Appendix B Hazard Log
The complete hazard log, created following the first Hazard Workshop and updated following the second Hazard Workshop, is presented in Table B.1.
Table B.1 Hazard Log
Hazard ID | Hazard Type | Hazard Title | Phase (C/O/D) | Embedded Mitigation | Possible Causes | Most Likely Consequences | Realistic Most Likely Consequences | Worst Case Consequences | Realistic Worst Case Consequences | Further Mitigation and Additional Comments | |||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Consequences | Risk | Consequences | Risk | ||||||||||||||||||||
Commercial Vessels (Including Cargo, Tanker, Passenger and Oil and Gas) | |||||||||||||||||||||||
C1 | Displacement | Commercial vessels may be displaced from their historical standard routes due to construction activities associated with the Proposed Development | C/D |
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| Increased encounters involving commercial vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 5 | 1 | 2 | 1 | 3 | 1.8 | Tolerable | Increased encounters involving commercial vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance, impacting on schedules | 3 | 3 | 3 | 3 | 4 | 3.3 | Tolerable |
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C2 | Displacement | Commercial vessels may be displaced from their existing adverse weather routes due to construction activities associated with the Proposed Development | C/D |
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| Commercial vessel is able to identify a suitable alternative route in adverse weather | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial vessel is unable to identify a suitable alternative route in adverse weather resulting in an unsafe passage or the passage not being made at all with subsequent impacts on schedules | 1 | 4 | 3 | 4 | 4 | 3.8 | Broadly Acceptable |
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C3 | Collision risk | The presence of project vessels during construction may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between commercial vessels and project vessels | C/D |
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| Increased encounters involving commercial vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving commercial vessels and project vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 4 | 4 | 4 | 4.0 | Broadly Acceptable |
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C4 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for commercial vessels | C/D |
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| Increased encounters involving commercial vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving commercial vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 4 | 4 | 4 | 4.0 | Broadly Acceptable |
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C5 | Allision risk | Partially complete and completed structures within the Proposed Development array area could create an allision risk (powered or drifting) to passing commercial traffic | C/D |
|
| Commercial vessel passes structure at unsafe distance and has to make late adjustment to course/speed | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial vessel allides with structure resulting in vessel damage, injury and potentially pollution | 2 | 4 | 4 | 4 | 4 | 4.0 | Tolerable |
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C6 | Port access | Access to local ports for commercial vessels may be impacted due to construction/ decommissioning activities associated with the Proposed Development | C/D |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 2 | 1 | 1 | 1 | 3 | 1.5 | Broadly Acceptable | Details of additional rig movements in the area have been requested by UK Chamber of Shipping. | |
C7 | Displacement | Commercial vessels may be displaced from their existing standard routes due to the presence of the Proposed Development | O |
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| Increased encounters involving commercial vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 5 | 1 | 2 | 1 | 3 | 1.8 | Tolerable | Increased encounters involving commercial vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules | 3 | 3 | 3 | 3 | 4 | 3.3 | Tolerable |
| |
C8 | Displacement | Commercial vessels may be displaced from their existing adverse weather routes due to the presence of the Proposed Development | O |
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| Commercial vessel is able to identify a suitable alternative route in adverse weather | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial vessel is unable to identify a suitable alternative route in adverse weather resulting in an unsafe passage or the passage not being made at all with subsequent impacts on schedules | 1 | 4 | 3 | 4 | 4 | 3.8 | Broadly Acceptable |
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C9 | Collision risk | The presence of project vessels during operation may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between third-party commercial vessels and project vessels | O |
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| Increased encounters involving commercial vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving commercial vessels and project vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 4 | 4 | 4 | 4.0 | Broadly Acceptable |
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C10 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for commercial vessels | O |
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| Increased encounters involving commercial vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving commercial vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 4 | 4 | 4 | 4.0 | Broadly Acceptable |
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C11 | Allision risk | Structures within the Proposed Development array area could create an allision risk (powered or drifting) to passing commercial traffic | O |
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| Commercial vessel passes structure at unsafe distance and has to make late adjustment to course/speed | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Commercial vessel allides with structure resulting in vessel damage, injury and potentially pollution | 3 | 4 | 4 | 4 | 4 | 4.0 | Tolerable |
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C12 | Port access | Access to local ports for commercial vessels may be impacted due to operation activities associated with the Proposed Development | O |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 2 | 1 | 1 | 1 | 3 | 1.5 | Broadly Acceptable | Details of additional rig movements in the area have been requested by UK Chamber of Shipping. | |
C13 | Anchor interaction | The presence of subsea cables associated with the Proposed Development may increase the likelihood of anchor interaction for commercial vessels including a snagging risk | O |
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| Commercial vessel anchors on or drags anchor over an installed cable/protection but no interaction occurs | 1 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial vessel anchors on or drags anchor over an installed cable/protection resulting in damage to the cable/protection and/or anchor | 1 | 1 | 1 | 2 | 2 | 1.5 | Broadly Acceptable |
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C1 | Displacement | Commercial vessels may be displaced from their historical standard routes due to construction activities associated with the Proposed Development | C/D |
|
| Increased encounters involving commercial vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 5 | 1 | 2 | 1 | 3 | 1.8 | Tolerable | Increased encounters involving commercial vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance, impacting on schedules | 3 | 3 | 3 | 3 | 4 | 3.3 | Tolerable |
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Commercial Fishing Vessels (in Transit) | |||||||||||||||||||||||
F1 | Displacement | Commercial fishing vessels may be displaced from their historical routes due to construction activities associated with the Proposed Development | C/D |
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| Increased encounters involving commercial fishing vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 4 | 1 | 2 | 1 | 2 | 1.5 | Broadly Acceptable | Increased encounters involving commercial fishing vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules | 2 | 3 | 2 | 2 | 3 | 2.5 | Broadly Acceptable |
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F2 | Collision risk | The presence of project vessels during construction may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between commercial fishing vessels and project vessels | C/D |
|
| Increased encounters involving commercial fishing vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving commercial fishing vessels and project vessels that impact on compliance with COLREGs and result in collisions | 2 | 4 | 3 | 3 | 3 | 3.3 | Broadly Acceptable | Project activities may coincide with most active commercial fishing vessel periods since winter is a less attractive time for both vessel types to be active | |
F3 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for commercial fishing vessels | C/D |
|
| Increased encounters involving commercial fishing vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving commercial fishing vessels that impact on compliance with COLREGs and result in collisions | 2 | 4 | 3 | 3 | 3 | 3.3 | Broadly Acceptable | Displacement of commercial vessels into fishing grounds (particularly at night) may result in increased collision risk for commercial fishing vessels. However, the reduction in the array area has increased available sea room which will reduce resulting displacement and subsequent collision risk. | |
F4 | Allision risk | Partially complete and completed structures within the Proposed Development array area could create an allision risk (powered or drifting) to passing commercial fishing traffic | C/D |
|
| Commercial fishing vessel passes structure at unsafe distance and has to make late adjustment to course/speed | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial fishing vessel allides with structure resulting in vessel damage, injury and potentially pollution | 2 | 4 | 3 | 4 | 3 | 3.5 | Broadly Acceptable |
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F5 | Port access | Access to local ports for commercial fishing vessels may be impacted due to construction/ decommissioning activities associated with the Proposed Development | C/D |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 1 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable |
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F6 | Displacement | Commercial fishing vessels may be displaced from their existing standard routes due to the presence of the Proposed Development | O |
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| Increased encounters involving commercial fishing vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 3 | 1 | 2 | 1 | 2 | 1.5 | Broadly Acceptable | Increased encounters involving commercial fishing vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules | 2 | 3 | 2 | 2 | 3 | 2.5 | Broadly Acceptable | Given swell in waves in winter, it will not be possible for fishing vessels to transit through the array during adverse | |
F7 | Collision risk | The presence of project vessels during operation may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between third-party commercial fishing vessels and project vessels | O |
|
| Increased encounters involving commercial fishing vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving commercial fishing vessels and project vessels that impact on compliance with COLREGs and result in collisions | 2 | 4 | 3 | 3 | 3 | 3.3 | Broadly Acceptable | Project activities may coincide with most active commercial fishing vessel periods since winter is a less attractive time for both vessel types to be active | |
F8 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for commercial fishing vessels | O |
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| Increased encounters involving commercial fishing vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving commercial fishing vessels that impact on compliance with COLREGs and result in collisions | 2 | 4 | 3 | 3 | 3 | 3.3 | Broadly Acceptable | Displacement of commercial vessels into fishing grounds (particularly at night) may result in increased collision risk for commercial fishing vessels. However, the reduction in the array area has increased available sea room which will reduce resulting displacement and subsequent collision risk. | |
F9 | Allision risk | Structures within the Proposed Development array area could create an allision risk (powered or drifting) to passing commercial fishing traffic | O |
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| Commercial fishing vessel passes structure at unsafe distance (including internally within array) and has to make late adjustment to course/speed | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Commercial fishing vessel allides with structure (including while internally within array) resulting in vessel damage, injury and potentially pollution | 3 | 4 | 3 | 4 | 3 | 3.5 | Tolerable | Concerns raised relating to internal navigation for fishing vessels in adverse weather given the minimum spacing. This will be assessed as part of allision risk in the NRA noting that the minimum spacing is unchanged from that presented in the first Hazard Workshop. | |
F10 | Port access | Access to local ports for commercial fishing vessels may be impacted due to operation activities associated with the Proposed Development | O |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 1 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable |
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F11 | Anchor interaction | The presence of subsea cables associated with the Proposed Development may increase the likelihood of anchor interaction for commercial fishing vessels including a snagging risk | O |
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| Commercial fishing vessel anchors on or drags anchor over an installed cable/protection but no interaction occurs | 2 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Commercial fishing vessel anchors on or drags anchor over an installed cable/protection resulting in damage to the cable/protection and/or anchor | 1 | 1 | 1 | 2 | 2 | 1.5 | Broadly Acceptable | Snagging risk associated with commercial fishing gear will be assessed separately outside the scope of the NRA | |
Recreational Vessels (2.5 to 24 m LOA) | |||||||||||||||||||||||
R1 | Displacement | Recreational vessels may be displaced from their historical cruising routes due to construction activities associated with the Proposed Development | C/D |
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| Increased encounters involving recreational vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 4 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable | Increased encounters involving recreational vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules | 2 | 3 | 2 | 2 | 3 | 2.5 | Broadly Acceptable | Continental recreational vessels are less likely to be familiar with the Proposed Development and therefore are more likely to transit through the array | |
R2 | Collision risk | The presence of project vessels during construction may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between recreational vessels and project vessels | C/D |
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| Increased encounters involving recreational vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving recreational vessels and project vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 2 | 3 | 2 | 2.8 | Broadly Acceptable |
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R3 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for recreational vessels | C/D |
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| Increased encounters involving recreational vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving recreational vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 2 | 3 | 2 | 2.8 | Broadly Acceptable |
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R4 | Allision risk | Partially complete and completed structures within the Proposed Development array area could create an allision risk (powered or drifting) to passing recreational traffic | C/D |
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| Recreational vessel passes structure at unsafe distance and has to make late adjustment to course/speed | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Recreational vessel allides with structure resulting in vessel damage, injury and potentially pollution | 2 | 4 | 2 | 3 | 2 | 2.8 | Broadly Acceptable | Continental recreational vessels are less likely to be familiar with the Proposed Development and therefore are more likely to transit through the array | |
R5 | Port access | Access to local ports for recreational vessels may be impacted due to construction/ decommissioning activities associated with the Proposed Development | C/D |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 1 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable |
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R6 | Displacement | Recreational vessels may be displaced from their existing cruising routes due to the presence of the Proposed Development | O |
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| Increased encounters involving recreational vessels that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules | 3 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable | Increased encounters involving recreational vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules | 2 | 3 | 2 | 2 | 2 | 2.3 | Broadly Acceptable | Continental recreational vessels are less likely to be familiar with the Proposed Development and therefore are more likely to transit through the array | |
R7 | Collision risk | The presence of project vessels during operation may increase the likelihood of vessel to vessel encounters and subsequently increase the collision risk between recreational vessels and project vessels | O |
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| Increased encounters involving recreational vessels and project vessels that do not impact on compliance with the COLREGs | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased encounters involving recreational vessels and project vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 2 | 3 | 2 | 2.8 | Broadly Acceptable |
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R8 | Collision risk | Displaced vessels may lead to increased traffic densities in certain areas and a subsequent increase in collision risk for recreational vessels | O |
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| Increased encounters involving recreational vessels that do not impact on compliance with the COLREGs | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Increased encounters involving recreational vessels that impact on compliance with COLREGs and result in collisions | 1 | 4 | 2 | 3 | 2 | 2.8 | Broadly Acceptable |
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R9 | Allision risk | Structures within the Proposed Development array area could create an allision risk (powered or drifting) to recreational traffic | O |
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| Recreational vessel passes structure at unsafe distance (including internally within array) and has to make late adjustment to course/speed | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Recreational vessel allides with structure (including while internally within array) resulting in vessel damage, injury and potentially pollution | 3 | 4 | 2 | 4 | 2 | 3.0 | Tolerable | Continental recreational vessels are less likely to be familiar with the Proposed Development and therefore are more likely to transit through the array | |
R10 | Port access | Access to local ports for recreational vessels may be impacted due to operation activities associated with the Proposed Development | O |
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| Increased journey time/distance but does not impact on schedules | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Increased journey time/distance impacting on schedules | 1 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable |
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R11 | Anchor interaction | The presence of subsea cables associated with the Proposed Development may increase the likelihood of anchor interaction for recreational vessels including a snagging risk | O |
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| Recreational vessel anchors on or drags anchor over an installed cable/protection but no interaction occurs | 2 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Recreational vessel anchors on or drags anchor over an installed cable/protection resulting in damage to the cable/protection and/or anchor | 1 | 1 | 1 | 2 | 1 | 1.3 | Broadly Acceptable | Snagging risk associated with commercial fishing gear will be assessed separately outside the scope of the NRA | |
All Vessels | |||||||||||||||||||||||
A1 | Under keel clearance | The implementation of cable protection to cables associated with the Proposed Development may reduce water depths in proximity and therefore reduce the under keel clearance for all vessels | O |
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| Vessel transits over an area of reduced clearance causing vibration etc. but does not make contact | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Vessel makes contact with cable protection resulting in damage to the vessel, injury and potentially pollution | 2 | 3 | 4 | 3 | 3 | 3.3 | Broadly Acceptable |
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A2 | Interference with navigational equipment | Communication and position fixing equipment may be affected by the presence of installations within the Proposed Development array area or export cable corridor | O | None |
| Installations have no effect upon the radar, communications and navigation equipment on a vessel | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Minor level of radar interference due to the installations | 3 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable |
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A3 | Use of aids to navigation | The presence of structures associated with the Proposed Development may prevent or limit the use of existing aids to navigation | O |
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| Short-term inability to utilise an aid to navigation but no effect on the vessel's transit | 4 | 1 | 1 | 1 | 1 | 1.0 | Broadly Acceptable | Short-term inability to utilise an aid to navigation (such as Bell Rock) resulting in an allision or grounding incident with damage to vessel, injury and potentially pollution | 2 | 4 | 4 | 4 | 4 | 4.0 | Tolerable |
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Emergency Responders | |||||||||||||||||||||||
E1 | Emergency response capability | The presence of the Proposed Development will increase the number of vessels in the area which may result in an increased number of incidents requiring emergency response and may reduce access for SAR responders | C/O/D |
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| Delay to response request | 2 | 1 | 1 | 1 | 2 | 1.3 | Broadly Acceptable | Delay to response request leading to loss of life | 1 | 5 | 5 | 5 | 5 | 5.0 | Tolerable |
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Cumulative – All Vessel Types | |||||||||||||||||||||||
Cumul1 | Cumulative displacement leading to increased encounters and collision risk | Vessels may be displaced from their existing standard routes/operational areas due to construction activities associated with the Proposed Development and other offshore developments in the area | C/D |
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| Increased encounters that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules/routine | 5 | 1 | 3 | 1 | 4 | 2.3 | Tolerable | Increased encounters involving vessels and impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules/routine | 3 | 4 | 4 | 4 | 4 | 4.0 | Tolerable | Questions raised over potential for 'crossroads' to be created by traffic passing in different directions in the same sea area. This will be cumulatively assessed in the NRA.
The potential for potting activity within the gap between the Proposed Development array area and Seagreen 1 was raised. This will be assessed in liaison with the commercial fisheries chapter of the Offshore EIA Report. | |
Cumul2 | Cumulative displacement leading to increased encounters and collision risk | Vessels may be displaced from their existing adverse weather routes due to construction activities associated with the Proposed Development and other offshore developments in the area | C/D |
|
| Vessel is able to identify a suitable alternative route in adverse weather | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Vessel is unable to identify a suitable alternative route in adverse weather resulting in an unsafe passage or the passage not being made at all with subsequent impacts on schedules/routine | 2 | 4 | 4 | 4 | 5 | 4.3 | Tolerable | Questions raised over potential for 'crossroads' to be created by traffic passing in different directions in the same sea area. This will be cumulatively assessed in the NRA.
The potential for potting activity within the gap between the Proposed Development array area and Seagreen 1 was raised. This will be assessed in liaison with the commercial fisheries chapter of the Offshore EIA Report. | |
Cumul3 | Cumulative displacement leading to increased encounters and collision risk | Vessels may be displaced from their existing standard routes due to the presence of the Proposed Development and other offshore developments in the area | O |
|
| Increased encounters that do not impact on compliance with the COLREGs but result in increased journey time/distance impacting on schedules/routine | 5 | 1 | 2 | 1 | 2 | 1.5 | Tolerable | Increased encounters creating impacts on compliance with COLREGs and resulting in increased journey time/distance impacting on schedules/routine | 4 | 3 | 3 | 3 | 3 | 30 | Tolerable | Given swell in waves in winter, it will not be possible for fishing vessels to transit through the array, however cumulatively small craft may be pushed into the array bringing risks with winds coming from different direction.
Questions raised over potential for 'crossroads' to be created by traffic passing in different directions in the same sea area. This will be cumulatively assessed in the NRA.
The potential for potting activity within the gap between the Proposed Development array area and Seagreen 1 was raised. This will be assessed in liaison with the commercial fisheries chapter of the Offshore EIA Report. | |
Cumul4 | Cumulative displacement leading to increased encounters and collision risk | Vessels may be displaced from their existing adverse weather routes due to construction activities associated with the Proposed Development and other offshore developments in the area | O |
|
| Vessel is able to identify a suitable alternative route in adverse weather | 5 | 1 | 1 | 1 | 1 | 1.0 | Tolerable | Vessel is unable to identify a suitable alternative route in adverse weather resulting in an unsafe passage or the passage not being made at all with subsequent impacts on schedules/routine | 2 | 4 | 4 | 4 | 5 | 4.3 | Tolerable | Given swell in waves in winter, it will not be possible for fishing vessels to transit through the array, however cumulatively small craft may be pushed into the array bringing risks with winds coming from different direction.
Questions raised over potential for 'crossroads' to be created by traffic passing in different directions in the same sea area. This will be cumulatively assessed in the NRA.
The potential for potting activity within the gap between the Proposed Development array area and Seagreen 1 was raised. This will be assessed in liaison with the commercial fisheries chapter of the Offshore EIA Report. | |