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Thesis Booklet
Beautiful Dublin One!
The importance of green and pedestrian open space to
community in North Inner-City Dublin as to
improve social and connective links.
Transforming a deprived area of D1 to demonstrate that
it is possible to refit the inner city retrospectively.
Sophie Guionneau
UCD Landscape Architecture 2017-2021
1
Table of content
Executive Summary
Motivation
7 04. Spatial outcomes of the conceptual approach 63
9 Green Links and Alley ways Strategy 65
Key Terms 11 Changes in the Street scape by the Liffey 67
Enhancing the Streets
01.
67
Research 13 Greening the Luas in Dublin 1 69
Introduction 15
Strategy Map 71
Historical Context 17
Community 21
Green Spaces 21 05. The detail of the project 73
Case Study- Copenhagen 29 Masterplan 75
Pedestrianisation 31 Plan Detail 1 77
Potential Solutions and Site Selection 33 Detail 1 79
Alleys 36 -Planting Palette 81
The River Liffey 37 -Material Palette 81
Public Realm 38 -Street Furniture 81
Wolfe Tone Park 39 Plan Detail 2 83
Dublin One’s Crossroads 40 Detail 2 85
Communities in Dublin One 41 -Planting Palette 87
Conclusion 42 -Material Palette 87
-Street Furniture 87
02. Conceptual approach to the site, reading the site 45
Dublin One- The Site 47 06. The atmosphere of the project 89
Site photos 49 Perspective Detail 1 91
Dublin One Lane ways 51 Perspective Detail 1 93
Commercial Streets 53 Perspective Detail 2 95
Dublin One Threshold and Vistas 55 Perspective Detail 2 97
Dublin One Crossroads 55
07. Conclusion 99
03. Precedents 57
Bibliography 101
Madrid Rio 59
Chicago Riverwalk Expansion 61
3
Figures
Figure 1: Affluence and Deprivation in 1991 in Dublin (Dublin Inner City Partnership, 2020) Figure 17: Current Liffey riverbank
Figure 2: Affluence and Deprivation in 2006 in Dublin (Dublin Inner City Partnership, 2020) Figure 18: Green spaces in Dubiln City Centre (Ireland R/UDAT Dublin, 2020)
Figure 3: Map of foreign born levels in Dublin Figure 19: Green spaces in Dubiln
Figure 4: Map of foreigners born outside EU levels in Dublin Figure 20-33: Site Photos
Figure 5: Map of people with poor English proficiency in Dublin Figures 34- 38: Madrid Rio Pictures
Figure 6: Tree canopy in Dublin (Martella. D, 2016) Figures 39-43: Chicago Riverwalk Pictures
Figure 7: Map of Dublin with green spaces Figures 44: Chicago Riverwalk Edge Diagram
Figure 8: Benefits of pedestrianization
Figure 9: Boundary of Dublin 1 area
Figure 10: Liffey Street
Figure 11: Henry Street
Figure 12: Mary Street
Figure 13: Capel Street
Figure 14: Liffey Street Upper
Figure 15: Proposed new pedestrian streets
Figure 16: Proposed changes to alleys (Ireland R/UDAT Dublin, 2020)
Graphics
Graphic 1: Map of Dublin 1 Graphic 33: Zone 1 of Design
Graphic 2: Map of Building Uses Dublin 1 Graphic 34: Section AA
Graphic 3: Map of links and roads Graphic 34: Constrution detail of Platform` Graphic 35: Detail 1
Graphic 4: Map of Benches Plan
Graphic 5-11: Dublin 1 Alley Sketches Graphic 36: Construction detail of Riverwalk
Graphic 12-16: Dublin 1 Commercial Road Sketches Graphic 37: Section BB
Graphic 17- 19: Dublin 1 Junctions and Vistas Graphic 38: Zone 2 of Design
Graphic 20-23: Alleyway intervention Graphic 39: Section CC
Graphic 24: Green Links and Changes in alleyways Graphic 40: Detail 2 Plan
Graphic 25: Changes in Road system of the Liffey Riverbank Graphic 41: Construction detail Bench
Graphic 26: Proposed traffic redirection Graphic 42: Construction Detail Glass View Point
Graphic 27: Proposed bench planting system Graphic 43: Section DD
Graphic 28: Proposed luas greening Graphic 44: Perspective Detail 1
Graphic 29-30: Intervention of proposed luas greening Graphic 45: Perspective Detail 1
Graphic 31: Plan proposed strategies Graphic 46: Perspective Detail 2
Graphic 32: Masterplan Graphic 47: Perspective Detail 2
5
Beautiful Dublin One!
The importance of green and pedestrian open space to community in
North Inner-City Dublin as to improve social and connective links. Trans-
forming a deprived area of D1 to demonstrate that it is possible to refit
the inner city retrospectively.
Each day the world is becoming more and more This thesis topic, much like Dublin One over the years,
populated. Now more than ever, people are moving to has developed and changed trajectory over the year. The
cities and these urban areas are becoming busier. The initials intervention and ideas were researched more
world has transformed and developed in many ways over profoundly and then changed over and over, as to
the last century. The industrial revolution has shaped our answer in a better, smarter manner the needs of Dublin
cities, through the planning and circulation of motor One communities.
vehicles. Dublin, similarly, to other city has seen a change
from city centre living to moving to the suburban edge. The first steps were landscape research. This research
Leaving some areas decayed. Dublin One is a prime was primordial to answer and understand the topic.
example of this decay in some parts. It has a vast Design development inspiration from both historical
portfolio of infrastructure, but yet there is a sense of factors and current concept were taken, as to fit the
inequality and fragmentation in the landscape. design to its unique site.
Communities are suffering from these conditions. The final design concept lays out many benefits for the
During the current COVID-19 Pandemic we have seen the communities of Dublin One, through its pedestrian and
importance of community and green spaces in cities. By green spaces. These will not only impact the said
strengthening and developing the lost fabric of Dublin sector of the Liffey but ricochet on the whole of Dublin
one, it can improve its connectivity and environmental One through the other strategies.
aspects.
7
Motivation
The world is becoming increasingly connected and crowded, having a negative
effect on the natural environment and our well-being.
The changes of Dublin City are engraved in Dublin One history and streets. The
area is fragmented and hold a wide range of disparity and infrastructure. Within
Dublin City Centre there is little green space accessible by the general public. By
creating green edge and a central hub in the city you will encourage development
in the area as well as the local infrastructure. The aim is to create spaces which
allows people to interact between them as well as with the space. Whether it is
locals going to work, tourists or students, Dublin One is a central space for com-
mutes and commercial activity. Connecting these spaces to create a better
environment, less fragmented and answering local needs for the community.
9
Many of these terms have Key terms
Multiple definitions. Deprived
Due to this I have selected my
own definitions using various Green Space (Oxford Languages)
academic and literary sources Urban deprivation is a standard of leaving below that of the
to ensure they are more widely Majority in a particular society that involves hardships and lack of
adequate for this project. An area of grass, trees, or other vegetation set apart for access to resources. Places suffering from urban deprivation have
recreational or aesthetic purposes in an otherwise urban visible differences in housing and economic opportunities been the
environment.
rich living alongside poor people.
Pedestrianisation (Oxford Languages) Urban links
The process of making a street or part of a town into an area Urban linkages consist of flows of goods, people,
that is only for people who are walking, not for vehicles Information, finance, waste, information, social relations across
space. These can play a central role in the development of their
Community (Cambridge Dictionary) Regions, which is strengthened by adequate infrastructure.
The people living in one particular area or people who are
considered as a unit because of their common interests, social
group, or nationality
11
01 Landscape Research
13
Introduction
Over the last 70 years our society has undergone a profound
transformation. Every week, 1.4 million people move into cities across the
globe, and this trend is only intensifying. The current world population of
7.8 billion is expected to reach 8.5 billion by 2030, and over 9.7 billion in
2050. Our world faces an abundance of crisis today, driven by global
urbanization. The tradition of city building has never been more
important. Cities are united in the great urban challenge or our times. As
the World Economic Forum has noted, “Cities are evolving faster than at
any point in our history, putting them on the cusp of major transformation
which, if managed well, could lead to unprecedented economic growth and
prosperity for all, but if managed in an uncoordinated manner could drive
social, economic and environmental decline.” There is an increasing need
for properly thought out designed urban spaces as to answer the growing
social needs.
More than ever during the current COVID-19 pandemic movement have
been restricted with implementation of lockdowns everywhere in the
world. Local public open green spaces took on new importance. A large
number of nature apps sold during that period evidenced renewed
interest in birds, insects, trees and plants. It became apparent that inner
city apartment dwellers, especially children, suffered from a lack of access
to nature and green open space, far more than those in the leafy suburbs
or with private gardens.
Climate change and biodiversity collapse is in the news. In June 2019 the
Irish government recognised a climate emergency. For years academic This research project aims to confirm the importance of green and pedestrian
research and policy has focused on aspects of green infrastructure open space for the community in North Inner-City Dublin. In Studio 4B I seek to
planning (ecosystem services and the value of nature) and yet there is transform a deprived area of D1 and demonstrate that it is possible to refit the
little to show for it on the ground. Green policies exist, but they have not inner city retrospectively.
been widely implemented, and rarely favour nature over the economy (or I will carry out a review of literature, critique current strategy (by comparing best
the car). Communities are suffering in some parts of Dublin; some of them practice and precedence with a real-life situation and site that I will observe and
have been left behind. How can inner city Dublin “become green and describe, using primary and secondary sources), suggest improvements to the
beautiful” and how can local communities reclaim their open public space strategy and demonstrate how improved strategy can be implemented in D1 by
for the good of nature, for children and for themselves? visualizing the results (in Studio 4B).
Every community represents a unique place that is the product of its own
history, tradition and evolution. There is no one-size-fits-all approach to
community building. Therefore, each project is designed as a customized
approach to community assistance which incorporates local realities and the
unique challenges and assets of each community. Specific adequate strategies
will be developed to answer the D1 area needs, in terms of green and pedestrian
spaces for the local communities.
15
Historical Context
Cities are ever changing, and Dublin was not always what it is today: a thriving
changing capital. While policies and infrastructure development have permitted
core changes in Dublin 1 and much of the North Inner City in the recent years,
they are still remnants of inequality from its past. The suburbanisation of Dublin
during the 20th century led to an uneven outcome in the urban periphery, but
also the detriment of inner-city areas, where population declined rapidly over a
period of three decades (Dublin Inner City Partnership, 2020). Between 1961 and
1991, the population in the inner city was halved. One of the major contributing
factors to this was the decline of traditional industrial employment, which either
disappeared completely due to restructuring, as was the case with much port
related industry or moved to purpose-built industrial estates on the periphery
(Dublin Inner City Partnership, 2020).
Between 1966 and 1974 the total area of industrial floorspace in the inner city
declined by 550,000m2 or 30 per cent. Increasingly industrial and residential
functions in the inner city were overtaken by higher value commercial functions
(Dublin Inner City Partnership, 2020). For working-class communities in the inner
city, traditionally an important pool of low- skilled labour for indigenous
industries such as textiles, brewing, glass works, iron works and docklands
activities. These changes in the inner city resulted in high levels of
unemployment, the closure of facilities such as schools, institutions and
community services, and a loss of vitality as the more dynamic members of the
population vacated the city centre, either as a result of public policy or natural
trends. It also contributed to the decline of the physical fabric of the city, as old
Figure 1: Affluence and Deprivation in 1991 in Dublin (Dublin industrial sites, institutions and the older housing fabric were left to decay
Inner City Partnership, 2020) (Dublin Inner City Partnership, 2020).
The deterioration of the physical environment was exacerbated by the blight
caused by long-term roads proposals and inadequate conservation policies or
rehabilitation incentives (Dublin Inner City Partnership, 2020). The living
environment in many areas of the city was undermined through decades of
Extremely Affluent private and public-sector disinvestment. It reflected an anti-city ethos on the part
Very affluent of the local authority, which held no vision for the central city as a residential
Affluent
Marginally above average
environment, as the private sector also focused on suburban investment
Marginally below average (Punch, M., 2005).
Disadvantage
Very disadvantage
Extremely disadvantage
Figure 2: Affluence and Deprivation in 2006 in Dublin (Dublin
Inner City Partnership, 2020)
17
One significant feature of the uneven city is the increasing presence
of the illicit drug trade and substance abuse, to the extent that hard
drugs are now closely bound up with the political economy of urban
restructuring (Harvey 1993). The emergence of problems with heroin
since the 1980s in Dublin, provides an example of some of the
interrelated issues and conflicts surrounding urban social change,
hard drugs and inequality. An early study found that prevalence of
heroin abuse among young people in the 15-24 age group in one
north inner-city community was 10%, and as high as 12% in the 15-19
age group (Punch, M., 2005).
The drugs problem ‘‘was completely ignored, they turned a blind
eye to it, and I think the attitude, and it is still the attitude today,
is: ‘fine, if it’s happening in the inner city, let it’. The attitude of the
state then, particularly the police force, was contain it within the
inner city’’. A potentially significant development was the report of
the Special Government Task Force on Drug Abuse in 1983, which
made the link between drug abuse and ‘‘poverty and powerlessness’’
and recommended targeting investment in youth and community
development facilities (Punch, M., 2005). This led to the creation
of Local Drugs Task Forces in areas identified as heroin blackspots,
including the north and south inner city.
While the local crisis of the inner city consisted of a mix of poverty,
unemployment, crime, poor housing and heroin, the ‘‘medicine’’ for
renewal was to offer generous tax incentives to entice private
development back into decayed areas. There were also considerable
urban problems, such as physical decay, isolation, limited services
and an uncertain housing situation (Punch, M., 2005). Open dealing
and drug use became a common feature of everyday life. In the
absence of social protection or community regeneration policies,
whole locales eventually became seen as virtual no-go areas, the
drugs problem adding to the imagery of decay and the realities of
deprivation (Punch, M., 2005). In turn, this seemed to justify, a
radical urban policy, the only solution was that the decay should be
swept away through decentralization and intense property
redevelopment programs.
The investment of the past fifteen years has led to a profound
change in the socio-economic composition of its population. Whilst
Dublin’s inner city was one of the most disadvantaged areas in 1991,
only fifteen years later the area can no longer be seen as that, at
least not in its entirety (Dublin Inner City Partnership, 2020).
However, whilst Dublin’s inner city has, at least on the face of it,
become more affluent, this might conceal vast differences at more
local level. It still suffers from decay and little urban policies, as well
as inequality in terms of green infrastructure, community
development and conservation.
19Community
A community can be defined as a group of people living in the same place or having a particular characteristic
in common. Communities may share a sense of place situated in a given geographical area such as the district
they live in. It is common for people of the same ethnicity or background to congregate and create a community
as to create a sense of belonging and connect with similar people. In most cities in economically less developed
countries, inhabitants of the poorest sections of the city seem to be able to retain some degree of traditional
social cohesion. This is partially explained by the frequency of common origins amongst migrants. The closeness
and crowding of the households and the sharing of common patio by many families makes for much interaction
in the vecindad and reinforces a sense of community (United Nations, Secretary General, 1953). Communities
in an urban setting can be created in many different ways, from organisations, workplace, geographical setting
etc. Here we will firstly explore the role of green open spaces in the development of communities, and secondly
more specifically in poorer urban areas.
Figure 3: Map of foreign born levels in Dublin
Green Spaces
Green spaces come in various shapes and form when in an urban setting. Depending on available space they
can either be parks and gardens or simply street planting and small pods of nature on a street. However,
regardless of size they all introduce the natural into the environment. Natural areas promote liveability and
vitality of communities. Studies show that exposure to green spaces reduces stress and mental health illnesses
and increase wellness. They offer recreational opportunities, good air, water quality and scenic beauty attracting
new residents, families and tourism.
In all walks of life, green space draws people outdoors fostering social contact, people can congregate and have
opportunities for positive social interaction. Studies have found that residents living near green common
spaces “had more social activities and more visitors, knew more about their neighbours, reported their
neighbours were more concerned with helping and supporting one another and had stronger feelings of
belonging” (Environmental News Network).
Green spaces foster a connection between community residents and the natural environment that surrounds Figure 4: Map of foreigners born outside EU levels
them, thus allowing for a more liveable city. They promote safer neighbourhoods, when residents have vested in Dublin
interests in a place, their participation in community vigilance increases, and they will watch to make sure it’s
not being misused, damaged, etc. The better maintained a residence or public space is, the safer it is going to
be. This is essential for a community to be sustainable. They provide recreational use: a place to play, meditate,
gather, or rest as attract businesses, create jobs and raise property value.
Community gardens re-green vacant lots and bring vegetation diversity to public open spaces, making them a
useful tool for urban improvement. By diversifying the use of open space and creating an opportunity for
passive and active recreation, community gardens improve the urban environment. Local and state government
organizations cooperating with community gardeners can improve relations with citizens.
Certain groups are arguably at greater risk of social exclusion because they differ from the dominant population
by nationality, ethnicity, language, religion, age or health status. Another reason for exclusion is the position of
some groups in society. Particularly vulnerable groups are the unemployed, people dependent on state benefits
(especially young and elderly), low-income groups and lone parents.
Figure 5: Map of people with poor English
proficiency in Dublin
21In most large cities, clusters of areas exist where the concentration of
socially excluded individuals is particularly high, and which tend to have
the highest levels of disadvantage in employment, education, housing
and health (Office for the Promotion of Migrant Integration, 2019). It has
been argued that neighbourhood characteristics can have impacts over
and above individual factors on diverse outcomes such as child
development and health and wellbeing (Office for the Promotion of
Migrant Integration, 2019). People living in these areas are particularly
vulnerable because they are often affected by more than one dimension
of social exclusion (Percy- Smith, J., 2004).
Socially these people are likely to be pinned down to a locality by the
absence of a need to leave the neighbourhood due to unemployment,
poor health or lack of a means to travel. Consequently, dwellings in
these neighbourhoods become the place where a person spends their
entire day, and people living in the neighbourhood become the main
source of interpersonal relations. Thus, it is claimed that the quality of
the local community is crucial for the quality of life of people living in
socially excluded areas. Figure 6: Tree canopy in Dublin (Martella. D, 2016).
In the UK cities and all over the world, the distribution of socially
excluded areas often coincides with little green space of lower quality. Integration, 2019). It has been argued that neighbourhood
Lower income neighbourhoods have access to less green space than characteristics can have impacts over and above individual factors
residential areas. The example of Greater Manchester clearly shows this on diverse outcomes such as child development and health and
correlation: it is estimated that a third of the Greater Manchester area wellbeing (Office for the Promotion of Migrant Integration, 2019).
is open space, but while the wealthy suburbs have tree coverage of circa People living in these areas are particularly vulnerable because
10%, inner-city neighbourhoods’ trees constitute only 2% of total area. they are often affected by more than one dimension of social
This can also be noticed in Dublin as shown in Affluent areas of Dublin exclusion (Percy- Smith, J., 2004).
city have more trees and green spaces study by UCD Geography School:
8 to 10 residents for every tree in Dublin 4 in comparison to 30 residents Socially these people are likely to be pinned down to a locality by
for every tree in Dublin 1 (Martella. D, 2016). the absence of a need to leave the neighbourhood due to
unemployment, poor health or lack of a means to travel.
Consequently, dwellings in these neighbourhoods become the
place where a person spends their entire day, and people living in
the neighbourhood become the main source of interpersonal
relations. Thus, it is claimed that the quality of the local
community is crucial for the quality of life of people living in
socially excluded areas.
In the UK cities and all over the world, the distribution of socially
excluded areas often coincides with little green space of lower
quality. Lower income neighbourhoods have access to less green
space than residential areas. The example of Greater Manchester
clearly shows this correlation: it is estimated that a third of the
Greater Manchester area is open space, but while the wealthy
suburbs have tree coverage of circa 10%, inner-city
neighbourhoods’ trees constitute only 2% of total area. This can
also be noticed in Dublin as shown in Affluent areas of Dublin
city have more trees and green spaces study by UCD Geography
School: 8 to 10 residents for every tree in Dublin 4 in comparison
to 30 residents for every tree in Dublin 1 (Martella. D, 2016).
23Green spaces provide opportunities for contact and a possibility for maintaining already established
contacts. It is claimed that the relationship amongst neighbours grows primarily in the course of
repeated visual contacts, and through short outdoor chats and greetings. A study in high density
social housing, found that the more vegetation surrounding buildings, the more people socialise
with neighbours, and the more familiar people are with nearby neighbours. Therefore, public spaces,
especially in high density housing, are essential to enable residents to establish social interactions.
Levels of stress are particularly high for people suffering from social exclusion such as
unemployment and those living in areas characterised by high crime levels. Instances of stress and
depression are doubled among people from ethnic minorities. It is suggested that people may
benefit from visual encounters with nature when they are stressed or anxious. If neighbourhoods
can be designed so that people can take a stroll in a garden or enjoy a good book on a shaded
bench, and feel comfortable while there, this can have a positive effect on mental health.
Ultimately, by improving and beautifying our cities, we can not only benefit the local ecosystem, but
we can also improve the wellbeing of every resident (Chan, A. 2019). Those, urban green spaces
particularly woodlands are seen as restorative environments.
Unfortunately, unsympathetic outdoor environments present in many deprived areas can be negative
factors, and cause withdrawal and further isolation of individuals. The location of green space can
be unfortunate. The majority of visits to urban green spaces are made on foot and for most people a
distance of 500 metres to 1K is the furthest they would walk to a park. Neglected parks seem to
attract anti-social behaviour and certain people (predominantly women), do not visit parks for fear
for their personal safety. For ethnic minorities perceived discrimination and fear of racial abuse
appear to limit their use of recreational sites. The great restorative potential of nature in urban
green spaces can be limited by the fear of crime and anti-social behaviour. Problems with physical
Figure 7: Map of Dublin with green spaces access and conflicts between interest groups of can generate additional stress instead of relieving
it. The stress relieving capacities of green spaces is therefore dependent on appropriate design,
management and location of green spaces.
25Europe is the most urbanised continent in the world: over 80
% of its population lives in towns and cities. In the EU
between 1975 and 1995 the daily distance travelled per person
doubled. A further doubling of traffic is predicted by 2025. Half
of all journeys in urban areas are less than 5 km long and a
third are less than 3 km (EUROPEAN COMMISSION, 2019).
The past two decades have seen growing international
concern over the impact of human activities on climate and
the atmosphere. The rapidly growing transport sector
consumes an increasing proportion of total energy and
contributes a growing percentage of global air emissions.
More sustainable transport strategies are needed as a mat-
ter of international priority. The principal challenge for most
European cities is to find ways of using the existing road
capacity more efficiently (EUROPEAN COMMISSION, 2019).
The Cambridge dictionary defines Pedestrianization as “to
make an area into one where vehicles are not allowed to go”.
Hence, Pedestrianization converts a street into an area for the
use of pedestrians only, by excluding all motor
vehicles. “Car-free” space or city is another popular term. An
area cannot be pedestrianized in isolation. It is always
coupled with the improvement and creation of effective and
sufficient public transportation facilities, pedestrian
infrastructure and non-motorized transportation
infrastructure.
In some cities where there is enough space it may be possible
to promote non-car modes of transport such as:
pedestrianizing some streets or restricting them to buses,
bicycles, without impacting the amount of road space
available to private cars. There are numerous reasons to have
Pedestrianisation schemes. First of all, pedestrianisation aims
to improve pedestrian’s safety and mobility. Another
important benefit relates to the environment. These schemes
can help to reduce both noise and pollution by discouraging
or restricting access of non-essential vehicles. Furthermore, it
helps to promote walking as a transport mode by making the
experience more enjoyable (Iranmanesh, N., 2008). The last
one means that pedestrianisation creates a pleasant
environment that people can involve in different social,
cultural and tourism activities as well. We will also notice
that pedestrianisation can improve the economical growing of
that district (Iranmanesh, N., 2008).
27Case Study- Copenhaguen
Some pioneering cities, for example Copenhagen in Denmark, have adopted such a policy for many years with great
success. Until 1962, all streets in the medieval city centre were filled with cars and all the squares were used as car
parks. As car traffic increased, conditions for pedestrians were rapidly deteriorating (EUROPEAN COMMISSION, 2019).
On 17 November 1962, Copenhagen’s main street, Strøget was pedestrianised. This conversion was hotly debated at the
time. People argued that a pedestrian street in Denmark would never work. However, although scepticism was high, the
new car free environment proved extremely popular with local residents from the first day. Today the city of Copenhagen
has over 96000m2 of car-free space. While pedestrian traffic levels have remained largely unchanged over past decades,
activities connected with stopping and staying are almost four times greater than in 1968. During the summer months
many of the pedestrian streets are full to capacity with people enjoying the many outdoor social and cultural activities.
In the winter months attractions include festivals, and outdoor ice skating. As the streets and squares in the city centre
have been pedestrianised and improved, the area has become more attractive yet also less accessible for the motorist
(EUROPEAN COMMISSION, 2019).
The city authority has adopted an integrated traffic management strategy
for the city centre (EUROPEAN COMMISSION, 2019):
• Limiting the number of parking spaces (charges for on-street parking
are relatively high)
• Reducing the number of lanes on several main routes into the city and
using the space for bus and cycle lanes instead.
• Restricting through traffic.
• While developing the suburban train, bus and bicycle networks.
In the city centre, 80 % of all journeys are made on foot, and 14 % by bicycle.
The key to the success of these inner-city transformations was undoubtedly the gradual way
these rather drastic changes were made. This approach has given residents time to adapt, to
change from driving and parking their cars to walking, using bicycles or public transport.
Individual car users often creatively change their travel behaviour, when faced with severe
traffic congestion. Individually or in combination these diverse driver responses to congestion
can result in a proportion of traffic ‘evaporating’ (EUROPEAN COMMISSION, 2019).
Based on level of compromises there can be three types of pedestrianized areas
as follows:
• Full-time pedestrianization
• Part-time pedestrianization
• Traffic calming
One point that should be respected when pedestrianizing an area, is the suitable distance from one place to another.
For instance, in a favourite district the supposed time to walk to parking and playground should be maximum 5 minutes,
shopping area and bus station should be maximum 7 minutes and distance of kindergarten, primary school and medical
centres should be maximum 15 minutes. Paving of walkways is very important also; the walkways shouldn’t be uneven,
and pedestrians shouldn’t be obliged to pass steps, its width should be enough to pass and also should be suitable for
disabled, elderly and children (Iranmanesh, N., 2008). There are also some spaces for resting and sitting by a good
management of furniture and designing (Iranmanesh, N., 2008).
29Pedestrianisation
The Urban environment, in areas such as North Inner-City Dublin, has degraded to
the extent that people do not wish to visit these areas anymore. On the other hand,
these areas play a significant role in the economy and identity of the city. When a
street is about to be pedestrianized, there is huge opposition from businessmen
with shops on those streets. The argument often put forward by retailers that their
customers need car access, presumably to carry the goods home, is simply not
correct (Kumar and Ross, 2006). Research proves that the number of pedestrians
tends to double after a pedestrian friendly area is created and the physical
environment for pedestrians radically improves after Pedestrianization. For
example, in Vienna, when a comprehensive Pedestrianization design was executed,
the city experienced a 34% growth in railway transport usage and a 53% increase in
bus travellers (TEST, 1989).
Streets, undoubtedly, are a major portion of the public realm, that is, places where
people interact with their community. Therefore, pedestrianization can be an
effective measure of improving lifestyle and community liability. It encourages both
optional and social activities for pubic, increases neighbourhood interaction and
community cohesion and leads the city to be successful. Reduced noise, less
pollution, aesthetical improvement, safety, and security, increased accessibility and
mobility make the city better place to habitat (Soni, N. and Soni, N., 2015).
Pedestrianized areas have enough space for the development of green spaces like
roadside tress, parks etc. in place of parking areas and vehicular lanes (Soni, N. and
Soni, N., 2015). The Istanbul historic peninsula Pedestrianization project resulted
in an increase in the number of trees and green spaces. Shop occupancy, property
values, and shop rents increased after Pedestrianization due to increased rivalry
Figure 8: Benefits of pedestrianization for storefronts and sales of goods increased 10–20% per year (Soni, N. and Soni, N.,
2015). More customers lead to more profit and business. As a result, more
employment is generated, and salaries of employees are expected to increase.
Pedestrianization of a street or an area of the city brings a lot of benefits to every
section of society. Pedestrianization is low cost, high benefit, easy and fast to
implement, sustainable and long-lasting solution to contemporary urban issues
(Soni, N. and Soni, N., 2015). Finally, it can be said that the core of urban spaces
should be pedestrian. We should regard this aspect in urban design and built some
spaces which are more adaptable with humanity (Iranmanesh, N., 2008).
31Potential Solutions and Site Selection
Dublin has become a city of choice for people and businesses from around
the world. It’s now the fastest growing city in Europe. Dublin One, which
many would contend is the heart and soul of the city, is a neighbourhood
that’s both benefiting from and convulsed by these growth pressures. It’s a
community that wrestles with the desire to retain its heritage and historic
fabric while accommodating new populations and 21st century
development (Ireland R/UDAT Dublin, 2020).
Dublin One has a rich historical character, with many of the buildings and
much of the remaining street grid dating back to the 17th and 18th
century Georgian period. They are some of Dublin’s most important
landmark buildings including the majestic General Post Office and both
memories and scars from the Easter Rising and the Irish War of
Independence. Much of this history has been lost with the disinvestment
during the rise of the suburbs, the War of Independence, and with Figure 9: Boundary of Dublin 1 area
commercial modernization (Ireland R/UDAT Dublin, 2020).
The River Liffey is Dublin One’s defining natural feature with its historic
quays, footpaths and a boardwalk, and crossed by architecturally
significant bridges. The river is the southerly boundary of Dublin One, one
of its most defining and valuable features, and the link to Temple Bar,
Dublin’s primary food and hospitality hub (Ireland R/UDAT Dublin, 2020).
The Liffey is surrounded by stone and three one-way lanes which are often
congested and is defined by a perception of anti-social behaviour. Still
enjoyed by visitors, its unfulfilled potential remains. Outside of the river
and geographic landforms, there is little celebration of nature and almost
a complete lack of trees and surface water features in many if not most
areas of Dublin One.
Figure 11: Henry Street
There are an estimated 4,000 residents in D1 with most residents living Figure 10: Liffey Street
in apartments. The area is the most multicultural and ethnically diverse
neighbourhood in Dublin. This diversity is represented in the population
mix, the food, and the local shopping opportunities. It is also represented
by newer residents and the multi-generational families in the
neighbourhood. This diversity is a strong part of the neighbourhood
identity and a draw for both residents and visitors (Ireland R/UDAT
Dublin, 2020). Commercially, the Dublin One study area is one of the
highest volume shopping areas in the City. Public perception appears to
be that Dublin One has some safety problems, reinforced by those blank
walls, vacant and un-programmed spaces, rubbish piles and bags, evidence
of hard sleeping, and clear evidence of drug use. Crime does not define the Figure 13: Capel Street
area and many of the problems are isolated and not a real threat to Figure 12: Mary Street
visitors (Ireland R/UDAT Dublin, 2020).
33Public transport is good, with the Luas tram system and many buses. Dublin One is one
of the main ways into Dublin city centre, creating congestion on its quays. This has
created a barrier for pedestrians and cyclists as traffic becomes unsafe and decreases
the quality of life. The area has many narrow footpaths and uneven surfaces which can
make walking difficult for the very young, the elderly and those with disabilities (Ireland
R/UDAT Dublin, 2020).
In 2016, Dublin Town undertook research to establish why Dublin city’s south side exited
recession sooner than the north side. The findings – lack of connectivity and
permeability, poor public realm, perceptions of safety and general lack of awareness of
what the area offered – led Dublin to initiate a programme to boost the northern
quarter, called ‘Dublin One’ (Ireland R/UDAT Dublin, 2020).
Dublin One has an authenticity, diversity, and texture however, a deficit of parking space
and public lingering space. Community gathering spaces identified areas such as the
Garden of Remembrance, Ryders Row, Parnell Square, Jervis Shopping Centre and Wolfe
Tone Square. Towards the edges, Capel Street and O’Connell Street offered places, such
as Cleary’s Clock. Many of these spaces lacked adequate street furniture and were
surrounded by pockets of drug use and other anti-social behavior. Furthermore, when
passing through Dublin One you notice a striking amount of rubbish and closed shutters
on many of the streets, leaving a negative perception.
Some small easy changes could be made to address the atmosphere of Dublin One and
invite people to linger.
Firstly the storage and disposal of rubbish on the streets. To a visitor, bags of trash hide
drug use, rough sleeping, anti-social behavior, and generally portray an undesirable
area. The simplest option is a no tolerance approach to allowing rubbish to be stored
outside for more than a few hours before collection. The preferred option, however, is
to crea hidden underground rubbish storage, allowing tenants to dispose of their trash
without the negative effects.
Pedestrianizing Liffey Street Lower. Removing raised footpaths leaves more space for
pedestrians, connecting the street to businesses. Such streets promote less speed and
provide a safe space for pedestrians. This allows space for people to meet freely.
The introduction of micro parks and higher level of street furniture along Liffey, Henry
and Capel street. These streets have much pedestrian traffic, introducing these small
features will invite users to use the space.
When there is no room for a park, a parklet, a lingering street feature, create
opportunities for temporary tree installations to soften the landscape without requiring
any utility work or excavations (Ireland R/UDAT Dublin, 2020).
Events inviting the community as simply as they are work to create a sense of belonging
in a area. A 2014 report by the Caledon Institute of Social Policy found that community
events and activities play a big role in creating the kinds of spaces where communities
can form a common identity, social connections and empathy among groups or group
members (Raynor, C., Stahl, D. and Black, K., 2015).A large pile of sand and lawn chairs
has been extremely successful both for very low cost temporary and permanent
installations, this installation could be located at Wolfe Tone Park.
Figure 14: Liffey Street Upper
35Alleys
One of Dublin One’s assets is its alleys. Alleys provide shortcuts and improve
access to properties. In some cases they also create opportunities for low rent
shopping and services. Unfortunately there is a perception of safety hazards,
undesirable collection of rubbish, poorly maintained facades, rough sleeping, and
drug needle use. By activating the laneway through artwork, investing in facades
and ensuring heavier pedestrian traffic, they could provide new opportunities and
restore some of Dublin One’s history.
The River Liffey
The River Liffey is one of the most underutilized resources in Dublin One.
It should be a drawing card for residents and visitors, but instead it
sometimes acts as a barrier. A semi- pedestrianization of the quays, would
offer opportunities for promenades, art installations, creating a more
peaceful atmosphere for visitors and residents (Ireland R/UDAT
Figure 16: Proposed changes to alleys (Ireland R/UDAT Dublin, 2020)
Dublin, 2020). One could also install additional benches on the Liffey
Street bridges, boardwalk, and the river side of the Quays. Some of these
areas, especially the boardwalk, have a negative perception for some
residents, but are highly desirable assets for visitors. Providing more
benches will provide opportunities for visitor enjoyment and, equally
importantly, to get more use that will drive away anti-social behavior.
Another possibility is to install a floating parklet on the River Liffey.
Unless one travels to the Docklands, river access is not currently possible.
Opening up the Liffey will give way to new business opportunitie providing
river enjoyment and potential for kayak and canoe concessions.
O’Co
nnell
Stree
t
eet
ry Str
Hen
Liffe
y Str
Jervis
eet
Walk
elor
Cape
Stree
Bach
k
t
Stree
t
Figure 15: Proposed new pedestrian streets Figure 17: Current Liffey riverbank
37Public Realm
There is a general need to make significant public realm improvements throughout
Dublin One. This includes wider sidewalks, more significant green spaces and small
pocket parks, and the introduction of benches and other permanent street furniture
(Ireland R/UDAT Dublin, 2020). It is clear that generally the condition of the public
realm is not particularly well maintained or coordinated across Dublin One. During the
day this damages the retail experience of visitors and the long term environment for
residents in the area (Ireland R/UDAT Dublin, 2020).
Figure 18: Green spaces in Dubiln City Centre (Ireland R/UDAT Dublin, 2020)
Wolfe Tone Park
Wolfe Tone Park is at an important node of Dublin One. It also represents an
opportunity to provide a place for gathering, respite and rendez-vousing with friends,
family and community(Ireland R/UDAT Dublin, 2020). The current park is hard, cold and
uninviting. It is a place to pass through rather than a place to linger. The addition of
the Tram Cafe has provided a significant shift in the park’s sense of welcoming and
vitality. It has also improved a sense of safety and well being in and around the park.
Still, there is a need for softening and more opportunities to engage with place and
people at Wolfe Tone Park. There is a proposal for the Park but in many ways it has left
the current diagram of the park unchanged and has only added a small area of grass.
(Ireland R/UDAT Dublin, 2020). Activating the edges of the Park is also important to
making the Park a lively and safe destination (Ireland R/UDAT Dublin, 2020).
39Dublin One’s Crossroads
The main routes though the area have little public realm character as it is shaped
primarily by the retailers. They lack basic streetscape amenities such as seating and
greenery and are without significant gathering places. Dublin One should consider
an incentive or regulatory program that prohibit the use of security grates and build
awareness that good views into a retail space and an adequately lit storefront display
zone are actually better for security than opaque barriers.
Henry Street is a broad street in Dublin One. Yet it is featureless. Except for peak
shopping hours, the space feels vast and underutilized. The absence of greenery and
seating gives a meaningless aspect and structure. Adding street planting and central
seating will create more structure and a vista to the street.
Communities in Dublin One
Dublin One has many opportunities for community establishment thanks to its many businesses, diverse
neighbourhoods and other assets:
• Rich array of cultural, higher education and health care institutions
• Strong mix of private uses - diverse retail, residential, office
• Historic character
• Proximity to river, Docklands and Dublin Two
• Luas creating a link and making it a central hub
It’s also a community that faces a number of challenges and threats to its wellbeing:
• Very high upper floor vacancy rate
• Shadowy perception
• Insufficient open spaces
• Lack of job opportunities for growing diverse population
• Shifts in retail preferences
Residents, employees, and businesses within the district realize their circumstances and have endeavored to improve
conditions there for years. Bringing the Luas through the area and now expanding it, and development of new mixed
use developments offer concrete examples of investment from the private and public sectors that illustrate success.
But the area needs significantly more to achieve its potential and to assist the larger city in effectively absorbing a
growing population (Ireland R/UDAT Dublin, 2020).
41Conclusion
This report aimed to confirm the importance of green and pedestrian open space to
community in the Dublin One area of North Inner-City Dublin. Through research on the
benefits of community and pedestrian ways on urban settlements, it was possible to
demonstrate how these would benefit Dublin One. It was possible to develop which
measures could be taken as to create a better more sustainable Dublin One in terms of
human resources and living conditions to give back its lost potential to an area that has
suffered from economic and urban hardships.
4302
Over the first part of the design thesis, I was able
Brief 1
Conceptual approach to
to analyse my site in detail. I looked closely at the the site, reading the site
previous research I had done of history and context. I
found that Dublin has various type and
periodic architecture and planning. From on-site
visits a research I saw four different districts in
Dublin One. Throughout Dublin they are many
derelict buildings and site due to the switch to
suburban living that happened post industrialisation.
I was able to explore and investigate the green
spaces in Dublin One. I examined the links and how
accessible they were, with different mean of
transport. Dublin one is a wide area that has some
disparities in its connection to other districts. The
central parts hold many connections through the
bridges, public transport and commercial
infrastructure. However, there is a light change if
topography of the streets and connections when
going more north in the district. The streets and
buildings pattern changes and becomes much
denser. The area has many different developments
and potential from many different eras.
45Dublin One- The Site
Population
72,982
Families
27,883
Figure 19: Green spaces in Dubiln
9.59
Km2
52.2% 47.8%
Graphic 1: Map of Dublin 1
41.5%
47Site photos
Historical High Density Area
Varied Services- 70’s/ 80’s
Residential Infrastructure
New and Developing
Infrastructure
Graphic 2: Map of Building Uses Dublin 1
Pedestrian Bridge
Motor Bridge
Graphic 3: Map of links and roads 1st Road
2nd Road
3rd Road
Liffey Banks
Figure 20-33: Site Photos
New Benches
Existing
Graphic 4: Map of Benches
49Dublin One Laneways
Laneways or Alleys are emblematic of Dublin One.
They are spread out throughout every are and come
up in all shape and form. They are often surrounded
by poorly maintained buildings that are left to decay,
and come with a perception of hazard and unsafety.
Some laneways requires activating investing in
facades, and ensuring heavier pedestrian traffic.
A few actions, however, will make an immediate
difference, which can be seen with some newly
designed Laneways in developing areas of D1.
The laneways can be find throughout the site in any
conditions, however, more often than none in
degraded one. Some lead to shops and some link and
create shortcuts between areas and streets. From
old degraded buildings, often vacant to blank façade,
there is an aspect of lack of safety in these laneways
as well as wilderness, as they are often not taken
care of. Opening up the surrounding building and
small elements as street activity can help popularise
them and make them a emblem of D1
Graphic 5-11: Dublin 1 Alley Sketches
51Commercial Streets
Dublin One is the area with the most commercial and
hospitable infrastructure in Dublin. These are spread
out throughout various street, easily connected. They
are, however, often degraded and with little vegetation
or seating inviting visitors to linger. Pedestrians and
vehicle often share the road space as footpath are not
often large enough to cater to the many users.
Liffey Street Lw.
Liffey Street Up.
Henry Street Graphic 12-16: Dublin 1 Commercial Road Sketches
53Dublin One Threshold and Vistas
Dublin One is rich in history and beautiful architectural buildings.
It is close to many important features of Dublin such as the Liffey,
which link both side of the city through many gorgeous bridges.
The streets being build in a linear manner often have a view of the
Liffey which can attract visitors. Vistas are an important part of
the landscape that should not be forgotten when creating
attractive spaces, they permit to venture in new areas. By clogging
these vistas we work against their primary usage. Unorganised and
degraded store front can have an impact on these vistas, as well
as vehicles and other view blockages.
Dublin One Crossroads
Dublin One is a wide area that hold many different elements. It is the main
branch into the city and so hold many important roads and junctions that help
traffic and transportation access. These junction s are often wide, busy and very
grey due to a lot of concrete. They might feel unsafe and to noisy to develop a
commerce. However are needed and essential to a well connected area. They
often give way to private vehicles even though they are not always the main
users of the area. In an area like D1 that is so close to many amnesties, many
users would be walking or using public transports. These junctions need to be
reutilised and redesigned to answer the needs of the area.
Graphic 17- 19: Dublin 1 Junctions and Vistas
5503 Precedents
57Madrid Rio
The city of Madrid dug 43
kilometres of tunnels into which
the exit routes and motorways of
the six-kilometre section along
the River Manzanares
disappeared. West 8, working
together with MRIO arquitectos,
a joint venture of three Madrid
based firms managed by Ginés
Garrido Colomero, designed the
master plan for the reclaimed
river banks and the new urban
area.
Figures 34- 38: Madrid Rio Pictures
59Chicago Riverwalk Expansion
The Main Branch of the Chicago River has a long and storied
history that in many ways mirrors the development of Chicago
itself. Once a meandering marshy stream, the river first became
an engineered channel to support the industrial transformation of
the city. Following the famed reversal of the river, in which the city
reversed the flow of the Main Branch and South Branch to improve
sanitation, architect and urban planner Daniel Burnham introduced
a new civic vision of riverside promenades with the addition of the
Wacker Drive viaduct. Over the last decade, the role of the river
has been evolving with the Chicago Riverwalk project— an initiative
to reclaim the Chicago River for the ecological, recreational and
economic benefit of the city. The goal of embracing the river as a
recreational amenity seemed impossible years ago given the river’s
high levels of pollution. But today that vision is becoming a reality.
Recent improvements in river water quality and the increased
intensity of public recreational use signal growing life along the
river, demanding new connections to the water’s edge.
Figures 44: Chicago River walk Edge Diagram
Figures 39-43: Chicago River walk Pictures
6104 Brief 2
Spatial outcomes of the
The first stage of the design thesis and the conceptual approach
second one, were closely linked, however
there was still a large gap. During this stage
we were to start exploring the different
strategies of our problem and its solutions. I
studied the different alleys and laneways in
Dublin One and explored the potential of
activating and modifying them. They were
various to modify them, either to create new
access routes and connect, or to give back the
former planned structure.
By studying these lane ways I looked at the
green infrastructure, and the potential of
connecting and creating new green ways
throughout Dublin One. I used both the
existing GI and Laneways, to create
potentialstrategies to answer the
pedestrian and environmental needs of the
site.
63Green Links and Alley ways Strategy
Graphic 20-23: Alleyway intervention
Liffey Green Way
New PLaza
re-vegetation
Existing Green links
Hardest
Medium
Easiest
Dead Ends
Graphic 24: Green Links and Changes in alleyways
Rapid urbanization and dwindling resources, we have to use existing infrastructure more efficiently, make
better use of the resources we have. True urban quality comes from accommodating density and diversity of
building types and uses in the same place. - JAN GELH
Here is proposed two strategies over Dublin 1. By creating potential green links and linking them through
a system of alley ways and connections, dublin one becomes more connected and uniform. These changes
add an urban quality to the area as well as promotes existing infrastruture
65Changes in the Streetscape by the Liffey
Graphic 26: Proposed traffic redirection
Enhancing the Streets
Current
Graphic 27: Proposed bench planting system
By adding outdoor furniture your are
Proposed
providing the local community and
local tourists a place to stop and
admire the nature around them.
Graphic 25: Changes in Road system of the Liffey Riverbank
67Greening the Luas in Dublin 1
Graphic 28: Proposed luas greening
By adding swales you are adding visual
interest to a community while also
creating a development which
environmentally friendly
Graphic 29-30: Intervention of proposed luas greening
69Strategy Map
Graphic 31: Plan proposed strategies 7105
This staged allowed to transform my ideas into concrete
Brief 3
The detail of the project
designs. It permitted me to see how the design would
work with the context at a large scale. During this stage
I focus on one part of the strategy: The Liffey green way.
I designed this zone to great details from materiality to
users’ needs and experience. Through the materiality and
recuring textures of the river walk, you can find a
personality to the area while still experiencing different
possibilities with the spaces and its own character.
I utilised pre-existing structures such as the Bachelor
Walk to keep and emphasize the personality and
belonging of the locality. The wide long benches in the
first zone of the design allow for lingering and maximum
utilisation of the promenade. Creating a tranquil
promenade while still giving way to the commercial
usage. The extensive vegetation creates a slight
boundary, creating to distinct space, that still belong
together through the same materiality. The 2nd design
zone, has a wider scope, allowing for different
possibilities. The recurring materials from zone one
creates a continuation. However, this space is open,
allows for the user to walk around freely without a guid-
ed path. The different shapes on the ground, create a
levelled playground for children, as well as structured
spaces for different groups. The different viewpoints
throughout the space gives way to the natural element
surrounding the hard edge of Dublin One.
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