3.2
The Dublin area has the greatest concentration of population in the country
having 39% of the population located within Dublin City, County and the surrounding
counties of Meath, Wicklow and Kildare. Furthermore, the country's main international
airport and car ferry facilities are also based in the Dublin area. Therefore,
at a national level, Dublin is considered to be the optimum location.
3.3
In selecting particular sites within the Dublin area the following criteria
were considered:
(i) Location
3.4
Possible sites were divided into two broad categories of location:
a. out of town or greenfield sites – substantial undeveloped sites generally outside the immediate Dublin city centre area; and
b. downtown or urban sites – sites within the existing built up area of the
city and close to the city centre.
(ii) Site Area/ Size
3.5
The initial brief for the consultancy assignment identified the most suitable
site area as being approximately 300 acres to accommodate the Stadium and ancillary
sporting facilities. However, in order to make the initial site search as comprehensive
as possible, we identified the site size from first principles for both greenfield
and urban locations.
3.6
A greenfield location by definition is in an undeveloped area. The construction
of a Stadium would therefore necessitate the provision of car parking and all
associated facilities at the chosen site. The land requirement is substantial
and the minimum site area required for the stadium alone is considered to be
100 acres.
3.7
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In urban locations associated facilities will be provided or be in existence
in the vicinity rather than on the Stadium site itself. The minimum site area
requirement was therefore for the footprint of a Stadium, which is in the region
of 16 acres.
(iii) Site Ownership
3.8
The ownership of the properties identified was investigated. It was noted
whether they were publicly or privately owned and whether they were in single
or multiple ownership. The preference was for a site which was in public ownership
as it minimises the need for negotiation and acquisition.
(iv) Parking
3.9
For a greenfield site, adequate space for parking on site is required, while
for a city centre location, the capacity of the site itself, plus the surrounding
street network to accommodate adequate parking was considered.
(v) Access to Road Network
3.10
The road network in the locality of each site was evaluated taking into
account the ability of the existing roads to accommodate the likely traffic
volumes and identifying the extent to which improvements may be required. Proximity
to a motorway was considered to be important.
(vi) Proximity to Dublin Airport
3.11
The approximate distance to the Airport by road was noted, ideally being as close as possible.
(vii) Public Transport Links
3.12
The level of existing public transport in the area was considered. While
bus services are important, the existence of heavy or light rail is also beneficial
as a mode of transporting people quickly and efficiently without impacting on
the roads in the area.
(viii) Town Planning
3.13
The current development zoning for each site was identified from the relevant
development plan, together with any possible restrictions the plan might impose
on the development of the property such as the existence of listed structures.
Consideration was given to any issue that would restrict the possibility of
planning permission being granted.
Profile and Evaluation of Sites Identified
3.14
A total of twenty-two locations were initially identified covering both
greenfield and urban situations. They are identified on the map at Appendix
3.1 which indicates the geographical spread of the sites throughout the Dublin
area. 2
2 Page 3 4
Short Listing of Sites
3.15
The identified sites were evaluated and ranked under the headings of Greenfield
and Urban and within these under the sub-headings of Public Ownership or Private
Ownership. The short list of twelve which best fitted the selection criteria
is set out in Table 3A below.
Table 3A Short List of Twelve Sites
Greenfield Urban
Public Ownership
o Abbotstown/ Corduff
o Sillogue Park, Ballymun
o Phoenix Park
o Bord Gáis, Macken Street
o Cathal Brugha Barracks
o Grangegorman Hospital/ Broadstone
Private Ownership
o Belgard Road
o Phoenix Park Racecourse
o Santry Demesne
o Lansdowne Road
o RDS Showgrounds
o UCD Belfield
3.16
Having given due consideration to the selection criteria noted above, and
mindful that as the National Stadium public expectations will be high, both
the consultants and Government Steering Committee were anxious to ensure that
the Stadium location would be in-keeping with, and in harmony with its surroundings.
During the course of the study feedback from the non-Stadium based NGB's was
strongly supportive of having additional sporting facilities alongside the Stadium.
Ongoing discussions in this regard with the Government Steering Committee led
to further development of the concept of a Campus of Sporting Excellence
alongside the Stadium (detailed in Section 9). The development of such a
campus would necessitate a much larger site area. We have established that the
minimum size in these circumstances would be 150 acres. None of the urban sites
qualified under this requirement and the greenfield sites capable of accommodating
this concept were Abbotstown/ Corduff, Phoenix Park, Santry Demesne and Belgard
Road.
Preferred Site Option
3.17
The selection criteria were further considered for the final short list of four sites and the scoring is set out in Table 3B below:
Table 3B Short List of Four Sites
Location Site
Size Ownership Access Public Transport
Planning TOTALS
1 Abbotstown/ Corduff 10 10 8 7 6 41
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2 Phoenix Park 8 10 6 9 3 36
3 Santry Demesne 8 5 9 6 6 34
4 Belgard Road 8 5 7 6 6 32
3.18
The site at Abbotstown/ Corduff was considered to be the most suitable. While it scores very highly under all of the above criteria, the most significant attributes are:
a. in state ownership – no requirement to purchase land
b. size at 200 hectares (495 acres) – allows maximum flexibility for development
c. location on a junction of the M50 – excellent road access
d. close to a railway line
3.19
The Abbotstown site offers one of the most exciting development opportunities
currently available on the M50 motorway. It benefits from a significant frontage
directly to the motorway and is easily accessible from the Blanchardstown junction.
Furthermore, there is potential to create a new junction on the motorway at
Cappagh to further improve accessibility.
3.20
Since the opening of the M50 to the west and north of Dublin city, this
corridor has become the focus for considerable development, and has now become
the primary location for large scale business occupiers in suburban Dublin.
When completed, the M50 will have the benefit of linking together all of the
major arterial routes to and from Dublin and also to the Airport. Easy access
to the motorway has therefore become of great strategic importance.
3.21
This chosen site has the additional benefit of being adjacent to an existing
railway line (with a station at Blanchardstown) and the opportunity to build
a new station to the east of the motorway. The government is currently proposing
to invest significantly in railway infrastructure throughout Ireland and the
promotion of the use of railways is government policy.
3.22
The Abbotstown property is adjacent to Blanchardstown, where there are numerous
facilities available, including the Blanchardstown Town Shopping Centre. In
the immediate vicinity are James Connolly Memorial Hospital and the expanding
business locations in Ballycoolin.
3.23
The site, at 495 acres, is larger than required for the Stadium alone. The
surplus land could be disposed of with a ready market for its development, subject
to planning, for either residential or commercial uses. Demand in the market
for development land is strong and there are major development schemes in progress
immediately adjoining the site.
3.24
Abbotstown itself comprises a site of undulating parkland, formerly the
grounds of Abbotstown House, a listed mansion house which would be retained
as part of the Stadium development. 4
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Such a setting would allow the development of a Stadium, together with a sporting
campus adjacent to the capital city, yet providing a rural setting with numerous
mature trees and the Tolka Valley Linear Park on the boundary.
3.25
In summary, this site has all the benefits of accessibility and profile
together with being large enough to provide all facilities required on the site,
while still maintaining a rural and high amenity setting just five miles from
the city centre.
Zoning and Value of Abbotstown/ Corduff Site
3.26
The land use zoning under the Fingal County Council draft Development Plan
1998 is Objective "B", which is "to protect and provide for the development
of agriculture and rural amenity".
3.27
This zoning restricts the use of the property to agriculture and related
uses. The potential for any development is limited to that which would be consistent
with the rural location. The uses or development which may be permitted in principle
under this zoning include:
o Airfield
o Integrated tourism/ recreational complex
o Agricultural Buildings
o Public Services
o Caravan Park
o Woodland/ Urban forestry
o Golf Course
3.28
Uses which are open for consideration include:
o Car Park o Hotel/ conference centre
o Cultural use o Park & Ride
o Education o Recycling
o Hospital
3.29
The value of land is directly related to its land use zoning, as this dictates
the use to which it can be put and its potential for future development. With
the proposed Objective "B" zoning, the current value for the entire 495 acre
site is in the region of IR£ 30m.
3.30
The majority of the lands surrounding the property are zoned for commercial
or residential use. Development for these uses is permitted in principle, subject
to receipt of planning permission. If the Abbotstown site had a similar zoning
its value would be significantly higher.
3.31
Across the road from the site in the Dunsink Tiphead which will be unavailable
for further development for the foreseeable future due to methane gas omission.
However, it would be 5
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possible to develop such a site into an overflow car park, thereby making best
use of the land available on the Abbotstown site. Based on the proposed site
layout, the National Stadium together with the Campus of Sporting Excellence
will require 220 acres of the chosen site plus the area for car parking at Dunsink.
There is, therefore, surplus land available at Abbotstown of approximately 275
acres.
3.32
On the assumption that this surplus land is re-zoned for commercial and/
or residential use, that there are no material planning restrictions imposed
and that the proposed infrastructure improvements (including those for the National
Stadium) are put in place, the value of the 275 acres is a minimum of £80 million
as a single lot. If the property was sold in smaller lots the total price could
be substantially higher.
3.33
In order to further enhance the potential receipts from the disposal of
surplus land, roads and services should be provided and the land sold in smaller
lots.
Site Layout and Development
Site Access
3.34
The main access to the Stadium will be from the N3 Blanchardstown By-Pass
at the roundabout junction with Main Street/ River Road. This entrance would
be used by both vehicles and pedestrians and will provide access to the Stadium
on both event days and non-event days
3.35
On match days, this access will be supplemented by three additional accesses located as follows:
i. From Dunsink Lane at the entrance to Elmgreen Golf Course. The link from
Dunsink Lane to the site would be via an overbridge on the M50 taking advantage
of the elevation of Dunsink Lane over the motorway.
ii. From Snugboro Road between the access to the James Connolly Memorial
iii. Hospital and the access to the Abbotstown Veterinary Research Facility.
iv. Along The New Road off Ballycoolin Road.
3.36
All four access links are presented in Fig. 3.1 6
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Car Parking
3.37
Preliminary estimates indicate that up to 45% of spectators (36,000 persons)
will access the Stadium by car. On the basis of an occupancy rate of 2.5 persons
per car, these trips will generate a parking requirements for up to 14,400 cars.
3.38
It is proposed that this parking be provided in two locations. Firstly,
parking for 7,000 cars is proposed on 45 acres adjacent to the Stadium. Some
of this parking could also be used as all-weather playing areas on non-event
days.
3.39
Secondly, parking for 7,400 cars on 50 acres is proposed at Dunsink Tiphead
located across the M50 Motorway east of the Stadium. Disposal of domestic refuse
was discontinued by Fingal County Council at Dunsink about 1998 and the site
is not expected to be available for redevelopment until decomposition of waste
is complete in about 30 years.
Coach Parking
3.40
Some 20% of spectators (16,000 persons) are expected to access the Stadium
by coach for major events. On the basis of an average occupancy of 40 persons
per coach these trips will generate a parking requirement for up to 400 coaches.
3.41 7
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It is proposed that this parking be provided on an area of 15 acres in a number
of locations around the Stadium site.
Shuttle Bus
3.42
Some 14% of spectators (11,200 persons) are expected to access the Stadium
by shuttle bus on major event days.
3.43
Based on an average occupancy of 75 persons, this service would create a
requirement for 150 return trips before and after each event. Shuttle bus services
would link the Stadium to the major transport nodes such as Heuston Station,
Connolly Station, the City Centre and Dublin Airport.
Rail
3.44
The Connolly -Maynooth railway line traverses the M50 junction south of
the Stadium. This line is currently being developed by Irish Rail and it is
expected that some 10% of spectators (8,000 persons) will access the Stadium
by rail on major event days.
3.45
To cater for these spectators, it is proposed that the existing rail station
at Blanchardstown be supplemented by the development of an additional railway
station off Navan Road east of the Dunsink Lane bridge.
Infrastructure Improvements
3.46
The Draft Fingal County Development Plan 1998 includes a number of projects
which will upgrade the transportation infrastructure in the vicinity of the
site and facilitate access to the Stadium. The projects include:
(a) Road improvements:
o Ballycollin Road o Corduff Road
o Blanchardstown Road North o Rathoath Road
o Cappagh Road
(b) New Link Roads
o Corduff Road – Kilshane Cross o Castleheany Western Distributor Road
o Blanchardstown Road South – Castleheany o Ongar Way
(c) New Interchange
. N3 Blanchardstown By-Pass/ Snagboro Road
3.47
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Additional infrastructure improvements proposed to meet the specific transportation requirements of the Stadium, and presented in Fig. 3.1 are discussed below:
(a) Roads
. New Stadium Interchange on M50 Motorway at Cappagh Road
. New road on south side of M50 linking Stadium Interchange to Dunsink Lane
at Elmgreen Golf Course (1.6km).
. New road link from Stadium to Dunsink car park.
(b) Rail
. Improved pedestrian access to Blanchardstown Station
. New station at Navan Road
. Improvements to trackwork and signalling
. Capacity increase to 8,000 passengers per hour on event days.
(c) Bus
. Capacity increase of scheduled and shuttle services between Blanchardstown
and City Centre up to 12,000 persons per hour with bus boarding facilities for
these spectators.
(d) Pedestrians
. Capacity for up to 50,000 pedestrians per hour on a number of routes into
the south west corner of the Stadium site from rail services, bus services and
also the proposed car park on the former Dunsink Tiphead.
Traffic Management
3.49
Required traffic management measures would include:
. Restriction on car parking on the approach roads to the Stadium.
. Restriction on car parking by spectators in adjacent residential areas.
. Pre-sale of car park tickets to spectators.
. Pre-sale of coach parking tickets to operators.
. Liaison with Irish Rail
. Liaison with Dublin Bus.
. Gardai Supervision of traffic movements.
. Stewarding within Stadium car parks.
. Radio management of bus and coach operations.
. Variable message signage for vehicles and pedestrians.
. Bus and coach priority.
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. Pedestrian movement strategy.
. Emergency routes and procedures.
Each of these measures would be developed further at the detailed design stage.
10