east bank development strategy - belfast

www.belfastcity.gov.uk/consultations
Belfast East Bank Development Strategy
This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party.
In preparing this report we are relying on information contained in reports supplied by the client and third parties, as stated throughout the document.
We have relied in particular on the accuracy and completeness of such reports and accept no liability for any error or omission in this statement to the extent the same results from error or omission in the other consultants’ reports.
Please note, this report is intended to be viewed and printed as an A4 double-sided document with cover page. Unless otherwise stated, all images are copyright of Ove Arup & Partners Ltd (2016).
Prepared on behalf of Belfast City Council June 2017 | Consultation Draft
© Ove Arup & Partners International Ltd 2017
Projector Director: Andrew Gibbins | Associate Director E: [email protected]
Ove Arup & Partners Ltd Bedford House 16-22 Bedford Street Belfast BT2 7FD
Preface
3. Reshaping East Bank
4. Making it happen
Appendix 2 - Key projects
Contents
Preface P
Preface East Bank was identified in the Belfast Metropolitan Area Plan (BMAP) (2014) and the City Centre Regeneration and Investment Strategy (CCRIS) (2015) as an area for new growth in the city centre. The area needs to be better connected to the city centre and provide better linkages northwards to the Titanic Quarter and eastwards to the Short Strand area.
It is recognised that the area facilitates strategic vehicular access to and from the city centre via the M3 motorway. However, it comes at a significant cost. Central to unlocking the area’s full potential is the need to address the negative impacts of the shatter-zone and tackle the dominance of road and rail infrastructure. Their combined effect is a poor quality city centre gateway.
The draft East Bank Development Strategy promotes a rebalancing of the highway network to transform the pedestrian, cycle and public transport user experience whilst incorporating strategic access. It seeks to fully coordinate development of key sites and realise a world class waterfront delivering social, economic and environmental benefits to the area and the wider city centre.
The scale of challenge and potential requires an ambitious and integrated approach to urban design and placemaking. Bold but carefully planned and implemented change will be necessary over the short, medium and long terms.
1 Introduction
6 Belfast East Bank Development Strategy - Stage 2 Report - Arup 2017
Introduction
Belfast City Council commissioned Arup to develop a detailed strategy for the East Bank area which encompasses the Sirocco site, Queen’s Quay and the area commonly referred to as the “shatter zone”.
An important part of the project will be to consider how this area can be integrated with the city centre and to the adjacent inner city communities and to identify potential interventions to help achieve this.
The work takes a comprehensive approach to the wider area and seeks to integrate future development activity with Council’s vision for the city centre as outlined in the City Centre Regeneration and Investment Strategy with a particular emphasis on addressing the need for greater consideration of future infrastructure needs and existing opportunities in this area.
The purpose of this project is to undertake detailed work and develop a framework for the identified East Bank area which falls within the Oxford Street and Eastern Bank Special Action Area. This will help inform a longer term assessment of the potential for change that could inform future planning and development decisions in this area.
Fig. 1. Aerial photograph showing study boundary and local context
City Centre
Titanic Quarter
Short Strand
Belfast East Bank Development Strategy - Stage 2 Report - Arup 2017 7
Middlepath Street
River Lagan
Bridge End
Newtownards Road
Ballymacarrett RoadM3
M ountpottinger Road
© 2016 DigitalGlobe © Getmapping plc © 2016 Geo Eye © 2016 Intermap © 2016 Microsoft Corporation @2016 HERE
Belfast Waterfront V ia
Titanic Quarter Halt
The East Bank development site area encapsulates a significant area to the east of the River Lagan from the current SSE Arena carpark to the north, the central area which is a collective of privately owned sites and DfI/DfC public owned carparks known as the ‘shatter zone’ and also the Sirocco Works site to the south bounded by Short Strand road to the east. The area is steeped in history and during the 19th and 20th centuries in East Belfast, heavy industries such as shipbuilding and rope works dominated the site, in particular the Howden Sirocco Works which forms a significant portion of the East Bank. Since then the site has been purchased and sold on again, and remains vacant today.
Throughout the East Bank there is a dominance in both rail and road infrastructure bisecting the site area. The M3 stretch of the motorway runs from west-east across the site to the north with associated on and off slip roads. The central ‘shatter zone’ area is surrounded by Middlepath Street and Bridge End which provide the primary vehicle routes into and out of Belfast from the east.
The rail routes to the north and east towards Bangor are in part on embankment and on an elevated structure, due to the route from Central Station passing over the Lagan via a rail bridge.
The presence of the infrastructure constraints contribute to a negative perception for East Bank as a gateway into Belfast and there is significant disconnect with the city centre, Short Strand communities and movement to the north due to the M3 elevated infrastructure.
Belfast City Council are currently driving forward the regeneration and development of the City Centre. The Belfast City Centre Regeneration and Investment Strategy published in September 2015 sets out the ambitions for the city to 2030. The regeneration strategy identified the East Bank as a ‘Special Action Area’, thus requiring a more intensive local plan.
Belfast City Council also recently published its first Community Plan for the city known as the ‘Belfast Agenda’. It sets ambitious goals for the city including the attraction of 70,000 new residents and the creation of 50,000 more jobs.
The 4 overarching priorities for the city are: 1. Growing the economy – creating jobs and
investment in the city 2. Living here – creating a great city and
neighbourhood living experience 3. City Development – creating the right
infrastructure and regeneration our city 4. Working and learning – Supporting growth
and connecting people to opportunities
The regeneration of the East Bank is highlighted as priority project.
The East Bank Strategy explores the contribution the East Bank can make towards the aspirations of the community plan. It is also important to recognise the existing statutory planning context set out in the Belfast Metropolitan Area Plan (BMAP).
Context
1. View to Station Street flyover and elevated rail structure. Infrastructure dominated places, with existing five-storey developments
2. View north from Sirocco site. The area is cut by a variety of transport infrastructure, at grade and overhead
3. View north along the Lagan Towpath. The waterfront is cut off from the site by a large wall, and makes the existing path feel confined and isolated
4. View to Obel Tower and M3 Bridge. Key landmarks are to be utilised wherever possible
5. View east towards existing five storey developments on the waterfront adjacent to the Sirocco site
6. View west across Sirocco site. The area has long distance panorama views to key landmark developments
7. View north from Bridge End to H&W key landmark cranes. Heavily vehicle dominated road networks
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2 Vision and
Placemaking Themes
By 2030, East Bank will be fully woven into the fabric of the city centre. It will be lively, diverse, accessible and well connected to the city core, the River Lagan and surrounding communities; providing places to live, work and socialise.
Transforming East Bank: Making a new city quarter
The spatial framework of the strategy is based upon four mutually supporting themes as set out below.
Maximising the potential of development sites across the area
• Ensure mixed use development including offices, residential, leisure, bars, restaurants
• Active ground floor building & destination uses
• Secure high quality urban design & architecture including taller buildings in appropriate locations
• Proactively guide and shape proposals for Queen’s Quay & Sirocco Quays sites
• Create a range of employment opportunities which attract people and investment to the area
• Provide a diverse range of housing tenures and types to attract people to live in the city centre and contribute to its vitality
• Design outdoor streets, walkways and spaces so that they can host a range of activities during the day and into the evening
• Ensure continuity of building frontage along all key routes and streets
• Promote development density given walking, cycling and public transport connectivity
Energising the River Lagan corridor
• Promote the Lagan Loop – a continuous pedestrian walkway linking east and west banks, new and existing destinations and attractions
• Introduce temporary, pop up and permanent uses to bring activity to the walkway at key locations
• Facilitate year round activated waterspace via the introduction of moorings, leisure craft, canoes and water sports
• Water taxi service with multiple landing stages
• Ensure high quality frontage development and public realm
• Provide additional pedestrian space via extended board walks, projecting piers, pontoons, moorings and stepped seating areas to water
Placemaking themes
Fig. 3. A spatial framework that responds to 4 mutually supporting themes
Place Making
Energising the River Lagan corridor
Maximising the potential of development sites across the area
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Placemaking themes
A connected and legible East Bank
• Establish a coherent and high quality north – south pedestrian link from Sirocco riverfront to the Titanic Quarter.
• Relocate the Titanic Quarter station to a more central and accessible location.
• Improve east-west pedestrian and cycle links to riverside and city centre including new bridge links.
• Extend wayfinding and information system provision along primary pedestrian routes, at bus stops and water taxi landing stages.
• Facilitate a creative approach to lighting the public realm, bridges and other structures, and buildings to create a more welcoming image to first time or occasional visitors and help people to find their way around more easily.
Making streets and spaces for people
• Rationalise & rebalance highway infrastructure enabling strategic access but transforming the pedestrian, cycle and public transport experience.
• Promote pedestrian first routes through key development sites and reduce the detrimental impacts of the vehicular traffic passing through the area or accessing it.
• Provide high quality public realm, active ground floor building uses.
• Introduce 20mph speed limits across the area and implement two way routing to help reduce vehicular speeds and create more civilised street environments.
• Open up opportunities for recreational and sporting use of the river. Fig. 4. Key pedestrian links need to be made to,
within, and from the area
3 Reshaping East Bank
Fig. 5. Conceptual visualisation of River Lagan walkway loop and activated riverspace
Reshaping East Bank
A generational opportunity
The East Bank area as defined by the study boundary presents considerable challenges for regeneration, not least in terms of the negative impacts of the inherited physical environment. However, the area has considerable potential for positive generational change. Underutilised brownfield development sites could be translated into places to live, work and visit, highways could be rebalanced transforming the pedestrian, cyclist and public transport user experience, and a new relationship could be forged between the East Bank area and the River Lagan.
In order to unlock the full potential of the area to the economic, social and environmental benefit of the wider city centre, adjacent communities and areas such as the Titanic Quarter, an ambitious and integrated approach is now necessary.
This approach will require sustained partnership and collaborative working by a number of public bodies and government departments, community and private sector players. It is an approach which puts people centred place making and urban design quality at its heart.
The unacceptable alternative is to accept the ongoing adverse impacts of traffic and infrastructure on the area, piecemeal, uncoordinated and inward looking development, and a poorly connected and fragmented environment.
Positively planned and implemented change can bring multiple benefits for local residents, commuters, investors and those who increasingly visit the city centre for leisure and tourism. The future development potential of the Titanic Quarter will be partly reliant on how East Bank develops over the next few years.
A number of bold and imaginative interventions will be required over the short, medium and long terms. The nature and phasing of these interventions will need to be underpinned by a full understanding of the knock-on impacts, particularly in terms of traffic access and movement, and how they can be mitigated. Further detailed feasibility study will therefore be necessary.
A new urban boulevard
Bridge End has the potential to be transformed into an east-west urban boulevard linking Short Strand to the city centre with greater emphasis on bus, cycle and pedestrian movement whilst accommodating local vehicular access to frontage sites. The rationalisation of road space creates a canvass for major public realm improvements including widened footways, extensive tree planting, new street furniture and lighting.
A new north-south link
The opportunity exists to create a north-south pedestrian route that connects the River Lagan frontage at the Sirocco site, the proposed relocated train station and the Titanic Quarter. This will require the imaginative rationalisation of highways that provide access to and from the M3 motorway.
A re-imagined central spine
The central spine is composed of a number of underutilised sites that could play a significant role in creating mixed use frontage development to Middlepath Street and Bridge End, providing active frontages with overlooking, entrances and ground floor uses that establish streets. The opportunity exists for development of a significant scale enabled by land assembly and highway rationalisation and supported by a new rail station.
Central spine development area
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A railway station at the core
Relocating the Titanic Halt to a more pivotal and better connected location will enhance public transport accessibility to East Bank as a whole, support higher density development and aid legibility for visitors to the Titanic Quarter. Onward journeys from the station on foot will be supported by public spaces adjacent to the station assisting orientation and wayfinding and the creation of a high quality route northwards to the SSE Arena and Titanic Quarter.
An activated riverfront
High quality mixed use development can provide enclosure and definition of riverfront pedestrian walkways and provide active ground floor buildings uses and new public spaces that can host a range of activities throughout the day and into the evening. Significant potential exists at Queen’s Quay and the Sirocco site to create hubs of activity, the latter a major waterside space incorporating extended board walks, pontoons and moorings.
A River Lagan loop walkway
The River Lagan walkways are a considerably under exploited city centre asset. They can play a pivotal role in the regeneration of East Bank. The Lagan Loop concept promotes the creation of continuous walkway loop linking east and west banks, key attractions and new pedestrian and cycle bridges. Bringing activity to the waterspace, waterside public spaces and waterside development will create a new city centre destination.
M3 M3 M3
Railway Railway Railway
Active building frontages
Nodal public spaces
Titanic Quarter Halt
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A redefined movement and access network
East Bank is currently heavily dominated by the existing infrastructure constraints based primarily on the road and rail network which create a vehicle dominated space with poor connectivity in and around East Bank. There needs to be a future vision created which addresses the placemaking themes outlined earlier which is based upon the phased development of the six key moves.
Maximising the placemaking potential of key development sites will rely on the rationalisation of the surrounding road network and transition from a segregated layout to an integrated longer-term vision for East Bank. A well connected and legible movement strategy for cars, pedestrians, cyclists and buses will help deliver the 2030 vision for East Bank, improving connection to the city core, the River Lagan and surrounding communities.
The proposed movement framework seeks to address the six key moves including further development proposals for the extension to the bus priority network corridor along Bridge End for use by all public transport buses alongside cycling provision. The long-term vision is based upon proposing bold highway interventions, alteration to the current road network and direction of travel.
It is recognised that this concept is still at a visionary stage but highlights what could potentially be achieved in the long-term and will need to be worked towards in a carefully planned, phased and controlled manner working alongside all statutory bodies that will be impacted. The development of any highway alterations would need robust evaluation and highway modelling which review both the local access requirements and junctions, together with wider strategic network impacts.
The creation of a future sustainable transport corridor along Bridge End boulevard will provide the following benefits: • Encourage the use of reliable, extended
2-way bus routing system and cycling to promote healthy mode of transport;
• It will re-balance and rationalise the road network through the “shatter zone” to unlock key development sites and will create a distinctive sense of place and gateway into Belfast city centre from Short Strand;
• It will transform the pedestrian, cycle and public transport experience;
• Provide opportunities for a high quality public realm with active ground floor building uses;
• Dominant vehicle movements re-balanced to two-way flow along Middlepath Street
Alongside the road and cycleway improvements, there needs to be an improved pedestrian connectivity strategy which addresses the current poor movement in the north-south direction from Short Strand and Sirocco up into the Titanic Quarter. This needs to be based around the current route along the River Lagan under the M3 as a short term priority and future consideration for either tunnelled routes or a bridge link over the M3 associated with central developments in and around a potential relocated rail halt. Improvements to facilitate east-west links to the riverside and city centre with new Lagan bridge link and movement routes through the Sirocco to the Short Stand community are essential.
Reshaping East Bank
Key BRT route Railway line Vehicle movement Cycle lane Key pedestrian movement
Middlepath St
River Lagan
Bridge End
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A framework of connected places
The rationalisation and rebalancing of the movement and access network in the area presents a catalyst for configuring new development over the short, medium and longer terms. Improved public transport, cycle and pedestrian connectivity to, through and within the area will support lower car parking levels within development sites. New residents will be within a short walking distance of city centre attractions and facilities and are likely to include those willing to embrace a new city lifestyle in which car ownership is not essential as other options exist.
The illustrative spatial framework plan shown in Figure 7 opposite illustrates the extent of development opportunities. The plan includes those sites with planning permission, those which are currently being planned by private developers and those with development potential but not being considered for development currently.
The plan shows where key routes (pedestrian, cycle and vehicular), public spaces and street blocks could be located. It is envisaged that the super scale street blocks shown will be further subdivided to create a finer grain of development creating a rich mix of uses and a strong character and identity. The plan shows where frontage development is required to enclose and define streets, walkways and public spaces to establish a coherent urban design structure.
The Sirocco site is pivotal to the regeneration of the area and Figure 7 shows a major public space fronting the river, as highlighted in the City Centre Regeneration and Investment Strategy (CCRIS), and major pedestrian links. The latter ensure high quality pedestrian links to Short Strand and Bridge End promoting a permeable and outward looking approach to the site.
The plan indicates where active ground floor building uses would be best located. Uses should include restaurants, bars, small convenience and specialist retail, offices, and professional services. Frontage development must also provide overlooking and building entrances. In addition the plan indicates where opportunities exist for landmark buildings and building elements that reinforce street block corners.
The major development sites and areas are as follows:
• Queen’s Quay (Department for Communities progressing)
• Odyssey Quays (planning permission granted) • Central Spine and adjacent sites (multiple
sites) • Sirocco Quays site (masterplan consultation
currently in progress)
Key design principles have been developed for the major sites and are included in Appendix 3.
Reshaping East Bank
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Key Proposed development
Proposed development
consented Active ground floor uses Public realm Taller element Landmark corner Existing trees Proposed trees Access point Railway line Potential rail station View
Fig. 8. Section through existing Bridge End Street
Fig. 9. A rebalanced Bridge End Street section - Proposed changes to the allocation of street space
Fig. 10. Boulevard St- Germain, Paris
Fig. 11. Pedestrian friendly streets can have a positive influence on local retail trade, Boulevard Malesherbes, Paris
Fig. 12. Concept visualisation of the activation of the waterfront at Queen’s Quay via temporary and pop up uses that animate the riverside walkway and attract visitors
Fig. 13. Conceptual visualisation of Bridge End conceptual street scene - illustrating new frontage development, active ground floor buildings uses and reallocated street space
4 Making it
happen
A delivery partnership
The draft East Bank Development Strategy has been developed following extensive consultation and engagement with partners and stakeholders. It is a key move towards implementation of the Special Action Area that has been identified in the Belfast City Centre Regeneration and Investment Strategy.
The Strategy focuses on the key moves which will help weave the East Bank into the fabric of the City Centre. These key moves aim to create a lively, diverse, accessible and well connected quarter.
To achieve this ambitions vision for East Bank, the implementation strategy will focus on collaboration, future proofing and forward planning.
Collaboration
There are many key actors required to implement the East Bank Development Strategy. Collaborating with government departments and the private sector is essential to delivering the long-term vision. As a key starting point, there will need to be further engagement with the Department for Infrastructure (DfI) to develop a deliverable plan to consolidate the transport infrastructure. There will also need to be close dialogue with the Department for Communities (DfC) to ensure that the development brief for Queen’s Quay acknowledges the key principles set out within the East Bank Strategy and that the East Bank complements the plans for East Side Urban Village. Alongside this, there will need to be continued collaboration with the DfC to ensure funding for urban regeneration is guided to those projects which have the greatest impact. A land assembly strategy and economic business case appraisal will need to be made to evaluation feasibility for development sites and its contribution to the wider Belfast City Council city-wide agenda.
Collaboration with the private sector to bring forward development which benefits the East Bank will be essential to ensure best value is achieved.
Future proofing
There will need to be a strong focus on the long-term aspirations. This is crucial when bold moves are required. Short-term gains which are detrimental to the long-term vision should be avoided wherever possible. This will require clear lines of communication between all those involved in the regeneration of East Bank. It would therefore be beneficial to engage with developers through the planning process to ensure an integrated approach to the redevelopment of the area and that the key principles are observed.
Making it happen
Phased implementation
Re-balancing the transport network will require a multi-modal approach to include both incentives and disincentives. In order to make this achievable there must simultaneously be credible provision of public transport, cycling and walking alternatives to the car. This will help soften the impact of rebalancing the road network.
The creation of a park and ride on the edge of the city would be a positive first step and would allow the re-location of the current site, thus providing space for future development. Alongside this the BRT system and improved wider bus network provides incentives for people to use public transport whilst the reduced road capacity will provide a disincentive to driving.
A phased development approach has been taken to establish the implementation of the East Bank Development Strategy.
Making it happen
- Traffic Monitoring and data collection of existing cycling and pedestrian movements;
- Environmental baseline appraisal including impact of air and noise pollution to residents and vehicle users of the road network;
- Study and roll-out of Meanwhile uses including pop-up restaurants, small retail offer and exhibitions;
- Land assembly study and business case appraisal;
- Detailed highway modelling (local access, junction and strategic network consideration);
- Cost-benefit analysis of proposed highway interventions assessment;
- Public realm strategy guide – material palette and landscape review.
- Review of public transport links, network routing resulting from wider highway proposals such as York Street interchange on implementation of BRT CITI route;
- Station Street flyover removal for the enabling of Queen’s Quay site;
- Sirocco site bridge link;
- Relocation of existing P&R facility once an alternative site further east has been evaluated and implemented.
- A2 Approach flyover removal from the east to create the development of a gateway site;
- Rail Halt relocation and development of the ‘shatter zone’ area;
- New 2-way cycle link along Bridge End;
- 2-way bus implementation along Bridge End Boulevard and re-balancing of traffic to Middlepath Street.
Short term (2017-2020) Medium term (2021-2026) Long term (2027-2037)
Fig. 14. Illustrative conceptual section through the study area, conveying the scale of potential development against the existing context.
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Key Section line
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Forward planning
Belfast City Council are currently progressing the Local Development Plan (LDP) for the city. The LDP will support the vision for East Bank and will utilise this opportunity to put in place a robust statutory planning framework for its redevelopment.
The Council is currently exploring investment opportunities for Belfast. These include its already established City Centre Investment Fund (CCIF) set up to support the regeneration objectives of the CCRIS and the feasibility of a City Growth deal. This will build on the recently announced £100 million of Financial Transactions Capital allocated by the NI Executive to the Northern Ireland Investment Fund as part of the 2016-17 Budget.
Public consultation
To get to this stage we have spoken to many people, including government departments, community groups, and developers. Now that we have developed some ideas for the East Bank we want to hear the views of as many people as possible, from those working and living in the area to those who visit and pass through it. This consultation is open to everyone who would like to comment on the future of the East Bank.
Your feedback will be invaluable. It will allow us to determine if the East Bank Strategy is moving in the right direction and is meeting the needs and aspirations of everyone. Your views will help us develop the final Strategy which will be published later this year.
There are several ways to provide feedback:
1. Online: Please fill in the online questionnaire at the Council’s website (www.belfastcity.gov. uk/consultations).
2. By email: Please email your questionnaire to [email protected] or [email protected]
3. In person: Following the commencement the consultation period, we have an exhibition located at the Lagan Lookout Centre at 1 Donegall Quay, Belfast BT1 3EA, on the 23rd August 2017. Hard copies of the questionnaires are available at the exhibition.
Speak to the team
We will also be holding a public drop in event on 23rd Aug 2017 at the Lagan Lookout Centre. Please come along and speak to the team if you have any questions or queries regarding the draft East Bank Development Strategy. To find out more about the drop-in event please check the website www.belfastcity.gov.uk/consultations
Making it happen
starts
ends
Lookout
Providing feedback
Appendices
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Appendix 1
Client
Ove Arup & Partners Ltd Bedford House 3rd Floor 16-22 Bedford Street Belfast BT2 7FD Northern Ireland
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Site Area within City Centre Context
A redefined movement network
The establishment of the Bridge End boulevard concept and the re-balancing of the road network is a long-term vision which will require further detailed modelling on a phased approach to verify what amendments are achievable at that particular timeframe. There are a number of existing highway interventions currently being planning or due to commence shortly and the impact on private vehicle, cyclists and public transport needs to be fully understood before additional measures can be considered.
Over a long-term period the background environmental issues, changing traffic flows, political influence and economic cost of vehicle users, together with adjacent land development needs will be reviewed as this will have a direct impact on the feasibility for phasing of any possible highway interventions.
The phasing shown in the following diagrams are an aspirational phased approach to address the wider East Bank Development Strategy. These are an indicative approach to help deliver the vision for an improved public realm environment and will be subject to review with stakeholders and developers going forward.
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© OpenStreetMap (and) contributors, CC-BY-SA
Existing
Diagram 1 illustrates the existing baseline network prior to any committed or proposed changes. As identified previously, East Bank is currently heavily dominated by highway infrastructure which has led to an area which is has relatively poor development potential due to a landscape dominated by the car. Community severance is caused by the large scale infrastructure and facilities for pedestrians, cyclists and public transport users could be significantly improved.
It is also noted that the highway network is known to be relatively constrained in the AM and PM peak hours as a result of congestion, primarily in the westbound and eastbound directions respectively due to the tidal flow of traffic to Belfast city centre.
Diagram 1 - Existing transport layout
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Key Railway line Existing vehicle access Existing cycle lane
Stage 1 - Cycle path 2017
Implementation of the consented cyclepath link by DfI along Middlepath Street.
Diagram 2 reflects the introduction of a 2-way cycle lane along the southern edge of Middlepath Street. The cycle lane will occupy one of the current 4 lanes and will provide connectivity to the existing cycle link over the Lagan-Weir Bridge.
An additional toucan crossing point will be required to the east of Queen Elizabeth Bridge and further to the east across Middlepath Street leading towards Titanic Quarter rail halt.
Diagram 2 - Proposed cyclepath
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Stage 2 - BRT line 2018-19
Implementation of the CITI route BRT line which will occupy a dedicated vehicle lane in both directions from the city centre to Titanic Quarter.
This route forms an extension to the east-west BRT route and will provide an improved public transport provision utilising a lane over the Queen Elizabeth Bridge and also return across the Queen’s Bridge.
There will be one remaining lane in either direction along Queen’s Quay for non-BRT traffic. A BRT Halt is to be provided outside the SSE Arena.
Diagram 3 - Implementation of bus priority route
Key Railway line Existing vehicle access Existing cycle lane Bus priority route
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Stage 3 - Queen’s Quay highway improvements 2021-26
Development of the Odyssey Quays development will introduce a new roundabout at the gateway to the development and the Queen’s Quay masterplan will remove the existing Station Street flyover.
The removal of Station Street flyover is required to create development space for the Queen’s Quay site. The road space for BRT and vehicles in and out of Titanic Quarter along Queen’s Quay and Station Street will need to be redesigned and aligned further east, closest to the existing Quay Gate building.
Future pedestrian and cycleway provision could also be considered from Odyssey Quays site across to City Quays development.
Diagram 4
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Key Railway line Existing vehicle access Existing cycle lane Road closed Existing access removed Anticipated development during phase
Stage 4A - City centre gateway creation 2021-26
Implementation of the Queen’s Quay site the Sirocco and creation of the eastern gateway by removal of the approach flyover from the A2. This stage will also require the relocation of the existing Park and Ride facility once an alternative site further east has been evaluated and implemented.
The removal of the eastern flyover will coincide with a phased change to the 2-way flows along Middlepath Street and development of the sustainable transport corridor along Bridge End.
The southern facing Sirocco site could be created to improve the public realm along the Lagan alongside the new bridge connection to the city centre.
Diagram 5
Key Railway line Existing vehicle access Existing cycle lane Bus priority route Existing access removed Park and Ride relocated Anticipated development during phase Development completed or under construction
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Stage 4B - Bridge End boulevard creation 2027-37
A long-term aspiration for the East Bank development is the creation of a sustainable transport corridor along Bridge End. The new development sites fronting Bridge End would create an active frontage with a phased re-balancing of the roads to Middlepath Street. Key aspects include:
• Rationalising and rebalancing highway infrastructure enabling strategic access but transforming the pedestrian, cycle and public transport experience
• A high-quality public realm, active ground floor building uses
• Two-way bus routing along Bridge End; • Dominant vehicle movements re-balanced to two-
way flow along Middlepath Street
Diagram 6
Key Railway line Existing vehicle access Existing cycle lane Bus priority route Existing access removed Park and Ride relocated Anticipated development during phase Development completed or under construction
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Appendix 2
Key transport and movement projects Phasing Delivery Comments
1. Integrated multi modal transport modelling, business case and funding bids preparation
S Belfast City Council Transport NI
Refinement of integrated scenarios and their detailed testing. Selection and development of preferred option, development of business case and funding bids, detailed design of construction phases
2. Introduction of a new car parking standard for all new development in the East Bank area
S Belfast City Council In partnership with Transport NI the development and adoption of a new car parking standard as part of the Local Plan Framework
3. Middlepath Cycle path S Department for Infrastructure
Implementation of proposed cycle path
4. Bus Rapid Transport Network S Department for Infrastructure
Implementation of the BRT network in the area linking SSE Arena, Titanic Visitor Centre and NI Science Park to the city centre
5. Odyssey Quays development S/M The Odyssey Trust Company/Odyssey Millennium Ltd
Impact of access to and from 2,700 car parking spaces to be considered in light of additional car parking provision at Queen’s Quay and Sirocco Quays
6. Queen’s Quay development S/M Department for Communities/Private development Partner
Removal of Station Street flyover
7. Sirocco Quays S/M Sirocco Quays development
Improvements to Short Strand and Bridge End including contributions to the realisation of Boulevard concept, improved pedestrian crossings to Short Strand community area
8. Bridge End/Middlepath Street/Dalton Street M/L Department for Infrastructure Transport NI
Implementation of new road hierarchy and allocation of road space, removal of A2 flyover, introduction of two way routing, enhanced bus access and improved pedestrian and cycle environment subject to 1. above
9. Rationalisation of A2 flyover M/L Department for Infrastructure Transport NI
In partnership with Belfast City Council, DfI and TNI. Subject to 1. above
10. North-south pedestrian link M/L Department for Infrastructure Transport NI
11. Relocation of Titanic Rail Station M/L Department for Infrastructure Transport NI
12. Relocation of Eastside Park and Ride site M Transport NI Closure of the existing car park creating a development site and the re-provision of car parking in an outer location
The following tables should be read in conjunction with their respective plan opposite.
See Figure 15.
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Fig. 15. Key transport projects and movements plan
Key development sites projects Phasing Delivery Comments
1. Odyssey Quays S/M The Odyssey Trust Company/Odyssey Millennium Ltd
Area: 6.9 hectares, 17 acres Height: 5 to 29 storeys Size: 158,000 sqm, 1.7m sqft Uses: apartments, hotels, retail, offices, cafés, bars, restaurants, community uses, car parking (2,700 spaces) Planning approval granted
2. Queen’s Quay S/M Department for Communities/Private development Partner
Area: 1.3 hectares, 3.2 acres Uses: mix to be determined Removal of Station Street flyover and Handy Park surface car park facilitates a larger development site opportunity Viability testing ongoing
3. Sirocco Quays S/M Swinford (Sirocco) Ltd (part owned by St. Francis Group)
Area: 6.5 hectares, 16 acres Uses: offices, housing, hotel, apartment hotel, restaurant, cafe, local retail, multi-storey car park, new pedestrian bridge across the River Lagan Current scheme subject of public and stakeholder consultation until May 2017
4. Central Spine sites S/M Belfast City Council Private Developers
Multiple sites requiring land assembly Potential for significant development density and creation of enclosing building frontages
a. Station Street to Dalton Street (West) S/M Belfast City Council Private Developers
Requires removal of Queen’s Bridge (East) Handy Park surface car park, adjacent surface car park and rationalisation of Dalton Street
b. Dalton Street (East) to elevated railway line M/L Belfast City Council Private Developers
Requires land assembly of existing employment space
c. Elevated Railway Line to Middlepath Street/ Newtownards Road
M/L Belfast City Council Private Developers
Requires land assembly, removal of M3 off ramp, removal of park and ride site and new rationalised road layout. Inclusion of existing petrol filling station subject to feasibility
d. Scrabo Street/Middlepath Street (North) M/L Belfast City Council Private Developers
Land assembly and rationalisation of M3 slip road required
See Figure 16.
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Fig. 16. Key development sites plan
Key public realm projects Phasing Delivery Comments
1. East Bank Public Realm Design Guide and Manual
S Belfast City Council The guide will ensure the co-ordinated design of the public realm identifying key design principles and parameters, street furniture and materials palette, temporary, event and pop up uses, public art and lighting, management and maintenance, procurement
2. Lagan River front Pedestrian Walkway S/M/L Belfast City Council The co-ordinated design and delivery of the Lagan Loop concept
Section a - SSE to Queen’s Bridge S/M Odyssey Quays and Queen’s Quays developments
The potential for temporary and pop up uses to draw visitors into the area should be considered at an early stage. Queen’s Quay to deliver major facelift and improvement of existing walkway spaces
Section b - Queen’s Bridge to Lagan Viaduct S/M Belfast City Council Upgrade of existing walkway
Section c - Lagan Viaduct to Albert Bridge S/M Sirocco Quays development
To include new footbridge linking Sirocco Quays to Lanyon Quay and Belfast Waterfront, River front Plaza and new extended board walk, piers, pontoons and moorings
3. Odyssey Quays Plaza S/M Odyssey Quays development
Explore opportunities for alignment with the East Bank Strategy at an early stage
4. Sirocco Quays Sirocco Quays development
Major public realm improvements are required of this development
a. River front Plaza S/M Sirocco Quays development
River front plaza design to fully integrate with transformed river front walkway spaces including extended board walk, view points, piers, pontoons, moorings
b. Internal spaces e.g.. Bridge End Square, public court yards
M Sirocco Quays development
The Spatial Framework Plan promotes a network of connected courtyard spaces within major street blocks and the creation of a space facilitating access to the relocated rail station and into the site.
c. Key internal streets M Sirocco Quays development
To include a clear a hierarchy of streets, paths and walkways
d. Key external streets interface - Short Strand, Bridge End
M Sirocco Quays development
The scheme must contribute to the creation of a consistent building line and frontage along Bridge End and Short Strand and the realisation of the Bridge End Boulevard concept.
5. Key mixed use streets M/L Transport NI In partnership with Translink, TNI and Belfast City Council
a. Station Street M Transport NI As above. Linked to the delivery of Bus Rapid Transit and the Queen’s Quay development.
b. Sydenham Street M Transport NI Linked to the Odyssey Quays development
c. Middlepath Street M/L Transport NI As above. Feasibility study/traffic modelling required short term to determine possible interventions. Financial contributions from frontage sites required.
d. Bridge End M/L As above, Sirocco development
As above. Key bus, cycle and walking route, Boulevard Concept to be further developed. Financial contributions from frontage sites required.
e. Short Strand M/L As above, Sirocco development
As above. Improved pedestrian crossings to be included.
Note: S=Short Term, M=Medium Term, L=Long Term
See Figure 17.
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Fig. 17. Key public realm projects plan
Key Proposed development Public realm Existing trees Proposed trees Railway line Potential rail station
Appendix 3
Sirocco site A 6.5 hectare (16 acre) former industrial site located at Short Strand and adjacent to Bridge End and the River Lagan.
The high quality mixed use redevelopment of this site supporting the objectives and principles of the East Bank Development Strategy is essential if the regeneration of the area as a whole is to deliver the maximum social, environmental and economic benefits.
Proposals which are inward-looking or poorly connected, which do not fully address the potential of the riverfront should not be supported. Development on the site should create continuity of street frontages, a quality public realm and a mix of activity during the day and into the night.
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1. Concept diagram of extant planning consent for the Carvill Group 2. Site boundary
© 2017 DigitalGlobe © Getmapping plc © 2017 GeoEye © 2017 Intermap Earthstar Geographics Sl0 © 2017 Microsoft Corporation
Key design principles
3. Ensure that new buildings create continuity of built frontage to all streets, spaces and pedestrian paths. Unnecessary set backs are to be avoided unless enhancing the public realm. Frontages are to incorporate main entrances and facilitate overlooking from upper floors. New development should also create active ground floor uses that interact with the street including cafes, bars, restaurants, convenience and specialist retail.
4. It is envisaged that new frontage buildings will generally be between 5 and 10 storeys in height. Subject to a coherent design rational the opportunity exists for a limited number of taller building blocks in excess of 10 storeys. In addition potential exists to highlight building corners or building elements that feature in key views via a selective increase in building height. Arcaded building frontages should be included on the river front and along primary pedestrian routes.
5. The objective is to achieve a unity of building frontage design and avoid monotonous uniformity of height, elevation design, materials treatments and roof lines. This will create visual interest and rhythm in the street scene and help to create a world class riverfront.
6. Public space should be the subject of a coordinated design approach that incorporates significant areas of planting including street trees and sustainable drainage systems, creates flexible spaces that are able to host a range of activities during the day and into the evening, integrate public art and creative lighting.
7. The layout of individual sites should include high quality external amenity spaces, parking (car and cycle) and servicing spaces (including waste storage and recycling areas) to support mixed uses, in particular residential development.
All development proposals for this site should respond to the following key principles:
1. Ensure a coherent street and building block structure that creates and defines key pedestrian routes, mixed use streets and public spaces to include a clear definition of public and private space. Large street blocks should be subdivided to create a finer grain of development permeated by pedestrian routes and punctuated by public spaces.
2. Buildings must provide active frontage to Short Strand and Bridge End and contribute to the achievement of a quality streetscape in both locations including, but not limited to, street tree planting, footway widening, street furniture and lighting and new and improved pedestrian crossings.
Queen’s Quay A 1.3 hectare (3.2 hectare) site promoted by the Department for Communities
Queen’s Quay represents a major opportunity to both reconfigure the highway network via the removal of the Station Street flyover within the vicinity of the site and deliver a major riverfront mixed use development.
Contributing to the quality, coherence and activation of the Lagan Loop pedestrian walkway at this location will be a critical factor in the success of any scheme that comes forward.
Uncoordinated, overbearing and overscaled development will have a negative impact on the city’s riverfront albeit that higher density development and outstanding architectural
Appendix 3
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All development proposals for this site should respond to the following key principles:
1. Ensure that new buildings create continuity of built frontage to the River Walkway and adjacent streets. Unnecessary set backs are to be avoided unless enhancing the public realm. Frontages are to incorporate main entrances and facilitate overlooking from upper floors. New development should include active ground floor uses that interact with the walkway and streets including cafes, bars, restaurants.
2. New frontage buildings will generally be between 6 and 10 storeys in height. Subject to a coherent design rational the opportunity exists to consider taller building blocks and to highlight building corners or building elements that feature in key views via a selective increase in building height.
3. It is envisaged that this prominent riverside site will be composed of a mix of land uses
including offices, residential, possible hotel use, and bars, cafes and restaurants at ground floor.
4. The riverside walkway must be significantly enhanced by any new development. Overbearing development that compromises the usability and attractiveness of the walkway should be rejected
5. Consideration should be given to ground floor arcades being incorporated into the riverfront elevations to enhance the walkway, and provide weather protection for spill out ground floor uses such as cafes.
6. The objective is to achieve a unity of building frontage design and avoid monotonous uniformity of height, elevation design, materials treatments and roof lines. This will create visual interest and rhythm in the street scene and contribute positively to the riverfront.
Odyssey Quays Site area: 6.9 hectares (17 acres), planning permission granted in 2016 for mixed use development
This extensive and high density mixed use scheme is the first of the major development sites to secure planning permission. Its implementation will be a considerable boost to investor confidence in East Bank if delivered and to the right level of quality. The density and scale of development is considerable and includes a 29 storey tower component on the riverfront.
The proposal for the site includes residential apartments, two hotels, cafes, bars and restaurants, retail, community uses, offices, public realm improvements and car parking.
The scheme predates the East Bank Development Strategy. However, the opportunity should be taken to reassess the integration with the rest of the area in light of the strategy should the circumstances arise or via a proactive development management approach seeking to shape the area in a manner that delivers wider benefits.
Appendix 3
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Scheme refinement The proposed north south pedestrian link from Sirocco river plaza to the Titanic Quarter may, subject to detailed modelling, require the rationalisation of the M3 slip roads adjacent to Odyssey Quays. This could suggest the better integration of the proposed development and the link to mutual benefit. It is noted that this part of the scheme is seen as a later phase of delivery. In addition should the opportunity arise the impact of the development on the Lagan Riverfront public realm should be reconsidered.
1. Aerial perspective of the proposed scheme along Sydenham Road to the proposed 29 storey tower adjacent to M3 Motorway Bridge
2. Aerial perspective of the proposed scheme from the south east illustrating the height, scale and massing of proposed blocks in relation to the SSE Arena
3. A revised sketch of the proposed tower and block fronting the River Lagan
Odyssey Quays Developer: Odyssey Trust Company Architect: Henry J.Lyons Architects
(All images copyright Henry J.Lyons Architects)
Central spine sites Site Area: 5.7 Hectares (14 acres) approx
The central spine is composed of a number of sites in private and public sector ownership. The overall objective is to secure the mixed use redevelopment of sites, creating a coherent urban structure characterised by continuity of new building frontages and bringing activity along all streets.
The proposed rationalisation of the highway network and the relocation or decommissioning of surface car parks will provide an additional impetus for change in this part of East Bank. Subject to feasibility study and business case development it is proposed to relocate the Titanic Quarter rail halt to the central spine. This would support development density and further reduce the need for car parking and vehicular access potentially exacerbating traffic congestion in the area. Land assembly may be required to support the delivery of development and the realisation of the Bridge End boulevard concept.
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1. View to north east 2. View to Station Street flyover 3. View east along Bridge End
Appendix 3
All development proposals in the area should respond to the following key principles:
1. Ensure that new building create continuity of built frontage to all streets. Unnecessary set backs are to be avoided. Frontages are to incorporate main entrances and facilitate overlooking from upper floors. New development should also create active ground floor uses that interact with the street including cafes, bars, restaurants, convenience and specialist retail.
2. It is envisaged that new frontage buildings will generally be between 6 and 8 storeys in height. Additional storeys of up to 12 floors will need to be set back from the main frontage. Subject to a coherent design rationale the opportunity exists to highlight building corners or building elements that feature in key views via a selective increase in building height.
3. The proposed relocation of the Titanic Halt railway station to the central spine will increase public transport accessibility and suggests that development density should respond to this factor.
4. The objective is to achieve a unity of building frontage design and avoid monotonous uniformity of height, elevation design, materials treatments and roof lines. This will create visual interest and rhythm in the street scene.
5. It is envisaged that pedestrian routes will be required to and from the proposed relocated rail station to Middlepath Street and Bridge End and that public spaces will be required to facilitate access, to provide an appropriate setting and increase visual linkages from adjacent streets.
6. The layout of individual sites should include high quality external amenity spaces, parking (car and cycle) and servicing spaces (including waste storage and recycling areas) to support mixed uses in particular residential development. All proposals should indicate a clear definition between public and private space. Where a significant scale of development is proposed consideration should be given to the provision of a car club electric/hybrid vehicles for residents use.
7. It is envisaged that the central spine will be composed of a mix of land uses including:
- offices - residential - bars/cafes/restaurants (ground floor) - convenience and specialist retail (small
scale, ground floor)
For further information please contact:
City Centre Development Team Chief Executive’s Department Belfast City Council C/O Cecil Ward Building 4-10 Linenhall Street Belfast BT2 8BP
Telephone: 028 90270303 mailto: [email protected]
www.belfastcity.gov.uk/consultations

east bank development strategy - belfast

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