Lisburn: Changing Gear at Last?

Lisburn City and Castlereagh Council recently published its Preferred Options Paper for the Local Development Plan. The paper and it’s appendices contain a wealth of local information. It shows the direction in which the Council is heading. Some of this was foreshadowed in the Masterplan: the inexplicable decision to turn Lisburn Station into a Park and Ride halt, for instance. Another was the failure to recognise cycling as a grown-up transport option

The Masterplan is slowly being implemented. Those markers of civic progress, new pavements, novelty streetlights, shared space and obstacles to the visually impaired are appearing in Lisburn centre.

Cycling goodness
The local plan contains numerous mentions of cycling and greenways.

In response to the woefully inadequate cycling provision and the lack of proposals in any of the previous plans for meaningful cycle infrastructure in Lisburn I drew some lines on a map where I thought cycle paths could go in the built up area.

Then the BMAP of 2015 and subsequent Local Development Plan were published and I discovered my dreams and the official vision were not much different. I suppose there are only so many permutations realistically possible.

In addition to these Community Greenways the new development area to the southwest of Lisburn will be accessible through traffic free cycling and walking routes.

What is different about my dreams and their plans is how these paths will look. Lisburn And Castlereagh worryingly talk about walking and cycling in the same breath, as if they are the same thing. And therefore one solution will suit both kinds of road users. And their solution is Community Greenways.

I highlighted the poor suitability of the Community Greenways for cycling before, using the Lagan Valley Regional Park to Whiterock route as an example. This meandering footpath appears to have been quietly dropped in favour of an orbital route following the A55 Belfast ring road.

Belfast’s proposed bicycle network

A blank slate

Lisburn is blessed with having a nearly completely blank slate when it comes to cycling. There are (segregated) shared use paths along the Lagan and beside Prince William Road and Knockmore Road. In the wider Lisburn and Castlereagh Council area there is also the Dundonald section of the Comber Greenway. And that is, disappointingly, all.

Segregated cycling beside Prince William Road

As they say in the Netherlands: a good beginning is half the work done. Lisburn can put itself ahead of local authorities elsewhere in Northern Ireland by taking what good there is an extending it into a full network across the urban centres in the council area with space designated for walking and separate space designated for cycling.

Silver bullet

Cycling is recognised in the Development Plan as a key tool to help achieve its six strategic objectives: Enabling Sustainable Communities and Delivery of New Homes; Driving Sustainable Economic Growth; Growing our City, Town Centres, Retailing and Offices; Promoting Sustainable Tourism, Open Space and Recreation; Supporting Sustainable Transport and Other Infrastructure; Protecting and Enhancing the Built and Natural Environment.

Enabling Sustainable Communities and Delivery of New Homes

There is something contradictory about this objective. The highlighted housing plans in Lisburn West and Carryduff all add to urban sprawl, which induces car dependency and reduces sustainability. Only a few opportunities currently exist to add to Lisburn town centre housing, but encouragingly is not discounted completely. It is crucial these edge of town developments are fully accessible by public transport and have paths to enable cycling and walking. It is crucial sustainable transport is designed into the area’s plans, and not added as an afterthought. 

The paths for the Lisburn southwesterly expansion follow the river Lagan and skirt the development along the M1 and the Halftown Road. A person using these paths doesn’t find entering Lisburn town centre any easier, because it has a formidable barrier of fast-flowing roads to the west and south: Thiepval Road, Governor’s Road, Laganbank Road and Queen’s Road. 

To develop Lisburn in a southwesterly direction more needs to be done to allow cyclists and walkers safely across this torrent of traffic. The current beg-button crossings are inadequate for pedestrians. There is little to help the cyclist. 

Pedestrians waiting to be allowed across

Shattered Dreams

Where this ideal of sutainability often falls down is translating them from a lofty planning statement to eventual execution. The Woodbrook development off the Ballinderry Road should serve as a reminder of this, where the economic downturn thwarted NI’s “first eco-village”.

The plans for development of housing, or indeed transport infrastructure should be robust enough that in a round of cost-cutting sustainability is not the first casualty.

Supporting Sustainable Transport and Other Infrastructure

Lisburn: Opportunity to grow sustainable travel

Sustainable travel solution doesn’t just mean finding solutions for work and school related journeys. It also means making the shopping centres accessible for cycling. The new Lisburn West development is only a Motorway’s width away from the Sprucefield shopping complex. It may as well be on another planet. There are existing underpasses which could easily see cycle and footpaths added and so increase accessibility from Lisburn.

The town’s healthcare facilities have very poor cycle parking provision, and though there is traffic-free access to Lagan Valley Hospital from the Lagan Towpath more needs to done to allow safe cycling and walking across the nearby Laganbank Road/Hillsborough Road junction. Walking from Lisburn centre (for instance from the bus station) to Lagan Valley Hospital requires three separate beg-button crossings to cross the Laganbank Road. The refuges are very narrow; with railings added it forms a tight squeeze for parents with double prams, people using mobility aids, or cyclists too scared to use the main carriageway.

Changing Car Culture

To change its citizens’ travel habits the authorities need to address central failings in its current road infrastructure. It is too car-centred. Nothing in these plans reduces this car-centredness. Lisburn is too easily accessible by car, and it’s retail core is slowly being strangled to death by its noose of roads surrounding it.

Encouragement of sustainable travel is doomed to fail if the current road network makes the decision to go by car too easy. The Plan should enable sustainable travel by building safe designated walking and cycling routes, investing in public transport by (for instance) increasing frequency and density of the network of bus routes. At the same time the use of cars should be actively reduced, by making fewer town centre parking spaces available and removing road space for cars in favour of more sustainable modes of travel.

The council continues with its inexplicable intention to promote and use Lisburn Railway Station as a Park and Ride facility. This is inviting traffic into the town centre, but the drivers then go off to Belfast and spend their time and (more importantly) money there. To improve Lisburn centre in terms of congestion, air quality and land use it surely is better to remove this unnecessary traffic to Lisburn West/Knockmore?

Cross-Cutting Themes

The Local Development Plan contains a number of “Cross-Cutting Themes”, which are addressed within each objective: Promoting Equality of Opportunity; Enhancing Quality of Life; Strengthening Communities; Supporting Economic Development; Sustaining a Living and Working Countryside; Supporting Good Design and Quality Places; Protecting and Promoting the Natural Environment; Supporting Infrastructure; Climate Change.

Promoting Equality of Opportunity

Rural areas outside Belfast suffer from having very poor connections to centres of employment, schools or amenities such as shops and health centres. The rural areas of Lisburn and Castlereagh are no different, with bus timetables restricted to a few buses a day, aimed primarily at the school run.

People who live in these public transport deserts are reliant on private cars for every journey. Therefore this Development Plan will need to address the needs of people who do not drive, or have easy access to a car.

Enabling people to cycle to local amenities should be one of the ways to increase equality of opportunity. Practically, this could be assisting people to buy electric assisted bicycles, having a lease scheme. Secure bike stands at principal bus stops and rail halts will help encourage bike-bus or bike-train as a viable alternative to the car.

Supporting Infrastructure

Planned Community Greenways on southeastern fringe of Belfast

Former Infrastructure Minister Chris Hazzard provided a boost for cycling in committing to the building of Greenways. Lisburn and Castlereagh has committed to the Carryduff Greenway project, but the path is not mentioned in this Plan. The Greenway will run from the Cairnshill Park and Ride to the Lough Moss Centre in Carryduff. It would be good to see this path included.

Northern Ireland used to have an extensive network of local railways, which due to their lack of profitability were closed in the ’50s. The Benson Report closed nearly all the remaining lines, leaving the minimalist network we have today. Lisburn and Castlereagh saw the loss of the line to Comber (which became the Comber Greenway) and the line to Dromore and Banbridge, which was largely bulldozed to make way for the A1.

The A1 is a route of strategic importance, but totally unsuitable as a cycling route, because it is a dual carriageway expressway. Thought should be given to developing the remnants of the Knockmore to Banbridge line into a Greenway as an alternative to the A1. Certainly in removing the bottleneck around Sprucefield space for cycling should be designed into the plans from the outset to enable cycling access from Lisburn to Sprucefield and on to Hillsborough and beyond.

Dromore railway viaduct (Brian McElherron)

Many important A-roads slice through Lisburn and Castlereagh, fanning out from the urban sprawl of Greater Belfast. These roads have a dreadful road safety record: in the past 4 years 3 cyclists have been killed on Lisburn and Castlereagh roads. 

To safeguard cyclists and pedestrians all the A-roads should have designated cycle and footpaths beside them, or running closely parallel. Many of these A-roads have hard shoulders and wide verges, so installation of safe designated cycle paths should not impact on road space or landscape.

A26 near Glenavy (Google)

Addition of safe cycle infrastructure will enable people living in the coutryside to cycle instead of drive, to have better access to bus stops, railway halts and nearby villages and amenities. Using an e-bike will increase the range of amenities people can access without having to use a car.

Accessibility

The appendices include maps with travel times for walking, cycling and driving to Lisburn, Forestside, Moira and Carryduff.

Here, for instance is the cycle map for Lisburn, showing that the entire built up area can be traversed within a leisurely 30 minute ride. 

Electrically assisted bicycles would greatly increase the distance people of average fitness can cover by bicycle especially in the rolling countryside to the south of Lisburn.

A similar analysis for public transport appears to be unavailable in the Plan. This raises the question if beyond the urban area public transport is too sparse to be an alternative to car travel. Investment to increase bus and train frequency is much needed.

Enhancing Quality of Life

In the news recently we learnt of the health benefits of cycling. The burden of inactivity on society and the NHS is measured in billions of pounds per year. It is money we can ill afford to spend. Incorporating and enabling cycling into our urban designs will help people to get and remain healthy.

Air pollution is an acute crisis that is killing 1000s of people across the UK prematurely every year. The prevalence of diesel engines and car manufacturers cheating emissions data means we can no longer simply encourage more traffic by building more roads and adding to Greater Belfast’s sprawl. Sprawl encourages car use as people choose or are forced to live far away from their place of work, schools or town centres.

Lisburn has spread and will continue to spread, according to these plans. However, in common with many town and city centres Lisburn’s core is not populated densely at all. Measures should be taken to rationalise the town centre car parks into a couple of multi-storeys and reusing the surface sites for economically more profitable use and housing.

Also the large tract of land owned by the MoD to the north of Lisburn’s centre should be carved up for housing and business, before more greenfield sites are developed.

Supporting Economic Development

One of the great fallacies held in our society is that driving a car is adding to our economy. The money raised through taxes does not cover the outlay needed to enable driving at current levels. More and more people are suggesting road pricing can no longer be avoided. We are paying in our health and environmental budgets for the damage done to our health, environment and society by the utter car-centredness of 20th Century urban development in Northern Ireland.

By contrast, cycling has been shown to add to the economy, to be of net benefit. The boost to the economy through building of the Great Western Greenway between Westport to Mulranny in Mayo has added in excess of €7.2 million per year to the local economy. 

Minister Hazzard was right to encourage Greenways, but cycling’s potential is more than income through tourism. Its benefits are also clear through less congestion, boost for local shops, better health and less environmental damage through NOx emissions, climate changing CO2 and noise.

Sharing the vision – Millmount Village

The Plan makes a great deal of Millmount Village on the outskirts of Dundonald, adjacent to the congested A22 to Comber and the Comber Greenway.

It is therefore disappointing that the developer and estate agent pay little attention to sustainable travel. The Comber Greenway, which provides a near total traffic free cycle commute to Comber, East Belfast or Belfast city centre, is only mentioned in relation to leisure. The Comber Greenway runs directly past the site.

The developer still talks of commuting by car, generously underestimating the time needed to go from Dundonald to the Titanic Quarter. It fails to mention that Titanic Quarter can be reached by a nearly 100% traffic free cycle route.

Also missing from the advertising is Dundonald Park and Ride, minutes away from the development. It allows people to get to Belfast City Centre destinations by a Belfast Rapid Transit bendy bus.

Whilst the Council sets out how Millmount is a shift towards sustainability, in reality the choice to drive is put first, with realistic alternatives not even mentioned.

Conclusion

The Development Plan makes clear that growth in Lisburn and Castlereagh cannot be maintained using our current transport models based on private car use. The council is right to point towards more sustainable communities, where cycling is a viable alternative to car use.

The council see that its location on one of this island’s key transport corridors could be better used by developing the land to the southwest of the Lagan. However, the spread of Lisburn should be checked and more efforts should be made to develop economically inactive sites within Lisburn centre, reducing surface car parking and putting in its place quality housing.

Car use needs to actively reduced by removing town centre parking, increasing accessibility for pedestrians and cyclists to key destinations across the Lisburn area.

The council see the benefit of rural Greenways, but fail to include the Carryduff Greenway project, or develop plans for the old Knockmore to Banbridge line to create a safe designated route for cycling between Lisburn, Hillsborough, Dromore and onward to Banbridge, Scarva and the Newry Canal Towpath or towards the southeast through Rathfriland, Castlewellan to Newcastle.

Elsewhere more can be done to increase rural utility cycling by developing the use of e-bikes, providing safe designated tracks along the council’s A-road network, installing secure bike racks at key bus stops and railway halts. Money needs to be poured into increasing bus and train services.

And finally

Away from transport, the Lagan supported a large textile industry powered by water mills. It would be good to see water mills return to provide electricity to the communities along its banks.

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Go West!

There is nothing better than to get on a bicycle and go slowly up a hill; watch the panorama unfold and contemplate life.

On a sunny afternoon I decided to leave work a bit earlier than usual and see if I could make it to Divis Mountain car park (alt. 295m) on my large Gazelle Heavy Duty 7-speed.

A local loudmouth politician once wrote to me saying the topography of Northern Ireland did not lend itself to cycling. I have proved him wrong so many times now. Next time, with a bit more time and longer daylight I’ll make it to the top (alt. 478m).

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The best approach from Belfast goes up the B38 or Grosvenor Road, across the Falls onto Springfield Road. This eventually morphs into the A55, but rather than looping down towards the M1, the route of the B38 takes a right along the brooding flank of Black Mountain towards Hannahstown.

Whilst I was cycling slowly up, two questions arose: the barrier on Donegall Road: why is it there? And why are roads in West Belfast so snarled up with heavy traffic when relatively few households there have access to a vehicle?

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My route to Divis took me through areas where fewer than 1 in 2 households have access to a car or van (coloured green on the map compiled by Bob Harper). The area also scores poorly in many other measures of wealth and health. It is one of the most deprived areas in the UK.

The Royal Hospitals site has a parking problem. Unlike the City Hospital campus there is not enough capacity to park staff and service users’ cars. The roads around the hospital are de facto car parks. And the Springfield Road advisory cycle lanes are still parked on. There appears to be little enforcement of the tidal parking restrictions.

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Springfield Road Car Park

However, the further away from the Falls I cycled, the fewer cars had been left in the cycle lane. The advisory lane was mostly respected by drivers and allowed me a slow and steady passage up the hill.

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But as is the case elsewhere: when the cyclist needs help most, at junctions or roundabouts the lane just ends:

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It occurred to me that both the congestion and the parking problems were caused by people from outside of West Belfast. Cars travelling through West Belfast, along the mountain road to Crumlin, Glenavy and other communities along the eastern edge of Lough Neagh. Cars owned by staff and service users of the Royal Hospitals parked on West Belfast streets during the day, but gone by night.

But Wait

Belfast’s bicycle revolution is coming to the Grosvenor Road, promising and end to a car dominated streetscape. Frustratingly, the Belfast Bicycle Network Plan (BBNP) stops at the Westlink and the plans for the B38 fizzle out into a disappointment: a shared use pavement.

However, there are ambitious plans to sweep the cycleway away from the road with a curved bridge leading directly to Wilson Street, giving access to the BBNP path at Durham Street via Albert Street.

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And there’s more. Belfast Bikes phase 2 are expanding the scheme in a westerly direction, with a docking station at the Royal.

Further, Sustrans are very busy promoting active travel on the Royal site. This is supported by the Belfast HSC Trust, clearly in an effort to encourage more staff to leave their cars at home and so relieve the chronic car parking woes.

In West Belfast the modal share for cycling is close to zero. Belfast’s bicycle boom is loud in the neighbourhoods on the southern and eastern fringes of the city centre, but has so far failed to resound in the north and west. The main reason is the severance caused by the Westlink and the lack of cycling infrastructure crossing it into the west and north. Cycling infrastructure that is already in place and used in the south and east of Belfast.

The Opportunity

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Take a look again at the picture above. Look past the line of parked cars on the left. See the pavement. As I cycled in the door zone, filtering past slow moving traffic I got a good look at it. It is massively wide. Absolutely oceanic. Why did TransportNI (or its predecessor) suffice with a useless lick of paint on the main carriageway? This space could have been a segregated bidirectional cycleway from the Royal all the way up to the roundabout where the B38 turns into the A55. And all the way around it, just like they do in the Netherlands.

Below the Falls Road junction the Grosvenor Road is equally spacious and can easily accommodate moving cars, parked cars and a properly built cycleway.

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If the B38 cycleway then hooked up with the BBNP paths and the Comber Greenway (or cycle superhighway) beyond you could -in theory- cycle unimpeded from Comber town square all the way to the flanks of Black Mountain.

With not too much imagination the B38 cycleway could connect up with the Lagan Valley Regional Park (LVRP)/Bog Meadows/Whiterock Community Greenway.

And there you have a network of cycleways forming across (West) Belfast. A network that can be used to access schools, places of work, shops, leisure and community centres. A network that makes the bicycle a cheap, easy, healthy alternative to the car.

Having put the world to rights, I got to the Divis Mountain car park, took a photograph and headed back down.

Lagan Valley Regional Park (LVRP)/Bog Meadows/Whiterock Community Greenway

Deep in the Belfast Metropolitan Area Plan (BMAP) 2015 there is a section devoted to Community Greenways.

When I saw the title “Lagan Valley Regional Park (LVRP)/Bog Meadows/Whiterock Community Greenway” and skimmed over the proposed route my heart nearly leapt for joy, because here was a proposed route that would take us on a Greenway between home and our primary school.

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Greenway (green) and route to school (red)

But

All is not what it seems.

Here is the entire route. As with any urban planning document it is huge. Handily, someone also provided this route description:

Begin at Shaws Bridge within the LVRP and travel in a northerly direction, past the Queens University Playing Fields and the House of Sport.

This is the A55, so not exactly an off-road experience here. You will share the greenway with 30-35k cars a day. The pavements are shared use. While the road racing fraternity ignore the shared use path, commuters use it increasingly:

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At the Malone Roundabout, travel west along the Upper Malone Road, cross the road and travel along Harberton Park.

If you’re cycling you must join the road at the Roundabout just at the point where traffic speeds up to leave it. The alternatives are to get off and push or ignore the law and cycle on the pavement.

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End of 🚲 route

A signalised crossing will be needed here to cross the Upper Malone Road.

The area around Shaw’s Bridge has become a major destination for MTB cyclists. No safe access to the tracks around Barnett’s Demesne is provided. Groups of school age children use the pavements along all major roads in the area to get to the tracks.

Jeff Dudgeon, Balmoral UUP councillor says, “[o]ne of the most frequent complaints I received from constituents during my election campaign was about cycling on pavements.”

Instead of going along the very noisy and busy A55 I go underneath the ring road beside the river and then up the lung-bustingly steep “Clement Wilson Ramp”. This leaves me at the signalised pedestrian crossing north of the Malone Road Roundabout. From there I go down the Strangford Avenue rat run, to join Harberton Park and on to rejoin the A55.

As does the Greenway. Because the landowners are not yet on board with the idea of a Greenway from Harberton Park to Lisburn Road pedestrians and cyclists are diverted back onto Belfast’s Ring Road:

The following section of the greenway is inaccessible to pedestrians
Travel along the periphery of the RUAS Showgrounds and Balmoral Golf Club.

Alternative Pedestrian Linkage
Travel to the end of Harberton Park and turn left down Balmoral Avenue. At the junction with the Upper Lisburn Road, turn left and travel in a south westerly direction until you reach the railway bridge leading into Musgrave Park where you can rejoin the Greenway

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The A55 Greenway

The following section of the greenway is fully accessible to pedestrians,

but not cyclists.

Turn left and travel along the Upper Lisburn Road to no. 24. Cross the road here and continue down the narrow footpath and across the railway footbridge into Musgrave Park.

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You would think a pedestrian link to a hospital site would be fully accessible for people of all ages and abilities. And the irony is that the hospital is the Northern Irish regional centre for orthopaedic medicine, rheumatology, sports medicine and has a rehabilitation unit. But isn’t easily accessible for people with any kind of problem walking.

But back to the Greenway A55:

Travel north west through Musgrave Park and out onto Stockmans Lane. Turn left along Stockmans Lane and travel towards the motorway (M1) roundabout, before passing under the M1 bridge to reach Kennedy Way.

Stockman’s Lane is the A55. As is Kennedy Way:

The following section of the greenway is inaccessible to pedestrians

Travel north along Kennedy Way before turning right into Blackstaff Road and a further right into Blackstaff Way. At the bottom of Blackstaff Way, turn left onto the vacant ground. Travel around the boundary of Milltown Cemetery and through St Galls GAC Playing Fields onto Milltown Row. Travel west to the top of Milltown Row, cross the Falls Road and enter the Falls Park.

This bit of the “Greenway” leads through a light industrial estate. You are treated to the back of an Asda, a council waste recycling site and various commercial units. Lorries thunder up and down. Happily, there is an alternative involving Belfast’s Ring Road:

Alternative Pedestrian Linkage

Travel along Kennedy Way. At the roundabout beside the Westwood Shopping Centre, turn right onto the Andersonstown Road. Continue along this road, which becomes the Falls Road, in a north westerly direction. At the Falls Road / Glen Road roundabout, continue straight on, passing Milltown Cemetery on the right. Enter Falls Park on the left and rejoin the Greenway at this point.

[added 28/3] It will be a relief for cyclists to leave the Andersonstown and Falls Road behind at Falls Park. This stretch of the “Greenway” includes two notorious roundabouts. The first at Kennedy Way is terrifying.

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Greenway Roundabout

The slope across the roundabout, the high central island make it difficult to see cars coming. Trying to cross as a pedestrian, pushing your bike is no better. On all approaches motorists queue across the zebra crossings, and driving across them when pedestrians are crossing. It’s captured by the Google car:

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The only reason cyclists are not killed here is because cycling’s modal share in West Belfast is 0%.

The roundabout where the Andersonstown Road morphs into the Falls Road is no better. It is a wide unmarked triangular space with a circular “feature” in the middle. It’s a free for all.

I have looked for it and I cannot find the roadside sign saying the Highway Code is suspended in West Belfast and it’s do as you please.

However, back to the Greenway:

From Falls Park it is not far to the glorious end:

The following section of the greenway is fully accessible to pedestrians
Follow the pathway in a northerly direction through Falls Park, past the playing fields and Belfast City Cemetery, out onto Whiterock Close and along the Whiterock Road into the Belfast Hills where the greenway ends.

There is however an alternative that isn’t accessible for pedestrians. What is the point of that? And it includes yet another of these terrifying roundabouts, where traffic pushes on regardless of what or who has right of way. It’s the Falls Road / Whiterock Road roundabout:
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The current roadworks to accommodate the Belfast Rapid Transit lanes do not help.

Alternatively, exit the Bog Meadows at St James’s Road and travel in a northerly direction along St James’s Crescent and onto the Donegall Road. Travel west to the top of the Donegall Road and turn left along the Falls Road. At the Falls Road / Whiterock Road roundabout, turn right and continue up the Whiterock Road.

The following section of the greenway is inaccessible to pedestrians

Travel through the Belfast Metropolitan College Campus past St. Johns GAC grounds to Corpus Christi Church. Cross Springhill Drive and continue along the Springhill open space, past the playground and onto the Springfield Road. Turn left and continue along the Springfield Road and connect back into the greenway route at the Whiterock Road beside New Barnsley Parade.

But wait! There is another route. An alternative to the alternative:

Alternative Pedestrian Linkage
From the Whiterock Road, travel past the Belfast Metropolitan College Campus and turn right along the Ballymurphy Road. Turn right along Springhill Drive and then continue north along the Springhill open space to rejoin the Greenway at this point.

Pedestrians or cyclists? Pedestrians and cyclists?

The first obvious observation is the complete lack of thought given to cycling. Accessibility is used only in reference to walking. What is the overarching vision for Community Greenways?

Community Greenways serve a variety of functions including:

• Offering pedestrians and cyclists [my emphasis] the opportunity to travel from one green area to another via pleasant green surroundings; and
• Providing an ecological haven and green linkage along river corridors, pathways and disused railway lines.

To put it bluntly, the whole route needs to be re-evaluated from a cyclist’s point of view.

Also, can we really say that the A55 is a “pleasant green surrounding”?

Does this Community Greenway offer a reasonable alternative to using the pavements along the A55 for pedestrians and cyclists?

No and no.

To make this route work we need to gain public access to parcels of privately owned land. Consideration needs to be given to places where the route crosses main roads and the M1 motorway. There is a need for signalised crossings and perhaps a tunnel or bridge to cross the M1.

If we want cyclists to have full access Harberton Park needs to be upgraded to include cycle tracks. We need fully segregated tracks along the Upper Malone, Lisburn, Andersonstown and Falls Roads. The pedestrian footbridge at Musgrave Park Hospital needs to be upgraded so people of all ages and abilities can use it.

The wider picture

West Belfast has a very low uptake of cycling, due in no small part to the complete lack of cycling infrastructure. Plans like this can improve the environment for cycling. Combined with initiatives to encourage multi-modal transport (cycling to a secure bike parking at a Belfast Rapid Transport halt along the Falls and Andersonstown Roads, perhaps) the cycling share may increase. Large employers such as the Royal site of the Belfast Trust are to be commended for encouraging staff not to use their cars. And the Belfast bike hire scheme should be extended to the Royal site as a matter of priority.

Is there potential for better? Maybe. The Southwest Gateway plan may give a very good alternative to parts of the greenway route set out in the BMAP. And in my opinion the two plans should be combined taking the best elements of both.

I don’t think I will personally benefit from the Greenway for the school commute. It remains to be seen if any of it can be realised by the time my youngest leaves primary school in 2023.