Windfarms can interfere with the radar the aviation industry needs to operate safely and effectively. RenewableUK reported that in 2010, at least 66% of all wind farm applications were subject to objections from the aviation sector – with radar issues accounting for more than 6.5GW worth of objections in the planning system. In addition, the UK has one of the most densely populated airspaces in the world.
Approximately 1.2GW of projects that have conditional consent have aviation problems to solve before construction can begin. It is estimated a further 5GW of projects likely to be held up by aviation constraints were in development pre-planning in 2010.
Technological solutions are available, but each area of aviation demands its own solutions. Objections can be raised by the military (MoD and RAF) or civilian bodies (NATS, CAA and airport operators). It’s a wide field – other partners include the Crown Estate, DfT, Scottish Officials and the wind industry. Reaching a solution requires these operators to work together, and DECC is working to ensure successful solutions are reached.
RUK estimates a full set of technical solutions to all affected radars could cost up to £100 million, spread between now and 2020.
Memorandum of Understanding – 2011 update
The deployment of onshore and offshore wind farms can be slowed due to objections on aviation safety and security grounds. This, in turn, can have a significant impact on investor confidence in the UK.
Following these concerns, the first Memorandum of Understanding (MoU) on this issue was signed in 2008 between DECC, MoD, NATS, CAA, DfT and wind energy developers.
The document mainly focused on research for technical solutions to the problem, collected under an ‘Aviation Plan’ that was launched soon after. There have been notable successes since then, but it was recently agreed a second MoU should be launched because the focus needs to shift from research to the deployment of successful solutions that have been identified.
The MOU2 has been signed by the same organisations as above, but also brings on board some critical new players:
- Crown Estate
- Airport Operators Association (AOA)
- Scottish Government
All organisations have signed the new MoU2 at CEO or Ministerial level.
Q&A
Why can’t aviation organisations be told what to do on this vital issue?
The Government has limited levers to influence aviation bodies that are also commercial organisations, e.g. NATS/airports. These bodies also have legal and international obligations around air safety, which means they themselves can be constrained.
The CAA, as an independent regulator, can not be influenced or seen to be influenced.
What else is going on to solve this problem?
Considerable progress has been made by the ongoing aviation plan, with aviation partners and the wind industry contributing to solutions. Officials have begun working with all those involved to update a joint MoU, partly to shift the focus of the aviation plan from R&D to actually putting successful solutions in place. This issue is taken seriously: It was discussed during the SofS Onshore Wind Roundtable (13 December 2010), and DECC is considering chairing a high-level ministerial meeting involving all key players to agree a more strategic approach linked to the relaunched MoU.
What’s the reasons why wind turbines can’t be built close to airports?
Most airports have safeguarded zones around them, where all developments that have the potential to adversely affect the safe operation of the airport can be blocked. This includes wind turbines (due to mast heights and blade interference with radars).
Does that mean nothing can be built near airports?
Anything in a zone is considered on a case-by-case basis – there are no areas of outright veto.
What about other EU countries – don’t they build near airports?
Each country has its own rules, which depend on the level of airspace use and airport traffic. The CAA will report to DECC the results of its findings on how our EU partners cope with the interference wind turbines cause to aviation radars.
How far can these safeguarding zones extend?
It varies. For an airport with a radar the average distance is 30km. However, for a small unlicensed aerodrome the guidance is generally 2km.
What are the height limits for turbines near airports?
This depends on local factors and the radar involved, e.g. a small turbine on top of a hill is more visible to radar than a much taller turbine that may have been masked by higher terrain.
Why is Scotland so especially sensitive?
This is because Scotland is very busy – second only to the London area. There are three busy major airports in close proximity (Glasgow International, Edinburgh and Glasgow Prestwick), so there is a lot of manoeuvring of aircraft between the ground and the three airports.
The majority of trans-Atlantic traffic will pass over this area, transiting to/from London and continental Europe.