Current Topics
North Runway opened on 24 August 2022. There is a staged approach to operational integration of the new runway which saw hours increasing from 0900-1300, to 0700-1300 and then to 1800. We are currently in that latter stage of operations up to 1800 with further extension of hours to follow.
On commencement of North Runway operations, an issue regarding departure flightpaths was identified, which resulted in some local communities being unexpectedly overflown, for which daa sincerely apologises. daa immediately undertook a review in consultation with the relevant stakeholders which established that some Instrument Flight Procedures, specifically the current Standard Instrument Departures (SIDs), needed to be updated to align flightpaths more closely with the information previously communicated by daa.
The revised SIDs underwent the required regulatory review and consent processes and were approved to become operational on February 23, 2023, in line with the International Civil Aviation Organisation’s Aeronautical Information Publication cycle. Flight simulations of the revised SIDs were also completed, and we now provide more details about these new flightpaths and associated indicative noise corridors.
Taking account of factors including other airfield airspace and parallel runway operations, Safety Regulations require that aircraft departing North Runway 28R will follow the new SIDs which must diverge by a minimum of 30 degrees northwest. Following
this 30-degree turn, all aircraft will head towards Waypoint 1, and on passing that initial point, aircraft will then continue to climb on course to their ultimate destinations using further waypoints. A waypoint is a point on the flightpath that
aircraft should flyby or fly over; for example, UK-bound flights will typically use Waypoint 1 and then 2, whilst transatlantic flights will typically use Waypoints 1, 2 and then 3.
The rate that aircraft climb will depend on aircraft type, weather conditions and load factor, so aircraft altitudes will vary. Typically, across the two main aircraft types used at Dublin Airport (Airbus A320 and Boeing 737-800), with maximum take-off weight, aircraft will reach the following typical altitudes at the waypoints and locations identified on the illustration.
| Location | Typical Height* |
| 1. DW128 flyby waypoint used by all 28R departing aircraft | 2,200 |
| 2. DW129 flyby waypoint typically used by transatlantic, northerly and easterly bound aircraft | >5,500 |
| 3. DW120 flyby waypoint typically used by transatlantic bound aircraft | 9,000 |
| 4. DW119 flyby waypoint typically used by northerly bound aircraft | 9,000 |
| 5. DW991 flyover waypoint typically used by southerly bound aircraft | >4,000 |
| 6. Ballyboughal | 6,700 |
| 7. Kilsallaghan (not overflown) | N/A |
| 8. Oldtown | 5,250 |
| 9. St. Margaret’s | 1,200 |
| 10. Coolquay | 2,200 |
| 11. Ratoath | >4,000 |
*Feet above ground level
The revised SIDs will align flightpaths more closely with the information previously communicated by daa. This means that from February 23 some areas like St. Margaret’s, Shallon and The Ward Cross will continue to be overflown as anticipated, whilst other areas like Oldtown and Ballyboughal will also continue to be overflown but at higher altitudes. Areas such as Skephubble, Kilsallaghan and Rolestown will no longer be directly overflown by jet aircraft but will still be exposed to a certain amount of aviation noise, albeit less than currently. Category A/B (turbo propeller and small jet aircraft) can continue to turn earlier than Category C/D (larger jet aircraft).
To enhance tracking of aircraft using Dublin Airport, 18 new noise monitoring terminals (16 fixed and two mobile) are being added to the existing system. 10 fixed and three mobile monitors are already in place, with 12 further fixed monitors scheduled to be installed over the coming months.
We submitted our application in December 2020. The Planning Authorities requested further information in relation to several areas of our submission, and our final response to this request in September 2021 included, among other information, longer-term forecasts and noise data, and a revised Environmental Impact Assessment Report (EIAR), all of which are available on North Runway’s website and Virtual Portal, as well as the Planning Authorities’ portals. The Aircraft Noise Competent Authority (ANCA) undertook a public consultation on its draft determination from 11 November 2021 to 28 February 2022. Its final determination was issued to Fingal County Council and has been incorporated into the overall planning decision which can be found here.
Since planning permission was granted for North Runway in 2007, daa has always highlighted its concerns regarding two restrictive conditions attached to its operation. On December 18, 2020, daa submitted a planning application to Fingal County Council seeking to amend and replace these two conditions with proposals that take local communities’ concerns on board, whilst also safeguarding the future of Dublin Airport.
This planning application proposed to:
- only use North Runway from 6am to midnight, rather than 7am to 11pm as set out in the current planning conditions
- introduce a Noise Quota Count system from 11.30pm to 6am, rather than an airport-wide 65 movement cap from 11pm to 7am
- introduce a noise insulation grant scheme for those most impacted by the proposed amendments
- introduce an enhanced noise monitoring framework
Operating Restrictions
Planning permission for North Runway included 31 conditions. daa has consistently signalled its concerns regarding two of these conditions because of the airport-wide constraints they would impose once North Runway becomes operational.
Condition 3(d) states that North Runway cannot be used for landings or take-offs between 11pm and 7am, whilst Condition 5 places a 65 movement cap right across the airfield, within the same 11pm to 7am period.
In short, we have made the following proposals in our application:
- only use North Runway from 6am to midnight, rather than 7am to 11pm as set out in the current planning conditions
- introduce a Noise Quota Count system from 11.30pm to 6am, rather than an airport-wide 65 movement cap from 11pm to 7am as set out in the current planning conditions
- introduce a noise insulation grant scheme for those most impacted by the proposed amendments
- introduce an enhanced noise monitoring framework
daa’s planning application was validated by the planning authority and is available on FCC’s website.
The information contained within the application is detailed and technical in nature. daa has created a virtual information portal which provides a simple overview of our proposals and also contains information on the key environmental aspects of the application. Click here to access the portal.
Observations on our proposals were invited by Fingal County Council during a public consultation period which ran until February 1, 2021. There was a further opportunity for the submission of observations during a 14-week public consultation period which was undertaken by the Aircraft Noise Competent Authority when they published their draft determination on the noise elements of the application.
In 2016, we helped two series of public consultations at various local venues which covered a number of topics that continue to be central to the Relevant Action Application. Click here to find out more.
We took on board the feedback we received during those consultations and during the intermittent years’ local community drop-in clinics, individual and group meetings, house calls, and other engagement channels. This has led us to seek modest changes to the conditions – we are now seeking to replace and amend rather than remove. The enactment of the Aircraft Noise Regulation Act in 2019 and the establishment of the Aircraft Noise Competent Authority (ANCA) also provided further guidance on our approach, taking into account the standard industry ‘Balanced Approach’.
In terms of the economic impacts, our analysis indicates that the implementation of the conditions will result in a loss of aircraft traffic movements and an associated loss of 1.1 million passengers by 2025 (and a cumulative loss of 4.3 million passengers between 2022 and 2025), almost 3,500 jobs and over €250m Gross Value Added (GVA) to the Irish economy. Based on the current distribution of jobs and economic impact, it is anticipated that 86% of the forgone direct employment and 26% of the forgone total employment (direct, indirect, induced and catalytic impacts) will be felt in the Fingal region.
Further direct and long-lasting impacts are also expected due to the conditions including:
- 43% reduction in current capacity between 11pm and 7am
- less routes, less competition and higher air fares
- disruption to time-critical air cargo operations and long-haul connectivity
- reduced potential for expansion of air services to new and existing global markets, a critical lifeline for Ireland’s small, open economy
- reduced connections to mainland Europe at peak hours
Our virtual information portal contains high resolution and interactive 2025 Relevant Action 55dB Lnight contours associated with this proposed insulation grant scheme. Click here to access the portal.
It is important to note, however, that the insulation grant scheme is a proposal only and is subject to the Competent Authority’s review.
Noise
This depends on where the house is located in relation to flight paths, along with other factors such as the standard of insulation in the house. Information regarding noise contours and flight paths are available here.
- LAeq day noise contours cover a 16-hour period (7am to 11pm) over 92 days during the airport's busiest summer months.
- LAeq night noise contours cover a 8-hour period (11pm to 7am) over 92 days during the airport's busiest summer months.
This approach is in line with that used at many other European airports and is consistent with the metrics used in the conditions set out in An Bord Pleanala's grant of planning for North Runway.
Flight paths are the designated routes aircraft follow under the direction of Air Traffic Control (ATC). ATC in Ireland is delivered by the Irish Aviation Authority (IAA-ATC). While flight paths are often shown as single lines on a map, it is not always possible for aircraft to fly exactly along that line. In practice, flight paths will vary either side of the route, within a designated flight corridor.
IAA-ATC manages aircraft for landing or take-off along specific flight paths as well as keeping aircraft at safe distances from each other in the air and on the ground. Safe movement of aircraft is a vital consideration in the development of flight paths.
Once an aircraft reaches the end of the Noise Preferential Route (NPR), normally at an altitude of 3,000 feet, a controller will turn it onto a more direct path towards its destination. Air Traffic Control can turn aircraft off NPRs below 3,000 feet for safety reasons, for example to avoid storms.
Noise mapping and oversight involves multiple parties of which daa - which is designated as the noise mapping body for airports – is just one. Responsibilities in this area include:
- Local Authorities are responsible for producing Noise Action Plans.
- The Environmental Protection Agency has overall oversight of the noise mapping and planning process and is responsible for reporting the results to the EU every five years.
- Fingal County Council, the appointed Competent Authority, is charged with independently assessing noise contours and ensuring that required noise controls/restrictions at airports are appropriate and in line with the Balanced Approach.
In June 2016 Directive 2002/30/EC was repealed and replaced by Regulation 598/2014. Regulation 598/2014 establishes the rules and procedures for the introduction of noise related operating restrictions (if required) using the Balanced Approach.
The new Regulation reinforces the requirement for airports and competent authorities to apply the Balanced Approach when considering the introduction of noise related operating restrictions at airports. Such operating restrictions should only be introduced if the noise abatement objective of the airport cannot be met through the other Balanced Approach measures (Reduction at source, Land-use Planning and Operating Procedures). The Regulations also introduce a more stringent definition for 'marginally complaint' Chapter 3 aircraft.
Environment and Health
Dublin Airport is always striving to minimise the negative impacts on the environment associated with its operations and its evolving growth. Since 2009, the airport has actively participated in the voluntary Airport Carbon Accreditation Scheme and has consistently achieved reductions in carbon emissions since entering the programme. The airport is now aiming to achieve carbon neutral status by 2020 under the scheme.
Dublin Airport manages and reduces its own direct emissions in line with its obligations under the various national and EU energy efficiency and carbon regulations.
However, due to the international dimension of aviation, the control of international aircraft emissions is at supra national level. Aircraft emissions from flights between countries within EU/EEA (European Economic Area) area are included within the EU Emissions Trading Scheme which is one of the parcel of measures identified by EU to achieve a 20% reduction in CO2 by 2020 and a 40% reduction by 2030.
In recognition of the need to help manage the growth in international aircraft emissions, agreement on a global Carbon Off-Setting and Reduction Scheme for International Aviation (CORSIA) was reached in ICAO on 6 October 2016. Ireland, as part of the 44 member states of the European Civil Aviation Conference, has made a declaration to adhere to the international scheme from its first implementation phase from 2021.
The off-setting scheme proposed by ICAO will enable carbon neutral growth from 2020 and as such will result in airlines paying to off-set their additional carbon emissions through the purchase of carbon credits. This means that airlines can grow but the additional carbon emissions will be off-set and paid for by the airlines. daa fully supports the adoption of such a scheme.
This CORSIA scheme is one of the measures supported by the international aviation industry to address the climate change challenges. Since 2009, the aviation sector has had a common set of ambitious and robust targets to mitigate CO2 emissions from air transport:
- An average improvement in fuel efficiency of 1.5% per year from 2009 to 2020;
- A cap on net aviation CO2 emissions from 2020 (carbon-neutral growth);
- A reduction in net aviation CO2 emissions of 50% by 2050, relative to 2005 levels.
The industry has been taking impressive collaborative efforts to meet these goals, with representatives from airlines, airports, air traffic management and the manufacturing sector all taking part in the process.
In March 2017 ICAO also adopted a new aircraft CO2 emissions standard which will reduce the impact of aviation greenhouse gas emissions on the global climate. The standard will apply to all new aircraft type designs from 2020 and to aircraft type
designs already in-production as of 2023. Those in-production aircraft that do not meet the standard by 2028 will no longer be able to be produced unless their designs are sufficiently modified.
Dublin Airport has more than 1,600 local, urban, national bus and coach movements per day and is the country’s largest bus station. A Mobility Management Plan for the airport is in place which specifies how we address staff and passenger access to the airport and sets out measures to increase use of sustainable transport modes. The airport is fully supportive of the introduction of a metro system for the airport.
- By 2020 the use of LEVs will be specified in procurement processes for daa service providers who operate vehicle fleets
- By 2022 Dublin Airport will convert its bus operations to a LEV fleet
- By 2022 the use of LEVs will be mandated for airside operators
- By 2023 Dublin Airport will convert to a LEV fleet
- By 2024, daa will install Fixed Electrical Ground power to replace diesel generators on all contact stands
Fuel dumping rarely occurs at Dublin Airport, and only takes place in emergencies, under the strict control of the Air Navigation Service Provider (IAA-ANSP).
Mitigation Measures
The EU Directive 598/2014 has endorsed the International Civil Aviation Organisation (ICAO) concept of a Balanced Approach to aircraft noise management. The National Aviation Policy (NAP) for Ireland, published in 2015, states that Ireland will implement a Balanced Approach to noise management at Irish Airports and Dublin Airport is abiding by this policy. The approach incorporates four key elements to the mitigation of noise levels at airports:
- Reduction of Noise at Source – Quieter Aircraft
- Land-use planning
- Noise Abatement Operational Procedures
- Operating restrictions
Reduction of Noise at Source - Quieter Aircraft
- Modern aircraft are quieter than their predecessors and this has been mainly achieved by technological developments in aircraft design. Noise standards are developed by ICAO and enforced throughout the EU. The ICAO noise chapter certification defines the specific noise performance criteria which aircraft must achieve. Chapter 2 aircraft have been banned from operating within the EU since 2002. The vast majority of aircraft operating in the skies above the EU are now Chapter 4 with an increasing number of Chapter 14 aircraft entering the fleet as airlines take delivery of newer aircraft.
- At Dublin Airport, we are fortunate to have a large proportion of aircraft that meet the most stringent noise classes (Chapter 4 and 14). In 2018, over 90% of aircraft operating here were the quietest models.
Land-use planning
- Land Use Planning and management requires working with our local authority, Fingal County Council, to safeguard land use in the vicinity of the airport and to limit impact on local and future communities.
- A new runway has been incorporated in successive County Development plans since the 1970s and Dublin Airport has benefitted from that far-sighted planning process that has kept the approaches to the runways largely clear of development and limited noise exposure. This is achieved by reference to the noise and public safety zones established during statutory planning processes. Fingal County Council's County Development plan 2017-2023 defines 'inner' and 'outer' noise zones. The inner zone limits new residential development and other noise-sensitive areas. The outer zone controls inappropriate development and requires noise insulation where appropriate.
- The new runway has been constructed on the airport’s own land bank and unlike many other international airports, we have very few people living under our flight paths which means that land-use planning has been effective.
Noise Abatement Operational Procedures
At Dublin Airport we have worked closely with the Irish Aviation Authority (IAA) on noise abatement procedures to minimise the effects of aircraft noise on local communities which include:
- Environmental corridors where aircraft adhere strictly to flight paths
- Continuous descent procedures for arriving aircraft
- Noise abatement and take off climb procedures for departing aircraft
- Restricted reverse thrust for aircraft
- Designated times and location on the airfield for engine test run ups
- Preferential runway usage
Operating restrictions
A fundamental requirement of the Balanced Approach is that when determining the most appropriate combination of noise mitigation measures for a given airport, operating restrictions should only be introduced after consideration of the other three elements. The Balanced Approach recognises that noise challenges are unique to each airport and a tailored approach needs to be adopted.
- Dwellings which fall within the predicted 69dB LAeq 16hr day contour are currently eligible for the Voluntary Dwelling Purchase Scheme.
- Dwellings which fall within the 63dB LAeq 16hr day contour are currently eligible for the Voluntary Residential Noise Insulation Scheme. It should also be noted that daa has extended participation in the scheme to over 40% more houses than required by the grant of permission because we have regard to the 63dB LAeq, 16hr day noise contours submitted to An Bord Pleanala in 2007 rather than the current forecasts which would encompass a much smaller area.
- Schools which fall within the 60dB LAeq, 8hr day contour are eligible for the voluntary Schools Insulation Scheme.
There is no requirement for Compulsory Purchase Orders to facilitate North Runway which has been constructed on the airport's own land bank.
A package comprising of some or all of the following measures will be available as part of the scheme: double or secondary glazing for all windows and external doors, attic insulation comprising of layers of insulation, and acoustic solutions for vents and chimneys.
Airport and Runway Operation
Option 7B is a preferred runway concept, which was agreed as part of the 2007 runway planning permission to lessen the impact of aircraft noise on local communities.
Mode of operation 7B provides that:
- the parallel runways - 10R-28L (existing main runway) and 10L-28R (North Runway) - shall be used in preference to the cross runway, 16-34;
- In westerly operations, when winds are westerly, approximately 70% of the time, Runway 28L shall be preferred for arriving aircraft; either Runway 28L or 28R shall be used for departing aircraft as determined by air traffic control.
- In easterly operations, when winds are easterly, approximately 30% of the time, either Runway 10L or 10R as determined by air traffic control shall be preferred for arriving aircraft. Runway 10R shall be preferred for departing aircraft.
Most of the time the two runways at Dublin Airport will be operated in segregated mode, i.e. one runway for all arrivals, the other for all departures. However, there will be occasions during peak hours when runways will need to operate in mixed mode, i.e. both runways used simultaneously for arrivals and departures. For safety and aircraft separation reasons, international standards for mixed mode operations require that aircraft courses diverge by at least 15°, approximately one nautical mile after take-off.
Several flightpath options were considered following consultation with local communities and other stakeholders, which resulted in a proposed 15-degree divergence on North Runway departures in easterly operations, with 15 and 75-degree divergences in westerly operations. It was also proposed that departures from the South Runway will continue on a straight course i.e. no divergence.
Efforts to enhance runway capacity have been ongoing at Dublin Airport for many years. The Runway Process Improvement Group, comprising of the Irish Aviation Authority (IAA), based-airlines and Dublin Airport Operations, has a remit to increase runway capacity at Dublin Airport.
Specialist consultancy and analysis is undertaken by NATS Analytics, which conducted a detailed capacity assessment in 2013. This has formed the basis of a multi-year work programme to incrementally increase runway capacity.
As a result of the work of the Runway Process Improvement Group and NATS Analytics, Dublin Airport was able to accommodate 35 departures in the peak hour of the morning in time for summer 2016 (two years earlier than planned). A similar number of departures were accommodated in the peak hour in summer 2017. This was achieved by reducing separation between successive departures and the implementation of Airport Collaborative Decision Making (A-CDM). These efforts also involved negotiating with the UK's en-route Air Navigation Service Provide (ANSP) in relation to reduced in-flight separation trails when entering UK airspace. It is anticipated that the maximum number of departing aircraft that could be achieved in the peak morning hour, given the need to allow runway time for aircraft arriving, is 39.
The passenger numbers that can be accommodated at a single runway airport is significantly impacted by a range of factors including:
- The size of aircraft using the airport: Gatwick has bigger aircraft using its airport than at Dublin (on average 154 passengers per aircraft versus 130 at Dublin); therefore, its runway accommodates more passengers when compared to Dublin.
- Operational procedures adopted by the aviation authorities: Gatwick has more permitted departures per hour and its air traffic controllers adopt different procedures in the air. Aircraft depart from Gatwick on diverging routes after take-off, allowing them a minimum interval of 60 seconds between successive departures. This is not the case at Dublin; aircraft follow the same route after take-off, which requires a minimum of c. 80 seconds between successive departures.
- Dublin Airport is continually working to ensure we maximise runway capacity whilst maintaining safety at all times.
Construction
- North Runway entered operation on 24 August 2022 following an extensive programme of construction works.
- Construction Package 1 is complete. The works involved new road construction, road realignment, site preparation, services diversions, compound formation and erection of site security fencing.
- Construction Package 2 is complete. The works involved the construction of the runway, which was undertaken by a joint venture comprising Irish firm Roadbridge and Spanish infrastructure company FCC Construcción.
- Main construction works took place between 2019 and 2022. To find out more click here.
- Waterford Insulation was appointed main contractor for the voluntary residential noise insulation programme and Phase 1 and 2 works are now complete; the next phase of works will take place after the first biennial review following opening of North Runway.
- Engagement continues via the St. Margaret’s Community Liaison Group and the Dublin Airport Environmental Working Group. Our regular drop-in clinics and face-to-face meetings with local groups and individual neighbours have resumed following temporary cessation in compliance with Government guidelines.
The first phase of runway construction commenced in December 2016 and was completed 12 months later.
The works involved the diversion of the Naul Road and comprised the construction of a 2.5km single 8m wide carriageway including a new priority junction and spur roads. Additionally, a second section of the Naul Road required realignment which involved the construction of a 900m single 8m wide carriageway and the installation of a new priority junction.
Two new airfield viewing areas were also constructed in addition to the erection of over 14km of fencing. Phase one also included site clearance, tree and hedgerow removal and replanting, installation of a new 200mm water main and relocation of a local monument.
Extensive archaeological site investigations of the North Runway site were undertaken, with as many as 30 archaeologists on site during the peak of the excavations. Multiple ecological surveys were also undertaken prior to commencing the works. This included surveys for badgers, bats and other species. Ecological habitat to compensate for the loss of the area was also provided. The Contractor carried out extensive air, noise and water monitoring as well as implementing a dedicated Environmental Management Plan and Traffic Management Plan.
