PHIBSBOROUGHLOCAL AREA PLAN 2015DRAFT

DUBLIN CITY COUNCIL 2015

PHIBSBOROUGH LOCAL AREA PLAN 2015

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Chapter 1: Introduction 1 1.1 Introduction 2 1.2 Amending the 2008 Local Area Plan 21.3 Plan Area 21.4 Local Area Plan Preparation Process 4

Chapter 2: Review and Statutory Context 5

2.1 Review of 2008 Phibsborough/ Mountjoy LAP 62.2 Policy and Statutory Context 7

Chapter 3: Vision & Key Objectives for Phibsborough 11

Chapter 4: Historical Context and Character of Area 13

4.1 Historic Evolution 144.2 Character Appraisal 154.3 PopulationProfile 22

PHIBSBOROUGH LOCAL AREA PLAN 2015

TABLE OF CONTENTS

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Chapter 5: LAP Development Strategy 24

5.1 Introduction 255.2 Landuse 25 5.3 Housing 285.4 Economic Development and Employment 30 5.5 Movement and Transport 32 5.6 Public Realm and Green Infrastructure 365.7 Community and Social Infrastructure 42 5.8 Built Heritage and Conservation 47 5.9 Arts, Culture and Tourism 51 5.10 Water Services and Other Infrastructure 56 5.11 Sustainability Strategy 59

Chapter 6: Key Site Framework Strategies 60 6.1 Introduction 616.2 Mater Hospital 626.3 Phibsborough Town Centre 65 6.4 Printworks/SmurfitSite 706.5 Cross Guns Bridge 74 6.6 Mountjoy Prison Complex 78 6.7 Other Key Development Opportunities (NCR, Dorset St) 81

Chapter 7: Implementation and monitoring 82

7.1 Introduction 83 7.2 Achieving Objectives 837.3 Phasing 83 7.4 Implementation, Monitoring And Review 83

Chapter 1

Introduction

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This chapter sets out the framework for preparing a Local Area Plan for Phibsborough

CHAPTER 1 : INTRODUCTIONPhibsborough Local Area Plan 2015 Chapter 1

1.1 Introduction

The Phibsborough Local Area Plan (LAP) is a statutory 6-year Plan covering an area of 177 hectares in one of Dublins oldest and best known neighbourhoods. It is an important District Centre for the local and surrounding community and is home to institutions of national significance, includingMountjoy Prison, the Mater Hospital and Dalymount Park.

ThePhibsborough/MountjoyLAPwasfirstadoptedbytheCityCouncil on the 6th October 2008, covering the same plan area and following on from an intensive 2-year public engagement and consultation process. It had a stated life span of 6 years. The 2008 Plan was prepared to guide and directdevelopment inrelationtoanumberofkeysignificantsites which were anticipated to come forward for redevelop-ment. At that time it was government policy to close Mountjoy Prison and relocate it to Thornton Hall, and to locate the new National Paediatric Hospital on the site of the Mater Hospital. In addition Bohemians Football Club had plans to relocate from Dalymount Park, and both the former Shandon Bakery site at Cross Guns Bridge and the Smurift printworkson Botanic Road had ceased operations. It was anticipat-ed that these sites would be redeveloped, thus bringing an economic uplift and an increase in the residental population.

Seven years on, the area has endured the full force of the economic downturn and the anticipated redevelopment has not occurred. The Government now plans to locate the National Childrens Hospital on the St. Jamess hospital site in Dublin 8, and while it remains Government policy torelocate the prison, it is not within any current capital spending programme, and is not anticipated within the life of this current plan. There does however remain a few key sites where development may occur, and when considered along-side the current public investment in the LUAS cross city proposals, the importance of these sites in consolidating the City is recognised.The LAP seeks to provide direction as to the appropriate use, density and form that these sites may take.

Given the lack of development expected to occur on the Mountjoy Prison site within the life of the new amended plan,it was decided to rename the LAP the Phibsborough Local Area Plan, rather than the Phibsborough/Mountjoy LAP.

In addition to providing guidance for the redevelopment of a number of key sites, the Local Area Plan seeks to take a more holistic look at the wider Phibsborough plan area, and to incorporate measures to enhance the overall appearance and functionality of the area. The Development Strategy highlightsareaswherecurrentdeficienciesexistandidentifiesobjectives and actions for improvement both within the public realm and for the overall social and economic sustainability of the area.

The overall aim of this Local Area Plan is to manage future development in an integrated and holistic manner and to provide an attractive sustainable environment. This Local Area Plan, on coming into effect, will remain in force for a period of 6 years, after which time, it must be revoked, reviewedoranewplanmade.TheCouncilmayafterfiveyearsdecide to extend the life of the plan for an additional 5 years.

1.2 Amending the 2008 Local Area Plan

The Planning & Development Act, 2000 (as amended) provides that a planning authority may, at any time, prepare a local area plan for any particular area within its jurisdic-tion which the planning authority considers appropriate, in particular for areas which require economic, physical and social renewal; and for areas likely to be the subject of large-scale development within the lifetime of a development plan.

The Local Area Plan must state the period for which the plan is to remain in force, and the planning authority is required, at least every six years after the making of the previous plan, to either revoke or amend the current plan or to make a new one. On the 7th April 2014 the members of the City Council voted to amend the 2008 Phibsborough/Mountjoy Local Area Plan. The rationale for these amendments is set out in more detail

in the following chapter.

1.3 Plan Area

The boundary of the Phibsborough Local Area Plan remains unchanged from the 2008 plan, covering a total of 177 hectares. This boundary was defined by the followingconsiderations: Phibsborough village and surrounding residential streets are the core of an identifiable catchmentarea; the need to integrate and co-ordinate a number of key development sites which may come forward for redevelopment; the inclusion of adjoining residential communities likely to be impacted upon by development of the major sites; the inclusion of existing and proposed public transport nodes in the vicinity; and the outcome of previous consultation processes with the community and their public representatives.

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Phibsborough Local Area Plan 2015 Chapter 1CHAPTER 1 : INTRODUCTION

Fig 2. LAP Plan Making Process

Fig 1 LAP Plan Area (Aerial)

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CHAPTER 1 : INTRODUCTIONPhibsborough Local Area Plan 2015 Chapter 1

PROJECT TEAM&

SURVEY ANALYSIS

INITIAL MEETINGCONTACT ANY

STAKEHOLDERS, COMMUNITYGROUP & CLLRS

BRIEF

PROJECT TEAM&

CREATE WORKING GROUP -ALL RELEVANT DEPARTMENTS

ISSUESPAPER

DRAFTLOCALAREAPLAN

PUBLIC CONSULTATIONON THE ISSUES PAPER

ANALYSIS ON FINDINGS FROMISSUES PAPER CONSULTATION,

REPORT TO Cllrs.PRODUCE DRAFT PLANWITH Cllrs AGREEMENT

PUBLIC CONSULTATIONON DRAFT LOCAL AREA PLAN

ANALYSIS ON FINDINGS FROMDRAFT LAP CONSULTATION,

REPORT TO Cllrs.

ADOPTORAMENDDRAFTLOCALAREAPLAN

ADOPTORAMENDDRAFTLOCALAREAPLAN

FINALLOCALAREAPLAN

MONITORING & IMPLEMENTATION

DEVELOPMENTPLAN

IF AMENDEDREPEAT PUBLIC

CONSULTATION STAGES

DUBLIN CITY COUNCILDEVELOPMENT PLAN

2011 - 2017IDENTIFIES THE LAP

LOCATIONS

Submissions and observations on the Plan are invited.

During the 6-week period, the Plan will be available for viewinginDublinCityCouncilsCivicOfficesatWoodQuay,in the Phibsboro Library and on-line on the DCC website.

A copy of the draft LAP is being sent to bodies prescribed under the Planning and Development Act including the Department of Environment, Community and Local Govern-ment (DECLG) and the Department of Education and Skills (DES) .

Next Stages:

Stages 4 and 5: Preparation of the Chief Executives Report on Submissions/ Observations and public display of any alterations and Making the Adopted Plan:

Once the current consultation period is closed, a Report will be prepared on the submissions received and this will be presented to the Council for consideration (not later than 12 weeks after the public notice). At that stage the Council may decide to adopt the plan as it currently stands, or they may make changes to it. If material changes are made these changes will be placed on public display seeking further comments for a period of 4 weeks.

The Local Area Plan shall have effect 4 weeks from the day that it is made.

The adopted LAP, Phasing, Monitoring and Implementa-tion Just as important as the preparation and adoption of the LAP, continual monitoring of progress towards achieving stated policies and objectives is an integral element of the LAP process, particularly if an LAP is to be effective and deliver identifiableprogresson theground.Detailsof theproposedimplementation and monitoring process is set out in chapter 7.

An overview of these stages for this LAP is outlined below.

Stage 1: Pre-Draft Research and Public Consultation Phase. On the 7th April 2014 the elected members of the City Council voted to amend the 2008 Local Area Plan for Phibsborough/Mountjoy. Following this early stage analysis and review commenced, and an Issues Paper was prepared to help generate discussion and public interest prior to the preparation of the amended/new Draft Plan. The Issues Paper was put on public display from 7th July to the 5th August 2014,availableintheCivicOfficesWoodQuay,thePhibsboroLibrary and on-line. A public notice was placed in the newspaper and interested parties were notified, includingthose who made submission on the 2008 Plan. Use was also made of the DCC facebook and twitter accounts to help notify members of the public. In addition, an on-line questionnaire was available on the City Council website and members ofthe City Council were available locally in the area to assist with any queries on the following dates:

10thJulyattheSt.FrancisXavierCommunityCentre, Dorset Street 15thJulyatSt.PetersClub,CabraRoad 19thJulyattheWellingtonCentre,WellingtonStreet Upper

This stage in the process was non-statutory and was under-taken to stimulate interest and to invite submissions from members of the public on matters relevant to the LAP.

Stage 2: Draft Local Area Plan Preparation Phase. The submissions received during Stage 1, and consultations with various other stakeholders including landowners,National Transport Authority, Waterways Ireland, Department of Education and Skills etc, combined with the need to integrate the LAP with national, regional and Council policy (see Chapter 2 Statutory Context), all have inputted into the content of the Draft LAP. The preparation work on the Draft LAP was also required to comply with EU directives including Strategic Environmental Assessment, Appropriate Assessment and Strategic Flood Risk Assessment processes.

Stage 3: Public Notice and Draft Local Area Plan PublicDisplay (current stage) The current stage of the LAP process involves placing the draft LAP on public display for a period of 6 weeks.

1.4 Local Area Plan Preparation Process

The process of preparing a Local Area Plan can be summa-rised in a number of key stages:

(1) Pre-draft stage of research and consultation;(2) Draft LAP Preparation Phase(3) Public Notice and Draft LAP Public Display (current stage)(4) Preparation of Managers Report on Submissions/ Observations and public display of any alterations.(5) Making the Adopted Plan.

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Chapter 2

REVIEW &STATUTORY CONTEXT

This Chapter sets out the outcomes from the review process undertaken and the statutory policy context within which the Local Area Plan sits. These two elements are key in understanding the changes made since the 2008 Plan, and play a key role in understanding the Vision for the area.

CHAPTER 2 : REVIEW & STATUTORY CONTEXTPhibsborough Local Area Plan 2015 Chapter 2

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PHIBSBOROUGH / MOUNTJOYLOCAL AREA PLAN

2.1 REVIEW of 2008 Phibsborough/ Mountjoy LAP

On the 7th April 2014 the members of the City Council voted to amend the 2008 Local Area Plan for Phibsborough/Mountjoy, in keeping with the Planning and Development Acts which re-quire a local authority to either revoke, amend or make a new Local Area Plan, six years from the making of the previous one.

Local Area Plans are generally prepared for areas which need economic, physical or social renewal and for areas subject to large scale development during the lifetime of the plan. When the first LAP was drawn up for Phibsborough in 2008, it was anticipated that significant development would occur on a number of key sites, namely:-

1. The Mater Hospital (including the new national Childrens Hospital)2. Mountjoy Prison Complex3. Phibsborough Village Centre (including the relocation of Bohemian FC)4. Printworks/ Smurift Site5. Cross Guns Bridge6. Mount Bernard Park

2.1.1 Changes Required

In the years since the adoption of the original plan, little development has commenced on the key sites due to a num-ber of reasons including the economic recession, but also due to changes in Government policy, the latter of which has significant implications for the future vision of some of these sites. The following points summarise some of the key areas where changes to the LAP were required:

Mountjoy Prison Complex: In 2008 the lands of the Mountjoy Prison Complex were to be brought forward for redevelopment, following the Governments decision to decommission Mountjoy Prison, and relocate it out of the City, to Thornton Hall, Rolestown. Since then the Government has decided to retain the prison at Mountjoy in the near future, thus eliminating opportunities for redevelopment of this site within the lifetime of the Plan.

Mater Hospital: This site is the only key site to have experienced development with the construction of the new adult hospital. However, when the LAP was prepared, it was also proposed to locate the new National Paediatric Hospital on the site of the Mater Hospital. Following a refusal by An Bord Pleanla for permission on this site, and a follow-up detailed review, the Government has now decided to locate the new Childrens Hospital on the grounds of St. Jamess Hospital, Dublin 8.

Phibsborough Village Centre: The ambitious plans for Phisborough Village Centre in the LAP are in keeping with its status as a Key District Centre in the Development Plan (formerly a Prime Urban centre), providing a compre-hensive range of commercial and community services. At the time the 2008 LAP was being prepared Bohemians Football Club were exploring the possibility of relocating to newer purpose built facilities in Harristown. However changed circumstances have seen a reversal on their pro-posals to relocate, and the club now plans to remain at Dalymount Park in Phibsborough.

Rail: When the 2008 LAP was prepared it was envisaged that Metro North would be developed within the life of the Plan, with a stop at the Mater Hospital and Drumcondra serving the area. Changed national fiscal circumstances

have resulted in the shelving of the Metro North proposals in the short-medium term. However, on a positive note, the enabling works for the Luas Cross City have commenced, and it is hoped that this line will be in operation by the end of 2017.

Bus: Objectives from 2008 to improve the Quality Bus Corridors along Finglas Road/Phibsborough Road and Dorset Street have been carried out. New proposals emerging from the National Transport Authoroity include the provision of a BRT route along Dorset Street linking the City to the Airport.

Other amendments to the plan stem from objectives having since been met, for example, improvements to Mount Bernard Park and the new playground and multi-use games area at Blessington Street Park; the design of the new pedestrian/cycle route along the Royal Canal Way, the development of a mobility management plan with the Mater Hospital; and the addition of buildings to the record of Protected Structures.

Other amendments will stem from analysis of proposals that were deemed unsuitable/ not capable of delivery.

With the exception perhaps of the Mountjoy Prison site (in the short-term anyway), the key development sites still offer excellent opportunities for development and regeneration. A Local Area Plan provides the opportunity to shape the development of these sites, by putting in place policies and objectives to guide their development, and to ensure that they contribute positively to the creation of successful, sustainable and attractive places, thus enhancing the overall Phibsborough area.

2.1.2 Feedback from Consultation

Before preparing this Draft Local Plan, a public consultation process was undertaken to gather information and opinions as to what changes should be made to the Local Area Plan, and what should be the focus in the new amended Plan.In total 108 submissions were received from individuals and organisations including:

1. Elected Members of the City Council2. Members of the public3. Residents associations, community groups, non-govern-

mental agencies, etc.

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Regional Planning Guidelines for the Greater Dublin Area 2010-2022

4. Prescribed bodies, e.g. the Department of Environment, Community and Local Government (DoECLG) and the

Department of Justice, Equality and Law Reform.

A report summarising the issues raised during this process was prepared and submitted to the members of the City Council (and is available on the City Council website). Some of the issues which emerged from these submissions include:

Travel: Improvements should be made to aid pe-destrian and cyclist movement, with an extension of dublinbikes and local traffic calming. An objective should also be included for a station at Cross Guns Bridge.

Environmental improvements: this should include tree planting, flower baskets on Main Streets, improved shop-fronts, improved litter cleaning and public lighting. A new public space to the front of the Shopping Centre should be provided.

Green Spaces: Include more allotments and childrens play areas; develop water based amenities; expand Mount Bernard Park while improving security.

Height: The LAP should review heights allowable on the Mater Site.

Housing: There is a proliferation of hostel type accommo-dation in the area.

Amenities: There is a demand for a Primary Care Centre, community centre, a swimming pool, schools particularly Educate Together schools and crche facilities.

Dalymount Park: The retention and upgrading of Dalymount Park should be sought in order to accommo-date sporting and entertainment events, and a possible museum.

Phibsboro Shopping centre: There was mixed opinion as to whether the tower should remain or be demolished. Either way improvements to the public realm and shopping facilities where sought.

History & Culture: Local history and culture should be pre-served and highlighted wherever possible.

Dublin City Council have taken the feedback from the consultation, and the views expressed, into considera-tion in the preparation of the draft local area plan now being submitted for formal consultation as provided for in the Planning Acts. Also taken into account is the statutory policy context as set out below.

2.2 POLICY AND STATUTORY CONTEXT

The overarching theme of national planning policy which in-forms this LAP is the consolidation and sustainable use of land in urban areas, particularly urban environments well served by public transport.

Urban consolidation is a key component in the achievement of sustainable development, economic competitiveness, com-munity well-being, environmental protection and in order to achieve full economic value from investment in public infra-structure.

This LAP is informed by, and in keeping with, the policy hierarchy of national, regional and City planning policy, the key provisions of which are detailed below. The purpose of this LAP is to translate national and regional policy to the local level, in accordance with the provisions of the Dublin City Development Plan currently in operation.

2.2.1 National Spatial Strategy 2002 2020

The National Spatial Strategy for Ireland (NSS) is a twenty year planning framework designed to promote balancedregional development, by seeking to optimise the use of scare resources by setting the spatial development of Ireland on a more sustainable path in economic, social and environmen-tal terms. The NSS recognises that Dublin, as the capital city, plays a vital national role and that the performance of its economy is essential to the success and competitiveness of the national economy.

In order to ensure that Dublin fulfils this role, the strategy clearly sets out that it is not economically, socially or environmentally sustainable for low-density suburban growth to continue to spread throughout the Greater Dublin Area. It calls for the consolidation of the metropolitan core, including all lands within Dublin City Council administrative area, as a critical requirement to underpin increased investment in high quality public transport infrastructure.

The NSS outlines measures to achieve a consolidated city; including effective integration of land use and transportation planning and the optimum use of all brownfield, vacant or underutilised lands; particularly where they are in proximity to public transport corridors.

2.2.2 Capital Investment Programme 2012- 2016

The Infrastructure and Capital Investment Programme 2012-2016: Medium Term Exchequer Framework by the Depart-ment of Public Expenditure and Reform prioritises Govern-ments expenditure in implementing the policies and objectives of the NSS. This medium-term framework, at National level, prioritises the provision of new schools, a new National Childrens Hospital and job creation/ enterprise develop-ment. Of particular relevance to the Phibsborough LAP is the commitment to funding the cross city LUAS line BXD in addition to funding for Smarter Travel including cycle ways and upgrading of Quality Bus Corridors. This programme also postpones any investment in the provision of a new prison at Thorton Hall in the short-term, and also postpones investment in Metro North.

2.2.3 Regional Planning Guidelines for the Greater Dublin Area 2010 2022

The Regional Planning Guidelines for the Greater Dublin Area 2010 2022 (RPGs) provide a long term planning framework for the development of the Greater Dublin Area (the four Dublin Authorities, Meath, Kildare and Wicklow) by giving regional effect to national planning policy under the National Spatial Strategy. The Regional Planning Guidelines promote the consoli-

dation of development within the metropolitan area, and the achievement of sustainable densities in tandem with a much enhanced multi-modal transport system.

The guidelines set out a strategic vision for the GDA, empha-sising the role of Dublin as a major European city region, and as the driver of economic activity in the State. The settlement hierarchy seeks to prioritise and focus investment and growth in areas where integration in services, infrastructure, trans-port, economic activity and new housing can best be achieved. This approach reflects the prioritisation of public transport infrastructure, reducing the need to travel and a reduction in greenhouse gas emissions as set out in a number of govern-ment policy documents such as Transport 21, Smarter Travel, and the National Climate Change Strategy.

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Greater Dublin Area Draft Transport Strategy 2011-20302030 vision

The redevelopment of underutilised sites within the Phibs-borough area, which is well served by public transport, within easy reach of the City Centre, and well served by public and community infrastructure is a prime example of the how such integration can best be achieved.

2.2.4 Smarter Travel A Sustainable Transport Future 2009 2020

The overarching aim of this document is that by 2020 future population and economic growth will occur predominantly in sustainable compact locations. It sets out how the govern-ments vision of sustainable travel and transport in Ireland by the year 2020 can be achieved. A target of reducing car based commuting from 65% to 45% nationally by 2020 is set.Five key goals of Smarter Travel A Sustainable Transport Future are to:1. Reduce dependency on car travel and long distance commuting2. Increase public transport modal share and encourage

cycling and walking3. Improve quality of life and accessibility for all4. Improve economic competitiveness through increased efficiency of the transport system, and5. Reduce green house gas emissions and dependency on

fossil fuels.

The document promotes the use of consolidation as a planning approach to deliver these key goals by making more sustainable modes of travel viable and available.

2.2.5 Greater Dublin Area Draft Transport Strategy 2011 - 2030: 2030 Vision

The Greater Dublin Area Draft Transport Strategy 2011-2030 contains a set of 84 measures, designed to support the Greater Dublin Area (GDA) in meeting its potential as a competitive, sustainable city-region with a good quality of life for all. It adopts and sup-ports the settlement hierarchy outlined in the Regional Planning Guidelines and seeks to

implement national objectives set out in the Govern-ments Smarter Travel Strategy. As such the focus is on encouraging development within the canal area of

Dublin City, promoting and encouraging walking and cycling, developing public transport facilities and managing travel demand.

Following on the from the 2030 Strategy, the National Transport Authority produced an Integrated Implementation Plan 2013-2018 outlining key measures for immediate implementation, including the following:

the development of a Bus Rapid transit system from Swords/Airport to the City Centre and from Blanchards-town to the N11;

the completion of the Luas Cross City line; the introduction of train services along the Phoenix Park

tunnel linking Heuston and Connolly Stations (stopping at Drumcondra);

the expansion of the dublinbikes scheme; the implementation of the GDA cycle network.

The Plan also contains an objective to protect or progress Metro North in line with the Governments decision on the next capital plan.

2.2.6 Retail Strategy for the Greater Dublin Area 2008-2016

The purpose of the retail strategy is to guide the activities and policies for retail planning across the seven Councils of the Dublin and Mid East Region and to set out a coordinated,sustainable approach to the assessment and provision of retail within the GDA. This is to ensure retail is provided in tandem with population growth on suitable sites, and in areas of proven need. This is to safeguard existing town centres from potential detrimental impacts.

The central key objective arising from the overall vision is to promote the vitality and viability of town centres by:

planning for the growth and development of existing centres; promoting and enhancing existing centres, by focusing

development in such centres and encouraging a wide range of services in good environments which are accessible to all;

integrating the provision of high quality retail with mixed use in towns and centres to create attractive, active places;

supporting the role of town centres as places to visit that have strong community civic functions and roles to the supporting population.

Other key objectives include enhancing consumer choice by making provision for a range of shopping, leisure and local services; supporting high quality, well designed centres and improving accessibility.

The hierarchy and policy of the strategy re-confirms the role of Dublin City Centre as the prime retailing centre for the Greater Dublin Area. Within the suburban areas it supports the development and expansion of the Prime Urban Centres, now Key District Centres, as locations of employment, retail, community and tertiary services.

2.2.7 Dublin City Development Plan 2011-2017

The Dublin City Development Plan 2011 2017 provides a clear spatial framework to guide the future growth and de-velopment of the city in a coherent, orderly and sustainable way, framed on a vision of sustainable city living and a core strategy seeking

a compact, quality, green, connected city real economic recovery, creative networks and a smart innovative city; the creation of sustainable neighbourhoods and communi-

tiesThe development plan strategy for the city has a strong policy emphasis on the need to gain maximum benefit from exist-ing assets such as public transport and social infrastructure, through the continuation of consolidation and increasing densities within the existing built footprint of the city. This is in line with the regional planning guidelines policy of consolidation of the metropolitan core. A further key aspect is that future expansion whether housing or mixed uses, occurs in tandem with high-quality rail based publictransport and on a phased basis within the context of local area plans.

Key District Centre Phibsborough is identified in the City Development Plan as one of eight Key District Centres in the City, (previously referred to as a Prime Urban Centre), and as such is iden-tified as one of the top tier urban centres, outside the city centre, with an objective to provide for a comprehensive range of commercial and community services. Within District Centres opportunities to enhance the vitality throughout the day and evening are to be promoted along with higher density development where centres are well served by public transport.

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Key Developing AreaThe entire Phibsborough LAP area, together with the adjoin-ing Grangegorman Strategic Development Zone form one of the Citys 9 Key Development Areas (KDAs), in addition to the inner city. These areas represent significant areas of the city with substantial development capacity and the potential to deliver the residential, employment and recreational needs of the city. All KDA locations within the City correspond with high levels of rail-based public transport accessibility, whether existing or planner under Transport 21. They are the means by which the City Council seeks to implement the housing strategy which is based on the targets set out in the regional spatial strategy. The Development Plan estimates that both the Grangegorman SDZ and Phibsborough LAP area have the combined capacity to deliver 800 new housing units within the life of the Development Plan.

Height Strategy The Development Plan, in providing guiding principles on building height, defines the vast majority of the city aslow-rise, with taller buildings confined to areas such as the Docklands and Heuston. Phibsborough as a key developing area and a district centre is shown as capable of providing for medium rise buildings of up to 50m in height, providingthat the height and massing do not impact negatively on protected structures and the social and historic heritage of the area. Any proposed new high buildings should create a visually and architecturally coherent and attractive contribution to the skyline. Sites in proximity to public transport hubs are particularly suitable for higher buildings.

Retail Strategy The retail strategy for Dublin city is to consolidate the city centre retail core as the premier retail destination in the state, to promote an upper tier of retail development in the KDCs (incl. Phibsborough), and a lower tier of district centres to cater for surrounding communities. Below this tier, the strat-egy provides for daily shopping needs and local services of a residential community in neighbourhood centres. This approach reflects the settlement strategy for the city and is consistent with the Retail Strategy for the Greater Dublin Area 2008-2016.

The Strategic Green Network and Green Cycle Network The Royal Canal is a Strategic Green Network and astrategic cycle network of the City Development Plan, with objectives to improve amenities and enhance biodiver-sity along its length. It is a specific objective of the City

Development Plan to develop a strategic cycle network for Dublin City connecting key city centre destinations to the wider city and the national cycle network. A key element of this objective is the provision of a new cycle link along the Royal Canal. Additional north-south routes are identified along the Canal Bank.

Housing & Neighbourhoods The DoEHLG published several guidelines in recent years relating to the governments vision for housing and the promotion of sustainable urban housing including: Quality Housing for Sustainable Communities Best Practice Guide-lines for Delivering Homes Sustaining Communities (2007); Delivering Homes Sustaining Communities Statement on Housing Policy (2007); Design Standards for New Apart-ments (2007) and Sustainable Residential Development in Urban Areas with an associated Best Practice Urban Design Manual (2008). The City Development Plan in turn builds upon and enhances the provisions within these guidelines.

Conservation The Development Plan recognises the strong heritage value of the area and the need to protect residential amenity, through the application of appropriate safeguard-ing zoning objectives. The historical character of the area is protected by the Z2 residential conservation area and Z8 zonings. In addition there is one Architectural Conserva-tion Area (ACA) for De Courcey Square, and a conservation zoning over the Royal Canal, Blessington Street Basin and a section of Berkeley Rd/ Eccles Street. The plan also supportsthe proposals within the 2008 LAP to create additional ACAs within the area.

Implementing the Core Strategy The Regional Planning Guidelines for the Greater Dublin Area set out residential allocations that inform the Core Strategy of the City Development Plan. In shaping the Core Strategy the Development Plan identified Key Developing Areas as being of significant importance in delivering housing needs for the City, of which this areais one. The LAP provides for the redevelopment of a number of key sites which (excluding the Mountjoy Prison site) are capable of delivering c.500 new residential units and bringing 1085 persons into the area. These figures are based on assumed densities, however it should be noted that each application will be assessed on its merits and taking into account individual site constraints and the need to respect residential amenity. This area will, over the lifetime

of the Plan and beyond, provide a sustainable location for new housing development at appropriate densities within the catchment of high quality public transport service, thus meeting the core policy requirement of the RPGs and the Core Strategy of the Development Plan.

2.2.8 Other Relevant Plans

Grangegorman Strategic Development Zone (SDZ) To the south-west the Phibsborough LAP area adjoins the lands covered by the Grangegorman Strategic Development Zone (SDZ). This significant land bank, formerly occupied in part by St. Brendans Hospital, is currently the focus of a significant redevelopment project, managed by the Grangegorman Development Agency, whose role it is to deliver a modern campus for the Dublin Institute of Technology, to provide the Health Service Executive with upgraded primary health and social care facilities and to provide other facilities including a new school and sports grounds for the benefit of the community. The surrounding community will undoubtedly benefit from the significant learning and research facilities, arts and cultural facilities, health, and sporting facilities, public open spaces and play-grounds, all being delivered in this location.

The Planning Scheme for the Grangegorman SDZ was adopted by the elected members of Dublin City Council on the 25th July 2011 and approved by An Bord Pleanla onthe 9th July 2012 (in accordance with Section 169 of the Planning and Development Acts). The first element of this project was delivered with the official opening of the Phoenix Care Centre on the 28th February 2013, which provides a replacement mental health facility for St. Brendans Hospital, on the North Circular Road. Large scale site infrastructure and public realm works in addition to campus facilities and the laying of playing fields have recently been completed; and the campus is now operating and serving c.1000 students. The new pitches will be ready for playing in 2015 and work has begun on the construction of the Greenway Hub, which will house the Environmental Health Sciences Institute and business incubation space. Funding approval has been granted for a new Educate Together school, just off Grangegorman Upper, and it is hoped this scheme will lodge for planning approval in early 2015. 2015 will also hopefully see the opening of the HSE newPrimary Care centre in the Old Laundry Building (a protected structure).

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Dublin City Biodiversity Action Plan 2008-2012This plan identifies the importance and range of biodiver-sity in the Dublin City area. It provides a range of actions which will help to protect and conserve these resources. The plan notes that both the Grand Canal and Royal Canal are proposed Natural Heritage Areas (NHAs). The designated area of the Royal Canal includes the central channel and adjoining banks, hedgerows, tow-path grassland, open water, related scrub and related woodland. A number of EUprotected species can be found along the Canal including Bats and Otter, the Kingfisher, and some protected flora species. This plan is currently under review.

Dublin City Canals, 2010 This study which was commissioned by Waterways Ireland in conjunction with Dublin City Council, Filte Ireland and the

Dublin Docklands Development Authority aimed to identify the recreational, tourism and commercial potential of the Royal and Grand Canals. The project sought to examine existing activities on the canals, identify achievable projects, and establish

the necessary investment and maintenance framework for the canals.

It identified a number of proposals specific to the LAP area including:

Canal corridor widening and parks integration programme Habitat and landscape enhancement programme Interpretation programme Canal arts and culture programme Animation programme Outdoor education barge, fishing pegs, public plaza and

marina at Mountjoy Prison Site. Development of canoe polo, small boat hire, club changing

facilities, and tiered seating next to the old Mill complex. Improved linkages across the railway between Binns

Bridge and Cross Guns Bridge .

Local Area Plans, Guidelines for Planning Authorities (2013) and Manual for Local Area Plans (2013)The Department of the Environment, Community and Local Government published a manual on the preparation of Local Area Plans and guidelines to assist in the making of effective local area plans. Both of these publications have been consid-ered during the preparation of this LAP.

CHAPTER 3

VISION & KEY OBJECTIVESFOR PHIBSBOROUGH

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This chapter sets out the overall vision for the lap area, and the objectives required to achieve such.

12

The overall vision for Phibsborough remains unchanged from the 2008 Plan, that is: -

.. to deliver a place where people want to live and work, now and in the future; a neighbourhood which meets the diverse needs of existing and future residents; is sensitive to its environment; contributes to a high quality of life; is well designed, well planned, well built and well managed; is safe and inclusive, and offers equality of opportunity and good services for all.

The LAP sets out a vision for the regeneration of Phibsbor-ough as a sustainable integrated urban neighbourhood, or an Urban Village. While changed economic fortunes and Government policy has necessited alterations to theobjectives for some of the Key Sites, the overall vision for the area still hopes to see it develop as a compact thriving urban community, with a mix of uses providing a range of facilities and services required for the area to function as an economi-cally and culturally dynamic - and socially inclusive - urban community.

Irelands overriding planning policy document - the National Spatial Strategy - has advocated the integrated urban neigh-bourhood as the alternative to suburban sprawl. According to the NSS, the principal advantage of the urban neighbour-hood concept - or Urban Village - is that it can deliver efficient use of land, provision of services and quality public transport effectively and economically.

The unanimous conclusion of the various statutory documents which must be adhered to, is that, to be sustainable, an urban neighbourhood should be mixed-use, combining work, living and essential services; it must be big enough to support a range of services and amenities, and small enough to foster a sense of belonging and community; it should be sufficiently dense to enable all of its essential facilities to be within walk-ing distance of the centre. The LAP provides an opportunity to enhance the quality of the areas community and social infrastructure; through the provision of additional community, leisure and recreational facilities.

The neighbourhood should be well designed with attractive pedestrian-oriented open spaces; it should be planned around public transport, with less driving for everyday needs; it should be diverse and adaptable to future demands; it should consolidate the structure and form of the urban area.

Along with its existing and former railway infrastructure, Phibsborough has an industrial heritage associated with the Royal Canal and its Broadstone Branch. Major institutions - notably St. Peters Church, the Mater Hospital and Mount-joy Prison - are part of a rich architectural heritage, which is complemented by attractive historic streetscapes. The LAP seeks to protect and enhance this heritage as a social, cultural and economic resource for the area.

The LAP area also includes a number of valuable open spaces such as the Royal Canal, the Broadstone Park, Great Western Square, Blessington Basin and Mount Bernard Park. The plan seeks to address how these amenities - and the connections between them - can be enhanced; indicating where additional public spaces, public realm improvements and connections might be provided to create an improved sense of place and identity.

It is a key objective of the LAP that the area capitalises on the opportunities presented by the release of the major land banks for development. The plan seeks to provide clear objectives for the future of these sites, addressing issues such as density, scale, height, layout of streets and public spaces; and it sets out targets for achieving an appropriate mix of residential, employment, community and leisure uses to enhance the social and economic vitality of Phibsborough.

In summary, the LAP seeks to address a broad range of plan-ning and development issues impacting upon the growth of Phibsborough as a designated Key District Centre; its policy proposals are geared to secure the economic, social and physical regeneration of the area and provide a structured approach to the redevelopment of the high profile sites within the plan boundary. The LAP Development Strategy and Key Site Framework Strategies set out various objectives the aim of which is to achieve sustainable urban planning while meeting the needs of all existing and future residents.

In summary, the Key Objectives of this LAP include:

V1.

V2.

V3.

V4.

V5.

V6.

V7.

V8.

V9.

V10.

V11.

V12.

V13.

V14.

CHAPTER 3 : VISION & KEY OBJECTIVES FOR PHIBSBOROUGH Phibsborough Local Area Plan 2015 Chapter 3

Provide for the consolidation and coherent growth of Phibsborough as a designated Key Developing Area within the City to provide for hous-ing, employment and supporting infrastructure.

Allow for a structured approach to the redevelopment of Phibsboro Shopping Centre and Dalymount Park, a designated Key District Centre, providing an appropriate mix of uses to enhance the social, cultural and economic vitality of the area, with significant improve-ments to the public realm and recreational amenity.

Provide for the development of the Mater Hospital as a major medical centre of excellence.

Future-proof the area by allowing for a new train station on the Cross Guns Site.

Any redevelopment of the Mountjoy Prison site shall be preceded by a full conservation assessment to retain features/buildings of special interest. Consolidate the residential setting of the Smurfit site, together with appropriate community infrastructure where required.

New developments shall be fully integrated with the surrounding streetscapes with a legible network of streets and open spaces that enhances the public realm.

Building heights, form and massing standards shall be as per the City Development Plan, unless specified differently within the Local Area Plan.

Upgrade public open space and the quality of the public realm, landscaping and recreational areas in the plan area, including the expansion of Mount Bernard Park providing an important link to the Royal Canal.

Provide for the improvement of community and sporting infrastructure and programmes within the area.

Provide a high quality movement network for pedestrians, cyclists and vehicles with priority for public transport.

Protect and conserve the rich built and natural heritage of the area.

Develop the cultural, historic and tourism potential of the area.

Implement Environmental Improvements in consultation with relevant stakeholders and interest groups, including Area Committees of the City Council and local residents.

CHAPTER 4

Historical Context& CHARACTER OF AREA

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The purpose of this chapter is to briefly outline key elements of the area, describing the historic evolution, the character of the area and the current population profile. These elements all influence the development strategy for the LAP in some way.

CHAPTER 4 : Historical Context & CHARACTER OF THE AREAPhibsborough Local Area Plan 2015 Chapter 4

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4.1 HISTORIC EVOLUTION

The urban settlement of Phibsborough evolved along the main roads to Finglas and Glasnevin from the second half of the 18th century onwards. The area retains much of its distinctive Victorian character, interspersed with more recent interven-tions from different decades of the 20th century.

The oldest settlements in the Phibsborough area are to be found in the localities of Broadstone, Glasmanogue (now Constitution Hill) and Cross Guns. John Rocques 1756 map of the city identifies the area around Constitution Hill as a separate entity named Broad Stone at the crossing of the Bradogue stream. Further north, the settlement of Glasmanogue is indicated on maps until the mid 19th century. The 18th century settlement of Cross Guns can be found where Botanic Road and Finglas Road converge today.

Rocques Map showing Phibsborough area 1756

The urban core of Phibsborough dates back to the late 18th century. The name Phibsborough is believed to be derived from a Mr. Edward Phipps who bought property in the area at this time. Some early buildings survive at Moncks Place while The Turret and Phibsborough House, two former substantial detached houses within Phibsborough, were demolished in the 1970s.

The evolution of transport in the area, and in particular the Canal and the railways, has had a profound impact upon the character of the area, determining many street layouts,

bringing commerce into the area, and leaving a wealth ofrelated structures including workmans houses, railway cottages, locks, and the cuttings themselves.

The construction of the Royal Canal commenced in 1790 and continued for 27 years before reaching the Shannon in 1817. In the early days the canal terminated at the harbour in Broadstone, and not the Liffey as it does today. Here the boats were close to the city markets and to many other institutions in the area including the Richmond Penitentiary, the Richmond Lunatic Asylum, the North Dublin Union Workhouse, the Female Penitentiary, the Linen Hall and the Queens Inn.

The Broadstone Branch of the canal ran from Dakota Court/Mountjoy, down along what is now the Royal Canal Bank as far as Western Way, where is passed over Constitutional Hill via The Foster Aqueduct. This section of the canal also fed Blessington Basin (completed in 1814) and which supplied the north side of Dublin with water, including Bow Street Distillery (now Jamesons) until well into the twentieth century. The Foster Aqueduct was removed in 1951 to allow for road-widening.

A key problem with the Broadstone Harbour was its distance from the ports. The line to the Liffey soon took over andfollowing the construction of Spencer Dock (1873), and development of the railways, the Broadstone harbour was ultimately closed in 1877. With the Broadstone Branch now defunct it was decided to fill it in;- initially filling in the section between Broadstone and Blacquiere Bridge (at North Circu-lar Road) in the 1920s, and the remainder in 1956. To the south of Blacquiere Bridge this land now forms an attractive urban park with childrens playground, while to the north ofthe Bridge the library was constructed in 1936 on land once forming the canal.

The existence of the canal in the area led to the establish-ment of a number of industries along its length, including John Hills glass-manufacturing mill (near Mountjoy Prison), John Mallets iron mill (Cross Guns Bridge) and Thomas Duffys corn mill/ Pin Mill (sixth lock). Mallets mill was later converted to a grain mill and run as the North City Mills (now apartments).

In 1845 the New Royal Canal Company was purchased by the Midland Great Western Company, leading to another phase of transport led developments the rail line. The first line which

they built ran along the bank of the Royal Canal, turning south just west of the sixth lock and running in a new cutting to a terminus at Broadstone (opened 1847). A later addition (1864) extended the line along the canal to the Docklands (the Liffey Line). This latter addition led to the cutting along Whitworth Road. No stations were constructed for passengers but the line did have a siding to transport grain to the North City Mills at Cross Guns Bridge, accessed by a bridge over the canal at the sixth lock. Sections of the piers from this bridge can still be seen, although the bridge itself is gone. A competing railway operator, the Great Southern and West-ern Railway, who operated from Kingsbridge (now Heuston Station) also gained access to the docks by building a tunnel under the Phoenix Park to connect to the Liffey Line.

By the late 19th century, the Drumcondra and North Dublin Link Railway (DNDLR) was formed to promote the development of a computer line as a means of enhancing the development potential of the area. A rather complicated building programme commenced in 1896. Running eastwest across the LAP area, this line effectively split the parish of St. Columba in two, and notably led to the splitting of St. Columbas Road, St. Brigids Road and St. Patricks Road, and the creation of cul-de-sacs at David Rd, Wigan Rd and Claude Road. A pedestrian bridge over the track (formerly the Iron Bridge) opened in 1911 to help reunite the parish. The line of Lindsay Road subsequently followed the line of the railway. Two stations opened along this stretch of railway, at Glasnevin and Drumcondra (1901). All that remains of the Glasnevin s tation today is a small redbrick building, once the ticket office, between the Porterhouse North public house and the Charleville Lawn Tennis Club.

Ordnance Survey Map 1912

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area; and the presence of large institutions and landmark structures.

For the most part, the Phibsborough area consists of two-storey terraced housing built near the end of the 19th century or in the early part of the 20th century and this defines the character of the area. The main exception is where the three and four storey Georgian city extends into the southeast corner of the area, at Blessington Street, Eccles Street and Synnott Place. Patches of late-Georgian, mostly two-storey developments can be found in areas southwest of Doyles Corner, at Monck Place, Phibsborough and PhibsboroughAvenue. The commercial hub of the area at Doyles corner is defined by three-storey, red-brick terraces.

The predominantly low-rise character of the area is inter-rupted by a few larger institutions and higher landmarks. The Mater Hospital and Mountjoy Prison occupy large areas east of Phibsboroughs urban centre. Other significant land-marks in the area include St. Peters and St. Josephs Church, the floodlights at Dalymount Park, the commercial tower at Phibsboro Shopping Centre, the Mill buildings at the Royal Canal, and a chimney stack in the former John Player Tobacco factory (Smurfit site). Just outside the LAP area key landmarks include Broadstone and the tower at Glasnevin cemetery.

The LAP area is best understood by examining differentlocalities which have a certain character. This network ofdiverse areas forms the wider neighbourhood of Phibsbor-ough.

The Drumcondra station which was closed in 1910 underwent a number of changes and occupiers, reopening again as a station in 1998.

By the 1870s another form of transport was serving the ever expanding city, in the form of trams. The City was extend-ing out through Phibsborough, via Blessington Street and Berkeley Road, up along Phibsborough Road into Glasnevin and out along the North Circular Road to the Phoenix Park, and also along Dorset Street into Drumcondra. These arteries were originally served by horse-drawn trams, and eventually by electrified trams (c. 1900). The last tram which ran in the area ceased in 1938.

The North Circular Road was originally laid out in the 1780s, in what was at the time open countryside, and forming an arc from the Phoenix Park to the harbour at North Wall. It marked the periphery of the expanding 19th century city and became the location for numerous institutions and amenities during the 19th and early 20th century, most notably St. Peters Church (1862), Mountjoy Prison (1850), the Mater Hospital (1855) and Dalymount Park (1901). The character of Phibsborough is also defined by large areas of residential development. A number of houses from the first half of the 19th century survive, generally built of yellow-brown brick with parapet fronts and steps up to the ground floors. The consolidated development in the latter half of the 19th century left a fine stock of red-brick terraces associated with the Victorian period (see following section on character appraisal). During the 20th century the role and function of Phibsborough gradually declined with the closure of Broadstone rail station (closed to public traffic, 1937), the discontinuation of usage of the Royal Canal (1961) and the general stagnation of the Irish economy. Despite investment such as the development of the Phibsboro Shopping Centre (1968) and local authority housing projects built mainly along Phibsborough Road, the area continued to stagnate with the malaise in the Irish economy, particularly acute on the north side of Dublin.

4.2 CHARACTER APPRAISAL

The physical character of the Phibsborough area is mainly determined by four key elements: the legacy of the nineteenth century canal infrastructure; the transport corridors cutting through the area, the pattern and density of housing in the Fig 3. Historic Evolution (as per 2008 Phibsborough/ Mountjoy LAP)

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Phibsborough Road (South)Phibsborough Road is a broad thoroughfare leading northward from Broadstone, forming one of the historic radial routes which converge on the medieval centre of the city. The road is disparate in character, the lower southern end having good early 19th century houses overlooking a dip in the road, bounded by stone retaining walls, which formed the approach to the low arch of the Foster Aqueduct, which was demolished in 1951.

The eastern side of the road is dominated for most of the way up to Doyles Corner by a mix of local authority and private three-storey red and yellow brick housing of undistinguished quality. The western side is more disparate, characterised by short residential terraces of varying style, a modern fire station and the historic All Saints parish church of Grangegorman dating originally from 1828.

North of Monck Place, the scale and width of Phibsborough Road is more intimate, with small one and two-storey buildings of varying size and materials built out to the pavement, many with shops at ground level. The architectural character of this part of the street is in the main determined by simple Victorian red-brick buildings with decorative features such as curved gables, timber bargeboards and brickdetailing.

Doyles Corner and Phibsborough Road (North)The main road junction of North Circular Road and Phibsborough Road, known as Doyles Corner, forms the hub of the village of Phibsborough. It is articulated by four three-storey late 19th century buildings, which underpin the commercial character and urban density and are an identifiable landmark of Phibsborough.

North of Doyles Corner, Phibsborough Road widens and the historic character of the road makes way for modern buildings, dominated by the concrete-panel clad office tower of the Shopping Centre, the tallest building within the LAP study area. The single-storey retail element of the centre, with visible rooftop car parking is set back from the street with further car parking in front. The opposite side of the road contains predominantly late 20th century brick-faced buildings of little architectural merit, with more frontage parking contributing to the loss of enclosure for the street. The proliferation of bollards further detracts from this streetscape.

North Circular RoadThe North Circular Road was laid out in open countryside in the 1780s, forming an arc from the Phoenix Park to the harbour at North Wall. It marked the periphery of the expanding 19th-century city and varies in character along its length.

Within the LAP area, the western section of the North Circular Road is tree-lined and flanked by large mid-19th century red-brick houses with generous front gardens. Some late Georgian houses can be found at the continuation of the road as well as along the neighbouring Cabra Road. Where both roads converge, St. Peters Church dominates the streetscape with a tower of over 60m in height. Fine two-storey residential Victorian terraces border the northern side of the North Circular Road at Dalymount Terrace, while the visual character of the street suffers from a variety of poorly presented shops and signage on the opposite side.

From Doyles Corner, the North Circular Road slopes downward towards Dorset Street, dominated by the frontage of the Female Prison and the new grand entrance to the Mater Hospital. The western end of the road is flanked by modest Victorian housing.

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Phibsborough Local Area Plan 2015 Chapter 4CHAPTER 4 : HISTORICAL CONTEXT & CHARACTER OF THE AREA

The Borough and Monck PlaceThe area known as the Borough, comprising Phibsborough, PhibsboroughAvenue, Castle Terrace and Nortons Avenue retains an intimate scale and a loose pattern of narrow streets, with a considerable number of houses of historic value. These include a three-bay late Georgian house terminating at Phibsborough Avenue and a pair of houses, 338 and 340 North Circular Road, hidden away behind later shops, as well as a number of houses on Phibsborough, including an interesting pair at nos. 12 and 13. The area is, however, interspersed with mid-20th century suburban-type houses and an intrusive industrial building, as well as recent developments of brick housing, mostly of low design standard, on the sites of former detached 18thcentury houses demolished in the 1970s.

Great Western Square & Avondale RoadGreat Western Square consists of three red-brick terraces of uniform design arranged around a green, and built in 1884 for railway employees, adjoining the Broadstone railway line. The square retains a neat orderly quality and unique secluded atmosphere.

Avondale Road is overlooked for much of its length by the backs of the eastern side of Great Western Square, facing a terrace of small artisans houses on the opposite side. The view to the north is of the intricate Gothic Revival chancel and transept of St. Peters Church and the mature grounds and picturesque skyline of the presbytery buildings.

Dalymount Park & Surrounding StreetsThe grounds at Dalymount Park have been home to Bohemian Football Club since 1901, historically hosting many key international matches, but more recently used more for home games of Bohemians FC. As such the site itself is of local and national sporting heritage significance. There is however little built fabric of interest remaining, with the late 20th century stand building to the south retaining some elements of the original stand by Archibald Leitch from c.1930. Tucked behind the Phibsboro Shopping Centre and the residential terraces of Connaught Street, St. Peters Road and Dalymount, the exists to the public street are non-descript and poorly maintained. The only real defining feature locally is the unattractive flood-lights which dominate the skyline. The area to the north and west of Dalymount is dominated by middle-class houses of the Victorian era. Red-brick, two-storey terraces dominate the streetscapes, generally with front gardens and railings. Canopies and canted bay windows are features that can be found on buildings along St. Peters Road and Connaught Road. The plain late Victorian three-storey housing at Cabra Park has a distinctive military character.

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Prospect Road & Botanic RoadProspect Road leads to the fork of the roads to Finglas and Ballymun, the area known on earlier maps as Cross Guns. Forming a local service function itcontains a mix of building styles. Occupying a dominate position is the Art Deco building housing Porterhouse North, built in 1931 it was once the head office of the Iona National Airways. On crossing the railway line the western side of the road is dominated by the 1860s railings and mature grounds of the former St. Vincent de Paul Orphanage (now Dalcassian Downs), and the free standing 19th century Hedigans Public House (1850s). The eastern side is built up with two and three-storey early and mid-20th century buildings with shops and continuing into Botanic Road, Victorian red-brick terrace houses with front gardens.

The triangle of roads formed by Botanic Road, Finglas Road and Prospect Way forms a busy one-way traffic system. The buildings on the Botanic Road side consist of early 20th century red-brick shops and commercial premises of distinctive quality. These buildings continue around the corner into Prospect Avenue and thereby occupy a prominent position dominating the approach from the canal bridge. A number of small infill residential developments have occurred along Prospect Avenue, and with the recent sale of Farrell & Sons Marble Works it can be expected that this area will see further development in the near future.

Prospect Square / De Courcy Square Prospect Square / De Courcy Square is a residential enclave consisting of two squares, with streets of late Victorian and Edwardian houses laid out in terraces. These two squares together with associated streets form an Architectural Conservation Area . Most of the housing within this area dates from the late 19th century, early 20th century, with all of the historic houses in the area completed by 1907. Accessed off Prospect Square is the original entrance to Glasnevin Cemetery (opened 1832). Prospect Avenue was built to link the cemetery with the new Glasnevin Road, and was originally called Cemetery Road. This street varies in character, lined on the east side by terraces of different styles and dates and on the western side by an early limestone wall. Road widening changes in the 1980s bisected Prospect Avenue with Prospect Way.

The houses along Prospect Square are generally two-bay, two-storey red brick-faced houses with granite lintels over the windows and recessed square porches with decorative brick detailing. Small front gardens are boarded by granite plinths topped with cast-iron railings and gates flanked by red brick piers, most of which have remained intact. De Courcy Square is laid out in a formal manner surrounded on three sides by identical two-storey red brick houses and on the fourth (south) side by older single-storey red brick houses. All houses are fronted by small railed front gardens. The central area is in active use as a successful urban allotment park. More modest yellow brick terraces can be found on St. Teresas Road and St. Teresas Place, both dating from 1905.

Printworks/ Smurift SiteIn the early 1920s the firm of Alex Thom constructed a large-scale printing and bookbinding business on a site between Botanic Road and Iona Park, which was later taken over by the Smurfit Group. The site is comprised of 2 separate land banks with all buildings on the Southern portion now demolished (c.2007).

The Northern portion of the site forms an existing commercial/ light industrial complex. Built predominantly in the early 1920s for the Messrs Player & Sons tobacco factory, this site contains an impressive stone building in neo-Baroque style fronting onto Botanic Road. The building is set back from the road with a hard standing area to the front. The boundary to the public road is formed by impressive cast iron gates and railings mounted on granite base.

Behind this building is an industrial complex of a more fragmented nature containing industrial halls and extensions that range in their dates of construction from the 1920s to the 1980s. Player also built houses locally for his workers (in the 1920s), including managers houses on Hollybank Road extension and houses for workers on Botanic Avenue.

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Whitworth Road Whitworth Road, once called Bishops Road has been a key east-west connector between Drumcondra and Glasnevin since the expansion of Dublin began. One of the earliest buildings in this area which is still in existence today is that of the National Council for the Blind (No. 45 Whitworth Road). A dominant element along this road, the building was constructed as the Whitworth Fever Hospital in the early 19th century to treat fever cases, and was considered a suitable site given its rural location at the time. This 3-storey over basement building still stands as animposing presence along this stretch of road, although more recent additions detract from its overall character.

The remainder of the road comprises a series of attractive two-storey, red-brickterraces, constructed by a number of different builders. Construction along this road began in earnest after the construction of the Liffey Link by the Great Southern and Western Railway in 1877, which led to the cut-stone wall along the Southern boundary.

Iona District To the north of Whiteworth Road, the Lindsay estate (once owned by the Lind-say family who resided at Glasnevin House, now the Holy Faith Convent), was developed in the early 1900s, with the appointment of two key builders Connolly and the more recognisable Alexander Strain. These two builders constructed many of the houses along Iona Road and Lindsay Road in the first 20 years of the 1900s. Iona Rd and Lindsay Rd both boasted a number of first class houses in the 2001 census, with the remainder of housing classed as second class, a classification also applied to many of the surrounding streets. (First class houses tended to have more rooms, more windows and higher quality materials).

The streets of Iona Road, Iona Park, Lindsay Road etc. are characterised by substantial two-storey semi-detached and terraced houses, with many attractive features including bay windows, stained-glass to the windows and doors, granite sills and lintels and tiled porches. Decorative iron railings and well established street trees help make this a pleasing and attractive residential area.

Royal CanalThe Royal Canal is an important landscape feature which adds to the diversity of the historic environment in the LAP area. In addition to its civil engineering heritage significance, it provides a valuable public amenity space and a habitat for wildlife. The canal climbs steadily as it crosses the area of the Local Area Plan, embracing four locks and producing a spatially dramatic vista towards Croke Park to the east and the former Shandon Mills to the west.

The six storey warehouse mill structure at Cross Gun Bridge rises to a height of 21 meters. The taller structure contrasts sharply with the two storey Victorian housings in its immediate vicinity which are mostly one and two storey Victorian homes.The canal was closed to navigation in 1961. Ownership was transferred to the OPW in 1978 and in 2000 responsibility was transferred to Waterways Ireland, who re-opened it once more for navigation in 2010.

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Royal Canal BankThe Royal Canal Bank follows the line of the Broadstone or City branch of the Royal Canal which was completed in 1796 to serve the Markets area of the city. The canal passed under the North Circular Road at Blacquiere Bridge and over the Phibsborough Road on the Foster Aqueduct. The Blessington Street Basin was added as a reservoir in 1810. The main part of the canal branch was filled-in in 1927 to create a linear park, the section at Mountjoy Prison was filled in considerably later in 1956, and is therefore different in character. Today the course of the canal forms an interrupted series of small parks, playing pitches and other open spaces.

Blessington Street BasinThe Blessington Street Basin is a well-kept public amenity space which was cleaned and restored in 1993/94 as a public park. Its main entrance is by architecturally elaborate ironwork gates and railings at the western end of the late Georgian Blessington Street. The space centres on a large rectangular reservoir enclosed by modern railings with a pedestrian paved route around the perimeter enclosed by a rubble-stone walls to the backs of the houses on Primrose Avenue and Geraldine Street with planting in raised beds along the wall and at the waters edge, including some smaller trees. An island is planted with trees and shrubs.

As the only surviving element of the Broadstone canal branch, the Basin is a significant technical monument having served as a public reservoir until the opening of Varty in 1868 and as supply for distilleries until the 1970s.

Mountjoy Prison & St. Patricks InstitutionBuilt in 1850, the complex was purpose built on the radial model of Pentonville Prison as a Male Convict Depot for offenders that were to be transported to penal colonies overseas. Soon after its opening, in 1858, the site was divided to accommodate a Female Convict Depot on its western section, the first purpose-built womens prison in the then UK. Set back from the North Circular Road and bounded by the Royal Canal and its former Broadstone branch, it isisolated from its surroundings and remains outside the consciousness of most people living in Phibsborough.

The structures of the prison were not intended to be seen from the adjacent neighbourhood, the Lock House of the Male Prison being the only structure to be given a prominent location. This symmetrical and architecturally finely balanced building once formed the end of a direct axis from the North Circular Road, but is now hidden away by the Dchas Centre, the new womens prison, built in front of it in 1998. Of a closed nature, the Dchas Centre occupies a prominent position on the northern side of North Circular Road and detracts from the character of this historic street.

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The Mater Hospital ComplexThe original site of the Mater Misericordiae Hospital was acquired by the Sisters of Mercy in 1851 with the first buildings of a neo-classical form. Designed by John Burke, with a grand pedimented entrance block and Ionic portico overlooking the public park north of St. Josephs Church. The building complex comprises a quad-rangle built in stages, starting with the main range to the south and a section of the adjoining east wing in 1855-61, continuing the east wing northwards in 1868-72, and finally completing the originally intended u-shaped design by the west wing in 1884-86. The northern side of the quadrangle was closed in 1937 with the construction of the chapel designed by Ralph Byrne. Over the later 19th century the hospital began to acquire houses along Eccles Street and new buildings were erected on the site.

The recently completed Mater Adult Hospital with frontage onto the North Circular Road forms a modern building edge with glass pavilion structure, flanked by a 9-storey building of terracotta panels and glazing, with aluminium powdered coated louvers. Set-back from the street with a widened footpath it creates a new public space along this street. The decision by the Government to locate the Childrens Hospital at St. Jamess Hospital, rather than at the Mater site as previously proposed, leaves a large parcel of land available for redevelopment at this site.

Residential Areas Surrounding the MaterThe streets to the east of Mountjoy and the Mater Hospital are red-brick streets of the mid-19th century varying from single-storey over-basement with bay windows and small front gardens to simpler artisans houses built directly onto the street.

The area between the Mater Hospital and Royal Canal Bank is a distinctive area developed in the mid-19th century on ground originally intended for the Gardiner Estates grandiose Royal Circus, planned at the end of Eccles Street. These streets consist of modest middle-class Victorian redbrick housing of one and two storeys, some of split level and many having bay windows.

Berkeley Road and Berkeley Street is a busy artery connecting the city centre to the North Circular Road. The eastern side is dominated by the French Gothic Revival church of St. Josephs, built in 1880-93, and a neat triangular park laid out in a formal manner, forming the corner with Eccles Street and complementing the neo-classical elevation of the Mater Hospital. The park, Mater Hospital and St. Josephs Church form a well-presented ensemble of 19th century architecture of high quality.

The Georgian PeripheryBlessington Street is the continuation of North Frederick Street, which leads southward via Parnell Square to OConnell Street and, therefore, has the potential to create a strong link to the city centre. The street is lined with elegant three-storey Georgian houses of red and brown brick over-basements and is enriched by surviving railings, original windows, doorcases, iron balconettes and entrance steps.

Built from 1772 onwards, Eccles Street was one of Dublins finest Georgian streets until the destruction of its northern side in the 1980s. The view at the eastern end is terminated by the elegant classical spire of St. Georges Church, and the south side survives as a terrace of red-brick Georgian houses of very good quality. Synnott Place, the continuation of Gardiner Street, retains a fine terrace of Georgian buildings, which back onto a similar terrace on the North Circular Road, and together form a pocket of grand architectural character at the northern extremity of the Georgian city.

CHAPTER 4 : HISTORICAL CONTENT & CHARACTER OF AREAPhibsborough Local Area Plan 2014 Chapter 1

22

1.01

3.46

1.34

Irish by nationality

UK by nationality

Polish by nationality

Lithuanian by nationality

Other EU 27 by nationality

Rest of world by nationality

Not stated by nationality

30.7

7.2

7.5

17.3 Prefamily

Emptynest

Retired

Preschool

Earlyschool

30.7

9.3

5.213.7

9.2

7.2

7.5

17.3 Prefamily

Emptynest

Retired

Preschool

Earlyschool

Preadolescent

Adolescent

Adult

AGE CLASS

20 15 10 5 0 5 10 15 20

% Female

% Male

AGE 85+

AGE 80-84

AGE 75-79

AGE 70-75

AGE 65-69

AGE 60-64

AGE 55-59

AGE 50-54

AGE 45-49

AGE 40-44

AGE 35-39

AGE 30-34

AGE 25-29

AGE 20-24

AGE 13-19

AGE 5-12

AGE 0-4

PPopulation Pyramid, Phibsborough LAP 2011

Chapter 4.3: Population Profile

The 2011 Census of Population was used to inform the popu-lation profile of the LAP area. The LAP area is situated within or straddling the Electoral Divisions of Arran Quay A, Arran Quay B, Botanic A, Botanic B, Botanic C, Cabra East A, Cabra East C, Inns Quay A and Inns Quay C. The area includes/bisects a total of 83 Small Areas for the purpose of the census, of which 74 areas are either wholly within the LAP boundary or have at least 50% of housing within the LAP area. This forms the basis for the figures presented below.

Fig 4. Map of LAP area overlaid on CSO boundaries

Demographics The LAP area has a total stated population of 15,273 (8316 males and 6957 females). However it is noted, that thisincludes the Small Area including Mountjoy Prison and the Matter Hospital. If this area is omitted then the population can be taken as 13,332 persons.

As can be seen from the Population pyramid below, the bulk of the population comprises those between the ages of 25-39, who make up 37.67% of the population. The area has fewer children aged under the age of 12, and fewer adults aged over the age of 65 compared to that for Dublin City. In summary:-

9.82% of the population is under the age of 12 (compared to 13.29% for Dublin City)

5.11% between the ages of 13-19 11.64% between 20-24 37.67% between 25-39, 26.6% between 40-65% 7.91% aged 65 and over (compared to 12.60% for Dublin

City).

(excluding Mountjoy Prison & Mater Hospital)The majority of the population, 63%, is Irish by nationality, with other European nationalities accounting for 16.38% and the rest of the world for 15.34%. In relation to speakers of foreign languages, 17% stated they could either not speak English well, or at all.

Households The average household size in the area is 2.12 persons. 43% of the total households in the area are made up of 1 person households, with 27% making up 2 person households. In comparison one person households in the City account for 30.7% of all households.

The average family size (where family = 2 or more persons) is 2.77. The majority of families within the area fall into the category of pre-family (30.7%) or adult family (17.3%). The next largest category is pre-school accounting for 13.7%.

Fig 6. Usually resident population by Nationality (%)

Fig 7. Private Households by Size (%)

Fig 8. Families by family cycle (%)

Fig 5. Polulation Pyramid, Phibsborough LAP 2011

Phibsborough LAPBoundary

CSO Small Areas

Phibsborough Local Area Plan 2014 Chapter 4CHAPTER 4 : HISTORICAL CONTENT & CHARACTER OF AREA

23

5730.8

7.7

0

4.5

House/bungalow

Flat/apartment

Bedsit

Caravan/mobilehome5730.8

7.7

0

4.5

House/bungalow

Flat/apartment

Bedsit

Caravan/mobilehome

Notstated500

1000

1500

2000

2500

3000

NoofHou

seho

lds

0

500

1000

1500

2000

2500

3000

NoofHou

seho

lds

Atwork48%St d t

Lookingafterhome/family

5%

Retired10%

Unabletoworkduetosicknessordisability

4%

Other4%

EconomicStatus

Atwork48%

Lookingforfirstjob2%

Unemployedhavinglostorgivenuppreviousjob

13%

Student14%

Lookingafterhome/family

5%

Retired10%

Unabletoworkduetosicknessordisability

4%

Other4%

EconomicStatus

Housing57% of households reside in houses/bungalows, 30.8% in flats and apartments, and 7.7% in bedsits, (4.7% not stated).

The percentage of households who are renting accom-modating is high at 61.2%, compared to 35% owner occupancy. The census also states that there are 37 communal establishments listed in the area, (includes guest houses, hostels, nursing homes, religious institutions, Hospitals and prisons).

The majority of households within the area were constructed pre-1919, accommodating 45.7% of all households. A further 15.3% are accommodated in housing built between 1919-1945.

Employment StatusJust under 50% of the population aged 15 years and over are classified as at work, 13.5% as unemployed having lost or given up their previous job, and 13.7% as students.

Occupation Of perons at work, 22% are working within the commerce and trade sector, 30% within professional services, 10% in transport and communications, and 25% in other.

Computing PatternsThe majority of the population aged 5 years and over travel to work, school or college by foot (32.1%). This is followed by bus, minibus or coach accounting for 25.3%, and 16.2% as car drivers. Cycling accounts for 8.8%. 56% of households do not have a motor car, 31.9% have one motor car and 9.6% have two motor cars. These figures compare favourable to rest of City where travel to work by car is still the dominant mode accounting for 36% of all journeys.

Fig 9. Private households by type of accommodation

Fig 10. Permanent private households by type of occupancy (%)

Fig 11. Number of permanent private households by year built

Fig 12. Population aged 15 years and over by principal economic status %

Fig 13. Persons at work by industry %

Fig 14. Population aged 5 years and over by means of travel towork, school or college %

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