16.5 Reduced Access to Local Ports and Harbours
16.5.1 Construction Phase
- The closest port or harbour to the Array is the Port of Aberdeen, located approximately 44 nm to the north‑west, on the east coast of Scotland. Given the distance offshore of the Array and the anticipated deviations for the main commercial routes, it is not anticipated that there will be any notable impact on vessel approaches to and from local ports above and beyond the deviations outlined for the vessel displacement impacts associated with the buoyed construction area or the construction activities therein. Regardless, details of construction activities including the presence of safety zones and any advisory safe passing distances, as defined by risk assessment, will be suitably promulgated to increase awareness of ongoing construction activities.
- It should be noted that there are also no pilot boarding stations, port authority limits or VTS areas in proximity to the Array given its distance offshore and as such these services will not be impacted.
- Up to 7,902 return trips by construction vessels (including site preparation activities) may be made throughout the construction phase and will include vessels which are RAM, noting this will include towing operations. It is not yet known which ports will be used for construction, however, regardless of ports used, all project vessels will be managed by marine coordination, including the use of traffic management procedures. Project vessels will also carry AIS and be compliant with Flag State regulations including the COLREGs. These measures will ensure any impacts on access to ports used are reduced.
- The most likely consequences of the impact are increased journey times and distances due to the presence of the buoyed construction area and project vessels, as per the vessel displacement impact. The MDS may include disruption to schedules, but this is considered highly unlikely given the international nature of routeing in the area and the ability to passage plan to reduce timing impacts. No effect is anticipated on port related services such as pilotage.
16.5.1.1 Frequency of Occurrence
- The frequency of occurrence is considered to be remote based on the embedded mitigation in place to manage project vessel movements.
16.5.1.2 Severity of Consequence
- The severity of consequence is considered to be minor.
16.5.1.3 Significance of Risk
- Overall, the severity of consequence is deemed to be remote and the frequency of occurrence is considered to be minor. The risk will, therefore, be of broadly acceptable significance.
16.5.1.4 Additional Mitigation and Residual Risk
- No additional shipping and navigation mitigation is considered necessary because the likely risk in the absence of further mitigation (beyond the embedded mitigation measures outlined in section 18.1) is ALARP and not significant in EIA terms.
16.5.2 Operation and Maintenance Phase
- As noted for the equivalent construction phase impact, the closest port or harbour to the Array is the Port of Aberdeen. Again, given the distance offshore of the Array and the anticipated deviations for the main commercial routes, it is not anticipated that there will be any notable impact on vessel approaches to and from local ports above and beyond the deviations outlined for the vessel displacement impact. Given the distance offshore, there are also no pilot boarding stations, port authority limits or VTS areas in proximity to the Array. Details of major maintenance activities including the presence of safety zones and any advisory safe passing distances, as defined by risk assessment, will be suitably promulgated to increase awareness of ongoing operation and maintenance activities.
- Up to 508 return trips annually from vessels may be made throughout the operation and maintenance phase and will include vessels which are RAM. It is not yet known which ports will be used; regardless as per the construction phase, project vessels will be managed by marine coordination, carry AIS and be compliant with relevant Flag State regulations. These measures will ensure any impacts on access to ports used are reduced as far as is practicable.
- The most likely consequences of the impact are as per the equivalent construction phase impact, namely increased journey times and distances. The MDS may include disruption to schedules, but this is considered highly unlikely given the international nature of routeing in the area and the ability to passage plan to reduce timing impacts. No effect is anticipated on port related services such as pilotage.
16.5.2.1 Frequency of Occurrence
- The frequency of occurrence is considered to be remote based on the embedded mitigation in place to manage project vessel movements.
16.5.2.2 Severity of Consequence
- The severity of consequence is considered to be minor.
16.5.2.3 Significance of Risk
- Overall, the severity of consequence is deemed to be minor and the frequency of occurrence is considered to be remote. The effect will, therefore, be of broadly acceptable significance.
16.5.2.4 Additional Mitigation and Residual Risk
- No additional shipping and navigation mitigation is considered necessary because the likely risk in the absence of further mitigation (beyond the embedded mitigation measures outlined in section 18.1) is ALARP and not significant in EIA terms.
16.5.3 Decommissioning Phase
- Since the methods used to remove infrastructure are expected to be similar to those used for installation, this impact is expected to be similar in nature to the equivalent construction phase impact. In particular, the number of return trips per year by decommissioning vessels will be similar and a buoyed decommissioning area analogous to the buoyed construction area will be in place.
- The impact will be present throughout the decommissioning phase which is expected to be of similar duration to the construction phase (i.e. maximum of 8 years). Since the anticipated deviations associated with the main commercial routes accessing a local port and the volumes of vessel traffic on such routes are the same as for the equivalent construction phase impact, similar impact is likely.
16.5.3.1 Frequency of Occurrence
- The frequency of occurrence is considered to be remote based on the embedded mitigation in place to manage project vessel movements.
16.5.3.2 Severity of Consequence
- The severity of consequence is considered to be minor.
16.5.3.3 Significance of Risk
- Overall, the severity of consequence is deemed to be minor and the frequency of occurrence is considered to be remote. The risk will, therefore, be of broadly acceptable significance.
16.5.3.4 Additional Mitigation and Residual Risk
- No additional shipping and navigation mitigation is considered necessary because the likely risk in the absence of further mitigation (beyond the embedded mitigation measures outlined in section 18.1) is ALARP and not significant in EIA terms.