Legible Dublin

Legible Dublin

Final report prepared by City ID for Dublin City CouncilSeptember 2004

Legible Dublin

Legible Dublin Dublin City Council. August 2004 City ID Limited +44 (0)117 917 7000 2

Legible Dublin: a cross-cutting initiative to improve the image and user experience of a 21st century capital city

This study presents a first step towards developing a vision to create a legible, world-class walking city, placing the pedestrian at the heart of a process to reconfigure Dublins urban structure by radically improving and connecting the citys public domain, movement and information systems.

To deliver the vision, a new initiative is proposed Legible Dublin that seeks to weave the citys inherited and underlying elements of legibility the river, the street, the space, the building block with the development of integrated movement, wayfinding and information systems. Allied to the vision, the initiative will help reveal, connect and communicate Dublin as a world-class pedestrian friendly city.

The approach rejects branding and area-based identity exercises in favour of developing a holistic approach that recognises and celebrates Dublins inner city as a complex, multifaceted, layered place that requires careful structuring through its public domain and movement systems to reveal a city that is engaging, enjoyable and expressive.

This study sets the conceptual framework for the delivery of this vision by recommending the development of a detailed thematic Legibility Framework that responds fully to Dublins ambition to be a truly international, democratic city of the 21st century.

renewal and building a new international competitive advantage.

Developing strategic themesThe Legible Dublin initiative will focus on a core area within the inner city as the context for strategy development and the design and implementation of projects built around the following cross-cutting strategic themes:Theme 1. The walkable city: creating a pedestrian

friendly extended core;Theme 2. The reclaimed city: creating a public

domain of international standing; andTheme 3. The connected city: creating a wayfinding

and information system for all.

It is proposed that each theme be developed within the context of a coordinating Legibility Framework and associated projects. The cross-cutting, thematic nature of the initiative seeks to integrate the various layers of area-based regeneration frameworks; promoting a level of interconnectedness between the citys public domain and movement systems that,

Legible DublinThis study represents a first step towards identifying how Dublins underlying and emerging urban structure can be woven together, to create a world-class public domain and movement system that supports Dublins social and cultural wellbeing and future economic competitiveness.

Creating a connected and highly legible urban structureThe aim of Legible Dublin is to build upon the citys inherent qualities of legibility by developing a range of projects over the next ten years that radically shifts the way the public domain is presently perceived and structured towards a more pedestrian friendly city.

The visionThe vision is to create a legible, world-class walking city that places the pedestrian at the heart of a process to reconfigure Dublins urban structure. This vision will help Dublin City Council and its partners address the challenges which face Dublin, including meeting the major infrastructural deficit, sustaining

to date, have largely emerged in isolation from one another.

Unity not uniformityThe objective is to create a unified public domain through connectivity, attention to detail, high quality materials and craftsmanship rather an overly prescriptive, standardised design approach. The proposed approach has two main facets:1. To build upon Dublins traditional urban legacy of

largely area-based interventions that have sought to reveal and promote the citys diversity; and

2. To develop the citys spatial and movement structure to enable users connect and engage fully with the city, and all it has to offer.

Proposed inner city Legibility FrameworkThe proposed Legibility Framework will provide the strategic context and direction for the implementation of individual projects. Projects will focus on enhancing the legibility of the public domain and the citys movement systems; principally through physical improvements and the provision

Summary


1 Parliament Street2 Smithfield3 College Green4 St Stephens Green5 Grafton Street

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4. A pedestrian friendly public domain underpinned by physical improvements ranging from the reallocation of road space to favour pedestrian movement, to the remodelling and enhancement of existing streets and spaces;

5. An integrated spatial and movement structure based on the development of new transport nodes and hub spaces of international standing;

6. An in-city bus transit service the development of a north-side and south-side bus transit service, connecting users with Intercity/mainline/suburban rail, DART, LUAS and Quality Bus network services; and

7. A citywide wayfinding and information system that integrates public transport infrastructure (at bus, LUAS, and other interchanges) with improved information for pedestrians within the one system.

Priorities for actionIn seeking to build on the three strategic themes the Walkable City, the Reclaimed City, the Connected City it is recommended that five priorities for action should be developed:

of new services. This will be supplemented, where necessary, by wayfinding and information measures utilising sign, print, web and other media. The proposed framework will ensure that projects are delivered to maximum effect and to the highest standards of design and implementation.

Proposed key changes to Dublins urban structure1. An extended Central District replacing the

current CBD, to reflect an emerging diamond of activity defined by Heuston Station and the Point Depot and Parnell Square and St Stephens Green;

2. Reconnecting the River Liffey to the city physically and psychologically connecting the Liffey to the heart of Dublin to reinforce its role as the central axis of orientation;

3. An extended civic spine concept and hierarchy of routes consisting of a network of east west pedestrian routes and spaces along the Liffey, anchored by the city quays and bridges, and a reinforced north south axis of connected streets and spaces that link Parnell Square, College Green, Merrion Square and St Stephens Green;

1. A detailed cross-cutting Dublin Legibility Framework to guide the integrated planning and development of inner city Dublin;

2. A strategy for access and movement; 3. A strategy to connect and improve the public

domain;4. A strategy for wayfinding, information and city

communications; and5. A business plan to guide funding/project delivery.

Taking the initiative forwardMaking the vision a reality requires action over the long term and the sustained commitment of the City Council and key stakeholders. It is proposed the City Council promote:1. The formation of a Legible Dublin Partnership

Group consisting of key stakeholders and led by the City Council to direct the development of the initiative; and

2. The development and resourcing of a project management and delivery structure led by the City Council, composed of a Project Steering Group and Working Groups.

Summary


HeustonStation

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NationalMuseum Smithfield

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OConnell StreetSpire of DublinHenry

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GuinnessStorehouse

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Civic offices TempleBar College Green

Iveagh GardensNational Concert Hall

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Left to right_An extended Central District_ Reconnecting the River Liffey to the city

_ Physical improvements to underpin a pedestrian friendly public domain

_ Information capture a citywide wayfinding and information system

Contents


Summary 03

Section 1 Background 061.1 Introduction 071.2 The brief 071.3 Form of the Report 071.4 The study area 081.5 The study context: building

a tradition of good urbanism weaving the urban structure 09

1.5.1 Area planning approaches 091.5.2 City Development Plan review 09

Section 2 Methodology 102.1 Study methodology 11

Section 3 Key challenges 133.1 Introduction 143.2 Competitiveness 153.3 Liveability 153.4 Management and governance 16

Section 4 The vision 174.1 Introduction 184.2 The vision 184.3 Key elements of the vision 184.4 Key objectives 18

Section 5 Dublins urban structure 195.1 Introduction 205.2 Definitions 205.2.1 Urban structure 205.2.2 Public domain 205.2.3 Legibility 215.3 Functional structure 225.3.1 Functional structure economic engines and cultural clusters 235.3.2 Functional structure corridors 235.3.3 Functional structure character areas 245.3.4 Functional structure destinations 255.4 Movement structure 265.4.1 Movement structure existing public transport 275.4.2 Movement structure vehicular movement 285.4.3 Movement structure traffic Management 295.4.4 Movement structure pedestrian movement 305.4.5 Movement structure pedestrian civic spine 315.4.6 Movement structure existing mental map 315.5 Spatial structure 325.5.1 Spatial structure figure and ground analysis 335.5.2 Spatial structure existing spatial structure and key landmarks 345.6 Organisational structure 355.6.1 Organisational structure area plans and frameworks 365.7 Key conclusions 375.7.1 Functional structure 375.7.2 Movement structure 375.7.3 Spatial structure 375.7.4 Organisational structure 37

Section 6 Towards a new Legibility Framework 386.1 Introduction 396.1 Functional structure 406.2 Functional structure an Extended Central District 416.2.1 Functional structure linking areas of change 426.3 Spatial structure axis of orientation 436.3.1 Spatial structure proposed 446.3.2 Spatial structure extending the civic spine 456.3.3 Spatial structure primary linking routes 456.3.4 Spatial structure reconfiguring streets and spaces 476.4 Movement structure proposed 486.4.1 Movement structure wayfinding scope 49

Section 7 Outline legibility and implementation framework7.1 Introduction 517.2 Key themes 517.3 Proposed Legibility Framework 527.4 Projects 527.5 Theme 1 The walkable city 537.6 Theme 2 The reclaimed city 547.7 Theme 3 The connected city 56

Section 8 Key recommendations and project development 578.1 Introduction 588.2 Key recommendations 588.3 Proposed project development stages 58

Bibliography 61

Credits 62


Section 1 Background Broadly speaking, two opposite directions in city planning can presently be identified. In some cities, public life is disappearing, emphasising that life conditions are becoming more and more privatised: private homes, cars, work places, IT-communication and privatised highly controlled shopping environments. In other cities public life is being carefully supported by the introduction of good pedestrian environments in order to supplement the private life spheres with a well functioning public domain offering a wide range of attractive public activities

Jan Gehl, Winning back the public spaces (lecture 2002)

1.1 IntroductionCity ID have been commissioned by Dublin City Council to prepare a study to assess how Dublins inner city could benefit from a process of forging unity in its public domain whilst creating an interconnectedness between local areas and attractions.

1.2 The briefThe City Council brief identified two interrelated areas of work as follows:1. An analytical approach and framework of

recommendations for the extended Inner City from Heuston to the Point Depot; and

2. A more focused and refined approach to the Inner City Central Business District (CBD) area in terms of implementing a Phase 2 project integrating signing, links and movement.

City ID submitted a detailed proposal in response to the brief. The proposal identified the following stages:_mobilisation;

_context analysis and review;_concept development;_projects framework; and_ identification of key stakeholders and potential partner organisations.

Consultation with key stakeholders was undertaken at an early point in the development of the project and took the form of semi-structured interviews with organisations identified by the City Council.

1.3 Form of the ReportThe report is divided into eight sections:Section 1 Background sets the scoping study in context and outlines the process by which it was developedSection 2 Methodology outlines the study methodologySection 3 Key challenges outlines the key challenges facing the city in terms of its image and competitivenessSection 4 The vision sets out a vision for a cross-cutting legibility initiative and framework

Section 5 Dublins urban structure provides an analysis and critique of the elements that determine Dublins present day urban structure and draws key conclusionsSection 6 Towards a new Legibility Framework examines how an extended Central District can be restructured in favour of pedestrian movement, better public transport and a radically improved public domainSection 7 Outline legibility and implementation framework develops the cross-cutting, thematic approach by outlining the range and scope of potential interventions as a framework of interrelated and mutually supporting projectsSection 8 Key recommendations and project development outlines key recommendations and proposes immediate next steps to take the initiative forward

Section 1 Background


This document represents the culmination of a studywhich, following consultation with stakeholder organisations, developed a vision for the inner city focussing on the role of the pedestrian, the reconfiguration of the public domain and the citys movement systems.

Trinity

Henry Street

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Historic core

HeustonStation

Point Depot

Royal Canal

Central Business District

Grand Canal

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Study area



1.4 The study areaThe study area extends from Heuston Station in the west to The Point Depot in the east, and from the Royal Canal on the Northside to the Grand Canal on the Southside.

At the heart of the study area is the current Central Business District (CBD). The CBD comprises the two Inner City retail cores (Henry Street and Grafton Street), Trinity College, Temple Bar and the historic core.

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1.5 The study context: building a tradition of good urbanism weaving the urban structureDublins origins as a city date from the 9th century Viking settlement and the later Anglo-Norman walled city located on a ridge overlooking the River Liffey near present-day Dublin Castle. The transformation from a medieval city to the template for modern Dublin occurred in the Georgian period from mid-17th to mid-19th centuries, when a sustained period of economic growth and expansion was influenced by renaissance urban ideals. The laying out of streets and squares, and of paved quays fronting the river, was facilitated by the interventions of the Wide Street Commissioners, and the north and south Circular roads served as a formal oval boundary to the city.

The economic decline of the 19th century continued into the first half of the 20th century, and gradually the inner city urban structures decayed. The loss of traditional economic activity and the supporting mix of fine grain land uses, the move of residential populations to the outer city and suburbs, and schemes to facilitate increasing car traffic all

impacted on the life and fabric of the city. However, Dublin of the 1960s and 70s largely escaped the levels of comprehensive redevelopment seen in many other European cities and the legacy of the 20th century is a relatively intact and legible urban structure.

The 1990s saw a major upturn in the fortunes of the city. Economic conditions promoted urban regeneration, renewal and investment programmes that are currently reshaping the inner city. However, with dramatic economic growth, levels of car ownership have risen to clog the streets of inner city Dublin, slowing the economy and reducing quality of life, whilst the infrastructural deficit has barely begun to be addressed.

1.5.1 Area planning approachesArea-based policy measures have been developed to bring greater diversity and cohesion to the urban form, building upon the inherited robustness of the underlying structure. A number of area-based planning and regeneration frameworks prepared by

the City Council are guiding the consolidation of the inner city. These include the six Integrated Area Plans (IAPs), and a series of Urban Framework Plans, including those for Heuston, Markets and Digital Hub. The Dublin Docklands Area Masterplan is guiding the regeneration of the docklands area.

1.5.2 City Development Plan reviewThe City Council is in the process of reviewing the City Development Plan in order to make a new plan for the period 20052011. The Draft Development Plan sets out a compelling urbanist vision for the inner city, based on developing a diverse city unified by the legibility of core physical elements which comprise the urban structure.

Building on the experience of area planning approaches, and in response to sustained high levels of growth and development, the Draft Development Plan sets out a strategic level of urban design policy to draw together the many regeneration initiatives, to weave in new infrastructure and to create a coherent and legible urban structure.



Left Map of the City of Dublin as published by John Speed, A.D. 1610


Section 2 MethodologyIn a survey of 501 companies from 9 European countries, Dublin was seen to be one of the most effective cities at self promotion but only considered to be the 12th best city to relocate to, out of 30 European cities.

Dublin is not perceived to have significant transport links to other cities. In addition, it is not perceived as being easy to travel around the city.

Cushman and Wakefield, Healey and Baker Global real estate, European Cities Monitor 2003

2.1 Study methodologyThe methodology developed to critically appraise Dublins current urban structure consisted of five key tasks:_Task 1 Literature review;_Task 2 Context review;_Task 3 Stakeholder consultation;_Task 4 Urban analysis; and_Task 5 Benchmarking.

Task 1 Literature review A structured review was undertaken of key City Council policy documents including the City Development Plan, Integrated Area Plans and Framework Plans. The review also included documents gathered from stakeholder organisations, tourist attractions and key destinations, tourist guides and maps, together with a selection of stakeholder organisation web sites.

Task 2 Context review A programme of site visits to gain an appreciation of the city structured around the following aspects: _movement;_streets and spaces;_destinations; and_ information provision (including current pedestrian signing provision within the CBD).

Task 3 Stakeholder consultation Interviews were undertaken with key stakeholder organisations. Interviews were semi structured and questions related to both the nature and activities of the individual organisation and issues related to the above aspects.

Task 4 Urban analysis This aspect involved a detailed level of analysis of the urban structure of the city to gain a thorough understanding of key areas. The results of the site-based work developed into a digital mapping database. This has enabled the team to use the layering of map information as a means to understand the interconnection between different aspects of the urban structure and inform the development of the study.

Section 2 Methodology


1 Web research2 Photographic surveys3 Figure and ground map

development4 Schematic mental map5 Cartographic development

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1,2,3 Study visits: Amsterdam, Bilbao and Copenhagen

4,5 Benchmarking: Toronto and London

Task 5a Benchmarking cities The following cities have been visited to inform the preparation of thescoping study:_Amsterdam;_Bilbao; and_Copenhagen.

They were identified as cities that:_ have similar characteristics (compactness, historic cores, river/canal frontage, climate);

_compete as tourist destinations; and_ have major projects or programmes being delivered that are reshaping the urban structure and/or creating a new international profile.

A range of factors and characteristics which distinguish the urban structure of each city was contrasted and compared:_ the everyday experience of travelling to, arriving in and moving around (on foot and by public transport);

_the quality and coherence of the public domain;_ the key projects (eg. public transport infrastructure, public domain, regeneration and renewal) which

have, or are continuing to shape, the image and perception of the city; and

_ the key organisations which are driving and delivering change.

To gather information, the visits included contacting tourist and travel information centres in each city. The team also visited the following organisations:_Amsterdam City Council;_Copenhagen City Council;_Bilbao Metropoli30; and_Bilbao Ria 2000.

Task 5b Benchmarking desktop and web research The research focused upon good practice examples related to the design of the public realm, public transport provision, promotion of walking and delivery of regeneration projects in a range of cities: _ United Kingdom Birmingham, Bristol, Edinburgh, Leeds and London;

_ Europe Lyon, Rotterdam and Vienna; and _ North America Boston, Portland, Toronto and Vancouver.

Section 2 Methodology


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Section 3 Key challenges Today, Dublin serves as the capital of what has become known as the Celtic Tiger, an over-used and by now clichd metaphor that signals the economic success of a small independent nation, confident in its Irish, European and global identity. An internationalist, rather than a purely nationalist, spirit has come to characterise the political climate with a number of ramifications for the urban landscape.

Yvonne Whelan, Reinventing Modern Dublin Streetscape, Iconography and the Politics of Identity, 2003

3.1 IntroductionA range of factors suggest that the time is now right to embark on a major initiative to improve the image, legibility and user experience of Dublin.

Development activity_ A number of major development projects are underway including key sites in the Docklands and Smithfield which are continuing to change the face of the inner city and create new destinations and destination areas; and

_ Several major redevelopment proposals, some incorporating major public domain interventions, are at the advanced planning stage including proposals for the Markets Area and the Heuston Urban Framework Plan Area.

Public domain and improvement works_ A number of high profile public domain projects have been delivered including the Liffey Boardwalk, the remodeling and enhancement of OConnell Street, the upgrading of Henry Street and the redevelopment of major urban spaces at Smithfield, the Campshires and Docklands.

Collectively these projects have already made a significant contribution to the quality of the public domain, although at present they suffer from a lack of a coherent and connecting spatial structure.

Transport and Infrastructural Development_ Line A of the LUAS has come into service and Line B will commence operation in August 2004;

_ Work has commenced on the improvement of interchanges at Heuston and Connolly and on the integration of Line B of the LUAS. Improvement of the Dart interchanges is also at the planning stage; and

_ The Port Tunnel will be completed and in operation by the end of 2005/early 2006, bringing with it opportunities to remove the majority of HGVs from the city centre streets and reclaim the city and in particular the city quays for pedestrians.

In light of these changes, this section highlights three principal factors to be addressed in the context of developing a Legibility Framework for the inner city:1. Competitiveness;2. Liveability; and3. Management and governance.

Section 3 Key challenges


Dublin

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6 Left The recent expansion of European member states presents an unprecedented challenge for thecompetitiveness and internal cohesion of major European cities.

A greater number of cities are now competing for direct inward investment, highly skilled workers to power knowledge-based industry, tourism and financial aid from structural funds.

Dublin is currently ranked 6th most visited city in Europe, however, there has been no growth in visitor numbers for the past two years.

3.2 CompetitivenessCities are increasingly in competition to attract visitors and secure inward investment and knowledge-based industries. Cities such as Barcelona, Lyon and Munich are fine-tuning policies and strategies to attract and retain skilled workers. This includes addressing quality of life factors such as the provision of a high quality environment, distinctive architecture, cultural facilities, integrated public transport, diverse housing stock and access to natural amenities.

Dublin experienced major transformation during the 1990s. National policies encouraged a more competitive economy and Dublin prospered as a major focus for direct investment into Ireland as well as an expanding centre of trade. In parallel, a renaissance of Irish culture and the emergence of a nation with a clear sense of itself led to a new international consciousness that translated directly into Dublin becoming a major visitor destination, competing for the first time with cities such as London, Paris and Rome.

To sustain its economic well-being and future prosperity, Dublin needs to continue to attract service and knowledge-based industries and their workers. Increasingly, such factors as the quality of the environment and movement systems together with less tangible factors as a citys image and buzz are becoming part of the investment decision-making process.

Despite the completion of major interventions such as the LUAS and the Port Tunnel, Dublin will almost certainly continue to lose ground to its competitor cities if bolder steps to address the infrastructural deficit and quality of life issues are not fully addressed.

3.3 LiveabilityAround the world, cities in developed economies are devising strategies to address perceived weaknesses in liveability a broad concept related to quality of life indicators. This is seen as a means to address the needs of existing communities but increasingly, in a globalised economy, it is also seen as of vital importance in attracting and retaining key knowledge workers and inward investment. In this sense, quality of life can be seen as a determinant of economic performance and an important factor in competitiveness.

To attract the businesses and workers needed to further develop and sustain Dublin as a leading city in terms of both the newer knowledge driven sectors and the more mature industries and services, those factors which form the liveability or quality of life indicators come into sharp focus. These range from access to parks and open spaces, to easing traffic congestion and the provision of good quality public transport.



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The image and experience of the public domain, and of moving within it, is one that is shared by all. It can have a significant influence upon the overall impression of the city for residents and visitors. The quality and experience of Dublins public domain does not compare favourably with major competing destination cities. For example, Bilbao and Copenhagen have developed pedestrian friendly networks of connected streets and spaces or major new public spaces underpinned by new transit systems. Bilbao is of particular interest, having reinvented its relationship with the riverfront, creating a new riverside quarter and world-class cultural facilities.

3.4 Management and governanceThe legibility of a city is informed by many diverse issues that span the remit of different organisations and departments. Those cities which are creatively addressing these issues are doing so because they have developed the appropriate organisational and management structures and have adopted collaborative working methods

focused around shared visions and goals. There is an increasing acknowledgement globally that the public sector, because of its tightly defined role and limited resources, cannot tackle the issues of competitiveness and liveability in isolation. Holistic cross-cutting legibility-based projects demand joined up delivery through mutual partnerships that place the global interests of the city first. Such projects, because of their interconnected nature, cannot be addressed effectively at the level of the district or area. There is, therefore, a significant opportunity for civic leadership in this arena and the City Council is ideally placed to take the lead in developing Legible Dublin.

The capacity of all parties to receive ideas and develop them in partnership, will be a key determinate of the success of Legible Dublin and the future success of the inner city over the next 20 years.



1 St Stephens Green2 GPO Plaza, OConnell3 Sackville Place4 LUAS stop

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Section 4 The vision to create a legible, world-class walking city

4.1 IntroductionThis section sets out a vision that places the pedestrian at the heart of a process to reconfigure Dublins urban structure.

4.2 The visionDublin City Council has an opportunity to create a world-class walking city by configuring the future urban structure of the inner city around the pedestrian experience. Walking is the lifeblood of successful, democratic cities and a necessary part of everyday journeys helping to promote compact, mixed-use cities. It is a free and accessible activity for most individuals with the health and associated community benefits being well documented. In short, healthy cities are walking cities.

4.3 Key elements of the visionThe key aims of such a vision are to create:_ a pedestrian friendly inner city with a connected and distinctive public domain that is easy to understand and to move around; and

_ a world-class public domain and movement system

that facilitates the social and cultural wellbeing of the city and its economic competitiveness. Such a vision necessitates a compact, many centred inner city that supports a rich mix of uses and choice of medium-to-high capacity public transport systems integrated within a pedestrian friendly spatial network.

The vision to create a world-class walking city over the next 20 years, that unequivocally places the pedestrian at the centre of future design thinking and policy making is ambitious, but absolutely necessary if Dublin is to remain economically competitive. To become a reality, such a vision will require a long-term perspective and commitment from a range of key stakeholders.

4.4 Key objectivesSuch a vision could be further developed to reflect the following objectives:_ to create a more compact, consolidated city by sensitively absorbing and optimising higher densities (related to transport interchanges), with a

rich mix of uses, within the urban structure;_ to create a readable city, by building on the inherent characteristics and principles of the neighbourhood, the street, the building block and the river;

_ to create a cohesive city by linking points of arrival, destination areas, neighbourhoods and transport interchanges within an integrated network of streets and spaces and supplemented by a wayfinding and information framework;

_ to create a mobile city offering a choice of easy to use, reliable, high frequency public transport within walking distance of most users;

_ to create a more humane city that responds to and is inclusive of all users; and

_ to create an open city that reveals itself to its users and promotes public access to spaces within the context of a cohesive spatial structure.

Section 4 The vision


A number of factors converge to drive change in cities. Having experienced the Celtic Tiger economy of the 1990s, Dublin now stands at a crossroads. A new set of challenges face city decision makers, the business community and the National Government not least those related to sustaining economic growth and providing a 21st century public domain and movement infrastructure commensurate with a European capital city.


Section 5 Dublins urban structure The urban environment is a medium of communication, displaying both explicit and implicit symbols different groups will search for different clues which they wish to link together. Yet certain elements will be crucial to almost all of them: the main system of circulation, the basic functional and social areas, the principal centres of activity and of symbolic value, the historic centre and the major open spaces.

Kevin Lynch, Good City Form, 1981

5.1 IntroductionThis section provides an analysis and critique of the key defining features and elements that determine Dublins present day urban structure and draws keyconclusions.

5.2 DefinitionsCities are complex environments that often defy easy definition. However, to help crystallise thinking and avoid ambiguity we have provided outline definitions for the following terms which are used extensively in the report:_Urban structure;_Public domain; and_Legibility.

5.2.1 Urban structure conceptThe urban structure is composed of a number of interrelated layers and urban elements. These can be described as follows:Functional structure the location and make up of land uses.Spatial structure the composition of streets and spaces, defined by adjacent building fabric, and primarily (although not exclusively) within the public domain. Movement structure the network of pedestrian, cycle, public transport and vehicular routes including the degree of integration.Organisational structure the range of public, quasi public and private sector organisations and partnerships and their capacity to lead, influence orrespond to change in the layers identified above; including their potential for collaborative working and ability to receive ideas and implement projects.

Section 5 Dublins urban structure


Organisations

Function

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UrbanStructure

5.2.2 Public domainThe public domain comprises those parts of the city in public or private ownership freely accessible for everyone to use or see including streets and spaces. It is the setting for everyday social interaction such as meeting friends and neighbours, doing the weekly shopping, travelling to school or work, or sitting at a pavement cafe and watching the life of the city pass by. It is also a place of civic expression, of celebrations and public demonstration. It is a place that can reflect civic pride and the values of society. In this sense, the public domain has a significant impact on the social, economic and cultural wellbeing of cities and plays a major role in supporting city competitiveness.

Left The four tenants of urban structure:_functional structure;_movement structure;_spatial structure; and_organisational structure.

5.2.3 LegibilityIn the context of cities, legibility describes how easy a place is to read and understand. Pioneering urbanist Kevin Lynch defined legibility as:

the ease with which the inherent urban structure and form of a city can be read by way of the arrangement, quality and character of buildings and spaces

Providing visual cues or strong pointers, enables visitors to understand the form and layout of an urban environment and assist wayfinding. They include landmarks (eg. buildings, monuments and public art); edges (eg. formed by topography, natural features and transport infrastructure), the network of pedestrian paths and spaces; and districts or areas of a city which have distinctive characteristics (eg. those related to architecture and townscape, historical associations, and concentrations of particular land uses or communities). To address legibility within the context of Dublin, a more holistic definition of legibility is required that better reflects

the complexity and layering of political, economic, social and cultural structures that intermesh to create a complex, but potentially unified, urban structure. This approach moves beyond defining a citys legibility through physical, form-giving elements alone (eg. the relationship of physical elements districts, paths, edges and landmarks), towards a definition of legibility that considers and enables the reading and understanding of the city as a series of interrelated layers or elements related to Dublins functional, spatial, movement, and organisational structures. This approach better reflects the range of factors that form our total experience and cognitive map of Dublin.

The following sections set out an analysis of the inner city based upon each of the four elements of the urban structure concept:_functional structure;_movement structure;_spatial structure; and_organisational structure.



1 Digital Hub an emerging destination area

2 Poor quality design and materials3 Dame Street poor pedestrian

links4 Wolfetone Park a remodelled

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1 Stephens Green Shopping Centre marks the southern gateway to the Grafton Street retail core.

2 Trinity College occupies some 47 acres and has a student body of over 15,000.

3 Dublin Castle the Castle complex includes the Chester Beatty library and Dubh Linn Gardens.

4 IFSC established in 1987, it is now a major location for top banks and insurance companies employing over 11,000 people.

5 Dublin Zoo is Irelands number one visitor attraction.

6 Temple Bar a major destination for visitors.

7 The National Concert Hall a performance venue of international standing.

Dublin has a lot of wasted assets and we need to learn to use these betterDublin stakeholder

5.3 Functional structureThe functional structure the location of major land uses or concentrations of particular uses has a direct impact on the way Dubliners and visitors construct a mental map of the city.

Dublins Inner City has experienced a major period of change over the last decade, expanding east and west along the River Liffey corridor towards the Point Depot and Heuston Station to compliment the more well established areas that comprise the CBD. New destinations and destination areas have emerged or are in the process of being shaped. Major development schemes have integrated new or existing visitor destinations and created public spaces as well as employment uses and housing. Renewal and new building development of appropriate density and form is being achieved through a sensitive response to physical context and levels of public transport accessibility.

The inner city has a range of well established visitor attractions and destinations. The popular

Guinness Storehouse and Temple Bar cultural quarter are complemented by national cultural attractions, shopping areas and a wealth of bars, cafes and restaurants. Some public spaces, such as St Stephens Green and Phoenix Park (Dublin Zoo), are destinations in their own right, by virtue of their scale, historical associations and activities that take place there. However, some assets are concealed from the visitor, such as the cluster of destinations around Dublin Castle and Iveagh Gardens. Pedestrian links between destinations are not always well developed or are undermined by the impacts of traffic, inadequate signing or poor integrated with public transportation.



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St Stephen's Green

PearseStation

Tara Street Station

Busaras

Connolly Station

TrinityCollege

Temple Bar

DublinCastle

Digital Hub

St James'Hospital

Grafton Street

Leinster House/National Museum

NEIC

Heuston Station

National Museumof Ireland

Smithfield

Mater Hospital

Dorset Street

Aungier/Wexford/Camden Streets

James'/Thomas StreetLiberties

Markets

Henry Street

ParnellSquare

O'Connell Street

InternationalFinancial Services Centre Dublin Docklands

Dublin Docklands

5 minutes walk

Key

Economic engine consolidated

Economic engine under developed

Cultural cluster

Public Transport interchange

Corridor

5.3.1 Functional structure e conomic engines and cultural clustersA concentration of consolidated economic engines and cultural clusters is evident between Parnell Square, Leinster House and Dublin Castle. This core zone corresponds with a mental map of the inner city which also extends to Guinness and Heuston Station.

A number of current projects will promote further change in the functional structure, in particular

within the Heuston area, Smithfield, the Markets area, Digital Hub and Docklands. This presents new challenges in terms of connecting the city.

5.3.2 Functional structure corridorsThere are a number of important corridors radial market streets in the inner city including Dorset Street, Aungier/Wexford/Camden Streets and Thomas Street. They are an important element of the urban structure, acting as local centres for commercial



St Stephen's Green

PearseStation

Tara Street Station

Busaras

Connolly Station

TrinityCollege

Temple Bar

DublinCastle

Digital Hub

St James'Hospital

Grafton Street

Leinster House/National Museum

NEIC

Grand Canal Docks

Heuston Station


Smithfield

Mater Hospital

Liberties

Markets

Henry Street

ParnellSquare

O'Connell Street

InternationalFinancial Services Centre North Quays

5 minutes walk

activity, as foci for surrounding residential communities and important public transport, vehicular and pedestrian routes into and out of the inner city. These streets generate significant volumes of pedestrian activity, yet their dominance by motor vehicles has had a very negative physical impact, resulting in conflict between vehicles and pedestrians/cyclists. This problem is further compounded by a poor quality public domain that suffers from a lack of maintenance.

Spencer

Ringsend/Irish town

Pearse/South Docks

South Georgian Core

Trinity

Grafton Retail Core

Aungier/Camden

Core

Temple Bar

Historic Core

SCRDolphin's Barn

Liberties/Coombe

Digital Hub

Ballybough/North Strand

Smith-field Markets

Dorset Corridor

North Georgian Core

Henry Street Retail Core

O'ConnellStreet

NEIC

IFSC

East Wall

Phibsborough

Grangegorman/Broadstone/ King's Inns

Oxmantown

Heuston

James

Collins Barracks/Museum

5 minutes walk

Key

Study area

5.3.3 Functional structure Character areasThe City Council has subdivided the inner city into 29 character areas using a range of criteria including: physical fabric; land uses; and community profile. While some areas are already well developed or have been identified as having significant

development potential, others demonstrate little existing or future development potential. The relevance of the character area concept in the context of a legibility study raises some issues, including the apparent exclusion of the River Liffey and the City Quays; unclear boundary definition; the

lack of a strong functional character in some areas; and inconsistency in naming areas. However, the character area concept is a flexible planning tool and as part of the ongoing development of the concept, these issues can be addressed to meet, and respond to, needs and opportunities.



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Key

1 Dublin Zoo 2 Irish Museum of Modern Art 3 Phoenix Park 4 Heuston Station 5 St James's Hospital 6 Guinness Storehouse 7 National Museum: Decorative Art & History Section 8 Law Society 9 Digital Hub 10 Smithfield 11 Old Jameson Distillery 12 Four Courts 13 Kings Inns 14 Dvblinia 15 St Patrick's Cathedral 16 Civic Offices 17 Christ Church Cathedral 18 Henrietta Street 19 Marsh's Library 20 Dublin Castle 21 Chester Beatty Collection 22 National Wax Museum 23 Mater Hospital 24 Gallery of Photography 25 Olympia Theatre 26 City Hall 27 Hugh Lane Dublin City Gallery 28 Irish Film Centre 29 Henry Street Retail 30 Writers Museum 31 Rotunda Hospital 32 Gate Theatre 33 St Stephen's Green Shopping Centre 34 Temple Street Children's Hospital 35 Dublin Tourism Centre

36 Gaiety Theatre 37 Bank of Ireland: Arts Centre & Museum of Banking 38 James Joyce Cultural Centre 39 The Spire of Dublin 40 Iveagh Gardens 41 Grafton Street Retail 42 St Stephen's Green 43 Trinity College/ Book of Kells 44 National Concert Hall 45 Moutjoy Square 46 The Dil 47 National Museum 48 RHA Gallagher Museum 49 National Library 50 Government Buildings 51 Tara Station 52 Custom House 53 Natural History Museum 54 Croke Park 55 Busaras 56 National Art Gallery 57 IFSC 58 Merrion Square 59 Connolly Station 60 Civic Offices 61 chq retail 62 National Maternity Hospital e 6364 Grand Canal Dock Performance Centre65 The Point Depot

Waterways Visitor Centre

5.3.4 Functional structure destinationsA preliminary analysis of all destinations and key pedestrian generators within the inner city has been carried out to locate a range of major visitor attractions, civic buildings, and interchanges.

Only a limited number of public spaces were identified as pedestrian generators in their own right. This analysis has helped to define an extended Central District with the location of destinations suggesting a north-south band between Mountjoy Square and The National Concert Hall and an east



west band between the Point Depot and the Irish Museum of Modern Art.

1 Cycle parking considerable scope exists to improve facilities for cyclists.

2 Coach services provide links to the Airport but on street passenger facilities are poor.

3 Tara Street Station improvements will increase the capacity of the station and dramatically improve passenger facilities.

4 College Green pedestrian congestion on key streets combined with the detrimental impact of traffic creates a poor quality pedestrian environment.

5 Taxis are numerous but pedestrian links to ranks can be poorly formed and inadequately signed.

6 Busaras will gain a much a greater connectivity via LUAS.

Traffic is a major challenge impacting upon everything. LUAS will begin to bridge the gap.Dublin stakeholder

5.4 Movement structureThe public transport system comprises rail (Mainline, suburban and Dart services) bus (Dublin Bus and Bus Eireann) and LUAS networks. Further extension of the LUAS network is envisaged.

Interchanges are important nodal points within the urban structure and major improvements have been undertaken at the key interchanges Heuston andConnolly stations. Improvements are also planned to suburban and DART services to improve its passenger carrying capacity.

On street facilities for bus passengers are low grade (both physical and information infrastructure) and integration with the pedestrian environment is unexploited. Quality Bus Corridors including improved service levels and frequencies have resulted in increased passenger numbers. Within the inner city, the tour buses are the only services to link key visitor destinations and areas. Air bus and coach services connect Dublin airport to the Inner City in lieu of a high speed transit link.

Taxis play a significant role in the movement system following deregulation in 2002 and the considerable increase in taxi numbers. Some improvements to passenger facilities have recently been made, although congestion at key ranks is evident. Perceived barriers such as the difficulty in understanding and using public transport (particularly for the infrequent user) and lack of integrated information about travel modes, routing, or walking routes, can make taxis appear a more attractive alternative to public transportation.



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6

HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Point Depot

5 minutes walk

Key

Mainline/Suburban (ARROW)

DART

Proposed undergroundinterconnector (Indicative alignment)

LUAS

LUAS extension (proposed)

InterchangesHeuston Station_Mainline/Suburban (ARROW)_LUAS _Bus_TaxiSt Stephen's Green_LUASTara Street Station_Mainline/Suburban (ARROW)_DART_BusBusaras_Bus/Coach_LUASConnolly Station_Mainline Rail_DART_LUAS _Bus_TaxiPearse Station_Mainline/Suburban (ARROW)_DART

Nodes (representing a walk band of approximately 5 minutes)

Key zones of city centrebus stops

5.4.1 Movement structure existing public transportThe first LUAS lines have come into operation in 2004 offering new levels of connectivity eastwest between Heuston and Connolly, and ultimately Docklands. LUAS links areas of emerging (eg. Smithfield) and consolidated activity (eg. Henry

Street). This suggests that opportunities to integrate LUAS stops within a pedestrian route network now need to be addressed in order to take full advantage of this connectivity. Areas south of the Liffey (eastwest along the River corridor) are less well served. This gap in provision could impact on

further development opportunities in these areas. The potential exists to improve pedestrian routes to interchanges and improve the interface with the inner city by providing information to facilitate onward journeys from interchanges to key destinations on foot or by public transport.



HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Po

5 minutes walk

Heuston

St Stephen's Green

Pearse

Tara

Connolly

5.4.2 Movement structure vehicular movementA traffic management and access scheme, based upon signed inner and outer orbital routes, has recently been introduced by the City Council. The scheme enables access to designated car parks whilst aiming to redirect unnecessary traffic away from the city centre and relieve congestion. The scheme has raised a number of issues:_ routing circuitous one way routing of the orbital, sections encourages higher vehicle speeds;

_ access the orbital does not operate as a cordon and access is available from any of the junctions, lack of defined access loops within cells allows drivers with local knowledge to penetrate and pass through the core, not all car parks are directly accessed from the orbital;

_ sign content clarity and readability of signs is poor due to the amount of information drivers have to read, remember and recall;

_ sign positioning associated directional signing has been criticised for adding to street clutter and for its utilitarian sign structure design;

_ integration the scheme is not part of an integrated

strategy and appears to have no relationship to an onward journey on foot or by public transport;

_ named areas defines the city centre via the inner orbital and only identifies two principal areas Henry Street and Grafton Street area; and

_ city spaces despite the potential to alleviate traffic congestion, improve the environment and facilitate pedestrian movement, the inner orbital routing impacts on some of the inner citys most prominent public spaces.



1 Thomas Street although dominated by traffic it is an important pedestrian route.

2 Typical inner orbital traffic direction sign incorporating directions to car parks.

3 Typical outer orbital traffic direction sign incorporating directions to the city centre.

4 Traffic congestion on the city quays results in both a poor pedestrian environment and experience of the river.

5 Typical car park variable message sign these only have a limited capability.

6 Traffic on the city quays severs key pedestrian routes to the north and south.

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P P

P

P

P

P

P

P P

PP

PP

P

PP

P

P

P

5 minutes walk

Key

Inner orbital

Outer orbital

One-way

National route

Regional route

Port Tunnel

5.4.3 Movement structure traffic managementThe orbital traffic management and access scheme was recently introduced. Its potential to alleviate traffic congestion within an inner core was a stated objective.

While monitoring of the schemes performance will indicate how successful it has been and will highlight whether modifications to the system are needed to improve its performance, the previously stated issues are indicative of a scheme that has not had the benefit of being developed within a wider



HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Point Depot

5 minutes walk

and integrated perspective. It will also need to be examined in the context of the opening of the Port Tunnel which will offer significant potential to deliver relief from high levels of traffic congestion for the city centre.

1 Street name plates an example of unnecessary visual clutter.

2 Brown and white direction signing lacks a consistent application of a strategic logic and hierarchy.

3 Brown and white direction sign, Grafton Street a major element of street clutter.

4 Temple Bar gateway information panel one of a small numbers of map based panels.

5 Direction sign component an isolated and poor quality piece of street furniture.

6 Advertising display unit Grafton Street poor quality product design and inappropriate sitting that contributes to street clutter.

Brown signs are extremely poor the challenge is to find an appropriate solutionDublin stakeholder

5.4.4 Movement structure Pedestrian movementThe pedestrian experience of the inner city is, to a large extent, coloured by the detrimental impacts of traffic congestion. This includes noise, pollution, and severance of key paths. Some nodal points in the spatial structure, such as College Green, can hardly be read as spaces due to the intrusion of traffic.

There is no coherent physical network of routes and spaces or one that is communicated to the pedestrian via an overt wayfinding system. Routes connecting points of arrival, destinations and attractions vary in quality and design treatment along their length. In some areas footway widths are inadequate (eg. in the vicinity of Trinity College/College Green).

Establishing or improving pedestrian links to, and the interface with, interchanges some of which have recently seen significant improvements, major destinations and emerging destination areas, LUAS stops, and taxi ranks demands urgent consideration.

Pedestrian direction signing to tourist destinations has all the hallmarks of a piecemeal approach that has developed haphazardly over a significant period of time. Low levels of maintenance, inappropriate locations, lack of map information, inconsistent content, confusion with vehicular signing, and poor quality and utilitarian appearance that contribute to street clutter, are some of the weaknesses identified. It is widely recognised as requiring a complete review.

Only isolated examples of map based information exist within the public domain. Map panels, although area specific, are provided at the gateways into Temple Bar, and city tour bus route map information, which includes tourist attractions, is available at designated bus stops and in Grafton Street.



1

2 3 4 6

5


Markets

Parnell Square

OConnell St.Plaza

Busaras

Connolly Station

TaraStreet Station

Pearse Station

HenryStreet

GuinnessStorehouse

HeustonStation


ChristchurchTemple Bar College Green

St Stephens Green

NationalLibrary

IFSC

Point Depot

5 minutes walk

Key

Civic spine

Key pedestrian routes

Key destinations served by pedestrian routes

Interchanges

5.4.5 Movement structure pedestrian civic spineThe 1999 Dublin City Development Plan reiterated in the Draft Dublin City Development Plan 20052011 identifies the civic spine as a major component of the public domain, linking Parnell Square with Christ Church, via OConnell Street,

College Green and Dame Street. The spine enables connections to adjacent areas Henry Street, Temple Bar, Trinity, Grafton Street and the City Quays and links functional areas of historical, cultural, economic and social importance. Key routes linking to transport interchangesare area also identified.



HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Point Depot

5 minutes walk

5.4.6 Movement structure existing mental mapIn many respects, these routes and major pedestrian generators shape an existing mental map which links Parnell Square to Christchurch, via Trinity/Grafton Street/Leinster House with an extension to Guinness and Heuston Station.

1 Cornmarket public realm investment is lacking in non high profile areas.

2 Iveagh Gardens one of Dublins unexploited spatial assets.

3 College Green street works reinstatement can appear uncoordinated and of poor quality.

4 Boardwalk a high profile improvement to the public domain.

5 Grafton Street a major pedestrianised street.

6 River Liffey visual appearance and environmental quality can be poor.

7 Distinctive swan neck lighting columns characterise many major streets.

The mental map of Dubliners at the moment is one road and the riverDublin stakeholder

5.5 Spatial structureOver the last decade, Dublin has been promoted as a major growth area and a top international destination. Intensive development and regeneration activity has reshaped the inner city, creating new places in which to live, shop, work and visit. However, this transformation has not including a comprehensive reshaping or reconfiguration of the public domain.

The overwhelming impression is that the public domain is under pressure. The daily demands placed upon it have increased. The inherited qualities of the spatial structure (streets, spaces, quaysides) and the quality of the pedestrian environment despite some high profile improvements are being eroded by the detrimental impacts of traffic and the lack of a coordinated approach to design, management and maintenance.

Traffic congestion and the lack of a coherent and high quality network of pedestrian routes and spaces impedes pedestrian movement between points of arrival, areas, and destinations. The resulting

pedestrian experience can be fragmented and low grade, comparing poorly with competing European cities which have developed and implemented extensive public domain improvement programmes.

The spatial structure has a number of high quality public spaces such as St Stephens Green or Merrion Square. However, their design treatment can be inward looking and lacks a positive relationship with surrounding built fabric and destinations. Pedestrian connections between these spaces can be poor.

The River Liffey and the City Quays represent the most significant spatial element of the inner city. But the ability to unlock its full potential is severely restricted by the impact of traffic.



1

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34 5

6

7

5.5.1 Spatial structure figure and ground analysisA figure and ground plan was developed to show the relationship between built form and public space (streets and spaces). It presents built form in black and the space as white background. This technique has formed part of an analysis of the

spatial relationships across the inner city. It has revealed the underlying characteristics, and arguably inherent legibility, of the inner city which comes from the river, the building block, the street, and existing spaces. The plan highlights the significance of the River Liffey and City Quays as the citys

most significant spatial asset inspite of the quays operating principally as conduits for traffic and the under utilisation of the water space.



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5 minutes walk

Key

Soft landscaped space

Hard landscaped space

Limited public access

Areas lacking permeability

Barriers

Significant landmarkbuildings and structures

Views [selection]

Panoramic views

1 Irish Museum of Modern Art 2 Heuston Station 3 National Museum Collins Barracks 4 Guiness Storehouse 5 St Patrick's Tower 6 James Joyce bridge 7 Smithfield Observation Chimney 8 Church 9 Church of SS Augustine & John 10 St Audeon's 11 Four Courts 12 Christchurch Cathdral 13 St Patick's Cathedral 14 Civic offices 15 City Hall 16 Millennium Bridge 17 Central bank 18 Ha'penny bridge 19 St Stephen's Green Centre 20 Church 21 Gate Theatre

22 GPO 23 Bank of Ireland 24 Spire of Dublin 25 Fusilier's Arch 26 O'Connell Bridge 27 Trinity College 28 National Museum/ Leinster House 29 National Library 30 Custom House 31 Butt Bridge/Dart Bridge 32 National Gallery 33 Government buildings 34 Busaras 35 IFSC 36 Connolly Station

5.5.2 Spatial structure existing spatial structure and key landmarksThe figure and ground analysis has enabled a consideration of spaces across the inner city. The significance of spaces such as St Stephens Green, Merrion Square, Iveagh Gardens, Trinity College and

Mountjoy Square can be appreciated. In addition the north-south (highlighting OConnell Street) and east-west street patterns (responding to the River Liffey) are highlighted.

The River Liffey and City Quays, as well as being a major spatial resource, are also a barrier to pedestrian movement due to traffic congestion. A number of areas have also been highlighted within the city where pedestrian through routes are limited or not provided.



1 A wide variety of city maps and guides are available to visitors.

2 Suffolk Street Tourism information Centre is one of the most visited destinations within the inner city.

3 National Government institutions are centred within Dublin.

4 The internet has become a valuable tool in planning a journey or visit itinerary.

5 The City Council is a major provider of information within the public domain.

6 The quality and integrated nature of public transport information varies considerably.

7 Wayfinding directions are often gained by asking another person.

We need to find ways to both market the city and help people to understand the layout Dublin stakeholder

5.6 Organisational structureChange in Dublins Inner city is influenced, directed or guided by a range of stakeholder organisations. They range from central and local governmentorganisations, agencies set up to deliver change within certain areas (such as the DDDA), agencies focused on public transport provision, or those set up to coordinate the actions of other agencies in respect of key initiatives such as the DTO in the case of the Dublin Transportation Initiative. Other organisations representing the interests of retailers, visitor attractions, and cultural institutions addanother dimension to a complex weave of relationships.

Responding to market conditions, financial incentives and the greater planning certainty offered by area frameworks, the private sector has played a significant role in reshaping the face of the inner city. Dublin is a major centre of economic, social and cultural activity commensurate with its capital city status. The city welcomes visitors from around the world and is, for many, the gateway to Ireland.

Information about the city is provided in a range of forms by a myriad of organisations. Information such as printed guides, development brochures, maps and web sites can have an influence on the way visitors, potential investors and new residents shape their initial impressions of the city.

Pedestrian signing is therefore only one aspect of information related to wayfinding in the inner city. There is significant potential to develop a new coordinated and comprehensive approach to information provision in the public domain, in combination with environmental improvements.

The City Council is a key player in shaping the future of the inner city. The potential exists for it to lead a process that enables collaboration between its various departments and facilitates the contributions of other stakeholder organisations to address the issues described in this section of the report within a coordinated framework.



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NEIC

O'ConnellHARP

Markets

Temple Bar

FrancisStreet

Digital Hub

Liberties/Coombe

InchicoreKilmainham

Heuston

Dublin Docklands Area Master Plan

5 minutes walk

Key

Inner City Boundary

Integrated Area Plans

Urban Framework Plan

Urban Design Framework

5.6.1 Organisational structure area plans and frameworksThe City Council has developed area-based planning tools as a mechanism to understand the dynamics of an area, develop ideas, policies and proposals for the future, and measures to stimulate private

sector investment within a consultative and pro-active framework. In addition, the Dublin Docklands Development Authority and Temple Bar properties have also prepared area-based framework plans and documents. There is no overall coordinating urban design framework for the inner city which could

guide the further development of the area plans and frameworks, or identify new areas of change and intervention.



HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Point Depot

5 minutes walk

HeustonStation

St Stephen's Green

Pearse Station

Tara Street Station

Busaras

Connolly Station

Point Depot

5.7 Key conclusionsThis study has highlighted the need for a cross-cutting initiative:_ to enable projects related to each of the four elements of urban structure to be developed on an integrated basis; and

_ to enable interconnections between the elements to be identified and a responsive strategy to be developed.

The following is a summary of the key conclusions and opportunities arising from the analysis of the four elements of urban structure.

5.7.1 Functional structureIn the absence of fundamental improvements to the connectivity of the city through changes to the movement and spatial structures, there is a risk that the extended inner city could become characterised by emerging areas which become isolated, fail to consolidate or fulfil their maximum potential to contirbute to the development of the city.

The opportunity exists to develop a strategic and coordinated framework that will enable the needs of the extended inner city to be addressed in a holistic manner.

5.7.2 Movement structure_ The pedestrian environment lacks coherence through a connecting and hierarchical route network that could guide public domain improvements;

_ Both the integration between the individual transport systems and how these integrate with the pedestrian environment is poor; and

_ Traffic congestion has a detrimental impact upon the pedestrian and bus movement.

The opportunity exists to put the pedestrian at the top of the movement hierarchy, to promote public transport use, discourage through traffic and create efficient access to car parking facilities.

5.7.3 Spatial structure_ Despite high profile improvements, the public domain lacks a coherent network of routes and spaces;

_ City spaces are poorly connected, inward looking, eroded by traffic congestion, of variable quality and poorly revealed; and

_ The detrimental impacts of traffic congestion are such that it is the most significant obstacle to realising the full potential of the public domain.

The opportunity exists to put the River Liffey and quaysides at the heart of a new pedestrian friendly spatial structure.

5.7.4 Organisational structure_ The urban structure of the inner city is being shaped by a patchwork of agencies which do not always collaborate and are not properly coordinated, resulting in missed opportunities, flawed delivery and the lack of a long term vision for the city.



The inner city is suffering from a number of misalignments within the four elements of the urban structure. Projects focused on one of the elements are being developed and delivered without an understanding of their full impact upon the others. Opportunities to create synergies and deliver joined up benefits on the ground are therefore being missed.


Section 6 Towards a new Legibility Framework The shape of public spaces and the way they link together are essential to the cohesion of urban neighbourhoods and communities. When the framework is well designed and integrated it plays a fundemental role in linking people and places together. When it is fragmented it contributes to social segregation and alienation.

Professor Richard Burdett, The Restructuring of Cities Design and the urban environment, Conference paper, London School of Economics, 1999

6.1 IntroductionLegibility demands a multi-layered reading of the cityand the ability to reveal and communicate the city in a way which responds to the needs of users. Initiatives which fail to reflect this can be piecemeal and the benefits short lived. Dublin has the potential to place itself amongst the best of European cities by adopting an integrated and coordinated Legibility Framework.

The benefits of such an approach is significant.Projects developed within a coordinating framework and strategy have greater potential to link with those of a range of key agencies; to support the social and cultural wellbeing of the city; and enhance economic competitiveness. They are more likely to help shape a dynamic city image that fulfils its promise in terms of the everyday experiences of visitors, shoppers, commuters, residents and local businesses.

This section examines and suggests initial ideas on how an expanded inner city can be restructured in favour of pedestrian movement, public transport and a radically improved public domain.

The ideas provide the basis for the proposed Legibility Framework, relating to elements of the urban structure concept introduced in Section 5:_functional structure;_spatial structure; and_movement structure

Section 6 Towards a new Legibility Framework


HeustonStation

Point Depot

5 minutes walk

Key

Consolidated

Managed change (evolving)

Major change

Existing mental map

6.2 Functional structure In support of the urbanist vision set out in the draft City Development Plan the recommendation is to expand the current mental map of the city centre by extending west to Heuston Station and east to The Point Depot to encompass emerging areas of change

and renewal. The proposed framework is based on a holistic concept of urban restructuring that seeks to weave together the land use, spatial and movement structures of the city.



HeustonStation

Point Depot

HeustonStation

ParnellSquare

IveaghGardens

Point Depot

5 minutes walk

Key

Inner City Boundary

Proposed central district

Former Central Business District

6.2. Functional structure an extended Central DistrictAn extended Central District, within the current inner city boundary, would replace the outdated, narrowly drawn CBD, with a new mental map based on a diamond of activity bounded by Heuston to the

west, the Point Depot to the east, Parnell Square to the north and Iveagh Gardens to the south.

The Central District would be characterised by a network of named subareas, connected by streets, spaces and improved public transport systems that



HeustonStation

ParnellSquare

IveaghGardens

Point Depot Point Depot

will help integrate areas of economic and cultural change into the fabric of the city. It is suggested that this boundary is not seen in rigid terms and is therefore capable of responding to the changing functional structure of the city over time.

HeustonStation

Point Depot

5 minutes walk

Key

LUAS

LUAS extension (proposed)

Areas of major change

Links

Pivotal points

6.2.1 Functional structure linking areas of changeThe fast moving regeneration and development activity of recent years in Dublin has not, despite some notable exceptions, been matched by an equally ambitious strategy and programme of improvements to the public domain.

Many of the new activity areas have a public domain component but the pedestrian and public transport connections between them have not been fully considered or are poor. With new destinations and areas of major change emerging, the opportunity has arisen to develop a supporting, coherent



HeustonStation

Point Depot

5 minutes walk

spatial framework that directly links and articulates connections between regeneration areas and the existing fabric of the city.


Viewing TowerMarkets

St JamesBrewery

HeustonStation

Irish Museumof Modern Art

Pheonix Park

FourCourts


Parnell Square


Street

GuinnessStorehouse

Church ofSS Augustineand John

Tara StreetStation

St AudeonsPark



Dublin Castle



St Stephens Green

Grafton Street


TrinityCollege

Pearse Station

Grand Canal Dock Station

Grand Canal Dock

Spencer Dock

Custom House

Connolly Station

IFSC

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Destination

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6.3 Spatial structure axis of orientationThe River Liffey is potentially the key building block of Dublins urban structure. Currently, it is an under-utilised physical asset serving to divide and constrict the economic potential of the city. The aim is to restore the Liffey both physically and

psychologically to the heart of Dublin. By carefully sieving information it has been possible to determine a precise axis of orientation based on the point of longitude and latitude of walk times from OConnell Bridge. Within the proposed diamond of activity, an axis of latitude is formed by the length of the Liffey




ObservatoryMarkets

St JamesBrewery

HeustonStation Four

Courts


Parnell Square


Street

GuinnessStorehouse

SS Augustineand John

Tara StreetStation

St Audeons





St Stephens Green

Grafton Street


TrinityCollege

Pearce Station

Custom House

Connolly Station

IFSC

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Point Depot

5 minutes walk

acting as the potential backbone or new spine of the Central District. In turn, the Liffey anchors a sequence of minor longitudinal axis, that link destinations and subareas, exerting a strong push-and-pull or call-and-response to one another.

St James Square



SmithfieldMarket Square Mayor Sq.

SpencerDock

Merrion Square

College Green

Henry Street

OConnell Plaza

Parnell Square

St Stephen's Green

St Patrick'sPark

St Audeon's Park

Christchurch Place

DublinCastle

HeustonStation

Pheonix Park

Irish Museumof Modern Art

The Point

ConnollyStation

Busaras

Tara StreetStation

PearseStation

Grand Canal Dock

Grand Canal Dock

Station

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15 1510 1020 20 252530

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5 minutes walk

Key

Key space

Connecting route

LUAS

30

6.3.1 Spatial structure proposedThe aim of the proposed spatial structure is to create a sequence or serial reveal of pedestrian friendly streets and spaces that reinforce both the existing northsouth primary axis between Parnell Square and St Stephens Green and a series of new, primarily

pedestrian axis, that run directly parallel to the River Liffey. These are Heuston Station to Connolly Station (partly complete), the City Quays between the Four Courts and the Custom House; and Heuston via Christchurch and College Green to Merrion Square. The pivitol space within the proposed structure is



K

centred on OConnell Bridge, linking north to the GPO Plaza, south to a reconfigured space linking to College Green and west along the Quays. This sequence of spaces is the key to connecting all points of the proposed diamond.

5 minutes walk

Key

Civic spine and river

River

Interchanges

6.3.2 Spatial structure extending the civic spineTo reinforce the proposed diamond of activity and expanded Central District, the potential exists to extend the current civic spine concept to include the cluster of major destinations at Merrion Square and Grafton Street, St Stephens Green/Harcourt Street.

This cruciform could become a core component of the mental map and the basis for an extended programme of public domain improvements to reduce the impact of traffic. This proposal must be seen as a crucial first step towards realigning the citys centre of gravity on the River Liffey and the Quays.



In due course, the cruciform could be extended to form a central ring of interconnected pedestrian routes and reconfigured spaces at College Green, Christchurch Place, Market Square and O Connell Plaza (completed). This would return the heart of Dublin to the pedestrian.

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Key

Civic spine and river

River

Primary network

Network to be developed

Interchanges

6.3.3 Spatial structure primary linking routes The need to extend the primary routes east-west along the Liffey corridor is compelling. Some sections of these routes have seen recent improvement such as Henry Street, but the onward link to the Markets, Smithfield and the National Museum is poor; as is

the link west from Christchurch towards Guinness and Heuston. Whilst some destinations and areas are yet to be fully consolidated, creating good quality pedestrian and public transport connections is an essential part of the process. The eastwest primary routes will be integrated with additional north-south



connections between points of arrival, destinations, destination areas and interchanges. The resulting indicative pedestrian network requires detailed development. Development of the route hierarchy will inform the detailed design of public domain and wayfinding projects.

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5 minutes walk

Key

Interventions

6.3.4 Spatial structure reconfiguring streets and spacesA key element of a citys urban structure is how urban spaces can be reclaimed and configured to support the underlying pattern of pedestrian movement. In many European cities a direct

correlation can be identified between the level of interconnectedness between streets and spaces, and both the movement and land use structure. Successful cities are those where these elements become self reinforcing, having been planned and structured to work together rather than in isolation.



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1 Heuston Station/Guinness Brewery Plaza2 Riverside spaces3 St Audeons Park/

Cornmarket junctio

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