As he meanders along Grafton Street, past a series of white delivery trucks, architect David Browne pays more attention to the towering buildings and solid granite pavement than to the delightful offerings that fill shop windows. Browne, a long-tenured architect, firmly believes that the development of quality streets is the key to improving urban environments. While the noisy morning unloading of goods on Dublin’s premiere shopping street can disrupt the tranquillity of the pedestrian zone, to Browne it reflects an orderly and efficient system: trucks deliver products right through the front, not necessitating larger access bays at the rear, and are generally cleared out by 11am.
On a crisp and dry autumn Monday, our stroll through bustling Central Dublin unfolds in the wake of a busy weekend. Browne is accompanied by fellow architect Jim Coady and urbanist Dick Gleeson, a professional devoted to studying and planning cities and towns. All three are part of a pro-bono research collective, Irish Cities 2070, committed to developing and enhancing Ireland’s urban centres over the next fifty years. This voluntary assembly of architects, urban designers, engineers, and planners is supported by the Royal Institute of the Architects of Ireland and the Irish Academy of Engineering.
Aiming to spark a radical shift in Irish planning and design, the group’s new book “Irish Cities in Crisis” addresses the intricate issues of population growth, urban sprawl, and climate change that threaten the country’s towns and cities. After enduring years of disregard, the group asserts that it’s time to break away from the unhealthy practice of neglecting urban planning and development.
Clocking in at approximately 700 pages, the book is substantial in size but clear in its message: revitalizing urban living is indispensable for a sustainable future, thus necessitating a renaissance in city-building methods. Following a hundred years of catering to cars and their owners, a dramatic shift is urgently needed in Ireland’s approach to urban development for the upcoming decades. A crucial part of this transformation will be recognizing well-planned streets, squares, and public spaces as vital components of thriving cities.
The aspiration is to form 15-minute communities brimming with uniqueness, where the majority of individuals’ needs can be satisfied within a 15-minute stroll, bike ride or by using public transport. It sounds simple, but it’s a tough task – and it becomes even harder when considering predictions suggesting the island’s population could hit around 11 million by 2070, up from 7.2 million now. Such a population surge would “nearly double the need for food and water and necessitate an extra 2-2.5 million homes.”
This blueprint for transformation adopts Browne’s “guide for constructing well-designed streets”, which is one of the crucial ingredients defining a city’s core identity. His 10-step proposal for enhancing existing roads includes invigorating ground-level business activity and discouraging plain walls overlooking the streets. A similar 10-point plan for creating new streets promotes “pedestrian-friendly communities with seamlessly linked streets and plazas” to facilitate social interactions.
“Up to the mid-20th century, city and town centres were popular places for people to reside, often above shops. This style of living has almost entirely disappeared in Ireland, while it continues in the majority of European cities and towns, resulting in inherent vitality and energy,” Browne notes.
“Most of these towns and cities are not, principally, desolate or intimidating places during the night because there’s always a feeling of safety that comes from ‘people watching over the street’, something that Irish cities seem to have lost. Is it possible that the recent disturbances in Dublin during November 2023 could have been avoided if folks lived in apartments over the city centre shops?”
Has the Dublin Taskforce come up with a single fresh concept?”
Our journey through Dublin ushers us from the bustling Grafton Street to Wicklow Street, another flourishing mercantile avenue, flanked by the promenades of South William, Clarendon and Drury Streets. According to Gleeson, each avenue serves a unique purpose and has a distinct scale, collectively adding a fascinating variation.
Historically, streets played a crucial role in Irish and European towns and cities, acting as the foundational building unit, creating a comprehensive, interconnected network. However, in the past half-century, suburban development has seen a narrow form of architectural typology dominating, caused by automobile prevalence, causing streets to lose their fundamental importance. Gleeson stresses the need to re-embrace this concept.
On a busy Dublin morning, people are found in abundance, attending to their everyday activities. Encouragingly, following the devastating impact of Covid-19, it seems that workers, commuters, consumers, and students are returning to the capital. While this provides a glimmer of positivity, it does not diminish the pressing call from the 2070 group for immediate and radical changes necessary for future-proofing.
Significant challenges loom over Irish cities, Browne and Coady note. The escalating urbanisation is outpacing governmental systems, planning, urban design, and developments necessary to facilitate the crafting of affordable and visually appealing neighbourhoods, ideal for living and working, thereby attracting and retaining investment and talent.
The impending general election puts these challenging issues front and center for politicians across party lines. Nonetheless, the 2070 group seeks not to solely amplify imminent campaign rhetoric, but to stress the need for actions that influence Ireland’s long-term trajectory and its destiny deep into the century.
Browne and Coady maintain that evidence of this lack of adequate planning is found in the current housing shortage, insufficient investment in critical utilities such as power, water and broadband, extreme traffic gridlocks, extensive individual vehicle commutes, underdeveloped public transport infrastructure, vehicle-centric urban spaces, deserted town centres, and sprawling suburban encroachments surrounding towns and cities.
If left unchecked, these problems could negatively impact our economic and social prospects. The necessity for an enduring alternative that makes urban life desirable for everyone is non-negotiable, unless we want to risk squandering our current economic prosperity, that is unparalleled in Europe.
Gleeson highlights the sharp contrast between the historic and present urban development in Ireland. Irish towns were initially well-planned and self-sustaining structures. Their layout, with terraced establishments encouraging a balance of residential and commercial uses, provided a key foundation for their sustainability. Unfortunately, such qualities have been lost in the last half-century’s town and city expansions, except in a few instances.
Ireland’s growth in population has led to low-density estate-like developments, accommodating the needs of automotive transport. These property types are monotonous and do not bring substantial variety. Gleeson mentions how the neglect of neighbourhood planning and the poor consideration of social, cultural and community infrastructures in recent years added to the issue.
In the past 25 to 30 years, traffic congestion in town centres and out-of-town investments have emptied many towns. We carry on to Temple Bar, despite its criticised issues such as lack of more cultural activities and stag parties overload is a vivid representation of successful governmental intervention in urban district improvement.
The ancient cobblestones streets that managed to resist destruction and were once about to become a bus depot are a testament to this. Browne emphasises that the combination of old and new structures together and the careful integration of new infrastructure within old ones are of significance in Temple Bar’s layout.
Their policy is primarily guided by the concept of a thriving “compact city” that optimises the use of existing infrastructure through redevelopments and embraces higher-density housing to enhance city accessibility. Each neighbourhood within the “compact city” possesses its set of parks and public spaces and exhibits a variety of private and public activities- reflecting population diversity and cultural differences.
The consortium underscores how smart urban technologies such as improved public transit, AI-enabled traffic management systems, and efficient energy grids, when coupled with a safe, accessible, and well-planned public space close to nature, dramatically improve the standard of living in compact city models. They believe that vibrant cities, which are attractive places to occupy, work in, and invest, are powered by an inherent dynamism. This dynamism is attracted by good infrastructure, fostering consideration from people and prompting the investment of resources and effort.
A multiplicity in the physical surroundings is key to maintaining this dynamism. This diversity can be presented as small city blocks filled with an array of pedestrian connections and a mix of residents and architectural styles. A healthy blend of low-priced and expensive building types, catering to diverse tenancy needs, is critical too.
Continuing on from Parliament Street, we venture into Temple Bar’s western part, leading us down pedestrian-friendly West Essex Street, turning onto Cow’s Lane. These are new city block additions that reflect history. The variation in building uses, with lower-level retail spots such as bakeries and upper-level flats, is a key attributes of the modern urban planning here.
“Coady notes that the uses of these spaces, compared to expensive locales like Grafton Street, are less cost-intensive. Desiring a mix of activities within town and city environments, he points to the less bustling ground floor scenes including bookstores as prime examples of low-rent activities. This relaxed ambiance, however, does not detract from the high value of the upper-level apartments.
The group behind the 2070 plan criticises the Irish planning system for enabling expansive, low-density suburban development and urban sprawl, whilst neglecting the valued attributes of urban life and health like characterful streets and green spaces.
Reviewing successful European cities such as Copenhagen (Denmark), Freiburg (Germany), and Malaga (Spain), the group highlights the stark contrast of Irish practice to these places, which prioritise creative and independent regional and local governance, rather than the centralised, politics and bureaucracy-driven style currently seen in Ireland. This centralisation hobbles the ability of regional and local authorities to inventively address the specific priorities, development and expansion of their respective areas.
“For Ireland to successfully navigate the challenges of the next half-century, it is crucial for the central government to transfer some power and assets to regional and local authorities that are adequately designed and accountable. Increased local government autonomy and extended planning periods are ideas that have proved successful elsewhere other than Ireland.
Up to 40% of city budgets are locally sourced in other EU examples that were studied, in contrast to less than 10% in Ireland. Furthermore, low-interest loans are accessible for comprehensive planning and infrastructure development, according to the group.
Municipal authorities have the power to purchase land at barely more than its present value before rezoning, and they have the authority to enforce land acquisition for the common good. As we cross the Grattan Bridge over the Liffey and venture towards Capel Street, which was pedestrianised in 2022, we take note of separate doors on the main road for historic upper-floor residences, an example worth emulating. Here, the city’s remarkable diversity is on clear display, with Korean, Chinese and Vietnamese eateries along with a Brazilian store on the road. A neighbouring side street mimics this, hosting Filipino, Hong Kong and Portuguese stores side by side.
We then proceed to Parnell Street, a formerly bustling 19th-century commercial district that had fallen into disrepair for years before the Celtic Tiger’s investment brought in new residences and trade. Browne highlights the vibrancy of the alternative beauty of the street, which is bustling once again today.
The Irish Cities 2070 group presents Málaga, Spain as an exemplar of a ‘triumphant European city’, as noted by Guy Hedgecoe. Formerly, Málaga was not seen by many Spaniards as a success, with a significant portion of the city in terrible shape, few attractions to entice tourists, and crowded streets. However, the Andalusian city has undergone a remarkable transformation, attributed to cultural investments, a lengthy crusade to reduce city centre traffic and a burgeoning reputation as a tech hub.”
Málaga, Spain, is a city rich in history spanning 3000 years. It was prized in turn by Phoenicians, Romans, and Moors due to its favourable weather conditions and its Mediterranean location. Today, Málaga not only holds historical worth, but also boasts excellent transport networks including an international airport and a high-speed train connection to Madrid, which is less than three hours away.
It is the second most populated city in the extensive southern Andalucía region, and it ranks as the sixth largest city in Spain with a population of 580,000. Yet, until the 1990s, Málaga’s fame relied more on its beaches and pubs, rather than its cultural significance.
This dynamic shifted significantly after substantial investments were made in the promotion of the arts within the city. The Picasso Museum has been a major catalyst in this transformation since it opened in 2003, pulling in more than 780,000 visitors last year alone. The artist Picasso himself hailed from Málaga. The Centre for Contemporary Art established in 2003, a branch of Paris’s Pompidou Centre, and Málaga’s Carmen Thyssen Museum have equally contributed to the city’s cultural renaissance.
However, some argue that Málaga’s appeal may be detrimental. It is thought that the surge of vacation rentals in the city centre is driving up the cost of rent. This shift is affecting the locals, who, despite living in one of Spain’s most populated cities, have one of the lowest GDP rates per capita in the country. Many of these locals are being forced to find affordable housing elsewhere.
Málaga’s scenic port area has been modified for pedestrian use and is supplemented by a large shopping mall, contributing to the city’s retail experience. EU funding has played a significant role in the regeneration and pedestrianisation of the city, particularly in the historic city centre including the much-renowned Calle Larios. This restructuring initially faced opposition from local businesses, fearing it would lead to the city’s downfall. However, the removal of motor vehicles has instead led to an increase in foot traffic. The change in scenery has influenced locals to walk more and has led to the belief that cities should prioritise pedestrians over vehicles.
The city is also attracting a new breed of visitor: digital nomads. They aren’t just attracted to the city’s climate and Mediterranean location, but it’s growing reputation as a thriving technology hub.
The conservative mayor of Málaga since 2000, Francisco de la Torre, has expressed his ambitions to transition Málaga into an era that prioritises digitalisation, connectivity, and sustainability. He envisages the city as a hub where technology is created and utilised effectively, positioning Málaga as a stronghold for technological education and training.
The city’s aspirations towards becoming a knowledge-based economy are evident in initiatives like the Technology Park Andalucía (TPA). The TPA hosts around 600 corporations specialising in Information and Communication Technology (ICT), sparking conversations about Málaga, along with its surrounding province, transforming into a Mediterranean equivalent to Silicon Valley.
David Browne has also proposed an array of strategies to enhance existing urban spaces, which include ensuring pedestrian safety by managing traffic and expanding pavements. He emphasises the need to improve public transport facilities, including dedicated bus lanes. He urges for urban development to accommodate residential, commercial, and recreational spaces within close range.
He calls for the development of infrastructure that caters to all users, including pedestrians, cyclists, and public transport passengers. Mr. Browne also advocates for the promotion of small businesses, cafés and shops on the ground level to boost the lively and safe atmosphere of streets.
With the aim of creating comfortable and socially interactive spaces, he puts forth the idea of expanding green infrastructure through the usage of trees and mini parks. Furthermore, his toolkit includes suggestions to decrease car reliance by promoting car-sharing and no-car zones, engaging local communities in planning, and implementing temporary urban projects to improve streets.
For long-term urban development goals, he supports allocating resources for maintenance tasks like graffiti removal, repaving, and cleaning, These insights form part of his toolkit included in the ‘Irish Cities in Crisis’ publication by the Royal Institute of the Architects of Ireland.