REVIT Heritage Report.pdf

REVIT 

revitalising industrial sites 

Torfaen County Borough Council 

A Review of the Conservation of 

Industrial Heritage Assets on 

Brownfield Sites 

November 2004 

Jacobs Babtie 

Churchill House, Churchill Way, 

Cardiff, CF10 2HH 

Tel 029 2035 3200 

www.revit-nweurope.org 

This report is part of the REVIT selfguiding trail.


REVIT: A Review of the Conservation of Industrial Heritage 

Assets on Brownfield Sites 

0014021/JM/001 

Jacobs Babtie Churchill House, Churchill Way, Cardiff, CF10 2HH 

Tel 029 2035 3200 Fax 029 2035 3222

Jacobs Babtie 

Churchill House, 

Churchill Way, 

CARDIFF, 

CF10 2HH 

Controlled Copy No. 


Document No.: 0014021/JM/001 

REVIT: A Review of the Conservation of Industrial Heritage Assets on Brownfield Sites 

…………………………………………………..Divisional Director 

John Smithson 

Issue History 

Date Revision Status 

20 th October 2004 DRAFT 

19 th November 2004 FINAL 

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Babtie.



TABLE OF CONTENTS 

1 Introduction..............................................................................................................2 

2 Linking Industrial Heritage and Regeneration ......................................................3 

3 Industrial Heritage: Legal and Policy Background...............................................5 

4 Case Studies: Industrial Heritage Assets............................................................18 

5 Conclusions ...........................................................................................................40 

6 Bibliography...........................................................................................................45 

Appendix 1:..................................................................................................................48 

Appendix 2:..................................................................................................................74 

Appendix 3:..................................................................................................................77 

Appendix 4:..................................................................................................................80 

List of Figures 

Figure 1 

Figure 2 

Figure 3 

Sites within the Blaenavon Industrial Landscape, Torfaen 

Sites within the British Ironworks, Torfaen 

Sites within the Chatham Historic Docks, Medway 

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1 Introduction 

1.1 Jacobs Babtie was commissioned by Torfaen County Borough Council to 

undertake the REVIT project (Towards More Effective and Sustainable 

Brownfield Revitalisation Policies) in accordance with a brief issued by the 

client. 

1.2 The REVIT scheme is an INTERREG IIB project, funded through the 

Department of the Environment, Regeneration Division, to develop joint 

approaches to the development, management and promotion of Brownfield 

sites. 

1.3 This study covers Torfaen County Borough Council, which is the lead authority 

for this project, and five partner areas, namely: the City of Stuttgart, the 

Communauté Urbaine de Nantes, the City of Tilburg, the City of Hengelo and 

Medway Council. 

1.4 This report is produced in conjunction with a further Jacobs Babtie report 

entitled “REVIT: A Review of Sustainable Brownfield Revitalisation 

Approaches” (0014021/R01 15/10/2004) which examines in detail the use of 

sustainable indicators within the partner areas. 

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2 Linking Industrial Heritage and Regeneration 

2.1 Cultural Heritage and Sustainable Development 

2.1.1 The European Heritage Conservation Year 1975 was a defining point in 

Europe’s change of attitude toward the historic landscape and a more 

questioning approach to unsustainable growth. In some countries of the 

European Union, large numbers of historic, and therefore architectural and 

archaeological sites, have been destroyed in the course of urban revival, 

economic expansion and road construction in the post-war period up to the 

1970s. 

2.1.2 The growth of heritage-led regeneration protection has frequently caused the 

reconsideration of urban renewal and state development policies as a whole. 

It has also led to more sustainable policies for the regeneration of historic 

landscapes to be adopted. 

2.1.3 As a result the conservation and protection of cultural heritage is no longer 

considered to be an obstacle, but the driving force of urban development; the 

source of attractiveness of towns and cities and a landscape’s uniqueness. 

New laws, administrative measures, state funding programmes and tax relief 

polices were instituted to promote sustainable conservation and protection of 

cultural heritage remains across the European Union and also to highlight the 

importance of conservation and protection of the cultural heritage. 

2.1.4 This trend matured and flourished in the 1980s, preserving historic the layout 

of towns and cities, carefully renewing the fabric of old buildings, integrating 

important architectural heritage sites, making use of growth potential in order 

to revive old buildings which are the basis of this policy of sustainable 

development. 

2.1.5 Over 100 years the decline and redundancy of large-scale manufacturing and 

mining industries in the great economies of Western Europe has left a gap in 

employment and land-use which is ripe for regeneration. At the same time the 

benefits were appreciated of preserving and conserving our cultural heritage in 

terms of the economic benefits, lifestyle and re-use of existing buildings 

against re-development. 

2.1.6 The definition of industrial heritage must be considered as broad as possible 

and encompass important features such as buildings, bridges, viaducts, 

aqueducts, leats, balance ponds, parks, landscapes, museums, archives, 

townscapes, waterways and archaeology, whether of local or national 

importance, as well as intangible heritage such as language or oral traditions. 

The emphasise has to be the need to deliver benefits to people as well as to 

places and deliver not just conservation, but greater access and involvement 

for communities and new economically sustainable uses for historic places. 

2.1.7 Historic places, buildings, landscapes or townscapes, are part of a wider 

heritage and people often relate strongly to the places where they live or were 

brought up. Historic buildings or features contribute to the distinctiveness and 

identity of places, and can be a source of history and meaning for people. 

Heritage adds depth, character and value to places. Individual owners may 

bear the cost of caring for a historic place, but the benefits accrue to the wider 

community. This is why there is often a case for subsidy or regulation to 

correct a failure of the market. 

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2.1.8 Historic buildings also have an important role to play in developing sustainable 

communities. One requirement of sustainable development is that buildings 

minimise the use of resources during construction and over time. Historic 

buildings represent embodied energy and to recycle them is to capitalise on 

investment and energy that has already been expended. Demolition of such 

structures is, therefore, an extremely wasteful exercise, particularly when 

followed by new-build. 

2.1.9 Recent research carried out by the Building Research Establishment in Britain 

(BRE) has shown that a typical Victorian-era house contains energy equivalent 

to 15,000 litres of petrol (EH, 2003). When seen in these terms, it is clear that 

urban regeneration schemes should not just be about creative new designs but 

should always include historic buildings for their positive impact on the natural 

environment and our finite energy sources. 

2.1.10 One of the Key issues identified by the Working Group “Brownfield 

Redevelopment” (CLARINET) was: 

“Development of methods and skills to respond to the increasing importance of 

preserving the industrial heritage in Brownfield projects”. 

2.1.11 In addition relevant objectives to industrial heritage include: 

• restricting Greenfield consumption by re-using Brownfields; 

• preserving the architectural heritage of the industrial revolution by finding 

new uses for historic industrial buildings; 

• increasing the skills of unemployed people by derelict land recycling, via 

the creation of new employment opportunities and 

• improvement of environmental quality e.g. by encapsulating or removing 

contaminated soil and restoring the landscape distorted by industrial use. 

2.1.12 The contribution of heritage to Brownfield regeneration includes: 

• provide a community focus for regeneration and act as a catalyst for the 

regeneration of the surrounding area; 

• create employment and contribute to a fall in vacancy rates in the nearby 

business premises; 

• contribute to attractive living and working conditions; 

• encourage sustainable tourism; 

• enhance people's quality of life; 

• contribute to social inclusion, learning, health and safe environments; 

• contribute to local distinctiveness by linking a place with its industrial past 

• develop skills 

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3 Industrial Heritage: Legal and Policy Background 

3.1 International Overview 

3.1.1 In 1972 the United Nations Educational, Scientific and Cultural Organization 

(UNESCO) produced the Convention Concerning the Protection of the World 

Cultural and Natural Heritage which sought to protect the cultural heritage in 

signatory areas. 

3.1.2 UNESCO produces the list of World Heritage Sites (WHS), under the advice of 

the International Council on Monuments and Sites (ICOMOS), which seeks to 

protect sites of international importance. 

3.1.3 The standards of the Council of Europe are indicated in a series of Convention 

for the safeguarding: 

• architectural heritage (Grenada, October 3, 1985), 

• convention on the protection of the archaeological inheritance (Valetta, 

January 16, 1992) 

• landscape (Florence, October 20, 2000). European Convention Generally 

the recommendations of the Council of Europe in the field of the heritage 

are taken into account in the national legislation. 

3.2 England 

Heritage Bodies 

3.2.1 In England the Department of Culture, Media and Sport (DCMS) is the central 

UK Government Department responsible for Government policy on the arts, 

sport and recreation, the National Lottery, libraries, museums and galleries, 

export licensing of cultural goods, broadcasting, film, press freedom and 

regulation, the built heritage, the royal estate and tourism. 

3.2.2 In England various government supported bodies protect and manage the 

archaeological and built heritage. These organizations recommend to the 

relevant minister buildings for listing and monuments for scheduling and parks 

and gardens for registering as well as retaining the definitive base data on 

such protected sites. 

3.2.3 In England the executive organization responsible for the protection of 

archaeological sites, monuments, listed buildings and parks and gardens is 

English Heritage (EH). Some movement towards centralisation of heritage 

functions has taken place in England, as the Royal Commission on Historical 

Monuments of England, which maintains its own National Monument Records, 

has been absorbed into EH. 

3.2.4 At a local level, in England local planning authorities usually retain their own 

archaeological staff who advise on the archaeological impact of planning 

applications. In England these archaeological groups maintain databases of 

their areas called the Sites and Monuments Record (SMR), increasingly known 

as Historic Environment Records (HER). 

3.2.5 In England the various local authorities also generally retain their own 

architectural conservation staff, although some rely on consultants or adjacent 

local authority staff to fill this function. The conservation staff provides advice 

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to the local authority on the implications of developments on the built heritage 

and provide guidance on listed building and Conservation Area applications. 

3.3 Wales 


3.3.1 The Department for Culture, Sport and the Welsh Language looks after 

heritage issues in Wales and forms part of the Welsh Assembly Government. 

3.3.2 In Wales various government supported bodies protect and manage the 

archaeological and built heritage. These organizations recommend to the 

ministry the buildings for listing, monuments for scheduling and landscapes, 

parks and gardens for registering as well as retaining the definitive base data 

on protected such sites. 

3.3.3 In Wales, Cadw (Welsh Historic Monuments) is the executive organization 

responsible for the protection of archaeological sites, monuments, listed 

buildings, parks, gardens and landscapes. In addition, in Wales unlike 

England, the Royal Commission on Ancient and Historical Monuments of 

Wales (RCAHMW) still remains separate from Cadw. 

3.3.4 The Welsh planning authorities are advised by regional Archaeological Trusts, 

who are separate from the local authority. These archaeological groups 

maintain databases of their areas called the Sites and Monuments Record 

(SMR), but now increasingly known as Historic Environment Records (HER). 

3.3.5 The various Welsh local authorities also generally retain their own architectural 

and landscape conservation staff. The conservation staff provides advice to 

the local authority on the implications of developments on the built heritage 

and provide guidance on listed building and Conservation Area applications. 

Legal Framework England and Wales 

3.3.6 The statutory framework for the protection and management of England and 

Wales’ cultural heritage is provided by two Acts. The Ancient Monuments and 

Archaeological Areas Act 1979, is the primary legislation for the protection of 

archaeological remains. The Planning (Listed Buildings and Conservation 

Areas) Act 1990 protects the built heritage. 

3.3.7 The former act protects nationally important sites as Scheduled Ancient 

Monuments (SAMs) as well as recommending preservation in situ for 

nationally significant sites, whether they are scheduled or not. The latter act 

provides statutory protection for the built heritage in the form of listed buildings, 

which are defined as being of special architectural and historic interest, and 

Conservation Areas, which are areas of special architectural and historic 

interest, the appearance of which it is desirable to preserve or enhance. 

3.3.8 In addition Hedgerow Regulations (Section 97, The Environment Act, 1997) 

sets out a presumption in favour of retaining historic hedgerows and 

‘hedgebanks’ (with hedges) which are over 20m in length and older than 30 

years that are considered to be historically, ecologically or visually important. 

3.3.9 Each local planning authority in England and Wales, within the scope of the 

Town and Country Planning Act publishes its own Local or Unitary planning 

policies which usually include policies on the protection of archaeological sites 

and monuments, listed buildings and conservation areas. 

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3.4 England 

3.4.1 English Heritage produces a register of historic parks and gardens, and local 

authorities also produce historic landscape characterisation studies. These 

areas currently have no statutory protection in law, but are protected by local 

planning policies and are a material consideration in determining planning 

applications. 

3.4.2 Planning guidance concerning archaeological remains is provided to local 

planning authorities by ‘Planning Policy Guidance Note 16: Planning and 

Archaeology’. This document established a presumption in favour of the 

preservation in situ of nationally important sites. Remains which are of 

regional or local importance may also be worthy of preservation in situ or, 

alternatively, preservation by record. The key tenet of these documents is that 

the ‘polluter pays’ i.e. the developer is responsible for paying for the cost of 

preserving sites or the excavation of unknown sites within the development. 

3.4.3 In England the guidance to planning authorities concerning the built heritage is 

set out in ‘Planning Policy Guidance 15: Planning and the historic 

environment’. This document establishes that it is an objective of the planning 

system to secure the preservation of all listed buildings and any features of 

special architectural or historic interest, which they might possess. 

Conservation Areas are protected as areas of special architectural or historic 

interest, which it is the duty of the local authority to preserve or enhance. The 

setting of a listed building or Conservation Area is also a material consideration 

in then planning process when determining the effect of developments in close 

proximity. The settings of SAMs, Listed Buildings and Conservation Areas are 

protected. However, there is no statutory duty to maintain historic buildings. 

3.4.4 Recent government proposals are moving towards the integration of dealing 

with all cultural heritage issues under a single all-embracing legislative and 

planning policy environment. 

3.4.5 The planning system recognises the importance of historic buildings of interest 

and quality, and both statutory controls and grant assistance may be used to 

secure their preservation or sympathetic alteration. Townscapes are now 

receiving particular attention, both through town schemes in which English 

Heritage and local authorities participate and an allied initiative launched by 

the Heritage Lottery Fund. The Townscape Heritage Initiative is working 

alongside organisations such as the English Partnerships to achieve 

regeneration. Locally listed buildings are protected by Local Authority Planning 

Policies. 

3.5 Wales 

3.5.1 Cadw produces a Register of historic parks and gardens, but only in Wales is 

there also a register of Historic Landscapes. There is currently no statutory 

protection in law for historic landscapes, parks and gardens, but they are 

protected by local planning policies and are a material consideration in 

determining planning applications. 

3.5.2 In Wales planning guidance relating to archaeological sites is established in 

Circular 60/96 'Planning and the Historic Environment: Archaeology'. This 

established a presumption in favour of the preservation in situ of nationally 

important sites. Remains which are of regional or local importance may also 

be worthy of preservation in situ or, alternatively, preservation by record. The 

key tenet of this document is that the ‘polluter pays’ i.e. the developer is 

0014021/JM/001 7



responsible for paying for the cost of preserving sites or the excavation of 

unknown sites within the development. 

3.5.3 Guidance to planning authorities in Wales concerning the built heritage is 

detailed in Circular 61/96 'Planning and the Historic Environment: Historic 

Buildings and Conservation Areas’. 

3.5.4 This document establishes that it is an objective of the planning system to 

secure the preservation of all listed buildings and any features of special 

architectural or historic interest, which they might possess. 

3.5.5 Conservation Areas are protected as areas of special architectural or historic 

interest, which it is the duty of the local authority to preserve or enhance. The 

setting of a listed building or Conservation Area is also a material consideration 

in then planning process when determining the effect of developments in close 

proximity. The settings of SAMs, Listed Buildings and Conservation Areas are 

protected. 

3.5.6 The planning system recognises the importance of historic buildings of interest 

and quality, and both statutory controls and grant assistance may be used to 

secure their preservation or sympathetic alteration. Townscapes now receive 

particular attention, both through town schemes in which Cadw and local 

authorities participate and an allied initiative launched by the Heritage Lottery 

Fund. In Wales the Townscape Heritage Initiative is working alongside 

organisations such as the Welsh Development Agency to achieve 

regeneration. 

3.6 Netherlands 


3.6.1 Preserving heritage sites has been official government policy in the 

Netherlands since 1874, when the national budget allowed for ‘the 

preservation and supervision of memorials of Dutch History and Art’. Although 

many castles, city gates, churches and medieval houses were demolished in 

the nineteenth century because they no longer served a purpose, this led to 

private initiatives being taken to preserve buildings of antiquarian interest. 

3.6.2 Cultural heritage was placed at the centre of improving the quality of the 

environment, and a partnership was formed between three Ministries 

(Education, Culture and Science; Housing, Spatial Planning and the 

Environment; and Agriculture, Nature Management and Fisheries) in order to 

coordinate cultural heritage and planning policy. Heritage policy was extended 

to include planning and the term ‘cultural planning’ was introduced. This 

essentially involves working together with all interested parties but is a 

development-oriented rather than conservation-led approach. 

3.6.3 The management of the cultural heritage in the Netherlands is relatively 

centrally managed. The archaeological resource is centrally curated by the 

Archaeological Expertise Centre (Ryksdienst voor het Oudheidkundig 

Bodemonderzoek or ROB), with the Kwaliteitsnorm Nederlandse Archeologie 

(KNA), the National Archaeological Inspectorate set up to monitor 

archaeological standards. 

3.6.4 ROB focuses on monuments of national and international importance, whether 

or not they have statutory protection. The responsibility of ROB is largely to 

protect and preserve archaeological sites; it only carries out a limited number 

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of small-scale evaluations on listed archaeological monuments or underwater 

sites. 

3.6.5 In addition ROB acts as an archaeological centre of excellence and provides a 

centralised inventory of all archaeological sites within the Archis digital 

database. This information system is centrally organised, maintained and 

developed, but is becoming partially decentralised. The database contains the 

latest archaeological information and the tracking of known and potential 

archaeological sites. 

3.6.6 Data is provided through the Indicative Map of Archaeological Values (IKAW) 

which provides information on the heritage value of sites with the aim of 

ensuring that this is incorporated into the planning process. The local and 

provincial authorities take responsibility for managing their own archaeological 

values and adding archaeological interests in zoning and regional plans. In 

land-use planning, ROB acts as a legal advisor for environmental impact 

assessment and has a permanent seat on the Provincial Planning Committees. 

3.6.7 The built heritage is managed by the Department for Conservation (Rijksdienst 

voor de Monumentenzorg, RDMZ), which is part of the Ministry of Education, 

Culture and Science. RDMZ, which was established in 1947, is responsible for 

protecting and conserving the built heritage including protected historic 

buildings, townscapes and landscapes. 

3.6.8 RDMZ also awards some grants for the restoration and maintenance of historic 

buildings, carries out scientific research in conservation, and gives advice in 

technical, cultural and historical, legal, urban planning matters. 

3.6.9 In addition, the Municipal Department for the Preservation and Restoration of 

Monuments and Sites, which was founded in 1953, can list monuments and 

buildings at risk, which urgently require restoration and is the lead organization 

for supporting building conservation and repair. 

3.6.10 Nationwide, there are some 1000 other private organisations (NGOs) which 

deal with the special categories or sectors of the cultural heritage. 

Legal Framework 

3.6.11 The Historic Buildings and Monuments Act (Monumentenwet) of 1988 forms 

the legislative framework for the protection of the archaeological sites and the 

built heritage in the Netherlands. This act has been superseded by a new 

Monuments and Historic Buildings Act, in order to implement the tenants of the 

Malta Convention (1992). 

3.6.12 The Historic Buildings and Ancient Monuments Act gives the following 

definition of historic buildings and sites: "all objects at least fifty years old which 

are of general interest because of their aesthetic value, their scientific interest 

or their cultural-historical significance". An object which meets the above 

criteria, however, is only a protected historic building or site if it is officially 

added to the list of such sites. 

3.6.13 In addition to providing statutory protection to single buildings and sites, the 

Historic Buildings and Ancient Monuments Act can list larger areas as 

"protected cityscapes", if they are considered to be of high architectural or 

cultural-historic value. 

3.6.14 The archaeological heritage is partly protected under the Monuments and 

Historic Buildings Act together with the World Heritage Convention. Any 

planned activities that may disturb a protected archaeological site requires a 

permit from the ROB which champions preservation of sites in situ. 

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Conservation Policy 

3.6.15 Dutch conservation policy consists of several aspects, such as the 

identification and listing of heritage sites, of townscapes and rural sites, town 

and country planning, legislation for restoration and maintenance works and 

their financing and international policy. 

3.6.16 The overall policy is no longer focused on restoration, but on the maintenance 

of sites and monuments. In the Netherlands there are more than 47,000 

monuments listed by the State, of which the major part date from before 1850, 

and more than 300 protected townscapes and rural sites. In addition to this, 

many monuments (30,000) profit from municipal or provincial protection. 

3.6.17 During the last few years, strategies have been developed to preserve the 

whole context of a monument, both in space and time, a new challenge that 

has to find its place in the ongoing process of spatial planning. 

3.7 France 

Main Heritage Bodies 

3.7.1 Nantes Metropole is located within the region of Pay de la Loire and the 

department of Loire Atlantique. In France the Act of 1983 decentralised and 

transferred certain Town Planning and development responsibilities to the 

communes and they now have exclusive responsibility for drafting their own 

town planning documents called Land Use Plans (POS). 

3.7.2 The overall responsibility for cultural heritage rests with the Minister for Culture 

and national policy is implemented on the minister’s behalf by the Architecture 

and Heritage Directorate (DAPA , Direction de l'Architecture et du Patrimoine). 

3.7.3 Within the Architecture and Heritage Directorate (DAPA) there are various subdirectorates 

which manage their relevant areas. The archaeology subdirectorate 

guides archaeological policy and the architecture sub-directorate 

co-ordinates the management of landscape and urban areas. A further subdirectorate, 

the urban quality and architecture (sous-direction de la qualité des 

espaces et de l'architecture) acts as an interface between the heritage 

(inventory, archaeology and historic monuments) and aesthetic aspects of the 

Directorate. A further sub-directorate for research carries out inventories on 

behalf of the entire Heritage Directorate. 

3.7.4 At a national level there are also four national specialist bodies which advise 

the Minister of Culture on heritage matters. These are: 

• the Historic Monuments Board (Commission Supérieure des Monuments 

Historiques or CSMH); 

• the National Archaeological Research Council (Conseil Supérieur de la 

Recherche Archéologique); 

• the National Inventory Commission (Commission Nationale de 

L'inventaire); and, 

• the Ethnological Heritage Council (Conseil du Patrimoine Ethnologique). 

3.7.5 The Architecture and Heritage Directorate (DAPA) is advised at a local level by 

the Commission of Regional Heritage and Sites (CRPS, Commission 

Régionale du Patrimoine et des Sites). 

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3.7.6 In addition the Department of Architecture and Heritage Services (SDAP, 

Services Départementaux de L'architecture et du Patrimoine) provides regional 

advice to the ministry for Culture and Communication. There is an SDAP 

located in each prefecture in France, and in the Pays de la Loire it is situated 

within Nantes, the principal town, under the authority of the prefect. 

3.7.7 The SDAP acts as the State representative in the management of the setting 

of protected historic monuments, safeguarded sectors, classified sites and 

conservation areas. They also deal with the maintenance and restoration of 

historic buildings grants, and deliver advice on all the projects affecting the 

setting of protected historic buildings and sites. 

3.7.8 The SDAP have three principal functions: 

• they advise the local authority on the promotion of architecture and town 

planning quality; 

• they deliver reports on all the projects which affect historic areas in order to 

maintain or enhance these areas; and 

• they preserve historic buildings placed under their responsibility and ensure 

the control of construction work to protected historic buildings. 

3.7.9 The Regional Directorate of Cultural Affairs (DRAC, Direction Régionale des 

Affaires Culturelles), which is the representative of the Ministry for the Culture 

in each of the 22 regions. DRAC is in charge of the regional implementation of 

heritage services and offers scientific or technical advice and is responsible for 

initiating the heritage protection procedure. 

3.7.10 DRAC also produces an inventory for historic monuments, archaeological sites 

which provides decision-makers with a management tool for urban 

development. Within each DRAC, an architectural advisor is responsible for 

coordinating regional policies for the implementation of Heritage Protection 

Zones (ZPPAUPs) (See below). 

3.7.11 In the regions the archaeology sub-directorate is implemented by the Service 

Regional de l’Archeologie (SRA). The Regional Curator for Archaeology 

heads the SRA and manages a team of curators, researchers and technicians 

as well as the Carte Archeologique (database of Sites and Monuments) 

Legislation: The protection of historic monuments 

3.7.12 The national Town and Country Planning Code (code de l’urbanisme) is based 

on the existing land plans (plan local d’urbanisme, PLU), and the former Land 

Use Plans (plan d’occupation des sols, POS). The aim of the Town Planning 

documents are to restrict, where necessary, the use of Greenfield space and to 

provide for the protection of, among other things, archaeological sites, urban 

areas, the environment and landscapes. 

3.7.13 The Land Use Plans (POS) can provide special regulations to protect parts of 

towns, monuments, streets, sites and may lay down very precise rules relating 

to town planning and the built environment. A Decree of 1986, created the 

protection of Natural Zones (ND zones), within the Land Use Plans (POS), and 

this has been extended to include sites of historic and archaeological interest. 

3.7.14 Each commune may issue planning permission and demolition permits, 

provided that they have an approved POS. However, in the case of 

communes which do not have a POS, for instance in rural areas, the state 

retains these powers. 

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3.7.15 The main cultural heritage legislation is provided by the Historic Monuments 

Act of 1913; the Act of 1941 regulating archaeological excavations; and the Act 

of 1983 which decentralised certain planning and heritage functions and 

transferred Town Planning and development to the communes. 

3.7.16 The Archaeological Excavations Act (Act of 1941) makes archaeological 

excavations subject to state supervision and requires a permission to proceed 

with archaeological excavation. 

3.7.17 The Historic Monuments Act of 1913 provides protection of the cultural 

heritage at two levels: 

3.7.18 Listed buildings are protected as those buildings whose conservation is in the 

public interest, from a historic or artistic point of view, as well megalithic 

monuments and land which encloses prehistoric settlements or deposits. Such 

sites are listed on the recommendation of Historic Monuments Board 

(Commission supérieure des monuments historiques or CSMH); and 

3.7.19 Supplementary Inventory protects historic buildings and monuments which are 

of sufficient artistic or historical interest to justify their preservation. They are 

proposed by the Regional Heritage and Sites Board (CRPS). 

3.7.20 An Act of 1943 introduced the concept of the "setting" of a listed monument, 

defined as a 500 m radius around the monument. Once a building has been 

listed or included in the Supplementary Inventory all property, whether 

developed or not, the setting within a 500m radius of the monument and within 

sight of the monument is protected. Any building situated in the surroundings 

of a historic monument and in its field of view is deemed to be included in the 

supplementary inventory. 

3.7.21 A large part of France's rural heritage is in fact protected by the Supplementary 

Inventory; this protection is weak but has been effective in protecting villages 

and rural buildings. The weakness of the protection is supplemented by Urban 

Landscape Heritage Protection Zones (Zones de protection du patrimoine 

architectural, urbain et paysager or ZPPAUP) which are considered useful for 

protecting the heritage in rural areas. 

3.7.22 Under the decentralisation Act of 1983 each commune can replace the fixed 

500m protection of with an Urban Heritage Protection Zone (ZPPAUP) which is 

decided jointly by the commune and the state. Each ZPPAUP may take in the 

distinctive urban, archaeological, architectural and landscape features of one 

or more communes. These zones have made the rules governing the areas 

surrounding historical monuments more flexible, strengthened the protection of 

the urban and rural heritage and given communes an active role in managing 

and enhancing their heritage. 

3.7.23 A further Act of 1962 instituted the protection of conservation areas called 

areas of Safeguarded Sectors and Development (Plan de sauvegarde et de 

mise en valeur - PSMV), which are areas which have "a historical or aesthetic 

character likely to justify the conservation, restoration and development of 

whole or part of the whole of buildings”. 

3.7.24 The PSMV lays down design guidance for development proposals of every 

building and area within the zone e.g conservation, demolition, reconstruction, 

and protection of yards and gardens. The PSMV supersedes other Land Use 

Plans and any other town-planning documents in the area concerned. The 

PSMV, therefore, constitutes both a conservation area and acts as a town 

planning document. 

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3.7.25 The PSMV is considered an excellent instrument for managing historic town 

centres or districts and for re-development of architectural and urban areas. 

However, although it is an effective means of protecting and enhancing old 

parts of towns it only applies to urban areas of major interest. 

3.7.26 The PSMV also provides for tax relief on building restoration work undertaken 

by private landlords, who may form an association for this purpose. 

3.7.27 Unfortunately the procedure for setting up a PSMV is a long and complex one, 

but it does make it possible to carry out a detailed study of the architectural 

and urban heritage and entails extensive consultation with all the local bodies 

concerned, including the municipal council. 

Inventory of historic monuments 

3.7.28 Within the Ministry of Culture, the Sub-directorate for Research provides 

heritage research and produces the General Inventory on behalf of the entire 

Heritage Directorate. 

3.7.29 Within the regional cultural affairs directorates, this function is represented by 

the regional inventory departments. The General Inventory, established in 

1964, comprises a topographical framework covering any buildings erected 

before 1940, whether private or public, urban or rural, as well as movable 

objects and thematic or geographical inventory studies. 

3.7.30 There are other specific national inventories including of an inventory of pre- 

1950 sites of industrial and technical interest, which comprises surviving 

buildings and machinery from that period. 

3.7.31 One specific programme run by the Architecture and Heritage Directorate in 

co-operation with regional departments relates to engineering landscape 

structures such as canals and hydraulic constructions, bridges, viaducts, 

railway tracks and related structures. The project currently covers more than 

half of regions of France. 

3.7.32 The on-going Archaeological Map of France (Carte Archeologique) is the 

responsibility of the Archaeological Sub-directorate of the Minister of Culture, 

and records known archaeological sites in France. The most outstanding of 

these sites have been protected as listed sites or sites on the supplementary 

inventory under the Historic Monuments Act of 1913. 

3.7.33 The inventory of archaeological sites is based on each regional archaeology 

departments "archaeological map", produced by the relevant DRAC. The 

various regional departments’ records are extremely variable in coverage. The 

information was recorded on the DRACAR system, which was replaced at the 

end 2000 by a new GIS database called PATRIARCH. 

3.7.34 These inventories are the basis of the Architecture and Heritage Directorate’s 

policy on protection under the 1913 Historic Monuments Act and Town and 

Country planning. They play a part in deciding what must be protected and in 

assessing the probable implications for regional planning taking into account of 

the archaeological heritage in town-planning. The overall aim is to supply the 

state and decision-makers with a management tool as a preliminary to the 

drawing up of town-planning documents and planning permissions. 

Conclusion 

3.7.35 In conclusion, the entire system for the protection of protected areas (sites 

included in the supplementary inventory, areas surrounding historic 

monuments, Heritage Protection Zones (ZPPAUPs) and conservation areas) 

0014021/JM/001 13



depends on the recommendation or approval of the official architect, which is 

mandatory for planning permission and demolition permits issued by local 

authorities. The system is therefore based on a combination of state and local 

authority powers. 

3.7.36 The system of cultural heritage protection in France has a large number of 

public bodies operating in various specialised areas at national level and a 

regional level and with the authority of many bodies seemingly overlapping. 

3.8 Germany 


3.8.1 The Federal Republic of Germany (Bundesrepublik Deutschland or BRD) has 

no full ministry for culture heritage, although conservation and protection of 

cultural heritage has always been a main element of the Federal Government’s 

cultural policy and the Federal Government has launched several programmes 

dedicated to this purpose. 

3.8.2 The institutions involved in the protection of cultural heritage in Germany are 

the: 

• Permanent Conference of Ministers of Education and Culture of the 

Federal States (Ständige Konferenz der Kultusminister der Länder (KMK)) 

• The German National Committee for Monument Protection (Deutsche 

Nationalkomitee für Denkmalschutz (DNK) 

3.8.3 The KMK deals with issues of general interest in relation to conservation and 

protection of cultural heritage and facilitate the co-ordination of organisational 

and administrative issues. In addition representatives of the respective state 

ministries sit on the relevant committee of the KMK. 

3.8.4 The DNK was established in 1973 and is responsible for promoting the 

interests of cultural heritage protection in a variety of political areas. In 

addition to engaging in a broad range of public relations activities, it provides 

comprehensive support on issues relating to the conservation and protection of 

cultural heritage and also plays a major role in shaping the general legal 

framework for cultural heritage conservation and protection and published 

“Promoting Sustainable Development and Architectural Culture” 2000. 

3.8.5 The national organisation of state archaeologists is called the 

Landesarchäologen and this is normally formed from the heads of the 

archaeological departments within the heritage management sections of the 

federal states. The Landesarchäologen acts as advisor to the federal 

ministers. 

3.8.6 Under the German constitution and federal system, many functions of 

government are controlled by the 16 individual federal states (Bundesländer). 

As a result the conservation and protection of the cultural heritage falls 

primarily within the remit of the federal states. They are responsible for 

adopting and executing laws governing the protection of the cultural heritage, 

together with the higher (administrative districts) and lower (districts and 

communes) cultural heritage authorities. 

3.8.7 The federal states also carry the main responsibility for providing conservation 

funds. However, substantial funds are also provided by the communes, the 

churches, foundations and private owners of monuments and historic 

buildings. Moreover, private owners of monuments and historic buildings 

0014021/JM/001 14



receive a certain amount of compensation, in the form of tax relief, for the 

additional burden of maintaining the cultural heritage. 

3.8.8 Depending on each federal state, the administration is either a two-or three-tier 

system. Cultural heritage institutions may be: "lower heritage conservation 

authorities", chiefly found at district level, but also at municipal level; "higher 

heritage conservation authorities" at state level, but found only in the larger 

states; and finally the "superior heritage conservation authority", which is a 

State Ministry with responsibility for cultural affairs 

3.8.9 Stuttgart is located in Baden-Württemberg, which is a Federal Bundesländer 

divided into four regions with Stuttgart as a Federal capital and Administrative 

District in its own right. 

3.8.10 The federal states’ laws on cultural heritage protection provide for a central 

specialised authority, the National Monument Office (Landesdenkmalamt or 

LDA), in each federal state. 

3.8.11 The National Monument Office of Baden-Württemberg is the central authority 

responsible for all specific issues relating to cultural heritage in the region and 

is only subject to the control of the supreme cultural heritage protection 

authority. 

3.8.12 The LDA is divided into the Department of Building and Art Monument care, 

the Department of Archaeological Care of Monuments and the of Department 

administration and inventory services. 

3.8.13 The responsibilities of the LDA involve advising the lower cultural heritage 

authorities (communes), the owners of monuments and historic buildings and 

drawing up guidance on all issues relating to the conservation and protection 

of the cultural heritage. The LDA represents the interests of cultural heritage 

conservation in respect of all public planning and development projects and 

maintains a list of monuments and historic buildings. 

3.8.14 The higher cultural heritage authorities (district governments) exercise 

technical control over the lower cultural heritage authorities. They are 

responsible for monuments and historic buildings under the trusteeship of the 

Federal Government, or of the federal states and, sometimes, for drawing-up 

and updating lists of monuments and historic buildings. 

3.8.15 The lower cultural heritage authorities (rural districts and communes) are 

generally responsible for the practical implementation of cultural heritage 

conservation and protection. This means they are the main point of contact for 

all inquiries, applications and appeals. 

3.9 Legal Background 

3.9.1 The main national legal protection is the Article Act (artikelgesetz) of 1980 

governing the incorporation of cultural heritage protection into Federal Law. 

This means cultural heritage protection has been integrated into a number of 

federal laws (legislation governing regional planning, waterways, federal laws 

governing nature conservation, telecommunications laws etc.) based on the 

information gained during, and obligations ensuing, from the European 

Heritage Conservation Year in 1975. A recommendation issued by the 

German National Committee for Monument Protection (Deutsche 

Nationalkomitee für Denkmalschutz) provided the basis for the Article Act. 

3.9.2 In addition national Planning Legislation of 1991 stipulates that cultural 

heritage must be taken into consideration in urban development plans and this 

0014021/JM/001 15



regulation has been integrated into the relevant laws of the federal states. The 

institutions which deal with heritage management therefore differ from state to 

state. Some states even have two regional heritage bodies due to historic 

differences. 

3.9.3 The legal basis for the conservation and protection of cultural heritage is 

regulated in the various heritage protection laws of the federal states. The 

state laws define the cultural heritage value, the competencies, access to 

monuments and historic buildings, tasks, rights and obligations of the public 

sector and of the owners of monuments and historic buildings. 

3.9.4 Following reunification in the years between 1990 and 1994, Eastern Germany 

adopted the various cultural heritage protection laws enacted by the federal 

states in West Germany between 1971 and 1980. In Eastern Germany the 

special “Urban Heritage Protection” programme was implemented as part of 

the promotion of urban development has been particularly successful 

3.9.5 The legal basis for monument protection and care of monuments in Baden- 

Württemberg is the monument protection law of 1972. Cultural monument 

protection encompasses: "...objects, or any part it, whose preservation is in the 

public interest due to scientific, artistic or local-historical reasons”. The cultural 

monument protection also includes any other structures belonging to such a 

monument, as forms part of the principal monument, or is within the setting of 

a monument. 

3.9.6 Permission on statutorily protected monuments is provided by the lower 

monument protection authorities in consultation with the land agency, the 

mayoralties and/or the higher monument protection authorities. 

3.9.7 Due to the federal structure and the associated allocation of responsibilities, 

Germany does not have a national cultural heritage inventory of sites and 

monuments. Instead, the specialised cultural heritage authorities in each 

Federal area provide inventories for the cultural heritage and these are 

financed from federal state funds. 

3.9.8 Whilst each state has a "list of monuments and historic buildings ", there is not 

necessarily any link between the protection of land and buildings and their 

status as listed monuments. In some states, listing has no more than a 

declaratory effect, and the protective provisions of the law apply to all 

constructions, sites or objects which meet the statutory definition of 

"monument", regardless of whether they are listed or not. In others, listing has 

"constitutive" effect; only those buildings listed as monuments are protected. 

3.9.9 The practical difference between the two systems lies in the fact that 

constitutive listing entails an administrative procedure designed to determine 

the building's legal status as a monument, whereas declaratory listing does not 

entail any administrative procedure, and the question of whether a building is 

or is not a monument can be left open until such time as a firm and final 

decision is required for a restoration or demolition scheme. 

3.9.10 All state cultural heritage conservation agencies are developing GIS systems, 

although most of them have not yet done so. In the majority of cases, there is 

a trend towards integration of cultural heritage with the State Surveyor’s Office 

within the framework of the “real estate registers” (ALKIS), or digitised maps. 

The integration of cultural heritage into framework is useful for the state 

cultural heritage conservation agencies because it can be used by the planning 

authorities for planning decisions which take cultural heritage into 

consideration. 

0014021/JM/001 16



3.9.11 In Baden-Württemberg the list inventory has an emphasis on buildings, art, 

archaeology from pre and early history and the Middle Ages. Results of the 

inventory form the basis for the publications from the office for national 

monument and these inventories are available on-line. 

Conclusions 

3.9.12 The 1980s were considered to be the period of sustainable urban renewal in 

the post-war urban development of the Federal Republic of Germany, and as 

the period of identity-fostering emphasis in regional development. This policy 

was continued with visible success in the 1990s, in Eastern Germany too, 

where most of the historic architectural structures had been maintained, 

although in poor condition. The hierarchy for the protection of the cultural 

heritage is very well-defined in Germany within the individual Bundesländer as 

almost all functions are devolved to the individual federal states. 

0014021/JM/001 17



4 Case Studies: Industrial Heritage Assets 

4.1 Introduction 

4.1.1 In each of the partner areas a number of case studies have been examined for 

best-practice in the conservation and promotion of industrial heritage in the 

regeneration of sustainable Brownfield sites. The sites which have been 

examined are developments where the industrial heritage is central to 

regeneration and is treated as a stimulant to regeneration rather than a 

hindrance. One definition of sustainable development, which takes account of 

the importance of preserving the historic environment is: 

"Development within the capacities of our natural and cultural resource base whilst 

safeguarding social and economic vitality". 

4.1.2 Within the context of these case studies, the report examines some of the 

approaches used on different sites in order to draw-on best practice within 

such developments and propose opportunities for the further promotion of the 

industrial heritage as tourist attractions. 

4.1.3 Abandoned historic industrial sites obviously have a high potential for attaining 

the general aims of sustainable development and regeneration, such as: 

• reducing poverty and improving the quality of life in post-industrial 

communities; 

• efficient re-use of existing cultural, natural, social and economic assets; 

• safeguarding the interests and heritage for future generations; 

• improving the image and appearance of run-down areas; 

• promoting local economic development; 

• providing public places and green spaces; 

• encouragement of private investment; 

• empowering disenfranchised communities and renewing civic pride; and 

• revitalising community identity and iconic structures. 

4.1.4 At the European Union level the cultural heritage is being addressed in the 

European Spatial Development Perspective (ESDP). One of the main aims of 

the ESDPs is to promote a more balanced and polycentric system of cities with 

a new urban-rural relationship and prudent management and development of 

the natural and cultural heritage. 

4.2 Torfaen 

4.2.1 Within Torfaen County Borough Council, in south-east Wales, there a number 

of former industrial sites which are important for their historic features such as 

ironworks and tinplate works, iron, coal and mine workings, tramways, 

railways, leats, weirs and canals which are representative of South Wale’s 

important role in the Industrial Revolution in Britain. Associated with these 

features are churches, chapels, monuments, workers housing, turnpike roads, 

offices and industrial estate owner’s houses which also contribute to the 

industrial character and landscape and have high potential for regeneration of 

0014021/JM/001 18



Brownfield areas. These sites all fit, to varying degrees, the definition of 

Brownfield sites and offer differing opportunities for regeneration. 

4.2.2 In Torfaen the two main post-industrial sites which have been identified as 

case studies in Brownfield development are: 

• The Blaenavon Industrial Landscape World Heritage Site (WHS), which 

currently forms the most significant example of industrial heritage-led 

Brownfield regeneration within the Borough and Wales; and 

• The former-British Ironworks site at Talywain, which has been identified as 

having significant potential for heritage-led Brownfield regeneration. 

4.2.3 Both the Blaenavon WHS and the British Ironworks site retain a significant 

number of archaeologically and architecturally important sites and monuments. 

Many of the industrial structures, as well as the associated features from that 

era, are well-built and have potential for re-development. However, the 

industrial remains are also protected by various forms of cultural heritage 

legislation. 

4.2.4 As a result of their under-use, such sites frequently suffer from neglect, 

weather damage and vandalism, which makes re-development at a later date 

more costly. In terms of the conservation of historic structures, the loss of the 

protection from the elements, for instance the roof of a building, is the single 

most important factor leading to the deterioration of historic features. 

4.2.5 Further environmental issues on these are the constraints imposed by the 

protection of ecological habitats and their landscape value. In addition these 

sites include the potential for residual contaminants relating to their industrial 

uses, although both sites largely ceased to function as ironworks over 100 

years ago. 

The British Ironworks Site 

4.2.6 The former British Ironworks site is located in the Cwm Afon, known as the 

Eastern Valley. It was originally opened in 1827 as part of the massive 

investment and growth in the iron industry in South Wales (See Figure 2). 

4.2.7 Although this site has not currently been subject to any significant remediation 

work or environmental assessment, an outline examination of the site does 

highlight the potential of the area for sustainable development. 

4.2.8 Historically the British Ironworks concentrated on the large-scale production of 

medium quality forge pig iron and, by 1840, the works had begun to produce 

iron rails. However, there was no foundry for the production of cast iron. 

4.2.9 The British Ironworks, like many other ironworks within the area relied mainly 

on the local extraction of ironstone, limestone and haematite. Coal and 

ironstone was delivered via an integrated tramroad system which ran down the 

hillside to the west of the works. These tramroad and railway lines survive 

mainly as tracks to the north and southwest of the main ironworks. The 

finished iron was transported to the Monmouthshire Canal at Pontnewynydd. 

Coke was also produced at the site from locally mined coal. 

4.2.10 By 1883 the British had closed and the buildings were dismantled. After the 

closure of the works, the area around the works was mined as the Navigation 

Pit, which was active between 1900 and the 1970s. During the 1940s part of 

the site was also used as a wagon repair yard by Great Western Railways. 

0014021/JM/001 19



4.2.11 The cultural heritage of the site has statutory protection including listed 

buildings and Scheduled Ancient Monuments (SAMs). The protected sites are: 

• Big Arch bridge, which is a listed structure - Grade II (Record No.14871); 

• The Cornish Engine House, which is a Scheduled Ancient Monument 

(MM216); 

• The Site Offices quadrangle, which forms a Listed Building - Grade II* 

(Record No.14870); 

• Cwmbyrgwm Colliery Chimney, which is a Scheduled Ancient Monument 

(MM163); 

• The Air Furnace within the Site Office Complex, which is a Scheduled 

Ancient Monument (MM211); and 

4.2.12 The area between Cwmbyrgwm Water Balance and the Chimney, which is a 

Scheduled Ancient Monument (MM163). 

4.2.13 In addition to these sites the former British Ironworks site retains potential for 

undiscovered archaeological remains within the site and there are a number of 

non-statutorily protected sites within it. Many of these sites can be identified 

from the 1880 Ordnance Survey map (Monmouthshire Sheet 28) or are 

recorded by Glamorgan-Gwent Archaeological Trust within the SMR, including: 

• the furnaces and the foundations of the casting-house facade area; 

• the forge and mill; 

• tramways and railway; 

• the engine blowing-house; 

• the brick-works; and 

• the coke ovens. 

4.2.14 The furnace, forge and mill structure consists of a row of six blast furnaces 

which were built in 1826-7 on an east-west orientation. These structures were 

erected on sloping ground with a charging-bank constructed to the rear of each 

furnace; the furnaces and the sloping bank partly collapsed in 1826 due to 

poor engineering. 

4.2.15 The well-built offices and workshops form a group of derelict buildings centred 

on a quadrangle. They were originally built as a single-storey structure, until 

the main quadrangle building was extended into a two storey building, probably 

sometime after 1862. The remains of the air furnace is located against the 

north-east wall although this has recently been badly damaged by vandalism. 

4.2.16 The impressive Cornish pumping-engine house survives as a three-storey 

sandstone building. This structure was built around 1845, and originally 

housed a vertical beam-engine used to tackle the problem of underground 

flooding. 

4.2.17 There is also an ashlar masonry chimney structure, dating from 1826, which 

now only survives at base level. The structure is approximately 2m above 

present ground level and is about 4.2m square, located 20m north-east of the 

surviving engine-house. 

0014021/JM/001 20



4.2.18 The coke ovens were built in the late 1840’s of red fire-bricks laid on a stone 

rubble foundation to replace the earlier open coke heaps. The coke ovens 

north-west of the ironworks were partly exposed and damaged by water action. 

4.2.19 The impressive Big Arch bridge, which was built in 1879 of yellow brick with 

stone voussoirs, dominates the entrance to the site. It carried the Great 

Western Railway line over works entrance. A railway shed, which was 

constructed in 1926 as a railway wagon repair shop, still survives on the site. 

On the outskirts of the site is the Old Castle Farm (SO 2577 0417), an early 

post-medieval farmhouse, located to the north of the ironworks. 

Blaenavon Industrial Landscape World Heritage Site 

4.2.20 The Blaenavon Ironworks forms the centre of the World Heritage Site 

encompassing over 33,000 square hectares. The landscape is a Registered 

Landscape of Outstanding Historic Interest (HLW (Gt) 1 and the historic sites 

are extensively protected by a number of statutory measures including listed 

building and Scheduled Monument status. There are also other ecological and 

landscape constraints, including four Sites of Special Scientific Interest 

(SSSIs), which affect the area’s potential re-use. 

4.2.21 The site, which is located adjacent to the Brecon Beacons National Park, is 

protected and managed by the Blaenavon Partnership, both as a historic 

landscape and as a series of individual sites which encompass the historic 

town. Blaenavon's historic landscape features have been actively conserved 

and interpreted by the Partnership which was formed from representatives 

from the main public bodies. These partners include Torfaen County Borough 

Council, Monmouthshire County Council, the Brecon Beacons National Park, 

Blaenau Gwent County Borough Council, Blaenavon Town Council, the 

Countryside Council for Wales, the Welsh Development Agency, the Welsh 

Tourist Board, British Waterways, the National Trust and Cadw. By involving 

many partners the Trust aims to provide effective stewardship and 

conservation of the landscape and its sensitive regeneration in close 

consultation with local people. 

4.2.22 The conservation approach to Blaenavon has largely been one of “museum 

process” which aims to retain the landscape in its current form as much as 

possible. This approach is regarded as the purest form of conservation and 

involves preservation and repair of sites like the Blaenavon Ironworks for 

interpretation, education and display. This approach is partly a function of the 

historic importance of the area and the number of sites and monuments which 

have statutory protection. 

4.2.23 In total the Blaenavon WHS retains 17 Scheduled Ancient Monuments and 82 

Listed Buildings. The main sites include: 

• Blaenavon, iron tramroad bridge ['Aaron Brute's Bridge’]; 

• Blaenavon Iron Works; 

• Blorenge Tunnel, Hill's Tramroad; 

• Big Pit Colliery; 

• Cwmbran Tunnel, M&B Canal; 

• Dyne Steel Incline Plane, BWHS; 

• Brake Engine on Hill's Pits tramroad incline; 

0014021/JM/001 21



• Cairns on the Blorenge; 

• Capel Newydd, Blaenavon; 

• (site of ) Ecclesiastical and Wells; 

• Cairn-y-Defaid Round Cairns; 

• Engine Pit, Blaenavon; 

• Garn-Ddyrys Ironworks and adjacent tramway; 

• Hill's Tramroad Inclines, Llanfoist; 

• Iron and Coal Patching, Pen-Ffordd-goch, Blaenavon; 

• Limekilns and Quarries at Craig-y-Hafod; 

• Lower Rank; 

• Pwll-du Tramroad, Tunnel, Southern approach; 

• Tramroad bridge, Bailey's Tramroad, Govilon; 

• Pwll-du Limestone Quarry and Water Balance Lift; 

• Blaenavon Workmen’s Hall; 

• Cwmavon Forge Row 

• St. Peter’s Church; and 

• St Peters School. 

4.2.24 The renovated St Peters School, of circa 1815, building will be used for the 

interpretation of industrial heritage and the building will become the focal point 

for the World Heritage site. The centre will utilise technology to explain the 

background of the area and will also have links to the other significant world 

heritage sites around the World. 

4.2.25 Blaenavon World Heritage Site is considered one of the finest surviving 

examples in the world of late 18th and early 19 th century landscape created by 

coalmining and ironmaking. The decline of this industry left a significant void in 

the economic activity of the area. 

4.2.26 The industrial landscape which grew up around the ironworks consisted of iron 

ore patches, coal mines, limestone quarries, iron forges, brickworks, 

tramroads, leats and reservoirs, chapels and workers’ houses. The main focus 

of the landscape is the Blaenavon Ironworks which is a Scheduled Ancient 

Monument in the care of Cadw. 

4.2.27 Blaenavon Ironworks is one of the most complete ironworks of its type and 

period in the world, with remains of five blast furnaces of various evolutionary 

forms from the 1780s to the 1860s. The site also includes a hot blast stove, 

cast houses, ore calcining kilns, coke ovens, a water-balance lift of 1839, a 

square of workers’ housing, a drift mine, a foundry, rail yards, and remains of 

chimneys, mould drying kilns, a blowing engine house and other ancillary 

structures. Iron ore was smelted at the ironworks to produce pig iron until 

1902. 

0014021/JM/001 22



4.2.28 At the time of its construction it was one of the largest ironworks in the world 

and is the best preserved blast furnace complex of its period and type in the 

world. The ironworks site has been conserved to emphasise its authenticity as 

a consolidated ruin, preserving its surviving features. Therefore, no 

reconstruction has taken place except where necessary for structural purposes 

and wherever possible, all conservation measures are devised to be 

reversible. 

4.2.29 One of the most impressive monuments at Blaenavon Ironworks is the water 

balance tower which was built in 1839. This form of lift technology using water 

to counter-balance loads was used in the mine shafts of south east Wales and 

at several ironworks. This site is one of the best preserved surviving examples. 

4.2.30 Adjacent to the Ironworks stands Stack Square and Engine Row, a small group 

of solidly constructed stone cottages, incorporating patterns of building, notably 

door and window heads, characteristic of the West Midlands in England 

alongside more local building practices. The houses were probably erected in 

1788 for the first skilled workers who operated the furnaces from the time they 

were built. The houses form a square with the central range originally forming 

the Company office, shop and manager's house, until it was converted to 

dwellings in the 1860s. The whole square is a Scheduled Ancient Monument 

which has been carefully conserved. 

4.2.31 There are a number of community buildings within Blaenavon, such as the 

church of St Peter, built in the Gothic style in 1804 by the ironmasters Thomas 

Hill and Samuel Hopkins, and the Blaenavon's Workmen's Hall and Institute. 

The latter is the most imposing building in the town and was designed by E. A. 

Lansdowne of Newport and opened in 1895. 

4.2.32 At nearby Cwmavon, there was a forge linked with Blaenavon Ironworks which 

carried out the puddling process, operated from about 1804; there are no 

surviving remains above ground. A terrace of twelve dwellings which was built 

for the forge workers in 1804, was repaired by the British Historic Buildings 

Trust in 1987-88; it has been described as the finest surviving terrace of early 

workers'housing in the South Wales Valleys. The more substantial, Cwmavon 

House, was built for the ironmaster in the 1820s. 

Tourism 

4.2.33 In addition to the Blaenvaon landscape there are a number of other industrial 

era attractions within the vicinity including: 

• Five locks, Cwmbran, M&B Canal; 

• Glyn Pitts, Pontypool; 

• Griffithstown Railway Museum; 

• Heritage and Cordell Museum; 

• Hill's Pits chimney, BWHS; 

• Lower Navigation Colliery Engine House; 

• Pontymoile Basin, Pontypool - Toll House & aqueduct, M&B Canal; 

• Pontypool heritage townscape; 

• Pontypool and Blaenavon Railway; and 

0014021/JM/001 23



• Pontypool Museum 

4.2.34 Initiatives to encourage tourism to the Blaenavon WHS have had some level of 

success and take two main forms: 

• encouraging cultural tourism; and 

• encouraging outdoor pursuits. 

4.2.35 Cultural Tourism is augmented by Blaenavon Partnership’s initiative to sponsor 

the town’s specialism as a second-hand book shop following the success of 

other towns like Hay-on-Wye. The idea is to provide a draw to the town which 

is not dependent wholly on the seasons, and which could draw on the town as 

an historic backdrop without requiring the major re-development of individual 

buildings. This function would also reinforce the educational potential of the 

site and provide a draw for small business to the town without destroying the 

historic character of the area. In other words, if successful, this venture would 

provide a very effective means of sustainable economic regeneration. The 

initiative has so far been in action for only two years, and although not without 

teething troubles, a sustained impetus over a number of years will be needed 

to judge the effectiveness of this project. 

4.2.36 Big Pit ('Pwll Mawr'), which incorporated the Coity Colliery and Kearsley's Pit 

opened in 1880, has been converted into a working museum which is a central 

visitor magnet for the area. This is one of Wales’ most successful industrial 

tourist attractions, receiving over 140,000 visitors per year. The Big Pit 

museum has also benefited from a grant for applied to the coalfields areas by 

the Heritage Lottery Fund. 

4.2.37 Other developments in the areas include the railway line currently operated 

from near Big Pit to Whistle Halt, Garn-yr-erw by the Pontypool and Blaenavon 

Railway Society. This has been proposed for extension southward to the old 

Blaenavon station and possibly to the highest station in England and Wales at 

Waun Afon. Other impressive industrial structures like Pwll-du tunnel have 

been proposed for restoration and opening to allow access to visitors. 

4.2.38 Blaenavon has some similarities to another large-scale industrial landscape, 

the Rhur in Germany. Work there suggests that tourists do visit these sites 

although there are also many locals who use the area as a recreational facility. 

However, even such local “tourism” can provide one objective of sustainable 

regeneration by providing a better quality of life by increasing health and 

education. 

4.2.39 Within the Rhur, in order to get outsiders to visit the new green Ruhrgebiet, an 

umbrella tourist organisation, the Ruhrgebiet Tourismus GmbH , was set up in 

the late 1990s to coordinate all the tourist offices in the individual towns and 

cities. The organisation has gradually developed its role beyond industrial 

heritage and now promotes other attractions. In addition most museums 

provide information in English, as well as German, and there is detailed 

information on all the sites in the Industrial Heritage Trail. There are also 

DVDs in German and English on the trail and guides to the Ruhr available in 

English and Dutch. 

4.2.40 The Rhur has also been very adept at looking at the whole concept of 

industrial tourism by planning and integrating these attractions as a whole, not 

simply as a range of piecemeal attractions. This means that existing 

attractions need to signposted and to be linked into existing roads, cycle paths, 

river and other routes wherever possible. Alternatively, in a relatively isolated 

area like Blaenavon, it may be necessary to extend accepted tourist routes into 

0014021/JM/001 24



these areas. In this respect, industrial features like old unused tramroads, 

railway lines and canal tow paths, can be used to provide the basis for cycle or 

foot paths. 

4.2.41 In a similar approach at Blaenavon, the renovated St. Peter’s school building, 

which will form the interpretation centre for the industrial heritage of the area, 

will be linked by modern technology to other significant World Heritage sites 

around the World. As well as offering an educational experience, the centre 

could also, therefore, be used to provide links to, and promote, other tourist 

attractions in Wales which may interest visitors; this would form part of the 

integrated approach taken in the Rhur. 

4.2.42 Because of the location of Blaenavon close to the Brecon Beacons National 

Park, the site has enormous potential benefit of being able to draw on the 

Parks’ visitors. The mountainous open spaces of the historic landscape have 

a potential appeal for a range of activities such as walking, mountain biking, 

pony trekking, climbing, hang gliding, ballooning. By encouraging outdoor 

pursuits within the WHS this could provide another form of sustainable tourism 

which requires little alteration of the landscape, but exploits its rugged 

character. Encouraging annual competitions which make use of the benefits of 

the landscape in a non-destructive and sustainable manner through may be 

one way of raising awareness of the area and attract visitors who would not 

otherwise visit the area or be unaware of the landscape as a resource. 

4.2.43 The area could also be linked-up with further attractions to visitors such as 

canal boat holidaymakers, on the nearby Brecknock and Abergavenny Canal, 

the cyclists on the Taff trial, visitors to the narrow gauge Brecon Mountain 

Railway and walkers in the Clydach Gorge and around the Blorenge. By 

further opening up new pathways and encouraging links to existing tourist 

routes, such as the Taff Trail cycle path, this could be further exploited. Rights 

of way officers have a significant part to play in this respect. 

Conclusions 

4.2.44 Blaenavon Partnership has succeeded in stemming half a century of decline 

and the value of the economic regeneration can be seen in a number of 

indicators such as jobs created, jobs safe guarded, increases in property 

values, properties saved from dereliction and visitor numbers. However, the 

other benefits, like protection of the cultural heritage and improvement in the 

quality of life, may be less tangible and less easy to measure as indicators, but 

are equally important such as community pride. 

4.2.45 The British Ironworks site has been redundant and under-used for many 

decades and as a result has become a focus for fly-tipping and other antisocial 

behaviour. However, local interest in, and knowledge of, the site 

remains strong, especially in relation to its use as a former coal mine. In terms 

of improving the local environment and attracting economic benefits to a 

disadvantaged area, the site must be seen as having great regeneration 

potential especially for new development. However, the potential re-use of the 

site must be seen in terms of the current environmental constraints such as the 

cultural heritage, ecological factors, landscape elements and possible 

contaminants although these are likely to be less extensive than at Blaenavon. 

Further studies would, therefore, be necessary in order to examine the costs 

and benefits of the site regeneration. 

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4.3 Medway 

Introduction 

4.3.1 Medway Council, is located in Kent in southeast England. The impetus for 

regeneration in Medway was the closure of the Royal Navy’s dockyards and 

associated sites in 1984. This caused large areas of Brownfield land along the 

River the Medway to become vacant, many containing large numbers of 

historic sites and monuments. A further spur to this process was the 

designation of Medway as a growth area within the Thames Gateway which 

resulted in the creation of the Medway City Estate as an enterprise zone. To 

set out their ideas for the regeneration of the area, Medway Council together 

with the Medway Renaissance Partnership published set out their aspirations 

in Medway’s Waterfront Renaissance Strategy (Medway 2004). 

4.3.2 As part of Medway’s Waterfront Renaissance scheme there has been a 

systematic programme of public and private investment which has helped to 

rebuild the local economy. Medway Council has begun with the economic, 

physical and social regeneration of Brownfield sites such as Chatham Historic 

Dockyard through a heritage-led approach, which draws on the “museum 

process” similar to Torfaen, but also emphases a greater degree of mixed use 

in the form of business and residential development. 

4.3.3 The regeneration of Chatham Dockyard was assisted by a £12.3m grant from 

Heritage Lottery Fund which has paid dividends in terms of businesses, 

employment and tourism as well as the wider regeneration implications for the 

Thames Gateway area. Research by the Southern Tourist Board concludes 

that the Historic Dockyard is worth £20 million for the local economy. 

4.3.4 This Brownfield site contains a significant number of historic buildings, 

maritime industrial features and archaeological sites which have been 

highlighted as the centre of the strategy for regeneration of the site. 

Chatham Historic Dockyard 

4.3.5 The Historic Dockyard is a 32 hectare site with over 100 surviving historic 

buildings and maritime structures. The majority of the historic features were 

constructed between 1704 and 1855 and were built to maintain the sailpowered, 

timber hulled warships of the Royal Navy. A total 47 of these 

buildings and sites are protected as Scheduled as Ancient Monuments with 53 

being also listed as Historic Buildings, consisting of eleven Grade I Listed and 

33 Grade II* Listed Buildings. 

4.3.6 During the mid-17th century the Chatham Historic Dockyard was the Royal 

Navy’s main shipbuilding and repair yard and retains a unique range of historic 

naval structures including storehouses, dry docks, rope walks and covered 

slipways. The Historic Dockyard is the most complete surviving example of a 

former Royal Dockyard in Britain and together with Fort Amherst and the Lines 

site has been proposed for World Heritage Site status. 

4.3.7 As part of the process of managing and conserving the site an independent 

Chatham Dockyard Historic Charitable Trust was set up. A programme of 

repair and refurbishment of various buildings was carried out which has 

created a mixed-use site which is a successful tourist destination with small 

businesses and shopping outlets. The proposed uses for the site consisted of 

leisure and tourism, small business development and display of Medway’s 

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maritime history. The site now contains more than 100 small businesses and 

organisations and over 400 residents. 

4.3.8 The abandonment of Chatham Dockyard by the Royal Navy in 1984 left many 

important historic maritime structures without a function. New and innovative 

economic functions were, therefore, required in order to maintain the dockyard. 

This required the establishment of an overall conservation and design strategy 

for the site as a whole and for the re-use of existing features. 

4.3.9 Some of the re-uses of the existing buildings and structures include: 

• The Clock Tower Building: dating from 1723, it is a Scheduled Ancient 

Monument and Grade II* Listed Building and is oldest naval storehouse to 

survive in any of the Royal Dockyards. It was built as a store for materials 

and equipment needed by ships under construction and repair with a Mould 

Loft and the six ground floor bays at the north end of the structure were left 

open and used as saw pits. The Clock Tower building has been restored 

and used as the Bridgewarden’s College of the University of Kent; 

• The Mast Houses and Mould Loft: dating from 1753-58, it is a Scheduled 

Ancient Monument & Grade I Listed Building. It contains a range of seven 

timber framed mast houses, built largely from reused warship timbers. 

Today the building houses the Wooden Walls gallery; 

• Nos. 4, 5 & 6 Covered Slips: dating from 1847-48, they are Scheduled 

Ancient Monuments & Grade I Listed Buildings. The structures are a range 

of three identical early cast iron slip covers with corrugated iron roof 

sheeting. The slips now house the Royal National Lifeboat Institute’s 

(RNLI) collection of Historic Lifeboats; 

• Wheelwrights Shop: dating from c. 1786, it is a Scheduled Ancient 

Monument & Grade II* Listed Building. It was built as a three bay Mast 

House. Beneath the floor lay the Mary Rose warship. The Wheelwrights 

Shop now houses the Historic Dockyard’s restaurant; 

• House Carpenters Shop: dating from 1740, it is a Scheduled Ancient 

Monument & Grade II Listed Building. It was built for the carpenters who 

looked after the dockyard’s own buildings. The building now forms part of a 

series of craft workshops; 

• The Ropery: dating from 1786-91, it is a Scheduled Ancient Monument & 

Grade I Listed Building. The buildings of the Ropery form one of the finest 

integrated groups of 18th Century manufacturing buildings in Britain. 

Machinery dating from 1811 remains in regular use and on display to 

visitors; 

• Anchor Wharf Storehouses: dating from 1778-1805, it is a Scheduled 

Ancient Monument & Grade I Listed Building. It consisted of two great 

storehouses on Anchor Wharf. At nearly 700 feet long (210 metres) it is 

the largest storehouse built for the Royal Navy in Britain. Together with 

surviving examples in Portsmouth they are some of the most significant 

examples of early industrial warehousing in Europe. The Fitted Rigging 

House and Storehouse No. 2 now houses the Museum of The Royal 

Dockyard; 

• No. 3 Dry Dock: dating from 1820, it is a Scheduled Ancient Monument and 

Grade II* Listed Building. It houses HM Submarine Ocelot, the last warship 

built for the Royal Navy. Many of the other Victorian Covered Slipways and 

0014021/JM/001 27



Dry Docks are still partly used for storage and maintenance and the display 

of boats; and 

• Officers Terrace and South Stables: these have been restored and 

converted to residential accommodation. 

• The adjacent site of the Chatham Historic Dockyard is Chatham Maritime, 

a former Royal Naval Base situated on the elbow of the bend in the River 

Medway marking the transition from the main river to its estuary. The site 

has been developed as a residential, higher education and commercial 

quarter and was, from 1986-1996, designated an Enterprise Zone. 

• Significant investment over the last ten years has enabled the creation of a 

new, high quality environment with the former Pembroke Barracks 

buildings now occupied by the University of Greenwich. This now has a 

student population of 6,000 from Kent University and 850 new houses on 

St Mary’s Island. 

• Chatham Port, which includes three historic buildings and the North Mast 

Pond, continues its well-established operation as a port handling timber 

and paper-related products and offering ship-repairing facilities into the 

foreseeable future. There are also proposals to extend this existing 

industrial operation. 

Tourism 

4.3.10 Further historic sites around the Chatham Historic Dockyard area enable the 

tourist attraction to be extended into the surrounding area. These include 

Brompton, Fort Amherst and the Lines, which have a series of defensive 

ditches and ramparts dating from 1756. The defences around Fort Amherst 

provide an open field which has remained in use as sports grounds and public 

parks, and forms an important green space and buffer between Gillingham and 

the rest of the Medway Towns. 

4.3.11 A further initiative in Medway has involved encouraging tourism by promoting 

the historic dockyard as part of a cross-border Maritime Heritage Trail in 

partnership with the Nord-Pas de Calais region of France. Similar crossborder 

trails and links can be an effective way of widening the tourist base and 

making existing budgets go further. 

4.3.12 Chatham has literary connections with Charles Dickens who lived and wrote 

several of his famous novels nearby. An annual summer and winter Dickens 

Festival attract thousands of visitors to the Docks. 

4.3.13 In addition, since the historic dockyard is adjacent to the River Medway, it has 

obvious potential for a range of tourism and leisure uses based on the 

possibility of improving public access to the river. A number of historic ships, 

for instance the paddle steamer the Waverley, currently make regular 

excursions from a number of sites around the coast of Britain and are usually 

fully subscribed; in the east of England these include the sites of Margate and 

Dover. Events which have proved tourist attractions, from other historic 

harbours/docks, include promoting day and weekend cruises on historic ships; 

this is currently being investigated by Nantes. 

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4.4 Nantes 

Île de Nantes Project 

4.4.1 Nantes, which forms part of the region of Pays de la Loire and the Loire- 

Atlantique department, one of the most industrialised in France. The dominant 

industries in the area included shipbuilding, metalworking, food industries, the 

production of chemicals and sugar and tobacco importing. 

4.4.2 The Île de Nantes project consists of the regeneration of 350 hectares of 

Brownfield land on an island within the Loire. The Nantes Island, which 

currently accommodates approximately 13,000 inhabitants and employment for 

9,000 people, encompasses many hectares of land and public spaces which 

are often inadequately used or derelict. 

4.4.3 The Communauté Urbaine de Nantes together with the support of SAMOA 

(Société d’Aménagement de la Métropole Ouest Atlantique), is promoting the 

Île de Nantes project. The scheme commenced in 2001 with a partnership of 

the State, the Area and the Department, the Port Authority and SNCF. The 

first work started in October 2002. 

4.4.4 The project aims to bring the area into the metropolitan district through 

improving the quality of life, economic development, trade, collective transport, 

social and cultural development and leisure pursuits. The project master-plan 

includes integrated policies on culture, tourism, the industrial heritage as well 

as the proposed architectural design standards. The design and materials of 

all new housing developments along the banks of the Loire are being 

controlled so that they harmonise with the historic setting. 

4.4.5 The backbone of the plan is an axis of East-West public spaces which will be 

arranged to connect the various districts of the island. In addition the relocation 

of the present railway transport system on the island is an important element in 

long term project. This will allow the regeneration of 30 hectares of land under 

the control of RFF/SNCF after having moved associated activities. To link the 

area to the town centre a pedestrian footbridge is under construction to the 

island, over the Loire. 

4.4.6 The regeneration project is an example of Cultural Planning which has rejected 

traditional planning zones in favour of retaining the area’s diverse character. 

The goal of the regeneration is to gradually establish a mixed-use development 

for the area by transforming the many derelict industrial buildings and spaces 

at the same time conserving and repairing historic industrial buildings for reuse 

wherever possible; demolition is seen as a last resort. The industrial 

features of the island are considered important and have been integrated into 

the project to retain the diversity of the urban landscape. 

4.4.7 Since the second half of the 19 th century, the island of Nantes has played an 

essential role in the local economy by allowing the expansion of industries 

which could not a location on the northern bank of the Loire. 

4.4.8 The diverse area consists principally of: 

• the old suburb around a historical axis of the North-South crossing of the 

Loire; 

• an industrial-harbour zone in the Western part (Prairie au Duc and Sainte- 

Anne Island) with many derelict industrial areas which with date from the 

mid-19 th century; and 

0014021/JM/001 29



• a mixed area of residential and tertiary industries dating from the Seventies 

in the east (Beaulieu); 

4.4.9 In particular the industrial-harbour area of Prairie au Duc in the northwest of 

the island retains some industrial activities from 19th and 20th centuries and is 

rich in industrial heritage. The decline of the area since the 1980s has opened 

up the potential for its urban re-development. 

4.4.10 The main arteries of the island are the Boulevard Prairie au Duc, which was 

created in 1883 as a main east-west road, with the rue Alain-Barbe Torte and 

rue Arthur III, forming the north-south routes. A third north-south road in the 

east linked the shipyards and railway station. 

Industrial Features 

4.4.11 La Gare de l’Etat (State Railway Station) on the Boulevard de la Prairie au Duc 

was a 19th century regional railway station which was converted in the first 

stages of the project. The building became redundant in 1994 and was 

completely refurbished and extended by the addition of two new wings, 

providing 9,000 m 2 of floorspace. The building has now become the 

headquarters of the Shipbuilding Trade Union and has attracted further 

occupants to the area, including boat-building and boat repair businesses. 

4.4.12 Les Manufacture des Tabacs on the Boulevard de Stalingrad, was constructed 

in 1857 and closed in 1974. The building was refurbished by Nantes in 1983 

and re-modelled to respect the building’s historic function and structure. The 

factory has become as focal point for municipal functions with a crèche, a 

health and social security centre, a nursery, library, gym and restaurant, the 

housing association and youth hostels. 

4.4.13 Enterprise Guillouard, 15 Boulevard des Martyrs Nantais des la Resistance 

was a building was constructed in 1910 for the manufacture of household 

goods. It originally covered 35,000m 2 and continues in use today, covering 

approximately 10,000m 2 . 

4.4.14 In the Prairie au Duc district, where companies such as Axima and Alstom are 

already present, a mixed development is proposed with offices along the front 

of the boulevard. The Alstom site, which forms part of the Atlantic Shipyards, 

contains a number of apparently dilapidated industrial buildings which were 

found to be in good order and already occupied by businesses. 

4.4.15 The regeneration of the site will retain the industrial features of the site with 

additional space created in the converted workshops for television companies 

and an architectural school. In addition, new construction will include 

waterfront apartments and a biotechnology park. The site will accommodate 

approximately 35,000 m 2 of floorspace. 

4.4.16 Les Foundaries de l’ Atlantique site (Atlantic Foundries) dates back to 1907-8. 

The foundry specialised in the fabrication of valves and fittings. In 1918 it 

became known as the Nantes Foundries and specialised in the production of 

propellers until the 1980s. The site consists of: 

• a large workshop of 1921, in a poor condition with little possibility of 

restoration; 

• a workshop of 1937; and 

• a workshop dating from 1952. 

0014021/JM/001 30



4.4.17 The site includes three former furnaces dating from 1930s and 60s and a 

number of steel gantries. Today, along with Guillouard building, the foundries 

and the reverbatory furnaces retain some of the few traces of industrial activity 

in this part of the island. 

4.4.18 Initially, the foundry had been proposed for demolition. However, the national 

heritage bureau, DRAC, recommended conserving and retaining the three 

furnaces and workshops. Proposals for the re-use of the structures have 

included converting it to a sheltered garden. 

4.4.19 The shipyards of the island with their rich industrial heritage will become public 

spaces along the Loire with tourist attractions, leisure uses and cultural 

functions. The aim is to regenerate and revitalise the historic shipyard area by 

developing new dwellings, offices and businesses with enhanced public 

spaces. The main elements of the industrial heritage will be conserved within 

the development of a new district with a capacity of 36,000 m 2 . 

4.4.20 The former Nantes shipyards covered three principal sites: 

• Les Ateliers et Chantiers de la Loire (ACL) (workshops and shipyards of 

the Loire) dating from 1881; 

• Les Chantiers Dubigeon (Dubigeon shipyard), dating from the 18 th century 

but primarily from 1914; and 

• Les Ateliers et Chantiers de Bretagne (ACB) (workshops and shipyards of 

Brittany) dating from 1895. 

4.4.21 The last ship was launched from the Nantes shipyards in 1986 and the 

workshops are now closed or converted to other uses. At the historic 

Dubigeon shipyard the three large industrial workshops and the Titan Crane, 

which dates from 1956, have been retained as a central part of the site. 

4.4.22 These spaces will be used for a range of temporary and permanent public 

cultural events with aim of increasing the number of visitors. Part of the 

Dubigeon site is used by the University of Nantes. 

4.4.23 The historic slipways were the main elements of the site used for boat building 

and consisted of: 

• Slipway No. 1 for submarines; 

• Slipway No. 2 for part of ACL 1914 to 1918 boats; and 

• Slipway No. 3 which will be restored and re-used. 

4.4.24 The area around the submarine slipways has been designated for shipbuilding 

and repair, in order to maintain the character and function of the site with 

submarine slipways used for public events. 

4.4.25 The surviving docks are used for the construction and restoration of small 

boats in order to retain the original use of the harbour. In addition, a further 

two further wet docks have been proposed, one on the east of the island and 

the other, directed towards the Atlantic, on the west. 

4.4.26 Other industrial features, like the quaysides, will be renewed and breakwaters 

around the area will be lowered to improve vistas. A series of pontoons with 

moorings will be established to revitalise the port function and use of the river. 

4.4.27 Work started in 2002 on the François-Mitterrand quay by providing a space for 

approximately 13,000 m 2 residential buildings with the establishment of the 

0014021/JM/001 31



new school of architecture on 11,000 m 2 of floorspace. In the east of the 

island the François-Blancho quay has been refurbished as a public space. 

Tourism 

4.4.28 The Nantes Island project has a strong social-educational element, with the 

aim of producing a strong cultural asset which will attract tourism to the area. 

At President Wilson’s quay, on the southern bank of the island, there is pilot 

study to create a centre for popular music in an old ice factory; this would allow 

public gathering for music and related dance events. 

4.4.29 The impressive "Machines of the Island of Nantes" installation aims to be an 

artistic attraction to the island in its own right. The aim is to construction the 

installation, which will consist of moving works of art, by 2006. 

4.4.30 The use of the island’s shipyards to increase public spaces along the Loire 

emphasises the promotion of tourism. In particular this initiative includes: 

• the creation of a network of cultural and tourist attractions; and 

• the development of the tourist and leisure uses of the Loire by 2007. This 

will include water sport, walks along the estuary, restaurants on boats or 

along the quayside. 

4.4.31 At the Wilson Quay there are proposals for the docking of steamers to 

accommodate tourists along the Loire on gastronomic and cultural tours of the 

Nantes region. 

4.4.32 Nantes stresses its links as the birth-place of Jules Verne, and in 2005, Nantes 

is celebrating the centenary of the author’s death throughout the year. The 

popularity of the author across the world could make this a regular attraction. 

The literary connections of Chatham Historic Dockyard with Charles Dickens, 

has led to a popular annual summer and winter Dickens Festival which attracts 

thousands of visitors to the area. 

4.5 Stuttgart 

Stuttgart 21 

4.5.1 The central features Stuttgart’s local plan, in Baden-Württemberg, entitled 

“Stuttgart 21”, is focused on the unique opportunity for the re-development of 

redundant railway land, abandoned military bases and other industrial areas in 

the Stuttgart region. 

4.5.2 The architectural tradition in Stuttgart contributes much to character of the city. 

Stuttgart has many outstanding architectural achievements. In Stuttgart the 

office for national monument has approx. 5,000 protected cultural sites. These 

include the main railway station, the Weissenhof settlement, the TV tower, the 

new state gallery and the international horticulture exhibition buildings. 

Several new projects like the Mercedes museum, the library 21 and the art 

museum to continue these architectural traditions. 

4.5.3 The railway lines in Stuttgart had effectively become a hindrance to further 

urban development in the city and formed a geographic cul de sac. The 

historic central station, built by Paul Bonatz, is a registered Monument, which 

restricts any further expansion of the narrow city centre. Moreover, Stuttgart 

station is a terminus, which makes it difficult to link the City to the high-speed 

rail network that is being developed throughout Europe. 

0014021/JM/001 32



4.5.4 The Stuttgart 21 project is based on Deutsche Bahn’s (Germany’s Railway) 

plans to remodel the train infrastructure in Stuttgart, leaving the city’s central 

railway station and approximately 109 hectares of railway land redundant. The 

railway line will now become part of a high speed route between Paris, 

Strasbourg, Stuttgart, Munich and Budapest. Stuttgart station will be 

converted from a terminus to a through-station opening-up the links to other 

regions. As a result of this upgrade, new the railway lines and new station 

building are being transferred in to tunnels below the old terminus, releasing 

the existing station building and the surrounding area for re-development. 

4.5.5 Then main station building was built between 1914 and 1928 in Arnulf-Klett- 

Platz under the architectural control of Professor Paul Bonatz with Friedrich E. 

Scholer. The building was constructed using the relatively new materials of 

concrete and steel and was decorated with coarse chalk tiles. 

4.5.6 In 1910 Paul Bonatz won the competition to design the railway terminus, which 

he built as a grand, austere stone structure which links nineteenth-century 

eclecticism and the Spartan approach of Modernity and Albert Speer's 

monumental Classicism. 

4.5.7 The historic Stuttgart railway station building will be retained and refurbished 

and become the focal point of the new inner city mixed development area 

which aims to attract services industries, business, culture and a high quality of 

living provided by linking the green areas through a series of green corridors. 

4.5.8 An international competition to re-develop the site was held in 1997 and 

construction started 2000 with the new station not expected to be finished until 

2013, allowing further changes in the development proposals. In particular, 

relationships between the Bonatz building, the new piazza over the station, the 

park and the proposed first buildings of Stuttgart 21 are being studied in an 

attempt to improve the centre of the city. 

4.5.9 The architects Ingenhoven Overdiek and Partner, who won the competition, 

proposed a new underground station below the railway station with a design 

that creates a building 12m below ground level. The design proposes to 

stretch the Castle Gardens Park, which is adjacent to the existing station, over 

the top of the new underground tracks and platforms. The new station will 

form a continuous station hall illuminated by natural light that will fall into the 

space through large circular ‘light eyes’. These 'light eyes'will make the 

subterranean station visible to passers-by above ground, linking historic 

building and the new station to the old and new sections of the City. 

4.5.10 The plan will create a station square and from here the Cannstatter 

Promenade, an extension to the Königstrasse, will provide access to the new 

quarter. Around the new square it is proposed to construct new office 

buildings, hotels or a museum dedicated to the theme of travel in order to 

‘pump-prime’ the development of the urban quarter with attractive public 

buildings. 

4.5.11 The redundant Bonatz station will become a public meeting place with 

restaurants and shops, and the floor of its concourse opened-up to make 

connection with the new platforms via bridges. Access to the bridges will also 

be provided via large curved glass atria. 

4.5.12 The main station is a protected historic building under the Inventory of 

Monuments in Stuttgart north in 1987 (Landeshauptstadt Stuttgart Stadtbezirk 

Stuttgart-Nord, 2001) and will be retained as a building of character. 

4.5.13 For the rebuilding of the main station, the following aims are set out as: 

0014021/JM/001 33



• optimal access to the station for local and long distance traffic; 

• the possibility of a link between the existing and new planned pedestrian 

zone in the city centre, as well as a link with the new train station and the 

station ”Staatsgalerie"; 

• efficient access and parking facilities for buses, taxies and private traffic; 

and 

• relief of the Schillerstrabetae by diverting the passing traffic and shifting the 

traffic to the Wolframstrabetae. 

4.5.14 The redundant railway land around the central station consists of three main 

areas for development. Area A is an area of 28 hectares, which is a central 

point, very close to the city and train station area, which will be useful for 

centralised functions such as individual trade, culture and specialised uses for 

the region. The immediate boundary next to the Schlobetagarten will be 

developed for new apartment buildings. 

4.5.15 Area B is a 43 hectare area distinguished by being near the “Schlobetagarten", 

as well as the “Rosensteinpark". This area offers high quality apartments and 

is close to the planned tube station at the Mitternachtstrabetae with access to 

local jobs. The proposals for the 5 hectares of property of the “Post AG" will be 

decided during the planning phase. 

4.5.16 Area C is a relatively independent region of roughly 29 hectares, surrounded 

by existing green areas, around the former north station, which encompasses 

the existing residential area of “Nordbahnhof", as well as the office 

developments at the “Löwenturmzentrum". Due to the enclosed location, there 

will be improvements to the connection of the street and linking areas during 

the planning phase. 

Bad Cannstatt 

4.5.17 The project area is situated between Bad Cannstatt railway station and the 

river Neckar, extends over some 35 hectares and offers potential opportunities 

for urban development due to its excellent location. 

4.5.18 The site covers the former Freight Depot of Bad Cannstatt, which was built 100 

years ago. The depot developed through the extension of the railway network 

and the led to the construction of many housing estates for railway employees. 

At the end of the 1980s, however, the German railway company gave up the 

use of the freight depot and rented the properties to several firms. 

4.5.19 A total of 27 sites covering about 16 hectares are suspected to be 

contaminated. In some cases, such as the site of the former gasworks, the 

pollution levels are quite high. 

4.5.20 In 2001 the state capital of Stuttgart bought the old railway freight terminal land 

mainly for a planned sports village as part of a Stuttgart’s Olympic bid. The 

site is now the largest continuous Brownfield site in Stuttgart. 

4.5.21 The project area has a number of existing, but isolated, building uses which 

are currently being reorganised or are underdeveloped. This area is now let to 

approximately 20 main tenants and with around 57 different trades acting as 

sub tenants on the goods yard site. The area is currently used by many 

companies many of which are distribution businesses and who cause 

extensive traffic problems across the whole area. However, initially nothing will 

change to affect these businesses. 

0014021/JM/001 34



4.5.22 The main aims of the municipality are to transform the Brownfield site of the 

former railway freight terminal into an attractive inner urban area and realise its 

development potential. Through the new mixed-use proposals for this 

Brownfield site, it is an objective to improve the inner urban quality of life, 

especially in the residential areas close to this inner city site. It also aims to 

stimulate additional investment in the inner urban context. 

4.5.23 The first step was for the Committee for Environment and Technology to 

produce a draft framework concept for the goods station encompassing a 

mixture of services sector businesses, the existing companies, sport and 

community functions with residential buildings. 

4.5.24 In 2005 a competition will be carried out for the individual buildings with the 

aim of developing the site by 2007. 

4.5.25 Other Brownfield regeneration projects in Stuttgart-Zuffenhausen include 

Kreidler Werk II, which is a former leather company, copper processing and 

vehicle production site; the Grenadierkaserne, which is a former military 

barracks; and the Waggon-Metzger site, a former railway-car production and 

cleaning site. Many other potential sites are focused on railroad area and the 

old industrialised areas of Vaihingen, Weilimdorf and the Neckar Valley. 

Tourism 

4.5.26 The Stuttgart region, located astride the Neckar Valley, has a varied range of 

cultural and leisure activities. The Neckar has a number of diverse tourist 

attractions including the river and its locks, castles and vineyards, the Swabian 

Mountains, the Black Forest and indeed the historic spa city of Bad Cannstatt 

and the state capital of Stuttgart. 

4.5.27 The Bad Cannstatt site has particular potential to attract tourists as within two 

kilometres of the site there are mineral water springs and large leisure centres, 

such as the Leuze and Berg mineral water swimming pools, the Rosenstein 

park with the natural history museum, and the historic town centre of Bad 

Cannstatt. There are also three metro lines, three tramways and trunk roads 

providing convenient transport connections. 

4.5.28 The linking of Stuttgart’s main railway to a main arterial route could be an 

important watershed for the city in providing visitors with easier access to the 

city and the Neckar valley. This could provide a link to cycle routes which 

cover hundreds of kilometres. 

4.5.29 However, because of the nature of the Stuttgart railway station regeneration 

project there is less emphasis on the capability of the project to attract tourists. 

Nevertheless the proposals to create attractive new public buildings, such as 

hotels and a museum dedicated to the theme of travel around the new central 

square, will prove useful in attracting tourism to the urban quarter. 

4.6 Hengelo 

Introduction 

4.6.1 Hart van Zuid Project (Heart of the City) involves upgrading an industrial area 

which currently enclosed by the railway station and the Twente kanaal and 

making it part of Hengelo. The 'Hart van Zuid'Master plan was presented in 

the spring of 2001, however, due to the scale of the current and proposed 

functions and economic aspects of the area, the transformation will take 

several decades to complete. 

0014021/JM/001 35



4.6.2 The development is managed by a Project Partnership which includes the 

'Rijksdienst voor de Monumentenzorg'(National Trust) and is based around an 

independently monitored project covenant. A covenant was agreed between 

all the interested parties in order to ensure that all parties comply with the 

project proposals. 

4.6.3 The project centres on the Stork-Dikkers site in Hengelo which dates from 

1867 and was built to repair and manufacture machinery largely for the textile 

industry. The site is over 50 hectares in size and one of the largest Brownfield 

sites in the Netherlands. The industrial decline of the area is partly due to its 

separation from the main city caused by a railway, the Twente kanaal and 

various roads. Although the site is still partly occupied, some buildings are 

becoming vacant and functions are being found for these buildings before they 

become derelict. 

Conservation Approach 

4.6.4 The site contains a number of historic industrial buildings which are of national 

significance and the intention is to integrate these features as a fundamental 

part of the re-development by: 

• using the cultural component to promote the area; 

• integrating the characteristics of the historic area in the overall 

reorganization; and 

• fixing these qualities in the planning and process. 

4.6.5 A master plan was published which set out to transform the area over two 

decades from an isolated mono-functional, industrial complex into a multifunctional 

part of the city, whilst still retaining the essential qualities of the 

existing industrial buildings. 

4.6.6 The following rules were used in defining the strategy: 

• maintain everything that works; 

• transform only if it leads to partial and/or complete improvement; and 

• a flexible approach with all options kept open. 

4.6.7 One of the first actions of the Project Partnership was to commission an 

inventory and analysis of the historic site in order to determine which industrial 

buildings should be preserved at all cost and what function should they serve. 

The results of the survey were made available to the public as a book with a 

short history of the site. 

Main Historic Features 

4.6.8 The character of the area has been maintained by considering the original 

scale of the area and the buildings, retaining the structure of the industrial 

roads and railway system and using the historic stratification of the various 

production processes to form recognisable sub areas. 

4.6.9 Hengelo originally developed as a weaving centre and the development of the 

textile industry accelerated in the middle of the nineteenth century with the 

arrival of the railway system to Germany in 1865. 

4.6.10 When the Stork factory complex was built by the pioneering entrepreneurs the 

Stork brothers, in 1867, the initial layout was based on freestanding buildings 

0014021/JM/001 36



interconnected by railway tracks. Today, only small sections of façades and 

structures remain from the oldest buildings, mainly incorporated in later 

buildings. 

4.6.11 By the end of the nineteenth century the enormous growth of the complex had 

resulted in a site characterised by a number of extremely large productions 

halls, grouped around various production processes and centered on open 

spaces, some with walled enclosures and a porter's lodge at the entrance. 

The sites have a number of narrow industrial roads that are still typical for the 

site. The industrial site was organised around a wide railway track with 

branches accessing the factory halls via turntables and linked to the Stork port 

on the Twente canal, which dates from 1930. This site will form the focus of a 

complex of art studios, exhibition galleries, workshops, housing projects and 

catering businesses. 

4.6.12 The Stork brothers were active social reformers and one of their achievements 

was establishing, in 1914, the 'Het Lansink'which is a model workers'village, 

in the tradition of the English ‘garden villages’. The Lansink estate had large 

gardens with white washed houses forming terraces of no more than six 

dwellings with dormer windows and Dutch or stepped gables. The village, with 

its curving lanes, focused on a central square with houses, shops and a hotel 

arranged around the square. The pioneering social element was continued in 

the 'Vereenigingsgebouw'(Social Club) and the Wilhelmina school, where 

workers received in-house education and training. 

4.6.13 The Dikkers site dates from before 1910, when the two main buildings at 

Industriestraat, the iron foundry and accessory plant were built. The character 

of the site is maintained by similarity of the design of the main elevations with 

metal windows and iron structures infilled with which was 'characteristic'of 

their period and their function. 

4.6.14 At an early stage Hengelo took the important decision to seek statutory 

protection for the most historic buildings. The Wilhelmina school, which will 

house an industrial museum, the model-making plant and water tower, which 

has become a fire station, along with the Association Building were all 

designated as National Monuments. A number of other buildings have been 

designated or proposed for Communal Monument status. This ensures the 

most important structures will be preserved throughout the development 

process and the area’s character is retained. 

4.6.15 The quarter round the Stork building, near the station, defines the character of 

the city and forms part of Hengelo. One approach has been to maintain the 

site’s historic gird, which is formed by building plots and the railway lines that 

ran through the area. However, many of the buildings are large warehouses 

and are not considered suitable for residential use, unless the interior of the 

building was stripped and the façade maintained. Unfortunately this form of 

“facadism” would erode the historic character and integrity of the site. 

Future re-uses 

4.6.16 The development, named the New Stork City, aims to generate employment in 

the area with the neighbouring areas offering attractive environments for 

residents and businesses. 

4.6.17 Some of the new accommodation will be taken by the ROC-Oost Nederland, a 

regional educational centre and polytechnic, which is planning to set up a 

Community College with about 8,000 students in the area. Initially the 

vocational training department of the ROC will be accommodated in 

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Lansinkveld. The Lansinkveld or ‘water square'will connect the Tuindorp area 

and the town centre and will also contain local amenities, apartment buildings 

and a business centre. 

4.6.18 The surroundings of the Dikkers premises will be upgraded into a complex of 

art studios, exhibition galleries, workshops, housing projects and catering 

industry. An industrial museum will be housed in the Wilhelmina school and at 

the centre of the square; the cooling towers will act as a late night meeting 

place. 

4.6.19 The northern part of the site will form most of the urban area of Woonstad with 

a high density of residences and apartments. The Woonstad area will have a 

wide range of urban dwellings and green spaces with water features in order to 

fill the gaps between the existing neighbouring housing estates and enhance 

the coherence in the southern part of town. 

Tourism 

4.6.20 The development of the Twente Kanaal is the subject of a pilot study with 

future uses such as the recreational facilities, botanic gardens or fish ponds in 

the pipeline. The canal area has obvious potential as a tourist attraction as 

well as the development of the industrial museum at the Wilhelmina school. 

4.7 Tilburg 

Introduction 

4.7.1 The Piushaven of Tilburg is an historic industrial era harbour area on the 

Wilhelmina Canal, south west of the centre of Tilburg with potential Brownfield 

land extending to 51 hectares. It is located centrally between the centre of the 

city and the green peripheral areas. However, the Piushaven area has 

become an obsolete business district and the area’s current functions as a 

harbour are extremely limited and in decline. 

4.7.2 The main partners in the project are the Municipality of Tilburg, local 

businesses and resident organisations with the initial phase of the construction 

programme starting in 2004. The Piushaven partnership aims to regenerate 

the area by connecting the north and south sides of the harbour and canal to 

create a cohesive and practicable quarter. 

4.7.3 The principle of the project is to build-up the area’s relationship with the city 

centre which will enable both areas to benefit from complementary facilities 

and public places. By connecting the area to the surrounding infrastructure 

this will make working and recreation facilities more easily accessible to 

Piushaven’s residents. The objective is to create an area in a multi-functioning 

environment which encompasses residential use, employment and recreational 

facilities from a mono-functional area. The sites central location will allow the 

reduction of commuter traffic and, by developing functions for the area’s water 

resources and creating green spaces, it is planned to improve the residents 

quality of life. 

4.7.4 The main environment problems in the area are the lack of building quality, the 

stagnant water and the noise from heavy lorry traffic which puts the area’s 

small-scale infrastructure under constant pressure. In addition the area is 

largely cut off from the town centre by barriers such as the Ringbaan Oost and 

the Ringbaan Zuid (major ring roads) and the Wilhelmina Canal. 

0014021/JM/001 38



4.7.5 The existing green areas, water resources and open spaces are plentiful, 

although many green areas have no clear function and the spaces around the 

business premises are often in poor condition. There are also segments of 

open space without any clear function which tends to lower the quality of life in 

the area. The lay-out of the housing in the area is small-scale and there are a 

number of large business premises which clash with their surroundings. 

4.7.6 The municipality’s view of the Piushaven is that its immediate surroundings 

should be turned into an area with a distinctive character with an attractive 

mixture of elements for living, working, and water recreation. The aim of the 

redevelopment of the Piushaven area is to create a usable harbour in direct 

proximity to the heart of the city. It is expected that this will also lead to a 

process of rejuvenation in the neighbourhoods around the Piushaven. 

4.7.7 There are many aspects to the project: in addition to redevelopment of the real 

estate and restructuring of the industrial areas, a combination of retail trade, 

catering and recreation will be developed. 

4.7.8 In 2000 the construction brief was produced which described the existing 

situation in the area, the environmental aspects and functions and socioeconomic 

structure, stressing the flexibility of Piushaven for the regeneration of 

the land, buildings and the environment. 

4.7.9 Finally a construction brief was produced defining the main construction 

phases, the financing and proposed quality of design in terms of the layout, 

green spaces, water uses, functions and the environment. On the basis of the 

construction brief the municipality established a development vision for the 

area. 

4.7.10 By producing these control documents the municipality aims to retain control 

over the further aspects of development in the Piushaven area. These controls 

include the urban development plan, the financial control and a covenant with 

the occupants concerning the interpretation of the plans. The municipality also 

looked in detail at matters such as energy consumption, anti-social business 

uses, health and effective sustainability. 

Tourism 

4.7.11 The creation of a lively ‘harbour quarter’ in order to add an attractive and 

unique area to Tilburg. By retaining the historic aspect of the harbour with 

access for boats and providing berthing points for historic ships, this will act as 

a tourist attraction in its own right. In addition there are plans to develop the 

area’s café-culture in order to contribute to its attractiveness to a younger age 

group. 

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5 Conclusions 

5.1 Introduction 

5.1.1 Industrial heritage is increasingly recognised as a valuable and finite resource 

which forms part of our common European cultural heritage. Large parts of 

this legacy have already been lost and so it is vital to preserve the remaining 

sustainable elements of our industrial buildings, monuments and 

archaeological sites for future generations. The regeneration schemes which 

this report has examined generally, though not exclusively, involve a range of 

standing industrial buildings and structures, although sub-surface 

archaeological remains can be just as important to interpreting a site. 

5.1.2 In this respect a central principle for providing the long-term conservation of 

historic buildings is that the most sympathetic form of re-use is nearly always 

the use closest to its existing or original function. However, the size and 

design of a building or structure, the level of statutory protection, the 

geographic location, the local economic requirements and community needs 

will always be important constraints in the regeneration of industrial sites. 

5.1.3 Secondly finding a sustainable economic function is frequently the best way of 

ensuring the future preservation of a building. The loss of a sustainable 

function can make historic buildings vulnerable to demolition, neglect or 

vandalism. One solution to the problem of decline is to pre-empt that cycle of 

decline, if possible, and plan for re-use as buildings become vacant. 

5.1.4 However, there must always be a balance between conserving the industrial 

heritage and new development. Brownfield sites are often archaeologically 

sensitive and require a proper assessment of sub-surface features in advance 

of design proposals. In terms of historic standing structures and sub-surface 

archaeology, early consultation is recommended in order that any constraints 

can be avoided in the design process and where this is not possible, any 

archaeological sites are recorded in advance, avoiding time and programming 

difficulties. 

5.1.5 Sustainable tourism can also improve the balance between more or less 

affluent areas and contribute to the safeguarding of cultural heritage and the 

improvement the quality of life and education. Tourism is a key component in 

the safeguarding of the cultural heritage, functioning landscapes and the 

maintenance of biodiversity. 

5.2 European Perspectives 

5.2.1 There are many common themes to these European case studies. These 

include: 

• Transportation features: railways, canals; and 

• Waterways: rivers, docks, harbours, canals 

5.2.2 During the 20 th century many historic dockyards, canals and waterways were 

abandoned but, where they survive, these represent an important resource 

which provides ecological habitats and in many cases can still supply 

sustainable tourism or a method of transporting bulky materials. In addition, 

most waterfronts have a distinctive historic character which, after regeneration, 

0014021/JM/001 40



can provide an attractive location for housing, business and leisure and can 

provide a stimulus for economic development. 

5.2.3 The themes which recur within these case studies include: 

• Regeneration of former industrial sites by ‘pump-priming’; 

• Preservation of the industrial and cultural identity; 

• High standard of environmental and architectural quality; 

• Integrating a strategy of urban and economic development, creating a 

social and cultural profile and participation; 

• Public partnership with private enterprise; 

• Innovative approaches to large construction projects; 

• High quality homes, offices and infrastructure; 

• Fast-track planning process, based on a long-term vision and long-term 

agreement or covenants; and 

• Mixed development. 

5.2.4 As in many of these case studies the first approach to each site has generally 

been to make an informed assessment of the importance of the existing 

historic features. From this an overall conservation plan should be produced 

specifying the conservation approach for each building, such as: 

• preservation with minimum repairs; 

• restoration for museums or interpretation; 

• complete refurbishment for business or other uses; and 

• in some cases demolition. 

5.2.5 The Dutch model of inputting archaeological values into the Sites and 

Monuments Record provides a very useful planning tool and, by providing an 

inventory of potential regeneration sites, allows the protection of the cultural 

heritage to be maximised. This model stresses that not all sites are of equal 

importance. In Britain not all heritage databases examine the heritage value of 

an individual site, and instead concentrate on archaeological and historic 

background, with less emphasis on relative value and is, therefore, of less 

useful for planning purposes and decision-making. 

5.2.6 Although not all industrial assets are of archaeological, architectural or historic 

importance, groups of buildings of lesser quality may still add to the overall 

character of an area. The French model of PSVU makes a direct link between 

conserving the historic core of an area and encouraging re-development by 

controlling the regeneration. 

5.2.7 The models provided by Blaenavon, Medway and Hengelo, emphasise the 

importance of the relevant local authorities promoting the statutory protection 

of important sites as a means of preventing erosion of the area’s historic 

character after regeneration. 

0014021/JM/001 41



5.3 Assessing the Impact of Development 

5.3.1 A method of preserving the character of our industrial heritage is provided by a 

toolkit which focuses on the impact of a development on the historic 

environment. This provides a sustainability checklist of simple questions for 

development schemes which can help to determine the impact on the historic 

environment. An example from one toolkit includes the following questions: 

Will it maintain or enhance the character of the built and historic 

environment? 

Will new builds use conservation features and recycled materials? 

Will it help to reduce the amount of vacant and derelict land and the number 

of vacant buildings? 

Will it encourage development on previously developed/Brownfield land? 

Will it contribute to the character of town centres and respect their historic 

context? 

Will it help to protect or enhance ancient monuments, historic parks and 

gardens and other conservation areas? 

Will it help to create a well designed and exciting urban environment? 

Does it respect, protect and enhance existing features of the historic 

environment such as archaeological remains, buildings, street patterns 

and landscapes? 

Will it encourage the repair and re-use of buildings? 

(From the East of England Development Association website; EEDA) 

5.4 The Historic Environment and Sustainable Regeneration 

5.4.1 In order to be effective, a heritage-led regeneration project needs to have very 

clear conservation objectives. Projects need to be big enough to make a 

visible difference to an area or the funding needs to be concentrated in one 

place. The local authority or promoting partnership also needs good 

conservation skills and experience, and it is important that there is staff 

continuity during the project. 

5.4.2 In addition, committing funding upfront, in the form of ‘pump-priming, allows 

time for other sources of funding to become available. Heritage-led projects, in 

isolation from other measures, cannot reverse endemic economic problems, 

but they can act as a catalyst for changing perceptions of an area. Experience 

shows heritage-led schemes are most effective when they are deployed as 

part of a wider regeneration strategy. Developments built in one phase and in 

single ownership, such as modern shopping and office complexes, offer fewer 

opportunities for social inclusion and can support fewer small and start-up 

businesses. 

5.4.3 Since there are many problems in co-ordinating the different elements of 

regeneration, as well as funding packages, it is critical for a body with a 

0014021/JM/001 42



strategic overview to be involved in co-ordinating the phases of urban 

regeneration that involve heritage. 

5.4.4 The impact of individual projects can only be sustained if local authorities 

operate the system of statutory heritage protection effectively and fairly, 

including statutory consent, enforcement, repairs notices, compulsory 

purchase orders and directions. 

5.4.5 There is a delicate relationship between any regeneration funding and the 

operation of the local property market. Initial investment may change 

perceptions of an area which can then create a speculative property market 

where properties are bought up and left empty in the hope of a rising market. 

5.4.6 Archaeological sites, historic buildings and green spaces are often the key to 

regeneration schemes: individually they can be centrepieces, landmarks, or 

symbols of an area; collectively they can set a framework, a context, or an 

architectural standard. However, whilst many heritage schemes have focused 

very much on physical repairs to property it is important that there should be a 

sustainable use for the property and that there should be strong community 

involvement in the scheme. 

5.4.7 High quality historic buildings actually set the architectural standards for 

adjacent new developments. The very presence of historic buildings demands 

sensitive and high quality architecture. Some of the most exciting and 

stimulating urban areas derive their character from an inventive juxtaposition of 

old and new. 

5.4.8 The quality of conservation work will be an important element in the success of 

any regeneration project. Well-conserved historic buildings, archaeological 

sites and spaces can add value to a place; poor conservation can erode the 

character and quality of an area just as easily as poor new design. 

5.4.9 A recent English Heritage survey reported (English Heritage, 2003) that: 

• a MORI poll for Heritage Counts 2003 revealed that 92% of people thought 

it important to keep historic features when regenerating towns and cities 

and 90% said heritage meant their local area as well as castles and stately 

homes. 82% thought heritage could be fun; 

• houses built before 1919 are worth, on average, some 20% more than an 

equivalent house from a more recent era; 

• a Victorian terraced house is cheaper to maintain over a 100-year period 

than a 1980’s house; 

• the total energy already used in the construction of a typical Victorian 

terrace would power a car to go five times round the earth, or halfway to 

the moon; 

• a total of 130,000 new houses are built every year but only 20,000 new 

homes each year result from conversions of existing stock; 

• not all empty houses can be made habitable again. But there are 40,000 

privately owned long-term vacant properties in London and 30,000 in the 

South East – areas where there is a shortage of homes for key workers. 

5.4.10 Their inhabitants often hold historic areas in great affection; they are very 

much part of "the cherished local scene" and their maintenance and 

improvement is the subject of great local pride. They contribute to social 

engagement, even health and well-being. The repair of historic buildings, 

0014021/JM/001 43



therefore, makes a positive contribution to urban regeneration by contributing 

to the quality and distinctiveness of local areas. 

5.4.11 Historic areas may incorporate a variety of archaeological features, 

architectural styles and materials, and are constructed over many years, and 

their richness and complexity can be image defining. Individually or 

collectively the industrial heritage generates public interest and a wellconserved 

historic environment can be used to develop heritage and culture 

based tourism. 

5.4.12 Some historic areas are based on the local vernacular building tradition using 

materials which are only locally available, thus they are often unique, and help 

define the image of an area. Heritage conservation can also be used to raise 

awareness of traditional skills in areas. The increase in skills in a particular 

area can help to improve the historic building stock of the surrounding area 

and generate increased economic activity for local businesses. 

5.4.13 The contribution that the industrial heritage can make to regeneration goes 

beyond historic buildings and includes parks, and other green spaces, the 

historic layout and streetscape, as well as other archaeological features such 

as waterways and canals, railways and tramways which are vital to the public 

realm. Indeed any heritage-led project in a deprived area, including museums 

or activity projects, may have the potential to contribute to regeneration 

through enhancing and opening-up what people most value and provide a 

stimulus for tourism. Since the historic built form is generally high-density it 

can promote pedestrian movement and other sustainable forms of transport, 

whilst being less attractive to the motor car. 

0014021/JM/001 44



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1999 

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Stratton, M. Industrial Buildings : Conservation and Regeneration 1999 

The Government’s Response to the Transport Local Government and the Regions 

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in Wales 

0014021/JM/001 45



British Iron Works, Abersychan Gwent: An Archaeological Report Oct 1992 

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Package 1 Dec 2000 

French Bibliography 

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site 1998 

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Union Urban exchange Initiative II Report on elements of a Sustainable Urban 

Development in the European Union 1999 

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0014021/JM/001 47



APPENDIX 1: 

Torfaen CBC Inventory of Sites: The British Ironworks 

BRITISH IRONWORKS: COKE OVENS 

Reference: 85064 National grid reference: SO25710372 Period: Post-Medieval 

Distance: 0.0 

Broadclass:Industrial Type:OVEN 

Pre 74 County:Monmouthshire County:Torfaen Community:Abersychan 

Record Originator:Royal Commission on the Ancient and Historical Monuments of 

Wales 

BRITISH IRONWORKS: BLAST FURNACES 


Distance: 0.0 

Broadclass:Industrial Type:BLAST FURNACE 



Wales 

BRITISH IRONWORKS: ELECTRICAL HOUSE 


Distance: 0.1 

Broadclass:Industrial Type:ELECTRICITY GENERATING SITE 



Wales 

BRITISH COLLIERY PUMPING ENGINE HOUSE 

Reference: MM216 National grid reference: SO258036 Period: - Distance: 0.1 

Broadclass:Industrial Type:ENGINE HOUSE 


Record Originator:Cadw 

BRITISH COLLIERY PUMPING ENGINE HOUSE 

Reference: 04699g National grid reference: SO258036 Period: Post-Medieval 

Distance: 0.1 



Record Originator:Glamorgan-Gwent Archaeological Trust 

BRITISH IRONWORKS: AIR FURNACE 


Distance: 0.1 

Broadclass:Industrial Type:FURNACE 



Wales 

BRITISH IRONWORKS, ABERSYCHAN 


Distance: 0.1 

Broadclass:Industrial Type:IRON WORKS 


0014021/JM/001 48




Wales 

BRITISH IRONWORKS: WAGON REPAIR SHED 


Distance: 0.1 

Broadclass:Industrial Type:WORKSHOP 



Wales 

BRITISH IRONWORKS AIR FURNACE 


Distance: 0.1 

Broadclass:Industrial Type:REVERBERATORY FURNACE 



BRITISH IRONWORKS COLLIERY: CHIMNEY 


Distance: 0.1 

Broadclass:Industrial Type:CHIMNEY 



Wales 

AIR FURNACE AT BRITISH IRONWORKS 

Reference: MM221 National grid reference: SO257036 Period: Post-Medieval;Modern 

Distance: 0.1 

Broadclass:Industrial Type:IRONWORKS 



BRITISH IRONWORKS COLLIERY: PUMPING ENGINE HOUSE 


Distance: 0.1 




Wales 

BRITISH IRONWORKS OFFICE AND FOUNDRY QUADRANGLE (FORMER) 


Distance: 0.1 




CWMBYRGWM CHIMNEY 

Reference: 04017g National grid reference: SO258036 Period: Unknown Distance: 

0.1 

Broadclass:Industrial Type:VENTILATION SHAFT 

Pre 74 County:Monmouthshire County:Torfaen Community: 


0014021/JM/001 49



BRITISH IRONWORKS: OFFICES & WORKSHOPS 


Distance: 0.1 

Broadclass:Industrial Type:WORKSHOP 



Wales 

ABERSYCHAN 


Distance: 0.2 




BRITISH ROAD: BRIDGE 


Distance: 0.3 

Broadclass:Transport Type:BRIDGE 



Wales 

ABERSYCHAN HOUSE, GARDEN 


Distance: 0.3 

Broadclass:Gardens, Parks and Urban Spaces Type:GARDEN 



Wales 

ABERSYCHAN HOUSE: ROAD BRIDGE 


Distance: 0.3 




Wales 

ST FRANCIS OF ASSISI, CHURCH ROAD, ABERSYCHAN, 


Distance: 0.4 

Broadclass:Religious, Ritual and Funerary Type:CHAPEL 



Wales 

BIG ARCH 


Distance: 0.4 

Broadclass:Unassigned Type:ARCH 



BRITISH QUARRY: RAILWAY INCLINE BRIDGE 

0014021/JM/001 50




Distance: 0.4 




Wales 

ABERSYCHAN & TALYWAIN RAILWAY STATION, ABERSYCHAN 


Distance: 0.4 

Broadclass:Transport Type:RAILWAY STATION 



Wales 

LOWER NAVIGATION COLLIERY: RAILWAY BRIDGE 


Distance: 0.4 




Wales 

BIG ARCH RAILWAY TUNNEL 


Distance: 0.4 

Broadclass:Transport Type:RAILWAY TUNNEL 



NORFOLK ROW, BRITISH 


Distance: 0.4 

Broadclass:Domestic Type:DWELLING 



Wales 

BIG ARCH RAILWAY TUNNEL, TALYWAIN, ABERSYCHAN 

Reference: 34968 National grid reference: SO260035 Period: Post-Medieval Distance: 

0.4 

Broadclass:Transport Type:RAILWAY TUNNEL 



Wales 

LOWER NAVIGATION COLLIERY: ENGINE HOUSE 


Distance: 0.4 




Wales 

ELIZABETH ROW, BRITISH IRONWORKS, ABERSYCHAN 

0014021/JM/001 51




Distance: 0.4 

Broadclass:Domestic Type:TERRACED HOUSING 



Wales 

AR10 TURNPIKE ROAD 

Reference: 05293.0g National grid reference: SO261041 Period: Post-Medieval 

Distance: 0.5 

Broadclass:Transport Type:ROAD 



OLD CASTLE, THE BRITISH 

Reference: 20505 National grid reference: SO25840421 Period: Post-Medieval? 

Distance: 0.5 




Wales 

AR9 LNWR RAILWAY 


Distance: 0.5 

Broadclass:Transport Type:RAILWAY 



OLD CASTLE, THE BRITISH 


Distance: 0.5 

Broadclass:Domestic Type:HOUSE 



CASTLE COTTAGE;CASTLE FARM COTTAGE 

Reference: 36564 National grid reference: SO25840420 Period: Post-Medieval? 

Distance: 0.5 




Wales 

ETM STEEL FABRICATION COLLIERY ENGINE HOUSE (FORMER) 

Reference: 04595g National grid reference: SO253039 Period: Modern Distance: 0.5 




THE HAWTHORNS, GARDEN 


Distance: 0.5 



0014021/JM/001 52




Wales 

ELIZABETH ROW 


Distance: 0.5 




SITE NAME NOT KNOWN 


Distance: 0.6 




CAPEL-Y-FFIN CHURCH (ST MARY), CHURCH 


Distance: 0.6 

Broadclass:Religious, Ritual and Funerary Type:CHURCH 

Pre 74 County:Brecknockshire County:Powys Community:Llanigon 

Record Originator:Clwyd Powys Archaeological Trust 

AR11 8-13 FOUNDARY ROAD 


Distance: 0.6 

Broadclass:Unassigned Type:BUILDING 



AR5 TRAMROAD 


Distance: 0.6 

Broadclass:Transport Type:TRAMWAY 



ST THOMAS'HALL, ABERSYCHAN 


Distance: 0.6 




Wales 

ST THOMAS, TAL-Y-WAUN, 


Distance: 0.6 




Wales 

0014021/JM/001 53



PISGAH ROAD BAPTIST, GARNDIFFAITH, ABERSYCHAN 


Distance: 0.6 




Wales 

NODDFA WELSH BAPTIST CHAPEL, CHURCH ROAD, ABERSYCHAN, 


Distance: 0.6 




Wales 

PISGAH WELSH BAPTIST CHAPEL (PISGA; TAL-Y-WAEN), PISGAH ROAD, 

GARNDIFFAITH, 


Distance: 0.7 




Wales 

CWMBYRGWM COLLIERY: SHAFT 


Distance: 0.7 

Broadclass:Industrial Type:MINE SHAFT 



Wales 

AR4 PENTWYN IRONWORKS 


Distance: 0.7 




CWMBYRGWM COLLIERY: WATER BALANCE 


Distance: 0.7 

Broadclass:Industrial Type:MINE SHAFT 



Wales 

CWMBYRGWM COLLIERY 


Distance: 0.7 

Broadclass:Industrial Type:COAL MINE 



0014021/JM/001 54



CWMBYRGWM COLLIERY 


Distance: 0.7 

Broadclass:Industrial Type:COLLIERY 



CWMBYRGWM COLLIERY, ABERSYCHAN 


Distance: 0.7 




Wales 

HIGH STREET BAPTIST CHAPEL, ABERSYCHAN 


Distance: 0.8 




Wales 

BABELL INDEPENDENT CHAPEL 


0.8 




Wales 

GOLYNOS COAL SHAFT 


Distance: 0.8 




Wales 

Torfaen CBC Inventory of Sites: Blaenavon World Heritage Site 

BLAENAVON IRONWORKS 


Distance: 0.0 

Broadclass:Industrial Type:INDUSTRIAL MONUMENT 

Pre 74 County:Monmouthshire County:Torfaen Community:Blaenavon 


BLAENAVON IRONWORKS 


Distance: 0.0 




0014021/JM/001 55



BLAENAVON IRONWORKS, BLAENAVON 


Distance: 0.1 




Wales 

BLAST FURNACES, BLAENAVON IRONWORKS 


Distance: 0.1 

Broadclass:Industrial Type:BLAST FURNACE 



Wales 

BLAENAVON IRONWORKS, PAY OFFICE 


Distance: 0.0 

Broadclass:Commercial Type:PAY OFFICE 



BLAENAVON IRONWORKS , BALANCE TOWER 


Distance: 0.0 

Broadclass:Unassigned Type:TOWER 



BLAENAVON IRONWORKS, CAST HOUSE 


Distance: 0.0 

Broadclass:Industrial Type:CASTING HOUSE 



BLAENAVON IRONWORKS , STORAGE SHED 


Distance: 0.0 

Broadclass:Unassigned Type:SHED 



BLAENAVON IRONWORKS, FOUNDRY 


Distance: 0.0 

Broadclass:Industrial Type:FOUNDRY 



BLAENAVON IRONWORKS , BLAST FURNACE (1 OF 6) 


Distance: 0.1 


0014021/JM/001 56







Distance: 0.1 






Distance: 0.1 






Distance: 0.1 






Distance: 0.1 






Distance: 0.1 




BLAENAVON IRONWORKS , STORAGE SHED AND ATTACHED CHIMNEY 


Distance: 0.0 

Broadclass:Unassigned Type:SHED 



HOUSE STACK SQUARE, BLAENAVON 


Distance: 0.1 




Wales 

0014021/JM/001 57



ENGINE ROW, STACK SQUARE: 


Distance: 0.1 




STACK SQUARE, NORTH RANGE, BLAENAVON IRONWORKS, 


Distance: 0.1 




STACK SQUARE, SOUTH RANGE (ENGINE ROW), BLAENAVON IRONWORKS, 


Distance: 0.1 




SHEPERDS SQUARE 


Distance: 0.1 




TRAMROAD, BLAENAVON RAILROAD; BLAENAVON 


Distance: 0.1 

Broadclass:Transport Type:RAILWAY 



Wales 

CALCINING KILNS, BLAENAVON IRONWORKS, 


Distance: 0.1 

Broadclass:Industrial Type:KILN 



GILCHRIST MEMORIAL, BLAENAVON IRONWORKS 


0.1 

Broadclass:Commemorative Type:COMMEMORATIVE MONUMENT 



STACK SQUARE, EAST RANGE, BLAENAVON IRONWORKS, 


Distance: 0.1 



0014021/JM/001 58




STABLE ROW 


Distance: 0.1 

Broadclass:Domestic Type: HOUSE 



GILCHRIST THOMAS MEMORIAL, BLAENAVON 


Distance: 0.1 

Broadclass:Commemorative Type:COMMEMORATIVE MONUMENT 



Wales 

STACK SQUARE & ENGINE ROW 


Distance: 0.1 




NORTH STREET, STAFFORDSHIRE ROW, BLAENAVON 


Distance: 0.1 

Broadclass:Domestic Type:TERRACE 



Wales 

PARK, THE, TY FRAEN, BLAENAVON 


Distance: 0.1 

Broadclass:Domestic Type:BUILDING 



Wales 

NORTH STREET, DEMOLISHED HOUSE ROW, EXTENDING NE. FROM 

FAIRBANK, BLAENAVON 


Distance: 0.1 




Wales 

PARK, THE, HAZELMERE & FAIRBANKS, BLAENAVON 


Distance: 0.1 



0014021/JM/001 59




Wales 

NORTH STREET, PREMISES OF I.J. CADDICK & CO., & SWENLECS, 

BLAENAVON 


Distance: 0.1 

Broadclass:Commercial Type:SHOP 



Wales 

BALANCE TOWER, BLAENAVON IRONWORKS 


Distance: 0.1 

Broadclass:Industrial Type:WATER BALANCE TOWER 



Wales 

PARK, THE, ALPHA, BRAESIDE AND TREGARTH, BLAENAVON 


Distance: 0.1 




Wales 

PARK, THE, ALPHA, BRAESIDE AND TREGARTH, BLAENAVON 


Distance: 0.1 

Broadclass:Health and Welfare Type:HOSPITAL 



Wales 

CHAINSHOPS, BLAENAVON IRONWORKS, BLAENAVON 


Distance: 0.1 

Broadclass:Industrial Type:STOREHOUSE 



Wales 

BLAENAVON IRONWORKS , CHAIN STORE (1 OF 2) 


Distance: 0.1 

Broadclass:Unassigned Type:STOREHOUSE 



CHAIN STORE, BLAENAVON IRONWORKS , (2 OF 2) 


Distance: 0.1 

Broadclass:Unassigned Type:STOREHOUSE 

0014021/JM/001 60





CADDICKS WORKSHOP 


Distance: 0.1 




CAE WHITE POWDER HOUSE 


Distance: 0.1 

Broadclass:Defence Type:MAGAZINE 



NORTH STREET, BLAENAVON 


Distance: 0.1 




Wales 

NORTH STREET, PARK VIEW, NOS. 1 & 2, & YORK HOUSE, NOS. 1 & 2, 

BLAENAVON 


Distance: 0.1 




Wales 

NORTH STREET STAFFORDSHIRE ROW 


Distance: 0.1 




NORTH STREET NO 29 - 38 (PARK COTTAGE) 


Distance: 0.1 




CAST HOUSE AND FOUNDRY, BLAENAVON IRONWORKS 


Distance: 0.1 

Broadclass:Industrial Type:CASTING HOUSE 



Wales 

0014021/JM/001 61



MECHANIC'S ROW 


Distance: 0.1 




Wales 

ENGINE ROW, STACK SQUARE, BLAENAVON 


Distance: 0.1 




Wales 



Distance: 0.1 

Broadclass:Agriculture and Subsistence;Transport Type:STABLE 





Distance: 0.1 

Broadclass:Industrial Type:FITTERS WORKSHOP 





Distance: 0.1 

Broadclass:Water Supply and Drainage Type:POND 





Distance: 0.1 




SHEPHERD'S SQUARE, BLAENAVON 


Distance: 0.1 




Wales 

0014021/JM/001 62



CHURCH ROAD, BEECHES'NURSING HOME;TY MAWR, BLAENAVON 


Distance: 0.2 

Broadclass:Health and Welfare Type:HOSPITAL 



Wales 

NORTH STREET, UPLAND HOUSE, BLAENAVON 


Distance: 0.2 

Broadclass:Domestic Type:COTTAGE 



Wales 

BLAENAVON; BLAENAFON 

Reference: 33165 National grid reference: SO25000900 Period: General Distance: 0.2 

Broadclass:Civil Type:TOWN 



Wales 

BLAENAVON INDUSTRIAL LANDSCAPE PROJECT 

Reference: 88077 National grid reference: SO2509 Period: General Distance: 0.2 

Broadclass:Unassigned Type:PROJECT RECORD 



Wales 

LOWER BRICK YARD 


Distance: 0.2 

Broadclass:Industrial Type:BRICKWORKS 



COALTAR WORKS 


Distance: 0.2 

Broadclass:Industrial Type:COAL TAR WORKS 



CASTLE STREET, NOS. 1-5, BLAENAVON 


0.2 




Wales 



Distance: 0.2 

0014021/JM/001 63






CHURCH ROAD, TY MAWR;GREAT HOUSE, BLAENAVON 


Distance: 0.2 




Wales 

CHURCH ROAD, GARDEN AND PARK TO TY MAWR (THE BEECHES), 

BLAENAVON 


Distance: 0.2 




Wales 

GARN ROAD LIMEKILNS 


Distance: 0.2 

Broadclass:Industrial Type:LIME KILN 





Distance: 0.2 




LOWER BRICK WORKS COTTAGES 


Distance: 0.2 

Broadclass:Domestic;Industrial Type:WORKERS COTTAGE 



PARK, THE, PARK COTTAGES, NOS. 1-3, BLAENAVON 


Distance: 0.2 




Wales 

NORTH STREET FURNACES COKE OVEN 


Distance: 0.2 



0014021/JM/001 64




LOWER BRICK WORKS 


Distance: 0.2 






Distance: 0.2 




PARK, THE, PARK COTTAGES, NOS 1-3, BLAENAVON 


Distance: 0.2 

Broadclass:Health and Welfare Type:BUILDING 



Wales 

LIMEKILN TIE 


Distance: 0.3 




LOWER WAUN STREET, NOS. 3-26, BLAENAVON 


Distance: 0.3 




Wales 

VICTORIA ROW 


Distance: 0.3 




BLAENAVON SECONDARY SCHOOL 


0.3 

Broadclass:Education Type:SCHOOL 



0014021/JM/001 65



PARK STREET, NO. 43, BLAENAVON 


Distance: 0.3 




Wales 

UPPER WAUN STREET, BLAENAVON 


Distance: 0.3 

Broadclass:Domestic Type:SETTLEMENT 



Wales 

UPPER WAUN STREET, NOS. 3-24, BLAENAVON 


Distance: 0.3 




Wales 

KING STREET, NOS. 19-22, BLAENAVON 


Distance: 0.3 




Wales 

METHODIST CHURCH 


Distance: 0.3 






Distance: 0.3 




Wales 

BIBLE CHRISTIAN CHURCH 


Distance: 0.3 




0014021/JM/001 66



ST JAMES'CHURCH 


Distance: 0.3 




SMITHS FORGE 


Distance: 0.3 

Broadclass:Industrial Type:FORGE 





Distance: 0.3 




Wales 



Distance: 0.3 




WAUN FIELD ESTATE, BLAENAVON 


0.3 




Wales 



Distance: 0.3 

Broadclass:Transport Type:WEIGHBRIDGE 



WEST VIEW TERRACE 


Distance: 0.3 




COALTAR ROW 


Distance: 0.3 


0014021/JM/001 67





KING STREET, NO. 23, AND NOS. 1-3 WHITE HORSE COTTAGES, BLAENAVON 


Distance: 0.3 




Wales 

COALTAR ROW 


Distance: 0.3 




THE BEECHES NURSING HOME (FORMERLY TY MAWR) 


Distance: 0.3 

Broadclass:Domestic Type:COUNTRY HOUSE 





Distance: 0.3 




KING STREET, BLAENAVON 


Distance: 0.3 




Wales 

KING STREET, DEAKIN'S ROW, BLAENAVON 


Distance: 0.3 




Wales 

ROLLING STOCK DEPOT 

Reference: 03405g National grid reference: SO246091 Period: Modern Distance: 0.3 

Broadclass:Industrial Type:RAILWAY WORKSHOP 



RIVER ROW MIDDLE LEVEL 

0014021/JM/001 68




Distance: 0.3 




RIVER ROW 


Distance: 0.3 




QUICK BUILDINGS 


Distance: 0.3 




BLORENGE TUNNEL, HILL'S TRAMROAD 


Distance: 0.0 

Broadclass:Transport Type:TRAMWAY TUNNEL 

Pre 74 County:Monmouthshire County:Monmouthshire Community: 




Distance: 0.0 

Broadclass:Transport Type:TUNNEL 

Pre 74 County:Monmouthshire County:Monmouthshire Community:Llanfoist Fawr 


Wales 



Distance: 0.0 

Broadclass:Transport Type:TRAMROAD 



HILL'S TRAMROAD, BLORENGE 


Distance: 0.3 

Broadclass:Transport Type:TRAMWAY 



BRAKE ENGINE ON HILL PITS TRAMROAD INCLINE 


Distance: 0.0 




0014021/JM/001 69



HILL PITS TRAMROAD INCLINE BRAKE ENGINE 


Distance: 0.0 

Broadclass:Transport Type:INCLINED PLANE 



HILL PITS INCLINED PLANE, BRAKE ENGINE HOUSE, BLAENAVON 


Distance: 0.1 

Broadclass:Transport Type:ENGINE HOUSE 



Wales 

INCLINE COTTAGE HOUSES 


Distance: 0.1 




AARON BRUTE'S IRON BRIDGE 


Distance: 0.0 




IRON BRIDGE NEAR BRUTES LEVEL 


Distance: 0.0 




AARON BRUTE'S LEVEL 


Distance: 0.0 

Broadclass:Industrial Type:ADIT 



AARON BRUTE'S LEVEL AND IRON BRIDGE 


Distance: 0.0 

Broadclass:Industrial Type:LEVEL 



AARON BRUTE'S LEVEL, BLAENAVON 


Distance: 0.0 

Broadclass:Industrial Type:LEVEL 

0014021/JM/001 70





Wales 

AFON LWYD BRIDGE 


Distance: 0.0 




AARON BRUTE'S IRON BRIDGE, BLAENAVON 


Distance: 0.1 

Broadclass:Transport Type:RAILWAY BRIDGE 



Wales 

BRUTES ROW AND LAMBS ROW 


Distance: 0.1 




BRUTE'S ROW, NOS. 1 (LAMB COTTAGE)-6, BLAENAVON 


Distance: 0.1 

Broadclass:Domestic Type:TERRACED HOUSING 



Wales 

GARN DDYRYS 


Distance: 0.0 


Pre 74 County:Monmouthshire County:Monmouthshire Community: 


LOWER POND, GARNDDYRYS FORGE, BLORENGE 


Distance: 0.0 

Broadclass:Industrial Type:RESERVOIR 



Wales 

GARNDDYRYS IRONWORKS (SITE OF) AND ADJACENT TRAMWAY 


Distance: 0.0 




0014021/JM/001 71



GAMDYRYS 


Distance: 0.1 




PUDDLING FURNACES, GARNDDYRYS FORGE, BLORENGE 


Distance: 0.1 




Wales 

PWLL DU TRAMROAD TUNNEL SOUTHERN APPROACH 


Distance: 0.0 

Broadclass:Transport Type:INDUSTRIAL MONUMENT 



COALTAR ROW 


Distance: 0.1 




COALTAR ROW 


Distance: 0.1 




GARN ROAD MAGAZINE, BLAENAVON 


Distance: 0.1 

Broadclass:Industrial Type:BUILDING 



Wales 

CWMDYFON COLLIERY 


Distance: 0.1 




MACHINE HOUSES 


Distance: 0.1 

0014021/JM/001 72






0014021/JM/001 73



APPENDIX 2: 

Medway Council Inventory of Sites: Chatham Historic Dockyard 

HMS Pembroke, the Royal Naval Barracks at Chatham was built between the 

Steam Yard and Brompton barracks in the early years of the 20 th century. 

No. 2 Dry Dock, 1856 is a Scheduled Ancient Monument and Grade II* Listed and 

house HMS Cavalier, the Royal Navy’s last operational Second World War destroyer. 

No. 3 Dry Dock 1820 is a Scheduled Ancient Monument and Grade II* Listed and 

Chatham’s first dry docks to be built of stone by John Rennie in 1820 along with the 

South Dock Pumping Station. It houses HM Submarine Ocelot, the last warship built 

for the Royal Navy. 

No. 4 Dry Dock, c 1840 is a Scheduled Ancient Monument and Grade II Listed was 

rebuilt and enlarged in 1908-10 it houses the restored Victorian naval sloop, HMS 

Gannet (1878); 

South Dock Pumping Station, 1822 is a Scheduled Ancient Monument and Grade 

II* Listed was designed by John Rennie. The Pumping Station was used to pump 

water out of all three docks and back to the river. The original steam beam engine was 

replaced by an electric pump in 1929. It remains in use today. 

No. 3 Covered Slip, 1838 is a Scheduled Ancient Monument and Grade I Listed, built 

for the Royal Navy, at the time of its construction it was one of the world’s largest 

timber span structures. In 1901 an internal steel mezzanine was added when the slip 

was adapted for use as a boat store 

Nos. 4, 5 and 6 Covered Slips 1847-48 are Scheduled Ancient Monuments and 

Grade I Listed. They are a range of three identical early cast iron slip covers with 

corrugated iron roof sheeting. It houses the RNLI’s collection of Historic Lifeboats. 

No. 7 Covered Slip, 1855 is a Scheduled Ancient Monument and Grade I Listed. It 

was last of the slips to be built and covered and its cast and wrought iron frame is one 

of the earliest examples of a modern trussed roof and significant for introduction of 

integral overhead travelling crane rails. It now houses HM submarine Ocelot, the last 

warship built for the Royal Navy at Chatham and now preserved at the Historic 

Dockyard was launched. 

Sail and Colour Loft, 1723 is a Scheduled Ancient Monument and Grade II* and one 

of the Historic Dockyard’s earliest surviving buildings, it was erected for the sailmakers 

and used to make and repair the sails of ships built and repaired at Chatham. 

Mast Houses and Mould Loft 1753-58 is a Scheduled Ancient Monument and Grade 

I containing a range of seven timber framed mast houses, built largely from reused 

warship timbers. Today the building houses the Wooden Walls gallery. 

Wheelwrights Shop, c 1786 is a Scheduled Ancient Monument and Grade II* it was 

built as a three bay Mast House. Beneath the floor lay the Mary Rose warship. The 

Wheelwrights Shop houses the Historic Dockyard’s restaurant. 

Lead and Paint Mill, 1817-19 is a scheduled Ancient Monument and Grade I was 

designed by Edward Holl, as a fireproof construction and incorporated a beam engine. 

House Carpenters Shop, 1740 is a Scheduled Ancient Monument and Grade II was 

built for the carpenters who looked after the dockyard’s own buildings. The building 

now forms part of a series of craft workshops. 

Timber Seasoning Sheds, 1774 is a Scheduled Ancient Monument and Grade II* 

built to provide to store and season wood before use. The seasoning sheds are 

probably the first standardised industrial buildings to be erected in large numbers in 

Britain. 

The Joiners Shop, 1789 is a Scheduled Ancient Monument and Grade II* a twostorey 

building to provide an workshop for the making of treenails, oak pins used to 

‘nail’ ships’ timbers together. 

0014021/JM/001 74



The Brunel Saw Mills, 1814 is a Scheduled Ancient Monument and Grade I. the 

building that was to revolutionised timber preparation in the Dockyard. Designed by 

Marc Brunel it provided a mechanised approach to the whole process with steam 

power and reciprocating sawing machines linked by an overhead travelling crane 

system to timber storage yards and by underground canal to the South Mast Pond. 

The Ropery, 1786-91 is a Scheduled Ancient Monument and Grade I. The buildings 

of the Ropery form one of the finest integrated groups of 18th Century manufacturing 

buildings in Britain. Machinery dating from 1811 remains in regular use and on 

display to visitors. 

Hemp Houses and Spinning Room 1729- 1814 are a Scheduled Ancient Monument 

and Grade II*. They were built to provide storage space for hemp for ropemaking. 

The buildings retain many of their original fittings including much of their timber 

panelling. 

Hatchelling House 1786-91 is a Scheduled Ancient Monument and Grade II*. It is 

located at the north end of the Double Ropehouse and used by the Ropeyard’s 

hatchellers to comb the hemp fibres to straighten them before spinning. 

Yarn Houses, 1786-91 are a Scheduled Ancient Monument and Grade II* . The three 

buildings were used to store newly spun hemp yarns, a Tarring House, where the yarn 

was dipped in molten yarn for rot proofing and the Black Yarn House where the tarred 

yarn was dried prior to being returned to the Double Ropehouse to be formed into 

strand. 

No 1 Smithery 1808 is a Scheduled Ancient Monument and Grade I. The Smithery 

was built for the use of iron in ship building. The building is now the last structure at 

Chatham in need of significant restoration and is on English Heritage’s list of historic 

buildings ‘at risk’. 

No 1 Machine Shop, c 1860 is a Grade II* consisting of two single storey adjoining 

workshops, constructed to house the new machine tools introduced to the Dockyard 

for the construction of HMS Achilles, the first iron battleship to be built in a Royal 

Dockyard. 

The Clocktower Building 1723 is a Scheduled Ancient Monument and Grade II* and 

the oldest naval storehouse to survive in any of the Royal Dockyards, it dates from the 

reorganisation of the yard in the 1720’s. Built as a ‘present use store’ for materials and 

equipment needed by ships under construction and repair its top floor was used as a 

Mould Loft and the six ground floor bays at the north end of the structure were left 

open and used as saw pits. The Clocktower Building is now the Bridgewarden’s 

College of the University of Kent 

Anchor Wharf Storehouses 1778 – 1805 is a Scheduled Ancient Monument and 

Grade I consisting of two great storehouses on Anchor Wharf. At nearly 700 feet long 

(210 metres) it is the largest storehouse built for the Royal Navy in Britain. Together 

with surviving examples in Portsmouth they are some of the most significant examples 

of early industrial warehousing in Europe. The Fitted Rigging House and Storehouse 

No. 2 now houses the Museum of The Royal Dockyard 

Lower Boat House c.1820 is a Scheduled Ancient Monument and Grade II*. It was 

constructed during the early years of the 19th century as a shed for sided (squared) 

timber it later became a storehouse for ships’ boats. 

The Commissioners House, 1704 is a Scheduled Ancient Monument and Grade I is 

the oldest naval building to survive intact it was built for the Resident Commissioner, 

his family and servants. The building became the residence of the Port Admiral. The 

garden is open to visitors. 

Officers Terrace 1722-1733 is a Scheduled Ancient Monument and Grade I. It 

contains a terrace of 12 houses erected for the senior officers of the Dockyard. 

Captain of the Dockyard’s House c.1895 is a Scheduled Ancient Monument and 

Grade II* Listed. It was built as the residence of the Admiral Superintendent’s staff 

captain. 

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Main Gate, 1722 is a Scheduled Ancient Monument and Grade II*. As one of the 

earliest surviving buildings on site the gate had a dual function, providing both an 

entry point to the dockyard through the dockyard wall as well as accommodation for 

the Yard Porter and Boatswain of the Yard. 

Assistant Queens Harbourmasters Office, c1770 is a Scheduled Ancient 

Monument and Grade II overlooking the River, next to the Queen’s Stairs, the official 

entry point to the Dockyard it provided office accommodation of the Dockyard’s two 

Master Attendants. 

Guard House 1764 is a Scheduled Ancient Monument and Grade II* for the marines 

who guarded the dockyard and used as the Guard House until the yard’s closure in 

1984. 

Admirals Offices, 1808 is a Scheduled Ancient Monument and Grade II*. It was built 

to provide offices for the Master Shipwright and other principal officers of the 

dockyard, the building was designed by Edward Holl. 

Royal Dockyard Church, 1810 is a Scheduled Ancient Monument and Grade II*. 

The Church was designed by Edward Holl and built largely by the dockyard’s own 

labour force. It has an internal gallery supported on cast iron pillars, one of the first 

uses of cast iron in the yard 

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APPENDIX 3: 

Nantes Metropole Inventory of Sites: Ile de Nantes 

La Gare de l’Etat (State Railway Station), Boulevard de la Prairie au Duc a 19th 

century regional railway station. Redundant in 1994 was completely refurbished and 

extended by two new wings, providing 9,000 m 2 of floorspace. Now the headquarters 

of the Shipbuilding Trade Union and boat-building and repair businesses. 

Les Manufacture des Tabacs in Boulevard de Stalingrad, which was constructed 

in 1857 and closed in 1974. The building was refurbished in 1983 and re-modelled. 

The factory became the centre of municipal functions. 

Enterprise Guillouard, 15 Boulevard des Martyrs nantais des la Resistance, 

constructed in 1910 to manufacture of household goods (articles de ménage). 

Originally 35000m 2 , the use continues today in 10,000m 2 . 

Atlantique Bretagne Combustilble (ABC), Rue de Guyane 

Origin in importing coal. ABC began in 1893 became an importation coalyard. 

Still survives in 2002. 

BN Biscuiterie nantaise, Place Francois II, Rue de La Tour d’ Auvergne. 

Founded 1896 to produce biscuits, activity ceased in 1968 and is now refurbished and 

occupied by La Poste. 

Societe nantaise des engrais, 1 Rue de Senegal 

Production of fertilliser. 

Site des differentes usines d’engrais (fertiliser): Quay Francois Mitterrand. 

In 1891 the Eugene Avril and Gustave Fiteau’s started production fertiliser chemical. 

The house was built as the house of Andre Avril in 1925 is in the style of the 

Directoire. It closed in 1970. Some of the associated hangars have been re-used. 

Les indiennes: Rue Grande Biesse, Petit Biesse and quarter du Vertais. 

Indian Fabric production. Today no trace remains of this building remains. 

Church of Saint Madeleine one of a number of churches in the area. 

L’ile de la Prairie au Duc, in 1883 the Boulevard was created east-west road and 

north-south roads as rues Alain-Barbe Torte, rue Arthur III. A third north-south road in 

the east linked the shipyards and railway station. 

Les Foundaries de l’ Atlantique, 13 Boulevard Vincent Gache. 

The origin of the foundries date back to 1907-8 when the borthers Babin-Chevaye 

took over an old tannery sites. The foundry specialised in the fabrication of valves and 

fittings. 

In 1918 they merged with the Nante Foundaries sites. In 1937 they became devoted 

to naval production and Fabrication of propellers. In 1980s production of propellers 

continued when it became the Fonderie Atlantique Industrie. 

The Nantes foundries site with three former furnaces dating from 1930s and 60s 

including the steel gantries and a moving crane. The industrial heritage including the 

furnaces of foundries and some spans of the nave survive 

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The site consists of: 

• a large building of 1921, in a poor condition and with little hope of restoration; 

• a market of 1937; and 

• a market last part of 1952. 

Today the foundaries remain, as the only trace of this industrial heritage in that part of 

the island. 

In 2001 it was proposed for demolition, but La DRAC asked for the retention of the 3 

furnaces 1937 and recommended conservation. To be transformed into a sheltered 

garden. 

The Alston Site: Rue la Tour d’Auvergne. 

A former foundry of Voruz family forming the Workshops and Shipyards of Brittany 

The centre of the site was occupied in 1893 by the Chantiers (Shipyard) Oriolle and 

after liquated the Chantiers (Shipyard) Brosse and Fouche. The Voruz family needed 

to expand their production and created, in 1840, a new foundry on the Prairie au Duc 

of 22,00m 2 of land. In 1909 the business was dissolved as Voruz and sons and 

became Ateliers et Chantiers de Bretange (ABC). 

The Erdre Canal: runs from Nantes to Brest. There are number of statues, and 

castiron levels on the banks of the canal de l’Erdre and the bridge de l’Eluse, and the 

1885 bridge de la Motte built by the Voruz family as part of the Alston site. 

The port hangars of the Antilles quay (18, 20, 31, and 32). 

The idea is to propose an economic value for the port heritage by developing activities 

attractive to the economy and uses as public entertainment space and re-use as 

restaurants, artists and commercial centre for nautical centre. 

Transporter Bridge, Pont Anne de Bretagne 

In constructed in 1903 from Fosee quay to the left bank of river Loire. 76m high and 

extending to 141m, it was suspended from cables and rails on pylons. Electrically 

powered. The piles of the bridge are today put to a valuable use as the piers for the 

quay Francois Mitterrand. 

Historic shipyards 

The three main sites are: 

• Les Ateliers (Workshops) et Chantiers (Shipyards) de la Loire, (ACL) 1881 ; 

• Les Chantiers Dubigeon, 18 th century and 1914; and 

• Les Ateliers(Workshops) et Chantiers (Shipyards) de Bretagne, 1895 (ACB). 

The shipyards were important in WWI up to WWII. 

Ateliers et Chantiers de Nantes began conversion in 1994. 

The workshops and shipyards are re-used for a technology centre, centre of history of 

work, the history of the navy and an inter-cultural centre with a permanent university. 

The Dubigeon shipyard there are three large industrial workshops. Dubigeon is aa 

important symbol of the area’s industrial heritage. 

The Slipways 

The slips are the main element of the site for fabricating boats. 

• Slipway No. 1 for submarines. 

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• Slipway No. 1 for part of ACL 1914 to 1918 boats. 

• Slipway No. 3 to be restored and re-used submarines. 

The submarine slipways have been designated for shipbuilding and repair. 

The Titan Crane 

A large crane dated to 1956, used in ship yards production 

Les Naves: boiler making workshops, Boulevard Leon Bureau 

The 3 naves constructed in 1904 and 1920 as part of the ACL for construction of large 

boilers. Some of the last remaining industrial elements on the site. 

The quaysides of the area will be renewed and breakwaters around the area lowered 

to improve vistas and pontoons with moorings established to revitalise the port 

function. 

President Wilson’s quay, on the southern bank of the island, will include the creation 

of a centre for popular music in an old factory of ice. 

François-Mitterrand quay to be used for residential buildings with a new school of 

architecture. 

François-Blancho quay has been refurbished as a public space. 

Les quais des Antilles and Wilson and cranes 

The Wilson quay is today used for diverse merchandise e.g metal working, sugar 

refining. It has 6 cranes. Crane No. 54 dates from 1932 and is now abandoned. The 

Maurice Bertin hangar, of 1930, is used as the main warehouse. 

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APPENDIX 4: 

City of Heneglo Inventory of Sites: Hart van Zuid/Stork-Dikkers 

National Monuments: 

• the Wilhelmina school at Industriestraat 9; 

• the fire station (building 33) at Lansinkesweg 59; 

• and the 'Wapen van Hengelo'building (originally the Verenigingsgebouw or 

Association Building) at Berfloweg 1. 

Communal Monument status sites: 

• the boiler house and factory chimney at Industriestraat; and 

• the Stork Pompen building at Lansinkesweg. 

Proposed sites for Communal Monument status: 

• the office building on the corner of Industrieplein and Industriestraat; 

• the Stork Hijsch building; 

• the adjacent factory hall at Industriestraat; 

• the porter's lodge at Industriestraat; 

• the Storkgieterij (Foundry); and 

• the water reservoir at Lansinkesweg. 

0014021/JM/001 80

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