DEVELOPMENT AND INFRASTRUCTURE SERVICES

PLANNING, PROTECTIVE SERVICES AND LICENSING COMMITTEE 22 nd April 2015 ______

MACHRIHANISH AIRBASE: MAST 1/10 and PDA 3001 and AFA 14/7 MASTERPLAN REPORT ______

1. INTRODUCTION

Within the ‘ & Bute Local Development Plan’ (March 2015) the land associated with the former RAF air base has been identified as a Strategic Masterplan Area for green energy/strategic business related development. The majority of the site has been designated as Area for Action 14/7 in recognition of the redevelopment and inward investment opportunities it affords. The extreme western end of the site has been designated separately as PDA 3001 for low density ‘up market’ housing development.

The airfield has a history of occupation by the RAF, the US military and NATO forces. The longest in was constructed at the base during the 1960’s although following the end of the the base reverted to ‘care and maintenance‘ status which enabled part of that runway to become used for civilian aviation. Airport operated by HIAL now utilises the eastern end of the runway. Prior to total demilitarisation of the site, land surplus to MoD requirements was made available for commercial development. That included the disposal of the former military housing associated with the base (now private housing at the Sound of ) and the development within the confines of the base of large wind turbine tower manufacturing plant. Ultimately, the base was disposed of by Defence Estates in 2012 to the Machrihanish Airbase Community Company (MACC), a venture established for the purposes of acquisition, management and development. Whilst a number of the existing buildings have been occupied for civilian commercial purposes since demilitarisation, no additional development of land within the base has taken place recently, although the extent of land available, the runway facility, the relative security of the site and its separation from other land uses renders it suitable a site to host major incoming developments, particularly those associated with renewable energy or those with an aviation requirement.

In anticipation of future development, and to satisfy an LDP requirement for the establishment of a strategic context for the site prior to individual proposals being brought forward within the AFA or the PDA, a masterplan for the site has been prepared by the site owners in accordance with Council guidance. Unlike many other master-planning situations where the final expected form of development is able to be anticipated and planned for with reasonable confidence, the unique nature of this site is a factor in this case, with land suitable for aviation related and unusually large-scale developments, and with a position already established in manufacturing related to renewables. Given that its potential is linked to the opportunity it provides to accommodate the unexpected, more flexibility is required in these circumstances than would normally be the case with master planning, given that it is not possible to foresee with certainty exactly what development demands might arise over time. That said, there are fundamental issues relating to access, services, compatibility between uses and so on which is it possible to address through master planning at the outset, whilst still maintaining sufficient flexibility to be able to realise the unique development potential of this site.

2. RECOMMENDATION

Members are advised that the masterplan submission provides an appropriate strategic framework for the development of the site based upon foreseeable development requirements. However, given that the potential of the airbase lies, in part, in its ability to be capable of accommodating the unexpected, there will necessarily require to be an element of flexibility and it is envisaged that the masterplan will require to be updated periodically in response to unforeseen development requirements which may emerge over time, which may have consequences for the manner in which the residual land is capable of being developed. . It is recommended that the Committee:

1) Endorses the masterplan as submitted;

2) Adopts it as a material consideration in the determination of future development proposals at the base;

3) Agrees that the masterplan should be updated as necessary in the event that developments are approved at the base in conformity with the masterplan which prove to have implications for the delivery of development within the remainder of the base.

3. BACKGROUND

The former airbase at Machrihanish is situated on the west Coast of Kintyre north-east of Machrihanish village and some 5 miles from Campbeltown. It extends to around 400 hectares (1,000acres) and is in part currently occupied by , the extensive Wind Towers manufacturing plant and various businesses occupying former military buildings on the site. It is a recently demilitarised facility which has been acquired for a nominal sum by the Machrihanish Airbase Community Company, a company limited by guarantee with charitable status, which has been established for the purpose of acquiring the base under Community Right to Buy legislation. Over the years, the airbase has been a significant component in the local economy in Kintyre, although its value dwindled as military activity waned and the site became effectively mothballed. Following disposal by Defence Estates MACC’s objective is to manage the site and to advance sustainable community based regeneration, focussing primarily on industrial and commercial development opportunities responding to the needs of both local businesses and inward investment.

The site adjoins open farmland to the south and to the east. There are two farmsteads and former military accommodation now occupied as private housing to the north, along with the adjacent Machrihanish Dunes Golf Club. The western boundary of the site adjoins the coast and is fringed by the Machrihanish Dunes SSSI. Access into the site is from a C class road linking back east to the A83(T) to the north of Campbeltown, via what was the original guardhouse entrance to the base. There is a further C class road serving the civilian air terminal which links to Stewarton village to the south. The road access route between the site and Campbeltown harbour has been extensively improved in recent years in order to facilitate the ready movement of large scale turbine components and their export by sea. There is a minor access to the south of the site from the Machrihanish direction, which affords a gated access route for emergency purposes only.

The key components of the site are the runway with its associated taxiways and aprons, the airport terminal operated by HIAL, the large Gaydon Hanger and an array of former military accommodation and support buildings distributed across the site; some of which are now occupied for business purposes, and some which by virtue of their design or construction do not lend themselves to alternative use. The modern factory developed by Vestas and now occupied by Wind Towers Ltd occupies land leased by MACC and is fenced off and accessed separately from the remainder of the base. There are large areas of peripheral undeveloped land around the airfield perimeter and notably some substantial structures designed as bunkers for the storage of munitions and aviation fuel. Land within the master plan area is predominantly in the ownership of MACC although there is one large agricultural field to the rear of the Wind Towers plant which is in the ownership of the adjacent Clochkeil Farm. MACC also own some peripheral areas of land outwith the masterplan area, including the site of the former shop (now demolished) opposite the entrance to the base.

The 3,000m east–west runway with its associated hardstandings, taxiways and civilian terminal facilities divides the site in two. The northern part contains the site entrance, the majority of the military buildings, the Wind Towers factory and the munitions storage structures. There is less built development on the southern half of the site and this area requires access to be taken across the runway. It does however contain the Gaydon Hanger (6,887 sq m) which is the largest single ex-military structure on the base. Permission has recently been granted for this to be occupied by an experimental onshore recirculation aquaculture production facility.

The site presents a range of development opportunities, associated with the following:

1) Aviation potential associated with the runway; 2) Candidate UK Spaceport site; 3) Ready access link to Campbeltown Harbour by road; 4) Scheduled air link on site to ; 5) Availability of large areas of land for development; 6) Opportunities for the re-use of former military buildings and other structures; 7) A significant established presence in the renewables manufacturing sector; 8) A coastal location which lends itself as a landfall for marine renewables; 9) Experimental onshore aquaculture with potential for significant expansion; 10) Association with two well respected adjacent golf courses

The Local Development Plan acknowledges this in identifying the majority of the site for strategic inward investment opportunities (AFA 14/7). These could include onshore and offshore renewable energy related or aviation related developments, in addition to other more conventional business and commercial opportunities, such as manufacturing, storage, offices, research and development. An experimental onshore aquaculture presence has led to the identification by the operators of additional land requirements for potentially significant scaled development. The west end of the site fringing the dunes has been designated as a Potential Development Area (PDA 3001) for potential low density high end housing development, prompted by initial interest expressed by developers in providing golfing accommodation in association with Machrihanish Dunes Golf Course. This requirement subsequently appears to have been overtaken by events as the current golf course operators do not have an ongoing interest in the future provision of such accommodation and MACC do not have any aspirations for residential property within the confines of the base. Both the

AFA and the PDA are captured within the LDP identified master planning boundary (MAST 1/10).

AFA’s and PDAs are identified by the Council where they can contribute to economic development and environmental improvement and where a comprehensive approach to prospective development is warranted in order to avoid unplanned piecemeal development. They are defined areas of land within which opportunities may emerge during the period of the development plan for redevelopment or new development. It is standard practice to require a masterplan approach when considering development within such designated areas. Masterplans help the Council assess at an early stage in the development process, the interrelationships of layout, design, access, existing transport infrastructure and sustainable modes of travel, landscape and ecology, open space provision and integration of a proposed development with existing communities.

The Scottish Government most commonly refers to Masterplans being, ‘a plan that describes and maps an overall development concept, including present and future land use, urban design and landscaping, built form, infrastructure, circulation and service provision. It is based upon an understanding of place and it is intended to provide a structured approach to creating a clear and consistent framework for development’ (PAN 83). The Scottish Government endorses the use of masterplanning in general, but considers that it is especially useful for large sites and in areas/sites which are going to undergo substantial change, have multiple uses, or are sensitive in environmental or landscape terms.

At the meeting of the PPSL Committee on 23 November 2011, Members considered and agreed a policy paper on masterplans. This stated, inter alia , that:

“Proposals for development of PDAs should be accompanied by a Masterplan which demonstrates how the proposed development will relate to the wider area and any parts of the PDA which do not form part of the application site, and that the publicity and consultation arrangements for the masterplan and planning application run concurrently for a minimum period of 21 days.”

The masterplan submission by MACC seeks to provide a strategic overview for the future development of the airbase. The masterplan has been the subject of consultation and publicity, and is assessed below.

4. CONSULTATIONS

ABC Public Protection: (21 st October 2014) – No objections subject to appropriate separation between noise sensitive development such as housing from major sources of noise such as aviation and industry. As a brownfield site consideration of contaminated land issues and remediation requirements will also be of importance when it comes to the assessment of individual developments.

ABC Roads: (21 st October 2014) – No objections subject to standards for new development being met for access, visibility and parking as per local plan standards. No requirement for off-site road improvements identified.

Scottish Natural Heritage: (21 st October 2014) – The masterplan area adjoins but does not affect the adjacent Machrihanish Dunes SSSI. No encroachment of development into this

area would be supported. The plan could usefully include ‘green’ elements such as the managing of land adjacent to the SSSI to extend the machair grassland to improve habitat and the setting of development.

Scottish Environment Protection Agency (20 th October 2014) – No objection but a small area of the site lies within the flood risk envelope for Machrihanish Water and other smaller watercourse within the base could pose a localised flood risk. However, flood risk should not be regarded as a significant constraint for the majority of the site. Flood risk and/or drainage assessments may be required to support individual development proposal in areas of concern.

Highlands & Islands Airports Ltd (20.11.14) – The masterplan area falls with the safeguarded area for Campbeltown Airport. Limitations on the height of development could be imposed by safeguarded areas and the requirement for separation from communication and navigation aids. HIAL would work with developers of individual proposals on a case by case basis to seek to resolve any issues likely to affect airport operations.

West of Scotland Archaeology (17.10.14) – The area is one which is relatively rich in archaeology. Areas which have not previously been disturbed by past development have the potential for well-preserved remains in blown sand and peat. Archaeological assessment on a case by case basis would be required as individual development proposals emerge.

5. PUBLICITY

The Masterplan has been advertised in the local newspaper (expiry date 31.10 14).

6. REPRESENTATIONS

No representations have been received in response to the Council’s advertisement of the masterplan. It should be noted that MACC have undertaken separately their own community consultation, having held an ‘open day’ as part of the masterplan preparation process. Of the 36 responses received, 18 categorised themselves as ‘very positive’ about the proposals, 14 categorised themselves as ‘positive’ and no adverse representations were lodged. Support was expressed for the future development of recreation and leisure facilities, the hosting of outdoor events, provision of conference and training facilities, solar energy, light aviation, local employment opportunities and industrial development linked to Campbeltown Harbour. It was also suggested that opportunities to retain parts of the site as environmental features to support nature conservation, birdwatching and so on would be beneficial.

7. ASSESSMENT a) List of all Development Plan Policy considerations taken into account in assessment of the masterplan

‘ Local Development Plan’ (2015)

LDP STRAT 1 Sustainable Development LDP DM 1 Development within the Development Management Zones LDP 3 Supporting the Protection Conservation and Enhancement of our Environment LDP 5 Supporting the Sustainable Growth of our Economy LDP 9 Development Setting, Layout and Design LDP 10 Maximising our Resources and Reducing our Consumption.

LDP 11 Improving our Connectivity and Infrastructure

MAST 1/10 Machrihanish Strategic Business Sites PDA 3001Machrihanish – Campbeltown Airport AFA 14/7 Machrihanish Air Base b) List of all other material planning considerations taken into account in the assessment of the application, having due regard to Annex A of Circular 4/2009.

• Scottish Planning Policy (SPP) • PAN 83 – Master Planning • A&BC approved Masterplan process (Nov. 2011) c) Assessment against the Development Plan

The masterplan site and its wider surroundings fall within an extensive area designated as ‘countryside zone’ which would normally be restrictive in terms of the scale of development which would be accepted in open countryside. However, given its previous occupation for military purposes, the residual infrastructure and buildings and the opportunities of development which it presents, the majority of the site has been identified as an ‘Area for Action’ by the LDP in recognition of the redevelopment and inward investment opportunities it affords.

An area of the site at its western extremity has been separately identified as a PDA for low density ‘up market’ housing development in recognition of the association between the American operated Machrihanish Dunes golf course and Campbeltown Airport, which the developers initially considered as an opportunity to provide golf-related visitor accommodation close to the airport and the course. This designation reflects the earlier aspirations of one of the original golf course promoters but has since been overtaken by events, in so far as the current golf course operators are not seeking to establish accommodation on or close to the course itself, preferring to foster links with established settlements in the surrounding areas. This has been evidenced thus far by their investment in the Royal Hotel in Campbeltown and the Ugadale Hotel at Machrihanish village.

Where PDA’s and AFA’s have been designated in the countryside, the normally applicable constraints associated with the underlying ‘Development Control Zones’ are removed. AFA 14/7 and PDA 3001 between them therefore establish a general presumption in favour of development in terms of the proposed ‘Argyll and Bute Local Development Plan’ subject to a comprehensive master planning approach being adopted, in order to satisfy the requirements of LDP MAST1/10. d) Proposed Masterplan Zoning

The masterplan submission includes:

a) an inventory of buildings in occupation by use class; b) identifies likely suitability of uses for those buildings which lend themselves to reoccupation; c) a demolition plan to identify structures to be removed,

d) a zoning plan for undeveloped land for the purposes of indicating the distribution of intended uses across the site; e) an access plan to show key route within the base which would be required for the purposes of delivery of the masterplan; f) a design guide to inform choice of colours, materials and so on in the implementation of future development.

It does not include a projected phasing plan as commonly found as a component of masterplan submissions, as future development of this site is so heavily dependent on inward investment decisions, the timing of which and the demands of which, are difficult to foresee with any certainty. Accordingly, it is not considered that the circumstances of this unusual site warrant a particular need for the programmed release of land, given that this will be so heavily dependent upon the specific requirements of particular projects, some of which may prove extensive in terms of their requirement for land-take (as was the case with the Wind Towers Plant, and as is currently envisaged with the prospective Niri onshore aquaculture development).

Current occupation – The site is occupied in part by a wide range of former military structures, ranging from airfield buildings, hangars and bunkers to smaller scale service buildings and accommodation blocks. The inventory supplied by MACC details current occupiers (mainly local workshop and storage uses), vacancies, and suggests potential future uses (subject in some case to the need for future planning permission). Some of these structures lend themselves to similar purposes for which they were designed, or potential reoccupation for alternative uses, whilst others are less likely to be attractive for reuse or are in a poor condition, and those have been included by MACC in a schedule of prospective demolition, which will free up some additional land for re-development. Most of the structures identified for removal lie inside the main entrance to the base, adjacent to the former military housing now occupied privately at the Sound of Kintyre.

AFA Zonal Plan – The masterplan has identified a range of zones to guide future development across the AFA as follows:

a) Active Aviation - This covers the main runway which forms the spine of the site along with its associated roadways, and taxiways. It encompasses the civilian airport operated by Highlands & Islands Airports Ltd. as well as the western end of the runway which is not used operationally for the time being. By including the entirety of the runway and the ancillary land required to service it and by providing safeguarding separation from other uses, it protects those facilities which would be required to be retained to in order to enable any expansion of aviation activities. At the moment, other than for HIAL operations and light aviation, there is no identified prospective interest in the site for additional aviation usage. However, the long runway does remain a key asset on the site and increases its attraction as a candidate for such ventures as the projected UK Spaceport.

b) Future Active Aviation – This relates to a large swathe of open land on the north side of the runway and adjacent to the civilian air terminal, which currently contains a series of aprons and taxiways. This area is being reserved for potential future development which may be required in association with the operation of the runway and the introduction of future aviation related uses. It provides extensive opportunities for built development to be located close to the runway.

c) Office, Leisure, Community and other Commercial - This relates to an area surrounding the entrance point to the airbase via the former guardhouse, which lies between the public road frontage of the site and the Wind Towers manufacturing plant. It contains a large number of building of varying sizes, conditions and uses. Significant areas of demolition are proposed in order to free this area up for re-development, allowing for the retention of those buildings which lend themselves to continued use. This area is the most readily accessible from the road frontage to the site and lies adjacent to former military (now private) housing on the margins of the airbase, and extends up to two adjacent farmsteads. The masterplan zones this area for low impact uses, which would be compatible in terms of amenity and scale with the established residential presence, and recognises the potential for retention and re-occupation of the better buildings. It is an appropriate designation for this area which will provide an appropriate transition area between established housing areas and general industrial uses. d) Light and General Industrial – This zone captures the existing Wind Towers manufacturing plant and includes some currently undeveloped land in front of and behind that plant. It is also contiguous with a field in agricultural use belonging to, and situated to the rear of, Clochkeil Farm. The latter lies outwith the former airbase and MACC’s ownership, but the LDP has it included within the AFA and the masterplan area. It would be capable of being accessed from within the base and the strategic vehicle access plan submitted by MACC allows for this. This area would lend itself to further renewables related development. There is then a second area identified for potential industrial development parallel to the southern side of the runway. This is a relatively far flung area of the base with a long means of access involving the crossing of the runway. It is an undeveloped and relatively neglected area only containing hardstandings and aprons. It would require significant ground preparation, access and servicing to be capable of development and is subject to some constraints in terms of ground conditions and localised flood risk. Realistically, it would only be likely to be considered for development when capacity in more readily developable areas of the base had been exhausted, so should be regarded as one of the more longer-term prospects for development. e) Business/Storage – Two areas are identified for these purposes, one to the north and one to the south of the runway. These are predominantly areas of open land criss-crossed by roadways and taxiways, with only a small number of existing buildings. The most notable of these is the very large Gaydon Hanger towards the southern boundary of the airfield. This has recently obtained consent for change of use to an onshore aquaculture production facility and the operators are currently exploring opportunities to develop additional capacity on adjacent land via a new build proposal. f) Residential – This annotation reflects those residential properties already present within the masterplan area which are grouped along the western side public road approach to the airbase, namely the former military (now private) houses at the Sound of Kintyre, plus West Darlochan and Clochkeil Farms. The only additional area of housing proposed is a small area formerly occupied by a local shop, now demolished, which falls within the LDP defined ‘settlement’ boundary, but lies outwith the masterplan area. Redevelopment of this site for housing purposes would be consistent with LDP policy and such a use would be compatible with existing housing on the opposite side of the road. g) Retained areas – these are areas which are identified as being kept free of development to provide buffer areas between industrial activity and more sensitive land uses and to

provide buffers between the active aviation zone and areas proposed for development. The would either be retained in their current state or could be used as areas which could be re-contoured with spoil arising from the clearance of land for development, in order to the need for it to be transported and disposed of off-site. They could benefit from steps being taken to improve their nature conservation value, although HIAL would wish to see tree planting and water bodies avoided, given these tend to attract birds and could compromise air safety.

h) Infrastructure – private water supply and private sewage treatment infrastructure is currently situated in the centre of the site to the north of the runway. Additional land for future expansion is identified adjacent to the existing facilities, should this be required in the future. Present demand from current occupation is well within the capacity of on-site services.

PDA 3001 – This area lies at the western extremity of the base fringing the coast and is bisected by the western end of the runway. It lies outwith the AFA but is captured in the wider masterplan area. Part of the PDA to the north of the runway contains a series of heavily constructed and part buried bunkers and a series of above ground armament stores. Some of this accommodation continues to be used as storage facilities.

This area has previously been recognised as having potential for low density ‘up market’ housing to be associated with the development of the Machrihanish Dunes golf course which lies immediately adjacent to the north. However, the current golf course operators do not share the aspiration of the original course promoter to provide accommodation for visitors on or immediately adjacent to the course. Their approach has been to refurbish existing hotel accommodation in Campbeltown and Machrihanish village and despite the PDA designation, neither they nor MACC have any aspiration to develop this land for residential accommodation.

Given the location of the land which has to be accessed via the remainder of the base via industrial/commercial areas this land, it would not realistically be attractive for conventional private residential development (as opposed to golf destination accommodation). Accordingly notwithstanding the PDA designation, the masterplan proposes that this much of this area be designated as ‘retained space’ on the basis that there is no realistic prospect of any future golf related development. This affords opportunity to manage some of the land adjacent to the SSSI to extend the machair grassland to improve habitat and the setting of development, as identified by Scottish Natural Heritage in their consultation response.

The southernmost section of the PDA lies adjacent to the Gaydon Hanger, which now has consent for an experimental onshore aquaculture facility. The operators have identified a requirement for adjacent additional land for prospective future development. Given the requirement to access seawater and the desire for biosecurity (which prompts a site on the fringe of the base through which other occupiers will not need to transit) this area has been identified for possible future aquaculture development which represents an incursion into the otherwise ‘retained space’ south of the runway. e) Access and Infrastructure

The airbase will continue to be accessed as it is at present from the C class road serving the main gate. There are currently two access points to the airbase, one using the former secure

military access, and a nearby separately controlled entrance dedicated to the Wind Towers manufacturing plant. There is an independent access and car park serving the civilian air terminal only. Beyond that, the only other access point is across farmland from the direction of Machrihanish village, and this is to be retained, as at present, as an emergency means of access only. Road access between the airbase and the A83(T) is adequate to handle industrial traffic and the junction with the trunk road has been widened out in recent years to facilitate the movement of wind tower sections towards Campbletown harbour.

The airbase includes an extensive network of roadways and taxiways which remain from its military occupation. The masterplan has identified strategic routes enabling access to the various intended development zones and to third party land outwith the ownership of MACC. This confirms the intention to retain existing access points and does not identify a requirement for any additional means of access to the site. Within the site, a perimeter roadway around the intended development land either side of the runway is identified which includes a single runway crossing point towards the west end of the runway, with the connection at the other end being made at the end of the runway close to the civilian airport terminal. This then connects back via two routes either side of the Wind Towers plant to the public road and to the bunker storage area at the western extremity of the site. There are ample opportunities within the airbase to provide servicing and parking areas to serve projected development sites as they are identified.

The airbase is served by private water supply and private wastewater systems inherited from the military, which continue to be privately maintained and it is envisaged that this will continue to be the case. In view of previous military occupation levels at their peak, these have significant capacity over and above current demand. The area around the existing facilities is nonetheless safeguarded in the masterplan for possible future enhancement, should demand eventually outstrip available capacity. f) Built Environment / Landscape Impact

The airbase occupies a low lying and totally flat area of land adjacent to the coast which is visible at considerable distance across the wider landscape of the Laggan. The latter is characterised by its openness, its lack of tree cover and a relatively even and low density scatter of surrounding farmsteads and houses. Whilst most of the buildings on the airbase are clustered around the main entrance and are fairly low lying, large structures such as the Gaydon Hanger and the Wind Towers manufacturing plant are visible over considerable distances. Other than for the common thread of the military influence upon the built environment within the base, which is rather utilitarian in nature as a consequence, there is little in the way of design cohesion throughout the existing structures. The scale of the Wind Towers plant and its external cladding in white (at the insistence of Vestas who were the original developers) has not set a particularly desirable precedent for the design and appearance of future buildings on the airbase.

In response, the masterplan includes a Design Guide to inform the design of future buildings on the site which requires inter alia that that prospective developers should:

a. Wherever possible, use materials that will weather well over time and are self-cleaning; b. Use colour and detailing on buildings to limit the appearance of bulk and height; c. Use different profiles of sheeting of the same colour to break up large areas; d. Avoid white and/or bright intense colours and use a limited colour palette. Several tones of grey, grey green, mid-green, dark green and brown are recessive colours in

the landscape and may be appropriate, especially when viewed from afar; Consideration should be given to a graduated colour scheme where colour lightens with height; e. Roof colour should be selected to minimise the contrast with the sky and landscape and be sympathetic with the wall colour(s); f. At the edges of the site, particularly at the west, materials will need to be more sensitive to reflect the adjacent open landscape/seascape.

The design guide recognises that there will be opportunities within the base to retain open areas and to implement measures to improve biodiversity, and areas of retained land are identified in the masterplan for that purpose. Opportunities will however be constrained to a degree by the need to avoid measures which could compromise the safe operation of the airfield.

8. CONCLUSION

The proposed masterplan is considered fit for purpose insofar as it identifies buildings to be removed, those which afford opportunity of re-use, and designates areas of land suitable for different types development across the airbase in an manner which has cognisance to access requirements and compatibility between existing and future uses. It also sets basic design parameters to guide future development.

It is not as prescriptive as some masterplans, as the unique quality of the site stems from its extensive scale and relative isolation which renders it suitable for a wide range of up to large- scale inward investment opportunities, ranging from renewables, to aquaculture and aviation related developments, as well as for smaller-scaled ventures associated with local business opportunities. It is therefore a masterplan which seeks to establish a context for as yet uncertain development, rather than establishing a phased approach to the implementation of development which is foreseen and which is therefore able to planned for and phased in a comprehensive manner at the outset.

For this reason, it requires to be sufficiently flexible to be responsive to the needs of developers which are difficult to anticipate at this stage, and there is therefore likely to be a requirement for it to be reviewed from time to time to take account of developments which have come to fruition, so that the future of the residual landholding can be addressed with more certainty in the light of such development that has taken place.

9. IMPLICATIONS

Policy: None Financial: None Personnel: None Equal opportunities: None

Author of Report: Richard Kerr Date: 8th April 2015

Angus Gilmour Head of Planning and Regulatory Services