Appendices - Armagh City and District Council

armagh 

city centre masterplan 

Appendices 

Department for Social Development 

Armagh City & District Council

27th May 2009

TABLE OF CONTENTS 

1 Stage One Report 1 

2. Analysis Plans 83 

3. Consultation 105 

4. Parking Strategy 119 

5. Development Profiles 137 

6. Design Guidance 171 

7. Use of Statutory Powers 179 

ii

STAGE ONE REPORT 

1 STAGE ONE REPORT 

1


Armagh 

City Centre Masterplan 

Stage One Report 

Wednesday 13 th August 2008 

On behalf of: 

The Department for Social Development 

Armagh City and District Council 

Advisory Group Discussion Paper, Armagh City Centre Masterplan 

2


Contents 

Introduction 1 

Process 2 

Information Gathering - Desktop Research 3 

Information Gathering - Consultation 4 

Initial Data 5 

Advisory Group 8 

Appendices 9 

Subject Specific Reports 9 

- Planning (DTZ) 

- Economics (PWC) 

- Transportation (JMP) [revised] 

- Property Market/Valuation (CBRE) 

3


Introduction 

This discussion paper has been compiled to inform the first meeting of the Armagh City Centre 

Masterplan Advisory Group, scheduled to take place on the 27th of June 2008. 

The Armagh City Centre Masterplan was commissioned by the Southern Regional 

Development Office (DSD) with Armagh City and District Council. 

The role of the Masterplan will be to inform the promotion, timing and implementation of regeneration 

initiatives within the city centre of Armagh over the short, medium and long term. 

Whilst taking into account existing programmes and developments, the masterplan will be 

an opportunity to develop a strong vision for the physical, social and economic regeneration 

of the Armagh City Centre. 

The Advisory Group has been assembled from business leaders and other stakeholders in 

the city and will participate in the development of the masterplan through a series of workshops 

with the appointed consultant team. 

The team of consultants comprises of 8 specialist 

organisations, all of whom have an existing working 

relationship and share extensive experience 

in town centre regeneration in Northern Ireland 

and further a field. 

The team is led by The Paul Hogarth Company. 

They will manage the team and masterplan process 

from their office in Belfast, whilst leading on 

Masterplanning, Urban Design and Landscape 

Architecture components of the plan. Advice 

on Conservation Architectural issues will be provided 

by Alastair Coey Architects. 

Planning consultancy will be provided by DTZ, 

with market analysis and advice from CB Richard 

Ellis. 

All aspects of transportation will be addressed by 

JMP Consulting. 

The economic context to the masterplan will be 

provided by Price Waterhouse Coopers and an 

indication of costs resulting from the masterplan 

proposals provided by White Young Green. 


Finally, legal advice will be provided by Belfast 

law firm, Cleaver Fulton Rankin. 

4


Process 

The masterplan process will take approximately 6 months and is currently on programme for 

completion in December 2008. 

The process can be divided into the following key stages: 

A Briefing (Complete) 

May 2008 

Confirmation of Terms of Reference, Programme, Lines of Communication etc. 

B Information Gathering (Ongoing) 

Desktop Research, Consultation, Site Appraisals 

C Analysis (Ongoing) 

Review of all Information and Drawing of Analysis Conclusions 

D 

Concept 

Vision, Aims, Objectives and Initial Conceptual Proposals 

E 

Retail Analysis 

Overview of Retail Capacity based on Existing Information 

F 

Masterplan & Action Plan 

Development of Masterplan and Delivery Proposals 

G 

Public Exhibition 

Opportunity for members of public to view and engage with Draft Masterplan 

H 

Final Report 

Publication of report with colour illustrations 

December 2008 


5


Information 

Gathering 

Desktop Research 

As part of the Information Gathering stage, the following documents have been reviewed in 

detail by the team, in addition to relevant national policy and statutory guidance. 

Terms of Reference – Cross Border Retail Development 

Programme 

Application for Town Centre Living Initiative 

Armagh Gaol – Draft Development Brief 

SEED Economic Development Strategy 

ACDC Review of Socio-Economic Situation and Outlook 

Armagh Area Plan 2004 

Armagh Area Plan 2018 – Public and Community Consultation 

Armagh Area Plan 2018 – Issues Paper 

Armagh Area Plan 2018 – Issues Paper Response 

Neighbourhood Renewal Areas 

Shop Front Improvement Initiative 

Armagh Public Realm Scheme 


6


Information 

Gathering 

Stakeholder Consultation 

Consultation also forms an important part of the information gathering process. 

Individual consultation meetings have been arranged with the following organisations. 

Organisation 

Armagh City & District Council 

Date of 

Meeting 

To be arranged 

Environment & Heritage Service (DOE) 14/08/08 

Invest Northern Ireland 16/06/08 

Northern Ireland Housing Executive 

Planning Service (DOE) 16/06/08 

Roads Service (DRD) 11/06/08 

Southern Education & Library Board 22/08/08 

Southern Health & Social Services Board 22/08/08 

Southern Regional Development Office (DSD) 

Translink 11/06/08 

Workplace 2010 11/06/08 

Health Trust 20/06/08 

To be arranged 

Through scheduled meetings 

In addition to the stakeholders listed above, the Advisory Group will represent an important 

component of the consultation process, reflecting the experience and opinions of Armagh’s 

private sector. 


7


Initial Data 

Site Appraisal 

To complement Desktop Research and Consultation, 

members of the team have been carrying 

out a number of site visits in order to gain a 

good understanding of how the town centre both 

looks and functions. 

Amongst the information gathered is the location 

of derelict or vacant sites, landmark buildings or 

monuments, important views and vistas and the 

location and quality of public open spaces. 

A series of analysis plans are now being developed 

to help identify and communicate physical 

issues arising in relation to the study area. 

A key part of this will is the Landuse Plan, a 

draft version of which is contained within this report. 

This drawing, which can be manipulated 

to show different land uses in isolation, will play 

an important part in the analysis of the current 

situation. 

. 


8


Initial Data 

Landuse Mapping 


9


Initial Data 

Landuse Mapping 


10


Advisory Group 

Points for Discussion 

The first meeting of the Advisory Group scheduled for the 27th of June 2008 will occur as 

the Information Gathering Stage (B) is nearing completion and the Analysis Stage (C) is 

underway. This will therefore be an ideal opportunity for members of the Advisory Group to 

participate in analysis process, helping to identify critical areas of focus for the Masterplan 

to address. 

Members of the Advisory Group are invited to consider issues of relevance to the development 

of the masterplan. Some initial points for discussion are suggested below. 

What makes Armagh City Centre unique? 

What will be the main drivers of 

Armagh’s future economic growth? 

What is the current role of the city centre? 

How can the City Centre relate to surrounding 

rural communities and economies? 

What factors are currently detrimental to 

the way in which the city centre looks and 

functions? 

Can increased regional ties support 

the City Centre economy and tourism? 

The consultant team look forward to working with the Advisory Group to explore these issues 

and others that will arise through the course of the Masterplan process. 


11



Subject Specific 

Reports 

The final four sections of this report discuss in more detail the Planning, Economic, 

Transportation and Property Market context within which the Masterplan will be required to 

operate. 

1. Planning (DTZ) 

2. Economics (PWC) 

3. Transportation (JMP) [revised] 

4. Property Market/Valuation (CBRE) 


12


Appendix 1 

Planning (DTZ) 


13


Armagh City Centre Masterplan 

Planning Policy Position 

DTZ 

One Edinburgh Quay 

133 Fountainbridge 

Edinburgh 

EH3 9QG 

June 2008 

14


Contents 

1. Introduction 1 

1.1 Purpose of Report 1 

2. Planning Policy Context 2 

2.1 National Planning Policy 2 

2.2 Local Planning Policy 7 

3. Additional Studies 12 

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1. Introduction 

1.1 Purpose of Report 

This Planning Policy Position report establishes the planning framework relevant to the 

masterplanning of Armagh City Centre and contextualises future assessments of development 

viability and land-use allocation. The review of pertinent planning strategies will be completed 

through a comprehensive review of available data sources, including a desktop review of 

relevant planning legislation and published data sources in conjunction with in-house 

knowledge and information. 

Relevant planning policies and documentation used to determine the planning status and 

development potential of Armagh City Centre have been reviewed and include: 

· Shaping our Future: Regional Development Strategy for Northern Ireland 

· Draft Planning Policy Statement 5: Retailing, Town Centres and Commercial Leisure 

Developments 

· Armagh Area Plan 2004 

· Armagh Area Plan 2018: Public and Community Consultation / Issues Paper / Issues 

Paper Response 

· SEED: Economic Development Strategy 

· ACDC: Review of Socio-Economic Situation and Outlook 

· Armagh Gaol Draft Development Brief 

· Application for Town Centre Living Initiative 

· Terms of Reference - Cross Border Retail Development Programme 

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2. Planning Policy Context 

The planning system in Northern Ireland exists to regulate the development and the use of 

land in the public interest. National planning policy for Northern Ireland is issued and centrally 

controlled by the Planning Service, a sub-department of Department the Environment in 

Belfast. The Department’s functions, in relation to planning, are set out in the Planning 

(Northern Ireland) Order 1991 and the role of the Planning Service is to administer most of 

these functions in addition to developing, and implementing, Government planning policies 

and development plans across Northern Ireland. 

This section provides an overview of the key policy considerations, which will shape the future 

development of the Armagh City Centre Masterplan. 

2.1 National Planning Policy 

2.1.1 Regional Development Strategy for Northern Ireland 2025 

‘Shaping our Future’, the Regional Development Strategy 2025 1 (RDS), sets out the 

overarching development strategy for Northern Ireland for the next 20 years and provides a 

framework for the future development of the region. It advocates development that will bring 

about enhanced economic competitiveness in a sustainable manner and will bring with it the 

renewal and revitalisation of established towns and villages. 

The RDS defined the Spatial Development Strategy 2025 as the tool that would guide and 

manage the development of Northern Ireland at the strategic level up to 2025. This Spatial 

Development Strategy is a framework for the future physical development of Northern Ireland, 

based on urban hubs and clusters, key and link transport corridors and the main regional 

gateways of ports and airports. 

Within the Spatial Development Strategy, Armagh is designated as a Main Hub and Major 

Tourism Development Opportunity while being located on the routes of two Link Corridors. 

Main Hubs are noted in the RDS as containing the potential to develop as areas where 

economic activity can cluster and as locations providing employment, services and other 

amenities. Indeed, it is stated that settlements such as Armagh will have a significant role to 

play in accommodating the need for urban housing at the district level. 

It is further noted that the centres of Main Hubs will assume a vital role in the success of rural 

Northern Ireland and therefore must be sustained as “attractive vibrant town centres 

performing a multi-functional role as prime locations for retail, service administrative, 

leisure and cultural facilities”. 

The identification of Armagh as a Major Tourism Development Opportunity could greatly 

benefit the economy of the city with the RDS noting that it’s cultural and historic role, as the 

ecclesiastical capital of Ireland and as one of the oldest centres of Christianity, should be 

promoted. Potentially linked to this heritage tourism could be the development of 

environmentally sensitive water-based recreation and bird-watching attractions at the Union 

Canal and Lough Neagh. 

1 Available at http://www.drdni.gov.uk 

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While Armagh is not located along a primary Key Transport Corridor it is connected directly to 

two of them - the Eastern Seaboard Corridor and the South Western Corridor – via two link 

corridors which pass through the city. 

The RDS identifies Local Development Guidelines that should be applied to each location. 

These include: 

Identity: Encouraging community participation in the planning process. It also promotes the 

reinforcement of a sense of place and belonging by maintaining distinctive places throughout 

local communities and in local landscape character areas, including places of public assembly 

and community interaction, focal points, landmarks and a continuity of urban and rural 

traditions. 

Vitality: Continuously caring for, restoring and renewing the physical fabric of towns and 

villages by a strong emphasis on the imaginative re-use of older buildings and the use of 

previously developed land as a fundamental component of the regeneration process for 

towns, villages and rural areas. 

Proximity: Providing compatible mixed-use developments extending local community choice 

and opportunity in relation to jobs, commercial facilities and services. 

Accessibility: Developing multi-modal systems of urban and rural transport that would 

enhance accessibility for local communities to the full range of urban activities and meet the 

needs of people with disabilities. This would be achieved by integrating public transport, 

cycling and walking with more responsible use of the private car, whilst facilitating the 

movement of goods. 

Amenity: Providing Community Greenways to establish connections with nature and the 

countryside, and local historic features, for residents in urban and rural areas by maintaining 

and building up an interlinked pattern of public open spaces, play facilities and landscaped 

areas, woodlands and wildlife habitats, pedestrian and cycle routes, linking to rivers, canals, 

coastal and inland waters, as well as respecting the rural setting of towns and villages. 

Quality: Fostering an imaginative and resource efficient quality of design that respects 

existing rural or urban character, local tradition and human scale. 

The RDS also indicates the requirements for new dwellings up to 2015 through the Spatial 

Framework for Housing: District Growth Indicators 2015. This notes that 6,000 units are 

required in Armagh City and District Council area by 2015. More recently, revised population 

projections indicate a growing demand for housing of all tenures across the province. 

However as is often true of strategic documents the RDS does not contain specific strategies 

for the future promotion of the town and additional sources are required to be consulted in 

order to gain an understanding of the future ambitions and prospects for Armagh City Centre. 

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2.1.2 Draft Planning Policy Statement 5 Retailing and Town Centres 

Planning Policy Statements (PPSs) set out policies on land use and other planning matters 

and apply to the whole of Northern Ireland. They are gradually amending and replacing the 

policy provisions of the Planning Strategy for Rural Northern Ireland (1993). Their contents 

are taken into account in the preparation of Development Plans and are also material to 

decisions on individual planning applications. 

Draft Planning Policy Statement 5 2 (PPS 5), Retailing, Town Centres and Commercial Leisure 

Developments, has been prepared to assist in the implementation of the Regional 

Development Strategy (RDS) to guide the future pattern of retailing and commercial functions 

by managing future growth and distribution, supporting urban renaissance and achieving 

balanced communities. It emphasises the importance of maintaining a healthy town / city 

centre and sets out policies for retailing and commercial leisure developments in cities, towns, 

other centres and settlements throughout Northern Ireland. PPS 5 recognises existing Town 

Centres as the best location for retail, office and related uses. 

The objective of PPS 5 is to ensure that Town Centres are the preferred location for major 

comparison shopping and mixed retailing proposals. Government’s retail policy set out in 

PPS 5 is to: 

- Enhance the vitality and viability of Town Centres; 

- Focus development, particularly retail development in areas which maximise the 

benefits for all consumers; and 

- Maximise the opportunity to use means of transport other than the car. 

New development within Town Centres should minimise visual, functional and physical 

disruption and enhance or create interest, vitality and variety and the Department of the 

Environment will resist unsympathetic development, which is not compatible with the existing 

townscape. 

As this is a strategic document, it does not make specific reference to towns or cities across 

the region but instead advocates best practice that attracts new and retains established retail 

development in the first instance within the established Town Centre. 

2.1.3 Planning Policy Statement 12 Housing in Settlements 

Planning Policy Statement 12 (PPS12) is a key tool for the implementation of the relevant 

policies outlined in the RDS. It applies to all residential development proposals in settlements 

in Northern Ireland, including Armagh. Its key objectives are: 

- to manage housing growth in response to changing housing need; 

- to direct and manage future housing growth to achieve more sustainable patterns of 

residential development; 

- to promote a drive to provide more housing within existing urban areas; 

2 Available at http://www.planningni.gov.uk 

19 

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- to encourage an increase in the density of urban housing appropriate to the scale and 

design to the cities and towns of Northern Ireland; and 

- to encourage the development of balanced local communities. 

It is noted that development plans are the primary vehicle for determining future housing land 

requirements and the method for this process is outlined in PPS12. This allocation of housing 

land is to be derived from the utilisation of housing growth indicators, allowance for existing 

commitments, urban capacity studies, the sequential approach for site identification, housing 

needs assessments, allowance for windfall housing and residual housing need. Guidance on 

the method of these techniques is provided. 

PPS12 subsequently outlines the measures that should be incorporated into development 

plans. The issues involved in implementing, monitoring and reviewing the housing component 

of developments are then stated. 

Planning control principles are also noted and should be taken into account in the formulation 

of development plans. The guidelines are also material considerations for individual planning 

applications. 

2.1.4 Planning Policy Statement 13 Transportation and Land Use 

Planning Policy Statement 13 (PPS13) Transportation and Land Use has been prepared in 

line with national and regional transportation strategies in order to guide the integration of 

transportation and land use, primarily through the production of development and transport 

plans. 

The strategic direction of PPS13 is derived from the transportation vision of the RDS which is 

outlined as part of overall proposals for the development of the region. It is noted with the 

RDS that: 

“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 foremost goal of PPS13 is to integrate land use planning and transport by, “promoting 

sustainable transport choices; promoting accessibility for all; and reducing the need to travel, 

especially by private car”. 

These objectives are to be achieved through following the General Principles set out in the 

Policy Statement: 

· The integration of transportation policy and land use planning should be taken forward 

through the preparation of development plans and transport plans informed by 

transport studies. 

· Accessibility by modes of transport other than the private car should be a key 

consideration in the location and design of development. 

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· The process of Transport Assessment (TA) should be employed to review the 

potential transport impacts of a development proposal. 

· Travel Plans should be developed for all significant travel generating uses. 

· Developers should bear the costs of transport infrastructure necessitated by their 

development. 

· Controls on parking should be employed to encourage more responsible use of the 

private car and bring about a change in travel behaviour. 

· Park and ride and park and share sites should be developed in appropriate locations 

to reduce the need to travel by car and encourage use of public transport. 

· Land required to facilitate improvements in the transport network should be afforded 

protection. 

· Reliance on the private car should be reduced through a modal shift to walking, 

cycling and public transport. 

· Rural public transport schemes should be developed to link rural dwellers to essential 

facilities and larger settlements. 

· Innovative measures should be developed for the safe and effective management of 

traffic. 

· The integration of transport and land use planning should seek to create a more 

accessible environment for all. 

2.1.5 Planning Strategy for Rural Northern Ireland 

The Planning Strategy for Rural Northern Ireland (DOE, 1993) covers all of the towns, villages 

and countryside of Northern Ireland outside Belfast (and adjoining built up areas) and Derry. 

It provides a comprehensive framework for the preparation of development plans for 19 

individual District Council areas across the region. The Strategy establishes the objectives 

and the policies for land use and development appropriate to the particular circumstances of 

Northern Ireland and need to be considered on a scale wider than the individual District 

Council Area. It provides a basis for coordinating decisions in both the public and the private 

sectors and sets out regional policies for the control of development, to ensure a consistent 

approach to rural planning matters. 

A number of Regional Planning Polices in "A Planning Strategy for Rural Northern Ireland" 

have been superseded by Planning Policy Statements since the document was printed in 

1993. 

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2.2 Local Planning Policy 

Local planning policy for towns and cities across Northern Ireland is set out in the local 

Development Plan, which may take the form of area plans, local plans or subject plans. 

These plans apply the regional policies of the Department at the appropriate local level. 

In general, Development Plans inform the public, statutory authorities, developers and other 

interested bodies of the policy framework and land use proposals that will guide development 

decisions within their local area. They also provide an essential framework for guiding 

investment by public, private and community sectors and help harness additional resources 

through collaboration in tackling problems. Furthermore, they 

· Provide confidence for those wishing to develop and those affected by development 

proposals; 

· Establish a framework for positive co-ordination of public policies in joined-up 

government at both regional and local levels; 

· Provide an effective land supply phased and allocated to meet the full range of needs 

to support the life of the local community and social and economic progress; and 

· Establish a process for involvement and ownership by local communities wishing to 

influence the future development of their area. 

All Development Plans are now required to be in general conformity with the Regional 

Development Strategy for Northern Ireland 2025, detailed above. 

2.2.1 Armagh Area Plan 2004 

The current Area Plan, adopted in 1995, sets out the broad planning framework for the 

development of Armagh District. This incorporates guidance on the strategic spatial 

designation of housing, industry, open space and commercial land uses and development 

activity within the main towns of the region. The Plan is currently the initial reference point for 

the consideration of planning matters although a replacement plan, ‘Armagh Area Plan 2018’, 

is being progressed and will supersede the current plan upon its adoption. 

Within the Plan, Armagh is designated as the main centre for growth for the county in terms of 

infrastructure and service investment. It is stated that there will also be further growth in 

tourism activity. The city centre is specifically noted in the Armagh Central Area section of the 

Plan, with the defined central area limit defining the outer boundary of the area considered to 

be appropriate for central area uses. 

This defined central area is made up of sub-areas with varying functions and characters and it 

is noted that the effective integration of the predominant land uses within these individual 

areas will be crucial for the successful regeneration of Armagh. In order to achieve this, the 

Area Plan outlines the strategic direction of policy regarding Shopping and Commerce, 

Housing, Transport, Tourism, Conservation, Regeneration and Business. 

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The Plan promotes new shopping facilities that will diversify rather than increase the offering 

within the central area, with any development being encouraged to locate in the commercial 

area, as defined on the Central Area Strategy Map. 

Office developments will be assessed on their “locational merits” though they will generally be 

permitted within the majority of the central area, discounting certain areas with established 

other uses. 

Housing is also promoted in the central area as residential uses are viewed as preserving the 

vitality of city centres. It is stated that this will involve “new-build schemes within, for example 

comprehensive development areas and derelict and underused backland areas, as well as 

rehabilitation and refurbishment schemes”. 

2.2.2 Armagh Area Plan 2018 

The Planning Service is currently undertaking preparations for a new Area Plan for Armagh 

which will guide the development and conservation of the Armagh City and District Council 

area over its timescale. In order to derive an effective Area Plan a number of reports have 

been produced and the Planning Service has consulted with a range of statutory agencies. 

The following reports are each a part of the overall consultation. 

Issues Paper 

The purpose of an Issues Paper is to engender debate on topics that will inform the nature of 

the Draft Plan. These documents outline a number of strategic, general and local 

policies/proposals for which comments are sought. Representations are also permitted on 

topics not covered in the initial Issues Paper publication. 

This stage of the Area Plan process has a statutory 14 week consultation period during which 

an independent assessor helps to guide the process and presents their findings in a report. 

The Issues Paper may also include a report outlining the results of the initial research and 

consultation undertaken. Subsequently, additional consultation and research permits the 

formulation of the Draft Area Plan. 

The Armagh Area Plan 2018: Issues Paper, published in March 2004, was produced in order 

to engender debate around a number of issues of strategic significance impacting upon the 

nature of the Draft Plan. Many of these relate directly to Armagh City Centre. 

The first of these is the accommodation of settlement growth and new development in built-up 

areas which the Issues Paper notes will be assessed through urban capacity studies (a 

component of the Plan-making process). Indeed, the Paper notes that the Plan will encourage 

more sustainable forms of development through policies such as increased densities of urban 

housing. 

The Issues Paper notes that Housing should be allocated in accordance with the prevailing 

regional policy context and that a number of assessments suggested in the RDS should be 

applied to each of the relevant settlements, including Armagh. In particular, the Issues Paper 

states that Armagh’s relatively low share of the district population should be increased to meet 

the RDS’s policy of promoting ‘district town’s’ multi-functional roles. The preliminary housing 

growth allocation for Armagh City has therefore been at 2000 units. 

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In relation to Industry and Commerce, the Issues Paper states that the Area Plan will aim to 

secure sufficient land for these uses to meet the expected demand over the Plan period by 

the public and private sector. 

As part of the transportation section it is noted that to inform the Plan process Roads Service 

will commission a Transport Study for the relevant area including a traffic model for Armagh 

City. The report indicates that the current infrastructure arrangements in the region should be 

improved to achieve a better public transport service and a more competitive regional 

economy. 

Within a regional context, tourism is to be promoted within Armagh due to its historic legacy, 

in line with the RDS. The Issues Paper notes that the Area Plan will aim to balance to 

protection of these assets in Armagh with their use for tourist and recreational use. 

The Issues Paper also defines Armagh as the main urban centre and highlights its potential to 

develop and expand further. It notes that of the approx. 100ha of land zoned for residential 

use in the previous Area Plan, approx. 45ha remains undeveloped. These remaining areas 

will be reassessed along with existing sites within the urban area. 

It is anticipated that the Plan will also seek to assist in the achievement of the overall RDS 

target to locate up to 60% of N. Ireland’s urban housing growth within existing urban areas of 

over 5000 population. 

Regarding industry, the report states that the previous Area Plan zoned approx. 22ha of land 

in Armagh for industrial use of which 20ha remains undeveloped. The future plan will identify 

land to meet potential industrial development requirements. 

Strategic Topic Research Summary Report 

The Strategic Topic Research Summary Report informed and should be read in association 

with the Issues Paper and is intended to inform and encourage effective consultation on this 

document. The research’s outputs are presented in detail and cover the following topics: 

· Education, Health and Community Services 

· Tourism 

· Public services and Utilities 

· Industry 

· Transportation 

· Recreation and Open Space Minerals 

· Retailing 

· Population and Housing 

· Consultation 

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Public and Community Consultation 

The consultation report, published in June 2004, contains the findings of public and 

community consultations completed between October 2003 and June 2004. The findings have 

been collated and ascribed to four categories: 

· Strategic issues 

· Locational issues 

· Consultation with equality groupings 

· Community and voluntary groups’ written submissions 

Strategic issues highlights different stakeholder’s opinions on a variety of topics including 

housing, transport, business, and tourism. A number of these relate to issues within Armagh 

City Centre while others have less direct relevance. 

Armagh City has a dedicated section within the locational issues section that outlines various 

findings on: housing; retailing in the city centre; traffic, transportation and roads infrastructure 

in the city centre; tourism in the city centre; built environment in the city centre; natural 

environment; equality and accessibility in the city centre; industry; and other issues. These 

sub-sections highlight the public and communities views on these issues. 

A number of issues were also consulted on with organisations representing the nine equality 

groups outlined in Section 75 of the Northern Ireland Act 1998. In addition, written 

submissions were used to represent the views of a number of community and voluntary 

groups. 

Issues Paper Response by ACDC 

This report, produced by Colin Buchanan and Partners (CBP), responds to the initial Issues 

Paper and makes notes on a range of strategic priorities. It also refers directly to the central 

Armagh area. It is one of a number of responses received by the Planning Service that are 

submitted in order to influence the outcome of the local plan process. Issues are raised and 

commented upon at this stage and this consultation assists in the creation of a 

comprehensive range of policies contained within the subsequent Draft Plan. 

The report highlights that the defined ‘central area’ incorporates a number of sub-areas from 

which the character of the city is derived. Within these areas are a number of sites that have 

been selected by the Council as redevelopment opportunities for retail and mixed-use 

development. These include: 

· Shambles – Upper English Street 

· Ogle Street 

· Scotch Street/Friary Road 

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· Former Dunnes Stores Site 

· City Goal 

· Demolition/Gap Site in English Street 

· Gap site at corner of College Street and English Street 

· Post Office Building 

· Abbey Street 

The prioritisation of city centre brownfield sites for housing, as opposed to land on the 

periphery, is also encouraged, as is the extension of the City Centre boundary to include the 

Moy Road retail development. It is also proposed that the Conservation Area is extended to 

encompass the regeneration sites at Ogle Street and Scotch Street/Friary Road. 

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3. Additional Studies 

3.1.1 SEED: Economic Development Strategy 

In 2007, South Eastern Economic Development (SEED) commissioned consultants to develop 

an Economic Development Strategy for the south-east of Northern Ireland, including the 

Armagh Council area. The resulting report set out the results of the research/consultation 

undertaken, the subsequent strategy and an action plan for delivery. 

The report initially reviewed the key strategies and policies at varying spatial levels to form the 

context in which SEED operates. It then assessed several key areas where economic 

development activities had been concentrated, including Armagh. 

Armagh was seen to have risks and opportunities associated with its economy and these are 

noted below. The resulting strategy for the region is subsequently presented in the report to 

create, “a skilled and flexible workforce supporting a diverse and competitive economy” and 

points of action to achieve this aim are set out overleaf. 

Risks 

Opportunities 

Demographics and Labour Market 

· Likely housing shortfall by end of Area Plan 

Period 

· Non-employed being ‘left behind’ by ‘new 

economy’ growth 

· Strong demographic outlook 

· Tourism (including NITB signature projects in 

Armagh) 

Competitive and Cost Issues 

· Weak infrastructure and connectivity 

· Weak skills base in terms of resident 

graduates 

· FE provision from local college/institute and 

strengthening of education-business links 

· Competitive office property costs (relative to 

Belfast) 

Enterprise 

· Wider economic outlook weaker than other 

SEED Councils 

· Traditional enterprise strength 

Prosperity/Wealth 

· Relatively high numbers of inactive – trapped 

on benefits? 

· ‘Potential ‘untapped’ labour from nonemployed 

· High marquee car ownership suggests high 

consumer spend capacity 

· Funding opportunities from 1 DSD 

Neighbourhood Renewal Area (Armagh) 

Living Environment 

· Expensive domestic rates · Desirable housing mix 

· Strong social and entertainment amenity 

offering 

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· High quality of life 

Commercial Capacity 

· Lack of remaining usable Invest NI land 

· Lack of retail space 

Urban-Rural 

· Challenging outlook for rural economy · Economic strength of the main town 

3.1.2 ACDC: Review of Socio-Economic Situation and Outlook 

The Review of the Socio-Economic Situation and Outlook was completed for Armagh City and 

District Council in order to: undertake a detailed analysis of the local economy in relation to 

employment; identify the key challenges of the dynamic environment; identify the key 

opportunities available; research the resources available to assist in realising new 

opportunities; and formulate a plan of action to drive forward the local economy. 

Research derived various conclusions including: 

· Public sector employment growth is over-represented and this may have crowded-out 

private sector expansion. Despite this, there may be an opportunity for Armagh to be 

promoted as the potential location of a new ‘super-council’. 

· There needs to be better coordination and linkages with the various economic 

development initiatives established in the area regarding resources and strategies. 

· Lack of infrastructure investment has resulted in Armagh having poorer accessibility 

than neighbouring cities, which may impact upon inward investment and population 

growth. 

· The area has an under-developed retail offering and a number of competitors within 

close proximity. 

· Educational and training achievements delivered through the FE college and business 

park should be developed. 

· There are opportunities to improve ICT take-up levels across the region and to 

encourage clustering and development of e-incubation units on both sides of the 

border. 

· Significant regeneration and economic development opportunities can be achieved 

through the effective re-use of a number of strategically important development sites 

within the central Armagh area. 

· Armagh should integrate its tourist offering with the wider region in order to secure the 

further growth of the short break market. 

Page 13 

28


3.1.3 Armagh Gaol Draft Development Brief 

A draft development brief was published in February 2008 to inform developers of the 

opportunities and constraints surrounding the proposed redevelopment of Armagh Gaol. 

Owned by the Council it represents an important historical asset and its redevelopment 

presents an opportunity to aid the regeneration of Armagh City Centre. 

In addition to the relevant planning policy documents noted earlier in this report the following 

Planning Policy Statements relate to the Gaol’s redevelopment. 

- PPS 1 – General Principles 

- PPS 6 – Planning, Archaeology and the Built Heritage 

- PPS 3 – Access, Movement and Parking 

- PPS 13 – Transportation and Land 

The development brief sets out a disposal strategy for the site and, through consultation with 

the Council, confirms that the Gaol would be suitable for “refurbishment, restoration and 

conversion to a single or mix of uses”. 

Despite this, any proposal must meet with the approval of the Planning Service in association 

with Environment and Heritage, and the Roads Service. The Planning Service has confirmed 

the following uses would be acceptable as part of a single or mixed use development: 

- Hotel 

- Residential Dwellings 

- Office Use 

- Community Uses 

- Leisure (Gym/Spa) 

- Speciality Retail 

- Restaurant/Bars 

29 

Page 14


3.1.4 Application for Town Centre Living Initiative 

In order to attain the designation of a Town Centre Living Initiative Area, ACDC and Armagh 

City Centre Management (CCM) submitted an application to the Chief Executive of the 

Northern Ireland Housing Executive in July 2007. This was progressed as the Council, in 

response to consultation on the new Area Plan, wished to promote Armagh City Centre as a 

place to live and invest in housing. 

Living Over the Shop (LOTS), Town Centre Living Initiative seeks to increase the amount of 

private rented accommodation within town and city centres and to therefore promote 

regeneration of these areas. The main thrust of the scheme is to incentivise the renovation of 

private rented, affordable apartments in vacant or underused upper floor areas above 

commercial premises. 

Consultations with property owners revealed that there was a substantial supply of suitable 

properties in Armagh City Centre and that property owners displayed a high level of interest in 

the proposals. Demand for City Centre living in Armagh was also strong, especially for smaller 

properties. This strong demand, in addition to developer confidence, indicated that a City 

Centre living scheme in Armagh City would be welcomed by the private sector and could 

therefore benefit the regeneration of the locality. 

In June 2008 Armagh was accepted into the scheme. The Housing Executive can provide 

grant funding of up to 75% of the cost of eligible expenses up to a maximum of £25,000 where 

one flat or house is created or £30,000 where there is more than one flat. The grant is 

primarily aimed at landlords, but may be available to owner occupiers subject to a means test. 

3.1.5 Terms of Reference - Cross Border Retail Development Programme 

The Cross Border Retail Development Programme aims to regenerate the retail centres of 

Monaghan Town, Armagh City and Dungannon Town through inter-area collaboration. This is 

currently being achieved through a variety of measures such as training, knowledge-sharing 

and joint marketing initiatives. 

The Terms of Reference set out the tender details for the completion of a Joint Retail 

Development Strategy for the three areas until 2010. This strategy will identify common 

themes linking the three centres, include individual and joint action plans and act as a followon 

to the Cross Border Retail Development Programme which will end in June 2008. 

The strategy has been developed in draft and will hopefully be considered for Inter-Reg 

funding. 

Page 15 

30


Appendix 2 

Economics (PWC) 


31


The Paul Hogarth Company 

Evidence in support of an Armagh Masterplan 


Economic context: Armagh 

Evidence in support of Armagh Town Centre 

Masterplan 

Report 

June 2008 

32




Contents 

1 Economic policy context................................................................................................................ 3 

2 Economic context.......................................................................................................................... 7 

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33




1 Economic policy context 

Introduction 

1.1 This section of the report summarises the economic policy background to the proposed 

Armagh Town Centre Masterplan. It highlights the wider economic policy context in which 

this proposed Masterplan sits. The economic policy background is split between 

government departments, agencies, and Armagh City and District Council. In particular the 

following policies are discussed: 

Building a Better Future: Programme for Government 2008 to 2011; 

 

 

 

The Economic Vision, and Regional Innovation Strategy; 

Neighbourhood Renewal, Targeting Social Need, and the Government’s Anti-Poverty 

and Social Inclusion Strategy for Northern Ireland; and 

Armagh’s report “Review of Socio-Economic Situation and Outlook”. 

Building a Better Future: Programme for Government 2008 to 2011 

1.2 The recently published Programme for Government (PfG) aims “to build a prosperous, fair 

and inclusive society, supported by a vibrant and dynamic economy and a rich and 

sustainable environmental heritage”. It sets out the Government’s strategy to ensure that all 

parts of the region enjoy sustainable economic and social development. In doing so, it places 

economic development at the top of the political agenda. 

1.3 The PfG is based around a framework of 5 priority areas: 

 

 

 

 

Growing a dynamic innovative economy: the primary focus is to grow the economy, 

based on the characteristics of high productivity, a highly skilled and flexible workforce 

and employment growth. As part of this, the PfG identifies the need to 

o 

o 

o 

o 

improve employment opportunities in rural areas; 

to grow the private sector (both small and medium sized businesses); 

support growth in well-paid high skilled jobs; and 

strengthen the tourism sector. 

Promote tolerance, inclusion and health and well-being: in so doing the PfG 

identifies the need to, amongst other things, regenerate our urban and rural areas, build 

community capacity and leadership, and remove the barriers to employment; 

Protect and enhance our environment and natural resources: this priority identifies 

the importance of our built heritage in promoting places to live, work and visit; 

Invest to build our infrastructure: Through the Investment Strategy for Northern 

Ireland, Government aims to tackle the legacy of underdeveloped infrastructure across 

the region (including roads, sewerage, hospitals and education); 

34




 

Deliver modern high quality and efficient public services: the Government is 

committed to implementing key reform programmes in areas such as health, education, 

water and planning and eventually local government, which will result in significant 

changes to both the structure and delivery of public services. 

1.4 In addition, the PfG also highlights the importance of better linkages North/South and 

East/West particularly on infrastructure, trade and business, tourism, agriculture and health 

service provision. 

1.5 As such the PfG offers a comprehensive overview of the key areas to address in achieving a 

more prosperous dynamic economy for the region. This offers some high level guidelines for 

local strategy and in this context the Armagh Town Centre Masterplan. For example, any 

Masterplan should support growth of the private sector by providing the right environment to 

encourage high value added activity, considering the future changes to the public sector. 

The Masterplan should look to regenerate the urban economy of Armagh Town Centre, while 

taking advantage of the built heritage, and complementing the surrounding rural areas. 

Economic Vision for Northern Ireland 

1.6 The Economic Vision for Northern Ireland, was published by the Department of Enterprise, 

Trade and Investment (DETI) in February 2005. It set out the direction for economic policy 

across Northern Ireland over the proceeding 10 years. 

1.7 Among the key features of the Vision are, that by 2015 there will be: 

 

 

 

A supporting infrastructure which is modern and efficient; 

Private and public sectors which work in partnership; and 

Enterprise and entrepreneurship are valued and embraced; 

1.8 As such, the proposed Masterplan must support this vision. Again, it must provide the 

facilities needed to facilitate the future growth of the private sector. In addition, it must foster 

a business environment where enterprise and entrepreneurship are valued and embraced. 

Regional Innovation Strategy 

1.9 The Regional Innovation Strategy, published in 2003, was designed to support the aim of a 

modern knowledge based economy. In developing a knowledge-based economy, DETI 

highlighted four key priorities: 

 

 

 

 

Priority 1: Create a coherent R&D and innovation infrastructure; 

Priority 2: Enhance the use of R&D and innovation by the business sector; 

Priority 3: Develop a culture of innovation and enterprise; and 

Priority 4: Sustaining the regional innovation system. 

1.10 Through the Regional Innovation Strategy, government are encouraging more knowledge 

based and creative industries. As such, the proposed Masterplan should provide facilities 

where knowledge intensive industries / activities can flourish. 

Neighbourhood Renewal – Urban Regeneration for regional towns and cities 

35 

1.11 Following from the Government’s 2003 publication of ‘People and Place: A strategy for 

Neighbourhood renewal’, which aimed to tackle deprivation in the most disadvantaged areas 

of Northern Ireland, the Department for Social Development published an ‘Implementation 

Plan for Neighbourhood Renewal in Northern Ireland’s Regional Towns and Cities’.




1.12 This plan sets out the goals for Neighbourhood Renewal which is to ensure that the people 

living in the most deprived neighbourhoods have access to the best possible services and to 

the opportunities which make for a better quality of life and better prospects for themselves 

and their families. Furthermore it seeks to improve the environment and image of our most 

deprived neighbourhoods so that they become attractive places to live and invest in. 

1.13 Among the strategic objectives identified in the plan, developing economic activity in the 

most disadvantaged neighbourhoods and connecting them to the wider urban community is 

seen as a key aim. There are a total of 15 Neighbourhood Renewal Areas identified in 

towns and cities outside Belfast and Londonderry, which include Callanbridge and Legar Hill, 

Drumarg Park, Drumbreda and Mullacreevie Park estates in Armagh. These areas host a 

population of 3,715. 

1.14 Therefore, although the Armagh City and District Council area is not one of the most 

deprived in Northern Ireland, there are areas within the town centre that have been identified 

as needing renewal. 

New TSN/ Anti-Poverty and Social Inclusion Strategy for Northern Ireland 

1.15 Linked to the strategy for Neighbourhood Renewal, the New Targeting Social Need (TSN) 

objectives and the Government’s Anti-Poverty and Social Inclusion Strategy for Northern 

Ireland are also relevant. 

1.16 The objective of New TSN is to target resources more effectively on geographical areas, 

groups and individuals in greatest need. There is a particular focus on addressing the 

problems of unemployment. This extends beyond direct support for the unemployed through 

training and job placement and includes aspects of social economy provision and education 

for those most at risk of becoming the next generation of unemployed. A focused Masterplan 

for Armagh, can help support the objectives of New TSN. 

1.17 In addition, the Government’s Anti-Poverty and Social Inclusion Strategy for Northern Ireland 

is based around a number of general challenges, which will become the priority for future 

policy and action. These include: eliminating poverty; eliminating social exclusion; tackling 

area based deprivation; tackling inequality in the labour market; and tackling cycles of 

deprivation. The Strategy specifically states that the goal for Working Age Adults is ‘to 

ensure that everyone has the opportunity to fully participate in economic, social, and cultural 

life’. 

1.18 As such, a new Masterplan could contribute to both the New TSN and the Government’s 

Anti-Poverty and Social Inclusion Strategy for Northern Ireland, by encouraging and 

stimulating new and existing business activity in the town centre, and thus maximising 

employment opportunities in the area. 

Armagh City and District Council’s “Review of Socio-Economic Situation and Outlook 

1.19 In 2006 Armagh City and District Council commissioned PwC to undertake a socio-economic 

review and outlook of the area. The review identified the key challenges and opportunities 

facing the area, and the resources available to assist it. To conclude, the review proposed a 

plan of action to drive the economy forward. 

1.20 The review found: 

 

There was potential to improve as a strategic hub of economic activity: the 

Planning Service report (March 2004) “Armagh Area Plan 2018 – Issues Paper” 

reported that of the 100 hectares of land within Armagh City identified in the 2004 plan 

as being suitable for housing development, 45 acres remain undeveloped. The Council 

recognised that Armagh City had only a 28% share of the district population, well below 

the average for district towns across Northern Ireland. This supported the view that 

Armagh was underperforming in its strategic role as the main hub of economic activity 

36




as it did not have the critical mass to attract and retain significant new investment. The 

Issues Paper highlighted the potential of Armagh to act as the prime driver of economic 

growth across the district and recommended a settlement growth allocation of 35.5% of 

new development within Armagh. However, the Council considered that the new plan 

must be centred on accelerating the development of key settlements within the plan 

area, and recommended a growth distribution of 45% to Armagh; 

 

 

 

The area needed more industrial, recreational and residential zones: In addition the 

Issues paper noted that only two of the 22 acres identified for industry within Armagh 

City have been developed for this use, suggesting that potential development 

opportunities still existd within the area. Furthermore, Invest NI had advised the Council 

that there was strong interest in locating new inward investment projects within Armagh 

City, and as such it was important to generate a critical mass of land zoned for 

industrial, recreational and residential purposes in order to create a critical mass 1 . The 

key location identified for industrial development in both the Issues Paper and the 

Council’s response was the greenfield site at Mullinure, to the north of the city; 

Armagh has the potential to rebrand itself as an area for niche retail: Armagh had 

recently suffered from a lack of investment in its retail sector and competition from 

neighbouring centres including Newry, Craigavon, Portadown, Dungannon and 

Banbridge. There was therefore a major opportunity for the development of Armagh as 

a ‘niche’ retail location, particularly given the lack of competition from out of town retail 

parks. It was recognised that sites at Shambles and Ogle Street had the opportunity to 

act as catalysts for the wider regeneration of the city centre. It was noted that these 

sites should be zoned for mixed use and prioritised for future development, and that out 

of town development be restricted until these sites are regenerated; and 

A number of strategically important development sites existed: there was the 

opportunity to facilitate significant regeneration and economic development 

opportunities through the effective re-use of these sites. A short list of sites and 

properties available for commercial development in Armagh were provided. 

1.21 Any future town centre Masterplan should consider the findings of the above Review. 

Conclusions 

1.22 In conclusion this section has examined the development of a proposed Masterplan for 

Armagh Town Centre, in the context of the regional strategies of key economic development 

stakeholders, specifically DSD, DETI, DRD and Armagh City and District Council. The 

section has highlighted how a new Masterplan could complement and help contribute to the 

achievement of these strategies. In summary the Masterplan should: 

 

 

 

Aim to establish Armagh as a commercial centre. This should include the development 

of niche retail, and in doing so, encourage visitors into the town; 

Help assist in the regeneration of urban areas, and complement the activity of the 

surrounding rural areas; and 

Provide the environment for businesses to grow and engage in high value added 

activity, and in so doing contribute to the economic growth of the region, providing new 

opportunities and increased economic activity to local residents. 

37 

1 However it must be noted that in the current economic climate, inward investment will be scarce 

and more difficult to attract.



2 Economic context 


Introduction 

2.1 This section provides the economic context within which the Armagh Masterplan will sit. This 

section takes the following structure: 

 

 

 

 

 

Broader economic context 

Population trends 

Labour market trends 

Employment and sectoral trends 

Conclusions 

Broader economic context 

2.2 The Northern Ireland economy has experienced record growth in recent years. By way of 

summary it now has a record number of people employed, record low levels of 

unemployment (below the UK average), and the highest rates of growth in house prices (the 

Northern Ireland average is higher than that for the UK). 

2.3 Looking forward however, the regional and Armagh economies face a number of challenges. 

Global economic growth over the past 5 years has been driven by a number of factors: 

 

 

 

Access to easy credit and low rates of interest have encouraged high levels of consumer 

spending. This has acted as a major boast to housing markets in developed economies, 

forcing house prices up and consequently improving consumer confidence further. From a 

business point of view, the cheap and easily available credit encouraged high levels of 

business investment; 

Cheap imports from developing nations such as China, India and the EU accession 

countries has also encouraged consumer spending and growth in sectors which rely on 

imports as part of their activity; and 

Strong rates of growth in developing economies have contributed to Global trade, improving 

external demand for domestic goods. 

2.4 The recent ‘credit crunch’ affecting developed economies and in particular the US, has 

resulted in downward revisions to future Global growth. However consensus forecasts for 

Global growth in 2008 and 2009 are still above the trend rate for the past 30 years given the 

strength of developing economies such as China, India and Brazil. 

2.5 In developed economies such as the US, UK and Northern Ireland, housing markets have 

slowed and now face uncertain futures. Partly as a result of the slow down in the housing 

market, and partly due to high levels of debt and restricted access to further credit, consumer 

and business confidence are now markedly lower. 

2.6 Looking forward, domestic and external demand for goods and services will be lower than 

they have been in recent years. This is likely to produce a number of challenges to the 

Northern Ireland economy: 

38




 

 

 

 

Trading: external demand will be lower over the short-term. Northern Ireland’s key export 

markets the UK and Republic of Ireland are forecast to slow in the next two years. The 

challenge to local businesses is to maintain their level of exports to these markets and look 

further a field for new opportunities; 

Inward Investment: with slowing economic activity and concern over the possible effects of 

the credit crunch, firms are likely to reduce their inward investment activity. As a result, the 

region and Armagh will likely find that potential new inward investment will be scarce in the 

next few years; 

Skills: it is forecast that developing economies will continue to out grow developed 

economies in the next few years as they take advantage of lower costs, faster growing 

populations, and rising disposable income. The challenge for Northern Ireland and Armagh 

is to compete less on costs, and more on quality. Local business will need to move into high 

value added activity. In order to achieve this, it will have to rely on higher levels of skills and 

available labour; and 

Government spending: In addition, given the planned slow down in Government spending 

growth in the UK and Northern Ireland, the economy can no longer rely on the public sector 

to act as a key driver of the economy. The challenge is to grow the private sector, despite 

the changing economic environment highlighted above. 

2.7 As a result, growth in the local economy is likely to slow over the next few years. However 

beyond the slow down, there are likely to be a number of sectoral trends: 

 

 

Agriculture and manufacturing: are likely to contract in employment terms. Given lower 

real incomes in agriculture in recent years, the sector is likely to experience a period of 

change as farms merge to realise economies of scale. In manufacturing, businesses will 

need to move away from competing on cost and into higher value added activity. Although 

this is likely to see a reduction in employment, productivity and turnover should rise; 

Construction: the construction sector is forecast to grow going forward as the £18bn ISNI is 

carried out over the next decade. The scale and types of projects will also offer local 

companies the chance to build up their expertise and export their services; 

Finance and business services: are likely to grow. These sectors are currently 

underdeveloped when compared to the UK or Republic of Ireland; 

 

 

Creative industries: industries such as media, IT and advertising are likely to grow in 

importance as, overall the economy becomes more private services orientated; 

Retail: the retail sector has undergone considerable development in recent years, with a 

number of high profile developments. Looking forward, this should slow down, as the sector 

becomes saturated; 

Pharmaceuticals: sectors that rely on high levels of innovation and R&D like 

pharmaceuticals are likely to grow in importance as highly skilled labour are used to 

compete on quality; and 

 

Public sector: given the rising population levels, the education and health sectors are likely 

to continue to grow. However employment in the public administration sector faces a more 

uncertain future with the Review of Public Administration (RPA), strive for efficiency savings, 

and a slow down in public spending. 

Population trends 

2.8 Armagh District Council has experienced a growing population over the last 15 years. 

Analysis shows that over the period 1991 to 2006, the working age population grew faster 

than the total population (14.6% compared to 8.6%). Although over the next 15 years this is 

likely to change with the total population level forecast to grow more than the working age 

population, at 19% and 15% respectively. 

39




Figure 2.1: Armagh population trends and projections (1991 to 2021) 

80,000 

Total Population 

Working age Population 

70,000 

Population 

60,000 

50,000 

40,000 

30,000 

20,000 

1991 

1993 

1995 

1997 

1999 

2001 

2003 

2005 

2007 

2009 

2011 

2013 

2015 

2017 

2019 

2021 

Source: NISRA 

2.9 If these historical trends continue there are likely to be sectoral specific implications. For 

example, the ‘retail’ and ‘hotels and restaurants’ sectors are likely to experience increased 

demand from a growing population. In addition, the education and health sectors also likely 

to experience an increase in demand for their services. 

Labour market trends 

2.10 Armagh has a stronger performing labour market than the regional average (Table 2.1). It 

boasts a higher proportion of its population aged 16+ as economically active and employed, 

while having a lower rate of unemployment and a significantly lower rate of inactivity. 

Table 2.1: Selected labour market variables for the population aged 16+, 2006 

Northern Ireland (%) Armagh (%) 

Economically active 59.52 64.29 

- Employed 56.65 61.90 

- Unemployed 2.87 2.38 

Economically inactive 40.48 33.33 

Source: DETI / NISRA 

2.11 Figure 2.2 provides an analysis of employment by sector. It shows the percentage point 

difference between employment in Armagh and Northern Ireland. 

40




Figure 2.2: Employment by sector – Armagh versus Northern Ireland 

Health 

Education 

Transport and storage 

Wholesale and retail 

Construction 

Other 

Extraction 

Electricity, gas and w ater 

Public Admin 

Finance 

Hotels and restaurants 

Manufacturing 

Business 

-4.0 -3.0 -2.0 -1.0 0.0 1.0 2.0 3.0 4.0 


2.12 Armagh has an above average concentration of employment in the high paid public sector’s 

of health and education. Over 42% of total employment is found in the ‘Public 

administration’, ‘Health’ and ‘Education’ sectors. Given its central position in the region, it is 

perhaps not surprising that there is an above average concentration of employment in the 

transport and storage, and wholesale trade sectors. 

2.13 However it is underrepresented in the high value added sectors such business and finance. 

The deficit of employment in the hotels and restaurants sector could suggest that the tourism 

offering in the area is not developed and has potential for future growth. On the plus side, 

Armagh has a below average concentration of employment in the declining manufacturing 

sector. Although successful manufacturing activities need to be high value added, they are 

often more productivity and therefore require less labour. 

2.14 Armagh has a small private sector (38.72% of total employment), which is heavily dominated 

by small businesses (less than 4% of businesses in Armagh employ more than 20 

employees). The small nature of businesses in the area, could impact on the ability and 

capacity to undertake research and development activities. 

Figure 2.3: Business size (2007) 

% of total businesses 

90% 

80% 

70% 

60% 

50% 

40% 

30% 

20% 

10% 

0% 

0-4 5-19 20-49 50+ 


NI 

41





2.15 The remainder of this section provides a detailed commentary on sectoral trends, and their 

implications for a Armagh Town Centre Masterplan. 

Table 2.2: sectoral trends and potential implications 

 

 

 

 

 

 

 

Trends 

Shift from rural and manufacturing working to city centre 

working: In recent years, employment has declined in the 

agriculture and manufacturing sectors. The agricultural sector 

has been hit by a mix of falling farm incomes, rising costs of 

EU requirements and health scares. Meanwhile the 

manufacturing sector has undergone intense competitive 

pressure from developing economies such as China, India 

and the East European accession countries. As a result, both 

have experienced a contraction in employment. 

At the same time, employment in private services has grown. 

Developed economies have moved from competing on low 

value added / low cost activities, to competing on quality and 

knowledge intensive high value added activities. Sectors such 

as creative industries, finance and business services have 

been central to this growth. Typically these sectors are 

located in city centres, close to colleges / universities and 

entertainment hubs. This trend has been most acutely 

witnessed in Belfast, however other cities and towns have 

experienced it. 

Financial and business services sector: As noted above, 

these are key growth sectors for Northern Ireland. Given that 

Armagh is underdeveloped compared to the Northern Ireland 

average there is considerable scope for employment growth 

in the both sectors. 

Public sector: Potential growth is likely to be mixed by subsector. 

Education and health grew (8.9% and 3.8% 

respectively) from 2003 to 2005, while employment in public 

administration fell by 7.6% over the same period. 

Given the growth in the population highlighted earlier, public 

services such as Health and Education are likely to 

experience an increase in demand. However, the recent 

growth in employment in Health and Education will not 

continue given the reductions in future planned Government 

spending. 

In addition, employment trends in the public administration 

sector are uncertain given the Review of Public 

Administration. 

The Tourism sector: experienced a significant increase in 

activity from 2001 to 2006, with the number of trips more than 

doubling to 52,000. Over the same period tourism spend 

Implications 

Armagh Town Centre is 

likely to grow in importance 

as a centre for employment, 

entertainment and housing; 

Although it has a small 

concentration of total 

employment in the sector, 

Armagh is likely to 

experience a decline in 

manufacturing employment 

as the sector moves away 

from 

traditional 

manufacturing activity to 

high value added activity 

that requires less 

employment, but higher 

skills; and 

Armagh is likely to 

experience a decline in 

agricultural employment in 

the future. 

Adequate office 

accommodation will be 

required in the town to 

support the potential future 

growth of employment in 

financial and business 

services. 

Although public 

administration faces an 

uncertain future, demand 

for education and health 

services will grow in the 

future. A tighter public 

expenditure environment 

will restrict future 

employment growth in these 

sectors. 

The Masterplan needs to 

compliment local attractions 

and the night-time 

42




 

 

 

 

nearly doubled to £6.8m. 

Trends 

Given this and the overall growth in Regional tourism, the 

town is likely to benefit from developing its Tourism offering. 

Northern Ireland’s tourism sector is still relatively 

undeveloped when compared to Ireland, Scotland and Wales. 

Therefore there is likely to continue to be further growth in the 

sector. With local and regional strategies identifying tourism 

as a key area for future growth, a new Masterplan for Armagh 

needs to maximise the town’s offering and compliment 

tourism attractions. 

In addition, the growth in population experienced in recent 

years, may also help to support an expansion in the Hotels 

and restaurants sector, which is underrepresented in 

employment terms when compared to the Northern Ireland 

average. 

Retail: As noted in the previous sector, Armagh has an 

underdeveloped retail sector. The significant competition from 

nearby urban centres has restricted the growth of retail 

employment in the past. However there is scope for smaller 

niche retailing to thrive in the area. 

Future population trends in the area, combined with the likely 

growth in tourism could provide increased demand for retail 

and therefore support further growth in the sector. 

Implications 

economy. As such there 

should be a particular focus 

on developing the hotels 

and restaurants sector. 

Therefore a town centre 

Masterplan should help to 

build the retail offering in 

the town. 

Figure 2.4: Tourism trends in Armagh, 1995 – 2006 

60,000 

Armagh Trips 

8 

Trips 

50,000 

40,000 

30,000 

20,000 

10,000 

Armagh Spend (£ million) 

7 

6 

5 

4 

3 

2 

1 

0 

1995 

1996 

1997 

1998 

1999 

Spending (£ million) 

0 

2000 

2001 

2002 

2003 

2004 

2005 

2006 

Source: NITB 

Conclusion 

43 

2.16 In conclusion, Armagh and the regional economy are likely to face slower growth in the short 

term. However over the medium to long term, there are a number of sectors which are likely 

to experience growth, while more traditional sectors such as Agriculture and Manufacturing 

are likely to continue their trend of shedding jobs.




2.17 Current and potential future economic trends have a number of implications for Armagh: 

 

 

 

 

 

There is a need for office space to capitalise on the knowledge economy and growth sectors 

of finance and business; 

These growth sectors require a highly skills pool of labour; 

There is also a need for entertainment facilities and a sophisticated retail offering to retain 

local individuals and attract consumers from further a field to visit; 

Given the focus on tourism at a regional level, and growth in visitors at a local level, Armagh 

needs to ensure its tourism offering is adequate to attract visitors and encourage them to stay 

in the centre; and 

Changes to public sector employment in the area could have significant implications for 

Armagh given its dependence on it for employment. 

44


Appendix 3 

Transportation (JMP) 


45


Armagh Masterplan 

Transport Policy and Context 

Report 

46




Report 

JMP Consultants Limited 

Mercantile Chambers 

53 Bothwell Street 

Glasgow 

G2 6TS 

T 0141 221 4030 

F 0800 066 4367 

E glasgow@jmp.co.uk 

www.jmp.co.uk 

Job No. B083050C 

Report No. 2 

Prepared by Hasan Nasreddine 

Verified Kelvin Clarke 

Approved by Kelvin Clarke 

Status Final 

Issue No. 1 

Date 31 July 2008 

47




Report 

Contents Amendments Record 

This document has been issued and amended as follows: 

Status/Revision Revision description Issue Number Approved By Date 

Draft 1 K Clarke June 2008 

Final 1 K Clarke 31 July 08 

48


Contents 

1 POLICY FRAMEWORK.........................................................................................................1 

Introduction............................................................................................................................1 

Regional Development Strategy.............................................................................................1 

Regional Transport Strategy ..................................................................................................2 

Sub-Regional Transport Plan 2015 ........................................................................................2 

Armagh Area Plan 2004.........................................................................................................2 

Emerging Armagh Area Plan 2018.........................................................................................2 

Planning Policy Statements (PPS) .........................................................................................3 

Conclusions...........................................................................................................................5 

2 TRANSPORT CONTEXT.......................................................................................................6 

Introduction............................................................................................................................6 

Transport Characteristics.......................................................................................................6 

Conclusion...........................................................................................................................11 

Planning Policy......................................................................................................................2 

Other Documents...................................................................................................................2 

Tables and Figures 

Table 1 Proposed SRTP Investment for Measures shown in Blueprints .........................................8 

Figure 2.1 Distance of Travel to Work............................................................................................7 

Figure 2.2 Mode of Travel to Work ................................................................................................7 


APPENDIX A 

APPENDIX B 

APPENDIX C 

Literature Review Documents 

SRTP 2015 – Technical Supplement 

Additional Material 

49


1 Policy Framework 

Introduction 

1.1 The process of preparing a masterplan for Armagh will require to take cognisance of the planning 

and transport policy framework in Northern Ireland. This section of the report identifies the 

appropriate elements of policy which, with regard to transportation, will influence the 

masterplanning process. 

Regional Development Strategy 

1.2 The Regional Development Strategy (RDS) for Northern Ireland 2025 “Shaping Our Future” 

(September 2001) provides the overarching framework for development plans. Central to the RDS 

is the principle of ensuring a better quality of life for everyone including future generations by 

providing a balanced and equitable pattern of sustainable development for the whole of Northern 

Ireland. 

1.3 The RDS identifies that the long term vision for Northern Ireland requires a Spatial Development 

Strategy (SDS) that will provide a framework to guide future development in Northern Ireland. The 

strategy involves identifying gateways and hubs which reflect the focus of employment and 

services and linking these with Key Transport Corridors. 

1.4 The aim of this approach is to give a “strategic focus to future development and achieve balanced 

growth within the Region by developing”: 

· A vibrant Rural Northern Ireland with balanced development spread across a polycentric 

network of hubs/clusters based on the main towns which will have a strategic role as 

centres of employment and services for urban and rural communities. 

1.5 Furthermore, the SDS identifies in relation to rural Northern Ireland the need “To support the 

network of service centres based on main towns, small towns and villages in Rural Northern 

Ireland” (SPG-RNI 3). 

1.6 Armagh is identified as a ‘Main Hub’, reflecting the importance of the city. With regard to the city’s 

relationship with the key transport network, Armagh is at the western edge of the Eastern Seaboard 

Corridor which links Belfast and Dublin. The A3 trunk road, a link corridor in the Regional 

Development and Transport Strategy, is the key highway link with Portadown and onto the M1. 

The rail network terminates at Portadown and does not access Armagh and there are some 

strategic (Goldliner) bus links between Armagh and key surrounding areas including Belfast and 

Londonderry. 

1.7 Arguably, as it currently stands, these links are amongst the poorest of all the RDS hubs. 

1.8 To promote the vitality and viability of town centres, such as Armagh, the SDS identifies a need to: 

· Create attractive and distinctive central places which are a focus of civic pride and offer a 

diversity of attractions, and foster clusters of economic activities in and around the heart of 

towns; 

· Encourage residential development; 

Job No Report No Issue no Report Name Page 

B083050C 2 1 Armagh Masterplan 1 

50


· Strengthen public transport to offer an alternative to the car in accessing towns and town 

centres, including improved access for rural dwellers to education and training facilities, and 

promote internal town bus services. 

Regional Transport Strategy 

1.9 The Regional Transport Strategy (RTS) sets out the transport investment required to support the 

RDS as it applies to the Regional Strategic Transport Network. 

1.10 The RTS includes for major investment in highway infrastructure with the North and W est and East 

Link Roads included in the plan, the former to be delivered within 5 years and the latter within 10 

years. The RTS also includes for dualling of the A3 between Portadown and Richill, ensuring an 

improved road standard f or a significant proportion of the link between Portadown and Armagh. 

1.11 The preferred North and West Link scheme was presented in Armagh in June 2008 and Option 3, 

the “out of town” corridor has emerged as offering the most favourable ratio of benefit to cost and 

performing strongest against the transport and engineering criteria of environment, economy and 

integration, used in the selection process. The North and West Link highway schemes will have 

a significant benefit in terms of removing around 20% of traffic from the city centre with 

consequential benefits relating to the operation of the city centre road network and junctions. 

Sub-Regional Transport Plan 2015 

1.12 With the exception of the Belfast Metropolitan Area, the Sub-Regional Transport Plan (SRTP) 

seeks to identify the transport needs of Northern Ireland (NI) as a whole by considering each Other 

Urban Area (OUA), such as Armagh. The SRTP is based upon guidance provided by the Regional 

Development Strategy (RDS) and the Regional Transport Strategy (RTS). 

1.13 By considering the transport needs of each OUA, the SRTP then seeks to identify a package of 

measures (i.e. Proposed Transport Blueprints) for the period 2002 to 2015 by all modes of 

transport including walking, cycling, public transport (bus and rail) and by car. 

1.14 The Armagh transport blueprints are included in the Appendices. These measures will be 

complementary to the regional transport investment indicated above. 

Armagh Area Plan 2004 

1.15 The current Armagh Area Plan sets out three main strands with regard to transport; links with 

Portadown and onward to Belfast, linkages within the city and city centre pedestrianisation. The 

principle of a North and West Link Road and East Link has been reflected in the area plan for a 

significant period of time. 

Emerging Armagh Area Plan 2018 

1.16 The Armagh Area Plan (2018) is emerging and the process of consultation commenced in 2004 

with the publication of an issues paper. The purpose of the Armagh Area Plan 2018 (The Plan) will 

be to set out the broad planning framework for the physical development of the Armagh City and 

District, including all the urban settlements and the entire rural area, up to the year 2018. As 

identified in The Plan and in accordance with the objectives of the RDS: 

Page Job No Report No Issue no Report Name 

2 B083050C 2 1 Armagh Masterplan 

51


“The Plan will also advise the public and potential land users about the policy framework that will 

be used to guide future development and provide a basis for the control of this development.” 

1.17 In accordance with Government objectives: 

“… The Plan will be required to seek the integration and co-ordination of land use and transport 

planning.” 

1.18 The Plan area includes part of the main Eastern Seaboard Corridor Belfast – Dublin road and rail 

link identified in the RDS as part of the regional strategic transportation network. The RDS 

proposes strengthening this network, providing benefits including better public transport and a 

stronger regional economy. While Armagh City occupies a strategic location in the south of the 

region, transport connectivity to the Eastern Seaboard or South West transport corridors are of 

lower significance. Quality links are important if an integrated sustainable transport network for the 

Island of Ireland as a whole and providing access to further economic development and additional 

employment generation in the city and district. Conversely, poor connectivity constrain these 

opportunities. 

1.19 Other current transportation objectives include: 

· The development of a road infrastructure to improve access and facilitate further economic 

development in the area; 

· The development and promotion of alternative means of transportation; 

· The enhancement of safety levels in urban areas for vulnerable road users such as 

pedestrians and cyclists; 

· The potential of the network of disused railway lines throughout the district. 

1.20 The key issues which emerged from the emerging area plan consultation relate to: 

· The disadvantage of not being on a key transport corridor; 

· Poor connections to and from Armagh are a hi ndrance to achieving full potential; 

· The significance of the North West Link Road as a catalyst for improvement of the city centre 

followed by the East Link in terms of importance; 

· The removal of city centre congestion; 

· Is parking sufficient to support a more vibrant city; 

· Public transport is not of an adequate standard; 

· Is rail transport an option for Armagh? 

· Walking and cycling also requires to be supported. 

Planning Policy Statements (PPS) 

1.21 The most relevant Planning Policy Statements to the Armagh Masterplan process in terms of 

transportation, as published by the Department of the Environment (DOE) and the Department for 

Regional Development (DRD) respectively are: 

· PPS3 (Revised) Access, Movement and Parking (DOE February 2005); 

· PPS5 Town Centres and Retailing and 

· PPS13 Transportation and Land Use (DRD February 2005). 



52


PPS3 – Access, Movement and Parking 

1.22 PPS3 sets out the Department’s planning policies for vehicular and pedestrian access, transport 

assessment, the protection of transport routes and parking. It forms an important element in the 

integration of transport and land use planning. 

1.23 PPS3 identifies its main objectives as: 

· promote road safety, in particular, for pedestrians, cyclists and other vulnerable road users; 

· restrict the number of new accesses and control the level of use of existing accesses onto 

Protected Routes; 

· make efficient use of road space within the context of promoting modal shift to more 

sustainable forms of transport; 

· ensure that new development offers a realistic choice of access by walking, cycling and public 

transport, recognising that this may be less achievable in some rural areas; 

· ensure the needs of people with disabilities and others whose mobility is impaired, are taken 

into account in relation to accessibility to buildings and parking provision; 

· promote the provision of adequate facilities for cyclists in new development; 

· promote parking policies that will assist in reducing reliance on the private car and help tackle 

growing congestion; and 

· protect routes required for new transport schemes including disused transport routes with 

potential for future reuse. 

1.24 The principal routes through Armagh are “protected” routes as defined in PPS3, which controls 

access to these routes to the benefit of through traffic. 

PPS5 (draft): Retailing, Town Centres and Commercial Leisure Developments 

1.25 The key objective of PPS5 (draft) is: 

“to sustain and enhance the vitality and viability of town centres in a manner consistent with 

achieving the strategic objectives of the Regional Development Strategy for Northern Ireland 2025”. 

1.26 PPS5 (draft) identifies that as part of preparing a development plan, it will be necessary to assess 

the vitality and viability of a town centre, such as Armagh by undertaking a town centre “health 

check”, which includes an assessment of accessibility, “the ease and convenience of means of 

travel, including the level of public transport services, the availability of car parking, and the 

provision for disabled people, pedestrians and cyclists”. 

1.27 It is envisaged that the ‘health check’ will help to inform the wider town centre strategy aimed at 

addressing issues such as encouraging greater accessibility, particularly for non-car modes. 

1.28 PPS5 (draft) identifies that: 

“Town centre enhancement should seek where possible, to facilitate improved connections 

between car parks, transport interchanges and the town centre in the interests of pedestrian 

movement”. 

1.29 This is clearly applicable to the Armagh town centre masterplan. 



53


PPS13 – Transportation and Land Use 

1.30 PPS13 is intended to assist in the implementation of the RDS by guiding the integration of 

transportation and land use particularly in relation to the preparation of development and transport 

plans for main hubs such as Armagh. 

1.31 PPS13 identifies its primary objective as the integration of land use planning and transport by: 

· promoting sustainable transport choices; 

· promoting accessibility for all; and 

· reducing the need to travel, especially by private car. 

1.32 The above objectives are further complimented by the following secondary objectives: 

· make efficient use of road space within the context of promoting modal shift to more 

sustainable forms of transport; 

· ensure that new development offers a realistic choice of access by walking, cycling and public 

transport, recognising that this may be less achievable in some rural areas; 

· ensure the needs of people with disabilities and others whose mobility is impaired are taken 

into account in relation to accessibility to buildings and parking provision; 

· promote the provision of adequate facilities for cyclists in new development; 

· promote parking policies that will assist in reducing reliance on the private car and help tackle 

growing congestion; and 

· protect routes required for new transport schemes including disused transport routes with 

potential for future reuse. 

Conclusions 

1.33 Regional, local and planning policy objectives are all directed towards an integrated transport 

strategy which considers, in order of priority, walk, cycle, public transport and finally the car. It will 

be necessary to ensure that in developing a masterplan for Armagh that these principles are 

adopted and translated into the masterplan. 

1.34 While the focus of the masterplan will be the city centre, the wider accessibility to link with 

employment, retail, services and tourism catchments will require to be considered. It is not the 

function of this masterplan to challenge or seek to change the priority or direction of investment in 

the Regional Transport Strategy. However, as the masterplan develops the constraints which 

these wider accessibility requirements may have on future opportunities should be considered. 

1.35 In relation to the Regional Transport Network, Armagh is located on link corridors and is neither on 

the Eastern Seaboard nor the South Western corridor. 

1.36 Within the city, the planned investment as part of the RTS and SRTS will be critical in terms of 

removing extraneous traffic, reducing congestion and providing opportunities to enhance town 

centre accessibility. 

1.37 A truly sustainable approach will require walk, cycle and public transport modes to contribute to 

transport access. 



54


2 Transport Context 

Introduction 

2.1 This section provides the existing and future transport context within which the Armagh Masterpl an 

will sit. The context has been informed by a literature review of the planning and transport 

documents which affect Armagh, a stakeholder meeting with DRD Roads Service and discussions 

with Translink. 

2.2 The transport context of Armagh has and will be affected by some fundamental changes in 

planning policy which have rolled out to influence transport investment priorities and opportunities. 

The key issues are: 

· Change in direction of transport policy encapsulated by the Regional Development Strategy 

(RDS) and delivered through Planning Policy Statements 3 and 13; 

· The needs of city centres are also addressed in PPS5 – Town Centres and Retai ling; 

· The investment in road infrastructure identified in the Regional Transport Strategy; 

· A blueprint for change supported by an investment strategy of the Sub-Regional Transport 

Plan (SRTP); 

· Detailed assessment of problems and opportunities in the Armagh Transportation Study. 

· Ongoing investment by both DRD Roads and Translink to address the transport requirements 

of the town. 

Transport Characteristics 

2.3 With a population of 14,590 (Census, 2001), Armagh is defined as a “Main Hub” in the RDS, a 

description which reflects the important role which the town provides relating to employment and 

services for the wider area. 

2.4 Households in Armagh have car ownership characteristics broadly comparable with the average 

Northern Ireland ownership levels. 

2.5 The percentage of people who travel less than 5km to work is double the average throughout 

Northern Ireland. This reflects the importance of Armagh as the f ocus of employment and services 

and the opportunity to ensure that shorter distance trips are undertaken by modes other than the 

car and undoubtedly contributes to the significant percentage of walk trips. 



55


Figure 2.1 Distance of Travel to Work 

D is ta n c e o f Tr a v e l to W o r k 

3 0 % 

2 5 % 

% of Population 

2 0 % 

1 5 % 

1 0 % 

5 % 

0 % 

Les s than 2 km 

2 km to les s 

th an 5 km 

5km to le s s 

th an 10 km 

10 km to les s 

than 4 0km 

40 km an d o v er W o rk a t Ho me / 

No Fix e d Pla c e 

D is ta nc e 

Arm a g h C ity & D is trict C o u n cil 

N o rth e rn Ire la n d 

2.6 The travel mode also reflects this high proportion of people travelling shorter distances to work, 

with a high proportion of walk trips compared to Northern Ireland generally. However, car remains 

the dominant mode of travel. It is to be noted that cycling is almost non-existent despite the 

potential of this mode which could be promoted as a higher percentage than average travel 

between 10km and 40km to work. However, travel by car (drivers and passengers) is slightly 

higher than the average in NI with bus use significantly less than average. However, it should be 

noted that a significant percentage of people also travel 10km or more, with 10km to 16km a 

reasonable maximum distance where cycling and certainly public transport could be considered an 

alternative. 

Figure 2.2 Mode of Travel to Work 

M o d e o f Tr a v e l to W o r k 

6 0 % 

5 0 % 

% of Population 

4 0 % 

3 0 % 

2 0 % 

1 0 % 

0 % 

W o r k at Ho m e C ar D river C ar P as seng er 

(inc C ar S har e) 

B us R ai l W alk C yc le O t her 

M o d e 

Arm a g h 

N o rth e rn Ire la n d 



56


2.7 With regard to mode share relating to those that travel to and from Armagh to work, Table 2.3 

below indicates the characteristics of each employment group. The key messages are: 

· A much higher proportion of those living and working in the Armagh District are prepared or 

able to use travel modes other than the car (15% walk, cycle or use public transport); 

· Overall use of public transport is very low but less within the District; 

· Even with some significant mode share change, car would remain the dominant mode of travel. 

Transport Investment 

2.8 The blueprint for transport improvement measures in Armagh has been determined through the 

SRTP, which sets out the scale of investment by mode through to 2015. The investment profile is 

reflected in Table 1 below. 

2.9 These blueprints are generated through the SRTP process and informed by the Sub-Regional 

Transport Plan 2015 – Technical Supplement – Armagh City and District Council (2007). 

Table 2.4 Proposed SRTP Investment for Measures shown in Blueprints 

Mode 

Proposed Investment* 

Walking £1,294,000 

Cycling £28,000 

Highways £1,330,000 

Total £2,652,000 

Source: SRTP 2015 – Technical Supplement – Armagh Borough Council 

* Excludes funding from Regional 

Strategic Transport Network 

Transport Plan (RSTNTP), 

private sector developers and 

other public sector sources 

Walking 

2.10 The blueprint for investment in walking is indicated in Appendix B. The focus will be to provide 

improved quality and consistency of footway provision on a number of primary walk routes within 

the city centre. Further investments on facilities along the secondary and additional routes are also 

proposed. 

2.11 Improved pedestrian facilities are planned in the city centre by the Town Centre Management 

Initiative (More Accessible Working Group) and works are currently ongoing. The full extent of the 

works is indicated in the Appendix and reflect the intention to provide an improved environment for 

all users. The objective is to provide a high quality, pedestrian friendly city centre environment and 

reduce congestion for all and generate a vibrant city centre. 

2.12 It is recognised that there are a high volume of pedestrians in the city centre area. Outwith the 

immediate town centre the topography rises steeply, which will have an impact when seeking to 

encourage walking or cycling as a mode of transport in and out of the city. 

Cycling 

2.13 The blueprint for investment in cycling is indicated in Appendix B. The town currently supports an 

NCN (Route 91) passing through the town centre comprising a mix of on and off street running and 

linking. No cycle lanes are provided on any of the roads along Route 91 particularly on Barrack Hill 

and The Mall West. 

2.14 There are no existing local cycle routes or cycle lanes but proposals in the blueprint to introduce 

them mainly along the proposed east and north links and also to the east of the town centre. 

Potential additional cycle routes link the city centre to the nort h link. 



57


2.15 With 10km to 16km reflecting the upper end of cycling distance, the cycle facilities will require to 

extend well beyond the immediate town centre areas. 

Highways 

2.16 The blueprint for investment in highways is indicated in Appendix B. The blueprint indicates the 

Armagh East and Armagh North & West links as detailed in The Regional Strategic Transport 

Network Transport Plan (RSTN). The proposed highway schemes will provide relief to the city 

centre and in particular The Mall West corridor which is currently heavily congested not only during 

peak times but also during long periods of the day. 

2.17 The North & West Link road is proposed between the A3 West “Portadown Road” and the A3 

Monaghan. Roads Service envisage construction will commence on this scheme within the next 5 

years with an estimated cost of £28.0m. The Option 3 – “Out of Town” route has been identified as 

the preferred route. The link road is in the preparation pool and is anticipated to have a maximum 

5 years to work commencing on site. 

2.18 The blueprint further indicates a future East Link which will connect the A3 East “Portadown Road” 

and the A28 South “Markethill Road”. Roads Service envisages construction will commence on this 

scheme within the next 5 to 10 years with an estimated cost of £6.0m. The East Link Road has a 

longer timetable to delivery, anticipated to be commenced within the next 5 to 10 years. 

2.19 The blueprint also proposes a number of junction improvements (to about 7 junctions) mainly to the 

east of the city centre, to junctions along the link between the A29 and the A28 South. These are 

particularly awkward to navigate due to the number of arms at each junction, the high proportion of 

HGV vehicles, the layout and proximity of some of the junctions. Roads Service envisage that 

investment in these locations will be complementary with the strategic goal of removing extraneous 

traffic from the town centre. Studies of these junctions are on-going. 

2.20 The RSTN also includes the proposed dualling of the A3 between Portadown and Richill. 

Traffic 

2.21 The city centre has a distinct advantage with regard to car access, in that the strategic road 

network brings car right into the heart of the city. In doing so, access to parking is excellent. 

Parking spaces are generally provided within the city centre so avoiding the need for pedestrians to 

negotiate busy streets. These possible advantages are being frustrated by congestion on the 

strategic road network and by increased pressure on car park availability. 

2.22 Traffic routing from the north of Armagh on the A29 and the A3 north east to the A3 south west and 

the A28 west and south east routes through the town centre via The Mall West. Consequently, The 

Mall West and Friary Road currently experience high levels of traffic flows putting significant 

pressure on the town centre network. 

2.23 It is important to note that, potentially, a considerable percentage of traffic is through traffic 

consisting a high proportion of HGV vehicles. 

Parking 

2.24 Parking within Armagh City Centre comprises a mix of on-street and off street parking. Roads 

Service, estimate that there are 1072 on street parking spaces in central Armagh City. Most of the 

spaces are free but restricted to 60 min in any 2 hours (Monday to Saturday 8:30 am to 6:15 pm). 

The following comments relate to parking conditions in 2002/3. 



58


2.25 Roads Service Car Park Survey 2002/03 identified 12 public off-street car parks located within 

the Armagh Plan Area providing a total of 966 spaces. Most of the car parks located within Armagh 

City Centre which has a total of 801 spaces, 485 of which are free. In addition, there are 130 

available spaces at the Trian Centre, Theatre & Town Hall car parks in Armagh City. 

2.26 For Armagh City the survey reveals that most of the car parks are well utilised at peak times. The 

busiest 2 car parks in Armagh City, with 97% and 96% peak level of usage, respectively, are Friary 

Road West and the Court House. 

2.27 This snap shot picture has changed again as a consequence of introducing decriminalised parking 

in Northern Ireland. The impact has been to encourage a higher number of drivers to locate in the 

free on-site spaces with impacts on available capacity. 

2.28 Roads Service are considering a review of the pricing structure. In particular, whether to introduce 

car parking on the route. 

Public Transport 

2.29 A review has been undertaken of town centre bus services in Armagh and consideration is being 

given to improve parking facilities at the Armagh Bus Station on Lonsdale Road. The bus station 

has 12 bus bays and four main gates (A to D). 

2.30 The Armagh city centre network and available services are included in Appendix C of this report. . 

Ulster Bus Services 

· Ulsterbus is the main provider of bus passenger services in Northern Ireland and within the 

plan area. 2 Goldline Express Services operate from the District to bring passengers daily from 

Armagh to Belfast (Service 251) and Armagh to Dublin (Service 278). 

· Armagh City has a regular and frequent return bus service to most of the towns within the plan 

area. For example there are 15 return services Monday to Friday to Keady (Service 69), 14 to 

Markethill (Service 40) and 3 to Tandragee (Service 63a), with reduced services at the 

weekends and holidays. 

· The villages of Darkley, Hamiltonsbawn, Mountnorris and Richhill are served regularly 

throughout the week with frequent daily return services. 

· Smaller settlements are also accessible daily Monday to Friday by bus, albeit at a significantly 

reduced level in comparison to those above. Regular services also operate to bring 

passengers to other towns outside the plan area, for example, Monday to Friday there are11 

return services to Newry (Service 40), 12 to Portadown (Service 61) and 6 to Monaghan 

(Service 70) with reduced services at the weekend and holidays. 

Rail Services 

· Northern Ireland Railways (NIR) is the sole provider of rail passenger services in Northern 

Ireland with 360 route kilometres of track. Armagh, however, is not on any of these lines but the 

nearest railway station is in Portadown. 

Rural Transport Fund (DRD) 

· The Rural Transport Fund was established in November 1998. Spending from the Rural 

Transport Fund falls under 4 broad headi ngs: 

· RTF Management; 

· Rural public transport; 

· Community transport; 

· Rural Transport Partnership fund. 



59


· The main beneficiary of the RTF will be conventional public transport. The fund provides a 

Rural Bus Subsidy annually to support socially necessary but uneconomic bus services in rural 

areas. 

Conclusion 

2.31 The future investment strategy for transport in Armagh is well defined. The investment is spread 

across all transport modes and reflects both the strategic needs of the area and the specific needs 

of Armagh. 

2.32 A number of specific matters have been identified throughout this first stage process which should 

be considered within the development of a masterplan, including: 

· The impact of investment in the North West and East Link Roads on traffic volumes in the town 

centre; 

· Opportunities for environmental improvements in areas of reduced traffic; 

· Accessibility to and availability of car parking; 

· Links between car parks and the town centre; 

· The role of the streetscape project and the fingers of quality infrastructure which this will 

provide for pedestrians. 

· The improved role of public transport and access to services; 

· Strategic links and their influence on mode share. 



60


Appendix A 

Literature Review Documents 

61 


B083050C 2 1 Armagh Masterplan A1


Planning Policy 

Regional Development Strategy 

· Planning Policy Statement (PPS) 3 – Access, Parking and 

· Planning Policy Statement (PPS) 13 – Transportation 

· Planning Policy Statement (PPS) 5 – Town Centres and Retailing 

Local Policy 

· Antrim, Armagh & Larne Area Plan – Issues Paper 

Other Documents 

· Antrim, Armagh & Larne Local Transport Studies – Armagh Final Report (March 2007) – Faber 

Maunsell 

· Divisional Roads Managers Report to Armagh Borough Council (June 2007) – DRD 

· Meeting with DRD Roads (March 2008) – JMP/DRD 

· Telephone Meeting with TRANSLINK (June 2008) 


A2 B083050C 2 1 Armagh Masterplan 

62


Appendix B 

SRTP 2015 – Technical Supplement 

Armagh City & District Council Transport Blueprints 


B083050C 2 1 Armagh Masterplan B1 

63


Page 

2 

Job No 

B083050C 

Report No 

2 

Issue no 

1 

Report Name 


64


Job No 

B083050C 

Report No 

2 

Issue no 

1 

Report Name 


Page 

3 

65


Page 

4 

Job No 

B083050C 

Report No 

2 

Issue no 

1 

Report Name 


66


Appendix C 

Additional Material 


B083050C 2 1 Armagh Masterplan C1 

67


Armagh East Link Preferred Option 

Source: Roads Service 


C2 B083050C 2 1 Armagh Masterplan 

68


ource: Roads Service 

Page 

Job No 

Report No 

Issue no 

Report Name 

C3 

B083050C 

2 

1 


69


Source: Armagh City and District Council 



70


National Cycle Route No.91 in Armagh 

Source: SUSTRANS 



71


Armagh Local Bus Network Service Coverage 

Source: Translink 

Armagh Bus Services 





72


Armagh Bus Services No. Frequency 

Armagh - Newry 40 Hourly 

Armagh - Newry 44 4/day 

Armagh - Belfast 51/251/ 551 Hourly 

Armagh - Portadown - Craigavon 61 Hourly + School times 

Armagh - Portadown 65 7/day 

Armagh - Castleblaney 69 Hourly + School times 

Armagh - Monaghan (Republic of Ireland) 70 Hourly 

Belfast, (Europa Buscentre) - Cork, Parnell Place 71 1/day 

Armagh - Dungannon 72 Hourly 

Armagh - Ballygawley 73 2 hours + School times 

Armagh – Benburb 74 Peak times only 

Caledon/ Enniskillen / Lillylea 193 No online info 

Galway - Belfast (Republic of Ireland) Express Service (ES) 270/BE65 3/day 

Belfast, (Europa Buscentre) – Cork (ES) 271 2/day 

Armagh - Magee University (ES) 272 Sunday s only 

Portrush, Catering College - Monaghan, Bus St ation (ES) 278 2/day 

Newry, Buscentre - Enniskillen, (Buscentre) (ES) 295 2/day 

Armagh City Service 371A Hourly 

Armagh City Service 371B Hourly 

Armagh City Service 371C Hourly 



73


74


Appendix 4 

Property Market/Valuation 

(CBRE) 


75


ARMAGH 

STAGE ONE 

REPORT 

Property Market Context and 

Findings 

AUGUST 2008 

August 2008 Property Market Context and Findings WITHOUT PREJUDICE 

76


2 

Property Market Context 

Current market summary 

Consumer spending has been followed closely in the aftermath of the credit crunch. 

Over the Christmas period and through to March retail sales showed resilience however 

the last couple of months the ONS (Office of National Statistics) and the BRC (British 

Retail Consortium) have reported a fall in like-for-like retail sales volumes. 

Partly in anticipation of this reduction in consumer spend and also due to a rise 

in the cost of debt, from early this year many retailers and leisure operators put 

the brakes on any expansion plans they had. We would expect to see very few 

actively acquiring new stores. 

Within the office market a reduction in business start-ups and curb on business 

expansion has resulted in high vacancy levels being reported by the IPD in 

several major cities across the UK. 

Given the current climate we would advise developers against releasing significant 

square footage of space onto the market at any one time. New build commercial 

premises take longer than previously to let and retail and leisure operators are looking 

for larger incentives (rent free periods or capital contributions) than ever before. 

Furthermore, given this tenants market operators in all sectors are negotiating shorter 

lease terms than ever before making it increasingly difficult for landlords to secure long 

term funding. 

77 

August 2008 Property Market Context and Findings WITHOUT PREJUDICE


3 


Armaghs Retail and Leisure market 

Classed as a medium town by NINIS, Armagh is comparable in population to 

Enniskillen, Dungannon, Cookstown and Strabane. The town has a resident population 

of 14,590 and serves a greater district population of 54,263 persons. 

In comparison with similar sized medium towns, Armaghs retail and leisure offer is fairly 

limited. The citys small shopping centre and short high street is void of numerous 

leading retailers which are common place in NIs other provincial towns, such as: 

Menarys/Tempest 

Orange 

Supervalu 

Monsoon 

Next 

Next 

Easons Easons 

Bargain Bargain Books Books 

Heatons Heatons 

Edinburgh Edinburgh Woollen Woollen Mill Mill 

Beleek Beleek 

Clockwork Orange 

Exhibit 

Game/Game Stop 

Lifestyle/JJB/JD Sports 

Millets 

There is a nominal amount of readily available retail space in cities prime pitch which 

may indicate a lack of suitable retail space to attract the aforementioned brands. 

However, Armagh also suffers as a retail destination due to its close proximity to the 

larger towns in the county, namely Craigavon and Portadown (located within 14.3 and 

11 miles drive respectively). Although we have not seen any statistics or research 

relating to leakage local residents and retailers have commented on their own habits 

and experiences. Also common sense would indicate that given Craigavons 

significantly larger retail offer (68,604 sq m relative to Armaghs 21,000sq m) and the 

relatively short drive time between the 2 locations it is inevitably going to result in 

leakage. 

The secondary pitch locations, namely Ogle Street, Thomas Street and east side of 

Scotch Street have a high level of vacant and derelict units. There appears to have been 

little effort to redevelop these sites in recent years, with the exception of the planning 

application for a retail-led mixed use scheme on Ogle Street. 

The Armagh Health Check (Scott Wilson 2008) and Cross Boarder Retail Development 

Strategy both highlight the cities lack of evening economy and the requiremtn for 

additional leisure operators to cater for this market. The Armagh City Hotel (82 rooms) 

and Charlemount Arms Hotel (30 rooms) is the only hotel accommodation in the city 

centre. If the projected increase in tourism is to be achieved further hotel facilities may 

be justified. 


78


4 


Armaghs Office market 

The office market in Armagh is significantly dependant on the public sector, with 42% of 

person employed being in public admin, education or health (source DETI). The vast 

majority of the remainder of the cities employed population work for small local 

independent firms. However, statistics gathered by PWC from the DETI and NISRA show 

a relatively small financial and business services sector. However it should be noted that 

these are not only growing employment sectors but they are feasible small business startups 

with work from home potential. 

In the town centre the most recent notable office development was Market 

Street c.3,000 

sq ft, let to government bodies reflecting rents of £6.75 psf. 

The vast majority of office space within the city is tired Grade B stock without the suitable 

facilities to accommodate modern businesses which require flexible space (to allow them 

to grow), raised access floors with power distribution and data network cabling. 

79 



5 

Findings 

Current market summary 

 

 

 

 

 

 

 

Relatively limited retail offer 

Leakage to Craigavon, Banbridge, etc. 

Growing tourism and cross border traffic 

Retained its historic buildings and streetscape; benefits from a unique 

charm 

Lack of evening economy 

Limited office market, highly dependent on public sector 

Relatively low employment in financial and business services sector 

Retail Potential 

We would not suggest Armagh attempts to compete with the likes of Craigavon and 

Bainbridges retail and leisure offer on a like for like basis. The towns demographics 

(and the wider province) couldnt sustain a mass influx of major retail brands. However, 

it is important leakage is minimised; provision of sufficient convenience retail would play 

a major part in this. 

All 3 of the major supermarkets operating in NI (Sainsburys, Asda and Tesco) have 

active requirements for a large (60,000-80,000sq.ft) stand alone store with surface 

parking in Armagh. Although there is currently a 35,000sq.ft. Sainsburys in the mall, 

towns such as Cookstown, Dungannon and Enniskillen have shown there to be sufficient 

demand for more than one large food store. The site for such a store must be carefully 

selected as it will have considerable knock-on affects. 

We believe there would be demand for a small amount of prime retail space for leading 

high street brands (10,000-40,000sq.ft.). 

However, in order to hold its own as a retail destination Armagh we would recommend 

that emphasis is placed unique historical and aesthetic characteristics and develop a 

niche retail environment which can strengthen/support its growing tourism market. Such 

a development would require sympathetic architecture, the provision of small units and 

attract a diversity of uses such as the retail of gifts, luxury goods, boutique fashion, 

furnishings, health and beauty, cafes and fine dining. Development to create such a 

market could also facilitate the redevelopment/refurbishment of some of the cities 

currently vacant/derelict premise. 


80


6 

In terms of Hotel development, Michael Williamson from ASM Horwaths reports that the 

hotel market is emerging after 30 years of stagnation and consequently there is a large 

amount of unmet demand in Belfast city centre, for this reason there are no active hotel 

requirements for Armagh (or the majority of provincial towns for that matter) as all major 

Hoteliers are too focused on acquiring in Belfast city centre before they consider 

provincial towns. Nevertheless, he highlights that there might still be consumer demand 

(as opposed to occupier) for further hotel facilities, further more he noted that the 

economic benefits of tourism are only really felt if over-night accommodation is 

available. 

As in the case of national retailers and leisure operators it is currently a tenants market 

and the onus is on landlords/developers and the public sector to actively attract hotel 

occupiers to the area, assuming the demand is there to sustain them. 

Office Potential 

Although we do not believe there is a market for any significant office development, we 

would recommend any town centre retail development to allow for self-contained office 

space on upper floors providing small (500-2,000sq.ft.) modern suites suitable for 

business start-ups through to large local service providers. There are numerous 

economic and social benefits to the town centre if there is a larger business community, 

these are highlighted in the Building a Better Future programme for Government 2008 

2011, and in a market where the majority of firms are small business (employing 10 

people or less) office development will have to be speculative as business of this size will 

not commit to pre-lets. 

81 



82

ANALYSIS PLANS 

2 ANALYSIS PLANS 

83


84

85 

ANALYSIS PLANS


86

87 

ANALYSIS PLANS


88

89 

ANALYSIS PLANS


Analysis of the Visual Setting from Key Landmarks 

Navan Fort (North) 

CoI Cathedral (East) 

CoI Cathedral (South) 

RC Cathedral (North) 

RC Cathedral (West) 

90

91 

ANALYSIS PLANS


92

93 

ANALYSIS PLANS


94

95 

ANALYSIS PLANS


96

97 

ANALYSIS PLANS


98

99 

ANALYSIS PLANS


100

101 

ANALYSIS PLANS


102

103 

ANALYSIS PLANS


104

CONSULTATION 

3 CONSULTATION 

105

CONSULTATION 

List of Consultees 

Client 

Organisation 

Contact Name 

Department for Social Development 

Southern Regional Development Office 

Armagh City & District Council 

Lynne McDonald 

John Briggs 

Sharon O’Gorman 

Jill McEneaney 

Stakeholder Consultation 

Organisation 

DOE Planning Service 

DRD Roads Service 

Northern Ireland Environment Agency 

Northern Ireland Housing Executive 

Workplace 2010 

Southern Education & Library Board 

Invest Northern Ireland 

Health Trust 

Southern Health & Social Services Board 

City Centre Management Group 

City of Armagh Rugby Football Club 

Armagh County GAA Board 

Armagh Business Centre Council 

St. Malachy’s Church 

The Mooney Group 

The Osbourne Group 

Southern Regional College 

PSNI 

Presbyterian Church of Ireland 

Orange Order 

Royal Black Institution 

Church of Ireland Diocese 

Contact Name 

Keith Summerville 

Reynold Nicholson 

Helen Hossack 

Angus Hannaway 

Anne Walker 

Gregory Butler 

Steve Chambers 

Martin Kelly 

Sean McKeever 

various 

Noel Conn 

Paddy Nugent 

various 

Father Sweeney 

Felix Mooney, Kieran McAnallen 

Andrew Ryan 

Brian Doran 

Chief Insp Ken Mawhinney 

Noel Brownes, William Scott 

Jeffery Lawson 

William Scott 

Jane Leighton 

Advisory Group Members 

• Councillor P Brannigan 

• Councillor C A Rafferty 

• Councillor J A Speers 

• Councillor W G Irwin 

• Lord Kilclooney 

• Mr T W Johnston MBE JP 

• Mr K McAnallen 

• Mr N Nicholl 

• Mr A O’Hagan 

• Mr P White 

• Mr P Dolan 

106

CONSULTATION 

Public Consultation Leaflet 

masterplan vision 

The City Centre of Armagh will be a safe, lively and 

attractive place in which to live, work and visit. Its 

historic centre will form the heart of the islands oldest 

city known far and wide as a cultural and religious capital 

of Ireland. Its well-maintained historic buildings, streets 

and spaces will provide the backdrop for a forward 

thinking city, with excellent amenities for its residents, 

provision for retail, business and enterprise and a 

welcoming environment for those who come to visit. 

Improved transportation connections and environmental 

quality will facilitate the development of a friendly, 

people orientated city centre. 

masterplan aims 

a. Enhance the quality of life for Armaghs residents 

b. Maintain and enhance Armaghs historic character & identity 

c. Develop a sustainable economy based on existing strengths 

d. Develop Armagh as a leading tourism destination 

e. Develop a sustainable transportation network 

key proposals 

Enhance the visitor and tourism potential of Historic Armagh 

Create nodes of activity at strategic locations on the edge of the 

central core - Armagh Gaol, Courthouse, Shambles, St Malachys 

Develop and maintain retail along the central spine 

Establish a strategy to manage car parking and allieviate congestion 

Focus upon redevelopment of vacant and under-utilised buildings 

and brownÞeld land. 

Strengthen connections between the city centre and wider 

neighbourhoods to the north, east and west. 

Establish connections between existing public parklands, including 

Palace Desmene and The Mall. 

Create new greenways to connect public open spaces, inc rivers. 

Undertake environmental improvement works through the city, 

complementing ongoing work and improving walkability 

Secure business and commerce north of the city centre 

Consolidate sports and leisure provision south of the city centre 

public exhibition 

Members of the public are invited to an exhibition of draft 

masterplan proposals to be held between 3 - 7pm, 

on Thursday 22 January 09, St Patricks Trian, Armagh 

let us know your views 

DSD and Armagh City & District Council are keen to hear 

your views on the city and the draft masterplan. 

what do you like about Armagh? 

how do you think the city can be improved? 

do you think that the draft masterplan 

proposals will help to make Armagh a 

better place? 

have we missed anything? are there other 

issues or opportunities that you would like 

the masterplan to address? 

what kind of city would you like Armagh 

to be in the future? 

Tell us what you think by writing to the postal or email 

addresses below, or by completing a feedback form available 

from Armagh City and District Council. Thankyou. 

armagh city & district council contact information 

address: Chief Executive 

Council OfÞces, 

The Palace Demesne, 

Armagh, 

Northern Ireland 

BT60 4EL 

email: armaghcity@paulhogarth.com 

website: www.armagh.gov.uk 

armagh city centre 

draft masterplan 

prepared for 

armagh city & district council 

department of social development 

by 

a team of consultants 

led by the paul hogarth company 

funded by the Department for Social 

Development 

january 2009 

107

CONSULTATION 

what is the masterplan? 

The Armagh City Centre Masterplan has been 

commissioned by the Department for Social 

Development in partnership with Armagh City & District 

Council. The purpose of the Masterplan is to build 

upon Armaghs strong identity, historic setting and rich 

built heritage and establish a series of proposals for the 

sustainable regeneration and development of the City. 

This document summarises the Masterplan process 

and introduces the emerging vision for the City, as the 

focus for consultation. 

With the recent announcement of the proposed 

line of the North and West Link Road and ongoing 

consideration of potential connections to the East it 

was considered appropriate to extend the study area 

to include the wider setting of the City. 

It is anticipated that in the short term, development 

will be accommodated within the footprint of the City 

but with the introduction of the proposed road line it is 

important to consider the capacity and appropriateness 

of longer term development within the wider area. 

Feedback from consultation with members of the 

public, government departments and agencies will be 

gathered to inform the final plan. 

masterplan process 

Information Gathering 

Analysis 

Vision, Aims & Objectives 

Concept Plans 

Emerging Masterplan & Proposals 

Consultation (underway) 

Production of Masterplan 

masterplan concept 

St. Patricks RC 

Cathedral 

St. Patricks CoI 

Cathedral 

Based on Ordnance Survey of Northern Irelands data with the permission of the Controller of Her 

Majestys Stationary OfÞce. © Crown Copyright & database rights. 


Courthouse 

Franciscan 

Friary 

Observatory 

Planetarium 

The Mall 


Gaol 

Palace & 

Demesne 

draft masterplan 

Regeneration of the Shambles Market 

Exploring opportunities for mixed use development 

108

CONSULTATION 

Public Consultation Feedback Forms 

open day 

for the armagh city centre draft masterplan 

Thank you for taking the time to view the draft proposals for the Armagh City Centre 

Masterplan. Your input is greatly valued as part of insuring that the plan reflects the 

aspirations of the people of Armagh. We therefore welcome your feedback or any 

suggestions that you may wish to make. 

What do you like about Armagh? 

How do you think the city can be improved? 

Do you think that the draft masterplan proposals will help make Armagh a better place? 

Have we missed anything? Are there any other issues or opportunities that you would like 

the Masterplan to address? 

What kind of city would you like Armagh to be in the future? 

Name & contact details (optional) 

109 

Please return this form to: 

Armagh City and District Council Offices, The Palace Demesne, Armagh, BT60 4EL 

or write to us at: armaghcity@paulhogarth.com

CONSULTATION 

Key Points From Public Consultation Event 

City Centre 

• Coordinated scheme from council to incorporate a 

shop canopy scheme into the City Centre frontage 

improvements. 

• Redirect the Arts Council funding and Council 

funding to a more worthwhile scheme rather than 

below par art pieces. 

• New development must retain the old-style 

architecture. 

• Jenny’s Row should be included in Environmental 

Improvements. 

• Undergoing environmental improvement works are 

unnecessary. 

• Relocation of the PSNI station requires further 

consultation. Politics of an appropriate new location 

require careful consideration. 

• Consideration must be given to activities for 

teenagers 

• Evening economy poor – Armagh needs more 

restaurants 

Retail 

• Many shops are of “low quality”. A wider range 

needs to be brought in to attract more young people 

spending their money. This is where retail benefits 

the most. 

• Retail is suffering in Armagh. Efforts should be made 

to help retailers directly and add jobs to the local 

economy. 

• Speciality retail (like craft shops and antiques) should 

be encouraged in Armagh, keeping in the historic 

character. 

• High rates are problematic for city centre businesses 

Tourism 

• A focussed tourism strategy must be carried out. This 

should be Armagh’s main export. 

• Better connectivity is needed with air and sea ports 

to attract and encourage tourists to visit Armagh. 

• The Mall should play a role as a tourist centre, 

well connected to other tourist centres such as the 

planetarium, Palace, Gaol, City Centre/ Cathedrals. 

Employment 

• Establishing new jobs via commercial and 

industrial development should be a priority of the 

masterplan. 

Transport 

• Re-instate rail link through Armagh and provide a 

railway station in the City. 

• Encourage more sustainable transport- improve bus 

service for schools and also during off-peak hoursevening 

service to Portadown stops at 8pm. 

• New link roads and Portadown and Newry approach 

roads should be dual carriageway or at least built in 

such a way that the roads can be upgraded to a dual 

carriageway easily and efficiently as demand dictates 

• Ring roads should be extended to meet the Newry 

Road 

• Make Mall streets one-way and improve the park 

further. 

• The proposed ring roads should be made wider. 

• Car parking in Armagh City Centre should be free, as 

car parking is in Newry which takes a lot of the retail 

activity away from Armagh. 

• Improve Park & Ride and Park & Share schemes. 

• Concern that spaces are retained for taxis 

Sports & Leisure 

• Improve the sports and leisure provision, particularly 

the football pitch facilities and all-weather outdoor 

pitches for the general public to use. 

• Non-profit organisation, Fundacion Marcet, is 

looking to implement a football training course for 

children, using already existing local facilities, to 

give them advanced football training and instill social 

values. The scheme would bring visiting coaches, 

students, their families and teams, adding to the local 

economy. 

Developer Interest 

• Proposals for Mulinure lands 

• Potential expansion of Mall shopping centre 

Consultation Process 

• One consultee suggested that more visualisations 

would be helpful 

• One consultee felt strongly that the consultation 

period should have been longer and more widely 

publicised 

110

CONSULTATION 

Exhibition Boards 

Armagh City Centre 

Welcome to this public exhibition of the Armagh City Centre Draft Masterplan. 

The Masterplan, commissioned by the Department for Social Development in partnership with Armagh City & District 

Council, aims to build upon Armagh’s strong identity, historic setting and rich built heritage to establish a series of 

proposals for the sustainable regeneration and development of the City. 

The purpose of this exhibition is to share the findings and proposals of the draft Masterplan with the public and invite 

feedback to help shape the final plan. 

Tourism 

Do you think the draft masterplan proposals will help to make Armagh a better place? 

The Future 

History 

Parking 

Retail 

What kind of city would you like Armagh to be in the future? 

Are there other issues or opportunities that you would like the Masterplan to address? 

Retail 

PotentialJOBS? 

Parking? 

History 


How do you think the city can be improved? 

Tradition 

Have we missed anything? 

Masterplan PROCESS 

Desktop research - 

Site Appraisal - 

Stakeholder Consultation - 

Analysis 

Vision, Aim & Objectives 

Concept Plan 

Information 

Gathering 

Draft Masterplan 

History 

Consultation 

Final Masterplan & Action Plan 

Clients 

English Street 

Regional Development Office with Armagh City and District Council 

(Department for Social Development) 

Market Street 

Hartford Place 

Masterplanning 


Property 

CB Richard Ellis 

Law 

Cleaver Fulton Rankin 

Planning 

DTZ 

Aerial view into city centre Post office and Bank 

Transport 

JMP Consulting 

Cost 

Nolan Ryan Tweeds 

Economics 

Pricewaterhouse Coopers 

Heritage 

Alastair Coey Architects 

Evolution of the City 


01 Introduction 

Client 

Team 

111

a 

Existing Assets 

Retail + Evening Economy 

CONSULTATION 

Location 

Londonderry 

Dungannon 

Belfast 

Lurgan 

Craigavon 

Portadown 

Belfast 


Banbridge 

Monaghan 


Newry 

Monaghan 

Key Development Areas 

Significant Features 

Sensitivity 

Gateways 

Hydrology 

Topography 

Land use Views 



Policy and Designation - City Centre 


An extensive process of information gathering was 

undertaken, including desktop research, site 

appraisal and consultation with the client and key 

stakeholders from the City. Analysis of these 

findings was used to inform the development of the 

draft Masterplan. 

Arrival Experience 

Key Findings - Analysis 

Potential to capitalise on regional location close to 

North/ South Border 

Pedestrian Connectivity 

Quality of regional transport connection key to city 

economy 

Special historic character of central city core 

Evening economy with scope for improvement 

Parking and congestion issues must be addressed 

Scope to improve quality of arrival experience into 


Congestion & Parking 

Current retail offer has potential for growth to compliment 

existing outlets 

Overall Analysis 

City Centre Car Parks 


02Analysis 

112

CONSULTATION 

How do you think the City 

can be improved? 

A Vision Statement together with a comprehensive 

list of Aims and Objectives were drawn up to define 

and articulate the Masterplan goals for Armagh. The 

Concept Plan formulates the basis for the 

Masterplan, illustrating the key strategic Proposals 

for the City Centre. 

Masterplan Vision Statement 

The City Centre of Armagh will be a safe, lively and attractive place in which to live, 

work and visit. Its historic centre will form the heart of the island’s oldest city known 

far and wide as a cultural and religious capital of Ireland. Its well-maintained historic 

buildings, streets and spaces will provide the backdrop for a forward thinking City, 

with excellent amenities for its residents, provision for retail, business and enterprise 

and a welcoming environment for those who come to visit. Improved transportation 

connections and environmental quality will facilitate the development of a friendly, 

people orientated city centre. 

Masterplan AIMS 

• Enhance the quality of life for Armagh’s 

residents. 

Maintain and enhance Armagh’s historic 

character and identity. 

• Develop a sustainable economy 

based on existing strengths. 

Develop Armagh as a leading tourism 

destination. 

Develop a sustainable 

transportation network. 



03 Concept 

113

CONSULTATION 

Sports & Leisure 

Potential consolidation of sports and leisure to the South of 

the City Centre with shared facilities and related development 

Gateway & Approach Roads 

Upgrade of approach roads and key gateways to enhance 

visitor arrival experience 

Signage and Interpretation 

Provision of signage to help navigation and enhance 

way-finding for those living, working and visiting the city 

City Investment 

Pro-active encouragement of wide-ranging 

investment opportunities to help bring about regeneration 

Vibrant City Centre 

Enhanced retail offer and diverse range of uses, 

contributing to a more vibrant and economically 

successful city centre 

Frontage Improvement 

& LOTS 

Co-ordinated improvements to building frontages in the 

city centre and pro-active encouragement of living 

over the shops scheme 

Transport 

Comprehensive strategy examining parking and congestion 

issues and introducing more sustainable transport practices 

Do you think the draft proposals will 

help to make Armagh a better place? 

The draft Masterplan proposes a series of physical 

and socio-economic initiatives for the whole of 

Armagh City. This board illustrates the citywide 

strategies proposed in the draft Masterplan. 

Palace Demesne 

Plan for the Palace Demesne as a successful public park 

with improved connectivity to the rest of the city 

Evening Economy 

Establishment of a thriving evening economy with a 

diverse range of places to eat, drink, shop and visit 

Potential City Expansion 

Feasibility study on the long-term planning and development 

potential of outer city expansion areas 

04 

ARMAGH 

City Centre Masterplan 

Strategies 

CITY WIDE 

114

CONSULTATION 

Fire Station 

Shambles Market 

Former City Hall 

Seven Houses 

Former Post Office 

Former City Hospital 

Dobbin Street 

Gaol Regeneration 

Drumadd Barracks 



05 CITY CENTRE 

Gough Barracks 

Development 

VICTORIA STREET 

ST. PATRICK’S 

CATHEDRAL (RC) 

COURTHOUSE 

THE MARKET 

ST. PATRICK’S 

CATHEDRAL (CoI) 

ST. MALACHY’S 

CHURCH 

PALACE DEMESNE 

THE MALL 

CITY HOTEL 

GAOL 

The draft Masterplan proposes a series of potential 

development projects throughout the City of Armagh. 

The details of these projects will be developed 

through the Masterplan. This will include looking at 

potential investment opportunities in conjunction 

with key stakeholders. An action plan will also be 

developed as part of the masterplan. 

Examples of some potential site opportunities 

Wider City - LOCATION 

BARRACK HILL 

NEWRY ROAD 

THE MALL EAST 

COLLEGE HILL 

THE MALL WEST 

LONSDALE ROAD 

CATHEDRAL ROAD 

COLLEGE STREET 

UPPER ENGLISH STREET 

ABBEY STREET 

CALLAN STREET 

SCOTCH STREET 

THOMAS STREET 

DOBBIN STREET 

UPPER IRISH STREET 

OGLE STREET 

FRIARY ROAD 

115

CONSULTATION 

St Malachy’s Church 

Palace Demesne 

Armagh City Hotel 

Drawings have been used to help illustrate and 

inform the Masterplan proposals. These sketches 

show the potential to improve Shambles Market and 

how new developments including built frontage and 

road upgrades could transform the area around 

Friary Road. 

Improvements to Shambles Market 

How do you 

What kind of City would 

you like Armagh to be 

in the Future? 

think the city 

Future? 

can be improved 


06 Development 

CITY CENTRE 

Newry Road 

Friary Road 

Scotch Street 

116

CONSULTATION 

Attractive public spaces and pedestrian connections 

are essential to successful cities. The draft 

Masterplan proposes enhancement of important 

public spaces, creation of new pedestrian linkages 

and extensions to undergoing environmental 

improvements. Proposed greenways would increase 

open green space provision and connectivity, greatly 

benefiting residents. 

Potential public square around St. Malachy’s Church Potential improvements to Shambles Market Potential public realm in front of Gaol Potential public realm in front of the Courthouse 

Greenways SPACE 

STREETS 

PEDESTRIAN CONNECTIONS 

Public SPACES 


07 Quality of Place 

117

Car parking and congestion are major issues that the 

Masterplan must address. While the North-West and 

East Link Roads will help alleviate congestion in the 

medium/long term, the Masterplan will also examine 

other short term solutions. 

The draft Masterplan proposes new car-park 

locations throughout Armagh, based on a Parking 

Strategy as shown. To further alleviate congestion 

around Friary Road, the masterplan also proposes 

upgrades and changes in layout to the Friary 

Road/Scotch Street junction. 

Road/Scotch Street junction. 

Gaol 

CONSULTATION 

Arterial Route 

Proposed Car Parks 

Short stay • City Centre On-Street 

• Thomas Street 

• Ogle Street 

• Scotch Street 

Long Stay • North City Centre 

• South east City Centre 

• South West City Centre 

Potential development layout for the area around Friary Road 

(this is one of several options currently being considered) 

Congestion 

Sustainable Transport 

Car Parking 

Road Improvements 

Traffic 

Commuter Car Parking at junctions of arterial 

routes and link roads. 

Private suburban parking. 

Long Stay Car Parking strategically 

located along arterial routes at the edge of the city centre. 

Limited Short Stay on street parking for 

Shoppers and disabled motorists. 

City Extents 

Suburban 

City Centre 

periphery 

City 

Centre 

Pedestrian 

Centre 

Central pedestrian area. 

Parking Strategy 

This diagram shows what kind of parking is appropriate 

for various areas of the city, according to distance from 

the City Centre, arterial routes and link roads. 


08 Transport 

Scotch Street 

Friary Road 

Newry Road 

Palace Carriageway 

118

PARKING STRATEGY 

4 PARKING STRATEGY 

119



Parking Analysis and Strategy 

Report 

120




Report 

JMP Consultants Limited 

Mercantile Chambers 

53 Bothwell Street 

Glasgow 

G2 6TS 

T 0141 221 4030 

F 0800 066 4367 

E glasgow@jmp.co.uk 

www.jmp.co.uk 

Job No. B083050C 

Report No. 1 

Prepared by Kelvin Clarke 

Verified Kelvin Clarke 

Approved by Kelvin Clarke 

Status Final 

Issue No. 3 

Date 27 March 2009 

121




Report 

Contents Amendments Record 

This document has been issued and amended as follows: 

Status/Revision Revision description Issue Number Approved By Date 

Draft 1 KC 24/12/2008 

Draft 2 KC 29/12/2008 

Final 3 KC 27/3/2009 

122


Contents 

1 

2 

3 

4 

5 

INTRODUCTION ........................................................................................................................ 1 

EXISTING SITUATION ............................................................................................................... 2 

OVERVIEW PARKING STRATEGY........................................................................................... 5 

MASTERPLAN PARKING REQUIREMENTS .......................................................................... 10 

CONCLUSIONS ....................................................................................................................... 13 

Tables and Figures 

Table 2.1 Off-Street Parking Provision .............................................................................................. 3 

Table 2.2 Existing Parking Shortfall .................................................................................................. 4 

Table 4.1 Draft Masterplan Land Uses ........................................................................................... 10 

Table 4.2 Spaces Lost to Development .......................................................................................... 11 

123


1 Introduction 

1.1 The Armagh City Centre Masterplan sets out to provide a framework within which the city can grow 

and develop over the next 20 years. The masterplan requires to be visionary yet practical in terms 

of delivery and car parking is a critical element to delivery, principally as a consequence of: 

• Car parking is a land use and land is a scarce commodity in a vibrant city centre; 

• Providing high quality car parking increases the cost of development within which it is 

maintained and 

• The balance between parking supply and demand is one of a number of key determinants as 

to the accessibility of a city centre. 

1.2 This strategic parking strategy has been provided to support the development of the masterplan 

and should be seen as a working report which is likely to change as development land uses and 

scales emerge from the masterplanning process. The report also seeks to quantify the current 

parking conditions within the city centre and in doing so uses information made available from the 

Department for Regional Development Roads Service (DRD Roads). Their assistance in supplying 

this information is acknowledged. 

Armagh City Centre Masterplan – Aims and Objectives 

1.3 The emerging Aims and Objectives of the masterplan are: 

1. Enhance the quality of life for Armagh’s residents 

2. Maintain and enhance Armagh’s historic character and identity 

3. Develop a sustainable economy based on existing strengths 

4. Develop Armagh as a leading tourism destination 

5. Develop a sustainable transportation network 

1.4 Objective 5, relates to transportation and has the following sub-objectives: 

• Facilitate growth in city economy 

• Enable better access to services and employment, including car parking 

• Safeguard benefits from committed transport improvements 

• Protect the local environment through sustainable transport solutions 

1.5 These objectives clearly set out the requirement to ensure that car parking is available to serve the 

needs of the city. This includes for the level of growth which is being set out in the masterplan. 

However, it must be recognised that any such parking should be provided within an overall 

sustainable transport strategy. 

Report Structure 

1.6 The report considers the Existing Situation, including the parking polices relevant to Armagh, the 

overview of a Strategic Parking Strategy plus the quantification of additional parking require to 

support the emerging masterplan. 

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2 Existing Situation 

DRD Parking Strategy 

2.1 The DRD Parking Strategy for Other Urban Areas (OUA’s) outwith Belfast are set out in the “Sub- 

Regional Transport Plan” (SRTP). The SRTP notes that strategies have been developed for each 

of the 29 cities and towns. The strategy takes advantage of the improved enforcement arising from 

Decriminalised Parking Enforcement (DPE), introduced in Northern Ireland in October 2006. 

2.2 In general terms the strategies for each OUA includes: 

• Short stay parking will be managed using waiting restrictions or charging; 

• Where charging is applied, highest charges will be in shopping cores to encourage turnover; 

• Higher charges on-street than off-street; 

• Lowest charges furthest from shopping core; 

• On-street spaces at premium to encourage use of off-street. 

2.3 The Armagh Local Transport Study also considered parking in the review of transport within 

Armagh. The assessment identified 3 main strands to the local parking strategy which included: 

• On-Street Parking Charges – To discourage illegal parking and encourage turnover of spaces; 

• Increased Enforcement – Using a better enforcement regime to remove illegal (location or 

duration) parking from city centre on-street parking areas and displace to off-street spaces. 

• Provide Dedicated Loading Areas – Address the congestion associated with delivery vehicles 

double parking by defining dedicated loading areas. 

2.4 The strategy recognised the benefits which improved enforcement would bring to allow these 

changes to be effective. 

Existing Parking Characteristics 

2.5 At the time of the Armagh local Transport Study, parking enforcement was poor and the level of 

illegal parking throughout the city centre was high. As a consequence, on-street parking was full 

for most of the day and off-street parking spaces lay dormant, while illegal parking was significant. 

This provided a false picture of conditions in the City, with the available off-street spaces being 

seen as a reflection of lack of demand rather than abuse of the parking regime. 

2.6 In 2007, DRD Roads undertook further traffic surveys to identify the impacts of the introduction of 

DPE. The surveys indicated that the majority of off-street car parks were operating at or close to 

capacity, with free car parks operating at capacity for the majority of the day. While the surveys did 

not record on-street occupancy, anecdotal evidence, through site visits, discussions with DRD 

Roads and the comments of the Standing Advisory Group indicated that on-street parking was also 

operating around capacity. 

2.7 The DRD Roads survey data is indicated below. 

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Table 2.1 Off-Street Parking Provision 

Car Park Spaces Maximum Occupancy 

Free Parking (Weekday) (%) 

Friary Road West 44 100% 

Dobbin Street lane (ex surgery) 42 100% 

Court House 31 100% 

Lonsdale Road 105 100% 

Dobbin Street lane 96 100% 

St Malachy’s (Church) 200 No data 

Charged Parking 

Linenhall Street 63 90% 

Friary Road East 138 44% 

Mall West 284 89% 

English Street (Council) 53 No data 

Trian (Council) 93 No data 

Total 1149 - 

DRD Roads Service 

2.8 St Malachys, English Street and Trian car parks are not in the ownership of DRD Roads (346 

spaces), however, St Malachys and Trian car parks are recognised to be at or close to capacity 

during weekdays. The data above indicates that where data was available there were around 100 

available parking spaces in the city centre. 

2.9 The survey also identified that there were 353 on-street parking spaces, 157 of which were 

restricted and 196 unrestricted. Therefore the combined off and on-street parking provision in the 

city centre was 1502 spaces. This excludes any private non-residential parking not included in the 

above information. 

2.10 It is recognised that these car parking spaces all operate at or close to capacity during the majority 

of the day during the working week, with some spaces available at weekends. 

2.11 The new surveys encouraged DRD Roads to define the key strands of any future parking strategy 

which will be required to: 

• Discourage inappropriate long stay parking in the city centre area; 

• Accommodate short stay parking in the city centre area based on a hierarchy of users as 

follows, Disabled motorists, Short stay/shoppers, Residents and finally Commuters. 

2.12 DRD Roads have identified that the Environmental Improvement Scheme which is currently under 

construction does not reduce the overall parking supply and also provides additional disabled 

parking bays and dedicated loading bays. 

2.13 DRD Roads also identified the need for an annual review of car park tariffs, with short term 

measures including the possible reintroduction of charging to Dobbin Street lane (lower) and review 

the operation of the Friary Road car parks. 

126


Existing Parking Shortfall 

2.14 It is generally recognised that parking works best when there is a continuous supply available. 

Therefore, those seeking to park are not frustrated by accessing an area to find that there are no 

spaces. Achieving a level of use which maintains a continual supply can be achieved by a number 

of mechanisms, for example through oversupply or charging or control mechanisms. The 

Institution of Highways and Transportation indicate that around a 15% reserve capacity is 

appropriate in short stay parking areas. 

2.15 With regard to long stay parking, the need for a constant supply of available space is less important 

and for the purposes of this assessment, JMP have assumed that a 10% reserve capacity would 

suffice. 

2.16 It should be recognised that there are other mechanisms beyond enforcement and the provision of 

reserve capacity to maximise the efficiency of city centre parking. One clear option is the use of 

Variable Message Sign technology to identify where spaces are available and direct drivers to 

those locations, hence removing driver frustration and avoiding vehicle circulation. 

2.17 Table 2.2 below indicates the level of parking which is likely to be required in Armagh to effectively 

satisfy current parking demands. 

Table 2.2 Existing Parking Shortfall 

Existing Parking 

Existing 

Spaces 

Reserve 

(15% Short Stay) 

(10% Long Stay) 

Lost to 

Development 

Total 

On-Street 353 53 53 

Off-Street (Short Stay) 631 95 95 

Off-Street (Long Stay) 518 52 52 

Available Existing Spaces 100 -100 

English Street 53 53 

TOTAL 153 

JMP 

2.18 Therefore, to replace short term lost car parking spaces and provide reserve capacity to allow a 

reasonable turnover of spaces, an additional 150 parking spaces would be required in the city 

centre and focussed principally towards short stay parking (100 spaces). 

2.19 In these circumstances, the masterplan should seek to locate around 100 additional parking 

spaces to function as short stay within the City Centre and around 50 spaces for long stay. The 

location for the short stay spaces should be convenient to serve the shopping areas of the city and 

these would be charged spaces. 

2.20 While this requirement can be considered within the overall masterplan study, should the matter be 

taken forward separately then a study to identify suitable locations should be undertaken. One 

possible location which has been identified in the course of this study is to the rear of Thomas 

Street. This is certainly an appropriate location in terms of adjacency to the shopping area. 

However, means of access, which would require to be from Thomas Street and impact on 

surrounding roads would require to be considered as any such scheme develops. 

127


3 Overview Parking Strategy 

Masterplan Parking Strategy 

3.1 To support the masterplan a parking strategy has been developed to put in place the building 

blocks required to support the overall land use plan. The strategy builds on the City Centre 

strategy being promoted by DRD Roads both locally in Armagh and in terms of the principles set 

out in the SRTP. 

3.2 The strategy seeks to ensure that in the short, medium and long term there is an appropriate 

quantum of parking provision to sustain the vibrancy of Armagh and the developments as they 

materialise; alongside a management regime that ensures that the spaces are used in a way that 

maximises the benefits to the City. The car parks will require to be supported by infrastructure and 

signage to facilitate appropriate vehicular and pedestrian access. 

Figure 3.1 – Parking Strategy 

128


3.3 The key elements of the strategy are: 

• Short stay parking: 

• Should be accommodated in the city centre; 

• Should reflect the existing provision, plus the identified shortfall of 100 spaces plus the 

needs of any new retail based developments at the parking standard reflected in DoE 

parking guidance; 

• Should be controlled, most likely by charging but definitely constrained with regard to 

parking duration; 

• In the short-term, in advance of development of the new long-stay car parks, a tariff and 

management structure will be developed which ensures that an appropriate number of 

spaces remain available throughout the day for short-term occupation. 

• For large developments parking should be located in-curtilage. For small developments, 

parking may be dealt with through combining needs and addressing costs through 

commuted payments (should the legislation exist to achieve this). 

Figure 3.2 – Short Stay Parking 

129


• Long Stay Parking 

• Should be large easily accessible car parks accommodated on the edge of the city centre 

and accessed from the primary road network; 

• Possible locations, which accord with the aspirations of the masterplan include Friary 

Road, Newry Road and Lonsdale Road (adjacent to the bus station, to facilitate multimodal 

use); 

• Should reflect existing provision, plus the identified shortfall, plus the needs of any new 

employment based developments; 

• Should reflect DoE Guidance for parking standards; 

• Should reflect the benefits of the sustainable transport strategy of the Regional and Sub 

Regional Transport Strategies which may reduce future parking need. 

Figure 3.3 – Long Stay Parking 

130


• Park & Share / Park & Ride 

• Consideration should be given to the provision of a P&S, P&R facility to the east of Armagh 

on the Portadown Road; 

• The facility is to accommodate those from Armagh travelling to other urban areas and who 

currently park all day in free city centre car parks and share there onward journey; 

• The facility could be provided in the short term, but should be located to ensure ease of 

access from the proposed North Link Road. 

Figure 3.4 – P&R / P&S 

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• Visitor “Welcome” Car Parks 

• It is proposed to develop ‘welcome’ car parks with orientation facilities that focus on the 

needs of visitors at key locations; 

• Key locations could include The Palace, The Observatory, St. Patrick’s Roman Catholic 

Cathedral and Navan Fort; 

• The purpose of these visitor car parks is to encourage cars and coaches to be left at one of 

these locations and for visitors to explore other parts of the City by foot or using dedicated 

modes of transport that add to the distinctive experience (e.g. horse and carriage, bicycles, 

or Segways); 

• Any such proposals would have to be costed within a tourism plan. 

Figure 3.5 – Welcome Parking 

3.4 These four elements of the car parking strategy combine to meet the needs of all visitors, shoppers 

and workers who access the town centre. No specific resident parking proposals have been 

advanced although clearly as “living over the shops” develops, it may be necessary for some 

specific residential requirements to be identified. 

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4 Masterplan Parking Requirements 

Emerging Masterplan 

4.1 The emerging masterplan has identified and quantified a number of proposed land uses for 

Armagh City Centre. In many circumstances, these development blocks affect existing at-grade 

car parks. Therefore, the strategy includes for the replacement of these parking facilities to ensure 

that the overall parking provision is maintained and enhanced within the masterplan. 

4.2 The assessment is on the basis of continued parking provision to satisfy demand. This may in 

future require to be revisited on the basis of success of the integrated land use and transport 

strategy being adopted throughout Northern Ireland on the basis of the RDS and sustainable 

transport approach of the regional strategy. 

Land Uses 

4.3 The anticipated scale and location of land uses are indicated in Appendix A. In summary the 

masterplan includes the provision of the following: 

Table 4.1 Draft Masterplan Land Uses 

Land Use Gross Floor Area (m 2 ) Parking Requirements 

Retail 25,020 1,308 

Office 50,690 1,521 

Residential 34,010 680 

Health & Leisure 4,863 Site Specific 

Market / Event Space 1,366 Site Specific 

Cultural 4,002 Site Specific 

Bus Station 3,720 Replace 

Total Quantified 3,509 

THPC – Project List 17 December 2008 

4.4 The masterplan envisages the replacement / relocation of a number of existing land uses within the 

overall strategy. This equates to 8,590m 2 GFA of retail, 6,790m 2 GFA of office and 2,920m 2 GFA 

of residential which in themselves required 700 parking spaces. Therefore, the number of new 

parking spaces required to serve the masterplan will be approximately 2,800 spaces. 

4.5 A number of these spaces will be expected to be provided in-curtilage of the new developments, 

notably residential parking (600 spaces), office (1000 spaces located at PSNI site, Friary Road, 

Dobbin Street and Former City Hall) and retail (800 spaces located at Mall extension and Ogle 

Street development), totalling 2,400 spaces. Therefore, the number of car parking spaces which 

will require to be provided in large car parking sites to support the masterplan will be: 

• Retail (Short Stay) – 0 spaces 

• Office (Long Stay) – 400 spaces 

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Loss of Existing Parking Spaces 

4.6 The masterplan envisages that a number of the existing car park sites could be developed. 

Therefore, in considering the requirement for new car parking to serve the town, it is necessary to 

replace parking lost in the process of development. This equates to the loss of around 350 short 

stay and 490 long stay parking spaces. These are indicated below: 

Table 4.2 Spaces Lost to Development 

Car Park Spaces Lost Spaces Remaining 

Free Spaces 

Friary Road West 44 44 

Dobbin Street lane (ex surgery) 42 42 

Court House 31 0 31 

Lonsdale Road 105 105 

Dobbin Street lane 96 96 

St Malachy’s (Church) 200 200 

Sub-Total Long Stay 518 487 31 

Charged Spaces 

Linenhall Street 63 63 

Friary Road East 138 138 

Mall West 284 0 284 

English Street (Council) 53 53 

Trian (Council) 93 93 

Sub-Total Short Stay 631 347 284 

Total 1262 834 315 

JMP 

4.7 Finally, as indicated in section 2 above, there is a shortfall of parking to meet the city’s current 

needs. This equates to 150 spaces, 100 of which would be short stay and 50 long stay. 

Total Car Park Requirements of Masterplan 

4.8 The total number of parking spaces which will require to be accommodated in large public parking 

areas are: 

• Short Stay – 450 spaces – Made up from 0 masterplan requirements, 350 replacement parking 

and 100 shortfall parking. 

• Long Stay Parking - 930 spaces - Made up from 400 masterplan requirements, 480 

replacement parking and 50 shortfall parking. 

4.9 The short stay parking can be provided at the following locations: 

• Thomas Street - 120 spaces; 

• Scotch Street – 50 spaces; 

• Ogle Street / South West City Centre – 280 spaces 

134


4.10 The long stay parking can be provided at the following locations: 

• North City Centre – 500 spaces; 

• South East City Centre - 330 spaces; 

• South West City Centre - 100 spaces 

4.11 The Ogle Street / South East City Centre car parks can be a combined facility with short and long 

stay parking and a total of around 630 spaces. Also, the North City Centre Car Park could be 

around 630 spaces to accommodate long term city centre parking and replace bus station parking 

for commuters lost in the relocation of the bus station. 

Short Term Delivery Options 

4.12 It should be noted that this strategy seeks to inform the long term provision of an appropriate level 

of parking to serve the masterplan. However, it is recognised that the short term delivery of the 

plan will require temporary parking to be provided to ensure that the accessibility of the city centre 

is unaffected during the period of development. There are a number of “vacant” and “derelict” sites 

which could be used for such short term temporary parking provision, which would assist in 

maintaining parking numbers but also remove visually detrimental areas of the town in the process. 

135


5 Conclusions 

5.1 This overview parking strategy has been developed on the basis of existing information supplied by 

DRD Roads Service and information associated with the emerging Armagh City Centre Masterplan. 

5.2 The existing parking survey data has identified that off-street parking in the city centre is operating 

around capacity. Similarly, anecdotal evidence leads to the conclusion that on-street parking is 

similarly operating around capacity. 

5.3 While the introduction of DPE has significantly improved the level of illegal parking in the city 

centre, any all day parking has been displaced to the free parking on the edge of the city centre. 

As a consequence, shoppers are either searching for free on-street spaces or have to take the 

available charged off-street car parking spaces. 

5.4 An assessment of reserve capacity leads to the conclusion that the current level of parking 

available in the city centre is around 100 spaces short of what is required. This will be exacerbated 

in the short term with the closure of the English Street car park to accommodate development 

which will increase the shortfall to around 150 parking spaces. 

5.5 The masterplan proposals for the city look over a 20 year horizon and anticipate a level of 

development which will require around 2,800 new car parking spaces in and around the city centre. 

5.6 An overview parking strategy has been developed, building on the DRD Roads proposals for the 

city centre. The strategy has identified the need to maintain an appropriate level of short stay car 

parking to serve the shopping and service functions of the city. Long stay parking can be provided 

but is likely to be located on the edge of the city centre. The strategy also encompasses the need 

for Park & Share facilities and Visitor Parking at specific locations. 

5.7 A spatial assessment has identified that there is sufficient space to accommodate the new, 

displaced and shortfall of parking spaces necessary to serve the needs of the masterplan. These 

spaces will where possible be located in-curtilage of the proposed developments. However, it will 

also be necessary to provide a number of public car parks which can serve the general needs of 

the town. These could be located at: 

• Ogle Street – Short and long stay mix (630 spaces); 

• Mall – Short stay extension of existing (+400 spaces); 

• South East of City Centre – 330 spaces; 

• North of City Centre – 630 spaces (including replacement bus station parking). 

5.8 Notwithstanding the above, it has to be recognised that the transportation strategy for the city, and 

throughout Northern Ireland, is one which encourages the use of non-car based transport modes. 

This may have an impact on the parking requirements over the longer timeframe of the masterplan. 

136

DEVELOPMENT PROFILES 

5 DEVELOPMENT PROFILES 

137


Armagh City Centre 

Draft Masterplan 

Proposed Development Profiles 

28th January 2009 

138


Project List 

A. Development Projects 

1. Shambles Market 

2. Former City Hall 

3. Fire Station 

4. Post OfÞce 

5. College Street & Car Park 

6. Seven Houses 

7. Former Dunnes Stores 

8. Bus Station Relocation 

9. Armagh College 

10. Former City Hospital 

11. Mall West Shopping Centre Expansion 

12. The Mall Cricket Club 

13. Ogle Street & Car Park 

14. St. Malachys Square 

15. Dobbin Street Lane Car Park & Frontage 

16. Dobbin Street Lane 

17. Dobbin Clinic 

18. Scotch Street & Car Park 

19. Friary Road Frontage 

20. PSNI Station & Car Park 

21. Newry Road Frontage 

22. Bridge House 

23. Gaol Regeneration 

24. City Hotel OfÞ ce Complex 

25. Irish Street Development 

26. Alexander Road Dairy 

27. Loughall Road Mill 

28. St. Lukes Hospital 

29. Gough Barracks 

30. Drumadd Barracks 

B. Public Realm 

Pedestrian Connections 

Public Realm Schemes 

Streets 

Greenways 

1. Armagh Courthouse to Cathedral (CoI): Passing through College Street, Post OfÞ ce Site, St. Patricks Trian & Rectory Grounds 

2. St. Malachys Sq. to Cathedral (CoI): Chapel Lane 

3. Dobbin Clinic to Palace Demesne 

4. Thomas St. to Palace Demesne 

5. West Greenway to Palace Demesne 

6. Armagh Palace to the Gaol 

7. Shambles Market 

8. Armagh Courthouse 

9. Armagh Gaol 

10. St. Malachys Church 

11. Armagh City Centre Regeneration Scheme 

12. Lonsdale Road 

13. College Street 

14. Mall East 

15. Mall West 

16. Abbey Street 

17. Dawson Street 

18. Cathedral Close 

19. Vicars Hill 

20. Castle Street 

21. Upper Irish Street 

22. Abbey Lane 

23. Western City Centre Greenway & links 

24. Eastern City Centre Greenway & links 

25. Callan River Greenway & links 

26. Ballynahone River Greenway & links 

27. Navan Fort Greenway & links 

C. Transport 

Car Parking 

Road Upgrade Schemes 

1. Parking Strategy 

2. Short-Stay: Thomas Street 

3. Short-Stay: (A14) Ogle Street 

4. Short-Stay: Fort (A19) Scotch Street 

5. Long-Stay: (A5) College Street 

6. Long-Stay: (A16) Dobbin Street Lane 

7. Long-Stay: (A21) PSNI Station 

8. Tourist: Observatory 

9. Tourist: Cathedral (RC) 

10. Tourist: Navan Centre 

11. Tourist: Palace 

12. Park & Share Facilities 

13. Cathedral Rd. & Lonsdale Rd. Connection 

14. Scotch Street Junction 

15. Friary Road 

16. North & West Link Road 

17. East Link Road 

D. Strategies 

1. Transport Strategy 

2. Frontage Improvement Strategy 

3. Signage & Interpretation Strategy 

4. City Investment Strategy 

5. Evening Economy Strategy 

6. Vibrant City Strategy 

7. Sports & Leisure Strategy 

8. Palace Demesne 

9. Gateway & Approach Roads Strategy 

10. Potential City Expansion Areas (a-j) 

139


Development ProÞles 

Content List 

A 1. 

A 2. 

A 3. 

A 4. 

A 5. 

A 6. 

A 7. 

A 8. 

A 9. 

A 10. 

A 11. 

A 12. 

A 13. 

A 14. 

A 15. 

A 16. 

A 17. 

A 18. 

A 19. 

A 20. 

A 21. 

A 22. 

A 23. 

A 24. 

A 25. 

A 26. 

A 27. 

A 28. 

A 29. 

A 30. 

D 10. 

Shambles Market 

Former City Hall 

Fire Station 

Post OfÞce 

College Street & Car Park 

Seven Houses 

Former Dunnes Stores 

Bus Station 

Armagh College 

Former City Hospital 

Mall West Shopping Centre Expansion 

The Mall Cricket Club 

Ogle Street & Car Park 

St. Malachys Square 

Dobbin Street Lane Car Park & Frontage 

Dobbin Street Lane 

Dobbin Clinic 

Scotch Street & Car Park 

Friary Road Frontage 

PSNI Station & Car Park 

Newry Road Frontage 

Bridge House 

Gaol Regeneration 

City Hotel OfÞce Complex 

Irish Street Development 

Alexander Road Dairy 

Loughall Road Mill 

St. Lukes Hospital 

Gough Barracks 

Drumadd Barracks 

Potential City Expansion Areas 

140


Location Plan 

A10 

A1 

A14 

A2 

A3 

A4 

A8 

A5 

A13 

A15 

A6 

A7 

A16 

A9 

A11 A12 

A18 

A17 

A19 

A24 

A20 

A22 

A21 

A23 

A25 

A27 

A28 

A26 

A29 

A30 

141

edward street 


ST. PATRICKS 


lower english street 

cathedral road 

SHAMBLES 

MARKET 

upper english street 

abbey street 

A1. Shambles Market 

Shambles Market is a prominent site located on Cathedral Road with direct views to 

St. Patricks Cathedral (RC). The site also features a listed building. Development would 

have to be sensitive to both the Cathedral and the listed building, as well as provide 

high-quality public space fronting Cathedral Road and facilitate a connection 

between the Market, the former City Hall site and the Bus Depot. 

Potential Site Figures 

Gross Building Footprint* 2,400 ft 2 / 223 m 2 

market & event 

space 

Number of Stories 1 

Gross Area 2,400 ft 2 / 223 m 2 

Uses 

Gross Area by Use 

Market & Event Space 

Market & Event Space 

2,400 ft 2 / 223 m 2 

* Subject to change due to demand trends 


A development with improved market & event space would appear to be acceptable in planning terms as per 

S37 of 2004 Armagh Area Plan which strongly supports tourism related development on this site. The proposal 

would also clearly Þ t with the tourism aspirations for the City as identiÞ ed in the Draft Tourism Development 

Strategy which clearly identiÞ es the Shambles as a priority area. 

Transportation 

The extension of Cathedral Road to meet with the Lonsdale Road adjacent to this site provides relief to College 

Street, the more residential area to the north and the Lower English Street / Railway Street priority junction. The 

link also provides access to public parking. Form of Cathedral Road / Upper English Street junction requires to 

be considered. 

Design Guidance 

The Shambles was erected as a grain market in 1827 to designs by the architect Francis Johnston. Now in 

use as a public car park, this area offers substantial potential for development. The site is bounded by stone 

walling and iron railings of variable quality facing onto Dawson Street, Cathedral Road and Edward Street. The 

symmetrical main building on Dawson Street is listed, its composition consisting of ß anking arches and a central 

archway surmounted by a timber clad cupola. It creates a very strong sense of presence and its relationship 

with any future development should be carefully considered. All development in this area should be restricted 

to the inner environs with a clear space around the perimeter. A maximum height of three storeys should be 

permitted. The single storey toilet block in the north-east corner is not of any architectural merit. 

142

edward street 


lonsdale road 


SHAMBLES 

MARKET 


FORMER 

CITY HALL 

SITE 

abbey street 

A2. Former City Hall 

The former City Hall site has access to both Dawson Street and Upper English Street. 

Development should create appropriate frontage onto adjacent streets. 


Gross Building Footprint* 12,378 ft 2 / 1,150 m 2 


Gross Area 37,135 ft 2 / 3,450 m 2 

Uses 

OfÞ ces 

Gross Area by Use OfÞ ces 37,135 ft 2 / 3,450 m 2 



The site falls within the deÞ ned central commerce area and ofÞ ces are an acceptable land use as per S33 of 

Area Plan. 


Consideration should be given to forming vehicle link between Dawson Street and Upper English Street, which 

would be consistent with Roads Service aspiration of changing Dawson Street to one way northbound. The 

current proposal is to reopen Abbey Street to maintain access which is less suitable than forming a new link. 


This important site offers the potential for a high quality new build in its own setting, possibly set back from 

the main street line. Glimpses through to Abbey Street and Dawson Street climbing Cathedral Hill should be 

retained. The quality of design must be high. 

143


ST PATRICKS 


lower english street 

lonsdale road 


SHAMBLES 

MARKET 

FIRE 

STATION 


edward street 

dawson street 

abbey street 

A3. Fire Station 

The former Þ re station is a very prominent site at the intersection of Cathedral Road 

and English Street. Development would have to respond to the sites prominent 

location while remaining sensitive to nearby Shambles Market and its listed building as 

well as the overall character of Armagh. 




Gross Area 8,719 ft 2 / 810 m 2 

Uses 

Retail/ OfÞ ces 

Gross Area by Use Retail 2,906 ft 2 / 270 m 2 

OfÞ ces 5,813 ft 2 / 540 m 2 



A mixed retail/commercial development is appropriate in planning terms as a key development site within the 

deÞ ned shopping/commerce zone. 


To avoid junction delay, drivers currently drive in the off-road area along the frontage of the building. Therefore, 

the frontage onto the Cathedral Road / Upper English Street junction requires detailed consideration to ensure 

that the areas for people and cars are appropriately deÞ ned. 


The existing Þ re station building, while of little architectural merit, occupies a potential vista stop at the junction 

of Lower English Street and Upper English Street. Although the adjoining stone archway, further south on Upper 

English Street, is not part of the building it is of considerable architectural interest and should be preserved. 

Development of this site offers a key opportunity as a gateway to the city centre and it is important that any 

replacement building becomes an effective landmark at the northern approach to the Conservation Area. 

144


SHAMBLES 

MARKET 


college street 

abbey street 

POST OFFICE 

SITE 

ST. PATRICKS 

TRIAN 

A4. Post OfÞce 

The Post OfÞ ce site is a prominent location in the city centre, fronting the junction 

of College and Upper English Streets. The site is also in front of St. Patricks Trian. 

Development should establish a better relationship between the site, St. Patricks Trian 

and the pedestrian linkage from College Street to St. Patricks Cathedral (CI). 




Gross Area 22,281 ft 2 / 2,070 m 2 

Uses 



OfÞ ces 14,854 ft 2 / 1,380 m 2 



The site is within the central commerce/ shopping zone and thus a ground ß oor retail use with ofÞ ce above 

would appear to be appropriate in planning. Alternative residential use on upper ß oors would also be 

acceptable and would comply with policy objectives to increase City Centre living. 


The two-storey ß at-roofed Post OfÞ ce building occupies the south-eastern end of a linear site extending from 

Lower English Street to an alleyway in Abbey Street. Development on this site should be restricted to two or 

three storeys with a vertical emphasis in the design of the front elevation and with the possibility of physical or 

visual linkages through to St Patricks Trian and the Methodist church hall. 

145


lonsdale road 

COLLEGE 

STREET 

ARMAGH 

COURTHOUSE 


THE 

MALL 

abbey street 


A5. College Street & Car Park 

The College Street Site occupies a prominent spot at the junction of College Street and 

Lonsdale Road, opposite the listed Courthouse building and the Mall. Development 

should take advantage of the prominent location yet display sensitivity to the 

Courthouse, the Mall and the overall character of Armagh. The site also encompasses 

the bus station, which is being relocated to an adjacent site across the road (see A8) 

and a listed building, currently used as a hall, which would have to be retained. 




Gross Area 136,271 ft 2 / 12,660 m 2 

Uses 

OfÞ ces/ Residential 


Residential 113,559 ft 2 / 10,550 m 2 

Multi-storey Car Park 

Gross Footprint* 56,726 ft 2 / 5,270 m 2 


Gross Area 170,177 ft 2 / 15,810 m 2 



The Area Plan recognises the need to identify a viable long term use for College Street, thus a mix of ofÞ ce and 

residential development is appropriate. Although lying outside the conservation area, a high quality design is 

essential given the sites visible location. The residential land use complies with the aim of encouraging City 

Centre living as identiÞ ed in S34 of 2004 Armagh Area Plan. 


Access requires to be maintained to the properties at the rear of Upper English Street (including a hotel and its 

car park). Access to the site will be a key issue. Lonsdale Road and College Street are key city centre streets. 

146


lonsdale road 

SHAMBLES 

MARKET 

ARMAGH 

COURTHOUSE 


abbey street 

SEVEN 

HOUSES 


ST. PATRICKS 

TRIAN 

A6. Seven Houses 

This development must be very sensitive to adjacent listed houses and the overall 

character of Armagh. Located on a prominent corner, the development must also be 

of high design quality. It should facilitate the creation of a pedestrian link from College 

Street to St. Patricks Cathedral (CI). 




Gross Area 13,885 ft 2 / 1,290 m 2 

Uses 

Retail/ OfÞ ces/ Residential 


OfÞ ces 4,628 ft 2 / 430 m 2 

Residential 4,628 ft 2 / 430 m 2 



A mixed use development which respects the sites location in the conservation area and adjacent listed 

properties is appropriate. 


This is a site on which a replica building could be justiÞ ed as being entirely appropriate. The six surviving threebay 

three-storey over basement rubble stone listed houses to the north-west contain abundant evidence 

to permit authentic replication. A correct window pattern can be seen at number 48 and the various 

components of the correct door case pattern can be seen on other houses. The inclusion of a basement and 

protective railings, also replicating the existing, would also be desirable. To the rear, an extension of the recent 

development in Laudens Mews would be appropriate or, alternatively, the rear yard could be enclosed with 

a high stone boundary wall. 

147


THE 

MALL 


ST. PATRICKS 

TRIAN 

DUNNES 

STORES 


MARKET 

SQUARE 

ST. PATRICKS 

CATHEDRAL (COI) 

A7. Former Dunnes Stores 

The Dunnes Stores site is on the main retail spine of Armagh, making it a very 

favourable location of retail. Development should be sensitive to the overall character 

of Armagh. 




Gross Area 14,531 ft 2 / 1,350 m 2 

Uses 



OfÞ ces 4,844 ft 2 / 450 m 2 

Residential 4,844 ft 2 / 450 m 2 



A ground ß oor retail use is appropriate in planning terms for this key site within the citys core commercial area. 

Residential or commercial on upper ß oors only would be an acceptable alternative to retail. 


The general design principles outlined in Appendix 7 Design Guidance should be applied. 

148


lonsdale road 

BUS 

STATION 

SHAMBLES 

MARKET 

ARMAGH 

COURTHOUSE 


A8. Bus Station 

Relocation 

Redevelopment of the Bus Station should focus on increasing connectivity and access, 

as well as providing frontage on the Lonsdale Road and new vehicular extension of 

Cathedral Road. 




Gross Area 40,042 ft 2 / 3,720 m 2 

Uses 

Bus Station/ OfÞ ces 

Gross Area by Use Bus Station 20,021 ft 2 / 1,860 m 2 

OfÞ ces 20,021 ft 2 / 1,860 m 2 



The use of this site as a bus station and with associated commercial ofÞ ce is appropriate in planning terms. 


Bus Station site will include replacement and extension of public parking to better accommodate Park & Ride 

and long term commuter parking for this area of the city. 

149


lonsdale road 

ARMAGH 

COLLEGE 

ARMSTRONG 

PRIMARY SCHOOL 

college hill 

ARMAGH 

COURTHOUSE 

A9. Southern Regional 

College 

Redevelopment of the Southern Regional Colleges Armagh Campus would have to 

be sensitive to nearby Courthouse building. New development should also strive to 

provide better frontage onto Lonsdale Road. 

Gross Site Area 203,438 ft 2 / 18,900 m 2 




Gross Area 124,000 ft 2 / 11,520 m 2 

Uses 

Education 



The continued use of the site for educational purposes is appropriate. 

150


SHAMBLES 

MARKET 


abbey street 

FORMER CITY 

HOSPITAL 

ST. PATRICKS 

CATHEDRAL (COI) 

A10. Former City 

Hospital 

Development of this area includes refurbishment of the listed former City Hospital 

building. The site is located near St. Patricks Cathedral (CI) and would have to show 

sensitivity to it and surrounding listed buildings. Potential use is cultural facilities related 

to an improved link between the two cathedrals. 




Gross Area 42,948 ft 2 / 3,990 m 2 

Uses 

Cultural 

Gross Area by Use Cultural 42,948 ft 2 / 3,990 m 2 



Conversion of this empty listed building would be welcome, commercial and residential or hotel uses would 

be appropriate. It is a highly visible site in a sensitive location and ensuring highest quality of development will 

be crucial. 


The former City Hospital is a listed building occupying a prominent location at the top of Abbey Street and 

the junction of Vicars Hill. Although inappropriately extended and modiÞ ed to the south, west and rear, the 

central two-storey nine-bay over basement original building should be preserved and restored. Inappropriate 

security glazing should be removed from the basement ß oor and the original glazing pattern should be 

reinstated. The ground which falls away to playing Þ elds to the west affords Þ ne views from the car park on the 

north side of the building to the Roman Catholic Cathedral. 

151




russell street 

THE 

MALL 

the mall east 

MARKET 

SQUARE 

MALL WEST 

SHOPPING 

CENTRE 

EXPANSION 

A11. Mall West Shopping 

Centre Expansion 

Proposed expansion of existing shopping centre. 


Gross Building Footprint 80,940 ft 2 / 7,520 m 2 


Uses 

Retail 

Gross Area by Use Retail 80,940 ft 2 / 7,520 m 2 


Extension of the retail provision in the core city shopping area is appropriate. In planning terms, it will be 

essential to balance retailer ß oorspace demands with design appropriate to the sites location adjacent to 

The Mall. 


Development has to respect the connectivity between the site and the Mall including crossing of Mall West 

and linkages to public transport. Design should minimise the impact of the trafÞ c access on other trafÞ c. 


The existing Sainsburys building and associated car parking has not been a successful intervention on Mall 

East. The general design principles outlined above should be applied in any extension to the existing Shopping 

Centre, in particular, vertical emphasis in elevational design, modulated roofscape and choice of surface 

materials all need to be carefully considered. 

152


the mall WEst 

russell street 

THE 

MALL 

CRICKET 

CLUB 

A12. The Mall Cricket 

Club 

Through an architectural competition, redevelopment of the Cricket Club could 

produce an iconic building on the Mall. The building could also improve links between 

the City Centre and the Mall, by improving legibility and views through McCrums 

Court and the shopping centre pedestrian connection. 


Gross Existing Building Footprint 4,628 ft 2 / 430 m 2 


Uses 

Leisure 


The continued use of the site for leisure purposes is appropriate. It is a highly visible site in a sensitive location 

and ensuring highest quality of development will be crucial. 


The Mall Cricket Club has been recognized as a design failure and signiÞ cant eyesore on the otherwise carefully 

restored and maintained Mall Park. The design of a replacement building, possibly as Council/Mall Trustees 

sponsored design competition, would be welcomed. Clearly, sponsorship would be required as the Cricket 

Club is not in a position to fund a replacement building. The new building could either be contemporary or 

traditional in concept but should reß ect the long cricketing tradition in Armagh and should utilize suitable 

materials such as painted timber cladding. 

153


ogle street 

irish street 

OGLE 

STREET 

dobbin street lane 

ST MALACHYS 

CHURCH (RC) 

friary road 

PALACE 

DEMESNE 

A13. Ogle Street & Car Park 

Development of this area would focus on creating better connections between 

the city centre and the Palace Demesne, as well as having a positive relationship 

with the adjacent public realm around St. Malachys Church. It would also include 

comprehensive improvements to the existing retail provision, including the existing 

shopping centre 




Gross Area 137,240 ft 2 / 12,750 m 2 

Uses 

Retail/ Residential 



Surface Car Park 

Gross Area* 26,372 ft 2 / 2,450 m 2 



The Armagh Area Plan recognises the need to secure the long term viability of this location. Residential and 

retail uses are considered appropriate to securing that viability. Development which introduces City Centre 

residential opportunities is a key objective for the City. 


Principle access via Ogle Street which is to be trialled as one-way eastbound by Roads Service. Egress via 

Dobbin Street Lane and to Friary Road. Development offset to allow future return to two way on Ogle Street 

and future consideration of land purchase to allow Ogle Street widening to the Irish Street junction. 

154


ogle street 

irish street 

ST MALACHYS 

SQUARE 

friary road 

PALACE 

DEMESNE 

A14. St. Malachys Square 

Development of this area would focus on creating better connections between the 

city centre and the Palace Demesne, as well as having a positive relationship with the 

adjacent public realm around St. Malachys Church. 




Gross Area 67,167 ft 2 / 6,240 m 2 

Uses 



OfÞ ces 22,389 ft 2 / 2,080 m 2 




In planning terms a mixed use development is acceptable in this location and is in accordance with the 

Armagh Area Plan. 


Limited access direct from Irish Street. No direct access onto Friary Road. 


St Malachys Roman Catholic Church was built in 1935 in the Romanesque style. While the church itself makes 

a strong architectural statement, most modern development in the area is of poor quality. The setting of the 

church could be greatly improved by sensitive development adopting the general design principles outlined 

above. The boundaries to this area could be strengthened by suitable two- to three-storey developments. All 

surviving historic structures should be retained and integrated into new developments. Linkages to the Palace 

Demesne should be developed. 

155


ogle street 

irish street 


ST MALACHYS 

CHURCH (RC) 

DOBBIN STREET 

LANE CAR PARK 

& FRONTAGE 

friary road 

PALACE 

DEMESNE 

A15. Dobbin Street Lane 

Car Park & Frontage 

This development would be a long-stay multi-storey car park. Due to the proximity to 

other active frontages, however, the car park building would have some ground ß oor 

retail on the north and east sides. 



Gross Area 13,885 ft 2 / 1,290 m 2 

Uses 

Retail 

Multi-storey Car Park 



Gross Area 143,989 ft 2 / 13,377 m 2 



Planning policy would support the principle of a retail element incorporated with this development. High 

quality design is essential given the sites visible location 


No direct access onto Friary Road. 

156

dobbin street 


ogle street 

DOBBIN 

STREET 

LANE 


friary road 

PALACE 

DEMESNE 

A16. Dobbin Street Lane 

Development of this area would focus on creating better connections between the 

city centre and the Palace Demesne. This area also has the potential to be a civic 

quarter where public ofÞ ces that generate signiÞ cant footfall can be located. 




Gross Area 116,250 ft 2 / 10,800 m 2 

Uses 






Along with adjacent proposals for the Ogle Street area, planning policy would support the principle of a mixed 

residential and commercial development in this area. 


With reduction of trafÞ c use of Palace Demesne, consideration could be given to offsetting Dobbin Street Lane 

to east and link to Linenhall Street to form parallel route to Thomas Street. 

157

dobbin street 


DOBBIN 

CLINIC 

ogle street 


friary road 

A17. Dobbin Clinic 

Development of this area would focus on creating better connections between city 

centre and the Palace Demesne, as well as creating better street frontage in the 

area. Development should be sensitive to listed houses on Dobbin Street. 




Gross Area 62,000 ft 2 / 5,760 m 2 

Uses 



OfÞ ces 20,667 ft 2 / 1,920 m 2 




A mixed use development would be appropriate in planning policy terms for this site and would be 

complementary to adjacent land uses. 

158


THE 

MALL 

scotch street 

SCOTCH 

STREET 

dobbin street 

friary road 

A18. Scotch Street & Car Park 

Development of this area would focus on creating better frontage onto Scotch 

Street and Friary Road. Development would also facilitate connections between 

Dobbin Street and Friary Road. The building should be of high design quality given its 

prominent location. Whilst some existing car parking would be retained, the majority 

would be relocated to improved, purpose-built facilities at site A21. Development 

should also take into account a possible culverted river on site. 




Gross Area 69,965 ft 2 / 6,500 m 2 

Uses 



OfÞ ces 55,972 ft 2 / 5,200 m 2 

Surface Car Park 

Gross Area* 13,132 ft 2 / 1,220 m 2 



In planning terms groundß oor retail and ofÞ ce would be appropriate for this development. It is a highly visible 

site in a sensitive and prominent location so ensuring highest quality of development will be crucial. 


Replace parking. No frontage access to Friary Road 

159


scotch street 

dobbin street 

FRIARY 

ROAD 

FRONTAGE 

friary road 

CITY 

HOTEL 

A19. Friary Road Frontage 

Development of this area would focus on creating better frontage onto Friary Road. 

Development would also facilitate connections between Dobbin Street, Friary Road 

and the Palace Demesne. Development should also take into account a possible 

culverted river on site. 




Gross Area 66,521 ft 2 / 6,180 m 2 

Uses 

OfÞ ces 




Friary Road forms the outer edge of the City Centre boundary. A commercial development which clearly 

delineates this boundary should be an appropriate land use. 

160


THE 

MALL 

scotch street 

ARMAGH 

GAOL 

PSNI 

STATION 

& CAR PARK 

newry road 

friary road 

CITY 

HOTEL 

A20. PSNI Station & Car Park 

The PSNI station site occupies a prominent location at a major junction. Development 

should be of high design quality creating a landmark building to accentuate the 

junction as well as improve the arrival experience into Armagh. Development must 

also be sensitive to nearby Gaol and facilitate the creation of a pedestrian connection 

from the Palace to the Observatory. A public square would also be part of of this 

development and would have to developed in conjunction with Bridge House (A23). 

Development should also take into account a possible culverted river on site. 




Gross Area 195,903 ft 2 / 18,200 m 2 

Uses 




Underground Car Park 


Number of Stories 1.5 

Gross Area 114,636 ft 2 / 10,650 m 2 



The site lies on the edge of the designated City Centre area, thus commercial land use should be an 

acceptable alternative use to replace the police station. 


Road layout in this area to be adjusted to improve junction capacity between Friary Road, Newry Road and 

Scotch Street. Road layout to reß ect optimum balance of development, accessibility to adjacent areas and 

trafÞ c capacity. 

161


scotch street 

ARMAGH 

GAOL 

newry road 

friary road 

NEWRY 

ROAD 

FRONTAGE 

CITY 

HOTEL 

A21. Newry Road Frontage 

Development should create quality frontage onto Newry Road, as well as connect 

with the Palace Demesne. Development should also take into account a possible 

culverted river on site. 




Gross Area 51,667 ft 2 / 4,800 m 2 

Uses 

Residential 

Gross Area by Use Residential 51,667 ft 2 / 4,800 m 2 



Additional residential accommodation is encouraged in the 2004 Area Plan. This is an appropriate location on 

the edge of parkland and adjacent to the City Hotel. 

162


THE 

MALL 

scotch street 

BRIDGE 

HOUSE 

ARMAGH 

GAOL 

friary road 

newry road 

A22. Bridge House 

Bridge House occupies a highly prominent site at a gateway location to Armagh city 

centre. Development should be of high quality and sensitive to adjacent Gaol building 

and listed houses. Development would have to facilitate the recreation of the Palace 

Carriageway as well as connect to Gaol Square. Additionally, the development 

would have to keep existing government ofÞ ces. A public square would also be part 

of of this development and would have to developed in conjunction with PSNI Station 

(A21). Development should also take into account a possible culverted river on site. 




Gross Area 33,583 ft 2 / 3,120 m 2 

Uses 






In planning terms, a mixed use commercial and residential development would be subject to due 

consideration of issues such as impact on listed buildings and quality of design appropriate to this highly visible 

gateway site. 


Bridge House appears to date from the 1970s and rises to over Þ ve storeys with peculiar mono-pitched roof 

structures. It is one of the more inappropriate developments within the city centre. If the buildings are to be 

replaced, an appropriate scheme, adopting the general design principles outlined above, should be evolved, 

taking into account its juxtaposition with the adjacent gaol site. New development should not exceed three 

storeys. 

163


the mall west 

THE 

MALL 

the mall east 

barrack hill 

friary road 

ARMAGH 

GAOL 

newry road 

A23. Gaol Regeneration 

The listed Gaol building is located on a prominent site and gateway to Armagh city 

centre. Redevelopment would include restoration and refurbishment of the historic 

building. The Masterplan also proposes public realm works at Gaol Square. 




Gross Area 74,594 ft 2 / 6,930 m 2 


Development which brings a vacant listed property back into use should be encouraged. In planning terms a 

retail/tourism led development would be an appropriate use for this site. 


Secondary access from Newry Road will reduce impact on Mall / Barrack Hill. 


The redundant former womens prison dates from 1765 and is one of the citys most prominent and important 

historic buildings. A set of design parameters has been evolved by Armagh City and District Council to 

guide future development of the gaol complex. These should be adopted in any future development. The 

opportunity to develop pedestrian links to the Mall across Gaol Square, which at present is dominated by 

trafÞ c, should be explored. 

164

dobbin street 


friary road 

CITY 

HOTEL 

CITY HOTEL 

OFFICE COMPLEX 

A24. City Hotel OfÞce Complex 

Currently a surface car park for the Armagh City Hotel, this site has potential for 

development that incorporates parking, as well as other uses, such as ofÞ ces. 

Development should seek to contribute positively to the architecture of the Friary 

Road, whilst ensuring minimised visual impact on the Palace Desmene and Friary ruins. 

Potential exists for the building to be used in conjuction with the Armagh City Hotel. 


ofÞce 



Gross Area 30,000 ft 2 / 2,787 m 2 

Uses 

OfÞ ces with Car Parking 

ofÞce 

ofÞce 



Outline planning permission is in place for development on this site. 

Design must take cogniscence of the setting of the Friary ruins. 


Development on this site must be taken forward with a full understanding of any potential trafÞ c impact on the 

Friary Road. The retention of spaces for The City Hotel will also be necessary. 

165


ST MALACHYS 

SQUARE 

irish street 

friary road 

IRISH STREET 

DEVELOPMENT 

PALACE 

DEMESNE 

A25. Irish Street Development 

Development should focus on providing frontage onto Irish Street and Friary Road, as 

well as facilitating a connection between the Greenway and the Palace Demesne. 

According to the concept plan, this development should focus on leisure and 

recreation uses. 




Gross Area 52,313 ft 2 / 4,860 m 2 

Uses 

Health & Leisure 

Gross Area by Use Health & Leisure 52,313 ft 2 / 4,860 m 2 


This site is identiÞ ed in the 2004 Armagh Area Plan as lying within the City Centres key commercial area. There 

in planning terms a health/leisure use which complements the adjacent playing Þ elds would be appropriate. 

166


A26. Alexander Road Dairy 

The Alexander Road Dairy site has signiÞ cant potential for redevelopment that 

contributes to the physical and economic position of this area. 

Gross Site Area 171,684 ft 2 / 15,950 m 2 

Uses 

Commercial/Retail/Residential 


Planning policy would encourage development of brownÞ eld land. A variety of uses may be appropriate for 

this site but any change of use would be subject to planning policy. 

167


A27. Loughall Road Mill 

Redevelopment of the Mill would require restoration and refurbishment of the existing 

building. Potential uses include hotel and related services. 




Gross Area 61,570 ft 2 / 5,720 m 2 


The site is currently zoned for industrial use and change of use from this would be subject to overall consideration 

of supply and demand for industrial land across the Armagh City areas. Its location adjacent to the hospital 

and residential areas means that an industrial designation is not necessarily appropriate on this site and a more 

`neighbour friendly uses such as a hotel could be considered more appropriate. 

168


A28. St. Lukes Hospital 

Potential redevelopment of the Hospital would require restoration and refurbishment 

of the existing listed buildings. Potential uses could include continuance of health 

related services in addition to rural and agircultural industries and related research. 




St Lukes Hospital lies just outwith the northern edge of the City Centre boundary. Its current designated 

land use as a hospital means that an alternative use for a residential or educational institution should be 

acceptable in planning terms. 

169


A29. Gough Barracks 

Gough Barracks site is located very close to city centre, along gateway routes. The 

site would also be potentially bordered by Greenway on the east side, increasing 

accessibility. There is also potential for PSNI to relocate here. Another potential use is 

housing. 

Gross Site Area 

344,445 ft 2 / 32,000 m 2 / 3.2 hectares 


Continued use of the site for public ofÞ ces such as PSNI would be acceptable. An alternative residential use 

would be compatible with existing residential neighbourhoods. Using the site for major edge-of-town retail 

development would not be appropriate due to likely negative impact on the existing retail core. 


Consideration should be given to providing a road link between Barrack Hill and Victoria Street. The link would 

provide opportunities to adjust the road layout at the south end of the Mall (Victoria Street one way westbound 

for example) and improve overall capacity. 

170


A30. Drumadd Barracks 

Drumadd Barracks site is located on the periphery of the city centre, along a gateway 

route. The site would also be potentially near a Greenway on the west side, increasing 

accessibility. Potential use for this site is industry, consolidating the Hamiltonsbawn 

Industrial Estate. 

Gross Site Area 

1,636,114 ft 2 / 152,000 m 2 / 15.2 hectares 


Subject to an overall review of industrial land supply and demand, an industrial land use would appear to be 

appropriate on this site given its proximity to existing adjacent industrial areas. 

171


A 

I 

C 

D 

B 

J 

Potential Gross Areas 

A. 26.5 hectares 

E 

Gough 

Barracks 

Drumadd 

Barracks 

G H 

B. 4.7 hectares 

C. 17.4 hectares 

D. 7.1 hectares 

F 

E. 15.7 hectares 

F. 8.2 hectares 

G. 1.9 hectares 

H. 3.5 hectares 

I. 35.4 hectares 

J. 11.8 hectares 

D10. Outer City Expansion Areas 

The Outer City Expansion Areas were established by taking into account limitations to 

development such as topography, ß ood plains and views. The resulting areas highlight 

the places that would be most favourable for development in the long-term. 


Development in these areas would be subject to appropriate consideration as part of the Area Plan process. 

Retailing would not be an appropriate use on these sites as it would be contrary to the desire to protect the 

vitality and viability of the City Centre. 

Residential would be an appropriate use, however, focus should be on ensuring development of brownÞ eld 

land before releasing signiÞ cant additional greenÞ eld sites. 

Industrial uses could be considered on some of these sites taking into account issues such as access and 

impact on environmental and residential amenity. 

The take-up of land in these outer city expansion areas is subject to due consideration of existing land supply 

and market demand. 


Access to the North West Link Road will be restricted, therefore, development opportunities will require to form 

links to existing radial routes. 

172

DESIGN GUIDANCE 

6 DESIGN GUIDANCE 

173


ARMAGH CITY CENTRE MASTERPLAN DESIGN GUIDE 

INTRODUCTION 

Armagh is a small city which, unusually in the context of Northern Ireland, has retained a substantial 

amount of its historic buildings stock. Like many provincial towns it has suffered from the ravages of 

poor quality reinstatement following bomb damage in the period between the late1960s and early 1990s. 

In more recent years it has seen some encouraging signs of an increased emphasis on preserving the 

quality of its built heritage and this has been complemented by some good quality modern building which 

has fitted well within the historic fabric. 

THE PLANNING CONTEXT 

The Armagh City Centre Masterplan is a non-statutory document, however the following statutory 

documents should be referred to in the planning of all new developments. 

PPS6 Planning Archaeology and the Built Heritage 

PPS6 Sets out the Department of the Environment’s Planning Service’s policies for the protection and 

conservation of the built heritage and advises on the treatment of these issues and development plans. 

The relevant policies in the context of Armagh are: 

• BH1-BH4 - Policies dealing with archaeological consideration 

• BH8 - Extension or alteration of a listed building 

• BH10 - Demolition of a listed building 

• BH11 - Development affecting the setting of a listing building 

• BH12 - New development in a Conservation Area 

• BH14 - Demolition in a Conservation Area 

Armagh Conservation Area 

The Armagh Conservation Area was designated in April 1992. The Conservation Area, which embraces 

the entire city centre, is roughly triangular in shape with St Mark’s Church of Ireland, to the east; St 

Malachy’s Roman Catholic Church, to the south; and St Patrick’s Roman Catholic Cathedral, to the north. 

The heart of the Conservation Area can be considered as three segments with St Patrick’s Church of 

Ireland Cathedral with the circular street pattern around it, dominating the hill to the west side of the city 

and the elongated oblong of The Mall, with its fine necklace of Victorian and Georgian buildings, to the 

east. The third area is the network of streets and buildings forming the space between these two. 

174


GENERAL PRINCIPLES 

New buildings should not strike a discordant note in their size, shape, window and door proportions, 

facing materials, and colour. While it is important to respect adjoining buildings, there should be no 

requirement to create replica buildings. The traditional street pattern in Armagh, particularly in the 

central area, is of enclosed building frontages which create a strong urban character. Individual buildings 

generally have frontages of between five and seven metres in width and are rarely more than three 

storeys high or less than one storey high. Pitched roofs are characteristic, generally with a pitch of inor-around 

thirty-five degrees, windows invariably are vertically proportioned. The exception to this rule 

occurs in the more iconic buildings such as the cathedrals, churches, and banks and, more recently, the 

new theatre at Market Place. These provide punctuation, relief, and definition to what would otherwise 

be a relatively monotonous homogeny. It is important that these basic principles are followed in the 

design of new buildings as well as alterations and extensions within the city centre. 

Beyond the central Conservation Area, greater flexibility can be introduced but it is important that 

buildings of some quality should flank the major approaches to the city. 

Where a new development is a replacement building and forms part of an existing street, its scale, 

roof, window rhythm, and general proportions should complement the existing quality. Even within the 

Conservation Area, sensitive and well conceived modern design should be encouraged. 

A feature of the town centre is narrow streets, coach arches, and alleyways linking main thoroughfares 

to backland spaces, some of which are in public ownership and others privately owned. 

An integral part of the historic and architectural character of Armagh is its varied skyline dominated by 

the two cathedrals. A guiding principle governing all new development must be the roofs and upper 

levels in all new buildings are designed to enhance rather than disrupt the traditional roofscape. New 

buildings should be designed so that the historic character, evident from distant views, is maintained. 

Roofs should be strongly defined, varied in formation, and articulated through the use of chimneys or 

other devices, to avoid long unbroken ridge lines. As a result of varying street levels and the pattern of 

open space, roofs are visible from many different levels. At the design stage, thought must be given as 

to how any proposed change will blend in when viewed from different vantage points around the city. 

The typical picture of gable walls rising up a hill, one above the other, house by house, gives character 

to the local scene. 

The disposition of windows in traditional buildings within the city centre tends towards larger openings on 

the lower floors and smaller on the upper floors. While in traditional buildings the retention or restoration 

of painted timber sash windows is to be preferred, in new buildings cognizance of window proportions is 

of more importance than the detailed manufacture of the window itself. Bow windows and canted bays 

are a common feature of later buildings in the Conservation Area but are not found elsewhere in the 

town. 

Armagh has one of the finest collections of period doorcases of any town in Northern Ireland. In new 

buildings, it is important that a well-designed point of arrival, incorporating carefully considered disabled 

access, is achieved. 

The traditional facing materials in Armagh are stone (pink conglomerate sandstone as in the front 

building of the Gaol, grey and buff limestone elsewhere throughout the city centre), painted cement 

render and red brick. Stone buildings generally have coursed rubble stone main walling with fine ashlar 

dressings, however in some of the best quality buildings ashlar is used throughout. Red brick in solid 

wall construction utilizes a variety of bonds including Flemish. Subtle shades of red predominate. 

Irrespective of the material, it is the consideration of details such as sills, architraves, arches, strings and 

corbels that enriches the appearance of the built environment. Similar consideration, albeit in a modern 

idiom, should be a feature of all new buildings. 

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Listed buildings 

Armagh has a large number of listed buildings within its city centre. Development proposals within the 

Masterplan should be developed only after preparation of a Conservation Statement which assesses the 

following: 

• A brief assessment of existing condition 

• A brief history of the development of the building 

• An assessment of items of significance which should be protected 

• An identification of areas which might be subject to change without affecting the overall 

significance of the building 

Shopfronts 

Shopfronts in Ireland traditionally adopted a very predictable form, quintessentially celebrated in coffee 

table books and postcards. They were usually characterized by their small scale, robust simple timber 

detailing, hand-painted sign writing, and vibrant colours. In the Victorian era, purpose-built shop 

premises allowed the introduction of wider spans over plate-glass shop windows and separate access, 

incorporated into and set to one side of the shopfront, was provided to residential accommodation on the 

upper floors. Increasingly elaborate designs utilizing a wide pallet of industrially produced components 

such as enamelled metal and encaustic tiling became the norm. It was not unusual for shopkeepers to 

vie with each other for the most prestigious design. 

There is no reason why modern shopfronts should not adopt a similar ingenuity in their design. While 

shopfronts are always created with the purpose of attracting customers, it is important that care is 

taken to ensure that their design does not clash with or overwhelm neighbouring properties. It should 

be possible to create attractive, eye-catching, individualistic shopfronts which enliven the street scene 

without introducing discordant elements. Good design should be sleek and minimal and should sit 

comfortably alongside and enhance carefully restored traditional shopfronts. 

New development incorporating retail outlets should be considered in a holistic manner, for example, 

upper floors should be carefully designed to provide either office or residential accommodation with 

good access from ground level. This inevitably involves also thinking about the provision of adequate 

parking for residents and city centre workers. Pavements should be considered as an extension to 

the retail properties and therefore should be wide enough to allow for outdoor seating for cafes and 

display stalls for grocers etc. Awnings almost invariably enhance the appearance of a retail outlet and 

security shutters inevitably detract from the appearance of the streetscape. Unless a compelling case 

can be made to the contrary, shopfront security should be provided either by toughened glass or inboard 

perforated translucent grilles. 

Poorly conceived shopfront and signed illumination can compete with amenity street lighting. It is not 

necessary to bathe an entire shopfront in a pool of light. Thoughtfully designed, low-key, sign and 

window display illumination can serve to enliven and punctuate the streetscape at night time. Shop 

signs should be well considered with appropriate fonts and crisp graphics executed in durable materials 

and should subtly reflect the nature of the business which they seek to advertise. Back-lit plastic signs 

are passé and generally should not be permitted. Modern technology however, allows laser-cut metal 

fascias with lighting behind individual plastic letters. Front lighting needs to be carefully considered for 

effectiveness in use. Individual projecting arms are often subject to damage and, once dislodged, are 

unsightly. Continuous strip lights incorporated into hoods can be quite effective. 

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DEVELOPMENT PROJECTS 

A1 Shambles Market 

The Shambles was erected as a grain market in 1827 to designs by the architect Francis Johnston. Now 

in use as a public car park, this area offers substantial potential for development. The site is bounded 

by stone walling and iron railings of variable quality facing onto Dawson Street, Cathedral Road and 

Edward Street. The symmetrical main building on Dawson Street is listed, its composition consisting 

of flanking arches and a central archway surmounted by a timber clad cupola. It creates a very strong 

sense of presence and its relationship with any future development should be carefully considered. 

All development in this area should be restricted to the inner environs with a clear space around the 

perimeter. A maximum height of three storeys should be permitted. The single storey toilet block in the 

north-east corner is not of any architectural merit. 

A2 Former City Hall 

This important site offers the potential for a high quality new build in its own setting, possibly set back 

from the main street line. Glimpses through to Abbey Street and Dawson Street climbing Cathedral Hill 

should be retained. The quality of design must be high. 

A3 Fire Station 

The existing fire station building, while of little architectural merit, occupies a potential vista stop at 

the junction of Lower English Street and Upper English Street. Although the adjoining stone archway, 

further south on Upper English Street, is not part of the building it is of considerable architectural interest 

and should be preserved. Development of this site offers a key opportunity as a gateway to the city 

centre and it is important that any replacement building becomes an effective landmark at the northern 

approach to the Conservation Area. 

A4 Post office 

The two-storey flat-roofed Post Office building occupies the south-eastern end of a linear site extending 

from Lower English Street to an alleyway in Abbey Street. Development on this site should be restricted 

to two or three storeys with a vertical emphasis in the design of the front elevation and with the possibility 

of physical or visual linkages through to St Patrick’s Trian and the Methodist church hall. 

A6 Seven Houses 

This is a site on which a replica building could be justified as being entirely appropriate. The six surviving 

three-bay three-storey over basement rubble stone listed houses to the north-west contain abundant 

evidence to permit authentic replication. A correct window pattern can be seen at number 48 and the 

various components of the correct door case pattern can be seen on other houses. The inclusion of a 

basement and protective railings, also replicating the existing, would also be desirable. To the rear, an 

extension of the recent development in Lauden’s Mews would be appropriate or, alternatively, the rear 

yard could be enclosed with a high stone boundary wall. 

A7 Former Dunnes Stores 

The general design principles outlined above should be applied. 

A8 Former Woolworths Store 

The general design principles outlined above should be applied. 

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A11 Former City Hospital 

The former City Hospital is a listed building occupying a prominent location at the top of Abbey Street 

and the junction of Vicar’s Hill. Although inappropriately extended and modified to the south, west and 

rear, the central two-storey nine-bay over basement original building should be preserved and restored. 

Inappropriate security glazing should be removed from the basement floor and the original glazing 

pattern should be reinstated. The ground which falls away to playing fields to the west affords fine views 

from the car park on the north side of the building to the Roman Catholic Cathedral. 

A12 Mall West Shopping Centre Expansion 

The existing Sainsbury’s building and associated car parking has not been a successful intervention on 

Mall East. The general design principles outlined above should be applied in any extension to the existing 

Shopping Centre, in particular, vertical emphasis in elevational design, modulated roofscape and choice 

of surface materials all need to be carefully considered. 

A13 The Mall Cricket Club 

The Mall Cricket Club has been recognized as a design failure and significant eyesore on the otherwise 

carefully restored and maintained Mall Park. The design of a replacement building, possibly as Council/ 

Mall Trustees sponsored design competition, would be welcomed. Clearly, sponsorship would be required 

as the Cricket Club is not in a position to fund a replacement building. The new building could either 

be contemporary or traditional in concept but should reflect the long cricketing tradition in Armagh and 

should utilize suitable materials such as painted timber cladding. 

A18 Dobbin Clinic 

St Malachy’s Roman Catholic Church was built in 1935 in the Romanesque style. While the church 

itself makes a strong architectural statement, most modern development in the area is of poor quality. 

The setting of the church could be greatly improved by sensitive development adopting the general 

design principles outlined above. The ground rises steeply to the south towards Friary Road, lending 

the possibility of good quality landscaping in this location. Other boundaries to this area could be 

strengthened by suitable two- to three-storey developments. All surviving historic structures should be 

retained and integrated into new developments. Linkages to the Palace Demesne should be developed. 

A23 Bridge House 

Bridge House appears to date from the 1970s and rises to over five storeys with peculiar mono-pitched 

roof structures. It is one of the more inappropriate developments within the city centre. If the buildings 

are to be replaced, an appropriate scheme, adopting the general design principles outlined above, should 

be evolved, taking into account its juxtaposition with the adjacent gaol site. New development should 

not exceed three storeys. 

A24 Gaol Regeneration 

The redundant former women’s prison dates from 1765 and is one of the city’s most prominent and 

important historic buildings. A set of design parameters has been evolved by Armagh City and District 

Council to guide future development of the gaol complex. These should be adopted in any future 

development. The opportunity to develop pedestrian links to the Mall across Gaol Square, which at 

present is dominated by traffic, should be explored. 

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USE OF STATUTORY POWERS 

7 USE OF STATUTORY POWERS 

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The Department for Social Development may use its statutory powers, where appropriate, to deliver the 

regeneration of Armagh town centre as set out in this Masterplan through: 

· the formulation of strategy; 

· the preparation of development schemes; 

· issuing of development briefs and design guidance; 

· co-ordination of development partners; 

· appraisal of development proposals; 

· direct investment in public realm; and 

· the use of its land assembly and roads extinguishment powers. 

The Department, will , where possible seek to deliver the Masterplan objectives through cooperation with 

local land owners, local businesses and the wider community. However, the land that may be required 

to deliver the Masterplan objectives is in multiple ownerships and it may not be possible to acquire such 

land by agreement or to have the existing owners redevelop their land in a comprehensive manner. The 

Department may therefore be required to exercise its statutory powers to deliver the objectives set out 

in this Masterplan. 

The Department’s statutory regeneration authority derives primarily from Part VII of the Planning 

(Northern Ireland) Order 1991 (as amended) which provides the legislative basis for a number of 

regeneration initiatives including comprehensive redevelopment schemes, compulsory acquisition of 

land, disposal of land and the extinguishment of public rights of way. The Social Need (Northern Ireland) 

Order 1986 provides the statutory basis for providing funding for projects in areas of special social or 

economic need and for carrying out environmental improvement schemes. 

Comprehensive Development Schemes 

Where the Department considers it expedient that any area should be developed, redeveloped or 

improved as a whole the Department may, after consultation with the appropriate district council, in this 

case Armagh , prepare a development scheme defining, by reference to a map, the area of the scheme 

and indicating in general terms the manner in which it is intended that the area should be laid out and 

the land therein used. The Department may wish to prepare development schemes for individual projects 

in the action plan, or where appropriate, groups of projects identified in the action plan. 

Before adopting such a scheme, the Department must publish, in two successive weeks, in one or more 

newspapers circulating in the locality to which the scheme relates a notice— 

(a) describing the area to which the scheme relates and referring to the preparation of the scheme; 

(b) specifying the place at which copies of the scheme may be inspected at reasonable times; 

(c) stating the time (not being less than 28 days from the last of the publications of the notice) during 

which objections to the scheme may be sent to the Department. 

If after publishing the notice, no objections are made to the development scheme or all objections are 

withdrawn the Department may adopt the scheme with or without amendment. 

If objections are made to the development scheme are not withdrawn the Department shall, unless it 

considers them to be solely of a frivolous or vexatious nature, cause a public local inquiry to be held 

by the planning appeals commission; and consider any objections not withdrawn and the report of that 

commission and may thereafter by order adopt the scheme with or without amendments. 

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A development scheme adopted or amended under the Planning Order must be in general conformity 

with the regional development strategy. 

Once a development scheme is adopted, the Department may, by agreement or compulsorily, acquire 

any land where it is satisfied that the land is required in connection with the development scheme; or 

that it is expedient in the public interest that the land should be held together with land required in 

connection with the development scheme. 

The Planning Order also grants the Department the power to acquire land compulsorily where that the 

land is required for development or redevelopment, or both, as a whole for the purpose of providing 

for the relocation of population or industry or the replacement of open space in the course of the 

redevelopment or improvement of another area as a whole. 

In the alternative, the Department may acquire land where it is satisfied that it is expedient to acquire 

the land for a purpose which it is necessary to achieve in the interests of the proper planning of an area 

in which the land is situated. 

The Department’s powers must be exercised in accordance with the European Convention on Human 

Rights and the Human Rights Act 1998. In exercising its powers the Department also has a duty to 

promote equality of opportunity as required by Section 75 of the Northern Ireland Act 1998 and to give 

regard to Government’s Targeting Social Need objectives in relation to combating unemployment and 

increasing employability. 

In exercising its statutory powers to facilitate regeneration, DSD will have regard to relevant government 

policies, including the Regional Development Strategy, relevant planning policy statements, the local area 

plans, the views of Armagh District Council, this Masterplan, consultation responses to the Masterplan 

and DSD’s overall regeneration objectives for Armagh. 

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Appendices - Armagh City and District Council

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