Dublin Airport CEO Kenny Jacobs expects passengers to be allowed to leave liquids in their cases as they pass through security within weeks.
“By the end of May, passengers will be able to keep liquids and electronics in their bags, as originally intended. The dispute between U.S. and EU regulators is likely to be sorted, and Dublin Airport will become a fully C3 body-scanned airport before the summer peak.”
Terminal 2 has already been fitted out completely with laptops-and-liquids in the suitcase scanners. Terminal 1 is half way there with the lanes on the left hand side of the security gates to be completed before the summer.
Technology continues to play a key role in operational improvements. “We launched a new app last month, and the new website is designed to streamline services,” Jacobs explained. “Our equivalent to booking a flight is booking car parking. Once people book their spot, they’ll get offers for fast track, discounts at Starbucks, and more.”
The recently opened APCOA car park has helped alleviate passenger concerns. “It has 6,500 spaces, and it’s a great addition,” Jacobs said. The drop and go has also been a big success. People love it, and it’s going really, really well.”
Dublin Airport is exploring AI-driven security screening to further enhance efficiency. “It’d be interesting to see how AI scans bags and escalates cases to human inspectors. That’s where I think things will go.”
“There’s loads going on, and I’m very happy with the lounges and security,” Jacobs said. Lounge capacity is expanding significantly. “By the end of the year, we will have doubled lounge capacity. The T1 lounge is going through a major refit, the Platinum Lounge has doubled in size, and we’ve opened the Martello Lounge and Anna Livia Lounge, with two more coming.”
Jacobs remains optimistic about Dublin Airport’s potential growth despite frustrations. “Ultimately, we’ll be talking to carriers and saying, ‘Just move to T1—we’ll give you a separate check-in area, fast-track access, and a lounge.’It’ll be much better.”
The zombie cap
With demand surging and airlines eager to expand, all eyes are on government and local authorities to resolve the planning hurdles that have held Dublin Airport’s growth in limbo.
Mr Jacobs has repeatedly voiced frustration over planning delays and regulatory barriers that continue to hinder the airport’s growth. With passenger numbers expected to reach 36.2m this year, Jacobs warns that without government intervention, expansion efforts will remain stalled.
“The Minister says he is asking the Attorney General for advice,” Jacobs stated. “We keep asking if you’ve got the advice, then what’s going to happen?” He suspects that if the government fails to act by September, mounting pressure from opposition parties will force a response.
One key issue is the airport’s controversial passenger cap, which Jacobs calls the “zombie cap” since its suspension due to court action. “The High Court has already determined that it’s not within our gift to control the slot process,” he explained. “Fixing the cap with a piece of legislation and then walking away, saying ‘That’s it, everything’s fine,’ isn’t the solution.”
Jacobs believes the key priority should be reclassifying Dublin Airport as strategic infrastructure. “Priority one is reclassify us as strategic infrastructure,” he stated. “Priority two is to set up a new transportation infrastructure group within government with the right expertise—not the kind of people who did the North Runway draft decision.” He argues that Ireland should adopt the English model, where a specialized unit handles aviation and transit expansion planning.
While Jacobs has advocated for these changes to government officials, attition over planning issues with Fingal County Council remain a major obstacle. “What’s happening with us in Fingal is a microcosm of what’s happening on a wider scale in Ireland,” he said. “They turned down the enlargement of United States CBP pre clearance, they turned down the viewing area—it’s ridiculous. No shovel has gone into the ground or the viewing area, and they are saying they want a full environmental assessment.”
Jacobs points to European Court of Justice precedent that states removing a passenger cap does not require an Environmental Impact Assessment Report (EIAR). “Fingal are basically saying, ‘No, we disagree with that,’ and they need us to submit a separate plan for a whole new ground transportation hub before even contemplating a 36m cap.” He insists that the “solution is to take us out from under Fingal” to prevent further bureaucratic delays.
The cap issue has now been sent to European regulators, who Jacobs expects will overturn it within 18 months. However, continued planning obstacles could push significant expansion efforts back until at least 2026 or 2027.
Continuing to get better
Jacobs remains proud of the airport’s progress. “The airport is much better. It will continue to get better—it’s operationally better in terms of on-time performance, security, food and beverage, lounges. Staff engagement is up, passenger scores are better. We’re doing a really, really good job here.”
However, he warns that Ireland risks losing critical economic opportunities. “Thousands of jobs, thousands of tourism jobs could be created if we were just allowed to grow the airport.”
With international airlines eager to expand their presence in Dublin, Jacobs insists the government must act before stagnation sets in. “You can get anyone you want while the CAP is suspended,” he said. “But if you’re Jet2 or LATAM, you’re still waiting on assurance over planning.”
“You can get anyone you want—you can get South Paw, you can get Jet2, and they’re piling in,” he said. However, some carriers remain hesitant due to lingering uncertainty. “If you’re Jet2 or LAM, it’s still a bit of a hangover,” he noted. “Ryanair and Aer Lingus totally get it now because they were involved in the High Court piece, but smaller carriers still see things as difficult.”
A broader issue, according to Jacobs, is the mixed messaging coming from politicians. “It all adds up—the bad narrative, politicians talking about introducing legislation where you only get a slot at Dublin if you take one in the regions. If you’re an airline looking at that, you’re thinking, ‘What the fuck is that? I’m not up for that.’”
Jacobs also highlighted the ongoing confusion around Dublin’s passenger cap. “Is it gone or not? If I pick up the phone, I’ll tell them for all intents and purposes, it’s gone, but they need to see something firm that it’s really gone. If it’s marginal between us and Gatwick, they just pick Gatwick.”
São Paulo
Jacobs remains hoeful of securing new long-haul routes that will boost Ireland’s connectivity. “We’re very keen on São Paulo, Singapore, Bangkok, Cape Town, Shanghai, Mumbai, and Delhi. That’s the type of connectivity Ireland needs. It will come—it’s just tragic that it’s taking so long and that it’s giving aviation, transport, and tourism a negative look while we wait.”
A major roadblock has been Dublin Airport’s planning approvals process, which Jacobs says was set back by a decision in 2019. “Moving from provision infrastructure into Fingal slowed everything down. But that’s just Dublin—we could be talking about so many aspects of Ireland where you ask, ‘Why is everything grinding to a halt? Why aren’t decisions getting made faster?’”
Jacobs compared the situation in Dublin to Cork, where expansion efforts are moving ahead smoothly. “Cork is a tonic. We’ll have a good summer there and get building in September, while here, we’re just waiting for God.ot”
Cork has strong political support and a proactive city council. “They look at the government’s 2040 plan and say, ‘Let’s develop Cork City and County along with all associated transportation.’ They believe in it and they’re getting on with it. Whereas Fingal thinks, ‘We can do our own thing and interpret things our own way.’”
Jacobs insists that Dublin Airport officials have done everything possible to push expansion forward. “I wish we weren’t fighting with Fingal. I don’t mind a good scrap, but it’s not for lack of trying. In two and a half years, I’ve met Fingal’s planning team more than my two predecessors did in their entire tenure.”
Airlines going elsewhere
The ongoing uncertainty is leading some airlines to seek alternatives. “Airlines are going elsewhere because they don’t know when all this gets fixed permanently.” He warned that the issue could even escalate to international regulatory tensions. “The Americans were here for meetings with the Minister and members of the Cabinet. They said, ‘You’re going to have to do something about this.’ We know what happened in Schiphol when the U.S. Department of Transportation threatened reciprocal actions against KLM at U.S. airports. That got resolved when the European Commission leaned on the Dutch government. If it goes that way, it could be unhelpful with U.S. slot negotiations.”
Jacobs remains hopeful that planning will accelerate. “Planning moving faster allows us to build. Building is what gives you capacity. Lifting the cap with a ministerial directive doesn’t do everything we need—we ultimately need to get building.”
Beyond infrastructure, Jacobs highlighted improvements in passenger experience, particularly in food and beverage offerings. “We’ve opened 15 new outlets last year and another 15 this year. We wanted to go beyond chicken sandwiches and burgers—now, you’ll get Asian food, healthier choices, and a broader spectrum of more interesting dining options.” He praised new additions such as Butlers and the upcoming tapas bar, The Reserve. “It’s great—it’s making us loads of money and putting a smile on passengers’ faces.”
CBP delay cost €5m
Jacobs also shared his enthusiasm for what he has seen internationally. “I visited Changi Airport recently, and I was like a child, writing down design ideas, retail concepts, and food and beverage innovations,” he recalled. “Terminal 2 in Changi is just fantastic, and I love the philosophy that an airport should reflect the city and region it serves. Dublin doesn’t yet, but we’re getting there.”
While Jacobs plans to turn Dublin Airport into “a world-class facility.” Planning delays remain the greatest barrier. “Even the CBP decision cost an extra €5m due to delays. Building inflation is about 8% a year, so every wasted year adds unnecessary costs.”
He contrasts the slow-moving bureaucracy in Dublin with progress in Cork, where development is advancing smoothly. “Cork is a tonic. We’ll have a great summer there and start building in September, while here in Dublin, we’re just waiting.”
Jacobs insists that the government must act decisively. “We need to stop limiting our imagination. With two runways, Dublin Airport can easily handle 60m passengers. Why are we restricting ourselves?” He revealed that “as soon as our 40m application is approved, we’ll submit a 60m application within a year.”
Despite the obstacles, airline demand for Dublin remains strong. “There’s demand for over 45m passengers, and airlines are eager to expand routes. We’re focused on new connectivity, from São Paulo to Mumbai and Cape Town. It’s a pity that delays are stopping progress.”
Jacobs remains optimistic about the airport’s trajectory. “We’ve had back-to-back record years, and we’re doing everything right operationally, commercially, and financially. Now it’s time to take the cuffs off and let us build a bigger airport.”
With improvements in security, technology, and customer experience, Jacobs believes Dublin Airport is on the brink of becoming a premier global hub—if only planning approvals can keep pace with demand.
