BORSSELE WIND FARMS BELGIAN
Traffic flows (red lines) in Scenario 1 representing the situation including the wind farm locations and the proposed routing measures (black lines)
and the south-east part of the Dutch North Sea will reduce the area of navigable waters and the available manoeuvring space. Therefore, they will have an impact on the safety and efficiency of shipping in the area. For this reason, both countries have jointly developed a number of routing measures in the approaches to the Scheldt Estuary to maintain or increase maritime safety and efficiency. These measures had to be submitted to the International Maritime Organization (IMO) for adoption. Part of this submission was a Formal Safety Assessment (FSA) study to confirm the positive effect of the proposed measures on shipping safety.
The maritime authorities of both countries commissioned MARIN to conduct this study. MARIN executed the FSA with Royal HaskoningDHV. The study consisted of two parts; a qualitative assessment (performed by Royal HaskoningDHV) and a Quantitative Risk Assessment (QRA) based on computations made with SAMSON. In both studies a
comparison was made between the nautical safety for the traffic situation with (Scenario 1) and without (Null scenario) the proposed routing measures.
The qualitative risk assessment, as part of a Hazard Identification (HAZID) workshop, used a systematic methodology and experts to identify the hazards and to assess the proposed risk control options. This study concluded that the proposed routing measures significantly improved the safety of navigation and enhanced protection of the marine environment in the area. Additionally, some further safety recommendations were given.
The QRA looked at the direct and indirect impact of the wind farms on shipping safety, both for the situation with and without the proposed routing measures. Overall, the proposed route structure reduced the number of ships involved in ship-ship collisions and the number of collisions with wind turbines. The probability of foundering, hull failure and fire/explosions increased a little as this
is related to the number of sea miles travelled, which also increased. However, the increase was negligible. The QRA also supported one of the recommendations from the qualitative part of the FSA.
Both the qualitative assessment and the QRA were complementary. The qualitative method accounted for local knowledge, in combination with expertise regarding shipping traffic, whereas the quantitative method objectified the effectiveness of the measures. Where some second order effects, such as the impact of additional precautionary areas or structuring of the traffic could not be quantified, these were accounted for in the qualitative safety assessment.
The FSA performed by MARIN and Royal HaskoningDHV was part of the IMO submission proposed and accepted in the third NSCR Subcommittee meeting held between 29 February and 4 March 2016. The new routing measures will come into effect on the 1st of June 2017.
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