2020 Vision for Athy - Entire Document - Kildare.ie

Athy 

Integrated Framework Plan for 

Land Use and Transportation 

Final Report 

December 2004 

WSP Ireland Ltd 

Floor 4 

Harcourt Centre 

Block 3 

Harcourt Road 

Dublin 2 

Tel: +353 (0)1 418 2224 

Fax: +353 (0)1 418 2248 

www.wspgroup.com

Athy IFPLUT Study Final Report December 2004

CONTENTS PAGE 

1 INTRODUCTION 3 

1.1 Purpose of Study 3 

1.2 Study Area 3 

1.3 Study Objectives 4 

1.4 Projected Residential and Employment Populations 5 

1.5 Study Methodology and Consultation 5 

1.6 Report Structure 7 

2 STRATEGIC CONTEXT OF ATHY 11 

2.1 Introduction 11 

2.2 Strategic Policy Review 12 

2.3 Summary 23 

3 PROFILE OF STUDY AREA 24 


3.2 Population 24 

3.3 Employment 25 

3.4 Existing Land Use 27 

3.5 Land Availability: Opportunities and Constraints 30 

3.6 Transport Network 32 

3.7 Public Transport Services 33 


4 CONSULTATION 36 


4.2 Consultation Methodology 37 

4.3 Timetable of Consultation 37 

4.4 Client, Steering and Technical Working Group 38 

4.5 Public Consultation 38 

4.6 Other Stakeholders 39 

4.7 Elected Representatives of Kildare County Council / Athy Town Council 39 


5 PRINCIPLES AND OBJECTIVES 43 

5.1 Principles 43 

5.2 Objectives 44 

6 ASSESSMENT OF FUTURE GROWTH AND NEEDS 51 

6.1 Population 51 

6.2 Employment 53 

6.3 Educational Facilities 54 

6.4 Services and Infrastructure 54 

7 ALTERNATIVE SCENARIOS 57 



7.2 Land Use Scenario A 58 

7.3 Land Use Scenario B 59 

7.4 Land Use Scenario C 60 

7.5 Land Use Scenario D 61 

7.6 Land Use Scenario E 62 

7.7 Land Use Scenario F 63 


8 ASSESSMENT OF VIABLE SCENARIOS 64 

8.1 Scenario A – Do Minimum 66 

8.2 Scenario B 70 

8.3 Scenario C 74 

8.4 Scenario D 77 


9 DEVELOPMENT OF PREFERRED SCENARIO 85 


9.2 Summary of Preferred Development Scenario 85 

9.3 Objectives 92 

9.4 Traffic Modelling Outputs 107 


10 DELIVERY OF THE IFPLUT 113 


10.2 Phasing 113 

10.3 Implementation 114 

APPENDICES 

Appendix A 


INTRODUCTION 

Athy IFPLUT Study 1 Final Report December 2004


1 INTRODUCTION 

1.1 Purpose of Study 

The Athy Integrated Framework Plan for Land 

Use and Transportation (IFPLUT) was 

commissioned jointly by Kildare County 

Council and the Dublin Transportation Office 

(DTO) in the context of Athy’s designation as a 

Secondary Growth Centre in the Greater Dublin 

Area. The Regional Planning Guidelines for the 

Greater Dublin Area were adopted in July 2004 

and within the context of these Guidelines Athy 

is designated a Moderate Growth Town. 

Key to the development of urban centres is the 

integration between land use and transportation in order 

to ensure that, in the future, travel to and within towns 

such as Athy is carried out using the most convenient and appropriate mode of travel. This can only be achieved by 

planning for future provision of homes, jobs, education and social activities hand in hand with transport planning. 

Integrated planning of this nature ensures that people are offered the opportunity to travel to and from these land 

uses by the most appropriate and sustainable mode of transport, whether by foot, bicycle, bus, car or train. Such 

planning fundamentally addresses the future quality of life and social inclusion of the people of Athy as it looks to 

build upon the opportunities in the town to make it an attractive place to live, work, play and socialise. 

The Study’s findings and recommendations can be considered as a blueprint for the development of the town to 

2016 and beyond, both for residents and potential investors. In the shorter term the Study will be used to shape the 

next development plans for the town and environs and will assist in determining planning applications in the area. 

1.2 Study Area 

Athy is situated in South Kildare on the heavily trafficked National Secondary Route N78, which forms the main 

arterial road between Dublin, Kilkenny and Waterford. The Study Area is defined on Figure 1.1 and this area was 

used for the determination of future population and employment growth. However the town serves a larger 

hinterland in southern Kildare and Laois and is proximate to a number of major employment, retail and leisure 

development centres including Dublin, Carlow, Kilkenny, Portlaoise, Newbridge and Naas. These centres are 

firmly established and their proximity provides opportunities for travel from Athy and as such act as a constraint 

for the development of retail and employment and leisure facilities in the town. 

The town suffers from severe traffic congestion making 

efficient movement through the town practically 

impossible. This factor detracts from Athy’s economic 

attractiveness for companies, preventing investment and 

employment opportunities necessary for the town’s 

development. Full realisation of the town’s economic 

potential will require the completion of the N9 

realignment and upgrading of rail services. 

Athy is a designated Heritage Town with origins as an 

Anglo Norman settlement and together with the 

convergence of the River Barrow and Grand Canal in the 

town provides Athy with a wealth of amenity, leisure and 

tourism facilities and therefore the town has a potential to 

become a premier tourist attraction and cultural centre in South Kildare. The town also has potential to build on its 

existing employment and residential land uses in order to provide the stepping stone to a self-sustaining 

development centre. 


Figure 1.1 Study Area 

1.3 Study Objectives 

Within the context of the role of Athy as a Secondary Development Centre the specific Study objectives are 

defined as follows: 

• To examine the current and future integration between land use and transportation, based on the relevant 

policy and strategy documents, indicating suitable land use zonings, especially with respect to higher and 

significant trip generators, that maximise the potential for walking, cycling and public transport trips. 

• Consult with key stakeholders including local resident groups and the general public to ensure the widest 

possible consensus is achieved. 

• Carry out an audit of the existing transport infrastructure. 

• Identify distributor level transport networks for all modes, which, with the aid of a traffic model and key 

traffic management measures, will accommodate mode split targets to be identified in the Study. 

• Identify proposals for key traffic management proposals that will provide safe and convenient pedestrian 

and cycle links between major trip attractors. 

• Recommend a timescale and monitoring arrangements for the implementation of proposed measures up to 

2016. 


1.4 Projected Residential and Employment Populations 

A population target of 20,000 by 2016 for the Study Area has been determined based on Athy’s designation as a 

Secondary Growth Centre within the Greater Dublin Area (see Section 2) and its role as a Primary Development 

Centre within County Kildare. At present the population within the Study Area is approximately 8,800 and 

therefore a population increase of approximately 11,000 is planned for Athy and its environs. 

It is recognised that significant population growth would 

be required in order to reach the potential population by 

the design year. However in the context of this Framework 

Study the principle is to set in place the building blocks 

that will allow the town to grow in an integrated and 

sustainable manner in order to receive the target 

population regardless of the timeframe in which the 

growth occurs. 

Of the present population in the Study Area approximately 

4,600 are available for employment. The latest 

employment survey carried out in 2002 for the town 

estimates the existing employment base at 1,760. 

In order for the town to become to a self-sustained employment centre for 20,000 people, 9,000 jobs would be 

required in the Study Area. This equates to a participation rate of 45% of the total population of 20,000 and is 

based on future population and demographic predictions from the Central Statistics Office. 

These projections are described in detail in Section 5 of this report. 

1.5 Study Methodology and Consultation 

The Study methodology follows a logical sequence from baseline assessment through the development of 

appropriate principles and objectives for Athy to the delivery of the preferred development framework strategy for 

the town and environs. The methodology is outlined in Figure 1.2 and is both a qualitative and quantitative 

analysis based on the one hand on ongoing consultation, desktop review and on-site assessments whilst on the 

other hand using population and employment analysis and complex transportation modelling. 

The Study is underpinned by the objectives of the relevant national, regional and local strategies outlined in 

Section 3. This Study is not intended to be a stand-alone document but rather it seeks to co-ordinate and address 

the relevant land use and transportation aspects of these relevant strategies. 

The consultation process is key to the delivery of the Study recommendations as consensus and compromise with 

all stakeholders is necessary in order that whilst the recommendations are consistent with the Study’s aims, they 

are also accepted by the community at large. The details of the consultation process is outlined in Figure 4.1, 

which indicates that the process was comprehensive and sought the views from as wide a cross-section of 

stakeholders as possible. 

The transport assessments of the various land use scenarios were undertaken using two modelling processes. 

Firstly, at a strategic level, each scenario was tested against the overarching principles using map based walking 

assessments. This process models the sustainability of each land use scenario by determining the walking distances 

between major trip attractions. On completion of this walking assessment, viable scenarios were refined for the 

viable scenarios assessment stage. Each viable scenario was tested up to the period of 2016 using the SATURN 

and MEPLAN computer modelling packages. The SATURN computer programme suite models traffic behaviour 

around the town, whilst MEPLAN independently assesses the modal split and use of slow modes for the various 

journey types. The modelling results of each scenario are then assessed in terms of their compliance with the Study 

objectives and a final preferred scenario is selected that is considered the most beneficial to the future development 

of the town. 


Consultation 

Figure 1.2 Study Methodology 

Transport Baseline Review Land Use Baseline Review 

Existing Population & Employment 

Review 

Data Collection 

Assessment Criteria 

Population & Employment Forecasts 

Land Use and Transport Scenarios 

Transport Model Assessments 

Preferred Integrated Scenario 


Principles and 

Objectives 

Assessment 

Delivery 


1.6 Report Structure 

The structure of the report is as follows: 


Principles 

and 

Objectives 

Assessment 

Delivery 

Section 2 Strategic Context of Athy - Introduces the policy framework within which the report 

has been prepared incorporating an extensive review of strategy and policy documents at 

national, regional, county and local level. 

Section 3 Existing Profile - Reviews the current status of the Study Area in terms of 

population, employment, education, land use, amenity provision, water supply, wastewater 

treatment and transport provision. The purpose of the review is to identify at the local level the 

particular opportunities and issues that the town faces in terms of developing a self -sufficient 

centre. 

Section 4 Consultation - Outlines the extensive consultation undertaken with the various 

stakeholders and highlights the key issues raised with respect to the existing environment and 

the perception of the future development of the Study Area. 

Section 5 Principles and Objectives - Outlines the guiding principles and general objectives of 

the Study, which are required in order to work towards and achieve the Preferred Framework. 

Section 6 Assessment of Future Growth and Needs - Assesses the future growth of the Study 

Area in terms of population growth, employment and school requirements and travel demand. 

Section 7 Alternative Scenarios - Outlines the potential land use and transportation scenarios 

and assesses them in terms of their compliance or otherwise with the guiding principles as 

outlined in Section 5. 

Section 8 Assessment of Viable Scenarios - Tests the scenarios, which have been taken 

forward from Section 7 against the objectives of the Framework Plan incorporating the walking 

assessments. 

Section 9 Transport Model Assessments – Tests the scenarios, which have been taken forward 

from Section 8 using the SATURN and MEPLAN software modelling suites. 

Section 10 Development of Preferred Scenario - Details the preferred development 

framework within which detailed land requirements for housing, employment, infrastructure, 

open space and community facilities are set out together with the proposed multimodal 

transportation management system with the outcome being the most desirable integration of 

land use and transportation within Athy. 

Section 11 Delivery of the IFPLUT - Outlines the way forward in terms of the key steps 

necessary for the delivery of the preferred framework in terms of phasing and incorporation into 

the Development Plan. 



REVIEW 

Strategic Context of Athy 

Consultation 

Profile of Study Area 



2 STRATEGIC CONTEXT OF ATHY 

2.1 Introduction 

The IFPLUT Study is set in the context of national, regional and county development strategies, which provide the 

overriding principles for the Study and create the framework for the assessment of the Study Area. The context of 

the IFPLUT is shown in Figure 2.1 and the consultants carried out a review of these strategy documents prior to 

developing the Guiding Principles and Specific Policies for the Athy area. 

National 

Regional 

County and Local 

Future 

Strategic Rail Review 

DTO Strategy " A Platform for Change" 

County Housing Strategy 

A Framework for Action 2002 - 2006: Report 

of County Kildare Tourism Task Force 

Figure 2.1 Study Context 

Kildare 2012: An Economic, Social and 

Cultural Strategy 

National Spatial Strategy 

National Development Plan 

Regional Planning Guidelines: 

Greater Dublin Area 

Kildare County Development Plan 

Athy Town Development Plan 

IFPLUT 

Future County and Town Development Plans 

Residential Density Guidelines 

Retail Planning Strategy for the Greater 

Dublin Area 

Athy Rapid 

Area Action Plan 

Rural Transport: Service Audit and Needs 

Assessment (Kildare County Report) 

Athy - New Street Proposals 

Shaffrey Associates Architects 

N78 Athy Relief Street Preliminary Report 

M.C.O'Sullivan & Co Ltd 


2.2 Strategic Policy Review 

National Spatial Strategy 

The National Spatial Strategy (NSS) adds a spatial 

dimension to social and economic planning for the first 

time in Ireland. It is designed to improve the 

effectiveness of public investment in infrastructure and 

other relevant services around the country. It will 

provide a national framework for regional, county and 

city plans in relation to policy guidance for the longterm 

development of Ireland. 

The NSS aims at enabling every part of the country to 

grow to its full potential. It identifies Gateways and 

Hubs as well as recognising that many other country- 

and larger sized towns in Ireland represent critical 

elements in the structure in order to realise balanced 

regional development. Athy can be considered as such a 

town. 

These towns will act as a focus for strengthening their 

own areas. The balanced patterns of growth will be 

supported by these towns, which will capitalise local 

and regional roles and will be linked to the roles of 

gateways and development hubs. 

The NSS also recognises that its policies and guidelines 

must be supported by a national transport framework 

including improved roads and public transport services. 

The NSS proposes strategic radial, linking, and 

international access points for the country. Athy lies 

between two Strategic Radial Corridors to the South 

(Waterford) and South West (Cork, Limerick), as well 

as close to the Central Spine, a Strategic Linking 

Corridor, which will link Dundalk, Athlone, Mullingar, 

Tullamore, Portlaoise and Rosslare. 

NSS: Athy’s Dual Role 

Because of its location Athy needs to fulfil a dual role within the framework of the NSS: The town is part of the 

Greater Dublin Area and is also surrounded by rural areas. Therefore, according to the NSS rationale, Athy has to 

meet a “consolidating” and a “reinforcing” role. 

As an area that is “consolidating” the Greater Dublin Area the key considerations include: 

• “Effective integration of land use and transportation policy within the spatial structure of the Greater 

Dublin Area. 

• Facilitating ease of movement of people and goods within the Greater Dublin Area. 

• Clarifying the role of other urban areas within and at or near the edges of the Greater Dublin Area.” (NSS 

page 55) 

As an area that is “reinforcing” central parts of Ireland and the South East the key considerations include: 

• “Improved collaboration and joint promotion of towns.” (NSS, page 56) 

Figure 2.1 Dublin & Mid East Region 

The NSS recognises that the continuing health of Dublin is critically dependent on maintaining the hierarchy of 

Metropolitan Area, Hinterland and a number of other strategically located towns as Primary and Secondary 


Centres (e.g. Athy) within the Hinterland, as outlined in the Strategic Planning Guidelines for the Greater Dublin 

Area (see below). To counteract the development of unsustainable long distance commuting to the Dublin Area 

the NSS requires that strong county towns adjacent to the Greater Dublin Area must aim at their own economic 

self-sufficiency to minimise commuting and to support the surrounding areas. This is to be achieved through 

sustaining a good employment base and a wide range of shopping facilities and social infrastructure. 

Further to its role as part of the Greater Dublin Area Athy is identified in the policy catalogue for the “Dublin and 

Mid-East Region” as having urban strengthening opportunities. Towns with this quality are located on important 

economic and transport corridors or in other strategic locations and have a capacity to grow. These towns must 

become a focus for the settlement policies of local authorities and be incorporated as such in county development 

plans. 

NSS: Regional Spatial Development and Economic Activity 

The NSS also provides guidance regarding a regional approach to the spatial development of the country. In this 

regard, two of the key points are of particular relevance to Athy: 

“Frameworks for spatial planning of cities around the country and their catchments must be developed 

and implemented. This involves addressing the planning issues for metropolitan and hinterland areas 

of cities in an integrated way. Cities and surrounding counties must put in place sustainable and 

public transport-centred settlement and development strategies within the planning system to support 

continued progress and competitiveness into the future.” (NSS, page 74) 

“The county town and large town structure must be strengthened. This will be achieved through 

regional and county settlement and planning policies. These should support the towns, as both 

generators of business activity and delivery points for the key services that people need if they are to 

continue living in or be drawn to a particular area.” (NSS, page 74) 

Also, The NSS sees economic activity as central to the aim of achieving spatial balance. An overall spatial 

framework is advocated, which would suggest in economic terms, inter alia: 

“Complementary roles for other towns, villages and rural areas; various medium sized towns in each 

region will act as “local capitals” providing a range of services and opportunities for employment. 

Within the spatial framework proposed by the NSS, rural potential will draw upon local economic 

strengths, supported by a stronger structure of smaller towns and villages as a focus for economics 

and social activity and residential development.” (NSS, page 98) 

Athy’s relatively isolated location on the edge of the Greater Dublin Area, and its importance to its rural 

hinterland, means that it can become an economic development centre in its own right. 

National Development Plan 

The National Development Plan 2000-2006 (NDP) is a framework strategy, which will guide development in 

Ireland over the plan period. It has a number of key national objectives: 

• Continuing sustainable national economic and employment growth. 

• Consolidating and improving Ireland’s international competitiveness. 

• Fostering balanced regional development. 

• Promoting social inclusion. (NDP, Page 33) 

NDP: Athy and the S&E Region 

Athy is located in the S&E (Southern & Eastern) Region (NUTS II Classification), or the Mid-East Region 

according to the NUTS III Classification. The NDP only contains primary objectives for the NUTS II 

Classification and the relevant objectives to this Study include: 

• Consolidate and build on its recent economic performance. 

• Further develop counter-balances to Dublin. 


• Address urban congestion and bottlenecks to growth through targeted investment in infrastructure and 

human capital. 

• Facilitate more balanced economic growth across the Region. (NDP, page 164) 

The S&E Region, which comprises 73% of the population, is characterised by a predominantly urban population 

concentrated in a relatively small number of centres. However, these statistics mask the considerable variations in 

population spread in the S&E Region. Many of the more peripheral settlements, including Athy, in the region are 

lagging behind in terms of economic development and require investment in infrastructural facilities and urban and 

village renewal in order to increase their attractiveness as places to live and work. Such investment will encourage 

more spatially balanced socio-economic development and will ease capacity constraints in the major urban centres. 

NDP: Regional Development 

The objective for regional policy is to achieve more balanced regional development in order to reduce regional 

disparity, in particular the disparity between the S&E and Borders Midland West (BMW) Regions. In this context, 

the NDP notes that a number of medium-sized towns have emerged as major county / local hubs for economic 

growth, supporting the development of smaller towns and villages and rural areas. 

Athy could be considered as an example of a medium-sized town (or major county / local hub) in this context. The 

NDP notes in relation to these settlements that: 

“These towns have the potential to attract smaller scale foreign direct investment and to develop 

indigenous services…Investment in these towns to support their ongoing development as locations for 

smaller scale industry and enterprise will be a key factor in spreading the benefits of national 

economic development more widely across the Regions.” (NDP, page 44) 

Under the National Development Plan, a number of transport projects are planned, including the enhancement of 

the existing national road network, including the N7, N9 and N80, network of suburban rail services, and an 

extension and increase in capacity of the bus network. 

Strategic Rail Review 

In line with the findings of the DTO’s “A Platform for 

Change” the Strategic Rail Review recognises that there is 

a need to undertake a more detailed analysis of the main 

transport corridors in the Greater Dublin Area. 

Furthermore the review appreciates that the concentrated 

development in designated growth centres such as Athy 

may lead to an increase in demand greater than forecasted 

in this report. However, no recommendations have been 

made in the report to extend the Dublin Suburban Rail 

Service to Athy. 

On a national scale, Kilkenny, Waterford and Dublin have 

been designated for upgrade under the RAPID programme and the Kildare line has been selected for an upgrade 

including passing loops. It is anticipated that these improvements will reduce the journey time between Dublin, 

Athy and Waterford by 15%, thus allowing for an increase in service frequency. 

Residential Density Guidelines 

The main objective of the Residential Density Guidelines is to provide recommendations and policies to increase 

residential densities in appropriate areas such as brownfield sites, sites in proximity to town centres and transport 

corridors. The benefits of higher residential densities address important social, economic and environmental 

considerations and thus lead to more sustainable residential patterns by virtue of: 

• More economic use of existing infrastructure and serviced land, 

• A reduced need for the development of “Greenfield” sites, urban sprawl and ribbon development, 

• A reduced need for investment into new infrastructure, 

• Better access to existing services and facilities, and 


• More sustainable commuting patterns. 

Local Authorities are requested to promote higher residential densities, but they are not to be achieved on an 

unacceptable amenity cost. A high quality of design and layout and high quality open space as well as adequate 

shopping, social, transport and leisure facilities are therefore essential. Also, a more varied range of dwelling types 

and styles to correspond to apparent demographic changes are encouraged with increased residential densities. 

Densities lower than 20 units per ha should be generally discouraged. On “Greenfield” sites the greatest efficiency 

in land usage is achieved at 35 – 50 units per ha. “Brownfield” sites in particular in proximity to the town centre 

and existing transport corridors can be redeveloped at higher densities. For town centre sites there should be in 

principle no upper limit on the number of dwellings, but certain policies have to ensure quality and type of design, 

compliance with standards etc. 

The Residential Density Guidelines provide recommendations concerning development plans and action area 

plans, public and private open space, car parking and internal space standards as well as concerning ecology and 

bio-diversity. 

Dublin Transportation Office - Platform for Change 

The Dublin Transportation Office’s (DTO) strategy for transportation in the Greater Dublin Area (GDA) is 

outlined in ‘Platform for Change’ (PFC), which in turn is fully co-ordinated with the objectives of the Strategic 

Planning Guidelines (SPG’s, see below). The DTO’s overriding strategy consists of two interdependent elements: 

on the one hand to implement transport infrastructure and service improvements whilst on the other hand 

managing demand to reduce the overall growth in travel. In particular demand management is targeted at 

encouraging a transfer of trips, where appropriate, from private car to walking, cycling and public transport. 

Clearly the implications for Athy vary from other population centres in the GDA and in particular the emphasis on 

public transport must be tailored to suit a town of the size of Athy in terms of its projected population and land 

area. However in terms of the overarching traffic management, demand management and complementary land use 

policies contained in PFC these are, by and large, as applicable in Athy as they are in any other settlement centre in 

the GDA. 

In particular, PFC explicitly states that policies to be adopted in development centres such as Athy should be 

consistent with the objective of achieving self-sufficiency. 

Regional Planning Guidelines for Greater Dublin Area 

The Regional Planning Guidelines (RPGs) provide a 

sustainable planning framework for the GDA within the 

context of the Planning and Development Act 2000 and the 

NSS. They provide a long-term strategic planning 

framework for the development of the Greater Dublin Area 

up to 2016 in line with the recommendations as set out in 

the NSS for 2020. The RPGs for the GDA build on the 

Strategic Planning Guidelines for the GDA (SPGGDA) and 

the NSS as foundation. The vision for the GDA described 

in the SPGGDA is taken as primary starting point. A key 

element of the RPGs is an increased emphasis on the 

concentration of future development into the Metropolitan 

Area and into the designated development centres in the 

Hinterland Area. The Guidelines also build upon the 

SPGGDA by identifying two inter urban relationships 

namely Primary Dynamic Clusters and Secondary 

Development Clusters. 


Athy is identified within the RPG as a Moderate Growth Town synonymous with the category of County Towns 

and Towns with over 5,000 Population as identified within the NSS. 

The RPG is summarised within forty eight recommendations under the broad headings of 

Economic Development 

Settlement and Planning Policy 

Transport and Infrastructure Policy 

Preservation and Protection of the Environment and its Amenities 

Underpinning these recommendations are key objectives and strategic policies and listed below are some of the 

more relevant objectives and policies that are of relevance to Athy and the IFPLUTS: 

• Development and growth of each of the selected urban centres to the maximum extent possible….. 

• Development of ….moderate growth centres to be self-sustaining in terms of employment provision, satisfying housing 

demands and ensuring the delivery of a high level quality of life for the communities’ residents. 

• Promote a balance between jobs and population in settlements throughout the region. 

• Promote a high quality built and natural environment that is attractive to industry. 

• Ensure that sufficient zoned land is made available to meet the demands from both housing and industry/commercial 

needs. 

• Encourage mixed-use settlement forms, in which jobs and residences are relatively close, thus encouraging short trips 

and greater use of walk and cycle modes…… 

• Clear definition of the boundaries of the urban centres to ensure a clear division between rural and urban areas. 

• The promotion of high quality urban design that balances the achievement of densities with the provision of high-quality 

services…..and the provision of high quality access and permeable networks. 

• Promotion of higher density residential developments within growth towns…. 

• Promotion of good transport links to the Metropolitan Area and the East Coast ports…..and high quality transport links 

between the towns themselves. 

• Give consideration to identifying areas of townscape character and quality….. 

• The leisure and amenity potential of the inland waterways …should be investigated and promoted…. 

• Preserve and protect architectural heritage and ..encourage the sympathetic re-use and/or development thereof. 

• Secure the preservation of the setting and special character of historic towns. 

• …that social, community and cultural needs of all persons and communities be catered for through the provision of well 

dispersed and easily accessible social and community infrastructure….. 

• Examine ways of improving access to the countryside….. 


Retail Planning Strategy for the Greater Dublin Area 

This strategy is consistent with the Retail Planning Guidelines at national level and objectives of the Retail 

Planning Strategy are to ensure that there is sufficient retail floorspace to fit population and expenditure growth in 

the GDA, that the floorspace is located in an efficient, 

equitable and sustainable manner and to provide 

advice on the scope of new development. 

The Strategy proposes a retail hierarchy respecting the 

different needs of the Metropolitan and Hinterland 

Areas in the GDA, as defined in the SPGs: 

• Metropolitan Centre 

• Major Town Centre 

• Sub-County Town Centre 

• District/Sub-County Town Centre 

• Neighbourhood Centre 

At each level of the hierarchy different types of shopping are likely to be appropriate: 

• High Order Comparison 

• Middle Order Comparison 

• Low Order Comparison 

• Superstore 

• Supermarket 

The Strategy provides guidance on the likely future scale and distribution of retail floorspace at county level. 

County Kildare is considered as self-sufficient in convenience retail terms, but a considerable outflow of 

comparison expenditure has been detected in the research conducted for the Strategy. Within Kildare, Athy is 

recommended for designation as a Sub-County Centre in the Hinterland Area. Following the hierarchy of the 

different types of shopping, Low Order Comparison Retailing, Superstores and Supermarkets are recommended for 

a Sub-County Centre. 

The effectiveness of the strategic hierarchy depends on the ability of each centre to perform its allocated role. A 

convenient and an enhanced quality of access for shoppers are central as well as alleviating traffic congestion. 

Kildare County Development Plan 1999 

Kildare has proved to be one of the fastest growing counties in Ireland in the last number of years, especially in the 

north-eastern regions close to Dublin. To counteract this development, the settlement strategy of the County 

Council aims at re-directing the outwards movements of population currently flowing along the N4 in the northeast 

into a southward direction to the centre of the county. A north-south link would enhance the attractiveness of the 

central area of the county for investment and would also have a spin-off effect for the south and west of the county 

and remoter areas in general. The centre of Kildare is identified as particularly attractive for distribution and 

warehousing. 

Athy is designated as a Primary Growth Centre within the county settlement strategy, similar for example to Naas, 

Maynooth, Kildare and Monasterevin. Athy is considered as the major urban centre in the south of Kildare with 

considerable potential for future development. Also, Athy’s designation as a Heritage Town creates further 

potential for tourist development. In the lifetime of the plan a development strategy for disadvantaged areas in the 

south, northwest and west will be prepared in conjunction with other agencies. The food production sector may be 

key for further development in the south. Also, the cooperation with Carlow is considered to be vital for the 

southern areas of Kildare. 

It is the policy of the Council to encourage development of balanced commercial, industrial and community 

facilities in all Development Centres. It is also policy of the County Council to promote public transport in 


preference of private car transport on grounds of sustainability and proper planning and development. In particular 

rail transportation is to be enhanced. The Council seeks for extension of a commuter service to Athy. The County 

Development Plan 2005-2011 is currently being drafted. 

Kildare County Housing Strategy 2001-2005 

The Housing Strategy sets out a strategy for the development of housing in County Kildare. It assesses the need 

for housing and puts forwards measures for meeting this need. 

The Strategy gives evidence that the land zoned in County Kildare will be not sufficient to meet the housing needs 

until 2005. It has to be noted though that the capacity of the zoned land is calculated on a basis of 20 units per 

hectare, which is considered as not desirable under the Residential Density Guidelines (see above). The Strategy 

also states that there are no major obstacles to housing development in County Kildare, but that continued 

investment in infrastructures and support services are necessary. The Housing Strategy predicts an average 

household size in the county of 2.97 for 2006. 

Furthermore the Strategy identifies a backlog of affordable housing in the County in general and for Athy and 

other towns in particular. It is expected that also in the future the demand for social and affordable housing will 

exceed the anticipated supply. 

Concerning the spatial distribution of housing the Strategy confirms the relevant policies set out in the Kildare 

Development Plan and the SPGGDA. It reinstates that major transport corridors and designated primary and 

secondary growth centres will be the preferred locations for attracting the greater part of the anticipated housing 

growth. 

An increasingly pressing need is also identified to deal with the traffic congestion in Athy and to develop traffic 

management schemes, relief roads and other improvements. 

Kildare 2012: An Economic, Social and Cultural Strategy 

Kildare 2012 provides a framework for County Kildare as a whole for the next 10 years, jointly signed by the 

major stakeholders and agencies and drawn up and managed by the Kildare County Development Board (KCDB). 

It is the goal of the Strategy to achieve a better quality of life, better quality services, a better quality environment 

as well as equality, inclusion and co-operation. 

With help of a SWOT analysis the Strategy identifies key challenges Kildare is faced with: 

• Location close to Dublin, 

• Population growth and pressure, 

• Economic change, and 

• Slow pace of social and cultural development. 

In order to respond to these challenges, objectives have been developed, which deal with the following issues: 

• Transport and Communications 

• Housing and Physical Infrastructure 

• Community Needs 

• Economic Progress, Skills and Regional Development 

• Agriculture, Farming and Rural Development 

• Environmental Issues 

• Education, Training and Capacity Building 

• A Sense of Place 

In transport terms it is a goal to decrease the use of the private 

car and to encourage alternative modes of transport. Also, an integrated, comprehensive, reliable and accessible 

public and private transport system is to be achieved, as well as improved road safety in urban and rural areas. 


In land use terms it is the aim to work towards a balanced development throughout the county in line with the 

Strategic Planning Guidelines. Also, future development is to be realised in a sustainable manner and selfsustaining 

centres are to be developed, where more people can live and work locally. Housing needs should also 

be met locally as far as possible. Community, educational, social and recreational facilities are to be provided 

parallel with future housing development. 

A Framework for Action 2002-2006: Report of County Kildare Tourism Task Force 

The Framework for Action provides a strategy for the development of the tourism sector in County Kildare. With 

help of a SWOT analysis the Task Force, consisting of representatives from the tourism sector and various 

agencies, identified key issues and actions: 

• Use of information and communication technology for tourism development, 

• Co-ordinate marketing approach, 

• Developing links with adjoining counties, 

• Engaging the trade for joint tourism development activity, and 

• Set up a co-ordination mechanism. 

The Framework confirms the economic nature of tourism with strong relationships with other sectors and policies. 

It provides a wide range of local jobs and alternatives to high technology areas. The Framework also underlines 

the importance of an attractive local environment and states that tourism facilities and attractions add to the quality 

of life of local residents. 

The canals and waterways are identified as a key strength in Kildare, but it is also recognised that there is a lack of 

facilities along these waterways for angling and fishing, and other activities. The potential of the tourism sector is 

undervalued so far and the status of Athy as Heritage Town is considered as a “Flagship” Project. 

Rural Transport: Service Audit and Needs Assessment (Kildare County Report) 

These studies were carried out on a county by county basis during 2001-2002 and broadly identified the existing 

level of rural transport services and the perceived need for improved services. Based on these studies, individual 

interest groups were invited and facilitated to put forward business plans to central government for the 

establishment and operation of rural transport initiatives. South Kildare Community Transport Ltd were one 

company who were successful in their application and details of the bus services run by this company are shown in 

section 3.7. 


Athy Development Plan 2000 

Development Plan Policy 

The basic aim of the Development Plan is to provide a framework for the sustainable physical growth and 

development of Athy. The regional role of the town as District Centre shall be consolidated and it is policy to 

encourage the development of Athy’s employment, commercial, shopping and tourism role. 

Strategic Land Use Objectives 

Town Centre 

The town centre shall be developed as the focal point for office and retail development by: 

• Encouraging the intensification of commercial activities within the area, 

• Improving social and civic facilities, 

• Enhancing the amenities and character of the area, 

• Prohibiting shopping development outside the town centre, and 

• Restricting office development outside the town centre. 

Figure 2.4 Athy Development Plan Zoning 


Zoning in the town centre is primarily intended to encourage the renewal and redevelopment of under-utilised or 

derelict land and buildings. The Council has set out incentives to promote this and designated several redevelopment 

areas, located for example along the proposed Inner Relief Street. 

The Zoning “Retail/Commercial” is the primary use category within the town centre and is aimed at achieving a 

mix of uses, ranging from retailing, offices and cultural uses to residential units. The Zone “Light 

Industrial/Commercial” is the secondary commercial use category and provides for light industry, workshop use 

and warehousing. In a third commercial category, “Residential/Tourist Commercial”, the specific opportunities of 

sites close to the Canal are addressed, in that it preferably provides for tourist-related commercial uses. 

Residential 

The Town Council zoned a total of 80 additional hectares (199 acre) for “New Residential” and is expecting to 

increase its population to 13,900 by the year 2006, assuming current densities. The zone “Existing Residential” 

preserves existing residential uses and provides for infill development where considered appropriate. 

It is also policy of the Council to improve the quality of existing estates through the implementation of new 

residential design guidelines and standards. 

Industry 

Industrial zoning is concentrated to the west and north west of the town and relate to existing industrial premises. 

Uses such as warehousing are open for consideration in this category. 

Besides those zoning categories outlined above the Town Council also provides for Recreational and Open Space 

as well as for Community and Educational Facilities and secures the area at the periphery of the town as 

agricultural land. 

The Town Development Plan also emphasises the importance of tourism for Athy in that it sets out specific work 

objectives for the Council itself to facilitate canal and heritage tourism, tourist accommodation and signage. 

Traffic Objectives 

It is the objective of the Council to realise the Inner Relief Street and to preserve the line of the Southern Bypass 

from development and car parking should be conveniently located to serve the various land uses within the town. 

A traffic management scheme is to be carried out for Court House Square and for the town in general. Further, it 

is an objective of the Council to encourage the extension and widening of footpaths and the closure of certain 

streets to vehicular traffic. 

At the time of publication of this report the 2006 Town Development Plan was being drafted. 

Athy Rapid Interim Action Plan ( RAPID AAP) 

Under the Strand II of the RAPID Programme (Revitalising Areas by Planning, Investment and Development) for 

provincial towns Athy was designated as a RAPID town. In June 2002 the Athy Area Implementation Team was 

founded. Its mission and vision statements were defined as the following: 

• “RAPID Athy will co-ordinate and improve services aims at the RAPID target groups through strategic 

and joint planning, targeting or existing and additional investment and community participation.” 

• “To promote social inclusion and significantly improve the quality of life and the opportunities available 

to people in Athy.” (P. 1, Athy RAPID AAP) 

The RAPID target groups are asylum seekers, children, ex-offenders, homeless, lone parents, long-term 

unemployed, men, people with disabilities, refugees, travellers, women and youth. RAPID aims at eliminating 

poverty and enhancing social inclusion by promoting equality of opportunity and participation and incorporates the 

following strategic aims and objectives: 


• To enhance access to education and provide life long learning opportunities. 

• To promote and assist the development of community safety and crime 

prevention programmes. 

• To support the implementation of environment and infrastructure improvements. 

• To promote and assist community development initiatives. 

• To promote and assist the implementation of improved health care and 

family support measures. 

• To support and promote access to arts, sports and cultural activities in 

Athy. 

• Support the implementation of initiatives to provide improved road and 

rail transport and safer access to facilities for pedestrians and residents. 

To achieve these aims and objectives a list of strategic actions is compiled, identifying details of the action, desired 

outcomes and lead agencies and departments. All actions have been drawn up on the basis of local need and will 

be prioritised for implementation in consultation with the community. 

Athy – New Street Proposals – Shaffrey Associates Architects 

This Study makes reference to the 

recommendations contained in the 1999 

“Athy-New Street Proposals”, a report by 

Shaffrey & Associates, Architects. The 

Study assesses the civic design 

implications of the proposed new street 

with recommendations for the 

development of a new civic square at the 

Dominican Church, significant upgrading 

of existing civic squares, (Emily Square 

and Back Square) and the provision of a 

landmark bridge over the river Barrow. 

N78 Athy Relief Street Preliminary Report – M.C O’Sullivan & Co Ltd 

M.C.O’Sullivan & Co Ltd (MCOS) were appointed in July 2001 to 

undertake the Athy Inner Relief Street Preliminary Design Report. The 

report outlines the need for the scheme, traffic considerations, design 

alternatives, scheme costs and defines the standards used in the 

development of the preliminary design. It also gives detail of the design, 

relevant in defining the land purchase requirements and a summary of the 

main environmental impacts of the scheme. The report concludes that an 

Inner Relief Street in Athy is justified in terms of existing and future 

predicted traffic and will thereby allow for significant development 

within the town. The report also outlines the need for an Outer Bypass to 

accommodate the growth potential of the town as outlined in the Athy 

Development Plan. As of December 2004 this scheme was proceeding to 

Compulsory Purchase Order Public Inquiry. 

ATHY – NEW STREET PROPOSALS 

REPORT ON THE ARCHITECTURAL, 

URBAN DESIGN AND HERITAGE ASPECTS OF 

THE PROPOSED INNER RELIEF ROAD 

Athy IFPLUT Study 22 Final Report December 2004 

PREPARED BY 

SHAFFREY ASSOCIATES ARCHITECTS 

HISTORIC BUILDINGS • URBAN DESIGN • PLANNING FOR 

29 LOWER ORMOND QUAY, DUBLIN 1, IRELAND KILDARE COUNTY COUNCIL

2.3 Summary 

The strategies, plans and studies that form the framework of reference for the Athy IFPLUT Study are broadly 

coherent in terms of the integration of spatial planning and transportation objectives. The role of Athy as a target 

growth centre is a consistent theme across the policies and objectives. Similarly, improved public transport links 

within and beyond the town and the need for growth in travel by foot and bicycle is a recurring theme. In overall 

terms the National Spatial Strategy and Regional Planning Guidelines identify that Athy should be developed to its 

full potential as a self sustaining development centre that serves its rural hinterland but that is also linked to its 

neighbouring urban centres and to the Metropolitan Area. 

This strategic review of Athy is complemented by the detailed review of the Study Area outlined in the next 

section. 


3 PROFILE OF STUDY AREA 


The detailed review of the existing profile of Athy took into account the following: 

• Population • Employment 

• Land Use • Amenity Provision 

• Water Supply • Wastewater Treatment 

• Transport Provision • Waterfront Activities 

The purpose of this review is to identify at the local level the particular opportunities and issues that the town faces 

in terms of developing into a self-sustaining centre with a Study Area population of 20,000 people. 

3.2 Population 

Total Population 

The Census 2002 illustrates a period of rapid population growth between 1996 and 2002, with the national 

population increasing by 8%. The Greater Dublin Area reached a population of 1.53 million in 2002, an increase 

of 9.2% on the 1996 figure of 1.405 million. Although the population in the GDA increased at a slightly faster rate 

than in Ireland as a whole, there were clear differences in the population growth rates for individual counties 

located within the GDA. While the Dublin Region grew by only 6.1%, the population in the Mid-East Region, in 

which Athy is located, increased by 18.8%. Corresponding to this development the population in Athy also grew 

substantially in the last six years. 

The Athy IFPLUT Study Area comprises the following 11 District Electoral Divisions, or parts thereof: 

Athy West Urban, Athy East Urban, Athy Rural, Churchtown (part), Bert (part), Burtown (part), Fontstown (part), 

Grangemellon (part), Kilberry (part), Narraghmore (part) and Skerries (part). The Athy Urban District consists of 

Athy West Urban, Athy East Urban and parts of Athy Rural. 

The population figures for the Study Area can be derived from the 1996 Census and 2002 Census as well as from 

the CSO Small Area Population Statistics (SAPS) using townland data. 

Table 3.1 summarises the actual population figures for the Study Area in the years 1996 and 2002 showing 

approximately 8,800 persons lived in the Study Area in 2002. 

Table 3.1 1996 and 2002 Population of Athy IFPLUT Study Area 

1996 2002 % Increase 1996-2002 

Urban District 5,306 6,058 14.2 

Rural Area 2,557 2,754 7.7 

Study Area 7,863 8,812 12.1 

Source: CSO, 1996 & 2002 Census 

Demographic Profile 

The age structure of a population depends on past trends in fertility, mortality and migration. Over the last number 

of decades the age profile of the Irish population changed substantially. Generally, the dependency ratio (sum of 

people in the 9-14 and the 65+ age cohorts expressed as a percentage of the working age – 15-64) consistently 

declined in the past and reached a low point in 2002. This can mainly be attributed to a fall in birth rates since the 

1980s. The 2002 Census also revealed an ageing population in Ireland. 


The 1996 and 2002 SAPS provide data concerning age groups only on a DED level. The following table illustrates 

the age groups in the Study Area for 1996 and 2002. The total population figures refer to the population in the 

DEDs included or partly included into the Study Area. 

Table 3.2 Demographic Profile on DED level in 1996 and 2002 

1996 2002 

Actual % Actual % 

0-14 2,154 23.05 2,250 21.76 

15-24 1,632 17.46 1,586 15.34 

25-44 2,465 26.37 2,995 28.97 

45-64 1,922 20.56 2,300 22.24 

65+ 1,173 12.55 1,209 11.69 

Total 9,346 100.0 10,340 100.0 


The figures illustrate an aging population, with the percentage of the young age groups (0-14, 15-25) decreasing 

and the older age groups (25-44, 45-64) increasing. In contrast to the national trend the percentage of people in the 

65+ age cohort has decreased in the DEDs included or partly included into the Study Area. 

Households and Household Sizes 

Table 3.3 illustrates the decreasing household sizes on national, county and DED level between 1996 and 2002. It 

becomes evident that the household size in the DEDs contained or partly contained within the Study Area is at 

present lower than in the whole of County Kildare and even lower than on a national level. The household sizes 

decreased to a larger extent on DED level (by 0.23 percentage points) than on a national level (0.17 percentage 

points) between 1996 and 2002. 

Table 3.3 Household Sizes on National, County and DED Level 1996 and 2002 

1996 2002 

State 3.14 2.97 

County Kildare 3.40 3.18 

DED Level 3.19 2.96 


Table 3.4 shows the actual number of private households in relation to the persons in private households within the 

DEDs contained or partly contained in the Study Area for 1996 and 2002. 

Table 3.4 Number of Households on DED Level 1996 and 2002 

1996 2002 

Persons in private Households 8,991 9,953 

Number of Households 2,822 3,363 


3.3 Employment 

Total Employment 

The 1996 and 2002 SAPS provide employment data on DED level. The SAPS distinguish between “unemployed” 

and “those seeking regular work for the first time”. For the purpose of this exercise both figures are combined. 

The “Labourforce” is defined as the sum of those people aged 15 and over who are at work and those who are 

unemployed. The “Participation Rate” is the proportion of persons in the workforce aged 15 and over expressed as 

a percentage of all persons in that age group. The “Unemployment Rate” is the proportion of all people 

unemployed expressed as a percentage of all persons in the labour force. “Athy Town” comprises Athy East 

Urban and Athy West Urban, the “Rural Area” comprises the other DEDs included or partly included in the Study 

Area. 


Table 3.5 Employment Figures for 1996 and 2002 

Persons aged 

15+ 

At work Unemployed Labourforce 

Participation 

Rate 

Unemployment 

Rate of 

Workforce 

1996 2002 1996 2002 1996 2002 1996 2002 1996 2002 1996 2002 

Athy 

Town 

3443 4034 1,354 1919 386 282 1,740 2201 50.54% 54.56% 22.18% 12.81% 

Rural 

Area 

3749 4086 1,685 2134 412 265 2,097 2399 55.93% 58.71% 19.65% 11.05% 

Total 

DEDs 

7192 8120 3,039 4053 793 547 3,837 4600 53.35% 56.65% 20.8% 11.89% 


In an employment survey conducted by Kildare County Council in 2002 the existing jobs within the Athy Urban 

District were estimated at 1,640. Tíros Resources Ltd. established in its own survey, undertaken in March 2003, 

the approximate number of existing jobs in the rural area of the Study Area at approximately 120. In total 1,760 

jobs are located within the Study Area. 

Employment Profile 

The three broad sectors of economic activity, agriculture, industry and services, have undergone major changes in 

the past. In the Census 2002 the diminishing importance of agriculture again became evident, with a share of the 

total employment just under 6 per cent in comparison to over 50 per cent in 1926. The share of the service sector, 

in contrast, developed in the opposite direction with just over 30 per cent in 1926 and 69 per cent in 2002. The 

industry sector grew from 13 per cent in 1926 to 32 per cent in 1981 and has since declined again to 25 per cent in 

2002. 

Table 3.6 illustrates the changes between 1996 and 2002 in employment sectors in the Study Area. The figures 

mirror the development on a national level: agricultural employment is declining in the rural area of the Study 

Area, employment in manufacture and industry has also declined, in particular in Athy town, and employment in 

commerce is increasing. 

Table 3.6 Distribution of Employment Sectors on DED level in 1996 and 2002 

Athy Town in % Rural Area in % Total in % 

1996 2002 1996 2002 1996 2002 

Agriculture 1.77 1.35 20.53 13.0 12.18 7.48 

Mining 0.74 N/A 2.37 N/A 1.65 N/A 

Manufacture/Industry 29.03 24.39 23.98 22.07 26.23 23.17 

Building/Construction 6.28 9.85 6.05 10.52 6.15 10.2 

Electro/Gas 0.22 N/A 0.59 N/A 0.43 N/A 

Commerce 24.0 24.02 16.14 19.77 19.64 21.78 

Transport 3.77 4.79 4.39 4.6 4.11 4.69 

Public Admin 6.13 5.58 5.1 5.45 5.56 5.51 

Prof. Services 19.13 17.2 13.0 14.74 15.73 15.91 

Other 9.13 12.82 7.83 9.86 8.33 11.26 

Totals 100.0 100.0 100.0 100.0 100.0 100.0 



3.4 Existing Land Use 

Residential 

Athy’s residential areas are fairly dispersed across the urban area, resulting in a relatively spread out urban form. 

Development took place mainly on the road approaches to the town. More recent development was concentrated 

east of the railway and north of the Dublin Road in the Clonmullin area. 

The type of residential development existing in the town is typical of a similar sized Irish town. It varies from oneoff 

housing on the outskirts of the town, to ribbon development on the road approaches, to housing estates of 

varying design and densities. 

The railway line, river, canal, floodplains and the industrial areas of Tegral and Minch Norton represent 

considerable physical barriers, which contributed to the dispersed settlement patterns in the past and limit 

unrestrained movement across the town. 

Large amounts of currently zoned, undeveloped land have either been granted planning permissions or are subject 

to planning applications. The majority of the proposed development will occur to the south and south west of the 

town centre in the Coneyburrow and Ardrew area. The expansion of Clonmullin will continue and housing 

developments have been granted as far as Prusselstown at the edge of the urban district of Athy. 

Employment Facilities 

Approximately 1,640 jobs are located in Athy town. Spatially, the main employment areas are located to the west 

of the town across the canal and to the north in the Townspark Industrial Estate (IDA) on the R428 as well as in the 

town centre itself. More recent industrial development took place north of Minch Norton Malt Ltd. in the 

Woodstock Industrial Estate (IDA) notably with the provision of a new advance factory by the IDA. Town centre 

employment consists mainly of retail and service employment and is located along Leinster Street, Duke Street, 

William Street, their side streets, and around Emily Square. 

The Woodstock Industrial Estate contains inter alia Shuttleworth Europe Ltd., Minch Norton, Tegral Building 

Products Ltd. and Tegral Metal Forming Ltd. Recently the construction at the Gateway Business Park has 

commenced. 

Figure 3.1 Educational Facilities 

Educational Facilities 

Athy currently has two primary schools and three secondary schools. 

The primary schools are: 

• Athy Model National School - The student numbers for the 

2000/2001 academic year were 68. 

• Scoil Mhichil Naofa - The student numbers for the 2000/2001 

academic year were 454. 

• Scoil Phadraig Naofa - The student numbers for the 2000/2001 

academic year were 197. 

The secondary schools are: 

• Scoil Mhuire - The student numbers for the 2000/2001 academic 

year were 380. 

• Scoil Eoin - The student numbers for the 2000/2001 academic 

year were 342. 

• St Bridgid’s Post Primary School - The student numbers for the 

2000/2001 academic year were 314. 

In addition there are the Athy Training and Enterprise Centre and the new Athy Community College, which is to 

be built in Rathstewart. 


Figure 3.2 Health and Social Facilities 

Health, Community and Social Facilities 

St Vincent’s Hospital is located north of the town. The Eastern Regional Health Authority operates three Health 

Centres in Athy. KARE, a voluntary organisation for mentally handicapped persons, offers local services in Athy. 

There is also a number of other health and charity organisations, women and youth groups exist in the town. 

There are also eight Community Organisations including the Athy Community Council, Youth Service, Athy 

Community Library, Citizen Information Centre, Athy Community Development Project Ltd., Athy Adult 

Learning Centre and the Athy Resource Centre. 

Also, “Action South Kildare”, a community based development company, giving support in areas such as training, 

childcare, education, enterprise, homelessness, community development etc, is active in Athy. 

Figure 3.4 Amenity Assets 

Figure 3.3 Recreational and Community 

Facilities 

Recreation 

Athy offers a wide-ranging selection of active and passive 

recreational facilities. The choice of sporting clubs is diverse with 

roughly twenty clubs, including the Athy Golf Club, Gaelic 

Football Club, Hockey Club, Hurling Club, various Soccer Clubs, 

Rowing Club, Boxing Club and Swimming Club. The swimming 

pool by the station is currently under refurbishment. Besides the 

sporting clubs there are six leisure groups, including the Drama and 

Musical Society, Athy Art Group, Irish Dancing Class and the 

South Kildare Beekeepers. Also, there are many pubs and some 

restaurants, mainly in the town centre. 

Amenity 

In terms of amenity facilities, the river Barrow and the Grand Canal 

play a key role in determining the town’s tourism value. The 

waterways have high potential for fishing and boating tourism as 

well as for passive recreation. South of Emily Square a Marina is 

currently under construction to exploit this potential more fully. 

Further to this, the popular Peoples Park, located in the town centre, 

and the floodplains along the river to the north and south of the 

town centre have high amenity value. 


Heritage 

Athy is a designated Heritage Town, due to its long history and important buildings such as White’s Castle, 

Cromaboo Bridge, Woodstock Castle and the Town Hall and Court House at Emily Square. In the Town Hall the 

Athy Heritage Centre is situated. 

Tourism 

Athy’s Heritage, the high amenity value of green spaces and waterways as well as the wide range of recreational 

facilities represent the main factors, which draw tourists to Athy and its surroundings. The Athy Tourist Office, 

together with the Athy Heritage Centre, is located in the Town Hall on Emily Square. At present there is one Hotel 

in Athy, in Tonlegee, quite remote from the town centre. There are at present two applications before the Town 

Council for new hotels. Further, a number of guesthouses, Bed & Breakfasts, self-catering units and farmhouses 

cater for tourists and visitors. 

Planning Applications 

There has been a large number of planning applications in Athy since 1996. For the purpose of this Study only the 

more substantial ones have been considered, namely those over 10 residential units and any substantial application 

for retailing, offices, industry and warehousing. In the process of developing possible land use scenarios in 

Section 7 every planning application in the following list has been taken into account as existing, i.e. has been 

granted permission and will be developed. 

Table 3.7 Granted and Pending Planning Applications (March 2003) 

Address Residential Units Sq m Retail Sq m Industry Sq m Office 

Sq m 

Warehousing 

Granted Planning Permissions (not yet developed) 

Leinster Street/Stanhope Street 322 316 

'Dun Brinn', Ardrew 268 

Gallowshill, Dublin Road 2900 590 1462 

Flinters Field, Michael Dooley Terrace 348 

The Abbey, Emily Square Hotel 

Kilkenny Road, Bennettsbridge 154 

Coneyburrow 368 

Athy Rowing Club, Monasterevin Road 90 

Rathstewart Townland, Monasterevin Rd 131 

Bothar Bui, Dublin Road 16 

Dublin Road, Gallowshill 8826 

Prusselstown 70 

Pending Planning Applications 

Canal Side 14 600 600 

Russeltown 2471.69 

Holmcroft, Fortbarrington Road 22 

Boherboy 42 

Bray Upper 15 

Emily Square 4146 

Gallowshill Hotel 

Offaly Street, Townspark Ind. Estate 1709.9 

Mount Offaly, Offaly Street 72 

Church Road 16 

Ballitore 39 

Ardrew 20 

Aughboura Chanterlands 32 

The Grove, Leinster Street 51 

Boherboy 20 

The above planning applications approximately provide 1,450 residential units and 600 jobs. In order to predict the 

number of jobs provided certain assumptions have to be made in relation to the site coverage of different land uses 

such as retail, office, industrial and warehousing, and the number of persons employed per square metre. These 

assumptions are summarised below: 


Site Coverage Assumptions 

− Retail: 0.66 

− Industrial: 0.4 

− Warehousing: 0.3 

− Office: 0.7 

Occupancy Rates 

− Retailing: 1 no. employee per 50 sq m 

− Industry: 1 no. employee per 50 sq m 

− Warehousing: 1 no. employee per 100 sq m 

− Office: 1 no. employee per 32.5 sq m 

3.5 Land Availability: Opportunities and Constraints 

Existing Zoning 

The existing land use zones in the 

Town Council’s functional area must 

be taken into account in any land use 

study. This Study was carried out on 

the basis that the existing land uses 

would be reviewed, and that 

recommendations would be made 

regarding existing individual zones, 

where necessary. 

Athy has an adequate quantum of 

residentially zoned land. There is 

approximately 110 hectares currently 

undeveloped land zoned as “New 

Residential”. This does not include 

the above residential planning 

applications. There are few infill sites 

which amount to approximately 1 

hectare. Also, the zoning 

“Retail/Commercial” and sites zoned 

as “Residential/Commercial” in the 

town centre have the capacity to 

accommodate additional residential 

units, the former comprising ca. 6 

hectares and the latter 2.5 ha. 

This amount of zoned land will 

probably be adequate for the needs of 

the town for the near future, although 

whether it is adequate for the needs up 

to the target population of 20,000 is 

further explored in Section 6 below. 

Figure 3.5– Athy Development Plan Overall Zoning 

In terms of land zoned for 

employment there are four zones in 

which new jobs can be 

accommodated: 45 hectares are zoned 

for “Industrial/Warehousing”; 1 

hectare for “Light 

Industrial/Commercial”; 2.5 hectares 

for “Residential/Commercial”; and 

approximately 6 hectares for 

“Retail/Commercial” in the town Figure 3.6 – Athy Development Plan Town Centre Zoning 

centre. The last zoning category 

includes ca. 1.5 hectares designated as “Redevelopment Areas”. 


Again, Section 6 below will analyse if the zoned land for employment purposes in the current development plan 

can be considered as adequate to meet the need of the target population. 

Flood Plains 

Along the river Barrow environmentally sensitive areas, prone to flooding, are not suitable for building upon. 

These areas are the green space around Woodstock Castle to the north of the town centre; and the area south of the 

disused railway bridge designated for the new bypass, notably the lands where the Barrow splits up to form 

Ardreigh Island. 

As much as the flood plains represent a physical development constraint they are one of the key amenity assets of 

Athy and should be protected and consolidated as such. 

Railway Line and Proposed Bypass 

The railway line, as well as the proposed bypass, constitute substantial physical barriers to uninhibited movement 

in the town. The access to residential and employment lands outside those lines are restricted to a few road links, 

with limited pedestrian links to and from the town centre. Mitigation measures in relation to pedestrians and cycle 

movements would be necessary in order to minimise the severance. 

Inner Relief Street and Redevelopment Areas 

The Athy Development Plan designates Redevelopment Areas in the town centre, mainly along the new Inner 

Relief Street. Urban renewal policies are aimed at ensuring the redevelopment of specific sites and thus 

contributing to the revitalisation of the backlands of Leinster and Duke Street and the town centre as a whole. The 

Inner Relief Street will lead to the opening of those backlands, which will enlarge the pool of available 

development lands in the town centre for retail and commercial use. 

Availability of Land for High Density Employment 

Because of the general land availability limitations in and around the town centre, owing to flood plains, railway 

line and bypass, but also to the industrial areas of Minch Norton Malt Ltd. and Tegral Ltd. close to the town centre, 

locations for medium to large scale high density employment are limited. 

Water Supply and Wastewater Treatment 

Water supply and wastewater treatment provision in the town could potentially be a major constraint against 

development. Whilst the provision of these services is beyond the scope of this Study it is important to recognise 

the significance of these services in terms of future development and investment. The issues relating to these 

services are outlined below. 

Water Supply 

Two regional water supply schemes, namely the Mid- Regional Water Supply Scheme and the North East Regional 

Water Supply Scheme, supply the bulk of water to settlements in County Kildare. 

Athy has its own water supply and distribution system. The Council-maintained public water supply scheme 

currently delivers approximately 1.8 million litres of water every day. Most of the water comes from boreholes 

and sources within the town. 

It is hoped within the next few years to provide the South Regional Water Supply Scheme, which will be a further 

extension of the Mid-Regional Scheme. This will meet the requirements of the rural areas as far south as a line 

from Grangemellon to Moone, as well as providing water to Athy Urban District. As part of this plan the Town 

Council in conjunction with Kildare County Council proposes to construct a new reservoir at Ardscull, which will 

be supplied by the South Regional Water Supply Scheme. This reservoir will be connected to the town main via a 

400mm main. In addition to the above the Town Council will also provide further water intake points from ground 

sources. 

Sewage Treatment 

Two major regional sewerage schemes provide facilities in the most populated areas of County Kildare. These are 

the Lower and Upper Liffey Valley Regional Sewerage Schemes. Athy has its own sewage treatment plant. Within 

the Athy Development Plan it is proposed to provide new separate sewers to serve developments located at 

Rathstewart, Woodstock, Ardrew and Chanterlands. 


3.6 Transport Network 

The existing transport network for Athy is shown in Figure 3.7 including the hierarchy of the road network. 

Figure 3.7 – Existing Road Network 

Hierarchy of Road Network 

Currently the N78 national secondary road 

provides the main route through Athy and links the 

town to Naas and Dublin to the east and Kilkenny 

to the southwest. The R417 regional road bisects 

Athy in a north-south direction and connects the 

town to Monasterevin in the north and Carlow in 

the south. The R428 regional road enters the town 

from Portlaoise in the west and the R418 enters 

from Castledermot in the southeast. 

Numerous county roads link the town to its 

hinterland. 

The proposed Inner Relief Street is proceeding to 

Compulsory Purchase Order Public Inquiry as of 

December 2004. This street, if constructed, will 

link Boherboy directly to Upper William Street. 

The proposal will involve the construction of two 

new bridges over the river and the canal. 

It is also an objective of the Athy Development 

Plan to construct a southern bypass. 


3.7 Public Transport Services 

Athy is serviced by both bus and rail public transport as indicated by the routes shown on Fig 3.8 below. Bus 

transport is provided by Bus Eireann, a Rural Transport Initiative operated by South Kildare Community Transport 

Ltd and services operated by private operators. 

Figure 3.8 – Public Transport 

Bus Services 

The existing bus services for Athy are described below excluding school buses, which serve all the schools in the 

town. Full details of the services are contained in Appendix B. Based on the quantum and type of services 

described herein the town is relatively well served by bus transport with a range of services to centres including 

Carlow, Portlaoise, Dublin, Naas, Monasterevin, Kildare and Maynooth. There is a demand for other routes such 

as services to Newbridge but such demand is not quantified within the scope of this Study. 

Bus Eireann 

Bus Eireann presently operates both local and expressway services through Athy as detailed below. The local route 

130 permits commuter travel to the Metropolitan Area as this service becomes the 126 route from Naas to Dublin, 

however Bus Eireann have indicated that boarding figures on this service are low. 

The company sees their long-term role of providing public transport services to Naas, Newbridge and the 

Metropolitan Area as being complementary to the rail services in the region. There are clearly services that can be 

provided more conveniently by bus than by rail such as service to Naas town centre due to the peripheral location 

of Sallins station requiring a transfer to bus at the station. 


Table 3.9 Existing Bus Eireann Services 

BUS ÉIREANN: LOCAL BUS SERVICES 

Route 

No. 

Major towns 

serviced by route 

At present Bus Eireann are not planning any modifications to the local service but they will, as part of their 

ongoing review of services, respond to changes in demand. Given the potential growth in population in Athy and 

the growth in trip demand both to employment and services in the primary development centres of Naas and 

Newbridge and the Metropolitan Area, they will carry out a similar review of services that is presently taking place 

in the Kildare town area. In particular this review is looking at providing services to specific land uses in the 

primary centres and the Metropolitan Area that will not be provided in the secondary centres, e.g. services to Naas 

and Tallaght hospitals. 

At present bus stops are located on Duke Street and Leinster Street. The bus stops are purposely separated by some 

distance to minimise the affect on through flow of traffic and the stop on Duke Street is located in a lay-by facility. 

At present these stops are authorised only for use by Bus Eireann use but the company has no objection in 

principle to other operators using the stops as long as these operators are operating licensed services such as South 

Kildare Community Transport Ltd. A recurring issue with Bus Eireann is the design and provision of bus bay 

facilities that are not always provided to the standards required in terms of entry and exit radii to permit a bus to 

fully enter the bay. 

Bus Eireann have recently introduced their Wayfarer Ticketing Service that permits on board purchase of tickets. 

Combined with plans to upgrade the on line pre-booking facilities the improved ticketing operation allows for 

greater flexibility in the location of bus stop facilities. 

Other Bus Operators 

Period 

of week 

Departure time of service 

No. of 

from Kildare: 

daily 

services 1 st Last of the 

of the day 

day 

130 Athy-Kilcullen-Naas Mon-Fri 1 06:45 06:45 

BUS ÉIREANN: EXPRESSWAY SERVICES 

7 

7 

Cork-Cahir-Clonmel- Mon-Sat 5 06:45 17:50 

Kilkenny-Athy-Dublin 

Sun only 5 10:50 22:20 

Dublin-Athy- 

Mon-Sat 4 10:15 18:45 

Kilkenny-Clonmel- 

Cahir-Cork 

Sun only 5 10:45 21:00 

South Kildare Community Transport Ltd was formed out of the Department of Public Enterprise Rural Transport 

Initiative and recently began operating services between Kildare, Monasterevin and Athy providing six services 

during the day. The service facilitates commuting travel between Athy and Kildare, Monasterevin and Kildare and 

Kildare and Athy during the normal working day. This service is mainly focussed on providing access to the three 

towns for people who do not have access to car travel. This allows such people to avail of the services in the towns 

and is a critical service designed to provide for better social inclusion. These services operate from the Health 

Centre and Leinster Street. 

JJ Kavanagh & Sons operate commuter and general services from Clonmel via Athy and Naas to Dublin City 

centre. In addition Kavanaghs operate services through Athy to the third level colleges in Maynooth and Carlow. 

These services stop at various undesignated locations within the town. 


Notes 

Change at Naas for onward travel to Dublin. 

Return service from Dublin/Naas is on the Bus 

Eireann Expressway Service No.4. Service 

suitable for commuter travel to Naas and 

Dublin 

Service suitable for commuter travel to Naas 

and Dublin 

Some services require changes at Clonmel.

Rail Services 

Athy is presently served by the mainline rail service between Waterford and Dublin, as shown on Table 3.9, which 

operates on twin track for its entire length. The capacity on the line is severely restricted due to the number of 

tracks and the demand on the line beyond the Cherryville junction to Heuston Station. In addition the services into 

Heuston are a mix of slower moving suburban services and faster moving mainline services during peak periods, 

which restricts the capacity of services on the line. This is particularly a problem in the evening peak when there is 

a demand for both services to depart Heuston at the same time. 

Table 3.9 Existing Iarnrod Eireann Services 

Iarnród Éireann: Rail Services 

4 

4 

Waterford-Kilkenny- 

Carlow-Athy-Kildare- 

Mon Fri 6 06:45 20:16 

Sat only 5 09:05 20:16 

Newbridge-Dublin Sun only 3 11:02 20:13 

Dublin-Athy-Carlow- 

Kilkenny-Waterford 

Mon Fri 4 08:28 19:10 

Sat only 4 08:28 19:10 

Sun only 4 10:24 19:30 

Service suitable for commuter travel to 

Kildare, Newbridge and Dublin. From 

Kildare/Dublin a number of other connecting 

services to Cork, Limerick Galway etc are 

available. 

Service suitable for commuter travel to 

Carlow 

In terms of the service to the customer Iarnród Eireann make no distinction between suburban and mainline 

services and early mainline services from Cork and Galway effectively operate as commuter services to Dublin 

from urban centres closer to Dublin. At present Athy avails of one commuter service to Dublin, which operates out 

of Waterford. A survey carried out in November 2002 indicated that 63 people board this service in Athy. Iarnród 

Éireann plans to add an additional commuter service to this line in the next two years. Commuter passenger 

numbers to Dublin compared with other centres in Kildare are shown below. 

Table 3.10 Indicative Morning Peak Passenger Volumes to Heuston: Iarnrod Eireann 

Origin Arrivals 7.30 to 9.30 Arrivals 8.00 to 9.00 

Athy 63 63 

Monasterevin 43 43 

Kildare 216 427 

Newbridge 284 623 

Naas (Sallins) 336 490 

Ianród Eireann are presently carrying out major redevelopment works at Heuston Station to increase the number of 

platforms to nine and potentially redevelop the existing rail link to Connolly Station via the Phoenix Park Tunnel. 

In addition the line between Cherry Orchard and Hazelhatch is to be doubled to four tracks, which will allow for 

the separation of suburban and mainline services and therefore substantially increase the capacity of the line. The 

increase in capacity and rolling stock will mainly be dedicated to the suburban services as far as Portlaoise and 

mainline services to Cork and Limerick. However it is anticipated that a third commuter service will be provided 

from Athy as demand increases in Athy, Carlow and Kilkenny. 

3.8 Summary 

The existing profile of the town defines the local opportunities and constraints in relation to the development of the 

Framework Plan. Combined with the broader strategic issues identified in Section 2 and the consultation feedback 

in Section 4 the existing profile is used to define the principles and objectives of the Framework that form the basis 

of the development scenarios detailed in Section 7 and 8. 


4 CONSULTATION 


The need for extensive consultation throughout the Framework process was outlined in the consultant’s brief as 

being a key component of the Framework Plan preparation. Consultation is one of the keys to the success of the 

Study as it ensures that the issues and objectives of all relevant parties from policy makers to employees and most 

importantly the residents of the Study Area are fully appreciated and incorporated in the Study recommendations. 

Clearly conflicts will arise between the requirements and visions of the various groups but consultation strives to 

achieve understanding and consensus between the disparate parties and produce solutions that achieve the widest 

possible acceptance within the best practice guidelines. 

The consultations have been most informative and mutually beneficial for all concerned with significant outputs 

from the meetings being realised for inclusion in this report, ensuring a step-by-step acceptance of the Study’s 

proposals. 

Objectives of the Consultation Process 

The objectives of the public consultation process can be summarised as follows: 

• To raise awareness of the public of the Study being undertaken and to outline the opportunities for them 

to be involved. 

• Provide the public and other stakeholders with adequate opportunity to be involved in and influence the 

Plan’s preparation. 

• To identify and establish a better understanding of local issues, needs and concerns. 

• To promote active citizenship and local democracy. 

• Facilitate an open, transparent and fair process where mutual trust can be developed. 

Planned schedules of consultations were drawn up at the initial stages of the Study with the aim of engaging as 

many stakeholders as possible. 

Participants in the process included the following: 

• Public 

• Statutory Bodies 

• Transport Providers 

• Elected Representatives 

• Private Groups 

• Client/Steering/Technical Groups 

It must be noted that consultation has been carried out on an ongoing basis since Study inception and although the 

consultants have now reached draft report stage there is still a need for continuing engagement with all 

stakeholders in order to maintain the momentum and public support developed throughout the process. 


4.2 Consultation Methodology 

The details of the consultation process are outlined below, which indicates that the process was comprehensive and 

sought the views from as wide a cross-section of stakeholders as possible. 

Consultants 

Elected 

Members 

Public 

Stakeholders 

Statutory 

Bodies 

Private 

Concerns 

Figure 4.1 – Consultation Methodology 

4.3 Timetable of Consultation 

The sequence of consultation to date is as follows: 

Preliminary Draft Report 

Stage Stage 

• Public Consultation Workshops March 2003 Sept 2003 

• Client/Technical/Steering Group Ongoing Ongoing 

• Briefing to Athy Town Council Feb 2003 Sept 2003 

• Briefing to Athy Area Councillors Sept 2003 

• Statutory Bodies, Transport Providers, Private Groups Ongoing Ongoing 

• Briefing to Athy Forum 

Preliminary Draft Report Final 

Presentation & 

Submissions 

Presentation 

Workshop 

&Submissions 

One to One 

meetings 

Final 

Report 

• Briefing to Kildare County Council Strategic Policy Group July 2003 Sept 2003 


Stage 

Presentation & 

Submissions 

Presentation 

&Submissions 

One to One & 

Workshop 

Submissions Submissions

Figure 4.2 Public Consultation Workshop Invitation & Study outline 

4.4 Client, Steering and Technical Working Group 

Client Group meetings including representatives from Kildare County Council and the DTO and Technical Group 

meetings including the County Manager, representatives from the planning, transportation and sanitary services 

divisions of Kildare County Council were held on a regular basis throughout the Study period. 

4.5 Public Consultation 

Preliminary public consultation was held in the Leinster Arms Hotel on the 5 th of March 2003. Approximately 80 

organisations were invited to this evening, and information regarding the aims of the Study and the main issues for 

discussion on the evening was issued to these organisations in advance. The format for each workshop consisted of 

a Power Point presentation by the consultant team incorporating an explanation of the Study and the aims thereof, 

followed by round table group discussions of the relevant issues. 

The workshop attracted a high level of participation from the public and was successful in terms of raising 

awareness of the Study and identifying issues in relation to the future growth of Athy. For those who were unable 

to attend the first round consultation workshop there was an opportunity to submit written submissions. 

In order to establish a firm understanding of the issues and views of the public it was important that responses were 

not prejudged or influenced in any way. The written submissions together with issues raised at the workshop are 

summarised as follows: 

• A strong emphasis was placed on enhancing the existing amenities and historical character of the town, 

outlining the potential for the development of a vibrant tourism industry. 

• Significant issues were raised in relation to traffic impacts in the town, which were perceived as posing a 

significant threat to the quality of life and in particular the commercial development of the town. The 

single bridge crossing was clearly highlighted as the source of traffic congestion. 

• Divided opinion arose regarding the proposed Inner Relief Street and the southern bypass with opposing 

advantages and disadvantages highlighted for each. 


• Opinion varied on the provision of a bypass regarding options in relation to the southern bypass as per the 

Development Plan option either to the north or south of the town, on the fringes of the future expanded 

urban area. 

• Lack of employment within the town was highlighted stressing the need for a more diverse local 

employment base. 

• Many expressed concern in relation to the increasing anti social behaviour in the town emphasising the 

need to improve and develop more varied social, cultural and sporting facilities especially in terms of 

evening time activities. 

• Many outlined the lack of retail choice within the town emphasising the need for more varied outlets 

incorporating large retail chains. 

• It was expressed that a planned approach should be taken towards school safety with concerns arising in 

relation to traffic volumes at school opening and closing times in addition to the dangers associated with 

bus drop-off locations. 

• Pedestrian safety in the town was also highlighted especially in the context of the high traffic volumes 

with a call for improved footpaths and an increased number of pedestrian crossings. 

• Opinion varied on the quantum of car parking and parking control measures in the town. 

• Many highlighted the need for improved rail facilities and services to Dublin. 

4.6 Other Stakeholders 

One-to-one consultations have been held to date with a range of stakeholders including the following: 

National Roads Authority (NRA) IDA Ireland 

Iarnród Éireann Garda Síochána 

Bus Eireann Enterprise Ireland 

Department of Education and Science Major Landowners 

Office of Strategic Planning Guidelines RAPID 

Athy Forum Action South Kildare 

These meetings provided an opportunity for each stakeholder body to outline their long term ideas or proposals, 

which they have for the Study Area. 

Much of the information obtained through the above consultations has been used to provide detail as to the existing 

profile of the Study Area as outlined in Section 3. 

4.7 Elected Representatives of Kildare County Council / Athy Town Council 

To ensure that the Framework Plan abides by and accommodates the statutory functions of local authorities the 

consultant team consulted with elected representatives from Kildare County Council. Formal briefings have been 

held thus far, to inform members as to the aims of the Study and to solicit views in relation to the Study’s 

progression. 

4.8 Summary 

The public consultation process had a significant influence on the formulation of the Study with written 

submissions, telephone feedback and detailed information received through workshops, individual and group 

meetings all providing the consultants with a substantial list of concerns and issues. The consultation input resulted 

in issues being included and taken forward that had not been fully appreciated by the consultant team at the outset 

of the Study. Combined with the broader strategic issues identified in Section 2 and the existing Study Area profile 

in Section 3 the consultation feedback was used to define the principles and objectives of the Framework, detailed 

in Section 5, that form the basis of the development scenarios. 



PRINCIPLES & OBJECTIVES 



5 PRINCIPLES AND OBJECTIVES 

In order to develop the Preferred Framework Strategy the consultants firstly developed assessment criteria upon 

which the strategies would be based. These criteria were developed in the form of guiding principles and 

objectives based on the strategic policy review in Section 2, the existing profile of the Study Area in Section 3, the 

feedback from the consultation process in Section 4 in addition to the consultant’s own experience and expertise. A 

summary of the principles and objectives development is illustrated in Figure 5.1. 

5.1 Principles 

Study Area Review 

Statutory Bodies, 

Transport Providers 

and other Bodies 

On the Ground 

Assessments 

Strategic Policy 


Principles and 

Objectives 

Elected 

Representatives 

Figure 5.1. Development of Principles and Objectives 

Public Consultation 

Workshops 

Client, Steering & 

Technical Meetings 

The Guiding Principles for the Study as outlined below also took into account the policy aims and options for the 

territory of the EU as set out in the European Spatial Development Perspective (ESDP) (European Commission, 

1999) and the Sustainable Development Strategy for Ireland (1997). The ESDP outlines policy aims in relation to 

promoting the control of the physical expansion of towns and cities, promoting a mix of functions and social 

groups and aiding better accessibility by different means of transport which are not only effective but also 

environmentally friendly. 

Principles 

• Mix of Land Uses and Promotion of Sustainable Travel 

• Best Use of Existing and Proposed Infrastructure 

• Building on the Physical and Cultural Heritage 

Thereby Improving the Quality of Life for All. 


The principles were used to assess all potential development scenarios for the town detailed in Section 7. 

Mix of Land Uses and the Promotion of Sustainable Travel 

An important element of integrating transport and land use planning is to ensure that the spatial organisation of 

land use activities is linked to transport networks in an efficient and sustainable manner. Through the illustration of 

best practice the public can see that integrated land use and transport planning can have a positive effect on their 

quality of life, leading to greater public support for the proposed measures. Important aspects when building these 

areas are attractiveness and liveability mixed with high density and comprehensive infrastructure. A mix of 

housing, working, education and leisure in town centres maximises the use of land that is accessible by all modes 

of transport but particularly that of public transport, walking and cycling. The provision of a mix of functions 

within the core urban area will serve to reduce trip demand and distance concentrating various functions within the 

most accessible zones. 

Making Best Use of Existing Infrastructure 

It is important to maximise the use of existing infrastructure for example existing roads, public transport, walking 

cycling water and drainage networks. Such infrastructure has been provided at substantial cost in both financial 

and environmental terms and we must make best use of that investment. 

Building on the Physical and Cultural Heritage 

With the growing acknowledgement nationally of the key role and importance of heritage the Framework aims to 

increase awareness and appreciation of Athy’s manmade, cultural and natural heritage leading to actions which 

promote its protection, enhancement and vitality. Heritage is there to be enjoyed and can be used to create an 

economic return. It is a valuable indicator when examining the quality of life and it is thereby crucial to focus on 

ways to bring awareness and enjoyment of the town’s heritage for the benefit of all. 

5.2 Objectives 

The Objectives as set out below are derived from the Guiding Principles and indicate what in broad terms the 

viable Framework aims to achieve over its lifetime, and are used to measure the effectiveness of the various 

development scenarios for the town as stated in Section 8, thereby assisting with setting directions for the town in a 

way, which helps frame the parameters for follow-on actions. The objectives are consistent with the overall Study 

Area review undertaken in Sections 2, 3 and 4 and are measurable in both qualitative and quantitative terms. It was 

important that objectives were set out to be both measurable and achievable. 

Objective 1 Consolidate growth within the Athy Urban Area allowing for natural increases in population 

in the Study Hinterland Area. 

This objective accords with the overall strategy as outlined in the Strategic Planning Guidelines for the Greater 

Dublin Area, which requires the consolidation of future growth into a limited number of locations, where adequate 

transport infrastructure can be provided. Outside these ‘development centres’, in the surrounding hinterland area, 

development will be limited to meeting local needs. 

Key Considerations: 

• Relative population growth between urban area and the hinterland 

• Re-development of under-utilised land within the existing built environment 

Objective 2 Develop a compact urban form within Athy. 

A compact urban form promotes, in contrast to conventional forms of development, the efficient use of land and 

re-use of land, as well as the efficient use of existing infrastructure. It discourages urban sprawl at low densities, 

which consumes greenfield sites on the edge of the urban area, is expensive to develop due to infrastructure costs 

and is located away from existing communities and existing infrastructure. Compact development has been widely 

recognised as more supportive of resource conservation goals, including water quality protection and flood 


mitigation because inter alia it is more efficient in reducing impervious coverage of streets, driveways and parking 

lots. 

This Study will attempt to concentrate higher-density uses on available sites within the town centre. Any uses that 

cannot be accommodated here will be provided for on land that is readily accessible to the town centre and 

consolidates development within the urban area of Athy. It is important to note that high-density does not 

necessarily mean high-rise development, but a high-quality mixed-use development of the town where the different 

uses are easily accessible and intermixed with high-quality urban open space. 


• Re-use of under-utilised land 

• Scale of green-field development on the fringes of the urban area 

• Mix of land uses 

• Consolidation of town centre 

• Reinforcement of sense of place and character for the town 

• Supporting integrity and vitality of the community at large 

• Conservation of resources 

Objective 3 Create opportunities for a range of housing types and densities. 

By providing an adequate supply of accessible zoned land for housing, it will be possible for different house types 

to develop, thereby increasing vitality and enhancing social and economic sustainability. The development of 

housing at higher densities than currently exists, required by the Residential Density Guidelines, will offer a 

greater range of dwelling types, and not just semidetached houses, which currently dominate new housing 

schemes. This will correspond to apparent demographic changes towards smaller household sizes. 


• Residential densities 

• Supporting integrity and vitality of the local residential communities 

• Reinforcing a sense of place 

Objective 4 Develop safe slow mode linkages between residential areas and railway station. 

This objective aims to achieve a comprehensive slow mode network linking residential areas to the rail station. The 

objective is consistent with the policies outlined in the DTO’s Platform for Change and the Strategic Planning 

Guidelines for the Greater Dublin Area 


• Walking distances to railway station 

• Deliverability of slow mode routes 

Objective 5 Consolidate commercial and retail development in the existing town centre. 

As the residential population of Athy grows, commercial and retail provisions have to develop to serve the 

increasingly large population and hinterland. For a town of the scale of Athy additional facilities are most 

sustainably located in or adjacent to the town centre. This is fundamental for the consolidation and revitalisation 

of the town centre, which is the main commercial centre of Athy and also a potential key tourist attraction. The 


einforcement of the town centre will vitally contribute to the character of the town and provide one of the crucial 

elements of identification for residents and visitors alike. Developing new facilities in the town centre will also 

reduce the number of trips necessary within the town centre itself and encourage movement by slow modes. 


• Location of future commercial and retail facilities 

• Location of residential areas in relation to the town centre 

Objective 7 6 Locate schools high-density in areas employment that will be serviced opportunities by safe in walking appropriate and cycling locations routes. with respect to 

residential areas and public transport nodes. 

Recent years have seen a change in employment trends with regards to the distance people are prepared to travel to 

work and the frequency at which they seek new employment opportunities. This transformation in employment 

behaviour has led to a change in the relationship between where people choose to live and their place of work. In 

order to develop the town towards its optimal level of self-sufficiency coupled with the opportunity to attract 

inward movement of workers high-density employment opportunities should be located in appropriate locations 

with respect to residential areas and public transport nodes. 


• Proximity of high density employment to potential labour supply sources 

Objective 7 Locate schools in areas that will be serviced by safe walking and cycling routes. 

An important part of the route planning and design process for the town is the ability to provide safe routes to 

schools for children and youths. Safe routes to schools are important for both pupils and the local residents as they 

not only improve the safety of children but also help reduce traffic congestion and pollution in the local 

environment. Walking or cycling to school benefits children’s health and helps them become more confident and 

independent. Furthermore, in developing a culture of walking and cycling among young people the foundations are 

set for the next generation of working people and parents to consider walking and cycling as second nature. A 

pattern of travel behaviour can therefore be established that will result in sustainable transport choice into the 

future. 


• Accessibility of schools from their catchment areas 

• Safety of school children and accompanying adults 

• Promotion of travel by slow modes 

Objective 8 Locate low-density employment opportunities adjacent to strategic internal distributor and 

national road links. 

Well-located employment can play an important role in addressing the complexity of providing sustainable travel 

patterns and minimising the impact of the private car and heavy goods vehicles where alternative modes cannot be 

incorporated. Therefore lower density employment areas should be located close to existing distributor road links 

on the edge of town sites where the impact is less pronounced, especially in terms of mixing goods traffic with 

school travel and other vulnerable road users and where direct access to the strategic /national road network is 

possible. 


• Minimising car and HGV travel in the town centre 

• Optimising Athy’s location adjacent to the national road network 


Objective 9 Maximise slow mode penetration to the town centre and bus stops. 

Key to the sustainable principles of the Study is the accessibility of the town centre by walking and cycling. In 

order to encourage slow mode travel, a comprehensive pedestrian and cycle network needs to be developed linking 

residential areas to the major trip attractions. Throughout the route planning process, a number of important criteria 

need to be considered if the full potential of the route is to be achieved. In following these criteria, the route should 

be: 


• Connected: linking the places where people want to go 

• Convenient: direct routes should follow desire lines, with easy to use crossings 

• Comfortable: good quality footways with adequate widths and free of obstructions 

• Convivial: attractive, well lit and safe, with a variety along the route 

• Conspicuous: easy to follow routes with helpful signage 

Objective 10 Minimise car access and through traffic through the town through the utilisation of key road 

links. 

A fundamental objective of the Framework is the minimisation of the number of through car trips and the 

incorporation of slow modes and public transport within the town centre. The completion of the Kildare Bypass 

and the N9 realignment will reduce the volume of through traffic in the town. In addition, the inner and outer relief 

roads together with demand management throughout the town offer the opportunity to allow for reallocation of 

road space to cyclists and buses and the possibility of pedestrianisation. Reducing the number of private cars and 

improving conditions for non-motorised users is an integral objective and should clearly be pursued. Conversely, 

road links must be designated as primary and district distributor roads to cater for car travel in the environs of the 

town. 


• Hierarchy of road network 

• Facilitation and removal of through traffic 

Objective 11 Create opportunities for cultural, social, community and passive and active leisure activities 

that maximise the potential of the existing heritage and amenity. 

The physical and cultural heritage is one of Athy’s major assets. It provides identification for residents and attracts 

visitors to the town. Urban research has revealed that “soft” factors like a rich heritage, cultural, social, 

community and recreational facilities and a clean environment are as important as “hard” factors like housing and 

employment in the decision of people and investors alike to choose a particular town for living or for investing. 

Providing wide ranging opportunities for active and passive recreation would also encourage visitors to stay longer 

in Athy than just for a day- or half-day trip. The importance and potential of Athy’s waterways for tourism and 

general recreation cannot be over-emphasised in the context of this objective. 


• Location of facilities in relation to town centre 

• Supporting integrity and vitality of local community 

• Development of the waterway amenities 

• Development of the built environment and heritage 


Objective 12 Facilitate access to and from Athy from the hinterland and Dublin for all trip purposes by 

all modes 

Realignment of the N9 and the provision of improved public transport facilities, providing services to nearby 

centres and the Greater Dublin Area will allow for further opportunities for access to and from the town. The 

establishment of the Rural Transport Initiative has facilitated a connection from the hinterland and nearby centres 

such as Monasterevin and Kildare into the town. 


• Key trip attractor locations outside of town 

• Key trip attractor locations within the town 

• Provision of town centre car parks 

• Location of public transport nodes within the town 

• Bus routing within town and routes between town and other settlements 


ASSESSMENT 

Assessment of Future Growth and Needs 

Alternative Scenarios 

Assessment of Viable Scenarios 



6 ASSESSMENT OF FUTURE GROWTH AND NEEDS 

In this section the future growth is assessed in terms of population growth, employment requirements in the 

context of a self-sufficient development centre, primary and secondary school provision and services and social 

infrastructure. 

6.1 Population 

Fig 6.1 Overall Growth Patterns in the Study Area 

Population Growth 

At the outset of this Study it was confirmed by the client group that a 20,000 target population for the Study Area 

of Athy should be based on its designation as a Secondary Growth Centre in the Strategic Planning Guidelines and 

its designation as a Primary Development Centre in the Kildare County Development Plan. In addition, the Town 

Development Plan targets for a population of 13,900 persons by 2006 in the Urban District. 

To reach the target population of 20,000, the Study Area has to grow by approximately 11,200 persons, an increase 

of 127% on the 2002 population of 8,800 persons. This growth is most sustainably allocated in the urban area of 

Athy, rather than in the rural area. Assuming that the rural population of the Study Area is allowed to grow at its 

natural pace, it will reach, based on the Regional Population Projections, 3,300 people by 2016. Table 6.1 

illustrates the growth assumptions for the Study Area: 

Table 6.1 Population Growth in the Study Area between 2002 and 2016 

Athy Town Rural Area Study Area 

2002 6,058 2,754 8,812 

2006 13,900 3,000 16,900 

2011 15,300 3,200 18,500 

2016 16,700 3,300 20,000 

Table 6.2 outlines the potential population growth rates. In terms of an urban population of 16,700 by 2016, an 

increase of approximately 10,650 persons would give an increase of 176% corresponding to an average growth per 

annum of 760 persons. The population growth, taking into account current granted planning applications will be 

740 persons per annum. The table also outlines that taking account of both granted and pending residential 

planning applications average growth per annum is equal to 974. This table assumes that granted and pending 


planning applications will be completed by 2006. Overall the table indicates that the required growth rate for the 

town is already being met in the short term. 

Table 6.2 Study Area Population Growth Rates 

IFPLUT Potential Population Growth 

2002 2016 Increase % Growth Average Growth Per Annum 

Urban 6,058 16,700 10,642 176% 760 

Rural 2,754 3,300 546 20% 39 

Current Population Growth Taking Cognisance of Granted Planning Applications 


Urban 6,058 9,019 2,961 49% 740 

Population Growth Taking Cognisance of Pending Residential Planning Applications 


Urban 6,058 9,954 3,896 64% 974 

Section 3.4 has shown that granted and pending planning applications provide for approximately 1,450 residential 

units. At a household size of 2.7 the planning applications provide for 3,850 people. Thus, a further 6,800 people 

have to be provided for in the urban area until 2016. 

Demographic Profile 

In order to forecast the future age group profile, the projections in the CSO Regional Population Projections 2001- 

2031 for the Mid-East Region were employed. The following table 6.3 illustrates the age groups for the Study 

Area for 2006, 2011 and 2016, as well as 2002, which is included for comparative purposes (see Table 3.2). 

Table 6.3 Demographic Profile in 2002, 2006, 2011and 2016 

2002 (DED Level) 2006 2011 2016 

Actual % Actual % Actual % Actual % 

0-14 2,250 21.76 3,501 20.71 3,722 20.12 3,794 18.97 

15-24 1,586 15.34 2,246 13.29 2,088 11.29 2,195 10.97 

25-44 2,995 28.97 4,983 29.49 5,425 29.33 5,614 28.07 

45-64 2,300 22.24 4,146 24.53 4,809 26.00 5,349 26.74 

65+ 1,209 11.69 2,024 11.95 2,452 13.25 3,049 15.24 

Total 10,340 100.0 16,900 100.0 18,500 100.0 20,000 100.0 

Households and Household Sizes 

National and international trends indicate that household sizes in Ireland are likely to further decrease in size in the 

future. The Society of Chartered Surveyors 1 predicts for 2006 a household size of 2.72. The NSS indicates a 

convergence to the EU average of 2.63 in 2011. Table 6.4 illustrates the various household sizes and the resulting 

number of households in the Study Area. 

Table 6.4 Number of Households and Household Sizes, 1996-2011 

Persons in Private 

Households Households Household Size 

1996 (DED Level) 8,991 2,822 3.19 

2002 (DED Level) 9,953 3,363 2.96 

2006 (Study Area) 16,900 6,213 2.72 

2011 (Study Area) 18,500 7,034 2.63 

Note however that a more conservative household size of 2.7 for the Study Area was applied to 2016, as the 

smaller household size predicted in the NSS is a national average, and therefore includes large urban areas, which 

tend to have small average household sizes. 

1 Society of Chartered Surveyors, Housing Supply and Urban Development Issues in the GDA, Oct. 2002. 


6.2 Employment 

Because of the uncertainty involved in long-term projections of labour force participation rates (LFPR) the CSO 2 

restricted their projection period up to and including 2011. Two scenarios have been developed, the first (M1) 

being the one consistent with the existing Irish economy and the labour market continuing to perform strongly in 

comparison with other countries, and the second (M2) taking a more pessimistic view on Irish economic growth 

rates and therefore net migration. 

To be able to provide some indication of the labour force in 2016 a participation rate of 45% of the total population 

as a continuation of Scenario M2 is being assumed. Although the M1 Scenario is considered the more likely one 

on a national level, the peripheral location of Athy suggests the application of the M2 Scenario. At a population of 

20,000 in 2016 this means a labour force of 9,000 persons. (It should be noted that for the purpose of forecasting 

the participation rate in this section is the proportion of persons in the labour force as a percentage of the total 

population as opposed to a percentage of all persons in the 15+ age group. In Section 3.3, following the CSO 

methodology, the participation rate is taken as the proportion of persons in the workforce aged 15+ expressed as a 

percentage of all persons in that age group.) 

In an ideal situation the total labour force would be employed in the Study Area itself. This scenario does not take 

regard of outward migration but assumes that outward and inward migration balance each other and that the total 

number of people working in the Study Area equals the labour force of 9,000 persons. 

Following this methodology and taking regard to jobs likely to be provided by granted and pending planning 

applications (see Section 3.4) an additional 6,700 jobs have to be created in the timeframe of this Study. 

Participation Rate: 45% 

Labour Force: 9,000 (at a population of 20,000) 

Existing Jobs 2002: 1,760 

Jobs Provided by Planning Applications: 600 

Additional Jobs between 2002-2016: 6,700 

Average Jobs to be created per annum: 480 

It is the vision of the study that Athy will provide employment across as broad a spectrum as possible. However, in 

order to project the amount of land needed for various employment sectors, some assumptions were necessary. 

These are based on the current split in Athy between retail, office, industry and warehousing and the prediction 

that this split will change in the future in line with national trends. These trends indicate a decline in industrial 

employment and an increase in office employment and warehousing. 

In terms of specific sites for each of the viable land use scenarios considered in section 7 the following site 

coverages and occupancy ratios were assumed: 

Site Coverage Assumptions 

− Retail: 0.66 

− Industrial: 0.4 

− Warehousing: 0.3 

− Office: 0.7 

Occupancy Rates 

− Retailing: 1 no. employee per 50 sq m 

− Industry: 1 no. employee per 50 sq m 

− Warehousing: 1 no. employee per 100 sq m 

− Office: 1 no. employee per 32.5 sq m 

2 CSO, Population and Labour Force Projections 2001-2031, July 1999. 


6.3 Educational Facilities 

To project the future needs for school facilities it is considered reasonable to apply the share of school going age 

groups of the total population predicted for 2016 in the M1F2 scenario: 

• Primary school going age group (5-12): 11% of total population 

• Secondary school going age group (13-18): 8.26% of total population 

Note that these percentages were also cross-referenced against the age categories derived from the CSO Mid-East 

regional projections. The results were almost identical. 

Primary Schools 

If one assumes a percentage of 11% as a share of persons in primary school age in 2016, 3 1,800 persons need to be 

provided for by this year, with a baseline population of 16,700 in the urban area. If one further assumes that the 

existing schools are currently run to their capacity 4 , approximately 1,200 persons will not be catered for in those 

facilities by 2016. To accommodate them two new facilities, one with 480 students (2x8 classes at 30 pupils) and 

one with 720 students (3x8 classes at 30 pupils) are required in the lifetime of the Study. The location of this new 

school, is dependant on where the future population resides. 

Secondary Schools 

The CSO assumes 8.26% of the total population in secondary school age by 2016. This means that approximately 

1,400 persons need to be provided for in Athy. 1,050 persons can be accommodated in the existing facilities 5 . For 

the remaining pupils a small new secondary facility has to be provided for a total of 360 students (2x6 classes at 30 

pupils). 

6.4 Services and Infrastructure 

Integral part of this Study is to provide for the appropriate level of services and facilities to cater not only for Athy 

but also for the hinterland of the Study Area. This will ensure, that Athy develops in the long-term as a selfsustaining 

Secondary Growth Centre, with a high level of employment activities, high order shopping and a full 

range of social facilities with only limited commuting from the Study Area to the Metropolitan Area and other 

centres. 

The future level of services and facilities depends on a variety of factors: 

− Future population 

− Facilities in other centres in the region 

− Development policies 

The National Spatial Strategy provides a generic model outlining the level of service provision appropriate for 

different types of settlements, ranging from a village to a small town, a county town and a city. It is important to 

note that this model does not constitute a definite list of services for each settlement type. It only gives an 

indication. Each town has to be looked at individually and assessed in respect of its role in the overall settlement 

structure. Below, in Fig 6.2, this model is applied to Athy, suggesting the likely level of services appropriate for 

the town. 

Whilst a future population of 16,700 would ensure that Athy is a similar size to many county towns around the 

country its proximity to other centres including Naas/Newbridge/Kilcullen means that the provision of services on 

the level of a county town would be economically unviable and unsustainable. In this context, Athy is seen as 

ranging between a county town and a small town. 

3 

CSO, Population and Labour Force Projections, M1F2 Scenario, 1999. 

4 Approximately 600 persons were enrolled in Athy primary schools in the 2000/2001 academic year. This figure is taken as 

total capacity, since no accurate data is available. 

5 Approximately 1,050 persons were enrolled in Athy secondary schools in the 2000/2001 academic year. This figure is taken 

as total capacity for the existing secondary schools. 


In terms of third level education, Athy is orientated towards other locations, such as Carlow and Dublin. A 

sufficient provision with primary and secondary schooling facilities is therefore considered satisfactory. Also, the 

provision of a circuit court is not considered necessary due to the proximity to e.g. Carlow, Kilkenny, Portlaoise 

and Naas. 

Figure 6.2 Indicative Levels of Services in Athy (derived from National Spatial Strategy) 

In relation to health facilities the provision of hospital specialists is not considered appropriate in the town. 

To develop Athy into a self-sustaining centre, a large number of additional jobs have to be provided in the future 

across a range of employment sectors. This need justifies the development of industry parks and of offices to 

accommodate professional services adequate for a county town of the size and location of Athy. This growth in 

higher density employment is underpinned by Athy’s allocation under the government’s decentralisation initiative. 

With a target population of 20,000 in the Study Area the level of provision with community facilities appropriate 

for a county town can be considered as adequate for Athy. This is justified with the need to greatly increase the 

town’s attraction. 

Similarly, the level of retail provision appropriate for a county town appears to be adequate for Athy. The Retail 

Planning Strategy for the Greater Dublin Area supports this (see Section 2.2.7) by identifying Athy as Sub-County 

Centre. The provision of low and middle order comparison retailing, superstores and supermarkets will limit 

commuting to other centres e.g. to trips for high order comparison goods and a wider range of retail warehousing. 

The size of Athy does not justify the development of large-scale shopping centres, in particular remote from the 

town centre. Additional retail provision should reinforce the existing town centre. Retail warehousing, accessible 

by car, should be limited to a range of bulky goods like furniture. 

In relation to access it is envisaged that future public transport facilities will concentrate on providing services to 

specific land uses in the surrounding primary development centres and the Metropolitan Area, such as shopping 

centres, third level institutions and hospitals. It is also predicted that new and enhanced orbital and local public 

transport services within the hinterland will be required, building upon the existing services provided by the 

various operators as outlined in Section 3. These services facilitate various travel requirements between Athy and 

its hinterland and other towns. In keeping with the sustainable objectives of the Study the town’s future 

development will facilitate a compact urban form with a considerable number of permeable and penetrative slow 

mode linkages. This provision will make the town centre highly accessible to a significant proportion of the 

population. Taking this into account it is considered that the benefits of providing an intra-town bus service would 

be marginal. 


In assessing the need for future facilities in comparison to the existing provision in Athy (see Section 3) it becomes 

evident that additional facilities are required in the following sectors: 

− Professional services (in particular high quality office space) 

− Enterprise development (industry parks and enterprise centres) 

− Community facilities (in particular cultural and leisure facilities) 

− Education (see Section 6.3 above) 

− Retailing (in particular additional facilities for the weekly shop and a wider range of low and middle order 

comparison goods, some retail warehousing) 

It should be noted that a comprehensive catalogue of additional facilities for Athy is not possible and is not the aim 

of this Study. The model above only gives an indication of the level of services appropriate for Athy, ranging 

between the levels for a small town and a county town. Facilities appropriate for a city are not desired in Athy. 


7 ALTERNATIVE SCENARIOS 


In order to assess the appropriate location for future development in the Study Area, a number of potential land use 

scenarios were analysed. A total of six land use scenarios were initially assessed in terms of their compliance with 

the guiding principles. The six scenarios are: 

A. Do minimum approach – continue development as per the Development Plan. 

B. Consolidation of development on appropriate town centre sites, and the development of additional 

lands to the west of the railway and the town centre. 

C. Consolidation of development on appropriate town centre sites, and development of additional 

lands east of the town centre. 

D. Consolidation of development on appropriate town centre sites and development of additional land 

to the east and west of the river. 

E. Concentration of all development south of the town. 

F. Concentration of all development north of the town. 

The scenarios include the following common elements: 

• To accommodate an urban population increase of approximately 6,800 in almost 2,500 new households 

resulting in an urban population of 16,700. This accounts for the existing population of 6,050 and the 

potential population of 3,900 from the 1,450 residential units identified as granted or pending planning 

applications in section 3.4. 

• To accommodate approximately 6,700 new jobs, assuming full employment and balanced inward and 

outward migration. 

• To provide adequate schooling facilities for the existing and future population. 

• To provide adequate local services and community facilities. 


7.2 Land Use Scenario A 

This scenario is essentially a do-minimum approach i.e. 

the continued development of the existing land use zones 

in the Study Area, in line with existing Development 

Plan policies. The Athy Development Plan does not 

contain any maximum or minimum density standards. 

Residential density is determined by minimum garden 

sizes, minimum room sizes etc. It has been estimated as 

part of this Study, based on the Development Plan and 

what has recently been granted in the town, that typical 

densities are in the order of 30 dwellings per hectare. 

Mix of Land Uses and the Promotion of Sustainable 

Travel 

Within this scenario lands are poorly connected to the 

town centre and employment areas by walking and 

cycling routes. The result would be a continuing reliance 

on the car. Many of the employment uses are in the 

town centre, or in close proximity to it. It is considered 

therefore, that Scenario A would partially comply with 

this particular guiding principle. 

Best Use of Existing and Proposed Infrastructure 

As some of the existing zoned undeveloped residential 

Figure 7.1 Scenario A 

land is considered remote from the town, it does not make 

the most efficient use of existing and proposed infrastructure, for example roads, public transport, walking and 

cycling, networks. The proposed southern bypass utilises a disused railway line for parts of its alignment. Much 

of the employment-zoned lands are remote from the bypass and the railway station. In this regard Scenario A 

would only partially comply with this guiding principle. 


In general, the development of the town in accordance with the Development Plan policies will comply with this 

guiding principle. However, opportunities for making better use of the River Barrow and the Grand Canal are not 

exploited particularly to the south of the town centre, at the confluence of the river Barrow and along the canal 

where Tegral and Minch Norton are located. 


7.3 Land Use Scenario B 

Under Scenario B residential and employment lands are 

concentrated to the west of the railway and the town 

centre. Higher residential densities are advocated in line 

with the Residential Density Guidelines, particularly 

within walking distance of the public transportation nodes 

and the main street. Gross densities of 50 dwellings per 

hectare are suggested within 600 m of the train station, bus 

station and Main Street. Gross densities of 35 dwellings 

per hectare are suggested for lands outside this 600m 

radius. 


Travel 

Scenario B looked to comply with this guiding principle. 

The potential relocation of Tegral and Minch Norton and 

the development of their sites for mixed purposes will 

extend the town centre, and bring higher density 

employment uses closer to the residential areas of Ardrew, 

located to the west of the town. 


It is considered that Scenario B will maximise the use of 

Figure 7.2 Scenario B 

existing infrastructure, as it will concentrate high-density 

development in the town centre, and will promote higher densities than currently exist in locations adjoining the 

built up area. It will require the provision of a Southern Outer Bypass. 


The development of higher densities in the town centre, the relocation of Tegral and Minch Norton and the 

subsequent redevelopment of their sites, together with the development of the site to the north at the confluence of 

canal and the River Barrow , can significantly enhance the physical and cultural heritage of the town. 


7.4 Land Use Scenario C 

Figure 7.3 Scenario C 

This scenario focuses on the consolidation of 

development on appropriate town centre sites, and 

development of additional lands east of the town. 

Residential densities similar to those discussed under 

Scenario B above, are advocated. 


Travel 

Scenario C will concentrate development on available 

sites in the town centre, and will concentrate additional 

development adjoining the built up area to the east of the 

town. Given the proposed juxtaposition of future 

residential and future employment zones, and also the 

proximity to the railway station, it is considered that 

Scenario C would comply with this guiding principle. 


Similar to Scenario B, it is considered that Scenario C 

will maximise the use of existing infrastructure, as it will 

concentrate high-density development in the town centre, 

and will promote higher densities than currently exists in 

locations adjoining the built up area. Furthermore 

overall travel distance to the train station will be 

minimised. 


The development of higher densities in the town centre, the potential relocation of Tegral and Minch Norton and 

the subsequent redevelopment of their sites, together with the development of the site north of where canal and 

river cross, will significantly enhance the physical and cultural heritage of the site. 


7.5 Land Use Scenario D 

This scenario focuses on the dispersal of residential and 

employment uses in Athy, a proposed bypass to the north 

of the town, and the utilisation of part of the southern 

proposed bypass route. Residential densities similar to 

those discussed under Scenarios B and C above, are 

advocated. 


Travel 

Scenario D will partially comply with this guiding 

principle. Whilst the employment zones east of the town 

will be accessible by sustainable modes of transportation, 

the existing industrial areas to the west will remain 

relatively isolated from new residential uses. 


Scenario D will focus development in proximity to the 

railway and will encourage high-density uses in the town, 

centre but will require a northern bypass. In this regard, it 

is only considered to partially comply with the guiding 

principle. 

Figure 7.4 Scenario D 


Scenario D will partially comply with this guiding principle. The opportunity to relocate Tegral and Minch Norton 

away from the canal is lost, but the site to the north of the waterway confluence will be developed. 


7.6 Land Use Scenario E 

Under this scenario new growth will take place on 

available lands to the south of the town’s built up area. 


Travel 

Scenario E will not comply with this guiding principle, as 

areas will have to be rezoned and developed south of the 

town, remote from the town centre and other existing 

employment areas. 


Scenario E will not comply with this guiding principle as 

substantial new roads, public transport, walking, cycling, 

water and drainage networks for the new residential 

population will have to be developed to the south of the 

town. 


Scenario E does not comply with this guiding principle, as 

no new development will occur in the town centre, thus 

losing a significant opportunity to enhance the physical 

appearance of the town. 

Figure 7.5 Scenario E 


7.7 Land Use Scenario F 

Under this scenario new growth will take place on 

available lands to the north of the town’s built up area. 


Travel 

Scenario F will fail to comply with this guiding principle. 

Substantial lands will have to be zoned to the north of the 

town, resulting in urban sprawl, and a continued reliance 

on the car. 


Scenario F will not comply with this guiding principle, as 

existing infrastructural provision in the town centre will 

not be fully utilised. 


As in Scenario E, Scenario F does not comply with this 

guiding principle, as no new development will occur in 

the town centre, thus losing a significant opportunity to 

build on the physical and cultural heritage of the town. 

7.8 Summary 

It is apparent from Table 7.1 below that Land Use Scenarios E and F do not comply with the guiding principles 

and are not worthy of further investigation. Land Use Scenarios A, B, C and D however, are either in compliance 

or partial compliance and should be assessed further in the context of the specific objectives for the Study Area. 

This assessment is carried out in the following sections of this report. 

Table 7.1: Assessment of Land Use Scenarios in the Context of the Guiding Principles 

Guiding Principles A B C D E F 

Mix of Land Uses and Promotion of Sustainable Travel 

Best Use of Existing and Proposed Infrastructure 

Building on the Physical and Cultural Heritage 

- In full compliance with guiding principle 

- In partial compliance with guiding principle 

- Not in compliance with guiding principle 

Figure 7.6 Scenario F 


8 ASSESSMENT OF VIABLE SCENARIOS 

In Section 7 two out of six scenarios have been ruled out by way of assessing them in terms of their compliance 

with the guiding principles. Scenario A, B, C and D are now further assessed against objectives 1-9 and 11. 

Objectives 10 and 12 are assessed in Section 9 using the MEPLAN and SATURN modelling suites. 

Each of the scenarios accommodates the following, as outlined in section 7.1: 

• An urban population increase of 6,800 

• 2,500 new households 

• 6,700 new jobs 

Each of the scenarios are based on the following land use assumptions: 

Future Residential in Scenario A: Residential density of 30 units /ha as per the Town Development Plan 

standards 

Future Residential in Scenarios B, C and D: Residential density of 50 units/ha within 600m from town 

centre and train station, residential density of 35units/ha outside these catchments 

Future Commercial: Generally 50% retailing, 25% offices and 25% apartments 

Future Low Density Employment: 60% industry and 40% warehousing 

Future High Density Employment: Generally 50% offices, 25% industry and 35% warehousing 

In addition each scenario was assessed by modelling the walking distances from the residential areas to the key trip 

attractions. This assessment tool contributes in the selection of the preferred scenario or highlights elements of 

particular scenarios based on penetration of the town and its facilities by sustainable modes of transport. 

The modelling process works by calculating the distance from various residential areas to the town’s major trip 

attractions. The major trip attractions include the commercial town centre, rail station, primary and secondary 

schools and employment centres. These walking distances are then evaluated against the acceptable walking 

distances to the various land uses. From this analysis the population living within acceptable walking distances of 

the major trip attractions can be calculated and a comparison made as to the level of sustainability of each land use 

scenario. 

Table 8.1 below details the various walking distance thresholds for each of the land uses. These distances are based 

in particular on guidance set out in ‘Guidelines for Providing for Journeys by Foot (2000)’ published by the 

Institution of Highways and Transportation and also on the appreciation of the scale and layout of the Study Area. 

It should be noted that the distances to the various trip attractions was measured from the centroid of the residential 

land mass. Therefore, although on average the land mass may lie outside of the walking threshold, a significant 

proportion may still lie within the acceptable or desirable distance to the trip attraction. 

The descriptions of the viable scenarios are accompanied by maps illustrating the desirable and acceptable walking 

distances from the town centre, schools and rail stations. On these maps the main residential areas are denoted as A 

to H. 


Table 8.1: Walking Assessment Thresholds 

Common Facilities 

Town Centre 

Commercial Zone 

Walking Distances to Various Trip Attractions Compliance with Study Objectives (*) 

Category A Category B Category C 

Desirable (m) Acceptable (m) 

Beyond Preferred 

Max (m) 

Favours 

Well 

Delivers to 

Some Extent 

Fails to 

Deliver 

o X 

0 – 500 501 – 1000 1001 + 66%+ 36 - 65% 0 - 35% 

Schools Primary 0 – 400 401 – 800 1001 + 76%+ 51 - 75% 0 - 50% 

Schools Secondary 0 – 750 751 – 1500 1501 + 81%+ 61 - 80% 0 - 60% 

Railway Station 0 – 600 601 – 1200 1201 + 76%+ 51 - 75% 0 - 50% 

(*) The percentage quoted is the proportion of the population living within the acceptable (including desirable) distance of the trip attraction. 

Further information regarding the outputs from the walking assessments are contained further on in this section of 

the report and are summarised in section 8.5. 


8.1 Scenario A – Do Minimum 

Scenario A is based on the future growth of the town in line with the existing Development Plan. In this Plan the 

majority of future residential development is situated in the southwest (Ardrew) and in the east/ northeast of Athy. 

The average density is assumed to be 30 units per hectare, following current development plan standards in the 

town. The area of Ardrew comprises approximately 30 hectares, whereas the main three sites in the east and 

northeast of the town comprise approximately 37 hectares. Infill developments in the town centre and in the area 

of Coneyburrow amount to 19 hectares. A further 1 hectare is assumed to be developed for residential purposes on 

re-development sites in the town centre, so that in total approximately 87 hectares of land will be developed for 

residential purposes under Scenario A. 

Figure 8.1 Scenario A 

Future commercial lands are located in the town centre. Within the re-development sites designated in the 

Development Plan 4 hectares are assumed to be developed for retailing and 1 hectare for offices. The Convent site 

in Stanhope Place north of the town centre, zoned commercial in the Development Plan can accommodate 

approximately 1 hectare for retail/office use. 

The Development Plan does not provide for high-density employment. The bulk of low-density employment lands 

are located to the west of the town centre and amounts to approximately 29 hectares. The remaining sites comprise 

in total 16 hectares. The primary and secondary schools additionally required in the future will be located in the 

Ardrew area in the southwest. All existing schools remain at their present location. 

With regard to supporting infrastructure, Scenario A will see the development of the N78 Inner Relief Street and 

the outer bypass following the alignment of the disused rail link to the Tegral site. It is also assumed that the N9 

realignment is completed incorporating the link to Athy. 

Objective 1 Consolidate growth within the Athy Urban Area allowing for natural increases in population in 

the Study Hinterland Area. 

Scenario A complies with this objective as potential population growth can be facilitated within the urban area 

with natural growth being accommodated within the hinterland. . It is envisaged that many under-utilised sites 

within the town will be redeveloped following the development of the Inner Relief Street. 



Scenario KA performs poorly against this objective. In considering if the scenario facilitates a compact urban 

form the considerable extent of green-field development, including sites remote from the town centre and train 

station has to be taken in to account. The re-use of under-utilised sites cannot be considered as sufficient, to e.g. 

provide inter alia for a substantial share of the future jobs required in Athy. Thus, their contribution to a more 

compact urban form is marginal. Furthermore, low residential densities as per Development Plans standards 

contribute to relative urban sprawl. Different land uses are poorly intermixed and remote from each other. The 

future residential development will take place to the northeast and southwest of the town and employment lands 

are located to the northwest of the town. The railway line constitutes a substantial barrier for uninhibited 

movement between residential areas in the east and the town centre and employment lands in the west. 

Furthermore, the location of future land uses does not contribute to the consolidation of the town centre, as they are 

largely located remote from the centre. This will inhibit the creation of a sense of place and character, which can be 

predominantly achieved by a mix of uses in close vicinity of each other and in direct relation to the town centre as 

the main focal point. In addition, the integrity and vitality of the local community, which depends on active 

communication in vibrant urban places, where different land uses are intermixed and within close proximity of 

each other, cannot be maximised. The relative urban sprawl under Scenario A will contradict conservation goals 

such as the protection of the open countryside as invaluable amenity area and natural habitat. 


Scenario A does not comply with Objective 3. With low residential densities in line with current development 

standards the opportunities for a variety of densities and housing types is limited, since the majority of 

development will consist of detached and semidetached dwellings in potentially conservative layouts. This will 

inhibit the creation of a sense of place since conservative layouts and designs are lacking clear means of 

identification due to monotonous, interchangeable, repetitive designs, hindering the easy orientation within the 

neighbourhood and the town, and discourage walking and cycling due to confusing, cul-de-sac based layouts, 

supporting the use of the car. This will clearly inhibit the integrity and vitality of the local community, which 

depends among other things on the provision for different housing needs in close proximity to each other. 

Objective 4 Develop slow mode linkages between 

residential areas and the railway station. 

Scenario A performs poorly against this objective with 

less than 50% of the towns population living within an 

acceptable walking distance of the rail station as 

indicated on Figure 8.2. This is primarily due to the 

proposed development of Ardrew in the west of the 

town and its poor proximity to the rail station in the 

east of the town. Although the residential development 

of Conneyburrow falls within the walking isochrone of 

the rail station, the rail line severs the two land uses 

creating a far greater walking distance. This severance 

is likely to dissuade people from walking and will 

therefore encourage the use of the private car. 

Objective 5 Consolidate commercial and retail 

development in the existing town centre. 

Scenario A only partially complies with this objective. 

For the consolidation of the commercial and retail 

function of the town centre the revitalisation of the 

Redevelopment Areas in the centre play an important 

role. Whilst these sites form part of Scenario A, the 

retail space that will become available on these sites 

will not be sufficient to provide for the target 

population. As a result, additional retail development 

will take place in locations outside of the town centre. 

This will weaken existing retail in the town centre and 

will have a detrimental effect on the town centre’s 

function as the key commercial centre. 

Figure 8.2 Walking Assessment from 

Residential Areas to the Rail Station 


Objective 6 Strategic locations of high-density employment opportunities with respect to residential areas 

and public transport nodes. 

Within the existing Athy Development Plan, limited provision has been made for the location of high-density 

employment centres. This cannot be considered appropriate considering the continuous decline in industrial 

employment and the increasing demand for office space to cater for the growing services industry. Under this 

scenario the imbalance in employment opportunities will continue to contribute to a large number of commuter 

trips to neighbouring towns and is therefore contrary to the 

sustainable principles of the Study. 

Objective 7 Locate schools in areas that will be serviced by 

safe walking and cycling routes. 


Scenario A complies fully with this objective, with over 70% 

of the town being located within an acceptable walking 

distance of a primary school. The potential new primary 

schools centrally located at Ardrew and Coneyburrow will 

provide direct and safe routes for a large proportion of the 

town’s future population, whilst the existing town centre 

primary schools will continue to attract children from the north 

of the town. However, in providing only one primary school to 

the east of the rail line the scenario fails to provide adequate 

schooling for residents living in the east of the town. The 

railway line will limit access options to schools to the west of 

the railway line from the eastern residential areas. 


It is clear from the assessment that Scenario A meets this 

objective in full, with all of the town’s future population living 

within acceptable walking distance of a secondary school. A 

new secondary school located in the centre of Ardrew will 

attract a significant number of slow mode trips from the town’s 

future population in the west, whilst Scoil Mhuire, Scoil Eoin 

and St Brigid’s will continue to attract pupils from the north 

and east of Athy. 

Figure 8.3 Walking Assessments from 

Residential Areas to Secondary Schools 

Objective 8 Locate low-density employment opportunities adjacent to strategic internal distributor and 

road links. 

Scenario A partially complies with Objective 8. The majority of future low density employment will be located to 

the west of the town adjacent the existing IDA park. Although on the periphery of the town, this site will continue 

to generate a significant number of cross town trips from people living to the north of the N78. It will also require 

HGV traffic to use the southern outer bypass which, given its route to the north of Conneyburrow and through the 

Ardrew residential block is only partially suitable for such traffic and will increase the degree of severance of the 

areas. 

A small site has been zoned for low-density employment along the proposed southern distributor route. This site is 

ideally located adjacent to the N78, the new N9 link and the southern bypass route and will therefore remove the 

need for excessive HGV traffic along sensitive routes in the town centre. However the scale of the site means that 

the full potential of this location has not been met. 


Objective 9 Maximise slow mode penetration to the 

town centre and bus stops. 

Scenario A does not comply with this objective with only 

31% of the town’s population living within acceptable 

walking distance of the town centre. The development of 

residential sites on the periphery of the town means that 

the majority of the town’s future population will live 

outside of the acceptable walking threshold of 1kilometre. 

Figure 8.4 Walking Assessments from 

Residential Areas to Town Centre 



Scenario A only partly complies with this objective. Leisure facilities will be provided close to future residential 

areas. Due to the remote location of a majority of the residential development associated facilities will also be 

situated away from the town centre. This will not maximise the potential of existing heritage and amenities located 

mainly in the town centre. 

The future location of leisure facilities remote from the town centre will not aid a sense of place and character 

based on the existing heritage and amenities as main focus of identification in the town. Since future leisure 

facilities will, because of their location, predominantly provide for the future population, Scenario A will not 

support the integrity and vitality of the local community as a whole. However, due to residential development to 

the east of the town facilities like Geraldine Park can be fully utilised. 


8.2 Scenario B 

Under Scenario B the focus of future residential development lies on the southwest of the town in the area of 

Ardrew, with approximately 30 hectares. North of the town centre a substantial site is located, with approximately 

11 hectares. Future residential development east of the railway line comprises 8 hectares, while infill sites in the 

town centre and in Coneyburrow amount to 19 hectares. The re-development sites in the town centre can 

accommodate a further hectare for residential purposes. In total 69 hectares are projected to be developed for 

residential purposes under Scenario B, nearly 20 hectares less than in Scenario A. Of these 69 hectares 15 hectares 

are assumed to be developed at an average density of 50 units per hectare, while the remaining 54 are assumed to 

be developed at an average of 35 units per hectare. 

Figure 8.5 Scenario B 

Future retail and commercial areas are located in the town centre. The main features are the re-development sites 

along the Inner Relief Street and Main Street and the triangular site north of where canal and river cross, termed 

the “Triangle”. While the Triangle contains a residential component (0.6 hectares) it also accommodates 

approximately 1.5 hectares for retailing and 1 hectare for offices. Within the re-development sites 4 hectares are 

assumed to be developed for retailing and 1 hectare for offices. The Convent site in Stanhope Place and the 

Cinema site can accommodate approximately 2.7 hectares for retail use. There is also a retail component on the 

Tegral/Minch-Norton sites, amounting to 2 hectares. In total under Scenario B, approximately 10.2 hectares are 

available for retailing and 2 hectares for offices in the town centre. 

High-density employment, as envisaged in Section 6.2, is located on the re-developed sites of Minch-Norton and 

Tegral. Their present sites are assumed to accommodate 8.5 hectares for offices and 3.5 hectares each for industry 

and warehousing. An additional site north of the town centre by the Canal comprises 1 hectare for offices. Lowdensity 

employment predominantly takes place to the west of the town, on approximately 29 hectares. The 

remainder of the low-density employment sites comprise 14 hectares. In total under Scenario B, 9.5 hectares will 

be developed for offices (in addition to the office use in the town centre), 29 hectares for industry and 21 hectares 

for warehousing. The employment assumptions 


As in Scenario A the additionally required primary and secondary schools are to be located in the Ardrew area. All 

existing schools remain at their present location. Under Scenario B, the Inner Relief Street will be developed and a 

southern bypass is proposed to the south of the residential areas of Ardrew and Coneyburrow. Local access routes 

are proposed along the alignment of the southern distributor route, although these will be severed at the river and 

the railway line. 



Scenario B complies with this objective as potential population growth can be facilitated within the urban area with 

natural growth being accommodated within the hinterland. It is envisaged that many under-utilised sites within the 

town will be redeveloped following the development of the Inner Relief Street. 


Scenario B complies with Objective 2. Under-utilised land has been re-used, and the extent of green-field 

development has been reduced in comparison with Scenario A. Higher residential densities within walking 

distance of the town centre and the railway station contribute to a more compact urban form, although the scope 

for development at higher densities is potentially limited, due to the remoteness of the majority of future residential 

areas such as Ardrew. 

A better mix of different land uses is ensured, with the future population located close to commercial areas and to 

the majority of employment sites. Future employment lands and in particular high-density employment lands are 

located close to the town centre, which can be considered as desirable. This, as well as the concentration of 

commercial use around and close to the town centre, will contribute to the consolidation of the town centre, while 

the remote location of a majority of future residential areas will 

have a detrimental effect in this regard, limiting the potential to 

develop a sense of place and character. However the redevelopment 

of Tegral/Minch Norton lands as well as the 

development of the Triangle for commercial use and highdensity 

employment and amenity will add substantially to the 

character of the town. The edge of the town will become closer 

to Ardrew and will potentially minimise the peripherality of 

this area from the town centre. 

Due to the remote location of a majority of the future 

population the integrity and vitality of the local community as 

a whole cannot be maximised. The negative effect on 

conservation goals can be, in comparison to Scenario A, 

somewhat limited, because the extent of urban sprawl has been 

reduced. 

Objective 3 Create opportunities for a range of housing 

types and densities. 

Scenario B complies with this objective. Due to development 

at higher residential densities in walking distance of town 

centre incorporating the Tegral/ Minch Norton and the Triangle 

sites, a wider range of densities and housing types can be 

achieved. The scope to some extent will be somewhat limited 

because the future residential lands are remote from the train 

station. However, given that the ultimate goal is on selfsustainability 

this issue is of lesser importance than town centre 

access. 


Residential Areas to Rail Station 


residential areas and the railway station. 

Scenario B partially complies with the above objective with approximately 60% of the town’s population living 

within acceptable walking distance of the rail station. Similarly to Scenario A, the rail station will not be accessible 

by walking for a significant proportion of the residents living in the new developments to the west. However a new 

walking link from Conneyburrow to the rail station would provide direct access for residents from this 

development, therefore improving the likelihood of slow mode trips from this area. 


Objective 5 Consolidate commercial and retail 


Scenario B complies with Objective 5. Redevelopment sites 

will become available for retail and commercial development 

as well as for high-density employment close to the town 

centre. The lands of Tegral and Minch Norton will be 

redeveloped for a mix of offices, retail and some 

industry/warehousing. They constitute major sites close to 

the town centre, which will contribute to the consolidation 

and reinforcement of the core. Immediately within the town 

centre three other sites will be developed with a strong focus 

on retailing: the cinema site at the train station, the Convent 

site in Stanhope Place and the Triangle. Future residential 

areas are in easy reach of future and existing commercial 

areas, which will further contribute to the consolidation of 

the town centre. 

Objective 6 Strategic location of high-density 

employment opportunities with respect to residential 

areas and public transport nodes. 

Within Scenario B, a provision for high-density employment 

has been made on the existing Tegral and Minch Norton site. 

This commercial zone will facilitate a significant number of 

walking trips from adjacent residential areas such as Ardrew 

is also in close proximity to the town centre bus stops and 

will attract walking trips from the railway station. 

Objective 7 Strategic location of schools and slow mode 

routes to promote sustainable travel. 


Scenario B complies fully with this objective, with the entire 

town falling within the acceptable walking distance of a 

primary school. Similarly to Scenario A, the provision of 

new primary schools in the residential centres of Ardrew and 

Conneyburrow will attract a large volume of sustainable 

trips, whilst the existing primary schools to the north of the 

town centre will continue to draw children from the 

residential estates in the north of the town. 

Unlike Scenario A, the limited residential expansion to the 

east of the town reduces the isolation of this region and 

hence reduces the dependency of car travel. Furthermore, the 

potential to create a slow mode route linking residential areas 

to the northeast of the town with the existing town centre 

school, via a new pedestrian bridge crossing of the rail line 

will further enhance the likelihood of slow mode travel. The 

creation of such a route will be of benefit to residents and 

children alike, regardless of the scenario that is developed. 


Again it is clear from the assessment that Scenario B meets 

this objective with 89% of the town’s population living 

within a desirable distance of a secondary school and the 

remainder of the town residing within an acceptable distance 

of a secondary school. 


Residential Areas to Secondary School 


Residential Areas to Primary Schools 


Objective 8 Locate low-density employment 

opportunities adjacent to strategic internal distributor 

and road links. 

Scenario B complies with Objective 8. This scenario sees a 

significant proportion of its future low-density 

employment located to the east of the town adjacent to the 

existing IDA Park. Traffic generated will arrive via the 

southern outer bypass, which is suitable. Therefore, both 

low-density sites have appropriate access. In keeping with 

this objective, lands adjacent the southern bypass and new 

N9 link have been designated for low density employment. 

Objective 9 Maximise slow mode penetration to and 

within the town centre. 

In terms of walking distances, Scenario B partially 

complies with this objective as the majority of residential 

development proposed in Ardrew is outside of acceptable 

walking distance. 

However, in considering all of the elements that contribute 

to a successful walking environment, the redevelopment of 

the Tegral Site and the Triangle will allow for the creation 

of a number of attractive river/canal side walks linking the 

south west residential areas to the town centre. Given this 

potential, it is anticipated that a significant number of slow 

mode town centre trips could be generated from this 

region. 



Objective 11 Create opportunities for cultural, social community and passive and active leisure activities 


Scenario B complies with this objective. . In overall terms the town’s residential development becomes more 

centered on the river and canal and therefore optimises the potential for developing the existing waterways and 

historical amenities together with the new amenities within the town centre. In the town centre itself a number of 

sites with significant potential will be developed or redeveloped including the canals and waterways, the Triangle, 

Emily Square and Main Street which will clearly contribute to maximising the existing heritage and amenity. This 

will aid the vitality and integrity of the local community as well as the creation of a sense of place. 


8.3 Scenario C 

Under Scenario C the main focus of future residential development is on the east of the town. The sites east of the 

railway line amount to approximately 40 hectares. The large site to the north of the town centre comprises 11 

hectares and all remaining infill sites in the town centre and in Coneyburrow comprise 15 hectares. The redevelopment 

sites in the town centre can accommodate a further hectare for residential purposes. In total 67 

hectare are projected to be developed for housing under Scenario C, 20 hectares less than in Scenario A. 17 

hectares of the total will be developed at 50 units per hectare, and 50 hectares at 35 units per hectare. 

Future commercial areas are concentrated in the town centre. As under Scenario B the main feature is the redevelopment 

of the Triangle and sites along Main Street and the Inner Relief Street. While the Triangle contains a 

residential component (0.6 hectares) it also accommodates approximately 1.5 hectares for retailing and 1 hectare 

for offices. Within the re-development sites 4 hectares are reserved for retailing and 1 hectare for offices. The 

Convent site in Stanhope Place and the Cinema site can accommodate approximately 2.7 hectares for retail use. In 

total under Scenario B, approximately 8.2 hectares are available for retailing and 2 hectares for offices in the town 

centre. 

Figure 8.10 Scenario C 

High-density employment under Scenario C is located on the re-developed sites of Minch-Norton and Tegral sites. 

Their present sites are assumed to accommodate 8.5 hectares for offices, and 4.5 hectares each for industry and 

warehousing. An additional site north of the town centre by the canal comprises 1 hectare for offices. Low-density 

employment predominantly takes place to the southeast of the town, south of the Southern Distributor Road. It is 

assumed that Minch-Norton and Tegral relocate to the southeast of the town as well. There is also a small site for 

low-density employment west of the town. In total under Scenario B, 9.5 hectares will be developed for offices (in 

addition to the office use in the town centre), 28 hectares for industry and 20 hectares for warehousing. 

The additional primary and secondary schools required will be located in the Clonmullion area to the northeast of 

the town. All existing schools remain at their present location. 


To accommodate the growth to the northeast of the town, a 

northern distributor link from N78/N9 link junction to the 

R417 Monasterevin road is proposed. In addition, the 

southern bypass and the Inner Relief Street will be 

constructed. 

Objective 1 Consolidate growth within the Athy Urban 

Area allowing for natural increases in population in the 

Study Hinterland Area. 

Scenario A complies with this objective as potential 

population growth can be facilitated within the urban area 

with natural growth being accommodated within the 

hinterland. It is envisaged that many under-utilised sites 

within the town will be redeveloped following the 

development of the Inner Relief Street. 


Scenario C partially complies with Objective 2. The 

scenario facilitates the development of under-utilised land 

and minimises green field development. Access to the rail 

station is optimised but whilst the overall form is compact a 

significant quantum of new residential development is east 

of the railway line, which in real terms will not optimise its 

connectivity to the town centre. The mix of land uses is also 

not maximised, with residential lands in the east quite remote 

from future high-density employment lands in the west of the 

town. 

Objective 3 Create opportunities for a range of housing 

types and densities. 

Scenario C performs well in meeting this objective. As 

outlined in assessing the performance against Objective 2, 

the effect of higher residential densities can be maximised. 

The integrity and vitality of the local community as a whole 

can be supported and a stronger sense of place facilitated. 


residential areas and the rail station. 

Scenario C complies well with this objective. The 

concentration of residential developments to the east of the 

town, supported by strong slow mode links to the town 

centre will result in more than 75% of the town’s population 

being located within an acceptable walking distance of the 

rail station. 

Objectives 5 Consolidate commercial and retail 


Scenario C complies fully with Objective 5. With the 

location of future commercial areas close to or within the 

town centre, the existing function of the town as primary 

retail and commercial core can be consolidated and 

extended. This is further aided by the location of highdensity 

employment lands and residential lands within easy 

reach of the town centre. 




Residential Areas to Primary Schools 


Objective 6 Strategic locations of high-density employment opportunities with respect to residential areas, 


There is partial compliance with this objective. While high-density employment lands are within walking distance 

of the town centre and the train station, the majority of future residential lands are located on the opposite side of 

the town. The railway line further discourages movement by slow modes between both uses. 

Objective 7 Strategic locations of schools and slow mode routes to promote sustainable travel. 


Scenario C performs well against this objective with 87% of the town’s population being located within an 

acceptable walking distance of a primary school. The location of a substantial size new school at Clonmullin will 

provide a short travel distance for children to the east of the railway line minimising the need for car trips across 

the town centre. Although there is no future residential development planned for Ardrew, there is already a 

substantial population in this area. The absence of a primary school at Ardrew will continue to result in a demand 

for car trips from this region, as the nearest primary school will be over a kilometre away. 


Scenario C meets this objective in full with 87% of the town living within 10 minutes walk of a secondary school. 

In this scenario, the additional secondary school required is located to the north east of the town to accommodate 

the greater concentration of housing in this region. 

Objective 8 Locate low- density employment opportunities adjacent to strategic internal distributor and 

road links. 

Scenario C complies with this objective. In keeping with the above objective, Scenario C sees the majority of 

future low-density employment located adjacent the southern distributor route and the N78/N9 link junction. 

Furthermore, the development of designated slow mode routes between neighbouring residential areas and the new 

industrial zone will attract a significant number of sustainable trips. Located adjacent to the N9 link this location 

will minimise the interaction of HGV traffic with other modes. 

Objective 9 Maximise slow mode penetration to and within the town centre. 

Scenario C partially complies with this objective with 45% of the population living within walking distance of the 

town centre. Similarly to Scenario B, higher residential densities in the vicinity of the town centre and the creation 

of direct links through new development areas will improve walking to the town centre. The limited expansion of 

Ardrew will minimise the average walking distance to the town centre from the west of the town. As with 

Scenario B, the redevelopment of the Tegral site and the Triangle will enable attractive walking routes to be 

developed linking the town centre to the residential areas to the west of the town. 

The potential housing developments to the north east of the town 

will be located outside of the walking threshold. In addition, the 

location of the railway line will act as a further deterrent to town 

centre slow mode trips. This assessment demonstrates the need 

for a neighbourhood centre located to the north east of the town 

to provide essential services for residents of this area. 

Objective 11 Create opportunities for cultural, social, 

community and passive and active leisure activities that 

maximise the potential of existing heritage and amenity. 

Scenario C partially complies with this objective. The ability to 

create a sense of place is somewhat limited because focus of 

population has shifted towards the railway line. Existing facilities 

like Geraldine Park can be fully utilised with the bulk of new 

residential areas being located adjacent to it. This will aid the 

integrity of the local community. However in terms of the overall 

town, access to Geraldine Park from the west of the town is 

limited in terms of travel distance. 




8.4 Scenario D 

As in Scenario C the residential focus in Scenario D is on the east of the town. The sites east of the railway line 

amount to approximately 40 hectares. The large site to the north of the town centre comprises 11 hectares and all 

remaining infill sites in the town centre and in Coneyburrow comprise 15 hectares. The re-development sites in 

the town centre can accommodate a further hectare for residential purposes. In total 67 hectare are projected to be 

developed for housing under Scenario D, 20 hectares less than in Scenario A. 17 hectares of the total will be 

developed at 50 units per hectare, and 50 hectares at 35 units per hectare. 

Figure 8.14 Scenario D 

Future commercial areas are concentrated in the town centre. The main feature is the re-development of the 

Triangle. It can accommodate, besides a residential component (0.6 hectares), approximately 1.5 hectares for 

retailing and 1 hectare for offices. Within the re-development sites 4 hectares are reserved for retailing and 1 

hectare for offices. The Convent site in Stanhope Place and the Cinema site can accommodate approximately 2.7 

hectares for retail use. In total under Scenario B, approximately 8.2 hectares are available for retailing and 2 

hectares for offices in the town centre. 

In relation to employment location under Scenario D, Minch Norton and Tegral remain at their present location. 

High-density employment is located to the southeast of the town on approximately 17 hectares, accommodating 

8.5 hectares for offices, and 4.5 hectares each for industry and warehousing. Low-density employment is 

predominantly located to the west of the town on 29 hectares, with additional smaller sites to the north and 

southeast, comprising 12 hectares. In total under Scenario D, 8.5 hectares are reserved for offices (in addition to 

the office use in the town centre), 29 hectares for industry and 21 hectares for warehousing. 

As in Scenario C additional schools are located in the Clonmullion area, while all existing schools remain at their 

present location. 


With regard to infrastructure improvements, Scenario D proposes the construction of a northern bypass from the 

N78/N9 new link junction to the N78 east of the Grand Canal. As with all scenarios, the development of the Inner 

Relief Street has been included. 



Scenario D complies with this objective as potential population growth can be facilitated within the urban area 

with natural growth being accommodated within the hinterland. It is envisaged that many under-utilised sites 

within the town will be redeveloped following the development of the Inner Relief Street. 


Scenario D complies only partly with Objective 2. The re-use of under-utilised lands is only limited and greenfield 

development takes place to a somewhat larger extent than under Scenario B and C. Under Scenario D higher 

residential densities are assumed, which contribute to a more compact urban form. However, the mix of land uses 

is not satisfactory, since high-density employment lands are remote from the town centre and from large parts of 

future and existing residential areas. 

The railway line inhibits free movement between the majority of future residential lands and the town centre. This 

also does not aid a sense of place and character, 

aggravated by the remote location of high-density 

employment lands. The integrity and vitality of the 

local community also cannot be maximised, because 

different land uses as well as existing and future 

residential areas are generally distant from each other. 

In relation to conservation goals Scenario D under 

performs compared to Scenario B and C. 

Objective 3 Create opportunities for a range of 

housing types and densities. 

Scenario D performs well in meeting this objective. As 

outlined in assessing the performance against Objective 

2, the effect of higher residential densities can be 

maximised. 


residential areas and railway station. 

This scenario has similar residential patterns to Scenario 

C and therefore performs in the same way with more 

than 75% of the town’s population being located within 

an acceptable walking distance of the rail station. 

Likewise, a number of slow mode routes linking 

neighbourhoods to community centres have been 

developed and these routes provide direct links for 

pedestrians, bridging natural and manmade barriers, 

increasing the sustainability of the town and reducing 

the need and desire for people to use their cars. 



Objectives 5 Consolidate commercial and retail development in the existing town centre. 

Scenario D complies partly with Objective 5. The re-development of under-utilised sites in the town centre as well 

as the re-development of the Triangle, the Convent site in Stanhope Place and the Cinema site offer opportunities 

for the location of future commercial and retail uses in the town centre itself. In view of the location of the 

majority of future residential lands distant from the town centre it is likely that additional and relatively substantial 

retail facilities will be developed outside of the town centre. Also, the remote location of high-density employment 

lands will support small scale out of centre shopping facilities. This would not necessarily conflict with the 

consolidation of the town centre as main retail and commercial core. 


Objective 6 Strategic location of high-density employment opportunities with respect to residential areas, 


Scenario D complies only partly with Objective 6. High-density employment lands and the majority of new and 

existing residential lands are close to the train station but remote from the town centre. Moreover, the railway line 

inhibits free movement towards the town centre. The high-density employment location therefore plays no active 

role in consolidating the town centre function and may even have a detrimental effect. 

Objective 7 Strategic location of schools and slow mode 

routes to promote sustainable travel. 


As with Scenario C, the proposal performs well against the 

objective with 87% of the town’s population being located 

within an acceptable walking distance of a primary school. 

The new Clonmullin school will provide an opportunity for 

safe routes for children to the east of the railway line 

avoiding the need for car trips across the town centre. 

However, as with Scenario C the absence of a primary 

school at Ardrew will result in a significant number of car 

trips from this region, as the nearest primary school will be 

over a kilometre away. 


As has been the trend throughout, Scenario D performs well 

against this objective with all of the town’s population living 

within acceptable walking distance of a secondary school 

allowing for the development of new links across the river 

and railway line. 

Objective 8 Locate low- density employment 

opportunities adjacent to strategic internal distributor 

and road links. 

Scenario D complies with this objective. Similarly to 

Scenario A and B, Scenario D sees the majority of future low 

density employment located east of the town adjacent to the 

existing IDA park. However, in contrast with these 

scenarios, the construction of the northern bypass will 

provide direct access to the site for east and westbound HGV 

traffic, minimising the need to travel through the town 

centre. Further in keeping with this objective is the 

development of a low-density employment site at the eastern 

end of the Northern Bypass at the N78/ N9 link junction. 

Objective 9 Maximise slow mode penetration to and 

within the town centre. 

The proposed scenario partially complies with this objective. 

The higher residential densities immediately to the east of 

the town centre and the creation of direct links through new 

development areas will improve walking to the town centre. 

The limited expansion of Ardrew will reduce the car 

dependent population to the west of the town, however 

potential housing developments to the north east of the town 

will be located outside of the walking threshold. 


Residential Areas to Primary School 






Scenario D partially complies with Objective 11. As with Scenario C the ability to create a sense of place is 

somewhat limited because focus of population has shifted towards the railway line. Existing facilities like 

Geraldine Park can be fully utilised with the bulk of new residential areas being located adjacent to it. This will 

aid the integrity of the local community. However in terms of the overall town, access to Geraldine Park from the 

west of the town is limited in terms of travel distance. 

8.5 Summary 

Table 8.2 below, summarises each of the relevant objectives assessed using the walking assessment modelling tool. 

Table 8.2: Summary of WALK Assessment Results 

Slow Modes to and 

from the Town 

Centre and Bus 

Desirable 

threshold 

Acceptable 

threshold 

Location of Schools and Slow Mode 

Routes 

Stops Primary School Secondary School 

Beyond 

Acceptable 

Compliance 

Desirable 

threshold 

Acceptable 

threshold 

Beyond 

Acceptable 

Location of 

Residential Areas to 

Rail Station 

Scenario A 3% 28% 69% 69% 3% 27% 63% 37% 0% 3% 46% 51% 

Scenario B 3% 38% 59% 75% 25% 0% 89% 11% 0% 4% 57% 39% 

Scenario C 3% 43% 54% 63% 14% 13% 87% 13% 0% 4% 73% 22% 

Scenario D 3% 43% 54% 63% 14% 13% 87% 13% 0% 4% 73% 22% 

- In full compliance with objective 

- In partial compliance with objective 

- Not in compliance with objective 

Table 8.3 Summary of Objective Assessments 

Objective 1 

Objective 2 

Objective 3 

Objective 4 


Compliance 

Desirable 

threshold 

Acceptable 

threshold 

Beyond 

Acceptable 

Scenario A 

Scenario B 

Scenario C 

Scenario D 

- In full compliance with objective 

- In partial compliance with objective 

- Not in compliance with objective 

Objective 5 

Objective 6 

Objective 7 

Objective 8 

Objective 9 

Objective 11 

Compliance 

Desirable 

threshold 

Acceptable 

threshold 

Beyond 

Acceptable 

Compliance

In overall terms Scenario B emerged as the preferred development scenario for the town taking into account the 

qualitative and quantitative assessments under each of the study objectives. In overall terms Scenario B provides a 

more spatially balanced land use pattern, compared to Scenarios C and D. Under Scenario B the focus of 

development of the town is to the west of the rail line thus offering optimal consolidation of the existing town 

centre whilst limiting the extent of severance caused by the railway line. Furthermore the development of the town 

is centered on the built heritage and the amenities of the waterways. 



DELIVERY 

Development of Preferred Scenario 

Delivery of the IFPLUT 



9 DEVELOPMENT OF PREFERRED SCENARIO 


This chapter describes in detail the Preferred Development Scenario for Athy under each of the studies objectives 

as identified in Section 5 of this Study. 

9.2 Summary of Preferred Development Scenario 

Figure 9.1 illustrates the overall strategy for the town at macro level with the development pattern for the town 

focussed on the reinvigoration of town centre and waterways with limited development to the east of the railway 

line. Such a focus will maximise the potential to incorporate the existing built heritage and waterways into the 

future development of the town. 

The focus of development will be on key town centre sites as illustrated on Figure 9.2 with access to and within 

these areas maximised through the provision of sustainable transport links, including bus, pedestrian and cyclists as 

illustrated on Figures 9.3 and 9.4. Sites identified include the Inner Relief Street and existing Main Street, 

Triangle site, sites west of Grand Canal and Shaw’s Square. Figures 9.4 and 9.5 also refer to the transport 

management objectives for the town which are listed in Appendix A. These objectives are derived from the 

description of the development of the town in relation to the study objectives in section 9.3. 

As outlined numerically in Figure 9.1 and further expanded under Objective 3 of the Study, the focus for future 

residential development will be to the northwest and southwest of town centre, east of the railway line, north of 

Leinster Street and within infill sites in the town centre and Coneyburrow. Varying residential densities and types 

are advocated throughout, with higher densities accommodated within the town centre. 

Various options for high-density employment sites are proposed in the town centre and on the edge of town centre 

on high quality sites. Low-density employment sites are to be located on the existing site to the west of the Canal 

and on a new site in the south east of the town adjacent the N9 road link. 

Amenity and open space will be a mixture of waterfront walks, river and canal marinas, public parks, urban 

squares, playing pitches together with open spaces in lower density residential areas. New community facilities 

such as a cinema, theatre and landmark civic buildings should be located in the town centre. All of these features 

will provide a base for increased tourist activity in the town, which will be based on its existing heritage status and 

this focus on tourism should be underpinned by hotel developments incorporating banqueting and conference 

facilities. 

Primary schools will be dispersed throughout the residential clusters in the town. A new primary facility will be 

located at Ardrew. The secondary schools north of the town centre on the Monasterevin Road will remain at their 

current location, whilst the existing secondary school on the Carlow Road south of the town is planning to relocate 

to a new facility in Rathstewart. An additional secondary facility will be required within the timeframe of this 

Study. The schools will be accessible through the network of walking and cycling links and it is envisaged that the 

secondary schools would utilise proposed playing fields on the west bank of the river on the Monasterevin Road. 

The roads hierarchy for the town is shown on Figure 9.5 with associated car park locations. In facilitating the 

various land uses a southern bypass is proposed, to facilitate more efficient movement of traffic travelling in an 

east-west direction through the town. The option of developing this bypass on the route designated in the current 

Town Development Plan or on a route to the south of the anticipated built environment is reviewed in this section. 

The development of the outer bypass could allow the current bypass alignment to function as a local distributor 

road in the southwest area, not necessarily providing a link across the river and railway to the east of the town. The 

town would also be connected to the N9 by the proposed link road providing a direct connection to the N9 on 

National Primary Network. 

Transport management measures are specified in Appendix A that complement the land use patterns and that were 

incorporated into the MEPLAN and SATURN modelling. The measures are set out in terms of their anticipated 

phasing. Details of the transport modelling are discussed in section 9.4 and further details are contained in 

Appendix B. 


In formulating the Preferred Scenario the consultants made reference to the Shaffrey & Associates Report ‘Athy – 

New Street Proposals’ as referred to in section 2. The report sets out a new urban design concept and puts forward 

recommendations, which are broadly consistent with this report. The Shaffrey report therefore adds an urban 

design dimension to the IFPLUT and it is recommended that the Shaffrey report should be read in conjunction with 

this section of the IFPLUT report. 


Figure 9.1 Preferred Scenario 


Figure 9.2: Preferred Scenario Town Centre Elements 





9.3 Objectives 

Objective 1 Consolidate growth within the Athy Urban Area allowing for natural increases in 

population. 

As highlighted in Section 6 the aim of the Study is to accommodate the majority of the projected population for the 

Study Area within the urban area of Athy while the population of the hinterland of the Study Area is projected to 

increase naturally, determined by fertility and mortality rates. It has been assumed that, in line with national and 

regional guidelines, in-migration will be channelled into the urban area rather than in the rural hinterland. 

The focus of future development under the Preferred Scenario lies to the west of the railway line, in and around the 

historic centre of Athy. Additional growth is accommodated within the existing built-up area as much as possible 

and thus limits further urban sprawl and green-field development. This is mainly achieved by utilising key town 

centre sites for high-density development, by applying higher residential densities in general and by locating as 

many additional residential areas as possible within walking distance of the town centre, the train station and 

schools. 


The Preferred Scenario utilises key town centre sites, 

which are currently not used to their full potential as 

important elements of a vibrant town centre. They 

include the potential brown-field sites of Tegral and 

Minch Norton, sites along the future Inner Relief Street, 

the Triangle site and the Shaw’s Square area. These 

sites provide the opportunity for a wide range of mixed 

uses incorporating retailing, offices, community and 

cultural uses and residential units), which is the key to 

achieve a compact urban form. The proposed uses for 

each site and other sites are detailed below under the 

various objectives. 

The development of the compact urban form is underpinned by the development of a recognised pedestrian and 

cycle network that will offer real modal choice and proactive traffic demand management options. 

Additional retailing and high-density employment such as offices are concentrated within the town centre and on 

edge of centre sites, which precludes out-of-town retail developments and thus underpins the establishment of a 

compact urban form. The centre is accessible from the residential areas by slow modes of transport such as 

walking and cycling. Retail warehousing would be acceptable outside the town centre. 

In line with the recommendations of national residential 

density guidelines the preferred scenario advocates a 

minimum of 50 units per hectare within walking distance 

of the town centre (600 metres) and the railway station 

(1,000 metres) and a minimum of 35 units per hectare 

outside of these radii. This will curtail residential 

development on green-field sites and reduce urban 

sprawl. 

The focus of future development lies west of the railway 

line. This limits urban development to the east of the rail 

line in an area, which is not easily accessible by slow modes to the town centre because of the railway line 

severance. Further development in this area would encourage unsustainable movement patterns, which is contrary 

the principles of this Study. 


The preferred scenario is successful in achieving a compact urban form in Athy. This is not accomplished at the 

expense of open space provision because the waterways, urban squares, parks and open spaces move into focus 

again, combining a high amenity environment with a lively, vibrant town centre. 


The Preferred Scenario will see the focus of future residential development concentrated within six areas of the 

town with each area accommodating appropriate types and densities. The six areas are identified as follows: 

1. North of Duke Street 

2. Southwest of Canal 

3. Coneyburrow 

4. North of Leinster Street 

5. East of the Railway Line 

6. Town Centre 

The densities applicable to the town as a whole fall within three categories as outlined below and are further 

clarified through the illustrations set out below. 

• High Residential Densities: Minimum of 50 units per hectare 

• Medium to High Residential Densities: 40-50 units per hectare 

• Low to Medium Residential Densities: 35-45 units/hectare 

High Residential Densities 6 

64 units/ha (26 units/acre) 

Avonbeg, Tallaght, Dublin 24, Gerry Cahill Architects and SDCC 


Clane, Co. Kildare, Matt Barnes Architects 

6 Density illustrations in this section are derived from The Royal Institute of the Architects of Ireland, The New Housing, 2002. 


Medium to High Residential Densities 


Hebron Road Housing, Kilkenny, Anthony Reddy Associates 


Applewood Village, Swords, Conroy Crowe Kelly Architects 


Ringmahon Road, Cork, Wain Morehead Architects 


Newcastle, Co. Kildare, Fenton Simons Ltd 


Low to Medium Residential Densities 


Lusk, Co. Dublin, Conroy Crowe Kelly Architects 


Mulhuddart, Dublin 15, McCrossan O’Rourke Manning Architects 

Tables 9.1 illustrates the densities applicable to each of the residential sectors. The pattern emerging indicates 

highest densities in and adjacent the town centre. 

Table 9.1 Residential Densities as Applicable to each Residential Sector 

RESIDENTIAL 

SECTOR 

High Residential 

Densities 

(min. 50 units/hectare) 

Medium to High 

Residential Densities 

(40-50 units/hectare) 

Low to Medium 

Residential Densities 

(35-45 units/hectare) 

North of Duke Street 

Southwest of Canal ─ 

Coneyburrow 

North of Leinster Street ─ 

East of Railway Line ─ 

Town Centre ─ ─ 

Density applicable 

─ Density not applicable 

Table 9.2 illustrates the actual number of residential units accommodated in the six residential sectors on lands still 

available for development. These lands coincide with the lands identified in Scenario B (see Section 8.2). 

Table 9.2 Densities, Units and People in each Residential Sector 

RESIDENTIAL 

SECTOR 

Average Units per 

Hectare 

Additional Units Additional Persons 

North of Duke Street 50 35 95 

Southwest of Canal 35 1,156 3,120 

Coneyburrow 35 320 864 

North of Leinster Street 35 397 1,073 

East of Railway Line 50 390 1053 

Town Centre 50 231 623 

Total / 2,529 6,827 


Residential Patterns 

From the illustrations above it becomes evident that high-density housing can be of high visual quality, providing 

an attractive living environment with a mixture of private, semi-private and public open spaces. Within the town 

centre, option sites identified for higher residential densities include the Inner Relief Street, Triangle Site and 

Tegral and Minch Norton and the Shaw’s Square area. High-density development proposed for the Inner Relief 

Street will see the development of 3 to 4 storey buildings with the aim of creating a lively streetscape appropriate 

for a town centre, with commercial units at the ground floor and apartments and offices on upper floors. 

Development at the Triangle will consist of high-density waterfront apartment buildings, with semi-private 

courtyards. It is envisaged to develop 3-4 storey apartment buildings in a high quality design scheme, including a 

number of open spaces of varying character, e.g. semi-private courtyards, new civic space at the Dominican 

Church, waterfront walkways along the canal and river, incorporating the existing trees along the river as a unique 

feature of this site. It will be essential to ensure high pedestrian permeability, in order to benefit the whole town 

from the development of the Triangle. The same principles apply to the Tegral and Minch Norton sites with 

possible development along the canal. However it is envisaged that, if the site were developed, a higher proportion 

of offices would be more desirable. 

As identified in Table 9.1 residential areas on the edge of town centre sites will facilitate medium to high density 

(40-50 units per hectare) while areas further away from the town centre, such as the southwest of Ardrew and to 

the south of Coneyburrow, can be of low to medium density (35-45 units per hectare). Lands furthest from the 

town centre, e.g. in the southwest of Ardrew, can accommodate some low-density executive type homes. Thus, the 

Preferred Scenario provides the full spectrum of housing types in the town. Provision should also be made within 

outlying developments such as Ardrew for the development of local neighbourhood facilities such as a local 

convenience shop and a primary school. 

Objective 4 Develop safe slow mode linkages between residential areas and railway station. 

As identified under Objective 3, six main areas have been 

identified to accommodate the future residential development 

of the town and appropriate links from each of these areas to 

the train station are illustrated on Figure 9.3. Residential 

areas to the southwest of the town can access the station 

through a proposed new route linking the area directly 

through the redeveloped Triangle site and the Inner Relief 

Street. Furthermore the enhanced streetscape of the Inner 

Relief Street and attractive civic space of the Triangle area 

will provide an attractive route further increasing the 

sustainable movement patterns. 

Objective 5 Consolidate commercial and retail development in the existing town centre. 

In considering access from the north of the town a number of options can be considered, including pedestrianised 

routes through Convent View and Kirwan’s Lane. Access from the north will be facilitated through the enhanced 

pedestrianised areas through the town centre. Access to and from the Coneyburrow area will be facilitated through 

a new link running east to the site with the route necessitating the construction of a slow mode bridge over the 

existing railway line, thereby providing a direct link to the station. 


Regarding commercial and retail development the recommendations as set out below are broadly consistent with 

the findings of the Urban Design Study by Shaffrey Associates Architects, 1999. Figure 9.2 represents a synthesis 

of the Shaffrey Report and proposals of this Integrated Framework Study. 

In consolidating commercial and retail development the form and layout of the expanded town centre should be 

concentrated on mixed use development with primarily retail uses and other front door commercial activities on 

ground floor, with offices such as solicitors and insurance on first floor. 

Leinster Street/Duke Street and Inner Relief Street 

In line with the aim to consolidate the central retail and commercial core centre of the town it will be crucial to 

actively facilitate the consolidation of retailing along Leinster Street/Duke Street and to avoid unnecessary 

competition from new retailing along the Inner Relief Street. It will be important that new or redeveloped buildings 

ensure a high quality design with respect to the existing streetscape with encouragement of tourism-related retail 

and commercial facilities to increase attractiveness of the town to visitors. 

Along the Inner Relief Street larger units should be encouraged, which would not otherwise be accommodated on 

the small premises prevailing along the existing main street. The Inner Relief Street will open up various sites for 

retailing and other commercial opportunities such as offices and apartments. It is recommended to create a varied, 

attractive streetscape with a succession of civic spaces with differing character and for various activities such as 

walking, skateboarding, shopping, markets etc. A major site is located to the eastern end of the Inner Relief Street, 

where a large retail development/ anchor store can be accommodated. Emily Square should remain at the heart of 

the town, by creating an attractive public square focussed on the architectural heritage of the Square and the River 

Barrow and by removing the vehicular traffic. Another major opportunity site is located around and across from 

the Dominican Church. Development in this part of the Inner Relief Street can be focussed on additional 

community, cultural and leisure facilities like a cinema, gallery or theatre. 

In general, new buildings along the Inner Relief Street should be 3-4 storeys high and create a distinct road 

frontage. A strong mix of various uses, retailing, offices, cultural facilities and apartments, will ensure the 

vibrancy of this new street at any time of the day. It will be crucial to provide various pedestrian linkages between 

Leinster Street/ Duke Street and the Inner Relief Street. 

Cinema Site 

Due to the location of this site on the periphery of the town centre a substantial retail element is not desirable. 

However, this site is important because of its gateway function at the east of the town, in immediate proximity of 

the railway station. Furthermore it will be crucial to find an appropriate design scheme, which could include 

offices and apartments. 

Convent Site in Stanhope Place 

This site is zoned for commercial development in the current Development Plan. Because of its location to the 

north of the Main Street a mix of offices and apartments in a 3-4 storey building is recommended, since additional 

retailing should predominantly locate along Leinster Street/ Duke Street and the Inner Relief Street. 

Triangle 

The Triangle, due to its prominent location between river and canal, has 

great potential for an attractive inner-town apartment development 

intermixed with some offices and a few commercial units on ground floor 

level, in particular along the Inner Relief Street and close to the new 

bridge, along the river. 

Retailing on the site will be limited to road frontages at the Inner Relief 

Street and to waterfront units along the river containing tourist orientated 

uses such as cafés and restaurants. Such uses should also dominate along 

the western riverfront between Cromaboo Bridge and the new river 

crossing. Parts of the Triangle site can be used for offices, in particular 

along the Inner Relief Street and the new civic space at the church. 


Tegral/Minch Norton 

The sites of Tegral and Minch Norton, similarly to the Triangle, have great potential to become new quarters of the 

town centre. Because of their location at the edge of the town centre and close to residential neighbourhoods the 

site is viewed as being appropriately located to accommodate elements of commercial use. 

Shaw’s Square 

At present this site is dominated by the car park, which does not 

maximise the potential of this waterfront site. It is considered to be more 

appropriate to create a civic open space along the river with visual links 

to the park along the River Barrow to the north of this site. New 

buildings should front onto this square with the car parking relocated 

behind the buildings. The site has potential for additional high-density 

employment or apartment developments. Attractive and safe pedestrian 

and cycle links to residential areas along Woodstock Road will ensure 

the connection of these areas to the town centre. In the neighbourhood of 

this site the Development Plan recognises the opportunity for small 

workshop type developments, which is considered to be appropriate. 

The site is a potential location for the swimming pool. 

Objective 6 Locate high-density employment opportunities in appropriate locations with respect to 

residential areas and public transport nodes. 

It is envisaged that in order to develop Athy in the long term towards its optimal level of self-sufficiency coupled 

with the opportunity to attract inward movement of workers high-density employment opportunities should be 

located in appropriate locations with respect to residential areas and public transport nodes. Thereby in keeping 

with the guiding principles of the Study a significant proportion of high-density employment has been located 

within walking distances of the railway station and existing and future residential development. The Preferred 

Scenario has identified potential areas for future high-density employment including Tegral/ Minch Norton, the 

Triangle, Shaw’s Square area and the Cinema site. 

Tegral-Minch Norton 

Lying to the west of the Grand Canal development of this site is viewed as being 

opportune for the provision of high-density employment. However, as stated 

previously at the outset of this Study development of this site is not a necessity 

for the future development of the town but rather viewed as one of the proposed 

options. 

The site offers significant potential to contribute to the consolidation of the town 

centre and facilitate sustainable movement patterns by walking, cycling and rail. 

The site falls within 1,000 metres of the rail station and is close in proximity to 

the proposed bus set down facilities at Dominican Square thereby being ideally 

located to facilitate both bus and rail commuter journeys. Access from the rail 

station will be enhanced through the pedestrian friendly layout of the new street 

in addition to movement through the town’s new and enhanced civic squares. 

In terms of local supply sources, existing residential developments are located 

immediately to the north and west of the site with proposed residential 

development in the southwest of the town falling within 700 metres of the site, 

thereby further adding to the potential available workforce within walking 

distance of this employment centre. In line with these developments new 

pedestrian/cycle routes have been proposed linking the Ardrew area in the south 

and sites to the west to this proposed development. Furthermore the site offers an overall convivial and attractive 

working environment with significant potential for canal development. 


Triangle Site 

The Triangle site due to its advantageous location at the confluence of the Grand Canal and River Barrow offers 

significant development potential for the provision of high-density employment. The site falls within easy walking 

distance of the railway station with proposed bus set down facilities located north of the site thereby facilitating 

easy access for both rail and bus commuters. Pedestrian permeability will be maximised through the site with the 

provision of internal links through the site. The proposed residential developments to the southwest of the town are 

in close proximity to the site with direct access facilitated through provision of new pedestrian/cycle routes as 

indicated on Figure 9.3. Access from existing and future residential developments to the north of the town will be 

facilitated through pedestrian linkages between Duke Street/Leinster Street and the Inner Relief Street. The 

proximity of the site to the canal and river offers potential for the creation of waterfront walkways adding to the 

unique feature of the site and adding to the high quality-working environment. 

Shaw’s Square Area 

The Shaw’s Square area offers significant potential for mixed-use development incorporating elements of highdensity 

employment. The site is easily accessible to the existing and future residential developments to the north 

and the northwest of the town with access to the site also facilitated through the car parks located to the east and 

west of the site. Employees accessing from the east can utilise the new slow mode bridge across the river to the 

north east of the area. The redevelopment of the square as a new civic space with provision of amenity walkways 

along the river offers convivial and convenient access to and from the town centre and for those accessing the site 

from the southwest of the town. Safe pedestrian and cycle links to residential areas along Woodstock Road will 

ensure the connection of the site to the town centre. 

Cinema Site 

Located on the periphery of the town centre and in immediate proximity of the railway station the cinema site 

presents an advantageous location for future high-density employment. The site is located directly adjacent to 

housing on the eastern side of the town allowing convenient access. 

Objective 7 Locate schools in areas that will be serviced by safe walking and cycling routes. 

In keeping with the sustainable objectives of the Study, the Preferred Scenario has sought to locate all of the 

town’s future population within acceptable walking distance of a primary or secondary school. 

In relation to primary schools it is proposed that a new school be located in the Ardrew residential area. Lying to 

the southwest of the town the area is viewed as being too remote from existing primary schools to the north of the 

town to facilitate sustainable movement patterns. Furthermore and as outlined under Objective 3 of the Study the 

area is viewed as providing sufficient population to sustain such development. In order to facilitate sustainable 

trips a number of pedestrian/cycle routes as outlined on Figures 9.3 and 9.4 have been designed to link into the 

school. 

The existing primary schools to the north of the town will continue to draw children from residential estates to the 

north of the town. . In support of such movement a number of transport measures have been developed including 

the construction of slow mode bridge linking residential areas located to the east and west of the river, thereby 

providing safe routes to schools and avoiding the need to access the town centre. Direct linkage will also be 

provided from future residential areas in the north as identified on the pedestrian and cycle route maps. 

Access from Coneyburrow will be facilitated by a footway/cycle track linking the east of the site to the town centre 

with a pedestrianised link from Stanhope Place to Leinster Street. This will improve pedestrian safety in the 

vicinity of St Michaels National School. 

In relation to secondary schools, the slow mode bridge across the river will provide residents to the west with safe 

access to the schools, avoiding the need to enter the town centre. New residential areas to the north of Leinster 

Street are seen as ideally located and will facilitate sustainable movement pattern with a proposed link running 

directly past the schools. With regards to existing and future development at Coneyburrow access will be provided 

along the proposed cycle/pedestrian route located to the east of the site. 


Residential developments in the Ardrew area are seen to be remote from the existing school locations. However it 

is seen that those of second level school going age are more independent and viewed as capable of making a longer 

school journey. Furthermore it is envisaged that the proposed layout of the Inner Relief Street together with 

enhanced civic spaces in the town will provide a safe and convivial route from the area. 

Although beyond the scope of this Study, one could argue that the strategic move to amalgamate secondary 

schools to the north of the town, while beneficial in terms of economies of scale is contrary to sustainable 

planning. In recognition of this policy a location to the south of the town in Conneyburrow has been identified as a 

more appropriate location for a secondary school, adding a greater spatial balance to the town and allowing greater 

degree of sustainable trips. To this end, strategic decisions in relation to school locations will be subject to the 

Department of Education and other relevant bodies. 

Objective 8 Locate low-density employment adjacent to distributor road links. 

A key objective for Athy is to build on and expand upon a long tradition of local and indigenously developed 

industries. Such an economic resource needs to be supported and given its rightful place in future investment 

frameworks for the town. It is viewed that the development of such strategies are a multi-faceted process, 

something that does not fall within the remit of this Study. Nevertheless, as a spatial planning framework that will 

guide the physical planning of the town over the next 20 years the IFPLUT must ensure that sufficient land is 

allocated for the future employment development of the town and that such land can be accessed by the existing 

and/or proposed transport network. 

In general production and distribution based industries, for example goods based employment with a lower density 

of employees per square metre, should generally be located as close as possible to the national road network as the 

movement of their products necessitate efficient and easy access, dominated by goods vehicle movements. Within 

the Preferred Scenario low-density sites are located to the southeast and northwest of the town. 

To the southeast of the town access would be facilitated along the 

alignment of the proposed southern bypass facilitating more 

efficient access to Dublin. The location of this bypass beyond the 

urban development boundary would ensure that residential areas 

in Coneyburrow and Ardrew are not severed from the town. The 

bypass designated in the Athy Development Plan would function 

as a local distributor road in the Ardrew area, not necessarily 

providing a link across the river and railway to the east of the 

town. Access to and from these sites would also be facilitated by 

the forthcoming N9 link road providing a direct connection onto 

the national primary network. Such connections allow for 

improvements in terms of time and cost reducing the town’s 

current disadvantages of town centre congestion with HGV 

movement. Low-density employment sites are also located to the 

northeast of the town. These sites adjacent to the existing IDA 

Park will be accessible from the Kilkenny Road and from the 

southern outer bypass adjacent to the existing IDA Park thus 

avoiding the town centre. 

The development of and improvement of national links is viewed 

as critical in extending the town’s economic success and regional 

and national importance and competitiveness. Improved 

accessibility will provide a strong incentive for investment in the 

town. 

It is important that developers and employers implement Green Travel Plans, which must actively encourage the 

use of non-car modes including bus, train, car sharing, cycling and walking for both travel to work and other work 

based trips. Details of such plans should be incorporated within the next Development Plan. 

Key to the future success of Athy is the promotion of sustainable travel. A fundamental part of this goal is a 

reduction in the number of through car trips within the town centre. To aid the removal of vehicular trips within the 

town centre a hierarchy of road network has been established supported by a series of transport measures. 


Objective 9 Maximise slow mode penetration to the town centre and bus stops. 

In line with the overall future development of the town there is an identified need to enhance the permeability of 

the new and expanded town centre through the identification and promotion of opportunities for walking and 

cycling in and between existing and future development. As activities in their own right walking and cycling play a 

central role in creating a liveable town, promoting social inclusion and benefiting health. In enhancing 

opportunities for such activities there is an opportunity for residents of the town to further appreciate the unique 

physical, cultural and historical environment in which they live. 

The improvement of access and accessibility for all is central to the proposed plan for the town. The provision of 

suitable facilities for all transport users, whatever their physical ability should be mainstreamed within the 

planning design and operation of all transport services, particularly where issues may not have been given 

prominence to date. These provisions include tactile paving and dropped kerbs at crossing points and audible 

warnings and tactile facilities at signalised pedestrian crossings. The design of road space through the existing and 

expanded town centre should be sympathetic towards the aesthetics of the streetscape and mindful of the needs of 

other town uses apart from vehicular movements 

As shown on Figs 9.2 to 9.4 inclusive, residential areas throughout 

the town have been assessed to maximise slow mode linkages to 

the town centre. With a substantial quantum of residential 

development proposed to be located to the southwest of the town in 

the Ardrew area a new route is proposed linking the future 

population to the redeveloped ‘Triangle site’ and into the town 

centre cell. A new route is also proposed linking future residential 

developments in the north and north east of the town to the town 

centre with the route requiring the construction of a slow mode 

bridge over the existing rail line. A slow mode link from 

Conneyburrow residential development to the rail station and town 

centre through the town park to the east end of the inner relief 

street is another opportunity. 

The development of a new bus stop facility at the Dominican Church on the route of the inner relief street places 

public bus transport at the heart of the town centre and therefore at the focal point of the existing proposed new 

pedestrian links to the town centre. The facility is located on the Inner Relief Street is preferred to the existing 

main street due to the proposed one way system on Duke Street and the greater availability of space in the vicinity 

of the church. 

Figs 9.2 to 9.4 and Appendix A clearly demonstrate a complete slow mode network that will maximise pedestrian 

and cycle movements along existing streets, new links, rejuvenated back lanes and the new river crossing.. 

Development of continuous walkways and cycleways along the river and canal will offer both amenity and town 

centre potential. 

Outlined below are considerations within specific areas of the town centre that will contribute to a coherent and 

fully joined up pedestrian and cyclist network within the town centre that will ultimately facilitate access and 

through movement of slow modes. 

Duke Street and Leinster Street 

The development of the Inner Relief Street will provide major opportunities to redevelop the existing streetscape 

on the N78 through Duke Street and Leinster Street. The proposed one-way system offers the potential to 

reallocate road space to footpaths and dedicated cyclist facilities. This is possible through the reduction in required 

road space for vehicular traffic. Laneways, such as Green Alley and Meeting Lane will also offer pedestrian and 

cyclists easy and safe access between Inner Relief Street. Increased footpath widths will allow for greater and more 

diverse pedestrian activity 

Inner Relief Street 

With the development of the Inner Relief Street it will be important that design of road space through the existing 

and expanded town centre should be sympathetic towards the aesthetics of the streetscape and the design of the 


oad space should be mindful of the needs of other town users apart from traffic movement. The development of 

the Inner Relief Street should offer an enhanced focus on the pedestrian thereby creating opportunities for 

increased informal contact with suitable design creating ability for shops to open out onto streetscape with the 

incorporation of seating adjacent cafes and restaurants. The new street should be suitably soft and hard landscaped 

to provide a pleasant town centre environment and to reflect its location close to both the river and canal. 

Opportunities are available to develop between Inner Relief Street and Duke Street particularly with reference to 

Convent Lane and the river frontage. These four aspects create an opportunity to develop a vibrant urban block 

incorporating redevelopment along the river frontage with a river bank walk and commercial frontage facing the 

river. This will complement the historical aspect of Emily Square and the river frontage on the opposite river bank. 

The redevelopment on the west river bank along with the restoration of the historic walls would add significant 

amenity value to the town wide river and canal walking route. 

The Triangle 

Proposed new Civic Space around Dominican Church on the 

Inner Relief Street acts as a ‘gateway’ for access from the 

Triangle Site. The expanse of the site in addition to its strategic 

location in relation to the town’s natural amenities allows for 

maximum permeability to the pedestrian and cyclist. The 

redevelopments of the triangle will allow for the creation of a 

number of attractive river and canal walks. The development of 

this site offers opportunities to develop a direct pedestrian link 

from the Ardrew area to the town centre. 

Emily Square 

Emily Square offers an exciting opportunity to provide a new 

civic focus in the heart of the town. The reduction in vehicular movements in the area in addition to the removal of 

a substantial quantum of parking provision will create opportunities for enhanced pedestrian movements to and 

through the area. Furthermore the square boasts a unique composition of interconnecting public spaces lending 

itself to public use. Pedestrianisation with frontage on to the river area incorporating appropriate landscaping and 

seating will further enhance the sense of a civic environment as a town focal point with frontage on to the river. 

Shaw’s Square 

The development of the inner relief street together with the vision of developing a continuous river front walk on 

the west bank of the Barrow offers the opportunity to reclaim Shaw’s Square as a predominantly pedestrian 

environment providing linkage from the north west of the town to the town centre and complementing the 

development of St John’s Lane. The development of the proposed pedestrian footbridge across the Barrow to the 

north of Shaw’s Square will enhance access into the Square and therefore contribute to its ultimate vibrancy. 

Objective 10 Minimise car access and through traffic through the town through the utilisation of key 

road links. 

Within Athy, a number of key perimeter and distributor routes have been identified to facilitate the movement of 

vehicles through the town. These route options have been tested using the SATURN and MEPLAN traffic 

modelling packages to ensure that the appropriate traffic uses the appropriate routes and further details of the 

modelling outputs are given in section 9.4 which includes further considerations regarding the southern bypass 

options. 

The model assessments indicate the need for a southern bypass of the town by 2016 to facilitate traffic travelling in 

an east-west direction. The creation of this route would perform the following key functions: 

• Alleviate congestion on the N78 and proposed Inner Relief Street 

• Facilitate traffic travelling to and from the potential N9 link road 


• Provide access to the major employment centres proposed to the south and west of the town, thereby 

removing HGV traffic from sensitive routes within the town 

• Reduce traffic flows on the secondary distributor routes of the Carlow Road and Fortbarrington Road 

With regards to this proposal, the SATURN and MEPLAN model provides a strategic assessment of the future 

road hierarchy in relation to the land use scenarios. However, it is recommended that a full route feasibility study 

be undertaken to determine the future need, timescale for implementation and alignment of the southern bypass 

route. 

In providing this link, the existing N78 will cease to perform the function of a national secondary route, but instead 

will become a distributor route linking the outlying residential areas to the town centre. 

Under the Preferred Scenario, the R417 Carlow to Monasterevin Road will continue to perform as the main 

distributor route for traffic travelling in a north/south direction. In keeping with the recommendations of the N78 

Athy Relief Street Report, Emily Square will become one way northbound to aid the flow of traffic through this 

narrow section. Traffic travelling in a southerly direction on the R417 will be directed onto Leinster Street and the 

Inner Relief Street before rejoining the Carlow Road. 

Under this scenario, the Stradbally Road will continue to perform as a distributor route for traffic approaching the 

town from the northwest. However, the implementation of a one-way system west-bound along Duke Street 

between Convent Lane and Woodstock Street will remove a significant proportion of town centre through traffic 

from the R417. 

In line with the spatial distribution of land uses within the Preferred Scenario, a number of complementary access 

routes have been developed linking the primary and secondary distributor routes to the key residential and 

employment areas in the south of the town. Access routes to Ardrew and the employment lands to the east of Athy 

have been created along the alignment of the southern distributor route. These roads have been severed at the river 

and railway line, thereby restricting movement along these routes to local traffic only. 

Within the town centre cell a series of traffic management measures 

have been proposed to restrict unnecessary vehicular movement 

between the Inner Relief Street and Leinster Street/Duke Street. A 

number of connecting links, such as Meeting Lane, Convent Lane, 

Green Alley and Canal Side have been designated ‘Pedestrian 

Priority Areas’. These areas have been designed to cater for 

increased pedestrian movements by restricting vehicular flows and 

speeds. A number of pedestrian measures have been developed 

depending on the function of the street, these range from 

pedestrianisation of a link with local access only to reducing 

carriageway widths and redesigning junctions with pedestrian 

friendly measures. 

The removal of unnecessary parking within the heart of the town centre will not only provide a more attractive 

civic space, but also alleviate congestion for people who need to park within the town centre such as delivery 

vehicles, disabled drivers and buses. In line with the development of the Inner Relief Street, it is proposed that a 

significant proportion of the parking be removed from Emily Square, Barrow Quay and the Shaw’s site, to reduce 

congestion within the town centre and provide for new civic areas. Within these town centre areas, provision will 

be made for disabled parking and delivery vehicles. In order to accommodate the displaced parking within the 

town centre, it is recommended that 5 sites on the periphery of the town centre cell be considered for 

redevelopment with the inclusion of public car parking. These potential locations are as follows: 

• South of Inner Relief Street near junction with Meeting Lane 

• West of Catholic Church, Stanhope Street; intensification of existing car park 

• Between Woodstock Street and St John’s Lane 

• West of Inner Relief Street: Minch Norton site/between IRS and William Street/Tegral site 

• West of Dominican Church 


These sites are strategically located to provide parking within acceptable walking distance of the town centre, 

whilst minimising vehicular movement in the town centre cell by attracting shoppers from the town’s main arterial 

routes. Recent guidance on acceptable walking distances (‘Guidelines for Journey’s on Foot’ by the IHT) suggests 

that the acceptable walking distance from car parks for people without mobility impairment requiring access to 

common facilities (e.g. shops, banks etc.) is 400m. In all of the above cases, the car parks located on the edge of 

the town centre cell would satisfy these criteria. 

Objective 11 Create opportunities for cultural, social community and passive and active leisure 

activities that maximise the potential of the existing heritage and amenity. 

One of the primary aims of this Study has been to unlock and develop the immense potential which the town has to 

offer in relation to its physical, cultural and historic environment. This section outlines the various opportunities 

available throughout the town. 

Civic Squares 

Emily Square 

Emily Square offers an exciting opportunity to develop a new civic 

space in the heart of the town. The reduction in vehicular movements 

in the area in addition to the removal of a substantial quantum of 

parking creates opportunities for enhanced pedestrian activity. 

Furthermore the Square boasts a unique composition of 

interconnecting public spaces with differing character creating 

opportunities for a wide range of social activities including markets, 

walking, shopping, skateboarding and thereby reinforcing the area as 

a vibrant community core. The utilisation of the western riverfront 

will facilitate the appreciation of the architectural heritage of the 

Square. 

Dominican Church 

The area around the Dominican Church has significant potential to 

develop into a public amenity area with the new civic square 

immediately around the church providing a balance to the historic 

Emily Square. The Square is an appropriate location for a cultural 

facility such as a theatre, a gallery or a cinema. The proposed 

development will emphasise the amenity value of river and canal by 

utilising waterfront sites for tourist-orientated facilities such as cafés 

and restaurants, in particular between the Church and Cromaboo 

Bridge. The design of the square will also incorporate bus set down facilities, further adding to its attraction to 

visitors and tourists. Attractive river- and canal side walkways and new pedestrian bridges will link the open 

countryside with the town centre and will provide varied opportunities for walks and the full appreciation of the 

town’s heritage and amenity. 

Shaw’s Square Area 

The area located north of Leinster Street offers significant potential for the creation of a new waterside civic space, 

incorporating amenity walkways along the river, which will offer convivial and convenient access to and from the 

town centre. The development of a public park and playing fields to the north of the site would increase the 

amenity value of the area. The park could also include an open-air performance space, providing a spectacular 

venue by the river and using the historic centre of Athy as a backdrop. The site is also an appropriate location for 

the swimming pool. Thus, the area has significant potential, in conjunction with Emily Square and the new square 

at the Dominican Church, to maximise the tourism and watersports potential of the waterways by actively turning 

future development towards the waterfront and improving river and canal walks. 


Open Space, Passive and Active Recreation 

The protection of existing and provision of new open space in the 

town is viewed as critical in providing an improved quality of life 

for its residents The provision of a new public park and playing 

fields to the north of the Shaw’s Square area with the enhancement 

of the existing Peoples Park will provide valuable amenity assets 

for the residents of the town. Provision of sufficient public space 

will also form an integral part of the town’s existing and future 

residential developments. Depending on densities a variety of 

garden sizes and other private and semi-private open spaces will 

be provided for. 

As outlined above the Shaw’s Square area offers significant 

potential to develop the water sports potential of the town with the 

option to re-locate the swimming pool to this site. The new public park will see the development of a number of 

playing fields. The provision of these facilities in a central location in the town will assist in the promotion of 

active leisure facilities accessible by slow modes. In particular to provision of playing fields should be a short term 

priority to support local sporting clubs. 

In line with promoting tourist and leisure pursuits a number of pedestrian 

and cycle routes have been identified along river and canal. The intensive 

mix of uses and the high accessibility of the town centre will maximise the 

vibrancy and increase the attractiveness of the town for visitors and 

residents alike. With the increased focus on the town’s waterways 

opportunities will exist within the town to provide route initiatives such as 

‘Sli na Slainte’. Such 

initiatives are recognised as 

having significant health 

benefits and further attract 

people to the town. In 

developing such an 

initiative in Athy the town would be able to build on its natural 

assets of river and canal whilst providing other links to locations 

such as sports fields and community facilities. 

This section has shown that the Preferred Scenario strives to 

maximise the tourism potential of Athy’s architectural and natural 

heritage. This potential can be further developed in conjunction 

with Bord Failte and other relevant bodies. A much enhanced 

network of walking features, including amenity walks along the waterways, heritage trails in and around the town 

centre etc. can be marketed widely and will attract visitors and encourage them to stay longer. 

As integral part of promoting Athy, its heritage and waterways, the development of a Marina is essential and the 

location south of Emily Square is considered appropriate. Waterfront apartment developments would complement 

the Marina as well as a much needed hotel and conference centre. There are alternative locations for a Marina 

further north of the town centre and also along the canal. The Study team recognises that Athy offers significant 

potential to develop a facility of national importance in the town akin to the National Stud in Kildare such as an 

Inland Waterway Museum. Such development would identify the town at national level and further develop the 

town’s economy. 


Objective 12 Facilitate access to and from Athy from the hinterland and Dublin for all trip purposes by 

all modes. 

The designation of Athy as a Moderate Growth Town within the Greater Dublin Area necessitates the 

improvement of links between the town and nearby Large Growth Towns and Dynamic Clusters and the 

Metropolitan Area not only by widening public transport choice over longer distances but also by providing access 

to higher level facilities and services that Athy would not support. Table 9.3 identifies some specific destinations 

and facilities, their location and means of access. 

Table 9.3 Sample External Destinations, Location and Means of Access 

SERVICE EXAMPLE LOCATIONS 

Naas, Newbridge, M50 Shopping 

ACCESS 

High Order Retail 

Centre (e.g. Liffey Valley, 

Blanchardstown) 

Bus/ Road 

Third Level Institutions Dublin, Maynooth, Carlow Bus/ Rail/Road 

Hospitals Naas, Tallaght Bus/Road 

Employment Naas, Newbridge, Dublin Bus/ Rail/Road 

Entertainment/Theatre/Cinema Dublin Rail/Road 

Dublin Port Dublin Road (N9 Link), M50 Port Tunnel 

Waterford Port Waterford Road (N9 Link) 

Airport Dublin Bus/ Rail/ Road (N9 Link) 

Wicklow Mountains Road/ Bus 

Tourist Attractions 

Dublin Road/ Rail/ Bus 

Japanese Gardens Road/ Bus 

It is vital that links with Dublin are maximised not only to attract business development into the town but also to 

provide for leisure and other trip types to and from the Metropolitan Area. Furthermore, the proposed N9 link will 

allow for direct access to the national primary road network thereby improving the efficiency of access to the 

Metropolitan Area, airport and ports to the north and south. 

As outlined under Objective 11 in this section Athy offers significant potential to develop as a tourist attraction. 

This will further increase the pressure to improve the existing access to the town. It is also essential to facilitate 

direct links to surrounding tourist attractions in order to establish Athy as part of the tourism network of the wider 

region. As outlined in Table 9.3 such attractions could include the nearby Japanese Gardens, the Wicklow 

Mountains or the Metropolitan Area. 


9.4 Traffic Modelling Outputs 

Three future transport packages were tested against the preferred land use scenario using SATURN and MEPLAN 

for the morning peak hour. Changes in traffic flows and modal shares are firstly judged against a Do Minimum 

scenario, which includes for the construction of the Inner Relief Street and the implementation of revised traffic 

flow systems on Duke Street and Leinster Street as detailed on Figure 9.5. This scenario also includes for the 

development of a number of car parks on the periphery of the town centre as detailed in the traffic management 

measures contained in Appendix A. However, the Do Minimum scenario contains no further significant 

improvements to the town’s road network, or the construction of new footpaths/cycle links. 

The second transport package includes all of the traffic measures contained in the Do minimum scenario and the 

construction of the Southern Distributor Route as proposed in the 2000 Athy Development Plan. This option also 

includes for the implementation of all measures identified in the traffic management measures and illustrated on 

Figure 9.3. 

The final transport package includes all of the transport measures contained in Appendix A as well as the 

construction of an Outer Bypass to the south of Ardrew and Conneyburrow as detailed on Figure 9.5. Local access 

routes are also proposed along the alignment of the Southern Distributor route. It is intended that the railway line 

and the River Barrow sever this route, thereby avoiding the creation of an inner bypass of the town. 

In keeping with the guiding principles of the study, sufficient employment lands have been identified to sustain the 

future working population of the town. However, it is appreciated that a proportion of the future working 

population will continue to commute to employment centres outside of the study area. It has therefore been 

assumed that 20% of economically active adults will commute to jobs outside of the study area. This compares to 

an out commuting figure of 50% at present. The provision for out commuting trips leaves a deficit of economically 

active adults within the study area; therefore this shortfall has been accounted for by a corresponding volume in incommuting 

trips. 

Model Results and interpretation 

In evaluating these scenarios from a transport perspective, two distinct data sets exist. The MEPLAN model 

derives the modal choice for the various trip types (Work, Shopping, education and other) within the urban area of 

the town. 

The SATURN model provides statistics on the mechanised traffic on the study area road network. This includes 

global information such as total travel times and average journey speeds as well as individual link flows on 

sensitive routes. The full results of these MEPLAN and SATURN assessments are listed in Appendix B. 

Do Minimum Scenario Assessment 

The anticipated population growth, without complimentary traffic measures, would result in significant congestion 

within the town centre. Table 9.3 below indicates the traffic flows on key routes within the town centre for the 

present day and for the Do Minimum Scenario. 


Table 9.3: Traffic flows on sensitive town centre routes 

Location and Direction 

TRAFFIC FLOWS 

2002 2016 

Present day Do Minimum 

Demand Actual Queue Demand Actual 

Flow flow Flow Flow flow 

Queue 

Flow 

Duke Street between Convent Lane E 411 411 0 407 217 190 

and Burrow Quay W 493 493 0 One Way One Way One Way 

Inner Relief Street between Convent E N/A N/A N/A 980 509 471 

Lane and Burrow Quay W N/A N/A N/A 1479 954 525 

Stanhope Street 

N 

S 

211 

214 

211 

214 

0 

0 

519 

702 

374 

635 

145 

67 

Carlow Road 

N 

S 

163 

189 

163 

189 

0 

0 

699 

265 

644 

140 

55 

125 

These figure show that the inner relief street and Duke Street will be unable to manage the demand flows in the do 

minimum scenario, resulting in major queues and effective gridlock. Traffic travelling in a north to south direction 

will also encounter significant queues on Stanhope Street and Carlow Road. This observation is reflected in the 

global statistics with the average journey time taking nearly 20minutes and the average motorised speed less than 

9km/hour. 

Table 9.4 below indicates the modal shift for the various trip types for all of the traffic scenarios tested. The results 

of the Do minimum scenario are comparable to the present day scenario, and demonstrate that the car will remain 

the dominant form of travel, unless provision is made for alternative modes of transport. 

Table 9.4: Traffic assessment modal splits 

Purpose Mode Existing Scenario 

Work 

Educ. 

Shopping 

Other 

Total 

2002 2016 

Inner Relief 

Street Only 


and Southern 

Distributor Route 


and Southern 

Bypass 

Car 72% 70% 52% 52% 

Slow 28% 30% 48% 48% 

Car 68% 65% 47% 47% 

Slow 32% 35% 53% 53% 

Car 67% 66% 49% 48% 

Slow 33% 34% 51% 52% 

Car 57% 55% 46% 45% 

Slow 43% 45% 54% 55% 

Car 68% 65% 49% 48% 

Slow 32% 35% 51% 52% 

Subsequent runs of SATURN and MEPLAN for the Do Minimum scenario have resulted in large oscillations in 

the modal splits between car trips and walking/cycling. This phenomenon is attributed to excessive motorised 

journey times forcing people out of the car to make walking or cycling trips. In theory this may lead to a reduction 

in the number of car trips, however it cannot be considered sustainable, as it will ultimately limit economic growth. 

Southern Distributor Route Assessment 

The construction of the Southern Distributor Route and the introduction of a comprehensive pedestrian and cyclists 

network produces improvements in traffic flows within the town centre and results in an overall increase in the 

number of sustainable trips. Table 9.5 below compares flows on key routes between the 2016 Do minimum and the 

Southern Distributor Route assessment. 


Table 9.5: Traffic flows on sensitive routes: Do Minimum and Southern Distributor Scenario 


Demand 

Flow 

TRAFFIC FLOWS 

2016 2016 

Do Minimum Southern Distributor Assessment 

Actual 

Flow 

Queue 

Flow 

Demand 

Flow 

Actual 

Flow 

Queue 

Flow 


and Burrow Quay W One Way One Way One Way One Way One Way One Way 

Inner Relief Street between Convent E 980 509 471 413 402 11 

Lane and Burrow Quay W 1479 954 525 792 791 1 


N 

S 

519 

702 

374 

635 

145 

67 

350 

576 

346 

575 

4 

1 

Carlow Road 

N 

S 

699 

265 

644 

140 

55 

125 

600 

304 

600 

300 

0 

3 

Southern Distributor Route east of E N/A N/A N/A 672 672 0 

Ardrew W N/A N/A N/A 520 519 1 

The results of the SATURN analysis indicate that the provision of the Southern Distributor Route will not only 

provide a bypass of the town centre for through traffic, but will more importantly, facilitate trips around the town 

centre and outlying residential and employment centres, thereby minimising town centre traffic. 

Athy Town Centre will remain the primary trip attractor in 2016 and will therefore continue to cater for significant 

volumes of traffic. The provision of the southern distributor route coupled with the network of slow mode routes 

and traffic management measures will help reduce traffic flows on the key town centre routes. Traffic demand on 

the Inner Relief Street between Convent Lane and Barrow Quay and Duke Street almost halves on introduction of 

the Southern Distributor Route and Slow mode links. Carlow Road will suitably remain the distributor link into the 

town centre from the south and will continue to receive moderately high volumes of traffic. 

The reduction in town centre traffic within this scenario has resulted in improved global statistics, with the average 

journey time of trips within the study area reducing to approximately 5minutes and the average speed of vehicles 

increasing to 37.3km/hour. 

An evaluation of the MEPLAN outputs highlighted in Table 9.4, show a vast improvement in the modal splits, 

with work, education and school traffic experiencing a modal shift of approximately 20% from the Do Minimum 

scenario and the 2002 present day scenario. 

Subsequent runs of SATURN and MEPLAN for the Southern Distributor Route scenario have resulted in minimal 

oscillations in the modal splits between car trips and walking/cycling. This indicates that the overall reduction in 

modal splits in this scenario is a result of ‘positive’ modal choices for the population of Athy as appose to ‘forced’ 

modal choice as experienced in the Do Minimum scenario. In order to develop an attractive and prosperous town, 

it is essential that people be presented with a positive modal choice for all journey types. 

Outer Bypass Assessment 

Similarly to the Southern Distributor Route, the construction of an Outer Bypass to the south of the town will 

result in a reduction in the volume of traffic on sensitive town centre routes. Table 9.6 below compares flows on 

key routes between the Southern Distributor Route and the Outer bypass assessment. 


Table 9.6: Traffic flows on sensitive routes: Southern Distributor and Outer Bypass Scenario 


TRAFFIC FLOWS 

2016 2016 

Southern Distributor Assessment Outer Bypass Assessment 

Demand Actual Queue Demand Actual Queue 

Flow Flow Flow Flow Flow Flow 


and Burrow Quay W One Way One Way One Way One Way One Way One Way 

Inner Relief Street between Convent E 413 402 11 475 437 38 

Lane and Burrow Quay W 792 791 1 900 893 7 


N 

S 

350 

576 

346 

575 

4 

1 

342 

538 

333 

536 

9 

2 

Carlow Road 

N 

S 

600 

304 

600 

300 

0 

3 

555 

226 

554 

218 

1 

8 

Southern Distributor Route east of E 672 672 0 77 76 1 

Ardrew W 520 519 1 19 19 0 

Outer Bypass east of Ardrew 

E N/A N/A N/A 515 515 0 

W N/A N/A N/A 352 350 2 

Likewise to the Southern Distributor Route, the Outer Bypass will facilitate through traffic and enable access to the 

residential and employment centres on the periphery of the town centre cell. Due to the greater length of the Outer 

Bypass a small proportion of the east/west moving traffic will continue to use more sensitive route within the town. 

This travel pattern can be seen in Table 9.6, with marginally higher traffic flows being observed on key town 

centre routes such as Duke Street and the Inner Relief Street and a slight reduction in the volume of traffic on the 

Outer Bypass when compared to the Southern Distributor Route. 

The global SATURN statistics indicate that the Outer Bypass will result in average journey times and vehicular 

speeds comparable to the Southern Distributor Route option, with the average trip time being 5minutes and the 

average speed of vehicles 37.3km/hour. 

An evaluation of the MEPLAN outputs highlighted in Table 9.4, show that the construction of the slow mode 

network will create a modal share favourable towards sustainable travel for all trip purposes. 

Subsequent runs of SATURN and MEPLAN have resulted in minimal oscillations in the modal splits, indicating, 

again, that the slow mode networks and complimentary traffic management measures build a future network where 

positive modal choice can prevail. 

Summary of Modelling 

Within the Do Minimum Scenario, considerable levels of congestion will occur on all routes within the town 

centre. Clearly if Athy is to expand to its predicted population, minimum intervention is not an option for the 

future development of the town. 

At this strategic level of investigation the MEPLAN and SATURN outputs in terms of modal splits and overall 

link flows are clearly indicating that the spatial land use patterns combined with the Traffic Management proposals 

will provide a template for the sustainable development of the town in line with the study’s aims. The modelling 

results clearly show that the Southern Distributor Route or the Outer Bypass will need to be constructed before 

volumes of traffic reach the predicted design year flows in the town centre. 

The link flow assessments obtained from SATURN, indicate that the Southern Distributor Route will perform 

marginally better in terms of reducing traffic flows on sensitive routes, however, this route option will act as a 

partial severance between the residential lands of Ardrew and Conneyburrow and the town centre. Table 9.6 

indicates that approximately 1200 vehicles will traverse Ardrew on the Southern Distributor Route during the 

morning peak hour if this route is fully developed. Table 9.6 shows that this figure reduces to less than 100 

vehicles in the morning peak hour if the Southern Distributor Route is only partially developed and the Outer 

Bypass is constructed. 


It should also be noted that the Southern Distributor Route was unconstrained by pedestrian crossings during the 

modelling process. The introduction of controlled crossing points at strategic locations will invariably impact on 

the performance of this route. 

This strategic assessment has identified the need for a distributor route to the south of the town. In overall terms 

bypassing of the town can be considered in a sequential pattern. Initially the Inner Relief Street will provide a 

degree of bypass to the town centre however its effectiveness as a bypass is limited by its location and ultimately 

by increases in traffic flow. The Southern Distributor Route can be viewed as the medium and potential long term 

solution. A further, more detailed, investigation as to whether or not the Outer Bypass option will ultimately be 

required as the long term solution should be commenced as soon as possible. 

This investigation should incorporate the effect of the proposed N9 improvements and should also address the key 

issue of deliverability in terms of engineering and environmental impacts, costs, funding and timeframe to 

delivery. The early investigation of these issues will facilitate a decision being made as to whether or not the 

Southern Distributor Route should be developed as a local distributor or bypass route and the need to link it across 

the rail line and river. Therefore until this issue can be fully addressed the Southern Distributor Route is considered 

as a medium term transport objective, spanning the river and rail line, and the Outer Bypass is a long term 

objective. 

A review of the model should be undertaken at regular time intervals as traffic management measures and 

infrastructure improvements come on stream. As the town approaches its design year population, it is recognised 

that distributor links may be required to the north of the study area. It is not anticipated that these links would span 

the entire northern expanse of the town, but could link key routes, such as the N78 east to the R417 Monasterevin 

Road or the N78west to the Stradbally Road via the existing industrial park. 


9.5 Summary 

This report represents a Preferred Development Framework within which future land use and transport decisions 

within Athy can be made. The document represents a thorough study including consultation with relevant 

stakeholders in the town, the public and other bodies relevant to the future growth of both towns. The land use 

proposals provide the necessary quantum of sites that will meet the predicted demand in future housing units and 

employment needs of the town that will enable Athy to grow in an increasingly self supporting manner. This is 

proposed within a framework that places a high priority on quality of urban design, and within a compact urban 

form. In tandem, the transport proposals outlined are centred on two themes, increasing the opportunities for 

people to use alternatives to the car, and to establish a network and hierarchy of movement within and between the 

towns that can integrate new development as it occurs. Together, the land use and transport proposals will aid the 

creation of a vibrant, inclusive and sustainable community. 


10 DELIVERY OF THE IFPLUT 


This section examines how the Framework Plan measures previously described in Section 10 should be 

implemented. The first part of the section is concerned with the phasing issues that need to addressed to ensure a 

timely and coordinated delivery of the Framework. The second part deals with implementation issues such as 

cooperation and coordination required between the relevant bodies. 

10.2 Phasing 

The phasing approach considers how the development of Athy, including the provision of housing and jobs, may 

be coordinated with infrastructure in the most sustainable and economical way. On the basis that water and 

drainage services are available, and irrespective of the proposed land use scenario, it is considered that any phasing 

of future development should concentrate on developing higher density central sites first and the suburban sites 

second. Such an approach would comply with the principles of sustainable development with regard to a compact 

urban form and mix of uses in close proximity. 

To ensure a continuously sustainable and integrated growth of the town over the period up to 2016 employment 

opportunities have to expand alongside residential development, retail provision has to improve constantly and the 

provision with community, recreational and amenity facilities has to keep pace with the growing population. 

In order to avoid Athy becoming increasingly dependent on commuting to the Metropolitan Area and other towns, 

employment has to grow at a pace whereby the net outflow of local labour is decreasing over time. Whilst the land 

uses outlined in this report allow for local employment provision to equal the study area population that is 

available for employment it is not implied that Athy will ever contain all the employment needs of its population 

within the town. Instead it is envisaged that a significant quantum of the population’s workforce will be employed 

within the town whilst there will also be a sustainable level of inward and outward commuting. 

Short Term 

In the short term, to 2006, the Town Council aims at an urban population of 13,900 per the current Development 

Plan. With a current population of approximately 6,000 people an additional number of 7,500 people have to be 

provided for in the next 2-3 years. Approximately 3,850 persons can be accommodated by the planning 

applications already granted or currently before the Town Council for decision as of March 2003. This leaves an 

additional 2,350 people to meet the target population in 2006, which translates into approximately. 870 additional 

residential units at a household size of 2.7. It is not critical nor perhaps desirable or sustainable that such a level of 

population growth occurs in this period. It is preferable that this growth rate be extended into the medium term and 

that ideally, new neighbourhoods should be developed in the town centre or as close as possible to the centre and 

the railway station. This is in particular important since it is realistic to assume that commuting from Athy to other 

centres will prevail to some degree in the short and medium 

term. 

In order to provide level of employment equivalent to the size 

labour force in the Study Area, job opportunities have to increase 

substantially. Ideally, at an assumed labour force participation 

rate of 45 per cent and by taking into account the existing 

number of jobs in the Study Area and the jobs provided by 

current planning applications 6,700 additional jobs should be 

provided to coincide with the potential population. It is very 

likely that the employment provision will lag behind the growth 

in population in the short and medium term. If evenly spread 

over the whole timeframe of the Study 480 jobs would be 

provided per annum in order to meet the target as outlined in 

Section 6.2. 

With the considerable growth in population in the short term the provision with retail facilities has to improve at a 

comparable level. This does apply to an increased supply with convenience shopping for the weekly shop such as 

supermarkets as well as a more varied range and higher quality comparison shopping facilities. These facilities 

should be located in and around the existing main street. 


Medium Term 

In the medium term until 2011 the urban population is projected to increase by a further 1,400 people to a total 

population of 15,300. This requires 500 additional residential units within the 5 years between 2006 and 2011. 

The required increase in employment opportunities in the medium term amounts to 720 jobs within the Study 

Area. 

The Triangle and other smaller town centre sites such as the Convent site should be available in the medium term, 

providing opportunity sites for high-density employment and apartment development. The lands for low density 

employment to the west of the town centre are readily available for development in the short to medium term, 

whereas the lands to the southeast can become available within the timeframe of the next Town Plan. Also, some 

of the Tegral lands may come on-stream for high-density employment by 2011. 

The re-location of a governmental department to Athy will have considerable spin-off effects for associated 

services and will increase the demand for a sufficient supply with high-quality retailing as well as recreational, 

community and amenity facilities. 

By 2011 various opportunity sites, which are currently in the backlands of the main street would be opened up 

through the construction of the Inner Relief Street. These sites can accommodate a large number of additional 

retail facilities as well as community and recreational facilities, which the then existing population will be able to 

sustain. Also, by 2011 there is scope for some retail warehousing on the edge of the town centre. 

Amenity facilities should be constantly improved and it appears realistic that Emily Square, the Dominican Church 

area, Shaw’s Square area as well as the new park and a much improved walking network can be developed to their 

full potential by 2011 however, in terms of the existing population, any existing deficit in facilities such as playing 

fields should be provided as soon as possible. It will be essential to improve the “soft” factors in the town such as 

amenity and recreational facilities alongside with or even ahead of the development of residential and employment 

areas. These factors contribute substantially to the attractiveness of the town and provide important incentives for 

investors and new residents. 

The two additional schools, one primary and one secondary facility, will be required in the medium term. 

Long Term 

In the long term up to 2016 the target population for the Study Area of 20,000 people and 16,700 people in the 

urban area has ideally been reached. Thus, between 2011 and 2016 a further 1,400 residential units have to be 

built in the town and 680 additional jobs provided. 

By 2016 Athy can be considered as self-sustaining town where people live and work. The population will have 

reached a critical mass to support a wide range of retailing and community, recreational and amenity facilities, 

which will limit journeys to other centres to a minimum. Some measures should be implemented directly in order 

to address the immediate needs of the town and to make better use of existing infrastructure. 

Transportation Measures 

The transport management objectives are outlined in Appendix A and should be read in conjunction with Figure 

9.3, 9.4 and 9.5. The measures are defined in terms of short (up to three years), medium (between 3-7 years) and 

long term (beyond 7 years). Adherence to this phasing will ensure that infrastructure and service improvements are 

developed hand in hand with demand management measures. The short-term measures put forward are 

independent of future proposals and should be delivered now to aid the existing traffic situation within the town. 

The medium and long-term measures set out have taken account of the future land use proposals and transport 

developments for example the Inner Relief Street and should therefore be delivered in line with these proposals. 

However, within the planning process, provision should be made for medium and long-term measures with 

immediate effect. 

10.3 Implementation 

Development Plan – As the Framework Plan is a non-statutory document, forums for introducing the 

recommendations contained herein are the future Development Plans for the town and its environs. The statutory 

review of the Athy Development Plan 1999 by Athy Town Council has commenced with the adoption of the Plan 

scheduled for May 2006. In preparing the new Plan the location of land uses proposed and the densities of 


development should informed by this study. Policies and objectives should be incorporated that would lead to the 

implementation of key provisions relating to the pedestrian, cyclist and public transport facilities and roads 

infrastructure. 

Local Area Plans – The use of Local Area Plans should be considered to provide more detailed guidance in 

particular areas that may be subject to large-scale development, for example Ardrew. 

Urban Design Studies – To ensure the coherent and integrated implementation of the proposals for the town 

centre described in the previous section the development of an overall design scheme including building locations 

and hard and soft landscaping is strongly advisable. The Shaffrey report provides a valuable base for the 

development of the Inner Relief Street but should be, in a next step, extended to the Triangle, the Shaw’s Square 

area, the new urban park and could also include areas such as the Marina south of Emily Square. 

Development Design – One of the most valuable contributions to achieving the aspirations of the Framework is to 

design pedestrian, cyclist and public transport priority into the fabric of the urban expansion per the transport 

management measures outlined in Appendix A. The hierarchy of routes, and key destinations must be incorporated 

and meet the principles extolled in this Study. The Planning Authority can work with developers to ensure that 

these objectives are incorporated where relevant into individual development sites.. 

Marketing, Inward Investment and Location – The successful development of Athy, in accordance with the 

vision developed in this study, is dependent upon a high level of development and investment in the study area. An 

effective marketing and promotional strategy is required to deliver this vision and this will be complemented by 

other policies and programmes. 


Athy IFPLUT Study A-i Final Report December 2004

Athy IFPLUT Study A-ii Final Report December 2004

Athy IFPLUT Study 

Transport Management Objectives 

Notes: 

1. Transport Management objectives should be read in conjunction with Figures 9.3,9.4 and 9.5 

2. All objectives subject to incorporate implementation of co-ordinated regulatory and information signage 

and lining 

Obj: Location Measures 

Short Term Measures 

S1 N78 Dublin/Kilkenny 

Road: West and east of 

town boundary 

S2 R417 Monasterevin/ 

Carlow Road and R428 

Stradbally Road: town 

boundary sites 

S3 Barrow Quay: Leinster 

Street to Emily Row 

S4 St John’s Lane: Duke 

Street to entrance St 

Patrick’s Primary School 

S5 Stradbally Road: 

William Street to 

hospital 

Vehicular: 

• Introduce Gateway features on the N78 to alert drivers that they are 

entering an urban area. Sensitive design required incorporating street 

furniture, hard and soft landscaping, contrasting surface textures, 

higher level of signing and road markings etc 

Vehicular: 

• Install smaller scale entry features at existing speed limit locations 

advising motorists that they are entering urban area, Gateway features 

less intrusive than S1. 

Pedestrians/ Cyclists: 

• Remove parking and vehicular access on Barrow Quay to improve 

pedestrian safety and reduce vehicular conflicts on Leinster Street. 

Pedestrianise area between Leinster Street and Back Square in line 

with urban landscape proposals of N78 Athy Relief Street preliminary 

Design Report. Secure cycle parking facilities to be provided. 

Pedestrians/ Cyclists: 

• Sever link adjacent school entrance to remove extraneous car traffic on 

St John’s Lane, thereby improving the safety of children attending St 

Patrick’s School. Allow for local vehicular access from River Barrow 

end of St John’s Lane. Within scheme, provide for safe waiting and 

turning facilities for school traffic. 

Cyclists: 

• Cycle lane segregated from vehicular traffic by solid white line. 

Coloured surface demarcates lane. 

Pedestrians: 

• Provide additional pedestrian crossing facilities on Woodstock Road in 

vicinity of the Barrack Lane junction. 

Vehicular: 

• Traffic speed to be reduced due to road narrowing (cycle lanes) and 

traffic calming measures e.g. Speed cushions, if further required. 

Athy IFPLUT Study A-iii Final Report December 2004


S6 R417Carlow Road: 

Coneyburrow to Emily 

Square 

S7 R417Monasterevin 

Road: limit of residential 

development to Emily 

Square 

Cyclists: 

• Cyclists to share road space with vehicles on this route based on 

restricted available widths. Traffic speeds to be reduced by introducing 

cycle friendly traffic calming measures. 

• Cycle link through pedestrianised Barrow Quay to be developed, 

avoiding pinch point on Emily Row. 

Cyclists: 

S8 River Barrow Cyclists/Pedestrians: 

S9 Geraldine Road: 

Boheranouca cross roads 

to Leinster Street 


restricted available widths. Traffic speeds to be reduced by introducing 

cycle friendly traffic calming measures. 

• Upgrade / construct footpath links along both sides of the River 

Barrow, to provide attractive leisure routes and an alternative route to 

the town centre avoiding the R417. 

• Develop strong links to adjacent residential developments e.g. Marina 

site, Conneyburrow, Green Hills housing estate 

• Pedestrian/cycle track to have improved lighting and directional 

signage. 

Cyclists: 

Medium Term Measures (Post Inner Relief Street) 

M1 Leinster Street/Duke 

Street: Inner relief Street 

junction with N78 east to 

Stradbally Road and 

Convent Lane. 

M2 Emily Square / Back 

Street 


limited volumes of traffic and restricted available widths. Traffic 

speeds to be reduced by introducing cycle friendly traffic calming. 

Pedestrians: 

• With reference to the traffic management proposals of the N78 Athy 

Relief Street preliminary Design Report, reduce carriageway widths 

over one-way sections of Duke Street and Leinster Street to one lane 

wide. Increase footpath widths to allow for greater and more diverse 

pedestrian activity. Introduce textured surface treatment to the road to 

reduce vehicular speeds and reinforce pedestrian friendly environment. 

Provision to be made for delivery vehicles. 

Cyclists: 

• Install Contra flow segregated cycle lane over one-way section. 

Physical measures required segregating cyclists from vehicular traffic. 

• Redesign Leinster Street/Stanhope Street junction to ensure 

cycle/pedestrian friendly. 

• Redesign Convent Lane/Duke Street junction to ensure pedestrian 

friendly. Maintain pedestrian signals. Provide raised table junction to 

reduce vehicular speeds and improve pedestrian safety. 

Parking: 

• Removal of parking at Emily Square and Back Street and convert to 

landscaped seating area with cycle parking facilities. This would 

Athy IFPLUT Study A-iv Final Report December 2004


M3 Abbey Lane: Inner Relief 

Street to Duke Street. 

M4 Meeting Lane: Inner 

Relief Street to Leinster 

Street. 

M5 Chapel Lane: Stanhope 

Place to Leinster Street 

M6 N78/Inner Relief Street: 

East and West junction 

increase pedestrian safety by removing excess vehicular movements 

and provide an attractive focal point. Consideration to be made for 

disabled parking in vicinity of Emily Square. 

Pedestrians: 

• Pedestrianize link to encourage revitalisation of the back lands and aid 

vehicular flows on Duke Street and the Inner Relief Street. Allow for 

local vehicular access from the Inner Relief Street. 

Pedestrians: 

• Pedestrianize link to encourage revitalisation of the back lands and 

reduce vehicular conflicts on Leinster Street and the Inner Relief 

Street. Allow for local vehicular access from Leinster Street. 

Pedestrians: 

M7 Town Centre Sites Parking: 

M8 Inner Relief 

Street/Dominican Church 

site. 

M9 River Barrow: North of 

Cromaboo Bridge 

• Pedestrianize link to improve pedestrian safety in vicinity of local 

Schools and reduce vehicular conflicts on Leinster Street. Allow for 

local vehicular access from Leinster Street. 

• Install pedestrian crossing facilities at each end of pedestrian area on 

Stanhope Place and Leinster Street. 

Pedestrians/Cyclists: 

• Review preliminary design of roundabout junctions at both tie in points 

of Inner Relief Street and N78. Existing Roundabout layout not cycle 

or pedestrian friendly and cycle timings inadequate for pedestrians 

Consider continental design roundabouts or signalised T-junction 

• Provide additional off street pay parking on periphery of town centre 

cell. Potential locations include: 

1. Site between Upper William Street and the I.R.S. 

2. Monasterevin Road opposite Catholic Church 

3. South of I.R.S. near junction with Meeting Lane 

4. Site to West of Dominican Church 

Public Transport: 

• Provide quality bus waiting area in vicinity of Dominican Church. 

• Install additional bus stops at eastern and Western edge of town centre 

cell 


• Construction of slow mode bridge crossing of the River Barrow. 

Potential bridge to link schools, parks, playing fields and residential 

areas on both side of the river, thereby providing safe routes to school 

avoiding the need to access the town centre. 

• Construct Footway cycle path linking adjacent residential areas (e.g. 

Athy IFPLUT Study A-v Final Report December 2004


M10 Grand Canal: St 

Dominic’s Park. 

M11 Future development 

sites: 

M12 Southern Distributor 

Route 

Long Term Measures 

Greenhills) and schools to new footbridge. 


• Construction of slow mode bridge crossing of the Grand Canal. 

Potential Bridge to link existing and future employment sites to 

residential areas north of Town Centre. Potential link would 

significantly reduce walking distance between two sites thus increasing 

likelihood of sustainable trips. 


• Detailed below are a number of proposed footway/cycle tracks to be 

constructed in line with the development of future residential, 

commercial or employment sites: 

• Footway/cycle track linking Ardrew residential development to the 

redeveloped Tegral site and the town centre. Route requires 

construction of slow mode bridge over the Grand Canal. 

• Footway/cycle track linking east Conneyburrow residential 

development to the rail station and Town Centre. Route includes spur 

to the future low/high density employment developments to the south 

of the southern bypass route. This will require construction of slow 

mode bridge over the existing rail line. 

• Footway/cycle track linking potential low/high density employment 

developments to the south east of the town to the rail station and town 

centre. 

• Footway/cycle track linking future residential developments to the 

northeast of the town to the town centre and town centre schools. 

Route requires construction of slow mode bridge over the existing rail 

line. 

• With reference to the traffic management proposals of the N78 Athy 

Relief Street preliminary Design Report, provide for segregated cycle 

lane on each side of new street. Cyclist priority measures to be 

included in design of junctions. 

Vehicular: 

L1 Outer Southern Bypass Vehicular: 

• Construction of local access routes along the alignment of the Southern 

Bypass as proposed in the Athy Development Plan 2000 (Objective 

T1) 

• Construction of Outer Southern Bypass to the south of Ardrew and 

Conneyburrow. Route avoids severance of residential estates to the 

south of the town centre. Route requires rail and river crossing. 

Athy IFPLUT Study A-vi Final Report December 2004

Athy IFPLUT Study B-i Final Report December 2004

Athy IFPLUT Study B-ii Final Report December 2004

Table B1: Global SATURN and MEPLAN Statistics 

2002 2016 

Southern Outer Bypass 

MEPLAN Modal Split by Purpose: Internal 

trips 

Present Day 

Do 

Minimum 

Distributor 

Route and Slow 

Modes Network 

and Slow 

Modes 

Network 

Work Car 72% 70% 52% 52% 

Sustainable Modes 28% 30% 48% 48% 

Education Car 68% 65% 47% 47% 


Shopping Car 67% 66% 49% 48% 


Other Car 57% 55% 46% 45% 


Global Car 68% 65% 49% 48% 


Global Saturn Statistics 

Total Number of Car Trips 2530 6143 5420 5272 

Simulation 

Network 

Total Travel Time (pcu/hrs) 

Total Travel Distance (pcu kms) 

Average Speed (km/hr) 

152.8 

7163 

46.9 

2035 

17941 

8.8 

443 

16541 

37.3 

462 

17184 

37.1 

Athy IFPLUT Study B-iii Final Report December 2004

Table B2: SATURN Assigned traffic Flows AM peak 

LOC DIRECTION AND WAY 

Demand 

Flow 

TRAFFIC FLOWS 

2002 2016 

IRS only IRS only IRS + SD IRS + OB 

Actual 

flow 

Queue 

Flow 

Demand 

Flow 

1 Stradbally Road 

N 

S 

188 

210 

188 

210 

0 

0 

393 

439 

263 

319 

130 

120 

365 

403 

365 

403 

0 

0 

371 

390 

365 

390 

6 

0 

2 

N 78 Upper William 

Street 

E 

W 

363 

224 

363 

224 

0 

0 

1137 

875 

1137 

557 

0 

318 

479 

372 

479 

370 

0 

2 

533 

519 

532 

502 

1 

17 

3 N 78 William Street 

E 

W 

362 

241 

362 

241 

0 

0 

108 

513 

83 

258 

25 

255 

90 

403 

90 

403 

0 

0 

99 

390 

99 

384 

0 

6 

4 

Inner Relief Street east 

of Convent Lane 

E 

W 

1424 

969 

781 

612 

643 

357 

725 

459 

721 

458 

4 

1 

780 

563 

758 

550 

22 

13 

5 Convent Lane 

N 

S 

31 

89 

31 

89 

0 

0 

531 285 246 317 305 12 314 290 24 

6 

Duke Street between 

Convent Lane and 

Burrow Quay 

E 

W 

411 

493 

411 

493 

0 

0 

407 217 190 229 220 9 235 217 18 

7 


between Convent Lane 

and Burrow Quay 

E 

W 

980 

1479 

509 

954 

471 

525 

413 

792 

402 

791 

11 

1 

475 

900 

437 

893 

38 

7 

8 Stanhope Street 

N 

S 

211 

214 

211 

214 

0 

0 

519 

702 

374 

635 

145 

67 

350 

576 

346 

575 

4 

1 

342 

538 

333 

536 

9 

2 

9 Emily Row 

N 

S 

163 

189 

163 

189 

0 

0 

293 229 64 228 228 0 209 207 2 

10 Carlow Road 

N 

S 

699 

265 

644 

140 

55 

125 

600 

304 

600 

301 

0 

3 

555 

226 

554 

218 

1 

8 

11 Leinster Street 

E 

W 

342 

355 

342 

355 

0 

0 

798 670 128 543 542 1 515 512 3 

12 

Inner Relief Street east 

of Emily Road 

NE 

SW 

733 

1093 

381 

932 

352 

161 

509 

759 

500 

758 

9 

1 

525 

774 

495 

771 

30 

3 

13 N 78 Boherboy 

E 

W 

569 

415 

569 

415 

0 

0 

1114 

836 

846 

796 

268 

40 

645 

578 

641 

578 

4 

0 

679 

645 

666 

644 

13 

1 

14 Ardrew Road 

15 

16 

17 

18 

19 

Southern Distributor 

west of Ardrew Road 


east of Ardrew Road 


east of Carlow Road 

Outer By-Pass east of 

Carlow Road 

Outer By-Pass west of 

Carlow Road 

Athy IFPLUT Study B-iv Final Report December 2004 

Actual 

flow 

Queue 

Flow 

Demand 

Flow 

Actual 

flow 

Queue 

Flow 

Demand 

Flow 

N 360 360 0 192 191 1 

S 177 177 0 87 85 2 

E 443 443 0 72 72 0 

W 253 252 1 101 101 0 

E 672 672 0 77 76 1 

W 520 519 1 19 19 0 

E 588 588 0 18 18 0 

W 382 382 0 20 20 0 

E 472 472 0 

W 205 204 1 

E 515 515 0 

W 352 350 2 

Actual 

flow 

Queue 

Flow

Figure B1: Assignment Flows Location Map 

Athy IFPLUT Study B-v Final Report December 2004

Athy IFPLUT Study B-vi Final Report December 2004

2020 Vision for Athy - Entire Document - Kildare.ie

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