Here, Robert blogs on key areas of policy for the offshore sector and how the shipping industry is working to navigate the rapidly changing landscape, the protection of navigational safety and the opportunities for growth presented by offshore renewables in the UK.

Between the fishing and shipping industries they have for centuries had the vast majority of sea space to themselves. Of course the myriad of shoals, sandbanks and safe water depths have heavily influenced where vessels sail, and more recently the offshore oil and gas industry has seen installations co-existing in that sea space.

It is however the growing offshore renewable sector, that shipping finds itself navigating through in this rapidly changing seascape. The integration of offshore wind farms into our already complex waterways presents both challenges and opportunities – and a fundamental need for considerate and evidence based marine spatial planning.

The Chamber, as the representative body for all types of shipping, has therefore multiple interests and concerns.  

Firstly, and most obviously - the protection of navigational safety, maintenance of access to ports and harbours and the continued efficiency of the industry as the greenest means of mass transport.

Secondly, the offshore energy industry, in particular renewables, is a huge growth industry for the UK economy and shipping industry. One that we should be championing and doing our utmost to support.  Both for the shipowners of the 14 or so different types of vessel required for an offshore wind farm across its lifespan – but also as a key provider future fuels via Power to X. Whether that be e-methanol, green hydrogen, or battery power, all of which are essential for shipping to meeting its net zero ambitions.

So how do we reconcile these two differing needs – through good marine spatial planning. What safeguards do some activities need and what supporting policies others require.

One of the key benefits the shipping industry has when it comes to Marine Spatial Planning is AIS. We know where ships are, where they go and where they have been. All internationally trading vessels over 500 gross tonnes and all fishing vessels over 15 metres are legally required to transmit an AIS signal.

So when it comes to identifying high density shipping areas, potential choke points or strategic routes, we can see where they are and should be able to plan accordingly. This same benefit is not so easily afforded to migratory birds, harbour porpoise, or even recreational sailors – adding challenge.

So what is the scale of the change impacting the shipping industry? With 14 GW  of offshore wind operational today and 8 GW under construction to 60 GW targets by 2030, and up to potentially 140 GW by 2050 by some estimations, there is unprecedented demand for searoom with inevitable implications for commercial shipping.

For ease of calculation, assuming 14 MW turbines, 140 GW of offshore wind capacity by 2050 would see ten thousand turbines across the UK  =Exclusive Economic Zone (EEZ). And that is before Offshore Substation Platforms, Artificial Nesting Sites, Oil & Gas installations and Aquaculture developments are contended with.

It was once described to me that offshore wind in the North Sea, if poorly managed, would create a giant pinball machine for mariners, fisherman and all activities to weave through. What are some of the key safety challenges of this giant pinball machine?

By their very nature offshore wind farms occupy large areas of sea space. When turbines are installed in or near established shipping routes, vessels are required to deviate, leading to longer distances and journey times, increasing costs, fuel consumption, and emissions. 

As well as deviation, there is often a displacement effect, pushing large and smaller commercial vessels, fishing vessels or recreational craft, into closer proximity. Inevitably more congestion in a smaller area sees an increased likelihood of collision or allision. The question is to what level of elevated risk is tolerable and how can we mitigate against this.

In emergency situations—such as engine failures, extreme weather, or human error—ships may struggle to manoeuvre safely around developments. Unlike open sea, where vessels may drift until affecting a repair or assistance arrives, offshore developments are likely to limit emergency response options. 

Search and Rescue efforts, firefighting, and oil spill responses all become more complex when developments obstruct access. Helicopter and vessel-based rescue operations must navigate around or through layouts - reducing response efficiency and delaying rescue.  Is there a need for additional towage resource?

There is also varying research indicating radar accuracy and VHF communications can suffer from interference from turbines and this is certainly an area warranting closer examination.

What is the Chamber’s role?

The Chamber is a member of numerous industry groupings considering these challenges and when it comes to an individual project’s consenting process, we are one of the first navigational stakeholders that developers engage with.

However, shipping needs to be fully considered before an individual area for lease and this is where Marine Spatial Planning at a higher level has responsibility and obligation to help developers and all relevant stakeholders to de-risk the planning process.

Thankfully, there are examples of where marine planning has been done well

In Scotland, the National Marine Plan, published back in 2015, included protections for lifeline ferry services and strategic routes, which gives an invaluable steer to developers. More recently the Scotwind sites, whilst not perfect clearly recognised shipping activity and key routeing aspects.

And it is only appropriate to recognise and applaud the work of Marine Scotland in their development of a Sectoral Marine Plan for Offshore Renewables – which has great promise.

Another good example is Floating Offshore Wind in the Celtic Sea.

Through learnings from the Round Three Extensions and some Round Four sites in English Waters, the Chamber is highly supportive of the more engaged, proactive and comprehensive analysis the Crown Estate in England and Wales has taken.

The Crown Estate through early and extensive engagement with the MCA, Trinity House, and the Chamber were able to carefully refine the areas of search to deconflict with shipping.

Three Project Development Areas were arrived at. The sites, crucially are well clear of Traffic Separation Schemes, avoid a major channel into Milford Haven and introduce a welcome precautionary approach to mooring arrangements for floating turbines.

Through this front-loaded planning process before areas are considered for lease, the most significant risks have been considered at a regional level and the likelihood that the sites will pose unacceptable risks is low. The Chamber is heartened to see the Crown Estate continuing this front-loading of analysis for its future leasing rounds as well given cumulative interests.

The Chamber also welcomes the Innovated Targeted Oil & Gas wind projects in Scotland, known as INTOG. Why, because they tend to be located where shipping already avoiding and on areas that may be considered brown-field sites.

The need for coordinated international approaches

Shipping is an international industry operating across multiple jurisdictions and countries. Marine Spatial Planning needs to consider not just individual projects, or indeed regions, but see national and international coordination.

That is why we are pleased the UK has re-joined the North Seas Energy Cooperation agreement following Brexit, and more recently signed the Greater North Sea Basin Initiative. The initiative bring North Sea countries together to address the various relating to the energy transition, security, resilient ecosystems and sustainable food supply are causing an increasing amount of spatial pressure in the North Sea and we are meeting the Dutch minister of infrastructure later in the month as part of this.

In conclusion, we believe it is essential to front load analysis to de-risk planning process. There is also a clear need to consider the safe carrying capacity of the sea-space and a pressing need to take a not just a regional but a national and international approach to harmonise action.

Contact Robert for more information or to learn more about the Chamber's work in this area