Hampton Wood Shd Architectural Design Statement

HAMPTON WOOD SHD ARCHITECTURAL DESIGN STATEMENT

Residential Development at: Poppintree, Cell 16, St Margaret’s Road Finglas, Dublin

sba architects T: 01 205 1130 F: 01 205 1149 [email protected] www.sbaarchitects.ie

SBA Architects Ltd. Registered in Ireland No. 238149. Registered Office: D13 Nutgrove Office Park, Nutgrove Avenue, Rathfarnham, Dublin 14 Directors: Gerard O’Meara, Janice B O’Meara Contents

1 Introduction ...... 4

1.1 INTRODUCTION ...... 4 1.2 PLANNING HISTORY & PERMITTED DEVELOPMENT ...... 4 2 Area ...... 6

2.1 CHARACTER OF SURROUNDING AREA - HOUSING ...... 6 2.2 CHARACTER OF SURROUNDING AREA - APARTMENT BUILDINGS ...... 7 2.3 CHARACTER OF SURROUNDING AREA – LANDMARK BUILDINGS ...... 10 3 Site ...... 11

3.1 PIVOTAL SITE ...... 11 3.2 HAMPTON WOOD DRIVE – PUBLIC THOROUGHFARE AND PUBLIC FACILITIES ...... 13 3.3 TRANSPORT LINKS ...... 13 3.4 ADJACENT DEVELOPMENT CELL 17 – DENSITY ...... 16 4 Building ...... 18

4.1 MASSING AND BLOCK PLANNING ...... 18 4.2 SET-BACK ALONG HAMPTON WOOD DRIVE ...... 18 4.3 BUILDING SECTION ...... 20 4.4 INCIDENTAL OPEN SPACE ...... 20 4.5 DESIGN STANDARDS ...... 20 4.6 BICYCLE PARKING ...... 22 4.7 INDIVIDUAL APARTMENTS ...... 22 4.8 OVERSHADOWING ...... 24 4.9 ELEVATIONS ...... 25 4.10 LANDSCAPE & PRIVATE OPEN SPACE ...... 30 5 Summary ...... 33

LIST OF MAPS

MAP 1 – PERMITTED DEVELOPMENT ...... 5 MAP 2 – BUILDING HEIGHT STUDY ...... 9 MAP 3 – HAMPTON WOOD DRIVE LINK ROAD ...... 12 MAP 4 – BUS ROUTES & STOPS ...... 15 MAP 5 – DENSITY COMPARISON WITH CELL 17 ...... 17 MAP 6 – HAMPTON WOOD ROAD SETBACK DISTANCE ...... 19 MAP 7 – INCIDENTAL PUBLIC OPEN SPACES ...... 21 MAP 8 – LINEAR PARK ...... 31 MAP 9 – ROUTES AND CONNECTIVITY...... 32

LIST OF FIGURES

FIG 1 St. MARGARET’S ROAD - Low-rise suburban housing on St. Margaret’s Road. Buildings disconnected from environs...... 6 FIG 2 St. MARGARET’S ROAD - Low-rise suburban housing set back from St. Margaret’s Road. Buildings disconnected from environs...... 6 FIG 3 HAMPTON WOOD DRIVE – Cell 17 development 5 / 6 storey shown in context with 3-storey development...... 7 FIG 4 HAMPTON WOOD DRIVE – Cell 17 development 6 storey shown in context with 4- storey development ...... 7 FIG 5 ST. MARGARET’S ROAD - 5-storey apartment development fronting on to St. Margaret’s Road...... 8 FIG 6 ST. MARGARET’S ROAD - Mayeston Hall 6-storey apartment fronting on to St. Margaret’s Road ...... 8 FIG 7 ST. MARGARET’S ROAD - Charlestown Centre, 7- storey apartment building12- storey landmark building fronting on to St. Margaret’s Road ...... 8 FIG 8 Charlestown Centre with 12-storey landmark tower 40m ...... 10 FIG 9 An Bord Gais Headquarters with landmark tower ...... 10 FIG 10 Metro hotel with 16-storey landmark tower 54m ...... 10 FIG 11 Google maps indicating 5-minute cycle from subject site to Northwood MetroLink station 14 FIG 12 Google maps indicating 6-minute cycle from subject site to Charlestown Centre .. 14 FIG 13 Internal Bike store in Block 4 – 126 spaces provided using booster racks ...... 22 FIG 14 3rd floor plan showing variety of apartment layouts and low number of units per core 23 FIG 15 Overshadowing effect on existing buildings - December 21st @ 11am ...... 24 FIG 16 Elevation facing on to street Elevation facing on to open space ...... 25 FIG 17 Landmark Building Slenderness ratio 1:3 = 10m:30m ...... 26 FIG 18 Material detail - Portland stone with buff brick, London ...... 27 FIG 19 Balcony structure - Portland stone aggregate panels, London ...... 27 FIG 20 Proposed Materials ...... 29 FIG 21 View of existing landscaped open space for CELL 17, looking toward subject site. Proposal to continue route through this space to create linear park ...... 30

1 Introduction

1.1 INTRODUCTION

Hampton Wood is a development of over 1000 residential units at St. Margaret’s Road, Finglas, Dublin 11. The development is divided into 19 blocks. These blocks are referred to as CELLS in the planning documentation. Dwyer Nolan Developments commenced construction at Hampton Wood in 2004. All cells are complete with the exception of CELL 16. The existing planning Permission for CELL 16 is for 38 residential units on this portion of the site. The developer has recently completed an apartment scheme on the adjacent site at CELL 17. This is a high-density apartment scheme of up to 6 storeys comprising 128 apartment units. The scheme provided a high standard of apartment units and public open spaces. Following on from the success of this scheme and considering the shift in planning policy and market requirements since the original application, the Applicant is seeking to develop an alternative high-density proposal on the CELL 16 site. This Application proposes to replace the current scheme of 38 units with a new high-density residential scheme of 129 units. This report provides the rationale and argument in favour of this proposal.

1.2 PLANNING HISTORY & PERMITTED DEVELOPMENT

The subject site is part of a larger development at Hampton Wood that is the subject of several planning permissions. The Register References for key planning Permissions are included here; - Permission Register Reference 4387/03, granted 23.02.2004 Hampton Wood Overall Development of 1040 residential units

- Permission Register Reference 1742/07, granted16.10.2007 Amendment to CELL 17 Apartment Development to omit 41 units and add 147 units.

- Permission Register Reference 2414/16, granted 22.11.2016 CELLS 16, 18 & 19 Housing Development, reduce unit numbers from 121 to 106. This Permission is the current permitted development. This Permission is for 106 residential units in total. 68 units are complete. The remaining 38 are located on CELL 16 which is the site of this application.

MAP 1 illustrates the site of the permitted development and the areas that are completed. The area where construction has not commenced is the subject site of this Application.

2 Area

2.1 CHARACTER OF SURROUNDING AREA - HOUSING

St. Margaret’s Road runs alongside the M50 connecting the areas of Finglas and Ballymun. Until relatively recently there were few buildings and no defined use for much of the land. The area could be described as a peripheral zone between the existing low-rise suburbs and Dublin Airport lands. The construction of the M50 added to the perception of an area that is characterised by road infrastructure and open space. A large amount of residential development has taken place along St. Margaret’s Road in recent years. Much of this development is traditional housing estates of 2 and 3 storeys. These buildings can appear out of scale and disconnected from the surrounding area.

FIG 1 St. MARGARET’S ROAD - Low-rise suburban housing on St. Margaret’s Road. Buildings disconnected from environs.

FIG 2 St. MARGARET’S ROAD - Low-rise suburban housing set back from St. Margaret’s Road. Buildings disconnected from environs.

2.2 CHARACTER OF SURROUNDING AREA - APARTMENT BUILDINGS

More recent developments include apartment buildings of 6-storeys & 7-storeys in height. These buildings create a street frontage on to St. Margaret’s Road and Hampton Wood Drive. This larger scale of development is more appropriate for scale of the area. Refer to MAP 2 for height study of surrounding area. Sections of St. Margaret’s Road and Hampton Wood Drive have developed a successful spatial and urban character as a result of these apartment developments. The proposed development seeks to continue and consolidate this same urban character. The corner site that is subject of this Application has the potential to consolidate the apartment buildings that now exist close to the junction of St. Margaret’s Road with those on Hampton Wood Drive.

FIG 3 HAMPTON WOOD DRIVE – Cell 17 development 5 / 6 storey shown in context with 3-storey development

FIG 4 HAMPTON WOOD DRIVE – Cell 17 development 6 storey shown in context with 4-storey development

FIG 5 ST. MARGARET’S ROAD - 5-storey apartment development fronting on to St. Margaret’s Road.

This development model achieves successful spatial and urban relationships The Proposed Development aims to continue this approach with 4 / 5 storey blocks Landmark building 8 / 9 storeys on corner site

FIG 6 ST. MARGARET’S ROAD - Mayeston Hall 6-storey apartment fronting on to St. Margaret’s Road

FIG 7 ST. MARGARET’S ROAD - Charlestown Centre, 7- storey apartment building12-storey landmark building fronting on to St. Margaret’s Road

2.3 CHARACTER OF SURROUNDING AREA – LANDMARK BUILDINGS

Several landmark structures contribute to the identity of the surrounding area. The proposed development includes a landmark element to identify the junction with Hampton Wood Drive and consolidate adjacent apartment development. More modest in scale than existing landmark structures, however the vertical design of the proposal achieves the purpose of creating a local landmark.

FIG 8 Charlestown Centre with 12-storey landmark tower 40m

FIG 9 An Bord Gais Headquarters with landmark tower

FIG 10 Metro hotel with 16-storey landmark tower 54m 10

3 Site

3.1 PIVOTAL SITE

Mid- way between local centres The distance from The Charlestown Centre to The Metro Hotel is roughly 3km with the subject site situated mid-way between the two. The IKEA store might be described as the only landmark or feature on this long stretch of road and surrounding area. There is an opportunity to create a landmark structure between the Ballymun Village and the Charlestown Centre that would create an identity and character for the neighbourhood.

Prominent junction corner site The site is at the junction of St. Margaret’s Road and Hampton Wood Drive. Hampton Wood Drive will soon connect with a new junction onto Balbutcher Lane. Refer to MAP 3.

The only neighbourhood facilities in the surrounding area are located on Hampton Wood Drive. Refer to MAP 3. The proposed landmark element will provide a reference point for this important new route and neighbourhood centre.

Consolidate existing apartment development and open spaces The development will marry in with existing development along St. Margaret’s Road and Hampton Wood Drive, to create a street frontage along these broad thoroughfares. The site marks the end of development to the north of St. Margaret’s Road. Beyond this point there are football pitches which continue up to the IKEA store. The landmark element can demarcate this boundary between building and open space. Refer to MAP 2 for building heights in surrounding area.

3.2 HAMPTON WOOD DRIVE – PUBLIC THOROUGHFARE AND PUBLIC FACILITIES

Dublin City Council have designed a new junction layout at Balbutcher Lane. This junction will facilitate a direct connection from St. Margaret’s Road to Balbutcher Lane via Hampton Wood Drive. Detailed design for the junction has been finalised by Dublin City Council and the works are due to be carried out soon. Refer to MAP 3. Hampton Wood Drive is a wide carriageway. It is anticipated that the completion of the new junction will drive a significant increase in the traffic volumes. The proposal includes a landmark element to identify this important new link road. Refer to MAP 3. Local Amenities for the surrounding area are already located on Hampton Wood Drive. These include a row of neighbourhood shops and large creche facility recently completed by the Applicant. The proposed neighbourhood café will add to these facilities and consolidate Hampton Wood Drive as a neighbourhood centre. Refer to MAP 3. The Applicant is in the final stages of discussions with several interested parties regarding the opening and operation of the creche facility.

3.3 TRANSPORT LINKS

The site is 8km from Dublin City Centre and 8km from Dublin Airport. The site is mid-way between M50 junction 4 Finglas and junction 5 Ballymun. The site is served by three Dublin bus routes. Refer to MAP 4.

- Route 140 from St. Margaret’s Road 300m to stop - Route 13 from Balbutcher Lane 300m to stop - Route 155 from IKEA 500m to stop

The proposed Dublin Metrolink includes a station under the junction of R108 and Northwood Avenue, 1500m from the subject site. This equates to a 5-minute cycle or 20- minute walk. Refer to FIG 11. The Charlestown Centre is a 6-minute cycle and the Ballymun Town Centre are both a 6- minute cycle each from the subject site. Refer to FIG 12. In summary the subject site is close to Dublin city centre and very well served by public transport. This would indicate that this site is suitable for a mid-rise high-density apartment development.

FIG 11 Google maps indicating 5-minute cycle from subject site to Northwood MetroLink station

FIG 12 Google maps indicating 6-minute cycle from subject site to Charlestown Centre

Route 155 IKEA 500m Route 140 300m

St. Margaret’s Road

SITE

Hampton Wood Drive - NEW LINK ROAD

Balbutcher Lane Route 13 300m

Bus Stop Walking Distrance from Site

NEW ACCESS ROAD DUBLIN BUS ROUTE 140 A new junction for access road connecting Connects St. Margaret’s Road to City Centre St. Margaret’s Road R104 with Blalbuther lane, 300m from site via Hampton Wood Drive, is due for completion by Dublin City Council 2019/2020. DUBLIN BUS ROUTE 155 Connects IKEA to Bray via City Centre 500m from site MAP 4 PROXIMITY TO TRANSPORT LINKS DUBLIN BUS ROUTE 13 Connects Balbutcher Lane to City Centre & Ballymun. There are 3 Dublin Bus routes with bus stop within walking distance. 300m from site

3.4 ADJACENT DEVELOPMENT CELL 17 – DENSITY

CELL 17 is a high-density apartment development at the adjacent site to the south referred to as. The development is recently completed by the Applicant and provides 50% dual aspect apartments, landscaped roof terraces and a large landscaped public open space. The development is now fully occupied and operating successfully with no indication that the density is not suitable for the site. The car parking provision of 1 space per unit is operating at less than fifty per cent capacity. This development, planning Register Reference 1742/07, was granted permission by Dublin City Council 16.10.2007. The CELL 17 development has a residential density of 220 units per Hectare. The proposed development of CELL 16 has a density of 172 units per Hectare. Refer to MAP 5.

4 Building

4.1 MASSING AND BLOCK PLANNING

The proposed building is an L-shaped perimeter building comprising three main elements; a. St. Margaret’s Road - 5 storey block stepping down to 4 storeys at the eastern end in response to existing adjacent 3-storey development. Building façade is broken up by 8-storey element set-back from St. Margaret’s Road. This element highlights the entrance into the proposed linear park. b. Hampton Wood Drive - 5 / 6 storey block. This is a continuation of the existing 6 storey development to the south. The building is set back a considerable distance from existing opposite buildings on Hampton Wood Drive. Refer to MAP 6. The building façade is broken into 3 angled blocks in response to the existing curved road, Hampton Wood profile. c. Landmark building – 8 / 9 storeys block at the corner of St. Margaret’s Road and Hampton Wood Drive. The wider part of the tall element faces north where there are no existing buildings. This area is used for open space and playing fields. This was suggested by An Bord Pleanala during the initial consultation. The narrow part faces west on to Hampton Wood Drive and is set back more than 30m from existing buildings. The building footprint is reduced for the upper floors. The elevations are modelled to create the impression of a tall and slender building volume.

4.2 SET-BACK ALONG HAMPTON WOOD DRIVE

The building is positioned on the site to have minimal effect on the surrounding buildings. The existing 6-storey building to the south, CELL 17, is set-back 26m from opposite buildings on Hampton Wood Drive. The proposed development is set-back further still from buildings across the street. The setback distance ranges from 27m to 33m from existing buildings. Refer to MAP 6.

The effects of this approach are visible in the results from the overshadowing study which demonstrates that the overshadowing effects on adjacent buildings are minimal.

4.3 BUILDING SECTION

The building ground floor is raised up half a storey from street level providing a clear boundary between the street and the building and increased privacy for ground floor apartments. The building section results in a semi-basement parking area. This approach is more sustainable than a fully excavated basement. Excavation and removal of soil is halved. Natural ventilation and daylighting create a more pleasant and safer basement environment. Energy consumption and running costs are lower. The building design provides a strong connection between the residents landscaped open space. There are 5 entrance lobbies all of which connect the public street level with the landscaped open space. Refer to Map 6. The open space is fully accessible to the general public with 2 wide stairs to the south and north of the site. The south facing stair is fully integrated with the landscape design and is intended to provide a south facing seating area for residents. This high level of permeability will encourage engagement between the residents and the landscaped open space thereby helping to create a vibrant environment for residents and neighbours.

4.4 INCIDENTAL OPEN SPACE

Incidental open spaces are allowed to develop where junctions, corners, gables of the proposed building interact with the existing built environment. Refer to MAP 7. Murray & Associates Landscape Architecture have developed the detailed design for each of the incidental public open spaces.

4.5 DESIGN STANDARDS

The proposed development is designed in accordance with the “Sustainable Urban Housing: Design Standards for New Apartments; Guidelines for Planning Authorities” published by the Department of Housing Planning and Local Government, 2018. A Statement of Consistency is submitted with the application which demonstrates compliance these standards. For many key design criteria, the proposed standards exceed the current guidelines. Required Proposed Dual Aspect 50% 57% Apartment area +10% 51% 93% Public Open Space 10% 20%

4.6 BICYCLE PARKING

Consideration is given to provision of high-quality cycle parking. Cycle parking is provided in several ways including basement parking and external racks located around the development to cater for both residents and visitors. High quality bicycle storage for residents is located inside the ground floor level of Block 4. This provides 126 secure internal bike parking spaces, almost 1 space per unit (129 units in total). The communal bike store is accessed directly from the area of landscaped public open space. It is anticipated that the location for the communal bike store will contribute to the activity and vibrancy of the public open space. The convenient location of secure bicycle storage shall increase the viability cycling for residents, in particular the 5-minute cycle to Metrolink North.

FIG 13 Internal Bike store in Block 4 – 126 spaces provided using booster racks

4.7 INDIVIDUAL APARTMENTS

The design approach is to focus on a low number of units per core and a wide variety of unit types and layouts. Refer to Fig. third floor plan indicating low number of units per stair core and wide variety in design of unit layouts. In the case of all blocks, the number of units per core is considerably less than the design standard set out in the Design Guidelines for New Apartments which permits up to 12 apartments per stair core.

No. of units per stair core BLOCK 1 3, 4 BLOCK 2 2, 3 BLOCK 3 2, 4, 5, 6, 7 BLOCK 4 3, 6 BLOCK 5 3, 5

A wide range of apartment types and accommodation are provided to encourage a vibrant mix of occupants. In total there are 20 different designs for apartment layouts. Larger 3‐bed units are included to provide family accommodation. There are no studio units. No. of units No. of different unit types 1‐BED 55 8 2‐BED 65 9 3‐BED 9 3

FIG 14 3rd floor plan showing variety of apartment layouts and low number of units per core

4.8 OVERSHADOWING

The site has a favourable orientation regarding overshadowing of existing buildings. Several mitigating factors contribute to the lack of overshadowing effects on adjacent development. These include; a. The most significant shadow is cast to the north of the proposed development. There are no buildings here, these lands are zoned for open space. b. Existing development on Hampton Wood Drive is west of the proposed development. c. Large set-back distance to Hampton Wood Drive A detailed overshadowing analysis prepared by MMA Consulting Engineers is submitted with the Application. This study demonstrates that the proposed development has little overshadowing effect on existing development. Taking the example of December 21st, the darkest day of the year, the proposed development has no overshadowing effect on adjoining properties after 11am.

EXISTING DEVELOPMENT

PROPOSED DEVELOPMENT

FIG 15 Overshadowing effect on existing buildings - December 21st @ 11am

4.9 ELEVATIONS

Formal & Informal The approach that is taken for the elevations follows on from the massing design that is a perimeter block building enclosing an area of public and communal open space. The elevations facing outwards that are formal in appearance to create clear and legible public street fronts. A less formal approach is adopted for the rear elevations facing inwards to the landscaped open space. The use of a formal front and less formal rear is a clear reference to the historical tradition of Dublin terraced housing.

FORMAL INFORMAL

FIG 16 Elevation facing on to street Elevation facing on to open space

Landmark Design The landmark element is a 3-bay wide loggia structure with a deliberate vertical emphasis. The loggia is a balcony structure that remains open at ground level to highlight the public café use and provide cover for external seating. Reconstructed Portland stone panels are used for this element in keeping with the Dublin tradition of using Portland stone for notable buildings. Refer to FIG & FIG for reference images of proposed materials.

Elevation design for the Landmark element is modelled to convey a slenderness ratio of 1:3. While to overall width does not achieve this ratio, the elevations are broken up to convey a deliberate vertical and slender emphasis.

On the West elevation the projecting balcony element achieves a 1:3 slenderness ratio. On the North elevation, the vertical brickwork component is used to convey a 1:3 slenderness ratio.

FIG 17 Landmark Building Slenderness ratio 1:3 = 10m:30m

FIG 18 Material detail - Portland stone with buff brick, London

FIG 19 Balcony structure - Portland stone aggregate panels, London

Materials Materials follow the same tradition of Dublin terrace housing with brick to the front and render to the rear. The elevations facing the public roads are yellow buff brick that calls to mind the yellow Dolphins Barn brick widely used throughout Dublin. The rear elevations facing the open space have a rendered finish. A brown brick plinth at ground floor level continues around all sides of the building to transition between the various facades. Additional modelling of the street facades in achieved by the use of ceramic tile cladding. This material has a slightly reflective finish to provide visual interest. On St. Margaret’s Road this material is used to clad the 8-storey set-back element. The set- back provides relief to the façade and highlights the public entrance to the new linear park. On Hampton Wood Drive, the upper floors of the long block are clad with the ceramic material providing visual interest and reducing visual impact.

Material Description: Material Description: Portland stone - Reconstructed stone panel Yellow buff facing brick

Area of Application: Area of Application: Tall Landmark element - Balconies and columns Upper floors to street elevations

Manufacturer: TECHRETE Manufacturer: WIENERBERGER / Kingscourt Country manor Brick Product: ARCHITECTURAL STONE PANEL Product: FINISH CODE AS PER IMAGE MARZIALE BUFF BRICK

Material Description: Material Description: Dark brown clinker facing brick Wide format ceramic façade tile

Area of Application: Area of Application: Ground floor to all elevations St. Margaret’s Road Recessed block Hampton Wood Drive Upper Floors Manufacturer: FORTERRA / Kingscourt Country manor Brick Manufacturer: MOSA Tiles Product: DARK MOROCCAN SMOOTH BROWN BRICK Product: MOSA QUARTZ – Colour CHALK Dimensions: h200mm x w 900mm FIG 20 Proposed Materials

4.10 LANDSCAPE & PRIVATE OPEN SPACE

The L-shaped building contains a large area of landscaped public open space to the rear. The westerly orientation of this space ensures it receives direct sunlight throughout the year. The sunlight and shadow study submitted by MMA Consulting Engineers demonstrates the favourable orientation of this space. This open space is both open to the general public and clearly associated with the subject development. The delineation of Public Open Space and Communal Open space is demonstrated in the Landscape submission by Murray & Associates Landscape Architecture. This space connects with a large area of public open space to the south. In effect this creates a new linear park that is open the general public. These landscaped areas and walking routes may be enjoyed by all residents of the surrounding area. Refer to MAP 8. The highly permeable approach to the site will encourage walking and social interaction in the neighbourhood leading to the creation of a sustainable and vibrant community.

FIG 21 View of existing landscaped open space for CELL 17, looking toward subject site. Proposal to continue route through this space to create linear park

5 Summary

The proposed development provides significant planning and urban design advantages for the site and the surrounding area including;

- Consolidate of emerging street structure and pattern of development - Landmark building at pivotal location to provide identity for emerging district. - The site orientation is ideal for a taller element of building as there is little overshadowing effect on surrounding residences.

- Development of linear park open and routes at a variety of urban scales. MAP 9 provides a summary circulation routes around and through the site.

The proposed accommodation is of a high quality and is consistent with current policy direction towards urban and sustainable use of land close to the city centre and well served by public transport. The existing Permitted Development is based on a Permission that was granted in 2004. Government policy regarding sustainable Planning and development have also changed considerably in the intervening period. The subject site and area for the subject development have also changed dramatically. The proposed development takes on board these changes and provides a solution to develop the site in a logical and coherent manner to foster the creation of a vibrant and sustainable community.