Development plan · Dún Laoghaire-Rathdown County Council
Dún Laoghaire-Rathdown County Development Plan 2022–2028 – Written Statement
The council's development plan written statement: its strategy, policies, objectives and development standards. Variations adopted since are not in this text.
Dún Laoghaire-Rathdown County Council · 2022–2028 · 380 pages
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- The Planning Authority will not insist on the use of particular architectural styles but will generally expect visually similar/sympathetic appearance in areas where there is an accepted vernacular. A design which is incompatible with site conditions, to the extent that it would be dominant, intrusive or incongruous in the landscape, will not be permitted. There are individual circumstances where more modern designed houses within rural areas which respect their setting may be acceptable. If the Planning Authority considers that there may be a potential visual impact, the application will be requested to submit a visual impact assessment with their application. Buildings should not be located on a ridgeline or in an elevated position on a site. The site contours should be respected. Roof types and materials may be controlled in the interest of visual amenity. The Planning Authority will seek to minimise light pollution resulting from new development proposals within the rural area. 12.3.10.3 Occupancy Where permission is granted for dwellings in rural areas it will be normal practice for the Planning Authority to stipulate by condition that the applicant enter into an agreement under Section 47 of the Planning and Development Act 2000, as amended, restricting occupation of the dwelling for a period of 7 years to the applicant, or to other such persons as agreed by the Planning Authority. 12.3.10.4 Replacement Dwelling – Rural In applications for replacement dwelling the Planning Authority has a preference for the deep retro-fit of structurally sound, habitable dwellings in good condition as opposed to demolition and replacement unless a strong justification in respect of the latter has been put forward by the applicant. Were the demolition and replacement is accepted, the primary considerations will be: M The potential negative visual impacts on the surrounding properties or landscape and other negative impacts on the rural amenity – which could result from the design, location, layout, and size of the proposed dwelling. M The appropriateness of demolition of the existing structure having regard to its existing setting, age, design, and overall contribution to the area. M Structures do not necessarily have to be designated a Protected Structure to be considered to warrant retention and due regard will be given to an area’s vernacular in terms of both existing and proposed structures. M In currently, or recently, occupied dwellings proposed for demolition the applicants will be expected to be the owner and occupier to make such an application, provide a statement of some details of their occupancy noting that future applications by the applicant/family may have regard to same. Where such permission is granted a Section 47 condition relating to occupancy will not normally be applied. Killiney Hill 253Development ManagementChapter 12
- 12.3.10.5 Extensions – Rural Extensions of a reasonable or modest size may be acceptable, subject to the proposed extension respecting the character, scale, and proportions of the existing dwelling, and subject to the availability of necessary services and protection of the visual amenities of the area. 12.3.10.6 ‘Family Member / Granny’ Flat – Rural A family flat is a temporary self-contained living unit with one or (maximum) two bedrooms for a member of the immediate family to reside in. Family flats can provide a short-to-medium term solution to housing needs within the rural area, particularly in cases where an applicant cannot satisfy rural housing policy or where a native is required to return to live in the rural area in order to care for family members. In general, a family flat would consist of extending/ adapting an existing family dwelling to accommodate their needs. In such cases, a direct link (in the form of an internal door) to the main dwelling house would be maintained and the unit, when no longer in use as a family flat, would be subsumed back into the fabric of the main dwelling. In exceptional circumstances, the Planning Authority may accept the principle of renovating/restoring and changing the use of all/ part of an existing outbuilding or structure within the curtilage of a family dwelling for use as a ‘family flat’. Any such proposal would be strictly controlled and would be assessed on a case-by-case basis. All such developments considered to be acceptable by the Planning Authority must enter into a legally binding agreement under the provisions of Section 47 of the Planning Act in respect of the use of the proposed family unit remaining as such and will not be permitted to be sold/let separately from the main dwelling. A family flat will be subject to the following criteria: M The flat must not exceed 50 sq.m. in floorspace and/or comply with rural extensions guidance above. M The site must be suitable for development. M The flat must be occupied by an immediate family member and a legal agreement - under the provisions of Section 47 of the Act - to this effect may be sought by the Planning Authority. When no longer in use as a family flat, the unit must be subsumed back into the fabric of the main dwelling house. M The flat must be capable of being connected to the existing wastewater treatment system on the site. Where such a system is not sufficiently sized or operating efficiently it must be capable of being replaced with a suitable wastewater treatment system to serve both the existing house and family flat. M The creation of an additional vehicular access will not be considered acceptable and the existing access and parking on site must be capable of accommodating any additional vehicular movements or upgraded as deemed necessary by the Planning Authority. 12.3.10.7 Road Frontage Minimum road frontage length for individual new houses should generally be at least 60 metres in order to preserve the rural or high amenity quality of the area. 12.3.10.8 Vehicular Entrances Vehicular entrance gates shall be recessed, and the wing walls or fences splayed so as to provide adequate sight distances in both directions, depending on the traffic conditions and the characteristics of the roadway at that location. Existing/proposed vehicular access points shall be carefully examined, including consideration of landscape and visual amenity aspects, as there may be circumstances where it is desirable to seek alternative positions to avoid removal of substantial lengths of good quality characteristic existing boundaries. Front boundary treatments shall retain, or plant, indigenous hedges, earth banks, or provide dry stone walls and similar - depending on the typologies common to the area. 12.3.10.9 Waste Water Treatment Systems Site assessment and the design of waste water treatment systems and percolation areas shall generally conform with the Environmental Protection Agency’s ‘Code of Practice: Wastewater treatment and Disposal Systems Serving Single Houses’ (2009) and the requirements of the Environmental Health Office. A detailed site investigation report, to include percolation and water table tests certified by a qualified person, should be provided with the Planning Application and a suitable trial hole should be made available for inspection by the Environmental Health Office. 12.3.10.10 Water Supply Where no public water main is available, a potable water supply must be provided in accordance with Council requirements. Tests of the proposed drinking water should be carried out accordance with the requirements of the Environmental Health Office and results should be submitted with the Planning Application. 12.3.11 Green Belt Where a one-off dwelling or other development is deemed acceptable by the Planning Authority, similar site suitability and design criteria for rural development shall apply. Any proposed development within a green belt area, shall 254dlrcoco | County Development Plan 2022-2028
- however, clearly demonstrate how it will not impact upon the deliverability of any future development within lands identified as a Strategic Land Reserve. (See Policy Objective CS5: Strategic Land Reserve). The siting and form of any proposed development shall have regard to the accessibility and overall future development potential of the subject site and/or adjoining green belt lands. (See also Policy Objective PHP24:Housing in Green Belt Areas). 12.3.12 Rural – Non-Residential Development As with rural housing, the Council’s position in relation to non-residential rural development is again essentially restrictive and precautionary. Any application for non-residential development within the rural area will be dealt with on a case-by-case basis and will be assessed having regard to the following: M Compliance of the proposed use with the zoning objective of the site. M The need for such a use within the rural area. M The suitability of the site in accordance with Section 12.3.10.1. M Potential negative visual impacts on the surrounding properties or landscape and for other negative impacts on the rural amenity – which could result from the design, location, layout, size, and type of the proposed development. M Vehicular access arrangements, parking requirements and potential impacts on the existing road network. M Waste water treatment and drinking water provisions on site. Any un-serviced site must comply with the ‘EPA Wastewater Treatment Manuals – Treatment Systems for Small Communities, Business, Leisure Centres and Hotels’ (1999) (or any superseding documents) and the requirements of the Environmental Health Office. M Ecological Impact. 12.3.13 Rural – Temporary Accommodation 12.3.13.1 Holiday Caravan and Camping Sites The Planning Authority recognises the tourist benefits of properly developed sites for holiday home type caravans, smaller trailer caravans, glamping pods and tents. These sites will generally be permitted in rural areas zoned ‘B’ where the topography would permit their siting without injury to amenity or public health. In rural areas zoned ‘GB’ holiday caravan sites are not ‘permitted in principle’ but may be ‘open for consideration’ depending on circumstances. The Planning Authority regards holiday caravan sites as sites for temporary (leisure/tourist) dwellings. Glamping pods should however be of a similar size and scale to a tent/caravan. The layout and servicing of such sites will be required to conform to the standards set out in the Fáilte Ireland – ‘Registration and Renewal of Registration Regulations for Caravan and Camping Parks’ (2009). Killiney Beach 255Development ManagementChapter 12
- 12.4 Transport 12.4.1 Traffic Management and Road Safety The road layout of new residential, commercial, and/or mixed-use developments shall be designed in accordance with DMURS which seeks to create self-enforcing 30km/h zones. This Manual sets out design guidance and standards for constructing new, and reconfiguring existing, urban roads and streets, incorporating a multidisciplinary approach to the design of low speed environments in urban areas. All works carried out shall meet the requirements of the Council’s ‘Taking in Charge Policy Document’, ‘Development Works Guidance Document’, and any successor guidance with respect to taking-in-charge. To provide for pedestrians and cyclists as part of the development management process, all new development will be required to maximise permeability and connectivity for pedestrian and cyclists and to create direct links to adjacent roads and public transport networks in accordance with the provisions of the ‘Urban Design Manual – A Best Practice Guide’ (2009), ‘Sustainable Urban Housing: Design Standards for Apartments’ (2020) and the ‘Design Manual for Urban Roads and Streets’ (DMURS, 2019). On existing roads, traffic management measures may be required to create a pedestrian and cycle friendly environment. Road safety interventions may also be required to create a safe road environment for all road users such as the provision of accessible pedestrian facilities and segregated cycle tracks. To ensure that the needs of all road’s users are considered, a Quality Audit may be required for major developments that impact on the road network and for all new road and traffic schemes. This should be carried out in accordance with DMURS and best UK practice. The Design Manual for Urban Roads and Streets Quality Audits generally consist of a number of individual and overlapping audits that may include: an audit of visual quality; a review of how the street is/may be used by the community; a road safety audit, including a risk assessment; an access audit; a walking audit; a cycle audit; a non-motorised user audit; a community street audit (in existing streets); and a place check audit. A street design audit was added as an additional audit type in the DMURS Guidance in 2019. It can be submitted as a component of a Quality Audit (for larger projects) or as a stand-alone audit process for smaller projects, the emphasis is on placemaking and promoting the multidisciplinary aspects of successful street design. This is an auditing tool that can be used to ensure that the that the four major aspects of street design as set out in DMURS: Connectivity, Self-Regulating Street Environment, Pedestrian and Cycling Environment, and Visual Quality are appropriately taken into account. Potential applicants for planning permission should engage in pre-planning discussions to ascertain which audits, if any, should be submitted with the application. Further details on the guidance on the audit thresholds can be found within the ‘Development Management Thresholds Information Document’ in Appendix 3. Charlotte and Leona blocks at Honeypark, Dún Laoghaire 256dlrcoco | County Development Plan 2022-2028
- 12.4.2 Traffic and Transport Assessment Where new development has significant car trip potential, a detailed assessment of: M The transportation systems available and M The impact of the proposed development on the surrounding environment and transportation network, should be appraised through the submission of a Traffic and Transport Assessment (TTA), in accordance with Transport Infrastructure Ireland (TII) ‘Traffic and Transport Assessment Guidelines’, (2014). The requirements for a TTA should be ascertained at pre-planning stage. Traffic and Transport Assessments shall project forward 5 years and 15 years after opening date in accordance with the TII Traffic and Transport Assessment Guidelines and the UK’s Institution of Highways and Transportation Guidelines, and shall, in their analysis, consider all major road and traffic schemes and existing and proposed developments in an area (Refer also to Appendix 3 Development Management Thresholds). 12.4.3 Travel Plans A Travel Plan is an effective instrument used utilising the provision of sustainable travel infrastructure within a development. Travel Plans are applicable to housing developments, workplaces, colleges, schools, and hospitals as Travel Plan initiatives relate not only to residents but also to staff, students or visitors. Travel Plan measures could include proposals to encourage cycling and walking, cycle parking facilities, car sharing, carpooling, dedicated priority car parking for car-sharers, sustainable delivery solutions, flexible working hours, off-peak shift working, e-working from home, free/subsidised bicycles and public transport promotions. Preparation of a Travel Plan should be considered at the earliest possible stage of the planning process (pre- planning) with the Travel Plan demonstrating that it is an integral part of the development. A condition will be attached to ensure the Travel Plan features as a central component of the planning permission granted. However, a condition which requires a post decision submission of a Travel Plan will only be used in exceptional circumstances. In general, a Workplace Travel Plan is required if an existing or proposed development has the potential to employ over 100 persons when fully occupied. Travel Plans are required for all schools (as per Smarter Travel, the National Transport Policy) and for residential developments of 100 dwellings or more (Refer also to Appendix 3). These thresholds do not preclude the submission of a Travel Plan for developments below the prescribed thresholds, e.g. proposed centres of employment, existing town centres, central areas where expansion/ redevelopment is proposed, which the Local Authority considers may have significant travel implications. The National Transport Authority (NTA) document ‘Achieving Effective Workplace Travel Plans Guidance for Local Authorities’ (2012), should also be utilised as it contains valuable information on the recommended contents, targets and indicators of a Travel Plan. The travel mode share target shall at minimum meet the Smarter Travel targets (or any subsequent updated national/regional targets) - peak hour transport mode split of a maximum of 45 % trips by Car Driver and 55% minimum by sustainable modes (walking, cycling and public transport). 12.4.4 Street Lighting The lighting of roads and public amenity areas shall be provided in accordance with the requirements of Public Lighting Standards BS5489-1 EN 13201:2015 and further updates and also the Council’s ‘Public Lighting Installations in Residential and Industrial Areas Guidance Document’. In general, for security and road safety reasons, street lighting may be provided for car and cycle parking areas, new access roads and along cycle/ pedestrian routes within new developments, all as per the Council requirements. Details of the column height and spacing, and lantern type, lighting class and lux levels and energy efficiencies shall be provided. Low pedestrian lighting bollards (1 metre to 2 metre height) are not recommended on electrical safety and maintenance grounds. Where new junctions are created as a result of new developments, additional lighting poles may be required on the public roads opposite the junction. In such cases an assessment of the adequacy of the street lighting should be undertaken with details of light intensity/ lux levels provided. 12.4.5 Car Parking Standards Car parking standards provide a guide on the number of required off-street parking spaces for new developments. The principal objective of the application of car parking standards is to ensure that, in assessing development proposals, appropriate consideration is given to the accommodation of vehicles attracted to the site within the context of Smarter Travel, the Government policy aimed at promoting modal shift to more sustainable forms of transport. The Council’s car parking standards have also been informed by the National Planning Framework. The National Planning Framework requires a stronger focus by Planning Authorities on consolidating 257Development ManagementChapter 12
- growth within existing built up areas, strengthening our urban centres and improving public transport, permeability and accessibility. The standards have also been informed by the ‘Sustainable Urban Housing: Design Standards for New Apartments – Guidelines for Planning Authorities’ (2020) including SPPR 8. It is in the context of the above policy requirements, changing commuting patterns and investment in walking, cycling and public transport infrastructure that the Council’s car parking standards have been developed. In particular, the standards take into account the increasing availability of options for travel other than by car and the need to encourage non car modes by limiting car parking supply, especially at employment and retail destinations and at educational facilities, while at the same time prioritising high standards for cycle parking and requiring appropriate ancillary facilities for cyclists and pedestrians at destination points. 12.4.5.1 Parking Zones The propensity of people to choose non car modes is to a great extent determined by proximity to quality public transport as well as the range and accessibility, on foot or by bicycle, of services within an area. The County has therefore been divided into four Parking Zones, reflecting the varying degrees to which these criteria are generally met. Car parking within new developments will be in accordance with the standards set out in Table 12.5. The Parking Zones are indicative as set out on Map T2 and described below: (i) Parking Zone 1 This zone generally comprises the Major Town Centre areas of Dún Laoghaire and Dundrum together with the Blackrock District Centre area. These are areas, which are generally characterised by: M Access to a high level of existing and planned public transport services (rail and bus) with good interchange potential. M A high level of service accessibility, existing and planned, by walking or cycling. M A capacity to accommodate high density retail, office and residential developments. Within parking zone 1 Maximum car parking standards have been set for all uses including residential. (ii) Parking Zone 2 This zone generally includes areas, which are within the following walking bands/catchments: M 10 minute walk of the proposed CBC 13 (Core Bus Corridor) from DCC boundary along the N11 to Kill Lane. M 5 minute walk of the N11 proposed CBC from Kill Lane Junction to Bray. M 10 minute walk of the proposed CBC 15 from DCC boundary to Blackrock. M 5 minute walk of Kill Lane/Avenue/Mounttown bus route. M 10 minute walk of Dart and Luas stations. Note: The N11 Quality Bus Corridor (QBC) and the Rock Road QBC will be replaced by CBC 13 and 15. These are areas, which are generally characterised by: M Access to a good level of existing or planned public transport services. M A good level of service accessibility, existing and planned, by walking or cycling. M A capacity to accommodate a higher density of development than surrounding areas. Within parking zone 2 maximum standards shall apply for all uses except for residential where the standard is required. For residential uses reduced provision may be acceptable dependent on criteria set out in Section 12.4.5.2 below. (iii) Parking Zone 3 This zone generally comprises the remainder of the County, excluding rural areas. These are areas, which are generally characterised by: M Access to a level of existing or planned public transport services M A reasonable level of service accessibility, existing and planned, by walking or cycling M A capacity to accommodate a higher density of development than rural areas. Within parking zone 3 maximum standards shall apply to uses other than residential where the parking standard shall apply. In zone 3 additional parking shall be provided for visitors in residential schemes at a rate of 1 per 10. In some instances, in zone 3 reduced provision may be acceptable dependent on the criteria set out in 12.4.5.2 (i) below with particular regard to infill/brownfield developments in neighbourhood or district centres. (iv) Parking Zone 4 This zone comprises the rural areas within the County. Within parking zone 4 maximum standards shall apply for all uses except for residential where developments will be assessed on a case by case basis. Note: The Parking Zone Map is indicative and there may be potential for an area to move from one zone to another during the lifetime of the Plan due 258dlrcoco | County Development Plan 2022-2028
- to local improvements in pedestrian permeability which would increase the walkability catchment and/or future public transport provision including the Luas extension to Bray. The onus shall be on the applicant to demonstrate any change in zone. In this regard the applicant shall engage with the Council on the potential to move to another parking zone during the pre-planning stage. It will be at the discretion of the Planning Authority if such a change is merited. 12.4.5.2 Application of Standards In relation to the maximum standards, any proposals exceeding these standards will be permissible only in exceptional circumstances; such as where the Planning Authority consider that there is a specific requirement for a higher number of spaces. An example of this would be in instances where there are demonstrable benefits for the wider area through regeneration or similar urban and civic improvement initiatives. In certain instances, within all zones, applicants may be required to provide the maximum number of spaces. In certain instances, in Zones 1 and 2 the Planning Authority may allow a deviation from the maximum or standard number of car parking spaces specified in Table 12.5 or may consider that no parking spaces are required. Small infill residential schemes (up to 0.25 hectares) or brownfield/refurbishment residential schemes in zones 1 and 2 along with some locations in zone 3 (in neighbourhood or district centres) may be likely to fulfil these criteria. In all instances, where a deviation from the maximum or standard specified in Table 12.5 is being proposed, the level of parking permitted and the acceptability of proposals, will be decided at the discretion of the Planning Authority, having regard to criteria as set out below: (i) Assessment Criteria for deviation from Car Parking Standards (set out in Table 12.5) M Proximity to public transport services and level of service and interchange available. M Walking and cycling accessibility/permeability and any improvement to same. M The need to safeguard investment in sustainable transport and encourage a modal shift. M Availability of car sharing and bike / e-bike sharing facilities. M Existing availability of parking and its potential for dual use. M Particular nature, scale and characteristics of the proposed development (as noted above deviations may be more appropriate for smaller infill proposals). M The range of services available within the area. M Impact on traffic safety and the amenities of the area. M Capacity of the surrounding road network. M Urban design, regeneration and civic benefits including street vibrancy. Dún Laoghaire MTB Killiney Hill 259Development ManagementChapter 12
- M Robustness of Mobility Management Plan to support the development. M The availability of on street parking controls in the immediate vicinity. M Any specific sustainability measures being implemented including but not limited to: N The provision of bespoke public transport services. N The provision of bespoke mobility interventions. Where a development site is located on the boundary of two or more parking zones, the level of parking provision will be decided at the discretion of the Planning Authority having regard to the criteria set out above. In Zones 1 and 2, where a deviation from the parking standards set out in Table 12.5 is being proposed, the applicant should engage with the Council at pre-planning stage regarding the acceptability of the proposal. 12.4.5.3 Car Parking – General In instances where Table 12.5 does not specify a parking standard for a particular land use, the Planning Authority shall determine the parking requirements having regard to the assessment criteria for parking provision as set out above. For both residential and non-residential car parking, 4% of car parking provision shall be suitable for use by disabled persons. In certain circumstances the Planning Authority may consider that a higher disabled parking content may be required depending on the nature of development. All disabled parking should be clearly marked and suitably sign posted for convenient access. A minimum of 4% of car parking spaces provided shall be reserved for parent and child parking for commercial, retail, health, childcare, hotels, medical and leisure uses, but a higher number may be required depending on the nature and location of the development. 12.4.5.4 Destination Parking This generally refers to parking associated with employment and educational facilities as well as other non – residential uses. As these are trips which are routinely undertaken, often on a daily basis and at peak travel times, it is considered that encouraging a shift to more sustainable transport modes, especially for commuter travel, will require a strong focus on limiting the supply of destination parking. It is the policy of the Planning Authority therefore to restrict car parking provision in particular for employment and retail developments as well as educational and leisure type facilities, in accordance with the standards set out in Table 12.5. Local non-peak trips such as retail should be facilitated by more sustainable modes of transport and should also have reduced car parking. There is a requirement to provide for cycling, good accessibility to public transport along with Travel Plans and associated measures hand in hand with the reduction in destination car parking. 12.4.5.5 Existing Parking, Dual Use Parking and Complementary Use Given the significant amount of parking provision already available within established centres across the County, the Planning Authority will seek to ensure that overall parking provision is optimised through the dual use of parking and the development of complementary uses where peak car parking demand does not coincide. In particular, the Planning Authority for example considers there to be significant potential for restaurant and other leisure type uses, which generally experience peak activity at evenings and weekends, to complement retail and office employment uses. Optimal use of existing parking, dual use parking and complementary use are therefore specific requirements of the Planning Authority and are reflected in the maximum parking standards set out in Table 12.5. In particular, for standalone developments of 100 sq. m. or under, there is a general presumption against the provision of any additional parking within parking zones 1 and 2 for the following land use types: Retail Convenience, Retail / Financial Services, Restaurant, Café and Lounge, Bar. In certain instances, within parking zone 3, the Planning Authority may also decide that no parking provision is required for such developments, having regard to the assessment criteria for parking provision set out above. In zone 4 it is less likely that dual use will be relevant, but it will be considered on a case by case basis. For mixed use developments, applicants will be required to demonstrate how the overall parking provision being proposed complies with the Planning Authority’s requirements for dual use parking and complementary uses. 12.4.5.6 Residential Parking The Planning Authority recognises that car ownership by itself is unlikely to be the main determining factor in whether or not someone chooses sustainable transport options with proximity to quality public transport, availability of good walking and cycling infrastructure and proximity to services likely to be more relevant. The car ownership levels in the County are high and therefore car storage for residential development is an issue as people may choose to use sustainable modes to travel to work or school but still require car parking/storage for their car. 260dlrcoco | County Development Plan 2022-2028
- There is a key distinction between residential parking and destination parking and there is less value in adopting more restrictive residential parking standards for the purposes of encouraging sustainable travel. Notwithstanding this, the proximity of residential developments, within parking zone 1 in particular, to both public transport and services, together with the need to strengthen the sustainability and resilience of our urban centres and make efficient use of land, will see an increasing shift towards densification of development around transport nodes and significant service centres with car travel and car ownership becoming less relevant. Within Zone 1, car parking for residential developments has therefore been set as a maximum. For the purposes of the parking standards set out in Table 12.5 below Built to Rent development are considered to be residential apartments. Where a Built to Rent scheme avails of lower car parking based on the nature of the use a condition should be attached to any grant of permission to state that planning permission shall be sought for a change of tenure to another tenure model following the period specified in the covenant. For apartment developments, car parking spaces should be allocated to residential units and visitor car parking. All visitor car parking is to be for short term use and not to be used by residents. Car parking shall be managed as such by a management company. For apartment developments car parking spaces associated with residential units must be sold in conjunction with the units and not sold separately, or let, to avoid take-up by non-residents and will be conditioned as such in the development management process. As part of mixed-use developments, parking areas for the residential element must be clearly designated and segregated from other nonresidential component parts of the development. There will be circumstances where parking controls may be required to be introduced on access roads and parking areas within new developments. Details in respect of car parking allocation should be submitted with Management Schemes and/ or taking-in-charge maps submitted as part of a planning application. Car parking proposals will be assessed having regard to their impact on place making as well as providing residents with adequate and safe access to their private vehicle. Any surface carparking should be suitably integrated into the site with soft landscaping proposals and have regard to SuDS. The Council are open to innovative carparking solutions for residential development. Car parking may be provided in a multi-storey car parks or in a peripheral location subject to there being environmentally attractive and safe pedestrian linkage between the residential units and the car park and subject to there being a limited amount of parking spaces available in the immediate vicinity for loading / unloading and for residents with disabilities. If multi storey car parks are proposed for a residential scheme, consideration should at design stage be given to their future potential for other uses should the car parking no longer be required. Innovative proposals for individual garages will also be considered which can be used for bike, mobility scooters or car storage. This may be particularly useful for households who have a range of large bicycles such as cargo bikes, tricycles or adapted bicycles for the disabled. Parking and Cycle Parking Shankill Primary Care Centre 261Development ManagementChapter 12
- Table 12.5 Car Parking Zones and Standards Land Use Zone 1 MTC Areas and Blackrock Zone 2 Near Public Transport Zone 3 Remainder of County (non-rural) Zone 4 Rural Houses: Criterion Maximum Standard Standard Standard House 1 bed unit 1 1 1 Case by case House 2 bed unit 1 1 1 Case by case House 3 bed or more unit 1 2 2 Case by case Apartments and Sheltered Housing: Apt 1 bed unit 1 1 1* Case by Case Apt 2 bed unit 1 1 1* Case by Case Apt 3 bed + unit 1 2 2* Case by Case Other Uses Criterion Maximum Maximum Maximum Maximum Caravan Park stand n/a n/a 1 1 Hotel/Aparthotel etc bedroom 1 per 3 rooms 1 per 2 rooms 1 per room n/a Student Hostel / Accommodation bed space 1 per 20 1 per 15 1 per 10 n/a Education: Criterion Maximum Maximum Maximum Maximum All Schools classroom (excluding resource or ancillary rooms) 1 1 2 2 Childcare GFA (including set down) 1 per 80 1 per 60 1 per 40 1 per 40 Third Level case by case case by case case by case n/a Retail: Criterion Maximum Maximum Maximum Maximum Retail Conv >1000 sqm (supermarket) GFA 1 per 60 1 per 30 1 per 20 n/a Retail Conv > 100sqm GFA 1 per 60 1 per 40 1 per 30 n/a Retail Conv < 100sqm GFA none none 1 per 30 n/a Retail / Financial Services < 100sqm (standalone) GFA none none 1 per 50 n/a Retail / Financial Services > 100sqm GFA 1 per 200 1 per 150 1 per 100 Retail Comp GFA 1 per 200 1 per 100 1 per 50 n/a Retail Warehouse GFA 1 per 100 1 per 50 1 per 50 n/a Employment: Criterion Maximum Maximum Maximum Maximum Offices, Businesses, Professional GFA 1 per 200 1 per 150 1 per 100 n/a Science and Technology based industry GFA 1 per 200 1 per 150 1 per 100 n/a Industry General / Manufacturing GFA 1 per 300 1 per 200 1 per 100 n/a 262dlrcoco | County Development Plan 2022-2028
Source Dún Laoghaire-Rathdown County Council: Dún Laoghaire-Rathdown County Development Plan 2022–2028 – Written Statement (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.