SgurrEnergy Ltd Linfairn Wind Farm Environmental Statement: Chapter 12

Transcription

1 12 AVIATION AND TELECOMMUNICATIONS 12.1 INTRODUCTION This chapter provides an assessment of the potential effects of the Project on aviation and telecommunications. AARDVaRC Ltd has undertaken the aviation assessment whilst SgurrEnergy Ltd. has carried out the telecommunications assessment. The studies were conducted through desk-based and consultation with relevant organisations to determine the potential impacts and provide mitigation to eliminate or reduce impacts where appropriate AVIATION INTRODUCTION This chapter describes the aviation impact of the Project by a process of consultation with appropriate stakeholders, review of official guidance, and an independent desk-based aviation assessment. It includes a description of the impacts predicted during the construction, operational and decommissioning phases of the Project. The main aviation stakeholders in the Project are the Civil Aviation Authority (CAA), Ministry of Defence (MoD), NATS (formerly National Air Traffic Services) En-Route plc (NERL), and Prestwick Airport. General aviation users (including Kilkerran Airstrip) may be considered minor stakeholders. WTGs located in line-of-sight and within operational range of air traffic control or air defence non-cooperative radar systems antennas normally primary surveillance radar (PSR), precision approach radar (PAR), or Royal Air Force (RAF) Spadeadam threat radars can degrade radar performance close to WTGs which may be displayed on a radar screen in a similar manner to aircraft. WTGs in any location may pose an obstruction to aerial navigation as they occupy airspace that may be used by aviation stakeholders. This is particularly pertinent near aerodromes or where military low-flying training is conducted. Elsewhere, WTGs may obstruct en-route air traffic, so effects on airspace and the likely traffic using it were considered. Other radio communications, navigation and surveillance (CNS) equipment can also be affected by WTGs, although unlike most modern non-cooperative radar systems, effects normally diminish rapidly with range from such sites. Of these, secondary surveillance radar (SSR) or cooperative radar systems are arguably the most sensitive (although recent studies may refute this), with effects theoretically possible up to 15 nautical miles (28 km) from an SSR antenna. AARDVaRC Ltd conducted a wide-ranging and independent aviation assessment into these matters as supporting evidence for this impact assessment, reproduced at Appendix SCOPE OF ASSESSMENT The assessment considered all aspects of aviation impact. It also considered receptors which, although not directly aviation related, are safeguarded by the MoD (one of the main aviation stakeholders in wind energy development). These include Met Office rainfall radars and the Eskdalemuir seismic array, however as discussed later, none of these were within the study area. 11/6267/001/GLA/O/R/002 Revision A2 Page 1 of 16

2 Study area Multiple study areas were used to identify significant aviation receptors that may be affected by the Project. The many different types and natures of aviation receptor necessitated a number of receptor-specific study areas. The various study area radii are given in Table 12-1 below. Table 12-1: Receptor-Specific Study Areas Receptor Group Air Defence and En-Route PSR. Airfield and Range Control PSR, PAR, and RAF Spadeadam Threat Radars. All SSR Systems. Other CNS. Licenced Aerodromes (with one or more runways longer than 1 km). Other Licenced Aerodromes and all Un-licenced Aerodromes. Met Office Rainfall Radar. Eskdalemuir Seismic Array. Radius 100 km 60 km 30 km 15 km 30 km 15 km 30 km 60 km With the exception of PSR systems, the study area radii given in Table 12-1 are greater than the normal safeguarding radii applied in order to ensure all possible impacts were considered. PSR systems are often safeguarded to the limit of their line-of-sight. In rare and exceptional circumstances this can exceed the stated study area radius: the stated PSR study area radius reduces the reporting of systems to a manageable level and in most cases, captures all affected systems. However, as stated in Appendix 12.1, all PSR systems were considered even those outside the study area, and where systems were in line-of-sight of the Project, these were considered. This includes (but is not limited to) the radars at Glasgow and Edinburgh Airports, NERL s en-route radar at Great Dun Fell in England, and RAF Spadeadam air traffic control radars, also in England, all of which have been affected by other wind farms in the wider region. It was confirmed that no PSR systems outside the study area radii have line-ofsight to the Project. Airspace and air traffic were also considered in the vicinity of the Project site to an unlimited vertical level (specifically because most PSR systems only give a 2-dimensional indication of aircraft position and so wind farm interference can affect radar traffic at all levels). It is not helpful to give a specific study area for airspace and air traffic as receptors: they were considered wherever impacts may occur. The various aviation study areas (i.e., circles with 10 km, 15 km, 30 km, 50 km, 60 km and 100 km radii) for the Project are shown in the chart at Figure 12-1 below. The radars at Prestwick Airport, West Freugh and Lowther Hill are marked. Radars outside the study areas were given sufficient high level analysis to confirm that they would not be affected by the Project. Note that no receptors outside the study areas have been marked. 11/6267/001/GLA/O/R/002 Revision B1 Page 2 of 16

3 N Prestwick Airport PSR Lowther Hill PSR Brown Carrick Hill Relay Station Turnberry VOR/ DME Beacon Kilkerrran Airstrip Project site West Freugh PSR Low Flying Area 20 Tactical Training Area boundary Figure 12-1: Study Areas and Receptors Contains Ordnance Survey data Crown copyright and database right Pre-planning scoping responses were received from the MoD and Prestwick Airport. As use of NERL s online self-assessment tool (discussed later) confirmed no impact on NERL infrastructure, fee-based pre-planning consultation was deemed unnecessary. The CAA currently does not provide site-specific responses to developers pre-planning consultations, and Kilkerran Airstrip, although considered in Appendix 12.1, is outside the radius recommended by the CAA for consultation. Details of all consultation responses are provided in Table 12-2 below. 11/6267/001/GLA/O/R/002 Revision B1 Page 3 of 16

4 Table 12-2: Relevant Aviation Consultation Responses Organisation Summary Response Comment / Action Scottish Government Energy Consents Unit South Ayrshire Council CAA Airspace Developers are encouraged to engage with NATS, BAA, CAA and the MOD at an early stage in the design process to establish impacts and agree acceptable technical solutions. Where actual or potential conflict exists, it is important that a solution is identified and that relevant consultee agrees to a solution within a suitable timescale. The consequences for military and civil aviation should be assessed, notably the impact of the wind turbines on operations within the MOD Low Flying Tactical Training Area 20T and upon airport approach and en-route air traffic control radar systems, including impact with other operational, consented and proposed wind farms. Further consultation with Defence Estates, the Civil Aviation Authority, National Air Traffic Services and Glasgow Prestwick Airport will be essential. Provides guidance to enable applicants to identify the appropriate elements to include within the environmental report Impact on NATS and MOD infrastructure should be assessed. Also notes aerodromes and emergency service support units are consulted. Electromagnetic effects should also be considered. Turbines of 91.4 m and above should be marked on aeronautical maps. Turbines of 150 metres and above should display a medium intensity aviation warning light. A turbine under 150 m should be lit / marked if considered a significant navigational hazard. Comments noted. Details of all consultation is outlined within this table. Comments noted. Details of all consultation is outlined within this table. Comments noted. NATS No Response. N/A. MoD Prestwick Airport Initial low flying concerns raised. Unable to resolve this in the pre-planning phase due to limited MoD resources. A regional mitigation scheme is being developed: implementation of this must be agreed to avoid an objection. See Appendix Aviation assessment conducted. See Appendix Aviation assessment conducted. Following the consultation responses, AARDVaRC Ltd conducted its own independent and detailed aviation assessment (see Appendix 12.1). 11/6267/001/GLA/O/R/002 Revision B1 Page 4 of 16

5 ASSESSMENT METHODOLOGY Aviation assessment The baseline was specified by identifying all receptors within the study areas. Airspace structure and likely air traffic in the vicinity of the Project site were also identified. Other PSR systems outside the study areas were considered for line-of-sight to the Project and hence inclusion in detailed impact assessment, although it was found that no other systems were in line-of-sight. A number of guidance documents 123 were followed where their guidance remains pertinent. It is noted that minor changes have been made to the Project layout since the aviation assessment was made: it was confirmed that these changes do not materially alter the nature or magnitude of impacts identified in that assessment Desk Study The findings of the desk-based study are contained in the report at Appendix BASELINE CONDITIONS Aerodromes The following aerodromes were identified within the study area. Prestwick Airport - As a licenced international airport, Prestwick Airport has an obstacle environment that the CAA has deemed safe for flying operations. Similarly, CNS equipment (other than radar, discussed later) has satisfactory performance within its current environment to support its flying operations. Kilkerran Airstrip - Kilkerran airstrip has nearby high ground that is likely to restrict full freedom of operation for aircraft. However, it offers a safe landing and take-off site for light aircraft and microlights from its relatively long grass runway orientated along a valley to the north-east to south-west. There is no radio navigation equipment at the aerodrome PSR systems The following PSR systems within the study area were identified: Prestwick Airport air traffic control (ATC) PSR; Lowther Hill en-route PSR; and West Freugh range control PSR. It was confirmed that no PSR systems outside the study area would have line-of-sight to the proposed WTGs. All these radars should give their normal levels of performance in the vicinity of the Project site. This is normally based on probability of detection of standard radar targets from the base of radar coverage to high altitude. There is nothing in the immediate vicinity of the Project site to suggest that such performance is not currently achieved. 1 Scottish Government (2012) Onshore Wind Turbines. 2 Wind Energy and Aviation Interests - Interim Guidelines. This document is out of date and has been archived 3 Civil Aviation Publication (CAP) th Edition (2012) 11/6267/001/GLA/O/R/002 Revision B1 Page 5 of 16

6 Turnberry radio navigation aid The Turnberry radio navigation aid comprises co-located Very High Frequency (VHF) Omnidirectional Radio ranging (VOR) beacon and Distance Measuring Equipment (DME) beacon. En-route traffic can use these systems to fix their location as a bearing and a distance from the beacon, typically to a range of more than approximately 60NM (111km) and at altitudes typically up to 50,000 ft. or more. There is nothing in the immediate vicinity of the Project site to suggest that such performance is not currently achieved Brown Carrick Hill communications relay station The Brown Carrick Hill site contributes to the provision of good long range, 2-way (i.e., air-toground and ground-to-air) radio communications, principally to en-route air traffic, at all levels in the region. There is nothing in the immediate vicinity of the Project site that is likely to significantly affect the performance of this facility Military low flying The Project site is situated entirely within a Tactical Training Area (TTA): military Low Flying Area 20 Tactical Training Area (LFA20(T)). Specially authorised operational low flying training is conducted within this area by fast jet traffic down to 100 feet. minimum separation distance from the surface and surface-based obstructions. Otherwise, routine fast jet lowflying may take place down to 250 ft. minimum separation distance, and helicopter low-flying may take place down to ground level. There are currently no unusual obstructions or terrain to affect low flying near the Project site, although it is noted that the site is on relatively high ground whereas tactical flight generally favours low ground and valleys Airspace and air traffic Airspace above the site and likely air traffic near the site (at all levels, noting that military low flying traffic was considered separately) are described in Appendix There is no controlled airspace above the site below 5,500 ft. altitude (i.e., above mean sea level), and there are no danger areas or other airspace restrictions near the Project site. Some air traffic in the vicinity of the Project site will be arriving or departing traffic using Prestwick Airport s instrument flight procedures. All other air traffic (including Prestwick traffic outside controlled airspace) will always be, effectively, in the en-route phase of flight (this includes Kilkerran Airstrip traffic as the Project site is too far from that airfield to affect its local traffic patterns) as there are no other airfields in the area Other receptors It was confirmed that no receptors outside the study areas will be affected by the Project Sensitivity of receptors Receptors sensitivity values are defined in Table 12-3 below. 11/6267/001/GLA/O/R/002 Revision B1 Page 6 of 16

7 Table 12-3: Receptor Sensitivity Values Sensitivity High Low Negligible Description Sites of national/ international importance which cannot be replaced or relocated (receptors of greatest sensitivity). Features of important consideration at a regional or district scale. Features important at a local scale. Features of negligible importance / sensitivity. Receptors identified previously were assigned the values according to Table 12-4 below. Table 12-4: Sensitivity of Specific Receptors Receptor Sensitivity Comment Prestwick Airport (excluding radar) Kilkerran Airstrip Prestwick Airport PSR Lowther Hill PSR West Freugh PSR Turnberry Radio Navigation Aid Brown Carrick Hill Communications Station Negligible As an international airport, Prestwick is one of a number of possible alternatives in the UK, but is important to the economy of the region, hence it is judged to be of medium sensitivity. Kilkerran is a remote, private grass airstrip and hence unlikely to be usable all year round and appears to be of little importance locally; hence it is judged to be of negligible sensitivity. The PSR is an integral part of Prestwick Airport s operation (judged to be of medium sensitivity); hence it is also judged to be of medium sensitivity. Whilst NERL s whole en-route radar network has high sensitivity, the Lowther Hill PSR site is just one of many such sites providing regional coverage; hence it is judged to be of medium sensitivity. West Freugh and the neighbouring range at Luce Bay are important facilities and the PSR is integral in their functionality. It is one of a number of similar facilities across the UK; hence it is judged to be of medium sensitivity. Whilst NERL s whole en-route navigation network has high sensitivity, the Turnberry radio navigation aid is part of a network of many such sites providing regional coverage, hence it is judged to be of medium sensitivity. Whilst NERL s whole en-route communications network has high sensitivity, the Brown Carrick Hill communications station is one of many such sites providing regional coverage; hence it is judged to be of medium sensitivity. 11/6267/001/GLA/O/R/002 Revision B1 Page 7 of 16

8 Table 12-4: Sensitivity of Specific Receptors Receptor Sensitivity Comment Military Flying LFA20(T) Low and The UK Military Low Flying System as a whole has high sensitivity, but LFA20(T) is one of three TTAs and low flying activities near the Project site could be conducted elsewhere in LFA20(T) or another TTA, hence it is judged to be of medium sensitivity. Airspace and Air Traffic Low The airspace and air traffic in the immediate vicinity of the Project site is not of particular importance beyond the immediate locality, hence it is judged to be of low sensitivity Magnitude of impacts Magnitudes of impact are assessed in Appendix 12.1 and summarised below. The level of impact is determined according to Table 12-5 below. Table 12-5: Levels of Impact Definitions Level of Impact Nil/ no impact Negligible Small Large Definition No impact that can be routinely measured. A level of impact that may be measurable, but would not normally be noticeable in day-to-day operations. An impact that is noticeable in day-to-day operations, but requires little or no management or change to procedures. An impact that necessitates noticeable, but not excessive, changes to procedures or requires deliberate effort to manage. An impact that necessitates major changes to procedures or requires an excessive effort to manage Impact significance The significance of impacts was determined according to the significance matrix at Table 12-6 below. 11/6267/001/GLA/O/R/002 Revision B1 Page 8 of 16

9 Table 12-6: Levels of Impact Definitions Level of Impact Sensitivity High Low Negligible Large Major Major Moderate Low Major Moderate Low Negligible Small Moderate Low Negligible Neutral Negligible Low Negligible Neutral Neutral Nil/No Impact Neutral Neutral Neutral Neutral ASSESSMENT OF EFFECTS Effects during construction Effects during construction on all receptors will gradually increase from nil as the WTGs are built up to the maximum level of impact, i.e. in the operational phase (see below) Effects during operation Aerodromes Prestwick Airport (excluding radar) - There will be No Impact on Prestwick Airport (excluding radar, discussed separately below). Kilkerran Airstrip There will be No Impact on Kilkerran Airstrip. PSR Systems Prestwick Airport There will be a Small impact on the PSR system at Prestwick Airport. Other PSR Systems There will be No Impact on any other radar systems including those at Lowther Hill and West Freugh. Radio Navigation Aids There will be No Impact on the Turnberry VOR/DME beacon, nor on any other radio navigation aids. Radio Communications Sites There will be No Impact on the Brown Carrick Hill radio communications station, nor on any other radio communications sites. Military Low Flying There will be Negligible impact on military low flying training in LFA20(T). Airspace and Air Traffic There will be Negligible impact on airspace and air traffic. 11/6267/001/GLA/O/R/002 Revision B1 Page 9 of 16

10 Effects during decommissioning Effects during decommissioning on all receptors will gradually decrease from the maximum level of impact i.e. during the operational phase (see section above) to nil as the WTGs are decommissioned Summary of effects There is no impact at the start of commissioning, with impact levels rising through that phase to their maximum during operation, and impact levels falling during decommissioning to No impact when decommissioning is complete. Levels of impact during operation are summarised in Table 12-7 below. Table 12-7: Summary of Impacts on Receptors Receptor Prestwick Airport (excluding radar). Kilkerran Airstrip. Prestwick Airport PSR. Lowther Hill PSR. West Freugh PSR. Turnberry Radio Navigation Aid. Brown Carrick Hill Communications Station. Military Low Flying and LFA20(T). Airspace and Air Traffic. Magnitude of Impact Small. Negligible. Negligible CUMULATIVE EFFECTS Background Cumulative effects from neighbouring wind farms as discussed in Appendix 12.1 on PSR systems were considered significant for wind farms within 30 km of the Project, and on military low flying for wind farms within 10 km of the Project. Cumulative effects on airspace and air traffic (other than for operational low-flying in the Tactical Training Area) would only be significant if other wind farms lie in very close proximity to the Project site. There will be no cumulative effects on radar systems that will not be affected by the Project. A summary is provided below, further discussion in relation to cumulative impacts is provided within Appendix Cumulative effects on Prestwick Airport (Excluding Radar) Cumulative effects on Prestwick Airport (excluding radar, discussed separately below) are assessed as No Impact as there is no impact from the Project itself on it. 11/6267/001/GLA/O/R/002 Revision B1 Page 10 of 16

11 Cumulative effects on Kilkerran airstrip Cumulative effects on Kilkerran Airstrip are assessed as No Impact as there is no impact from the Project itself on it Cumulative effects on the Prestwick Airport PSR Cumulative effects on the Prestwick Airport PSR are assessed as as there are a number of wind farms in the region already affecting this radar and the effects will be compounded by the Project, a noticeable effort will be required to manage the cumulative effect, although it will not be excessive Cumulative effects on other PSR systems Cumulative effects on other PSR systems, including Lowther Hill and West Freugh will be No Impact as there is no impact from the Project itself on them Cumulative effects on radio navigation aids As there is no impact on the Turnberry VOR/ DME beacon, cumulative effects are assessed as No Impact as there is no impact from the Project itself on it Cumulative effects on radio communication sites As there is no impact on the Brown Carrick Hill radio communications station, cumulative effects are assessed as No Impact as there is no impact from the Project itself on it Cumulative effects on military low flying The cumulative impact on military low flying is assessed as Small as, given the particular nature of military low flying training in the area other wind farms in the vicinity are close enough to compound the effects of the Project Cumulative effects on airspace and air traffic Cumulative effects on airspace and air traffic are assessed as No Impact as there are no wind farms sufficiently close to compound the effects of the Project Summary of cumulative effects Levels of cumulative impact during operation are summarised in Table 12-8 below. Table 12-8: Summary of Cumulative Impacts on Receptors Receptor Prestwick Airport (excluding radar). Kilkerran Airstrip. Prestwick Airport PSR. Lowther Hill PSR. West Freugh PSR. Turnberry Radio Navigation Beacon. Brown Carrick Hill Communications Station. Military Low Flying and LFA20 (T). Magnitude of Cumulative Impact. Small. 11/6267/001/GLA/O/R/002 Revision B1 Page 11 of 16

12 Table 12-8: Summary of Cumulative Impacts on Receptors Receptor Airspace and Air Traffic. Magnitude of Cumulative Impact PROPOSED MITIGATION Prestwick Airport PSR Prestwick Airport is working closely with suppliers, in particular Aveillant and C-Speed although others may also be considered developing competing mitigation options for a regional solution (as opposed to a site-by-site solution) to Prestwick Airport s wind farm and radar issues. It has been confirmed by Prestwick Airport that either supplier s solution should be satisfactory for the Project. A decision as to which system will be installed is expected later this year (2013). There are various mechanisms for implementing the chosen mitigation, all involving some form of collaborative effort between Prestwick and a number of wind farm developments in the region that would otherwise affect the radar s operation. For example, Prestwick Airport could take charge of the implementation entirely, with wind farm developers contributing most or all of the costs. Alternatively, wind farm developers may take charge of its implementation directly working with the airport to ensure that the necessary mitigation is delivered. The mechanism must satisfy the airport that its needs are being met and the developers that the implementation is cost-effective. It remains for suitable wording of a suspensive planning condition to be agreed between the Developer (and a number of other wind farm developers) and Prestwick Airport. Prestwick Airport is likely to be in a position to agree this when more information on the selected regional mitigation scheme is available Military low flying The MoD has raised concerns regarding military low-flying in LFA 20(T) in pre-planning consultation so may request mitigation for military low-flying training at night for aircrew using night vision goggles in the form of low intensity infrared lights (invisible to the naked eye, hence there will be no change to the visual impact) to be fitted to the nacelle tops of selected WTGs. The mitigation will be implemented if this is desired by the planning authority. It is noted that the Developer does not consider the level of impact (or cumulative impact) on low flying to warrant mitigation in itself. However, if the MoD feels that mitigation is required to protect its interests then suitable lighting will be installed on WTGs. Details of lighting and specific WTGs will be agreed with the MoD Other receptors Mitigation is not necessary for any other receptors RESIDUAL EFFECTS PSR Prestwick Airport PSR Following mitigation, the Project s residual impact on the Prestwick Airport PSR will be Negligible. The magnitude of residual cumulative impact for the Project on the Prestwick Airport PSR will be beneficial and. 11/6267/001/GLA/O/R/002 Revision B1 Page 12 of 16

13 Military low flying It is assumed at this stage that mitigation for night low-flying training using night vision goggles will be applied in the form of infrared lights. The magnitude of residual impact for the Project on Military Low Flying will remain Negligible. The magnitude of residual cumulative impact for the Project on military low-flying will reduce to Negligible STATEMENT OF SIGNIFICANCE Table 12-9 below shows the level of impact for each receptor for its impact, cumulative impact, residual impact, and residual cumulative impact (note only the Prestwick Airport PSR and military low flying are mitigated). The only predicted impact that is significant under EIA regulations is the cumulative impact on the Prestwick Airport PSR. After mitigation there is no residual negative impact, either in isolation or cumulative, that is predicted to be significant (i.e., Moderate or greater). Table 12-9: Summary of Impacts Receptor Impact Cumulative Impact Residual Impact Residual Cumulative Impact Prestwick Airport (excluding radar). Neutral Neutral - - Kilkerran Airstrip. Neutral Neutral - - Prestwick Airport PSR. Low Moderate Negligible Moderate (beneficial) Lowther Hill PSR. Neutral Neutral - - West Freugh PSR. Neutral Neutral - - Turnberry Radio Navigation Beacon. Brown Carrick Hill Communications Station. Military Low Flying and LFA20(T). Neutral Neutral - - Neutral Neutral - - Negligible Low Negligible Negligible Airspace and Air Traffic. Neutral Neutral /6267/001/GLA/O/R/002 Revision B1 Page 13 of 16

14 12.3 TELECOMMUNICATIONS The assessment considers the likely effects of the Project on existing utilities and communication links (including television reception, radio, telemetry and microwave links). A desk-based study was undertaken and has involved consultation with various organisations to determine potential impacts SCOPE OF ASSESSMENT Consultation with Ofcom was undertaken and subsequently JRC, Atkins, BT, Arqiva and the BBC. The initial Ofcom consultation focused on a study area based on a 3.75 km radius of the site centre. Table 12-10: Relevant Telecommunications Consultation Responses Organisation Summary Response Comment / Action Energy Consents and Deployment Unit (ECDU) South Ayrshire Council - Scoping BT - Scoping JRC - Scoping Provide details of relevant organisations to consult in relation to telecoms. The impact of the proposed development on domestic television reception/civil or military broadcast links traversing the site should be assessed and necessary mitigation measures identified. The wind turbine project as indicated at the Scoping Stage should not cause interference to BT s current and planned radio links. Further consultation with BT in December 2012 identified that link ID 6269 passes through the site and identified a minimum separation of 100 m from blade tip to link path. JRC does not foresee any potential problems based on the data provided. JRC note that if details of the turbines change it will be necessary to re-evaluate the proposal. Completed. The following sections provide an assessment of potential impacts on links. The presence of the BT link has been taken into consideration within the design process of the Project. Noted ASSESSMENT METHODOLOGY Desk study The organisations Ofcom, JRC, Atkins, Arqiva and BT were consulted via and the Project WTG coordinates were provided. Consultee responses were received via . A BBC online assessment was undertaken to determine whether the WTGs would affect television reception in the vicinity of the Project BASELINE CONDITIONS Consultation was undertaken with Ofcom and a single microwave telecommunication link, operated by BT, was identified within the search area. JRC and Atkins were also consulted. JRC responded confirming that they would have no objection to the Project with respect to radio link infrastructure operated by Scottish Power and Scotia Gas Networks. Atkins 11/6267/001/GLA/O/R/002 Revision B1 Page 14 of 16

15 confirmed that they would have no objection in relation to Ultra High Frequency (UHF) radio scanning telemetry communications. The closest television transmitter to the Project is Kirkmichael approximately 3 km north-east of the site. A switchover from analogue to digital signal was completed on 25 May Other transmitters in proximity include Black Hill Ch5 and Darvel Ch5 with the digital switchover occurring on 25 June 2011 and 25 May 2011 respectively and so the areas around the Project are no longer served by analogue television transmissions. Arqiva provides BBC and ITV s transmission network. Consultation with Arqiva determined that the Project would be unlikely to affect any re-broadcast links (RBLs) or microwave links within the site area ASSESSMENT OF EFFECTS Telecommunication links Initial consultation identified that no links would be affected by the Project. However reconsultation with BT in December 2012 identified that one BT link (ID 6269) is present within 3.75 km of the Project s site centre. Further consultation was undertaken with BT and it was determined that the link crosses the site. The link end co-ordinates are NS and NX A minimum separation distance of 100m from blade tip to link path is required by BT. Based on the information provided it was identified that two of the WTGs are located within the link buffer zone, there is therefore the potential for this link to be affected by the Project. Further consultation with BT determined that 25m plus the 2 nd Fresnel zone from blade tip would be an acceptable clearance. Otherwise BT indicated that re-routing/diverting would be considered subject to survey Television reception The BBC online assessment provides a rough estimate of populations which may suffer interference from a wind farm in a specified location. The assessment determined that approximately three homes would be affected, for which there is no alternative off-air service and four homes for which there may be an alternative. The transmitters likely to be affected include: Black Hill CH5; Darvel CH5; and Kirkmichael. WTGs can affect television reception through physical blocking of the transmitted signal or, more commonly, introducing multi-path interference which can cause ghosting (or delayed image interference) to analogue television. This is where a pale shadow or shadows appear to the right of the main picture on viewers television screens 4. As previously discussed, the analogue signal was switched off in 2011 and no ghosting will occur to televisions in the vicinity of the Project. Due to the digital switchover, effects on television reception to the seven properties identified in the BBC assessment are unlikely. The BBC is currently investigating and quantifying the effects of WTGs on digital signals. It is widely accepted however that Digital Terrestrial Television (DTT) is much more resilient to the effects of WTG generated television interference. 4 Ofcom (2009). Tall Structures and their Impact on Broadcast and other Wireless Services 11/6267/001/GLA/O/R/002 Revision B1 Page 15 of 16

16 A small potential for effects remains, as a digital receiver that has to deal with reflections needs a somewhat higher signal level than one that has to deal with the direct path only. Over time, this problem is expected to diminish as the power of transmitters is increased as digital switchover continues across the UK 4. The potential effects are considered to be Minor and Not Significant MITIGATION MEASURES Telecommunication link Consultation has commenced with BT to agree suitable mitigation measures relating to the BT link (ID 6269). Potentially mitigation measures include WTG micro siting, re-routing or diversion of the link and further consultation/survey will be carried out in consultation with BT in order to establish the most appropriate mitigation measures. Mitigation measures will be agreed with BT prior to any construction commencing Television interference No post-construction mitigation is required at this stage however further investigations will be undertaken should reports of television interference be received from people in the vicinity of the Project following operation of the WTGs. Often, the majority of reports of interference have been down to either; user error with equipment; damaged or incorrectly set up receiving equipment or confusion regarding domestic technical appliances. Most reception problems can be resolved with simple technical advice. However, further investigations will be undertaken if a pattern of interference emerges that corresponds with any theoretical or predicted impacts, or if clusters of interference have formed within the study area CUMULATIVE EFFECTS As no significant impacts are predicted as a result of the Project it is not considered that there will be any cumulative effects in conjunction with other developments in proximity STATEMENT OF SIGNIFICANCE There will be no significant impacts on telecommunications as a result of the Project. 11/6267/001/GLA/O/R/002 Revision B1 Page 16 of 16