Dublin City Development Plan 2022–2028 – Volume 1: Written Statement (as varied by Variations Nos. 1–11)

1. Page 461

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   Strategic Development Regeneration Areas | Chapter 13 451 13 - George Reynolds House, Oliver Plunkett Avenue Any redevelopment of this flat complex should involve a remodelling of the scheme to incorporate: (i) delivery of perimeter block type layout to enhance communal open spaces, and (ii) new townhouses fronting Oliver Plunket Avenue to reflect the design and grain of the existing dwellings. Public open space would be best located at the Irishtown Road end of the site where it is visible, inviting and accessible to the wider public. All dwellings at ground floor level should have own-door access. 14. Former Power Station and Pigeon House Hotel, Poolbeg The former ESB power station and Pigeon House Hotel are both protected structures accessed from Pigeon House Road on the northern side of Poolbeg Peninsula. Both buildings and associated structures are on a seven acre site currently in the ownership of Dublin City Council, and are in need of extensive refurbishment to bring them back into viable use. The site has potential for a landmark building/buildings. The lands are at risk from flooding – see Appendix 7, SFRA. Residential use is not the preferred use for these lands due to particular constraints including adjoining utility uses and the risk from flooding. DCC has previously sought expressions of interest for the regeneration of these buildings and the associated lands. The Council support development focused on creative, technological and green industries. This has potential to restore activity to these historic buildings in this unique waterfront setting close to the city centre. In this regard, it is the objective of the Council to seek the regeneration of the former power station and Pigeon House Hotel, with associated lands/structures on this site. This will involve extensive refurbishment of these protected structures. Development plan/statutory designations are to be considered from early design stage. 15. Shelbourne Stadium, South Lotts Road The subject site, located in a highly accessible area of the city and comprises of c. 3ha of urban lands suitable for strategic development and regeneration. The lands are capable of delivering a high quality mixed use development to complement and enhance both the existing land uses and future strategic plans for the area. Any future development of the site should be subject to a Masterplan as part of the planning application process and should provide for a mixed use development comprising of residential, commercial and public open space. The building design and layout should respect the existing buildings to the north along Ringsend Road and the proposed future development of opportunity site 12. Given the scale of the site, opportunities exist for the provision of some locally higher buildings and landmark buildings addressing the River Dodder.

2. Page 462

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   Strategic Development Regeneration Areas | Chapter 13 452 Permeability interventions should be provided through the site from South Lotts Road to the River Dodder and from Ringsend Road through to opportunity site 12. A feasibility study, including the necessary environmental studies, should be prepared to assess the potential of a pedestrian footbridge across the Dodder connecting Ringsend Village and the Wider Docklands area. A public walkway along the bank of the River Dodder should also be delivered to enhance amenity value of the river at this location. 16. IFSC and Custom House The Dublin Docklands extends across approximately 520 hectares and remains one of the most strategically significant regeneration areas in the State. While major portions of the Docklands have been successfully redeveloped over recent decades, substantial potential remains for further transformation. The Docklands accommodates a nationally important concentration of employment floorspace. It is home to globally recognised clusters in technology, finance, banking, digital and creative industries, with the IFSC acting as a major economic anchor. The area’s evolution has been shaped in part by sustained IDA investment since the 2000s, which has attracted multinational financial and technology firms and supported Dublin’s position as a leading European tech and financial services hub. Despite this strong economic foundation, the Docklands now faces a new phase of regeneration driven by changing workplace patterns, office consolidation, the rise of hybrid and remote working, and the obsolescence of early-phase office campuses constructed in the 1980s and 1990s. These structural shifts present significant opportunities for mixed-use redevelopment, residential intensification, sustainable transport integration and renewal of outdated building stock. As the area continues to mature, urban regeneration will increasingly focus on overcoming the legacy of mono-use office development, improving vibrancy, and delivering neighbourhoods that support the 15-minute city. The area encompassing the Custom House, the IFSC and George’s Dock forms the historic, civic and economic heart of the northern Docklands. It represents a uniquely strategic convergence of national civic heritage, internationally significant commercial activity and prominent public spaces, all within immediate proximity to Connolly Station and Busáras. This district is now entering a new phase of evolution, shaped by the obsolescence of early IFSC office stock, changes in working patterns, demand for new residential neighbourhoods and the need for improved public realm and cultural activation. Together, these three interconnected areas form the foundation for a renewed, high-density, mixed-use urban quarter that strengthens Dublin’s national transport interchange, enhances civic identity and delivers a more vibrant, people-focused Docklands environment. Notwithstanding, the largely developed / brownfield nature of the majority of the area, this area is located adjacent or close to European and National designated sites, including Special Areas of

3. Page 463

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   Strategic Development Regeneration Areas | Chapter 13 453 Conservation (SAC), Special Protection Areas (SPA) and proposed Natural Heritage Areas (pNHA) in the Tolka Estuary, Dublin Bay and in adjoining Irish Sea Coast. Given its coastal location, flooding risk, associated climate change and flood management, are key considerations for the docklands area. The following guiding principles will inform redevelopment proposals. Custom House • Reinforce the Custom House as a national civic symbol and set-piece along the Liffey quays. Support a flagship public civic use through enhanced public access as a catalyst for urban regeneration in the north Docklands. • Support the transition to a pedestrian-priority plaza along Custom House Quay, enabling a new riverside civic space. • Integrate public realm, green infrastructure and heritage-sensitive design that frames the Custom House as the centrepiece of the district. IFSC • As part of comprehensive redevelopment proposals, support the transition of the IFSC from a mono-use commercial quarter to a balanced mixed-use district featuring increased residential capacity. • Encourage the renewal or repurposing of obsolete office stock to support contemporary workspace needs, urban living and ground-floor activation. • Support a fine-grained, permeable urban structure with enhanced block layouts and stronger connections between the IFSC, Connolly Station, Custom House Quay and the wider Docklands. • Ensure that development positively frames the River Liffey, George’s Dock, and Custom House Quay. • Maximise transit-oriented regeneration by leveraging immediate access to rail, DART, Luas and national bus services. • Site-specific masterplans will be required for significant redevelopment proposals to ensure that best practice urban design principles are achieved. George’s Dock • Reimagine George’s Dock as a flexible cultural and recreational destination space capable of supporting day-to-day community use. • Deliver high-quality public realm upgrades linking George’s Dock to Custom House Quay, the IFSC spine and the Liffey quays. 17. Docklands Station This c. 4.2 ha site at Docklands Station, Dock Road comprises underutilised bus parking areas and undeveloped lands. The lands directly adjoin operational mainline Rail/DART infrastructure. The current Docklands Station is a temporary facility and is expected to undergo significant transformation as part of the DART+ programme, including the future

4. Page 464

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   Strategic Development Regeneration Areas | Chapter 13 454 relocation of the station underground at Spencer Dock. In the event that the surface station is removed or substantially reduced, a considerably larger development footprint would become available, thereby increasing the long-term development potential of the lands and enabling a more comprehensive urban block structure and higher-intensity residential-led development. Any future redevelopment must therefore adopt a phased approach that protects current rail operations while allowing for longer-term urban consolidation once rail infrastructure is reconfigured. Future urban form will be required to address the Royal Canal while facilitating east-west connectivity through the site. A site specific masterplan or detailed design statement will be required as part of comprehensive redevelopment proposals on this site to ensure successful integration into the existing urban fabric. 18. Sheriff Street Upper This c.5.6 ha site at Sheriff Street Upper comprises railway sidings and container storage lands subject to land use zoning Z14 Strategic Development and Regeneration Areas. Redevelopment proposals will require the consolidation of existing railway infrastructure, with the northern tracks retained and protected to maintain essential port access. Subject to detailed design measures and integrated design a future build-out over the existing railway sidings may be achievable to enable the retention of the majority of existing operational functions. The site has significant capacity to accommodate a high-density, mixed-use development, to include a significant residential yield while ensuring the continued operation of critical transport functions. A new street and block structure which responds to the key surrounding lead edges should create enhanced permeability, strong pedestrian connections to East Wall, Spencer Dock and the wider Docklands and high-quality public realm, integrating green infrastructure throughout. Given the scale and complexities associated with this site, a site specific masterplan shall be prepared to address the above matters in addition to planned phasing. The masterplan should also address the interface with rail operations. 19. Site on East Wall Road / Bond Road This c.4.9 ha site, currently in use for port-related vehicle storage offers a significant medium-term opportunity to transition from low-intensity port-related functions to a compact, mixed-use urban development. The redevelopment potential of the subject lands will require careful coordination with the adjacent vacant site and ESB and Dublin Port Tunnel infrastructure lands. Development should deliver a permeable urban block structure with enhanced pedestrian and cycle connections to East Wall, EastPoint and the wider Docklands, together with high-quality public realm. Appropriate set-backs and landscaped buffers between the site and Port Tunnel access road will be required. A site specific

5. Page 465

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   Strategic Development Regeneration Areas | Chapter 13 455 masterplan that addresses the interface with Key Opportunity Site 20 and the immediately adjacent lands will be required to inform the appropriate scale and scope of development. In particular, the masterplan will be required to address access and egress noting that access from the Port Tunnel Control Building road will not be permitted and shall have regard to the operational, safety and security requirements of the Dublin Tunnel and Motorway Traffic Control Centre, in consultation with Transport Infrastructure Ireland (TII) and the National Transport Authority (NTA). 20. Site adjacent to the Tunnel Control Building, East Wall Road This site is adjacent to the Tunnel Control Building and is well-positioned to support sequential redevelopment potential in the area. Having regard to the location adjacent to an existing educational facility, the provision of educational or community facilities on this site will be supported. The form and nature of development will be required to address the surrounding context and address the interface along East Wall Road and shall have regard to the operational, safety and security requirements of the Dublin Tunnel and Motorway Traffic Control Centre, in consultation with Transport Infrastructure Ireland (TII) and the National Transport Authority (NTA). 21. EastPoint Business Park Introduction EastPoint Business Park and environs constitute a significant landbank of c. 20 hectares of employment and enterprise lands strategically located within the north eastern edge of Dublin’s Docklands. Originally conceived and developed as a purpose-built office and commercial campus, its low rise and low-density form presents opportunities for consolidation and regeneration to support modern employment practices, while facilitating the transition of these lands into a mixed use neighbourhood with new homes and community facilities, underpinned by exemplary urban design and design-led architecture. At present, the lands are effectively severed from East Wall by the Port Tunnel access road and while there is controlled access from Bond Road to the east, primary access is via the EastPoint Causeway from Alfie Byrne Road. Future regeneration opportunities provide substantial potential for exploring options for enhanced integration with surrounding neighbourhoods, capitalising on planned active travel interventions in the immediately surrounding area, including the Dublin Port Greenway. A coordinated and urban design-led approach to redevelopment is required to ensure that EastPoint transitions from a largely mono-use business park into a dynamic, mixed-use and sustainable urban quarter. Considering the scale of the lands and the multiple benefits that regeneration at this scale can provide the City, prior to significant redevelopment proposals, a masterplan shall be prepared by the landowners/developers for the designated Key Opportunity Site area and agreed with the Planning Authority as part of the development

6. Page 466

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   Strategic Development Regeneration Areas | Chapter 13 456 management process. All subsequent applications within EastPoint must demonstrate compliance with this Masterplan, with deviations considered only where they demonstrably enhance the intent and delivery of the guiding principles. The following guiding principles shall be incorporated and comprehensively addressed in the masterplan. Urban Structure • The Masterplan shall set out a clear and legible urban structure with a network of permeable east–west and north–south connections, integrating the business park into surrounding neighbourhoods. • In general, urban blocks shall typically range from 60–80 metres in size and not more than 100m in width/length to ensure that an optimal level of permeability is achieved at an appropriate scale. • The masterplan shall detail a movement hierarchy and framework that aligns with the SDRA framework map and the Design Manual for Urban Roads and Streets (DMURS). The existing internal road layout should be reconfigured over time to create a more urban, interconnected block structure. The identified key connection route through the lands shall provide for a dedicated through bus route from Bond Road through to Alfie Byrne Road, designed to accommodate modern electric bus vehicles. • The use of bus gates may be required at key access points at EastPoint Causeway and Bond Road to ensure that public transport is prioritised and private car journeys through the lands are minimised. • A mobility management strategy may be required to inform the masterplan in order to address, but not limited to: filtered permeability; location of bus stops; enhanced active travel routes and connections to DART and bus, the scope and content of which shall be agreed with the Planning Authority, in consultation, where appropriate, with the National Transport Authority. • Building frontages shall address all key routes, with limited setbacks except where required to create enhanced public realm or to accommodate sustainable mobility infrastructure. • A vibrant and active central spine should be established, connecting the parks to public transport nodes and forming the core of a new public realm strategy. Land Use & Activity • EastPoint shall evolve from a mono-use employment campus into a mixed-use neighbourhood, which supports the retention of employment space, albeit in a consolidated and higher density form. This will provide opportunities for renewed investment in Dublin City, the development of innovation and knowledge hubs, while providing critical spaces for SMEs.

7. Page 467

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   Strategic Development Regeneration Areas | Chapter 13 457 • The consolidation of existing commercial and office space facilitates residential development within appropriate locations. • The anticipated land use mix is approximately 50% residential, 20% office/commercial, 15% community and education and 15% public open space. • There is a presumption that net residential densities in the range of 200-250 units per hectare can be achieved on these lands, in accordance with the Development Plan standards for SDRAs. • Critical community and social infrastructure is required to be provided and the masterplan will be required to identify specific sites to support this. As such, subject to the needs of the Department of Education and Youth, a site or sites in the range of 0.6 hectares (minimum) or appropriately sized urban block, shall be provided to support educational provision. • A multi-use community facility proximate to an educational campus is also required. • The Masterplan for EastPoint shall identify three distinct character areas, each reflecting the site’s context, urban design intent and land use. Together, they underpin a coherent structure guiding land use, height, density, design response and community infrastructure provision. Waterfront edge Located along the northern and western edges this area has the greatest potential for urban intensification and high-profile architectural expression. In general, this area will contain residential-led mixed uses located along a high-quality amenity corridor with an enhanced water-edge and public realm. Central Commercial & Mixed-Use Spine This central movement spine forms the hearth of the urban structure. This area will contain consolidated employment, opportunities for selective ground floor active uses and residential development. This central area will contain key community and educational facilities and forms a transition between the waterfront edge to the north and the perimeter commercial edge to the south. Perimeter commercial edge The southern and eastern edges shall generally support the retention and consolidation of employment and commercial uses due to the proximity to the Port Tunnel Access and active Dublin Port lands. In general, residential development is not anticipated within this area. Enhanced public realm and access shall be supported to connect with existing and future active travel projects or greenways. Height • The SDRA Guiding Principles Map identifies opportunities for additional building height on corners/façades of certain proposed urban blocks and potential locally

8. Page 468

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   Strategic Development Regeneration Areas | Chapter 13 458 higher buildings, as a tool to enhance urban design and legibility. The masterplan shall establish and detail an overall height strategy. • Baseline heights in the range of 6-8 storeys will generally be encouraged in order to support the scale and density of development required on these lands. The masterplan will be required to detail a height strategy, which shall take account of key views and vistas and future amenity. • The waterfront edge and high visibility edges to include key movement corridors and public open space may support heights in the range of 8-10 storeys. • Opportunities for landmark buildings up to 50 metres will be supported on selected urban blocks as part of an overall strategy to enhance legibility and urban design. These may include waterfront corners, key vistas and entrances. • Increased height must be justified through high-quality architectural design, minimal overshadowing and positive contribution to legibility and placemaking. • Lower elements may be required having regard to site specific circumstances and interfaces. Design • The masterplan will be required to address interfaces with the surrounding environment to include Dublin Port, Dublin Port Tunnel and access roads and the waterfront. • Architectural design shall respond to the identified character areas in order to promote coherence, variety, and design excellence, avoiding monolithic blocks and incorporating a richness of materials and articulation. Green Infrastructure • A minimum of 15% of the site area should be provided as high-quality public open space, distributed to support placemaking and local character areas • A Green Infrastructure Strategy should be incorporated into the masterplan and provide for the integration of Sustainable Drainage Systems (SuDS), utilising an integrated nature based solutions response that is aligned with climate adaptation requirements. Extensive tree planting along streets in addition to the provision of green connections between public open spaces is required. • Waterfront edges, where applicable, shall be enhanced to improve ecological value and public amenity. • The masterplan must set out a play strategy, setting out what active sports and play will be provided for within the public or semi-private open spaces and how the needs of younger children will be accommodated within each local area. • Planting and landscaping must be framed on a policy of promoting biodiversity, with a high proportion of native species and those which support this aim. Phasing & Implementation

9. Page 469

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   Strategic Development Regeneration Areas | Chapter 13 459 • It is anticipated that redevelopment will occur incrementally and as such will be required to proceed on a sequential and coordinated basis. As such, the Masterplan should outline a phasing strategy outlining how individual sites will be sequenced and how critical and supporting infrastructure will be delivered in line with developments. • All planning applications must include a statement of compliance with the Masterplan and these guiding principles. • The Masterplan and development proposals in all areas must demonstrate compliance with: o the Climate Action Plan, a Climate Action Energy Statement with District Heating Enabled proposal and decarbonisation requirements; o site specific flood risk assessment; o screening for appropriate assessment and appropriate assessment, as required; o screening for strategic environmental assessment / environmental impact assessment and preparation of an environmental report / environmental impact assessment report, as required; o height and daylight/sunlight requirements; requirements for a shift towards sustainable modes of transport and public transport and the preparation of sustainable mobility management plans.

10. Page 470

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    Strategic Development Regeneration Areas | Chapter 13 460 Figure 13-6: SDRA 6 Docklands

Source Dublin City Council: Dublin City Development Plan 2022–2028 – Volume 1: Written Statement (as varied by Variations Nos. 1–11) (2022–2028) · Licence the publisher's termsText read from the publisher’s PDF; tables, maps and drawings do not survive as text, and page numbers are the PDF’s (its first page is 1). Check the original before relying on a passage.