Belfast City Master Plan
Belfast City Master Plan
Belfast City Master Plan
March 2004
1
Colin Buchanan and Partners Belfast Masterplan
2
Colin Buchanan and Partners Belfast Masterplan
table of
contents
12 Chapter One Introduction (4)
Final Masterplan
3 Chapter Two
Chapter Three
Strategy Overload (10)
4
56
March 2004
Chapter Four Drivers & Inhibitors (36)
Donaldsons
Colin Buchanan & Partners
Appendices
Programme for Action (100)
3
Colin Buchanan and Partners Belfast Masterplan
4
Colin Buchanan and Partners Belfast Masterplan
Chapter 1
Introduction
5
Colin Buchanan and Partners Belfast Masterplan
There is now the need for new direction to stem the decline of the The Need for Change
region's Capital City, to stimulate and focus growth within the Belfast
urban area and facilitate the development of Belfast as a dynamic Belfast has a complex and controversial history. It grew from virtually
European city. This new focus is partially evident in recently nothing to a substantial city on the basis of the enterprise and
published national and regional strategic documents i.e. The Regional innovation of its people. Since the great expansion of the 19th
Development Strategy for Northern Ireland. However these do not go Century, Belfast has been a divided city. Its troubles reflected wider
Introduction far enough, further change is required to facilitate the renaissance of developments on the island of Ireland.
Belfast as the primary engine for growth and prosperity in the region. In more recent years the City has revived considerably, but it is still
In the nineteenth and early twentieth centuries Belfast was a
This Masterplan is intended to begin the process of generating new the only area of Northern Ireland to experience decline in population
manufacturing city of global importance with locally owned
growth in Belfast by laying the foundations for a revival of the City between the 1991 and 2001. Whilst the rest of Northern Ireland has
companies trading world-wide and leading technical innovation in
experienced in-migration and population growth in contrast to
engineering, textile, food and related fields. Belfast's most playing more effectively the role of a regional capital. Such a revival
will not result from single policies, instead it requires a new vision for decades of emigration, Belfast has not. Its population has continued
prestigious buildings still date from this period, when the city played
the City and committed action on a cross-sectoral basis to realise that to decline both in absolute terms and as a percentage of the growing
a leading role in economic, cultural and political developments,
vision over a sustained period of time. Northern Ireland population. In 2001 Belfast accounted for just 16%1
nationally and internationally and was the largest city in Ireland.
of the population of Northern Ireland, compared to 32% in 1951.2
However, more recently, Belfast has experienced decline. Its But such revival does not come about by chance. It requires:
Belfast has also experienced other forms of decline. The City Centre
population, a primary indicator of urban health, has fallen from
an honest and unflinching analysis of the City's retail offering is no longer compelling, out of town centres now
almost half a million to just over a quarter of a million over a 50-year
compete with what was once a unique retail product. However, city
period. Its global and national significance has also declined and problems and its relationship to the region - the
centres are now a key area for inward investment and the weakness
Belfast is now only the 13th largest city in the United Kingdom economic entity; of Belfast City Centre is a regional weakness for Northern Ireland as a
according to the 2001 Census.
whole. The wider centre city of Belfast (from Queen's University to the
Put simply, Belfast is not pulling its weight either in its own right or as city centre and the Harbour Estate) is the key location for knowledge-
the capital of Northern Ireland and this should be of concern to the based inward investment in Northern Ireland, but this centre city zone
a commitment to tackle even unpalatable and is physically fragmented, poorly presented in image terms and its role
citizens of Belfast and to those living elsewhere in Northern Ireland.
A region with a capital city, which is not fully functioning, is missing difficult issues; as the dynamic core of the city and of the region has not yet been
out on regional opportunities of significance. recognised in spatial and economic planning.
a strategic alignment to support a single long term More recent development in the City has been unevenly distributed.
From Decline to Revival While Laganside and the outer suburbs have prospered, the areas
strategic framework for the development of
For half a century, public policy in relation to Belfast, whether formed between the city centre and the surrounding communities remain
the City; fractured and often underused. These require a distinctive approach
by central or local government, has been concerned about managing
the decline of the City. to be based upon physical regeneration, good urban design and the
creation of new employment opportunities integrated with housing to
commitment of energy and financial and intellectual
The Matthews Report, published in 1963, attempted to concentrate meet the needs of the City's “potential”.
growth and investment in designated major urban areas. However It resources to the implementation of that strategy; and
sought to limit the growth of Belfast as it was felt that increased The city today is a shadow of its former self and has some distance to
concentration of the population in the city was detrimental to go before it can take its place once again amongst the top ranking
Northern Ireland as a whole. clear, effective responsibilities for the development, urban centres of northern Europe. Notwithstanding the physical
implementation and review of that strategy. legacy of its recent history, the city is struggling to excel in areas of
Whilst this development model has been criticised for its lack of physical regeneration and renewal by comparison with its UK and
economic analysis, the legacy of the Matthew Report with regard to Irish counterparts. The physical product of the city is largely mediocre,
the spatial equity argument continues today. the core is fragmented and empty in the evening hours, some of its
neighbourhoods exhibit excessive levels of neglect, contemporary
6
Colin Buchanan and Partners Belfast Masterplan
architecture (with only a few notable exceptions) is poor, streets are In addition Belfast has a very young population with 28.4% of
grossly over engineered, public spaces are in many instances dirty, residents aged 19 and under, (compared with just 25% across the UK
underused and unfriendly, the public transport system is outdated and as a whole). Also average weekly full time earnings in Belfast were
overall presentation to new visitors and investors is unimpressive. £427.60 in 2002, 9.6% higher than the regional average.
These critical observations are a measure of the slow but constant Belfast experienced steady growth in total employment between 1996
decline of the city as the regional capital of Northern Ireland. This can and 2001 up 7.1% - ahead of Birmingham, Leeds and Nottingham. The value of the framework lies in the integration of the different
not be allowed to continue and must now constitute a major concern Combined with a share of regional employment eleven percentage economic, social and physical perspectives, the use of international
to all of those engaged in shaping the economic future of Northern points higher than its share of regional population, a higher share than best practice techniques resulting in the creation of a clear spatial
Ireland. any of the core cities, this indicates that, despite employment growth framework which can be the driver for policy development and
behind the regional average, the city remains the employment centre implementation by Belfast City Council, central government in
The Seeds of Change in Northern Ireland. These benefits are supplemented by a high Northern Ireland and its agencies.
proportion of employee jobs in Belfast being full time – at 71.7%
Belfast is already engaged in a process of economic change and (2001) well above the regional rate of 67.1% and higher than most of A Single, Shared Strategy
development. the core cities.
Over the years Belfast has been the subject of numerous
On the negative side the end of shipbuilding, reduction in other The price of all types of property across Northern Ireland is up 63% development plans, often competing and seldom integrated. This has
engineering sectors such as Mackies and Sirocco and continued since 1998 and property is now most expensive in South Belfast. resulted in confusion at all levels. The lack of clarity and shared
difficulties in the aerospace industry are all significant challenges. Taking Belfast as a whole the average house price is £99,300 – up intentions about the development of the City has been an inhibitor to
73% since 1998. This rise is greater than that experienced in investment and development. Belfast now needs a single agreed
On the other hand, the development of local, knowledge-based Sheffield, Liverpool, Manchester and Newcastle during the same medium to long term 'to do list' which will be effectively implemented
businesses, the creation of the Northern Ireland Science Park, the period. by agreed agencies.
opportunities opened up by the creation of Titanic Quarter and the
confirmed development of a major retail and mixed use facility at In conclusion, the growth processes need to be directed in such a The unique governance situation in Northern Ireland, where central
Victoria Square are all indicators of real progress and opportunity. way as to maximise the benefits to Belfast and Northern Ireland at the government holds statutory planning powers has in the past
same time as to remove the constraints to growth and development. prevented leadership through local governance. Many successful
Michael Parkinson was commissioned by Belfast City Council during
cities have depended on strong local leadership as an essential
2003 to undertake a study on a comparative city basis. In terms of
The 15 year Development Framework for contribution to their success e.g. Leeds. Often diverse partners are
headline statistics, whilst the data relating to productivity is still
Belfast united through a strong individual (e.g. Chief Excecutive of a Local
sketchy, early analysis of existing GDP data suggests that Belfast
Authority) to work towards a common objective.
performs better than most UK cities and sits mid table when This masterplan document proposes a framework for the revival of
compared with other European cities. Whilst the total number of Belfast in the period to 2020. It is based on a robust analysis of the While local authorities in Northern Ireland now have enhanced powers
employees working in Belfast is small compared with other larger socio-economic needs of the City, expressed spatially in a 15 year to invest in the economic development of their areas, the reality is that
cities, in terms of employee jobs per capita the city scores well, a integrated development framework. Our specific spatial many aspects of this masterplan can be implemented only by co-
reflection of its position as the regional employment centre. Belfast’s recommendations are based on the following themes: operation and partnership between Belfast City Council, Government
unemployment rate again sees it placed “mid table” – better than
Departments (e.g. Department for Social Development, Department of
many French and UK cities, and a high proportion of the working age Energising the Core; the Environment and the Department of Regional Development),
population is qualified to degree level.
Connecting the Middle City; agencies (e.g. Invest Northern Ireland and the Laganside
Belfast within this baseline context does have strengths that can be Corporation) and the private, voluntary and community sectors in
Promoting Neighbourhood Renewal;
reflected. One of the strengths being its well qualified workforce, with Belfast. The Masterplan recognises this and makes proposals for
24% of its working age population qualified to degree level. Presenting the City; and new, streamlined and more effective structures for partnership
Releasing Environmental Assets working in Belfast.
7
Colin Buchanan and Partners Belfast Masterplan
While the input to the BMAP process is important, the role of the
masterplan is wider and includes:
8
Colin Buchanan and Partners Belfast Masterplan
9
Colin Buchanan and Partners Belfast Masterplan
National policy
Regional policy
Local policy
10
Colin Buchanan and Partners Belfast Masterplan
Chapter 2
Strategy Overload
11
Colin Buchanan and Partners Belfast Masterplan
12
Colin Buchanan and Partners Belfast Masterplan
Urban Regeneration in Northern Ireland -A Strategy for Policy Statements are a material planning consideration for the DoE
Neighbourhood Renewal - 2003 in preparing development plans and dealing with individual planning
applications.
The strategy aims to regenerate those communities experiencing the
most serious economic and social deprivation across Northern The three PPS's of most relevance are;
Ireland. It outlines an approach to regeneration with crosscutting
policies coupled with a joined-up delivery across public sector PPS5 Retailing and Town Centres:
agencies merging the four strands of people, jobs, services and The leading themes are to encourage; new and diverse retail
Prepared in 1996 and currently under review. A study by Roger and
infrastructure. investment; modern offices/business development; investment in
Tyms carried out research on large-scale retail development as part
tourism and leisure; connectivity and public realm enhancement; and
Some of the relevant key themes aim to tackle the most acute of their review of retail planning policy in Northern Ireland The
reinforcing City Communities.
deprivation/disadvantaged areas; place regeneration at the centre of research will inform the forthcoming Planning Policy Statement). It
the work of departments, agencies and programmes; and develop sets out the Department's planning policies to enhance the vitality Priorities include; Victoria Square as the principal shopping
city and town centres strengthening linkages with disadvantaged and viability of town / city centre, maximize competition and the development in town; Royal Avenue/Cathedral Quarter (NE Quarter);
areas. opportunity to use alternative transport to the car, ensure the public realm (at Castle Place/High Street and Bridge Street,
availability of a wide range of shops and maintain an efficient and Donegall Square/City Hall, Donegall Place/Royal Avenue, Fountain
Regional Transportation Strategy for Northern Ireland 2002 - competitive economy. Street/Queen Street/Castle Street, Chapel Lane/Rank Street and
2012 pedestrian links to the river); rear of Castle court/North Street (NW
PPS12 Housing in Settlements:
Quarter) - masterplan and regeneration strategy; city centre office
The vision of the Regional Transportation Strategy (RTS) is 'to have
This PPS is in draft form only. It has a number of policy objectives, core (potential vacant sites); and Grosvenor Road Office Site (high
a modern, sustainable, safe transportation system which benefits
including the ; development of balanced local communities; creating quality development).
society, the economy and the environment and which actively
contributes to social inclusion and everyone's quality of life'. The compact urban forms; higher density urban housing; a mixed-use
DSD People and Place - Neighbourhood Renewal in Belfast
RTS identifies strategic transportation investment priorities and approach to new residential; and integration of residential
Draft Implementation Plan, 2004
considers potential funding sources over the next 10 years. development with public transport and modes of transport other than
the private car. This draft plan aims to: develop confident communities to improve
The RTS provides a range of transportation initiatives across quality of life, develop economic activities in the most deprived
Northern Ireland including providing quality Bus Corridors on all main PPS3 Access, Movement and Parking:
neighbourhoods and connect them to the wider urban economy,
Belfast commuter routes; commencing rapid transit network in the improve social conditions for those who live in the most deprived
As before this PPS is in draft form. It defines the Department's
Belfast Metropolitan Area; and demand management measures in neighbourhoods and create attractive, safe, sustainable
planning policies for vehicular and pedestrian access, the protection
Belfast; environments. The document, currently at consultation stage,
of transport routes, transport assessment, and parking. It forms an
important element in the integration of transport and land use prioritises the most deprived neighbourhoods.
The city/region relationship is shaped to a significant degree by the
transportation infrastructure that links the two. It is critical to both that planning and embodies the Programme for Government's
DOE Belfast Urban Area Plan - 2001
the balance is right and is found to be to the mutual benefit of both. commitments.
The masterplan will examine this relationship from the city's The BUAP 2001 is the current landuse planning document for the
perspective as the prime economic driver of the region. Local Policy administrative area of Belfast City Council and includes the adjoining
urban areas of Castlereagh, Lisburn, Newtownabbey, Greenisland
DSD GVA Grimleys City Centre Regeneration Strategy 2003
Planning Policy Statements and Hollywood. This document sets the development strategy and
The report establishes the need to prioritise investment to give a policy statements for the City but has been superseded in parts by
A number of Planning Policy Statement (PPS's) documents have the series of Planning Policy Statements (PPS) that set out policy
clear message to the market on what the priority developments are
been prepared by the Department for Regional Development (DRD), and guidance for a number of specific land use activities.
and to control development in order to maximise rental growth,
to provide guidance to the whole of Northern Ireland in the form of
making development and investment viable.
strategic planning policy on a number of land use issues, including
Retail, Housing and Access, Movement and Parking. Planning
13
Colin Buchanan and Partners Belfast Masterplan
Laganside and the Harbour Estate and developing Belfast City Council Corporate Plan 2003 -2006
strategic locations for employment growth in North, West The recently launched plan states its key objectives as; providing civic
and East Belfast; leadership; improving quality of life now and for future generations;
Published in 1990, the principle aims of the BUAP identified the need
and promoting good relations and delivering best services.
to; maintain and strengthen Belfast's position as the regional centre
for Northern Ireland; to create a physical environment and a Tackling Belfast's existing traffic problems caused by the
Priorities include; creating a clean and attractive city; a safe city; a
framework for social and economic activity which would enhance the dependence on the private car; healthy city; a strong economy; and managing the City's waste.
quality of urban living; and facilitate an efficient, economic and orderly
pattern of development. Supporting the continued renewal of the riverside with Belfast: Capital City - The Development Agenda 2025
modern commercial, residential and entertainment
Prepared during a period of economic change and civil disturbance The lead themes of transforming leadership, diminishing barriers,
(which led to significant population decline and decanting to adjacent developments; leaving a legacy, becoming a better place and believing we are worth
urban areas), the BUAP failed to define and articulate the area as the it, capture the dynamic approach and political drive needed to make
economic driver for the region. The main aims of the BUAP were Upgrading the arterial routes to produce quality
things happen.
targeted through a development-led approach which identified a environments and strengthening their roles as service
variety of physical measures to contain and renew the urban area and " Belfast will remain the lynchpin for the economic and social good
centres;
the inner city, promote a vibrant urban economy, create a strong city- health of the entire region. The success of a revitalised Belfast will be
centre, and a revitalised inner city. However the BUAP significantly shared by everyone".
Exploring opportunities for the development of further
enhanced the potential capacity of Belfast as a regional centre by
identifying significant development opportunities within the City e.g. leisure and community facilities and the potential of the Belfast City Council Local Economic Development Plan 2002-
the development of Laganside. Lough, Lagan and surrounding hill; 2006 - Sustaining Competitive Advantage
DOE Belfast Metropolitan Area Plan 2015 - Issues Paper 2025 The plan is based upon; increasing investability, creating clusters,
Improving the international image of the city and improving
promoting entrepreneurship and competitiveness, driving economic
BMAP will provide a statutory land use planning framework to guide its attractiveness to visitors; and change, fostering neighbourhood renewal and outward and forward
and control future development until 2015 and covers the looking region are the stated areas for focus.
administrative districts of Belfast, Carrickfergus, Lisburn, Castlereagh, Supporting and reinforcing the role of the city centre as a
Newtownabbey and North-Down. The Draft Plan is due to be regional shopping centre and educational, cultural and arts However it must be recognised that Belfast City Council’s role is
published later this year. somewhat limited by central government (Department of Finance and
capital. Personnel) especially with regard to European resources.
In line with the RDS the Issues Paper seeks to create a thriving DRD Belfast Metropolitan Transport Plan (BMTP)
Metropolitan Area centred on a revitalised City; to strengthen the role
of the BMA as the regional economic driver and to develop a strong BMTP seeks to co-ordinate the implementation of transportation
City complex to rival other European cities. The issues paper further within the same BMAP area, by drawing up an integrated and phased
considers: programme of transport schemes and measures. It hopes to ensure
an integrated approach to land use and transportation planning. The
Accommodating additional housing need within the existing BMAP will set out the future land use for the BMA and will incorporate
the main proposals outlined in the BMTP.
urban area;
14
Colin Buchanan and Partners Belfast Masterplan
15
Colin Buchanan and Partners Belfast Masterplan
Economic Analysis
Social Analysis
Physical Analysis
16
Colin Buchanan and Partners Belfast Masterplan
Chapter 3
Analysis
17
Colin Buchanan and Partners Belfast Masterplan
Education Belfast exhibits the best and worst education results with the continued need to bridge the gap.
35% of school leavers obtained 3+ A Levels whereas 7.6% did not achieve any qualifications, both
greater than the Northern Ireland average.4
Increase in the number of further education places equating to approximately 60,000 in total.
Low level of commercialisation activity between universities and businesses compared with the South of
Ireland where it is three-fold.5
Service sector 88% jobs are in service sector. Public sector dependent economy (72% of civil services jobs are located
in Belfast). Very vulnerable to fluctuations in public expenditure.
18
Colin Buchanan and Partners Belfast Masterplan
Construction sector Employs 3% - the lowest rate recorded in Northern Ireland. This is in stark contrast to the level of build activity.
Knowledge based sector Slow to grow by comparison to other cities e.g. Manchester, but potential now exists through the Northern Ireland Science Park, the Universities and
Hospitals’ eagerness to encourage further growth.
Tourism From 1995 to 2001 both tourism spend and numbers employed in the industry have doubled to £100m/year and 5000 respectively, with significant
capacity for further growth.8
Inward investment Increasing trend where investment by new industries keen to be located in liveable city centres.
Quality of Life and environment a major consideration in a competitive market.
Local indigenous business Continues to employ majority of Belfast residents. Increasing lack of small business space/property in city.
Increasing acknowledgement of the potential of locally based employment growth in community businesses, intermediary labour markets and local
exchange trading schemes.
City centre and area Has worked at Laganside but has still to foster improved linkages with the city centre.
based regeneration Investment in the city centre’s public realm has been neglected. Laganside’s investment is a marked contrast.
The city is increasingly viewed as the economic driver for the Metropolitan area and Region.
Industry and other investment Lack of government direction towards investment priority in spatial terms - stifling the market.
No shortage of land but mismatch between land supply and demand. Large land banked sites available but not where businesses require them to be.
Quality of life and the Quality of life and environment (soft issues) have become more important to attracting and retaining mobile investment. Belfast is increasingly capable
environment of offering these.
A public realm open space strategy has been prepared - now must be delivered.
Street cleanliness has improved but much needs to be done.
Urban design quality has improved e.g. Laganside but little evidence elsewhere in city.
Increase in safety perception issue especially at night.
Increase in need to find sustainable solutions to waste management.
Increase in understanding of the economic potential of green spaces.
19
Colin Buchanan and Partners Belfast Masterplan
Demographic Trends At present the residential market appears to be saturated with an over
supply of apartments, however the cycle may change again in the
As previously noted population trends are a good indicator of the short term.10
health of a city. The table below gives an appreciation of trends over a
ten year period for several UK cities.
Regeneration Spend
Minimal residential development occurred in Belfast until the early
Approximate regeneration spend per head of population for UK cities,
1990's. This was as a result of suburbanisation and the flight to less
shows that Belfast has spent more per capita than any other major
How does Belfast compare to other UK troubled areas. Between 1990 and 1997 a small number of
city in the UK yet the physical fabric of the city does not convey this.
apartments were developed but these were successful with young
Cities? Leeds by comparison has spent least, yet is renowned as one of the
people rather than appealing to the wider population.
most successful regeneration models in the UK. Clearly there are
On the whole Belfast is improving but one must ask where it fits Growth in this housing type has been demonstrated clearly over the lessons to be learned for Belfast.
against other comparator UK cities. Does it have a competitive edge? last five years. Local agents have noted that those under £120,000
It has been estimated that it costs approximately £100,000 to
have sold quickly whereas those in a higher price range have been
Below we compare it's placing in demographic, regeneration spend, establish an organisation before it becomes operational. Given the
slow to sell.
retail, cleanliness and safety terms from recent research conducted. number of regeneration/development organisations within the Belfast
area, this clearly amounts to significant overhead costs.
Mid-year estimates 199111 Census 2001 Change in population Rank City Approximate regeneration spend
per capita from 1994 to 2003.12
20
Colin Buchanan and Partners Belfast Masterplan
Other general performance indicators for 2001 to 2002 suggest that relied heavily on the public sector and continues to exhibit that trend.
cleanliness, safety perceptions, retail ranking, tourism spend, room This dependency has cushioned the “ups and downs” experienced
occupancy, public transport use, accessibility perceptions, have with markets that rely upon speculative development. However the
decreased whilst retail floorspace, number of retail units, number of standard (design and specification) of building required by the public
tourists staying one night, frequency of evening visits, number of pubs sector has been lower than that expected by most developments in
and clubs have all sustained increased levels. both the UK and Europe. Further to this, demand for higher
specification offices outstrips supply in Belfast.
Retail Donaldson’s Property Market report (BCC July 2003), states average
Many cities have undergone significant change over the last ten take up rates vary from 200,000sq ft to 350,000sq ft a year. They
years, often reinventing themselves as a result of effective Urban suggest projecting forward at the higher end given the economic
Renaissance. The successful cities have all had a common vision for “catch up” process that has continued to parallel the peace process.
their cities.
The report confirms that there is approximately 800,000 sq ft office
Does Belfast know what it wants to be? floorspace currently available either available to let or under
construction in the BMAP area. In addition 1,300,000sq ft of space is
In addition to the above, it is noted that Belfast achieves high proposed in major office schemes in central Belfast which excludes
rentals of approximately £190 and £145 per square foot for prime both Titanic Quarter and Sirocco. But does current supply satisfy
and secondary retail areas respectively indicating strong retail demand?
confidence.13
Looking at forecasted employment growth based on the lower and
However the lack of modern, good quality retail space has led major higher take up rates, Donaldson’s state that there would appear to be
multiple retailers seeking more peripheral locations. Gaps exist in the supply that should last for between 6 and 10 years. Therefore it is
fashion and sports sectors and specialist traders but interest by a clear that future capacity would require to be accommodated to
number of stores currently under-represented in Belfast exists. ensure the continued growth of the office economy over a 15 year
period.
Unfortunately a number of major retail proposals are currently subject
to long standing planning applications i.e. by Ewart plc for Royal
Avenue/Cathedral Way and by Westfield to extend Castle Court. This Cleanliness
has stifled the market and lead to a negative perception of Belfast as The 1996 Tidy Britain Survey14 , ranked Belfast mid way out of 58 UK
a place where development opportunities are slow to realise. On a cities scoring similar to Cambridge, Portsmouth and Leicester.
positive note however the recent permission granted to the A.M.D Although this survey is no longer carried out, a similar Northern
Development/Victoria Square retail development should act as a Ireland one has been conducted annually since 2000. It demonstrates
catalyst to encourage further investment in the city centre. that Belfast has experienced a significant decline in perceptions of
cleanliness. This affects not only the quality of life for those who live,
Office Market work and visit but less favourable first impressions are often made by
potential investors.
Belfast has experienced relative stability over the last ten years in
contrast to other UK cities. Although it remains one of the least
expensive UK cities in terms of office costs this is not always an Belfast’s ranked position (out of 26)
advantage. The underlying reasons for the low cost base are often an
2000 18th
indication of a sluggish market. The fact is rents remain low and
growth limited with demand coming generally from local companies. 2001 13th The ongoing campaign at present is trying to positively tackle the
The Northern Ireland Office Market has been historically driven by issue and raise awareness of the benefits of keeping the city clean.
demand from professional services and banks. However Belfast has 2002 25th
21
Colin Buchanan and Partners Belfast Masterplan
Manchester Significant enhancement in the quality and quantity of its retail offer and environment. Transformation in terms of image from a city suffering industrial
decline and social unrest to its “Glam” image.
Fact: Floorspace has increased by 17% whilst the number of retail units has remained static. Nationally ranked 3rd according to Verdict Research survey
carried out 2002.
Glasgow Amongst the top performing centres in the UK. Constantly reinventing itself through its retail offering from Buchanan Galleries to Ikea. Significant public
realm expenditure focussed within the city centre has assisted its success.
Fact: Number of retail units has fallen but retail floorspace has increased by 36 % between 2001 and 2002. Ranked 4th.
Leeds Has experienced major renaissance as a retail destination triggered by the opening of Harvey Nichols store, the first outside London.
Fact: Floorspace has marginally decreased and the number of retail units has slightly increased. Ranked 6th.
Nottingham Now one of the top performing centres in the country. It has witnessed significant improvement in its retail performance and image.
Fact: Floorspace and number of retail units have remained static over last year Ranked 7th.
Belfast According to research carried out by Verdict Research in 2002, Belfast had fallen to 11th out of the 12 ranked. This was due to the lack of new development.
Strength of the retail location indicated that Belfast was ranked 23rd and named as a “Mr Average”. On the vitality and viability front, Belfast ranked 55th
highlighting up to 10% vacancy levels.
Bristol Experienced significant threat from a major out of town shopping centre.
Fact: Floorspace has remained static whilst the number of retail units has marginally decreased.
Newcastle Floorspace has marginally increased and Number of retail units has declined.
22
Colin Buchanan and Partners Belfast Masterplan
Note that the population % difference figure for Belfast In Belfast 16.9% of people questioned about their religious
differs from the previously used -5.4% due to the 1991 preference stated that they had none, however, this figure
undercount. The figure of -5.4% is the most accurate was relatively similar to the other cities i.e. Leeds (16.8%)
record of population trend taking account of adjustments and Newcastle and Manchester (16%).
by using mid year population estimates. With regard to average household size, Belfast was
Notably Belfast has a high proportion of students and second highest out of the selected cities with 2.38, slightly
young working adults (43.1%), similar to Sheffield (42%) below Cardiff at 2.41. All the other cities ranged from 2.34
and Cardiff (44.1%). in Leeds to 2.2 in Nottingham.
% of persons Average
% of persons aged % of persons
2001 1991 % difference with no religion household
16-24 aged 25-44
or religion not size
stated
23
Colin Buchanan and Partners Belfast Masterplan
24
Colin Buchanan and Partners Belfast Masterplan
to retain indigenous talent. Lesser number of further education places The city should have a distinctive economic profile different from the
exist in NI than in the rest of the UK. Future growth in the number of rest of Northern Ireland. It has a specialist role to fulfil as regional
further education places suggests that the opportunities exist but the capital and Gateway City, centre for principal administrative,
retention of these is critical to creating an innovative economy. commercial, industrial, retail, cultural, educational, health,
Current estimates suggest there are 58,325 further education places entertainment and employment for NI.
in Northern Ireland.19
In an increasingly open and deregulated global economy there is
Clearly Belfast has not performed as the growth engine for the region intense competition for mobile investment. “Soft” factors such as
and much latent capacity now exists. quality of life and quality of environment are increasingly important in
attracting and holding mobile investment.
All persons Percentage of Percentage of persons aged 16-74 in Percentage of population Percentage of
Cities
aged 16-74 persons aged employment working in: age 16-74 households with
(2001 Census) 16-74
economically
active
With no With degree or No cars Two cars
Un- Manu- Total academic professional
Construction or vans or vans
employed facturing Services qualifications qualifications
Belfast 197,519 5.41 10.49 5.24 83.31 41.82 19.2 43.78 13.08
Cardiff 138,247 3.10 10.30 5.30 82.3 32.6 25.2 29.7 21.3
Leeds 342,706 3.30 14.20 6.30 77.6 37.7 19.2 34.5 19.6
Liverpool 176,602 6.00 10.60 6.00 82.5 43.4 15.2 48.3 11.4
Manchester 159,127 5.00 10.70 5.20 83.2 38.9 21.4 47.8 10.6
Newcastle- 111,741 4.70 10.30 6.50 81.7 38.50 20.9 45.2 13.0
upon-Tyne
Nottingham 113,383 5.30 15.20 6.40 76.7 39.60 17.6 44.9 11.9
Sheffield 236,098 4.20 15.60 7.20 76.1 38.90 18.8 35.7 17.9
25
Colin Buchanan and Partners Belfast Masterplan
Local Indigenous Businesses Catholics (42% up) and Protestants (40% static) who make up the
remainder of the population generally live in highly segregated areas.
The majority of people employed work for local indigenous Ethnic minorities comprise less than 1% of the total population.
businesses. These businesses struggle to find appropriate locations
and property. The numerous Local Enterprise Centres that provide According to the Noble Report, Belfast contains the worst ten
Local Economic Factors support are largely full and have low turnover rates. This in turn deprived wards in terms of health.
creates problems for businesses that often need property ready to
Labour Market operate from. A shortage of such premises is currently evident New living arrangements require smaller household size due to the
throughout the city. As a result of the analysis in the Shankill and West growth in elderly population, marital separations which adds to a
A snap-shot of the labour market reveals that; greater demand for an increased number of homes.
Belfast Employment Task Force Reports, Invest Northern Ireland is to
consider a pilot 'industrial co-ownership' initiative in inner city areas of
the gap in educational attainment between school leavers Belfast is a divided and polarised society. A recent report entitled
Belfast in which existing tenants of local enterprise agencies will be
with no formal qualifications and those educated to third encouraged to move into owned premises, but in a context in which "measuring and visualising labour market and community segregation
the capital costs will be shared with the development agencies. Land in Belfast " 22 makes two key recommendations;
level continues to widen;
however is in no shortage especially within the fracture zones that
1. There is a need for a policy approach which recognises
the unemployment level has dropped to 5.41%20 however exist around the inner city and adjacent to surrounding
indigenous employment needs within deprived areas and
neighbourhoods.
there is still a dependency culture on government benefits. also seeks to connect local people to job opportunities and
Access to jobs by traditional means is often difficult for efficiently; and
Retail
those marginalised and the need for an activated social 2. A safer and less expensive public transport system would
Current retail and office policy has created inappropriate out of town not only connect deprived area to places of employment
economy is greater than before; and opportunities at the expense of the city centre. Delays in decision growth but also to other services such as shopping and
making e.g. A M Development /Victoria Square, have reinforced a leisure facilities.
more people are prepared to travel further for work on the
negative perception to future investors. In the future development
basis that where they live should provide a quality of life procedures must maximise the opportunity presented in such Opportunities exist for policy makers to promote; greater community
experience rather than where they work. Large numbers schemes. integration by facilitating the removal of existing physical barriers
between communities, conditional upon local agreement. Land
of people (53%)21 are currently commuting to work in the Social appraisal designation, the location of employment and investment decisions on
city from neighbouring districts. social, economic and physical infrastructure must respect the
Belfast covers 11,489 hectares and is home to a resident population sensitivities of the divided and polarised nature of the community,
Inward Investment of 277,391 (16% of NI's population). Approximately two thirds of the while seeking to contribute to the healing of community divisions.
population of Northern Ireland live within a 50 kilometre radius of the
Traditional inward investment is flat globally however growth is being city. The “Shirlow et al” study evidence strongly suggests that people from
experienced in new industries associated with knowledge and segregated and deprived areas will work together if workplaces are
creativity. Increasingly city centre locations are being sought to locate The population has fallen by 5.4% since 1991. Belfast City Council located within neutral spaces. Particularly so if they can locate a
these industries. Quality of life is a major consideration for much of was the only District Council area not to experience growth in the last workplace without having to enter a place "dominated" by the other
this investment. Therefore Belfast must be able to compete with the ten years. Although the population in neighbouring council areas rose religion. Therefore locating workspaces between adjacent
many cities that have already taken up the challenge. significantly e.g. Carrickfergus by 13.8% and Castlereagh by 8.2%. communities stimulates greater mixing. The location of employment,
in sectarian terms, is more important than the frictional effects of
In addition Belfast exhibits a youthful population with approximately a
distance.
fifth below 16 years and a higher than average 20 to 24 year old age
group. A youthful population has implications for education, training
and jobs.
26
Colin Buchanan and Partners Belfast Masterplan
1 to 6 (Highest)
6 to 11
11 to 16
16 to 21
21 to 26
26 to 31
31 to 36
36 to 40
40 to 44
44 to 48 (Lowest)
27
Colin Buchanan and Partners Belfast Masterplan
the social economy has been found to account for between 6 and 8% from these arrival corridors are no better. The Broadway roundabout
of total employment. In Belfast that would imply that it accounts for on the city's southern entrance has an electricity pylon in the centre of
between 6,000 and 8,000 jobs. More significantly, surveys have found it. The Grosvenor Road gateway to the city centre is marked by fly
that the employment provided by the social economy is heavily posting and advertising hoardings and the entire Westlink corridor is
concentrated in areas of greatest disadvantage, is taken up by those devoid of public art at any of its interchanges or gateways (which is
New Targeting Social Need (TSN) who are disadvantaged and provides a pathway to mainstream surprising given the strength of the artistic community within the city).
employment for many people.23 The same can be said of the eastern approaches on the Sydenham
The Northern Ireland Government is committed to tackling social Bypass from the City Airport and the very uncertain pedestrian route
exclusion by targeting efforts and available resources towards people The Reports of the Shankill and West Belfast Employment Task to the city centre from Central Station.
and areas defined as being “in social need”. It requires existing and Forces both argued that greater emphasis should be given to
new spending programmes to identify and effectively address development of the social economy in Belfast and that social Under-investment within a number of city neighbourhoods is striking
deprivation. The Masterplan aims to facilitate this through its economy delivery of services to local communities should be given and the perception of Belfast as a dangerous place is strengthened by
development framework and focused effort in these multiple priority. In particular, detailed proposals are being implemented now the visual impact of sectarian emblems and dirty streets leaving the
deprivation areas. It will deliver promotion of equality of opportunity, which will enable social economy organisations to offer intermediate impression of too many no-go areas for the uninitiated, despite the
good relations between people of different religious belief and political labour market (ILM) employment opportunities to those in inner efforts of the Housing Executive to renew the housing stock within the
opinion or racial group. city areas who find it difficult to access conventional employment poorest parts of the city. The arterial routes that serve many of these
opportunities without significant training and other support locations, are congested and appear to be viewed more as transit
Role of the Social Economy interventions. corridors than the focus of community life in certain areas. Interface
and territorial issues, heavily influence movement and linkages
The social economy is an important component of the development Physical Appraisal between communities and places of employment.
dynamic in Belfast. The social economy (or third sector) lies between
the roles of the private and public sector and has an important role to The quality of contemporary architecture across the city is generally
Planning and Environment City Wide poor. For a city of its size and considerable built heritage, it has very
play in economic development, social inclusion and the provision of
services to local communities. Northern Ireland has taken the lead in Before moving forward to look closer at the spatial dynamics of few modern iconic buildings of international design quality. This is a
the development of social economy policies in the UK and has Belfast, and how these can be read in the context of the preceding strong indicator of the absence of business confidence in the city and
established a formal Social Economy Forum chaired by the Minister economic analysis, the masterplan needs to review the state of the of the dominance of the public sector in the office market driving down
for Enterprise, Trade and Investment. city and examine the physical inhibitors to performance and rental rates and hence built quality. The city's built environment is still
investment. largely dominated by its stock of historical buildings and landmarks.
The social economy consists of a number of social enterprises which The design agenda for Belfast both in terms of its architecture and
undertake economic activity for social, community or philanthropic The city of Belfast is emerging from one of the most turbulent periods public realm, but also in relation to its cultural and artistic expression
purposes. They seek to provide services to their communities and to in its post-industrial history. Not only does the city carry the scars of is an area that needs to be given status as part of the quality agenda
make profits which can be re-invested in the further development of its changing economic fortunes over this period, it also continues to for the city.
their communities. The ownership structure of social economy live with the physical consequences of decades of intense community
organisations ensures that the benefits of the business activities division and sectarian conflict. Notwithstanding all of this, some parts Notwithstanding this overall impression, there has been considerable
undertaken are re-invested in the local community - most social of the city have faired better than others but overall the city, given its progress made by the private sector in the city in lifting the quality of
economy organisations are structured as companies limited by relative status as a European regional capital, exhibits a fairly the urban environment. There have been bold investments in the
guarantee. Social economy organisations are very diverse, ranging mediocre if not in parts a distinctly poor urban quality. evening economy which have helped the city centre develop a much
from credit unions, to housing associations, local enterprise agencies more vibrant and secure profile. Confidence has been demonstrated
and the trading arms of voluntary and community organisations. The city as a product is very poorly presented. Arrivals by road, rail in reviving city centre living through a strong investment in apartments
and air are marked by poor visual first impressions. The primary and mixed use residential development and in the hotel and
There is no easy way to measure the social and economic arrival corridors are completely absent of public art, are dominated by hospitality sector. These commercial ventures indicate that a design
contribution of the social economy - an issue being addressed by a heavy engineering (primarily roads) solutions and present almost agenda is emerging for buidings and spaces throughout the city. This
number of researchers. However, in other urban areas of the UK expected images of poor and depressed urban fabric. The gateways confidence is encouraging and must be supported by continuing
where detailed social economy impact studies have been undertaken, through which one enters the city centre and the city neighbourhoods, investment in the public realm.
28
Colin Buchanan and Partners Belfast Masterplan
The natural environment remains a similarly under-developed area alone account for some 33 hectares of under-utilised space. Add
resource. The River Lagan is still not the focus of attention it should to this extensive reserves at the former Sirocco Works (6.5 ha),
be, and there is potential to develop the Connswater and Blackstaff Titanic Quarter (80 ha), land between the lower Newtownards Road
corridors as important amenity features. The dramatic Belfast Hills and the Sydenham bypass and pockets within the Harbour Estate
remain an untapped resource and have a significant potential to north and south of the river, and the figures amount to approximately
contribute to the tourist product of Belfast. Air quality across the city is 100-120 hectares within the central area of the city. This volume of
also an issue and is worst in pockets that lie along the main transport development opportunity land is a major challenge to the spatial
Transport and Movement Appraisal
corridors. planning of the city and will require an agreed approach to be adopted
on phasing, release and implementation. On the one hand it offers an In terms of transport infrastructure, the car is “king” in Belfast despite
One of the more striking aspects of the physical planning of Belfast is opportunity to build the city from within and to achieve major returns the city having the lowest level of car ownership of any of its
the apparent abundance of vacant or brownfield land that exists within on the brownfield quota for the city. On the other hand, if not comparable UK cities. The dominance of roads infrastructure has had
and adjacent to its city core through areas or dislocation and adequately addressed, it could represent a threat to the ordered and a major effect on the quality of the physical environment of the city,
underinvestment. Surface car parking and gap sites in the city centre focused regeneration of the city core. creating areas of severance most notably to the west and east of
the core. Projected population growth will exacerbate the co-
Physical Environment: Negative Drivers dependency problem further.
Within the central city four lane highways are commonplace in all
directions. These roads are well below capacity except for peak
Middle City City Centre City Presentation hours, making the city centre a difficult place to walk or cycle. In terms
(Area between city centre and adjacent neighbourhoods) of public transport the city is behind its comparators in the debate on
rapid transit, heavy rail, bus services and other sustainable modes of
Years of neglect and under- Road dominance Arrivals by road and rail travel. This deficit affects the economic performance of the city,
investment in specific areas inhibits the mobility of the labour force and negatively impacts on the
Retail Product Dominance of roads infrastructure/ attractiveness of the city in terms of quality of life indicators that play a
Absence of targeted Severance major role in investment decisions.
regeneration strategy Works in pockets, not as a whole
Sectarian emblems and signage Since the M1 Westlink was built, removing north to south through
Poor linkages to employment Lack of iconic attractions
traffic from Belfast City Centre, the residual city centre road network
and training locations and Under -investment/Dirty streets now appears over designed. On entering the city centre there is an
Nigh-time inactivity
city centre immediate impression that a disproportionate amount of space is
Quality of modern architecture
Poor links to Laganside allocated to private vehicles compared to other modes.
Poor urban townscape
Lack of cohesion- buildings and
Lack of town centre housing The image of four or more lane roads carrying little traffic is a common
Interface blight spaces
sight during inter peak hours, while observations and statistics
Shatter-zones to the west suggest that most of the highway infrastructure operates well within
Accessibility and traffic Lagan- still a barrier not a focus
capacity even at peak times. For the pedestrian, the negative impacts
management Poor public realm
Perception as a dangerous place. of this are considerable. Those travelling west or north from the city
Litter and upkeep of public suffer considerable severance due to the old network which runs
Outdated transport connections
spaces along the inside of the M1 Westlink, while those wishing to access the
waterfront to the east must tackle two major roads. Although facilities
Emblems and signage to cross these highways exist, priority lies with the motorist.
Perceptions of damage While it would be unreasonable to expect heavy rail to cater for
Belfast's urban travel demand, it is essential that it serve the longer
29
Colin Buchanan and Partners Belfast Masterplan
trip market providing an attractive alternative to the car. Whilst quality An increase in long distance commuting travel patterns Resolving Uncertainties in the Transport
rolling stock serves the main line to Dublin the service frequency is Strategy
half what may be expected when compared to services in into Belfast, 66% of which are by car
comparative cities. On arrival in Belfast, both stations are slightly The Regional Transportation Strategy (RTS) sets out the transport
Traffic congestion at peak hours elements (to 2012) of the Regional Development Strategy (RDS)
detached from the central core, particularly in the case of Central
Station, and neither offers the sense of arrival, or the onward which in turn provides the spatial development framework up to 2025.
46% of households in Belfast have no access to a car The RTS considers transport issues in Northern Ireland under 4
transport opportunities that exist in cities like Newcastle or Edinburgh.
spatial headings, one of which is the Belfast Metropolitan Area. The
Car ownership is growing twice as fast as the rest
With the exception of a few trips undertaken by rail, the public Belfast Metropolitan Area Plan (BMAP) and the associated Belfast
transport provision serving the Belfast urban area consists of black of the UK Metropolitan Transport Plan (BMTP) are currently being undertaken
taxis and buses. The black taxi service provides a relatively by the Department of Environment (DoE) and the Department for
inexpensive form of public transport in the western and northern Growth of traffic levels has an impact on localised air Regional Development (DRD) respectively. The BMTP sets out an
corridors, whilst the bus service throughout the city is ineffective. An pollution emerging plan for the year 2015 and a Preferred Strategy for 10 years
aged fleet, poor and irregular service frequencies, and lack of cross- hence.
city or radial routes, results in the bus being a mode of necessity not Historic under-investment in the rail network
choice. The token and ineffective provision for bus priority sums up A complication of preparing the transport aspects of the Belfast
the attitude to public transport within the city. Bus priority is still too low but improvements have taken Master Plan (BMP) is the difficulty of integration with the emerging
Belfast Metropolitan Transport Plan (BMTP). This strategy itself
place
Under the current proposals evolving through the BMTP, even though requires to be incorporated with the Belfast Metropolitan Area Plan
a variety of initiatives including park and ride, quality bus corridors Black Taxi use in North and West Belfast operates like a (BMAP), which in turn is yet to be completed.
and rapid transit are being considered, there remains a sense of the
‘do minimum’ approach in public transport planning. With all proposed bus service These uncertainties are not fundemental to the process of preparing
measures implemented, BMTP estimates a 3% reduction in car use in the transport aspects of the BMP since all these plans are essentially
Provision of cheap and plentiful car parking spaces in the strategic in nature and none of their various authors claims a
the centre city by 2020 will be achieved. This appears to be a very low
return for such a significant investment, particularly in a city where centre city monopoly of wisdom in such plan preparation. Indeed all are ready to
46% of its population do not have access to a car. The target for a discuss and debate the key issues in order to achieve a coherent and
similar transportation strategy in Edinburgh is 30%. Neighbourhood “rat-running” is becoming an issue cost effective strategy.
Inheritance of car orientated transport policies “Car is king” Despite this harmony over the general approach to the formulation of
Belfast City Council Transport Policy 2001 the transport aspects of the Belfast Masterplan, there will inevitably be
Need for transport vision rather than piecemeal approach differences that have to be resolved and choices which have to be
“Cities can not exist without movement. They develop on the back of
justified. On this matter the consultants would suggest a slight
large inflows and outflows of people, goods and the vehicles that
Lack of funding for sustainable transport initiatives departure from the DRD approach of following the extensive advice of
carry them”.
GOMMMS. This advice was designed for the UK government's Multi-
The strategic objectives that underly the policy are based on the five
(Richard Rogers, Urban Taskforce Report). Modal studies, most of which were concerned with Trunk Road
principles of prosperity, social inclusion, safety & security,
corridors where highway proposals had proved contentious.
The aim of the City Council’s transport policy is to provide a consistent sustainability and health. Against these headings are a range of policy
GOMMMS advice regarding the evaluation of schemes and strategies
approach to ensure that the city continues to develop and prosper in a measures addressing such issues as road user charges, land use
was itself based on the overlapping and somewhat confused transport
sustainable manner and avoids the potential problems that planning, provision of cycling, public transport, development of Home
objectives set out in the 1998 Transport White Paper.
unconstrained traffic growth could bring. As a means of addressing Zones etc. These policies are valuable in informing the debate on the
many of the issues above it contains a number of policy measures BMTP and are complimentary to the spatial planning strategy of this In relation to the BMP the consultants would favour simplifying the
aimed at addressing the following: masterplan. transport objectives to:
30
Colin Buchanan and Partners Belfast Masterplan
Increase accessibility in terms of reducing journey times any emerging differences between BMP and BMTP should in due
course be resolved. The adoption of such a procedure is important
and costs not only to resolve any differences but also to ensure that the BMP
and BMTP are as cost-effective and integrated as possible and do not
Reduce accidents
contain wasteful or ineffective policies, one alone of which (for Opening up the Titanic Quarter
Improve the environment example slack parking control or an extravagant, but unjustifiable new
The opening up and redevelopment of the Titanic Quarter is perhaps
public transport system) can seriously undermine a whole transport
the largest and most striking planning objective in the BMP. Its
Achieve the equivalent for freight strategy.
omission as yet from BMAP is perhaps the largest discrepancy
between the two plans and one which will need early resolution.
Be progressive and contribute to the breakdown of Addressing the Planning Objectives
sectarian divides In planning terms the Titanic Quarter offers an opportunity to
Both the BMAP and Belfast Masterplan are development plans with introduce a major new tranche of population, jobs and economic
important planning objectives. Transport investment may be essential activity adjacent to the city centre. This will not only help to revitalise
Contribute to the BMP planning objectives and in particular
to the achievement of some of these objectives even though it may the city centre itself, it will also redevelop the largest "brownfield site"
to the opening up of new development areas itself appear to be of doubtful value as a transport investment. For in Belfast and reduce the pressure for other more remote
example a new access road to a development site may be expensive developments.
Achieve all this at a minimum cost to the public purse but carry little traffic, yet without it a whole development strategy may
These seven objectives do not contain the over-worked word be impossible. Some elements of the transport strategy may thus be In transport terms the opening up of the Titanic Quarter presents
"integrated". This is deliberate since integration is really a policy rather justifiable in planning terms alone with the onus being placed on the particular challenges and opportunities. Its location, adjacent to the
than an objective and there is little value in adopting an integrated planners to justify this rather than an alternative site or plan. city centre, offers the opportunity to minimise reliance on the private
approach to transport problems unless doing so achieves one or more car for travel to work and comparison shopping. Its design and layout
of the objectives listed. An integrated station car park or bus Performance of BMTP Draft Preferred Strategy offer the opportunity to create a new and sustainable development in
interchange is not of value if no one uses it. Inclusion of integration as for 2025 which car ownership may be held at a low level, new forms of public
an objective therefore merely adds confusion of the sort evident in transport may be introduced and ideas such as car-pooling may be
GOMMMS. An indication of the performance of the Draft Preferred BMTP experimented with. All these opportunities are in addition to the
Strategy for 2025 was provided in the BMTP conference paper, planning opportunities discussed elsewhere in the document.
Achievement of the seven objectives provides a sound basis for February 2003. No such information was provided for the 2015
assessing the likely contribution of particular transport policies to the Emerging Plan. Compared to the do-minimum, or without strategy
Organisation of Public Transport in Belfast
BMP and hence to decisions as to which policies should be included. scenario, it is forecast that introduction of the BMTP will reduce the
In making such judgements many policies can and should be number of car trips in the Metropolitan Area by 3% to 4% in 2025, with It seems that both Ulsterbus and Citybus are poor relations to
assessed in financial terms either as costs (e.g. capital investments) an associated increase in public transport trips of 30%. Northern Ireland Railways are very hungry of both finances and
or benefits (e.g. time savings or accident reductions expressed in management time. (Note that at the creation of Translink, it was a
monetary figures). Where this is possible the GOMMMS advice is Whilst more information is required to comment fully on the deliberate policy that nearly all individual managers would combine
very helpful and should be followed. Where such evaluation is not performance of the Strategy (for example, what is the reduction in car both rail and bus roles.)
possible, for example in assessing environmental impacts, it is usage in Belfast City alone? Were any traffic management measures
proposed the effects should be quantified as far as possible and then included in the do-something scenario?) a 3% to 4% reduction in Greater Belfast would be served better if public transport in the city
judged against the monetary figures summarising other aspects of the private car based trips seems a modest goal and a minimal benefit were the responsibility of a separate organisation, with no other
schemes or policies. from such a considerable investment in infrastructure. Compared to transport responsibilities to distract it from the job in hand. Such a
other cities the target set in Edinburgh for example is to reduce traffic body could be responsible to the City Council itself, or a joint board of
This it is considered should be the way in which the component levels by 30% by the year 2010. the six councils covering the Metropolitan Area. Providing or procuring
transport policies should be assessed in terms of their contribution to bus services should be the main job of this organisation, along with
BMP and hence their importance as part of BMP. It is the way in which
31
Colin Buchanan and Partners Belfast Masterplan
City Movement Analysis (by car) and BMTP Rapid Transit Corridors
1. Northforeshore
10. Springvale/Mackies
32
Colin Buchanan and Partners Belfast Masterplan
Park and Ride North Belfast and South Belfast (7% or 2,100 2-way trips)
North Belfast and the City Centre (12% or 800 2-way trips)
East Belfast and the City Centre (10% or 600 2-way trips)
33
Colin Buchanan and Partners Belfast Masterplan
34
Colin Buchanan and Partners Belfast Masterplan
35
Colin Buchanan and Partners Belfast Masterplan
Drivers
Inhibitors
36
Colin Buchanan and Partners Belfast Masterplan
Chapter 4
Drivers & Inhibitors
37
Colin Buchanan and Partners Belfast Masterplan
Drivers
Devolution A young, educated and willing Beginning of a city centre with buzz
workforce Titanic Quarter opportunity
Increasing civic role of Belfast Belfast City Council World Trade
City Council Sectoral strengths in Universities Centre/A M Development shared Quality of Life
and Health Services license
Strong Civic and other North Role of river/environment assets
(world class)
America and Core Cities links Core City learning Best Practice
Northern Ireland Science Park
Bright young companies and
City Wide Partnership Desire for change ability to employ 4000 over
wealth of creative skills
10 year period (knowledge based
Other Partnerships A workforce suited to knowledge- More dynamic organisations industries)
based industries
Civic accountability Arterial routes
A.M Development retail catalyst
Reform of Local Government Setting of the City Lagan
Site availability (serviced)
Programme for Government
Office Sector
Port
Airport
38
Colin Buchanan and Partners Belfast Masterplan
Inhibitors
Competing and confusing number of Lack of development phasing Perceptions of the Troubles; Lack of Brownfield in neutral areas Divided and polarised
bodies with no common vision for approach leads to market community;
Belfast; suppression; Lack of profiling success stories; Mismatch of residential land versus
supply in North, West and East Benefit dependency
Uncertainty regarding roles of Low rents and oversupply of Absence of Big Ideas; Belfast; culture;
Laganside Corporation and Belfast office space;
Suburban living versus city living Blighted land along the proposed Difficult access to jobs;
Local Strategy Partnership once
Lack factory/workspace for all; Inner Ring Road;
funding depleted;
accommodation for local Social housing
Mr Average; Lack linkages between city centre and provision/demand; and
Gap in physical regeneration function indigenous business;
at strategic level - equivalent of neighbourhoods;
Avoidance of risk by public Quality of life.
Regional Development Agencies in Mismatch of investment land
sector; and Shatter/fracture zones between city
UK. Falls between INI and DSD; versus locational needs;
centre and middle city
Benefit dependency culture.
Central government lack commitment Sectarian labour market neighbourhoods;
culture; boundaries reinforce a
disinclination to travel to work Poor image, low quality design
Uncertainty over timescale and outside comfort zones; standards;
consistency of decision making in
Polarised City; and Traffic congestion, subsidised car
planning process;
park spaces and dominance of roads
Ineffective town centre management Individual Sector appraisal. infrastructure;
due to competing interests;
Lack of public transport choice and
Absence of business support structure; investment;
39
Colin Buchanan and Partners Belfast Masterplan
40
Colin Buchanan and Partners Belfast Masterplan
Chapter 5
Masterplan Strategy
41
Colin Buchanan and Partners Belfast Masterplan
Grow the City Northern Ireland's population is growing. The region now receives a
net inflow of immigrants after decades of strong net emigration from
The growth or decline of the population of a city is a primary indicator Northern Ireland. This is a sign of regional economic health and
of its economic and urban health. A growing city is one in which greater political stability. However the City Council area when viewed
people have the opportunity and desire to live and work; conversely a against other District Council areas in terms of population change
declining city is one which people choose to leave over the last ten years exhibits a contrasting continuing decline.
either voluntarily or because of the absence of opportunities.
Masterplan Strategy The major challenge facing Belfast is to reverse the 50 year spiral of
Belfast's population has fallen dramatically in recent years. In part this decline, in particular the loss of population. Belfast requires to make
Having established the need for change and development in Belfast has reflected suburbanisation trends that have affected other cities, in itself an attractive and prosperous city in which to live and work. The
and carried out a detailed analysis of the competitive position of part it was public policy to move people out of Belfast to other urban
measurement of success being to increase the City's population
Belfast, this section sets out the recommended strategy. The strategy centres in Northern Ireland. However, a major contributor to Belfast's within its existing boundaries. Belfast City Council would require
is based around economic, social and community imperatives, which population decline was the impact of the Troubles on the City. This is setting a stretching population target for the City, within its existing
are translated into 5 themed objectives for the spatial planning of the reflected in the 25% fall in the City's population in the 1970s. boundaries. The target suggested being to increase the population
City as set out in chapter six. from 277,000 in 2001 to 400,000 in 2025.
42
Colin Buchanan and Partners Belfast Masterplan
35%
28%
Newtownabbey
household types, an appropriate mix of social and private housing and
Carrickfergus
Castlereagh
of other tenancy types. This will require the type of policy change and
North Down
Magherafelt
Dungannon
Ballymoney
Fermangah
Cookstown
-7%
Craigavion
Ballymena
Banbridge
Coleraine
Limavady
Strabane
Armagh
Omagh
Lisburn
Belfast
Antrim
Moyle
Larne
Down
Derry
NI
Northern Ireland % One of the sources for growth of the resident population is the large
number of people who commute to work in the City. The latest data is
taken from the 1991 Census of Population, (with traffic flows prepared
by the Economics Branch of The Department for Employment and
Learning). This showed that while 72% of those resident in Belfast
worked in the City, less than half (47%) of those who worked in the
City were resident in Belfast, with 53% of workers in the City travelling
into it from other District Council areas. In 1991 the number of
Achievement of this key target would require an average rate of Achievement of this rate of growth would result in the intermediate workers commuting from other District Council areas to work in
growth of just less than 1.8% per annum over the period 2004 - 2025. year population figures shown in the adjoining chart. These figures Belfast was almost 78,000. This daily tidal flow of commuters
This would represent an increase in the City's population of would require to be monitored as a primary indicator of the urban accounts for much of the traffic congestion experienced in and around
approximately 5,000 per annum at the start of the period rising to health of the City. The following section explains how these Belfast which could be much reduced if many were to migrate to the
almost 7,000 per annum at the end of the period. This rate of growth population increase projections can be accommodated within the City were they could be served by sustainable public transport
has been achieved by many UK cities experiencing urban overall strategy. In essence they will require the development of systems.
renaissance. Belfast as a more compact and sustainable city.
43
Colin Buchanan and Partners Belfast Masterplan
400,000
300,000
Population
200,000
100,000
44
Colin Buchanan and Partners Belfast Masterplan
Develop the City Centre If Belfast is to begin the process of growing again, the seeds of growth
will be found in a more successful City Centre. This will also contribute
Belfast's City Centre is a key regional asset, but one which has considerably to Northern Ireland's ability to attract inward investment in
declined in effectiveness in recent years. the knowledge-based and creative industries.
45
Colin Buchanan and Partners Belfast Masterplan
Within the broad definition of the knowledge based industries, the This shortage of suitably packaged land reduces employment
'creative industries' form a distinctive sub-set based around the opportunities for residents of Belfast within the City and conflicts with
design related sectors (architecture, craft, design etc.), the expressive the fact that Belfast has an unusually large amount of vacant or
industries (music, performing arts etc.) and media and information derelict land within the City.
industries (advertising, film, broadcast etc.) These industries account
for 4% of total employment in Belfast according to estimates produced The opportunity arises to use vacant or derelict land to create new
by QUB.4 This is approximately equivalent to employment in the hotel employment zones around the City Centre, to accommodate
Develop the New Industries manufacturing and other traditional industries such as transport and
or transport sectors. Some 60% of the creative industries employment
Belfast's 19th and early 20th Century prosperity and growth was in Northern Ireland is in Belfast, located mainly in BT1, 7 & 9. There is distribution as a complement to the focus on knowledge-based
based on leading-edge, innovative companies which sold their a commitment in the Council's Local Economic Development Strategy industries in the Centre City corridor.
products competitively on world markets. In the future such products to establish a series of creative industry hubs across the city,
The vacant and derelict land around the City Centre is associated with
will not be ships, linen or textile machinery but are more likely to be including the Brookfield Mill, Cathedral Quarter, Springvale and East
disadvantaged communities and interfaces. The opportunity,
ideas, embedded in software, know-how or innovation. Such new Belfast. The Cathedral Quarter has been identified as a major location
therefore, arises to offer employment to those communities and to
products come from the fusion of academic research and commercial for the creative and cultural industries in Belfast, making a particular
create new, neutral workplaces. This can also be combined with the
know-how. Belfast has considerable strengths arising from the work of contribution to urban vitality, diversity and cultural tourism in the City.
physical regeneration of a number of the arterial routes into the City to
the two Universities and, increasingly Belfast Institute but also through
In a recent workshop, the key need that emerged was that of a clean, link the City Centre with the Middle City communities and
the tradition of engagement between the academic and commercial
safe, attractive city centre in which to assemble a skilled, high income neighbourhoods.
sectors in the City. QUBIS, the technology commercialisation
company of Queen's University is one of the most long-established workforce. While acknowledging that much had been done, those
This approach will need to be marked by a high level of urban design
companies in the UK. Another strength is the Northern Ireland Science working in the sector felt that more was needed and that the current
to ensure that the resulting areas are liveable and walkable and form
Park Foundation, established to promote new business incubation position of the city centre at times undermined the development of
effective and secure means of reaching the City Centre from the
facilities at Titanic Quarter. Further to this, Queen's University of local businesses and of inward investment.
surrounding communities.
Belfast has begun building its new Electronic Commerce and
While new incubation premises now exist at the Science Park, there is
Information Technology (ECIT) Institute on the same site and new In addition to the creation of employment zones adjacent to the main
the perception that many knowledge based businesses work, at least
incubators have opened at the University of Ulster's Jordanstown centres of disadvantage in the middle city areas, there is scope for
initially, operate from inappropriate premises.
Campus just to the North of the City Boundary. Belfast City Council to act to increase the supply of land for business
and, therefore, the volume of employment opportunities arising.
These new industries are broadly designated as the knowledge-based Develop Land for Employment Actions which Belfast City Council could consider include:
industries. They are characterised by commercialisation of intellectual
property developed in or around University or other academic Belfast was once one of the world's great manufacturing cities. Today
manufacturing plays a much less significant role in employment in Reviewing its own land-holdings to see if there are areas
institutions. As Belfast has the highest concentration of academic
institutions in Northern Ireland, it is the natural focus for these Belfast than in the rest of Northern Ireland. The following table which are suitable for business development and which
industries. In a recent survey by the think-tank Demos Belfast ranked (page. 47) shows the latest available data about employment in
are not essential to the Council's operations;
14th out of 40 UK cities in terms of the number of patents sought.3 selected District Council areas in 1999 and the change in employment
share between 1995 and 1999. Using its new powers to assemble and develop
Investment Belfast Ltd. has done much to stimulate awareness of
It can be seen that, except for Moyle, Belfast has the lowest land for business uses;
these industries in Belfast e.g. through its Boston Lunches and £20k
awards. Investment Belfast has also worked to create a forum for the percentage of employment in manufacturing - well under 50% of the
share of the surrounding District Council areas. Working with the private sector, the local enterprise
common issues they face to be addressed.
agencies and other components of the social economy
The chart shows the percentage of total employment in manufacturing
in Belfast, Northern Ireland as a whole and the District Council areas sector to identify ways of meeting the needs of local
surrounding Belfast. businesses;
46
Colin Buchanan and Partners Belfast Masterplan
Where the City Council itself is developing sites, ensuring Carrickfergus 20% 12% 27% 20%
that smaller businesses are specifically catered for and
Castlereagh 14% 16% 21% 22%
that the premises provided are affordable - this may
require the Council to forego some of the development Lisburn 20% 35% 11% 16%
gain to allow savings to be passed on to the small Newtownabbey 19% 11% 30% 28%
business tenants.
Craigavon 28% -19% 27% 11%
These opportunities merit careful consideration, but they also need to
be set in the context of Belfast City Council's wider policies and to Moyle 8% -12% 16% 19%
recognise the legal and other constraints under which the Council has
to work. It is recommended that the Council should commission a Limavady 22% 8% 22% 21%
specific study of these issues before implementing an important
strategic component of the overall Masterplan. The study could be Ards 19% -19% 1% -2%
combined with an examination in the City Centre area of the scope for
converting some of the existing office accommodation into residential Cookstown 23% 24% 31% 33%
or mixed use accommodation and with an examination of the property
needs of knowledge based businesses in Belfast - the study would, in
effect, develop an implementation strategy for the main property * Relatively small ‘construction and ‘other’ categories have not
components of the Masterplan. been presented separately but included in total employment
change column. Manufacturing and services accounted for 93%
of all employee jobs in Northern Ireland 2001
47
Colin Buchanan and Partners Belfast Masterplan
48
Colin Buchanan and Partners Belfast Masterplan
implementation of this Masterplan that this problem is addressed between the City Council and the other organisations concerned with
effectively. regeneration in Belfast.
This is particularly important because of two strategic gaps in current Northern Ireland Regeneration Loan Fund
provision:
In part as a result of the Masterplan process, the Belfast Local
There is a structural gap due to the diffusion of Strategy Partnership is currently leading an examination of the
opportunity for a sustainable Northern Ireland Regeneration Loan
responsibility for strategic regeneration in Belfast. In
Fund. The Loan Fund would support SMEs and social economy
English cities the Regional Development Agency (RDA) is organisations to implement projects which contribute to the
responsible for business support and strategic regeneration strategy for Belfast. Initial proposals are being
developed for a £20 - 30 million loan fund which would draw
regeneration and draws funds from the Single contributions from the EU, Belfast City Council and the private sector.
Regeneration Budget (SRB) to address both functions in It would be expected that the Northern Ireland Fund would increase
considerably due to further contributions from public and private
an integrated and strategic manner. In Belfast statutory
sector investors and repayment of principle and interest from
responsibility for the provision of industrial land falls to investments in supported projects.
Invest Northern Ireland and the regeneration function to
The consultations on the development of the Northern Ireland
the Belfast Regeneration Office of the DSD, which has Regeneration Loan Fund have involved Belfast City Council, the
Comprehensive Development powers. This structural Belfast Regeneration Office, Invest Northern Ireland and the
Department of Enterprise, Trade and Investment. A crucial
division of responsibility means that the two issues have
consideration will be the ability of the Fund to meet EU State Aid
not been addressed in an integrated and strategic manner. requirements and a decision on whether to proceed with the formation
Instead each has been pursued as an end in its own right of the Fund is expected to be taken in the context of decisions about
the possible extension of the period of the Peace II Programme to end
and as a result important opportunities for strategic
2006.
regeneration appear to us to have been missed; and
Other than in the Laganside area, Belfast has not had the Footnotes
benefit of a dedicated development agency. Learning from
the Laganside approach and recent regeneration 1
Census of Employment 1995 - 2001
experience in the UK, there is merit for the creation of
some form of single development agency for Belfast
2
See www.iedconline.org
49
Colin Buchanan and Partners Belfast Masterplan
1. An Energised Core
50
Colin Buchanan and Partners Belfast Masterplan
Chapter 6
The Spatial Plan
51
Colin Buchanan and Partners Belfast Masterplan
The harbour lands to the north of the centre city are in a transitional In order to understand the complexities of the middle city, it is
state offering tremendous opportunities for residential and commercial analysed around five unique sectors, including North, South, East,
development and the opportunity to build on the industrial heritage of West and Shankill sectors. These sectors are based on the five
the city. Their integration with the central core of the city will existing Area Based Partnerships and are used for analysis purposes,
A New Spatial Understanding of Belfast preoccupy the physical planning of the city for years to come. The providing necessary social, economic and cultural data. The middle
eastern fringe contains a number of important key strategic sites, city contains a number of strategic sites, either vacant or derelict,
The five economic, social and community imperatives as detailed in including the Gasworks, Waterfront, Sirocco and East Bank, some of located between the centre city and the middle city and associated
the previous section, particularly growing the city and developing the which have recently been developed, others awaiting development. with disadvantaged communities and interfaces. The opportunity
city centre requires a new way of assessing, viewing and The southern section of the corridor accommodates possibly some of exists to transform this land into new employment zones as a
understanding the city of Belfast. It is argued that the city of Belfast is the strongest economic drivers in the region in the form of Queen's complement to the focus on knowledge based industries in the centre
city-centric and not polycentric as promoted in the RDS and University and the bio-sciences centres of excellence at the City and city corridor, offering neutral employment workplaces.
supported in BMAP. Belfast has a pivotal role as a regional capital Royal Victoria Hospitals.
with potential to develop as a major European Capital of international
standing. This can only be achieved if Belfast is prioritised as the Extending from the Harbour Estate to the University and hospital
region's key economic crucible, providing a full range of major city area, the corridor fuses the regions leading academic institutions, its
assets, supported by a distinctive yet mutually interdependent prime retail centre, its prime office location, its traditional
hierarchy of settlements with their own roles and functions. Viewed in manufacturing heartland, its cultural focus, its international port and
these terms, Belfast does not have a competitor, but stands in a arguably its most promising international tourist product at Titanic
league of its own driving not only its own economy but also supporting Quarter. This corridor is the single most preferred location for foreign
other settlements and the wider region. direct investment in Northern Ireland. It represents, Northern Ireland's
window on the global economy. It should be planned as such.
Urban models have traditionally sought to examine and understand
the urban structure of Belfast, defining a Central Business District Like any other city, the defined centre city corridor has a core vibrant
(CBD- a very traditional understanding of a city centre) with the city area of which shopping provision is a key component, contributing to
growing outwards in either concentric rings or wedge patterns. the vitality and viability of the area. This area known as the
Although the health and vibrancy of Belfast's core was weakened pedestrian retail area, is defined as the heart of the centre city and
during the 'troubles', (with the erection of security gates and the allows for a combination of retail and non-retail uses. As the prime
development of out of town shopping centres such as Abbeycentre shopping area of Belfast, it also accommodates prime office space
and Sprucefield), it has traditionally been described as the heart of the and has the potential to become a thriving area, although it is
city, the vibrant retail and commercial core to which all of the necessary that a proactive role is taken in enhancing and sustaining
neighbourhoods and urban villages within the city connect and rely. this core space.
Whilst a defined CBD approach to urban development and
Unlike other cities, Belfast does not have an outer city - a product of
containment is still relevant, the dynamics of the urban core in Belfast
the physical constraints of its position with the Antrim Plateau to the
are much wider than this and an appreciation of the spatial activities
north and the Castlereagh and Holywood hills to the south,
within the central core area necessitates a broader approach and
constraining the city within the Lagan Valley. In fact the surrounding
understanding of activities outside of and adjoining this area.
boroughs of Lisburn, Castlereagh and Newtownabbey could be
This masterplan seeks to create a new understanding of the city by described as Belfast's outer city. However, it does have a middle city,
defining a centre city, a corridor extending from the harbour lands in located just beyond the centre city, traditionally dominated by
the north, to the University Complex in the south, bound by the River residential development which bears the scars of years of community
Lagan to the east and the Westlink to the West. This centre city zone conflict as well as economic change. The middle city is where the
is the most dynamic economic space in the region. social and community agenda of the masterplan will focus. This area
is where the regeneration strategy for the city must have its most
meaningful impact - on the quality of life of its residents.
52
Colin Buchanan and Partners Belfast Masterplan
53
Colin Buchanan and Partners Belfast Masterplan
Key economic development locations linking the Centre City Fracture zones, barriers and gateways to the Middle City
54
Colin Buchanan and Partners Belfast Masterplan
Linking Centre and Middle City : other divided and segregated communities in Belfast, the pedestrian
retail area of the centre city has traditionally been considered a
A Compact City Approach 'neutral area' and immediately this creates opportunities to integrate
Thus, the challenge of this masterplan is to effectively link the middle new developments harmoniously within the existing urban fabric and
city to the 'neutral' centre city and to facilitate the gradual change from to develop better linkages between the pedestrian retail area and the
a fragmented city to a holistic, regenerated urban core of international wider centre city. Of course the nature of intensification is also
stature. This will require a dual strategy approach of neighbourhood important, particularly in relation to quality of life and will require high
regeneration and compact city development, assembling land within design standards, significant landscaping and urban design
the city to accommodate the population target of 400,000 people. improvements.
There is a need to refocus the city to develop inwards, enhancing the The compact city is envisioned as hierarchical and monocentric with
carrying capacity of the centre city to create a dynamic and vibrant Before urban compactness can be physically achieved, the current
concentration of development in the centre city focused on a number levels of car ownership and use, the severance effect of highly
urban focus capable of attracting people and employment and a of central nodes, which are key strategic and accessible sites.
diverse range of supporting services. trafficked roads and the spatial demand of parked vehicles must be
Development on these nodes will include a balance of housing, addressed. Currently, the M3 and associated road infrastructure on
The compact city model is a spatial concept, which intensifies the use employment and subsidiary functions to maximise the share of the Lower Newtownards Road provides a significant physical and
of urban space by seizing opportunities to redevelop large parcels of activities that can be pursued locally both day and night. Belfast has perceptual divide between the pedestrian retail area and the northern
land in the centre city and promote balanced development thereby a number of important key strategic sites, including the Titanic section of the centre city. Thus, whilst a compact city may not
improving the quality of urban life. The policy is based on a number of Quarter, Cathedral Quarter, Gasworks and the Press Quarter, located necessarily reduce the need to travel, developing Belfast as a
essential components, including minimum densities; mixed use and on existing transport routes and which can be appropriately compact city will address existing transport barriers and restrictions
integration of land uses; a hierarchical concentration of development developed as central nodes, accommodating future urban and seek to enhance linkages between the centre city and middle city.
in nodes within the centre city; transformation of urban mobility and development. Development of such central nodes has the potential to
orientation of future urban development around existing transport contribute to and evolve richer linkages between the centre city and Whilst the strategy of this masterplan seeks to achieve important
routes. the middle city, attracting knowledge-based industries thereby long-term, physical regeneration and economic advancement of the
enhancing Belfast's competitiveness and facilitating its flagship role as centre and middle city, it is also necessary to derive social inclusion,
Revitalisation of the pedestrian retail area in Belfast is an essential a major European Capital City. although workable solutions are as divergent as the market-place and
first step towards a compact and sustainable city with the must be tailored to local opportunities. A new approach is required to
strengthening of both the residential and office components a The middle city contains a number of neighbourhood retail service overcome the historically embedded and generational cycle of
necessity, to attract people back into city living. This has traditionally areas, which are currently dominated by shopping with limited deprivation in Belfast. Overall, better co-ordinated and targeted
been achieved through integration of land uses, intensification and community services. These facilities are especially important for community action is required in Belfast to counteract past actions,
development of brownfield sites. Whilst urban intensification residents without access to a car, or otherwise with limited mobility including demand-led and fragmented responses to social and
represents the most sustainable use of land, the compact city model and play an important role both economically and socially in the local economic deprivation.
has been criticised, as the link between density and potential loss of community. Intensification of these areas as Neighbourhood Activity
greenery and open space, poor quality built environment and Centres, broadening the base of activity and increasing the range of
gentrification can, in general, be largely negative and has impacted on services over longer hours, will form an essential component in the
communities in other cities. regeneration of the middle city. The special needs of distinct
geographical areas in the middle city also need to be addressed and
However, it is argued that the scenario in Belfast is somewhat there is a need to focus on areas in special need of economic and
different. Notwithstanding increased densities, the identification and physical revitalisation in which assistance programmes and
significant availability of brownfield land1, (an estimated 80-100 development initiatives can be concentrated. These could focus on
hectares, suitable for development in the centre city area alone), specific areas within each of the five city sectors and could include
enhances resilience and immediately increases the carrying capacity Interface Areas and key strategic sites such as Crumlin Road.
of the city to accommodate and support additional population. Unlike
55
Colin Buchanan and Partners Belfast Masterplan
1. An energised core
56
Colin Buchanan and Partners Belfast Masterplan
57
Colin Buchanan and Partners Belfast Masterplan
Energised core
Why ?
Where ?
North Foreshore;
58
Colin Buchanan and Partners Belfast Masterplan
59
Colin Buchanan and Partners Belfast Masterplan
The core anchors of the area include Donegall Square, Castle Court
and the proposed Victoria Square Shopping Centre. Buses will
require to be moved from Donegall Square and the space developed
as a 'world class square'. A pedestrianised High Street and the
Victoria Square development will serve to form a link between the
Donegall Square: Need to create a world retail core and the waterfront (Quarters 3 and 4). Bridge Street and
class setting for a world class building
the area to the north east of Castle Court will form an important link to
(Lyon)
Cathedral Quarter (Quarter 2).
60
Colin Buchanan and Partners Belfast Masterplan
Cathedral - Quarter 2
Use and character
The Cathedral will form the heart of the new quarter with a new
square created around the building. This square will also form a good
location for a new Arts Gallery or alternative cultural venue. By
realigning Dunbar Link, Talbot Street can be extended and will form
the key link with Quarter 3. The view of the Cathedral from Nelson
Street will be retained and enhanced. Thus this attractive and
Belfast Cathedral: Create a high quality square
significant building will form an important gateway feature for people
around a landmark building
arriving in the city from the north (see also 'Presentation of the City').
Cathedral Quarter
61
Colin Buchanan and Partners Belfast Masterplan
62
Colin Buchanan and Partners Belfast Masterplan
The River Lagan and a high quality, public 'boulevard' on both banks
will form the spine of the Urban Waterfront. New development of the
river shall be permeable, with a large number of (pedestrian) routes
linking with the Retail Quarter, East Belfast, and Titanic Quarter.
Development edge with activities at
Particular care shall be taken to ensure that these routes have an
ground floor level (Oslo)
attractive and varied frontage with public uses on the ground floor.
The public realm and pedestrian and vehicle circulation around the
Central Station will be transformed and new pedestrian routes to the
city centre developed (see also 'Enhanced Presentation of the City').
63
Colin Buchanan and Partners Belfast Masterplan
The area around York Street, to the north of Cathedral Quarter could
be redeveloped as a prime office and residential quarter.
64
Colin Buchanan and Partners Belfast Masterplan
A public walkway along the River Lagan and the docks should form an
integrated part of all new development, and be bounded by blocks
with activity on the ground floor (entrance halls, residential, A3 uses).
On the tip of East Twin Island a public park / square with landmark
building or public art object should be introduced. This will provide a
gateway feature to ferries and cruise liners destined for the city (see
Presentation of the City).
65
Colin Buchanan and Partners Belfast Masterplan
66
Colin Buchanan and Partners Belfast Masterplan
67
Colin Buchanan and Partners Belfast Masterplan
Circuitous one way systems resulting in confusion for Creation of 2-way "inner circular route" to provide for cross
unfamiliar drivers river trips travelling through Belfast
Inappropriate locations for bus layover space Provision of 2-way "calmed" streets on Howard Street/
The primary goals of the proposed strategy are: Donegall Square South/May Street and Victoria Street to
provide for necessary east-west and north-south trips
To address the current imbalance with respect to the
respectively
existing dominance of the private car in Belfast City Centre
The re-routing of the Dunbar Link to Great Patrick Street
To channel traffic passing through the city onto designated
routes, providing relief to traffic sensitive streets Removal of all private vehicles (except service vehicles)
from Donegall Place, north side of Donegall Square,
To significantly reduce severance between the city centre
Chichester Street, and Oxford Street
and the waterfront
Removal of bus layover from the west side of Donegall
To connect the port and improve the permeability of the
Square
Harbour Estate
Improved pedestrian facilities, particularly on the main
To permit pedestrianisation of Donegall Place, Donegall
inner circular route to minimise severance
Square (N) and Chichester Street
Redesign of Shaftesbury Square to rationalise pedestrian
To allow traffic calming of Donegall Square, Wellington
movements
Place, Linenhall Street, Castle Street/Castle Place/High
Street
68
Colin Buchanan and Partners Belfast Masterplan
Lagan Weir
Custom House
Key components of the illustrative scheme include: 2. Release land to develop an positive and welcoming frontage
environment on Dunbar Link;
Realignment and narrowing of the Dunbar Link. 3. Improve pedestrian connectivity between Cathedral Quarter
Public art, lighting and water features may be introduced in and the ‘Old Harbour Quarter’.
Cathedral Quarter expanded to the edge of Dunbar Link in the new square under the motorway (Amsterdam; Sydney;
traditional block structure sympathetic to existing Malmo)
development form;
69
Colin Buchanan and Partners Belfast Masterplan
70
Colin Buchanan and Partners Belfast Masterplan
Place Charles Hernu: A junction in Lyon, similar in size and configuration to Shaftesbury Square,
given a high quality design treatment
71
Colin Buchanan and Partners Belfast Masterplan
A Connected Middle City: A range of projects that will serve to give communities access to jobs and facilities in the
Energised Core.
72
Colin Buchanan and Partners Belfast Masterplan
How?
Connected Middle City
Two broad types of projects can be identified:
Why?
Transport projects that seek to improve accessibility for all;
The economic opportunities, cultural, social and retail facilities in the
'Energised Core' need to be easily accessible to all communities of Development (in particular those associated with local South Link - Lower Ormeau Road
Belfast. Without access to the facilities in the Energised Core, the
indigenous job creation) and environmental improvement
quality of life within the surrounding neighbourhoods will be severely
compromised. And without the support and patronage of local people, projects that address the severance caused by road
the Energised Core will not be able to sustain itself. barriers and a fragmented, unattractive and 'hostile' urban
Where? form.
74
Colin Buchanan and Partners Belfast Masterplan
Westlink/divis street
The Westlink forms a barrier between the Energised Core and the
communities to the west. This is not only caused by the road itself,
which is located in a cutting, but also by the poor development form in
the areas surrounding the Westlink, and the barrier formed by the
Carrick Hill / Millfield / College Avenue road corridor (and associated
junctions).
This sample project illustrates how the barrier caused by the Westlink
'shatter zone' may be overcome through:
Art project on the Westlink, possibly reflecting identity of Entrance to the city - sketch perspective
surrounding areas
75
Colin Buchanan and Partners Belfast Masterplan
Neighbourhood renewal
Whilst long-term physical regeneration and economic advancement of
the centre and middle city, is necessary so too is social inclusion.
However, a better co-ordinated and targeted community approach is
required in Belfast to counteract past actions, including demand-led
and fragmented responses linking social and economic deprivation.
Belfast is unique and distinct from other major cities in that individual
social, economic and physical attributes are exhibited not only
between different areas but also within the areas themselves. Thus, it
is very difficult to define individual neighbourhoods in Belfast, although
it is recognised that neighbourhoods are evolving units, incorporating
religious, cultural and historical dimensions as well as physical
delineation of boundaries.
76
Colin Buchanan and Partners Belfast Masterplan
One third of the city's population (just under 75,000), live within the
14 electoral wards of the north-city sector within a multitude of socially
and religiously diverse, overlapping, interconnecting, and separated
neighbourhoods. 1 Northforeshore
2 Shore Rd/York Street
3 Great Patrick St /Gamble St/ Dunbar
While the overall population has increased slightly since 1991, 50% of Link
the wards have experienced a population decline over the same 4 Crumlin Rd Gaol & Courthouse complex
5 Brookfiled/Rosemount Mill, Crumlin Rd
period. Six of the wards are within the top 3.5% of the most deprived 6 Ballysillan Industrial Estate
wards in Northern Ireland. 7 Hicks / Bullick Site, Ligoneil
8 Hillview enterprise park
The Port and associated activities are located within the north city-
sector and contains a significant area of economic activity for the city
as a whole. Regardless, the north city-sector still contains a high
level of long-term unemployment (higher than the regional average), a
lack of employment skills and employment opportunities.
Views from the North Linkage from the North Economic Development North Belfast Interface
Opportunity
77
Colin Buchanan and Partners Belfast Masterplan
The interconnection between the north city-sector and the city centre Link Development Opportunities
converges in an arc between Carlisle Circus and the Yorkgate
complex and includes a number of arterial routes into the city-centre. Identification of site specific and inter-active development
opportunities that will not only contribute to city-sector renewal and/
The decline of traditional retailing and commercial activities along or improved linkages with the centre-city, but that may also have
parts of these arterial routes together with physical divisions created economic, social and cultural benefits to adjacent city-sectors and
by new road infrastructure, have reduced the interactive relationship the wider city model. Such opportunities include North Foreshore,
with the city centre. This has resulted in poor social, economic and Cathedral Quarter, Crumlin Road Courthouse and Goal complex,
physical environment of inner areas of the north sector that adjoin the potential expansion of enterprise activities at Duncairn Gardens
city centre reinforced by a lack of activities, poor urban form, fracture and Brookfield and Rosemount Mills, and new commercial
zones and the under-utilisation of available land. enterprises on Hillview/Crumlin Roads.
North city-sector is characterised by a diversity of residential Build on Port and Infrastructure advantages
environments comprising dense residential areas and more spacious
'leafy' suburban areas. Sectarian divisions have created a catalogue Former industrial sites and under-utilised land on the Shore and
of defensive interfaces and 'shatter-zones' characterised by dereliction York Roads should examine the potential for accommodating small
and poor urban form throughout many parts of the sector and along business and incubator port/ distribution related activities having
the primary access corridors with the Shankill city-sector. regard to the proximity of the port and excellent access to strategic
transport infrastructure (road, rail and sea).
There are a number of landmark buildings, features and diverse social
and economic development opportunities throughout the area. These Address diversity
include; Cathedral Quarter, North-Foreshore, Shore Road, Duncairn
Gardens, and Crumlin Road Court House and Goal (located on the Recognise the economic, social, physical, and cultural differences
boundary with the Shankill Partnership). that have contributed to the breakdown in urban form between
various residential neighbourhoods and seek to identify a variety of
Actions: appropriate uses that are acceptable in such locations. Not
intended to be a universal solution for every shatter-zone
Re-establish physical and visual connection with the throughout the sector, but this method should be adopted on
city-centre significant sized parcels of land and at primary gateways with the
Shankill sector.
Attempt to provide a gradual complementary transition between the
centre-city and city-sector uses will require an appreciation of the
importance of the arterial routes as visual and functional gateways
between the city-centre and the city-sector. This includes identification
of vacant/derelict and or under utilised land along Carlisle Circus/
Clifton Street, lower Antrim Road, Shore Road, North Queen Street,
Shore Road and York Street.
78
Colin Buchanan and Partners Belfast Masterplan
79
Colin Buchanan and Partners Belfast Masterplan
The Shankill Road has traditionally been the economic and social
hub of the area and today still retains a strong community character
Shankill Environment Linkage to the North City Centre Gateway Views to the Hills
80
Colin Buchanan and Partners Belfast Masterplan
and a degree of vibrancy concentrated around the traditional The large portion of derelict and under-utilised lands comprising the
retail core. lower Shankill Road/Peters Hill offers the potential for new mixed use
developments that would not only make the physical reconnection
Residential areas and other local access and movement corridors with the city-centre but could also provide new economic,
connecting the north and west city-sectors radiate from this principle employment, commercial and residential opportunities. Such
spine. developments would contribute to and support the existing economic
and social base of the area.
The environmental quality of the area is poor, exacerbated by the
substantial area of vacant/derelict land located on the lower Shankill
Uplift urban quality and mend linkages
Road, adjoining the Westlink underpass. This has resulted in poor
relationships, interconnections and association with the city-centre on The quality of the physical environment and urban form throughout
its primary access and movement corridor. the area needs to be enhanced in order to uplift the appearance of the
overall area, and to attempt to mend the fractured visual linkages with
Due to the nature of the sectarian divisions between north and west the city-centre and the north and west city-sectors. This is of particular
city-sector, the primary access corridors and gateways with these city- importance along the primary movement corridor of the Shankill
sectors are characterised by 'shatter zones' characterised by poor Road, the movement corridor from the city-centre onto Peters Hill/
urban form, dereliction, unusable spaces and peace-lines. lower Shankill Road, local access and gateway interconnections
including Springfield Road/Lanark Way, Upper Springfield Road/West
Actions:
Circular Road, Twaddell Avenue/Crumlin Road and Agnes Street/
Crumlin Road.
Overcome Barriers to Employment Opportunities
81
Colin Buchanan and Partners Belfast Masterplan
Strategic Road Network The sector is well served by the local road network with a number of
Movement Corridors highly accessible linkages to the city centre, the Shankill, and North
Strategic Rail Routes and South city-sectors. The location of the adjacent M1 motorway
City-Centre Gateway
Linkages
enhances the accessibility of this sector with all elements of the city
Local Access/Gateways and the wider region.
Economic Drivers
Economic/Employment/ The Falls and Andersonstown Roads are the principal movement
Neighbourhood corridor throughout the sector. Whilst there are a number of
Development Opportunities gateways to the city centre, the Lower Falls road can be regarded
Arterial Route Study
Views & Prospects
as the principal point of access to the city centre.
Mountain Tops
Green Belt It is estimated that the population of the 13 electoral wards that
Greenways comprises the west city-sector have grown by 12% between 1991-
Access to the Hills 1999 to just under 85,000. The population distribution throughout the
Shatter Zones sector is relatively unbalanced with higher concentrations in the mid
Retail
and outer areas than the inner areas.
10 Springvale/Mackies However, high levels of multiple deprivation are recorded throughout
the sector from the inner city to outer lying wards, with the west
11 Former St.Patrick Site,
Monagh By-Pass
within the top 30% of the most deprived wards in Northern Ireland.
There are high long-term unemployment levels with only 38% of
12 Glen Road Industrial employable persons in employment.
Estate, Hannahstown
This city-sector does contain a number of potential diverse
West Sector Map 13 Suffolk Rd, Former Mill economic, employment and neighbourhood development
opportunities dispersed throughout the sector including Springvale,
lands adjacent to Monagh By-pass, Glen Road and Kennedy Way
Industrial Estates.
West Gateway Linkage with Shankill Springvale Business Park Murals within Environment
82
Colin Buchanan and Partners Belfast Masterplan
traditional movement corridor, that is the Falls and Andersonstown Road. The poor urban environment of this sector is exacerbated by the break in
the urban form with the city-centre and the west city-sector. This is
The quality of the urban environment is poor at local access points and particularly evident at local access and movement and gateway corridors
gateways, open spaces between residential areas and along a significant on the upper and lower Springfield Rd/West Circular Rd/Lanark Way,
proportion of the principal economic and movement corridor. and along the lower Falls Road/Divis Street, Broadway and Grosvenor
Road roundabouts where links with the city-centre are severed by the
The several nodes of interconnectivity with the Shankill sector are
Westlink. Development opportunities that recognise under-utilised land
characterised by shatterzones. Neutral uses and functions of spaces
along the lower Falls Road/Divis Street and the local movement and
between these two sectors range from derelict and physically
gateway corridors with the Shankill city-sector should be identified. These
separated spaces reinforced by highly visible peace walls and
would serve to enable a more visually connected and accessible city-
indefensible spaces.
sector with the city-centre and other parts north of the city.
Actions:
Re-assess the route of the W-Way
Pursue Integrated Economic Promotion Trip patterns do not appear to support the indicative route of the W-
A number of economic/enterprise development opportunities have Way in the emerging BMTP. Further investigation is required into the
been identified throughout this area. These include the Springvale/ designation of a route for rapid transit in the west of the city. This
Mackies, the former St. Patricks site on Monagh By-pass, Kennedy investigation should review the requirement for orbital movement in
Way and Glen Road Industrial Estates. In terms of promoting the west, particularly connecting key locations for economic
balanced economic development and investment throughout this development such as the North Foreshore, Crumlin Road, Springvale,
sector as well as increasing economic opportunities throughout the and the Royal Victoria Hospital .
city, consideration should not be limited to the promotion of these sites
individually but also to the promotion of these opportunities Open a Corridor to the Hills
collectively as one single development opportunity. The city needs to connect with its hills and an opportunity exists to open
an environmental corridor through the west sector connecting the centre
Enhance Physical Presentation city with the mountains. This corridor can serve to improve community
The physical appearance throughout the west city-sector requires access and movement across the sector and facilitate links with the
improvement in order to enhance the appearance and character of centre city and the network of public pathways and cycle paths that
this city-sector. Specific renewal projects should concentrate on; serve the city. ( See sample project 'Releasing Environmental Assets',
gateways to the city: (Upper Glen Rd, Stewartstown Rd, Upper page 72).
Springfield Rd), concentrations of mixed activity along the primary
economic and movement corridor: (Falls Rd/Springfield Rd, Falls Rd/
Whiterock Rd, Falls Rd/ Kennedy Way Industrial Estate, and the
Whiterock Rd/Springfield Rd), and substantial sections of the
Andersonstown Rd between Suffolk and Kennedy Way. Attention
should also be given to the appearance and streetscape (from
principal roads) of the Falls, Turf Lodge, Andersonstown, Ladybrook,
Suffolk and Ballymurphy residential areas, as well as the movement
corridors between these areas.
83
Colin Buchanan and Partners Belfast Masterplan
Substantial public and private sector investment is evident in the physical of the lower Ormeau Road. The Sandy Row and Donegall Pass are also
environment with the redevelopment of the Gasworks, development of important in connecting with the city centre.
Laganside and the banks of the River Lagan. However, it may be
considered that the economic, social and physical composition of this Develop University / Hospital employment opportunities
sector is unbalanced.
Maximise economic potential of surplus land holdings
Actions: associated with Healthcare Trusts.
Create Sustainable Balanced Residential Communities
Identify specific land use and riverside opportunities that may provide
social, economic and recreational development opportunities
throughout the sector. Such opportunities would benefit local
residential neighbourhoods' enable/enhance community development,
support the requirements of the major economic drivers (the
university, city hospital and associated research activities), and
contribute to the physical character and appearance of the sector.
85
Colin Buchanan and Partners Belfast Masterplan
This sector is well served by the local road network, which includes a
number of arterial routes to the city centre. The Newtownards Road,
which is the principal access to the city centre can be considered as
the central movement corridor traversing from the city centre to
Dundonald with most other primary movement corridors radiating off
Strategic Road Network this route. The outer-ring and M3 cross-harbour link enhance
Movement Corridors
Strategic Rail Routes accessibility with the other city-sectors.
City-Centre Gateway
adjacent land outside the city and east sector boundaries). Stormont
remains a major focus of public sector employment while traditional
retail activities are still very active along the Cregagh Road arterial
East Sector Map
route.
86
Colin Buchanan and Partners Belfast Masterplan
city. Poor urban form is also exacerbated by sectarian divisions Implement a Connswater Amenity Corridor Project
between different residential areas within the sector.
The development of a 'Connswater Amenity Corridor' would provide a
Actions: linear functional and recreational link through the sector from the
Castlereagh Road to Victoria Park. This corridor would negotiate through
Remove Barriers to Better Connections to the Centre City the Beersbridge and Newtownards Road along the embankments of the
River Connswater and inter-connect with existing community facilities
The significance of the lower Newtownards Road as an important visual
and nodes of community activitiy. This includes Elmgrove School,
and functional gateway from the east to the city-centre must be
Avoneil Leisure Centre, Connswater shopping centre, Holywood
recognised and enhanced in order to improve accessibility and
Arches, and Victoria Park. (See sample project 'Releasing
overcome perceptions of physical and social separation between the
Environmental Assets' )
inner east and the centre-city. Specific attention in terms of new
development, the public realm and assessment of current
Support the Holywood Arches Redevelopment Project
infrastructure, provision should focus on the assembly of a
comprehensive development opportunity on land at the intersection of The renewal project for the Holywood Arches offers an opportunity to
the lower Newtownards Road, Sydenham Pass, Sirocco Complex and increase the level of provision of locally focused services to the
River Lagan. (See sample project ' Energised Core' ). communities in this sector. The project should be viewed as a
positive initiative and designed to integrate with the Connswater
Initiate strategic Development Opportunities Amenity Corridor Project above.
The Sirocco, Tennents Textiles and Short Strand Translink bus depot
are three sites of considerable development opportunity at the
boundary of the east city-sector and the centre-city. The Sirocco and
Tennents Textile sites are strategically located adjoining Laganside
and could accommodate mixed-use riverside developments
(employment, research, residential, commercial and community) that
contribute to the physical and visual renewal of the riverside and the
inner-east city sector and offer greater interconnection with the city-
centre. The Translink depot adjacent to the Sirocco site is an ideal
location for additional new residential development adjoining the Short
Strand residential neighbourhood and its relocation would help to
ease a housing and community issue in that area.
87
Colin Buchanan and Partners Belfast Masterplan
investment, new housing, transport and education, to derive maximum A needs based approach - individual area plans with
benefit to regeneration should be established.
medium term objectives, set within the city-wide context
The Single Development Agency and empowered by individual communities to meet the
The single development agency for Belfast should probably be an complex needs of development on the ground, backed up
Realising Regeneration Opportunities organisation which is separately incorporated, has a structured, by commitments to finance, human resources, targets and
strategic and accountable relationship with both Belfast City Council
Realising opportunities for economic, social, physical and environmental monitoring;
and the Department for Social Development and which incorporates
regeneration in each sector, within the city wide context and linking the
the current functions of Belfast City Council's four arms-length A one-stop participation process to give local people the
sectors effectively to the centre city requires top down and bottom up organisations and those which are currently carried out by the
integration at all levels. This means positive linkage between regional, Laganside Corporation. It could also provide for BCC and DSD opportunity to establish priorities for local development and
city and local initiatives including the existing Partnership Boards, BCC services on an agency basis, which are currently carried out in-house monitoring of service provision;
and BRO. Without it, inefficient and ineffective competition will occur, by those two organisations. The single development agency for
only serving to shift economic activity from one local area to another. A Active and purposeful community involvement.
Belfast could also help to build a stronger and continuing relationship
corporate approach which bridges inter-departmental rivalries and an
between Belfast City Council and the private, community and
organisational culture that values partnership and community participation, In the meantime, there are actions which Belfast City Council can take
voluntary sectors in the City. The established body should be based
working with regional forums and assemblies and linking local within its own areas of responsibility to reduce the duplication and
on the following principles:
government, business, the Partnership Boards and the voluntary sector confusion arising from the current plethora of organisations with a
is required. development role in the city. In particular it can:
Active involvement of Health Trusts, Employment
Birmingham City Pride continues a history of regeneration partnership Services; Benefits Agency and the Police; Avoid establishing any further new organisations, and
between the Council and the Chamber of Commerce, with a senior
business person chairing the Board and a Management Group which A concerted effort to involve business through the Promote integration of work and merging of the existing
meets monthly as an executive. It consists of representatives of five Chamber of Commerce; four arms length organisations which report to Belfast
core partner organisations: Council, Chamber of Commerce,
Voluntary Services Council and Birmingham 2000, which fosters A clear corporate approach in the Belfast City Council, to City Council.
economic development. In Manchester, the Council established an
promote local democracy and neighbourhood initiatives In its Local Economic Development Strategy 2002 - 2006 Belfast City
Urban and Social Strategy Sub-Committee for fast tracking decision
Council announced that it had acquired a license to establish a World
making for regeneration initiatives, which ensures co-ordination and within a council decentralisation programme;
Trade Centre in Belfast. Co-location of the 4 arms-length
extends ownership of projects to service committees.
Strong, competent leadership by the chair of the organisations in the World Trade Centre would provide a valuable
These arrangements are supported within the Chief Executive's
start to this process, leading to the progressive merging of the
department and the Deputy and Assistant Chief Executives chair, Partnership Boards, working closely with the Director of organisations and the resulting merged organisations could form the
manage and co-ordinate all regeneration initiatives. The city-wide
the Council and BRO. This would include strengthening nucleus of the single development agency for Belfast when its wider
regeneration strategy in Glasgow, which was devised by Glasgow
the ability of the Partnership Boards to participate in form and structure has been determined.
Regeneration Alliance, is supported by the Unitary Plan and other
initiatives include Glasgow Works to help the long-term unemployed strategy development and long-term community
into the labour market and the Regeneration Fund to loan money to
governance, rather than paid professionals representing
small businesses in poor neighbourhoods.
institutional stakeholders;
Based on a number of case studies in Birmingham, Manchester and
Glasgow a regional framework to support city and neighbourhood Long-term perspective and a common vision on which to
regeneration, linking key policies such as the location of inward build consensus and guide policy over a 10-25
year horizon;
88
Colin Buchanan and Partners Belfast Masterplan
Where?
Lagan riverside;
Colin Glen.
How?
89
Colin Buchanan and Partners Belfast Masterplan
River-to-Hills
The development of a Green Chain Link from the River Lagan is the heart of the city centre
To the hills in the West. This will serve to provide(pedestrian and cycle) access to a series of
Environmental assets and provide a new green space resource from communities surrounding
Corridor (see also ‘regenerated Neighbourhoods’). The Green Chain Link will include existing
Green spaces that are made publicly accessible; new linear parks; and boulevard planting along
Existing roads.
River-to Hills Green Chain Link
Development of disused quaries Viewing platform in the hills Creating linkages within constrained
into a major visitor attraction (The overlooking the city (Barcelona) sites (Edinburgh)
Eden Project, Cornwall)
90
Colin Buchanan and Partners Belfast Masterplan
The Concept -
Improved access to
and landscaping of
the riverfront
Improved access to the water surface would facilitate a range of new activities in the river corridor
Connswater
The Connswater is a potential attractive resource which could be the
focal point for new and existing communities in the river corridor. The
introduction of a weir will serve to facilitate impoundment and control
water level. The in turn would facilitate easy access to the river and
the introduction of a range of activities and interventions in the
corridor.
The Connswater Shopping Centre could greatly benefit from a waterfront setting (Bristol, Freiburg)
91
Colin Buchanan and Partners Belfast Masterplan
The Lagan is identified as a key element of the city and would benefit
from such an approach.
A pocket park on the waterfront Shops and cafes on the waterfront Access to the water surface (Malmo and
(Copenhagen) (Freemantle, Australia) Stockholm)
92
Colin Buchanan and Partners Belfast Masterplan
How a visitor to Belfast perceives the city can materially affect its
economy. Fist impressions are likely to affect key decisions:
In 2008 Belfast will host the Cutty Sark Tail Ship race, this is likely to
attract hundreds of thousands to the city, it is therefore essential that
by this time a number of key improvements are made.
Where?
93
Colin Buchanan and Partners Belfast Masterplan
City Airport and surrounds; Public realm improvements around, and cleaning of major
landmark buildings;
Shoreline of Belfast Lough (in particular adjacent ferry
terminals); Introduction of eye-catching and memorable buildings and
civil structures;
Key orientation points and landmark sites, in particular
Donegall Square. Redevelopment of derelict sites and eyesores.
What?
A wide variety of projects should be considered, subject to the Translink Depot, Short Strand
constraints and opportunities of each site. Projects may include:
94
Colin Buchanan and Partners Belfast Masterplan
Central Station
Central Station is an important arrival point, yet the quality of the
environment is very poor. Passengers who would like to continue their
journey by bus or on foot, are deposited on a narrow pavement on a
busy road.
This sample project illustrates how the derelict site to the west of the
station could be developed as a 'station square' and transport
interchange, with good pedestrian links to the city centre.
Recreational zone in the Lighting / art project to Walking distances New entrance and
sun riverfront and new activities on western
activities introduced facade
Creating a welcoming station environment with improved
interchange facilities and pedestrian link to the city centre and
Sirocco site.
Utilising one of the arches as a route to the city centre and An attractive Station Square to New activities attached to ‘dead’ Residential development ‘wrapped’ around
introducing shops and cafes under the arches (Paris) welcome visitors to the city frontages (Paris) existing parking garage (before and after,
(Barcelona) Stockholm)
95
Colin Buchanan and Partners Belfast Masterplan
Buildings and structures at key arrival points act as the city's 'business
card'. The quality of new development in those areas should be carefully
considered and the potential of existing structures to act as gateway
features reviewed and enhanced.
96
Colin Buchanan and Partners Belfast Masterplan
97
Colin Buchanan and Partners Belfast Masterplan
Introduction of high quality commercial development in the river / Westlink corridor and ‘living above the shops’ on the edges of
the existing neighbourhoods
Sections and sketch of indicative scheme
98
Colin Buchanan and Partners Belfast Masterplan
Footnotes
1
Brownfield sites include surface car parks and large under-utilised
tracts of land.
2
Magnetically guided passenger pods on a multi destination rapid
transit system
99
Colin Buchanan and Partners Belfast Masterplan
2. Spatial Priorities
3. Organisational Priorities
100
Colin Buchanan and Partners Belfast Masterplan
Chapter 7
Programme for Action
101
Colin Buchanan and Partners Belfast Masterplan
Introduction
This programme outlines the action required to deliver the
development framework/masterplan as set out in the preceding
chapters. We have identified three levels on which to summarise the
action points.
102
Colin Buchanan and Partners Belfast Masterplan
103
Colin Buchanan and Partners Belfast Masterplan
Priorities for Change: Consider opportunities to further develop public/private agencies and other components of the social
5 Core Strategic Objectives partnerships similar to the concept of Business economy to identify ways of meeting the needs
Improvement Districts (BIDS) approach to city-centre of local businesses;
Grow the City development
- ensure planning policies that emerge from the
Reverse the spiral of decline:
Develop the New Industries BMAP and other processes provide sufficient
Increase the city’s population from 277,000 in 2001 to priority for local and smaller businesses;
Encourage new Knowledge Based Industries - creative
400,000 in 2025
industry ‘hubs’ across the city - lobby BRO and INI to ensure sufficient land is
(Average rate of growth of less than 1.8% per annum over
developed for local businesses;
the period 2004-2025) Commission a comprehensive strategy for the Knowledge
based Industries to integrate business, urban planning and - ensure that smaller businesses are catered for
Monitor the rate of growth as a primary indicator of urban
academic policies. These industries should be promoted and are affordable on sites developed by BCC.
health of the city
within the ‘centre-city’ corridor Commission a study of these issues combined with an
examination of the City Centre area examining alternative
Promote a sustainable, balanced, compact, and dense Develop Land for Employment
uses for the surplus of office space. The study should
development model
Create new employment zones around the city-centre and include an assessment of the property needs of knowledge
(Higher densities of living and working in the city, residential use within middle-city to accommodate manufacturing and other based businesses in the City.
Titanic Quarter, use of strategic city-centre brownfield and derelict/ traditional industries
semi-derelict sites) Simplify City Governance
Assemble employment land around the City-Centre to
Promote the creation of a Single Development Agency for
Develop the City Centre maximise physical regeneration opportunities along arterial
Belfast by 2006/2007 for the City region.
Raise awareness and promote the Belfast city-centre as a routes and within disadvantaged communities
Enhance the wider retail offering of the City and to improve - review landholding and assess suitability for
non BCC business activities;
its tourism, leisure and cultural attractions
- encourage land assembly for business use
Diversify the economic and social mix of the city centre
through the conversion of surplus office accommodation to through BCC powers;
residential or mixed-use developments - work with the private sector, local enterprise
104
Colin Buchanan and Partners Belfast Masterplan
2. Spatial Priorities
105
Colin Buchanan and Partners Belfast Masterplan
Spatial Priorities
The seven quarters
Energised Core
106
Colin Buchanan and Partners Belfast Masterplan
Quarter 1 – Retail Core - Establishment of urban structure and form Quarter 4 - Urban Waterfront
more sympathetic to the original pattern of
- Extension to existing pedestrian priority zone - Creation of world class Waterfront;
with introduction of new street surfaces and streets;
- Development of the Public Realm 5
furnishing; - Realignment of the Dunbar Link between
associated scheme;
Nelson Street and Corporation Street which
- Integration of public transport to avoid
- Consideration of seasonal /temporary uses
will also release development land and improve
compromising the pedestrian environment;
to increase public activity and provide
pedestrian connectivity between the Quarter
- Promotion of car parks located on the edge additional destinations and/or attractions;
and the Old Harbour (Quarter 3);
of the retail core area with high quality
- Dramatic reduction/rationalisation of road
- The Cathedral will form the heart
pedestrian links to the shopping streets;
infrastructure on the East Bank;
of the new quarter with a new
- New developments should aim to increase
square created around the building. - Inclusion of landmark public waterfront
the connectivity and permeability of the area;
building for development of the Sirocco site;
- Careful consideration of the introduction of Quarter 3 - Historic Port
- Integrated new residential, office and leisure
new developments to ensure an interesting
- Consideration of tourism related ‘discovery developments on the Maysfield site;
and varied streetscape;
trials’ between these significant historic sites;
- New riverside developments shall provide
- Removal of buses from Donegall Square
- Introduction of a series of night-time pedestrian routes linking with the Retail and
and the development of a ‘world class
activities on route between Cathedral Titanic Quarter and East Belfast.
square’;
Quarter and Odyssey arena; Quarter 5 - Northern Gateway
- A pedestrianised High Street and the Victoria
- New development should be introduced in - Development of the area north of Cathedral
Square development will provide a link
a traditional block structure along the Quarter as a prime office and residential
between retail area and the Waterfront;
Waterfront; quarter;
- Bridge Street and north Castlecourt will form
- Consider uses for spaces below motorway - High quality architecture and a consolidated
an important link to Cathedral Quarter.
viaducts; urban form to present an attractive gateway
- Area in front of Harbour Office should be into the city centre. To include safe and well
Quarter 2- Cathedral Quarter
developed as a public square linking with overlooked street frontage at ground floor
- Promotion of vibrant night-time economy level;
Cathedral Quarter;
with high proportion of cafes and restaurants
- Consideration of new suspended pedestrian - Revisions to the alignment, width, pedestrian
and workspace to facilitate creative
foot-way from the M3 across the river to crossing facilities, urban form and quality of
industries;
Odyssey Arena. the Dunbar Link shall serve to ‘knit’ and
107
Colin Buchanan and Partners Belfast Masterplan
- Transformation of Shaftesbury Square/ Carrick Hill, Fredrick Street and Cromac Street;
reconnect this area with the urban structure
Bradbury Place to a focal point of pedestrian
of the city. - Remove traffic from ‘Cathedral Quarter’ and
and people activity with the Golden Mile.
‘Press Quarter’;
Quarter 6 – Titanic Quarter
Preliminary Transport Strategy Within The Energised Core
Additional road engineering improvements to the City-Centre road
- Provision of high quality, high density, network, subject to network capacity tests.
- Limitation on use of private car within the
affordable housing and associated services
Centre-City, and infrastructure that gives priority Dunbar Link and Surrounds
on surplus land within the traditional harbour
to use of private car;
in a neutral location close to the city centre; - Redevelopment of the Dunbar Link and
- Consideration of implementation of ULTRA or Surrounds would result in a positive effect on
- Provision of visitor attractions around the
similar point-to-point public transportation the promotion and redevelopment of the
Titanic slip-way;
system connecting major activity nodes within Cathedral Quarter, Historic Harbour and
- Integral part of development will include a the Centre-City Northern Gateway.
public walkway along the River Lagan and Traffic Circulation within the Energised Core Maysfield/Albert Bridge and Sirocco
the docks;
- Address the current imbalance of dominance of - Redevelopment of the Maysfield/Albert Bridge
- A Landmark/gateway feature should be
private car in the City-Centre; and Sirocco area would serve to strengthen/
introduced on the northern extremity of East
establish the south-eastern section of the Urban
- Channel City-Centre through traffic, providing
Twin Island that will contribute to the
Waterfront. Recommend the use of high-
relief to traffic sensitive streets;
‘presentation’ of the city;
density, mixed-use developments with strong
- Significantly reduce severance between City- urban form.
- Enhanced transportation links with the city-
Centre and Waterfront;
centre through use of ULTRA or similar Shaftesbury Square
transportation model; - Permit pedestrianisation of Donegall Place,
- Currently considered a ‘barrier’ between the
Donegall Sq. North and Chichester Street;
- Development of a boulevard to provide a northern and southern sections of the Golden
strong physical relationship between Titanic - Allow traffic calming on Donegall Square, Mile, the City-Centre and the University.
Quarter and the rest of the city core. Wellington Place, Linenhall Street, Castle Recommend transformation from busy traffic
Quarter 7 – Golden Mile Street/Castle Place/High Street; junction to focus on public life and gateway to
- Improve pedestrian linkage to and through the City-Centre through the use of traffic
- Reinforce the Golden Mile as Belfast’s
Shaftesbury Square; engineering and urban design.
leisure and night-life strip linking the city
centre with the University area with use of - Improve pedestrian/cycle crossing facilities to
public art, lighting, hard and soft minimise severance by the main traffic route
landscaping; (Great Victoria St, College Square [east],
108
Colin Buchanan and Partners Belfast Masterplan
Connected Middle City Neighbourhood Renewal - Re-assess the route of the W-Way;
Two broad types of projects identified: Implementation of a co-ordinated and targeted community - Open a corridor to the Hills.
- Transportation projects focusing on approach to neighbourhood renewal within the five South city-sector
improvement of public transport network in identified city sectors examining opportunities for
- Create balanced residential communities;
areas where travel pattern analysis indicates economic, social, physical and environmental
demand; regeneration. Neighbourhood renewal/regeneration plans - Identify neighbourhood development
should include a series of prioritised strategic actions in opportunities;
- Environmental improvement projects focusing
order to address multiple disadvantage and social - Improve connections with the City-Centre;
on the creation of an attractive, easy and
exclusion.
welcoming journey experience from residential - Develop University/Hospital area for further
North city-sector
neighbourhood to arrival in the Energised Core. employment opportunities;
East Bank/Bridge-end - Re-establish physical and visual connection
- Maximise economic potential of surplus land
with the city centre;
- Restructure the highway network and release holdings associated with Health Care Trusts.
Westlink/Divis Street - Overcome barriers to employment - Re-assess the E-way transit corridor;
opportunities;
- Implement a Connswater Amenity Corridor
- Development of adjacent lands, consolidation of - Create new economic and social development project;
the urban form, and introduction of art project opportunities;
- Support the Holywood Arches redevelopment
along the Westlink in order to overcome the
- Uplift urban quality and mend linkages. project.
physical barrier and separation caused by the
Westlink road infrastructure between the West city-sector
Centre-City and the West City Sector. - Pursue integrated economic promotion;
109
Colin Buchanan and Partners Belfast Masterplan
the natural habitat and visual attraction, and enhance the - Key orientation points and landmark sites (in
interaction between urban development and the natural particular Donegall Square).
asset. Specific projects include:
- Lagan riverside;
110
Colin Buchanan and Partners Belfast Masterplan
3. Organisational Priorities
111
Colin Buchanan and Partners Belfast Masterplan
112
Colin Buchanan and Partners Belfast Masterplan
113
Colin Buchanan and Partners Belfast Masterplan
9. Achieve Consensus and Build Capacity Implementation Programme 7. Review Regeneration Spending
Output Expected: (BCC/BRO Complete by June 2004)
The schedule below is indicative of the chronological order of the
Enhanced and comprehensive knowledge of key strategic issues principal recommendations of the Masterplan. However whilst all
affecting Belfast City with practical experience of best practice steps are considered essential, they are not necessarily sequential 8. Establish a Single Development Agency
solutions and measures from other countries. and pending agreement some steps can be advanced in line with
(BCC/DSD/DRD/DOE Complete by June 2005)
others.
Timescale:
9. Formulate Project Implementation
June 2004 with continuous development 1. Achieve Consensus & Build Capacity
Programme
(City Conference April 2004)
Key Themes: (Key Centre and Middle City projects complete by the hosting of the
Cutty Sarks Tall Ships Race 2008)
A summit or conference to which all key stakeholders will be invited to 2. Review and Influence Strategies
take ownership through a participative process. This will begin a
(BMAP, BMTP and BRO Regeneration Strategies Spring 2004)
process, which will lead to agreement on a shared vision of the city's
future over the next 20 years. Themes to be explored should include
Belfast's economic positioning and competitive profile; the City's 3. Establishment of Regeneration Loan Fund
economic relationship within its region; drivers of economic change;
(BLSP/EU/BCC/BRO/INI/DETI January 2005)
the city's capacity to grow and repopulate and streamlined governance
and delivery.
4. Promote Quality of Life Agenda Through
Lead Agency: Belfast City Council. Raising Standards Of Service Provision
A study tour to examine urban renaissance best practice leading to (BCC/BCCM/PSNI June 2004)
successful delivery within the UK and abroad.
5. Align BCC Economic Development Policies
Lead Agencies: Belfast City Council and DSD.
(BCC In-house June 2004)
114
Colin Buchanan and Partners Belfast Masterplan
Alternatively the option exists for Laganside to co-exist until its full term
is completed and its functions and area are subsumed into the single
umbrella agency.
115
Colin Buchanan and Partners Belfast Masterplan
116
Colin Buchanan and Partners Belfast Masterplan
Appendix 1
Review of Strategic Documents
117
Colin Buchanan and Partners Belfast Masterplan
BUAP and the emerging Belfast Metropolitan There is significant demand for a cross city public transport route
Area Plan linking North Belfast and South Belfast and other cross routes (there
is very little existing cross route public transport demand due to
Acknowledge the centre city as a land use concept at the core of the services terminating in the city centre).
BMAP area. Develop a strong and focused phasing and
implementation strategy for the consolidation of the centre city zone, There appears to be considerable demand for an orbital public
building on the development of the zone in identifiable quarters, transport route linking South Belfast - South West Belfast - North
strengthening the retail core, directing the office market, targeting Belfast - East Belfast.
renewal areas and investment opportunities, assisting new business
development, activating the waterfront and targeting infrastructure Need for Inner Relief Road:
Review of Strategic Documents
investment.
With four bridges already crossing the river north of the central railway
A number of national, regional and local strategic documents
Adopt a mixed and integrated land use policy approach to the centre station, the case for a fifth, proposed as part of the Inner Ring Road,
influence the path of Belfast city and impact on its current and future
city zone - car free development areas, better quality urban space, must be questioned. This particularly the case when BMTP forecasts
economic positioning within the wider region. These documents must
higher densities, integrated community, health and education facilities show that the existing crossings will still operate within capacity by the
recognise Belfast as a Capital City and prime economic driver.
Revitalise and prioritise the heart of the centre city as a 'pedestrian year 2020.
Successful long-term implementation of the masterplan can only be
achieved if Belfast's prime importance is recognised from the retail area' and the core location in the region for prime retail and
office space. Titanic Quarter:
top down.
Recognise the defined centre city (and supporting retail core) as the Preliminary analysis suggests that the Titanic Quarter will generate
Framework for Action - European Union prime investment location in Northern Ireland. considerable travel demand. In the absence of attractive alternatives
4,000 additional car trips could travel to and from the site during the
This guidance aims to reinforce sustainable urban development by Belfast Metropolitan Transport Plan AM peak hour. A suitable public transport alternative must be
strengthening economic prosperity and employment in towns and provided.
cities, promoting equality and social inclusion, protecting and Performance of BMTP :
improving the urban environment and contributing to good urban Centre City Travel Demand:
governance and local empowerment. A 3% to 4% reduction in private car based trips compared to the do-
minimum seems a modest goal and a minimal benefit from such a With the development of the Titanic Quarter it is estimated that the
considerable investment in infrastructure. Compared to other number of car trips existing with both the origin and destination in the
Regional Development Strategy "Centre City" would exceed 2,600 during the AM peak if no attractive
Edinburgh for example the target is to reduce traffic levels by 30% by
Influence the 2005/6 RDS review by asserting the pre-eminence of the year 2010. alternative were provided. This is equal to twice the number of on-
Belfast as the Capital City and prime regional economic driver. street car parking spaces in Belfast City Centre.
Rapid transit:
Acknowledgement of the decline of the city and its impact on regional The expansion of the city centre towards the Titanic Quarter and the
economic performance. Need to prioritise the growth of the city to Our preliminary demand analysis suggests that the proposed rapid University ("Centre City") reinforces the case for a new flexible
reverse this decline Assert the pre-eminence of Belfast's Centre City transit routes require further scrutiny. Existing travel demand would distribution system. A preliminary feasibility study to establish the
zone as the first location for strategic investment including retail and appear to support EWAY (east) and Super Route (south) but not potential for an "Ultra" type system should be progressed. A review of
office development. WWAY (west). While there is a considerable demand for travel city centre parking should be undertaken and measures identified by
between North Belfast and the City Centre no rapid transit route is the BMTP should be progressed.
proposed on this corridor.
The Rail Network:
Buses & P&R :
Access to Central Station must be improved if it is to remain the main
Further analysis must be undertaken to review potential of proposed gateway for tourists and the business community for those arriving in
and alternative P&R sites based on analysis of trip patterns. Belfast by public transport. The potential for providing passenger
access at track level should be investigated including the potential of
118
Colin Buchanan and Partners Belfast Masterplan
passenger, and possibly vehicular access, under the arches of East Urban Regeneration in Northern Ireland: A
Bridge Street. Strategy for Neighbourhood Renewal 2003
A new station at Gamble Street would complement the proposals to Understand Belfast's unique history and religious dimension.
open up the Cathedral Quarter, while a new station at the City Airport Achieve a better co-ordinated and targeted community approach
would clearly improve access to the city centre. Meaningfully engage communities at all levels of the regeneration
process.
Consideration should be given to reviewing service frequencies, in
particular to increasing the frequency between Belfast and Dublin to Ensure that regeneration of the centre city is linked to the city sectors
twice hourly. in the middle city, through employment provision and physical
enhancement.
Conversion to light rail and the potential of new rail technology:
Link regeneration strategies with BMAP and other key policies such the city Stipulate that the BMAP area must accommodate a brownfield
Consideration should be given to converting the suburban routes
as the location of inward investment, new housing, transport and target of 90-100%.
(Larne, Bangor and Portadown) to light rail at the end of the life of the
education, to derive maximum benefit to regeneration.
existing rolling stock. Consider mechanisms that need to be put in place to ensure that
Clarify and strengthen roles of the Five Partnership Boards and the urban regeneration is not prevented or delayed as a result of site
The potential for new rail technology :
Belfast Local Strategy Partnership in the regeneration delivery assembly problems.
New developments in relation to the conversion and automation of process.
whole networks to operation by shuttles able to operate on existing PPS5 Review: Retailing and Town Centres
tracks and provide fast non-stop travel between off-line stations may Establish a body to co-ordinate the effective and timely delivery of
be applicable to Belfast given the extent of the disused railway regeneration initiatives and site assembly. Ensure that Belfast's retail core remains the primary focus for
network. economic and social vitality in the region.
BRO City Centre Regeneration Strategy (DSD Recognise that the health of the city directly reflects on the prosperity
Reclaiming roadspace from the car and reducing the severance
through Grimley GVA) of the region.
of major roads:
It is vital that there is alignment between the strategy and the Promote Belfast as the primary retail location in the region.
There is considerable potential to reclaim roadspace from the private Masterplan.
car to provide priority for public transport, better conditions for
Ensure that policies are in line with UK policy.
pedestrians and cyclists, and an improved city centre environment. The proposed retail led approach must be placed within the context of
wider regeneration drivers. Integrate the need for retail vitality and area regeneration within the
The consultants support the proposals set out in the Belfast context of sustainable development, including integration of transport
Regeneration Office's Public Realm Strategy centre city.
PPS12 Review: Housing In Settlements and landuse.
The existing highway network just to the east of the River Lagan is Recognise a potential future population target of 400,000 people in Address the severe imbalance between the city centre and out of
confusing, over designed, and wasteful and requires rationalising. Belfast. centre shopping.
Organisation of Public Transport in NI: Acknowledge that Belfast is unique in that it has substantial Revise policy to address the over provision of retail warehousing.
Greater Belfast would be better served if public transport in the city brownfield land available within the centre city.
were the responsibility of a separate organisation responsible to the Recognise and acknowledge that successful regeneration and
City Council itself. renaissance of the city is dependent on development occurring within
119
Colin Buchanan and Partners Belfast Masterplan
120
Colin Buchanan and Partners Belfast Masterplan
Appendix 2
Transport Commentary
121
Colin Buchanan and Partners Belfast Masterplan
Similarly, of the 6,300 public transport trips (buses and black taxis) · There appears to be considerable demand for an orbital
Appendix two: Transport Commentary undertaken during the AM peak hour, the major trip patterns were
public transport route linking South Belfast – South West
found to be between:
The transportation issues associated with the masterplan are complex Belfast – North Belfast – East Belfast (again there is no
and inter-related. This commentary is designed to inform the debate · North Belfast and the City Centre (12% or 800 2-way trips) existing orbital public transport demand due to lack of
surrounding the movement issues, particularly in respect of public
· East Belfast and the City Centre (10% or 600 2-way trips) service)
transport, that lie outside the control of the City Council but which
influence heavily the development of the city. The commentary is Potential demand resulting from the development of the Titanic
designed to influence the preparation of the BMTP and BMAP, and to · South City Centre and East Belfast (10% or 600 2-way
Quarter
contribute to the next review of the City Council’s own Transport trips)
Policy. The themes addressed in the commentary have been A crude estimate of the number of new trips that may be generated by
incorporated where possible in the masterplans spatial plan as set out · South West Belfast and South West Belfast (i.e. or internal the Titanic Quarter during the AM peak hour has been made based on
in Chapter Six. to South West Belfast, 8% or 500 2-way trips) observed trip rates and initial estimates of the likely development
content. The existing level of public transport provision and therefore
Existing City Movement Analysis The above simple analysis of base 2001 travel patterns indicates the modal split is assumed. The figures suggest that a high quality of
following: public transport provision serving the Titanic Quarter will be essential
An assessment of the BMTP 2001 base year trip matrices was in order to prevent an additional 4,100 2 way car trips spilling onto the
undertaken based on the sector system adopted throughout this · There is demand for a quality public transport provision network during the AM peak hour.
report in order to assist in identifying the transport needs of Belfast
between South Belfast and the South City Centre (Super
City. Trip patterns are shown for private (vehicles) and public In order to make a preliminary estimate of the number of person trips
transport (person trips) in the figures on page 34, for trips both Route) and between East Belfast and the South City that may be attracted onto a suitable public transport, average
originating and terminating in Belfast City only. The public transport Centre (EWAY) occupancy and mode split assumptions were made. In the absence
trips include those made by black taxis. of average car occupancy data specific to Belfast an average figure of
· There is little demand for travel between West/South West 1.5 persons per vehicle was assumed. This figure was extracted from
Of the 30,000 car trips taking place within Belfast City during the AM data from other Irish Cities. Mode shares of 77% and 88% for
peak hour, the main o-d pairs were found to be between: Belfast and the City Centre, the public transport trips that
“Centre City” trips, and elsewhere respectively were extracted from
are currently made between South West Belfast and the the BMTP problem statement. Based on these assumptions it is
· South Belfast and South City Centre (13% or 3,900 2-way City Centre are made by black taxi. Based on 2001 travel estimated that over 7,000 2-way person trips will require
trips) transportation to/from the Titanic Quarter during the AM peak hour, of
patterns the numbers suggest that WWAY would be which 2,000 will take place entirely within the “Centre City”.
· East Belfast and East Belfast (i.e. internal to East Belfast, difficult to justify
12% or 3,700 2-way trips) · There is a reasonable demand for travel between North
· North Belfast and South West Belfast (8% or 2,200 2-way Belfast and the City Centre (no Rapid Transit Route is
trips) proposed on this corridor)
· North Belfast and South Belfast (7% or 2,100 2-way trips) · There is significant demand for a cross city public transport
route linking North Belfast and South Belfast and other
cross routes (there is very little existing cross route public
transport demand due to services terminating in the city
centre)
122
Colin Buchanan and Partners Belfast Masterplan
Average occupancy 1.5 1.5 1.5 1.5 1.5 1.5 Access to Central Station must be improved if it is to remain the main
gateway for tourists and the business community for those arriving in
Person trips by car 975 563 2,925 1,688 3,900 2,250 Belfast by public transport. The potential for providing passenger
access at track level should be investigated including the potential of
Car mode share 77% 77% 88% 88% 85% 85% passenger, and possibly vehicular access, under the arches of East
Bridge Street. This would then open up the waterfront and Chichester
Total person trips 1,266 731 3,324 1,918 4,590 2,648 Street as the main pedestrian route to the city centre.
123
Colin Buchanan and Partners Belfast Masterplan
The LRT/E-Way Proposals particular roads. A promising alternative, and one which could
additionally give the city centre a new image, is to look forward at the
every hour which is the least that would be expected by those The BMTP contains an interesting if somewhat speculative proposal new public transport technologies now becoming available. The most
travelling between the two major cities. A rough equivalent in terms of for four new radial LRT lines serving 4 corridors, although the existing promising of these is a system of the Ultra type, (see page 67),
population and distance apart is Edinburgh to Newcastle which has 2 travel patterns would indicate that some appear more feasible than offering point to point travel and capable of penetrating new and old
trains per hour. This could be achieved with the provision of two others. One of these, the EWAY has already been worked up in some developments and of having stations located within such
additional trains to operate alongside the existing three. detail although a comprehensive feasibility study has yet to be developments as well as on street. Ultra has already been proposed
undertaken. The system is proposed as either a guided busway or a
for Cardiff city centre but in many ways Belfast could be a better and
In the long term the potential for extending this service through Belfast tram and makes use of a disused railway formation. larger application. A promising and attractive feature of Ultra is that,
northwards to Derry, and southwards through Dublin to Cork or
The case for a busway, which brings back into service a disused unlike the increasingly fashionable trams, it appears to be capable of
Wexford should be investigated. It may however be the case that
transport reservation, seems sensible provided it could be made covering both its operating and capital costs from the fare box. Ultra
Derry would be too small to sustain such a service and a direct
accessible to passengers. It is accepted that new development in the is automated and offers point-to-point travel at a relatively modest
Connolly-Houston link would be required before a link could be made
corridor may imply that there is today far more demand than was the journey speed of 40 kilometres/h but without the delays of traffic,
to Cork. It is also worth considering whether the private sector may
case when the line was closed. signals or stops. Despite its relatively slow speed it is therefore
be better placed to provide a more attractive service on existing state
considerably faster than conventional public transport or the car
owned routes.
However, the value of a guidance system, which relieves the driver of operating in urban traffic conditions. Although Ultra has already
the need to steer but still requires him or her to sit at the wheel, gained its Railway Inspectorate approval, and although a test track is
Conversion to Light Rail and the Potential of seems dubious and even gimmicky. It perhaps reflects a time when, now operational, there is as yet no fully working system in service. It
New Rail Technology elsewhere in the UK, bus operators were desperate to make the case may also prove to be the case that new systems will rapidly be
for bus priority as an alternative to large public investments in new developed along the lines of Ultra and so at this point the concept is
The BMTP contains an interesting but undeveloped proposal for joint
trams. Such a proposal also seems to be too much a railway on perhaps of more importance than the Ultra system in particular. The
operation by heavy and light rail on the three main rail corridors and
rubber tyres. One strength of a busway compared to a railway is the system is nevertheless referred to as Ultra in the descriptions of the
such joint operations are now being achieved elsewhere in the UK.
potential for services to join or leave the busway and divert to serve base and extended networks which are discussed on page 67.
However the proposal is not developed. Consideration should be
given to converting the suburban routes (Larne, Bangor and other areas.
A preliminary analysis of the city centre trip patterns was undertaken
Portadown) to light rail at the end of the life of the existing rolling based on year 2001 trip patterns provided by the BMTP team.
stock. Ultra Forecasts were also made regarding the likely trip patterns generated
Belfast’s Centre City is just a little too large to walk everywhere but by the proposed Titanic Quarter. Preliminary findings indicate that
The Potential for New Rail Technology not quite large enough to make buses a reasonable form of transport. sufficient travel demand may be generated to support the Ultra
Many of the key transport nodes such as the city airport, the main networks shown on page 67. The network aims to connect all of the
With the second industrial revolution now affecting almost every walk
station, the two bus stations and the new and existing black taxi major activity nodes within the centre city, with the first phase linking
of life and many forms of transport, major decisions on rail and further
terminals and many of the city centre car parks are also on the edge the existing city core to:
major investments in nineteenth century technology should perhaps
be deferred until the potential for automation is better understood. Of of the centre leaving long walks to key destinations. The expansion of
the city centre towards on the one hand the new Titanic Quarter, and · The Titanic Quarter and Belfast City Airport east of the
particular interest are the new developments in Germany concerned
not with high-speed trains but rather with the conversion and on the other hand, towards the University also reinforce the case for a River Lagan
automation of whole networks to operation by shuttles able to operate new distribution system able to link all the nodes of entry to the key
on existing tracks and provide fast non-stop travel between off-line destinations. · Queens University and Belfast City Hospital in the south of
stations. If they can achieve what they promise such technical Belfast
It is possible that the bus network could be adjusted to perform this
developments could breathe new life into both the existing rail
function more efficiently than it does today but this is likely to require
network and the network of abandoned lines. · Belfast Institute of Further Education
higher frequencies, the cross connection of services through the
centre rather than to it, and the concentration of the network on to
124
Colin Buchanan and Partners Belfast Masterplan
· The Cathedral Quarter and Clarendon Dock in the north of network has contributed significant profits, but it seems that Ulsterbus
has always been more actively (and perhaps better) managed than
the city centre Citybus. The latter still supports many of the more inefficient practices
The base network also encompasses all existing and proposed public well-known in the British bus industry before privatisation.
transport nodes including:
Having said this, it must be pointed out that overall support for public
transport (as quoted by Translink’s MD) is low in NI as compared with An aged fleet:
· Existing Central and Great Victoria Street Rail Stations
Britain - £16.75 per head per annum compared with £47.90 in GB.
Spending per passenger-mile is also lower. This would need to be There are far too many older buses (up to 20 years at least, in all-day
· Proposed Gamble Street Rail Station
investigated to see what it really means - it may simply be a reflection service), and these older buses are in a different livery to the newer
· Great Victoria Street and Laganside Bus Stations of the much smaller rail network in NI, even in comparison with ones. It appears that the fleet replacement programme may have
population. been sacrificed in the interests of rail spending.
· Black Taxi stands at Castle Street, Peters Hill and the High
In the interests of transport policy it would be better to spend more on A lack of bus priority compared with Dublin or Edinburgh:
Street public transport to procure better services. However, there seems to
be no-one fighting for this - the prime measure of Translink’s success There is some bus priority, but it tends to be, mainly non-restraining
It is suggested that further expansion of the system should be bus lanes on inbound corridors. They are however absent where they
considered in order to provide access to Laganside in the east and is seen as being a low subsidy requirement, rather than good services
which attract choice users. are really needed, for example on Great Victoria Street northbound
the “Press Quarter” and the north city centre. and other approaches to the central core. On the Ormeau Road
Rising Fares and Declining Patronage: corridor, the first and only real attempt at a Quality Bus Corridor, there
The practicalities of introducing such a system would clearly need to
is no outbound priority whatsoever. Most bus lanes stop too soon
be the subject of a detailed feasibility assessment and would require
In the early 1990s patronage was apparently increasing; although this while many start too late, there is also no signal pre-emption for
careful design in order to minimise the impact on other users and on
was probably on Ulsterbus rather than on Citybus, which later buses. Having said all this, observance by motorists of bus lanes
the built environment of the city. It may be appropriate for example to
suffered from the declining Belfast population. On the other hand, seems good. The is perhaps because they know they will not suffer
have the entire system, including stations, elevated in the city centre
Ulsterbus’s initiatives on Goldliner and minibus networks served to noticeably by doing so due to lack of enforcement.
to minimise severance and visual intrusion to pedestrians.
improve patronage. Since Translink, however, it appears that pressure
on Ulsterbus to withdraw marginal services has resulted in a fall in The city centre being used as one large bus station little cross-town
QBCs and the Bus Network patronage. operation (nearly as bad as Dublin but in contrast to Edinburgh):
The ownership and regulation of the bus operations of Translink are Some inappropriate frequencies: On the face of it (i.e. from timetables and bus maps), it appears
currently the subject of a review being conducted by consultants on worse than Dublin, where there are some cross-town services while
behalf of the DRD. The outcome may serve to address some of the Frequencies are generally poor for a major city, and while combined there are none advertised at all in Belfast. The reality is however
more obvious hallmarks of a large and centralised nationalised bus frequencies are better on some common corridors scheduled different, there is unofficial cross-city operation, perhaps amounting to
operation including: headways tend to be irregular. Evening frequencies are a particular at least 33%, and possibly 50%, of Citybus’s all-day operations. What
problem, for example a headway of 45 minutes in the later evening on happens is as in the following example.
Poor Financial Performance: the Malone Road compared with four buses each hour (a 20-min
service plus an hourly one) during the off-peak. Even worse are Route 71 (Malone, south Belfast) cross-works with 73 (Springmartin,
It seems that Route and Sector Costing is a discipline practised less
Sunday services, when the whole Citybus network of over 60 routes West Belfast). Inbound buses on route 71 show on their headsign “73
now than in pre-Translink days - perhaps out of nervousness of
is replaced by just nine loops operating every two hours each way. Springmartin”, while inbound buses on 73 show “71 Malone”. What
possible findings of massive cross-subsidy from bus to rail1. But
Such services can only be seen as subsistence-level for captive users this means is that -
surprisingly, it is suggested that financial performance at Ulsterbus
- no-one with a choice would opt for the bus at this service level.
has always been better than at Citybus, despite the former’s mainly Many intending passengers must be unaware that there is cross-town
rural operation2. (It does of course include some town networks, working , and in particular which trips actually run across, and
although only Derry’s is of any size.) Of late, the Goldliner express
125
Colin Buchanan and Partners Belfast Masterplan
The “1” group of services (Newtownabbey via M2 and M5 motor- The City Council certainly needs to take a view of these issues and to
ways), formerly “City Express”, were rebranded as “Go” services in put it forcibly in the forthcoming consultations. The DRD’s proposals
Inbound passengers are confused because the bus headsign does May 2002 - although without, apparently, any change in services or for the continuation of a single large operator seem likely to
not match the timetable and route map. infrastructure. However (assuming the current timetable is accurate), perpetuate the existing, unsatisfactory situation.
the services only run until about 18:00; after that alternative services
Not surprisingly, this facility seems little used - just a handful of (9, 10, 11) do not use the motorway and therefore take longer. Only It is worth noting that regular independent monitoring (quantitative and
passengers on those trips were observed at City Hall. In addition one of these routes runs after 21:00. Buses on the service are qualitative) of Translink services is carried out by Price Waterhouse
there is still the phenomenon of empty (and driver-less) buses variously branded “City Express”, “Go” or both. and MVA. The results (Spring and Autumn 2002) show public
standing on the street in busy city-centre locations, particularly at perception of Citybus services to be worse than that of Ulsterbus on
“peak shoulder” times. The reasons behind the lack of provision of It is doubtful that many regular bus users - let alone non-users - are nine out of eleven factors - though for each operation there seems to
“proper” cross-town services are apparently - aware of the significance of the “Go” branding. be a positive trend in perception.
Passenger information:
A very compact city-centre, meaning that few people want Parking Policy and Highway Capacity
to travel beyond the city centre terminus of routes. (Apart There is a free complete timetable although this suffers from a lack of Many citizens of Belfast are proud to boast that the city is a
corridor summaries and must be very expensive as a give-away, a convenient place both to drive and park. There is truth in this view,
from on the N-S axis, which is provided for).
pocket bus map, and information on the internet. There is also fairly but if it is to remain true, and if the city centre is to grow and prosper,
What cross-town demand there is may be diffused, and comprehensive roadside publicity although this could be improved then limits will have to be imposed on the use of the car for travel to
with the provision of more detail of central area routes and stops on and within the city centre or the wider “centre city”. The reasons for
therefore difficult to serve. the bus map. this are very simple: roads have a very limited capacity for moving
There have in the past been “community” issues people even if devoted wholly to the car. As city centres grow and
With the review of ownership and regulation being instructed by the
more and more people require access to them it becomes far more
preventing the establishment of some links. DRD to formulate its recommendations within very tight guidelines
economic to meet as much of the demand as possible by public
including a single, publicly owned bus company (Transport Northern
Our preliminary view is that the existing cross-working should be transport rather than to attempt to do so by expanding the highway
Ireland) it is difficult to see how the situation is likely to change for the
advertised, but there is possibly no call for more - except to improve network. Belfast has to plan for the future, and if the future is to be
better in the near future.
operational efficiency. A much more serious shortcoming is the almost more prosperous, with more business and more people, together with
total lack of peripheral services (again community issues are blamed Several options may therefore be worth proposing and canvassing in a vibrant and attractive city centre, then the future has to be built
to some extent). For instance, to get from Ormeau Road to Malone the forthcoming DRD consultations. These include: around public transport.
Road and Queens University requires a trip into the city and out
The implication of this is that limits have to be placed on the use of
again, though they are very close to each other. the establishment of a PTE style organisation for the
the car for journeys that could easily be made by public transport.
Belfast area (i.e. as in Glasgow) Such limits can be imposed by making public transport so attractive
Little branding or marketing of services:
that it becomes the preferred mode of travel for a sufficient number of
Again, it seems that things have got worse since Translink was the establishment of a municipal operation as in Edinburgh people, or by imposing controls on the amount of terminating traffic by
created. The branding of buses is confusing - they carry both (i.e. the ownership to be transferred to Belfast City means of parking control, road closures or road user charging. All of
“Translink” and Ulsterbus/Citybus. Some also carry the “Go” brand- these possibilities need to be kept open and all of them may in due
Council)
name that is supposed to apply to QBC services, but many vehicles course need to be used.
on the latter do not carry the “Go” brand-name while many buses that Privatisation and the introduction of one or more of the
do are found on non-QBC services. In fact, as some of the Ormeau
Road QBC services cross-work with non-QBC services this is major UK operating groups
inevitable. (The “Go” branding consists of a logo only, applied to
buses in the “new” Citybus livery.)
126
Colin Buchanan and Partners Belfast Masterplan
Early priorities, however, must be to reclaim roadspace from the to the city centre and a by-pass around it, therefore need to be
private car wherever this could make a significant improvement to the explored. The following paragraphs describe some examples as to
centre city environment, to control on-street parking more rigorously, how this might be achieved.
and to limit the provision of off-street parking space. The will help
ensure that valuable commercial development space is not wasted on City Centre Circulation
parked vehicles whose occupants could easily have come by other
In terms of the city centre traffic circulation the consultants support the
means.
proposals set out in the Belfast Regeneration Office’s Public Realm The periphery of the city centre is severed from the core by
A review of parking policy is therefore central both to the expansion of Strategy and have adopted this as a starting point in developing a
over designed highway (Millfield/ Carrick Hill/ Fredrick
the city centre and to the control of traffic, and should include the potential highway strategy for the Centre City.
components being considered by the BMTP team, including: reduction Street/ Dunbar Link
Movement for all modes of transport, including that of pedestrians and
in availability of commuter spaces, introduction of decriminalisation
cyclists, suffer in Belfast city Centre due to: The City Centre being cut off from the waterfront by major
(increases enforcement, decreases infringement), limit the number of
private non-residential spaces. In addition, it is recommended that all highways (Donegall Quay and Dunbar Link/ Victoria Street
Over provision of space allocated to the private car
future centre city developments adhere to stringent parking standards.
Reclaiming Road Space from the Car and Reducing the Circuitous one way systems resulting in confusion for
Severance of Major Roads unfamiliar drivers: At Shaftesbury Square the Following Issues Need to
be Addressed:
The over provision of roadspace in Belfast is clearly demonstrated in - Dublin Road/Great Victoria Street/Bruce Street
the BMTP problem statement, which suggests that the majority of the Over designed junction
existing road network within the M1 Westlink is forecast to operate - Wellington Place/Donegall Square (n)/
well within capacity during the AM peak hour, even by the year 2020. Disjointed and multiple pedestrian crossings for
Chichester Street/May Street/ Donegall Square
It is therefore the consultants’ view that there is considerable potential pedestrians, particularly walking on the north/south axis
to switch roadspace from use by private vehicles to provide priority for (s)/ Howard Street
public transport, better conditions for pedestrians and cyclists, and an Mixture of Pelican and zebra crossings adds to confusion
improved city centre environment. - Victoria Street/Queen Square/Oxford Street
The proposed improvements to the city centre, to be the subject
All roads form a barrier to pedestrian movements and the previous The City Hall on Donegall Square and the Custom House network capacity tests, include:
discussions of how roadspace may be reclaimed from the car on Custom House Square both currently form traffic
demonstrate one way in which some barriers can be reduced. Creation of 2-way “inner circular route” to provide for cross
islands surrounded by up to 4 lanes of traffic (the former is
Pavement widening on a road such as Victoria Street would, for river trips travelling through Belfast
example, make it much easier for pedestrians to cross without the busiest pedestrian meeting place in Belfast)
necessarily reducing its capacity for moving vehicles. In other cases, Provision of 2-way “calmed” streets on Howard Street/
however, it is the road structures themselves rather than the traffic Donegall Square currently being used as bus layover for
South Donegall Square/May Street and Victoria Street to
which create the barrier. city services – not the optimum use for Belfast’s most
provide for necessary east-west and north-south trips
Obvious examples of this are Westlink and the Sydenham by-pass prestigious square
respectively
with the latter forming a very considerable barrier between the city
centre and the Titanic Quarter. Ways of reducing such barriers
without destroying the function of the road as a means both of access
127
Colin Buchanan and Partners Belfast Masterplan
5. To allow traffic calming of Donegall Square, Wellington been redesigned and relocated east to allow increased
Place, Linenhall Street, Castle Street/Castle Place/High
Street capacity for eastbound traffic but old alignment has not
been reclaimed
6. To improve pedestrian linkage to, and through,
Shaftesbury Square Page 97 shows a preliminary potential layout for the area. It includes
a new grade-separated roundabout to provide for the main north –
The re-routing of the Dunbar Link to Great Patrick Street/ 7. To improve pedestrian/cycle crossing facilities to minimise east through route (as existing) a new signalised junction linking the
severance created by the “Main traffic Route” (Great roundabout to Bridge End. It is also proposed to simplify the existing
Removal of all private vehicles (except service vehicles) Victoria Street, College Square (E), Carrick Hill, Fredrick Sydenham Gyratory and flyover to an at-grade signalised junction.
from Donegall Place, north side of Donegall Square, Street and Cromac Street) The proposed layout simplifies and improves links between the M1,
Chichester Street, and Oxford Street the city, Laganside and Short Strand and significantly improves
8. To remove traffic from the “Press Quarter” and the access to the Titanic Quarter. The proposal would also open up
“Cathedral Quarter” significant pockets of development land.
Removal of bus layover from the west side of Donegall
Square
Laganside and Short Strand Highway Networks Expanding the Highway Network?
Improved pedestrian facilities, particularly on the main The existing highway network just to the east of the River Lagan is Given the limits that will have to be imposed both on the amount of
inner circular route to minimise severance both confusing, over designed, and extremely wasteful of prime city centre parking and the amount of land devoted to private vehicles,
development land. In summary the idea that the highway network may need to be expanded will
Redesign of Shaftesbury Square to rationalise pedestrian clearly be contentious. It therefore needs to be approached in a
Redundant flyovers (Sydenham Flyover and Station Street rational way making use of the transport and traffic models developed
movements
Flyover) add to severance between River Lagan and East for that purpose.
The primary goals of the proposed strategy are:
Belfast. These flyovers should be removed or put to an A particularly difficult choice will arise over the proposal to “complete”
1. To address the current imbalance with respect to the alternative use the inner ring road. Completion is perhaps a euphemism in this case
existing dominance of the private car in Belfast City Centre since there does not really appear to be a ring road to complete.
Lands between Middlepath Street and Bridge End are Instead the city centre as it lies bounded between the two motorways,
2. To channel traffic passing through the city onto designated the railway and the river, is essentially a grid. It is of course possible
routes, providing relief to traffic sensitive streets unusable (except for parking) due to severance
to argue that extending Ormeau Avenue across the river to link with
3. To significantly reduce severance between the city centre Access to the Titanic Quarter is confusing and will become Ormeau Embankment might provide a southern complement to the
and the waterfront two motorways which bound the city centre to the north. On the other
inadequate given its development potential
hand, there are a number of city centres, notably Glasgow and
4. To permit pedestrianisation of Donegall Place, Donegall Short Strand/ East Bridge Street junction – has recently Durham which have similar “central by-passes” but have dropped the
Square (N) and Chichester Street idea of converting them into “rings”. Moreover with four bridges
already crossing the river north of the central railway station, the case
for a fifth is not obvious.
128
Colin Buchanan and Partners Belfast Masterplan
This particularly the case when BMTP forecasts appear to show that
the existing crossings will still operate within capacity by the year
2020. The proposal clearly needs to be assessed in relation to the
views already expressed and with regards to future public transport
and parking policy. Only then is it likely to be possible to form a sound
view of the case for and against this idea.
Park-and-Ride
The proposals for park-and-ride suggest that the strategic plan has
recognised the need to impose limits on city centre parking and thus
to provide an alternative for those who have no choice but to start
their journeys to the city centre by car.
129
Colin Buchanan and Partners Belfast Masterplan
130
Colin Buchanan and Partners Belfast Masterplan
Appendix 3
Manchester Case Study
131
Colin Buchanan and Partners Belfast Masterplan
Business Development Make Manchester the premier destination for students and
To nurture and grow nationally recognised, dynamic knowledge-led national and international visitors through our impressive
Manchester Best Practice Case Study
clusters, by: sporting, leisure, street café and club scenes
Within the last ten years Manchester has led the way in building a
knowledge based economy. Manchester first formed a city-wide Major investment in modern office accommodation and Academic
consortium to promote the City as the UK's knowledge capital. Its science parks, To increase the economic and social exploitation of higher and further
called the new initiative "Knowledge Capital - Manchester".
education, by:
Manchester's vision strives: New incubators and workspace
"to create an internationally acclaimed "Knowledge Capital" within the Partnership of all the higher and further education
Enhanced spin-in and spin-out activity
Greater Manchester conurbation, which will position Manchester, institutions to develop a central resource for wealth
branded as the Knowledge Capital, at the heart of the Knowledge Key sector growth strategies - creative, digital, cultural, generation and social change
Economy, significantly contributing to the economic growth of the
biotechnology
nation and the Northwest region leading to a healthier city/region with Direction of national and regional R&D funds to support
a vibrant, safe and attractive environment in which to live, work and Social Inclusion
play, for people of all ages, social and cultural backgrounds". knowledge transfer in the conurbation core
To utilise knowledge-rich organisations to deliver wealth, skills, and
'Manchester's burgeoning city heart would be the physically jobs to deprived communities, by: Reinforcement of existing world class centres of
identifiable epicentre of the Knowledge Capital. Advanced connectivity excellence and development of new ones to produce
and knowledge management would then enable this epicentre to be Jobs and skills agreements by major employers with local tomorrow's knowledge
inclusive of its region in a unique way not possible for most capitals.'
communities
Improve the quality and number of undergraduate and
It is proposed that Manchester's 10 year vision will be achieved
New community / school / university / business postgraduate students
through the 8 objectives set out.1
partnerships
Increase graduate retention in the region
Manchester's Knowledge Capital Strategy
Integration and delivery of local and regional skills and
Infrastructure Support for the FE sector to provide vocational skills
employment plans to support the Knowledge Capital needed for the growth of the new economies.
To create an epicentre, a regional knowledge environment, by:-
Culture Connections
New leisure, living, working, and studying facilities close to
To deliver a unique integrated urban cultural experience, by: To achieve the maximum connectivity locally, nationally, and
the commercial/academic core of the conurbation
internationally, by:
Refurbish nationally renowned galleries and public art
Iconic buildings
spaces The development of a coherent hub policy to maximise the
New green spaces economic impact (internationally) of Manchester Airport
Improve the built environment through public art (visual
and performing) Completion of the Metrolink system expansion to ensure
access of local people to jobs
Support for new creative talent through workspace and
galleries Enhancement of broadband capacity within the region and
between the region and global markets
132
Colin Buchanan and Partners Belfast Masterplan
133
Colin Buchanan and Partners Belfast Masterplan
134
Colin Buchanan and Partners Belfast Masterplan
Appendix 4
Acknowledgements
135
Colin Buchanan and Partners Belfast Masterplan
136
Colin Buchanan and Partners Belfast Masterplan
137
Colin Buchanan and Partners Belfast Masterplan
Gehl Architects
138
Colin Buchanan and Partners Belfast Masterplan
139