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Totally agree but when compared with the other 3 choices it has to be post 1925 so must be Art Deco in the context of the question.
I think that this point highlights the lack of knowledge of architecture even amongst ABC1 types who are much more knowledgable on house prices as opposed to houses and buildings themselves.
More money for the architecture foundation to bring the built environment to the printed media would be a good start as it is I feel a fair comment to say that Ireland never had an Art Deco period but rather a smattering of buildings that mostly dissapeared between 1960 – 2000.
Yes a fire cert would be required given the intensification of use and because it would be covered by a different set of regs
If you have the money for legals to apply for the licence you have the money for professional advice in relation to fire safety compliance
I would further pay an architect to advise on any changes to patitions etc
You have to spend money to make money
@Maskhadov wrote:
just as well you having nothing to do with developing the nation, otherwise it would be paddy fields and thatched roofs.
350 is a good height i think. Of course with some smaller buildings around them.
350mm is a good height for boots for stylish women going clubbing.
I had switched off this thread due to the infantile nature it had decended into; I only returned because I noted that this was Devin’s last post on the forum and after this post I can understand why he has stopped.
M if you only knew the contribution this individual has made to the City you would dun na bheal
For best practice see here
For worst practice I would suggest a walk around places like Blessington Street, Upper Gardner Street etc;
Other projects of note on the positive side would have to include the Merrion Hotel and 14/15 Stephens Green.
Carton Demense has irked quite a few in the conservation community whilst the City West Hotel and shed complex has really annoyed many.
I am sure many others can add significantly to this list.
Over the last few years Limerick co co has also given the go-ahead for a number of large retail/commercial developments on the outskirts of the city, a retail masterplan for the Limerick city area was drawn up a couple of years by the 3 LA’s surrounding the city, however its clear Limerick County Council dont have much interest in sticking to it!
I think the above can explained along the lines of planners draft plans, politicians rezone and county managers instruct the planners to ignore the plans when told to by the politicians.
Finite
That second post is very cheeky; the group has been discussing issues here for years and at different stages has been positive and negative on particular issues. With many broken promises such as the 2000 NDP and Platform for change as well as other programmes that evaporated it is no wonder that people are not jumping for joy.
30,000 one off houses per year, most of the buildings winning awards being mews buildings and schools and carbon emmissions soaring. Read the threads from early 2002 and tell us what exactly has changed?
I must contest this on my parents behalf.
Why must you contest this?
If there is single additional unit being constructed in what sounds like a decent size estate how have you reached the conclusion that this additional unit will put undue strain on the waste water capacity of the area?
A family of 6 in one of the existing houses would use more waste water capacity than two households with no children.
Totally agree that this is a metaphor for the streets change from quality products not available elsewhere aimed at a then small catchment say 10% of the population to one which is very mass market with goods at all prices.
I have no problem with luxery goods moving off the street; I am sure that Pia Bang did her maths and realised that she could make money serving her customer base developed over 30 years at a lower rent than requiring a 200% or 300% uplift in sales to make a similar return.
Take half the phoneshops out and prevent convenience stores going in and it is entirely likely that Grafton Street will re-balance. The ideal result would be that a quality offereing would spill over in places such as South King St and Clarendon St to diversify the offering.
I definitely see a half full glass here with a little attention to paving repair vs replacement and some large anchors on the adjoining streets this area will re-emerge as the dominent location for Dubliners
@d_d_dallas wrote:
Phone Shops are sooo 2006.
Agreed they have pulled back massively much to the disappointment of landlords but once in it is very difficult for them to assign their interests as it is very easy for a landlord to argue that virtually any other occupier including say Arcadia or even Dunnes Stores is a much weaker covenent based on market cap.
Landlords love them becuasse they hold the retail records for lettings on Oxford St London since 2003, Grafton St Dublin the Vodafone letting in 2005 and Hauptwache Frankfurt record from 2004.
Only the Corporation introducing micro-zoning by use class on their principal streets will stop the next fad occupier which could very well be Chinese Herbal Remedy shops. Which if Parnell St is anything to go by will certainly add a splash of colour.
My main gripe are covenience stores there are simply too many of them and their signage is as other posters have said designed to appeal to our most base impulses.
The steps between Great Ship Street and Castle Street Dublin * saves going through the Castle or around via Bride Street.
The passage between Camden Place and Harcourt Street
The passage from Dame Street to the Stags Head
I disagree that it watering down as opposed to a rejection;
The proposal was that an independent body would be set up to regulate transport for Dublin; which basically replicated the DTO position in 1997 in terms of scope and power.
If such a body cannot control land use what use are they i.e. what do they do that the CIE group companies and the RPA do not do?
If they must go to the local authorities they are not independent and other than Dublin City Council transport planning as part of an intergrated sustainable land use control is virtually non-existant.
http://www.transport.ie/upload/general/8464-0.pdf
The key recommendation was that the body would have an input into Land Use Planning this has been rejected as ‘undemocratic’
27 November 2006 17:58
The Labour Party has committed to doubling the Dublin Bus fleet and tackling congestion in the capital city if it is in Government after the next General Election.The party’s latest policy document, ‘Getting Dublin Moving’ has been launched on the first day of the annual Operation Freeflow in the capital.
The party says the Government’s Transport 21 programme needs to be rescheduled to prioritise a rail inter-connector to increase rail commuter capacity.
It is also proposing the curtailment of city centre delivery times and greater policing and parking enforcement on the capital’s main arteries.
The party claims average peak time bus speeds in Dublin are now as low as 8mph, with even Quality Bus Corridors recording average speeds as low as 6mph.
Spokesperson for Transport, Roisin Shortall says an increase in Dublin buses and a €1 per trip fare will help encourage people use public transport.
With business groups estimating the cost of the city’s gridlock in excess of €2 billion, Labour says the issue needs to be addressed urgently.
Fianna Fáil has criticised Labour’s latest proposals.
The party’s Dublin MEP, Eoin Ryan has accused Labour and Fine Gael of being at loggerheads with regards to their Transport policies. .
It will be interesting to see if a coherent policy can be reached between both Parties; I would support a doublin of the number of busses if those buses were used to serve the rail network i.e. feeder buses in the suburbs linking to rail and Luas lines. The continentals have this down to an artform and it is hoped that Joe Meaghars rail expertese can be drawn upon in his new position as Dublin Bus supremo
Check the deeds to your property and the deeds of theirs and look out for the phrase along the lines ‘right to pass / access with tradesmen / workmen during daylight hours’
It would have been an error on the part of your predecessors legal advisors should such a clause not have been included.
I conversely was at the opposite end of this when I permitted a new neighbour knock a party wall and re-render his gable from the garden; the agreed 2 weeks stretched to 17 weeks and getting the residual gear and loose render off the property not to mention loosing a rendered finish which was painted to a view of unfinished cavity blocks this caused very bad feeling as the footdragger considered himself to be the victim of the piece as he whinged like someone making a speech in the dock.
My advice would be check out the legals; if that fails have a detailed specification drawn up by an architect or building surveyor and make sure you list exactly the extent and duration of the access required and ask what finishes the neighbour would like reinstated when you are finished.
@Blisterman wrote:
I think it’s a good idea. It’ll stimulate development around the outskirts of Dublin, and could reduce congestion in the city centre.
How exactly will it reduce congestion in the City Centre?
The majority of public transport trips in Dublin involve the City Centre]
Firstly that three of the corridors converge between Barrow Street and just North of Connolly Station and this line will run out of capacity with in 2-3 years this is an undisputable fact and has been flagged by Irish Rail since 1997 10 years later we have no more than a proposal than it may be done in a further 9 years[/LIST][list=2:1ot1bjvk]
The fourth corridor ends 2 miles from the core business district at Hueston Station where commuters are forced to pay a second fare to reach the city centre this is done in cattle truck conditions at peak times and deprives the inner suburbs like Smithfield a quality serviceThis will as many other posters have said ferry people in unproven numbers from the centres of car-centric towns to other car-centric towns; if they want to reach the City Centre they must pay an additional fare; why would you bother when you can drive?
As you know, ther is a fair chance that much in T21 will never come to pass given past form and economic cycles
So true if all plans were exectuted fully we wouldn’t need trains because we’d never have stopped dancing at the crossroads and if we abandoned that the DRTS plan of 1976 would have had Dart to Tallaght, Blanchardstown and the Airport by 1985 with an interchange at Stephens Green.
What really annoys me about this is that a second outer ring road has been built on largely the same route as route B from Tallaght to Lucan and no QBC was built to test demand for public transport on this route.
Worsrt case scenario is that this route gets built and delivers a passenger load equivelent to Luas beyond St James and if the global economy sneezes the interconnector is deferred along with the Luas line to Lucan which as yet has no firm timescale.
@alonso wrote:
As for Lucan, T21 has a LUAS going from the south docks to Lucan. Add in the Navan Rail, the Spencer Dock station, and all the other elements of the strategy and if it’s built, the network will be there…
if it’s built…
Ask anyone in Lucan what they would prefer i.e. a Luas to Dublin 2 or at least the nearest National Rail line or a line to Tallaght, Liffey Valley , Blanchardstowen and the Airport and I am sure that most would opt for connectivity to the City Centre where the jobs, shops and restaurants are.
If you examine Luas it is rammed anywhere the population Density is High i.e. Ballaly to Town and James’s Street to town but beyond on both lines it slows to a trickle as the lack of bus integrations kicks in and the car becomes the more efficient mode of transport.
Developing existing landbanks on the existing rail lines is a far more balanced approach to take given the concentration of employment in the centre and established heavy rail lines. The trick with this is to support Admastown, Pelletstown, Grange Road etc and not provide an orbital before communities of 10,000 plus are supported, a real solution for Lucan would be a Luas from Lucan to the Red Cow to be built with a stop at the new Station to be built at Park West creating a multi-modal interchange.
A number of Luas Trams could then operate from Tallaght to Park West supporting an established local need; in time terms Tallaght to Park West 10 minutes Park West to Stephens Green 15 minutes via interconnector and Stephens Green to Airport 20 minutes; total journey time 45 minutes
