Luas Broombridge. Annex M Material Assets: Archaeology and Cultural Heritage. St. Stephen s Green to Broombridge (Line BXD) Broombridge.

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1 Broombridge Luas Broombridge St. Stephen s Green to Broombridge (Line BXD) Annex M Material Assets: Archaeology and Cultural Heritage Cabra Phibsborough Grangegorman Broadstone - DIT Parnell Dominick O Connell Upper Marlborough O Connell - GPO Westmoreland Trinity Dawson St. Stephen s Green

2 Annex M Information supporting the Material Assets: Archaeology and Cultural Heritage Chapter 1.1 Urban Street and Townland Development 1.2 Previous Archaeological Investigations 1.3 Recorded Archaeological Finds

3 1.1 Urban Street and Townland Development This section outlines the chronological development of each street and townland traversed by the proposed alignment. In order to achieve this, an evaluation (literary and cartographic analysis) of the landuse and topography of each street and townland prior to its development, the subsequent evolution of each street and townland up to present day and the way in which each street and townland changed overtime, has been carried out. This evaluation enables the identification of areas where subsurface remains of demolished structures may be present beneath the current streetscape Urban street development St. Stephen s Green St. Stephen s Green, a National Monument, derives its name from a church and leper hospital that was located nearby from The origins of the park can be traced back to medieval times when it comprised an unenclosed marshy common used for grazing livestock (Craig 1980, 2 4). In 1664, the corporation marked out an area of about 27 acres to be preserved as an open space for the use of citizens and 30 acres around the perimeter of the site were divided into strips and sold as lots for building (Bennett 2005, 237). St. Stephen s Green is first depicted on Sir William Petty s Down Survey of Dublin (1655). At this date, the Green appears to have been unenclosed and formed part of a large tract of ground extending as far as the River Dodder. In 1666 William Hervey was employed in ploughing up and levelling St. Stephen s Green and in 1669 the area was enclosed by a stone wall (Bennett 2005, 237). De Gomme s map (1673) shows St. Stephen s Green as being enclosed by this wall with entrances centrally situated within the north, east and west walls respectively. De Gomme indicates that there were large houses fronting the north side of St. Stephen s Green North and the west side of St. Stephen s Green West. There is also a grouping of smaller houses shown in the vicinity of the present-day Grafton Street and St. Stephen s Green junction. In the 18 th century, the north side of the Green was a fashionable promenade known as Beaux Walk (Bennett 2005, 237). Brooking s map (1728) shows buildings extended along the entire length of St. Stephen s Green North and St. Stephen s Green West. By this date, St. Stephen s Green East and St. Stephen s Green South were also being developed. The park is shown on Brooking s map (1728) to have had two entrances in the northwest and southeast corners respectively; a structure, possibly a gatehouse, is depicted at each of these locations. No above-ground evidence of either of these features survives; however, it is possible that subsurface evidence relating to these structures is present beneath the

4 current ground surface. Access to the interior of the park is shown on Brooking s map (1728) as having been permitted via a small internal entrance across from York Street. On Rocque s map (1756) the internal layout of the park appears to have changed since Brooking s depiction of Similar to Brooking s map (1728), Rocque depicts a structure in the northwest corner of the park; the structure shown by Brooking to the southeast of the park is no longer represented by Rocque thereby suggesting that it was razed to the ground in the interim period. Rocque shows that during the mid-18 th century there were four entrances to the park; one to the west off French Walk (now St. Stephen s Green West) opposite York Street, one to the north off Beaux Walk (now St. Stephen s Green North), one to the east off Monks s Walk (now St. Stephen s Green East) and one to the south off Leeson s Walk (now St. Stephen s Green South). Examination of Rocque s map (1756) illustrates that St. Stephen s Green South, West and North were largely, if not fully developed; St. Stephen s Green East was not fully urbanised at this time. Of the historic buildings presently fronting onto St. Stephen s Green, the majority post-date 1770 (Casey 2005, ). In 1771 the area between St. Stephen s Green and what is now Grafton Street (then called Hoggen Green) was improved with drainage and a gravel walk as it was described as being so foule and out of repaire that persons can not pass to the said Green for the benefit of the walks therein (Bennett 2005, 237). In the following century, under an act of 1814, commissioners were appointed to improve the park and enclose it with railings and locked gates; only householders who paid a guinea a year had access, thus depriving the ordinary citizens of Dublin of the right to enter. This arrangement continued until 1877 when Sir Arthur Guinness (later Lord Ardilaun), MP for the city, put through an Act of Parliament placing the area in the care of the Board of Works and re-opening it to the public. He himself bore the cost of laying out the present park which was opened in 1880 (Bennett 2005, 237). Duncan s map (1821) does not show the park in as much detail as Rocque s map (1756), however it can be seen that the four corners, which are shown as comprising right-angled corners on preceding maps, are depicted as having a more rounded morphology. This indicates that the external perimeter of the park was changed slightly in the interim period between On the 1 st Edition 6 inch Ordnance Survey (OS) map (1843), St. Stephen s Green South, West, North and East are each shown as being fully developed. The park itself is depicted as comprising a very ornate green, the perimeter of which appears to resemble that which is shown on Duncan s map (1821). The 2 nd Edition 25 inch OS map (1911) indicates that this open area had become developed since Comparison of these OS maps and modern

5 mapping indicates that the roads of St. Stephen s Green North and St. Stephen s Green West have been widened since the 19 th century. Evidence of the outer perimeter of the 18 th century St. Stephen s Green Park may therefore lie under the present street surfaces. St. Stephen s Green was a key location during the 1916 Easter Rising as a number of insurgents entrenched themselves within the park and exchanged fire with the British army (Shiels 2006, 8 11). Numerous pock marks, the result of British machine-gun fire, can still be seen on Fusilier s Arch (Shiels 2006, 8 11). The park still remains an important recreational and cultural heritage feature within Dublin City. There are several monuments of cultural heritage located within the park; these include Fusilier s Arch, the Three Fates fountain and monuments dedicated to Jeremiah O Donovan Rossa, James Clarence Mangan, Thomas Kettle, Countess Markeivicz, Robert Emmet, Theobald Wolfe Tone, Lord Ardilaun (Sir Arthur Guinness) and James Joyce. Dawson Street The area where present-day Dawson Street is located is shown on Speed s map (1610) as comprising open, undeveloped ground. The area continues to be depicted as such on William Petty s Down Survey of Dublin (1655) and De Gomme s map (1673). On the latter map, five large houses and their associated gardens are shown in the general vicinity of the present-day junction at Dawson Street and St. Stephen s Green North. One or more of these houses may have had to be razed to the ground to accommodate the construction of Dawson Street in Consequently, it is possible that subsurface remains of these structures are present beneath the current streetscape of Dawson Street s southern end. The street derives its name from Joshua Dawson who purchased the site from Henry Temple of East Sheen, Surrey and the representatives of Hugh Price of Dublin in Two years later Dawson was responsible for the construction of this street, which, at the time was considered to be the finest in Dublin (Bennett 2005, 62). The Mansion House, which was built by Joshua Dawson in 1710 (Casey 2005, 504), is located on this street and was responsible for heightening the street s prestige. One of the first depictions of Dawson Street is provided on Brooking s map (1728). On this map both street frontages are fully developed along the entire length of the street. On the east side of Dawson Street the Lord Mayor s House (now the Mansion House ) and St. Ann s Church are clearly marked. The street is later depicted and annotated on Rocque s map (1756) and Duncan s map (1821) and a similar street layout pattern is shown on each. Examination of the 1 st Edition 6 inch OS map (1843) and the 2 nd Edition 25 inch OS map (1911) in conjunction with the present street layout, illustrate that Dawson Street has remained unchanged in terms of its layout and extent since it was first laid out in 1707.

6 Nassau Street This street was originally known as St. Patrick s Well Lane in reference to a well or fountain that was present within the grounds of where TCD stands today (Hogan , 276). Local legend ascribes the Holy Well s foundation to St. Patrick in the 5 th century (Bennett 2005, 176). The first reliable reference to the well is, however, from the 12 th century (M'Cready 1892, 73). A lane is shown at the location of present-day Nassau Street on both Speed s (1610) and De Gomme s (1673) maps. On the latter map the laneway is shown as comprising a substantial thoroughfare, although it is not named in this instance. St. Patrick s Well is depicted on this map also and its location is clearly identified. De Gomme s map (1673) does not show the presence of any structures located within the study area associated with this street. When the Thingmote (the Norse assembly mound) on College Green was levelled in 1685, the earth was moved to St. Patrick s Well Lane (present-day Nassau Street) and the ground was raised from 8 feet to 10 feet as the area was subject to flooding (Clarke 1990, 126). Brooking s map (1728) names present-day Nassau Street as St. Patrick s Lane and shows that by this period, buildings occupied the southern street frontage between Grafton Street and Dawson Street and a large portion of the area east of Dawson Street. Rocque s map (1756) subsequently annotates the street as Nassau Street ; this name is derived from William III of England, Prince of Orange and Count of Nassau (Bennett 2005, 176). Rocque s map (1756) shows that the southern frontage of Nassau Street was substantially developed; some of the buildings show a different layout pattern to those depicted on Brooking s earlier map (1728). Thus it can be seen that development was taking place in the area at this time. The buildings shown on Duncan s map (1821) as fronting onto the south of Nassau Street largely resemble those illustrated on Rocque s map (1756). In 1842, Nassau Street was widened and the old wall enclosing TCD was replaced with a lower one surmounted by railings. Examination of the 1 st Edition 6 inch OS map (1843), the 2 nd Edition 25 inch OS map (1911) and the 1925 and 1948 OS revision maps, suggest that Nassau Street experienced no significant redevelopments to its design throughout the later 19 th and early 20 th century. Changes did occur in the 1960s however when 15 of Nassau Street s 18 th and 19 th century buildings were demolished to make way for new development (Bennett, 2005, 176). Grafton Street Grafton Street once comprised part of a development of fields belonging to Vincent Molesworth of Swords, known as the lands of Tib and Tom, which were set as wheat land (Bennett 2005, 114). The earliest printed official reference to the street occurs in a statute of

7 1708 (Bennett 2005, 114) but, as shown on Speed s map (1610), a laneway was present in the vicinity of present-day Grafton Street during the early 17 th century. Speed s map (1610) does not depict any buildings adjacent to the laneway. In 1671, the corporation ordered the way from Hoggen Green to St. Stephen s Green (now Grafton Street), being so foule and out of repaire that persons cannot passe to the said Green for the benefit of the walks therein, to be repaired and put in order (Bennett 2005, 237). De Gomme s map (1673) clearly depicts a street here and it is named as Highway to St. Stephen s Green. The southern end of this Highway is shown by De Gomme (1673) as lying slightly to the west of where Grafton Street currently lies today. A small number of houses are shown fronting onto the east of this street and onto St. Stephen s Green at its southern end. As a result, it is possible that subsurface remains of these structures and/or the original route of the highway indicated by De Gomme are present beneath the current streetscape in this area. A plan by John Green dating to 1680 shows the junction of Nassau Street with Grafton Street. Grafton Street is labelled on this plan as A street leading from Colledge green to Stephen s Green and is noted as being 46 feet wide. The street derives its name from Charles Fitzroy, 2 nd Duke of Grafton (Viceroy), whose father was the illegitimate son of King Charles II by the Duchess of Cleveland (Bennett 2005, 114). In 1712, the corporation allocated money for making a crown causeway through the street and it is most likely that the Highway to St. Stephen s Green as depicted by De Gomme (1673), was realigned at this time. Brooking s map (1728) shows the southern end of Grafton Street displaying the same layout as it does presently; this supports the supposition that a re-alignment of the highway depicted by De Gomme in 1673 may have occurred during the 1712 corporation works. Brooking s map (1728) is the first to name the street as Grafton Street and both frontages of the street are shown on this map, as well as on Rocque s map (1756), to have been fully developed. Much of the street was rebuilt at the end of the 18 th century when the construction of the Carlisle Bridge rendered it an important north-south thoroughfare (Casey 2005, 519). Duncan s map (1821) shows that the street frontages along Grafton Street were fully developed at this time from St. Stephen s Green to Nassau Street. Having been described as a fashionable residential street during the 18 th century, the street s nature changed to being a commercial one during the early 19 th century (Bennett 2005, 114) and extensive street widening and rebuilding was undertaken in 1841 by the Wide Streets Commission (WSC) (Casey 2005, 519). In 1849, Grafton Street, along with other principal thoroughfares, was reported by the Evening Mail as being in a dirty and dilapidated condition, the windows

8 broken and patched with brown paper (Bennett 2005, 114). Various degrees of rebuilding the structures on Grafton Street occurred in the 1860s, 1880s, early 1900s and 1990s (Casey 2005, 519); the street currently displays architectural examples dating from a number of periods, and reflects a number of architectural styles. It presently functions as one of the busiest retail streets in Dublin City. College Green During medieval times this area was known as Hoggen Green, deriving its name from nearby burials of former kings and important figures (Clarke 1995, 89). Within Hoggen Green was the Thingmote. This feature comprised an artificial earthen mound that was used for conducting legal and political affairs during the Viking period. This mound was removed in 1685; no above-ground evidence remains. Haliday (1881, 162) describes the Thingmote as having been located on Hoggen Green in the Parish of St. Andrew s, within an angle between Church Street and Suffolk Street; and nearly opposite to St. Andrew s Church. This surmise is based on a survey plan of 1682 which depicts the mound s location. Throughout the later medieval period, Hoggen Green was an open commonage for livestock and recreation (De Courcy 1996, 20 21). It was bounded on the west by Blind Gate, the most easterly gate of the city, and on the southeast by the Arrosian convent of St. Mary de Hogges (Casey 2005, 377), which was founded by Diarmait mac Murchada, King of Leinster, c This convent was situated in the vicinity of the present-day St. Andrew s Church. On the east side of the Green was the Augustinian Priory of All Hallows (AC27), which was dissolved in 1538, and in which the College of Holy Trinity (AC28) was later founded by Elizabeth I in With the establishment of the College, the Green changed its name from Hoggen Green to College Green (Somerville-Large 1996, 86). On the northern side of the Green a hospital, known as Carew s Hospital, was built by Sir George Carey for maimed soldiers in 1602 (De Courcy 1996, 20 21). This building is shown on Speed s map (1610) as The Hospitall (AC30). Its purpose as a hospital was short-lived and it subsequently served a number of varying functions. The first parliament was held in this building in 1661 and in 1728 the new parliament building, later reopened as the Bank of Ireland (1813), was built on this site. Speed s map (1610) illustrates that the area comprising present-day College Green consisted of undeveloped land, bounded by The Hospitall (AC30) to the north and the College of the Holy Trinity (AC28) to the east, at the beginning of the 17 th century. The River Stein is shown on this map extending from the west front of the college southwards, parallel to Grafton Street on its western side towards St. Stephen s Green area.

9 College Green was laid out in its current form in the mid 17 th century and is mapped and annotated as Colledg Green on De Gomme s map (1673). On De Gomme s map (1673), College Green is depicted as being roughly triangular with its apex to the west and its base along the western frontage of Trinity Colledg (AC28). Parliament House (formerly The Hospitall ; AC30) is shown to its north and St. Andrew s Church and associated church yard is shown to its south. Brooking s map (1728) and Rocque s map (1756) show development on both sides of College Green. Given that the street was widened in the mid 1780s by the WSC to align it with the newly widened Dame Street, it is possible that subsurface remains of those structures represented on the aforementioned maps survive beneath the current streetscape. Evidence of this street widening can be observed on Duncan s map (1821) and historic OS maps dating to 1843 and Examination of historic OS maps dating to 1843, 1911, 1925 and 1948, indicates that no major redevelopment was undertaken on College Green throughout the later 19 th and early 20 th century apart from the construction of the St. Stephen s Green to Nelson s Pillar tramline (AC4), part of which extended along College Green. This tramline operated from College Street Since the post-medieval period the topography to the north of College Street has been changed dramatically by land reclamation. Prior to this, the River Liffey s southern bank reached the approximate location of present-day Fleet Street. De Gomme s map (1673) is the first to clearly depict the layout of College Street. On this map it is named as Lazy Hill and is shown extending eastwards from Colledg Green (now College Green) along the northern fringes of Trinity Colledg (AC28). No houses are shown fronting onto the section of Lazy Hill that is now known as College Street. Brooking s map (1728) shows that the reclaimed area to the north of College Street was built up at this time and he names the section of street from present-day College Green to Hawkins Street as Colledge Street. Structures are depicted delineating the street along the length of its northern side and along the western end of its southern side. Rocque s map (1756) is broadly the same in its depiction of the street layout as Brooking s map (1728). Rocque, however, also clearly shows individual structures and their plots. These structures have since been razed to the ground but it is possible that subsurface remains may be present under the current southern pavement of College Street. From 1821, following the opening of the Bank of Ireland in 1813, College Street was named Bank Street ; it subsequently reverted to its former name in Examination of historic OS maps dating to 1843, 1911, 1925 and 1948 demonstrate that no major redevelopment of

10 College Street was carried out during the late 19 th or 20 th century. However, examination of the later three OS maps show the tramline (AC4), which extended from St. Stephen s Green to Nelson s Pillar running along a section of this street. This tramline was in operation from Westmoreland Street The topography of the area in which present-day Westmoreland Street is located has been changed dramatically by land reclamation since the post-medieval period. Prior to this, part of the southern boundary of the River Liffey reached the environs of Fleet Street. Speed s map (1610) shows a laneway in the general vicinity of where the southern portion of Westmoreland Street now lies; this lane is depicted as extending in front of Carew s Hospitall (AC30), which was built in 1602 for maimed soldiers, and is shown running northwards to the contemporary line of the River Liffey. No structures are shown in association with this laneway within the study area. During the 17 th century, various sections of the River Liffey foreshore east of the walled town were leased out, presumably to encourage land reclamation and the extension and development of the eastern suburbs (Gilbert 1894, 106, 121, 126, 151). A section of the foreshore located generally north of present-day College Green and the east end of Dame Street was included in a lease to Arthur Annesley (later Earl of Anglesey) in 1657 (Gilbert 1894, 121). A second section of the foreshore to the east was also leased to him in 1662 (Gilbert 1894, 252). William Hawkins built the first permanent quay wall on or near the present-day quay wall in This wall extended from Hawkins Street to what is now Temple Lane (De Courcy 1996, 12 13). The section of the strand walled in by Hawkins corresponds to the section of the foreshore recorded in leases to John Temple and Arthur Annesley. This sea wall would have facilitated and accelerated land reclamation works. De Gomme s map (1673) marks the area to the north of present-day College Street as Ground taken in from the sea, thereby indicating that land reclamation had taken place in the intervening period between this and Speed s preceding map (1610). De Gomme shows the area as being completely undeveloped. By the start of the 18 th century a fully developed street pattern had evolved between Dame Street/College Street on the south and the quay walls to the north. However, it was substantially different to the modern layout. Fleet Street extended west linking Temple Bar to Lazer s Hill, with Hawkin s Street extending north linking Lazer s Hill to the east end of Aston Quay and a narrow mew s lane (Sugarhouse Lane), extended west from Hawkin s Street, accessing properties to the rear of Fleet Street.

11 This street layout is depicted both on Brooking s map (1728) and also Rocque s map (1756). Brooking (1728) depicts the area in which Westmoreland Street would later be laid as comprising two lanes. These were known as Fleet Lane and Fleet Alley. These lanes are also shown on Rocque s later map (1756) and it can be seen from both of these maps that present-day Westmoreland Street follows the same general orientation as these lanes. As these laneways were much narrower than the street subsequently constructed by the WSC, it is possible that subsurface remains associated with these earlier buildings are present under the current streetscape. Westmoreland Street and D Olier Street were the last two major schemes to be carried out by the WSC. Plans for the new street were sought in 1792 and in 1799 one of three plans submitted by Henry Aaron Baker was agreed. The execution of this plan resulted in the construction of four-storey brick buildings and shops at ground level along Westmoreland Street (Bennett 2005, 279). Westmoreland Street derives its name from John Fane, 10 th Earl of Westmoreland who was Lord Lieutenant of Ireland (M Cready 1892, 141). The new layout of Westmoreland Street is represented on Duncan s map (1821) and the street displays the same layout pattern on this map as it does today. Examination of the 1 st Edition 6 inch OS map (1843), the 2 nd Edition 25 inch OS map (1911) as well as the 1925 and 1948 OS revision maps suggest that no major redevelopment of Westmoreland Street was undertaken throughout the late 19 th or 20 th century. However, examination of the latter maps shows that the tramline which extended from St. Stephen s Green to Nelson s Pillar ran along a section of this street. This tramline was in operation from Hawkins Street This street derives its name from Alderman William Hawkins, who in 1663 built a sea wall from Hawkins Street to what is now Temple Lane (De Courcy 1996, 12 13), enclosing the River Liffey, and thereby reclaiming the area, which currently consists of Hawkins Street and beyond (Bennett 2005, 124). This encouraged building on the reclaimed land thereafter. A reference to a dispute between Mynard Christian and William Hawkins in 1669 (Gilbert 1894, 475), regarding the intrusion of Hawkins building programme onto Christian s land at Lazy Hill (modern Townsend Street), could indicate that the wall was substantially complete by that date. This entry indicates that Hawkins developments were carried out on behalf of or through leases from TCD (Gilbert 1894, 475; Gilbert 1895, 107). Later 18 th century survey maps record the area to the east of Price s Lane (off Aston Quay), as far as Townsend Street as College Ground. However, during the late 17 th century there appears to have been a dispute between the city and the college regarding ownership of this

12 area. It appears that while the city was leasing out various lots, the same areas were being developed under the auspices of the college (Gilbert , 275; Gilbert , 191, 246 7). The issue does not appear to have been resolved before 1682 (Gilbert 1895, 246 7). De Gomme s map (1673) reflects Hawkins reclamation and marks the area in which Hawkins Street currently lies as being Ground taken in from the Sea. The line of presentday Hawkins Street may correspond with the location of the wall constructed by Hawkins in 1663 and marked by De Gomme. De Gomme shows buildings at the junction of this wall with Lazy Hill (now College Street and Townsend Street) and also where the wall met the River Liffey. As these buildings appear to have been in the vicinity of present-day Hawkins Street, it is possible that subsurface remains of these features survive below the current streetscape at these locations. Brooking s map (1728) is the first to show and annotate Hawkins Street and he depicts it running north from the present junction of College Street with Fleet Street. Brooking shows that the street frontages of Hawkins Street were developed at this time. It is not possible to determine if one or more of these structures represent those shown on De Gomme s map (1673) as this map depicts blocks of buildings rather than individual structures. Rocque s map (1756) also shows Hawkins Street and his depiction of the street largely resembles that presented by Brooking (1728). Changes to Hawkins Street appear to have occurred between Rocque s (1756) and Duncan s (1821) maps. This is the period during which the WSC were improving Dublin and these developments correspond with the construction of Westmoreland Street and D Olier Street at the turn of the 19 th century. When Duncan s depiction of the present-day junction of Hawkins Street and D Olier Street is compared with Rocque s preceding depiction (1756) of this area, it can be seen that the buildings shown on Rocque s map along the west side of Hawkins Street had been demolished in the interim period to accommodate construction of D Olier Street; this street is shown on Duncan s map (1821). As a result, it is possible that subsurface remains relating to the structures shown by Rocque (1756) in the vicinity of the D Olier Street/Hawkins Street junction are present beneath the current streetscape. Analysis of Rocque s map (1756) in conjunction with Duncan s map (1821) also illustrates that the structure/s or part therein, located at the north-eastern end of the street and fronting onto the River Liffey on Rocque s map (1756), are no longer represented by Duncan; an uninterrupted quayside, devoid of intruding buildings is shown by Duncan at this location. The north-western limit of the structures depicted here by Rocque extended into the area currently occupied by the north-eastern limit of present-day Hawkins Street, where it meets

13 Burgh Quay. Consequently, it is possible that subsurface evidence of these structures remain below the current streetscape. Examination of the 1 st Edition OS 6 inch map (1843) shows that the street appears to have had regular and straight frontages on both sides at this time. This map also indicates that the plot between Poolbeg Street and the riverside had been redeveloped and widened since Duncan s depiction of This same plot appears to have undergone further division and redevelopment in the intervening period between the 1 st Edition 6 inch map (1843) and 2 nd Edition 25 inch OS map (1911). The latter map also shows that Hawkins Street was widened in the interim period and took in former building frontages on its east side, including part of the Theatre Royal. As a result of the 19 th and 20 th century redevelopment of the street, it is possible that subsurface remains associated with the affected structures may be present beneath the east side of present-day Hawkins Street. Aston Quay This site once comprised city land that was let to Mayor Henry Aston in 1672 (Bennett 2005, 204). Speed s map 1610 indicates that the area in which Aston Quay currently lies was located within the River Liffey at the beginning of the 17 th century, as the south shore line corresponds to the approximate alignment of modern Fleet Street. Aston s land appears to lie within the section of the foreshore previously leased to Arthur Annesley in 1657, which included the strand from approximately Anglesey Street to Fleet Alley (Gilbert 1894, 121). Though the quay takes it name from Henry Aston, it is also referred to in early sources as Hawkin s Quay. It appears that in William Hawkins built the first permanent quay wall on or near the present-day wall. This wall extended from Hawkins Street to what is now Temple Lane (de Courcy 1996, 12 13) and is illustrated on plans of Dublin by De Gomme (1673) and Thomas Phillips (1685). A reference to a dispute between Mynard Christian and William Hawkins in 1669 (Gilbert 1894, 475), regarding the intrusion of Hawkin s building programme onto Christian s land at Lazy Hill, could indicate that the wall was substantially complete by that date. Certainly the wall was completed by 1683 (Gilbert 1895, 279) and its position appears to tie in directly to the position of the later quay wall shown on 18 th century maps (Brooking (1728) and Rocque (1756)), suggesting that the quays were developed along this line. There appears to be very little difference between the position of the modern quay, the position of the 18 th century quay and the section of Hawkin s wall, which corresponds to Aston Quay (Bolger, 2004). De Gomme s map (1673) annotates the lands to the south of Hawkins wall as Ground taken in from the Sea ; it is otherwise devoid of features. Thomas Phillips map of 1685, though

14 drawing heavily on the earlier De Gomme map, shows additional information. The full extent of Fleet Street is illustrated, as well as the line of Anglesea Street. However, the newly reclaimed land appears otherwise undeveloped. There are references to Aston s Quay (by that name) from 1708 (De Courcy 1996, 12 13). Brooking s map (1728) is the first to depict and name Aston Quay which he annotates as Astons Key. On this map, as well as on Rocque s map (1756), the quay extended from the riverside on the east side of Hawkins Street westwards to a lane then called Anglesea Street (now known as Bedford Row); thus Aston Quay incorporated a portion of what is now known as Burgh Quay at this time. Many of the houses on the quay were rebuilt in 1760 by Henry, the son of Mayor Henry Aston (Bennett 2005, 204). However, though both Brooking (1728) and Rocque (1756) name it as Aston s Quay, as late as 1800 a survey map from the WSC (1800) notes it as Hawkins commonly called Aston s Quay. The quay itself became redundant when the Carlisle Bridge (now O Connell Bridge) was constructed in the 1790s (Pearson 2000, 44). The quay wall from the west end of Carlisle Bridge to Price s Lane was replaced in 1794 thus removing the kink in its line. The new quay wall became the prototype for the reconstruction of quays west of the bridge (De Courcy 1996, 13). Duncan s map (1821) is the first to show an open series of quays along the southern bank of the River Liffey, including Aston Quay, which were uninterrupted by buildings. None of the quays are named on this map, however examination of the 1 st Edition 6 inch OS map (1843) shows that by the mid-19 th century, Aston Quay comprised the area of land extending from Westmoreland Street to Wellington Quay. Aston Quay currently extends from Westmoreland Street as far as Essex Quay. Analysis of the 2 nd Edition 25 inch OS map (1911) illustrates that the St. Stephen s Green to Nelson s Pillar tramline, which opened in 1874, extended across this quay until the tramline went out of operation in Burgh Quay A ferry is recorded in this location in an Amory Lease of 1675 (De Courcy 1996, ) and Rocque s map (1756) marks an Old Ferry as crossing the River Liffey between Hawkins Wall and Ferryboat Lane (i.e. Burgh Quay to Eden Quay). However, it was not until the early 19 th century that Burgh Quay was created. At this time, the eastern end of Aston Quay (from Westmoreland Street to Hawkins Street) and the west end of St. George s Quay (from Tara Street to Hawkins Street) were amalgamated and Burgh Quay was thus created. This coincided with the WSC s construction of Westmoreland Street and D Olier Street.

15 Burgh Quay was named after Margaret Amelia Burgh, wife of John Foster, who was the last speaker of the Irish House of Commons (Bennett 2005, 204). On Rocque s map (1756) a building fronting onto the River Liffey is shown separating Aston Quay and George s Quay, i.e. within the present location of Burgh Quay. Brooking s map (1728) shows a building in this location also. In addition, Brooking depicts a building at the eastern end of Aston Quay (now part of Burgh Quay), to the immediate west of its junction with Hawkins Street, which extended further onto the quayside than the rest of the building frontages. Buildings are no longer present at either of these locations and it is thus possible that subsurface remains of these buildings are present beneath the current streetscape in these areas. Duncan s map (1821) is the first to show an open series of quays, uninterrupted by buildings, extending along the full southern bank of the River Liffey. Burgh Quay is not named on this particular map; however it is annotated and shown as extending eastwards from Westmoreland Street to George s Quay on the 1 st Edition 6 inch OS map (1843). Its extent remains the same today. O Connell Bridge O Connell Bridge originally called Carlisle Bridge was commissioned by the WSC and built between by James Gandon. The bridge was named after the Viceroy Frederick Howard, 5 th Earl of Carlisle. It was widened in 1880 and the hump removed. In 1882, the bridge was renamed O Connell Bridge to coincide with the unveiling of the statue of O Connell at its northern end (Bennett 2005, 26). A statue to O Brien also stood at the southern end of O Connell Bridge. This was erected in 1870 and is shown on the OS 25 inch mapping of This statue was moved to its current location on O Connell Street Lower in Bachelors Walk The topography of the northern bank of the River Liffey has been changed dramatically by land reclamation since the post-medieval period. Prior to this land reclamation, the River Liffey s northern bank lay on the approximate line of present-day Lott s Walk, Harbour Court and Old Abbey Street. Speed s map (1610) shows the River Liffey as being considerably wider than it is today. The location of present-day Bachelors Walk is shown as being incorporated by the River Liffey on this map. De Gomme s map (1673) indicates that reclamation of the northern bank of the River Liffey had begun by this date and he shows what appears to be a wide street running along the river edge. The north edge of the street appears to approximately conform to the

16 present line of Abbey Street and Lower Abbey Street. The river front is, however, possibly no further south than the present line of North Lotts and Old Abbey Street at this date. By 1728 the northern river front had been reclaimed to its present alignment and this is clearly depicted on Brooking s map (1728); the river front is labelled Batchelour s Walke on this map. Buildings are shown fronting the walk for its entire length and it is shown on this map as extending eastwards from Liffey Street to a lane immediately southwest of Marlborough Street (this lane would later be incorporated by Marlborough Street). The buildings depicted by Brooking are possibly those constructed for Sir Humphrey Jervis as the site was part of his estate at the time. According to M Cready (1892, 78) the quay derived its name from the owner of a property here, by the name of Batchelor. Rocque s map (1756) labels this street Batchelor s Quay, suggesting that at this date it was in common usage as a wharf. On the 1 st Edition 6 inch OS map (1843), the quay is named as Bachelors Walk and is shown as being delineated by O Connell Street to its east and Lower Ormond Quay to its west. A section of quay, known as Swift s Row, now occupies a portion of the quay once known as Bachelors Walk to the east of Lower Ormond Quay. From , the St. Stephen s Green to Nelson s Pillar tramline traversed Bachelors Quay. No known evidence of the tramline survives. A number of houses dating to the early 18 th century remain along Bachelors Walk today (Casey 2005, 104). Eden Quay Eden Quay was laid out after the WSC advised the Ballast Board that the quays on the north side of the River Liffey should be extended eastwards towards the new Custom House from the eastern end of Bachelors Walk. The quay was planned in the 1790s and had been constructed by the early 19 th century. Under the guidance of the WSC, Marlborough Street was extended southwards to join Eden Quay at this time also. Iron Key (AC55) which is represented on Rocque s map (1756) was replaced by both of these developments. Consequently, it is possible that subsurface remains of this quay (AC55) are present beneath the present-day junction of Marlborough Street and Eden Quay. Eden Quay derives its name from Rt. Hon. William Eden, Chief Secretary (Bennett 2005, 200; M Cready 1892, 87). With the construction of Carlisle Bridge (now O Connell Bridge) in 1798, Eden Quay was the western limit for seagoing vessels on the River Liffey and it extended eastwards from the new bridge, with Bachelors Walk extending to the west. Eden Quay, therefore quickly developed into an important dock with a mix of commercial and residential properties along its length (Bennett, 2005, 66).

17 Analysis of the 1 st Edition 6 inch OS map (1843) and the 2 nd Edition 25 inch map, in conjunction with modern OS mapping, demonstrates that the layout of Eden Quay has not changed since it was first constructed in the early 19 th century. O Connell Street Examination of Speed s map (1610), the Down Survey (c. 1654) and De Gomme s map (1673), indicates that the area in which O Connell Street currently lies was undeveloped throughout most of the 17 th century. Brooking s map of Dublin (1728) demonstrates that land reclamation and large-scale development had taken place in this area by the early 18 th century. Henry Moore, 3 rd Earl of Drogheda originally laid out the street towards the end of the 17 th century (Dublin City Council (DCC) 2001, 11) and named it after himself. Brooking (1728), therefore, names the original street as Drogheda Street on this map. His depiction of the street shows a much narrower one than is present today and one which did not extend all the way to the River Liffey. During the 1740s the lands of the former St. Mary s Abbey came into the ownership of Luke Gardiner. Gardiner improved the street by demolishing buildings on its west side to widen it by 150 feet and commenced a speculative housing scheme (Bennett 2005, 224). This upper section of modern O Connell Street was called Sackville Street, honouring Lionel Cranfield Sackville, 1 st Duke of Dorset and Lord Lieutenant of Ireland and (Bennett 2005, 224). As exemplified by recent archaeological investigations (Baker 2005; Myles and Kerins 2005b), subsurface remains (including cellars and basements) relating to the buildings demolished at this time have been found under the current streetscape of O Connell Street Upper. Rocque s map (1756) shows the upper part of modern O Connell Street as having been widened and depicts a mall in its centre, named as Gardiner s Mall. Joseph Tudor produced a fine print depicting Sackville Street in 1753; on this Gardiner s Mall is represented in the centre of the street and is flanked by obelisks. Tudor s print also clearly shows that the buildings on both sides of Sackville Street had basements and that open country lay at the northern end of the street. From 1777, there were plans by the WSC to widen Drogheda Street to create a wider street running the full length of what was then Sackville Street to the north and Drogheda Street to the south as far as the River Liffey. By 1785 it had been agreed this new street would link with a new bridge across the River Liffey. Between 1785 and the opening of the Carlisle Bridge in 1798 extensive work was undertaken to remodel Drogheda Street and Sackville Street. The result was a wide boulevard linking with Carlisle Bridge (now

18 O Connell Bridge). This boulevard is depicted on Duncan s map (1821) and labelled for its entire length as Sackville Street. The creation of this boulevard entailed extensive demolition of buildings that extended into the western side of the new street. As demonstrated by recent archaeological investigations (Baker 2005; Myles and Kerins 2005b), subsurface remains (including cellars and basements) relating to these demolished buildings have been found under the current streetscape of O Connell Street Lower. The 1 st Edition 6 inch OS map (1843) and the 2 nd Edition 25 inch OS map (1911) suggest that no major redevelopments of Sackville Street were undertaken throughout the later 19 th and early 20 th century aside from the construction of the St. Stephen s Green to Nelson s Pillar tramline, which opened in 1876, and the Nelson s Pillar to Phoenix Park tramline, which opened in Both of these collectively ran the length of present-day O Connell Street. These tramlines closed in 1940 and 1938 respectively. Extensive damage was inflicted on the lower portion of O Connell Street during the 1916 Easter Rising and the siege of the General Post Office (GPO). In June 1922 the area from Cathedral Street to Parnell Square was also mainly left in ruins by fighting during the Civil War. As a result almost three quarters of the original buildings on the street were demolished between (Bennett 2005, 225). On both the 1 st Edition 6 inch OS map (1843) and the 2 nd Edition 25 inch OS map (1911), present-day O Connell Street is named as Sackville Street ; it was renamed O Connell Street in 1924 (Casey 2005, 212). Marlborough Street Examination of Speed s map of Dublin (1610), the Down Survey (c.1654) and De Gomme s map (1673) indicates that the area in which Marlborough Street lies remained undeveloped throughout the 17 th century. Marlborough Street was first laid out in 1707 (RD 1/399/242 in Lennon 2008, 17) and was named after the Great Duke of Marlborough (DCC 2001, 25; M Cready 1892, 63). Originally Marlborough Street did not extend south to the River Liffey. Instead a narrow laneway known variously as Union Lane, Ferryboat Lane and later Union Street lay to the west of the current street and linked Abbey Street Lower with Bachelors Walk. Brooking s map (1728) shows this earlier alignment of streets and represents Great Marleborough Street, as it was then known, as extending from Great Britain Street (now Parnell Street) to Abbey Street Lower. This map shows that the middle section of Marlborough Street (between present-day Talbot Street and Findlater Place) remained undeveloped at this time. Rocque s map (1756) also depicts this street alignment and shows that much of the eastern frontage of Marlborough Street, as well as large tracts of the western frontage, were still undeveloped.

19 During the late 1790s, the WSC oversaw the creation of Eden Quay and ordered the southward extension of Marlborough Street to link with the new quay. These developments replaced Iron Key (AC55) which is shown on Rocque s map (1756). As a result, it is possible that subsurface evidence associated with this quay (AC55) is present beneath the current Marlborough Street/Eden Quay junction. Duncan s map (1821) shows the new alignment of Marlborough Street and depicts it extending southwards to Eden Quay. The new southern section of Marlborough Street is shown as being marginally wider than the northern portion of the street. The 1 st Edition 6 inch OS map (1843) shows that this was no longer the case by the mid-19 th century, and it can be seen that the western side of the southern portion of the street was realigned and developed slightly eastwards in the intervening period. Examination of the 1 st Edition 6 inch OS map (1843), the 2 nd Edition 25 inch OS map (1911) and the 1925 and 1948 OS revision maps demonstrate that no significant developments have been carried out to Marlborough Street throughout the later 19 th or 20 th century. Parnell Street Until the beginning of the 18 th century, the area in which Parnell Street is now located lay in open countryside in the north of the Dublin City Liberty (Brooking 1728). The street was laid out in the first half of the 18 th century and is first depicted and named on Brooking s map (1728) as Great Britain Street. A lane known as Ballybough Lane preceded the street (Casey 2005, 231). Aside from a vacant plot to the east of Marlborough Street and south of Great Britain Street, Brooking (1728) shows the street frontages along Parnell Street as being largely developed. Rocque s map (1756) provides a similar depiction of the street to that presented by Brooking (1728), although a newly widened junction with Sackville Street (now O Connell Street) can be observed on the later map. Rocque s map (1756) names the section of present-day Parnell Street to the west of its junction with Sackville Street (now O Connell Street) as Great Britain Street and the section of the street to the east of this as Summer Hill. Dublin expanded dramatically during the reign of George III and by 1821 the area to the north of Parnell Street is shown by Duncan (1821) as having been substantially developed. Duncan s map (1821) labels the cleared area to the north of the Rotunda Hospital as Rutland Sq. The 1 st Edition 6 inch OS map (1843) shows the Rotunda Hospital and Rutland Square and indicates that the street frontages of Great Britain Street, as it was still then called, were fully developed at this date. The 2 nd Edition 25 inch OS map (1911) shows that the street had been widened between Gardiner Street and Moore Street. Consequently, it is possible

20 that subsurface remains of these earlier structures are present beneath the current streetscape in this area. The tramline which extended along Parnell Street was the Nelson s Pillar to Phoenix Park tram which opened in 1876 and closed in Great Britain Street was renamed Parnell Street in 1911, subsequent to the unveiling of the Charles Stewart Parnell Monument (National Monument) and has experienced extensive redevelopment throughout the 20 th century. Dominick Street Until the beginning of the 18 th century, the area in which Dominick Street lies was in open country at the edge of the Dublin City Liberty (Brooking 1728). This area comprised part of a parcel of land in the possession of Sir Christopher Dominick who started to build in the area in 1720 (Bennett 2005, 66) and from whom the street derives its name (M Cready 1892, 81). Dominick Street is not depicted on Brooking s map (1728); Brooking instead shows an uninterrupted street frontage on the north side of Great Britain Street (now Parnell Street). This suggests that buildings formerly fronting the northern side of Great Britain Street were demolished to make way for Dominick Street Lower which was constructed in the 1750s. Subsurface remains including basements associated with these buildings could, therefore, survive below the current streetscape at the junction of Parnell Street and Dominick Street Lower. Sir Christopher Dominick died in 1743 (M Cready 1892, 31) and a decade later his widow announced her intention to let in lots for building all that new street called Dominick Street where sand may be raised out of the foundations for building work (Casey 2005, 186). Rocque s map (1756) is the first to show Dominick Street Lower and he represents it as extending between Great Britain Street (now Parnell Street) and Dorset Street. On this map, only five houses are recorded on the north side of the street. By then however, the street had been divided up and let to a number of developers by Dominick s son-in-law, Usher St. George. Building on these plots commenced in 1757 (Casey 2005, ). Throughout the later 18 th century Dominick Street Lower was a highly desirable and fashionable district. After the act of Union in 1801, however, the street rapidly declined to become a slum district (Bennett 2005, 66). The location of present-day Dominick Street Upper is depicted by Rocque (1756) as comprising a patchwork of enclosed fields, pasture and orchards. A number of buildings are shown by Rocque on the north side of Dorset Street where Dominick Street Upper was later constructed. These would have been demolished to accommodate construction of Dominick Street Upper c It is thus possible that subsurface evidence associated with these