suburban rail DART (proposed by DTO) LUAS (under construction) 1000 metre radius QBC Heuston Gateway: public transport heuston gateway: scope and context 33
Heuston Gateway: private transport survey urbanprojects 34
2.1.4 image and perception Many of the individual buildings distributed throughout the area are memorable and recognisable, with imposing classical facades and elevated or set-back positions. These buildings provide the main memory of the site and are of national symbolic importance, conveying messages about the culture and state of the nation particularly the National Museum and the Irish Museum of Modern Art. The key focal point of the area is the station, which by its nature is a uniquely emotive building type, associated with holidays, domestic and career change, separations and reunions. The famous views into and around the station environs do not portray the actual physical experience of being in the public domain in the study area. Many of the landmarks provide points of reference that aid orientation through the city, such as the Wellington Monument, the Royal Hospital spire and the Guinness works. The industrial buildings on the Guinness lands also provide a powerful image of the city. There is an awareness of topography in the study area the the central space of the area is no longer defined by the buildings along the quays, but by the slopes of the river valley. Considering the Liffey runs straight through the study area it makes little impact on the experience of the site, mainly due to the confined and congested nature of the public domain and walls to the river. Memorial Gardens heuston gateway: scope and context 35 35
Heuston Gateway: orientation survey urbanprojects 36 36
2.1.5 landscape The study area is unusual for central Dublin in that it is dominated by a very distinct topography, with land rising significantly on either side of the river. Dublin is perceived as a generally flat city, with any undulation moderated or partially disguised by the dense urban fabric. The study area is an exception to this with the Park and Montpelier Hill to the north and James Street and the Royal Hospital Kilmainham to the south. The topography of the river valley is integral to the intensity of views and image of the area and should be a core consideration of any strategy for development in the area. Topography has a major effect on decisions relating to: views building height potential for linkages visual and physical light Four sections, measured photometrically, have been recorded as shown overleaf. The section lines are positioned to examine 4 key topographic configurations and conditions across the site illustrating the potential and differences within the area. a b c d Heuston - Phoenix park Heuston - IMMA North bank to Heuston Heuston to Montpelier Hill a b c d heuston gateway: scope and context 37
survey urbanprojects 38
2.1.6 building height distribution elevated classical facades: The study "Managing Intensification and Change; A strategy for Dublin Building Height", discussed in a later section, highlights the Heuston Station lands and the Guinness lands as areas for potential building height and density. Existing height distribution is most concentrated in the area of the Guinness lands near James Street. The major cultural institutions are still relatively tall and imposing buildings, often using the topography to great effect - such as the Wellington Monument, Royal Hospital Kilmainham (IMMA), the Department of Defence Headquarters and the Collins Barracks (National Museum). a b c d e f g RHK/ IMMA Collins Barracks Department of Defence headquaters height precedents at Guinness Barley Flaking building view from Collins Barracks DEGW diagrams potential landmark locations for high buildings potential location for high density clusters f g a b c d e heuston gateway: scope and context 39
2.1.7 views: The image of Dublin is very much reliant on views the James Malton aquatints are an example. Many of the individual notable buildings in the study area are set up on views, either on an axis with perfect symmetry in the façade, or in a picturesque, romantic situation. There are no officially protected views in Dublin. The following images are suggestions of the important views for consideration in the study area. It will be necessary in the Development Framework Plan for the overall area to identify and prioritise a limited number of views and ensure they are not adversely affected by any future development. a b c d malton view from magazine fort monument to and from IMMA view of monument from quays view of Guinness from Chesterfield a b c d survey urbanprojects 40
2.2 CONSERVATION AND ARCHAEOLOGY 2.2.1 Development Phases The study area lies to the west of the City Centre and has evolved through many historical periods. It is included within the zone of archaeological interest which protects the original settlement of the City. Its character is a compound of the various layers of development from earliest times to the present day and each period has contributed to its evolution. Several distinct stages in the development of the area may be identified:- Late Viking/Early Medieval - There is evidence on the western side of the Royal Hospital of the occupations of the Viking and early Christian period. 17th 18th Century - The laying out of the Barracks and Royal Hospital on the northern and southern sides of the Liffey and the laying out of the Phoenix Park. 18th Century The building of St Patrick s and Steevens Hospital. 19th Century The arrival of the railway and the construction of Kingsbridge Station, the laying out and consolidation of Guinness Brewery and the Royal Phoenix Ironworks. Guinness, St James Gate, 18-19 century 20th Century The decline in the use of former Barracks and their adoption to other uses. The infill and re-development of areas of dereliction, particularly along Bow Lane and Conyngham Road. survey urbanprojects 42
2.2.2 Street Layout The street layout derives from the medieval pattern largely formed by roads along or connecting the Rivers Liffey and Cammock with significant crossing points at Bloody Bridge (Rory O Moore Bridge) on the Liffey and Bow Bridge on the Cammock. The layout of the streets of the Study Area are today much as they were at the beginning of the 19th century. The main interventions are:- 2.2.3 Significant Structures The area abounds in protected structures including Wellington Testimonial and Kilmainham Gaol which impinge visually on the area. In addition to these, the Study Area abounds in unlisted local artefacts and structures of significance which contribute to the character of the area and whose protection should be assured. The removal of Long Lane which linked Bow Bridge and Islandbridge Road to the east of the Royal Hospital to facilitate the railway and which was replaced by Military Road, (a private road up to then.) The removal of Cookes Lane and Lord Galways Walk to facilitate the expansion of Guinnesses. The removal of Flood Street and Liffey Street to create the Esplanade in front of the Royal Barracks. Several former street names such as Murdering Lane and Cutthroat Lane have been lost. survey urbanprojects 44
2.3 MOVEMENT AND ACCESS 2.3.1 introduction: existing / proposed transportation infrastructure This section describes the existing transportation infrastructure in the study area in the context of the accessibility through the area as well as connectivity with surrounding Integrated Action Plan areas, the City Centre and the rest of the country in general. The role of the Heuston Station as a public transport node will also be set out along with proposed highways and public transport service improvements for the area. A considerable number of studies relating to planning, transportation, regeneration and economic development etc. have been undertaken over the past number of years for locations surrounding the study area. The transportation proposals arising from these studies will be described and their effects on the operation of the transportation network within the Heuston Area discussed. The area is also characterised by a high level of pedestrian movements relating to the public transport provision. However there is limited pedestrian connectivity to the surrounding areas and the existing pedestrian environment is far from ideal. This section of the report will identify the major generators of pedestrian movement along with the primary pedestrian desire lines through the area. The opportunity to provide improved routes in terms of safety and aesthetics will be discussed in this document. The existing parking policies, parking availability as well as the existing and predicted modal split within the study area will be set out. survey urbanprojects 46
2.3.2 existing infrastructure The main roads through the Heuston Gateway can summarised as follows: East/West Routes: Conyngham Road / Parkgate Street / Wolfe Tone Quay / Ellis Quay Ushers Island / Victoria Quay / St Johns Road West Thomas Street / James Street / Bow Lane North / South Routes: Blackhall Place Watling Street Military Road Steevens Lane Infirmary Road South Circular Road The main east/west routes of N4 St Johns Road, Conyngham Road, Parkgate Street and the North and South Quays dominate the existing highway network in the study area. These routes connect the western suburbs of Dublin such as Palmerstown, Lucan and beyond to the City Centre. Traffic levels on the east/west roads far exceed volumes on the remainder of the network within the study area, with the north/south routes generally being found to the periphery of the area. St Johns Road West and the Quays form part of the N4 National Primary Route which connects the city centre to the M50 at Clondalkin and beyond to such destinations as Sligo (N4), Westport (N5) and Galway (N6). The annual average daily traffic on the road (AADT) exceeds 40,000 vehicles (two-way) in the city centre. The average percentage of HGVs on this route is approximately 17% according to the NRA s National Roads and Traffic Flows 1997 document. It is likely that this percentage content will have increased as a result of the sharp growth in Ireland s economic performance over the intervening years. There are issues of concern in relation to the capacity of the network at a number of locations on the study area road network. The majority of routes in the study area, particularly the quays, are characterised by long delays and traffic congestion resulting in severe environmental degradation, significant impact in the trade activity on the various roads and streets, unsatisfactory conditions for pedestrian and cyclists, and unacceptable levels of noise and air pollution in the area. The traffic congestion on the northern quays also severely reduces the effectiveness of the Quality Bus Corridor. A number of minor north/south routes are found in the study area, with the South Circular Road and Blackhall Place, both of which define the western and eastern boundaries of the study area respectively, carrying the most significant volumes of traffic. Military Road connects Bow Lane and Kilmainham Lane to St John s Road immediately west of Heuston Station. Steevens Lane is to accommodate the the LUAS Light Rail Line A, from Tallaght to Abbey Street. Following discussions with Dublin City Council and the Light Rail Projects office, it has been established that this route will be closed to vehicular traffic in the long term with the exception of access traffic. heuston gateway: scope and context 47
2.3.3 public transport infrastructure The most significant element of the public transport service in the study area is Heuston Station. This Railway station connects Dublin with all major destinations in the South and West of Ireland, as well as operating as the terminus for the Arrow Service to Kildare Town and all stops in between. This service has developed into an important commuter route for people working in Dublin City Centre with significant passenger volumes at peak hours. Heuston Station is served by Dublin Bus services to the city centre and key destinations. A number of dedicated shuttle bus services connect Heuston Station with such destinations as Connolly Station, Dublin Airport, IFSC, DART stations and the city centre. A number of routes serving the suburbs of Dublin also terminate or call at Heuston Station. The majority of public transport services in the area use the Quality Bus Corridors on either side of the quays, with a number of services also using the routes on Thomas Street. The study area is traversed by a number of other important routes connecting Dublin City Centre to outlying parts of the city. The Dublin Bus routes which serve Heuston Station are summarised below: 25X Lucan to Belfield 26 Wellington Quay to Cherry Orchard 46A Heuston to Belfield (infrequent service) 51 City Centre to Neilstown 51X Dunawley to Waterloo Road 66X Maynooth to Belfield 67X Celbridge to Belfield 69X Rathcoole to Aston Quay 747/8 Heuston Station to Airport 79 Aston Quay to Ballyfermot 90 Heuston Station to Connolly Station and City Centre survey urbanprojects 48
2.3.4 parking At present the majority of public parking in the study area is located on street, with a large commuter car park located at Heuston Station. Employment centres such as Guinness, Eircom etc. provide a level of private car parking for employees. Areas such as the Phoenix Park and locations to the North of the study area are sometimes used as informal park and ride locations, in order to avoid expensive parking charges in the Central Business District. 2.3.5 significant trip generators A number of significant trip generators are to be found within the Heuston Study area, with Heuston Station itself the largest. Large numbers of people use the station throughout the day, with very significant percentages arriving or departing by foot or by bus. One of the unique characteristics of the study area is the number of important tourist destinations and national institutions located throughout the area such as the National Museum at Collins Barracks, the Royal Hospital Kilmainham and the Guinness Storehouse. The vast majority of tourists access these destinations on foot or via tourist trail buses which operate frequently from the city centre, bringing tourists to key locations throughout Dublin. Other significant generators in or close to the study area include large employers such as Guinness UDV, Eircom, ERHA and St James Hospital, all of which contribute to the amount of traffic on the road network. survey urbanprojects 50
2.3.6 Dublin City Council s strategic cycle network plan Cycling is one of the key elements of the DTI Strategy Report. Despite the low levels of priority and road space allocated, cyclists account for approximately 5% of all peak hour travel to the City Centre. This report summarises a number of detailed studies undertaken by the Environmental Traffic Planning Division along with the public consultation exercise which has resulted in plans for a Strategic Cycle Network of approximately 160kms within the City Council area. ETP puts forward a number of arguments for the increased use of bicycles such as the benefits in terms of health and the effect on traffic should the percentage of persons cycling increase to over 10%. The proposed strategic cycle network is shown opposite. The DTI report also details mechanisms for finance and implementation of the network. Within the Heuston Gateway the key cycle routes proposed include St Johns Road, the north and south Quays, Conyngham Road, Thomas Street and Bow Lane. The main cycle routes including the Quays have been constructed. Work is on-going on other routes throughout the city. heuston gateway: scope and context 51
The main point of conflict for pedestrians is located at the junction of St Johns Road West, Heuston Station and Frank Sherwin Bridge. This junction is unsafe for pedestrians as can be observed by the number of accidents with the guardrails on the refuge islands in the centre of the junction. Heuston Station is the main pedestrian trip generator in the study area. Pedestrian surveys undertaken at the entrances to the train station between 07:30 and 09:30 showed some 2356 persons exiting the station of which 73% boarded a bus, the remainder walking to their destination. This figure gives an idea of the potential vehicular/pedestrian conflict. Similar to the Strategic Cycle Network detailed in the previous section, Dublin City Council has designed a Strategic Pedestrian Network in order to promote increased pedestrian activity within the City. The benefits of increased pedestrian movements are similar to those for cyclists in terms of health and reduction in private car use. The Corporation has devised a series of pedestrian routes, as shown opposite. 2.3.7 pedestrian strategy network survey urbanprojects 52
2.3.8 modal split In September 2000 the Dublin Transportation Office published its outline of an integrated transportation strategy for the Greater Dublin Area to the year 2016 - A Platform For Change (please refer to section 3.2). As well as detailing the proposed improvements to both the highways and public transport networks, the report contains information relating to the existing modal split in the Dublin Area. The study team could not extract specific information relating mode split statistics for the study area alone, so it was assumed that the data contained within the DTO report could be used to represent the likely characteristics of the area. In 1997 the Mode Split statistics show that in the morning peak hour 73% of all trips were by car with the remaining 27% using public transport. However, with the full-integrated transport strategy in place, by the year 2016 it is expected that the total percentage of journeys made by public transport will be at least 63% (approximately 14% by bus and 49% by rail based transport). The remaining 37% will be by car. However it is important to bear in mind that it is predicted that the total demand for travel will almost double and so the amount of trips made using the private car will revert to 1997 volumes. The DTO state that the 63% using public transport in 2016 should increase to approximately 85% in city centre locations in close proximity to transportation nodes. It is clear that the Heuston Gateway are likely to be one of the areas to benefit most from the proposed improvements (which will be described in detail in the following section). It follows that a mode split in the region of 85% in favour of public transport would be attainable for the study area. survey urbanprojects 54
2.3.9 proposed transport infrastructure improvement As mentioned earlier a number of very significant strategic transportation links are currently under construction or due to commence construction over the next number of years: Dublin Port Tunnel; LUAS Line A; Demand Management (in (in parallel parallel with with effective parking management) in city in cen city centre; identification and construction of park and ride sites outside city centre; new DART Interconnector route route from from Heuston Station to Connolly Station; and, extended Quality Bus Corridor Network. In terms of Highway Improvements it is likely that the construction of the Dublin Port Tunnel will have the most significant effect on the operation of the study area road network. The purpose of this link is to provide direct access to Dublin Port from the M50/M1. This route has been designed with the specific intention of removing heavy vehicle traffic from the Quays. In the future, HGV traffic from outside Dublin will be encouraged to access the Port via the Tunnel thus removing a very significant amount of heavy traffic from the City Centre. Construction has also recently commenced on the new bridge over the River Liffey at Blackhall Place, which will provide an improved gyratory system on the quays. In addition the design of a number of environmental traffic cells for the inner city should commence in the near future. These cells will be discussed in detail later in this report. In relation to public transport services, there is little doubt that the LUAS light rail system, due to open in 2004, will be the most significant improvement in the transportation network in Dublin since the opening of the DART service in 1983. Heuston Station will act as an important terminus for Line A, which connects the City Centre to Clondalkin and Tallaght. It is expected that the line will have a dramatic effect in addressing the modal split of commuters in the Greater Dublin Area, reducing the percentage of trips made by private cars significantly. The proposed route through the study area includes Steevens Lane, Heuston Station, Sean Heuston Bridge and Benburb Street. When fully operational the service will operate at a frequency of 4 minutes, with each tram having a capacity of 238 persons. An additional shuttle service is to run between Heuston and Connolly Stations. In the long-term it is proposed that the LUAS will be supplemented by an expansion in the Quality Bus Corridor Network and improved service frequencies on Bus Routes. Another significant rail development proposed is the DART interconnector between Heuston Station and Connolly Station. This route, which is likely to run underground between the Stations, has not been designed. However a feasibility study has been prepared on behalf of CIE. No other details are available. At the time of writing. It is anticipated by the DTO that average trip journey times will be reduced by 39% for car trips and 37% for bus journey time, with existing rail journey times reducing by 53% in 2016. As a result of these proposals when implemented in parallel with the proposed Metro, and proposed road network, Dublin will become a more attractive focal point for business, leisure and retail activities, with benefits for residents. Road space will be efficiently reorganised for the movements of goods and people to the benefit of pedestrians and cyclists. The allocation of road space to buses and bicycles will improve the efficiency and reliability of bus services and make cycling safer and therefore more attractive. Environmental benefits will be significant, with total energy consumed being reduced by 41% and emissions reduced by 34%. This will obviously have major benefits in promoting increased pedestrian and cyclist movements. Stevens Lane will remain permanently closed to vehicular traffic due to the LUAS Line A, and so will provide a direct pedestrian route to and from Heuston Station. heuston gateway: scope and context 55
2.3.10 opportunities for further transportation network improvements In the course of this study the study team will endeavour to identify potential network improvements to further provide benefit for all road users and promote sustainable development in the Heuston Station area. These are likely to include identification of new roads to relieve congestion from the junction of St Johns Road West and Frank Sherwin Bridge, providing quicker access to and from the station, along with providing access routes to potential new developments. These routes will be designed in such a way as to maximise benefits to more sustainable modes such as public transport, walking and cycling. Any new proposals will have to be examined to ensure compatibility with the policies and objectives set out in the Environmental Traffic Cells study, the strategic cycle and pedestrian studies and various other traffic and transportation studies. survey urbanprojects 56
Heuston Gateway: land use map heuston gateway: scope and context 57