Part A: Information for transfer to AMIE database and uploading to PastscapePart A: Information for transfer to AMIE database and uploading to PastscapePart A: Information for transfer to AMIE database and uploading to PastscapePart A: Information for transfer to AMIE database and uploading to Pastscape Site name: Site name: Site name: Site name: Waterbeach Barracks RAF Waterbeach Summary: current AMIE summarySummary: current AMIE summarySummary: current AMIE summarySummary: current AMIE summary Waterbeach Barracks occupies the site of the former Second World War RAF Waterbeach airfield. The principal components of the wartime airfield included a typical A-shaped plan flying field comprising three concrete runways; in its technical area were Type J, T2 and B1 aircraft hangars. A number of the airfield's wartime defences have also been recorded; please see records 1419665 and 1419667 for details. It was initially under the control of Royal Air Force Bomber Command, and was used by a number of units, principally 99 Squadron, 1651 Conversion Unit and 514 Squadron. The main roles of the airfield were training and as an operational base to launch attacks against occupied Europe, including targets in France and Germany. After the war the airfield was transferred to Transport Command, and its first new duty was as a centre for ferrying back returning servicemen. Later in the Cold War it was a base for jet fighters, during which time it received visits from a number of foreign air forces. In the early 1960s it was used as a base for the RAF Airfield Construction Branch Depot. Waterbeach Barracks was established in 1966 when the airfield was transferred to the Army. It became the base for 39 Engineer Regiment, which was joined in 2007 by 25 Engineer Regiment - both are part of 12 (Air Support) Engineer Group. In 2012, the lines of the runways survive as do most of the wartime buildings, including the control tower and hangars. The Barracks contains a gym, golf course and swimming pool. There is also a small museum at ‘The Guardroom’. In 2011 the Ministry of Defence announced that Waterbeach Barracks was to close and the site be sold. Area: Area: Area: Area: (Hectares) 261 hectares (approx)

NGR:NGR:NGR:NGR: TL 941 671

Parish:Parish:Parish:Parish: Waterbeach

NMR/HER Nos:NMR/HER Nos:NMR/HER Nos:NMR/HER Nos: TL 46 NE 77

Location: Location: Location: Location: Waterbeach

Street/House number:Street/House number:Street/House number:Street/House number: N/A

Type/Period/Form: current AMIE entriesType/Period/Form: current AMIE entriesType/Period/Form: current AMIE entriesType/Period/Form: current AMIE entries Military Airfield/20th century/extant buildings Runway/20th century/ Control Tower/20th century/extant building

Aircraft Hangar (Type J)/20th century/extant buildings Aircraft Hangar (Type T2)/20th century/extant buildings Aircraft Hangar (Type B1)/20th century/extant building Barracks 20th century/extant buildings Military Building/20th century/extant building Museum/21st century/extant building Designated heritage assets Designated heritage assets Designated heritage assets Designated heritage assets There are no designated assets within Waterbeach Airfield. Immediately, to the west of the airfield on the Cambridge to Ely road are two listed milestones (1302189 and 1127381). To their west is a scheduled section of the Car Dyke (1034621 and 1034661), which is thought to be Romano-British in date. To the north of the airfield is the English Heritage Guardianship Site of Denny Abbey that comprises scheduled earthworks and four listed structures (1179549, 1127360, 1127361, and 1331328). To the south of the site in Waterbeach village are 15 listed buildings, and parts of the village lie within a Conservation Area. Undesignated heritage assets and environmental designationsUndesignated heritage assets and environmental designationsUndesignated heritage assets and environmental designationsUndesignated heritage assets and environmental designations To the north of the airfield, and to the north of the remains of the bomb stores, is a mound known as Soldiers’ Hill (TL 46 NE 8; 371792). From the late 19th century earthworks are shown in this area and it was noted that during the construction of the airfield a number of Romano-British finds were recovered from the vicinity. Some earthworks remain, although they have in part been obscured by dumping. To the northwest of the airfield further evidence of Roman activity has also been found on the opposite side of the Ely Road during gravel workings (371783), and to the east are crop marks associated with Roman pottery (371846).

Landscape and Settlement CoLandscape and Settlement CoLandscape and Settlement CoLandscape and Settlement Context:ntext:ntext:ntext: Waterbeach Barracks, formerly RAF Waterbeach, lies about 8km to the north of the centre of Cambridge, and immediately to the north of Waterbeach village. All other sides of the airfield are surrounded by drained fenland with its linear arrangement of drains and a settlement pattern of dispersed farms and cottages. The southwestern side of the airfield is bounded by the Cambridge to Ely road, which to the south follows the line of the Roman Car Dyke. At Flint House it turns northeastwards, and from this point follows the line of a Roman Road. The airfield was laid out over enclosed agricultural land and across the airfield nearly all traces of the pre-existing field boundaries have been removed. The most significant loss caused by the construction of the airfield was Winfold Farm that was located roughly at the inter-section of the main runway and the northern subsidiary runway (TL 49117 67182). This lay roughly halfway on a lane between Waterbeach village and Denny Abbey. In a rare survival of the pre-existing landscape the track immediately to the east of the bomb stores follows the line of the old lane. On its eastern side, close to the bomb stores, is a brick-built well-head (TL 49152 67643). This is built from local white stock bricks and is probably of 19th or 20th century date; a

stone lintel carries the inscription ‘Spring up, O Well’. From the mid-19th century a pump is shown in this position on various editions of Ordnance Survey maps. The airfield is laid out to a typical wartime A-shaped configuration, with the main runway (1494m, later 1850m) oriented approximately south-west to north-east, and subsidiary runways east to west, and south-east to north-west. The ends of the runways were linked by a perimeter track, which to the north and east also gave access to 24 ‘frying pan’ aircraft dispersal sites; along the western perimeter were a further 9 dispersal sites and a pair of ‘spectacle’-shaped hardstandings. At the southern end of the site a single taxiway crossed Denny Edge Road to give access to another 3 dispersal points. Adjoining the northern edge of the airfield was the bomb stores. The main technical site was to the south-east, its principal buildings originally comprising a 5845/39 type air traffic control tower, two J-Type and three T2-Type hangars, a single B1-type Hangar, and other ancillary buildings. Personnel accommodation on the site was originally provided by eight H-shaped barrack blocks and a detached officers’ mess to the south-east. There were also a number of detached sites in and around Waterbeach village, including accommodation blocks, a gymnasium, and sewage works. Except for the sewage works these have been lost in the village’s post-war expansion. History and description of the site: History and description of the site: History and description of the site: History and description of the site: History RAF Waterbeach was designed as a heavy bomber airfield and was officially opened on 1 January 1941, although many areas of the airfield remained unfinished. During the war many bombing missions were mounted against occupied Europe and on a number of occasions Waterbeach itself was attacked (Bowyer 2010, 416). The first aircraft based at the station were 99 Squadron’s Wellington bombers that arrived on 18 March 1941. On 5 October they were joined by 26 Conversion Flight, training crews to operate Wellingtons; this operation expanded and by February 1942 1651 Conversion Unit (CU) was the airfield’s sole occupant (Hamlin 1987, 4). For a short time in 1943 1655 Conversion Unit was also based at Waterbeach. In November of that year 1651 CU left Waterbeach and was replaced by 514 Squadron and 1678 Conversion Flight. The latter was disbanded on 15 June 1944 and 514 Squadron with its Lancaster aircraft became the only occupant (Hamlin 1987, 6-7). 514 squadron was disbanded in August 1945 and replaced by 59 squadron flying Liberator transport aircraft and they were later joined by 220 squadron, which was disbanded in May 1946 and 59 squadron in June. After some refurbishment of the airfield 51squadron with York transport aircraft arrived in August 1946; it remained until December 1947, when four squadrons, 18, 53, 62 and 77, arrived flying Dakotas (Hamlin 1987, 7-10). In 1948, European events then took over and all four squadrons and many of the ground personnel were posted to Germany to support the Berlin Airlift. After further transport squadron changes on 1 March 1950 the station altered its role to a fighter station. The first two jet fighter squadrons to arrive were equipped with the Meteor, and over the next few years played host to a number of visits from foreign air forces (Hamlin 1987, 11). Later jets based at Waterbeach included the ill-fated Swift, the Hunter, and the Javelin, the final Hunters departing in August 1963 (Hamlin 1987, 10-14). The airfield then passed to the RAF Airfield Construction Branch, although flying was resumed in 1964 when it was used as a relief landing ground for nearby RAF Oakington, and for trials work (Hamlin 1987, 14). In March 1966, the Airfield Construction Branch was disbanded and on 1 April 1966 the

Royal Engineers took charge of the airfield. A similar pattern of air movements continued until flying finally ceased in September 1974 (Hamlin 1987, 15). Currently, Waterbeach Barracks is home to 12 Engineer Group, 25 and 39 Engineer Regiments, whose roles chiefly relate to air support operations (http://www.army.mod.uk/royalengineers/units/844.aspx). In July 2011, it was announced that Waterbeach Barracks is to close by 2013 (http://www.bbc.co.uk/news/uk-england-cambridgeshire-14205919). Description Construction work at RAF Waterbeach began in 1939 shortly after the outbreak of war, and it may be seen to represent a transitional form of bomber airfield design moving from pre-war permanent airfield ideals to austerity driven temporary wartime airfield standards, a so-called Scheme M airfield. It retained a non-dispersed camp layout and its principal buildings were executed in good-quality dark-red brickwork. But, growing wartime austerity was represented by the two J-Type hangars that were less expensive in manpower and materials to construct. The adherence to pre-war standards is also reflected in the station’s layout, most of which survives in the present road layout. There is a single approach road from Waterbeach village oriented roughly from south to north, and in the manner of a country house drive the first building that comes into view is the most significant, in this case the Station Headquarters. The basic skeleton of station’s domestic area is formed of two inter-locking rectangles of roads oriented roughly north to south and east to west. The building density is generally low with grassed areas between structures. The roads are characterised by wide grass verges and specimen trees. These were common features of late 1930s airfields, although the trees may date from spring 1948, when over 800 trees and shrubs were planted (Hamlin 1987, 10). The low building density, grassed areas and tree planting give the area an open and campus-like character. This was in part the result of passive air-raid measures, to minimise the damage that might be caused by an attack. These high design standards had been encouraged in the pre-war period by the Royal Fine Arts Commission and the Council for the Protection of Rural England who were concerned about the massive expansion of military airfields into the countryside. At the main gate access to the airfield was controlled by a Guardhouse to the west. Opposite to this a road gives access to the detached Officers’ Mess. Immediately after the Guardroom the approach road splits and semi-circular arms guide the roads to either side of the Station Headquarters. Beyond this, where the two rectangles of the roads intersect, is the parade ground, the central focus of the station. To its north is the Airmen’s Institute, an imposing two-storey building; original features include the projecting door casements to either-side with ocular windows above. Later alterations include a new central entrance and the addition of a pitched roof. The institute was the main dining hall for ordinary ranks and junior non-commissioned officers, and where free time might be spent. To either side of this and to south-west and south-east were originally eight permanent H-shaped barracks, a number of which survive. To the east are modern barracks and to the south a further barrack building has encroached on to the area of the former parade ground. To the south-west of the parade ground is the separate Sergeant’s Mess. To the west of the Airmen’s Institute the road continues and has an arc mimicking the curve to the south. The technical area and hangars At the western end of the east to west rectangle are a number of technical buildings. These are dominated by the station’s heating and power plant with its tall brick tower; other buildings in

the area include garages, a parachute store, a turret trainer building (Air Ministry drawing 11023/40), and Nissen huts that were probably used for crew briefings. At the western end the roads of the main technical area are set a slight angle to the main road alignment. To the south is a large two-bay brick-built maintenance building, and to its the south are a J-Type hangar and a T2-Type hangar. The J-Types, (Air Ministry drawing 5836/39), which were used on operational airfields and had a curved steel lattice girder roof with projecting steel roof braces. To either side were brick annexes, used for a variety of office functions. A total of 48 of these hangars were built on 35 sites. To further economise on materials and skilled labour, the T2 hangar (Air Ministry drawings 7541/41 and 7557/41) was introduced, and three of these were erected at Waterbeach. These hangars were under the operational control of the RAF and were used for routine maintenance and light repair work. In an attempt to improve the efficiency of repairing heavily damaged bombers, between 1942 and 1944 civilian working parties under the Ministry of Aircraft Production were established on virtually all bomber bases. It is in this context that the B1 hangar (drawing 11776/41) was built at the northern end of the domestic area (Francis 1989, 26-31). The watch office or control tower To provide the best view of the flying field the watch office, or control tower, was placed at the north-west corner of the main station buildings and is oriented to the northern J-Type hangar. It is also typical of one of these transitional airfields and was built to permanent airfield standards. It is brick built with 15 inch (38cm) thick cavity walls, with a reinforced concrete staircase, floor and roof (Air Ministry drawing 5845/39). It is a two-storey structure and originally displayed elements of inter-war moderne styling, and is colloquially known as the ‘Villa’ type. This design included the use of a large glazed front with metal Crittall-type windows with strong horizontal banding. The first-floor control room was given curved corners that were paralleled by the outer balcony. This was protected by a metal balustrade evocative of the 1930s and contemporary ocean liners. This styling was followed through with port-hole-like windows to the ground-floor toilets and at the top of the rear stair turret. The curved frontage of the building was followed by the brick parapet, but characteristic of the brick-built towers the sides and rear of the roof were protected by a metal balustrade. The building was entered from the rear at the base of projecting stair turret. This gave access to the stairs and a hall with toilets and store rooms to either side. From the hall a corridor led to the watch office at the front of the building and a forecast room and duty pilot’s room to either side. A further door on the north side of the building gave easy access from the flying field. At the top of the staircase were a store room, meteorological officer’s bedroom, and signals office. About half of the floor area of the upper storey was devoted to the single open space of the control room, which was originally fitted with a recorder table, plotting table and control officer’s desk. Two doors on either side of this room provided access to the balcony. The control tower is oriented to the south-west, and to its front are the station square and the letters WB. To the south of the control tower is the former crash tender building and to its north-east was the airfield’s underground battle headquarters (TL 49099 66702). Although this has been demolished, traces of its underground chamber may remain. Probably sometime after the 1980s the control tower was considerably altered. The original metal-framed windows were removed and replaced by plastic-framed UPVC windows. On the ground floor two of the watch office’s windows were bricked up and two doors inserted into the eastern elevation. On the upper storey the curved windows were removed and bricked

up. Across the front elevation of the building a single-pitch tiled roof has been added. The whole is painted light green. The flying field The flying field lies to the west of the station’s buildings and as described above was built to a typical wartime A-shaped plan, with various aircraft dispersal platforms. To the north was the airfield’s bomb store with a roughly rectangular layout. At this time most of the larger bombs would have been held in open storage, with only smaller and more sensitive components held in the buildings. Post-war the bomb store has been considerably reduced in size and only two buildings remain. The airfield was also defended against ground attack and as described above there was a Battle Command headquarters (TL 46 NE 79; 1419667) adjacent to the Control Tower. In the event of a ground assault, its role was to co-ordinate the defence of the airfield. It would have operated in conjunction with other fixed defences, including a pillbox on the western perimeter adjacent to the Ely Road (TL 46 NE 80: 1419665). This is believed to have been demolished. It’s extremely unlikely that this was the only perimeter pillbox, and other may have been demolished or wait to be discovered. During the 1950s, modifications to the airfield to fulfil its new role as a fighter station included the construction of Operational Readiness Platforms (ORPs) at either end of the runway. These allowed fighters to be held at a couple of minutes’ readiness to scramble. To the south west, concrete revetment walls were built to protect aircraft on the ground. Two large Aircraft Servicing Platforms (ASPs) were laid out in front of the southern J-Type hangar and one to the north of the northern T2 hangars. A new technical building (500) was also constructed next to the southern J-Type hangar. Its function was to service the Hunters’ demountable gunpacks and ejector seats. Since the 1970s the runways have been damaged by the Royal Engineers practicing repair procedures, and using them for general engineer training. Domestic areas During the Second World War, accommodation on the airfield was restricted to the barrack buildings, various dispersed communal sites, and the officers’ and sergeants’ messes. Post-war, as the airfield moved to fulfil its peacetime role, accommodation was needed to meet the needs of married personnel. By April 1948 ten new airmen’s married quarters were ready for occupation (Hamlin 1987, 7-10). Further estates were added around the officers’ mess. After the army took over, additional married quarters were built in the 1970s and 1980s, and it was probably also at this time that new barracks were built to the south and east of the Airmens’ Institute. Leisure facilities on the base include a gym, 9-hole golf course to the north-east, and an outdoor swimming pool. Assessment of significaAssessment of significaAssessment of significaAssessment of significancencencence: Within the perimeter of the airfield the original pattern of enclosed fields has been lost, although as discussed the track immediately to the east of the bomb stores follows the line of a pre-war lane between Waterbeach and Denny Abbey. RAF Waterbeach was constructed as part of the final interwar Air Ministry expansion programme, Scheme M, designed to provide Britain with sufficient airpower to match the growing threats from the continent (Dobinson 1997, 114). The airfields constructed under this scheme shared many similarities with their immediate predecessors, including a fairly compact grouping of airfield buildings around a well-ordered road layout. The buildings were generally of brick and built to a high standard. One of

the most noticeable concessions to economy was the construction of the J-Type hangars, which used more prefabricated parts and required less skilled labour to erect. RAF Waterbeach was one of the last of 19 airfields planned before the war that opened between September 1939 and January 1941 (Dobinson 1997, 259-260). Of the seven airfields built at roughly the same time as Waterbeach (Francis 1989, 27), four have either been demolished or substantially altered. At RAF Systerton, Nottinghamshire, while there has been some loss of buildings the plan form of the airfield survives almost intact. While at North Luffenham, Rutland, the technical and domestic areas survive substantially intact, although the runways are damaged. Despite being occupied by the army since 1966, and redundant as an airfield from the mid-1970s, the distinctive character of the Scheme M airfield remains. This is expressed by the survival with little alteration of the original road layout and of the A-shaped runway layout that survives as a concrete surface and, where it has been removed, as a scar. At the centre of the site, the parade ground was its symbolic core, and although it has been encroached upon by later developments it remains defined by the surrounding roads and partly as an open space. Many of the well-built dark-red wartime buildings also survive, although in many cases their original flat roofs have been covered by pitched roofs. The wartime buildings were either one or two storeys in height, and most post-war war buildings with the exception of the later barrack blocks are also of this height. In contrast to many of the wartime RAF buildings, the later buildings erected by the army are generally constructed from buff-coloured bricks and were given pitched roofs at the outset. Although heavily altered, the control tower is one of the most characteristic and evocative airfield buildings; it survives within its original road loop and with the station square and crash tender shed. It was from this control tower that aircraft were dispatched on their missions over occupied Europe and returning aircraft accounted for. Equally, it was from here that many novice crews were guided in their first training flights. References to further sources of information:References to further sources of information:References to further sources of information:References to further sources of information: The National Archives’ catalogue lists around 46 files that appear to directly relate to RAF Waterbeach/Waterbeach Barracks, more information may lie in other series. The English Heritage Archive, Swindon, holds a small collection of un-catalogued negatives of Waterbeach. It also holds historic air photographs that weren’t consulted as part of this assessment. P/G28741 CB. Waterbeach MQ. MOD. 11 06 1986 C

P/G21489 CB. Waterbeach MQ. progress 06 08 1975 C

P/G21585 CB. Waterbeach MQ. progress 22 09 1975 C

The Imperial War Museum holds wartime and post-war photography of aircraft based at Waterbeach and some images of ground activities. It also holds interviews with personnel based at the airfield and more recent films of army activities at Waterbeach Barracks. Bowyer, M J F 2010 Action stations revisited The complete history of Britain’s military airfields: Eastern England Crécy: Manchester Dobinson, C S 1997 Airfield themes Twentieth Century Fortifications in England Council for British Archaeology: York Vol. IX

Francis, P 1989 ‘Hangars on the bomber bases’ Airfield Review 10(4)10(4)10(4)10(4), 26-31 Francis, P 1993 Control Towers The development of the control tower on RAF stations in the United Kingdom Airfield Research Publishing: Ware Hamlin, J F 1987 The Royal Air Force in Cambridgeshire Part 2 the histories of RAF Waterbeach and RAF Bottisham John F Hamlin: Cambridge BBC website http://www.bbc.co.uk/news/uk-england-cambridgeshire-14205919 accessed 28 May 2012 MoD website http://www.army.mod.uk/royalengineers/units/844.aspx accessed 28 May 2012 Part B: Recommendations Part B: Recommendations Part B: Recommendations Part B: Recommendations B1 Recommendations for further recording, research or investigation:B1 Recommendations for further recording, research or investigation:B1 Recommendations for further recording, research or investigation:B1 Recommendations for further recording, research or investigation: The planning of any development at Waterbeach will require further appraisal of the site’s characteristics, as well as research to establish aspects of the context that will affect development capacity. A study of the setting of Denny Abbey will be needed early on to determine the extent of the open area to the south of the scheduled monument necessary to protect its appreciation and significance. This will also be needed to inform aspects such as built form and building heights. With regard to the site’s characteristics, an unscheduled stretch of Car Dyke runs along the western boundary of the site. While this portion of the dyke is not scheduled, it remains an important archaeological feature and the impact on it will need to be carefully considered, together with the need for any mitigation. Furthermore, given the amount of known and scheduled archaeology adjacent to the site, there is a likelihood of further archaeology of significance within the site area and this will need to be investigated prior to determination of any application. The discovery of Romano-British remains in the vicinity of Soldiers’ Hill during the airfield’s construction highlights the potential for more archaeological discoveries between the airfield and Denny Abbey, and within undisturbed areas in the airfield. During the war at least one Wellington bomber is known to have crashed on the airfield (Bowyer 2010, 416). It is possible that traces of this and other crash sites may be found within the proposed development area. If this is the case modern archaeological methods may be able to recover skeletal fragments that were missed by the original recovery teams. Prior to closure a photographic record was made of the airfield by a member of the Airfield Research Group. This will be made publicly available through English Heritage’s Archive. To inform initial master planning a characterisation study should be considered to develop a deeper understanding of the built heritage of the airfield. This might address

functional zones with the airfield and how these have changed through time. It might also consider functional relationships between structures and the movement and operation of aircraft on the airfield. Consideration should also be given to the airfield’s layout, the spacing of buildings, the use of materials and planting schemes. More information may be required on specific buildings within the airfield to consider their rarity. In the event of loss, or substantial alterations, a more detailed recording scheme may be required. Generally, most of the airfield buildings were built to standard Air Ministry drawings. These are often available from the RAF Museum, Hendon. Where drawings do survive a professional photographic record, with a short written note, will often constitute a sufficient record. The original drawings may be used to note deviations from the design specification and later alterations. It is not clear if design drawings survive in public collections relating to the post-war RAF buildings. Likewise, the army buildings appear to one-off structures and if possible a representative sample of the original drawings should be secured as part of the historic record. 12 The operational history of the RAF airfield is reasonably well understood through the work of Hamlin (1987) and Bowyer (2010). Further research in the National Archives may shed more light on the construction history of the airfield, and add more details on the operations carried out by the squadrons that operated from Waterbeach. However, its operational life as an army barracks has been almost twice as long as that as an RAF station. This history remains to be written. This time of change may also provide an opportunity for groups to record the social life of the base through oral history interviews with former RAF and army personnel. Any reports should be made publicly available through the local Historic Environment Record and English Heritage’s Archive. Other heritage issues

Any historic archives that survive on site including drawings, photographs, and written material may be of interest to the National Archives. Advice should be sought from the Defence Infrastructure Organisation’s historic buildings advisor regarding departmental protocols.

At the entrance to the site is a small privately funded museum that houses a mainly photographic archive relating to the airfield. This is due to close when the army vacates the site. Also at the entrance is a Hunter WN904 gate guardian. The Royal Engineers also have on external display a number of heavy weapons captured during the Iraq campaigns. 3

1 The relevant standards are available at http://www.archaeologists.net/codes/ifa 2 For more guidance on the different levels of record see Understanding Historic Buildings http://www.english-heritage.org.uk/publications/understanding-historic-buildings/ and Understanding Place] http://www.english-heritage.org.uk/publications/understanding-place-principles-practice/ 3 see para 2.8 of The Disposal of Heritage Assets, EH/DCMS/OGC, 2010 http://www.english-heritage.org.uk/publications/disposal-heritage-assets/

B2 Heritage assets which merit consideration for dB2 Heritage assets which merit consideration for dB2 Heritage assets which merit consideration for dB2 Heritage assets which merit consideration for designation: esignation: esignation: esignation: The visit on 22 February was attended by two members of English Heritage’s Designation Department and a consultation report was prepared on the airfield, including the following assets the control tower, J-Type hangars, and the well to the east of the bomb stores. Given the known density of Roman and medieval activity in the area further investigation may reveal additional heritage assets which are currently buried/not fully understood and which may require further assessment. If further research work, as recommended in section B1, is carried out assets may be identified that may be considered to be of local and/or communal heritage significance. B3 Recommendations for further management or planning guidanceB3 Recommendations for further management or planning guidanceB3 Recommendations for further management or planning guidanceB3 Recommendations for further management or planning guidance: Brief planning background 1. The constraint on the growth of Cambridge city resulting from the green belt has meant that alternative locations for growth within easy reach of the city are regularly examined through strategic and local plans. Part of this decentralisation approach has been to identify sites for new settlements. 2. In 1991 an application for a small new settlement on a site to the north of the barracks was dismissed at Appeal along with other options for new settlements in the A10 corridor. The reason was the impact on the setting of Denny Abbey and access problems. 3. In 2003 a proposed new settlement at Waterbeach was not selected in the Structure Plan, but an indication was given in the inspector's report that if constraints, including transport problems could be overcome, Waterbeach may be a potential location for growth in the longer term. Former RAF Oakington, Northstowe, was chosen in preference to Waterbeach. 4. There is a current consultation on the Local Plan review for South Cambridgeshire. At this early stage, views are being sought on a large number of potential development options which have been put forward by developers. Waterbeach is identified among the possible options for a new settlement north of Waterbeach village. 5. In the context of the present consultation we will draw attention to the constraints of the site in terms of the potential for adverse impact on Denny Abbey and the appreciation of long views across the surrounding flat landscape. English Heritage would only be content with a sensitive scheme, which respects and protects the setting of Denny Abbey - this is likely to mean a constraint on the extent and height/visibility of development.

Recommendations 1 English Heritage recommends that a short report be prepared to inform masterplanning, indicating how the inherited character of the site can inform or shape future change eg the approach described in Capitalising on the inherited landscape: An introduction to historic characterisation for masterplanning4

2 English Heritage recommends that any future proposals for development of the site should clearly identify any heritage assets, assess their capacity for retention or adaptation, identify opportunities for revealing and enhancing the significance of these assets. 3 Given the emotive history of this place, and the close attachment people in Waterbeach feel towards the airfield and its service personnel, Statements of Significance might be prepared in consultation with the local community and other stakeholders, in accordance with EH’s Conservation Principles.5 4 It is recommended that English Heritage is consulted at an earlier stage of any development to consider what impact they may have on the setting of Denny Abbey. 5 If any development is proposed in this area it will be subject to standard local authority historic environment controls. 6 A Supplementary Planning Document (SPD) should be considered by the local authority. Issues that might be considered include how any development relates to the existing historic core of the village, and the conservation area - will they be deliberately separate or integrated? The buffer to the north with Denny Abbey is critical, and the archaeology of Car Dyke will need be assessed before design parameters are settled. The provision of open space needs to be thought about carefully. There may be security aspects to consider in terms of a new population being introduced in close proximity to the scheduled site. 7 An Environmental Impact Assessment will probably be required under an EU directive for development likely to have significant effects on the environment6 Part C: Background informationPart C: Background informationPart C: Background informationPart C: Background information Date(s) of site visits(s):Date(s) of site visits(s):Date(s) of site visits(s):Date(s) of site visits(s): 22 February 2012

Attended by:Attended by:Attended by:Attended by: Tony Calladine (EH)

4 http://www.helm.org.uk/upload/pdf/HCA_Historical_Characterisation_Accessible_version.pdf 5 See: http://www.english-heritage.org.uk/publications/conservation-principles-sustainable-management-historic-environment/ 6 See internal EH briefing note on EA/EIA by Roger M Thomas, May 2011

Wayne Cocroft (EH) Chris Daniell (DIO) Katharine Fletcher (EH) Sarah Gibson (EH)

Record author:Record author:Record author:Record author: Wayne Cocroft

Date:Date:Date:Date: 30th May 2012

Amended by:Amended by:Amended by:Amended by: Wayne Cocroft & Katharine Fletcher

Date:Date:Date:Date: 24th September 2012

Validation by:Validation by:Validation by:Validation by:

Date:Date:Date:Date:

Form design revised 8 June 2011

RAF Waterbeach, Cambridgeshire, Air Traffic Control Tower (Air Ministry Drawing 5845/39), to the left is the Station Square with the letters ‘WB’ and to the right the crash tender shed

RAF Waterbeach, Cambridgeshire, Air Traffic Control Tower (Air Ministry Drawing 5845/39).

RAF Waterbeach, Cambridgeshire, J-Type Hangar building 43, from northwest.

RAF Waterbeach, Cambridgeshire, northern T2 Hangars, from north.

RAF Waterbeach, Cambridgeshire, B1 Hangar. This was used by the civilian workforce of the Ministry of Aircraft Production to repair and maintain aircraft.

RAF Waterbeach, Cambridgeshire, Parachute Store.

RAF Waterbeach, Cambridgeshire, Turret Trainer Air Ministry Drawing 11023/40

RAF Waterbeach, Cambridgeshire, The Officers’ Mess, from southwest.

RAF Waterbeach, Cambridgeshire, the Sergeants’ Mess, the appearance of this building has been considerably altered with the addition of a new porch, a gabled roof and the insertion of modern UPVC windows, from south west

RAF Waterbeach, Cambridgeshire, the Airmens’ Institute, the appearance of this building has also been considerably altered by the addition of a new porch, a gabled roof and the insertion of modern UPVC windows, from southwest.

RAF Waterbeach, Cambridgeshire, Building 500, this was constructed in the 1950s and was probably built to service the Hunters. Its functions included servicing the aircraft’s demountable gun-packs and ejector seats. Originally it was possible to drive through the building, the wide entrance has subsequently been bricked up and replaced by the double pink coloured doors.

RAF Waterbeach, Cambridgeshire, the main north to south road, this view illustrates the open grassed areas and tree lined roads. To the left is a refubished wartime barrack building and to the right a modern barrack block.

RAF Waterbeach, Cambridgeshire, well.