Fingal Development Plan 2023–2029 – Written Statement (Consolidated)

1. Page 321

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   DUBlIN AIRPORT 321FINGAL DEVELOPMENT PLAN 2023-2029 8.4 Strategic Aims The National Aviation Plan (NAP), which was published in 2015, identifies the aviation sector as a major contributor to the national economy and for international connectivity. Dublin Airport is critical in enabling trade, which for a small open economy such as Ireland, is a national imperative. The NAP is committed to creating an environment in which the sector can maximise its potential for the wider economy and it has three main goals, which include; ¨ To enhance Ireland’s connectivity by ensuring safe, secure and competitive access responsive to the needs of business, tourism and consumers; ¨ To foster the growth of aviation enterprise in Ireland to support job creation and position Ireland as a recognised global leader in aviation; and ¨ To maximise the contribution of the aviation sector to Ireland’s economic growth and development. The NAP recognises the requirement for increased infrastructure at the Airport in order to ensure the sustainable development of Dublin Airport as a secondary hub and the NAP highlights the important role of maintenance, repair and overhaul (MRO) facilities to the aviation sector and promotes the maintenance and growth of such facilities. The National Planning Framework (NPF) considers Dublin Airport to be of strategic importance both to the functioning and competitiveness of the economy of Ireland. The NPF includes high-quality international connectivity as a National Strategic Outcome (NSO 6) and recognises the crucial role that the provision of high-quality connectivity has for overall international competitiveness. It addresses opportunities and challenges from Brexit through investment in our Airports, in line with sectoral priorities already defined through the NAP. The NPF also specifically supports key strategic projects such as the second runway and additional terminal facilities for Dublin Airport under National Strategic Outcome 6. Key future growth enablers identified for Dublin Airport include enhanced land-side access to the Airport, particularly in terms of public transport such as the MetroLink, and improved road network connections from the west and north in the longer term and consideration of heavy rail access to facilitate direct services from the national rail network in the context of potential future electrification. The Regional Spatial and Economic Strategy (RSES) recognises Dublin Airport as a key national asset to Ireland’s economic success which is linked with its global connectivity to trade and tourism markets and requires support to ensure it continues as an economic driver. Included in this RSES is a 12-year horizon Metropolitan Area Strategic Plan (MASP) for Dublin, giving greater analysis and detail of how the overall objectives and policies of the NPF and RSES will be implemented. The RSES and the MASP aligns with the NAP and NPF in recognising and promoting the national importance of Dublin Airport. The strategy reiterates the need to protect and improve access to the global gateway of Dublin Airport as a growth enabler for the Dublin Metropolitan Area. The guiding principles for the growth of the Dublin Metropolitan Area promotes: “Dublin as a Global Gateway – In recognition of the international role of Dublin, to support and facilitate the continued growth of Dublin Airport and Dublin Port, to protect and improve existing access and support related access improvements.”

2. Page 322

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   DUBlIN AIRPORT 322FINGAL DEVELOPMENT PLAN 2023-2029 The aim of the Dublin Airport Local Area Plan 2020 (LAP) is to facilitate the sustainable development of the Airport in line with national, regional and local policy. The strategic aims for Dublin Airport have been indicated in the LAP and these will be supported for the lifetime of this Plan also. As the LAP was prepared prior to the onset of the Covid-19 global pandemic, it could not have accounted for the devastating affect that the pandemic caused on the Airport and global aviation in general. In this regard, Fingal County Council will continue to support the Airport in its recovery and to ensure that it remains a key national asset to Ireland’s economic success. The strategic aims of the LAP include: ¨ Support for Airport safeguarding. ¨ Support the continued sustainable growth of Dublin Airport and connectivity as a hub Airport whilst ensuring protection of the environment. ¨ Support the timely delivery of required infrastructure to facilitate Airport growth. ¨ Support the growth of the Airport as a major economic driver for the region. ¨ Support continued communication between the Airport and neighbouring communities to protect community amenity and mitigate potential impact from Airport growth in the interests of long-term sustainability. The LAP identifies key strategic objectives to guide the future development and growth of Dublin Airport. The Plan will support the strategic aims and objectives of the LAP. The Dublin Airport Central Masterplan 2016 (DAC) produced a framework for an area of ‘HT’ – High Technology zoned lands within the Airport LAP lands. Development of Phase 1 of the DAC is nearing completion. The DAC Masterplan also sets out a second phase which should only be considered when the identified infrastructural constraints in the form of road access measures and the Swords CBC and MetroLink are operational. The South Fingal Transport Study 2019 included analysis of traffic in respect of the DAC Masterplan lands which has informed the objectives contained within the LAP. 8.5 Policies and Objectives 8.5.1 The Dublin Airport Local Area Plan 2020 (LAP) The Dublin Airport Local Area Plan 2020 provides the principal development management tool for the Airport area and specifies the long-term disposition and mix of uses within the designated Airport area together with infrastructural development necessary to support these uses. The LAP provides a detailed planning framework to facilitate the capacity enhancements and operational improvements that are required within the short to medium term for Dublin Airport and the LAP outlines the community, environmental and supporting infrastructure and surface access measures necessary to support the Airport’s growth. The LAP provides a detailed planning framework with associated policies and objectives relating to the future development of Dublin Airport and its environs. All future development proposals at the Airport must comply with the LAP. This Plan therefore will not replicate the objectives cited in the LAP but will provide an account of the strategic priorities for the Airport’s development into the future.

3. Page 323

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   DUBlIN AIRPORT 323FINGAL DEVELOPMENT PLAN 2023-2029 Policy DAP1 – Dublin Airport Local Area Plan 2020 Continue to support Dublin Airport as a key national asset to Ireland’s economic success by ensuring that all future development complies with the strategic aims and objectives contained within the Dublin Airport Local Area Plan, 2020 or any subsequent LAP or extension of same. 8.5.2 Safeguarding Dublin Airport As the Airport grows in size and importance, it is imperative that a balance is achieved between promoting the potential of the aviation sector and safeguarding the primary operational role of Dublin Airport as the country’s main international airport. The LAP has provided a framework for sustainable development at the Airport and the Plan will continue to support the objectives regarding same. The LAP states that “Any plans for further phases of development at DAC should only be considered after delivery of specific road network and public transport improvements, including the operation of the Swords CBC and MetroLink.” (Dublin Airport LAP 2020). In order to meet the demand forecast (as detailed below), enabling infrastructure will have to be provided and it is important that all future development proposals shall not prejudice the orderly operation and continued growth at Dublin Airport. All proposals shall take into account safeguarding associated with key operational features of the Airport which include runways, taxiways, obstacle surfaces, radar and control tower sightlines. Objective DAO1 – Safeguarding Dublin Airport Facilitate the operation and future development of Dublin Airport, in line with Government policy and the Dublin Airport Local Area Plan 2020, or any subsequent LAP or extension of same, recognising its role in the provision of air transport, both passenger and freight. Objective DAO2 – Safeguarding the Current and Future Requirements of Dublin Airport Safeguard the current and future operational, safety, technical and developmental requirements of Dublin Airport and provide for its ongoing development in accordance with the Dublin Airport Local Area Plan 2020, or any subsequent LAP or extension of same, having regard to both the environmental impact on local communities and the economic impact on businesses within the area. 8.5.3 Assisting Growth and Connectivity – Hub Airport A key national strategic policy is for Dublin Airport to be developed as a secondary hub, which will require a significant level of airport infrastructure, terminal facilities, runway capacity and surface access. The Airport is a primary contributor to Ireland having one of the highest connectivity levels on the continent relative to the size of its population and economy. The Airport has 56 scheduled and charter airlines operating from the Airport providing direct services to more than 190 destinations in 40 countries on four continents and is the home base for two major carriers: Ryanair and Aer Lingus. In terms of connectivity (which is essential to doing business), Dublin Airport is ahead of many other European airports of its size e.g. in the connectivity index for 2015, Dublin Airport ranked above London Gatwick, Milan, Manchester and Lisbon Airports (Noise Action Plan for Dublin Airport 2019– 2023).

4. Page 324

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   DUBlIN AIRPORT 324FINGAL DEVELOPMENT PLAN 2023-2029 A review of future capacity needs at Irelands state airports was commissioned by the Department of Transport, Tourism and Sport (DTTAS) in 2018 and carried out by Oxford Economics (DTTAS Review of Future Capacity Needs). The review sets out forecasts for passenger and aircraft movements for Dublin Airport up to 2050 and identifies the key infrastructural capacity issues that will need to be addressed over that same period. By 2030, the baseline forecasts show that: ƿ Passenger numbers are forecasted to reach 40 million passengers per annum. ƿ Air Transport Movement Forecasts (ATM’s) are forecasted to reach 265,000. ƿ Air Cargo is forecasted to reach to between 150,000 and 170,000 tonnes. 150,000–170,000 tonnes 40 million passengers 265,000 ATM’s Objective DAO3 – Secondary Hub Engage and collaborate with key stakeholders, relevant agencies and sectoral representatives to ensure that Dublin Airport is developed and promoted as a secondary hub to capitalise on the associated wider economic benefits for Fingal and the wider region. 8.5.4 Providing the necessary Infrastructure It is recognised that there are a number of capacity constraints in the short to medium term on a range of key infrastructure to meet forecasted growth, as above. These include airport infrastructure developments and surface access and transport infrastructure. The anticipated growth in the capacity of Dublin Airport will be, to a large extent, dependent on the ability of passengers and staff to efficiently and conveniently access the Dublin Airport campus. It is important that accessibility to and from the Airport is therefore protected and enhanced. One of the most immediate capacity constraints affecting the Airport is that of congestion of the surface access to the Airport. The LAP has set out a number of solutions to resolve this matter. The delivery of the proposed new MetroLink will further improve transportation links between the Airport, Swords and Dublin City enhancing the role of the Airport within Fingal. In addition, the focus on sustainable modes and the significant potential for walking and cycling, particularly for airport employees is recognised

5. Page 325

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   DUBlIN AIRPORT 325FINGAL DEVELOPMENT PLAN 2023-2029 and is an objective of this Plan. In order to accommodate the forecasted growth, the following key infrastructure will be required: ¨ Improved surface access. ¨ Improvements to the external road network. ¨ Expanded terminal capacity by way of reconfiguration and augmentation of existing facilities. ¨ Completion of the north runway. ¨ Expansion and enhancement of US preclearance facilities. ¨ Support existing maintenance repair and overhaul (MRO) and cargo facilities and relocation where appropriate. ¨ Support and facilitate safe and efficient vehicular access between the eastern and western parts of the airfield to facilitate the movement of airside support vehicles. ¨ Additional aircraft parking stands supported by accompanying boarding gate and aircraft piers, particularly in the context of growing the hub function of the Airport. The provision of the identified infrastructure will support sustainable growth and facilitate the development of the Airport as a secondary hub in line with government policy. Policy DAP2 – Infrastructure Provision Ensure that the required infrastructure and facilities are provided at Dublin Airport, in accordance with Dublin Airport LAP 2020, or any subsequent LAP or extension of same, so that the Airport can develop further and operate to its maximum sustainable potential, whilst taking into account the impact on local communities, the environment and climate change. Objective DAO4 – Aviation Infrastructure and Facilities Ensure that the required infrastructure and facilities are provided at Dublin Airport so that the aviation sector can develop further and operate to its maximum sustainable potential, whilst taking into account the impact on local residential areas, and any negative impact such proposed developments may have on the sustainability of similar existing developments in the surrounding area, and the impact on the environment, including the climate. Objective DAO5 – Augmentation and Improvement of Terminal Facilities Facilitate the on-going augmentation and improvement of terminal facilities at Dublin Airport. Objective DAO6 – Supply of Car Parking at Dublin Airport Control the supply of car parking at the Airport so as to maximize as far as is practical the use of public transport and sustainable transport modes (walking / cycling) by workers and passengers and to secure the efficient use of land and safeguard the strategic function of the adjacent road network.

6. Page 326

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   DUBlIN AIRPORT 326FINGAL DEVELOPMENT PLAN 2023-2029 Objective DAO7 – Integrated Public Transport Network serving Dublin Airport Require and facilitate the provision of an integrated public transport network to serve Dublin Airport. Objective DAO8 – Surface Access Needs Protect and enhance the transportation capacity required to provide for the surface access needs of the Airport. Objective DAO9 – Maintain and Protect Accessibility to the Airport Maintain and protect accessibility to the Airport as a priority. 8.5.5 Supporting Employment and Economic Development Over 140,000 jobs are supported by the air transport sector in Ireland including 39,000 (airlines, airport operators, airport on-site enterprises, aircraft manufacturers, and air navigation service); with an estimated additional 105,000 jobs supported by the air transport sector: 25,000 in the supply chain; 11,000 as a result of employee spending; and 69,000 by international tourism. It is estimated that the air transport sector supports €8.9 billion of Irelands GDP. Approximately, 6.8% of GDP was supported by air transport and foreign tourists arriving by air in 2018 and spending by foreign tourists supports a further €8.7 billion of the country’s GDP. The aviation industry is worth €4.1bn to the Irish economy along with the leasing sector pulling in €550m alone making it a significant contributor. Nine of the world’s top 10 lessors are also headquartered here with over 50 per cent of the world’s leased aircraft managed and owned in Ireland, providing employment for around 44,000 full-time workers with 5,000 of these from the leasing companies. (KPMG study, 2021). Dublin Airport and the aviation sector is one of the most important components of Fingal’s local economy. It is also very significant that Ireland has a highly skilled and experienced workforce, which is a key factor in attracting foreign direct investment in any country and Ireland has done exceptionally well at specialising in the field of aviation and aviation finance that has enabled the country to plan and invest in commercial, financial and technical skills while also tailoring and introducing relevant courses to meet the demand for these specific careers in universities and colleges and has also introduced the first master’s in aviation finance in Europe. The Aviation sector is a major employer and includes Aer Lingus, Dublin Airport Authority, Cityjet, Servisair and Ryanair. Dublin Airport is the largest employer in the region. The Dublin Airport Economic Impact Study 2019 found that total economic impact of Dublin Airport amounts to 129,700 jobs in Ireland, equivalent to 114,900 full-time jobs, earning a total €9.8 billion in GVA contributions to the national economy, representing 3.1% of total GDP. The study also identifies 89% of the direct jobs being generated in Fingal. Crucially, for every job created in the Airport, four are created in the region as a direct result. It is estimated that visitors to Fingal generate a €500 million spend, which sustains a total of 20,000 jobs (one in four jobs in Fingal) across all sectors (transport, retail, entertainment and other services). The level of direct, indirect and catalytic economic benefit that Fingal can harness from the aviation sector is likely to continue to grow into the future as air travel and the aviation sector continues to grow globally and nationally.

7. Page 327

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   DUBlIN AIRPORT 327FINGAL DEVELOPMENT PLAN 2023-2029 Fingal County Council recognises the unique potential of Dublin Airport as an economic generator and major employer and will continue to support the Airport as a readily accessible location for existing and future employment for Fingal residents. Notwithstanding the economic importance of Dublin Airport as outlined above, the Council must achieve a balance between promoting the potential of the aviation sector and safeguarding the primary operational role of Dublin Airport as the Country’s main international Airport. While the key role of the Airport is in supporting connectivity, trade and tourism, the importance of the Airport in the local economy also relates to the provision of a range of employment opportunities that span a spectrum of skills levels. This is critical in bringing balance to the economy of Fingal. Policy DAP3 – Economic Development Support an appropriate balance between developing the unique potential of Dublin Airport as an economic generator and major employer in the County and protecting its core operational function as the Country’s main international airport, in accordance with the Economic Objectives of the Dublin Airport Local Area Plan, 2020, or any subsequent LAP or extension of same. Objective DAO10 – Employment Opportunities for Fingal Residents Engage with and support the daa and other employment providers in aviation uses associated with Dublin Airport to create quality and easily accessible employment opportunities for Fingal residents. 8.5.6 Transitioning to a Low Carbon Economy The continuing growth of the Airport presents many challenges and one of these is the need to reduce carbon emissions and safeguard the environment at the Airport. The Plan seeks to pursue climate mitigation in line with global and national targets and support the transition towards a low carbon economy by seeking to reduce CO2 emissions at the Airport. The Climate Action Plan 2023 provides an account of a number of key sectors such as transport and electricity and details the measures required to achieve decarbonization targets. Those sectors most applicable to Dublin Airport include transport, including land use and transport planning, electricity, buildings and waste and circular economy. Increasing the use of more sustainable modes of transport for access to and from the Airport is imperative. As noted previously, the promotion of public transport initiatives and enhanced walking and cycling infrastructure will aid in the reduction of climate emissions. It is important that these modes are aimed at airport employees by providing enhanced accessibility to both Swords and Dublin City. Restricting increased employee car parking at the Airport will also be supported by the Council in an effort to reduce emissions. Further large-scale developments at the Airport will be required to address carbon emissions as part of the Development Management process and waste prevention and minimisation will be encouraged throughout airport facilities. Policy DAP4 – Transitioning to a Low Carbon Economy Ensure that all developments comply with the Climate Action Objectives and the Circular Economy and Waste Management Objectives in the Dublin Airport Local Area Plan 2020, or any subsequent LAP or extension of same.

8. Page 328

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   DUBlIN AIRPORT 328FINGAL DEVELOPMENT PLAN 2023-2029 8.5.7 Ensuring Environmental Protection and Sustainability An overriding theme of the Plan is the need to protect the environment throughout the County. In terms of Dublin Airport, the LAP considers the likely direct and indirect effects of the future development of Dublin Airport on the local environment, including the communities surrounding the Airport. Noise, flood risk management, sustainable urban drainage, foul drainage and water supply, surface water quality, ground water and air quality are dealt with in the LAP, each with its own specific objectives. In addition, the built and natural heritage including archaeology and architectural heritage are examined in the context of Dublin Airport, with specific objectives relating to the protection of same. The Plan supports the objectives relating the environmental issues, referred to above, as indicated in the Dublin Airport LAP. Noise is discussed separately below as the noise zones were subject to Variation no. 1 of the Fingal Development Plan 2017–2023 and as such will be included in this Plan. i. Airport Noise Noise zones relating to Dublin Airport have been in place for many years to aid land use planning. Previous noise zones dated back to 2005 and as such it was considered appropriate to update the noise zones for Dublin Airport to allow for more effective land use planning for development within airport noise zones. In addition, the Noise Action Plan for Dublin Airport 2019–2023 (NAP) was prepared under the Environmental Noise Regulations 2006 and was adopted in December 2018. The Noise Action Plan is designed to manage noise issues and effects associated with existing operations at Dublin Airport and sets out a number of actions to address such issues. Fingal County Council has been designated as the Aircraft Noise ‘Competent Authority’ (ANCA) for the purposes of monitoring Aircraft Noise levels at Dublin Airport. As such, all planning applications at Dublin Airport are referred to the Competent Authority by the Planning Authority for assessment. In assessing a planning application, ANCA must determine whether the proposals have the potential to cause a noise problem. The assessment role includes an examination of planning applications by the Competent Authority to ascertain whether they could have aircraft noise implications which require mitigation. The noise zones relating to Dublin Airport were updated in 2019 in order to allow for more effective land use planning for development within airport noise zones. The updated policies relating to development in noise zones are set out in Variation no. 1 of the Fingal Development Plan 2017–2023 and these will apply in the Plan. Noise Zones have been prepared in relation to aircraft noise associated with Dublin Airport as outlined in Table 8.1 below and supported by the following objectives. The approach taken in preparing these noise zones is considered to be supportive of National Policy Objective 65 set out in the Department of Housing Planning and Local Government (DHPLG) National Planning Framework 2040, February 2018, to: “Promote the pro-active management of noise where it is likely to have significant adverse impacts on health and quality of life and support the aims of the Environmental Noise Regulations through national planning guidance and Noise Action Plans.”

9. Page 329

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   DUBlIN AIRPORT 329FINGAL DEVELOPMENT PLAN 2023-2029 This approach also has regard for land use planning which is a component of the ICAO Balanced Approach to Aircraft Noise Management, as set out under EU Regulation 598/2014. This approach is therefore considered also to align with the key objective set out in the Dublin Airport Noise Action Plan 2019, which is: “to avoid, prevent and reduce, where necessary, on a prioritised basis the effects due to long term exposure to aircraft noise, including health and quality of life through implementation of the International Civil Aviation Organisation’s ‘Balanced Approach’ to the management of aircraft noise as set out under EU Regulation 598/2014”. There is a need to minimise the adverse impact of noise without placing unreasonable restrictions on development and to avoid future conflicts between the community and the operation of the Airport. Three noise zones are shown in the Development Plan maps, Zones B and C within which the Council will continue to restrict inappropriate development, and Zone A within which new provisions for residential development and other noise sensitive uses will be actively resisted. An additional assessment zone, Zone D exists to identify any larger residential developments in the vicinity of the flight paths serving the Airport in order to promote appropriate land use and to identify encroachment. Table 8.1 presents the four aircraft noise zones and the associated objective of each zone along with an indication of the potential noise exposure from operations at Dublin Airport. The zones are based on potential noise exposure levels due to the Airport using either the new northern or existing southern runway for arrivals or departures. The noise zoning system has been developed with the overarching objective to balance the potential impact of aircraft noise from the Airport on both external and internal noise amenity. This allows larger development which may be brought forward in the vicinity of the Airport’s flight paths to be identified and considered as part of the planning process. The focus of the noise zones is to ensure compatibility of residential development and ensuring compatibility with pertinent standards and guidance in relation to planning and noise, namely: ¨ National Planning Framework 2040, DHPLG, February 2018; ¨ ProPG: Planning & Noise – New Residential Development, May 2017; ¨ British Standard BS8233:2014 ‘Guidance on sound insulation and noise reduction for buildings’; and ¨ ICAO guidance on Land-use Planning and Management in Annex 16, Volume I, Part IV and in the ICAO Doc 9184, Airport Planning Manual, Part 2 — Land Use and Environmental Control. Where development includes other non-residential noise sensitive receptors, alternative design guidance will need to be considered by the developer. Non-residential buildings and uses which are viewed as being noise sensitive within the functional area of FCC include hospitals, residential care facilities and schools.

10. Page 330

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    DUBlIN AIRPORT 330FINGAL DEVELOPMENT PLAN 2023-2029 Table 8.1: Aircraft Noise Zones Zone Indication of Potential Noise Exposure during Airport Operations Objective D ≥ 50 and < 54 dB LAeq, 16hr and ≥ 40 and < 48 dB Lnight To identify noise sensitive developments which could potentially be affected by aircraft noise and to identify any larger residential developments in the vicinity of the flight paths serving the Airport in order to promote appropriate land use and to identify encroachment. All noise sensitive development within this zone is likely to be acceptable from a noise perspective. An associated application would not normally be refused on noise grounds, however where the development is residential-led and comprises non-residential noise sensitive uses, or comprises 50 residential units or more, it may be necessary for the applicant to demonstrate that a good acoustic design has been followed. Applicants are advised to seek expert advice. C ≥ 54 and < 63 dB LAeq, 16hr and ≥ 48 and < 55 dB Lnight To manage noise sensitive development in areas where aircraft noise may give rise to annoyance and sleep disturbance, and to ensure, where appropriate, noise insulation is incorporated within the development Noise sensitive development in this zone is less suitable from a noise perspective than in Zone D. A noise assessment must be undertaken in order to demonstrate good acoustic design has been followed. The noise assessment must demonstrate that relevant internal noise guidelines will be met. This may require noise insulation measures. An external amenity area noise assessment must be undertaken where external amenity space is intrinsic to the development’s design. This assessment should make specific consideration of the acoustic environment within those spaces as required so that they can be enjoyed as intended. Ideally, noise levels in external amenity spaces should be designed to achieve the lowest practicable noise levels. Applicants are strongly advised to seek expert advice. B ≥ 54 and < 63 dB LAeq, 16hr and ≥ 55 dB Lnight To manage noise sensitive development in areas where aircraft noise may give rise to annoyance and sleep disturbance, and to ensure noise insulation is incorporated within the development. Noise sensitive development in this zone is less suitable from a noise perspective than in Zone C. A noise assessment must be undertaken in order to demonstrate good acoustic design has been followed. Appropriate welldesigned noise insulation measures must be incorporated into the development in order to meet relevant internal noise guidelines. An external amenity area noise assessment must be undertaken where external amenity space is intrinsic to the developments design. This assessment should make specific consideration of the acoustic environment within those spaces as required so that they can be enjoyed as intended. Ideally, noise levels in external amenity spaces should be designed to achieve the lowest practicable noise levels. Applicants must seek expert advice. A ≥ 63 dB LAeq, 16hr and/or ≥ 55 dB Lnight To resist new provision for residential development and other noise sensitive uses. All noise sensitive developments within this zone may potentially be exposed to high levels of aircraft noise, which may be harmful to health or otherwise unacceptable. The provision of new noise sensitive developments will be resisted. Notes: ¨ ‘Good Acoustic Design’ means following the principles of assessment and design as described in ProPG: Planning & Noise – New Residential Development, May 2017; ¨ Internal and External Amenity and the design of noise insulation measures should follow the guidance provided in British Standard BS8233:2014 “Guidance on sound insulation and noise reduction for buildings”

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