South Dublin County Council's action plan for Adamstown is intended to provide a forward-looking alternative to low-density suburban development,writes Frank McDonald, Environment Editor.
It is now exactly two years since South Dublin County Council first unveiled its blueprint for Adamstown, a 500-acre swathe of land south of Lucan, with a radically different vision of landmark modern buildings and roads designed as streets rather than traffic conduits.
What it sought to do - in the words of Mr Paul Hogan, the senior planner involved - was to present "a realistic high-density, mixed-use, public transport-based alternative to the low-density, mono-use, roads-based development of the suburban areas of the county to date".
Most buildings in Adamstown would be at least three storeys high, rising to a minimum of four storeys along its main boulevard. At the core of the "urban zone" adjoining a transport interchange on the Kildare railway line, the minimum height is set at five storeys.
The objective is to provide "a lively and interconnecting network of streets, squares and public gardens with a wide range of public spaces and interesting buildings", mixing residential, commercial, public and community uses to "encourage ... a sense of town and village".
The plan stressed the importance of mixed use. In addition to some 10,000 housing units, this would include shopping, leisure and community facilities as well as offices and light industry, thereby making it possible for residents to get around without having to use their cars.
The plan sought to "create the conditions whereby the distinction between car ownership and car use can become a reality". This was based on the notion that most of the 25,000 people living in Adamstown would be within easy walking or cycling distance of all amenities.
Everyone in the area's dense "urban zone" would be less than 10 minutes walk from a new station on the Kildare line, with frequent trains to Heuston or from a bus priority route serving it. Local feeder bus services and safe cycling routes would cater for those living further away.
A diverse range of housing is also planned, including larger-than-usual apartments, duplex units and town houses, laid out on squares and avenues or in courtyard or mews settings. All public open spaces were to be overlooked by housing to ensure "passive surveillance".
The overall scheme would be relatively high density. Within its most intense "urban zone" near the proposed transport interchange, the net density would be a minimum of 30 units an acre, tapering down to 20 an acre in an "intermediate zone" and 15 an acre at the edges.
Even the lowest density works out at roughly double that of adjoining housing estates, most of which were built within the past 10 years. The aim was to avoid a pattern of suburban development that promotes car-use and militates against the provision of good public transport.
But without any working models of "sustainable development" in the suburbs, Lucan residents are somewhat incredulous. What they fear most is that 10,000 new homes in Adamstown will translate into at least 12,000 cars, causing yet more traffic congestion.
The county council has stressed that the plan is phased in tandem with the provision of new infrastructure, including the proposed rail station. Much of this will have to be funded by the developers, notably Castlethorn Construction, which owns most of the land.
To expedite the plan, Adamstown has been designated a strategic development zone. This means that, once adopted by the county council and approved by An Bord Pleanála, it would be taken out of the normal planning process. The main criticism, voiced by An Taisce among others, is that the plan has not been subjected to environmental impact assessment - particularly as it would nearly double the population of Lucan, which the 2002 Census showed is already the fastest-growing area in the State.