DENSITY
At this stage of the
Development Framework building
height is not being indicated,
although implicitly it is
there, as the result of plot
ratio per site.
Building height together with
The determination of an average potential typologies should be
the subject of Masterplans for
floor area ratio follows from;
each character area.
the comparative analysis with
other marginal locations,
The Development Framework uses
an assessment of likely
'Floor Area Ratio' (FAR) to
regional demand, the relative
express density. This definition
importance of the area, and
is similar to Plot Ratio.
an understanding of future
infrastructural capacities.
Density and accessibility
to public transport are
fundamentally interconnected.
This connection is the basis
for a sustainable approach to
urban planning.
A floor area ratio of 2.0 is
considered as an appropriate
maximum density in this area
with this higher figure applied
locally at key locations within
the M50 ring coinciding with
public transport nodes.
Overall the density will
increase because current uses
and related densities are not
matching the area's potential.
This applies more to areas
directly at the Naas Road then
areas close to the perimeters
that have a gradual increase
from existing density.
Density and accessibility to
Hafen City Hamburg DE
76
Zuid As Amsterdam NL
KCAP/MCGNIE/JMP/BG
o public transport are fundamentally interconnected.
London Legacy London UK
Naas Road Development Framework
77
Plot ratio
The average floor area ratio
indicates potential future
density. This number is directly
related to the accessibility
level as was defined in the
transport & traffic study.
This principle of accessibility
was amended in respect of the
residential areas at the Canal
and adjacent to Walkinstown
- excessively low densities
would continue undesirable
suburban types of development.
Because proposed densities do
not exceed the existing, it is
assumed additional trips are
not being generated.
Two locations at the inside
of the M50 at the Naas Road
are defined as having a density
of 2.0. The new centre area
'Rivers Crossing' that is
in proximity to Dublin City
Council’s planned Prime Urban
Centre and the area close to
the Red Cow because of its
visibility and accessibility
level.
0.7
0.7
0.5
North West of The Red Cow an
optimisation of existing uses
is proposed.
South west of the Red Cow
a high density is possible
in proximity to the Red Cow
because of the accessibility to
public transport.
Further along the N7
densities are being gradually
restricted because of the
limited accessibility and the
positioning in the Green Belt
that allows public oriented
uses. Over the long term Metro
West will improve access from
Belgard Road.
0.5
78
Gradual range of densities
0.7
1.0
KCAP/MCGNIE/JMP/BG
0.7
0.7
0.7
0.5
0.7
1.0
0.7
1.0
0.7
1.0
1.0
0.5
0.5
0.7
1.5
0.7
0.5
2.0
1.5
1.5
0.7
2.0
2.0
0.7
2.0
2.0
2.0
1.5
2.0
1.5
1.5
1.0
1.5
2.0
1.3
1.5
1.0
1.5
0.5
1.0
2.0
2.0
0.5
0.5
0.7
0.7
0.7
1.0
0.5
0.5
0.7
0.7
0.5
0.7
0.7
1.3
0.5
0.7
0.7
0.05
0.5
1.3
0.5
0.5
1.3
1.3
Naas Road Development Framework
1.5
2.0
79
Fo un ta in
Fo un ta in
Fo un ta in
Fo un ta in
Tennis
Fo un ta in
Ground
Lock
Reservoir
L
D CANA
GRAN
Lock
GRAND CANAL
GRAND CANAL
Cammock River
CAMMOC
K RIVER
Ca
Ca
mm
k Ri
oc
ve
Tennis and
Basketball Grounds
r
FB
FB
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oc
k Ri
ve
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Weir
Slu
ice
Tennis Ground
FB
Mi ll Po nd
Weir
Sl u ice
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Sluice
Weir
Weir
Sports Ground
Sluice
Sports Ground
Mi ll Po nd
Weir
Weir
moc
Cam
Weir
er
k Riv
Sports Ground
Sports Ground
Sports Ground
Lake
Golf
Course
Golf Course
Golf Course
far 2.0
far 1.5
far 1.3
far 1.0
far 0.7
far > 0.5
Overlay density on existing
80
KCAP/MCGNIE/JMP/BG
am mock
6th Lock
D CANA
GRAN
L
Cammock
River
TH
SEVEN
LOCK
River
FB
Cammock
River
FB
Cammock River
ock River
Camm
Walkinstown
Avenue Park
Tennis Ground
Sports Ground
Sports Ground
Lake
Tennis
Ground
Tennis
Ground
Sports Ground
Sports Ground
Tymon Park
Poddle
Lake
River
Lake
Lake
Naas Road Development Framework
81
CHARACTER AREAS
Place making is a key outcome
of successful planning - it is
predicated on the individual
characterisation of locations.
This Framework can only deal
with the identification of the
character areas and the main
aspects defining them.
Each area could be the
subject of a masterplan in
which general character
and potential, traffic and
transport, implementation
strategies for network and
open space, landownership,
phasing, development quantums,
building height and typologies
are examined in much greater
detail.
Placemaking is a key outcome of succ
82
KCAP/MCGNIE/JMP/BG
essful planning - it is predicated on the individual
characterisation of locations.
Naas Road Development Framework
83
Definition
The character areas are defined
through an overlay of various
criteria such as available
assets, key urban or landscape
elements, zoning and density.
These criteria generated
areas as proposed are built
on the existent assets of the
individual locations.
RIVERS CROSSING
1
Nine areas result - each with a
distinctive core character and
a graduated interface with its
neighbouring areas.
These zones were given the
following names; Rivers
Crossing, Red Cow East, Red Cow
West, Greenhills, Canal Site,
Robinhood, Ballymount, Oak
Road and Newlands.
The character area Rivers
Crossing has been identified as
having the strongest potential
for transformation and as
the central area in the Naas
Road framework perimeter has
the highest priority to be
developed. The crossing of the
Naas Road, transformed into
an urban boulevard, with the
linear park in combination with
the proximity to Dublin City
Council’s prime urban centre,
sets a powerful condition for
transformation.
GREENHILLS
Second comes the areas Canal
Side and Greenhills located at
the edges of the study area.
Currently these areas show the
strongest conflicts between
uses and therefore are most in
need of urgent amelioration.
Other character areas identified
can transform gradually or
continue as mainly industrial.
BALLYMOUNT
4
7
key elements
84
KCAP/MCGNIE/JMP/BG
RED COW EAST
2
RED COW WEST
CANAL SITE
3
5
ROBINHOOD
OAK ROAD
6
8
NEWLANDS
9
0.7
0.7
1.0
0.5
2.0
2.0
1.5
1.0
0.7
2.0
0.7
0.05
public transport
Naas Road Development Framework
zoning
0.5
1.3
floor area ratio
85
NE
PARK WEST
JOGGING
11
CA
CANAL
PEDESTRIAN ZONE
GREEN BOUL
GRE
8
OAK ROAD
E
AC
CC
CE
ESSIBL
VI
VIBR
FESTIVALS
ESTIVALS
STIVAL
CLONDALKIN
10
HU
UB
RE
PUBLI
B IC
BLIC
VISIBILITY
LITY
TY
Y
RED COW WEST
ENTERING
3
P+R
BUZ
BUZZIN
ZZIN
ZZING
I
RIVERSIDE WALK
RECREATION
NEWLANDS
9
HORSEBACK RIDING
I
BIG LAKE
SWIMM
MMING
KILNAMANAGH
Vibrant diverse areas
86
KCAP/MCGNIE/JMP/BG
14
CITY CONNECTION
CTI
LIVING
ING
G
EIGHBOURHO
RHOOD
OOD
D
CANAL SITE
5
CY
CYCL
YCLIN
LING
GREEN LINK
IN
AFES
RELAX
SHAPED
APED LANDSCAPE
A
LANDSC
S
SC
NATURAL
AL
L TOPOGRAPHY
TOPOGRAP
TOPOGR
TOPOG
EDUCATION
EATING
WALK
SKATING
NG
LEVARD
EVARD
VARD
M
MEET
ME
FEST
FE
F
EST
ES
ST
TIVAL KYLEMORE 12
T
XHIBITION UR
RB
RBAN
BAN PA
PARK
ARK
VIBRAN
NT
NT
IN
NTERSECTION
LE
P
MA
ARKET
RANT
BLO
BL
OCK
KS
S
RIVERS CROSSING 1
NATURAL TOPOGRAPHY
URBA
BA
BAN
AN
AN
AR
ART
FUN
UN
BA
B
A
AR
ARS
RS
R
S
DRINKING
DRINKIN
ING
NG
SPORT
S
PORT
TS
GAT
ATE
TEW
EWAY
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2
LIVING&WORK
KIN
ING
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PL
LAY
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OUNDS
UND
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EW
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NE
ESS
TRAN
NQ
QU
UILITY
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BELVEDERE
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LA
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E
MEDIA CENTRE
CENT
CEN
ENTRE
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ROBINHOOD
CLUBS
CL
UBS
6
LOCAL CENTRE
WALKINSTOWN
13
CENTER
ENTER CR
CROSSING
C
LAY ROU
UND
DS
SCHO
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CO MUN
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ITY
GA
ARDE
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TEMPORARY
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ALLOTM
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ENT
TS
GREENHILLS 4
INDUSTRY
BALLYMOUNT 7
CONNECTEDNESS
NNECTEDN
NECTED
ECTE
FASHION CITY
Y
4
Naas Road Development Framework
87
TRANSFORMATION
• Mixed use development
avoiding single use zoning
and the creation of walkable
neighbourhoods
• A radical alteration in the
perception of the area.
West of the M50 capacity is
also constrained and the
propositions either side of
the N7 differ. North of the
N7 the assumption is that the
existing slip lane access
arrangements continue and the
anomalous undeveloped land
space is now marked for limited
development but with density
severely prescribed given
the national primary highway
capacity issues. Consideration
East of the M50 the proposition was given to what key elements
of infrastructure might alter
is that development is
this equation – none appeared
achievable providing the
to produce a viable balance
following are put in place:
between coherent planning,
expenditure, released values,
• Structural changes to
and the highway capacity
the movement network so
issues.
to establish a level of
connectedness throughout
South of N7 priority is given
the study area and to the
to the preservation of the
surrounding districts.
Green Belt. The lands that
• Improvements in public
are in close proximity to
transport – specifically
the Red Cow have sufficient
additional Luas stops and bus
accessibility to accommodate
routes.
This study addresses a shorterterm need to identify worthy
and achievable goals for the
area in the context of the
existing infrastructural
realities and the Development
Plan cycle. That reality is
based on the acceptance that
the national primary highway
system is at or near capacity
and that additional development
can only happen if there is
a paradigm shift in respect
of the nature of any such
future development. That shift
requires a truly sustainable
development framework to
release capacity.
a development consistent with
their visibility from the
M50. Further along the N7 it
is proposed to facilitate a
limited amount of development
on sites already zoned for
industrial uses.
Here the proposal is to
rationalise the anomalous
interface of built and open
space zonings and allow
limited development on those
currently zoned lands along
on the N7, accessed from the
Monastery Road interchange
but conditional on the removal
of the existing left in left
out arrangements on the N7.
The lands along the N7, in the
direction of Newlands Cross,
are part of a green zoning
which implies that a low
density is allowed for uses
that have a public character
and do not generate significant
vehicular movements.
The development framework i
start phase one
88
halfway phase one
2016 end phase one
KCAP/MCGNIE/JMP/BG
s not prescriptive but there are critical sequences.
2022
Naas Road Development Framework
2028
and beyond
89
Phasing 2010-2016
Phasing for a development of
this extent and timeframe and
in a context that is mainly
market driven cannot be fixed.
The scheme represented here
should therefore be understood
as a scenario, showing an order
that is closest to the logic of
the development framework.
For the first phase 20102016 initial development is
encouraged at the Naas Road
Luas hub in proximity to Dublin
City Council prime urban
centre. Secondly the edge
areas towards the Canal and
towards Walkinstown should be
developed. These three areas
will see the most radical
change of character and
development should therefore
be managed in a more controlled
process. The parallel
development of infrastructure
and open space and therefore
the interaction between
public and private parties is
crucial to the success of this
transformation.
start phase one
The industrial areas and
industry led areas can have a
more loose type of development,
closer to the current zoning
regime, as they are more to do
with optimisation and future
compatibility than about
radical change.
roads
new roads
green
halfway phase one
new green
developed
newly developed
transformed
newly transformed
legend
90
KCAP/MCGNIE/JMP/BG
Altghough precise planning
cannot be fixed, there are
critical sequences to be
incorporated.
Phase one should start with
the Naas Road's profile change
and with the transformation
of the two crossings on it.
These actions are crucial for
both changes to the identity
of the area and for improving
mobility. Secondly some key
linkages to the primary network
should be put in place.
Public amenity space, the
delivery of the further key
linkages and an ongoing
rolling out of environmental
improvements to street profiles
should happen in a in parallel
process of development.
Naas Road Development Framework
2016 end phase one
91
Plot transformation
The primary network defines big
plots with dimensions suitable
for industrial/warehousing
uses, based as it is on today’s
layout. Any change of use
requires a downscaling of these
plot sizes.
A fine grain of plots allows
more easily for permeability.
It generates slow traffic
movement and ground floor
activation, all important
for the quality of urban
environment.
Appropriate plot sizes, that
relate to use and typology,
were defined for each mixed
use area in the form of 'plot
transformation rules'.
Different ways of how to
incorporate existing property
and built form include:
31.000m²
68.000m²
1. No downscaling of plot.
Permeability is achieved
through privately owned access
paths.
2. Downscaling plots by the
introduction of streets on
regular layout. This does not
respect ownership lines but
creates overall continuity in
the small scale network
3. Downscaling plots by the
introduction of streets that
follow property lines to a
maximum. The integration of
buildings is more easy but as a
result the small scale network
is more irregular.
plots generated by main network
no subdivision of a block
92
subdivision through regular streets
KCAP/MCGNIE/JMP/BG
68.000m²
75.000m²
83.000m²
36.000m²
121.000m²
97.000m²
38.000m²
63.000m²
37.000m²
47.000m²
39.000m² 49.000m²
3.000m²
45.000m²
41.000m²
57.000m²
28.000m²
21.000m²
99.000m²
51.000m²
5.000m²
98.000m²
83.000m²
33.000m²
71.000m²
58.000m²
23.000m²
62.000m²
37.000m²
60.000m²
24.000m²
45.000m²
73.000m²
71.000m²
35.000m²
69.000m²
22.000m²
102.000m²
17.000m²
24.000m²
77.000m²
4.000m²
80.000m²
53.000m²
28.000m² 16.000m²
15.000m²
86.000m²
95.000m²
28.000m²
66.000m²
53.000m²
15.000m²
37.000m²
78.000m²
17.000m²
72.000m²
64.000m²
11.000m²
58.000m²
68.000m²
60.000m²
49.000m²
19.000m²
5.000m²
12.000m²
18.000m²
109.000m²
93.000m²
23.000m²
155.000m²
125.000m²
125.000m²
subdivision through regular streets adapting property lines
Naas Road Development Framework
93
Shown here is an example of
downscaling the plots using
the plot transformation
rules. It was carried out for
the whole study area using
the same geometric rules
but with different scales in
anticipation of future uses.
For two areas it is shown
how plot division can be
done with varying geometries
accommodating to a varying
degree the existing property
lines and built form.
possibility for plot division based on transformation rules
regular plot division
94
plot division based on property A
plot division based on property B
KCAP/MCGNIE/JMP/BG
regular plot division
Naas Road Development Framework
plot division based on property A
plot division based on property B
95
Plot transformation rules
Residential A
Size: 400m² - 1,000m²
Proportion: 3:1
all plots access to street
right angles and very regular
Residential B
Size: 2,000m² - 5,000m²
Proportion: 2:1
all plots access to street
angles follow development
(can be irregular)
Mixed use (non industrial)
Size: 3,500m² - 7,500m²
Proportion: 4:1
internal fields might happen
(internal access must be
possible, differentiation of
public & semipublic on each
plot)
angles follow development
(can be irregular)
Mixed use (with industry)
Size: 5,000m² - 20,000m²
Proportion: 2:1
internal fields might happen
angles follow development
(can be irregular)
Industrial
Size: 15,000m² - 50,000m²
Proportion: 2:1
internal fields might happen
angles follow development
(can be irregular)
Basic Plots
96
KCAP/MCGNIE/JMP/BG
Suburban
Front-defining
Space-defining
Stand-alones
Basic Typologies
Naas Road Development Framework
Variations & Combinations
97