Andrew Duffy
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Read the entire thread it is well covered unless the finer points are beyond you
If that’s directed at me, you can shove it up your arse. At least half of your comments on this thread have been nonsensical, and the one about “tractors and trailors (sic)” is the most nonsensical of them all.
The application to raise the height of Smithfield Market was refused a good while ago. The building under construction is 13 stories and 43m AMD.
I haven’t seen the application for Liffey Valley yet, and I’d agree that at the moment the extra traffic could be a problem.Diaspora, I think it’s foot-in-mouth time – the 32 storey building will have 197 apartments, which is about the same as the 5 storey building across the river. This will not overwhelm the transport in the area any more than the already approved office component of the development. Find another reason to complain.
Southbank is still awaiting a planning decision, three years on. I think that the pipedream, sorry proposal for a national stadium on the same site is what has held up the decision. It doesn’t have to be a yes, just a decision.
What four midrise buildings will be in close proximity to each other? There is a fair distance between the Point and Spencer Dock, and that’s only two buildings. Spencer Dock also doesn’t have anything yet designed that would qualify as midrise. The closest things to clusters we’ll have are Georges Quay Plaza, Tara St. Station, Hawkin’s House, O’Connell Bridge House, Liberty Hall (sort of), and eventually maybe U2 building, Millennium Tower, Sir John Rogerson’s Quay, Pearse St., Grand Canal Dock station, Southbank (sort of).
The second one would be nice, but unlikely.
It’s on Pearse St and Grand Canal Quay – not sure which side of Pearse St. The designated site for a landmark building is close to Grand Canal Dock train station, so not this site. I’m glad that DCC doesn’t consider 16 residential floors (45m tops) to be a landmark building. However, they did chop the Point Square landmark down to 60m (but the proposal for the site is 19 office stories, thus a bit taller).
In other news, a 16 storey residential development on the Grand Canal Dock end of Pearse Street was approved a couple of weeks ago. It’s not exactly high-rise, but it is a start. I assume there will be an appeal, but it doesn’t appear to have been lodged yet.
You’re treating trams the same as heavy rail when they are very different. They are only signalled at traffic lights, and rely on the driver to avoid collisions with traffic and other trams. The brakes and wheels, combined with the lower speeds, allow for very rapid stopping.
One of the tramlines I rode on in Amsterdam was double-tracked and carried about one tram every thrity seconds, with only minimal queuing of trams at stops. The trams in Amsterdam are not as advanced as the ones we’re using.
Edit – posted before I read the above post. I can assure you that the third track exists; I’ll probably take a photo to show the flexibility offered by the large number of points as well.
How many times does this have to be said, I wonder? People do not need to, and should not expect to, be picked up from their local station and dropped off at their destination. Efficient changes between short journeys are what makes a system work. When a Luas spur is built to service Citywest, trams will be able to run from Citywest to Heuston only, all the way into the city, or even just to the main Tallaght line in off peak periods. The Luas is capable of running trams far more frequently than once every five minutes; that is merely the level of service required of the operator. It will be up to Connex to decide how often trams are run over and above that required level of service.
The small size of a tram compared to a train makes them immensely flexible in this regard. Trams servicing the heavy rail stations is a great solution for a city that can’t justify a fully-fledged underground system. And they have the benefit of being far more comfortable than travelling in a glorified sewer pipe.
So go ahead, complain about the public transport in the area when making your submission. I doubt that DCC’s planning office will fall for it.Running a service for only part of its length, i.e., from Heuston station to Connolly station and back. If this isn’t done the Luas will be useless for travellers arriving at Heuston in the morning or departing there in the evening. However, the extra line will allow a tram to board at the station and be overtaken by a full tram from Tallaght. The line maps on luas.ie also show a siding on Steeven’s lane, but I can’t see it on the gound.
Accept my apologies. I found it difficult to focus too long on the horrible rendering, which on a second look does appear to actually contain six stories on top of each other at some point.
I can’t find anything about that building on the web, unfortunately. Why would it not work in Dublin? Dublin is an ugly, small city with some Georgian achitecture, the majority of it extremely poor (visit Cheltenham before defending Dublin’s Georgian architecture) and some Victorian architecture, most of it poor (visit Glasgow…). If Lima can have good buildings (according to you), why can’t Dublin?
On the Luas issue – at peak times the Tallaght line will operate at five minute intervals, according to the RPA. Even if no short workings were run, which would suggest that a third track has been built outside Heuston station for nothing, this equals 2820 people per hour in each direction. That is not a low capacity service, and by running short workings to and from the station the capacity would be dramatically increased. Since a private company is operating the trams, I can assure you that short workings will be run since they make economic sense.
I live in the area, and can vouch for the fact that the buses are not overcrowded, even at peak times.
Service to the western suburbs has just been massively improved, and the logical next step is to reopen the park tunnel and midland line. It is not the fault of a property developer that Irish Rail do not have an intelligent long term strategy. The developer would certainly offer to pay for the development of the heavy rail service if the option was available – look up the offer to construct a Luas spur to Citywest and the plan put forward by the Shannon rail company if you don’t beleive developers are interested in making their developments more accessible.
However, examing facts and assesing need are not the strengths of a conservationist. The only fact you will see is the height of the buillding.
http://www.hkr.ie/proj_corkstpge1.htm
I’m not surprised that such a revoltingly ugly building would please a member of An Taisce. It is, after all, only five stories tall, which evidently excuses its hideousness. Did AT lodge an appeal against this beauty?
Well Diaspora, it’s typical of the organisation you refuse to admit you are a member of to object to something before even seeing it. I’m also sure you have familiarised yourself with the area as much as you did with Sligo before trampling Dunlop and Murray’s building there.
If you had familiarised youself with the Heuston area any time in the last few months you’d have realised that there are in fact three Luas tracks and platforms outside the station, specifically so short workings can be run. You should also familiarise yourself with the passenger capacity of the LUAS, which can support trams run at three minute intervals at least before dismissing it. Maybe you should also examine the 15 or so Dublin Bus routes passing by, or the work, currently well under way, to quadruple the mainline track to the western suburbs. Or have a look at the Park tunnel and the Midland Line, both recently relaid and resignalled to the highest standard for imminent use for passenger services to the DART and Belfast lines.
I challenge you to find an area in the entire country better served by existing and under construction (not just proposed) public transport than the Heuston area. However, I do encourage you to cite lack of public transport in your objection to Dublin City Council, as it will make your appeal look all the more nonsensical.
Oh, what particular 42 storey building is your favourite?
I quite like it, the apartments actually look like enjoyable places to live for once. I’ll post a picture later.
The problem is that you can view it all the way from Mount Jerome Cemetery
A good example of why we have so little interesting modern architecture in this country. It would be hard to find a building anywhere that isn’t visible from some cemetary, church, councillor’s back garden, etc. At least mackers gave some valid criticism of the building.
Thanks, I’d already found it:
http://www.ireland.com/newspaper/commercialproperty/2003/1119/3444913181CPDOCKS.html
Sorry lads. A pair of 19-storey buildings will not generate a “wow factor just like high rise buildings in New York or Chicago”, as the buildings there are predominantly over 60 storeys high, with some over 100 stories. A pair of 19-storey buildings might generate a boredom factor equivalent to visiting Birmingham. Or Dublin, for that matter.
And they’re ugly too.
