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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- Land Use Zone 1 MTC Areas and Blackrock Zone 2 Near Public Transport Zone 3 Remainder of County (non-rural) Zone 4 Rural Leisure: Criterion Maximum Maximum Maximum Maximum Theatre, Cinema, Auditorium / Conf Seat 1 per 50 1 per 25 1 per 20 n/a Restaurant, Café, Bar, Lounge < 100sqm (standalone) GFA none none 1 per 30 1 per 25 Restaurant, Café, Bar, Lounge > 100sqm GFA 1 per 100 1 per 50 1 per 30 1 per 25 Community: Criterion Maximum Maximum Maximum Maximum Community facility, library, museum, art gallery GFA 1 per 150 1 per 100 1 per 50 1 per 50 Place of Worship Place of Public Worship Seat 1 per 50 1 per 20 1 per 10 1 per 5 Medical facility Consulting Room 1 2 2 n/a Hospital GFA 1 per 100 1 per 75 1 per 50 1 per 50 Residential Institution Bed 1 per 3 1 per 2 1 per 2 1 per 4 Funeral Home parlour 4 4 5 n/a Sport: Criterion Maximum Maximum Maximum Maximum Golf Course Hole n/a n/a n/a 6 Pitch and Putt Hole n/a n/a 3 4 Gym / Sports Club GFA 1 per 100 1 per 75 1 per 50 n/a Sports Grounds / Sport related case by case case by case case by case case by case *plus 1 in 10 visitor parking for apartments in zone 3 Table 12.6 Sandyford Urban Framework Plan Area - Parking Maximums For All Future Residential Developments Unit size Car parking spaces per unit 1 bed 0.6 2 bed 0.8 3 or more bed 1 All units Minimum of 0.02 car share spaces Honeypark 263Development ManagementChapter 12
- 12.4.5.7 Parking and Loading Bays In general, parking bays shall be a minimum 2.4 metres in width and 4.8 metres in length - with increased dimensions required for short-stay retail parking spaces and loading/set down parking areas. The configuration whereby double parking bays are placed length to length is discouraged. Carparking dimensions for in curtilage parking is set out in Section 12.4.8.1 (5.5 metres x 3 metres minimum). Parking bay widths suitable for people with disabilities shall be a minimum of 2.4 metres wide – with a 1.2 metres buffer on both sides - and 6.0 metres in depth. Parking bay widths suitable for parent and child parking shall be a minimum of 3.3 metres wide, or 5.7 metres if paired with 0.9 metres hatching between the parking spaces. Parking bays for people with disabilities or parent and child shall be located on firm, level ground, preferably at ground floor level, be in close proximity to access points/lifts and avoid potential conflict points such as ramps, steps etc. All parking bays should be in accordance with Part M of the Building Regulations. The location of disability or parent and child parking bays should be highlighted as part of pre-planning discussions. Where there is a need for loading and unloading in a development, additional parking bays suitable for loading should be provided in addition to the parking requirements set out in Table 12.5. Residential developments of more than 50 units should have at least one loading bay and there shall be a ratio of not less than 1 loading bay per 100 units in larger developments. Loading bays shall be situated so as to minimise traffic hazard, reduce distance to carry goods and encourage its use for home deliveries. This standard may be relaxed if the planning authority consider it is appropriate based on the location and the nature/design of both the street and the residential development. 12.4.6 Cycle Parking The Council’s proactive promotion of cycling has, at its core, the objective of providing the cycling infrastructure necessary to encourage more people to use cycling for their everyday mobility needs. An essential element of this infrastructure is well designed and integrated cycle parking provision within new developments and the purpose of this Section is to ensure that this is properly provided through the development management process. Cycle parking should accord with the Council published – ‘Standards for Cycle Parking and Associated Cycling Facilities for New Developments’ (2018) or any subsequent review of these standards. These are minimum cycle parking standards. In car parking Zones 1 and 2 these minimum standards should be exceeded. It is intended that the next review of the Council’s cycle parking standards would be aligned with the 4 parking zones set out in Section 12.4.5.1 above. It is an objective of the Council to improve the integration of cycle parking and public transport within the County by working with all the relevant stakeholders, including the NTA and public transport operators, to promote and facilitate an increased level of quality cycle parking provision at or convenient to Dart and Luas stations and at appropriate locations along our main bus corridors. It is considered that the development of these facilities can also help to address the need for increased and improved public cycle parking within our towns, villages and neighbourhood centres, where the provision of appropriately located cycle Bike Parking 264dlrcoco | County Development Plan 2022-2028
- parking can serve the needs of public transport users as well as visitors, shoppers and workers. 12.4.6.1 Requirements for New Development With increasing numbers of people cycling and a growing number of options for cycle mobility, including cargo bikes, bike trailers and e-bikes, all of which increase the range of uses and needs, which cycling can respond to, it is essential that well integrated, accessible and secure cycle parking, to cater for all types of cycles, and for cyclists of all ages and abilities is provided within new developments. This will help to encourage the use of new mobility solutions for everyday mobility needs such as shopping, delivery and school drop off / collection. It is a requirement that, new residential developments of 5 residential units or more or non-residential type developments of 400 sq. m. or over, submit a Cycle Audit as part of the planning application. The Cycle Audit must be prepared by a suitably qualified person and shall clearly demonstrate, in plan format, how all the requirements of Council’s Standards for Cycle Parking and Associated Cycling Facilities for New Developments, are met within the development. For new residential developments of less than 5 units and non-residential developments of under 400 sqm planning applications shall include a Cycle Statement, setting out how it meets the requirements of Council’s ‘Standards for Cycle Parking and Associated Cycling Facilities for New Developments’ (2018). 12.4.6.2 Cycle Parking Assessment Criteria In general, new residential developments of 5 units or more or non-residential of 400 sq. m. or over will be assessed in accordance with the following criteria: M Is the number of cycle parking spaces and footprint adequate and is there suitable provision for parking of outsized formats (cargo bikes etc)? M Is the location of cycle parking convenient, appropriate and secure with adequate provision for covered parking? M Is the cycle parking area accessible in terms of dedicated access routes with ramps and/or kerb dishing where required? M Do the internal cycle access routes connect well with off-site cycle facilities – existing and proposed? M Is there adequate and appropriately designed and integrated provision for ancillary cycling and pedestrian facilities including showers, locker / changing rooms and drying areas? Where cycle parking cannot be conveniently provided within the development, a financial contribution of €500 per cycle parking stand will be required to provide alternative on-street cycle parking provision in the vicinity of the development. Consideration should be given to requiring the provision of cycle parking-related directional signage, in particular for storage and commercial parking facilities. Bike lockers, showers and changing rooms should be available at final destination storage facilities (private). For short-term cycle parking (e.g. for customers or visitors), cycle parking is required at ground level. This should be located within 25 metres of the destination in an area of good passive surveillance. Weather protected covered facilities should be considered where appropriate. Consideration should be given to using green roofs in the design of standalone cycle parking shelters. Appropriate cycle parking signage may also be required to direct cyclists to the end destination. For long-term cycle parking (e.g. for more than 3 hours for residents, staff, students), secure covered cycle parking is a requirement. This should be conveniently located within 50 metres of the destination and located near building access points where possible. In all cases it is a requirement to provide showers, changing facilities, lockers and clothes drying facilities, for use by staff that walk or cycle to work. CCTV cameras or passive surveillance of car parks and cycle parks may be required for personal safety and security considerations. All cycle facilities in multi-storey car parks shall be at ground floor level and completely segregated from vehicular traffic. Cyclists should also have designated entry and exit routes at the car park and with minimum headroom of 2.4 metres to facilitate access by cyclists. Within larger new developments cycle routes shall link to the existing cycle network where possible and maintain a high degree of permeability through developments. Cycle Audits may be required in such developments. 12.4.7 Motorcycle Parking It is an objective of the Council to require developments to provide motorcycle parking spaces at a minimum of four or more spaces per 100 car parking spaces. The type of motorcycle stand and typical parking layout should be in accordance with the Council’s Cycling Policy Guidelines and Standards with a spacing of 1 metre to allow the parking of one motorcycle per stand. 265Development ManagementChapter 12
- 12.4.8 Vehicular Entrances and Hardstanding Areas 12.4.8.1 General Specifications Vehicle entrances and exits shall be designed to avoid traffic hazard for pedestrians and passing traffic. Where a new entrance onto a public road is proposed, the Council will have regard to the road and footway layout, the traffic conditions on the road and available sightlines and will impose appropriate conditions in the interest of public safety. In general, for a single residential dwelling, the maximum width of an entrance is 3.5 metres. For a shared entrance for two residential dwellings, this may be increased to a maximum width of 4 metres. Each car parking space for a residential dwelling shall have a minimum length of 5.5 metres depth to ensure the parked car does not overhang onto the existing public footway and a minimum width of 3 metres to allow for clearance from nearby wall/steps/boundary. Proper provision shall be made for sightlines at the exit from driveways in accordance with the requirements in DMURS, and as appropriate to the particular road type, and speed being accessed. Automatic electronic gates into residential developments are not favoured and should be omitted. Electronic or automatic gates are not acceptable in terms of road safety unless the entrance is set back from the back of the footway, to avoid the roadway or footway being obstructed by a vehicle while the gate is opening. In general, outward opening gates will not be considered acceptable. A minimum of a 1.2 metres access path shall be provided for each dwelling. Sufficient space shall also be provided for refuse storage and service metres (Section 12.3.4.7) cycle storage (Section 12.4.6) and urban greening and SUDS (see Section 12.4.8.3). 12.4.8.2 Visual and Physical Impacts Vehicular entrances and on-curtilage parking should not normally dominate a property’s frontage. In areas characterised predominantly by pedestrian entrances and few, if any, vehicular entrances, proposals for driveways and on-curtilage parking will be assessed on their own merits but should be resisted. Applications for double-width entrances will normally be resisted. Impacts on features like boundary walls and pillars, and roadside grass verges and trees outside properties will require to be considered, and entrances may be relocated to avoid these. Any boundary walls, entrance piers and gates and railings shall normally be finished to harmonise in colour, texture, height and size to match the existing streetscape. There can be negative cumulative effects from the removal or creation of front boundary treatments and roadside elements in terms of area character and appearance, pedestrian safety, on-street parking, drainage and biodiversity – and these will be assessed in the consideration of applications. Proposals for off street parking need to be balanced against loss of amenity (visual and physical) and will be considered in light of overall traffic flows and car parking in the vicinity. 12.4.8.3 Driveways/Hardstanding Areas A minimum of one third of front garden areas should be maintained in grass or landscaped in the interest of urban greening and SUDS. In the case of smaller properties - such as small terraced dwellings this requirement may be relaxed. Each driveway, parking and hardstanding area shall be constructed in accordance with SuDS and include measures to prevent drainage from the driveway entering onto the public. Where unbound material is proposed for driveway, parking and hardstanding areas, it shall be contained in such a way to ensure that it does not transfer on to the public road or footpath on road safety grounds. 12.4.8.4 ACAs/Protected Structures Boundary features such as walls, railings and gardens contribute to character and setting of Protected Structures and those areas which have been identified as ACAs and cACAs. Poorly designed off-street parking which involves the removal of boundary walls, gate piers, railings and gates can have an effect on the setting and appreciation of the building, groups of buildings and the wider streetscape and will not generally be permitted. In areas characterised predominately by pedestrian entrances, new or widened vehicular entrances will be resisted. Where existing rear site vehicular access exists or can be easily provided, off-street parking to the front will generally not be permitted. All proposals for off-street parking will be considered on a case-by-case basis and should: M Minimise loss of original boundary treatment. M Retain a significant amount of soft landscaping and planting to reduce the visual impact of the parked car. The vehicular entrance and hardstanding area should not dominate a property’s forecourt or result in the loss of traditional finishes such as granite setts and flags. M Provide surface treatments of a high quality using traditional materials compatible with the surrounding context. Bituminous and concrete surfacing are not acceptable. M Where favourable site conditions exist 266dlrcoco | County Development Plan 2022-2028
- minimum intervention, integration and reuse of materials will be the key considerations. All other criteria for car parking within Section 12.4.8 shall also apply to parking within ACAs/ Protected Structures. 12.4.8.5 Financial Contributions The loss of on street car parking to provide for vehicular entrances shall be considered having regard to overall parking in the general area. Where an existing on-street car parking space requires removal to facilitate a new or widened vehicular entrance, and cannot be conveniently relocated within the public domain, then a financial contribution will be required in accordance with the terms and conditions of the Transportation Section and Water Services Department. Likewise, where a tree, located on-street, requires removal to facilitate a new or widened vehicular entrance and cannot be conveniently relocated within the public domain then a financial contribution will be required in lieu. 12.4.8.6 Access Across Public Open Space The Planning Authority will not normally grant permission for a development which requires or entails vehicular access over public open space or a non-paved route. The applicant would be required to clearly indicate the necessary right of way or entitlement to carry out the proposed works. 12.4.9 Design of Underground and Multi- Storey Car Parks Multi-storey or underground basement car parks shall generally meet the requirements set out in the UK’s Institution of Structural Engineers booklet entitled ‘Design Recommendations for Multi Storey and Underground Car Park Fourth Edition’ (2011) and any subsequent updates. Multi-storey or underground car parks shall be well lit and brightly painted, with CCTV cameras provided to ensure personal safety and security. In general, one- way traffic routing is preferred. A splayed entrance with a 6.0 metres flat area shall be provided at the exit point from a basement car park onto a main road with adequate pedestrian and vehicular sightlines available in each direction. Sufficient headroom clearance (minimum 2.4 metres), should be provided to allow access for cyclists and high mobility vehicles for the mobility impaired. In car parks which include cul-de-sac parking, a maximum length of 6 parking spaces may be considered acceptable. In larger developments consideration shall be given to specific access and egress routes for cyclists including segregated routes or bicycle lifts. Cycle parking shall generally be at the upper level of any basement car park and located close to lifts or stairwells. Clearly marked well-lit pedestrian routes shall be identified within underground and multistorey car parks. Dundrum Bridge 267Development ManagementChapter 12
- One-way signal-controlled ramps or car lifts are generally not acceptable for maintenance and operational reasons. Large cul-de-sacs shall not be provided within underground car park layouts. Provision shall be made for an emergency access to underground car parks and, where more than 300 parking spaces are being provided, a second vehicular access point to an underground car park is required. To prevent flooding drainage measures will be required to prevent run off from the public road entering the underground car park. Runoff from multi-storey, undercroft and basement car parking areas shall be collected, and treated where appropriate, before final discharge to the foul sewerage system Where an underground car park is provided specifically for a residential development, the car park must be universally accessible by all with the provision of pedestrian ramps and/or lifts into each block located above ground. Where a number of multi storey carparks are provided in close proximity on any one street there should be no cumulative negative impact on the streetscape from multiple entrances. 12.4.10 Childcare Facilities – Parking/ Access All pedestrian routes leading to a childcare facility from any parking area, play area, or nearby road and footpath shall be suitably designed to meet specified accessibility requirements in accordance with Part M of the Building Regulations. Car parking standards for childcare facilities are set out in the table 12.5 above. Cycle parking standards are set out in the ‘Council Cycle Standards’ (2018). For new childcare facilities, the availability of existing on-street car parking spaces and any parttime hours of operation will be considered as part of the Development Management process. 12.4.11 Electrically Operated Vehicles To encourage the use of Electric Vehicles (EV), in line with Council, National Policy and Standards, developments shall provide at minimum EV Charging points and infrastructure as follows: M Residential multi-unit developments both new buildings and buildings undergoing major renovations (with private car spaces including visitor car parking spaces) - a minimum of one car parking space per five car parking spaces should be equipped with one fully functional EV Charging Point. Ducting for every parking space shall also be provided. M New dwellings with in-curtilage car parking - the installation of appropriate infrastructure to enable installation at a later stage of a recharging point for EVs. M Non-residential developments (with private car parking spaces including visitor car parking spaces with more than 10 spaces e.g. office developments,) – provide at least 1 recharging point. and a minimum of one car parking space per five car parking spaces should be equipped with one fully functional EV Charging Point. M Developments with publicly accessible spaces (e.g. supermarket car park, cinema etc.) - provide at least 1 recharging point and a minimum of one car parking space per five car parking spaces should be equipped with one fully functional EV Charging Point. Publicly accessible charge point parking space(s) should be clearly marked as being designated for EV charging. Appropriate signage indicating the presence of a Charge Point or Points should also be erected. All Charge Points fitted in publicly accessible areas should be capable of communicating usage data with the National Charge Point Management System and use the latest version of the Open Charge Point Protocol (OCCP). They should also support a user identification system such as Radio Frequency Identification (RFID). Publicly accessible EV Charging locations should also allow for ad-hoc payment methods for users. EV Charging enabling works for disabled and other reserved parking spaces should also be included in the development where these exist. When detailed Guidance for EV vehicles which is currently in preparation by DLR in association with the other Dublin local authorities becomes available it shall replace the above standards. 12.4.12 Sports Facilities Accessibility to sports facilities shall be designed in accordance with best accessibility practice such as ‘Sport England Accessible Sports Facilities’ (2010). 12.4.13 Emergency Access In some circumstances large-scale developments, which could result in a significant level of peak and/ or off-peak travel, and residential developments greater than 300 units shall provide for duplicate access or other means approved by the Planning Authority for emergency use/access. This shall also allow access for pedestrians and cyclists. The Councils Transportation Section will ascertain whether an additional access is required. This will be dealt with on a case-by-case basis through the pre-planning process. 12.4.14 Signage, Bus Shelters, and Taxi Ranks All signs, bus shelters and taxi ranks should be designed in accordance with best accessibility practice and in a manner, which will not obstruct or distract or create a conflict with pedestrians, 268dlrcoco | County Development Plan 2022-2028
- cyclists, public transport, or private vehicles. Adequate sightlines shall be provided in each direction, where signs, bus shelters and taxi ranks are located in close proximity to junctions and entrances. Taxi and Bus shelters should consider the incorporation of green roofs with pollinators (See also Section 12.8.6.3 Green Roofs /Blue roofs). Access routes to bus shelters and taxi ranks should be designed in accordance with the requirements in DMURS. The ‘Traffic Management Guidelines’, (2012) (DTTS) and the ‘National Cycle Manual’ (2012), (NTA), should be consulted to ensure best practice in terms of locating bus shelters to avoid conflicts with other cyclists and other road users. Any signage on public roads or footways shall not cause an obstruction to any road user and sightlines should be in accordance with the requirements in DMURS. 12.4.15 Development in the Vicinity of the Luas Line Development in the vicinity of the Luas needs to appropriately take the light rail infrastructure into consideration. In this regard development should be guided by the TII’s ’Light Rail Environment – Technical Guidelines for Development PE- PDV-00001’, December 2020 and any subsequent updates of same. 12.4.16 Dublin Eastern Bypass Planning applications in the vicinity of the Dublin Eastern Bypass (DEBP) shown on the development plan maps 1, 2, 5 and 6 as a Strategic road reservation and subject to SLO 4 shall comply with the requirements of the Dublin Eastern Bypass Corridor Protection Study Booterstown to Sandyford, 2011 and any subsequent updates. All such applications shall be accompanied by a report setting out how the requirements of the Protections Study are meet. In the event that the corridor is no longer needed for the DEBP, a Dún Laoghaire-Rathdown County Council lead study should be carried out to determine the best use of the corridor prior to any development being permitted. This study may be informed by a future NTA study. This should include the consideration of sustainable transport, biodiversity and recreation projects including playing pitches, and engagement with the public. Fernhill Sculpture 269Development ManagementChapter 12
- 12.5 Enterprise and Employment The Planning Authority will seek to encourage high quality design, materials and finishes and good quality landscaping with robust maintenance protocols for all large commercial and office developments in Dún Laoghaire-Rathdown. For all significant commercial and employment developments (comprising schemes with a gross floor area of 1000 sq.m. and above (or otherwise required by the Planning Authority), a Design Statement will be required. 12.5.1 Assessment of Enterprise and Employment Development Proposals In assessing planning applications, a number of considerations will be taken into account: M Conformity with the land use Policy Objectives set out in respect of enterprise and employment development as outlined in Chapter 6. M The mix of uses being proposed particularly in mixed use areas (Major Town Centres, District Centres and Neighbourhood Centres) where redevelopment and changes of use need to be orientated towards creating urban environments that are vibrant and lively. M Achievement of an appropriate density and scale of development. M Provision of public open space/public realm to a minimum of 10% of site area (Refer also to Section 12.8). M The high quality design requirement that protects but also enhances the architectural character of the County, particularly in relation to landmark structures and viewpoints. M The intensity and nature of the proposed use. M The potential impact of traffic movement, parking provision and whether or not consideration has been given to a Workplace Travel Plan (Refer also to Section 12.4.3). M Whether or not the proposed development will have a significant detrimental effect on the amenities of the surrounding areas. M Energy efficiency and overall sustainability of the development. M The quality of waste management measures proposed. M At a detailed level parking, circulation and access arrangements shall be as per Planning Authority requirements and as outlined in Table 12.5. Loading and open storage areas shall be visually unobtrusive from public roadways and screened or preferably located behind the building line. Multiple unit developments shall implement ordered naming and signage schemes to avoid visual clutter. (See also Section 12.3.1.1. for overall design criteria) 12.5.2 Apart Hotel Apart hotels are a type of hotel that provides for self-catering apartment units, in addition to ordinary hotel facilities, thereby providing the visitor with the flexibility of an apartment, which is managed like a hotel. Aparthotels usually have a hotel-like booking system, however there is no fixed contract and occupants can ‘check out’, when they wish. Within aparthotel developments, there can be a range of accommodation styles. This type of accommodation, however, should not be used to provide permanent accommodation for individuals, families, or students. In this regard, all proposed apart hotel developments/schemes shall ensure that: M The proposed development shall include a fully services reception desk/administration, concierge, security, housekeeping facilities and other uses associated with the management of the aparthotel. M The proposed development may also include entertainment facilities and/or the provision of food and refreshments, this may be dependent on location, size of aparthotel and available facilities in the locale. M The design and layout of the aparthotel units should be such to allow for the amalgamation of units to cater for families. M A mix of unit types, and sizes shall be provided to cater for the needs of the visitors. The Planning Authority will not be in favour of an over-provision of single-bed units within a development. Permission will normally be conditioned so that: M Permission is required for a change of use from commercial accommodation to residential accommodation. M The maximum occupancy period for the proposed development shall be two months. M The accommodation shall not be used for long-term accommodation i.e. student accommodation. If it is intended to covert the aparthotel into full residential use in the future, the development must comply with the required standards for apartment development as set out within this Plan with respect to parking, public/private open space, etc (refer to Section 12.3.3 Quantitative Standards, and 12.3.4 Apartment Development) and must apply for a change of use. 270dlrcoco | County Development Plan 2022-2028
- 12.6 Towns and Villages and Retail Development As our towns and villages enhance their multifunctional role retail is still a key element. Retail development must therefore conform to the highest design standards. It should be designed and sized to be appropriate in scale in relation to the planned catchment area. Neighbourhood Centres are intended to cater for the daily shopping and service needs of the immediately surrounding neighbourhood and will consequently be generally small in scale. In dealing with applications in local centres any analysis should take cognizance of changing shopping trends and the social and economic circumstances of the area. 12.6.1 Assessment of Development Proposals in Towns, District and Neighbourhood Centres. Applications for new retail development in the County shall accord with the retail Policy Objectives of the Development Plan (refer to Chapter 7), Regional Guidance and Government Guidance, as set out in the ‘Retail Planning Guidelines’, (2012), and shall: M Be consistent with the role and function of the particular retail centre as set out in the Development Plan and accord with the scale and type of retailing identified for that location. M Accord with the fundamental objective to support the vitality and viability of the retail centre and demonstrate compliance with the sequential approach. Provide a detailed retail impact assessment and a transport impact assessment to accompany the application where appropriate. M Be of a high quality and incorporate layouts that encourage active and engaging frontages where appropriate. M There shall be a general presumption against large out-of-town retail centres - in particular those located adjacent or close to existing, new or planned national roads/motorways. Frascati Shopping Centre, Blackrock 271Development ManagementChapter 12
- M In the context of larger scale developments in our Major Towns, District and Neighbourhood Centres, while adequate car parking, separate service areas and convenient access by public transport and by walking and cycling from surrounding residential areas are essential elements, these must be supplemented by features that improve the overall attractiveness of the scheme to the public. Such features can include for example: N Public realm of appropriate scale, design and enclosure. N The provision and design of street furniture, e.g. seats, litterbins, cycle facilities. N The provision within the overall design of the scheme for public facilities, e.g. toilets, advice centres, and supporting community, civic and cultural uses including health clinics, crèches, theatres, libraries for example. N Activities and uses including retail services and restaurant uses that keep the centre alive both during the day and evening. N The inclusion of some element of residential uses, particularly apartments, as an integral part of the centre in order to generate evening activity and security of the centre. Provision of residential must be in accordance however with the overall zoning objective for the area. N An overall design strategy that helps promote Convenience Shop variety (by the use of differing shopfronts, plot frontage widths, setbacks, signs etc.) but set within an overarching and cohesive design concept that unites the whole. N The design and layout of buildings, together with the robustness of materials used in their construction, should be such as to discourage graffiti, vandalism and other forms of anti-social activity. All unsightly areas for example, service cores, should be screened from surrounding residential areas and from pedestrian corridors within the scheme. Considered screening should form an integral part of any design, but where this is not possible, supplementary tree planting and landscaping will be necessary. N Considered tree planting, landscaping and overall urban greening measures must, in any event, form an integral part of the general design of any shopping scheme. N Appropriate Wall Art. (Note: In relation to Noise, Odour and Ventilation see Section 12.9.3 below) In dealing with applications for planning permission for retail development, the Council shall have Dundrum Town Centre 272dlrcoco | 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.