2020 Vision for Athy - Entire Document - Kildare.ie
2020 Vision for Athy - Entire Document - Kildare.ie
2020 Vision for Athy - Entire Document - Kildare.ie
Create successful ePaper yourself
Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.
<strong>Athy</strong><br />
Integrated Framework Plan <strong>for</strong><br />
Land Use and Transportation<br />
Final Report<br />
December 2004<br />
WSP Ireland Ltd<br />
Floor 4<br />
Harcourt Centre<br />
Block 3<br />
Harcourt Road<br />
Dublin 2<br />
Tel: +353 (0)1 418 2224<br />
Fax: +353 (0)1 418 2248<br />
www.wspgroup.com
<strong>Athy</strong> IFPLUT Study Final Report December 2004
CONTENTS PAGE<br />
1 INTRODUCTION 3<br />
1.1 Purpose of Study 3<br />
1.2 Study Area 3<br />
1.3 Study Objectives 4<br />
1.4 Projected Residential and Employment Populations 5<br />
1.5 Study Methodology and Consultation 5<br />
1.6 Report Structure 7<br />
2 STRATEGIC CONTEXT OF ATHY 11<br />
2.1 Introduction 11<br />
2.2 Strategic Policy Rev<strong>ie</strong>w 12<br />
2.3 Summary 23<br />
3 PROFILE OF STUDY AREA 24<br />
3.1 Introduction 24<br />
3.2 Population 24<br />
3.3 Employment 25<br />
3.4 Existing Land Use 27<br />
3.5 Land Availability: Opportunit<strong>ie</strong>s and Constraints 30<br />
3.6 Transport Network 32<br />
3.7 Public Transport Services 33<br />
3.8 Summary 35<br />
4 CONSULTATION 36<br />
4.1 Introduction 36<br />
4.2 Consultation Methodology 37<br />
4.3 Timetable of Consultation 37<br />
4.4 Cl<strong>ie</strong>nt, Steering and Technical Working Group 38<br />
4.5 Public Consultation 38<br />
4.6 Other Stakeholders 39<br />
4.7 Elected Representatives of <strong>Kildare</strong> County Council / <strong>Athy</strong> Town Council 39<br />
4.8 Summary 39<br />
5 PRINCIPLES AND OBJECTIVES 43<br />
5.1 Principles 43<br />
5.2 Objectives 44<br />
6 ASSESSMENT OF FUTURE GROWTH AND NEEDS 51<br />
6.1 Population 51<br />
6.2 Employment 53<br />
6.3 Educational Facilit<strong>ie</strong>s 54<br />
6.4 Services and Infrastructure 54<br />
7 ALTERNATIVE SCENARIOS 57<br />
<strong>Athy</strong> IFPLUT Study Final Report December 2004
7.1 Introduction 57<br />
7.2 Land Use Scenario A 58<br />
7.3 Land Use Scenario B 59<br />
7.4 Land Use Scenario C 60<br />
7.5 Land Use Scenario D 61<br />
7.6 Land Use Scenario E 62<br />
7.7 Land Use Scenario F 63<br />
7.8 Summary 63<br />
8 ASSESSMENT OF VIABLE SCENARIOS 64<br />
8.1 Scenario A – Do Minimum 66<br />
8.2 Scenario B 70<br />
8.3 Scenario C 74<br />
8.4 Scenario D 77<br />
8.5 Summary 80<br />
9 DEVELOPMENT OF PREFERRED SCENARIO 85<br />
9.1 Introduction 85<br />
9.2 Summary of Preferred Development Scenario 85<br />
9.3 Objectives 92<br />
9.4 Traffic Modelling Outputs 107<br />
9.5 Summary 112<br />
10 DELIVERY OF THE IFPLUT 113<br />
10.1 Introduction 113<br />
10.2 Phasing 113<br />
10.3 Implementation 114<br />
APPENDICES<br />
Appendix A<br />
<strong>Athy</strong> IFPLUT Study Final Report December 2004
INTRODUCTION<br />
<strong>Athy</strong> IFPLUT Study 1 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 2 Final Report December 2004
1 INTRODUCTION<br />
1.1 Purpose of Study<br />
The <strong>Athy</strong> Integrated Framework Plan <strong>for</strong> Land<br />
Use and Transportation (IFPLUT) was<br />
commissioned jointly by <strong>Kildare</strong> County<br />
Council and the Dublin Transportation Office<br />
(DTO) in the context of <strong>Athy</strong>’s designation as a<br />
Secondary Growth Centre in the Greater Dublin<br />
Area. The Regional Planning Guidelines <strong>for</strong> the<br />
Greater Dublin Area were adopted in July 2004<br />
and within the context of these Guidelines <strong>Athy</strong><br />
is designated a Moderate Growth Town.<br />
Key to the development of urban centres is the<br />
integration between land use and transportation in order<br />
to ensure that, in the future, travel to and within towns<br />
such as <strong>Athy</strong> is carr<strong>ie</strong>d out using the most conven<strong>ie</strong>nt and appropriate mode of travel. This can only be ach<strong>ie</strong>ved by<br />
planning <strong>for</strong> future provision of homes, jobs, education and social activit<strong>ie</strong>s hand in hand with transport planning.<br />
Integrated planning of this nature ensures that people are offered the opportunity to travel to and from these land<br />
uses by the most appropriate and sustainable mode of transport, whether by foot, bicycle, bus, car or train. Such<br />
planning fundamentally addresses the future quality of life and social inclusion of the people of <strong>Athy</strong> as it looks to<br />
build upon the opportunit<strong>ie</strong>s in the town to make it an attractive place to live, work, play and socialise.<br />
The Study’s findings and recommendations can be considered as a blueprint <strong>for</strong> the development of the town to<br />
2016 and beyond, both <strong>for</strong> residents and potential investors. In the shorter term the Study will be used to shape the<br />
next development plans <strong>for</strong> the town and environs and will assist in determining planning applications in the area.<br />
1.2 Study Area<br />
<strong>Athy</strong> is situated in South <strong>Kildare</strong> on the heavily trafficked National Secondary Route N78, which <strong>for</strong>ms the main<br />
arterial road between Dublin, Kilkenny and Water<strong>for</strong>d. The Study Area is defined on Figure 1.1 and this area was<br />
used <strong>for</strong> the determination of future population and employment growth. However the town serves a larger<br />
hinterland in southern <strong>Kildare</strong> and Laois and is proximate to a number of major employment, retail and leisure<br />
development centres including Dublin, Carlow, Kilkenny, Portlaoise, Newbridge and Naas. These centres are<br />
firmly established and their proximity provides opportunit<strong>ie</strong>s <strong>for</strong> travel from <strong>Athy</strong> and as such act as a constraint<br />
<strong>for</strong> the development of retail and employment and leisure facilit<strong>ie</strong>s in the town.<br />
The town suffers from severe traffic congestion making<br />
effic<strong>ie</strong>nt movement through the town practically<br />
impossible. This factor detracts from <strong>Athy</strong>’s economic<br />
attractiveness <strong>for</strong> compan<strong>ie</strong>s, preventing investment and<br />
employment opportunit<strong>ie</strong>s necessary <strong>for</strong> the town’s<br />
development. Full realisation of the town’s economic<br />
potential will require the completion of the N9<br />
realignment and upgrading of rail services.<br />
<strong>Athy</strong> is a designated Heritage Town with origins as an<br />
Anglo Norman settlement and together with the<br />
convergence of the River Barrow and Grand Canal in the<br />
town provides <strong>Athy</strong> with a wealth of amenity, leisure and<br />
tourism facilit<strong>ie</strong>s and there<strong>for</strong>e the town has a potential to<br />
become a prem<strong>ie</strong>r tourist attraction and cultural centre in South <strong>Kildare</strong>. The town also has potential to build on its<br />
existing employment and residential land uses in order to provide the stepping stone to a self-sustaining<br />
development centre.<br />
<strong>Athy</strong> IFPLUT Study 3 Final Report December 2004
Figure 1.1 Study Area<br />
1.3 Study Objectives<br />
Within the context of the role of <strong>Athy</strong> as a Secondary Development Centre the specific Study objectives are<br />
defined as follows:<br />
• To examine the current and future integration between land use and transportation, based on the relevant<br />
policy and strategy documents, indicating suitable land use zonings, especially with respect to higher and<br />
significant trip generators, that maximise the potential <strong>for</strong> walking, cycling and public transport trips.<br />
• Consult with key stakeholders including local resident groups and the general public to ensure the widest<br />
possible consensus is ach<strong>ie</strong>ved.<br />
• Carry out an audit of the existing transport infrastructure.<br />
• Identify distributor level transport networks <strong>for</strong> all modes, which, with the aid of a traffic model and key<br />
traffic management measures, will accommodate mode split targets to be identif<strong>ie</strong>d in the Study.<br />
• Identify proposals <strong>for</strong> key traffic management proposals that will provide safe and conven<strong>ie</strong>nt pedestrian<br />
and cycle links between major trip attractors.<br />
• Recommend a timescale and monitoring arrangements <strong>for</strong> the implementation of proposed measures up to<br />
2016.<br />
<strong>Athy</strong> IFPLUT Study 4 Final Report December 2004
1.4 Projected Residential and Employment Populations<br />
A population target of 20,000 by 2016 <strong>for</strong> the Study Area has been determined based on <strong>Athy</strong>’s designation as a<br />
Secondary Growth Centre within the Greater Dublin Area (see Section 2) and its role as a Primary Development<br />
Centre within County <strong>Kildare</strong>. At present the population within the Study Area is approximately 8,800 and<br />
there<strong>for</strong>e a population increase of approximately 11,000 is planned <strong>for</strong> <strong>Athy</strong> and its environs.<br />
It is recognised that significant population growth would<br />
be required in order to reach the potential population by<br />
the design year. However in the context of this Framework<br />
Study the principle is to set in place the building blocks<br />
that will allow the town to grow in an integrated and<br />
sustainable manner in order to receive the target<br />
population regardless of the timeframe in which the<br />
growth occurs.<br />
Of the present population in the Study Area approximately<br />
4,600 are available <strong>for</strong> employment. The latest<br />
employment survey carr<strong>ie</strong>d out in 2002 <strong>for</strong> the town<br />
estimates the existing employment base at 1,760.<br />
In order <strong>for</strong> the town to become to a self-sustained employment centre <strong>for</strong> 20,000 people, 9,000 jobs would be<br />
required in the Study Area. This equates to a participation rate of 45% of the total population of 20,000 and is<br />
based on future population and demographic predictions from the Central Statistics Office.<br />
These projections are described in detail in Section 5 of this report.<br />
1.5 Study Methodology and Consultation<br />
The Study methodology follows a logical sequence from baseline assessment through the development of<br />
appropriate principles and objectives <strong>for</strong> <strong>Athy</strong> to the delivery of the preferred development framework strategy <strong>for</strong><br />
the town and environs. The methodology is outlined in Figure 1.2 and is both a qualitative and quantitative<br />
analysis based on the one hand on ongoing consultation, desktop rev<strong>ie</strong>w and on-site assessments whilst on the<br />
other hand using population and employment analysis and complex transportation modelling.<br />
The Study is underpinned by the objectives of the relevant national, regional and local strateg<strong>ie</strong>s outlined in<br />
Section 3. This Study is not intended to be a stand-alone document but rather it seeks to co-ordinate and address<br />
the relevant land use and transportation aspects of these relevant strateg<strong>ie</strong>s.<br />
The consultation process is key to the delivery of the Study recommendations as consensus and compromise with<br />
all stakeholders is necessary in order that whilst the recommendations are consistent with the Study’s aims, they<br />
are also accepted by the community at large. The details of the consultation process is outlined in Figure 4.1,<br />
which indicates that the process was comprehensive and sought the v<strong>ie</strong>ws from as wide a cross-section of<br />
stakeholders as possible.<br />
The transport assessments of the various land use scenarios were undertaken using two modelling processes.<br />
Firstly, at a strategic level, each scenario was tested against the overarching principles using map based walking<br />
assessments. This process models the sustainability of each land use scenario by determining the walking distances<br />
between major trip attractions. On completion of this walking assessment, viable scenarios were refined <strong>for</strong> the<br />
viable scenarios assessment stage. Each viable scenario was tested up to the period of 2016 using the SATURN<br />
and MEPLAN computer modelling packages. The SATURN computer programme suite models traffic behaviour<br />
around the town, whilst MEPLAN independently assesses the modal split and use of slow modes <strong>for</strong> the various<br />
journey types. The modelling results of each scenario are then assessed in terms of their compliance with the Study<br />
objectives and a final preferred scenario is selected that is considered the most beneficial to the future development<br />
of the town.<br />
<strong>Athy</strong> IFPLUT Study 5 Final Report December 2004
Consultation<br />
Figure 1.2 Study Methodology<br />
Transport Baseline Rev<strong>ie</strong>w Land Use Baseline Rev<strong>ie</strong>w<br />
Existing Population & Employment<br />
Rev<strong>ie</strong>w<br />
Data Collection<br />
Assessment Criteria<br />
Population & Employment Forecasts<br />
Land Use and Transport Scenarios<br />
Transport Model Assessments<br />
Preferred Integrated Scenario<br />
Rev<strong>ie</strong>w<br />
Principles and<br />
Objectives<br />
Assessment<br />
Delivery<br />
<strong>Athy</strong> IFPLUT Study 6 Final Report December 2004
1.6 Report Structure<br />
The structure of the report is as follows:<br />
Rev<strong>ie</strong>w<br />
Principles<br />
and<br />
Objectives<br />
Assessment<br />
Delivery<br />
Section 2 Strategic Context of <strong>Athy</strong> - Introduces the policy framework within which the report<br />
has been prepared incorporating an extensive rev<strong>ie</strong>w of strategy and policy documents at<br />
national, regional, county and local level.<br />
Section 3 Existing Profile - Rev<strong>ie</strong>ws the current status of the Study Area in terms of<br />
population, employment, education, land use, amenity provision, water supply, wastewater<br />
treatment and transport provision. The purpose of the rev<strong>ie</strong>w is to identify at the local level the<br />
particular opportunit<strong>ie</strong>s and issues that the town faces in terms of developing a self -suffic<strong>ie</strong>nt<br />
centre.<br />
Section 4 Consultation - Outlines the extensive consultation undertaken with the various<br />
stakeholders and highlights the key issues raised with respect to the existing environment and<br />
the perception of the future development of the Study Area.<br />
Section 5 Principles and Objectives - Outlines the guiding principles and general objectives of<br />
the Study, which are required in order to work towards and ach<strong>ie</strong>ve the Preferred Framework.<br />
Section 6 Assessment of Future Growth and Needs - Assesses the future growth of the Study<br />
Area in terms of population growth, employment and school requirements and travel demand.<br />
Section 7 Alternative Scenarios - Outlines the potential land use and transportation scenarios<br />
and assesses them in terms of their compliance or otherwise with the guiding principles as<br />
outlined in Section 5.<br />
Section 8 Assessment of Viable Scenarios - Tests the scenarios, which have been taken<br />
<strong>for</strong>ward from Section 7 against the objectives of the Framework Plan incorporating the walking<br />
assessments.<br />
Section 9 Transport Model Assessments – Tests the scenarios, which have been taken <strong>for</strong>ward<br />
from Section 8 using the SATURN and MEPLAN software modelling suites.<br />
Section 10 Development of Preferred Scenario - Details the preferred development<br />
framework within which detailed land requirements <strong>for</strong> housing, employment, infrastructure,<br />
open space and community facilit<strong>ie</strong>s are set out together with the proposed multimodal<br />
transportation management system with the outcome being the most desirable integration of<br />
land use and transportation within <strong>Athy</strong>.<br />
Section 11 Delivery of the IFPLUT - Outlines the way <strong>for</strong>ward in terms of the key steps<br />
necessary <strong>for</strong> the delivery of the preferred framework in terms of phasing and incorporation into<br />
the Development Plan.<br />
<strong>Athy</strong> IFPLUT Study 7 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 8 Final Report December 2004
REVIEW<br />
Strategic Context of <strong>Athy</strong><br />
Consultation<br />
Profile of Study Area<br />
<strong>Athy</strong> IFPLUT Study 9 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 10 Final Report December 2004
2 STRATEGIC CONTEXT OF ATHY<br />
2.1 Introduction<br />
The IFPLUT Study is set in the context of national, regional and county development strateg<strong>ie</strong>s, which provide the<br />
overriding principles <strong>for</strong> the Study and create the framework <strong>for</strong> the assessment of the Study Area. The context of<br />
the IFPLUT is shown in Figure 2.1 and the consultants carr<strong>ie</strong>d out a rev<strong>ie</strong>w of these strategy documents prior to<br />
developing the Guiding Principles and Specific Polic<strong>ie</strong>s <strong>for</strong> the <strong>Athy</strong> area.<br />
National<br />
Regional<br />
County and Local<br />
Future<br />
Strategic Rail Rev<strong>ie</strong>w<br />
DTO Strategy " A Plat<strong>for</strong>m <strong>for</strong> Change"<br />
County Housing Strategy<br />
A Framework <strong>for</strong> Action 2002 - 2006: Report<br />
of County <strong>Kildare</strong> Tourism Task Force<br />
Figure 2.1 Study Context<br />
<strong>Kildare</strong> 2012: An Economic, Social and<br />
Cultural Strategy<br />
National Spatial Strategy<br />
National Development Plan<br />
Regional Planning Guidelines:<br />
Greater Dublin Area<br />
<strong>Kildare</strong> County Development Plan<br />
<strong>Athy</strong> Town Development Plan<br />
IFPLUT<br />
Future County and Town Development Plans<br />
Residential Density Guidelines<br />
Retail Planning Strategy <strong>for</strong> the Greater<br />
Dublin Area<br />
<strong>Athy</strong> Rapid<br />
Area Action Plan<br />
Rural Transport: Service Audit and Needs<br />
Assessment (<strong>Kildare</strong> County Report)<br />
<strong>Athy</strong> - New Street Proposals<br />
Shaffrey Associates Architects<br />
N78 <strong>Athy</strong> Rel<strong>ie</strong>f Street Preliminary Report<br />
M.C.O'Sullivan & Co Ltd<br />
<strong>Athy</strong> IFPLUT Study 11 Final Report December 2004
2.2 Strategic Policy Rev<strong>ie</strong>w<br />
National Spatial Strategy<br />
The National Spatial Strategy (NSS) adds a spatial<br />
dimension to social and economic planning <strong>for</strong> the first<br />
time in Ireland. It is designed to improve the<br />
effectiveness of public investment in infrastructure and<br />
other relevant services around the country. It will<br />
provide a national framework <strong>for</strong> regional, county and<br />
city plans in relation to policy guidance <strong>for</strong> the longterm<br />
development of Ireland.<br />
The NSS aims at enabling every part of the country to<br />
grow to its full potential. It identif<strong>ie</strong>s Gateways and<br />
Hubs as well as recognising that many other country-<br />
and larger sized towns in Ireland represent critical<br />
elements in the structure in order to realise balanced<br />
regional development. <strong>Athy</strong> can be considered as such a<br />
town.<br />
These towns will act as a focus <strong>for</strong> strengthening their<br />
own areas. The balanced patterns of growth will be<br />
supported by these towns, which will capitalise local<br />
and regional roles and will be linked to the roles of<br />
gateways and development hubs.<br />
The NSS also recognises that its polic<strong>ie</strong>s and guidelines<br />
must be supported by a national transport framework<br />
including improved roads and public transport services.<br />
The NSS proposes strategic radial, linking, and<br />
international access points <strong>for</strong> the country. <strong>Athy</strong> l<strong>ie</strong>s<br />
between two Strategic Radial Corridors to the South<br />
(Water<strong>for</strong>d) and South West (Cork, Limerick), as well<br />
as close to the Central Spine, a Strategic Linking<br />
Corridor, which will link Dundalk, Athlone, Mullingar,<br />
Tullamore, Portlaoise and Rosslare.<br />
NSS: <strong>Athy</strong>’s Dual Role<br />
Because of its location <strong>Athy</strong> needs to fulfil a dual role within the framework of the NSS: The town is part of the<br />
Greater Dublin Area and is also surrounded by rural areas. There<strong>for</strong>e, according to the NSS rationale, <strong>Athy</strong> has to<br />
meet a “consolidating” and a “rein<strong>for</strong>cing” role.<br />
As an area that is “consolidating” the Greater Dublin Area the key considerations include:<br />
• “Effective integration of land use and transportation policy within the spatial structure of the Greater<br />
Dublin Area.<br />
• Facilitating ease of movement of people and goods within the Greater Dublin Area.<br />
• Clarifying the role of other urban areas within and at or near the edges of the Greater Dublin Area.” (NSS<br />
page 55)<br />
As an area that is “rein<strong>for</strong>cing” central parts of Ireland and the South East the key considerations include:<br />
• “Improved collaboration and joint promotion of towns.” (NSS, page 56)<br />
Figure 2.1 Dublin & Mid East Region<br />
The NSS recognises that the continuing health of Dublin is critically dependent on maintaining the h<strong>ie</strong>rarchy of<br />
Metropolitan Area, Hinterland and a number of other strategically located towns as Primary and Secondary<br />
<strong>Athy</strong> IFPLUT Study 12 Final Report December 2004
Centres (e.g. <strong>Athy</strong>) within the Hinterland, as outlined in the Strategic Planning Guidelines <strong>for</strong> the Greater Dublin<br />
Area (see below). To counteract the development of unsustainable long distance commuting to the Dublin Area<br />
the NSS requires that strong county towns adjacent to the Greater Dublin Area must aim at their own economic<br />
self-suffic<strong>ie</strong>ncy to minimise commuting and to support the surrounding areas. This is to be ach<strong>ie</strong>ved through<br />
sustaining a good employment base and a wide range of shopping facilit<strong>ie</strong>s and social infrastructure.<br />
Further to its role as part of the Greater Dublin Area <strong>Athy</strong> is identif<strong>ie</strong>d in the policy catalogue <strong>for</strong> the “Dublin and<br />
Mid-East Region” as having urban strengthening opportunit<strong>ie</strong>s. Towns with this quality are located on important<br />
economic and transport corridors or in other strategic locations and have a capacity to grow. These towns must<br />
become a focus <strong>for</strong> the settlement polic<strong>ie</strong>s of local authorit<strong>ie</strong>s and be incorporated as such in county development<br />
plans.<br />
NSS: Regional Spatial Development and Economic Activity<br />
The NSS also provides guidance regarding a regional approach to the spatial development of the country. In this<br />
regard, two of the key points are of particular relevance to <strong>Athy</strong>:<br />
“Frameworks <strong>for</strong> spatial planning of cit<strong>ie</strong>s around the country and their catchments must be developed<br />
and implemented. This involves addressing the planning issues <strong>for</strong> metropolitan and hinterland areas<br />
of cit<strong>ie</strong>s in an integrated way. Cit<strong>ie</strong>s and surrounding count<strong>ie</strong>s must put in place sustainable and<br />
public transport-centred settlement and development strateg<strong>ie</strong>s within the planning system to support<br />
continued progress and competitiveness into the future.” (NSS, page 74)<br />
“The county town and large town structure must be strengthened. This will be ach<strong>ie</strong>ved through<br />
regional and county settlement and planning polic<strong>ie</strong>s. These should support the towns, as both<br />
generators of business activity and delivery points <strong>for</strong> the key services that people need if they are to<br />
continue living in or be drawn to a particular area.” (NSS, page 74)<br />
Also, The NSS sees economic activity as central to the aim of ach<strong>ie</strong>ving spatial balance. An overall spatial<br />
framework is advocated, which would suggest in economic terms, inter alia:<br />
“Complementary roles <strong>for</strong> other towns, villages and rural areas; various medium sized towns in each<br />
region will act as “local capitals” providing a range of services and opportunit<strong>ie</strong>s <strong>for</strong> employment.<br />
Within the spatial framework proposed by the NSS, rural potential will draw upon local economic<br />
strengths, supported by a stronger structure of smaller towns and villages as a focus <strong>for</strong> economics<br />
and social activity and residential development.” (NSS, page 98)<br />
<strong>Athy</strong>’s relatively isolated location on the edge of the Greater Dublin Area, and its importance to its rural<br />
hinterland, means that it can become an economic development centre in its own right.<br />
National Development Plan<br />
The National Development Plan 2000-2006 (NDP) is a framework strategy, which will guide development in<br />
Ireland over the plan period. It has a number of key national objectives:<br />
• Continuing sustainable national economic and employment growth.<br />
• Consolidating and improving Ireland’s international competitiveness.<br />
• Fostering balanced regional development.<br />
• Promoting social inclusion. (NDP, Page 33)<br />
NDP: <strong>Athy</strong> and the S&E Region<br />
<strong>Athy</strong> is located in the S&E (Southern & Eastern) Region (NUTS II Classification), or the Mid-East Region<br />
according to the NUTS III Classification. The NDP only contains primary objectives <strong>for</strong> the NUTS II<br />
Classification and the relevant objectives to this Study include:<br />
• Consolidate and build on its recent economic per<strong>for</strong>mance.<br />
• Further develop counter-balances to Dublin.<br />
<strong>Athy</strong> IFPLUT Study 13 Final Report December 2004
• Address urban congestion and bottlenecks to growth through targeted investment in infrastructure and<br />
human capital.<br />
• Facilitate more balanced economic growth across the Region. (NDP, page 164)<br />
The S&E Region, which comprises 73% of the population, is characterised by a predominantly urban population<br />
concentrated in a relatively small number of centres. However, these statistics mask the considerable variations in<br />
population spread in the S&E Region. Many of the more peripheral settlements, including <strong>Athy</strong>, in the region are<br />
lagging behind in terms of economic development and require investment in infrastructural facilit<strong>ie</strong>s and urban and<br />
village renewal in order to increase their attractiveness as places to live and work. Such investment will encourage<br />
more spatially balanced socio-economic development and will ease capacity constraints in the major urban centres.<br />
NDP: Regional Development<br />
The objective <strong>for</strong> regional policy is to ach<strong>ie</strong>ve more balanced regional development in order to reduce regional<br />
disparity, in particular the disparity between the S&E and Borders Midland West (BMW) Regions. In this context,<br />
the NDP notes that a number of medium-sized towns have emerged as major county / local hubs <strong>for</strong> economic<br />
growth, supporting the development of smaller towns and villages and rural areas.<br />
<strong>Athy</strong> could be considered as an example of a medium-sized town (or major county / local hub) in this context. The<br />
NDP notes in relation to these settlements that:<br />
“These towns have the potential to attract smaller scale <strong>for</strong>eign direct investment and to develop<br />
indigenous services…Investment in these towns to support their ongoing development as locations <strong>for</strong><br />
smaller scale industry and enterprise will be a key factor in spreading the benefits of national<br />
economic development more widely across the Regions.” (NDP, page 44)<br />
Under the National Development Plan, a number of transport projects are planned, including the enhancement of<br />
the existing national road network, including the N7, N9 and N80, network of suburban rail services, and an<br />
extension and increase in capacity of the bus network.<br />
Strategic Rail Rev<strong>ie</strong>w<br />
In line with the findings of the DTO’s “A Plat<strong>for</strong>m <strong>for</strong><br />
Change” the Strategic Rail Rev<strong>ie</strong>w recognises that there is<br />
a need to undertake a more detailed analysis of the main<br />
transport corridors in the Greater Dublin Area.<br />
Furthermore the rev<strong>ie</strong>w appreciates that the concentrated<br />
development in designated growth centres such as <strong>Athy</strong><br />
may lead to an increase in demand greater than <strong>for</strong>ecasted<br />
in this report. However, no recommendations have been<br />
made in the report to extend the Dublin Suburban Rail<br />
Service to <strong>Athy</strong>.<br />
On a national scale, Kilkenny, Water<strong>for</strong>d and Dublin have<br />
been designated <strong>for</strong> upgrade under the RAPID programme and the <strong>Kildare</strong> line has been selected <strong>for</strong> an upgrade<br />
including passing loops. It is anticipated that these improvements will reduce the journey time between Dublin,<br />
<strong>Athy</strong> and Water<strong>for</strong>d by 15%, thus allowing <strong>for</strong> an increase in service frequency.<br />
Residential Density Guidelines<br />
The main objective of the Residential Density Guidelines is to provide recommendations and polic<strong>ie</strong>s to increase<br />
residential densit<strong>ie</strong>s in appropriate areas such as brownf<strong>ie</strong>ld sites, sites in proximity to town centres and transport<br />
corridors. The benefits of higher residential densit<strong>ie</strong>s address important social, economic and environmental<br />
considerations and thus lead to more sustainable residential patterns by virtue of:<br />
• More economic use of existing infrastructure and serviced land,<br />
• A reduced need <strong>for</strong> the development of “Greenf<strong>ie</strong>ld” sites, urban sprawl and ribbon development,<br />
• A reduced need <strong>for</strong> investment into new infrastructure,<br />
• Better access to existing services and facilit<strong>ie</strong>s, and<br />
<strong>Athy</strong> IFPLUT Study 14 Final Report December 2004
• More sustainable commuting patterns.<br />
Local Authorit<strong>ie</strong>s are requested to promote higher residential densit<strong>ie</strong>s, but they are not to be ach<strong>ie</strong>ved on an<br />
unacceptable amenity cost. A high quality of design and layout and high quality open space as well as adequate<br />
shopping, social, transport and leisure facilit<strong>ie</strong>s are there<strong>for</strong>e essential. Also, a more var<strong>ie</strong>d range of dwelling types<br />
and styles to correspond to apparent demographic changes are encouraged with increased residential densit<strong>ie</strong>s.<br />
Densit<strong>ie</strong>s lower than 20 units per ha should be generally discouraged. On “Greenf<strong>ie</strong>ld” sites the greatest effic<strong>ie</strong>ncy<br />
in land usage is ach<strong>ie</strong>ved at 35 – 50 units per ha. “Brownf<strong>ie</strong>ld” sites in particular in proximity to the town centre<br />
and existing transport corridors can be redeveloped at higher densit<strong>ie</strong>s. For town centre sites there should be in<br />
principle no upper limit on the number of dwellings, but certain polic<strong>ie</strong>s have to ensure quality and type of design,<br />
compliance with standards etc.<br />
The Residential Density Guidelines provide recommendations concerning development plans and action area<br />
plans, public and private open space, car parking and internal space standards as well as concerning ecology and<br />
bio-diversity.<br />
Dublin Transportation Office - Plat<strong>for</strong>m <strong>for</strong> Change<br />
The Dublin Transportation Office’s (DTO) strategy <strong>for</strong> transportation in the Greater Dublin Area (GDA) is<br />
outlined in ‘Plat<strong>for</strong>m <strong>for</strong> Change’ (PFC), which in turn is fully co-ordinated with the objectives of the Strategic<br />
Planning Guidelines (SPG’s, see below). The DTO’s overriding strategy consists of two interdependent elements:<br />
on the one hand to implement transport infrastructure and service improvements whilst on the other hand<br />
managing demand to reduce the overall growth in travel. In particular demand management is targeted at<br />
encouraging a transfer of trips, where appropriate, from private car to walking, cycling and public transport.<br />
Clearly the implications <strong>for</strong> <strong>Athy</strong> vary from other population centres in the GDA and in particular the emphasis on<br />
public transport must be tailored to suit a town of the size of <strong>Athy</strong> in terms of its projected population and land<br />
area. However in terms of the overarching traffic management, demand management and complementary land use<br />
polic<strong>ie</strong>s contained in PFC these are, by and large, as applicable in <strong>Athy</strong> as they are in any other settlement centre in<br />
the GDA.<br />
In particular, PFC explicitly states that polic<strong>ie</strong>s to be adopted in development centres such as <strong>Athy</strong> should be<br />
consistent with the objective of ach<strong>ie</strong>ving self-suffic<strong>ie</strong>ncy.<br />
Regional Planning Guidelines <strong>for</strong> Greater Dublin Area<br />
The Regional Planning Guidelines (RPGs) provide a<br />
sustainable planning framework <strong>for</strong> the GDA within the<br />
context of the Planning and Development Act 2000 and the<br />
NSS. They provide a long-term strategic planning<br />
framework <strong>for</strong> the development of the Greater Dublin Area<br />
up to 2016 in line with the recommendations as set out in<br />
the NSS <strong>for</strong> <strong>2020</strong>. The RPGs <strong>for</strong> the GDA build on the<br />
Strategic Planning Guidelines <strong>for</strong> the GDA (SPGGDA) and<br />
the NSS as foundation. The vision <strong>for</strong> the GDA described<br />
in the SPGGDA is taken as primary starting point. A key<br />
element of the RPGs is an increased emphasis on the<br />
concentration of future development into the Metropolitan<br />
Area and into the designated development centres in the<br />
Hinterland Area. The Guidelines also build upon the<br />
SPGGDA by identifying two inter urban relationships<br />
namely Primary Dynamic Clusters and Secondary<br />
Development Clusters.<br />
<strong>Athy</strong> IFPLUT Study 15 Final Report December 2004
<strong>Athy</strong> is identif<strong>ie</strong>d within the RPG as a Moderate Growth Town synonymous with the category of County Towns<br />
and Towns with over 5,000 Population as identif<strong>ie</strong>d within the NSS.<br />
The RPG is summarised within <strong>for</strong>ty eight recommendations under the broad headings of<br />
Economic Development<br />
Settlement and Planning Policy<br />
Transport and Infrastructure Policy<br />
Preservation and Protection of the Environment and its Amenit<strong>ie</strong>s<br />
Underpinning these recommendations are key objectives and strategic polic<strong>ie</strong>s and listed below are some of the<br />
more relevant objectives and polic<strong>ie</strong>s that are of relevance to <strong>Athy</strong> and the IFPLUTS:<br />
• Development and growth of each of the selected urban centres to the maximum extent possible…..<br />
• Development of ….moderate growth centres to be self-sustaining in terms of employment provision, satisfying housing<br />
demands and ensuring the delivery of a high level quality of life <strong>for</strong> the communit<strong>ie</strong>s’ residents.<br />
• Promote a balance between jobs and population in settlements throughout the region.<br />
• Promote a high quality built and natural environment that is attractive to industry.<br />
• Ensure that suffic<strong>ie</strong>nt zoned land is made available to meet the demands from both housing and industry/commercial<br />
needs.<br />
• Encourage mixed-use settlement <strong>for</strong>ms, in which jobs and residences are relatively close, thus encouraging short trips<br />
and greater use of walk and cycle modes……<br />
• Clear definition of the boundar<strong>ie</strong>s of the urban centres to ensure a clear division between rural and urban areas.<br />
• The promotion of high quality urban design that balances the ach<strong>ie</strong>vement of densit<strong>ie</strong>s with the provision of high-quality<br />
services…..and the provision of high quality access and permeable networks.<br />
• Promotion of higher density residential developments within growth towns….<br />
• Promotion of good transport links to the Metropolitan Area and the East Coast ports…..and high quality transport links<br />
between the towns themselves.<br />
• Give consideration to identifying areas of townscape character and quality…..<br />
• The leisure and amenity potential of the inland waterways …should be investigated and promoted….<br />
• Preserve and protect architectural heritage and ..encourage the sympathetic re-use and/or development thereof.<br />
• Secure the preservation of the setting and special character of historic towns.<br />
• …that social, community and cultural needs of all persons and communit<strong>ie</strong>s be catered <strong>for</strong> through the provision of well<br />
dispersed and easily accessible social and community infrastructure…..<br />
• Examine ways of improving access to the countryside…..<br />
<strong>Athy</strong> IFPLUT Study 16 Final Report December 2004
Retail Planning Strategy <strong>for</strong> the Greater Dublin Area<br />
This strategy is consistent with the Retail Planning Guidelines at national level and objectives of the Retail<br />
Planning Strategy are to ensure that there is suffic<strong>ie</strong>nt retail floorspace to fit population and expenditure growth in<br />
the GDA, that the floorspace is located in an effic<strong>ie</strong>nt,<br />
equitable and sustainable manner and to provide<br />
advice on the scope of new development.<br />
The Strategy proposes a retail h<strong>ie</strong>rarchy respecting the<br />
different needs of the Metropolitan and Hinterland<br />
Areas in the GDA, as defined in the SPGs:<br />
• Metropolitan Centre<br />
• Major Town Centre<br />
• Sub-County Town Centre<br />
• District/Sub-County Town Centre<br />
• Neighbourhood Centre<br />
At each level of the h<strong>ie</strong>rarchy different types of shopping are likely to be appropriate:<br />
• High Order Comparison<br />
• Middle Order Comparison<br />
• Low Order Comparison<br />
• Superstore<br />
• Supermarket<br />
The Strategy provides guidance on the likely future scale and distribution of retail floorspace at county level.<br />
County <strong>Kildare</strong> is considered as self-suffic<strong>ie</strong>nt in conven<strong>ie</strong>nce retail terms, but a considerable outflow of<br />
comparison expenditure has been detected in the research conducted <strong>for</strong> the Strategy. Within <strong>Kildare</strong>, <strong>Athy</strong> is<br />
recommended <strong>for</strong> designation as a Sub-County Centre in the Hinterland Area. Following the h<strong>ie</strong>rarchy of the<br />
different types of shopping, Low Order Comparison Retailing, Superstores and Supermarkets are recommended <strong>for</strong><br />
a Sub-County Centre.<br />
The effectiveness of the strategic h<strong>ie</strong>rarchy depends on the ability of each centre to per<strong>for</strong>m its allocated role. A<br />
conven<strong>ie</strong>nt and an enhanced quality of access <strong>for</strong> shoppers are central as well as alleviating traffic congestion.<br />
<strong>Kildare</strong> County Development Plan 1999<br />
<strong>Kildare</strong> has proved to be one of the fastest growing count<strong>ie</strong>s in Ireland in the last number of years, especially in the<br />
north-eastern regions close to Dublin. To counteract this development, the settlement strategy of the County<br />
Council aims at re-directing the outwards movements of population currently flowing along the N4 in the northeast<br />
into a southward direction to the centre of the county. A north-south link would enhance the attractiveness of the<br />
central area of the county <strong>for</strong> investment and would also have a spin-off effect <strong>for</strong> the south and west of the county<br />
and remoter areas in general. The centre of <strong>Kildare</strong> is identif<strong>ie</strong>d as particularly attractive <strong>for</strong> distribution and<br />
warehousing.<br />
<strong>Athy</strong> is designated as a Primary Growth Centre within the county settlement strategy, similar <strong>for</strong> example to Naas,<br />
Maynooth, <strong>Kildare</strong> and Monasterevin. <strong>Athy</strong> is considered as the major urban centre in the south of <strong>Kildare</strong> with<br />
considerable potential <strong>for</strong> future development. Also, <strong>Athy</strong>’s designation as a Heritage Town creates further<br />
potential <strong>for</strong> tourist development. In the lifetime of the plan a development strategy <strong>for</strong> disadvantaged areas in the<br />
south, northwest and west will be prepared in conjunction with other agenc<strong>ie</strong>s. The food production sector may be<br />
key <strong>for</strong> further development in the south. Also, the cooperation with Carlow is considered to be vital <strong>for</strong> the<br />
southern areas of <strong>Kildare</strong>.<br />
It is the policy of the Council to encourage development of balanced commercial, industrial and community<br />
facilit<strong>ie</strong>s in all Development Centres. It is also policy of the County Council to promote public transport in<br />
<strong>Athy</strong> IFPLUT Study 17 Final Report December 2004
preference of private car transport on grounds of sustainability and proper planning and development. In particular<br />
rail transportation is to be enhanced. The Council seeks <strong>for</strong> extension of a commuter service to <strong>Athy</strong>. The County<br />
Development Plan 2005-2011 is currently being drafted.<br />
<strong>Kildare</strong> County Housing Strategy 2001-2005<br />
The Housing Strategy sets out a strategy <strong>for</strong> the development of housing in County <strong>Kildare</strong>. It assesses the need<br />
<strong>for</strong> housing and puts <strong>for</strong>wards measures <strong>for</strong> meeting this need.<br />
The Strategy gives evidence that the land zoned in County <strong>Kildare</strong> will be not suffic<strong>ie</strong>nt to meet the housing needs<br />
until 2005. It has to be noted though that the capacity of the zoned land is calculated on a basis of 20 units per<br />
hectare, which is considered as not desirable under the Residential Density Guidelines (see above). The Strategy<br />
also states that there are no major obstacles to housing development in County <strong>Kildare</strong>, but that continued<br />
investment in infrastructures and support services are necessary. The Housing Strategy predicts an average<br />
household size in the county of 2.97 <strong>for</strong> 2006.<br />
Furthermore the Strategy identif<strong>ie</strong>s a backlog of af<strong>for</strong>dable housing in the County in general and <strong>for</strong> <strong>Athy</strong> and<br />
other towns in particular. It is expected that also in the future the demand <strong>for</strong> social and af<strong>for</strong>dable housing will<br />
exceed the anticipated supply.<br />
Concerning the spatial distribution of housing the Strategy confirms the relevant polic<strong>ie</strong>s set out in the <strong>Kildare</strong><br />
Development Plan and the SPGGDA. It reinstates that major transport corridors and designated primary and<br />
secondary growth centres will be the preferred locations <strong>for</strong> attracting the greater part of the anticipated housing<br />
growth.<br />
An increasingly pressing need is also identif<strong>ie</strong>d to deal with the traffic congestion in <strong>Athy</strong> and to develop traffic<br />
management schemes, rel<strong>ie</strong>f roads and other improvements.<br />
<strong>Kildare</strong> 2012: An Economic, Social and Cultural Strategy<br />
<strong>Kildare</strong> 2012 provides a framework <strong>for</strong> County <strong>Kildare</strong> as a whole <strong>for</strong> the next 10 years, jointly signed by the<br />
major stakeholders and agenc<strong>ie</strong>s and drawn up and managed by the <strong>Kildare</strong> County Development Board (KCDB).<br />
It is the goal of the Strategy to ach<strong>ie</strong>ve a better quality of life, better quality services, a better quality environment<br />
as well as equality, inclusion and co-operation.<br />
With help of a SWOT analysis the Strategy identif<strong>ie</strong>s key challenges <strong>Kildare</strong> is faced with:<br />
• Location close to Dublin,<br />
• Population growth and pressure,<br />
• Economic change, and<br />
• Slow pace of social and cultural development.<br />
In order to respond to these challenges, objectives have been developed, which deal with the following issues:<br />
• Transport and Communications<br />
• Housing and Physical Infrastructure<br />
• Community Needs<br />
• Economic Progress, Skills and Regional Development<br />
• Agriculture, Farming and Rural Development<br />
• Environmental Issues<br />
• Education, Training and Capacity Building<br />
• A Sense of Place<br />
In transport terms it is a goal to decrease the use of the private<br />
car and to encourage alternative modes of transport. Also, an integrated, comprehensive, reliable and accessible<br />
public and private transport system is to be ach<strong>ie</strong>ved, as well as improved road safety in urban and rural areas.<br />
<strong>Athy</strong> IFPLUT Study 18 Final Report December 2004
In land use terms it is the aim to work towards a balanced development throughout the county in line with the<br />
Strategic Planning Guidelines. Also, future development is to be realised in a sustainable manner and selfsustaining<br />
centres are to be developed, where more people can live and work locally. Housing needs should also<br />
be met locally as far as possible. Community, educational, social and recreational facilit<strong>ie</strong>s are to be provided<br />
parallel with future housing development.<br />
A Framework <strong>for</strong> Action 2002-2006: Report of County <strong>Kildare</strong> Tourism Task Force<br />
The Framework <strong>for</strong> Action provides a strategy <strong>for</strong> the development of the tourism sector in County <strong>Kildare</strong>. With<br />
help of a SWOT analysis the Task Force, consisting of representatives from the tourism sector and various<br />
agenc<strong>ie</strong>s, identif<strong>ie</strong>d key issues and actions:<br />
• Use of in<strong>for</strong>mation and communication technology <strong>for</strong> tourism development,<br />
• Co-ordinate marketing approach,<br />
• Developing links with adjoining count<strong>ie</strong>s,<br />
• Engaging the trade <strong>for</strong> joint tourism development activity, and<br />
• Set up a co-ordination mechanism.<br />
The Framework confirms the economic nature of tourism with strong relationships with other sectors and polic<strong>ie</strong>s.<br />
It provides a wide range of local jobs and alternatives to high technology areas. The Framework also underlines<br />
the importance of an attractive local environment and states that tourism facilit<strong>ie</strong>s and attractions add to the quality<br />
of life of local residents.<br />
The canals and waterways are identif<strong>ie</strong>d as a key strength in <strong>Kildare</strong>, but it is also recognised that there is a lack of<br />
facilit<strong>ie</strong>s along these waterways <strong>for</strong> angling and fishing, and other activit<strong>ie</strong>s. The potential of the tourism sector is<br />
undervalued so far and the status of <strong>Athy</strong> as Heritage Town is considered as a “Flagship” Project.<br />
Rural Transport: Service Audit and Needs Assessment (<strong>Kildare</strong> County Report)<br />
These stud<strong>ie</strong>s were carr<strong>ie</strong>d out on a county by county basis during 2001-2002 and broadly identif<strong>ie</strong>d the existing<br />
level of rural transport services and the perceived need <strong>for</strong> improved services. Based on these stud<strong>ie</strong>s, individual<br />
interest groups were invited and facilitated to put <strong>for</strong>ward business plans to central government <strong>for</strong> the<br />
establishment and operation of rural transport initiatives. South <strong>Kildare</strong> Community Transport Ltd were one<br />
company who were successful in their application and details of the bus services run by this company are shown in<br />
section 3.7.<br />
<strong>Athy</strong> IFPLUT Study 19 Final Report December 2004
<strong>Athy</strong> Development Plan 2000<br />
Development Plan Policy<br />
The basic aim of the Development Plan is to provide a framework <strong>for</strong> the sustainable physical growth and<br />
development of <strong>Athy</strong>. The regional role of the town as District Centre shall be consolidated and it is policy to<br />
encourage the development of <strong>Athy</strong>’s employment, commercial, shopping and tourism role.<br />
Strategic Land Use Objectives<br />
Town Centre<br />
The town centre shall be developed as the focal point <strong>for</strong> office and retail development by:<br />
• Encouraging the intensification of commercial activit<strong>ie</strong>s within the area,<br />
• Improving social and civic facilit<strong>ie</strong>s,<br />
• Enhancing the amenit<strong>ie</strong>s and character of the area,<br />
• Prohibiting shopping development outside the town centre, and<br />
• Restricting office development outside the town centre.<br />
Figure 2.4 <strong>Athy</strong> Development Plan Zoning<br />
<strong>Athy</strong> IFPLUT Study 20 Final Report December 2004
Zoning in the town centre is primarily intended to encourage the renewal and redevelopment of under-utilised or<br />
derelict land and buildings. The Council has set out incentives to promote this and designated several redevelopment<br />
areas, located <strong>for</strong> example along the proposed Inner Rel<strong>ie</strong>f Street.<br />
The Zoning “Retail/Commercial” is the primary use category within the town centre and is aimed at ach<strong>ie</strong>ving a<br />
mix of uses, ranging from retailing, offices and cultural uses to residential units. The Zone “Light<br />
Industrial/Commercial” is the secondary commercial use category and provides <strong>for</strong> light industry, workshop use<br />
and warehousing. In a third commercial category, “Residential/Tourist Commercial”, the specific opportunit<strong>ie</strong>s of<br />
sites close to the Canal are addressed, in that it preferably provides <strong>for</strong> tourist-related commercial uses.<br />
Residential<br />
The Town Council zoned a total of 80 additional hectares (199 acre) <strong>for</strong> “New Residential” and is expecting to<br />
increase its population to 13,900 by the year 2006, assuming current densit<strong>ie</strong>s. The zone “Existing Residential”<br />
preserves existing residential uses and provides <strong>for</strong> infill development where considered appropriate.<br />
It is also policy of the Council to improve the quality of existing estates through the implementation of new<br />
residential design guidelines and standards.<br />
Industry<br />
Industrial zoning is concentrated to the west and north west of the town and relate to existing industrial premises.<br />
Uses such as warehousing are open <strong>for</strong> consideration in this category.<br />
Besides those zoning categor<strong>ie</strong>s outlined above the Town Council also provides <strong>for</strong> Recreational and Open Space<br />
as well as <strong>for</strong> Community and Educational Facilit<strong>ie</strong>s and secures the area at the periphery of the town as<br />
agricultural land.<br />
The Town Development Plan also emphasises the importance of tourism <strong>for</strong> <strong>Athy</strong> in that it sets out specific work<br />
objectives <strong>for</strong> the Council itself to facilitate canal and heritage tourism, tourist accommodation and signage.<br />
Traffic Objectives<br />
It is the objective of the Council to realise the Inner Rel<strong>ie</strong>f Street and to preserve the line of the Southern Bypass<br />
from development and car parking should be conven<strong>ie</strong>ntly located to serve the various land uses within the town.<br />
A traffic management scheme is to be carr<strong>ie</strong>d out <strong>for</strong> Court House Square and <strong>for</strong> the town in general. Further, it<br />
is an objective of the Council to encourage the extension and widening of footpaths and the closure of certain<br />
streets to vehicular traffic.<br />
At the time of publication of this report the 2006 Town Development Plan was being drafted.<br />
<strong>Athy</strong> Rapid Interim Action Plan ( RAPID AAP)<br />
Under the Strand II of the RAPID Programme (Revitalising Areas by Planning, Investment and Development) <strong>for</strong><br />
provincial towns <strong>Athy</strong> was designated as a RAPID town. In June 2002 the <strong>Athy</strong> Area Implementation Team was<br />
founded. Its mission and vision statements were defined as the following:<br />
• “RAPID <strong>Athy</strong> will co-ordinate and improve services aims at the RAPID target groups through strategic<br />
and joint planning, targeting or existing and additional investment and community participation.”<br />
• “To promote social inclusion and significantly improve the quality of life and the opportunit<strong>ie</strong>s available<br />
to people in <strong>Athy</strong>.” (P. 1, <strong>Athy</strong> RAPID AAP)<br />
The RAPID target groups are asylum seekers, children, ex-offenders, homeless, lone parents, long-term<br />
unemployed, men, people with disabilit<strong>ie</strong>s, refugees, travellers, women and youth. RAPID aims at eliminating<br />
poverty and enhancing social inclusion by promoting equality of opportunity and participation and incorporates the<br />
following strategic aims and objectives:<br />
<strong>Athy</strong> IFPLUT Study 21 Final Report December 2004
• To enhance access to education and provide life long learning opportunit<strong>ie</strong>s.<br />
• To promote and assist the development of community safety and crime<br />
prevention programmes.<br />
• To support the implementation of environment and infrastructure improvements.<br />
• To promote and assist community development initiatives.<br />
• To promote and assist the implementation of improved health care and<br />
family support measures.<br />
• To support and promote access to arts, sports and cultural activit<strong>ie</strong>s in<br />
<strong>Athy</strong>.<br />
• Support the implementation of initiatives to provide improved road and<br />
rail transport and safer access to facilit<strong>ie</strong>s <strong>for</strong> pedestrians and residents.<br />
To ach<strong>ie</strong>ve these aims and objectives a list of strategic actions is compiled, identifying details of the action, desired<br />
outcomes and lead agenc<strong>ie</strong>s and departments. All actions have been drawn up on the basis of local need and will<br />
be prioritised <strong>for</strong> implementation in consultation with the community.<br />
<strong>Athy</strong> – New Street Proposals – Shaffrey Associates Architects<br />
This Study makes reference to the<br />
recommendations contained in the 1999<br />
“<strong>Athy</strong>-New Street Proposals”, a report by<br />
Shaffrey & Associates, Architects. The<br />
Study assesses the civic design<br />
implications of the proposed new street<br />
with recommendations <strong>for</strong> the<br />
development of a new civic square at the<br />
Dominican Church, significant upgrading<br />
of existing civic squares, (Emily Square<br />
and Back Square) and the provision of a<br />
landmark bridge over the river Barrow.<br />
N78 <strong>Athy</strong> Rel<strong>ie</strong>f Street Preliminary Report – M.C O’Sullivan & Co Ltd<br />
M.C.O’Sullivan & Co Ltd (MCOS) were appointed in July 2001 to<br />
undertake the <strong>Athy</strong> Inner Rel<strong>ie</strong>f Street Preliminary Design Report. The<br />
report outlines the need <strong>for</strong> the scheme, traffic considerations, design<br />
alternatives, scheme costs and defines the standards used in the<br />
development of the preliminary design. It also gives detail of the design,<br />
relevant in defining the land purchase requirements and a summary of the<br />
main environmental impacts of the scheme. The report concludes that an<br />
Inner Rel<strong>ie</strong>f Street in <strong>Athy</strong> is justif<strong>ie</strong>d in terms of existing and future<br />
predicted traffic and will thereby allow <strong>for</strong> significant development<br />
within the town. The report also outlines the need <strong>for</strong> an Outer Bypass to<br />
accommodate the growth potential of the town as outlined in the <strong>Athy</strong><br />
Development Plan. As of December 2004 this scheme was proceeding to<br />
Compulsory Purchase Order Public Inquiry.<br />
ATHY – NEW STREET PROPOSALS<br />
REPORT ON THE ARCHITECTURAL,<br />
URBAN DESIGN AND HERITAGE ASPECTS OF<br />
THE PROPOSED INNER RELIEF ROAD<br />
<strong>Athy</strong> IFPLUT Study 22 Final Report December 2004<br />
PREPARED BY<br />
SHAFFREY ASSOCIATES ARCHITECTS<br />
HISTORIC BUILDINGS • URBAN DESIGN • PLANNING FOR<br />
29 LOWER ORMOND QUAY, DUBLIN 1, IRELAND KILDARE COUNTY COUNCIL
2.3 Summary<br />
The strateg<strong>ie</strong>s, plans and stud<strong>ie</strong>s that <strong>for</strong>m the framework of reference <strong>for</strong> the <strong>Athy</strong> IFPLUT Study are broadly<br />
coherent in terms of the integration of spatial planning and transportation objectives. The role of <strong>Athy</strong> as a target<br />
growth centre is a consistent theme across the polic<strong>ie</strong>s and objectives. Similarly, improved public transport links<br />
within and beyond the town and the need <strong>for</strong> growth in travel by foot and bicycle is a recurring theme. In overall<br />
terms the National Spatial Strategy and Regional Planning Guidelines identify that <strong>Athy</strong> should be developed to its<br />
full potential as a self sustaining development centre that serves its rural hinterland but that is also linked to its<br />
neighbouring urban centres and to the Metropolitan Area.<br />
This strategic rev<strong>ie</strong>w of <strong>Athy</strong> is complemented by the detailed rev<strong>ie</strong>w of the Study Area outlined in the next<br />
section.<br />
<strong>Athy</strong> IFPLUT Study 23 Final Report December 2004
3 PROFILE OF STUDY AREA<br />
3.1 Introduction<br />
The detailed rev<strong>ie</strong>w of the existing profile of <strong>Athy</strong> took into account the following:<br />
• Population • Employment<br />
• Land Use • Amenity Provision<br />
• Water Supply • Wastewater Treatment<br />
• Transport Provision • Waterfront Activit<strong>ie</strong>s<br />
The purpose of this rev<strong>ie</strong>w is to identify at the local level the particular opportunit<strong>ie</strong>s and issues that the town faces<br />
in terms of developing into a self-sustaining centre with a Study Area population of 20,000 people.<br />
3.2 Population<br />
Total Population<br />
The Census 2002 illustrates a period of rapid population growth between 1996 and 2002, with the national<br />
population increasing by 8%. The Greater Dublin Area reached a population of 1.53 million in 2002, an increase<br />
of 9.2% on the 1996 figure of 1.405 million. Although the population in the GDA increased at a slightly faster rate<br />
than in Ireland as a whole, there were clear differences in the population growth rates <strong>for</strong> individual count<strong>ie</strong>s<br />
located within the GDA. While the Dublin Region grew by only 6.1%, the population in the Mid-East Region, in<br />
which <strong>Athy</strong> is located, increased by 18.8%. Corresponding to this development the population in <strong>Athy</strong> also grew<br />
substantially in the last six years.<br />
The <strong>Athy</strong> IFPLUT Study Area comprises the following 11 District Electoral Divisions, or parts thereof:<br />
<strong>Athy</strong> West Urban, <strong>Athy</strong> East Urban, <strong>Athy</strong> Rural, Churchtown (part), Bert (part), Burtown (part), Fontstown (part),<br />
Grangemellon (part), Kilberry (part), Narraghmore (part) and Skerr<strong>ie</strong>s (part). The <strong>Athy</strong> Urban District consists of<br />
<strong>Athy</strong> West Urban, <strong>Athy</strong> East Urban and parts of <strong>Athy</strong> Rural.<br />
The population figures <strong>for</strong> the Study Area can be derived from the 1996 Census and 2002 Census as well as from<br />
the CSO Small Area Population Statistics (SAPS) using townland data.<br />
Table 3.1 summarises the actual population figures <strong>for</strong> the Study Area in the years 1996 and 2002 showing<br />
approximately 8,800 persons lived in the Study Area in 2002.<br />
Table 3.1 1996 and 2002 Population of <strong>Athy</strong> IFPLUT Study Area<br />
1996 2002 % Increase 1996-2002<br />
Urban District 5,306 6,058 14.2<br />
Rural Area 2,557 2,754 7.7<br />
Study Area 7,863 8,812 12.1<br />
Source: CSO, 1996 & 2002 Census<br />
Demographic Profile<br />
The age structure of a population depends on past trends in fertility, mortality and migration. Over the last number<br />
of decades the age profile of the Irish population changed substantially. Generally, the dependency ratio (sum of<br />
people in the 9-14 and the 65+ age cohorts expressed as a percentage of the working age – 15-64) consistently<br />
declined in the past and reached a low point in 2002. This can mainly be attributed to a fall in birth rates since the<br />
1980s. The 2002 Census also revealed an ageing population in Ireland.<br />
<strong>Athy</strong> IFPLUT Study 24 Final Report December 2004
The 1996 and 2002 SAPS provide data concerning age groups only on a DED level. The following table illustrates<br />
the age groups in the Study Area <strong>for</strong> 1996 and 2002. The total population figures refer to the population in the<br />
DEDs included or partly included into the Study Area.<br />
Table 3.2 Demographic Profile on DED level in 1996 and 2002<br />
1996 2002<br />
Actual % Actual %<br />
0-14 2,154 23.05 2,250 21.76<br />
15-24 1,632 17.46 1,586 15.34<br />
25-44 2,465 26.37 2,995 28.97<br />
45-64 1,922 20.56 2,300 22.24<br />
65+ 1,173 12.55 1,209 11.69<br />
Total 9,346 100.0 10,340 100.0<br />
Source: CSO, 1996 & 2002 Census<br />
The figures illustrate an aging population, with the percentage of the young age groups (0-14, 15-25) decreasing<br />
and the older age groups (25-44, 45-64) increasing. In contrast to the national trend the percentage of people in the<br />
65+ age cohort has decreased in the DEDs included or partly included into the Study Area.<br />
Households and Household Sizes<br />
Table 3.3 illustrates the decreasing household sizes on national, county and DED level between 1996 and 2002. It<br />
becomes evident that the household size in the DEDs contained or partly contained within the Study Area is at<br />
present lower than in the whole of County <strong>Kildare</strong> and even lower than on a national level. The household sizes<br />
decreased to a larger extent on DED level (by 0.23 percentage points) than on a national level (0.17 percentage<br />
points) between 1996 and 2002.<br />
Table 3.3 Household Sizes on National, County and DED Level 1996 and 2002<br />
1996 2002<br />
State 3.14 2.97<br />
County <strong>Kildare</strong> 3.40 3.18<br />
DED Level 3.19 2.96<br />
Source: CSO, 1996 & 2002 Census<br />
Table 3.4 shows the actual number of private households in relation to the persons in private households within the<br />
DEDs contained or partly contained in the Study Area <strong>for</strong> 1996 and 2002.<br />
Table 3.4 Number of Households on DED Level 1996 and 2002<br />
1996 2002<br />
Persons in private Households 8,991 9,953<br />
Number of Households 2,822 3,363<br />
Source: CSO, 1996 & 2002 Census<br />
3.3 Employment<br />
Total Employment<br />
The 1996 and 2002 SAPS provide employment data on DED level. The SAPS distinguish between “unemployed”<br />
and “those seeking regular work <strong>for</strong> the first time”. For the purpose of this exercise both figures are combined.<br />
The “Labour<strong>for</strong>ce” is defined as the sum of those people aged 15 and over who are at work and those who are<br />
unemployed. The “Participation Rate” is the proportion of persons in the work<strong>for</strong>ce aged 15 and over expressed as<br />
a percentage of all persons in that age group. The “Unemployment Rate” is the proportion of all people<br />
unemployed expressed as a percentage of all persons in the labour <strong>for</strong>ce. “<strong>Athy</strong> Town” comprises <strong>Athy</strong> East<br />
Urban and <strong>Athy</strong> West Urban, the “Rural Area” comprises the other DEDs included or partly included in the Study<br />
Area.<br />
<strong>Athy</strong> IFPLUT Study 25 Final Report December 2004
Table 3.5 Employment Figures <strong>for</strong> 1996 and 2002<br />
Persons aged<br />
15+<br />
At work Unemployed Labour<strong>for</strong>ce<br />
Participation<br />
Rate<br />
Unemployment<br />
Rate of<br />
Work<strong>for</strong>ce<br />
1996 2002 1996 2002 1996 2002 1996 2002 1996 2002 1996 2002<br />
<strong>Athy</strong><br />
Town<br />
3443 4034 1,354 1919 386 282 1,740 2201 50.54% 54.56% 22.18% 12.81%<br />
Rural<br />
Area<br />
3749 4086 1,685 2134 412 265 2,097 2399 55.93% 58.71% 19.65% 11.05%<br />
Total<br />
DEDs<br />
7192 8120 3,039 4053 793 547 3,837 4600 53.35% 56.65% 20.8% 11.89%<br />
Source: CSO, 1996 & 2002 Census<br />
In an employment survey conducted by <strong>Kildare</strong> County Council in 2002 the existing jobs within the <strong>Athy</strong> Urban<br />
District were estimated at 1,640. Tíros Resources Ltd. established in its own survey, undertaken in March 2003,<br />
the approximate number of existing jobs in the rural area of the Study Area at approximately 120. In total 1,760<br />
jobs are located within the Study Area.<br />
Employment Profile<br />
The three broad sectors of economic activity, agriculture, industry and services, have undergone major changes in<br />
the past. In the Census 2002 the diminishing importance of agriculture again became evident, with a share of the<br />
total employment just under 6 per cent in comparison to over 50 per cent in 1926. The share of the service sector,<br />
in contrast, developed in the opposite direction with just over 30 per cent in 1926 and 69 per cent in 2002. The<br />
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<br />
2002.<br />
Table 3.6 illustrates the changes between 1996 and 2002 in employment sectors in the Study Area. The figures<br />
mirror the development on a national level: agricultural employment is declining in the rural area of the Study<br />
Area, employment in manufacture and industry has also declined, in particular in <strong>Athy</strong> town, and employment in<br />
commerce is increasing.<br />
Table 3.6 Distribution of Employment Sectors on DED level in 1996 and 2002<br />
<strong>Athy</strong> Town in % Rural Area in % Total in %<br />
1996 2002 1996 2002 1996 2002<br />
Agriculture 1.77 1.35 20.53 13.0 12.18 7.48<br />
Mining 0.74 N/A 2.37 N/A 1.65 N/A<br />
Manufacture/Industry 29.03 24.39 23.98 22.07 26.23 23.17<br />
Building/Construction 6.28 9.85 6.05 10.52 6.15 10.2<br />
Electro/Gas 0.22 N/A 0.59 N/A 0.43 N/A<br />
Commerce 24.0 24.02 16.14 19.77 19.64 21.78<br />
Transport 3.77 4.79 4.39 4.6 4.11 4.69<br />
Public Admin 6.13 5.58 5.1 5.45 5.56 5.51<br />
Prof. Services 19.13 17.2 13.0 14.74 15.73 15.91<br />
Other 9.13 12.82 7.83 9.86 8.33 11.26<br />
Totals 100.0 100.0 100.0 100.0 100.0 100.0<br />
Source: CSO, 1996 & 2002 Census<br />
<strong>Athy</strong> IFPLUT Study 26 Final Report December 2004
3.4 Existing Land Use<br />
Residential<br />
<strong>Athy</strong>’s residential areas are fairly dispersed across the urban area, resulting in a relatively spread out urban <strong>for</strong>m.<br />
Development took place mainly on the road approaches to the town. More recent development was concentrated<br />
east of the railway and north of the Dublin Road in the Clonmullin area.<br />
The type of residential development existing in the town is typical of a similar sized Irish town. It var<strong>ie</strong>s from oneoff<br />
housing on the outskirts of the town, to ribbon development on the road approaches, to housing estates of<br />
varying design and densit<strong>ie</strong>s.<br />
The railway line, river, canal, floodplains and the industrial areas of Tegral and Minch Norton represent<br />
considerable physical barr<strong>ie</strong>rs, which contributed to the dispersed settlement patterns in the past and limit<br />
unrestrained movement across the town.<br />
Large amounts of currently zoned, undeveloped land have either been granted planning permissions or are subject<br />
to planning applications. The majority of the proposed development will occur to the south and south west of the<br />
town centre in the Coneyburrow and Ardrew area. The expansion of Clonmullin will continue and housing<br />
developments have been granted as far as Prusselstown at the edge of the urban district of <strong>Athy</strong>.<br />
Employment Facilit<strong>ie</strong>s<br />
Approximately 1,640 jobs are located in <strong>Athy</strong> town. Spatially, the main employment areas are located to the west<br />
of the town across the canal and to the north in the Townspark Industrial Estate (IDA) on the R428 as well as in the<br />
town centre itself. More recent industrial development took place north of Minch Norton Malt Ltd. in the<br />
Woodstock Industrial Estate (IDA) notably with the provision of a new advance factory by the IDA. Town centre<br />
employment consists mainly of retail and service employment and is located along Leinster Street, Duke Street,<br />
William Street, their side streets, and around Emily Square.<br />
The Woodstock Industrial Estate contains inter alia Shuttleworth Europe Ltd., Minch Norton, Tegral Building<br />
Products Ltd. and Tegral Metal Forming Ltd. Recently the construction at the Gateway Business Park has<br />
commenced.<br />
Figure 3.1 Educational Facilit<strong>ie</strong>s<br />
Educational Facilit<strong>ie</strong>s<br />
<strong>Athy</strong> currently has two primary schools and three secondary schools.<br />
The primary schools are:<br />
• <strong>Athy</strong> Model National School - The student numbers <strong>for</strong> the<br />
2000/2001 academic year were 68.<br />
• Scoil Mhichil Naofa - The student numbers <strong>for</strong> the 2000/2001<br />
academic year were 454.<br />
• Scoil Phadraig Naofa - The student numbers <strong>for</strong> the 2000/2001<br />
academic year were 197.<br />
The secondary schools are:<br />
• Scoil Mhuire - The student numbers <strong>for</strong> the 2000/2001 academic<br />
year were 380.<br />
• Scoil Eoin - The student numbers <strong>for</strong> the 2000/2001 academic<br />
year were 342.<br />
• St Bridgid’s Post Primary School - The student numbers <strong>for</strong> the<br />
2000/2001 academic year were 314.<br />
In addition there are the <strong>Athy</strong> Training and Enterprise Centre and the new <strong>Athy</strong> Community College, which is to<br />
be built in Rathstewart.<br />
<strong>Athy</strong> IFPLUT Study 27 Final Report December 2004
Figure 3.2 Health and Social Facilit<strong>ie</strong>s<br />
Health, Community and Social Facilit<strong>ie</strong>s<br />
St Vincent’s Hospital is located north of the town. The Eastern Regional Health Authority operates three Health<br />
Centres in <strong>Athy</strong>. KARE, a voluntary organisation <strong>for</strong> mentally handicapped persons, offers local services in <strong>Athy</strong>.<br />
There is also a number of other health and charity organisations, women and youth groups exist in the town.<br />
There are also eight Community Organisations including the <strong>Athy</strong> Community Council, Youth Service, <strong>Athy</strong><br />
Community Library, Citizen In<strong>for</strong>mation Centre, <strong>Athy</strong> Community Development Project Ltd., <strong>Athy</strong> Adult<br />
Learning Centre and the <strong>Athy</strong> Resource Centre.<br />
Also, “Action South <strong>Kildare</strong>”, a community based development company, giving support in areas such as training,<br />
childcare, education, enterprise, homelessness, community development etc, is active in <strong>Athy</strong>.<br />
Figure 3.4 Amenity Assets<br />
Figure 3.3 Recreational and Community<br />
Facilit<strong>ie</strong>s<br />
Recreation<br />
<strong>Athy</strong> offers a wide-ranging selection of active and passive<br />
recreational facilit<strong>ie</strong>s. The choice of sporting clubs is diverse with<br />
roughly twenty clubs, including the <strong>Athy</strong> Golf Club, Gaelic<br />
Football Club, Hockey Club, Hurling Club, various Soccer Clubs,<br />
Rowing Club, Boxing Club and Swimming Club. The swimming<br />
pool by the station is currently under refurbishment. Besides the<br />
sporting clubs there are six leisure groups, including the Drama and<br />
Musical Soc<strong>ie</strong>ty, <strong>Athy</strong> Art Group, Irish Dancing Class and the<br />
South <strong>Kildare</strong> Beekeepers. Also, there are many pubs and some<br />
restaurants, mainly in the town centre.<br />
Amenity<br />
In terms of amenity facilit<strong>ie</strong>s, the river Barrow and the Grand Canal<br />
play a key role in determining the town’s tourism value. The<br />
waterways have high potential <strong>for</strong> fishing and boating tourism as<br />
well as <strong>for</strong> passive recreation. South of Emily Square a Marina is<br />
currently under construction to exploit this potential more fully.<br />
Further to this, the popular Peoples Park, located in the town centre,<br />
and the floodplains along the river to the north and south of the<br />
town centre have high amenity value.<br />
<strong>Athy</strong> IFPLUT Study 28 Final Report December 2004
Heritage<br />
<strong>Athy</strong> is a designated Heritage Town, due to its long history and important buildings such as White’s Castle,<br />
Cromaboo Bridge, Woodstock Castle and the Town Hall and Court House at Emily Square. In the Town Hall the<br />
<strong>Athy</strong> Heritage Centre is situated.<br />
Tourism<br />
<strong>Athy</strong>’s Heritage, the high amenity value of green spaces and waterways as well as the wide range of recreational<br />
facilit<strong>ie</strong>s represent the main factors, which draw tourists to <strong>Athy</strong> and its surroundings. The <strong>Athy</strong> Tourist Office,<br />
together with the <strong>Athy</strong> Heritage Centre, is located in the Town Hall on Emily Square. At present there is one Hotel<br />
in <strong>Athy</strong>, in Tonlegee, quite remote from the town centre. There are at present two applications be<strong>for</strong>e the Town<br />
Council <strong>for</strong> new hotels. Further, a number of guesthouses, Bed & Breakfasts, self-catering units and farmhouses<br />
cater <strong>for</strong> tourists and visitors.<br />
Planning Applications<br />
There has been a large number of planning applications in <strong>Athy</strong> since 1996. For the purpose of this Study only the<br />
more substantial ones have been considered, namely those over 10 residential units and any substantial application<br />
<strong>for</strong> retailing, offices, industry and warehousing. In the process of developing possible land use scenarios in<br />
Section 7 every planning application in the following list has been taken into account as existing, i.e. has been<br />
granted permission and will be developed.<br />
Table 3.7 Granted and Pending Planning Applications (March 2003)<br />
Address Residential Units Sq m Retail Sq m Industry Sq m Office<br />
Sq m<br />
Warehousing<br />
Granted Planning Permissions (not yet developed)<br />
Leinster Street/Stanhope Street 322 316<br />
'Dun Brinn', Ardrew 268<br />
Gallowshill, Dublin Road 2900 590 1462<br />
Flinters F<strong>ie</strong>ld, Michael Dooley Terrace 348<br />
The Abbey, Emily Square Hotel<br />
Kilkenny Road, Bennettsbridge 154<br />
Coneyburrow 368<br />
<strong>Athy</strong> Rowing Club, Monasterevin Road 90<br />
Rathstewart Townland, Monasterevin Rd 131<br />
Bothar Bui, Dublin Road 16<br />
Dublin Road, Gallowshill 8826<br />
Prusselstown 70<br />
Pending Planning Applications<br />
Canal Side 14 600 600<br />
Russeltown 2471.69<br />
Holmcroft, Fortbarrington Road 22<br />
Boherboy 42<br />
Bray Upper 15<br />
Emily Square 4146<br />
Gallowshill Hotel<br />
Offaly Street, Townspark Ind. Estate 1709.9<br />
Mount Offaly, Offaly Street 72<br />
Church Road 16<br />
Ballitore 39<br />
Ardrew 20<br />
Aughboura Chanterlands 32<br />
The Grove, Leinster Street 51<br />
Boherboy 20<br />
The above planning applications approximately provide 1,450 residential units and 600 jobs. In order to predict the<br />
number of jobs provided certain assumptions have to be made in relation to the site coverage of different land uses<br />
such as retail, office, industrial and warehousing, and the number of persons employed per square metre. These<br />
assumptions are summarised below:<br />
<strong>Athy</strong> IFPLUT Study 29 Final Report December 2004
Site Coverage Assumptions<br />
− Retail: 0.66<br />
− Industrial: 0.4<br />
− Warehousing: 0.3<br />
− Office: 0.7<br />
Occupancy Rates<br />
− Retailing: 1 no. employee per 50 sq m<br />
− Industry: 1 no. employee per 50 sq m<br />
− Warehousing: 1 no. employee per 100 sq m<br />
− Office: 1 no. employee per 32.5 sq m<br />
3.5 Land Availability: Opportunit<strong>ie</strong>s and Constraints<br />
Existing Zoning<br />
The existing land use zones in the<br />
Town Council’s functional area must<br />
be taken into account in any land use<br />
study. This Study was carr<strong>ie</strong>d out on<br />
the basis that the existing land uses<br />
would be rev<strong>ie</strong>wed, and that<br />
recommendations would be made<br />
regarding existing individual zones,<br />
where necessary.<br />
<strong>Athy</strong> has an adequate quantum of<br />
residentially zoned land. There is<br />
approximately 110 hectares currently<br />
undeveloped land zoned as “New<br />
Residential”. This does not include<br />
the above residential planning<br />
applications. There are few infill sites<br />
which amount to approximately 1<br />
hectare. Also, the zoning<br />
“Retail/Commercial” and sites zoned<br />
as “Residential/Commercial” in the<br />
town centre have the capacity to<br />
accommodate additional residential<br />
units, the <strong>for</strong>mer comprising ca. 6<br />
hectares and the latter 2.5 ha.<br />
This amount of zoned land will<br />
probably be adequate <strong>for</strong> the needs of<br />
the town <strong>for</strong> the near future, although<br />
whether it is adequate <strong>for</strong> the needs up<br />
to the target population of 20,000 is<br />
further explored in Section 6 below.<br />
Figure 3.5– <strong>Athy</strong> Development Plan Overall Zoning<br />
In terms of land zoned <strong>for</strong><br />
employment there are four zones in<br />
which new jobs can be<br />
accommodated: 45 hectares are zoned<br />
<strong>for</strong> “Industrial/Warehousing”; 1<br />
hectare <strong>for</strong> “Light<br />
Industrial/Commercial”; 2.5 hectares<br />
<strong>for</strong> “Residential/Commercial”; and<br />
approximately 6 hectares <strong>for</strong><br />
“Retail/Commercial” in the town Figure 3.6 – <strong>Athy</strong> Development Plan Town Centre Zoning<br />
centre. The last zoning category<br />
includes ca. 1.5 hectares designated as “Redevelopment Areas”.<br />
<strong>Athy</strong> IFPLUT Study 30 Final Report December 2004
Again, Section 6 below will analyse if the zoned land <strong>for</strong> employment purposes in the current development plan<br />
can be considered as adequate to meet the need of the target population.<br />
Flood Plains<br />
Along the river Barrow environmentally sensitive areas, prone to flooding, are not suitable <strong>for</strong> building upon.<br />
These areas are the green space around Woodstock Castle to the north of the town centre; and the area south of the<br />
disused railway bridge designated <strong>for</strong> the new bypass, notably the lands where the Barrow splits up to <strong>for</strong>m<br />
Ardreigh Island.<br />
As much as the flood plains represent a physical development constraint they are one of the key amenity assets of<br />
<strong>Athy</strong> and should be protected and consolidated as such.<br />
Railway Line and Proposed Bypass<br />
The railway line, as well as the proposed bypass, constitute substantial physical barr<strong>ie</strong>rs to uninhibited movement<br />
in the town. The access to residential and employment lands outside those lines are restricted to a few road links,<br />
with limited pedestrian links to and from the town centre. Mitigation measures in relation to pedestrians and cycle<br />
movements would be necessary in order to minimise the severance.<br />
Inner Rel<strong>ie</strong>f Street and Redevelopment Areas<br />
The <strong>Athy</strong> Development Plan designates Redevelopment Areas in the town centre, mainly along the new Inner<br />
Rel<strong>ie</strong>f Street. Urban renewal polic<strong>ie</strong>s are aimed at ensuring the redevelopment of specific sites and thus<br />
contributing to the revitalisation of the backlands of Leinster and Duke Street and the town centre as a whole. The<br />
Inner Rel<strong>ie</strong>f Street will lead to the opening of those backlands, which will enlarge the pool of available<br />
development lands in the town centre <strong>for</strong> retail and commercial use.<br />
Availability of Land <strong>for</strong> High Density Employment<br />
Because of the general land availability limitations in and around the town centre, owing to flood plains, railway<br />
line and bypass, but also to the industrial areas of Minch Norton Malt Ltd. and Tegral Ltd. close to the town centre,<br />
locations <strong>for</strong> medium to large scale high density employment are limited.<br />
Water Supply and Wastewater Treatment<br />
Water supply and wastewater treatment provision in the town could potentially be a major constraint against<br />
development. Whilst the provision of these services is beyond the scope of this Study it is important to recognise<br />
the significance of these services in terms of future development and investment. The issues relating to these<br />
services are outlined below.<br />
Water Supply<br />
Two regional water supply schemes, namely the Mid- Regional Water Supply Scheme and the North East Regional<br />
Water Supply Scheme, supply the bulk of water to settlements in County <strong>Kildare</strong>.<br />
<strong>Athy</strong> has its own water supply and distribution system. The Council-maintained public water supply scheme<br />
currently delivers approximately 1.8 million litres of water every day. Most of the water comes from boreholes<br />
and sources within the town.<br />
It is hoped within the next few years to provide the South Regional Water Supply Scheme, which will be a further<br />
extension of the Mid-Regional Scheme. This will meet the requirements of the rural areas as far south as a line<br />
from Grangemellon to Moone, as well as providing water to <strong>Athy</strong> Urban District. As part of this plan the Town<br />
Council in conjunction with <strong>Kildare</strong> County Council proposes to construct a new reservoir at Ardscull, which will<br />
be suppl<strong>ie</strong>d by the South Regional Water Supply Scheme. This reservoir will be connected to the town main via a<br />
400mm main. In addition to the above the Town Council will also provide further water intake points from ground<br />
sources.<br />
Sewage Treatment<br />
Two major regional sewerage schemes provide facilit<strong>ie</strong>s in the most populated areas of County <strong>Kildare</strong>. These are<br />
the Lower and Upper Liffey Valley Regional Sewerage Schemes. <strong>Athy</strong> has its own sewage treatment plant. Within<br />
the <strong>Athy</strong> Development Plan it is proposed to provide new separate sewers to serve developments located at<br />
Rathstewart, Woodstock, Ardrew and Chanterlands.<br />
<strong>Athy</strong> IFPLUT Study 31 Final Report December 2004
3.6 Transport Network<br />
The existing transport network <strong>for</strong> <strong>Athy</strong> is shown in Figure 3.7 including the h<strong>ie</strong>rarchy of the road network.<br />
Figure 3.7 – Existing Road Network<br />
H<strong>ie</strong>rarchy of Road Network<br />
Currently the N78 national secondary road<br />
provides the main route through <strong>Athy</strong> and links the<br />
town to Naas and Dublin to the east and Kilkenny<br />
to the southwest. The R417 regional road bisects<br />
<strong>Athy</strong> in a north-south direction and connects the<br />
town to Monasterevin in the north and Carlow in<br />
the south. The R428 regional road enters the town<br />
from Portlaoise in the west and the R418 enters<br />
from Castledermot in the southeast.<br />
Numerous county roads link the town to its<br />
hinterland.<br />
The proposed Inner Rel<strong>ie</strong>f Street is proceeding to<br />
Compulsory Purchase Order Public Inquiry as of<br />
December 2004. This street, if constructed, will<br />
link Boherboy directly to Upper William Street.<br />
The proposal will involve the construction of two<br />
new bridges over the river and the canal.<br />
It is also an objective of the <strong>Athy</strong> Development<br />
Plan to construct a southern bypass.<br />
<strong>Athy</strong> IFPLUT Study 32 Final Report December 2004
3.7 Public Transport Services<br />
<strong>Athy</strong> is serviced by both bus and rail public transport as indicated by the routes shown on Fig 3.8 below. Bus<br />
transport is provided by Bus Eireann, a Rural Transport Initiative operated by South <strong>Kildare</strong> Community Transport<br />
Ltd and services operated by private operators.<br />
Figure 3.8 – Public Transport<br />
Bus Services<br />
The existing bus services <strong>for</strong> <strong>Athy</strong> are described below excluding school buses, which serve all the schools in the<br />
town. Full details of the services are contained in Appendix B. Based on the quantum and type of services<br />
described herein the town is relatively well served by bus transport with a range of services to centres including<br />
Carlow, Portlaoise, Dublin, Naas, Monasterevin, <strong>Kildare</strong> and Maynooth. There is a demand <strong>for</strong> other routes such<br />
as services to Newbridge but such demand is not quantif<strong>ie</strong>d within the scope of this Study.<br />
Bus Eireann<br />
Bus Eireann presently operates both local and expressway services through <strong>Athy</strong> as detailed below. The local route<br />
130 permits commuter travel to the Metropolitan Area as this service becomes the 126 route from Naas to Dublin,<br />
however Bus Eireann have indicated that boarding figures on this service are low.<br />
The company sees their long-term role of providing public transport services to Naas, Newbridge and the<br />
Metropolitan Area as being complementary to the rail services in the region. There are clearly services that can be<br />
provided more conven<strong>ie</strong>ntly by bus than by rail such as service to Naas town centre due to the peripheral location<br />
of Sallins station requiring a transfer to bus at the station.<br />
<strong>Athy</strong> IFPLUT Study 33 Final Report December 2004
Table 3.9 Existing Bus Eireann Services<br />
BUS ÉIREANN: LOCAL BUS SERVICES<br />
Route<br />
No.<br />
Major towns<br />
serviced by route<br />
At present Bus Eireann are not planning any modifications to the local service but they will, as part of their<br />
ongoing rev<strong>ie</strong>w of services, respond to changes in demand. Given the potential growth in population in <strong>Athy</strong> and<br />
the growth in trip demand both to employment and services in the primary development centres of Naas and<br />
Newbridge and the Metropolitan Area, they will carry out a similar rev<strong>ie</strong>w of services that is presently taking place<br />
in the <strong>Kildare</strong> town area. In particular this rev<strong>ie</strong>w is looking at providing services to specific land uses in the<br />
primary centres and the Metropolitan Area that will not be provided in the secondary centres, e.g. services to Naas<br />
and Tallaght hospitals.<br />
At present bus stops are located on Duke Street and Leinster Street. The bus stops are purposely separated by some<br />
distance to minimise the affect on through flow of traffic and the stop on Duke Street is located in a lay-by facility.<br />
At present these stops are authorised only <strong>for</strong> use by Bus Eireann use but the company has no objection in<br />
principle to other operators using the stops as long as these operators are operating licensed services such as South<br />
<strong>Kildare</strong> Community Transport Ltd. A recurring issue with Bus Eireann is the design and provision of bus bay<br />
facilit<strong>ie</strong>s that are not always provided to the standards required in terms of entry and exit radii to permit a bus to<br />
fully enter the bay.<br />
Bus Eireann have recently introduced their Wayfarer Ticketing Service that permits on board purchase of tickets.<br />
Combined with plans to upgrade the on line pre-booking facilit<strong>ie</strong>s the improved ticketing operation allows <strong>for</strong><br />
greater flexibility in the location of bus stop facilit<strong>ie</strong>s.<br />
Other Bus Operators<br />
Period<br />
of week<br />
Departure time of service<br />
No. of<br />
from <strong>Kildare</strong>:<br />
daily<br />
services 1 st Last of the<br />
of the day<br />
day<br />
130 <strong>Athy</strong>-Kilcullen-Naas Mon-Fri 1 06:45 06:45<br />
BUS ÉIREANN: EXPRESSWAY SERVICES<br />
7<br />
7<br />
Cork-Cahir-Clonmel- Mon-Sat 5 06:45 17:50<br />
Kilkenny-<strong>Athy</strong>-Dublin<br />
Sun only 5 10:50 22:20<br />
Dublin-<strong>Athy</strong>-<br />
Mon-Sat 4 10:15 18:45<br />
Kilkenny-Clonmel-<br />
Cahir-Cork<br />
Sun only 5 10:45 21:00<br />
South <strong>Kildare</strong> Community Transport Ltd was <strong>for</strong>med out of the Department of Public Enterprise Rural Transport<br />
Initiative and recently began operating services between <strong>Kildare</strong>, Monasterevin and <strong>Athy</strong> providing six services<br />
during the day. The service facilitates commuting travel between <strong>Athy</strong> and <strong>Kildare</strong>, Monasterevin and <strong>Kildare</strong> and<br />
<strong>Kildare</strong> and <strong>Athy</strong> during the normal working day. This service is mainly focussed on providing access to the three<br />
towns <strong>for</strong> people who do not have access to car travel. This allows such people to avail of the services in the towns<br />
and is a critical service designed to provide <strong>for</strong> better social inclusion. These services operate from the Health<br />
Centre and Leinster Street.<br />
JJ Kavanagh & Sons operate commuter and general services from Clonmel via <strong>Athy</strong> and Naas to Dublin City<br />
centre. In addition Kavanaghs operate services through <strong>Athy</strong> to the third level colleges in Maynooth and Carlow.<br />
These services stop at various undesignated locations within the town.<br />
<strong>Athy</strong> IFPLUT Study 34 Final Report December 2004<br />
Notes<br />
Change at Naas <strong>for</strong> onward travel to Dublin.<br />
Return service from Dublin/Naas is on the Bus<br />
Eireann Expressway Service No.4. Service<br />
suitable <strong>for</strong> commuter travel to Naas and<br />
Dublin<br />
Service suitable <strong>for</strong> commuter travel to Naas<br />
and Dublin<br />
Some services require changes at Clonmel.
Rail Services<br />
<strong>Athy</strong> is presently served by the mainline rail service between Water<strong>for</strong>d and Dublin, as shown on Table 3.9, which<br />
operates on twin track <strong>for</strong> its entire length. The capacity on the line is severely restricted due to the number of<br />
tracks and the demand on the line beyond the Cherryville junction to Heuston Station. In addition the services into<br />
Heuston are a mix of slower moving suburban services and faster moving mainline services during peak periods,<br />
which restricts the capacity of services on the line. This is particularly a problem in the evening peak when there is<br />
a demand <strong>for</strong> both services to depart Heuston at the same time.<br />
Table 3.9 Existing Iarnrod Eireann Services<br />
Iarnród Éireann: Rail Services<br />
4<br />
4<br />
Water<strong>for</strong>d-Kilkenny-<br />
Carlow-<strong>Athy</strong>-<strong>Kildare</strong>-<br />
Mon Fri 6 06:45 20:16<br />
Sat only 5 09:05 20:16<br />
Newbridge-Dublin Sun only 3 11:02 20:13<br />
Dublin-<strong>Athy</strong>-Carlow-<br />
Kilkenny-Water<strong>for</strong>d<br />
Mon Fri 4 08:28 19:10<br />
Sat only 4 08:28 19:10<br />
Sun only 4 10:24 19:30<br />
Service suitable <strong>for</strong> commuter travel to<br />
<strong>Kildare</strong>, Newbridge and Dublin. From<br />
<strong>Kildare</strong>/Dublin a number of other connecting<br />
services to Cork, Limerick Galway etc are<br />
available.<br />
Service suitable <strong>for</strong> commuter travel to<br />
Carlow<br />
In terms of the service to the customer Iarnród Eireann make no distinction between suburban and mainline<br />
services and early mainline services from Cork and Galway effectively operate as commuter services to Dublin<br />
from urban centres closer to Dublin. At present <strong>Athy</strong> avails of one commuter service to Dublin, which operates out<br />
of Water<strong>for</strong>d. A survey carr<strong>ie</strong>d out in November 2002 indicated that 63 people board this service in <strong>Athy</strong>. Iarnród<br />
Éireann plans to add an additional commuter service to this line in the next two years. Commuter passenger<br />
numbers to Dublin compared with other centres in <strong>Kildare</strong> are shown below.<br />
Table 3.10 Indicative Morning Peak Passenger Volumes to Heuston: Iarnrod Eireann<br />
Origin Arrivals 7.30 to 9.30 Arrivals 8.00 to 9.00<br />
<strong>Athy</strong> 63 63<br />
Monasterevin 43 43<br />
<strong>Kildare</strong> 216 427<br />
Newbridge 284 623<br />
Naas (Sallins) 336 490<br />
Ianród Eireann are presently carrying out major redevelopment works at Heuston Station to increase the number of<br />
plat<strong>for</strong>ms to nine and potentially redevelop the existing rail link to Connolly Station via the Phoenix Park Tunnel.<br />
In addition the line between Cherry Orchard and Hazelhatch is to be doubled to four tracks, which will allow <strong>for</strong><br />
the separation of suburban and mainline services and there<strong>for</strong>e substantially increase the capacity of the line. The<br />
increase in capacity and rolling stock will mainly be dedicated to the suburban services as far as Portlaoise and<br />
mainline services to Cork and Limerick. However it is anticipated that a third commuter service will be provided<br />
from <strong>Athy</strong> as demand increases in <strong>Athy</strong>, Carlow and Kilkenny.<br />
3.8 Summary<br />
The existing profile of the town defines the local opportunit<strong>ie</strong>s and constraints in relation to the development of the<br />
Framework Plan. Combined with the broader strategic issues identif<strong>ie</strong>d in Section 2 and the consultation feedback<br />
in Section 4 the existing profile is used to define the principles and objectives of the Framework that <strong>for</strong>m the basis<br />
of the development scenarios detailed in Section 7 and 8.<br />
<strong>Athy</strong> IFPLUT Study 35 Final Report December 2004
4 CONSULTATION<br />
4.1 Introduction<br />
The need <strong>for</strong> extensive consultation throughout the Framework process was outlined in the consultant’s br<strong>ie</strong>f as<br />
being a key component of the Framework Plan preparation. Consultation is one of the keys to the success of the<br />
Study as it ensures that the issues and objectives of all relevant part<strong>ie</strong>s from policy makers to employees and most<br />
importantly the residents of the Study Area are fully appreciated and incorporated in the Study recommendations.<br />
Clearly conflicts will arise between the requirements and visions of the various groups but consultation strives to<br />
ach<strong>ie</strong>ve understanding and consensus between the disparate part<strong>ie</strong>s and produce solutions that ach<strong>ie</strong>ve the widest<br />
possible acceptance within the best practice guidelines.<br />
The consultations have been most in<strong>for</strong>mative and mutually beneficial <strong>for</strong> all concerned with significant outputs<br />
from the meetings being realised <strong>for</strong> inclusion in this report, ensuring a step-by-step acceptance of the Study’s<br />
proposals.<br />
Objectives of the Consultation Process<br />
The objectives of the public consultation process can be summarised as follows:<br />
• To raise awareness of the public of the Study being undertaken and to outline the opportunit<strong>ie</strong>s <strong>for</strong> them<br />
to be involved.<br />
• Provide the public and other stakeholders with adequate opportunity to be involved in and influence the<br />
Plan’s preparation.<br />
• To identify and establish a better understanding of local issues, needs and concerns.<br />
• To promote active citizenship and local democracy.<br />
• Facilitate an open, transparent and fair process where mutual trust can be developed.<br />
Planned schedules of consultations were drawn up at the initial stages of the Study with the aim of engaging as<br />
many stakeholders as possible.<br />
Participants in the process included the following:<br />
• Public<br />
• Statutory Bod<strong>ie</strong>s<br />
• Transport Providers<br />
• Elected Representatives<br />
• Private Groups<br />
• Cl<strong>ie</strong>nt/Steering/Technical Groups<br />
It must be noted that consultation has been carr<strong>ie</strong>d out on an ongoing basis since Study inception and although the<br />
consultants have now reached draft report stage there is still a need <strong>for</strong> continuing engagement with all<br />
stakeholders in order to maintain the momentum and public support developed throughout the process.<br />
<strong>Athy</strong> IFPLUT Study 36 Final Report December 2004
4.2 Consultation Methodology<br />
The details of the consultation process are outlined below, which indicates that the process was comprehensive and<br />
sought the v<strong>ie</strong>ws from as wide a cross-section of stakeholders as possible.<br />
Consultants<br />
Elected<br />
Members<br />
Public<br />
Stakeholders<br />
Statutory<br />
Bod<strong>ie</strong>s<br />
Private<br />
Concerns<br />
Figure 4.1 – Consultation Methodology<br />
4.3 Timetable of Consultation<br />
The sequence of consultation to date is as follows:<br />
Preliminary Draft Report<br />
Stage Stage<br />
• Public Consultation Workshops March 2003 Sept 2003<br />
• Cl<strong>ie</strong>nt/Technical/Steering Group Ongoing Ongoing<br />
• Br<strong>ie</strong>fing to <strong>Athy</strong> Town Council Feb 2003 Sept 2003<br />
• Br<strong>ie</strong>fing to <strong>Athy</strong> Area Councillors Sept 2003<br />
• Statutory Bod<strong>ie</strong>s, Transport Providers, Private Groups Ongoing Ongoing<br />
• Br<strong>ie</strong>fing to <strong>Athy</strong> Forum<br />
Preliminary Draft Report Final<br />
Presentation &<br />
Submissions<br />
Presentation<br />
Workshop<br />
&Submissions<br />
One to One<br />
meetings<br />
Final<br />
Report<br />
• Br<strong>ie</strong>fing to <strong>Kildare</strong> County Council Strategic Policy Group July 2003 Sept 2003<br />
<strong>Athy</strong> IFPLUT Study 37 Final Report December 2004<br />
Stage<br />
Presentation &<br />
Submissions<br />
Presentation<br />
&Submissions<br />
One to One &<br />
Workshop<br />
Submissions Submissions
Figure 4.2 Public Consultation Workshop Invitation & Study outline<br />
4.4 Cl<strong>ie</strong>nt, Steering and Technical Working Group<br />
Cl<strong>ie</strong>nt Group meetings including representatives from <strong>Kildare</strong> County Council and the DTO and Technical Group<br />
meetings including the County Manager, representatives from the planning, transportation and sanitary services<br />
divisions of <strong>Kildare</strong> County Council were held on a regular basis throughout the Study period.<br />
4.5 Public Consultation<br />
Preliminary public consultation was held in the Leinster Arms Hotel on the 5 th of March 2003. Approximately 80<br />
organisations were invited to this evening, and in<strong>for</strong>mation regarding the aims of the Study and the main issues <strong>for</strong><br />
discussion on the evening was issued to these organisations in advance. The <strong>for</strong>mat <strong>for</strong> each workshop consisted of<br />
a Power Point presentation by the consultant team incorporating an explanation of the Study and the aims thereof,<br />
followed by round table group discussions of the relevant issues.<br />
The workshop attracted a high level of participation from the public and was successful in terms of raising<br />
awareness of the Study and identifying issues in relation to the future growth of <strong>Athy</strong>. For those who were unable<br />
to attend the first round consultation workshop there was an opportunity to submit written submissions.<br />
In order to establish a firm understanding of the issues and v<strong>ie</strong>ws of the public it was important that responses were<br />
not prejudged or influenced in any way. The written submissions together with issues raised at the workshop are<br />
summarised as follows:<br />
• A strong emphasis was placed on enhancing the existing amenit<strong>ie</strong>s and historical character of the town,<br />
outlining the potential <strong>for</strong> the development of a vibrant tourism industry.<br />
• Significant issues were raised in relation to traffic impacts in the town, which were perceived as posing a<br />
significant threat to the quality of life and in particular the commercial development of the town. The<br />
single bridge crossing was clearly highlighted as the source of traffic congestion.<br />
• Divided opinion arose regarding the proposed Inner Rel<strong>ie</strong>f Street and the southern bypass with opposing<br />
advantages and disadvantages highlighted <strong>for</strong> each.<br />
<strong>Athy</strong> IFPLUT Study 38 Final Report December 2004
• Opinion var<strong>ie</strong>d on the provision of a bypass regarding options in relation to the southern bypass as per the<br />
Development Plan option either to the north or south of the town, on the fringes of the future expanded<br />
urban area.<br />
• Lack of employment within the town was highlighted stressing the need <strong>for</strong> a more diverse local<br />
employment base.<br />
• Many expressed concern in relation to the increasing anti social behaviour in the town emphasising the<br />
need to improve and develop more var<strong>ie</strong>d social, cultural and sporting facilit<strong>ie</strong>s especially in terms of<br />
evening time activit<strong>ie</strong>s.<br />
• Many outlined the lack of retail choice within the town emphasising the need <strong>for</strong> more var<strong>ie</strong>d outlets<br />
incorporating large retail chains.<br />
• It was expressed that a planned approach should be taken towards school safety with concerns arising in<br />
relation to traffic volumes at school opening and closing times in addition to the dangers associated with<br />
bus drop-off locations.<br />
• Pedestrian safety in the town was also highlighted especially in the context of the high traffic volumes<br />
with a call <strong>for</strong> improved footpaths and an increased number of pedestrian crossings.<br />
• Opinion var<strong>ie</strong>d on the quantum of car parking and parking control measures in the town.<br />
• Many highlighted the need <strong>for</strong> improved rail facilit<strong>ie</strong>s and services to Dublin.<br />
4.6 Other Stakeholders<br />
One-to-one consultations have been held to date with a range of stakeholders including the following:<br />
National Roads Authority (NRA) IDA Ireland<br />
Iarnród Éireann Garda Síochána<br />
Bus Eireann Enterprise Ireland<br />
Department of Education and Sc<strong>ie</strong>nce Major Landowners<br />
Office of Strategic Planning Guidelines RAPID<br />
<strong>Athy</strong> Forum Action South <strong>Kildare</strong><br />
These meetings provided an opportunity <strong>for</strong> each stakeholder body to outline their long term ideas or proposals,<br />
which they have <strong>for</strong> the Study Area.<br />
Much of the in<strong>for</strong>mation obtained through the above consultations has been used to provide detail as to the existing<br />
profile of the Study Area as outlined in Section 3.<br />
4.7 Elected Representatives of <strong>Kildare</strong> County Council / <strong>Athy</strong> Town Council<br />
To ensure that the Framework Plan abides by and accommodates the statutory functions of local authorit<strong>ie</strong>s the<br />
consultant team consulted with elected representatives from <strong>Kildare</strong> County Council. Formal br<strong>ie</strong>fings have been<br />
held thus far, to in<strong>for</strong>m members as to the aims of the Study and to solicit v<strong>ie</strong>ws in relation to the Study’s<br />
progression.<br />
4.8 Summary<br />
The public consultation process had a significant influence on the <strong>for</strong>mulation of the Study with written<br />
submissions, telephone feedback and detailed in<strong>for</strong>mation received through workshops, individual and group<br />
meetings all providing the consultants with a substantial list of concerns and issues. The consultation input resulted<br />
in issues being included and taken <strong>for</strong>ward that had not been fully appreciated by the consultant team at the outset<br />
of the Study. Combined with the broader strategic issues identif<strong>ie</strong>d in Section 2 and the existing Study Area profile<br />
in Section 3 the consultation feedback was used to define the principles and objectives of the Framework, detailed<br />
in Section 5, that <strong>for</strong>m the basis of the development scenarios.<br />
<strong>Athy</strong> IFPLUT Study 39 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 40 Final Report December 2004
PRINCIPLES & OBJECTIVES<br />
<strong>Athy</strong> IFPLUT Study 41 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 42 Final Report December 2004
5 PRINCIPLES AND OBJECTIVES<br />
In order to develop the Preferred Framework Strategy the consultants firstly developed assessment criteria upon<br />
which the strateg<strong>ie</strong>s would be based. These criteria were developed in the <strong>for</strong>m of guiding principles and<br />
objectives based on the strategic policy rev<strong>ie</strong>w in Section 2, the existing profile of the Study Area in Section 3, the<br />
feedback from the consultation process in Section 4 in addition to the consultant’s own exper<strong>ie</strong>nce and expertise. A<br />
summary of the principles and objectives development is illustrated in Figure 5.1.<br />
5.1 Principles<br />
Study Area Rev<strong>ie</strong>w<br />
Statutory Bod<strong>ie</strong>s,<br />
Transport Providers<br />
and other Bod<strong>ie</strong>s<br />
On the Ground<br />
Assessments<br />
Strategic Policy<br />
Rev<strong>ie</strong>w<br />
Principles and<br />
Objectives<br />
Elected<br />
Representatives<br />
Figure 5.1. Development of Principles and Objectives<br />
Public Consultation<br />
Workshops<br />
Cl<strong>ie</strong>nt, Steering &<br />
Technical Meetings<br />
The Guiding Principles <strong>for</strong> the Study as outlined below also took into account the policy aims and options <strong>for</strong> the<br />
territory of the EU as set out in the European Spatial Development Perspective (ESDP) (European Commission,<br />
1999) and the Sustainable Development Strategy <strong>for</strong> Ireland (1997). The ESDP outlines policy aims in relation to<br />
promoting the control of the physical expansion of towns and cit<strong>ie</strong>s, promoting a mix of functions and social<br />
groups and aiding better accessibility by different means of transport which are not only effective but also<br />
environmentally fr<strong>ie</strong>ndly.<br />
Principles<br />
• Mix of Land Uses and Promotion of Sustainable Travel<br />
• Best Use of Existing and Proposed Infrastructure<br />
• Building on the Physical and Cultural Heritage<br />
Thereby Improving the Quality of Life <strong>for</strong> All.<br />
<strong>Athy</strong> IFPLUT Study 43 Final Report December 2004
The principles were used to assess all potential development scenarios <strong>for</strong> the town detailed in Section 7.<br />
Mix of Land Uses and the Promotion of Sustainable Travel<br />
An important element of integrating transport and land use planning is to ensure that the spatial organisation of<br />
land use activit<strong>ie</strong>s is linked to transport networks in an effic<strong>ie</strong>nt and sustainable manner. Through the illustration of<br />
best practice the public can see that integrated land use and transport planning can have a positive effect on their<br />
quality of life, leading to greater public support <strong>for</strong> the proposed measures. Important aspects when building these<br />
areas are attractiveness and liveability mixed with high density and comprehensive infrastructure. A mix of<br />
housing, working, education and leisure in town centres maximises the use of land that is accessible by all modes<br />
of transport but particularly that of public transport, walking and cycling. The provision of a mix of functions<br />
within the core urban area will serve to reduce trip demand and distance concentrating various functions within the<br />
most accessible zones.<br />
Making Best Use of Existing Infrastructure<br />
It is important to maximise the use of existing infrastructure <strong>for</strong> example existing roads, public transport, walking<br />
cycling water and drainage networks. Such infrastructure has been provided at substantial cost in both financial<br />
and environmental terms and we must make best use of that investment.<br />
Building on the Physical and Cultural Heritage<br />
With the growing acknowledgement nationally of the key role and importance of heritage the Framework aims to<br />
increase awareness and appreciation of <strong>Athy</strong>’s manmade, cultural and natural heritage leading to actions which<br />
promote its protection, enhancement and vitality. Heritage is there to be enjoyed and can be used to create an<br />
economic return. It is a valuable indicator when examining the quality of life and it is thereby crucial to focus on<br />
ways to bring awareness and enjoyment of the town’s heritage <strong>for</strong> the benefit of all.<br />
5.2 Objectives<br />
The Objectives as set out below are derived from the Guiding Principles and indicate what in broad terms the<br />
viable Framework aims to ach<strong>ie</strong>ve over its lifetime, and are used to measure the effectiveness of the various<br />
development scenarios <strong>for</strong> the town as stated in Section 8, thereby assisting with setting directions <strong>for</strong> the town in a<br />
way, which helps frame the parameters <strong>for</strong> follow-on actions. The objectives are consistent with the overall Study<br />
Area rev<strong>ie</strong>w undertaken in Sections 2, 3 and 4 and are measurable in both qualitative and quantitative terms. It was<br />
important that objectives were set out to be both measurable and ach<strong>ie</strong>vable.<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban Area allowing <strong>for</strong> natural increases in population<br />
in the Study Hinterland Area.<br />
This objective accords with the overall strategy as outlined in the Strategic Planning Guidelines <strong>for</strong> the Greater<br />
Dublin Area, which requires the consolidation of future growth into a limited number of locations, where adequate<br />
transport infrastructure can be provided. Outside these ‘development centres’, in the surrounding hinterland area,<br />
development will be limited to meeting local needs.<br />
Key Considerations:<br />
• Relative population growth between urban area and the hinterland<br />
• Re-development of under-utilised land within the existing built environment<br />
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
A compact urban <strong>for</strong>m promotes, in contrast to conventional <strong>for</strong>ms of development, the effic<strong>ie</strong>nt use of land and<br />
re-use of land, as well as the effic<strong>ie</strong>nt use of existing infrastructure. It discourages urban sprawl at low densit<strong>ie</strong>s,<br />
which consumes greenf<strong>ie</strong>ld sites on the edge of the urban area, is expensive to develop due to infrastructure costs<br />
and is located away from existing communit<strong>ie</strong>s and existing infrastructure. Compact development has been widely<br />
recognised as more supportive of resource conservation goals, including water quality protection and flood<br />
<strong>Athy</strong> IFPLUT Study 44 Final Report December 2004
mitigation because inter alia it is more effic<strong>ie</strong>nt in reducing impervious coverage of streets, driveways and parking<br />
lots.<br />
This Study will attempt to concentrate higher-density uses on available sites within the town centre. Any uses that<br />
cannot be accommodated here will be provided <strong>for</strong> on land that is readily accessible to the town centre and<br />
consolidates development within the urban area of <strong>Athy</strong>. It is important to note that high-density does not<br />
necessarily mean high-rise development, but a high-quality mixed-use development of the town where the different<br />
uses are easily accessible and intermixed with high-quality urban open space.<br />
Key Considerations:<br />
• Re-use of under-utilised land<br />
• Scale of green-f<strong>ie</strong>ld development on the fringes of the urban area<br />
• Mix of land uses<br />
• Consolidation of town centre<br />
• Rein<strong>for</strong>cement of sense of place and character <strong>for</strong> the town<br />
• Supporting integrity and vitality of the community at large<br />
• Conservation of resources<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of housing types and densit<strong>ie</strong>s.<br />
By providing an adequate supply of accessible zoned land <strong>for</strong> housing, it will be possible <strong>for</strong> different house types<br />
to develop, thereby increasing vitality and enhancing social and economic sustainability. The development of<br />
housing at higher densit<strong>ie</strong>s than currently exists, required by the Residential Density Guidelines, will offer a<br />
greater range of dwelling types, and not just semidetached houses, which currently dominate new housing<br />
schemes. This will correspond to apparent demographic changes towards smaller household sizes.<br />
Key Considerations:<br />
• Residential densit<strong>ie</strong>s<br />
• Supporting integrity and vitality of the local residential communit<strong>ie</strong>s<br />
• Rein<strong>for</strong>cing a sense of place<br />
Objective 4 Develop safe slow mode linkages between residential areas and railway station.<br />
This objective aims to ach<strong>ie</strong>ve a comprehensive slow mode network linking residential areas to the rail station. The<br />
objective is consistent with the polic<strong>ie</strong>s outlined in the DTO’s Plat<strong>for</strong>m <strong>for</strong> Change and the Strategic Planning<br />
Guidelines <strong>for</strong> the Greater Dublin Area<br />
Key Considerations:<br />
• Walking distances to railway station<br />
• Deliverability of slow mode routes<br />
Objective 5 Consolidate commercial and retail development in the existing town centre.<br />
As the residential population of <strong>Athy</strong> grows, commercial and retail provisions have to develop to serve the<br />
increasingly large population and hinterland. For a town of the scale of <strong>Athy</strong> additional facilit<strong>ie</strong>s are most<br />
sustainably located in or adjacent to the town centre. This is fundamental <strong>for</strong> the consolidation and revitalisation<br />
of the town centre, which is the main commercial centre of <strong>Athy</strong> and also a potential key tourist attraction. The<br />
<strong>Athy</strong> IFPLUT Study 45 Final Report December 2004
ein<strong>for</strong>cement of the town centre will vitally contribute to the character of the town and provide one of the crucial<br />
elements of identification <strong>for</strong> residents and visitors alike. Developing new facilit<strong>ie</strong>s in the town centre will also<br />
reduce the number of trips necessary within the town centre itself and encourage movement by slow modes.<br />
Key Considerations:<br />
• Location of future commercial and retail facilit<strong>ie</strong>s<br />
• Location of residential areas in relation to the town centre<br />
Objective 7 6 Locate schools high-density in areas employment that will be serviced opportunit<strong>ie</strong>s by safe in walking appropriate and cycling locations routes. with respect to<br />
residential areas and public transport nodes.<br />
Recent years have seen a change in employment trends with regards to the distance people are prepared to travel to<br />
work and the frequency at which they seek new employment opportunit<strong>ie</strong>s. This trans<strong>for</strong>mation in employment<br />
behaviour has led to a change in the relationship between where people choose to live and their place of work. In<br />
order to develop the town towards its optimal level of self-suffic<strong>ie</strong>ncy coupled with the opportunity to attract<br />
inward movement of workers high-density employment opportunit<strong>ie</strong>s should be located in appropriate locations<br />
with respect to residential areas and public transport nodes.<br />
Key Considerations:<br />
• Proximity of high density employment to potential labour supply sources<br />
Objective 7 Locate schools in areas that will be serviced by safe walking and cycling routes.<br />
An important part of the route planning and design process <strong>for</strong> the town is the ability to provide safe routes to<br />
schools <strong>for</strong> children and youths. Safe routes to schools are important <strong>for</strong> both pupils and the local residents as they<br />
not only improve the safety of children but also help reduce traffic congestion and pollution in the local<br />
environment. Walking or cycling to school benefits children’s health and helps them become more confident and<br />
independent. Furthermore, in developing a culture of walking and cycling among young people the foundations are<br />
set <strong>for</strong> the next generation of working people and parents to consider walking and cycling as second nature. A<br />
pattern of travel behaviour can there<strong>for</strong>e be established that will result in sustainable transport choice into the<br />
future.<br />
Key Considerations:<br />
• Accessibility of schools from their catchment areas<br />
• Safety of school children and accompanying adults<br />
• Promotion of travel by slow modes<br />
Objective 8 Locate low-density employment opportunit<strong>ie</strong>s adjacent to strategic internal distributor and<br />
national road links.<br />
Well-located employment can play an important role in addressing the complexity of providing sustainable travel<br />
patterns and minimising the impact of the private car and heavy goods vehicles where alternative modes cannot be<br />
incorporated. There<strong>for</strong>e lower density employment areas should be located close to existing distributor road links<br />
on the edge of town sites where the impact is less pronounced, especially in terms of mixing goods traffic with<br />
school travel and other vulnerable road users and where direct access to the strategic /national road network is<br />
possible.<br />
Key Considerations:<br />
• Minimising car and HGV travel in the town centre<br />
• Optimising <strong>Athy</strong>’s location adjacent to the national road network<br />
<strong>Athy</strong> IFPLUT Study 46 Final Report December 2004
Objective 9 Maximise slow mode penetration to the town centre and bus stops.<br />
Key to the sustainable principles of the Study is the accessibility of the town centre by walking and cycling. In<br />
order to encourage slow mode travel, a comprehensive pedestrian and cycle network needs to be developed linking<br />
residential areas to the major trip attractions. Throughout the route planning process, a number of important criteria<br />
need to be considered if the full potential of the route is to be ach<strong>ie</strong>ved. In following these criteria, the route should<br />
be:<br />
Key Considerations:<br />
• Connected: linking the places where people want to go<br />
• Conven<strong>ie</strong>nt: direct routes should follow desire lines, with easy to use crossings<br />
• Com<strong>for</strong>table: good quality footways with adequate widths and free of obstructions<br />
• Convivial: attractive, well lit and safe, with a var<strong>ie</strong>ty along the route<br />
• Conspicuous: easy to follow routes with helpful signage<br />
Objective 10 Minimise car access and through traffic through the town through the utilisation of key road<br />
links.<br />
A fundamental objective of the Framework is the minimisation of the number of through car trips and the<br />
incorporation of slow modes and public transport within the town centre. The completion of the <strong>Kildare</strong> Bypass<br />
and the N9 realignment will reduce the volume of through traffic in the town. In addition, the inner and outer rel<strong>ie</strong>f<br />
roads together with demand management throughout the town offer the opportunity to allow <strong>for</strong> reallocation of<br />
road space to cyclists and buses and the possibility of pedestrianisation. Reducing the number of private cars and<br />
improving conditions <strong>for</strong> non-motorised users is an integral objective and should clearly be pursued. Conversely,<br />
road links must be designated as primary and district distributor roads to cater <strong>for</strong> car travel in the environs of the<br />
town.<br />
Key Considerations:<br />
• H<strong>ie</strong>rarchy of road network<br />
• Facilitation and removal of through traffic<br />
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social, community and passive and active leisure activit<strong>ie</strong>s<br />
that maximise the potential of the existing heritage and amenity.<br />
The physical and cultural heritage is one of <strong>Athy</strong>’s major assets. It provides identification <strong>for</strong> residents and attracts<br />
visitors to the town. Urban research has revealed that “soft” factors like a rich heritage, cultural, social,<br />
community and recreational facilit<strong>ie</strong>s and a clean environment are as important as “hard” factors like housing and<br />
employment in the decision of people and investors alike to choose a particular town <strong>for</strong> living or <strong>for</strong> investing.<br />
Providing wide ranging opportunit<strong>ie</strong>s <strong>for</strong> active and passive recreation would also encourage visitors to stay longer<br />
in <strong>Athy</strong> than just <strong>for</strong> a day- or half-day trip. The importance and potential of <strong>Athy</strong>’s waterways <strong>for</strong> tourism and<br />
general recreation cannot be over-emphasised in the context of this objective.<br />
Key Considerations:<br />
• Location of facilit<strong>ie</strong>s in relation to town centre<br />
• Supporting integrity and vitality of local community<br />
• Development of the waterway amenit<strong>ie</strong>s<br />
• Development of the built environment and heritage<br />
<strong>Athy</strong> IFPLUT Study 47 Final Report December 2004
Objective 12 Facilitate access to and from <strong>Athy</strong> from the hinterland and Dublin <strong>for</strong> all trip purposes by<br />
all modes<br />
Realignment of the N9 and the provision of improved public transport facilit<strong>ie</strong>s, providing services to nearby<br />
centres and the Greater Dublin Area will allow <strong>for</strong> further opportunit<strong>ie</strong>s <strong>for</strong> access to and from the town. The<br />
establishment of the Rural Transport Initiative has facilitated a connection from the hinterland and nearby centres<br />
such as Monasterevin and <strong>Kildare</strong> into the town.<br />
Key Considerations:<br />
• Key trip attractor locations outside of town<br />
• Key trip attractor locations within the town<br />
• Provision of town centre car parks<br />
• Location of public transport nodes within the town<br />
• Bus routing within town and routes between town and other settlements<br />
<strong>Athy</strong> IFPLUT Study 48 Final Report December 2004
ASSESSMENT<br />
Assessment of Future Growth and Needs<br />
Alternative Scenarios<br />
Assessment of Viable Scenarios<br />
<strong>Athy</strong> IFPLUT Study 49 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 50 Final Report December 2004
6 ASSESSMENT OF FUTURE GROWTH AND NEEDS<br />
In this section the future growth is assessed in terms of population growth, employment requirements in the<br />
context of a self-suffic<strong>ie</strong>nt development centre, primary and secondary school provision and services and social<br />
infrastructure.<br />
6.1 Population<br />
Fig 6.1 Overall Growth Patterns in the Study Area<br />
Population Growth<br />
At the outset of this Study it was confirmed by the cl<strong>ie</strong>nt group that a 20,000 target population <strong>for</strong> the Study Area<br />
of <strong>Athy</strong> should be based on its designation as a Secondary Growth Centre in the Strategic Planning Guidelines and<br />
its designation as a Primary Development Centre in the <strong>Kildare</strong> County Development Plan. In addition, the Town<br />
Development Plan targets <strong>for</strong> a population of 13,900 persons by 2006 in the Urban District.<br />
To reach the target population of 20,000, the Study Area has to grow by approximately 11,200 persons, an increase<br />
of 127% on the 2002 population of 8,800 persons. This growth is most sustainably allocated in the urban area of<br />
<strong>Athy</strong>, rather than in the rural area. Assuming that the rural population of the Study Area is allowed to grow at its<br />
natural pace, it will reach, based on the Regional Population Projections, 3,300 people by 2016. Table 6.1<br />
illustrates the growth assumptions <strong>for</strong> the Study Area:<br />
Table 6.1 Population Growth in the Study Area between 2002 and 2016<br />
<strong>Athy</strong> Town Rural Area Study Area<br />
2002 6,058 2,754 8,812<br />
2006 13,900 3,000 16,900<br />
2011 15,300 3,200 18,500<br />
2016 16,700 3,300 20,000<br />
Table 6.2 outlines the potential population growth rates. In terms of an urban population of 16,700 by 2016, an<br />
increase of approximately 10,650 persons would give an increase of 176% corresponding to an average growth per<br />
annum of 760 persons. The population growth, taking into account current granted planning applications will be<br />
740 persons per annum. The table also outlines that taking account of both granted and pending residential<br />
planning applications average growth per annum is equal to 974. This table assumes that granted and pending<br />
<strong>Athy</strong> IFPLUT Study 51 Final Report December 2004
planning applications will be completed by 2006. Overall the table indicates that the required growth rate <strong>for</strong> the<br />
town is already being met in the short term.<br />
Table 6.2 Study Area Population Growth Rates<br />
IFPLUT Potential Population Growth<br />
2002 2016 Increase % Growth Average Growth Per Annum<br />
Urban 6,058 16,700 10,642 176% 760<br />
Rural 2,754 3,300 546 20% 39<br />
Current Population Growth Taking Cognisance of Granted Planning Applications<br />
2002 2006 Increase % Growth Average Growth Per Annum<br />
Urban 6,058 9,019 2,961 49% 740<br />
Population Growth Taking Cognisance of Pending Residential Planning Applications<br />
2002 2006 Increase % Growth Average Growth Per Annum<br />
Urban 6,058 9,954 3,896 64% 974<br />
Section 3.4 has shown that granted and pending planning applications provide <strong>for</strong> approximately 1,450 residential<br />
units. At a household size of 2.7 the planning applications provide <strong>for</strong> 3,850 people. Thus, a further 6,800 people<br />
have to be provided <strong>for</strong> in the urban area until 2016.<br />
Demographic Profile<br />
In order to <strong>for</strong>ecast the future age group profile, the projections in the CSO Regional Population Projections 2001-<br />
2031 <strong>for</strong> the Mid-East Region were employed. The following table 6.3 illustrates the age groups <strong>for</strong> the Study<br />
Area <strong>for</strong> 2006, 2011 and 2016, as well as 2002, which is included <strong>for</strong> comparative purposes (see Table 3.2).<br />
Table 6.3 Demographic Profile in 2002, 2006, 2011and 2016<br />
2002 (DED Level) 2006 2011 2016<br />
Actual % Actual % Actual % Actual %<br />
0-14 2,250 21.76 3,501 20.71 3,722 20.12 3,794 18.97<br />
15-24 1,586 15.34 2,246 13.29 2,088 11.29 2,195 10.97<br />
25-44 2,995 28.97 4,983 29.49 5,425 29.33 5,614 28.07<br />
45-64 2,300 22.24 4,146 24.53 4,809 26.00 5,349 26.74<br />
65+ 1,209 11.69 2,024 11.95 2,452 13.25 3,049 15.24<br />
Total 10,340 100.0 16,900 100.0 18,500 100.0 20,000 100.0<br />
Households and Household Sizes<br />
National and international trends indicate that household sizes in Ireland are likely to further decrease in size in the<br />
future. The Soc<strong>ie</strong>ty of Chartered Surveyors 1 predicts <strong>for</strong> 2006 a household size of 2.72. The NSS indicates a<br />
convergence to the EU average of 2.63 in 2011. Table 6.4 illustrates the various household sizes and the resulting<br />
number of households in the Study Area.<br />
Table 6.4 Number of Households and Household Sizes, 1996-2011<br />
Persons in Private<br />
Households Households Household Size<br />
1996 (DED Level) 8,991 2,822 3.19<br />
2002 (DED Level) 9,953 3,363 2.96<br />
2006 (Study Area) 16,900 6,213 2.72<br />
2011 (Study Area) 18,500 7,034 2.63<br />
Note however that a more conservative household size of 2.7 <strong>for</strong> the Study Area was appl<strong>ie</strong>d to 2016, as the<br />
smaller household size predicted in the NSS is a national average, and there<strong>for</strong>e includes large urban areas, which<br />
tend to have small average household sizes.<br />
1 Soc<strong>ie</strong>ty of Chartered Surveyors, Housing Supply and Urban Development Issues in the GDA, Oct. 2002.<br />
<strong>Athy</strong> IFPLUT Study 52 Final Report December 2004
6.2 Employment<br />
Because of the uncertainty involved in long-term projections of labour <strong>for</strong>ce participation rates (LFPR) the CSO 2<br />
restricted their projection period up to and including 2011. Two scenarios have been developed, the first (M1)<br />
being the one consistent with the existing Irish economy and the labour market continuing to per<strong>for</strong>m strongly in<br />
comparison with other countr<strong>ie</strong>s, and the second (M2) taking a more pessimistic v<strong>ie</strong>w on Irish economic growth<br />
rates and there<strong>for</strong>e net migration.<br />
To be able to provide some indication of the labour <strong>for</strong>ce in 2016 a participation rate of 45% of the total population<br />
as a continuation of Scenario M2 is being assumed. Although the M1 Scenario is considered the more likely one<br />
on a national level, the peripheral location of <strong>Athy</strong> suggests the application of the M2 Scenario. At a population of<br />
20,000 in 2016 this means a labour <strong>for</strong>ce of 9,000 persons. (It should be noted that <strong>for</strong> the purpose of <strong>for</strong>ecasting<br />
the participation rate in this section is the proportion of persons in the labour <strong>for</strong>ce as a percentage of the total<br />
population as opposed to a percentage of all persons in the 15+ age group. In Section 3.3, following the CSO<br />
methodology, the participation rate is taken as the proportion of persons in the work<strong>for</strong>ce aged 15+ expressed as a<br />
percentage of all persons in that age group.)<br />
In an ideal situation the total labour <strong>for</strong>ce would be employed in the Study Area itself. This scenario does not take<br />
regard of outward migration but assumes that outward and inward migration balance each other and that the total<br />
number of people working in the Study Area equals the labour <strong>for</strong>ce of 9,000 persons.<br />
Following this methodology and taking regard to jobs likely to be provided by granted and pending planning<br />
applications (see Section 3.4) an additional 6,700 jobs have to be created in the timeframe of this Study.<br />
Participation Rate: 45%<br />
Labour Force: 9,000 (at a population of 20,000)<br />
Existing Jobs 2002: 1,760<br />
Jobs Provided by Planning Applications: 600<br />
Additional Jobs between 2002-2016: 6,700<br />
Average Jobs to be created per annum: 480<br />
It is the vision of the study that <strong>Athy</strong> will provide employment across as broad a spectrum as possible. However, in<br />
order to project the amount of land needed <strong>for</strong> various employment sectors, some assumptions were necessary.<br />
These are based on the current split in <strong>Athy</strong> between retail, office, industry and warehousing and the prediction<br />
that this split will change in the future in line with national trends. These trends indicate a decline in industrial<br />
employment and an increase in office employment and warehousing.<br />
In terms of specific sites <strong>for</strong> each of the viable land use scenarios considered in section 7 the following site<br />
coverages and occupancy ratios were assumed:<br />
Site Coverage Assumptions<br />
− Retail: 0.66<br />
− Industrial: 0.4<br />
− Warehousing: 0.3<br />
− Office: 0.7<br />
Occupancy Rates<br />
− Retailing: 1 no. employee per 50 sq m<br />
− Industry: 1 no. employee per 50 sq m<br />
− Warehousing: 1 no. employee per 100 sq m<br />
− Office: 1 no. employee per 32.5 sq m<br />
2 CSO, Population and Labour Force Projections 2001-2031, July 1999.<br />
<strong>Athy</strong> IFPLUT Study 53 Final Report December 2004
6.3 Educational Facilit<strong>ie</strong>s<br />
To project the future needs <strong>for</strong> school facilit<strong>ie</strong>s it is considered reasonable to apply the share of school going age<br />
groups of the total population predicted <strong>for</strong> 2016 in the M1F2 scenario:<br />
• Primary school going age group (5-12): 11% of total population<br />
• Secondary school going age group (13-18): 8.26% of total population<br />
Note that these percentages were also cross-referenced against the age categor<strong>ie</strong>s derived from the CSO Mid-East<br />
regional projections. The results were almost identical.<br />
Primary Schools<br />
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<br />
provided <strong>for</strong> by this year, with a baseline population of 16,700 in the urban area. If one further assumes that the<br />
existing schools are currently run to their capacity 4 , approximately 1,200 persons will not be catered <strong>for</strong> in those<br />
facilit<strong>ie</strong>s by 2016. To accommodate them two new facilit<strong>ie</strong>s, one with 480 students (2x8 classes at 30 pupils) and<br />
one with 720 students (3x8 classes at 30 pupils) are required in the lifetime of the Study. The location of this new<br />
school, is dependant on where the future population resides.<br />
Secondary Schools<br />
The CSO assumes 8.26% of the total population in secondary school age by 2016. This means that approximately<br />
1,400 persons need to be provided <strong>for</strong> in <strong>Athy</strong>. 1,050 persons can be accommodated in the existing facilit<strong>ie</strong>s 5 . For<br />
the remaining pupils a small new secondary facility has to be provided <strong>for</strong> a total of 360 students (2x6 classes at 30<br />
pupils).<br />
6.4 Services and Infrastructure<br />
Integral part of this Study is to provide <strong>for</strong> the appropriate level of services and facilit<strong>ie</strong>s to cater not only <strong>for</strong> <strong>Athy</strong><br />
but also <strong>for</strong> the hinterland of the Study Area. This will ensure, that <strong>Athy</strong> develops in the long-term as a selfsustaining<br />
Secondary Growth Centre, with a high level of employment activit<strong>ie</strong>s, high order shopping and a full<br />
range of social facilit<strong>ie</strong>s with only limited commuting from the Study Area to the Metropolitan Area and other<br />
centres.<br />
The future level of services and facilit<strong>ie</strong>s depends on a var<strong>ie</strong>ty of factors:<br />
− Future population<br />
− Facilit<strong>ie</strong>s in other centres in the region<br />
− Development polic<strong>ie</strong>s<br />
The National Spatial Strategy provides a generic model outlining the level of service provision appropriate <strong>for</strong><br />
different types of settlements, ranging from a village to a small town, a county town and a city. It is important to<br />
note that this model does not constitute a definite list of services <strong>for</strong> each settlement type. It only gives an<br />
indication. Each town has to be looked at individually and assessed in respect of its role in the overall settlement<br />
structure. Below, in Fig 6.2, this model is appl<strong>ie</strong>d to <strong>Athy</strong>, suggesting the likely level of services appropriate <strong>for</strong><br />
the town.<br />
Whilst a future population of 16,700 would ensure that <strong>Athy</strong> is a similar size to many county towns around the<br />
country its proximity to other centres including Naas/Newbridge/Kilcullen means that the provision of services on<br />
the level of a county town would be economically unviable and unsustainable. In this context, <strong>Athy</strong> is seen as<br />
ranging between a county town and a small town.<br />
3<br />
CSO, Population and Labour Force Projections, M1F2 Scenario, 1999.<br />
4 Approximately 600 persons were enrolled in <strong>Athy</strong> primary schools in the 2000/2001 academic year. This figure is taken as<br />
total capacity, since no accurate data is available.<br />
5 Approximately 1,050 persons were enrolled in <strong>Athy</strong> secondary schools in the 2000/2001 academic year. This figure is taken<br />
as total capacity <strong>for</strong> the existing secondary schools.<br />
<strong>Athy</strong> IFPLUT Study 54 Final Report December 2004
In terms of third level education, <strong>Athy</strong> is or<strong>ie</strong>ntated towards other locations, such as Carlow and Dublin. A<br />
suffic<strong>ie</strong>nt provision with primary and secondary schooling facilit<strong>ie</strong>s is there<strong>for</strong>e considered satisfactory. Also, the<br />
provision of a circuit court is not considered necessary due to the proximity to e.g. Carlow, Kilkenny, Portlaoise<br />
and Naas.<br />
Figure 6.2 Indicative Levels of Services in <strong>Athy</strong> (derived from National Spatial Strategy)<br />
In relation to health facilit<strong>ie</strong>s the provision of hospital specialists is not considered appropriate in the town.<br />
To develop <strong>Athy</strong> into a self-sustaining centre, a large number of additional jobs have to be provided in the future<br />
across a range of employment sectors. This need justif<strong>ie</strong>s the development of industry parks and of offices to<br />
accommodate professional services adequate <strong>for</strong> a county town of the size and location of <strong>Athy</strong>. This growth in<br />
higher density employment is underpinned by <strong>Athy</strong>’s allocation under the government’s decentralisation initiative.<br />
With a target population of 20,000 in the Study Area the level of provision with community facilit<strong>ie</strong>s appropriate<br />
<strong>for</strong> a county town can be considered as adequate <strong>for</strong> <strong>Athy</strong>. This is justif<strong>ie</strong>d with the need to greatly increase the<br />
town’s attraction.<br />
Similarly, the level of retail provision appropriate <strong>for</strong> a county town appears to be adequate <strong>for</strong> <strong>Athy</strong>. The Retail<br />
Planning Strategy <strong>for</strong> the Greater Dublin Area supports this (see Section 2.2.7) by identifying <strong>Athy</strong> as Sub-County<br />
Centre. The provision of low and middle order comparison retailing, superstores and supermarkets will limit<br />
commuting to other centres e.g. to trips <strong>for</strong> high order comparison goods and a wider range of retail warehousing.<br />
The size of <strong>Athy</strong> does not justify the development of large-scale shopping centres, in particular remote from the<br />
town centre. Additional retail provision should rein<strong>for</strong>ce the existing town centre. Retail warehousing, accessible<br />
by car, should be limited to a range of bulky goods like furniture.<br />
In relation to access it is envisaged that future public transport facilit<strong>ie</strong>s will concentrate on providing services to<br />
specific land uses in the surrounding primary development centres and the Metropolitan Area, such as shopping<br />
centres, third level institutions and hospitals. It is also predicted that new and enhanced orbital and local public<br />
transport services within the hinterland will be required, building upon the existing services provided by the<br />
various operators as outlined in Section 3. These services facilitate various travel requirements between <strong>Athy</strong> and<br />
its hinterland and other towns. In keeping with the sustainable objectives of the Study the town’s future<br />
development will facilitate a compact urban <strong>for</strong>m with a considerable number of permeable and penetrative slow<br />
mode linkages. This provision will make the town centre highly accessible to a significant proportion of the<br />
population. Taking this into account it is considered that the benefits of providing an intra-town bus service would<br />
be marginal.<br />
<strong>Athy</strong> IFPLUT Study 55 Final Report December 2004
In assessing the need <strong>for</strong> future facilit<strong>ie</strong>s in comparison to the existing provision in <strong>Athy</strong> (see Section 3) it becomes<br />
evident that additional facilit<strong>ie</strong>s are required in the following sectors:<br />
− Professional services (in particular high quality office space)<br />
− Enterprise development (industry parks and enterprise centres)<br />
− Community facilit<strong>ie</strong>s (in particular cultural and leisure facilit<strong>ie</strong>s)<br />
− Education (see Section 6.3 above)<br />
− Retailing (in particular additional facilit<strong>ie</strong>s <strong>for</strong> the weekly shop and a wider range of low and middle order<br />
comparison goods, some retail warehousing)<br />
It should be noted that a comprehensive catalogue of additional facilit<strong>ie</strong>s <strong>for</strong> <strong>Athy</strong> is not possible and is not the aim<br />
of this Study. The model above only gives an indication of the level of services appropriate <strong>for</strong> <strong>Athy</strong>, ranging<br />
between the levels <strong>for</strong> a small town and a county town. Facilit<strong>ie</strong>s appropriate <strong>for</strong> a city are not desired in <strong>Athy</strong>.<br />
<strong>Athy</strong> IFPLUT Study 56 Final Report December 2004
7 ALTERNATIVE SCENARIOS<br />
7.1 Introduction<br />
In order to assess the appropriate location <strong>for</strong> future development in the Study Area, a number of potential land use<br />
scenarios were analysed. A total of six land use scenarios were initially assessed in terms of their compliance with<br />
the guiding principles. The six scenarios are:<br />
A. Do minimum approach – continue development as per the Development Plan.<br />
B. Consolidation of development on appropriate town centre sites, and the development of additional<br />
lands to the west of the railway and the town centre.<br />
C. Consolidation of development on appropriate town centre sites, and development of additional<br />
lands east of the town centre.<br />
D. Consolidation of development on appropriate town centre sites and development of additional land<br />
to the east and west of the river.<br />
E. Concentration of all development south of the town.<br />
F. Concentration of all development north of the town.<br />
The scenarios include the following common elements:<br />
• To accommodate an urban population increase of approximately 6,800 in almost 2,500 new households<br />
resulting in an urban population of 16,700. This accounts <strong>for</strong> the existing population of 6,050 and the<br />
potential population of 3,900 from the 1,450 residential units identif<strong>ie</strong>d as granted or pending planning<br />
applications in section 3.4.<br />
• To accommodate approximately 6,700 new jobs, assuming full employment and balanced inward and<br />
outward migration.<br />
• To provide adequate schooling facilit<strong>ie</strong>s <strong>for</strong> the existing and future population.<br />
• To provide adequate local services and community facilit<strong>ie</strong>s.<br />
<strong>Athy</strong> IFPLUT Study 57 Final Report December 2004
7.2 Land Use Scenario A<br />
This scenario is essentially a do-minimum approach i.e.<br />
the continued development of the existing land use zones<br />
in the Study Area, in line with existing Development<br />
Plan polic<strong>ie</strong>s. The <strong>Athy</strong> Development Plan does not<br />
contain any maximum or minimum density standards.<br />
Residential density is determined by minimum garden<br />
sizes, minimum room sizes etc. It has been estimated as<br />
part of this Study, based on the Development Plan and<br />
what has recently been granted in the town, that typical<br />
densit<strong>ie</strong>s are in the order of 30 dwellings per hectare.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Within this scenario lands are poorly connected to the<br />
town centre and employment areas by walking and<br />
cycling routes. The result would be a continuing reliance<br />
on the car. Many of the employment uses are in the<br />
town centre, or in close proximity to it. It is considered<br />
there<strong>for</strong>e, that Scenario A would partially comply with<br />
this particular guiding principle.<br />
Best Use of Existing and Proposed Infrastructure<br />
As some of the existing zoned undeveloped residential<br />
Figure 7.1 Scenario A<br />
land is considered remote from the town, it does not make<br />
the most effic<strong>ie</strong>nt use of existing and proposed infrastructure, <strong>for</strong> example roads, public transport, walking and<br />
cycling, networks. The proposed southern bypass utilises a disused railway line <strong>for</strong> parts of its alignment. Much<br />
of the employment-zoned lands are remote from the bypass and the railway station. In this regard Scenario A<br />
would only partially comply with this guiding principle.<br />
Building on the Physical and Cultural Heritage<br />
In general, the development of the town in accordance with the Development Plan polic<strong>ie</strong>s will comply with this<br />
guiding principle. However, opportunit<strong>ie</strong>s <strong>for</strong> making better use of the River Barrow and the Grand Canal are not<br />
exploited particularly to the south of the town centre, at the confluence of the river Barrow and along the canal<br />
where Tegral and Minch Norton are located.<br />
<strong>Athy</strong> IFPLUT Study 58 Final Report December 2004
7.3 Land Use Scenario B<br />
Under Scenario B residential and employment lands are<br />
concentrated to the west of the railway and the town<br />
centre. Higher residential densit<strong>ie</strong>s are advocated in line<br />
with the Residential Density Guidelines, particularly<br />
within walking distance of the public transportation nodes<br />
and the main street. Gross densit<strong>ie</strong>s of 50 dwellings per<br />
hectare are suggested within 600 m of the train station, bus<br />
station and Main Street. Gross densit<strong>ie</strong>s of 35 dwellings<br />
per hectare are suggested <strong>for</strong> lands outside this 600m<br />
radius.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Scenario B looked to comply with this guiding principle.<br />
The potential relocation of Tegral and Minch Norton and<br />
the development of their sites <strong>for</strong> mixed purposes will<br />
extend the town centre, and bring higher density<br />
employment uses closer to the residential areas of Ardrew,<br />
located to the west of the town.<br />
Best Use of Existing and Proposed Infrastructure<br />
It is considered that Scenario B will maximise the use of<br />
Figure 7.2 Scenario B<br />
existing infrastructure, as it will concentrate high-density<br />
development in the town centre, and will promote higher densit<strong>ie</strong>s than currently exist in locations adjoining the<br />
built up area. It will require the provision of a Southern Outer Bypass.<br />
Building on the Physical and Cultural Heritage<br />
The development of higher densit<strong>ie</strong>s in the town centre, the relocation of Tegral and Minch Norton and the<br />
subsequent redevelopment of their sites, together with the development of the site to the north at the confluence of<br />
canal and the River Barrow , can significantly enhance the physical and cultural heritage of the town.<br />
<strong>Athy</strong> IFPLUT Study 59 Final Report December 2004
7.4 Land Use Scenario C<br />
Figure 7.3 Scenario C<br />
This scenario focuses on the consolidation of<br />
development on appropriate town centre sites, and<br />
development of additional lands east of the town.<br />
Residential densit<strong>ie</strong>s similar to those discussed under<br />
Scenario B above, are advocated.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Scenario C will concentrate development on available<br />
sites in the town centre, and will concentrate additional<br />
development adjoining the built up area to the east of the<br />
town. Given the proposed juxtaposition of future<br />
residential and future employment zones, and also the<br />
proximity to the railway station, it is considered that<br />
Scenario C would comply with this guiding principle.<br />
Best Use of Existing and Proposed Infrastructure<br />
Similar to Scenario B, it is considered that Scenario C<br />
will maximise the use of existing infrastructure, as it will<br />
concentrate high-density development in the town centre,<br />
and will promote higher densit<strong>ie</strong>s than currently exists in<br />
locations adjoining the built up area. Furthermore<br />
overall travel distance to the train station will be<br />
minimised.<br />
Building on the Physical and Cultural Heritage<br />
The development of higher densit<strong>ie</strong>s in the town centre, the potential relocation of Tegral and Minch Norton and<br />
the subsequent redevelopment of their sites, together with the development of the site north of where canal and<br />
river cross, will significantly enhance the physical and cultural heritage of the site.<br />
<strong>Athy</strong> IFPLUT Study 60 Final Report December 2004
7.5 Land Use Scenario D<br />
This scenario focuses on the dispersal of residential and<br />
employment uses in <strong>Athy</strong>, a proposed bypass to the north<br />
of the town, and the utilisation of part of the southern<br />
proposed bypass route. Residential densit<strong>ie</strong>s similar to<br />
those discussed under Scenarios B and C above, are<br />
advocated.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Scenario D will partially comply with this guiding<br />
principle. Whilst the employment zones east of the town<br />
will be accessible by sustainable modes of transportation,<br />
the existing industrial areas to the west will remain<br />
relatively isolated from new residential uses.<br />
Best Use of Existing and Proposed Infrastructure<br />
Scenario D will focus development in proximity to the<br />
railway and will encourage high-density uses in the town,<br />
centre but will require a northern bypass. In this regard, it<br />
is only considered to partially comply with the guiding<br />
principle.<br />
Figure 7.4 Scenario D<br />
Building on the Physical and Cultural Heritage<br />
Scenario D will partially comply with this guiding principle. The opportunity to relocate Tegral and Minch Norton<br />
away from the canal is lost, but the site to the north of the waterway confluence will be developed.<br />
<strong>Athy</strong> IFPLUT Study 61 Final Report December 2004
7.6 Land Use Scenario E<br />
Under this scenario new growth will take place on<br />
available lands to the south of the town’s built up area.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Scenario E will not comply with this guiding principle, as<br />
areas will have to be rezoned and developed south of the<br />
town, remote from the town centre and other existing<br />
employment areas.<br />
Best Use of Existing and Proposed Infrastructure<br />
Scenario E will not comply with this guiding principle as<br />
substantial new roads, public transport, walking, cycling,<br />
water and drainage networks <strong>for</strong> the new residential<br />
population will have to be developed to the south of the<br />
town.<br />
Building on the Physical and Cultural Heritage<br />
Scenario E does not comply with this guiding principle, as<br />
no new development will occur in the town centre, thus<br />
losing a significant opportunity to enhance the physical<br />
appearance of the town.<br />
Figure 7.5 Scenario E<br />
<strong>Athy</strong> IFPLUT Study 62 Final Report December 2004
7.7 Land Use Scenario F<br />
Under this scenario new growth will take place on<br />
available lands to the north of the town’s built up area.<br />
Mix of Land Uses and the Promotion of Sustainable<br />
Travel<br />
Scenario F will fail to comply with this guiding principle.<br />
Substantial lands will have to be zoned to the north of the<br />
town, resulting in urban sprawl, and a continued reliance<br />
on the car.<br />
Best Use of Existing and Proposed Infrastructure<br />
Scenario F will not comply with this guiding principle, as<br />
existing infrastructural provision in the town centre will<br />
not be fully utilised.<br />
Building on the Physical and Cultural Heritage<br />
As in Scenario E, Scenario F does not comply with this<br />
guiding principle, as no new development will occur in<br />
the town centre, thus losing a significant opportunity to<br />
build on the physical and cultural heritage of the town.<br />
7.8 Summary<br />
It is apparent from Table 7.1 below that Land Use Scenarios E and F do not comply with the guiding principles<br />
and are not worthy of further investigation. Land Use Scenarios A, B, C and D however, are either in compliance<br />
or partial compliance and should be assessed further in the context of the specific objectives <strong>for</strong> the Study Area.<br />
This assessment is carr<strong>ie</strong>d out in the following sections of this report.<br />
Table 7.1: Assessment of Land Use Scenarios in the Context of the Guiding Principles<br />
Guiding Principles A B C D E F<br />
Mix of Land Uses and Promotion of Sustainable Travel <br />
Best Use of Existing and Proposed Infrastructure <br />
Building on the Physical and Cultural Heritage <br />
- In full compliance with guiding principle<br />
- In partial compliance with guiding principle<br />
- Not in compliance with guiding principle<br />
Figure 7.6 Scenario F<br />
<strong>Athy</strong> IFPLUT Study 63 Final Report December 2004
8 ASSESSMENT OF VIABLE SCENARIOS<br />
In Section 7 two out of six scenarios have been ruled out by way of assessing them in terms of their compliance<br />
with the guiding principles. Scenario A, B, C and D are now further assessed against objectives 1-9 and 11.<br />
Objectives 10 and 12 are assessed in Section 9 using the MEPLAN and SATURN modelling suites.<br />
Each of the scenarios accommodates the following, as outlined in section 7.1:<br />
• An urban population increase of 6,800<br />
• 2,500 new households<br />
• 6,700 new jobs<br />
Each of the scenarios are based on the following land use assumptions:<br />
Future Residential in Scenario A: Residential density of 30 units /ha as per the Town Development Plan<br />
standards<br />
Future Residential in Scenarios B, C and D: Residential density of 50 units/ha within 600m from town<br />
centre and train station, residential density of 35units/ha outside these catchments<br />
Future Commercial: Generally 50% retailing, 25% offices and 25% apartments<br />
Future Low Density Employment: 60% industry and 40% warehousing<br />
Future High Density Employment: Generally 50% offices, 25% industry and 35% warehousing<br />
In addition each scenario was assessed by modelling the walking distances from the residential areas to the key trip<br />
attractions. This assessment tool contributes in the selection of the preferred scenario or highlights elements of<br />
particular scenarios based on penetration of the town and its facilit<strong>ie</strong>s by sustainable modes of transport.<br />
The modelling process works by calculating the distance from various residential areas to the town’s major trip<br />
attractions. The major trip attractions include the commercial town centre, rail station, primary and secondary<br />
schools and employment centres. These walking distances are then evaluated against the acceptable walking<br />
distances to the various land uses. From this analysis the population living within acceptable walking distances of<br />
the major trip attractions can be calculated and a comparison made as to the level of sustainability of each land use<br />
scenario.<br />
Table 8.1 below details the various walking distance thresholds <strong>for</strong> each of the land uses. These distances are based<br />
in particular on guidance set out in ‘Guidelines <strong>for</strong> Providing <strong>for</strong> Journeys by Foot (2000)’ published by the<br />
Institution of Highways and Transportation and also on the appreciation of the scale and layout of the Study Area.<br />
It should be noted that the distances to the various trip attractions was measured from the centroid of the residential<br />
land mass. There<strong>for</strong>e, although on average the land mass may l<strong>ie</strong> outside of the walking threshold, a significant<br />
proportion may still l<strong>ie</strong> within the acceptable or desirable distance to the trip attraction.<br />
The descriptions of the viable scenarios are accompan<strong>ie</strong>d by maps illustrating the desirable and acceptable walking<br />
distances from the town centre, schools and rail stations. On these maps the main residential areas are denoted as A<br />
to H.<br />
<strong>Athy</strong> IFPLUT Study 64 Final Report December 2004
Table 8.1: Walking Assessment Thresholds<br />
Common Facilit<strong>ie</strong>s<br />
Town Centre<br />
Commercial Zone<br />
Walking Distances to Various Trip Attractions Compliance with Study Objectives (*)<br />
Category A Category B Category C<br />
Desirable (m) Acceptable (m)<br />
Beyond Preferred<br />
Max (m)<br />
Favours<br />
Well<br />
Delivers to<br />
Some Extent<br />
Fails to<br />
Deliver<br />
o X<br />
0 – 500 501 – 1000 1001 + 66%+ 36 - 65% 0 - 35%<br />
Schools Primary 0 – 400 401 – 800 1001 + 76%+ 51 - 75% 0 - 50%<br />
Schools Secondary 0 – 750 751 – 1500 1501 + 81%+ 61 - 80% 0 - 60%<br />
Railway Station 0 – 600 601 – 1200 1201 + 76%+ 51 - 75% 0 - 50%<br />
(*) The percentage quoted is the proportion of the population living within the acceptable (including desirable) distance of the trip attraction.<br />
Further in<strong>for</strong>mation regarding the outputs from the walking assessments are contained further on in this section of<br />
the report and are summarised in section 8.5.<br />
<strong>Athy</strong> IFPLUT Study 65 Final Report December 2004
8.1 Scenario A – Do Minimum<br />
Scenario A is based on the future growth of the town in line with the existing Development Plan. In this Plan the<br />
majority of future residential development is situated in the southwest (Ardrew) and in the east/ northeast of <strong>Athy</strong>.<br />
The average density is assumed to be 30 units per hectare, following current development plan standards in the<br />
town. The area of Ardrew comprises approximately 30 hectares, whereas the main three sites in the east and<br />
northeast of the town comprise approximately 37 hectares. Infill developments in the town centre and in the area<br />
of Coneyburrow amount to 19 hectares. A further 1 hectare is assumed to be developed <strong>for</strong> residential purposes on<br />
re-development sites in the town centre, so that in total approximately 87 hectares of land will be developed <strong>for</strong><br />
residential purposes under Scenario A.<br />
Figure 8.1 Scenario A<br />
Future commercial lands are located in the town centre. Within the re-development sites designated in the<br />
Development Plan 4 hectares are assumed to be developed <strong>for</strong> retailing and 1 hectare <strong>for</strong> offices. The Convent site<br />
in Stanhope Place north of the town centre, zoned commercial in the Development Plan can accommodate<br />
approximately 1 hectare <strong>for</strong> retail/office use.<br />
The Development Plan does not provide <strong>for</strong> high-density employment. The bulk of low-density employment lands<br />
are located to the west of the town centre and amounts to approximately 29 hectares. The remaining sites comprise<br />
in total 16 hectares. The primary and secondary schools additionally required in the future will be located in the<br />
Ardrew area in the southwest. All existing schools remain at their present location.<br />
With regard to supporting infrastructure, Scenario A will see the development of the N78 Inner Rel<strong>ie</strong>f Street and<br />
the outer bypass following the alignment of the disused rail link to the Tegral site. It is also assumed that the N9<br />
realignment is completed incorporating the link to <strong>Athy</strong>.<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban Area allowing <strong>for</strong> natural increases in population in<br />
the Study Hinterland Area.<br />
Scenario A compl<strong>ie</strong>s with this objective as potential population growth can be facilitated within the urban area<br />
with natural growth being accommodated within the hinterland. . It is envisaged that many under-utilised sites<br />
within the town will be redeveloped following the development of the Inner Rel<strong>ie</strong>f Street.<br />
<strong>Athy</strong> IFPLUT Study 66 Final Report December 2004
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
Scenario KA per<strong>for</strong>ms poorly against this objective. In considering if the scenario facilitates a compact urban<br />
<strong>for</strong>m the considerable extent of green-f<strong>ie</strong>ld development, including sites remote from the town centre and train<br />
station has to be taken in to account. The re-use of under-utilised sites cannot be considered as suffic<strong>ie</strong>nt, to e.g.<br />
provide inter alia <strong>for</strong> a substantial share of the future jobs required in <strong>Athy</strong>. Thus, their contribution to a more<br />
compact urban <strong>for</strong>m is marginal. Furthermore, low residential densit<strong>ie</strong>s as per Development Plans standards<br />
contribute to relative urban sprawl. Different land uses are poorly intermixed and remote from each other. The<br />
future residential development will take place to the northeast and southwest of the town and employment lands<br />
are located to the northwest of the town. The railway line constitutes a substantial barr<strong>ie</strong>r <strong>for</strong> uninhibited<br />
movement between residential areas in the east and the town centre and employment lands in the west.<br />
Furthermore, the location of future land uses does not contribute to the consolidation of the town centre, as they are<br />
largely located remote from the centre. This will inhibit the creation of a sense of place and character, which can be<br />
predominantly ach<strong>ie</strong>ved by a mix of uses in close vicinity of each other and in direct relation to the town centre as<br />
the main focal point. In addition, the integrity and vitality of the local community, which depends on active<br />
communication in vibrant urban places, where different land uses are intermixed and within close proximity of<br />
each other, cannot be maximised. The relative urban sprawl under Scenario A will contradict conservation goals<br />
such as the protection of the open countryside as invaluable amenity area and natural habitat.<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of housing types and densit<strong>ie</strong>s.<br />
Scenario A does not comply with Objective 3. With low residential densit<strong>ie</strong>s in line with current development<br />
standards the opportunit<strong>ie</strong>s <strong>for</strong> a var<strong>ie</strong>ty of densit<strong>ie</strong>s and housing types is limited, since the majority of<br />
development will consist of detached and semidetached dwellings in potentially conservative layouts. This will<br />
inhibit the creation of a sense of place since conservative layouts and designs are lacking clear means of<br />
identification due to monotonous, interchangeable, repetitive designs, hindering the easy or<strong>ie</strong>ntation within the<br />
neighbourhood and the town, and discourage walking and cycling due to confusing, cul-de-sac based layouts,<br />
supporting the use of the car. This will clearly inhibit the integrity and vitality of the local community, which<br />
depends among other things on the provision <strong>for</strong> different housing needs in close proximity to each other.<br />
Objective 4 Develop slow mode linkages between<br />
residential areas and the railway station.<br />
Scenario A per<strong>for</strong>ms poorly against this objective with<br />
less than 50% of the towns population living within an<br />
acceptable walking distance of the rail station as<br />
indicated on Figure 8.2. This is primarily due to the<br />
proposed development of Ardrew in the west of the<br />
town and its poor proximity to the rail station in the<br />
east of the town. Although the residential development<br />
of Conneyburrow falls within the walking isochrone of<br />
the rail station, the rail line severs the two land uses<br />
creating a far greater walking distance. This severance<br />
is likely to dissuade people from walking and will<br />
there<strong>for</strong>e encourage the use of the private car.<br />
Objective 5 Consolidate commercial and retail<br />
development in the existing town centre.<br />
Scenario A only partially compl<strong>ie</strong>s with this objective.<br />
For the consolidation of the commercial and retail<br />
function of the town centre the revitalisation of the<br />
Redevelopment Areas in the centre play an important<br />
role. Whilst these sites <strong>for</strong>m part of Scenario A, the<br />
retail space that will become available on these sites<br />
will not be suffic<strong>ie</strong>nt to provide <strong>for</strong> the target<br />
population. As a result, additional retail development<br />
will take place in locations outside of the town centre.<br />
This will weaken existing retail in the town centre and<br />
will have a detrimental effect on the town centre’s<br />
function as the key commercial centre.<br />
Figure 8.2 Walking Assessment from<br />
Residential Areas to the Rail Station<br />
<strong>Athy</strong> IFPLUT Study 67 Final Report December 2004
Objective 6 Strategic locations of high-density employment opportunit<strong>ie</strong>s with respect to residential areas<br />
and public transport nodes.<br />
Within the existing <strong>Athy</strong> Development Plan, limited provision has been made <strong>for</strong> the location of high-density<br />
employment centres. This cannot be considered appropriate considering the continuous decline in industrial<br />
employment and the increasing demand <strong>for</strong> office space to cater <strong>for</strong> the growing services industry. Under this<br />
scenario the imbalance in employment opportunit<strong>ie</strong>s will continue to contribute to a large number of commuter<br />
trips to neighbouring towns and is there<strong>for</strong>e contrary to the<br />
sustainable principles of the Study.<br />
Objective 7 Locate schools in areas that will be serviced by<br />
safe walking and cycling routes.<br />
Primary Schools<br />
Scenario A compl<strong>ie</strong>s fully with this objective, with over 70%<br />
of the town being located within an acceptable walking<br />
distance of a primary school. The potential new primary<br />
schools centrally located at Ardrew and Coneyburrow will<br />
provide direct and safe routes <strong>for</strong> a large proportion of the<br />
town’s future population, whilst the existing town centre<br />
primary schools will continue to attract children from the north<br />
of the town. However, in providing only one primary school to<br />
the east of the rail line the scenario fails to provide adequate<br />
schooling <strong>for</strong> residents living in the east of the town. The<br />
railway line will limit access options to schools to the west of<br />
the railway line from the eastern residential areas.<br />
Secondary Schools<br />
It is clear from the assessment that Scenario A meets this<br />
objective in full, with all of the town’s future population living<br />
within acceptable walking distance of a secondary school. A<br />
new secondary school located in the centre of Ardrew will<br />
attract a significant number of slow mode trips from the town’s<br />
future population in the west, whilst Scoil Mhuire, Scoil Eoin<br />
and St Brigid’s will continue to attract pupils from the north<br />
and east of <strong>Athy</strong>.<br />
Figure 8.3 Walking Assessments from<br />
Residential Areas to Secondary Schools<br />
Objective 8 Locate low-density employment opportunit<strong>ie</strong>s adjacent to strategic internal distributor and<br />
road links.<br />
Scenario A partially compl<strong>ie</strong>s with Objective 8. The majority of future low density employment will be located to<br />
the west of the town adjacent the existing IDA park. Although on the periphery of the town, this site will continue<br />
to generate a significant number of cross town trips from people living to the north of the N78. It will also require<br />
HGV traffic to use the southern outer bypass which, given its route to the north of Conneyburrow and through the<br />
Ardrew residential block is only partially suitable <strong>for</strong> such traffic and will increase the degree of severance of the<br />
areas.<br />
A small site has been zoned <strong>for</strong> low-density employment along the proposed southern distributor route. This site is<br />
ideally located adjacent to the N78, the new N9 link and the southern bypass route and will there<strong>for</strong>e remove the<br />
need <strong>for</strong> excessive HGV traffic along sensitive routes in the town centre. However the scale of the site means that<br />
the full potential of this location has not been met.<br />
<strong>Athy</strong> IFPLUT Study 68 Final Report December 2004
Objective 9 Maximise slow mode penetration to the<br />
town centre and bus stops.<br />
Scenario A does not comply with this objective with only<br />
31% of the town’s population living within acceptable<br />
walking distance of the town centre. The development of<br />
residential sites on the periphery of the town means that<br />
the majority of the town’s future population will live<br />
outside of the acceptable walking threshold of 1kilometre.<br />
Figure 8.4 Walking Assessments from<br />
Residential Areas to Town Centre<br />
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social, community and passive and active leisure activit<strong>ie</strong>s<br />
that maximise the potential of the existing heritage and amenity.<br />
Scenario A only partly compl<strong>ie</strong>s with this objective. Leisure facilit<strong>ie</strong>s will be provided close to future residential<br />
areas. Due to the remote location of a majority of the residential development associated facilit<strong>ie</strong>s will also be<br />
situated away from the town centre. This will not maximise the potential of existing heritage and amenit<strong>ie</strong>s located<br />
mainly in the town centre.<br />
The future location of leisure facilit<strong>ie</strong>s remote from the town centre will not aid a sense of place and character<br />
based on the existing heritage and amenit<strong>ie</strong>s as main focus of identification in the town. Since future leisure<br />
facilit<strong>ie</strong>s will, because of their location, predominantly provide <strong>for</strong> the future population, Scenario A will not<br />
support the integrity and vitality of the local community as a whole. However, due to residential development to<br />
the east of the town facilit<strong>ie</strong>s like Geraldine Park can be fully utilised.<br />
<strong>Athy</strong> IFPLUT Study 69 Final Report December 2004
8.2 Scenario B<br />
Under Scenario B the focus of future residential development l<strong>ie</strong>s on the southwest of the town in the area of<br />
Ardrew, with approximately 30 hectares. North of the town centre a substantial site is located, with approximately<br />
11 hectares. Future residential development east of the railway line comprises 8 hectares, while infill sites in the<br />
town centre and in Coneyburrow amount to 19 hectares. The re-development sites in the town centre can<br />
accommodate a further hectare <strong>for</strong> residential purposes. In total 69 hectares are projected to be developed <strong>for</strong><br />
residential purposes under Scenario B, nearly 20 hectares less than in Scenario A. Of these 69 hectares 15 hectares<br />
are assumed to be developed at an average density of 50 units per hectare, while the remaining 54 are assumed to<br />
be developed at an average of 35 units per hectare.<br />
Figure 8.5 Scenario B<br />
Future retail and commercial areas are located in the town centre. The main features are the re-development sites<br />
along the Inner Rel<strong>ie</strong>f Street and Main Street and the triangular site north of where canal and river cross, termed<br />
the “Triangle”. While the Triangle contains a residential component (0.6 hectares) it also accommodates<br />
approximately 1.5 hectares <strong>for</strong> retailing and 1 hectare <strong>for</strong> offices. Within the re-development sites 4 hectares are<br />
assumed to be developed <strong>for</strong> retailing and 1 hectare <strong>for</strong> offices. The Convent site in Stanhope Place and the<br />
Cinema site can accommodate approximately 2.7 hectares <strong>for</strong> retail use. There is also a retail component on the<br />
Tegral/Minch-Norton sites, amounting to 2 hectares. In total under Scenario B, approximately 10.2 hectares are<br />
available <strong>for</strong> retailing and 2 hectares <strong>for</strong> offices in the town centre.<br />
High-density employment, as envisaged in Section 6.2, is located on the re-developed sites of Minch-Norton and<br />
Tegral. Their present sites are assumed to accommodate 8.5 hectares <strong>for</strong> offices and 3.5 hectares each <strong>for</strong> industry<br />
and warehousing. An additional site north of the town centre by the Canal comprises 1 hectare <strong>for</strong> offices. Lowdensity<br />
employment predominantly takes place to the west of the town, on approximately 29 hectares. The<br />
remainder of the low-density employment sites comprise 14 hectares. In total under Scenario B, 9.5 hectares will<br />
be developed <strong>for</strong> offices (in addition to the office use in the town centre), 29 hectares <strong>for</strong> industry and 21 hectares<br />
<strong>for</strong> warehousing. The employment assumptions<br />
<strong>Athy</strong> IFPLUT Study 70 Final Report December 2004
As in Scenario A the additionally required primary and secondary schools are to be located in the Ardrew area. All<br />
existing schools remain at their present location. Under Scenario B, the Inner Rel<strong>ie</strong>f Street will be developed and a<br />
southern bypass is proposed to the south of the residential areas of Ardrew and Coneyburrow. Local access routes<br />
are proposed along the alignment of the southern distributor route, although these will be severed at the river and<br />
the railway line.<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban Area allowing <strong>for</strong> natural increases in population in<br />
the Study Hinterland Area.<br />
Scenario B compl<strong>ie</strong>s with this objective as potential population growth can be facilitated within the urban area with<br />
natural growth being accommodated within the hinterland. It is envisaged that many under-utilised sites within the<br />
town will be redeveloped following the development of the Inner Rel<strong>ie</strong>f Street.<br />
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
Scenario B compl<strong>ie</strong>s with Objective 2. Under-utilised land has been re-used, and the extent of green-f<strong>ie</strong>ld<br />
development has been reduced in comparison with Scenario A. Higher residential densit<strong>ie</strong>s within walking<br />
distance of the town centre and the railway station contribute to a more compact urban <strong>for</strong>m, although the scope<br />
<strong>for</strong> development at higher densit<strong>ie</strong>s is potentially limited, due to the remoteness of the majority of future residential<br />
areas such as Ardrew.<br />
A better mix of different land uses is ensured, with the future population located close to commercial areas and to<br />
the majority of employment sites. Future employment lands and in particular high-density employment lands are<br />
located close to the town centre, which can be considered as desirable. This, as well as the concentration of<br />
commercial use around and close to the town centre, will contribute to the consolidation of the town centre, while<br />
the remote location of a majority of future residential areas will<br />
have a detrimental effect in this regard, limiting the potential to<br />
develop a sense of place and character. However the redevelopment<br />
of Tegral/Minch Norton lands as well as the<br />
development of the Triangle <strong>for</strong> commercial use and highdensity<br />
employment and amenity will add substantially to the<br />
character of the town. The edge of the town will become closer<br />
to Ardrew and will potentially minimise the peripherality of<br />
this area from the town centre.<br />
Due to the remote location of a majority of the future<br />
population the integrity and vitality of the local community as<br />
a whole cannot be maximised. The negative effect on<br />
conservation goals can be, in comparison to Scenario A,<br />
somewhat limited, because the extent of urban sprawl has been<br />
reduced.<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of housing<br />
types and densit<strong>ie</strong>s.<br />
Scenario B compl<strong>ie</strong>s with this objective. Due to development<br />
at higher residential densit<strong>ie</strong>s in walking distance of town<br />
centre incorporating the Tegral/ Minch Norton and the Triangle<br />
sites, a wider range of densit<strong>ie</strong>s and housing types can be<br />
ach<strong>ie</strong>ved. The scope to some extent will be somewhat limited<br />
because the future residential lands are remote from the train<br />
station. However, given that the ultimate goal is on selfsustainability<br />
this issue is of lesser importance than town centre<br />
access.<br />
Figure 8.6 Walking Assessment from<br />
Residential Areas to Rail Station<br />
Objective 4 Develop slow mode linkages between<br />
residential areas and the railway station.<br />
Scenario B partially compl<strong>ie</strong>s with the above objective with approximately 60% of the town’s population living<br />
within acceptable walking distance of the rail station. Similarly to Scenario A, the rail station will not be accessible<br />
by walking <strong>for</strong> a significant proportion of the residents living in the new developments to the west. However a new<br />
walking link from Conneyburrow to the rail station would provide direct access <strong>for</strong> residents from this<br />
development, there<strong>for</strong>e improving the likelihood of slow mode trips from this area.<br />
<strong>Athy</strong> IFPLUT Study 71 Final Report December 2004
Objective 5 Consolidate commercial and retail<br />
development in the existing town centre.<br />
Scenario B compl<strong>ie</strong>s with Objective 5. Redevelopment sites<br />
will become available <strong>for</strong> retail and commercial development<br />
as well as <strong>for</strong> high-density employment close to the town<br />
centre. The lands of Tegral and Minch Norton will be<br />
redeveloped <strong>for</strong> a mix of offices, retail and some<br />
industry/warehousing. They constitute major sites close to<br />
the town centre, which will contribute to the consolidation<br />
and rein<strong>for</strong>cement of the core. Immediately within the town<br />
centre three other sites will be developed with a strong focus<br />
on retailing: the cinema site at the train station, the Convent<br />
site in Stanhope Place and the Triangle. Future residential<br />
areas are in easy reach of future and existing commercial<br />
areas, which will further contribute to the consolidation of<br />
the town centre.<br />
Objective 6 Strategic location of high-density<br />
employment opportunit<strong>ie</strong>s with respect to residential<br />
areas and public transport nodes.<br />
Within Scenario B, a provision <strong>for</strong> high-density employment<br />
has been made on the existing Tegral and Minch Norton site.<br />
This commercial zone will facilitate a significant number of<br />
walking trips from adjacent residential areas such as Ardrew<br />
is also in close proximity to the town centre bus stops and<br />
will attract walking trips from the railway station.<br />
Objective 7 Strategic location of schools and slow mode<br />
routes to promote sustainable travel.<br />
Primary Schools<br />
Scenario B compl<strong>ie</strong>s fully with this objective, with the entire<br />
town falling within the acceptable walking distance of a<br />
primary school. Similarly to Scenario A, the provision of<br />
new primary schools in the residential centres of Ardrew and<br />
Conneyburrow will attract a large volume of sustainable<br />
trips, whilst the existing primary schools to the north of the<br />
town centre will continue to draw children from the<br />
residential estates in the north of the town.<br />
Unlike Scenario A, the limited residential expansion to the<br />
east of the town reduces the isolation of this region and<br />
hence reduces the dependency of car travel. Furthermore, the<br />
potential to create a slow mode route linking residential areas<br />
to the northeast of the town with the existing town centre<br />
school, via a new pedestrian bridge crossing of the rail line<br />
will further enhance the likelihood of slow mode travel. The<br />
creation of such a route will be of benefit to residents and<br />
children alike, regardless of the scenario that is developed.<br />
Secondary Schools<br />
Again it is clear from the assessment that Scenario B meets<br />
this objective with 89% of the town’s population living<br />
within a desirable distance of a secondary school and the<br />
remainder of the town residing within an acceptable distance<br />
of a secondary school.<br />
Figure 8.7 Walking Assessment from<br />
Residential Areas to Secondary School<br />
Figure 8.8 Walking Assessment from<br />
Residential Areas to Primary Schools<br />
<strong>Athy</strong> IFPLUT Study 72 Final Report December 2004
Objective 8 Locate low-density employment<br />
opportunit<strong>ie</strong>s adjacent to strategic internal distributor<br />
and road links.<br />
Scenario B compl<strong>ie</strong>s with Objective 8. This scenario sees a<br />
significant proportion of its future low-density<br />
employment located to the east of the town adjacent to the<br />
existing IDA Park. Traffic generated will arrive via the<br />
southern outer bypass, which is suitable. There<strong>for</strong>e, both<br />
low-density sites have appropriate access. In keeping with<br />
this objective, lands adjacent the southern bypass and new<br />
N9 link have been designated <strong>for</strong> low density employment.<br />
Objective 9 Maximise slow mode penetration to and<br />
within the town centre.<br />
In terms of walking distances, Scenario B partially<br />
compl<strong>ie</strong>s with this objective as the majority of residential<br />
development proposed in Ardrew is outside of acceptable<br />
walking distance.<br />
However, in considering all of the elements that contribute<br />
to a successful walking environment, the redevelopment of<br />
the Tegral Site and the Triangle will allow <strong>for</strong> the creation<br />
of a number of attractive river/canal side walks linking the<br />
south west residential areas to the town centre. Given this<br />
potential, it is anticipated that a significant number of slow<br />
mode town centre trips could be generated from this<br />
region.<br />
Figure 8.9 Walking Assessment from<br />
Residential Areas to Town Centre<br />
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social community and passive and active leisure activit<strong>ie</strong>s<br />
that maximise the potential of the existing heritage and amenity.<br />
Scenario B compl<strong>ie</strong>s with this objective. . In overall terms the town’s residential development becomes more<br />
centered on the river and canal and there<strong>for</strong>e optimises the potential <strong>for</strong> developing the existing waterways and<br />
historical amenit<strong>ie</strong>s together with the new amenit<strong>ie</strong>s within the town centre. In the town centre itself a number of<br />
sites with significant potential will be developed or redeveloped including the canals and waterways, the Triangle,<br />
Emily Square and Main Street which will clearly contribute to maximising the existing heritage and amenity. This<br />
will aid the vitality and integrity of the local community as well as the creation of a sense of place.<br />
<strong>Athy</strong> IFPLUT Study 73 Final Report December 2004
8.3 Scenario C<br />
Under Scenario C the main focus of future residential development is on the east of the town. The sites east of the<br />
railway line amount to approximately 40 hectares. The large site to the north of the town centre comprises 11<br />
hectares and all remaining infill sites in the town centre and in Coneyburrow comprise 15 hectares. The redevelopment<br />
sites in the town centre can accommodate a further hectare <strong>for</strong> residential purposes. In total 67<br />
hectare are projected to be developed <strong>for</strong> housing under Scenario C, 20 hectares less than in Scenario A. 17<br />
hectares of the total will be developed at 50 units per hectare, and 50 hectares at 35 units per hectare.<br />
Future commercial areas are concentrated in the town centre. As under Scenario B the main feature is the redevelopment<br />
of the Triangle and sites along Main Street and the Inner Rel<strong>ie</strong>f Street. While the Triangle contains a<br />
residential component (0.6 hectares) it also accommodates approximately 1.5 hectares <strong>for</strong> retailing and 1 hectare<br />
<strong>for</strong> offices. Within the re-development sites 4 hectares are reserved <strong>for</strong> retailing and 1 hectare <strong>for</strong> offices. The<br />
Convent site in Stanhope Place and the Cinema site can accommodate approximately 2.7 hectares <strong>for</strong> retail use. In<br />
total under Scenario B, approximately 8.2 hectares are available <strong>for</strong> retailing and 2 hectares <strong>for</strong> offices in the town<br />
centre.<br />
Figure 8.10 Scenario C<br />
High-density employment under Scenario C is located on the re-developed sites of Minch-Norton and Tegral sites.<br />
Their present sites are assumed to accommodate 8.5 hectares <strong>for</strong> offices, and 4.5 hectares each <strong>for</strong> industry and<br />
warehousing. An additional site north of the town centre by the canal comprises 1 hectare <strong>for</strong> offices. Low-density<br />
employment predominantly takes place to the southeast of the town, south of the Southern Distributor Road. It is<br />
assumed that Minch-Norton and Tegral relocate to the southeast of the town as well. There is also a small site <strong>for</strong><br />
low-density employment west of the town. In total under Scenario B, 9.5 hectares will be developed <strong>for</strong> offices (in<br />
addition to the office use in the town centre), 28 hectares <strong>for</strong> industry and 20 hectares <strong>for</strong> warehousing.<br />
The additional primary and secondary schools required will be located in the Clonmullion area to the northeast of<br />
the town. All existing schools remain at their present location.<br />
<strong>Athy</strong> IFPLUT Study 74 Final Report December 2004
To accommodate the growth to the northeast of the town, a<br />
northern distributor link from N78/N9 link junction to the<br />
R417 Monasterevin road is proposed. In addition, the<br />
southern bypass and the Inner Rel<strong>ie</strong>f Street will be<br />
constructed.<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban<br />
Area allowing <strong>for</strong> natural increases in population in the<br />
Study Hinterland Area.<br />
Scenario A compl<strong>ie</strong>s with this objective as potential<br />
population growth can be facilitated within the urban area<br />
with natural growth being accommodated within the<br />
hinterland. It is envisaged that many under-utilised sites<br />
within the town will be redeveloped following the<br />
development of the Inner Rel<strong>ie</strong>f Street.<br />
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
Scenario C partially compl<strong>ie</strong>s with Objective 2. The<br />
scenario facilitates the development of under-utilised land<br />
and minimises green f<strong>ie</strong>ld development. Access to the rail<br />
station is optimised but whilst the overall <strong>for</strong>m is compact a<br />
significant quantum of new residential development is east<br />
of the railway line, which in real terms will not optimise its<br />
connectivity to the town centre. The mix of land uses is also<br />
not maximised, with residential lands in the east quite remote<br />
from future high-density employment lands in the west of the<br />
town.<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of housing<br />
types and densit<strong>ie</strong>s.<br />
Scenario C per<strong>for</strong>ms well in meeting this objective. As<br />
outlined in assessing the per<strong>for</strong>mance against Objective 2,<br />
the effect of higher residential densit<strong>ie</strong>s can be maximised.<br />
The integrity and vitality of the local community as a whole<br />
can be supported and a stronger sense of place facilitated.<br />
Objective 4 Develop slow mode linkages between<br />
residential areas and the rail station.<br />
Scenario C compl<strong>ie</strong>s well with this objective. The<br />
concentration of residential developments to the east of the<br />
town, supported by strong slow mode links to the town<br />
centre will result in more than 75% of the town’s population<br />
being located within an acceptable walking distance of the<br />
rail station.<br />
Objectives 5 Consolidate commercial and retail<br />
development in the existing town centre.<br />
Scenario C compl<strong>ie</strong>s fully with Objective 5. With the<br />
location of future commercial areas close to or within the<br />
town centre, the existing function of the town as primary<br />
retail and commercial core can be consolidated and<br />
extended. This is further aided by the location of highdensity<br />
employment lands and residential lands within easy<br />
reach of the town centre.<br />
Figure 8.11 Walking Assessment from<br />
Residential Areas to Rail Station<br />
Figure 8.12 Walking Assessment from<br />
Residential Areas to Primary Schools<br />
<strong>Athy</strong> IFPLUT Study 75 Final Report December 2004
Objective 6 Strategic locations of high-density employment opportunit<strong>ie</strong>s with respect to residential areas,<br />
and public transport nodes.<br />
There is partial compliance with this objective. While high-density employment lands are within walking distance<br />
of the town centre and the train station, the majority of future residential lands are located on the opposite side of<br />
the town. The railway line further discourages movement by slow modes between both uses.<br />
Objective 7 Strategic locations of schools and slow mode routes to promote sustainable travel.<br />
Primary Schools<br />
Scenario C per<strong>for</strong>ms well against this objective with 87% of the town’s population being located within an<br />
acceptable walking distance of a primary school. The location of a substantial size new school at Clonmullin will<br />
provide a short travel distance <strong>for</strong> children to the east of the railway line minimising the need <strong>for</strong> car trips across<br />
the town centre. Although there is no future residential development planned <strong>for</strong> Ardrew, there is already a<br />
substantial population in this area. The absence of a primary school at Ardrew will continue to result in a demand<br />
<strong>for</strong> car trips from this region, as the nearest primary school will be over a kilometre away.<br />
Secondary Schools<br />
Scenario C meets this objective in full with 87% of the town living within 10 minutes walk of a secondary school.<br />
In this scenario, the additional secondary school required is located to the north east of the town to accommodate<br />
the greater concentration of housing in this region.<br />
Objective 8 Locate low- density employment opportunit<strong>ie</strong>s adjacent to strategic internal distributor and<br />
road links.<br />
Scenario C compl<strong>ie</strong>s with this objective. In keeping with the above objective, Scenario C sees the majority of<br />
future low-density employment located adjacent the southern distributor route and the N78/N9 link junction.<br />
Furthermore, the development of designated slow mode routes between neighbouring residential areas and the new<br />
industrial zone will attract a significant number of sustainable trips. Located adjacent to the N9 link this location<br />
will minimise the interaction of HGV traffic with other modes.<br />
Objective 9 Maximise slow mode penetration to and within the town centre.<br />
Scenario C partially compl<strong>ie</strong>s with this objective with 45% of the population living within walking distance of the<br />
town centre. Similarly to Scenario B, higher residential densit<strong>ie</strong>s in the vicinity of the town centre and the creation<br />
of direct links through new development areas will improve walking to the town centre. The limited expansion of<br />
Ardrew will minimise the average walking distance to the town centre from the west of the town. As with<br />
Scenario B, the redevelopment of the Tegral site and the Triangle will enable attractive walking routes to be<br />
developed linking the town centre to the residential areas to the west of the town.<br />
The potential housing developments to the north east of the town<br />
will be located outside of the walking threshold. In addition, the<br />
location of the railway line will act as a further deterrent to town<br />
centre slow mode trips. This assessment demonstrates the need<br />
<strong>for</strong> a neighbourhood centre located to the north east of the town<br />
to provide essential services <strong>for</strong> residents of this area.<br />
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social,<br />
community and passive and active leisure activit<strong>ie</strong>s that<br />
maximise the potential of existing heritage and amenity.<br />
Scenario C partially compl<strong>ie</strong>s with this objective. The ability to<br />
create a sense of place is somewhat limited because focus of<br />
population has shifted towards the railway line. Existing facilit<strong>ie</strong>s<br />
like Geraldine Park can be fully utilised with the bulk of new<br />
residential areas being located adjacent to it. This will aid the<br />
integrity of the local community. However in terms of the overall<br />
town, access to Geraldine Park from the west of the town is<br />
limited in terms of travel distance.<br />
Figure 8.13 Walking Assessment from<br />
Residential Areas to Town Centre<br />
<strong>Athy</strong> IFPLUT Study 76 Final Report December 2004
8.4 Scenario D<br />
As in Scenario C the residential focus in Scenario D is on the east of the town. The sites east of the railway line<br />
amount to approximately 40 hectares. The large site to the north of the town centre comprises 11 hectares and all<br />
remaining infill sites in the town centre and in Coneyburrow comprise 15 hectares. The re-development sites in<br />
the town centre can accommodate a further hectare <strong>for</strong> residential purposes. In total 67 hectare are projected to be<br />
developed <strong>for</strong> housing under Scenario D, 20 hectares less than in Scenario A. 17 hectares of the total will be<br />
developed at 50 units per hectare, and 50 hectares at 35 units per hectare.<br />
Figure 8.14 Scenario D<br />
Future commercial areas are concentrated in the town centre. The main feature is the re-development of the<br />
Triangle. It can accommodate, besides a residential component (0.6 hectares), approximately 1.5 hectares <strong>for</strong><br />
retailing and 1 hectare <strong>for</strong> offices. Within the re-development sites 4 hectares are reserved <strong>for</strong> retailing and 1<br />
hectare <strong>for</strong> offices. The Convent site in Stanhope Place and the Cinema site can accommodate approximately 2.7<br />
hectares <strong>for</strong> retail use. In total under Scenario B, approximately 8.2 hectares are available <strong>for</strong> retailing and 2<br />
hectares <strong>for</strong> offices in the town centre.<br />
In relation to employment location under Scenario D, Minch Norton and Tegral remain at their present location.<br />
High-density employment is located to the southeast of the town on approximately 17 hectares, accommodating<br />
8.5 hectares <strong>for</strong> offices, and 4.5 hectares each <strong>for</strong> industry and warehousing. Low-density employment is<br />
predominantly located to the west of the town on 29 hectares, with additional smaller sites to the north and<br />
southeast, comprising 12 hectares. In total under Scenario D, 8.5 hectares are reserved <strong>for</strong> offices (in addition to<br />
the office use in the town centre), 29 hectares <strong>for</strong> industry and 21 hectares <strong>for</strong> warehousing.<br />
As in Scenario C additional schools are located in the Clonmullion area, while all existing schools remain at their<br />
present location.<br />
<strong>Athy</strong> IFPLUT Study 77 Final Report December 2004
With regard to infrastructure improvements, Scenario D proposes the construction of a northern bypass from the<br />
N78/N9 new link junction to the N78 east of the Grand Canal. As with all scenarios, the development of the Inner<br />
Rel<strong>ie</strong>f Street has been included.<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban Area allowing <strong>for</strong> natural increases in population in<br />
the Study Hinterland Area.<br />
Scenario D compl<strong>ie</strong>s with this objective as potential population growth can be facilitated within the urban area<br />
with natural growth being accommodated within the hinterland. It is envisaged that many under-utilised sites<br />
within the town will be redeveloped following the development of the Inner Rel<strong>ie</strong>f Street.<br />
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
Scenario D compl<strong>ie</strong>s only partly with Objective 2. The re-use of under-utilised lands is only limited and greenf<strong>ie</strong>ld<br />
development takes place to a somewhat larger extent than under Scenario B and C. Under Scenario D higher<br />
residential densit<strong>ie</strong>s are assumed, which contribute to a more compact urban <strong>for</strong>m. However, the mix of land uses<br />
is not satisfactory, since high-density employment lands are remote from the town centre and from large parts of<br />
future and existing residential areas.<br />
The railway line inhibits free movement between the majority of future residential lands and the town centre. This<br />
also does not aid a sense of place and character,<br />
aggravated by the remote location of high-density<br />
employment lands. The integrity and vitality of the<br />
local community also cannot be maximised, because<br />
different land uses as well as existing and future<br />
residential areas are generally distant from each other.<br />
In relation to conservation goals Scenario D under<br />
per<strong>for</strong>ms compared to Scenario B and C.<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of<br />
housing types and densit<strong>ie</strong>s.<br />
Scenario D per<strong>for</strong>ms well in meeting this objective. As<br />
outlined in assessing the per<strong>for</strong>mance against Objective<br />
2, the effect of higher residential densit<strong>ie</strong>s can be<br />
maximised.<br />
Objective 4 Develop slow mode linkages between<br />
residential areas and railway station.<br />
This scenario has similar residential patterns to Scenario<br />
C and there<strong>for</strong>e per<strong>for</strong>ms in the same way with more<br />
than 75% of the town’s population being located within<br />
an acceptable walking distance of the rail station.<br />
Likewise, a number of slow mode routes linking<br />
neighbourhoods to community centres have been<br />
developed and these routes provide direct links <strong>for</strong><br />
pedestrians, bridging natural and manmade barr<strong>ie</strong>rs,<br />
increasing the sustainability of the town and reducing<br />
the need and desire <strong>for</strong> people to use their cars.<br />
Figure 8.15 Walking Assessment from<br />
Residential Areas to Rail Station<br />
Objectives 5 Consolidate commercial and retail development in the existing town centre.<br />
Scenario D compl<strong>ie</strong>s partly with Objective 5. The re-development of under-utilised sites in the town centre as well<br />
as the re-development of the Triangle, the Convent site in Stanhope Place and the Cinema site offer opportunit<strong>ie</strong>s<br />
<strong>for</strong> the location of future commercial and retail uses in the town centre itself. In v<strong>ie</strong>w of the location of the<br />
majority of future residential lands distant from the town centre it is likely that additional and relatively substantial<br />
retail facilit<strong>ie</strong>s will be developed outside of the town centre. Also, the remote location of high-density employment<br />
lands will support small scale out of centre shopping facilit<strong>ie</strong>s. This would not necessarily conflict with the<br />
consolidation of the town centre as main retail and commercial core.<br />
<strong>Athy</strong> IFPLUT Study 78 Final Report December 2004
Objective 6 Strategic location of high-density employment opportunit<strong>ie</strong>s with respect to residential areas,<br />
and public transport nodes.<br />
Scenario D compl<strong>ie</strong>s only partly with Objective 6. High-density employment lands and the majority of new and<br />
existing residential lands are close to the train station but remote from the town centre. Moreover, the railway line<br />
inhibits free movement towards the town centre. The high-density employment location there<strong>for</strong>e plays no active<br />
role in consolidating the town centre function and may even have a detrimental effect.<br />
Objective 7 Strategic location of schools and slow mode<br />
routes to promote sustainable travel.<br />
Primary Schools<br />
As with Scenario C, the proposal per<strong>for</strong>ms well against the<br />
objective with 87% of the town’s population being located<br />
within an acceptable walking distance of a primary school.<br />
The new Clonmullin school will provide an opportunity <strong>for</strong><br />
safe routes <strong>for</strong> children to the east of the railway line<br />
avoiding the need <strong>for</strong> car trips across the town centre.<br />
However, as with Scenario C the absence of a primary<br />
school at Ardrew will result in a significant number of car<br />
trips from this region, as the nearest primary school will be<br />
over a kilometre away.<br />
Secondary Schools<br />
As has been the trend throughout, Scenario D per<strong>for</strong>ms well<br />
against this objective with all of the town’s population living<br />
within acceptable walking distance of a secondary school<br />
allowing <strong>for</strong> the development of new links across the river<br />
and railway line.<br />
Objective 8 Locate low- density employment<br />
opportunit<strong>ie</strong>s adjacent to strategic internal distributor<br />
and road links.<br />
Scenario D compl<strong>ie</strong>s with this objective. Similarly to<br />
Scenario A and B, Scenario D sees the majority of future low<br />
density employment located east of the town adjacent to the<br />
existing IDA park. However, in contrast with these<br />
scenarios, the construction of the northern bypass will<br />
provide direct access to the site <strong>for</strong> east and westbound HGV<br />
traffic, minimising the need to travel through the town<br />
centre. Further in keeping with this objective is the<br />
development of a low-density employment site at the eastern<br />
end of the Northern Bypass at the N78/ N9 link junction.<br />
Objective 9 Maximise slow mode penetration to and<br />
within the town centre.<br />
The proposed scenario partially compl<strong>ie</strong>s with this objective.<br />
The higher residential densit<strong>ie</strong>s immediately to the east of<br />
the town centre and the creation of direct links through new<br />
development areas will improve walking to the town centre.<br />
The limited expansion of Ardrew will reduce the car<br />
dependent population to the west of the town, however<br />
potential housing developments to the north east of the town<br />
will be located outside of the walking threshold.<br />
Figure 8.16 Walking Assessment from<br />
Residential Areas to Primary School<br />
Figure 8.17 Walking Assessment from<br />
Residential Areas to Town Centre<br />
<strong>Athy</strong> IFPLUT Study 79 Final Report December 2004
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social, community and passive and active leisure activit<strong>ie</strong>s<br />
that maximise the potential of the existing heritage and amenity.<br />
Scenario D partially compl<strong>ie</strong>s with Objective 11. As with Scenario C the ability to create a sense of place is<br />
somewhat limited because focus of population has shifted towards the railway line. Existing facilit<strong>ie</strong>s like<br />
Geraldine Park can be fully utilised with the bulk of new residential areas being located adjacent to it. This will<br />
aid the integrity of the local community. However in terms of the overall town, access to Geraldine Park from the<br />
west of the town is limited in terms of travel distance.<br />
8.5 Summary<br />
Table 8.2 below, summarises each of the relevant objectives assessed using the walking assessment modelling tool.<br />
Table 8.2: Summary of WALK Assessment Results<br />
Slow Modes to and<br />
from the Town<br />
Centre and Bus<br />
Desirable<br />
threshold<br />
Acceptable<br />
threshold<br />
Location of Schools and Slow Mode<br />
Routes<br />
Stops Primary School Secondary School<br />
Beyond<br />
Acceptable<br />
Compliance<br />
Desirable<br />
threshold<br />
Acceptable<br />
threshold<br />
Beyond<br />
Acceptable<br />
Location of<br />
Residential Areas to<br />
Rail Station<br />
Scenario A 3% 28% 69% 69% 3% 27% 63% 37% 0% 3% 46% 51% <br />
Scenario B 3% 38% 59% 75% 25% 0% 89% 11% 0% 4% 57% 39% <br />
Scenario C 3% 43% 54% 63% 14% 13% 87% 13% 0% 4% 73% 22% <br />
Scenario D 3% 43% 54% 63% 14% 13% 87% 13% 0% 4% 73% 22% <br />
- In full compliance with objective<br />
- In partial compliance with objective<br />
- Not in compliance with objective<br />
Table 8.3 Summary of Objective Assessments<br />
Objective 1<br />
Objective 2<br />
Objective 3<br />
Objective 4<br />
<strong>Athy</strong> IFPLUT Study 80 Final Report December 2004<br />
Compliance<br />
Desirable<br />
threshold<br />
Acceptable<br />
threshold<br />
Beyond<br />
Acceptable<br />
Scenario A <br />
Scenario B <br />
Scenario C <br />
Scenario D <br />
- In full compliance with objective<br />
- In partial compliance with objective<br />
- Not in compliance with objective<br />
Objective 5<br />
Objective 6<br />
Objective 7<br />
Objective 8<br />
Objective 9<br />
Objective 11<br />
Compliance<br />
Desirable<br />
threshold<br />
Acceptable<br />
threshold<br />
Beyond<br />
Acceptable<br />
Compliance
In overall terms Scenario B emerged as the preferred development scenario <strong>for</strong> the town taking into account the<br />
qualitative and quantitative assessments under each of the study objectives. In overall terms Scenario B provides a<br />
more spatially balanced land use pattern, compared to Scenarios C and D. Under Scenario B the focus of<br />
development of the town is to the west of the rail line thus offering optimal consolidation of the existing town<br />
centre whilst limiting the extent of severance caused by the railway line. Furthermore the development of the town<br />
is centered on the built heritage and the amenit<strong>ie</strong>s of the waterways.<br />
<strong>Athy</strong> IFPLUT Study 81 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 82 Final Report December 2004
DELIVERY<br />
Development of Preferred Scenario<br />
Delivery of the IFPLUT<br />
<strong>Athy</strong> IFPLUT Study 83 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 84 Final Report December 2004
9 DEVELOPMENT OF PREFERRED SCENARIO<br />
9.1 Introduction<br />
This chapter describes in detail the Preferred Development Scenario <strong>for</strong> <strong>Athy</strong> under each of the stud<strong>ie</strong>s objectives<br />
as identif<strong>ie</strong>d in Section 5 of this Study.<br />
9.2 Summary of Preferred Development Scenario<br />
Figure 9.1 illustrates the overall strategy <strong>for</strong> the town at macro level with the development pattern <strong>for</strong> the town<br />
focussed on the reinvigoration of town centre and waterways with limited development to the east of the railway<br />
line. Such a focus will maximise the potential to incorporate the existing built heritage and waterways into the<br />
future development of the town.<br />
The focus of development will be on key town centre sites as illustrated on Figure 9.2 with access to and within<br />
these areas maximised through the provision of sustainable transport links, including bus, pedestrian and cyclists as<br />
illustrated on Figures 9.3 and 9.4. Sites identif<strong>ie</strong>d include the Inner Rel<strong>ie</strong>f Street and existing Main Street,<br />
Triangle site, sites west of Grand Canal and Shaw’s Square. Figures 9.4 and 9.5 also refer to the transport<br />
management objectives <strong>for</strong> the town which are listed in Appendix A. These objectives are derived from the<br />
description of the development of the town in relation to the study objectives in section 9.3.<br />
As outlined numerically in Figure 9.1 and further expanded under Objective 3 of the Study, the focus <strong>for</strong> future<br />
residential development will be to the northwest and southwest of town centre, east of the railway line, north of<br />
Leinster Street and within infill sites in the town centre and Coneyburrow. Varying residential densit<strong>ie</strong>s and types<br />
are advocated throughout, with higher densit<strong>ie</strong>s accommodated within the town centre.<br />
Various options <strong>for</strong> high-density employment sites are proposed in the town centre and on the edge of town centre<br />
on high quality sites. Low-density employment sites are to be located on the existing site to the west of the Canal<br />
and on a new site in the south east of the town adjacent the N9 road link.<br />
Amenity and open space will be a mixture of waterfront walks, river and canal marinas, public parks, urban<br />
squares, playing pitches together with open spaces in lower density residential areas. New community facilit<strong>ie</strong>s<br />
such as a cinema, theatre and landmark civic buildings should be located in the town centre. All of these features<br />
will provide a base <strong>for</strong> increased tourist activity in the town, which will be based on its existing heritage status and<br />
this focus on tourism should be underpinned by hotel developments incorporating banqueting and conference<br />
facilit<strong>ie</strong>s.<br />
Primary schools will be dispersed throughout the residential clusters in the town. A new primary facility will be<br />
located at Ardrew. The secondary schools north of the town centre on the Monasterevin Road will remain at their<br />
current location, whilst the existing secondary school on the Carlow Road south of the town is planning to relocate<br />
to a new facility in Rathstewart. An additional secondary facility will be required within the timeframe of this<br />
Study. The schools will be accessible through the network of walking and cycling links and it is envisaged that the<br />
secondary schools would utilise proposed playing f<strong>ie</strong>lds on the west bank of the river on the Monasterevin Road.<br />
The roads h<strong>ie</strong>rarchy <strong>for</strong> the town is shown on Figure 9.5 with associated car park locations. In facilitating the<br />
various land uses a southern bypass is proposed, to facilitate more effic<strong>ie</strong>nt movement of traffic travelling in an<br />
east-west direction through the town. The option of developing this bypass on the route designated in the current<br />
Town Development Plan or on a route to the south of the anticipated built environment is rev<strong>ie</strong>wed in this section.<br />
The development of the outer bypass could allow the current bypass alignment to function as a local distributor<br />
road in the southwest area, not necessarily providing a link across the river and railway to the east of the town. The<br />
town would also be connected to the N9 by the proposed link road providing a direct connection to the N9 on<br />
National Primary Network.<br />
Transport management measures are specif<strong>ie</strong>d in Appendix A that complement the land use patterns and that were<br />
incorporated into the MEPLAN and SATURN modelling. The measures are set out in terms of their anticipated<br />
phasing. Details of the transport modelling are discussed in section 9.4 and further details are contained in<br />
Appendix B.<br />
<strong>Athy</strong> IFPLUT Study 85 Final Report December 2004
In <strong>for</strong>mulating the Preferred Scenario the consultants made reference to the Shaffrey & Associates Report ‘<strong>Athy</strong> –<br />
New Street Proposals’ as referred to in section 2. The report sets out a new urban design concept and puts <strong>for</strong>ward<br />
recommendations, which are broadly consistent with this report. The Shaffrey report there<strong>for</strong>e adds an urban<br />
design dimension to the IFPLUT and it is recommended that the Shaffrey report should be read in conjunction with<br />
this section of the IFPLUT report.<br />
<strong>Athy</strong> IFPLUT Study 86 Final Report December 2004
Figure 9.1 Preferred Scenario<br />
<strong>Athy</strong> IFPLUT Study 87 Final Report December 2004
Figure 9.2: Preferred Scenario Town Centre Elements<br />
<strong>Athy</strong> IFPLUT Study 88 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 89 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 90 Final Report December 2004
<strong>Athy</strong> IFPLUT Study 91 Final Report December 2004
9.3 Objectives<br />
Objective 1 Consolidate growth within the <strong>Athy</strong> Urban Area allowing <strong>for</strong> natural increases in<br />
population.<br />
As highlighted in Section 6 the aim of the Study is to accommodate the majority of the projected population <strong>for</strong> the<br />
Study Area within the urban area of <strong>Athy</strong> while the population of the hinterland of the Study Area is projected to<br />
increase naturally, determined by fertility and mortality rates. It has been assumed that, in line with national and<br />
regional guidelines, in-migration will be channelled into the urban area rather than in the rural hinterland.<br />
The focus of future development under the Preferred Scenario l<strong>ie</strong>s to the west of the railway line, in and around the<br />
historic centre of <strong>Athy</strong>. Additional growth is accommodated within the existing built-up area as much as possible<br />
and thus limits further urban sprawl and green-f<strong>ie</strong>ld development. This is mainly ach<strong>ie</strong>ved by utilising key town<br />
centre sites <strong>for</strong> high-density development, by applying higher residential densit<strong>ie</strong>s in general and by locating as<br />
many additional residential areas as possible within walking distance of the town centre, the train station and<br />
schools.<br />
Objective 2 Develop a compact urban <strong>for</strong>m within <strong>Athy</strong>.<br />
The Preferred Scenario utilises key town centre sites,<br />
which are currently not used to their full potential as<br />
important elements of a vibrant town centre. They<br />
include the potential brown-f<strong>ie</strong>ld sites of Tegral and<br />
Minch Norton, sites along the future Inner Rel<strong>ie</strong>f Street,<br />
the Triangle site and the Shaw’s Square area. These<br />
sites provide the opportunity <strong>for</strong> a wide range of mixed<br />
uses incorporating retailing, offices, community and<br />
cultural uses and residential units), which is the key to<br />
ach<strong>ie</strong>ve a compact urban <strong>for</strong>m. The proposed uses <strong>for</strong><br />
each site and other sites are detailed below under the<br />
various objectives.<br />
The development of the compact urban <strong>for</strong>m is underpinned by the development of a recognised pedestrian and<br />
cycle network that will offer real modal choice and proactive traffic demand management options.<br />
Additional retailing and high-density employment such as offices are concentrated within the town centre and on<br />
edge of centre sites, which precludes out-of-town retail developments and thus underpins the establishment of a<br />
compact urban <strong>for</strong>m. The centre is accessible from the residential areas by slow modes of transport such as<br />
walking and cycling. Retail warehousing would be acceptable outside the town centre.<br />
In line with the recommendations of national residential<br />
density guidelines the preferred scenario advocates a<br />
minimum of 50 units per hectare within walking distance<br />
of the town centre (600 metres) and the railway station<br />
(1,000 metres) and a minimum of 35 units per hectare<br />
outside of these radii. This will curtail residential<br />
development on green-f<strong>ie</strong>ld sites and reduce urban<br />
sprawl.<br />
The focus of future development l<strong>ie</strong>s west of the railway<br />
line. This limits urban development to the east of the rail<br />
line in an area, which is not easily accessible by slow modes to the town centre because of the railway line<br />
severance. Further development in this area would encourage unsustainable movement patterns, which is contrary<br />
the principles of this Study.<br />
<strong>Athy</strong> IFPLUT Study 92 Final Report December 2004
The preferred scenario is successful in ach<strong>ie</strong>ving a compact urban <strong>for</strong>m in <strong>Athy</strong>. This is not accomplished at the<br />
expense of open space provision because the waterways, urban squares, parks and open spaces move into focus<br />
again, combining a high amenity environment with a lively, vibrant town centre.<br />
Objective 3 Create opportunit<strong>ie</strong>s <strong>for</strong> a range of housing types and densit<strong>ie</strong>s.<br />
The Preferred Scenario will see the focus of future residential development concentrated within six areas of the<br />
town with each area accommodating appropriate types and densit<strong>ie</strong>s. The six areas are identif<strong>ie</strong>d as follows:<br />
1. North of Duke Street<br />
2. Southwest of Canal<br />
3. Coneyburrow<br />
4. North of Leinster Street<br />
5. East of the Railway Line<br />
6. Town Centre<br />
The densit<strong>ie</strong>s applicable to the town as a whole fall within three categor<strong>ie</strong>s as outlined below and are further<br />
clarif<strong>ie</strong>d through the illustrations set out below.<br />
• High Residential Densit<strong>ie</strong>s: Minimum of 50 units per hectare<br />
• Medium to High Residential Densit<strong>ie</strong>s: 40-50 units per hectare<br />
• Low to Medium Residential Densit<strong>ie</strong>s: 35-45 units/hectare<br />
High Residential Densit<strong>ie</strong>s 6<br />
64 units/ha (26 units/acre)<br />
Avonbeg, Tallaght, Dublin 24, Gerry Cahill Architects and SDCC<br />
65 units/ha (26 units/acre)<br />
Clane, Co. <strong>Kildare</strong>, Matt Barnes Architects<br />
6 Density illustrations in this section are derived from The Royal Institute of the Architects of Ireland, The New Housing, 2002.<br />
<strong>Athy</strong> IFPLUT Study 93 Final Report December 2004
Medium to High Residential Densit<strong>ie</strong>s<br />
65 units/ha (26 units/acre)<br />
Hebron Road Housing, Kilkenny, Anthony Reddy Associates<br />
54 units/ha (22 units/acre)<br />
Applewood Village, Swords, Conroy Crowe Kelly Architects<br />
49 units/ha (20 units/acre)<br />
Ringmahon Road, Cork, Wain Morehead Architects<br />
42 units/ha (17 units/acre)<br />
Newcastle, Co. <strong>Kildare</strong>, Fenton Simons Ltd<br />
<strong>Athy</strong> IFPLUT Study 94 Final Report December 2004
Low to Medium Residential Densit<strong>ie</strong>s<br />
37 units/ha (15 units/acre)<br />
Lusk, Co. Dublin, Conroy Crowe Kelly Architects<br />
39 units/ha (16 units/acre)<br />
Mulhuddart, Dublin 15, McCrossan O’Rourke Manning Architects<br />
Tables 9.1 illustrates the densit<strong>ie</strong>s applicable to each of the residential sectors. The pattern emerging indicates<br />
highest densit<strong>ie</strong>s in and adjacent the town centre.<br />
Table 9.1 Residential Densit<strong>ie</strong>s as Applicable to each Residential Sector<br />
RESIDENTIAL<br />
SECTOR<br />
High Residential<br />
Densit<strong>ie</strong>s<br />
(min. 50 units/hectare)<br />
Medium to High<br />
Residential Densit<strong>ie</strong>s<br />
(40-50 units/hectare)<br />
Low to Medium<br />
Residential Densit<strong>ie</strong>s<br />
(35-45 units/hectare)<br />
North of Duke Street <br />
Southwest of Canal ─ <br />
Coneyburrow <br />
North of Leinster Street ─<br />
East of Railway Line ─<br />
Town Centre ─ ─<br />
Density applicable<br />
─ Density not applicable<br />
Table 9.2 illustrates the actual number of residential units accommodated in the six residential sectors on lands still<br />
available <strong>for</strong> development. These lands coincide with the lands identif<strong>ie</strong>d in Scenario B (see Section 8.2).<br />
Table 9.2 Densit<strong>ie</strong>s, Units and People in each Residential Sector<br />
RESIDENTIAL<br />
SECTOR<br />
Average Units per<br />
Hectare<br />
Additional Units Additional Persons<br />
North of Duke Street 50 35 95<br />
Southwest of Canal 35 1,156 3,120<br />
Coneyburrow 35 320 864<br />
North of Leinster Street 35 397 1,073<br />
East of Railway Line 50 390 1053<br />
Town Centre 50 231 623<br />
Total / 2,529 6,827<br />
<strong>Athy</strong> IFPLUT Study 95 Final Report December 2004
Residential Patterns<br />
From the illustrations above it becomes evident that high-density housing can be of high visual quality, providing<br />
an attractive living environment with a mixture of private, semi-private and public open spaces. Within the town<br />
centre, option sites identif<strong>ie</strong>d <strong>for</strong> higher residential densit<strong>ie</strong>s include the Inner Rel<strong>ie</strong>f Street, Triangle Site and<br />
Tegral and Minch Norton and the Shaw’s Square area. High-density development proposed <strong>for</strong> the Inner Rel<strong>ie</strong>f<br />
Street will see the development of 3 to 4 storey buildings with the aim of creating a lively streetscape appropriate<br />
<strong>for</strong> a town centre, with commercial units at the ground floor and apartments and offices on upper floors.<br />
Development at the Triangle will consist of high-density waterfront apartment buildings, with semi-private<br />
courtyards. It is envisaged to develop 3-4 storey apartment buildings in a high quality design scheme, including a<br />
number of open spaces of varying character, e.g. semi-private courtyards, new civic space at the Dominican<br />
Church, waterfront walkways along the canal and river, incorporating the existing trees along the river as a unique<br />
feature of this site. It will be essential to ensure high pedestrian permeability, in order to benefit the whole town<br />
from the development of the Triangle. The same principles apply to the Tegral and Minch Norton sites with<br />
possible development along the canal. However it is envisaged that, if the site were developed, a higher proportion<br />
of offices would be more desirable.<br />
As identif<strong>ie</strong>d in Table 9.1 residential areas on the edge of town centre sites will facilitate medium to high density<br />
(40-50 units per hectare) while areas further away from the town centre, such as the southwest of Ardrew and to<br />
the south of Coneyburrow, can be of low to medium density (35-45 units per hectare). Lands furthest from the<br />
town centre, e.g. in the southwest of Ardrew, can accommodate some low-density executive type homes. Thus, the<br />
Preferred Scenario provides the full spectrum of housing types in the town. Provision should also be made within<br />
outlying developments such as Ardrew <strong>for</strong> the development of local neighbourhood facilit<strong>ie</strong>s such as a local<br />
conven<strong>ie</strong>nce shop and a primary school.<br />
Objective 4 Develop safe slow mode linkages between residential areas and railway station.<br />
As identif<strong>ie</strong>d under Objective 3, six main areas have been<br />
identif<strong>ie</strong>d to accommodate the future residential development<br />
of the town and appropriate links from each of these areas to<br />
the train station are illustrated on Figure 9.3. Residential<br />
areas to the southwest of the town can access the station<br />
through a proposed new route linking the area directly<br />
through the redeveloped Triangle site and the Inner Rel<strong>ie</strong>f<br />
Street. Furthermore the enhanced streetscape of the Inner<br />
Rel<strong>ie</strong>f Street and attractive civic space of the Triangle area<br />
will provide an attractive route further increasing the<br />
sustainable movement patterns.<br />
Objective 5 Consolidate commercial and retail development in the existing town centre.<br />
In considering access from the north of the town a number of options can be considered, including pedestrianised<br />
routes through Convent V<strong>ie</strong>w and Kirwan’s Lane. Access from the north will be facilitated through the enhanced<br />
pedestrianised areas through the town centre. Access to and from the Coneyburrow area will be facilitated through<br />
a new link running east to the site with the route necessitating the construction of a slow mode bridge over the<br />
existing railway line, thereby providing a direct link to the station.<br />
<strong>Athy</strong> IFPLUT Study 96 Final Report December 2004
Regarding commercial and retail development the recommendations as set out below are broadly consistent with<br />
the findings of the Urban Design Study by Shaffrey Associates Architects, 1999. Figure 9.2 represents a synthesis<br />
of the Shaffrey Report and proposals of this Integrated Framework Study.<br />
In consolidating commercial and retail development the <strong>for</strong>m and layout of the expanded town centre should be<br />
concentrated on mixed use development with primarily retail uses and other front door commercial activit<strong>ie</strong>s on<br />
ground floor, with offices such as solicitors and insurance on first floor.<br />
Leinster Street/Duke Street and Inner Rel<strong>ie</strong>f Street<br />
In line with the aim to consolidate the central retail and commercial core centre of the town it will be crucial to<br />
actively facilitate the consolidation of retailing along Leinster Street/Duke Street and to avoid unnecessary<br />
competition from new retailing along the Inner Rel<strong>ie</strong>f Street. It will be important that new or redeveloped buildings<br />
ensure a high quality design with respect to the existing streetscape with encouragement of tourism-related retail<br />
and commercial facilit<strong>ie</strong>s to increase attractiveness of the town to visitors.<br />
Along the Inner Rel<strong>ie</strong>f Street larger units should be encouraged, which would not otherwise be accommodated on<br />
the small premises prevailing along the existing main street. The Inner Rel<strong>ie</strong>f Street will open up various sites <strong>for</strong><br />
retailing and other commercial opportunit<strong>ie</strong>s such as offices and apartments. It is recommended to create a var<strong>ie</strong>d,<br />
attractive streetscape with a succession of civic spaces with differing character and <strong>for</strong> various activit<strong>ie</strong>s such as<br />
walking, skateboarding, shopping, markets etc. A major site is located to the eastern end of the Inner Rel<strong>ie</strong>f Street,<br />
where a large retail development/ anchor store can be accommodated. Emily Square should remain at the heart of<br />
the town, by creating an attractive public square focussed on the architectural heritage of the Square and the River<br />
Barrow and by removing the vehicular traffic. Another major opportunity site is located around and across from<br />
the Dominican Church. Development in this part of the Inner Rel<strong>ie</strong>f Street can be focussed on additional<br />
community, cultural and leisure facilit<strong>ie</strong>s like a cinema, gallery or theatre.<br />
In general, new buildings along the Inner Rel<strong>ie</strong>f Street should be 3-4 storeys high and create a distinct road<br />
frontage. A strong mix of various uses, retailing, offices, cultural facilit<strong>ie</strong>s and apartments, will ensure the<br />
vibrancy of this new street at any time of the day. It will be crucial to provide various pedestrian linkages between<br />
Leinster Street/ Duke Street and the Inner Rel<strong>ie</strong>f Street.<br />
Cinema Site<br />
Due to the location of this site on the periphery of the town centre a substantial retail element is not desirable.<br />
However, this site is important because of its gateway function at the east of the town, in immediate proximity of<br />
the railway station. Furthermore it will be crucial to find an appropriate design scheme, which could include<br />
offices and apartments.<br />
Convent Site in Stanhope Place<br />
This site is zoned <strong>for</strong> commercial development in the current Development Plan. Because of its location to the<br />
north of the Main Street a mix of offices and apartments in a 3-4 storey building is recommended, since additional<br />
retailing should predominantly locate along Leinster Street/ Duke Street and the Inner Rel<strong>ie</strong>f Street.<br />
Triangle<br />
The Triangle, due to its prominent location between river and canal, has<br />
great potential <strong>for</strong> an attractive inner-town apartment development<br />
intermixed with some offices and a few commercial units on ground floor<br />
level, in particular along the Inner Rel<strong>ie</strong>f Street and close to the new<br />
bridge, along the river.<br />
Retailing on the site will be limited to road frontages at the Inner Rel<strong>ie</strong>f<br />
Street and to waterfront units along the river containing tourist or<strong>ie</strong>ntated<br />
uses such as cafés and restaurants. Such uses should also dominate along<br />
the western riverfront between Cromaboo Bridge and the new river<br />
crossing. Parts of the Triangle site can be used <strong>for</strong> offices, in particular<br />
along the Inner Rel<strong>ie</strong>f Street and the new civic space at the church.<br />
<strong>Athy</strong> IFPLUT Study 97 Final Report December 2004
Tegral/Minch Norton<br />
The sites of Tegral and Minch Norton, similarly to the Triangle, have great potential to become new quarters of the<br />
town centre. Because of their location at the edge of the town centre and close to residential neighbourhoods the<br />
site is v<strong>ie</strong>wed as being appropriately located to accommodate elements of commercial use.<br />
Shaw’s Square<br />
At present this site is dominated by the car park, which does not<br />
maximise the potential of this waterfront site. It is considered to be more<br />
appropriate to create a civic open space along the river with visual links<br />
to the park along the River Barrow to the north of this site. New<br />
buildings should front onto this square with the car parking relocated<br />
behind the buildings. The site has potential <strong>for</strong> additional high-density<br />
employment or apartment developments. Attractive and safe pedestrian<br />
and cycle links to residential areas along Woodstock Road will ensure<br />
the connection of these areas to the town centre. In the neighbourhood of<br />
this site the Development Plan recognises the opportunity <strong>for</strong> small<br />
workshop type developments, which is considered to be appropriate.<br />
The site is a potential location <strong>for</strong> the swimming pool.<br />
Objective 6 Locate high-density employment opportunit<strong>ie</strong>s in appropriate locations with respect to<br />
residential areas and public transport nodes.<br />
It is envisaged that in order to develop <strong>Athy</strong> in the long term towards its optimal level of self-suffic<strong>ie</strong>ncy coupled<br />
with the opportunity to attract inward movement of workers high-density employment opportunit<strong>ie</strong>s should be<br />
located in appropriate locations with respect to residential areas and public transport nodes. Thereby in keeping<br />
with the guiding principles of the Study a significant proportion of high-density employment has been located<br />
within walking distances of the railway station and existing and future residential development. The Preferred<br />
Scenario has identif<strong>ie</strong>d potential areas <strong>for</strong> future high-density employment including Tegral/ Minch Norton, the<br />
Triangle, Shaw’s Square area and the Cinema site.<br />
Tegral-Minch Norton<br />
Lying to the west of the Grand Canal development of this site is v<strong>ie</strong>wed as being<br />
opportune <strong>for</strong> the provision of high-density employment. However, as stated<br />
previously at the outset of this Study development of this site is not a necessity<br />
<strong>for</strong> the future development of the town but rather v<strong>ie</strong>wed as one of the proposed<br />
options.<br />
The site offers significant potential to contribute to the consolidation of the town<br />
centre and facilitate sustainable movement patterns by walking, cycling and rail.<br />
The site falls within 1,000 metres of the rail station and is close in proximity to<br />
the proposed bus set down facilit<strong>ie</strong>s at Dominican Square thereby being ideally<br />
located to facilitate both bus and rail commuter journeys. Access from the rail<br />
station will be enhanced through the pedestrian fr<strong>ie</strong>ndly layout of the new street<br />
in addition to movement through the town’s new and enhanced civic squares.<br />
In terms of local supply sources, existing residential developments are located<br />
immediately to the north and west of the site with proposed residential<br />
development in the southwest of the town falling within 700 metres of the site,<br />
thereby further adding to the potential available work<strong>for</strong>ce within walking<br />
distance of this employment centre. In line with these developments new<br />
pedestrian/cycle routes have been proposed linking the Ardrew area in the south<br />
and sites to the west to this proposed development. Furthermore the site offers an overall convivial and attractive<br />
working environment with significant potential <strong>for</strong> canal development.<br />
<strong>Athy</strong> IFPLUT Study 98 Final Report December 2004
Triangle Site<br />
The Triangle site due to its advantageous location at the confluence of the Grand Canal and River Barrow offers<br />
significant development potential <strong>for</strong> the provision of high-density employment. The site falls within easy walking<br />
distance of the railway station with proposed bus set down facilit<strong>ie</strong>s located north of the site thereby facilitating<br />
easy access <strong>for</strong> both rail and bus commuters. Pedestrian permeability will be maximised through the site with the<br />
provision of internal links through the site. The proposed residential developments to the southwest of the town are<br />
in close proximity to the site with direct access facilitated through provision of new pedestrian/cycle routes as<br />
indicated on Figure 9.3. Access from existing and future residential developments to the north of the town will be<br />
facilitated through pedestrian linkages between Duke Street/Leinster Street and the Inner Rel<strong>ie</strong>f Street. The<br />
proximity of the site to the canal and river offers potential <strong>for</strong> the creation of waterfront walkways adding to the<br />
unique feature of the site and adding to the high quality-working environment.<br />
Shaw’s Square Area<br />
The Shaw’s Square area offers significant potential <strong>for</strong> mixed-use development incorporating elements of highdensity<br />
employment. The site is easily accessible to the existing and future residential developments to the north<br />
and the northwest of the town with access to the site also facilitated through the car parks located to the east and<br />
west of the site. Employees accessing from the east can utilise the new slow mode bridge across the river to the<br />
north east of the area. The redevelopment of the square as a new civic space with provision of amenity walkways<br />
along the river offers convivial and conven<strong>ie</strong>nt access to and from the town centre and <strong>for</strong> those accessing the site<br />
from the southwest of the town. Safe pedestrian and cycle links to residential areas along Woodstock Road will<br />
ensure the connection of the site to the town centre.<br />
Cinema Site<br />
Located on the periphery of the town centre and in immediate proximity of the railway station the cinema site<br />
presents an advantageous location <strong>for</strong> future high-density employment. The site is located directly adjacent to<br />
housing on the eastern side of the town allowing conven<strong>ie</strong>nt access.<br />
Objective 7 Locate schools in areas that will be serviced by safe walking and cycling routes.<br />
In keeping with the sustainable objectives of the Study, the Preferred Scenario has sought to locate all of the<br />
town’s future population within acceptable walking distance of a primary or secondary school.<br />
In relation to primary schools it is proposed that a new school be located in the Ardrew residential area. Lying to<br />
the southwest of the town the area is v<strong>ie</strong>wed as being too remote from existing primary schools to the north of the<br />
town to facilitate sustainable movement patterns. Furthermore and as outlined under Objective 3 of the Study the<br />
area is v<strong>ie</strong>wed as providing suffic<strong>ie</strong>nt population to sustain such development. In order to facilitate sustainable<br />
trips a number of pedestrian/cycle routes as outlined on Figures 9.3 and 9.4 have been designed to link into the<br />
school.<br />
The existing primary schools to the north of the town will continue to draw children from residential estates to the<br />
north of the town. . In support of such movement a number of transport measures have been developed including<br />
the construction of slow mode bridge linking residential areas located to the east and west of the river, thereby<br />
providing safe routes to schools and avoiding the need to access the town centre. Direct linkage will also be<br />
provided from future residential areas in the north as identif<strong>ie</strong>d on the pedestrian and cycle route maps.<br />
Access from Coneyburrow will be facilitated by a footway/cycle track linking the east of the site to the town centre<br />
with a pedestrianised link from Stanhope Place to Leinster Street. This will improve pedestrian safety in the<br />
vicinity of St Michaels National School.<br />
In relation to secondary schools, the slow mode bridge across the river will provide residents to the west with safe<br />
access to the schools, avoiding the need to enter the town centre. New residential areas to the north of Leinster<br />
Street are seen as ideally located and will facilitate sustainable movement pattern with a proposed link running<br />
directly past the schools. With regards to existing and future development at Coneyburrow access will be provided<br />
along the proposed cycle/pedestrian route located to the east of the site.<br />
<strong>Athy</strong> IFPLUT Study 99 Final Report December 2004
Residential developments in the Ardrew area are seen to be remote from the existing school locations. However it<br />
is seen that those of second level school going age are more independent and v<strong>ie</strong>wed as capable of making a longer<br />
school journey. Furthermore it is envisaged that the proposed layout of the Inner Rel<strong>ie</strong>f Street together with<br />
enhanced civic spaces in the town will provide a safe and convivial route from the area.<br />
Although beyond the scope of this Study, one could argue that the strategic move to amalgamate secondary<br />
schools to the north of the town, while beneficial in terms of econom<strong>ie</strong>s of scale is contrary to sustainable<br />
planning. In recognition of this policy a location to the south of the town in Conneyburrow has been identif<strong>ie</strong>d as a<br />
more appropriate location <strong>for</strong> a secondary school, adding a greater spatial balance to the town and allowing greater<br />
degree of sustainable trips. To this end, strategic decisions in relation to school locations will be subject to the<br />
Department of Education and other relevant bod<strong>ie</strong>s.<br />
Objective 8 Locate low-density employment adjacent to distributor road links.<br />
A key objective <strong>for</strong> <strong>Athy</strong> is to build on and expand upon a long tradition of local and indigenously developed<br />
industr<strong>ie</strong>s. Such an economic resource needs to be supported and given its rightful place in future investment<br />
frameworks <strong>for</strong> the town. It is v<strong>ie</strong>wed that the development of such strateg<strong>ie</strong>s are a multi-faceted process,<br />
something that does not fall within the remit of this Study. Nevertheless, as a spatial planning framework that will<br />
guide the physical planning of the town over the next 20 years the IFPLUT must ensure that suffic<strong>ie</strong>nt land is<br />
allocated <strong>for</strong> the future employment development of the town and that such land can be accessed by the existing<br />
and/or proposed transport network.<br />
In general production and distribution based industr<strong>ie</strong>s, <strong>for</strong> example goods based employment with a lower density<br />
of employees per square metre, should generally be located as close as possible to the national road network as the<br />
movement of their products necessitate effic<strong>ie</strong>nt and easy access, dominated by goods vehicle movements. Within<br />
the Preferred Scenario low-density sites are located to the southeast and northwest of the town.<br />
To the southeast of the town access would be facilitated along the<br />
alignment of the proposed southern bypass facilitating more<br />
effic<strong>ie</strong>nt access to Dublin. The location of this bypass beyond the<br />
urban development boundary would ensure that residential areas<br />
in Coneyburrow and Ardrew are not severed from the town. The<br />
bypass designated in the <strong>Athy</strong> Development Plan would function<br />
as a local distributor road in the Ardrew area, not necessarily<br />
providing a link across the river and railway to the east of the<br />
town. Access to and from these sites would also be facilitated by<br />
the <strong>for</strong>thcoming N9 link road providing a direct connection onto<br />
the national primary network. Such connections allow <strong>for</strong><br />
improvements in terms of time and cost reducing the town’s<br />
current disadvantages of town centre congestion with HGV<br />
movement. Low-density employment sites are also located to the<br />
northeast of the town. These sites adjacent to the existing IDA<br />
Park will be accessible from the Kilkenny Road and from the<br />
southern outer bypass adjacent to the existing IDA Park thus<br />
avoiding the town centre.<br />
The development of and improvement of national links is v<strong>ie</strong>wed<br />
as critical in extending the town’s economic success and regional<br />
and national importance and competitiveness. Improved<br />
accessibility will provide a strong incentive <strong>for</strong> investment in the<br />
town.<br />
It is important that developers and employers implement Green Travel Plans, which must actively encourage the<br />
use of non-car modes including bus, train, car sharing, cycling and walking <strong>for</strong> both travel to work and other work<br />
based trips. Details of such plans should be incorporated within the next Development Plan.<br />
Key to the future success of <strong>Athy</strong> is the promotion of sustainable travel. A fundamental part of this goal is a<br />
reduction in the number of through car trips within the town centre. To aid the removal of vehicular trips within the<br />
town centre a h<strong>ie</strong>rarchy of road network has been established supported by a ser<strong>ie</strong>s of transport measures.<br />
<strong>Athy</strong> IFPLUT Study 100 Final Report December 2004
Objective 9 Maximise slow mode penetration to the town centre and bus stops.<br />
In line with the overall future development of the town there is an identif<strong>ie</strong>d need to enhance the permeability of<br />
the new and expanded town centre through the identification and promotion of opportunit<strong>ie</strong>s <strong>for</strong> walking and<br />
cycling in and between existing and future development. As activit<strong>ie</strong>s in their own right walking and cycling play a<br />
central role in creating a liveable town, promoting social inclusion and benefiting health. In enhancing<br />
opportunit<strong>ie</strong>s <strong>for</strong> such activit<strong>ie</strong>s there is an opportunity <strong>for</strong> residents of the town to further appreciate the unique<br />
physical, cultural and historical environment in which they live.<br />
The improvement of access and accessibility <strong>for</strong> all is central to the proposed plan <strong>for</strong> the town. The provision of<br />
suitable facilit<strong>ie</strong>s <strong>for</strong> all transport users, whatever their physical ability should be mainstreamed within the<br />
planning design and operation of all transport services, particularly where issues may not have been given<br />
prominence to date. These provisions include tactile paving and dropped kerbs at crossing points and audible<br />
warnings and tactile facilit<strong>ie</strong>s at signalised pedestrian crossings. The design of road space through the existing and<br />
expanded town centre should be sympathetic towards the aesthetics of the streetscape and mindful of the needs of<br />
other town uses apart from vehicular movements<br />
As shown on Figs 9.2 to 9.4 inclusive, residential areas throughout<br />
the town have been assessed to maximise slow mode linkages to<br />
the town centre. With a substantial quantum of residential<br />
development proposed to be located to the southwest of the town in<br />
the Ardrew area a new route is proposed linking the future<br />
population to the redeveloped ‘Triangle site’ and into the town<br />
centre cell. A new route is also proposed linking future residential<br />
developments in the north and north east of the town to the town<br />
centre with the route requiring the construction of a slow mode<br />
bridge over the existing rail line. A slow mode link from<br />
Conneyburrow residential development to the rail station and town<br />
centre through the town park to the east end of the inner rel<strong>ie</strong>f<br />
street is another opportunity.<br />
The development of a new bus stop facility at the Dominican Church on the route of the inner rel<strong>ie</strong>f street places<br />
public bus transport at the heart of the town centre and there<strong>for</strong>e at the focal point of the existing proposed new<br />
pedestrian links to the town centre. The facility is located on the Inner Rel<strong>ie</strong>f Street is preferred to the existing<br />
main street due to the proposed one way system on Duke Street and the greater availability of space in the vicinity<br />
of the church.<br />
Figs 9.2 to 9.4 and Appendix A clearly demonstrate a complete slow mode network that will maximise pedestrian<br />
and cycle movements along existing streets, new links, rejuvenated back lanes and the new river crossing..<br />
Development of continuous walkways and cycleways along the river and canal will offer both amenity and town<br />
centre potential.<br />
Outlined below are considerations within specific areas of the town centre that will contribute to a coherent and<br />
fully joined up pedestrian and cyclist network within the town centre that will ultimately facilitate access and<br />
through movement of slow modes.<br />
Duke Street and Leinster Street<br />
The development of the Inner Rel<strong>ie</strong>f Street will provide major opportunit<strong>ie</strong>s to redevelop the existing streetscape<br />
on the N78 through Duke Street and Leinster Street. The proposed one-way system offers the potential to<br />
reallocate road space to footpaths and dedicated cyclist facilit<strong>ie</strong>s. This is possible through the reduction in required<br />
road space <strong>for</strong> vehicular traffic. Laneways, such as Green Alley and Meeting Lane will also offer pedestrian and<br />
cyclists easy and safe access between Inner Rel<strong>ie</strong>f Street. Increased footpath widths will allow <strong>for</strong> greater and more<br />
diverse pedestrian activity<br />
Inner Rel<strong>ie</strong>f Street<br />
With the development of the Inner Rel<strong>ie</strong>f Street it will be important that design of road space through the existing<br />
and expanded town centre should be sympathetic towards the aesthetics of the streetscape and the design of the<br />
<strong>Athy</strong> IFPLUT Study 101 Final Report December 2004
oad space should be mindful of the needs of other town users apart from traffic movement. The development of<br />
the Inner Rel<strong>ie</strong>f Street should offer an enhanced focus on the pedestrian thereby creating opportunit<strong>ie</strong>s <strong>for</strong><br />
increased in<strong>for</strong>mal contact with suitable design creating ability <strong>for</strong> shops to open out onto streetscape with the<br />
incorporation of seating adjacent cafes and restaurants. The new street should be suitably soft and hard landscaped<br />
to provide a pleasant town centre environment and to reflect its location close to both the river and canal.<br />
Opportunit<strong>ie</strong>s are available to develop between Inner Rel<strong>ie</strong>f Street and Duke Street particularly with reference to<br />
Convent Lane and the river frontage. These four aspects create an opportunity to develop a vibrant urban block<br />
incorporating redevelopment along the river frontage with a river bank walk and commercial frontage facing the<br />
river. This will complement the historical aspect of Emily Square and the river frontage on the opposite river bank.<br />
The redevelopment on the west river bank along with the restoration of the historic walls would add significant<br />
amenity value to the town wide river and canal walking route.<br />
The Triangle<br />
Proposed new Civic Space around Dominican Church on the<br />
Inner Rel<strong>ie</strong>f Street acts as a ‘gateway’ <strong>for</strong> access from the<br />
Triangle Site. The expanse of the site in addition to its strategic<br />
location in relation to the town’s natural amenit<strong>ie</strong>s allows <strong>for</strong><br />
maximum permeability to the pedestrian and cyclist. The<br />
redevelopments of the triangle will allow <strong>for</strong> the creation of a<br />
number of attractive river and canal walks. The development of<br />
this site offers opportunit<strong>ie</strong>s to develop a direct pedestrian link<br />
from the Ardrew area to the town centre.<br />
Emily Square<br />
Emily Square offers an exciting opportunity to provide a new<br />
civic focus in the heart of the town. The reduction in vehicular movements in the area in addition to the removal of<br />
a substantial quantum of parking provision will create opportunit<strong>ie</strong>s <strong>for</strong> enhanced pedestrian movements to and<br />
through the area. Furthermore the square boasts a unique composition of interconnecting public spaces lending<br />
itself to public use. Pedestrianisation with frontage on to the river area incorporating appropriate landscaping and<br />
seating will further enhance the sense of a civic environment as a town focal point with frontage on to the river.<br />
Shaw’s Square<br />
The development of the inner rel<strong>ie</strong>f street together with the vision of developing a continuous river front walk on<br />
the west bank of the Barrow offers the opportunity to reclaim Shaw’s Square as a predominantly pedestrian<br />
environment providing linkage from the north west of the town to the town centre and complementing the<br />
development of St John’s Lane. The development of the proposed pedestrian footbridge across the Barrow to the<br />
north of Shaw’s Square will enhance access into the Square and there<strong>for</strong>e contribute to its ultimate vibrancy.<br />
Objective 10 Minimise car access and through traffic through the town through the utilisation of key<br />
road links.<br />
Within <strong>Athy</strong>, a number of key perimeter and distributor routes have been identif<strong>ie</strong>d to facilitate the movement of<br />
vehicles through the town. These route options have been tested using the SATURN and MEPLAN traffic<br />
modelling packages to ensure that the appropriate traffic uses the appropriate routes and further details of the<br />
modelling outputs are given in section 9.4 which includes further considerations regarding the southern bypass<br />
options.<br />
The model assessments indicate the need <strong>for</strong> a southern bypass of the town by 2016 to facilitate traffic travelling in<br />
an east-west direction. The creation of this route would per<strong>for</strong>m the following key functions:<br />
• Alleviate congestion on the N78 and proposed Inner Rel<strong>ie</strong>f Street<br />
• Facilitate traffic travelling to and from the potential N9 link road<br />
<strong>Athy</strong> IFPLUT Study 102 Final Report December 2004
• Provide access to the major employment centres proposed to the south and west of the town, thereby<br />
removing HGV traffic from sensitive routes within the town<br />
• Reduce traffic flows on the secondary distributor routes of the Carlow Road and Fortbarrington Road<br />
With regards to this proposal, the SATURN and MEPLAN model provides a strategic assessment of the future<br />
road h<strong>ie</strong>rarchy in relation to the land use scenarios. However, it is recommended that a full route feasibility study<br />
be undertaken to determine the future need, timescale <strong>for</strong> implementation and alignment of the southern bypass<br />
route.<br />
In providing this link, the existing N78 will cease to per<strong>for</strong>m the function of a national secondary route, but instead<br />
will become a distributor route linking the outlying residential areas to the town centre.<br />
Under the Preferred Scenario, the R417 Carlow to Monasterevin Road will continue to per<strong>for</strong>m as the main<br />
distributor route <strong>for</strong> traffic travelling in a north/south direction. In keeping with the recommendations of the N78<br />
<strong>Athy</strong> Rel<strong>ie</strong>f Street Report, Emily Square will become one way northbound to aid the flow of traffic through this<br />
narrow section. Traffic travelling in a southerly direction on the R417 will be directed onto Leinster Street and the<br />
Inner Rel<strong>ie</strong>f Street be<strong>for</strong>e rejoining the Carlow Road.<br />
Under this scenario, the Stradbally Road will continue to per<strong>for</strong>m as a distributor route <strong>for</strong> traffic approaching the<br />
town from the northwest. However, the implementation of a one-way system west-bound along Duke Street<br />
between Convent Lane and Woodstock Street will remove a significant proportion of town centre through traffic<br />
from the R417.<br />
In line with the spatial distribution of land uses within the Preferred Scenario, a number of complementary access<br />
routes have been developed linking the primary and secondary distributor routes to the key residential and<br />
employment areas in the south of the town. Access routes to Ardrew and the employment lands to the east of <strong>Athy</strong><br />
have been created along the alignment of the southern distributor route. These roads have been severed at the river<br />
and railway line, thereby restricting movement along these routes to local traffic only.<br />
Within the town centre cell a ser<strong>ie</strong>s of traffic management measures<br />
have been proposed to restrict unnecessary vehicular movement<br />
between the Inner Rel<strong>ie</strong>f Street and Leinster Street/Duke Street. A<br />
number of connecting links, such as Meeting Lane, Convent Lane,<br />
Green Alley and Canal Side have been designated ‘Pedestrian<br />
Priority Areas’. These areas have been designed to cater <strong>for</strong><br />
increased pedestrian movements by restricting vehicular flows and<br />
speeds. A number of pedestrian measures have been developed<br />
depending on the function of the street, these range from<br />
pedestrianisation of a link with local access only to reducing<br />
carriageway widths and redesigning junctions with pedestrian<br />
fr<strong>ie</strong>ndly measures.<br />
The removal of unnecessary parking within the heart of the town centre will not only provide a more attractive<br />
civic space, but also alleviate congestion <strong>for</strong> people who need to park within the town centre such as delivery<br />
vehicles, disabled drivers and buses. In line with the development of the Inner Rel<strong>ie</strong>f Street, it is proposed that a<br />
significant proportion of the parking be removed from Emily Square, Barrow Quay and the Shaw’s site, to reduce<br />
congestion within the town centre and provide <strong>for</strong> new civic areas. Within these town centre areas, provision will<br />
be made <strong>for</strong> disabled parking and delivery vehicles. In order to accommodate the displaced parking within the<br />
town centre, it is recommended that 5 sites on the periphery of the town centre cell be considered <strong>for</strong><br />
redevelopment with the inclusion of public car parking. These potential locations are as follows:<br />
• South of Inner Rel<strong>ie</strong>f Street near junction with Meeting Lane<br />
• West of Catholic Church, Stanhope Street; intensification of existing car park<br />
• Between Woodstock Street and St John’s Lane<br />
• West of Inner Rel<strong>ie</strong>f Street: Minch Norton site/between IRS and William Street/Tegral site<br />
• West of Dominican Church<br />
<strong>Athy</strong> IFPLUT Study 103 Final Report December 2004
These sites are strategically located to provide parking within acceptable walking distance of the town centre,<br />
whilst minimising vehicular movement in the town centre cell by attracting shoppers from the town’s main arterial<br />
routes. Recent guidance on acceptable walking distances (‘Guidelines <strong>for</strong> Journey’s on Foot’ by the IHT) suggests<br />
that the acceptable walking distance from car parks <strong>for</strong> people without mobility impairment requiring access to<br />
common facilit<strong>ie</strong>s (e.g. shops, banks etc.) is 400m. In all of the above cases, the car parks located on the edge of<br />
the town centre cell would satisfy these criteria.<br />
Objective 11 Create opportunit<strong>ie</strong>s <strong>for</strong> cultural, social community and passive and active leisure<br />
activit<strong>ie</strong>s that maximise the potential of the existing heritage and amenity.<br />
One of the primary aims of this Study has been to unlock and develop the immense potential which the town has to<br />
offer in relation to its physical, cultural and historic environment. This section outlines the various opportunit<strong>ie</strong>s<br />
available throughout the town.<br />
Civic Squares<br />
Emily Square<br />
Emily Square offers an exciting opportunity to develop a new civic<br />
space in the heart of the town. The reduction in vehicular movements<br />
in the area in addition to the removal of a substantial quantum of<br />
parking creates opportunit<strong>ie</strong>s <strong>for</strong> enhanced pedestrian activity.<br />
Furthermore the Square boasts a unique composition of<br />
interconnecting public spaces with differing character creating<br />
opportunit<strong>ie</strong>s <strong>for</strong> a wide range of social activit<strong>ie</strong>s including markets,<br />
walking, shopping, skateboarding and thereby rein<strong>for</strong>cing the area as<br />
a vibrant community core. The utilisation of the western riverfront<br />
will facilitate the appreciation of the architectural heritage of the<br />
Square.<br />
Dominican Church<br />
The area around the Dominican Church has significant potential to<br />
develop into a public amenity area with the new civic square<br />
immediately around the church providing a balance to the historic<br />
Emily Square. The Square is an appropriate location <strong>for</strong> a cultural<br />
facility such as a theatre, a gallery or a cinema. The proposed<br />
development will emphasise the amenity value of river and canal by<br />
utilising waterfront sites <strong>for</strong> tourist-or<strong>ie</strong>ntated facilit<strong>ie</strong>s such as cafés<br />
and restaurants, in particular between the Church and Cromaboo<br />
Bridge. The design of the square will also incorporate bus set down facilit<strong>ie</strong>s, further adding to its attraction to<br />
visitors and tourists. Attractive river- and canal side walkways and new pedestrian bridges will link the open<br />
countryside with the town centre and will provide var<strong>ie</strong>d opportunit<strong>ie</strong>s <strong>for</strong> walks and the full appreciation of the<br />
town’s heritage and amenity.<br />
Shaw’s Square Area<br />
The area located north of Leinster Street offers significant potential <strong>for</strong> the creation of a new waterside civic space,<br />
incorporating amenity walkways along the river, which will offer convivial and conven<strong>ie</strong>nt access to and from the<br />
town centre. The development of a public park and playing f<strong>ie</strong>lds to the north of the site would increase the<br />
amenity value of the area. The park could also include an open-air per<strong>for</strong>mance space, providing a spectacular<br />
venue by the river and using the historic centre of <strong>Athy</strong> as a backdrop. The site is also an appropriate location <strong>for</strong><br />
the swimming pool. Thus, the area has significant potential, in conjunction with Emily Square and the new square<br />
at the Dominican Church, to maximise the tourism and watersports potential of the waterways by actively turning<br />
future development towards the waterfront and improving river and canal walks.<br />
<strong>Athy</strong> IFPLUT Study 104 Final Report December 2004
Open Space, Passive and Active Recreation<br />
The protection of existing and provision of new open space in the<br />
town is v<strong>ie</strong>wed as critical in providing an improved quality of life<br />
<strong>for</strong> its residents The provision of a new public park and playing<br />
f<strong>ie</strong>lds to the north of the Shaw’s Square area with the enhancement<br />
of the existing Peoples Park will provide valuable amenity assets<br />
<strong>for</strong> the residents of the town. Provision of suffic<strong>ie</strong>nt public space<br />
will also <strong>for</strong>m an integral part of the town’s existing and future<br />
residential developments. Depending on densit<strong>ie</strong>s a var<strong>ie</strong>ty of<br />
garden sizes and other private and semi-private open spaces will<br />
be provided <strong>for</strong>.<br />
As outlined above the Shaw’s Square area offers significant<br />
potential to develop the water sports potential of the town with the<br />
option to re-locate the swimming pool to this site. The new public park will see the development of a number of<br />
playing f<strong>ie</strong>lds. The provision of these facilit<strong>ie</strong>s in a central location in the town will assist in the promotion of<br />
active leisure facilit<strong>ie</strong>s accessible by slow modes. In particular to provision of playing f<strong>ie</strong>lds should be a short term<br />
priority to support local sporting clubs.<br />
In line with promoting tourist and leisure pursuits a number of pedestrian<br />
and cycle routes have been identif<strong>ie</strong>d along river and canal. The intensive<br />
mix of uses and the high accessibility of the town centre will maximise the<br />
vibrancy and increase the attractiveness of the town <strong>for</strong> visitors and<br />
residents alike. With the increased focus on the town’s waterways<br />
opportunit<strong>ie</strong>s will exist within the town to provide route initiatives such as<br />
‘Sli na Slainte’. Such<br />
initiatives are recognised as<br />
having significant health<br />
benefits and further attract<br />
people to the town. In<br />
developing such an<br />
initiative in <strong>Athy</strong> the town would be able to build on its natural<br />
assets of river and canal whilst providing other links to locations<br />
such as sports f<strong>ie</strong>lds and community facilit<strong>ie</strong>s.<br />
This section has shown that the Preferred Scenario strives to<br />
maximise the tourism potential of <strong>Athy</strong>’s architectural and natural<br />
heritage. This potential can be further developed in conjunction<br />
with Bord Failte and other relevant bod<strong>ie</strong>s. A much enhanced<br />
network of walking features, including amenity walks along the waterways, heritage trails in and around the town<br />
centre etc. can be marketed widely and will attract visitors and encourage them to stay longer.<br />
As integral part of promoting <strong>Athy</strong>, its heritage and waterways, the development of a Marina is essential and the<br />
location south of Emily Square is considered appropriate. Waterfront apartment developments would complement<br />
the Marina as well as a much needed hotel and conference centre. There are alternative locations <strong>for</strong> a Marina<br />
further north of the town centre and also along the canal. The Study team recognises that <strong>Athy</strong> offers significant<br />
potential to develop a facility of national importance in the town akin to the National Stud in <strong>Kildare</strong> such as an<br />
Inland Waterway Museum. Such development would identify the town at national level and further develop the<br />
town’s economy.<br />
<strong>Athy</strong> IFPLUT Study 105 Final Report December 2004
Objective 12 Facilitate access to and from <strong>Athy</strong> from the hinterland and Dublin <strong>for</strong> all trip purposes by<br />
all modes.<br />
The designation of <strong>Athy</strong> as a Moderate Growth Town within the Greater Dublin Area necessitates the<br />
improvement of links between the town and nearby Large Growth Towns and Dynamic Clusters and the<br />
Metropolitan Area not only by widening public transport choice over longer distances but also by providing access<br />
to higher level facilit<strong>ie</strong>s and services that <strong>Athy</strong> would not support. Table 9.3 identif<strong>ie</strong>s some specific destinations<br />
and facilit<strong>ie</strong>s, their location and means of access.<br />
Table 9.3 Sample External Destinations, Location and Means of Access<br />
SERVICE EXAMPLE LOCATIONS<br />
Naas, Newbridge, M50 Shopping<br />
ACCESS<br />
High Order Retail<br />
Centre (e.g. Liffey Valley,<br />
Blanchardstown)<br />
Bus/ Road<br />
Third Level Institutions Dublin, Maynooth, Carlow Bus/ Rail/Road<br />
Hospitals Naas, Tallaght Bus/Road<br />
Employment Naas, Newbridge, Dublin Bus/ Rail/Road<br />
Entertainment/Theatre/Cinema Dublin Rail/Road<br />
Dublin Port Dublin Road (N9 Link), M50 Port Tunnel<br />
Water<strong>for</strong>d Port Water<strong>for</strong>d Road (N9 Link)<br />
Airport Dublin Bus/ Rail/ Road (N9 Link)<br />
Wicklow Mountains Road/ Bus<br />
Tourist Attractions<br />
Dublin Road/ Rail/ Bus<br />
Japanese Gardens Road/ Bus<br />
It is vital that links with Dublin are maximised not only to attract business development into the town but also to<br />
provide <strong>for</strong> leisure and other trip types to and from the Metropolitan Area. Furthermore, the proposed N9 link will<br />
allow <strong>for</strong> direct access to the national primary road network thereby improving the effic<strong>ie</strong>ncy of access to the<br />
Metropolitan Area, airport and ports to the north and south.<br />
As outlined under Objective 11 in this section <strong>Athy</strong> offers significant potential to develop as a tourist attraction.<br />
This will further increase the pressure to improve the existing access to the town. It is also essential to facilitate<br />
direct links to surrounding tourist attractions in order to establish <strong>Athy</strong> as part of the tourism network of the wider<br />
region. As outlined in Table 9.3 such attractions could include the nearby Japanese Gardens, the Wicklow<br />
Mountains or the Metropolitan Area.<br />
<strong>Athy</strong> IFPLUT Study 106 Final Report December 2004
9.4 Traffic Modelling Outputs<br />
Three future transport packages were tested against the preferred land use scenario using SATURN and MEPLAN<br />
<strong>for</strong> the morning peak hour. Changes in traffic flows and modal shares are firstly judged against a Do Minimum<br />
scenario, which includes <strong>for</strong> the construction of the Inner Rel<strong>ie</strong>f Street and the implementation of revised traffic<br />
flow systems on Duke Street and Leinster Street as detailed on Figure 9.5. This scenario also includes <strong>for</strong> the<br />
development of a number of car parks on the periphery of the town centre as detailed in the traffic management<br />
measures contained in Appendix A. However, the Do Minimum scenario contains no further significant<br />
improvements to the town’s road network, or the construction of new footpaths/cycle links.<br />
The second transport package includes all of the traffic measures contained in the Do minimum scenario and the<br />
construction of the Southern Distributor Route as proposed in the 2000 <strong>Athy</strong> Development Plan. This option also<br />
includes <strong>for</strong> the implementation of all measures identif<strong>ie</strong>d in the traffic management measures and illustrated on<br />
Figure 9.3.<br />
The final transport package includes all of the transport measures contained in Appendix A as well as the<br />
construction of an Outer Bypass to the south of Ardrew and Conneyburrow as detailed on Figure 9.5. Local access<br />
routes are also proposed along the alignment of the Southern Distributor route. It is intended that the railway line<br />
and the River Barrow sever this route, thereby avoiding the creation of an inner bypass of the town.<br />
In keeping with the guiding principles of the study, suffic<strong>ie</strong>nt employment lands have been identif<strong>ie</strong>d to sustain the<br />
future working population of the town. However, it is appreciated that a proportion of the future working<br />
population will continue to commute to employment centres outside of the study area. It has there<strong>for</strong>e been<br />
assumed that 20% of economically active adults will commute to jobs outside of the study area. This compares to<br />
an out commuting figure of 50% at present. The provision <strong>for</strong> out commuting trips leaves a deficit of economically<br />
active adults within the study area; there<strong>for</strong>e this shortfall has been accounted <strong>for</strong> by a corresponding volume in incommuting<br />
trips.<br />
Model Results and interpretation<br />
In evaluating these scenarios from a transport perspective, two distinct data sets exist. The MEPLAN model<br />
derives the modal choice <strong>for</strong> the various trip types (Work, Shopping, education and other) within the urban area of<br />
the town.<br />
The SATURN model provides statistics on the mechanised traffic on the study area road network. This includes<br />
global in<strong>for</strong>mation such as total travel times and average journey speeds as well as individual link flows on<br />
sensitive routes. The full results of these MEPLAN and SATURN assessments are listed in Appendix B.<br />
Do Minimum Scenario Assessment<br />
The anticipated population growth, without complimentary traffic measures, would result in significant congestion<br />
within the town centre. Table 9.3 below indicates the traffic flows on key routes within the town centre <strong>for</strong> the<br />
present day and <strong>for</strong> the Do Minimum Scenario.<br />
<strong>Athy</strong> IFPLUT Study 107 Final Report December 2004
Table 9.3: Traffic flows on sensitive town centre routes<br />
Location and Direction<br />
TRAFFIC FLOWS<br />
2002 2016<br />
Present day Do Minimum<br />
Demand Actual Queue Demand Actual<br />
Flow flow Flow Flow flow<br />
Queue<br />
Flow<br />
Duke Street between Convent Lane E 411 411 0 407 217 190<br />
and Burrow Quay W 493 493 0 One Way One Way One Way<br />
Inner Rel<strong>ie</strong>f Street between Convent E N/A N/A N/A 980 509 471<br />
Lane and Burrow Quay W N/A N/A N/A 1479 954 525<br />
Stanhope Street<br />
N<br />
S<br />
211<br />
214<br />
211<br />
214<br />
0<br />
0<br />
519<br />
702<br />
374<br />
635<br />
145<br />
67<br />
Carlow Road<br />
N<br />
S<br />
163<br />
189<br />
163<br />
189<br />
0<br />
0<br />
699<br />
265<br />
644<br />
140<br />
55<br />
125<br />
These figure show that the inner rel<strong>ie</strong>f street and Duke Street will be unable to manage the demand flows in the do<br />
minimum scenario, resulting in major queues and effective gridlock. Traffic travelling in a north to south direction<br />
will also encounter significant queues on Stanhope Street and Carlow Road. This observation is reflected in the<br />
global statistics with the average journey time taking nearly 20minutes and the average motorised speed less than<br />
9km/hour.<br />
Table 9.4 below indicates the modal shift <strong>for</strong> the various trip types <strong>for</strong> all of the traffic scenarios tested. The results<br />
of the Do minimum scenario are comparable to the present day scenario, and demonstrate that the car will remain<br />
the dominant <strong>for</strong>m of travel, unless provision is made <strong>for</strong> alternative modes of transport.<br />
Table 9.4: Traffic assessment modal splits<br />
Purpose Mode Existing Scenario<br />
Work<br />
Educ.<br />
Shopping<br />
Other<br />
Total<br />
2002 2016<br />
Inner Rel<strong>ie</strong>f<br />
Street Only<br />
Inner Rel<strong>ie</strong>f Street<br />
and Southern<br />
Distributor Route<br />
Inner Rel<strong>ie</strong>f Street<br />
and Southern<br />
Bypass<br />
Car 72% 70% 52% 52%<br />
Slow 28% 30% 48% 48%<br />
Car 68% 65% 47% 47%<br />
Slow 32% 35% 53% 53%<br />
Car 67% 66% 49% 48%<br />
Slow 33% 34% 51% 52%<br />
Car 57% 55% 46% 45%<br />
Slow 43% 45% 54% 55%<br />
Car 68% 65% 49% 48%<br />
Slow 32% 35% 51% 52%<br />
Subsequent runs of SATURN and MEPLAN <strong>for</strong> the Do Minimum scenario have resulted in large oscillations in<br />
the modal splits between car trips and walking/cycling. This phenomenon is attributed to excessive motorised<br />
journey times <strong>for</strong>cing people out of the car to make walking or cycling trips. In theory this may lead to a reduction<br />
in the number of car trips, however it cannot be considered sustainable, as it will ultimately limit economic growth.<br />
Southern Distributor Route Assessment<br />
The construction of the Southern Distributor Route and the introduction of a comprehensive pedestrian and cyclists<br />
network produces improvements in traffic flows within the town centre and results in an overall increase in the<br />
number of sustainable trips. Table 9.5 below compares flows on key routes between the 2016 Do minimum and the<br />
Southern Distributor Route assessment.<br />
<strong>Athy</strong> IFPLUT Study 108 Final Report December 2004
Table 9.5: Traffic flows on sensitive routes: Do Minimum and Southern Distributor Scenario<br />
Location and Direction<br />
Demand<br />
Flow<br />
TRAFFIC FLOWS<br />
2016 2016<br />
Do Minimum Southern Distributor Assessment<br />
Actual<br />
Flow<br />
Queue<br />
Flow<br />
Demand<br />
Flow<br />
Actual<br />
Flow<br />
Queue<br />
Flow<br />
Duke Street between Convent Lane E 407 217 190 229 220 9<br />
and Burrow Quay W One Way One Way One Way One Way One Way One Way<br />
Inner Rel<strong>ie</strong>f Street between Convent E 980 509 471 413 402 11<br />
Lane and Burrow Quay W 1479 954 525 792 791 1<br />
Stanhope Street<br />
N<br />
S<br />
519<br />
702<br />
374<br />
635<br />
145<br />
67<br />
350<br />
576<br />
346<br />
575<br />
4<br />
1<br />
Carlow Road<br />
N<br />
S<br />
699<br />
265<br />
644<br />
140<br />
55<br />
125<br />
600<br />
304<br />
600<br />
300<br />
0<br />
3<br />
Southern Distributor Route east of E N/A N/A N/A 672 672 0<br />
Ardrew W N/A N/A N/A 520 519 1<br />
The results of the SATURN analysis indicate that the provision of the Southern Distributor Route will not only<br />
provide a bypass of the town centre <strong>for</strong> through traffic, but will more importantly, facilitate trips around the town<br />
centre and outlying residential and employment centres, thereby minimising town centre traffic.<br />
<strong>Athy</strong> Town Centre will remain the primary trip attractor in 2016 and will there<strong>for</strong>e continue to cater <strong>for</strong> significant<br />
volumes of traffic. The provision of the southern distributor route coupled with the network of slow mode routes<br />
and traffic management measures will help reduce traffic flows on the key town centre routes. Traffic demand on<br />
the Inner Rel<strong>ie</strong>f Street between Convent Lane and Barrow Quay and Duke Street almost halves on introduction of<br />
the Southern Distributor Route and Slow mode links. Carlow Road will suitably remain the distributor link into the<br />
town centre from the south and will continue to receive moderately high volumes of traffic.<br />
The reduction in town centre traffic within this scenario has resulted in improved global statistics, with the average<br />
journey time of trips within the study area reducing to approximately 5minutes and the average speed of vehicles<br />
increasing to 37.3km/hour.<br />
An evaluation of the MEPLAN outputs highlighted in Table 9.4, show a vast improvement in the modal splits,<br />
with work, education and school traffic exper<strong>ie</strong>ncing a modal shift of approximately 20% from the Do Minimum<br />
scenario and the 2002 present day scenario.<br />
Subsequent runs of SATURN and MEPLAN <strong>for</strong> the Southern Distributor Route scenario have resulted in minimal<br />
oscillations in the modal splits between car trips and walking/cycling. This indicates that the overall reduction in<br />
modal splits in this scenario is a result of ‘positive’ modal choices <strong>for</strong> the population of <strong>Athy</strong> as appose to ‘<strong>for</strong>ced’<br />
modal choice as exper<strong>ie</strong>nced in the Do Minimum scenario. In order to develop an attractive and prosperous town,<br />
it is essential that people be presented with a positive modal choice <strong>for</strong> all journey types.<br />
Outer Bypass Assessment<br />
Similarly to the Southern Distributor Route, the construction of an Outer Bypass to the south of the town will<br />
result in a reduction in the volume of traffic on sensitive town centre routes. Table 9.6 below compares flows on<br />
key routes between the Southern Distributor Route and the Outer bypass assessment.<br />
<strong>Athy</strong> IFPLUT Study 109 Final Report December 2004
Table 9.6: Traffic flows on sensitive routes: Southern Distributor and Outer Bypass Scenario<br />
Location and Direction<br />
TRAFFIC FLOWS<br />
2016 2016<br />
Southern Distributor Assessment Outer Bypass Assessment<br />
Demand Actual Queue Demand Actual Queue<br />
Flow Flow Flow Flow Flow Flow<br />
Duke Street between Convent Lane E 229 220 9 235 217 18<br />
and Burrow Quay W One Way One Way One Way One Way One Way One Way<br />
Inner Rel<strong>ie</strong>f Street between Convent E 413 402 11 475 437 38<br />
Lane and Burrow Quay W 792 791 1 900 893 7<br />
Stanhope Street<br />
N<br />
S<br />
350<br />
576<br />
346<br />
575<br />
4<br />
1<br />
342<br />
538<br />
333<br />
536<br />
9<br />
2<br />
Carlow Road<br />
N<br />
S<br />
600<br />
304<br />
600<br />
300<br />
0<br />
3<br />
555<br />
226<br />
554<br />
218<br />
1<br />
8<br />
Southern Distributor Route east of E 672 672 0 77 76 1<br />
Ardrew W 520 519 1 19 19 0<br />
Outer Bypass east of Ardrew<br />
E N/A N/A N/A 515 515 0<br />
W N/A N/A N/A 352 350 2<br />
Likewise to the Southern Distributor Route, the Outer Bypass will facilitate through traffic and enable access to the<br />
residential and employment centres on the periphery of the town centre cell. Due to the greater length of the Outer<br />
Bypass a small proportion of the east/west moving traffic will continue to use more sensitive route within the town.<br />
This travel pattern can be seen in Table 9.6, with marginally higher traffic flows being observed on key town<br />
centre routes such as Duke Street and the Inner Rel<strong>ie</strong>f Street and a slight reduction in the volume of traffic on the<br />
Outer Bypass when compared to the Southern Distributor Route.<br />
The global SATURN statistics indicate that the Outer Bypass will result in average journey times and vehicular<br />
speeds comparable to the Southern Distributor Route option, with the average trip time being 5minutes and the<br />
average speed of vehicles 37.3km/hour.<br />
An evaluation of the MEPLAN outputs highlighted in Table 9.4, show that the construction of the slow mode<br />
network will create a modal share favourable towards sustainable travel <strong>for</strong> all trip purposes.<br />
Subsequent runs of SATURN and MEPLAN have resulted in minimal oscillations in the modal splits, indicating,<br />
again, that the slow mode networks and complimentary traffic management measures build a future network where<br />
positive modal choice can prevail.<br />
Summary of Modelling<br />
Within the Do Minimum Scenario, considerable levels of congestion will occur on all routes within the town<br />
centre. Clearly if <strong>Athy</strong> is to expand to its predicted population, minimum intervention is not an option <strong>for</strong> the<br />
future development of the town.<br />
At this strategic level of investigation the MEPLAN and SATURN outputs in terms of modal splits and overall<br />
link flows are clearly indicating that the spatial land use patterns combined with the Traffic Management proposals<br />
will provide a template <strong>for</strong> the sustainable development of the town in line with the study’s aims. The modelling<br />
results clearly show that the Southern Distributor Route or the Outer Bypass will need to be constructed be<strong>for</strong>e<br />
volumes of traffic reach the predicted design year flows in the town centre.<br />
The link flow assessments obtained from SATURN, indicate that the Southern Distributor Route will per<strong>for</strong>m<br />
marginally better in terms of reducing traffic flows on sensitive routes, however, this route option will act as a<br />
partial severance between the residential lands of Ardrew and Conneyburrow and the town centre. Table 9.6<br />
indicates that approximately 1200 vehicles will traverse Ardrew on the Southern Distributor Route during the<br />
morning peak hour if this route is fully developed. Table 9.6 shows that this figure reduces to less than 100<br />
vehicles in the morning peak hour if the Southern Distributor Route is only partially developed and the Outer<br />
Bypass is constructed.<br />
<strong>Athy</strong> IFPLUT Study 110 Final Report December 2004
It should also be noted that the Southern Distributor Route was unconstrained by pedestrian crossings during the<br />
modelling process. The introduction of controlled crossing points at strategic locations will invariably impact on<br />
the per<strong>for</strong>mance of this route.<br />
This strategic assessment has identif<strong>ie</strong>d the need <strong>for</strong> a distributor route to the south of the town. In overall terms<br />
bypassing of the town can be considered in a sequential pattern. Initially the Inner Rel<strong>ie</strong>f Street will provide a<br />
degree of bypass to the town centre however its effectiveness as a bypass is limited by its location and ultimately<br />
by increases in traffic flow. The Southern Distributor Route can be v<strong>ie</strong>wed as the medium and potential long term<br />
solution. A further, more detailed, investigation as to whether or not the Outer Bypass option will ultimately be<br />
required as the long term solution should be commenced as soon as possible.<br />
This investigation should incorporate the effect of the proposed N9 improvements and should also address the key<br />
issue of deliverability in terms of engineering and environmental impacts, costs, funding and timeframe to<br />
delivery. The early investigation of these issues will facilitate a decision being made as to whether or not the<br />
Southern Distributor Route should be developed as a local distributor or bypass route and the need to link it across<br />
the rail line and river. There<strong>for</strong>e until this issue can be fully addressed the Southern Distributor Route is considered<br />
as a medium term transport objective, spanning the river and rail line, and the Outer Bypass is a long term<br />
objective.<br />
A rev<strong>ie</strong>w of the model should be undertaken at regular time intervals as traffic management measures and<br />
infrastructure improvements come on stream. As the town approaches its design year population, it is recognised<br />
that distributor links may be required to the north of the study area. It is not anticipated that these links would span<br />
the entire northern expanse of the town, but could link key routes, such as the N78 east to the R417 Monasterevin<br />
Road or the N78west to the Stradbally Road via the existing industrial park.<br />
<strong>Athy</strong> IFPLUT Study 111 Final Report December 2004
9.5 Summary<br />
This report represents a Preferred Development Framework within which future land use and transport decisions<br />
within <strong>Athy</strong> can be made. The document represents a thorough study including consultation with relevant<br />
stakeholders in the town, the public and other bod<strong>ie</strong>s relevant to the future growth of both towns. The land use<br />
proposals provide the necessary quantum of sites that will meet the predicted demand in future housing units and<br />
employment needs of the town that will enable <strong>Athy</strong> to grow in an increasingly self supporting manner. This is<br />
proposed within a framework that places a high priority on quality of urban design, and within a compact urban<br />
<strong>for</strong>m. In tandem, the transport proposals outlined are centred on two themes, increasing the opportunit<strong>ie</strong>s <strong>for</strong><br />
people to use alternatives to the car, and to establish a network and h<strong>ie</strong>rarchy of movement within and between the<br />
towns that can integrate new development as it occurs. Together, the land use and transport proposals will aid the<br />
creation of a vibrant, inclusive and sustainable community.<br />
<strong>Athy</strong> IFPLUT Study 112 Final Report December 2004
10 DELIVERY OF THE IFPLUT<br />
10.1 Introduction<br />
This section examines how the Framework Plan measures previously described in Section 10 should be<br />
implemented. The first part of the section is concerned with the phasing issues that need to addressed to ensure a<br />
timely and coordinated delivery of the Framework. The second part deals with implementation issues such as<br />
cooperation and coordination required between the relevant bod<strong>ie</strong>s.<br />
10.2 Phasing<br />
The phasing approach considers how the development of <strong>Athy</strong>, including the provision of housing and jobs, may<br />
be coordinated with infrastructure in the most sustainable and economical way. On the basis that water and<br />
drainage services are available, and irrespective of the proposed land use scenario, it is considered that any phasing<br />
of future development should concentrate on developing higher density central sites first and the suburban sites<br />
second. Such an approach would comply with the principles of sustainable development with regard to a compact<br />
urban <strong>for</strong>m and mix of uses in close proximity.<br />
To ensure a continuously sustainable and integrated growth of the town over the period up to 2016 employment<br />
opportunit<strong>ie</strong>s have to expand alongside residential development, retail provision has to improve constantly and the<br />
provision with community, recreational and amenity facilit<strong>ie</strong>s has to keep pace with the growing population.<br />
In order to avoid <strong>Athy</strong> becoming increasingly dependent on commuting to the Metropolitan Area and other towns,<br />
employment has to grow at a pace whereby the net outflow of local labour is decreasing over time. Whilst the land<br />
uses outlined in this report allow <strong>for</strong> local employment provision to equal the study area population that is<br />
available <strong>for</strong> employment it is not impl<strong>ie</strong>d that <strong>Athy</strong> will ever contain all the employment needs of its population<br />
within the town. Instead it is envisaged that a significant quantum of the population’s work<strong>for</strong>ce will be employed<br />
within the town whilst there will also be a sustainable level of inward and outward commuting.<br />
Short Term<br />
In the short term, to 2006, the Town Council aims at an urban population of 13,900 per the current Development<br />
Plan. With a current population of approximately 6,000 people an additional number of 7,500 people have to be<br />
provided <strong>for</strong> in the next 2-3 years. Approximately 3,850 persons can be accommodated by the planning<br />
applications already granted or currently be<strong>for</strong>e the Town Council <strong>for</strong> decision as of March 2003. This leaves an<br />
additional 2,350 people to meet the target population in 2006, which translates into approximately. 870 additional<br />
residential units at a household size of 2.7. It is not critical nor perhaps desirable or sustainable that such a level of<br />
population growth occurs in this period. It is preferable that this growth rate be extended into the medium term and<br />
that ideally, new neighbourhoods should be developed in the town centre or as close as possible to the centre and<br />
the railway station. This is in particular important since it is realistic to assume that commuting from <strong>Athy</strong> to other<br />
centres will prevail to some degree in the short and medium<br />
term.<br />
In order to provide level of employment equivalent to the size<br />
labour <strong>for</strong>ce in the Study Area, job opportunit<strong>ie</strong>s have to increase<br />
substantially. Ideally, at an assumed labour <strong>for</strong>ce participation<br />
rate of 45 per cent and by taking into account the existing<br />
number of jobs in the Study Area and the jobs provided by<br />
current planning applications 6,700 additional jobs should be<br />
provided to coincide with the potential population. It is very<br />
likely that the employment provision will lag behind the growth<br />
in population in the short and medium term. If evenly spread<br />
over the whole timeframe of the Study 480 jobs would be<br />
provided per annum in order to meet the target as outlined in<br />
Section 6.2.<br />
With the considerable growth in population in the short term the provision with retail facilit<strong>ie</strong>s has to improve at a<br />
comparable level. This does apply to an increased supply with conven<strong>ie</strong>nce shopping <strong>for</strong> the weekly shop such as<br />
supermarkets as well as a more var<strong>ie</strong>d range and higher quality comparison shopping facilit<strong>ie</strong>s. These facilit<strong>ie</strong>s<br />
should be located in and around the existing main street.<br />
<strong>Athy</strong> IFPLUT Study 113 Final Report December 2004
Medium Term<br />
In the medium term until 2011 the urban population is projected to increase by a further 1,400 people to a total<br />
population of 15,300. This requires 500 additional residential units within the 5 years between 2006 and 2011.<br />
The required increase in employment opportunit<strong>ie</strong>s in the medium term amounts to 720 jobs within the Study<br />
Area.<br />
The Triangle and other smaller town centre sites such as the Convent site should be available in the medium term,<br />
providing opportunity sites <strong>for</strong> high-density employment and apartment development. The lands <strong>for</strong> low density<br />
employment to the west of the town centre are readily available <strong>for</strong> development in the short to medium term,<br />
whereas the lands to the southeast can become available within the timeframe of the next Town Plan. Also, some<br />
of the Tegral lands may come on-stream <strong>for</strong> high-density employment by 2011.<br />
The re-location of a governmental department to <strong>Athy</strong> will have considerable spin-off effects <strong>for</strong> associated<br />
services and will increase the demand <strong>for</strong> a suffic<strong>ie</strong>nt supply with high-quality retailing as well as recreational,<br />
community and amenity facilit<strong>ie</strong>s.<br />
By 2011 various opportunity sites, which are currently in the backlands of the main street would be opened up<br />
through the construction of the Inner Rel<strong>ie</strong>f Street. These sites can accommodate a large number of additional<br />
retail facilit<strong>ie</strong>s as well as community and recreational facilit<strong>ie</strong>s, which the then existing population will be able to<br />
sustain. Also, by 2011 there is scope <strong>for</strong> some retail warehousing on the edge of the town centre.<br />
Amenity facilit<strong>ie</strong>s should be constantly improved and it appears realistic that Emily Square, the Dominican Church<br />
area, Shaw’s Square area as well as the new park and a much improved walking network can be developed to their<br />
full potential by 2011 however, in terms of the existing population, any existing deficit in facilit<strong>ie</strong>s such as playing<br />
f<strong>ie</strong>lds should be provided as soon as possible. It will be essential to improve the “soft” factors in the town such as<br />
amenity and recreational facilit<strong>ie</strong>s alongside with or even ahead of the development of residential and employment<br />
areas. These factors contribute substantially to the attractiveness of the town and provide important incentives <strong>for</strong><br />
investors and new residents.<br />
The two additional schools, one primary and one secondary facility, will be required in the medium term.<br />
Long Term<br />
In the long term up to 2016 the target population <strong>for</strong> the Study Area of 20,000 people and 16,700 people in the<br />
urban area has ideally been reached. Thus, between 2011 and 2016 a further 1,400 residential units have to be<br />
built in the town and 680 additional jobs provided.<br />
By 2016 <strong>Athy</strong> can be considered as self-sustaining town where people live and work. The population will have<br />
reached a critical mass to support a wide range of retailing and community, recreational and amenity facilit<strong>ie</strong>s,<br />
which will limit journeys to other centres to a minimum. Some measures should be implemented directly in order<br />
to address the immediate needs of the town and to make better use of existing infrastructure.<br />
Transportation Measures<br />
The transport management objectives are outlined in Appendix A and should be read in conjunction with Figure<br />
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<br />
long term (beyond 7 years). Adherence to this phasing will ensure that infrastructure and service improvements are<br />
developed hand in hand with demand management measures. The short-term measures put <strong>for</strong>ward are<br />
independent of future proposals and should be delivered now to aid the existing traffic situation within the town.<br />
The medium and long-term measures set out have taken account of the future land use proposals and transport<br />
developments <strong>for</strong> example the Inner Rel<strong>ie</strong>f Street and should there<strong>for</strong>e be delivered in line with these proposals.<br />
However, within the planning process, provision should be made <strong>for</strong> medium and long-term measures with<br />
immediate effect.<br />
10.3 Implementation<br />
Development Plan – As the Framework Plan is a non-statutory document, <strong>for</strong>ums <strong>for</strong> introducing the<br />
recommendations contained herein are the future Development Plans <strong>for</strong> the town and its environs. The statutory<br />
rev<strong>ie</strong>w of the <strong>Athy</strong> Development Plan 1999 by <strong>Athy</strong> Town Council has commenced with the adoption of the Plan<br />
scheduled <strong>for</strong> May 2006. In preparing the new Plan the location of land uses proposed and the densit<strong>ie</strong>s of<br />
<strong>Athy</strong> IFPLUT Study 114 Final Report December 2004
development should in<strong>for</strong>med by this study. Polic<strong>ie</strong>s and objectives should be incorporated that would lead to the<br />
implementation of key provisions relating to the pedestrian, cyclist and public transport facilit<strong>ie</strong>s and roads<br />
infrastructure.<br />
Local Area Plans – The use of Local Area Plans should be considered to provide more detailed guidance in<br />
particular areas that may be subject to large-scale development, <strong>for</strong> example Ardrew.<br />
Urban Design Stud<strong>ie</strong>s – To ensure the coherent and integrated implementation of the proposals <strong>for</strong> the town<br />
centre described in the previous section the development of an overall design scheme including building locations<br />
and hard and soft landscaping is strongly advisable. The Shaffrey report provides a valuable base <strong>for</strong> the<br />
development of the Inner Rel<strong>ie</strong>f Street but should be, in a next step, extended to the Triangle, the Shaw’s Square<br />
area, the new urban park and could also include areas such as the Marina south of Emily Square.<br />
Development Design – One of the most valuable contributions to ach<strong>ie</strong>ving the aspirations of the Framework is to<br />
design pedestrian, cyclist and public transport priority into the fabric of the urban expansion per the transport<br />
management measures outlined in Appendix A. The h<strong>ie</strong>rarchy of routes, and key destinations must be incorporated<br />
and meet the principles extolled in this Study. The Planning Authority can work with developers to ensure that<br />
these objectives are incorporated where relevant into individual development sites..<br />
Marketing, Inward Investment and Location – The successful development of <strong>Athy</strong>, in accordance with the<br />
vision developed in this study, is dependent upon a high level of development and investment in the study area. An<br />
effective marketing and promotional strategy is required to deliver this vision and this will be complemented by<br />
other polic<strong>ie</strong>s and programmes.<br />
<strong>Athy</strong> IFPLUT Study 115 Final Report December 2004
<strong>Athy</strong> IFPLUT Study A-i Final Report December 2004
<strong>Athy</strong> IFPLUT Study A-ii Final Report December 2004
<strong>Athy</strong> IFPLUT Study<br />
Transport Management Objectives<br />
Notes:<br />
1. Transport Management objectives should be read in conjunction with Figures 9.3,9.4 and 9.5<br />
2. All objectives subject to incorporate implementation of co-ordinated regulatory and in<strong>for</strong>mation signage<br />
and lining<br />
Obj: Location Measures<br />
Short Term Measures<br />
S1 N78 Dublin/Kilkenny<br />
Road: West and east of<br />
town boundary<br />
S2 R417 Monasterevin/<br />
Carlow Road and R428<br />
Stradbally Road: town<br />
boundary sites<br />
S3 Barrow Quay: Leinster<br />
Street to Emily Row<br />
S4 St John’s Lane: Duke<br />
Street to entrance St<br />
Patrick’s Primary School<br />
S5 Stradbally Road:<br />
William Street to<br />
hospital<br />
Vehicular:<br />
• Introduce Gateway features on the N78 to alert drivers that they are<br />
entering an urban area. Sensitive design required incorporating street<br />
furniture, hard and soft landscaping, contrasting surface textures,<br />
higher level of signing and road markings etc<br />
Vehicular:<br />
• Install smaller scale entry features at existing speed limit locations<br />
advising motorists that they are entering urban area, Gateway features<br />
less intrusive than S1.<br />
Pedestrians/ Cyclists:<br />
• Remove parking and vehicular access on Barrow Quay to improve<br />
pedestrian safety and reduce vehicular conflicts on Leinster Street.<br />
Pedestrianise area between Leinster Street and Back Square in line<br />
with urban landscape proposals of N78 <strong>Athy</strong> Rel<strong>ie</strong>f Street preliminary<br />
Design Report. Secure cycle parking facilit<strong>ie</strong>s to be provided.<br />
Pedestrians/ Cyclists:<br />
• Sever link adjacent school entrance to remove extraneous car traffic on<br />
St John’s Lane, thereby improving the safety of children attending St<br />
Patrick’s School. Allow <strong>for</strong> local vehicular access from River Barrow<br />
end of St John’s Lane. Within scheme, provide <strong>for</strong> safe waiting and<br />
turning facilit<strong>ie</strong>s <strong>for</strong> school traffic.<br />
Cyclists:<br />
• Cycle lane segregated from vehicular traffic by solid white line.<br />
Coloured surface demarcates lane.<br />
Pedestrians:<br />
• Provide additional pedestrian crossing facilit<strong>ie</strong>s on Woodstock Road in<br />
vicinity of the Barrack Lane junction.<br />
Vehicular:<br />
• Traffic speed to be reduced due to road narrowing (cycle lanes) and<br />
traffic calming measures e.g. Speed cushions, if further required.<br />
<strong>Athy</strong> IFPLUT Study A-iii Final Report December 2004
Obj: Location Measures<br />
S6 R417Carlow Road:<br />
Coneyburrow to Emily<br />
Square<br />
S7 R417Monasterevin<br />
Road: limit of residential<br />
development to Emily<br />
Square<br />
Cyclists:<br />
• Cyclists to share road space with vehicles on this route based on<br />
restricted available widths. Traffic speeds to be reduced by introducing<br />
cycle fr<strong>ie</strong>ndly traffic calming measures.<br />
• Cycle link through pedestrianised Barrow Quay to be developed,<br />
avoiding pinch point on Emily Row.<br />
Cyclists:<br />
S8 River Barrow Cyclists/Pedestrians:<br />
S9 Geraldine Road:<br />
Boheranouca cross roads<br />
to Leinster Street<br />
• Cyclists to share road space with vehicles on this route based on<br />
restricted available widths. Traffic speeds to be reduced by introducing<br />
cycle fr<strong>ie</strong>ndly traffic calming measures.<br />
• Upgrade / construct footpath links along both sides of the River<br />
Barrow, to provide attractive leisure routes and an alternative route to<br />
the town centre avoiding the R417.<br />
• Develop strong links to adjacent residential developments e.g. Marina<br />
site, Conneyburrow, Green Hills housing estate<br />
• Pedestrian/cycle track to have improved lighting and directional<br />
signage.<br />
Cyclists:<br />
Medium Term Measures (Post Inner Rel<strong>ie</strong>f Street)<br />
M1 Leinster Street/Duke<br />
Street: Inner rel<strong>ie</strong>f Street<br />
junction with N78 east to<br />
Stradbally Road and<br />
Convent Lane.<br />
M2 Emily Square / Back<br />
Street<br />
• Cyclists to share road space with vehicles on this route based on<br />
limited volumes of traffic and restricted available widths. Traffic<br />
speeds to be reduced by introducing cycle fr<strong>ie</strong>ndly traffic calming.<br />
Pedestrians:<br />
• With reference to the traffic management proposals of the N78 <strong>Athy</strong><br />
Rel<strong>ie</strong>f Street preliminary Design Report, reduce carriageway widths<br />
over one-way sections of Duke Street and Leinster Street to one lane<br />
wide. Increase footpath widths to allow <strong>for</strong> greater and more diverse<br />
pedestrian activity. Introduce textured surface treatment to the road to<br />
reduce vehicular speeds and rein<strong>for</strong>ce pedestrian fr<strong>ie</strong>ndly environment.<br />
Provision to be made <strong>for</strong> delivery vehicles.<br />
Cyclists:<br />
• Install Contra flow segregated cycle lane over one-way section.<br />
Physical measures required segregating cyclists from vehicular traffic.<br />
• Redesign Leinster Street/Stanhope Street junction to ensure<br />
cycle/pedestrian fr<strong>ie</strong>ndly.<br />
• Redesign Convent Lane/Duke Street junction to ensure pedestrian<br />
fr<strong>ie</strong>ndly. Maintain pedestrian signals. Provide raised table junction to<br />
reduce vehicular speeds and improve pedestrian safety.<br />
Parking:<br />
• Removal of parking at Emily Square and Back Street and convert to<br />
landscaped seating area with cycle parking facilit<strong>ie</strong>s. This would<br />
<strong>Athy</strong> IFPLUT Study A-iv Final Report December 2004
Obj: Location Measures<br />
M3 Abbey Lane: Inner Rel<strong>ie</strong>f<br />
Street to Duke Street.<br />
M4 Meeting Lane: Inner<br />
Rel<strong>ie</strong>f Street to Leinster<br />
Street.<br />
M5 Chapel Lane: Stanhope<br />
Place to Leinster Street<br />
M6 N78/Inner Rel<strong>ie</strong>f Street:<br />
East and West junction<br />
increase pedestrian safety by removing excess vehicular movements<br />
and provide an attractive focal point. Consideration to be made <strong>for</strong><br />
disabled parking in vicinity of Emily Square.<br />
Pedestrians:<br />
• Pedestrianize link to encourage revitalisation of the back lands and aid<br />
vehicular flows on Duke Street and the Inner Rel<strong>ie</strong>f Street. Allow <strong>for</strong><br />
local vehicular access from the Inner Rel<strong>ie</strong>f Street.<br />
Pedestrians:<br />
• Pedestrianize link to encourage revitalisation of the back lands and<br />
reduce vehicular conflicts on Leinster Street and the Inner Rel<strong>ie</strong>f<br />
Street. Allow <strong>for</strong> local vehicular access from Leinster Street.<br />
Pedestrians:<br />
M7 Town Centre Sites Parking:<br />
M8 Inner Rel<strong>ie</strong>f<br />
Street/Dominican Church<br />
site.<br />
M9 River Barrow: North of<br />
Cromaboo Bridge<br />
• Pedestrianize link to improve pedestrian safety in vicinity of local<br />
Schools and reduce vehicular conflicts on Leinster Street. Allow <strong>for</strong><br />
local vehicular access from Leinster Street.<br />
• Install pedestrian crossing facilit<strong>ie</strong>s at each end of pedestrian area on<br />
Stanhope Place and Leinster Street.<br />
Pedestrians/Cyclists:<br />
• Rev<strong>ie</strong>w preliminary design of roundabout junctions at both t<strong>ie</strong> in points<br />
of Inner Rel<strong>ie</strong>f Street and N78. Existing Roundabout layout not cycle<br />
or pedestrian fr<strong>ie</strong>ndly and cycle timings inadequate <strong>for</strong> pedestrians<br />
Consider continental design roundabouts or signalised T-junction<br />
• Provide additional off street pay parking on periphery of town centre<br />
cell. Potential locations include:<br />
1. Site between Upper William Street and the I.R.S.<br />
2. Monasterevin Road opposite Catholic Church<br />
3. South of I.R.S. near junction with Meeting Lane<br />
4. Site to West of Dominican Church<br />
Public Transport:<br />
• Provide quality bus waiting area in vicinity of Dominican Church.<br />
• Install additional bus stops at eastern and Western edge of town centre<br />
cell<br />
Pedestrians/Cyclists:<br />
• Construction of slow mode bridge crossing of the River Barrow.<br />
Potential bridge to link schools, parks, playing f<strong>ie</strong>lds and residential<br />
areas on both side of the river, thereby providing safe routes to school<br />
avoiding the need to access the town centre.<br />
• Construct Footway cycle path linking adjacent residential areas (e.g.<br />
<strong>Athy</strong> IFPLUT Study A-v Final Report December 2004
Obj: Location Measures<br />
M10 Grand Canal: St<br />
Dominic’s Park.<br />
M11 Future development<br />
sites:<br />
M12 Southern Distributor<br />
Route<br />
Long Term Measures<br />
Greenhills) and schools to new footbridge.<br />
Pedestrians/Cyclists:<br />
• Construction of slow mode bridge crossing of the Grand Canal.<br />
Potential Bridge to link existing and future employment sites to<br />
residential areas north of Town Centre. Potential link would<br />
significantly reduce walking distance between two sites thus increasing<br />
likelihood of sustainable trips.<br />
Pedestrians/Cyclists:<br />
• Detailed below are a number of proposed footway/cycle tracks to be<br />
constructed in line with the development of future residential,<br />
commercial or employment sites:<br />
• Footway/cycle track linking Ardrew residential development to the<br />
redeveloped Tegral site and the town centre. Route requires<br />
construction of slow mode bridge over the Grand Canal.<br />
• Footway/cycle track linking east Conneyburrow residential<br />
development to the rail station and Town Centre. Route includes spur<br />
to the future low/high density employment developments to the south<br />
of the southern bypass route. This will require construction of slow<br />
mode bridge over the existing rail line.<br />
• Footway/cycle track linking potential low/high density employment<br />
developments to the south east of the town to the rail station and town<br />
centre.<br />
• Footway/cycle track linking future residential developments to the<br />
northeast of the town to the town centre and town centre schools.<br />
Route requires construction of slow mode bridge over the existing rail<br />
line.<br />
• With reference to the traffic management proposals of the N78 <strong>Athy</strong><br />
Rel<strong>ie</strong>f Street preliminary Design Report, provide <strong>for</strong> segregated cycle<br />
lane on each side of new street. Cyclist priority measures to be<br />
included in design of junctions.<br />
Vehicular:<br />
L1 Outer Southern Bypass Vehicular:<br />
• Construction of local access routes along the alignment of the Southern<br />
Bypass as proposed in the <strong>Athy</strong> Development Plan 2000 (Objective<br />
T1)<br />
• Construction of Outer Southern Bypass to the south of Ardrew and<br />
Conneyburrow. Route avoids severance of residential estates to the<br />
south of the town centre. Route requires rail and river crossing.<br />
<strong>Athy</strong> IFPLUT Study A-vi Final Report December 2004
<strong>Athy</strong> IFPLUT Study B-i Final Report December 2004
<strong>Athy</strong> IFPLUT Study B-ii Final Report December 2004
Table B1: Global SATURN and MEPLAN Statistics<br />
2002 2016<br />
Southern Outer Bypass<br />
MEPLAN Modal Split by Purpose: Internal<br />
trips<br />
Present Day<br />
Do<br />
Minimum<br />
Distributor<br />
Route and Slow<br />
Modes Network<br />
and Slow<br />
Modes<br />
Network<br />
Work Car 72% 70% 52% 52%<br />
Sustainable Modes 28% 30% 48% 48%<br />
Education Car 68% 65% 47% 47%<br />
Sustainable Modes 32% 35% 53% 53%<br />
Shopping Car 67% 66% 49% 48%<br />
Sustainable Modes 33% 34% 51% 52%<br />
Other Car 57% 55% 46% 45%<br />
Sustainable Modes 43% 45% 54% 55%<br />
Global Car 68% 65% 49% 48%<br />
Sustainable Modes 32% 35% 51% 52%<br />
Global Saturn Statistics<br />
Total Number of Car Trips 2530 6143 5420 5272<br />
Simulation<br />
Network<br />
Total Travel Time (pcu/hrs)<br />
Total Travel Distance (pcu kms)<br />
Average Speed (km/hr)<br />
152.8<br />
7163<br />
46.9<br />
2035<br />
17941<br />
8.8<br />
443<br />
16541<br />
37.3<br />
462<br />
17184<br />
37.1<br />
<strong>Athy</strong> IFPLUT Study B-iii Final Report December 2004
Table B2: SATURN Assigned traffic Flows AM peak<br />
LOC DIRECTION AND WAY<br />
Demand<br />
Flow<br />
TRAFFIC FLOWS<br />
2002 2016<br />
IRS only IRS only IRS + SD IRS + OB<br />
Actual<br />
flow<br />
Queue<br />
Flow<br />
Demand<br />
Flow<br />
1 Stradbally Road<br />
N<br />
S<br />
188<br />
210<br />
188<br />
210<br />
0<br />
0<br />
393<br />
439<br />
263<br />
319<br />
130<br />
120<br />
365<br />
403<br />
365<br />
403<br />
0<br />
0<br />
371<br />
390<br />
365<br />
390<br />
6<br />
0<br />
2<br />
N 78 Upper William<br />
Street<br />
E<br />
W<br />
363<br />
224<br />
363<br />
224<br />
0<br />
0<br />
1137<br />
875<br />
1137<br />
557<br />
0<br />
318<br />
479<br />
372<br />
479<br />
370<br />
0<br />
2<br />
533<br />
519<br />
532<br />
502<br />
1<br />
17<br />
3 N 78 William Street<br />
E<br />
W<br />
362<br />
241<br />
362<br />
241<br />
0<br />
0<br />
108<br />
513<br />
83<br />
258<br />
25<br />
255<br />
90<br />
403<br />
90<br />
403<br />
0<br />
0<br />
99<br />
390<br />
99<br />
384<br />
0<br />
6<br />
4<br />
Inner Rel<strong>ie</strong>f Street east<br />
of Convent Lane<br />
E<br />
W<br />
1424<br />
969<br />
781<br />
612<br />
643<br />
357<br />
725<br />
459<br />
721<br />
458<br />
4<br />
1<br />
780<br />
563<br />
758<br />
550<br />
22<br />
13<br />
5 Convent Lane<br />
N<br />
S<br />
31<br />
89<br />
31<br />
89<br />
0<br />
0<br />
531 285 246 317 305 12 314 290 24<br />
6<br />
Duke Street between<br />
Convent Lane and<br />
Burrow Quay<br />
E<br />
W<br />
411<br />
493<br />
411<br />
493<br />
0<br />
0<br />
407 217 190 229 220 9 235 217 18<br />
7<br />
Inner Rel<strong>ie</strong>f Street<br />
between Convent Lane<br />
and Burrow Quay<br />
E<br />
W<br />
980<br />
1479<br />
509<br />
954<br />
471<br />
525<br />
413<br />
792<br />
402<br />
791<br />
11<br />
1<br />
475<br />
900<br />
437<br />
893<br />
38<br />
7<br />
8 Stanhope Street<br />
N<br />
S<br />
211<br />
214<br />
211<br />
214<br />
0<br />
0<br />
519<br />
702<br />
374<br />
635<br />
145<br />
67<br />
350<br />
576<br />
346<br />
575<br />
4<br />
1<br />
342<br />
538<br />
333<br />
536<br />
9<br />
2<br />
9 Emily Row<br />
N<br />
S<br />
163<br />
189<br />
163<br />
189<br />
0<br />
0<br />
293 229 64 228 228 0 209 207 2<br />
10 Carlow Road<br />
N<br />
S<br />
699<br />
265<br />
644<br />
140<br />
55<br />
125<br />
600<br />
304<br />
600<br />
301<br />
0<br />
3<br />
555<br />
226<br />
554<br />
218<br />
1<br />
8<br />
11 Leinster Street<br />
E<br />
W<br />
342<br />
355<br />
342<br />
355<br />
0<br />
0<br />
798 670 128 543 542 1 515 512 3<br />
12<br />
Inner Rel<strong>ie</strong>f Street east<br />
of Emily Road<br />
NE<br />
SW<br />
733<br />
1093<br />
381<br />
932<br />
352<br />
161<br />
509<br />
759<br />
500<br />
758<br />
9<br />
1<br />
525<br />
774<br />
495<br />
771<br />
30<br />
3<br />
13 N 78 Boherboy<br />
E<br />
W<br />
569<br />
415<br />
569<br />
415<br />
0<br />
0<br />
1114<br />
836<br />
846<br />
796<br />
268<br />
40<br />
645<br />
578<br />
641<br />
578<br />
4<br />
0<br />
679<br />
645<br />
666<br />
644<br />
13<br />
1<br />
14 Ardrew Road<br />
15<br />
16<br />
17<br />
18<br />
19<br />
Southern Distributor<br />
west of Ardrew Road<br />
Southern Distributor<br />
east of Ardrew Road<br />
Southern Distributor<br />
east of Carlow Road<br />
Outer By-Pass east of<br />
Carlow Road<br />
Outer By-Pass west of<br />
Carlow Road<br />
<strong>Athy</strong> IFPLUT Study B-iv Final Report December 2004<br />
Actual<br />
flow<br />
Queue<br />
Flow<br />
Demand<br />
Flow<br />
Actual<br />
flow<br />
Queue<br />
Flow<br />
Demand<br />
Flow<br />
N 360 360 0 192 191 1<br />
S 177 177 0 87 85 2<br />
E 443 443 0 72 72 0<br />
W 253 252 1 101 101 0<br />
E 672 672 0 77 76 1<br />
W 520 519 1 19 19 0<br />
E 588 588 0 18 18 0<br />
W 382 382 0 20 20 0<br />
E 472 472 0<br />
W 205 204 1<br />
E 515 515 0<br />
W 352 350 2<br />
Actual<br />
flow<br />
Queue<br />
Flow
Figure B1: Assignment Flows Location Map<br />
<strong>Athy</strong> IFPLUT Study B-v Final Report December 2004
<strong>Athy</strong> IFPLUT Study B-vi Final Report December 2004