summer 2022)
Throughout the summer survey period, approximately 25% of unique vessel tracks recorded within the Proposed Development array area shipping and navigation study area intersected the Proposed Development array area itself.
The busiest day recorded within the Proposed Development array area shipping and navigation study area throughout the summer survey period was 12 August when 25 unique vessels were recorded. The busiest days recorded within the Proposed Development array area itself throughout the summer survey period was 11 August when eight unique vessels were recorded.
The quietest full days recorded within the Proposed Development array area shipping and navigation study area throughout the summer survey period were 7 August and 1 August when nine unique vessels were recorded each. The quietest full days recorded within the Proposed Development array area itself throughout the summer survey period were 7 August and 15 August when one unique vessel was recorded each.
For the 14 days analysed in the winter survey period, there was an average of 14 unique vessels per day recorded within the Proposed Development array area shipping and navigation study area. In terms of vessels intersecting the Proposed Development array area itself, there was an average of five unique vessels per day.
The daily number of unique vessels recorded within the Proposed Development array area shipping and navigation study area and the Proposed Development array area itself during the winter survey period are presented in Figure 10.6 Open ▸ .
Figure 10.6 Unique Vessels per Day within Proposed Development Array Area and Shipping and Navigation Study Area (14 Days Winter 2021)
Throughout the winter survey period approximately 36% of unique vessel tracks recorded within the Proposed Development array area shipping and navigation study area intersected the Proposed Development array area itself.
The busiest day recorded within the Proposed Development array area shipping and navigation study area throughout the winter survey period was 23 January when 24 unique vessels were recorded. The busiest day recorded within the Proposed Development array area itself throughout the winter survey period was also 23 January when nine unique vessels were recorded.
The quietest day recorded within the Proposed Development array area shipping and navigation study area throughout the winter survey period was 12 January when nine unique vessels were recorded. The quietist day recorded within the Proposed Development array area itself throughout the winter survey period was 17 January when one unique vessel was recorded.
10.1.2 Vessel Types
The percentage distribution of the main vessel types recorded within the Proposed Development array area shipping and navigation study area and the Proposed Development array area itself is presented in Figure 10.7 Open ▸ .
Figure 10.7 Vessel Type Distribution within Proposed Development Array Area and Shipping and Navigation Study Area (28 Days Summer 2022 and Winter 2021)
Throughout the summer period, the most common vessel types in the Proposed Development array area shipping and navigation study area were tankers (30%), cargo vessels (23%), and passenger vessels (12%). Throughout the winter period, the most common vessel types were cargo vessels (37%), tankers (32%), and fishing vessels (13%).
It is noted that no commercial ferries were identified in the winter vessel traffic survey data, which aligns with feedback provided by Forth Ports during consultation (see 10 June 2020 entry in Table 4.1 Open ▸ ).
10.1.2.1 Cargo Vessels
The tracks of cargo vessels recorded within the Proposed Development array area shipping and navigation study area throughout the summer 2022 survey period are presented in Figure 10.8 Open ▸ . Following this, the tracks of cargo vessels recorded within the Proposed Development array area shipping and navigation study area throughout the winter 2021 survey period are presented in Figure 10.9 Open ▸ .
Figure 10.8 Cargo Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Summer 2022)
Figure 10.9 Cargo Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Winter 2021)
Throughout the survey periods an average of four unique cargo vessels per day were recorded within the Proposed Development array area shipping and navigation study area. Regular cargo vessel routeing included north-south following the UK east coast, north-west-south-east out of Montrose and east-west out of the Firth of Forth. Cargo vessels avoided the Seagreen buoyed construction area during the summer period.
The majority of cargo vessels recorded within the Proposed Development array area shipping and navigation study area were general cargo (79%). Other subtypes included bulk carriers (10%) and containerships (8%).
10.1.2.2 Tankers
The tracks of tankers recorded within the Proposed Development array area shipping and navigation study area throughout the summer 2022 survey period are presented in Figure 10.10 Open ▸ . Following this, the tracks of tankers recorded within the Proposed Development array area shipping and navigation study area throughout the winter 2021 survey period are presented in Figure 10.11 Open ▸ .
Figure 10.10 Tanker Traffic within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Summer 2022)
Figure 10.11 Tanker Traffic within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Winter 2021)
Throughout the survey periods an average of four unique tankers per day were recorded within the Proposed Development array area shipping and navigation study area. Regular tanker routeing included east-west out of the Firth of Forth and north-south following the UK east coast. Tankers avoided the Seagreen buoyed construction area during the summer period.
Tanker subtypes recorded within the Proposed Development array area shipping and navigation study area included oil/chemical tankers (30%), oil products tankers (20%) and Liquid Petroleum Gas (LPG) tankers (18%).
10.1.2.3 Commercial Fishing Vessels
Vessel Traffic Survey Data
Commercial fishing vessel data was extracted from the vessel tracks recorded during the vessel traffic surveys. It is noted that the term ‘fishing vessel’ as used throughout this NRA refers to commercial fishing vessels, and any non-commercial fishing activity (such as rod and line angling) is categorised under recreational vessel activity. On this basis the tracks of commercial fishing vessels recorded within the Proposed Development array area shipping and navigation study area throughout both survey periods are presented in Figure 10.12 Open ▸ .
Figure 10.12 Commercial Fishing Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (28 Days Summer 2022 and Winter 2021)
Throughout the survey periods an average of one to two unique commercial fishing vessels per day passed within the Proposed Development array area shipping and navigation study area. Of the commercial fishing vessels recorded, 84% were recorded via AIS with 14% recorded via radar and 2% recoded via visual observations. Although AIS is only mandatory for commercial fishing vessels greater than 15 m LOA, 81% of the commercial fishing vessels recorded using AIS were under 15 m LOA.
Those commercial fishing vessels observed within the Seagreen buoyed construction area were recorded during the winter period, prior to the start of Seagreen construction.
Based on the average speed and behaviour of vessel tracks, there is a substantial volume of the fishing vessel activity in the Proposed Development array area shipping and navigation study area that is characteristic of active fishing rather than transits.
Fishing gear type could only be identified for 28% of the commercial fishing vessels recorded. The most common fishing gear types recorded in the Proposed Development array area shipping and navigation study area throughout the survey periods were potter/whelkers (62%) and demersal trawlers (15%).
Nationality could be identified for 87% of the commercial fishing vessels recorded, with the remaining 13% consisting of the commercial fishing vessels recorded via radar/visual observation. The nationality of all commercial fishing vessels able to be recorded was British.
Vessel Monitoring System Data
In addition to the vessel traffic survey data, Vessel Monitoring System (VMS) data recorded between July 2018 and June 2021 has also been analysed within the Proposed Development array area shipping and navigation study area (noting that this period predates the start of Seagreen construction – Seagreen is included in Figure 10.13 Open ▸ for context). A density grid, using the VMS data during this period as input, is presented in Figure 10.13 Open ▸ .
Figure 10.13 VMS Fishing Vessel Density (July 2018 – June 2021)
The highest density areas were to the north of the Proposed Development array area and within the northern part of Proposed Development array area. This correlates well with the long-term AIS data for fishing vessels during 2019 presented in Appendix E, noting that this also predates the start of Seagreen construction.
Comparison with volume 2, chapter 12
The baseline established in volume 2, chapter 12 indicates that overall commercial fishing activity is most prominent in coastal areas, particularly in the approaches to the Firth of Forth and much further north, south of Stonehaven. Activities around the Firth of Forth are dominated by demersal stern trawlers with activity further north dominated by scallop dredgers, with some contribution from whelkers/potters. The nationality of almost all fishing vessels observed was British.
This shows good agreement with the baseline established in this section, in terms of the fishing gear types and nationalities identified. In terms of the distribution of commercial fishing vessel activity, there is also reasonable agreement, noting that the extent of the Proposed Development array area shipping and navigation study area does not allow for detailed comparison in relation to coastal activities.
10.1.2.4 Oil and Gas Vessels
Vessel Traffic Survey Data
The tracks of oil and gas vessels recorded within the Proposed Development array area shipping and navigation study area throughout both survey periods are presented in Figure 10.14 Open ▸ .
Figure 10.14 Oil and Gas Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (28 Days Summer 2022 and Winter 2021)
Throughout the survey periods an average of one unique oil and gas vessel per day passed through the Proposed Development array area shipping and navigation study area. The majority of these vessels were on passage north-south between Aberdeen and gas fields in the Southern North Sea.
Those oil and gas vessels observed within the Seagreen buoyed construction area were recorded during the winter period, prior to the start of Seagreen construction.
Long-Term Vessel Traffic Data
Following consultation with the UK Chamber of Shipping and Forth Ports, it was confirmed that occasional vessel traffic movements associated with jack-ups, semi-submersibles and other platforms occur in the region.
Although no such activities were identified in the vessel traffic survey data, one such instance was identified in the long-term vessel traffic data; this involved an FPSO being towed by two tugs and supported by two other vessels east-west into Dundee, passing the Proposed Development array area at a minimum distance of approximately 1.8 nm. A plot showing this activity is presented in Appendix E, with Forth Ports confirming in consultation that such activities occur infrequently; based on arrivals data provided by Forth Ports there have been an average of eight rig callings per year at ports in the Forth and Tay in the seven-year period between 2015 and 2021.
10.1.2.5 Recreational Vessels
Vessel Traffic Survey Data
For the purposes of the NRA, recreational activity includes sailing and motor craft of between 2.4 and 24 m LOA. The tracks of recreational vessels recorded within the Proposed Development array area shipping and navigation study area throughout both survey periods are presented in Figure 10.15 Open ▸ .
Figure 10.15 Recreational Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (28 Days Summer 2022 and Winter 2021)
One recreational vessel per day was recorded within the Proposed Development array area shipping and navigation study area during the summer survey period, with none recorded during the winter survey period. All recreational vessels were recorded via AIS, with no recreational vessels recorded via radar.
RYA Coastal Atlas of Recreational Boating
In addition to the vessel traffic survey data, the RYA Coastal Atlas of Recreational Boating (RYA, 2019) has been reviewed for the region. The RYA Coastal Atlas may be used to “help identify and protect areas of importance to recreational boaters, to advise on new development proposals and in discussions over navigational safety”. The RYA Coastal Atlas includes a heat map indicating the density of recreational activity around the UK coast as well as features relevant to recreational boating such as general boating areas, clubs, training centres and marinas.
Figure 10.16 Open ▸ presents a plot of the RYA Coastal Atlas heat map relative to the Proposed Development array area. Following this, Figure 10.17 Open ▸ presents a plot of features relevant to recreational boating.
Figure 10.16 RYA Coastal Atlas Heat Map in Proximity to Proposed Development
Figure 10.17 RYA Coastal Atlas Features in Proximity to Proposed Development
Higher density recreational traffic is observed towards the coast and the Firth of Forth, with a gradual decrease culminating in sparse activity within the Proposed Development array area. There are a number of RYA facilities along the coast in the vicinity, with the nearest general boating area located approximately 13 nm west of the Proposed Development array area.
Consultation Feedback
During consultation, RYA Scotland stated that only around 20% to 25% of cruising vessels in the region transmit an AIS signal (see 9 March and 28 September 2021 entries in Table 4.1 Open ▸ ) and numbers should be multiplied by five to obtain a more accurate estimate of recreational activity. On this basis, from the long-term vessel traffic data (which consists of AIS only) there are estimated to be an average of two to three unique vessels per day.
The Forth Yacht Clubs Association indicated that smaller recreational vessels – which are less likely to carry AIS – generally route inshore of the Proposed Development array area (see 28 September 2021 entry in Table 4.1 Open ▸ ). This correlates with the density heat map and general boating areas from the RYA Coastal Atlas which highlight more coastal areas as popular for recreational vessels.
10.1.2.6 Passenger Vessels
Vessel Traffic Survey Data
Figure 10.18 Open ▸ presents the passenger vessels recorded within the Proposed Development array area study area during the summer survey period.
Figure 10.18 Passenger Vessel Traffic within Proposed Development Array Area Shipping and Navigation Study Area (14 Days Summer 2022)
An average of one to two unique passenger vessels per day were recorded within the Proposed Development shipping and navigation study area during the summer survey period, with all passenger vessels recorded being cruise liners on destinations to/from ports in the Firth of Forth. No passenger vessels were recorded within the Proposed Development array area shipping and navigation study area throughout the winter survey period, however. Following an assessment of long-term vessel traffic data (see Appendix E), it is concluded that this, as well as the lack of regularly scheduled passenger vessels, is likely a result of the COVID-19 pandemic which has had a substantial effect on shipping movements globally (see section 5.4.3).
Consultation Feedback
During consultation, Forth Ports confirmed that during the COVID-19 pandemic there were no visits by cruise ships to the Firth of Forth, but under normal circumstances there are around 125 visits per year by cruise ships. An estimated 170 passenger vessel transits were observed within the long-term vessel traffic data in and out of the Firth of Forth. However it is noted that the Proposed Development array area shipping and navigation study area does not capture all passenger vessel movements in and out of the Firth of Forth, and due to cruise schedules numbers are subject to fluctuation season on season.
10.1.3 Vessel Sizes
10.1.3.1 Vessel Length Overall
A plot of all vessel tracks (excluding temporary traffic) recorded within the Proposed Development array area shipping and navigation study area throughout the survey periods, colour-coded by length overall (LOA), is presented in Figure 10.19 Open ▸ . Following this, the distribution of these LOA classes by survey period is presented in Figure 10.20 Open ▸ .
Figure 10.19 Vessel Traffic Movements within Proposed Development Array Area Shipping and Navigation Study Area by Vessel LOA (28 Days Summer 2022 and Winter 2021)
Figure 10.20 Vessel LOA Distribution within Proposed Development Array Area and Shipping and Navigation Study Area (28-Days Summer 2022 and Winter 2021)
Vessel LOA was available for approximately 98% of vessels recorded in the Proposed Development array area shipping and navigation study area throughout both survey periods and ranged from 8 m for a potter fishing vessel to 330 m for three crude oil tankers.
Excluding the vessels for which an LOA was not available, the average LOA of all vessels within the Proposed Development array area shipping and navigation study area throughout the summer and winter survey periods was 89 m and 94 m, respectively.