Aerospace Business Park Statement in support of the planning application

St Athan Aerospace Business Park Statement in support of the planning application incorporating Design and access statement

May 2009

Department for the Economy and Transport Welsh Assembly Government QED Centre Main Avenue Treforest Industrial Estate Trefforest CF37 5YR

Study team This statement has been prepared by a team comprising: Welsh Assembly Government Department for the Economy and Transport QED Centre, Main Avenue, Treforest Industrial Estate, Trefforest CF37 5YR

WYG Planning & Design 21 Park Place, Cardiff CF10 3DQ

Atkins Woodcote Grove, Ashley Road, Epsom, Surrey KT18 5BW Longcross Court, 47 Newport Road, Cardiff CF24 0AD

Capita Symonds Tyˆˆ Gwent, Lake View, Llantarnam Park, Cwmbran, Torfaen NP44 3HR

Kernon Countryside Consultants Brook Cottage, Purton Stoke, Swindon, Wiltshire SN5 4JE

Mott MacDonald St Anne House, 20-26 Wellesley Road, Croydon, Surrey CR9 2UL

Parsons Brinckerhoff 29 Cathedral Road, Cardiff CF11 9HA

Walker Beak Mason Steepleton Lodge Barn, East Haddon, Northamptonshire NN6 8DU Study team 3 The site as existing 23 Contents Table of contents Location List of illustrations Land ownership Glossary of abbreviations Current uses Physical factors 1 Introduction 11 • Geology The applicant • Hydrogeology The agent • Ground conditions and Description of the proposed development contamination Type of planning application • Topography The application site • Built environment Planning application drawings Environmental factors Purpose of report • Cultural heritage Other supporting documents • Ecology • Landscape and trees 2 Background to and need for the 15 • Visual amenity development Infrastructure International and UK perspective • Airfi eld operation Aerospace in • The Welsh Assembly Government’s • Access strategy for the aerospace industry • Foul sewerage Demand studies • Surface water drainage • Key fi ndings • Utilities • Defi nition of MRO Planning designations • Establishing the right strategy for Constraints and opportunities the ABP • Job opportunities 4 The proposal 35 Enquiry-based evidence of demand Overall concept The St Athan project The master plan Relationship to the Defence Technical College Accommodation for businesses Accessing the site • The Welsh Assembly Government’s • Elevational treatment • Existing access commitment to public art Landscape design • The requirement for a new access Drainage strategy • Landscape objectives • Access proposals • Foul sewerage • Landscape strategy • Basic principles • Surface water drainage • Movement framework • Range of options considered • Land drainage • Mitigation • Consideration of options: access Utilities • Planting proposals from the north • Electricity • Consideration of options: access • Gas 7 Planning policy framework 65 from the south • Potable water Introduction • Consideration of options: access • Telecommunications The current development plan from the east Phasing The national spatial plan • Consideration of options: access • Phase 1: 2014 The area development brief from the west • Phase 2: 2020 The emerging development plan • Conclusion • Phase 3: 2028 National planning policy guidance Highway proposals Employment potential Supplementary planning guidance • Northern Access Road Conclusion • Southern Access Road 5 Specialist elements of the proposal 53 • Highway improvement works The runway 8 Conclusion 73 Landscape Air Traffi c Control tower and fi re station Environmental mitigation and enhancement Engine running facility Appendices • Ecology Fuel store 1 Access statement • Noise Compass swing 2 Schedule of proposed building sizes Public art Fire training 3 Development schedules • A strategy for public art Aerospace Business Park administration 4 Energy considerations • Potential locations for public art 5 Drawings • Proposed mechanism for delivering 6 Design guidance 57 public art Building design • The Council’s • Aspiration commitment to public art • Hangars The following drawings are contained in Appendix 5 List of illustrations of this report:

01 Site location 02 Application boundary 03 Application boundary 04 Site context: existing 05 Site context: proposed 06 Agricultural land classifi cation 07 Land-form 08 Built environment appraisal 09 Landscape context 10 Planning designations 11 Aeronautical constraints 12 ABP site identifi cation 13 Development framework 14 Master plan 15 ABP North master plan 16 ABP South master plan 17 Tree appraisal 18 Landscape strategy 19 Building reuse phasing 20 Principal buildings to be demolished 21 Master plan phase 1 22 Master plan phase 2 23 Master plan phase 3 24 Site section. ABP Aerospace Business Park LRTT Lufthansa Resource Technical Training Glossary of AGL Aeronautical Ground Lighting MoD Ministry of Defence ALC Agricultural land classifi cation MRO Maintenance, repair and overhaul abbreviations ASDA Accelerate-Stop Distance Available NDT Non-destructive testing ASHP Air source heat pump NAR Northern Access Road ATC Air Traffi c Control ODP Ozone depletion potential ATM Air Traffi c Management PAPI Precision Approach Path Indicator BREEAM BRE Environmental Assessment Method PPW Planning Policy Wales CAA Civil Aviation Authority PV Photovoltaic CAGR Compounded annual growth rate PV-T Hybrid photovoltaic-thermal CCW Countryside Council for Wales RESA Runway End Safety Area CGA Clear and Graded Area RFFS Rescue and Fire Fighting Services CHP Combined heat and power ROC Renewable Obligation Certifi cate DARA (The former) Defence Aviation Repair SAR Southern Access Road Agency SFA Service families’ accommodation DCWW Dwrˆ Cymru Welsh Water SLA Special Landscape Area DDA Disability Discrimination Acts 1995 & 2005 SHW Solar hot water DSG SPG Supplementary planning guidance DTC Defence Technical College SuDS Sustainable drainage systems DHW Domestic hot water TAN Technical Advice Note EAW Environment Agency Wales TODA Take-off Distance Available EFW Energy-from-waste TORA Take-off Run Available FOD Foreign Objects and Debris UAV Unmanned air vehicle FSTA Future Strategic Tanker Aircraft UCAV Unmanned combat air vehicle GSHP Ground source heat pump UDP Unitary Development Plan GWP Global-warming potential UWAS University of Wales Air Squadron ICAO International Civil Aviation Organisation VGS Volunteer Gliding School ILS Instrument Landing System WDA (The former) Welsh Development Agency LDA Landing Distance Available WSHP Water source heat pump LDP Local Development Plan WSP Wales Spatial Plan

Introduction The applicant 1 101 The applicant is the Welsh Ministers. 102 The Welsh Ministers, through their Department for the Economy and Trans- port, deliver economic and transport agendas for Wales. The objectives of the Minis- ter for the Economy and Transport, being one of the Welsh Ministers, are:

• to create jobs across Wales; • to stimulate enterprise and growth; • to enhance skills for jobs.

103 In respect of these objectives the relevant priorities of the Minister are:

• to support job creation and help individuals tackle barriers to participation in the world of work; • to implement a labour market strategy with a long term goal of full employment at a rate of 80%; • to invest in regenerating communities and stimulating economic growth across the whole of Wales; • to help businesses to start-up and grow by supporting entrepreneurship, innovation, inward investment, trade and skills, ensuring an adequate supply of high quality sites and premises to meet the demands of business; • to maintain and enhance the global profi le of Welsh business, to attract inward investment to Wales and to secure export business by promoting international trade for Welsh companies.

104 The Welsh Development Agency (WDA) was established by the Welsh Development Agency Act 1975 (as amended) and for thirty years its functions included furthering the economic development of Wales. Those functions were trans- ferred to the National Assembly for Wales and subsequently to the Welsh Ministers. 12

Before its abolition in 2006, the WDA was actively involved in progressing the pro- • an improvement of the B4265 at to Old Mill, just east of St Athan; and posals for redevelopment at St Athan, the location of which is shown on Figure 01. • an improvement of the existing A4226/B4266 junction at Waycock Cross on the north-western edge of Barry.

The agent These and other aspects of the proposed development are described in Chapter 3 of 105 The applicant’s agent for the planning application is: this report. STATEMENT IN SUPPORT OF THE PLANNING APPLICATION WYG Planning & Design Type of planning application 21 Park Place Cardiff 108 The application is principally for outline planning permission, but also seeks CF10 3DQ detailed planning permission for certain of the proposed highway and highway im- provement works. Those for which detailed permission is sought as part of this ap-

Tel: 029 2072 9000. plication are: Aerospace Business Park

• the Northern Access Road (NAR); and Description of the proposed development St Athan • the proposed improvement at Gileston to Old Mill. 106 The proposed development is described as follows: 109 Although the application is accompanied by substantial illustrative and ex- “Development at and adjoining the aerospace business park, including: the erection planative materials, all details (other than the highway works referred to above) are of new and replacement buildings, airfi eld operational facilities and structures; the reserved for subsequent approval by the local planning authority. In accordance with provision of access roads, hardstandings and other infrastructure; security fencing; The Town and Country Planning (General Development Procedure) Order landscaping and ecological works; garage for Rose Cottage; all associated building 1995 1 these are defi ned as: and engineering operations; and related highway improvements.” • access; 107 The proposed Aerospace Business Park (ABP) development is focused on the • appearance; existing military base at St Athan. New northern and southern access roads will be • landscaping; created and improvement works to existing highways are proposed as follows: • layout; and 1 • scale. As amended by The Town and Country Planning (Gen- • an improvement (within highway limits) of the junction between eral Development Procedure) (Amendment) (Wales) Order Road and the B4265 at St Athan; 2008, 2008 No. 2336 (W.199). INTRODUCTION 13

110 The application is made to The Vale of Glamorgan Council as the local plan- • land within and adjoining the existing Ministry of Defence (MoD) base; ning authority for the area. The application and all supporting documents may be in- • land required for the construction of the proposed NAR and Southern Access spected on line at www.valeofglamorgan.gov.uk or at the Council’s offi ces during Road (SAR); normal business hours at the following address: • land required for highway improvements at Gileston to Old Mill and Waycock Cross. Directorate of Environmental and Economic Regeneration The Vale of Glamorgan Council 114 Other land adjoining the application site which is in the ownership or control Dock Offi ce of the Welsh Ministers is edged in blue on the application site plans (Figure 02 and Barry Docks Figure 03). The main part of the application site is shown on Figure 04, which Barry identifi es some of the places referred to in this report. Vale of Glamorgan CF63 4RT Planning application drawings

Tel: 01446 704600. 115 The set of planning application drawings comprises:

111 The application is being submitted at the same time as a planning application by • drawing nos. A044915drg02 and 03 Application boundary; the Secretary of State for Defence and his preferred bidder, Metrix UK Limited and So- • drawings illustrating the layout, design, engineering and landscaping of the dexo Limited, for the Defence Technical College (DTC). The DTC will sit alongside the NAR; and ABP and both projects will share some of the same infrastructure, including the pro- • drawings illustrating the layout, design, engineering and landscaping of the posed NAR and the highway improvement works referred to in paragraph 107 above. proposed highway improvement at Gileston to Old Mill.

A complete list of the planning application drawings is appended to the planning The application site application form. 112 The application site is edged in red on the application site plans (Figure 02 and Figure 03). The site comprises 198.61 hectares (490.8 acres) of land which is Purpose of report either owned by the Welsh Ministers or which the Welsh Ministers propose to acquire, if necessary by means of a Compulsory Purchase Order. 116 The purpose of this report is to describe the background to, and proposals for, the ABP and to outline how the proposed development will be designed, implement- 113 The application site may be subdivided as follows: ed and managed. 14

117 The report is intended, also, to satisfy the requirements for the provision of Other supporting documents the following statements: 120 The application is also accompanied by a Sustainability Statement (Atkins, 2009), required by The Vale of Glamorgan Council under supplementary planning • the design statement required by Technical Advice Note 12: Design (TAN guidance 5 and the ABP Travel Plan (Capita Symonds, 2009). 12) and by the current consultation draft update of TAN 12 2; and • the access statement required by article 4D of The Town and Country 121 In addition to these ABP-specifi c reports, the planning application is accompa- 3

Planning (General Development Procedure) Order 1995 , which is at STATEMENT IN SUPPORT OF THE PLANNING APPLICATION nied by the following composite documents: Appendix 1.

• Environmental Statement (Entec, 2009); 118 Recent changes to the regulations governing the submission of outline plan- • Transport Assessment (Capita Symonds, 2009); ning applications require that, where such applications reserve matters for subse- • Flood Consequences Assessment (Entec, 2009); quent approval, they shall include certain information, as follows 4: • Economic Impact Assessment (Entec, 2009); Aerospace Business Park • Community Engagement Statement (Camargue, 2009); • Layout: where layout is a reserved matter, the outline application shall state • Construction Travel Plan (Capita Symonds, 2009); the approximate location of buildings, routes and open spaces included in the

• Construction Method Statement (Metrix, 2009); St Athan development proposed. • Surface Water Drainage Strategy (Metrix, 2009); • Scale: where scale is a reserved matter, the outline application shall state • Foul Water Drainage Strategy (Metrix, 2009); and the upper and lower limit for the height, width and length of each building • Computer Generated Photomontage Images (WYG, 2009). included in the development proposed. • Access: where access is a reserved matter, the outline application shall state These documents contain comprehensive assessments of the environmental, trans- the area or areas where access points to the development proposed will be portation, fl ooding and economic impacts of all the developments currently proposed situated. at MoD St Athan, including the ABP.

119 The requisite information in respect of layout and access is provided by the master plan (Figure 14); and in respect of scale by the information in Appendix 2.

2 Technical Advice Note 12: 3 As amended by The Town 4 Article 3 of the Town and 5 Supplementary Planning Design, Welsh Assembly Govern- and Country Planning (Gen- Country Planning (General Guidance: Sustainable Devel- ment, 2002 and Technical Advice eral Development Procedure) Development Procedure) Order opment, The Vale of Glamorgan Note 12: Design Consultation (Amendment) (Wales) Order 1995 as amended. Council, 2006. Draft, Welsh Assembly Govern- 2006, 2006 No. 3390 (W.310). ment, May 2008. Background to and need International and UK perspective 201 In 2007 the aerospace sector had a total value of €284 billion worldwide (ap- 2 for the development proximately US$389 billion), with a compound annual growth rate (CAGR) of 2.7% (2002 to 2007 in constant dollars). In 2009 the sector is forecast to have a value of €313 billion (approximately US$429 billion). The UK has the second largest aerospace market behind the USA, representing approximately 11% of the world market, with a turnover of £20 billion and a positive aerospace trade balance for the last two dec- ades. Approximately 113,000 people are directly employed in the aerospace sector in the UK, with productivity at £175,000 per head. £3 billion per annum is invested in research and development, representing 15% of turnover. Approximately 39% of aerospace employees have degrees while 16% work in research and development. One of the most signifi cant segments of the sector in the UK is Maintenance Repair and Overhaul (MRO), which is valued at over £6 billion and employs around 35,000 people.6

202 For these reasons aerospace remains one of the strongest business sectors in the UK. In 2002, in recognition of the importance of the sector to the UK economy, the government of the day launched the National Aerospace Technology Strategy, to ensure the UK retained and built upon its dominant position. In 2003, the then Prime Minister, Tony Blair, announced that by 2022:

“The UK will offer a global Aerospace industry the world’s most innovative and pro- ductive location, leading to sustainable growth for all its stakeholders.”

203 On 16 December 2003, the Secretary of State for Transport published the UK Government’s White Paper 7, The Future of Air Transport, which proposed the

6 Source: Aerospace and Defence 7 The Future of Air Transport, Industries Association of Europe, Department for Transport, Cm and Society of British Aerospace 6046, December 2003. Companies, 2008. 16

establishment of a number of centres of excellence in civil aircraft engineering and strategy there is a coordinated and agreed regional approach through the devolved training at airports outside the south-east of England, which would have the follow- governments and English regional development agencies. Wales has played, and will ing advantages: continue to play, a very signifi cant role in this coordinated UK approach.

• encouraging the growth of this sector, and of the UK’s share of an Aerospace in Wales increasing global market;

• increasing competitiveness as a result of lower labour and facilities’ costs 206 In 2003 the former WDA estimated that south Wales represented 30% to 35% STATEMENT IN SUPPORT OF THE PLANNING APPLICATION outside the south-east of England; of the UK’s MRO activity by value and 25% by employment. This suggested 7,500 • increasing the supply of well-trained engineers and technicians for the aircraft maintenance engineers were in south Wales, based on an estimate produced industry as a whole (including operations based in the south-east of England); by the Aviation Training Association of 30,000 such engineers throughout the UK at • encouraging the growth and economic benefi ts of regional airports; and that time. • reducing pressures at the busy airports, so freeing up space for

additional passenger and freight facilities. 207 Also in 2003, the Aerospace Wales Forum estimated that within Wales there Aerospace Business Park

were around 160 companies directly or indirectly related to the aerospace industry. 204 Chapter 6 of the White Paper dealt specifi cally with Wales and highlighted as The industry in Wales was a major contributor to the Welsh economy with an esti- St Athan one of the four key issues the: mated turnover of around £3 billion and representing approximately 20,000 direct employees. In 2008, the Forum estimated that there are 180 companies in Wales “…potential to develop a Centre of Excellence for aircraft maintenance and training engaged in the aerospace industry. based around the existing aerospace cluster in South Wales, which includes a heavy maintenance centre for long-haul aircraft at Cardiff and proposals for a new aero- 208 In 2005 the Welsh Assembly Government published a consultation document 9, space park at RAF St Athan.” 8 Wales: A Vibrant Economy, which proposed the following priorities:

The document also referred to the need to improve transport links to . • increasing employment; • raising the quality of jobs and average earnings; 205 As a result of this political imperative, there is now a strong UK-wide strat- • investing to stimulate economic growth; egy and infrastructure in place to drive the aerospace sector forward. As part of this • investing in the transport network and other economic infrastructure;

8 Ibid, paragraph 6.16. 9 Wales: A Vibrant Economy – A Strategic Framework for Economic Development, Welsh Assembly Government, November 2005. BACKGROUND TO AND NEED FOR THE DEVELOPMENT 17

• attracting more high value-added functions; 212 Aberporth: Situated on the 2,500 square miles of Cardigan Bay, the west • supporting businesses and sectors with strong growth potential; Wales region has a long history of deploying and tracking target unmanned air vehi- • further improving the skills base; cles (UAVs) in the Cardigan Bay ranges operated by MoD Aberporth. Parc Aberporth • delivering more demand-led training tailored to the needs of businesses; and is being developed by the Welsh Assembly Government as a leading edge technology • supporting entrepreneurship, innovation, investment and trade. park and a UAV centre of excellence. It comprises the necessary infrastructure for ‘routine’ operation of UAVs in segregated airspace. 209 The document referred to ten sectors that had been identifi ed as being widely recognized as being important for economic growth, one of which was aerospace. In 213 Llanbedr: Following the acquisition of the former disused MoD airfi eld by the April 2008 the Welsh Assembly Government Ministerial Advisory Group on the Econo- Welsh Ministers, with the intention of developing it as a commercial aerodrome, a my and Transport referred in its Phase 1 recommendations to fourteen sectors which market testing exercise was undertaken in 2007 and, subsequently, the site was the would be the focus of economic development in Wales. Aerospace was identifi ed as a subject of a competitive tendering process. A private sector operator has been select- strategically important sector. ed to operate the airfi eld under a 125 year lease and a planning application has been submitted. The operator is also seeking Civil Aviation Authority (CAA) reinstatement 210 The Wales-based industry is, generally speaking, split into two large industry of the previously associated airspace. concentrations in south-east and north-east Wales, with north-east Wales predomi- nantly a manufacturing sub-sector centred around Airbus UK at Broughton while the 214 Hawarden Park, Broughton: This comprises a 16 ha brownfi eld site, im- south-east Wales sector is chiefl y an MRO sub-sector around fi ve large companies, mediately adjacent to Airbus UK’s facility. The site was previously subject to mixed namely GE Aviation (Nantgarw), British Airways Maintenance Cardiff (Cardiff Airport), use development. Proposals for future use will centre on synergy and opportunities British Airways Avionics Engineering (Talbot Green), British Airways Interiors (Pontl- offered by suppliers to Airbus. lanfraith) and Nordam Europe (Pontllanfraith).

Demand studies The Welsh Assembly Government’s strategy for the aerospace industry 215 In December 2008, the Welsh Assembly Government appointed Mott Mac- 211 The Welsh Assembly Government, through a dedicated aerospace team, has Donald to update demand studies previously conducted in 2002 (by A T Kearney) formulated a draft comprehensive strategy to support the continued development of and in 2003 (by The Aviation & Travel Consultancy, now part of Mott MacDonald). In the aerospace sector in the context of the wider UK strategy. In accordance with the parallel, the Welsh Assembly Government commissioned an aerospace-related labour strategy, the Welsh Assembly Government has also invested heavily in four strategic survey for the whole of Wales. airfi eld sites: Aberporth, Llanbedr, Broughton and St Athan. 216 The updated demand study has focused on three key aims: 18

• to review the size and the factors infl uencing the global, European, UK and • In the UK, turnover in 2007 for aerospace and defence industries was Welsh aerospace markets, with particular emphasis on MRO activities, in order £19.84 billion. There were 113,318 people employed with a productivity of to identify suitable opportunities for St Athan; £175,100 per employee. Employment declined 5.47% from the previous year. • to quantify the likely demand for the MRO services identifi ed, based on current European fl eet sizes and future orders; and • The Welsh Assembly Government and Aerospace Wales Forum estimate that • to identify the types of MRO services that could be offered, their suitability to there are around 20,000 to 25,000 people employed in aerospace in Wales

the St Athan site, and the jobs that could be created. with an annual turnover of approximately £3 billion. This represents 15% of STATEMENT IN SUPPORT OF THE PLANNING APPLICATION total UK output while the Welsh population is only 4.9% of the UK total. Based Key fi ndings on these data, turnover per employee is estimated as £120,000. 10 217 The key fi ndings from the study are: 218 The key fi ndings in respect of MRO are: • The current economic downturn, although severe, should have only a short-

term impact on the aerospace industry. The duration of weakness in travel • In 2007 the global MRO market was worth US $115 billion (£57.5 billion), Aerospace Business Park

markets is typically around three years. The industry is resilient to shocks in including both civil and military sectors. This is forecast to increase to $140 world markets and the long-term outlook is for stability and growth. billion (£70 billion) by 2017, of which civil air transport will capture a 45% St Athan share. • The global aerospace industry (excluding Russia and China) had a turnover in 2007 of €284 billion (£194 billion), meaning a CAGR of 5% (2.7% adjusted • The MRO market in Europe was worth €20.7 billion (£14.2 billion) in 2007 for infl ation) since 2002. (25% of the global spend).

• Global aerospace employment increased by 180,000 jobs between 2002 and • The current economic downturn will have a short-term impact on MRO 2007, at 2.45% CAGR. In 2007 productivity was growing at 2.55% CAGR with spending. Depending on recession scenarios, growth rates could be between a turnover of €214,000 (£147,000) per employee. -0.9% to -1.8% for the period 2008 to 2010.

• In Europe, aerospace and defence turnover for 2007 (including land and naval • In the UK, the MRO market was worth £6.08 billion in 2007, a slight 0.03% defence) was €132.2 billion (£91 billion), of which 52% was military. decrease from 2006.

• In 2007, 649,000 people were employed in aerospace and defence industries 10 These estimates will be updated in Europe, a small increase of 1.2% from 2006. following the completion of the separate aerospace-related labour survey. BACKGROUND TO AND NEED FOR THE DEVELOPMENT 19

• There are a total of 16.6 million man-hours available in the European and larger aircraft up to B747, if required, although this would not be a target market. Middle East maintenance market. The top ten MRO suppliers control 40% of The ABP has already proved itself in terms of being able to support MRO activity and this market while the remainder is fragmented into over sixty suppliers. is to large extent already fi t for purpose, albeit in need of refurbishment and possibly some building alterations, but these can occur gradually over time. The fact that the Defi nition of MRO ABP has an operational runway and is already used for aerospace activities is a key 219 MRO is a term that describes any engineering maintenance function in the selling point. aviation industry, including the airframe, engines, landing gear, auxiliary power units, avionics, fuel systems, electrical systems, hydraulics and other components of an air- 223 The master plan for the ABP is well defi ned and provides long term business craft. In its widest sense, MRO also includes refurbishment, conversions, fi tting out, assurance to organisations thinking of moving to St Athan. The plan includes the paint spraying and aircraft recycling. Maintenance can be scheduled in accordance provision of dual purpose narrow body/wide body hangars and other facilities which with regulatory requirements and also in response to various defects as they arise. can be fl exibly confi gured for civil or military base maintenance use. The phasing of the plan means that these facilities can be provided when needed and in line with 220 MRO can be roughly sub-divided into two categories, described as ‘on-wing’ sustainable business growth. and ‘off-wing’ maintenance. As the name suggests, on-wing maintenance refers to activities where the entire aircraft is grounded for work on its airframe, systems or 224 There is no doubt that the current unprecedented world economic slowdown components and means that a runway is required at the maintenance facility for the that is now affecting all industries will take the appetite off potential new develop- aircraft to be delivered. Off-wing maintenance describes activities where the aircraft ments and investments in the near term. However, it is clear from the analysis of (and therefore a runway) is not required. Engines may be detached from the aircraft previous shocks that recessions have come and gone in the past but aviation has and trucked to the facility, as well as components, seats and some avionics. Non-de- continued to show long-term growth throughout. structive testing (NDT) and research and development may also be undertaken in the absence of the aircraft. 225 Additionally, the phasing of the master plan means that new building will not occur until 2010 at the earliest. The majority of the new development is planned for 221 It should be noted that the term MRO can be used to refer to the organisation 2014 and beyond. This would tie in well with the forecast economic recovery. supplying the maintenance services, as well as the activity of maintenance. 226 As part of the master plan, the intention is to gradually replace or refurbish Establishing the right strategy for the ABP the older buildings. However, the existing buildings and hangars could be, and in 222 The ABP is a large site with good communication and transport links. The some cases are being, put to use immediately while the new facilities are being airfi eld has an operational runway, recently resurfaced, that can easily accommodate developed: for example, Building 282 (a hangar known locally as ‘Twin Peaks’) will narrow body aircraft (for example, B737 or A320 family) or larger wide body aircraft be used for military MRO during Phase 1. There is up to 65,000 m2 of existing fl oor such as the B767 or A330. With some restrictions, it could also accommodate even space in various older buildings, hangars and workshops on the ABP site. Although 20

some of these buildings are in a poor state of repair and in need of refurbishment, times, and low cost facilities which provide a major cost advantage over the high some are already in use by tenants of the Welsh Ministers and others could potential- charge accommodation currently occupied by airlines and MROs at airports. In this ly be used for ancillary MRO services such as seat overhaul, wheel and brake over- respect, it will be important that a suitable marketing campaign is developed to at- haul, aircraft recycling, parts store, etc. tract the key MRO players.

227 To establish an aerospace centre of excellence at St Athan that can sustain a 230 There are also several military MRO opportunities. St Athan has a long history

large number of long-term jobs, it will be necessary to attract MROs that can be suc- of military MRO activity, having previously been home to the former Defence Aviation STATEMENT IN SUPPORT OF THE PLANNING APPLICATION cessful in maintaining their position in the European MRO market. MROs will be most Repair Agency (DARA), the UK Government’s agency for the repair and maintenance likely to succeed where there is, and will continue to be, suffi cient demand in the of military aircraft which is now part of the Defence Support Group (DSG). The RAF market that allows them to concentrate on a single aircraft type or family. This is be- fl eet of VC10s still undergoes maintenance at St Athan and this will continue until the cause facilities, personnel training and MRO certifi cation have to be matched to each out of service date of the aircraft around 2014. type of aircraft, meaning concentrating on a single type leads to the most effi cient

way of working. 231 The replacement for the VC10 is the Future Strategic Tanker Aircraft (FSTA), Aerospace Business Park

which is a modifi ed version of the Airbus A330 aircraft. There will be a need for a 228 There are about 4,000 narrow body aircraft (just considering the Boeing 737 heavy maintenance facility for this aircraft to undertake scheduled servicing, modifi - St Athan and Airbus A320 families) in the current European fl eet or on order. The demand cations and life update work, and the ABP could be a candidate for this work given for these types of aircraft, which are the workhorse of many low-cost and legacy its association with the VC10, although there is likely to be competition for this work airlines, is unlikely to diminish in the future. The lower range of short-haul narrow from Brize Norton where the new fl eet will be based. body aircraft means that their maintenance is normally carried out within the same region that they operate, so the location of St Athan would not be a hindrance in that 232 There might also be opportunities for St Athan to offer maintenance capability respect. St Athan would face more competition for the maintenance of wide body for the RAF A400M fl eet (replacing the C-130 Hercules) as well as its smaller fl eet of aircraft (A330, A340, A350, A380 and B747, B767, B777, and B787) because it can fi ve C-17A Globemaster III large military transport aircraft, but again there may be be cost effective for airlines to send their aircraft longer distances to cheaper MRO competition for this work from other MoD sites. facilities outside Europe. In addition, the runway length at St Athan would preclude providing MRO facilities for the largest wide body jets. 233 The EU SESAR (Single European Sky ATM Research) programme will require state aircraft using civil controlled airspace to be equivalently equipped (in terms of 229 The key to successfully establishing St Athan as an aircraft MRO centre will be performance) with communications, navigation and surveillance systems that can in- super-effi ciency in order to minimise the labour cost advantage held by east Euro- terface with the civil Air Traffi c Management (ATM) system. This is likely, therefore, to pean and Far East maintenance providers, world-beating effectiveness to deliver drive a long term programme of retro-fi tting the military fl eets in Europe, and some the lowest industry aircraft downtimes and shortest possible component turnaround of this work could potentially be carried out at the ABP. Another opportunity is the BACKGROUND TO AND NEED FOR THE DEVELOPMENT 21

maintenance and storage of unmanned combat air vehicles (UCAVs). Enquiry-based evidence of demand

237 The Welsh Assembly Government – and, previously, the WDA – have been 234 It will be important, in attracting military MRO opportunities to St Athan, that marketing the future opportunity presented by the ABP at MRO conferences and in- this does not detract from the facilities available to civil MRO, because it is the latter ternational airshows. The marketing of the site has always been placed in the context that is likely to create the more signifi cant number of long term jobs. Base mainte- of the Welsh Assembly Government’s overall aerospace strategy for Wales and has nance requires facilities and trained personnel certifi ed to the aircraft types being been incorporated into international sales efforts as a future and developing opportu- maintained; only civil fl eet sizes provide suffi cient numbers of single type aircraft to nity offering, in particular, the potential of the site for larger aircraft but with an ‘open keep dedicated facilities and engineers continually occupied over successive years for business’ message for medium size aircraft and a range of off-wing activities as a means of ‘pump priming’ the site. In this respect, the vision for the ABP has been 235 For security and regulatory reasons it will be necessary to keep strict segrega- underpinned by a comprehensive marketing strategy which has been highly success- tion of maintenance of military and civil aircraft. A self-contained site within the ABP ful in raising awareness of the opportunities presented by the site. might need to be reserved for military MRO activity, that would still allow the estab- lishment and expansion of a major airline or independent civil MRO organisation. 238 The following list of target activities for the ABP has been generated on the basis of enquiries received by the international marketing team: Job opportunities 236 The demand study estimates that around 2,460 jobs could be created to sup- On-wing activity (requiring runway facilities): port the envisaged civil and military MRO activities at ABP over a twenty year period. • MRO of military and civil aircraft ranging in size from general aviation (that This estimate includes skilled and semi-skilled employment, including engineers, is, small private aircraft/light jets) to the largest narrow body airliners, management and administration on-site directly related to the MRO activity (about typically up to B767 or A330 aircraft. The limitation is determined by runway 1,810 jobs), as well as estimates of ancillary employment (catering, retail, clean- length and hangar size. ing, security, transport, buildings and maintenance jobs) that might also be required • Manufacture and assembly of small to medium size aircraft (military and civil) on-site (about 90 jobs). Indirect employment (supporting the business supply chain up to regional jet size. of the companies working in the ABP) within a thirty-minute travel time of St Athan • Paint spraying, conversions, modifi cations and refurbishment of aircraft. is also included (about 180 jobs). Finally, the estimate also includes induced em- • Rotary wing (helicopter) MRO, upgrades and potentially assembly, again civil ployment opportunities in the local vicinity of St Athan, required to support the ABP and military. employees living in the area. This would include, for example, doctors, dentists, • General aviation operations such as fl ying training and utility/leisure activities, solicitors, estate agents, shopkeepers, restaurants, etc. (about 380 jobs). Further but dependent on the licensing of the airfi eld. information is provided in paragraph 498 et seq. • Systems integration and on-aircraft avionics upgrades. 22

Off-wing activity (not requiring runway facilities): 241 The proposals for the ABP and the DTC have been formulated in tandem so as • Aircraft design and development (R & D). to ensure a comprehensive approach to the provision of common infrastructure and • NDT, notably large aircraft structures. to the assessment and mitigation of environmental effects. • Off-aircraft avionics design, manufacture, testing and repair. • Engine strip down and parts recovery. • Aircraft interiors, manufacture and maintenance (seats, galleys, etc.).

• Aviation services such as maintenance scheduling. STATEMENT IN SUPPORT OF THE PLANNING APPLICATION • Aerospace training (technical, engineering; not fl ight training). • Aircraft component manufacture.

The St Athan project

239 The aim of the St Athan project is: Aerospace Business Park

• to achieve the comprehensive redevelopment and regeneration of the site; St Athan • to support the MoD and Metrix/Sodexo in ensuring the delivery of a centre of excellence for military training; • to support the aerospace and training sectors in Wales and to develop a viable aerospace business park; • to retain and grow jobs within the sector and to increase engineering skills; • to retain the airfi eld as a valued asset; • to provide the new infrastructure necessary to the successful development of defence training and a viable aerospace business park as a centre of excellence.

Relationship to the Defence Technical College

240 The proposal to further develop the ABP sits alongside the proposal to develop the DTC at MoD St Athan: see Figure 05. The site as existing Location 3 301 The regional location of the site is shown on Figure 01. 302 MoD St Athan lies in the Vale of Glamorgan, an area primarily rural in charac- ter, with the majority of the population living in the towns of and Barry and the smaller settlements of , , Cowbridge and . Scat- tered around the attractive countryside between these places are small villages and hamlets. MoD St Athan, which extends to 307 hectares, is located to the north-west of St Athan, about 5 miles south of Cowbridge and about 3 miles east of Llantwit Ma- jor. There are minor settlements to the north of MoD St Athan: , Llan- maes, Picketston, St Mary’s Church and . The B4265, which links Barry and Bridgend, lies to the south of MoD St Athan.

303 The site for the ABP is 166.43 hectares, including the airfi eld: see Figure 04. It is bounded to the west by the army base at West Camp (beyond which lies former military housing) and to the north-east by , which is currently part of MoD St Athan but will accommodate the proposed DTC. The site is roughly L-shaped in plan, and incorporates an operational runway.

Land ownership

304 Much of the land within the application site is already owned by the Welsh Min- isters. It comprises either land that the Welsh Ministers hold on a long lease from the MoD, or other land in which the Welsh Ministers have acquired a freehold interest.

305 Where land within the application site is not already owned by the Welsh Ministers, the Welsh Ministers propose to acquire that land (or rights to carry out the development) either voluntarily by negotiation or compulsorily under the compulsory purchase powers contained in the Welsh Development Agency Act 1975 (as 24

amended) and the Acquisition of Land Act 1981. 308 The quality of the agricultural land has been assessed using the methodology for Agricultural Land Classifi cation (ALC) developed by the former Ministry of Agricul- 306 Before submitting the planning application, the applicant has served statu- ture, Fisheries and Food 12. This involves a walk-over survey using a hand held soil tory notices under section 65 of the Town and Country Planning Act 1990 (as auger with occasional digging of trial pits. The results of the assessment are set out amended) on all known owners and agricultural tenants, and has advertised the ap- in Figure 06. This shows that the majority of the agricultural land within the site plication. falls within Grade 3B (Moderate Quality) or Grade 4 (Poor Quality). No land in Grade

1 (Excellent Quality) or Grade 2 (Very Good Quality) was identifi ed. Only a very small STATEMENT IN SUPPORT OF THE PLANNING APPLICATION area of Grade 3A (Good Quality) land was found. The majority of the Grade 3A land Current uses is adjacent to the existing carriageway and accordingly it is not possible to develop 307 The application site comprises land that is in two principal uses: land of a lower quality. It is only land within Grades 1, 2 or 3A that is regarded as ‘best and most versatile agricultural land’ and which planning policy seeks to protect. • The majority of the site is previously developed (or ‘brownfi eld’) land 11 within

the former military base. This part of the site contains the runway and a large Aerospace Business Park Physical factors number of hangars and other buildings. These are currently in a variety of uses – military and civil – and some are disused. Geology St Athan 309 Information taken from the 1:50,000 British Geological Survey Sheet 262 • The remainder of the site is mainly agricultural land, in four different ‘Bridgend’ map (Solid and Drift Edition) suggests superfi cial deposits are gener- locations, as follows: ally absent and that the geological sequence is largely dominated by the Formation of the Lower Lias. The Lower Lias generally comprises a thick sequence of - land to the north, which is required for the construction of the NAR; interbedded limestones and mudstones, and beneath the St Athan site includes the - land to the south, at Batslays, which is required for both the Blue Lias. Folded Carboniferous Limestone lies at depth beneath the Lower Lias. development of the ABP and for the SAR; - land at Gileston to Old Mill, which is required for realignment of the 310 Ground investigation to date across the site indicates the geological sequence B4265; and to comprise rare made ground in turn over a veneer of stiff to very stiff shaly clay - land at Waycock Cross, which is required for highway junction and interbedded limestone bedrock (consistent with the Lower Lias). The sequence improvement.

11 Within the defi nition given at 12 Agricultural Land Figure 2.1 of Planning Policy Classifi cation of England and Wales, Welsh Assembly Govern- Wales revised guidelines and ment, March 2002. criteria for grading the quality of agricultural land, MAFF, 1988. THE SITE AS EXISTING 25

of interbedded limestones and mudstones is understood to be approximately 85.0 m Ground conditions and contamination thick and overlies the main Carboniferous Limestone. 315 Work undertaken across the MoD base by Enviros Aspinwall in 2002 and by Parsons Brinckerhoff (2004 to 2006), has confi rmed the geological sequence de- Hydrogeology scribed above with the exception of the deep Carboniferous Limestone aquifer. 311 The Environment Agency Wales (EAW) classifi es the Lower Lias as a minor aquifer and the underlying Carboniferous Limestone as a major aquifer. Due to the 316 An iterative process of site investigation and risk assessment across the ABP interbedded limestones and mudstones, the Lower Lias acts as a multi-layered aq- areas of the base has confi rmed and delineated localised pollution of the minor aqui- uifer with the limestone bands forming discrete individual water-bearing horizons, fer and localised soil contamination at shallow depth within the superfi cial soils. Indi- separated by less permeable layers. cators of soil and water contamination have typically comprised heavy metals, petro- leum range hydrocarbons or chlorinated solvents. The distribution of soil and ground 312 Groundwater movement through the Carboniferous Limestone aquifer is main- water contamination has generally been found to tie in with current and/or historical ly via fractures/fi ssures, which may become enlarged by dissolution. The water-bear- site activities, matching closely with specifi c building numbers and process areas. An ing ability of the limestone is determined by the interconnectivity of these fracture exception to this is a pocket of land to the far south–east of the runway (referred to systems. as Beggars Pound), which has historically been used for waste disposal. This area is now densely vegetated with semi-mature woodland and securely cordoned. 313 Groundwater is encountered within the Porthkerry Formation and typically var- ies between 0.3 m and 3.0 m below ground level. Seasonal fl uctuations in groundwa- 317 In conjunction with Pollution Source Prevention Auditing, and in the context ter level show variance of up to 4.0 m. The direction of groundwater fl ow at the site of a continued commercial land use, one area of the proposed ABP (land around is controlled by the site topography and the surrounding surface water hydrology. A Buildings 8), was targeted for active ground water remediation, and these works are number of springs are present within the surrounding area and contribute to stream nearing completion. Apart from a restricted programme of radiological survey and base fl ow. artefact recovery in the Beggars Pound area, soil remediation across the ABP has not been considered necessary at the stage, but is recognised as likely to need consid- 314 The majority of the soils underlying the site are classifi ed as having High eration at a later stage in the development process. The most likely requirement in Leaching Potential (H3), indicating that they are coarse textured with the ability to this regard will be some localised soil removal around former underground and above transmit non-adsorbed pollutants and liquid discharges readily, but with some ability ground structures during the development process. to attenuate adsorbed pollutants because of the natural content of clay or organic matter. Soils beneath Batslays and a narrow strip between Picketston and the airfi eld Topography are classifi ed as being of Intermediate Leaching Potential. 318 The topography of the site is shown on Figure 07. The site is generally fl at, with a gentle slope from west to east along the runway of approximately 10.0 m. Generally, the land immediately to the north falls away from the base; the land to 26

the south falls gently towards the coast; the land to the west falls towards Llantwit Major; and the land to the east falls slightly away from the base.

Built environment 319 An appraisal of the built environment of the site is contained in Figure 08.

320 MoD St Athan offi cially opened as RAF St Athan in 1938 and was used initially STATEMENT IN SUPPORT OF THE PLANNING APPLICATION by the No. 4 School of Technical Training, a fi ghter group pool, the School of Air Nav- igation and a maintenance unit. During World War II the station was used for train- ing ground and air crew and housed over 14,000 people. Over time, it developed into the RAF’s major maintenance base for aircraft under the aegis of the RAF and DARA and, latterly, DSG. As a result, there is a wide variety of buildings on the site ranging

from small, single-storey service units providing utilities’ connections, to large, free- Aerospace Business Park Photograph from the north-east standing structures, including a number of World War II Type C, Type D and Type E of existing Building 208, World War II Type ‘C’ hangar. hangars, and the Super Hangar, which was built in 2004, into which DARA’s mainte- St Athan nance operations were to be consolidated. The buildings generally have a mixture of cladding systems/perforated sheet metal in shades of white or green colours. Those older buildings on the site generally have brown brickwork as their exterior fi nish.

321 The built environment outside MoD St Athan is predominantly residential in character, domestic in scale and generally two storey. Many of these residential areas were constructed as part of the early development of the military base, during the inter-war and post-war years. These properties are a mixture of semi-detached and terraced properties, and are similar in both style and construction materials to build- ings on the military base of the same period. Generally, properties are constructed with brown brickwork, have pitched gable roofs and concrete roof tiles, both refl ec- tive of the fashion and construction techniques of the time. These properties are more formal in their spacing and layout arrangements, sometimes fronting onto and Photograph from south-west of existing Building the 383, World enclosing an area of green space to create a ‘focal green’. War II Type ‘D’ hangar (subse- quently altered). THE SITE AS EXISTING 27

Environmental factors

322 The ABP and DTC proposals are based on wide-ranging environmental base- line surveys, which are fully reported in the Environmental Statement. The fol- lowing paragraphs outline the main fi ndings of those surveys as they relate to the ABP application site.

Cultural heritage 323 The application site does not contain any scheduled ancient monuments designated under the Ancient Monuments and Archaeological Areas Act 1979.

324 The application site contains one building which has been listed as a build- ing of special architectural or historic interest under the Planning (Listed Photograph from the north of existing Building 8, World War Buildings and Conservation Areas) Act 1990. This building is Batslays Farm- II Type ‘E’ hangar (subsequently altered). house which is listed grade II. None of the original hangars on the site has been listed as a building of special architectural or historic interest.

325 The application site does not form part of a conservation area, designated under the Planning (Listed Buildings and Conservation Areas) Act 1990. The nearest conservation areas to the application site are located in , East Aber- thaw, Flemingston, Gileston, , Llantwit Major and .

326 The application site does not contain or lie close to any historic park, gar- den or landscape listed in the non-statutory Register of Landscapes, Parks and Gardens of Outstanding Historic Interest in Wales 13.

13 Register of Landscapes, Photograph from the south-west Parks and Gardens of of existing Building 282, known Outstanding Historic Inter- locally as the ‘Twin Peaks’ hangar. est in Wales, Cadw, Countryside Council for Wales, ICOMOS, 1998. 28

327 The ABP site contains a number of cultural heritage assets, ranging from a • Batslays Farm has an Important Hedgerow (categorised under the Hedgerow medieval farmhouse to wartime ground defence structures (see Figure 08): Regulations 1997) adjacent to it, which is a “surviving parish boundary shown on the mid 19th-Century Tithe map.” There are similar hedgerow • Batslays Farmhouse (ST 0008 6782): a grade II-listed farmhouse of late boundaries at Waycock Cross. sixteenth to early seventeenth century origin, which is noted in Cadw’s listing description as being “one of the better preserved of the sub-medieval farm 328 In addition, the following assets are located immediately adjacent to the site:

houses in the Vale of Glamorgan”. STATEMENT IN SUPPORT OF THE PLANNING APPLICATION • West Orchard Manor House (SAM Gm82) (ST 0072 6809): a scheduled ancient • FW3/22 type variant pillbox from 1936-38, within a hedgerow 150 m north- monument comprising an undefended manor house from probably around the east of Batslays Farm (ST 0023 6790). This is a part-buried, hexagonal shaped fourteenth century. There is now no masonry visible above ground, only pillbox constructed from reinforced concrete with a bare concrete slab fl at roof earthworks. and stepped embrasures on each face (RAF St Athan: airfi eld ground 14

defence gazetteer site number 11). • Pillbox (thought to be a dummy pillbox) from 1936-38, located at West Aerospace Business Park

Orchard facing south down the road towards Seaview (ST 00666 68076). This • FW3/22 type variant pillbox from 1936-38, located 180 m south-east of is a freestanding, red brickwork structure with a bare concrete slab fl at roof St Athan Batslays Farm (ST 0021 6769). This is a freestanding, hexagonal shaped (RAF St Athan: airfi eld ground defence gazetteer 17 site number 10). pillbox constructed from reinforced concrete with external red brickwork shuttering and a bare concrete slab fl at roof. It has a low, protected entrance Ecology on its west side and wide embrasures on its east side (RAF St Athan: 329 Within the area of the proposed ABP ecology surveys were conducted to airfi eld ground defence gazetteer 15 site number 12). identify the habitat types present and to detect the presence or likelihood of protect- ed species. Surveys undertaken were: • Pickett-Hamilton Fort (ST 000409 68517) from 1936-38, located to the north of the runway and east of the disused cross runway. This is a sunken, circular • phase 1 habitat survey reinforced concrete pillbox that could be raised for defensive purposes by • hedgerow survey hand-operated jacking equipment (RAF St Athan: airfi eld ground • bat assessment of trees defence gazetteer 16 site number 17). • bat aerial activity • badger survey • great crested newt survey 14 RAF St Athan: airfi eld 15 Ibid. 17 Ibid. ground defence gazetteer, 16 Ibid. • reptile survey Defence Estates Site Management Team, draft, 13.06.2008. • invertebrate survey. THE SITE AS EXISTING 29

330 The phase 1 habitat survey did not reveal any habitats or plant species of im- • bat aerial activity survey portance. All hedgerows at Batslays Farm were evaluated against the fl oristic criteria • dormouse survey in the Hedgerow Regulations 1997 and it was found that none qualifi ed as ‘im- • otter, water vole, white clawed crayfi sh surveys portant’. • reptile survey • badger survey 331 The series of bat surveys found that three confi rmed bat roosts exist within • breeding bird survey the northern part of the ABP site. No confi rmed roosts were located in the trees • invertebrate survey. present, but a few were thought to have moderate potential to support bats and should be subject to emergence surveys to confi rm the presence or absence of bats. 335 From the phase 1 and phase 2 habitat surveys several important habitats were The bat activity surveys over this area confi rmed that a low number and low diversity found: the salt-marsh area at Gileston to Old Mill; a neutral grassland and mosaic of bats use this area for foraging and commuting. Only two species were recorded. habitat at Waycock Cross; riparian zones, woodland and hedgerows. A number of the hedgerows in the vicinity of the proposed NAR, at Waycock Cross and at Gileston 332 The great crested newt survey found that the species is present within the were considered important under the fl oristic criteria of the Hedgerow Regula- farm ponds at Batslays Farm. Slow worms were also found within the survey area. tions 1997. Badgers are present in the area surrounding Batslays Farm although no setts were found. A confi rmed badger pathway was found across the middle of the survey area. 336 Over the three survey areas nineteen trees were thought to have high poten- It is possible that setts are located within the Network Rail property that bisects the tial for bat roosts although none was confi rmed as a roost at the time of the survey. Batslays Farm survey area. Bat activity over these areas recorded a total of fi ve bat species using the habitat features for foraging and commuting. These were common and soprano Pipistrelle, 333 The breeding bird survey found that only one bird species was breeding on Noctule, Natterers and a Myotis species. ABP North, owing to the intensively managed nature of the habitats. However, within Batslays Farm many bird species were found to be breeding. 337 Surveys for dormice were carried out at two of the three locations and no evi- dence was found. However, a positive record of dormice was confi rmed in a survey 334 Ecology surveys were also undertaken in the areas where highway improve- area close to the proposed NAR. There is some habitat connectivity to this area. ments are proposed: NAR, SAR, Gileston to Old Mill and Waycock Cross: • phase 1 habitat survey 338 Evidence of otters using the in the Gileston area and the Boverton • phase 2 National Vegetation Classifi cation survey Brook was found, although other riparian species were not found. • river corridor survey • hedgerow survey 339 No badger setts were located within the survey areas, but evidence of badgers • bat assessment of trees being present in the Gileston and Boverton Brook areas was found. 30

340 The breeding bird survey revealed a diversity of species using the three survey of the ABP site and the Gileston to Old Mill highway improvements is the Heritage areas. Coast Hinterland (VLFGLVS890) aspect area. This area is evaluated as outstanding because of its strong sense of place and generally unspoilt character. The Waycock Landscape and trees Cross junction improvements are within the Rhoose Hinterland (VLFGLV641) and the 341 The landscape context of the site is shown on Figure 09. Upper Waycock Valley/Duffryn Area (VLFGLV608), both which have a high evaluation because of “many picturesque views ... and tranquil rural landscape character”.

342 MoD St Athan forms a linkage of built form between the settlements of Llant- STATEMENT IN SUPPORT OF THE PLANNING APPLICATION wit Major and St Athan within what is otherwise an agricultural landscape inter- 345 Cultural landscape: The ABP site is located within RAF Station St. Athan spersed by scattered, smaller settlements and farmsteads. Land-form slopes gently (VLFGLCL004) aspect area in the cultural landscape aspect area study. This area is from north to south, falling from a plateau to the north of the ABP site to the Gla- evaluated as outstanding because “the RAF station is uniquely self contained with a morgan Heritage Coast to the south. Localised variations in land-form are associated specifi c cultural character markedly different from that of the surrounding landscape”. with watercourses, for example, the shallow valley of Boverton Brook and the incised The Waycock Cross junction improvements are within the Vale of Glamorgan Rural

valley of the River Thaw. Landscape (VLFGLCL 039) and Barry (VLFGLCL012) aspect areas, both of which are Aerospace Business Park

evaluated as high as “an evolved agricultural landscape”. 343 The landscape appraisal has referred to LANDMAP information available on St Athan the Countryside Council for Wales’s (CCW) website: http://landmap.ccw.gov. 346 Historic landscape: The ABP site is located within the RAF St. Athan aspect uk/map/Map.aspx. LANDMAP is defi ned as: “…a specially devised national land- area (VLFGLHL031). It includes the historic villages of St Athan and Eglwys Brewis scape information system … [that] gathers, organises and evaluates information along with RAF St Athan. Known historic remains date from the Bronze Age and also about landscape into a nationally consistent data set...”. Individual studies of topics include Roman and medieval remains. Immediately to the south, , Monk- or ‘aspect areas’ of the landscape are described and evaluated during the landscape nash and (VLFGLHL036) consists of “large regular shaped fi elds assessment. The fi ve aspect areas are: visual and sensory; cultural landscape; his- intersected by numerous steep sided valleys open to the sea”. There is a high den- toric landscape; geological landscape; and landscape habitat. sity of prehistoric remains along the coastal plateau. At Waycock Cross the aspect areas include the South Vale Communication Corridor (VLFGLHL 002) and 344 Visual and sensory: There are three visual and sensory aspect areas within (VLFGLHL032) which is considered to be “ one of the best surviving examples of the and adjacent to the ABP site and the associated highway improvements. The major- historic landscapes in the Vale”. ity of the site is within RAF St Athan (VLFGLVS456) which is evaluated as low, stating that the aspect area: ”presents no picturesque scenic views but rather a number of 347 Geological landscape: Llantwit-St. Athan aspect area (VLFGLGL863) in- elements in apparently discordant composition”. The Lias Plateau (VLFGLVS805) area cludes the site and its wider context, which is evaluated as moderate. It is a “broad, is located to the north and evaluated as moderate. It has ”long views to the coast in low, dissected coastal plateau underlain by Lias (Lower Jurassic) with steep sided val- places and to the hills over the pleasant landscape”. Encompassing the southern part leys and short steep cwms cut into cliffs adjacent to the coast”. The Waycock Cross