Regional Policy Context

The ‘Northern Ireland Transport Policy Statement:- Moving Forward’ published in November 1998, signalled a desire to move away from a transportation system dominated by the private car to a more balanced and integrated system, in
which public transport together with cycling and walking would play a greater
role.

This approach is incorporated into the RDS which provides the spatial framework
for transportation in Northern Ireland. It sets out a longer-term vision for transportation which is:-

“to have a modern, sustainable, safe transportation system which benefits society, the economy, and the environment and which actively contributes to social inclusion and everyone’s quality of life”.

The RDS provides a number of Strategic Planning Guidelines and measures for a
new approach to transportation in Northern Ireland, which are as follows:

• develop a Regional Strategic Transport Network based on key transport
  corridors, to enhance accessibility to regional facilities and services
  (SPG–TRAN 1);

• extend travel choice for all sections of the community by enhancing
  public transport (SPG–TRAN 2); and

• change the regional travel culture and contribute to healthier lifestyles
  (SPG–TRAN 4).

The RDS also requires the integration of land use and transportation through the development of land use patterns which contribute to a much better range of
travel choices for all and reduce the need to travel (SPG-TRAN 3).

An integral part of the RDS was the preparation of a Regional Transportation
Strategy (RTS) to cover a 10-year period from 2002-2012. The RTS 2002-2012
was approved by the Northern Ireland Assembly in July 2002. Its purpose is to
support the RDS and to make a significant contribution towards achieving the
longer-term vision for transportation set out in the RDS in the period up to 2012. Implementation of the RTS will be achieved through three transport plans,
covering the Regional Strategic Transport Network (RSTN), the Belfast
Metropolitan Area and the remainder of Northern Ireland.

The Belfast Metropolitan Transport Plan

The Belfast Metropolitan Transport Plan (BMTP) is the local non-statutory
transport plan for the Plan Area, prepared by DRD.

The process of preparing BMTP is separate from the statutory process for the preparation of the Plan Area. Preparation of the Plans has proceeded in parallel.
Close liaison between the plan teams has ensured that the Plans are mutually supportive and that land use and transportation proposals and strategies are co-ordinated and integrated. In this respect the land use allocations in the Plan are closely linked with the priorities and proposed transport investment in BMTP. In developing BMTP attention has been paid to improving accessibility to key
strategic sites and regeneration areas identified by the RDS and being progressed
by the Plan. In addition the Plan takes into account the land use requirements of transportation infrastructure.

The overall development of BMTP was based on the UK Government’s ‘Guidance
on the Methodology for Multi-Modal Studies’ (GOMMMS), adapted as appropriate
to Northern Ireland circumstances. The approach has ensured that a
comprehensive range of solutions has been considered covering all modes of
transport. It has also ensured integration between transport and land use.

BMTP sets out the transport schemes and measures expected to be implemented
up to 2015. A summary of the proposals follows (for information only). Full details
are contained in BMTP which is published as the Transportation Technical
Supplement to the Plan. The Plan Proposals incorporate those elements of BMTP
which have land use and spatial planning implications (see Transportation Policies
and Proposals).

BMTP makes proposals according to four modal themes:

• provision for walking and cycling;

• public transport measures;

• highway measures; and

• management measures.

Walking and Cycling

The provision of improved facilities for walking and cycling as a means of providing greater travel choice is a key principle of BMTP. BMTP proposes wide ranging initiatives to improve facilities for pedestrians and cyclists such that walking and cycling can form a more significant element of overall travel in the Plan Area. BMTP proposes the implementation of a number of initiatives such as greater priority for pedestrians on local roads, Quality Walking Routes/Networks, development of the existing Cycle Network and implementation of cycle parking.

BMTP also targets improved integration between walking and cycling and public transport, with improved walking routes to major public transport stations and stops, across the BMA and provision of cycle stands at main trip attractors including rail stations and major bus stop locations.

Public Transport

BMTP proposes significant investment in the rail network. Proposals include
increasing service frequencies by up to 50%, improving access to and facilities at
rail stations, and the provision of new or relocated stations at West Lisburn, Jordanstown and City Airport/Tillysburn. Park and Ride facilities are proposed
providing high quality facilities at a number of key stations in each of the rail
corridors and where opportunities exist, formalising and expanding parking provision and pick up/set down facilities at other stations.

BMTP also proposes to develop an extensive Quality Bus Corridor (QBC) network focused on radial routes in Belfast, supplemented by routes serving other corridors. QBCs will offer a substantial improvement in the quality of bus provision and will comprise infrastructure measures such as the provision of additional bus priority measures on the road network, service improvements including increased
frequencies and operational improvements including the enforcement of bus priority measures. The concept of a QBC as a means of improving existing bus services has already been introduced in Belfast, with the enhancement of services along Ormeau Road/Saintfield Road.

BMTP proposes the rollout of 14 QBCs on radial routes as set out below:

• Antrim Road
• Shore Road
• M2
• Holywood Road
• Newtownards Road
• Castlereagh Road
• Cregagh Road
• Ormeau Road
• Malone Road
• Lisburn Road
• Falls Road
• Springfield Road
• Shankill Road
• Crumlin Road

These proposed measures will complement proposed improvements to the rail
network and the introduction of rapid transit.

The proposal to introduce a bus rapid transit scheme, EWAY, within the
Newtownards Metropolitan Transport Corridor (MTC) is an important element in
the delivery of BMTP Strategy. The selection of the EWAY scheme as the pilot
stage of the rapid transit network recognises the need to supplement conventional bus services in the Newtownards to Belfast MTC which, unlike most of the other MTCs, does not have a rail service. The selection of EWAY as the pilot stage has
also been influenced by issues such as strong latent demand and the opportunity offered by the reuse of the former Comber railway line to provide significant
sections of exclusive or segregated operation.

Three other possible rapid transit routes are proposed and their implementation will
be dependent on the success of EWAY. These routes comprise:- WWAY,
(WestWay), a rapid transit route from Belfast City Centre into West Belfast;
CITI-Route (City Airport Titanic Quarter Route), linking Belfast City Centre and
Belfast City Airport through the Titanic Quarter of the Harbour Estate in the Bangor MTC and SuperRoute (City Centre to Cairnshill) in the Downpatrick MTC.

Park and Ride facilities are proposed to enable people to leave their cars and travel
by public transport into the heart of the City. Improved facilities for taxi services
are also proposed.

Highway Measures

The BMA lies at the heart of the Regional Strategic Transport Network (RSTN).
The performance of the Strategic Network is fundamental to the economic vitality
and social wellbeing of the BMA and to Northern Ireland as a whole. Within the
BMA the RSTN provides the key linkages to the port and airport gateways to
Northern Ireland which are significant to the whole of the Region.

The BMA’s network of roads can be characterised as comprising:

• a strategic highway network providing for longer distance traffic within
  the BMA and linked to the wider Regional Strategic Transportation
  Network within Northern Ireland as defined by the RTS; and

• a non-strategic highway network – the roads that serve residential
  areas, city and town centres, and the distributor roads that link these
  areas to the Strategic Network.

BMTP proposes a number of major capacity enhancements at key locations in the Strategic Network in the form of road widening and junction improvements to
address ‘bottlenecks’. The Strategic Network will be managed through Route Management Strategies to better facilitate the safe and efficient movement of
longer distance traffic. Within the non-strategic highway network traffic
management measures are proposed to improve the flow of traffic and reduce the negative impact of traffic, for example, traffic calming.

A number of significant non-strategic road schemes linked to potential development opportunities or to give relief to urban areas are also identified within the Transport Plan.

Management Measures

BMTP proposes a range of management measures to maximise the value of the investment in walking and cycling facilities, public transport provision and highway improvements. The management measures proposed include demand management measures that aim to influence the choice of travel mode through initiatives such
as parking policy, the use of intelligent transport systems, education and
awareness initiatives, land use measures and innovative work practices.

Regional Planning Policies on Transportation

PPS 3 Development Control:- Roads Considerations sets out those matters which
will be taken into account in determining planning applications involving
development which affects the public road network and road safety. Publication
of the revised PPS was issued for consultation in 2003.

PPS 3 contains current regional planning policy in relation to the designated
Protected Routes Network, which is to restrict access onto selected roads.
Protected routes within the Plan Area are detailed below and shown on Map
No. 1 – Overview and the relevant settlement maps.

• M1 Belfast – Moira;
• M2 Newtownabbey – Belfast;
• M3 Belfast;
• M5 Belfast – Newtownabbey;
• A1 Lisburn – Hillsborough – Newry;
• A2 Bangor - Belfast – Carrickfergus;
• A3 Lisburn – Moira;
• A7 Carryduff – Saintfield;
• A8 Belfast – Larne;
• A12 Junction A2 Belfast (York Street) – Junction Grosvenor Road to
    Junction on M1 (Belfast-Broadway);
• A20 Belfast – Newtownards;
• A21 Bangor – Newtownards- Comber-Saintfield-Ballynahinch;
• A22 Belfast – Comber;
• A23 Belfast – Ballygowan;
• A24 Castlereagh – Carryduff – Ballynahinch;
• A26 Moira – Glenavy;
• A48 Newtownards – Donaghadee;
• A49 Lisburn – Ballynahinch;
• A52 Belfast – Crumlin;
• A55 Outer Ring Road;
• A57 Ballyclare – Ballynure;
• A101 Junction 8 M1 (Sprucefield) Junction A1 (Sprucefield);
• A512 Belfast – Lisburn;
• A519 Nettlehill Road-Prince William Road-Thiepval Road;
• A520 Lisburn City;
• B6 Lisburn – Saintfield;
• B20 Bangor – Crawfordsburn;
• B21 Bangor – Donaghadee;
• B23 Lisburn – Purdysburn (Hillhall Road);
• B90 Mallusk – Whitehead;
• B59 Newtownabbey;
• B101 Lisburn - Dundrod – Nutts Corner;
• B102 C4 Belsize Road-Wilmar Road-Junction A512 McKinistry Road;
• B170 Belfast – Craigantlet - Bangor; and
• C379 Junction B20 Bangor (Crawfordsburn Road) – Junction C379 Bangor
  (Springhill Road).

DRD is currently preparing PPS 13 Transportation and Land Use which flows
directly from the Strategic Policy Guidelines within the RDS and forms part of the implementation process of the RTS Transportation Strategy. Its primary objective
is to promote an integrated approach to the planning of transportation and development at all levels in the formulation of policy.

Supplementary Planning Guidance is contained in Development Control Advice
Note 15 (2nd edition) Vehicular Access Standards, August 1999.

Transportation Policies and Proposals

Policy TRAN 1 Public Transport, Walking and Cycling

Planning permission will only be granted for development proposals which incorporate, where appropriate, adequate provision for public transport, walking and cycling routes, and measures to ensure access by people with impaired mobility to be agreed with the Department.

Public transport, walking and cycling routes within new developments will help to promote realistic alternatives to travelling by private car thereby supporting sustainable development. BMTP proposes a number of measures aimed at providing greater travel choice and promoting journeys by travel modes other than by car.
To complement the proposed measures the Department will require development proposals to incorporate provision for public transport and for walking and cycling routes, including linkages to the main walking and cycle route networks.

The quality of the built environment of new development proposals and the facilities they provide shall take account of the public transport, walking and cycling needs
of people with mobility difficulties. New development proposals will be required to incorporate measures such as high quality pedestrian environments to facilitate wheelchair users and easily accessible public transport routes in order to overcome physical barriers that often inhibit people with impaired mobility.

Policy TRAN 2  Planning Protection for Transportation Schemes

Planning permission will not be granted for development that would prejudice the availability of land required for those transportation schemes proposed in the Plan.

The following transportation schemes are proposed and are identified in the District Proposals:

• New or Relocated Rail Stations

- provision of new stations at Gamble Street, Grosvenor Road
  and Tillysburn; and

- relocation of stations at Jordanstown, Newtownabbey; and
  Knockmore, Lisburn.

• Rapid Transit Schemes

- EWAY;

- WWAY;

- CITI-Route City Airport – Titanic Quarter-Route; and

- SuperRoute.

• Pedestrian/Cycle Bridges

- Corporation Street to Queens Quay; and
- Gasworks to Ormeau Embankment.

• Park and Ride Sites

- Cairnshill;
- Jordanstown;
- Kennedy Way;
- Millmount;
- North Foreshore;
- Tillysburn;
- Trooperslane; and
- West Lisburn.

• Strategic Road Schemes

− A2 Sydenham Bypass Widening of the A2 Sydenham Bypass
   between Tillysburn and M3 Lagan Crossing from a 2 lane
   dual carriageway to a 3-lane dual carriageway;

− A55 Outer Ring Road Widening of the A55 Knock Road
   between Sandown Road and Brooklyn from one lane in each
   direction to two lanes in each direction;

− A2 to Carrickfergus Widening of the A2 at Greenisland on
   the Carrickfergus Transport Corridor from one lane in each
   direction to two lanes in each direction; and

 − M2 and Sandyknowes Junction Widening of the M2 south
   from Sandyknowes junction, increasing the current 2 lane
   motorway on the south bound carriageway to 3 lanes as far
   as Greencastle where the M2 meets the M5 and widening to
   3 lanes the existing 2 lane northbound section of the M2
   over the Greencastle flyover.

• Non-Strategic Road Schemes

- Bankmore Street Link;
- Connsbank Link and improved Harbour Estate access (New
   Junction on the A2)*;
- Holywood Arches bypass*;
- Carrickfergus Spine Road including Victoria Road and
   Sloefield Road*;
- Quarry Corner – East Link Road;
- Knockmore – M1 Link*;
- North Lisburn Feeder Road*;
- Ballyclare relief Road*; and
- Hightown Road Link*.

*Developers will be responsible for funding the scheme either in full or in a very substantial part. DRD’s priority for funding will be concentrated on the construction of major capital works schemes on the Strategic Network. Any contribution towards developer-led schemes will be subject to detailed economic appraisal, the availability of funding and inclusion within the Major Works Programme.