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

1. Page 591

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   DEVElOPMENT MANAGEMENT STANDARDS 591FINGAL DEVELOPMENT PLAN 2023-2029 14.15.3 Space Extensive Developments Space extensive developments such as large warehousing units and data centres in most instances generate low intensity employment. The Council will support these facilities at appropriate locations on a case-bycase basis. These facilities should not be located on lands that are more suitable for employment intensive developments/facilities, which are close to public transport infrastructure and built-up areas where compact growth is encouraged. Objective DMSO92 – Space Extensive Developments Proposals for space extensive developments such as data centres are required to address the following: ¨ Energy efficiency measures for the development to reduce the carbon footprint in support of national targets towards a net zero carbon economy, including renewable energy generation. ¨ The extent of energy demand and proximity to multiple high voltage strategic grid connections with significant electricity supply capacity available, including areas with high concentration of renewable energy electricity generators. ¨ The availability of appropriate infrastructure such as high voltage electricity, fibre optic cables, water and wastewater etc. to support the use as a data centre. ¨ Measures to support the just transition to a circular economy. ¨ Measures to facilitate district heating or heat networks where excess heat is produced. ¨ High-quality design approach to buildings which reduces the massing and visual impact of same. A visual impact assessment may be required in some circumstances, depending on the specific site. ¨ Details of employment numbers once operational. ¨ Details of the levels of traffic to and from the site at construction and operation stage. ¨ Evidence of sign up to the Climate Neutral Data Centre Pact. ¨ A decommissioning report which sets out the development strategy for the site if and when the data centre is no longer in use, in order to bring the site back to a future developable state. ¨ The principles for Sustainable Data Centre Development as per the Government Statement on the Role of Data Centres in Ireland’s Enterprise Strategy (July 2022). 14.15.4 Retail Development Retailing often has a social and civic focus in local neighbourhoods and villages. Such developments should therefore achieve high quality design. They should be designed and sized to be appropriate in scale in relation to the planned catchment area. Local centres and rural villages are intended to cater for the daily shopping and service needs of the immediate surrounding areas and will consequently be generally small in scale. In dealing with applications in these local centres any analysis should take cognizance of changing shopping trends, the social and economic circumstances of the area and the Retail Strategy in Chapter 7.

2. Page 592

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   DEVElOPMENT MANAGEMENT STANDARDS 592FINGAL DEVELOPMENT PLAN 2023-2029 14.15.4.1 Retail Criteria Applications for new retail development shall accord with the requirements outlined in Chapter 7. Objective DMSO93 – Provision of New Retail Development The provision of new retail development shall be in accordance with the Fingal Retail Strategy in Chapter 7. Objective DMSO94 – Role and Function of Retail Centre Retail development shall be in accordance with the role and function of the retail centre and accord with the scale and type of retailing identified for that location. Objective DMSO95 – Retail Impact Assessment Retail development should be in accordance with the fundamental objective to support the vitality and viability of the retail centre and must demonstrate compliance with the sequential approach. Proposals to amalgamate retail units will be carefully considered. Major retail proposals (exceeding 1,000 sq. m.) are required to provide a detailed Retail Impact Assessment (RIA), a Transport Impact Assessment (TIA) and Screening for Appropriate Assessment, as appropriate. 14.15.4.2 Types of Retail Development a. Fast food/Takeaway Outlets Fast food outlets have the potential to cause disturbance, nuisance and detract from the amenities of an area and as such, proposals for new or extended outlets will be carefully considered. Objective DMSO96 – Fast Food / Takeaway outlets Development proposals for fast food/takeaway outlets will be strictly controlled and all such proposals are required to address the following: ¨ The cumulative effect of fast food outlets on the amenities of an area. ¨ The effect of the proposed development on the existing mix of land uses and activities in an area. ¨ Opening/operational hours of the facility. ¨ The location of vents and other external services and their impact on adjoining amenities in terms of noise/smell/visual impact. Objective DMSO97 – Location of Fast Food Outlets Give careful consideration to the appropriateness and location of fast food outlets in the vicinity of schools and, where considered appropriate, to restrict the opening of new fast food/takeaway outlets in close proximity to schools so as to protect the health and wellbeing of school-going children.

3. Page 593

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   DEVElOPMENT MANAGEMENT STANDARDS 593FINGAL DEVELOPMENT PLAN 2023-2029 b. Petrol Stations Petrol stations, while necessary, have the potential to cause disturbance, nuisance and detract from the amenities of an area and as such, proposals for new or extended outlets will be carefully considered. Motor fuel stations will not generally be encouraged within the core retail area of urban centres or in rural areas. Objective DMSO98 – Petrol Stations Development proposals for petrol stations shall address the following: ¨ Development proposals will be required to demonstrate that noise, traffic, visual obtrusion, fumes and smells will not detract unduly from the amenities of the area and in particular from sensitive land uses such as residential development. ¨ Motor fuel stations should be of high quality design and integrate with the surrounding built environment. In urban centres, where the development would be likely to have a significant impact on the historic or architectural character of the area, the use of standard corporate designs and signage may not be acceptable. ¨ Forecourt lighting, including canopy lighting, should be contained within the site and should not interfere with the amenities of the area. ¨ The forecourt shop should be designed so as to be accessible by foot and bicycle, with proper access for delivery vehicles. The safety aspects of circulation and parking within the station forecourt should be fully considered. Retailing activities should be confined to the shop floor area, except in the case of sales of domestic fuel, where some external storage may be permissible. ¨ The sale of retail goods from petrol stations should be restricted to convenience goods and only permitted as an ancillary small-scale facility. The net floorspace of a fuel station shop shall not exceed 100 sqm. Where permission is sought for a retail floorspace in excess of 100 sqm, the sequential approach to retail development shall apply. ¨ Workshops for minor servicing (e.g. tyre changing, puncture repairs, oil changing) may be permitted in circumstances where they would not adversely impact the operation of the primary petrol station use and local amenities, particularly with regard to proximity to dwellings or adjoining residential areas. ¨ Motor fuel stations and service areas in proximity to the National Road network will be assessed with regard to the Spatial Planning and National Roads Guidelines for Planning Authorities, 2012.

4. Page 594

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   DEVElOPMENT MANAGEMENT STANDARDS 594FINGAL DEVELOPMENT PLAN 2023-2029 c. Retail Warehousing The range of goods sold in both existing and any future retail parks will be tightly controlled and limited to bulky household goods or goods which are not portable by customers travelling by foot, cycle, or bus (See Annex 1 of Retail Planning Guidelines 2012 for definitions of bulky goods). Ancillary products should not exceed 20% of the total net retail floorspace of the relevant retail unit. In town and village centres, the size and scale of all new retail warehousing developments should be in accordance with the character of the area. Demand for new retail warehousing and/ or retail parks will be directed into the Major Town Centre MC zoned lands of the Level 2 higher order retailing locations and into the Retail Warehousing RW zoning, preferably, in the first instance, to consolidate the existing clusters of retail warehouses and/ or retail parks. Objective DMSO99 – Retail Warehousing Only permit retail warehousing on lands zoned for this purpose (RW) or Major Town Centre (MC) and where there is a clear evidence-based need for such uses. In addition, proposals will be required to comply with the Objectives of Section 7.5.4 Retail, of Chapter 7 of this Plan. 14.15.5 Agricultural Development Agricultural developments have the potential for immense impact on the environment and landscape. The traditional form of agricultural buildings is disappearing with the onset of advanced construction methods and wider range of materials. Some new farm buildings have the appearance of industrial buildings and due to their scale and mass can have serious visual impacts. Objective DMSO100 – Agricultural Buildings In the construction and layout of agricultural buildings, the Council requires that buildings be sited as unobtrusively as possible and that the finishes and colours used, blend the development into its surroundings. The Council accepts the need for agricultural buildings and associated works (walls, fences, gates, entrances, yards etc.) to be functional, but they will be required to be sympathetic to their surroundings in scale, materials and finishes. Buildings should relate to the landscape and not the skyscape. Traditionally this was achieved by having the roof darker than the walls. Objective DMSO101 – Design of Agricultural Buildings Appropriate roof colours are dark grey, dark reddish brown or a very dark green. Where cladding is used on the exterior of farm buildings, dark colours (preferably dark green, red or grey) with matt finishes will normally be required. The grouping of agricultural buildings is encouraged in order to reduce their overall impact in the interests of amenity. Objective DMSO102 – Assessment of Agricultural Development Consider traffic safety, pollution control, and the satisfactory treatment of effluents, smells and noise in the assessment of agricultural development. Proper provision for disposal of liquid and solid wastes shall be made. In addition, the size and form of buildings and the extent to which they can be integrated into the landscape, will be factors which will govern the acceptability or otherwise of such development.

5. Page 595

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   DEVElOPMENT MANAGEMENT STANDARDS 595FINGAL DEVELOPMENT PLAN 2023-2029 14.15.6 Extractive Industry Objective DMSO103 – Extractive Industry Proposals Proposals for such development shall have regard to the following: ¨ Section 261 and Section 261A of the Planning and Development Act, 2000 (as amended). ¨ The Department of the Environment, Heritage and Local Government Quarries and Ancillary Activities Guidelines 2004. ¨ The EPA Guidelines for Environmental Management in the Extractive Industry 2006. ¨ Where extractive developments may impact on archaeological or architectural heritage, regard shall be had to the DoEHLG Architectural Conservation Guidelines 2004 and the Archaeological Code of Practice 2002 in the assessment of planning applications and the requirements of this Development Plan. ¨ Where extractive development may significantly affect the environment or a European site or sites, regard shall be had to EIA Guidelines and Appropriate Assessment of Plans and Projects, Guidance for Planning Authorities, DEHLG, 2009 and the requirements of this Development Plan. ¨ Reference should also be made to the Geological Heritage Guidelines for the Extractive Industry 2008. ¨ The visual impact of the development, a detailed landscape and visual assessment shall be submitted. ¨ A scheme of rehabilitation and after care for the site upon abandonment / exhaustion of resource shall be submitted. Details to be submitted should include a report with plans and section drawings, detailing the following: ƿ Anticipated finished landform and surface/landscape treatments (both of each phase and the whole excavation), ƿ Quality and condition of topsoil and overburden, ƿ Rehabilitation works proposed, ƿ Type and location of any vegetation proposed, ƿ Proposed method of funding and delivery of restoration/reinstatement works etc. Note: In addition, a bond will be required to ensure the adequate restoration of the site. This bond shall be index linked.

6. Page 596

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   DEVElOPMENT MANAGEMENT STANDARDS 596FINGAL DEVELOPMENT PLAN 2023-2029 14.16 Dublin Airport (This section should be read in conjunction with Chapter 8 Dublin Airport) Dublin Airport is of vital importance to the Irish economy and acts as the principal international gateway for trade, inward investment and tourism. 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. With passenger numbers forecasted to reach 40 million persons per annum by 2030, the sustainable growth of the Airport is paramount. This will require balancing a number of key issues such as climate change, infrastructure provision and community engagement while ensuring that the core operational transport function of the Airport is protected. The Dublin Airport Local Area Plan 2020 provides an updated strategy for the continued growth of Dublin Airport in line with relevant aviation, planning and environmental policy within the context of a sustainable growth framework. Objective DMSO104 – Dublin Airport LAP All proposed developments within Dublin Airport (DA) shall have regard to the strategic aims and objectives detailed in the Dublin Airport Local Area Plan 2020 or any subsequent LAP or extension of same. 14.16.1 Airport Noise Table 14.16 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. Table 14.16: 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.

7. Page 597

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   DEVElOPMENT MANAGEMENT STANDARDS 597FINGAL DEVELOPMENT PLAN 2023-2029 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 well-designed 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. The list of townlands to which Assessment Zone D applies are contained Appendix 10.

8. Page 598

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   DEVElOPMENT MANAGEMENT STANDARDS 598FINGAL DEVELOPMENT PLAN 2023-2029 Objective DMSO105 – Development within Airport Noise Zones Strictly control inappropriate development and require noise insulation where appropriate in accordance with Table 14.16 above within Noise Zone B and Noise Zone C and where necessary in Assessment Zone D, and actively resist new provision for residential development and other noise sensitive uses within Noise Zone A, as shown on the Development Plan maps, while recognising the housing needs of established families farming in the zone. To accept that time based operational restrictions on usage of a second runway are not unreasonable to minimize the adverse impact of noise on existing housing within the inner and outer noise zone. Objective DMSO106 – Aircraft-Related Development and Operation Procedures Ensure that aircraft-related development and operation procedures proposed and existing at the Airport consider all measures necessary to mitigate against the potential negative impact of noise from aircraft operations (such as engine testing, taxiing, taking off and landing), on existing established residential communities, while not placing unreasonable, but allowing reasonable restrictions on airport development to prevent detrimental effects on local communities, taking into account EU Regulation 598/2014 (or any future superseding EU regulation applicable) having regard to the ‘Balanced Approach’ and the involvement of communities in ensuring a collaborative approach to mitigating against noise pollution. Objective DMSO107 – Aircraft Movement and Development Restrict development which would give rise to conflicts with aircraft movements on environmental or safety grounds on lands in the vicinity of the Airport and on the main flight paths serving the Airport, and in particular restrict residential development in areas likely to be affected by levels of noise inappropriate to residential use. 14.17 Connectivity and Movement 14.17.1 Public Transport Corridors Reservations for public transport connections and corridors shall be protected in all new developments. Objective DMSO108 – Improvements to Public Transport Network Support improvements to the public transport network by reserving proposed public transport connections and corridors free from inappropriate development. Provide setbacks along public transport corridors to allow for future improvement to enable the provision of a safe and efficient network of public transport infrastructure. 14.17.2 Bicycle Parking Provision of high quality, safe, secure and convenient bicycle parking is essential to support sustainable transport including cycling, walking and public transport. High-quality bicycle parking is an obvious extension of the ambitious public transport, cycle and walking network that is contained within this Plan and wider policy generally. The provision of high-quality bicycle parking at transport interchanges, educational, cultural

9. Page 599

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   DEVElOPMENT MANAGEMENT STANDARDS 599FINGAL DEVELOPMENT PLAN 2023-2029 and commercial centres can also significantly extend the catchment of potential users. Where residential developments are provided with high quality bicycle parking, it can serve to negate the need for excessive numbers of car parking spaces and all the associated impacts that such provision can entail. The bicycle parking standards set out in Table 14.17 of this Plan reflect the new policy and environmental context of this Plan including carbon reduction targets, consolidation of development and increased high-quality cycling infrastructure. Bicycle parking can be categorised as short stay or long stay and is defined as follows: Short-Stay Bicycle Parking: These are designed for ease of use by the general public and visitors to a development. Such bicycle parking spaces should be located in highly visible areas with good passive surveillance, which are easy to access and well lit. They should ideally be situated no further than 15m from main entry points. Long-Stay Bicycle Parking: These are to be designed for private use by residents and employees. Such cycle parking spaces should be located in a secure area that is easy to access, well-lit and covered. Effective security and functionality for all types of users is also maximised by the provision of individual facilities to allow for different types of equipment such as buggies, cargo bikes, helmets and scooters to be stored where appropriate. They should be situated within the curtilage of the destination. The following criteria shall be complied with in the development of bicycle parking facilities. Publicly Accessible Bicycle Parking ¨ High quality short-stay bicycle parking shall be provided within the public realm of our urban areas and within all new developments including residential, employment, schools, public transport nodes, shops, community facilities and recreational areas. ¨ High quality long-stay bicycle parking shall be required at all new developments including residential and employment uses. Proposals for new development in town centre areas, public transport stops/stations, multi-storey carparks and public buildings or other appropriate locations must be comprehensively equipped with high-quality bicycle parking. ¨ All cycle facilities in multi-storey car parks shall be provided at ground floor level and shall be segregated from vehicular traffic. Cyclists should also have designated entry and exit routes at the car park. For basement car parks, segregated cycle access should be provided to basement car parks by a segregated cycle ramp or dedicated lift and the parking should be provided in as highly trafficked an area as possible. ¨ Cycle parking in schools should be located with maximum passive surveillance, covered and with separate cyclist and pedestrian entrances in new schools. ¨ The provision of secure bicycle lockers within the public realm, at public transport stops/ nodes and other suitable locations is also required. However, they must be the subject of effective management regimes that cover their allocation, access and monitoring of use. ¨ Bicycle parking facilities needs to accommodate the increasing diversity of bicycles, such as tricycles, cargo bikes and adapted bikes should also be provided. ¨ As part of the cycle parking quantum for various land uses in Table 14.17, provision for cargo bikes is required. This will vary depending on the type and location of the development but should be considered as part of the Development Management and design process and shall be determined by the Planning Authority.

10. Page 600

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    DEVElOPMENT MANAGEMENT STANDARDS 600FINGAL DEVELOPMENT PLAN 2023-2029 ¨ Bicycle stands should allow both the frame and wheels to be securely attached. ¨ Existing developments without bicycle parking should be retro-fitted, either by converting car parking spaces into bicycle parking or by providing parking facilities near/adjacent to buildings. ¨ An adequate number of power sockets should be installed for recharging e-bikes in the provision of bicycle parking facilities. ¨ To successfully influence the choice to cycle by all, bicycle parking provision should also be supported by cycle welfare facilities and cycle repair stations and this should be appropriately reflected in Mobility Management Plans. ¨ All employment generating development should provide changing, shower, storage and drying facilities to encourage employees to cycle, walk, run to work. ¨ Guidance for selecting the most appropriate type of bicycle parking facility depending on location and user needs is outlined in the National Cycle Manual, Bicycle Parking Facilities. The Council will have regard to this document or any subsequent updated document when considering applications where bicycle parking is a requirement. 14.17.2.1 Bicycle Parking and Residential Development The quality and quantity of bicycle parking provision in residential developments should encourage residents to adopt cycling as the preferred mode of travel for short trips. ¨ Cycle parking should be provided within the curtilage or adjacent to the building and should not require the bike to be brought through an internal area. ¨ Innovative, secure, covered and front of house bicycle parking solutions are required in the design of all new duplex developments and terrace dwellings. Wall bars or rings are not acceptable at the front of a house for long stay bicycle parking. Applications for front of house bicycle parking solutions in existing housing and residential areas and matching these criteria will be supported and encouraged. ¨ In exceptional circumstances, where cycle parking cannot be provided within the curtilage, bicycle parking that is innovative in design, secure and sheltered must be provided adjacent to the building. Communal on-street bicycle parking provision provides an opportunity in the context of retro-fitting existing terrace dwellings fronting onto streets in existing built-up area and this will form part of the Active Travel Strategy. ¨ Apartment development must be comprehensively equipped with high quality cycle parking and storage facilities for residents and visitors. ¨ The provision of high-quality bicycle parking is a key concern for apartment residents and apartment proposals must respond accordingly in their design and provision of such facilities. ¨ Each apartment unit shall be provided with an individual storage compartment for long-stay bicycle provision that is capable of accommodating bicycles, buggies and additional ancillary equipment such as scooters, helmets and bicycle maintenance equipment.

Source Fingal County Council: Fingal Development Plan 2023–2029 – Written Statement (Consolidated) (2023–2029) · 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.