Michael D Higgins TD

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Michael D Higgins submission on Ceannt Station Urban Design Masterplan

Issued : Wednesday 17 May, 2006

Ceannt Station Masterplan
Murray O’Laoire Architects
Fumbally Court
Fumbally Lane
Dublin 8

17 May 2006

Submission on Ceannt Station Urban Design Masterplan

Dear Sir/Madam

I am concerned at the short time available for making a submission on such an important matter as the above. I would like what follows to be regarded as a summary opening position and to have the opportunity of submitting in further detail at a later stage.

In this regard I would suggest that the consultation process which took place in Vancouver prior to the implementation of a metropolitan integrated regional transportation strategy took three years, and involved presentations, surveys, and many forms of dialogue with stakeholders and members of different communities.

To suggest that transport needs will be given priority without specifying on what principals is meaningless. For example, what attempt has been made to project Galway’s future needs for an integrated regional system? What comparison has been made with cities of a similar kind? What attempts have been made to secure best practice, for example, why should we not consider different systems including those in North America, such as Vancouver, where is a 5 year period 74% of the public are reporting a favourable impression of the public transport on offer and 45% of the commuters are using public transport?

The use of Ceannt Station for a regional integrated transportation strategy is crucial for present and future planning for transportation needs at both a city, county, regional and national level.

A starting point for early planning should involve a comparison of usage of such similar spaces in other European and international sites. Indeed it might well be a modest starting point to state for public discussion the acreage used, and found to be adequate or insufficient for transport needs in the existing stations in Dublin and the additional space being used elsewhere.

The site has, of course, a massive significance in urban planning terms. It is the last site available as a public space in Galway city. The Great Southern Hotel, known for generations as the Railway Hotel, abuts the site. A disturbing contradiction immediately arises between your request for submissions which I was informed included proposals for the Great Southern Hotel, and the Dublin Airport Authority’s notice of sale of the Great Southern Hotel group. I was informed on 12 February that proposals for the hotel and its site could be part of the masterplan. How is this to be achieved if the group is sold?

In relation to this matter, I should point out that railway architecture is protected under the Heritage Act which I introduced in 1994. I have been concerned that there have been significant breaches of this Act already in relation to railway property- signal boxes, houses at railway crossings, water towers etc. It may be of interest to you to know that when drafting the legislation I had in mind the inclusion of the Great Southern as a railway hotel, and thus a significant historical piece of railway architecture. The rear of the hotel leads on to the platform.

The fifteen acre site should be used in a total sense to meet the transportation needs. Should there be space that is surplus to such needs, one would have to give priority to usages of a public nature. This site is public property, after all, and Galway city has a significant deficit of space for cultural and public institutions and practice.

Beyond that, such retail activity as is appropriate would surely have to be related to transport usage and use of the public space.

The suggestion which arises in a number of places, including the commissioned Study for a Retail Strategy for Galway City and County, that a space may be available for retail in general is not consistent with their own finding that Galway city has 65% of the total retail floorspace in the city and county. Oranmore by way of contrast has 11% of the total retail space and Athenry 4%.

Proper regional thinking would not be seeking to drain the surrounding towns. It would furthermore be suggesting comprehensive integrated travel arrangements between the city and its surrounding region. I have no doubt whatsoever that immense pressure will come on CIE to realise the commercial value of that portion of their site, which several studies have suggested are being pursued by developers. Maximising the commercial yield of the site in the short term is not in the interests of proper planning for transport, nor will it yield, I suggest, the best result in terms of the public interest.

The suggested increase in the number of platforms seems inadequate to accommodate future expansion. After all, provision has to be made for increased mainline services to Dublin, the Western Rail Corridor, new services to county and regional towns, and indeed for integrated arrangements for bus, rail and other modes of transport including facilities for cyclists and pedestrians. Appropriate and imaginative arrangements have to be made, taking account of safety and convenience for the arrival and departure of taxis and private means of conveyance of passengers.

I strongly support the most recent proposal that the station upgrade allow for the incorporation of a light rail terminal with cross-platform interchange. There is widespread public support for the Corrib light rail proposal, both for its North-South line, its East-West line and possible development in a ring through the docks. The light rail proposals for Galway city and region are part of a comprehensive set of proposals for light rail, using new technology, at a national level with significant social, ecological, and indeed economic benefits when assessed by a proper cost-benefit analysis.

For years, users of bus transport have had to jostle without protection from the elements outside of Ceannt Station. The conditions are, and have been appalling. Bus Éireann, and CIE staff in general, are among those who have sought in vain to have conditions improved.

When the site is developed the public are entitled to a fully-integrated transport hub, with fully accessible and convenient interchange between heavy rail, light rail, bus, minibus and coach, and provide convenient and attractive pedestrian and cycle access. In pursuit of this goal, consideration should be given to the use of adjacent lands if the existing total land holding cannot accommodate the bus/minibus/coach interchange facilities as envisaged.

The people of Galway will not accept the imposition of a commercial solution, guaranteed to reward speculation, which concedes modest increases to their transport needs. Neither will they support the sale of public assets for short term speculative gain under pressure from a government that has set as its target the sale of public assets to a private sector which is unaccountable. Whatever uses are made of this site, it should be under a lease arrangement.

Finally, the site is integrally connected to the Great Southern Hotel, the Railway Hotel. The hotel should be retained in public ownership or repurchased by CIE as part of its masterplan. To sell the hotel and allow it to be used for other purposes would be an unforgivable act of philistinism and public irresponsibility.

I once again appeal to CIE to embark on a proper round of public consultations and warn that any suggestion that the right to make comments on a planning application might be a substitute for such a consultation process will be seen for the cosmetic exercise it constitutes.

Yours sincerely

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Michael D Higgins TD
Labour Party President and Spokesperson for Foreign Affairs