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Thursday, 16 Feb 2023

Written Answers Nos. 181-193

Semi-State Bodies

Questions (181)

Catherine Murphy

Question:

181. Deputy Catherine Murphy asked the Minister for the Environment, Climate and Communications if he will provide a schedule of the non-commercial and semi-State commercial companies under his aegis; if an explanatory memorandum will be provided in respect of the policy of a dividend payment to the Exchequer from each company; the dividend paid by each company to the Exchequer for each year from 2000 to 2022; if his Department collects the funds and forwards it to the central fund or whether it goes directly; if over that period his Department has requested an increase in respect of the dividend due over it’s percentage shareholding; the number of occasions that it waived the dividend; the reason; and if he will make a statement on the matter. [7903/23]

View answer

Written answers

There are 14 bodies under the aegis of my Department, details of which are available on the Department’s website gov.ie - State bodies under the aegis of the Department of the Environment, Climate and Communications (www.gov.ie)

Formal dividend policies are in place for all of the Commercial Semi State Bodies operating in the energy sector, which are summarised below. These have been developed via the Shareholder Expectations Framework and, in each case, seek to strike an appropriate balance between the payment of dividends and re-investment in the business. Where the dividend target is based on adjusted profits after tax, higher profits arising in any given year in the ordinary course would fall within the scope of the normal targeted dividend payments.

Additional detail may be found in the relevant Annual Report and Accounts as published by the Companies.

It should be noted that the financial years of the Bodies under the aegis of my Department span multiple calendar periods

State ownership percentage is included for the purposes of the Exchequer dividend calculation noting that Employee Share Ownership Plans (“ESOP”) are in place in respect of both ESB and Bord na Móna. This means that total dividends are shared proportionally with the ESOPs under the year-end shareholding structures. In the case of ESB, the State shareholding was 96.5% and ESOP shareholding was 3.5% as at 31 December 2021. This has increased annually from 95% in 2016. In the case of BnM, the State shareholding was 95% and the ESOP shareholding 5% as at 31 March 2021.

Body

Dividend Policy

Dividend Paid Directly to Exchequer (Y/N)

Increase in Dividend sought (Y/N)

Waiver of Dividend (Y/N)

Bord na Móna

Dividends are paid out based on State shareholding. The dividend target is based on 30% of adjusted profits after tax.

Y

N - not over the period in question

N

Eirgrid

Current dividend policy is for a fixed €4m annual dividend payment.

Y

N - not over the period in question

N

ESB

Dividends are paid out based on State shareholding. The dividend target is based on 40% of adjusted profits after tax.

Y

N - not over the period in question

N

Bord na Móna

Figures in EURm

Financial year ending

Total (6y)

Mar-22

Mar-21

Mar-20

Mar-19

Mar-18

Mar-17

Dividends Paid (normal)

(14)

(7)

-

-

-

(2)

(4)

Dividends Paid (special)

-

-

-

-

-

-

-

Dividends Paid (total)

(14)

(7)

-

-

-

(2)

(4)

State Ownership %

95%

95%

95%

95%

95%

95%

Dividends Paid (Exchequer)

(13)

(6)

-

-

-

(2)

(4)

EirGrid

Figures in EURm

Financial year ending

Total (6y)

Sep-21

Sep-20

Sep-19

Sep-18

Sep-17

Sep-16

Dividends Paid (normal)

(24)

(4)

(4)

(4)

(4)

(4)

(4)

Dividends Paid (special)

-

-

-

-

-

-

-

Dividends Paid (total)

(24)

(4)

(4)

(4)

(4)

(4)

(4)

State Ownership %

100%

100%

100%

100%

100%

100%

Dividends Paid (Exchequer)

(24)

(4)

(4)

(4)

(4)

(4)

(4)

ESB

Figures in EURm

Financial year ending

Total (6y)

Dec-21

Dec-20

Dec-19

Dec-18

Dec-17

Dec-16

Dividends Paid (normal)

(411)

(81)

(50)

(43)

(35)

(116)

(86)

Dividends Paid (special)

-

-

-

-

-

-

-

Dividends Paid (total)

(411)

(81)

(50)

(43)

(35)

(116)

(86)

State Ownership %

96.5%

96.1%

95.7%

95.4%

95.2%

95.0%

Dividends Paid (Exchequer)

(393)

(78)

(48)

(41)

(33)

(110)

(82)

Departmental Properties

Questions (182)

Carol Nolan

Question:

182. Deputy Carol Nolan asked the Minister for the Environment, Climate and Communications if he has received a request from the Minister for Children, Equality, Disability, Integration and Youth to identify properties under the control of his Department or under the control of agencies under the remit of his Department for the purposes of providing accommodation to international protection applicants or beneficiaries of temporary protection; if he has identified potential properties and their locations; and if he will make a statement on the matter. [7934/23]

View answer

Awaiting reply from the Department.

Greenways Provision

Questions (183)

Marian Harkin

Question:

183. Deputy Marian Harkin asked the Minister for Transport if he will provide a list of greenway projects being managed by TII; the phase each of these projects is at; and if he will make a statement on the matter. [7816/23]

View answer

Written answers

As Minister for Transport, I have responsibility for overall policy and exchequer funding in relation to Greenways.

The planning, design and construction of individual Greenways is a matter for Transport Infrastructure Ireland (TII), in conjunction with the local authorities concerned. In this context, TII is best placed to advise you on the status of Greenway projects under it's remit.

Noting the above position, I have referred your question to TII for a direct reply. Please advise my private office if you do not receive a reply within 10 working days.

A referred reply was forwarded to the Deputy under Standing Order 51.

School Transport

Questions (184)

Joe McHugh

Question:

184. Deputy Joe McHugh asked the Minister for Transport if he will instruct the relevant Assistant Secretary to liaise with his counterpart in the Department of Education to organise a meeting which will include both senior Ministers and officials and Ministers of State in each Department to discuss safety issues at school bus stops/pick up points and drop off points; if consideration will be given at this meeting to introducing laws which will reduce the speed at these locations and prohibit vehicles from passing buses as students disembark from the bus; if this will be treated as a priority in light of the need for urgent safety measures in protecting the lives of students; and if he will make a statement on the matter. [7772/23]

View answer

Written answers

As part of Action 6 of the Government’s Road Safety Strategy a review is underway to examine and review the framework for setting of speed limits including rural speed limits and the introduction of a 30km/h default speed limit in urban areas. This review is nearing completion and as part of its work a detailed assessment is being carried out on the existing framework of speed limits including for local roads in rural areas.

In Ireland roads are classified as National, Regional and Local roads in accordance with Section 10 of the Roads Act, 1993. In turn the Road Traffic Act, 2004 sets out default speed limits for the road network as being 120km/h for Motorways, 100km/h for National roads, 80km/h for Regional roads and 80km/h for Local roads.

For public roads in each county, Section 10 of the Roads Act 1993 sets out that a local authority shall maintain and make available for public inspection a schedule and a map of public roads in their administrative area. Local authorities are responsible for classifying and scheduling Local roads with the Minister of Transport being responsible for classifying and scheduling National and Regional Roads.

Special Speed Limits are speed limits that are specified in bye-laws adopted by the vote of the Elected Members of Local Authorities. Section 9 of the Road Traffic Act 2004, as amended, sets out the range of Special Speed Limits that may be applied through bye-laws. The current special speed limits are 120km/h, 100km/h, 80 km/h, 60km/h, 50km/h, 40km/h, 30km/h and 20km/h. Local authorities have the discretion to decide on varying these limits through Special Speed Limit bye-laws for roads within their administrative area. The making of such bye-laws is a reserved function of the elected members of the council.

Further, my Department understands that under Action 123 of the Road Safety Strategy 2021-2030 Bus Éireann has committed to examining various legislative and non-legislative approaches to promoting the safety of children disembarking school buses on potentially hazardous rural roads. Officials from my Department have engaged with Bus Éireann on this matter and agreement has been reached that this goal be best pursued by the development of internal, operational policy rather than by legislative means.

As such, given the work that is already underway, I do not propose to instruct my Officials to organise a meeting with counterparts in the Department of Education at this time.

Transport Policy

Questions (185)

Darren O'Rourke

Question:

185. Deputy Darren O'Rourke asked the Minister for Transport for a breakdown of Ten-T funding for transport projects received since 1999, in tabular form by year and amount; and if he will make a statement on the matter. [7865/23]

View answer

Written answers

Information is provided below on TEN-T and CEF funding for Irish projects from 2000 to date, with detailed information provided in tabular format for the years 2007 onwards, based on the year of the Funding Call and the total amount of EU funding allocated for the successful project.

As the information below does not cover the whole period requested by the Deputy, I have asked TII, Irish Rail, and the IAA to respond directly to the Deputy with a breakdown of TEN-T funding they received for the period 1999-2006 in tabular format. Should they fail to provide this information within ten days, I would ask that the Deputy contacts my office directly.

Tables 1-4 CEF funding for Ireland

2000-2006

For the period 2000-2006, EUR 4.43 billion was allocated to the development of the TEN-T network across Europe. Grants awarded permitted co-funding of projects up to a maximum of 10% on national and a maximum of 20% on cross border sections. Funding was focused on pre-defined 'priority projects'. For Ireland, these were the United Kingdom/Ireland/Benelux road axis and the Cork–Dublin–Belfast–Stranraer railway axis.

Roads projects that received TEN-T funding during this period include the N8 Cashel Bypass, the N7 Naas Road Widening, and the M1/NI from Dundalk to the border. For rail, funding was granted to aid the elimination of a number of key permanent speed restrictions along the Belfast-Dublin-Cork Intercity Rail Corridor.

In addition to these priority projects, TEN-T funding was also available for multi-country projects focused on horizontal priorities including air traffic management, intelligent transport systems for roads, and the so-called 'motorways of the sea'. Along with France, Italy and Spain, Ireland participated in the Western Europe Sea Transport & Motorways of the Sea (WEST-MOS) project which received €0.9m TEN-T funding.

2007-2013

Under the EU's 2007-2013 financial framework, TEN-T funding of €8.01 billion was made available. It provided for co-funding rates of 50% for studies and maximum rates of 10%-30% for works, depending on the type of project. Thirty priority projects were identified, two of which were particularly relevant to Ireland: the UK/Ireland/Benelux road axis and the railway/road axis Ireland/United Kingdom/continental Europe.

Table 1 shows information on TEN-T funding for Ireland only projects during this period.As with the previous programming period, TEN-T funding was also available for multi-country projects focused on horizontal projects. Table 2 provides information on such projects for this period.

2014-2020

From 2014, the Connecting Europe Facility became the EU funding instrument to support development of the TEN-T network. In the period 2014-2020, €24.05 billion was made available for the transport projects. CEF Transport focuses on cross-border projects and projects aiming at removing bottlenecks or bridging missing links in various sections of the TEN-T core and comprehensive networks, as well as for horizontal priorities such as traffic management systems.

2021 to date

The current CEF programme will run from 2021 to 2027. The general objective of the current CEF Transport programme is to develop and complete the TEN-T network, while taking into account the EU’s long-term climate goals. The overall budget allocated to transport projects over this period is €25.81 billion. This funding is allocated via competitive calls, the results of the first of these calls were published last summer. Table 4 provides information on funding awarded to Irish beneficiaries to date during this programming period.

Bus Services

Questions (186)

Paul Murphy

Question:

186. Deputy Paul Murphy asked the Minister for Transport if a company (details supplied) will provide refunds for customers who have been made late to work and college because of the poor quality service and lack of service they provide on their bus routes; if they will be subject to fines; and if he will make a statement on the matter. [7868/23]

View answer

Written answers

As Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally and for the scheduling and timetabling of these services in conjunction with the relevant transport operators. In addition, I would like to advise that as part of the NTA’s contractual performance monitoring system with operators, issues of poor reliability and punctuality performance can result in financial penalties for those operators.

In light of the Authority's responsibility in this area, I have forwarded the Deputy's question in relation to Go-Ahead Ireland No 76 bus route, to the NTA for direct reply. Please advise my private office if you do not receive a response within ten working days.

A referred reply was forwarded to the Deputy under Standing Order 51

Taxi Regulations

Questions (187)

Joe O'Brien

Question:

187. Deputy Joe O'Brien asked the Minister for Transport if he will outline any plans to provide electric vehicle charging to taxi ranks; and if he will make a statement on the matter. [7897/23]

View answer

Written answers

The Government is fully committed to supporting a significant expansion and modernisation of the electric vehicle (EV) charging network over the coming years.

Having an effective and reliable charging network is an essential part of enabling drivers to make the switch to electric vehicles. It is also an essential part of ensuring just and equal access to EVs across Ireland, including in rural areas.

Home charging is the primary charging method for most Irish EV owners as it’s convenient and cheaper for the consumer as well as assisting in the overall management of the national grid. Over 80% of charging is expected to happen at home.

However, there is also a need for a seamless public charging network that will provide for situations or instances where home charging is not possible, such as on-street and residential charging, destination charging and workplace charging.

In July last year, I launched a new dedicated Office, Zero Emission Vehicles Ireland, which will oversee and accelerate Ireland’s transition to zero emission vehicles. A suite of new grants and initiatives have been launched and further information on Zero Emission Vehicles Ireland is available at www.gov.ie/zevi.

ZEVI has significant funding available in 2023 for the installation of EV charging across Ireland.

Last month I launched the national Strategy for the development of EV charging infrastructure, covering the crucial period out to 2025, alongside an Implementation Plan. The strategy sets out the government’s ambition regarding the delivery of a public EV charging network to support up to 195,000 electric cars and vans by the middle of the decade.

The Strategy outlines a need for fast Taxi-Charging Hubs to support the greening of the taxi fleet, which will enable drivers to quickly charge and go. The provision of dedicated EV charging infrastructure for e-car clubs and at taxi ranks, as well as in strategic rural locations, is key. It will support the transition to electric and sustainable mobility in communities with low car ownership or population densities, and where demand for publicly-accessible charge points may be limited. In all instances, decisions about charge point locations and types require a strategic and data-driven approach to ensure that Irish EV charging infrastructure meets future needs.

ZEVI has established a Public-Private Vehicles Stakeholder Group with expertise to support and inform electric vehicle rollout. Representatives from the taxi industry are included on this group and can contribute to the consideration of EV taxi drivers drivers charging needs.

In addition, the eSPSV Infrastructure Scheme was designed to encourage more taxi drivers to convert to electric vehicles. The project involves installing taxi-dedicated electric vehicle charge points at major transport hubs nationwide. Since 2020, charge points have been installed in Dublin (Heuston), Cork (Kent) and Limerick (Colbert) train stations as well as at Dublin and Cork airports. Further funding was made available in 2022 to support the installation of charge points at more Irish Rail locations, one of which in Sallins & Naas station has been completed.

Semi-State Bodies

Questions (188)

Catherine Murphy

Question:

188. Deputy Catherine Murphy asked the Minister for Transport if he will provide a schedule of the non-commercial and semi-State commercial companies under his aegis; if an explanatory memorandum will be provided in respect of the policy of a dividend payment to the Exchequer from each company; the dividend paid by each company to the Exchequer for each year from 2000 to 2022; if his Department collects the funds and forwards it to the central fund or whether it goes directly; if over that period his Department has requested an increase in respect of the dividend due over it’s percentage shareholding; the number of occasions that it waived the dividend; the reason; and if he will make a statement on the matter. [7915/23]

View answer

Written answers

My department has 19 agencies under its aegis of which there are 11 commercial and 8 non-commercial agencies. A schedule of the agencies under my department’s remit is listed below. Seven of these agencies are eligible for dividend payments to the State.

Commercial Non-Commercial

CIÉ

Córas Iompair Éireann

CAR

Commission for Aviation Regulation

Iarnród Éireann

CRR

Commission for Railway Regulation

BAC

Bus Átha Cliath

CIL

Commissioner of Irish Lights

Bus Éireann

MCIB

Marine Casualty Investigation Board

DPC

Dublin Port Company

MBRS

Medical Bureau of Road Safety (MBRS)

PoCC

Port of Cork Company

NTA

National Transport Authority

PoW

Port of Waterford

RSA

Road Safety Authority

SFPC

Shannon Foynes Port Company

TII

Transport Infrastructure Ireland

daa

Dublin Airport Authority

SaG

The Shannon Airport Group

IAA

Irish Aviation Authority

All dividends paid by the agencies are a matter of public record and are published in the agencies Annual Reports and Financial Statements. In the meantime, the information requested by the deputy in relation to the agencies is listed below.

The Government expects that profitable State-owned commercial companies return a shareholder dividend on their profits.

National Aviation Policy states “It is Government policy that profitable commercial State companies should pay a financial dividend to the State. The guideline figure is 30% of after-tax profits. The Government expects the State aviation companies to have a clearly stated dividend policy to take account of their current financial circumstances and plans for the future. Depending on circumstances, the dividend paid may be more or less than the 30% guideline. Dividend policy should take account of issues such as current and projected profitability, capital investment plans and pension funding”. This relates to daa and SAG.

For the IAA, the current dividend policy has been set at a base level of 30% of profits after tax.

In relation to the dividend polices of the state port companies these are all board approved and normally reviewed on an annual basis. Dividend policy is that dividends are paid at a level equal to 30% of after-tax profits less pension funding requirements including contributions towards defined benefit pension scheme deficits and servicing of borrowing requirements which arise specifically from the capital infrastructure investment programs underway in all the Port companies.

No increase has been requested from the agencies under my remit outside of the 30% figure with the following exception:

In 2011 and 2013 Port Companies were requested to consider paying additional dividends that year in the context of Budget 2013. Dublin Port Company’s board approved additional dividend payments in those years resulting in additional €10m paid in 2011 bringing total to 16.5m equal to 80.4% of PAT. Additional 8m paid in 2013 bringing total to15.0m equal to 65.7% PAT. The Port of Cork Company did increase annual dividends in the period 2012 to 2018 in consultation with the Department prior to 2019 when the company was committed to borrowing €60,000,000 of debt to deliver the new Cork Container Terminal in Ringaskiddy.

The dividend payment in any given year for all agencies is paid directly to the central fund .

Dividend Payment 2000-2022

-

daa

SAG

IAA

DPC

PoCC

PoW

SFPC

2000

nil

nil

1,250,000

nil

nil

nil

nil

2001

nil

nil

1,160,000

nil

nil

nil

nil

2002

nil

nil

1,071,000

nil

nil

nil

nil

2003

7,200,000

nil

1,000,000

nil

nil

nil

nil

2004

6,000,000

nil

1,271,000

nil

nil

nil

nil

2005

nil

nil

nil

nil

nil

nil

2006

nil

nil

nil

nil

nil

nil

2007

nil

nil

4,200,000

nil

nil

nil

2008

nil

nil

5,100,000

nil

nil

nil

2009

19,400,000

nil

nil

5,300,000

nil

nil

nil

2010

nil

nil

5,500,000

nil

nil

nil

2011

nil

nil

16,500,000

634,315

nil

nil

2012

nil

nil

10,200,000

358,976

nil

nil

2013

nil

5,015,000

15,000,000

407,094

nil

nil

2014

nil

4,833,000

8,000,000

503,886

nil

nil

2015

nil

6,535,000

8,800,000

650,460

nil

100,000

2016

18,300,000

nil

7,430,000

10,912,000

672,879

nil

200,000

2017

29,100,000

nil

9,248,000

11,710,000

693,091

nil

250,000

2018

37,400,000

nil

19,458,000

12,200,000

714,000

nil

300,000

2019

40,000,000

nil

19,524,000

4,100,000

250,000

330,897

350,000

2020

nil

7,784,100

nil

nil

nil

nil

2021

nil

40,500

nil

nil

nil

269,000

2022

nil

nil

TBC

250,000

266,135

400,000

Dividend waiver

1.daa

While in principle commercial State companies ought to deliver a dividend to the Exchequer daa has not been in a position to do so over a number of years. A dividend of €19.4m was made in respect of the financial year 2008 and this was the first dividend paid since 2004 when a dividend of just over €6m was paid.

A dividend was not expected from 2010 onwards due to a number of factors; the Company was addressing its debt burden, there was a general downturn in the aviation sector due to the recession, the Government was focused on ensuring that the State airports separation process was bedded down in the daa and that the Company’s pension issues were resolved.

From 2020 – 2022, no dividend was paid by daa due to the financial implications of the Covid-19 crisis.

2. SAG

While in principle commercial State companies ought to deliver a dividend to the Exchequer and it is provided for under legislation the department has not requested that the Shannon Airport Group pay dividends to date, but keeps the matter under review.

3. IAA

In the period 2005-2012 a dividend was not paid. Contributing factors included the level of distributable reserves from which make a dividend payment could be made, the economic downturn and also the need for the IAA to address a pension deficit that existed at that time.

Circumstances impacting the IAA, namely the recovery from the pandemic and the situation in Ukraine resulted in the payment of a dividend being waived in 2022, as an exceptional measure. A further consideration was also the forthcoming separation of the IAA as provided for under the Air Navigation and Transport Act 2022.

It should be noted that in terms of 2018 and 2019 dividend payments, these payments include the 30% profit after tax payment and also a special dividend payment of €12m in each of the 2 years.

4. Ports

Dividends were not waived however, in 2020, given the uncertainty of the economic impact of both the COVID 19 pandemic and Brexit, the Board of the company determined that no dividend be proposed or paid during 2020 and this was recognised in the Ministerial address given at the Port Company AGM’s. There were occasions when the port companies paid no dividends or less then 30%, a number of reasons are set out below however, at all times payments were in line with dividend policy.

4.1 Dublin Port

Prior to 2007 no dividends paid pending funding of pension deficit. From 2007 dividends were paid. The 30% policy applied from 2010. 10% was paid in 2019 and nil in 2020 and 2021 following boards determination that it would be inappropriate to pay dividends in the context of the major capital investment programme underway and the impacts of COVID-19.

4.2 Shannon Foynes Port Company

SFPC was in a negative reserve position until 2014 and was therefore legally precluded from declaring and providing for a dividend as no distributable reserves were available. As soon as was legally possible, Shannon Foynes declared a dividend from 2014 results, payable in 2015. Given the uncertainty of the economic impact of the Covid-19 pandemic, no dividend was proposed or paid during 2020, this was the only year that SFPC did not pay a dividend from 2014 where it became legally able to do so.

4.3 Port of Cork

Dividends were not requested from the Port of Cork Company until 2011. It is the policy of the Board of Directors of the Port of Cork Company to support the Shareholder and pay an annual dividend taking into account the capital expenditure programme and pension deficit facing the Company when declaring the annual dividend. The Port of Cork Company is currently facing a capital expenditure programme of €100 million over a three-year period. The Company was forced to defer the payment of a dividend in 2020 and 2021 due to COVID-19, and the level of borrowing undertaken to deliver a new Container Terminal in Ringaskiddy having paid a dividend of €250,000 in 2019.

4.4 Port of Waterford

The Port of Waterford is a tier 2 port of national significance and has much lower revenues then the Tier 1 ports of national significance (Dublin Port Company, Port of Cork, Shannon Foynes Port Company). In 2018 the departments shareholder expectation letter to the Port of Waterford requesting the board to put in place a new dividend policy. Port of Waterford has paid dividends since 2019 except for 2020 and 2021 due to the significant impact of COVID-19 on their revenues.

Rail Network

Questions (189)

Ged Nash

Question:

189. Deputy Ged Nash asked the Minister for Transport if his Department has made the case in the strategic review on rail for the reopening of Dunleer train station; when the review will be published; and if he will make a statement on the matter. [7923/23]

View answer

Written answers

As the Deputy may be aware, the Strategic Rail Review is being undertaken in co-operation with the Department for Infrastructure in Northern Ireland. The results of the review will inform the development of the railway sector on the Island of Ireland over the coming decades. A draft report is currently being finalised by the consultants for submission to the Departments. The finalised draft report will then be submitted for approval to both Ministers and ultimately Government. After the necessary approvals have been secured, I will publish the report.

The Review is considering the scope for improved rail services and infrastructure along the various existing, or potential future, corridors of the network, including disused and closed lines. This scope includes the Northern Line from Connolly Station in Dublin to Belfast, along which the former Dunleer station is sited.

The Review has also been informed by a public consultation process which concluded last year and which received a significant response both North and South. Some respondents put forward various suggestions and proposals for the reopening of disused stations such as Dunleer.

The Strategic Rail Review will assist in considering these issues and I look forward to its completion. It is the first all-island review of the network since the formation of the State and will provide a framework to develop a much-improved rail network in the decades ahead.

Road Projects

Questions (190)

Ged Nash

Question:

190. Deputy Ged Nash asked the Minister for Transport the applications for funding that have been made in 2022 and 2023 by Meath County Council in relation to the Julianstown by-pass in County Meath; and if he will make a statement on the matter. [7924/23]

View answer

Written answers

The improvement and maintenance of regional and local roads is the statutory responsibility of the relevant local authority in accordance with the provisions of Section 13 of the Roads Act 1993. Works on those roads are funded from Councils’ own resources supplemented by State road grants, where applicable. The initial selection and prioritisation of works to be funded is a matter for the Council.

The major cuts to funding for regional and local roads during the post 2008 recession resulted in the build-up of a substantial backlog of works across the country. The estimated cost of the backlog is in excess of €5 billion. Because of the pressures on the regional and local road network, approximately 90% of available Exchequer grant assistance to local authorities for regional and local roads is being directed to maintenance and renewal works rather than for new roads or for road realignments.

Any road improvement projects proposed by local authorities for consideration under the Strategic Grant Programme are assessed by the Department on a case-by-case basis. All projects put forward by local authorities for consideration must comply with the requirements of the Public Spending Code and my Department's Capital Appraisal Framework.

The revised Public Spending Code requires a Strategic Assessment Report (SAR) for all projects with an estimated expenditure of €10 million or more. The SAR is now a key deliverable at the first decision stage in the project appraisal process and to date, my Department has not received a SAR from Meath County Council concerning Julianstown.

In order to facilitate the Council undertaking more detailed analysis of the traffic management issues in the vicinity of Julianstown the Department has allocated €75,000 to Meath County Council in this year's grant allocations.

Further, I am aware that Meath County Council received planning approval in November 2021 for a traffic calming scheme for the village and that the Council proposes to implement the scheme over a number of phases, subject to available resources. My Department has not received an application for funding from Meath County Council in relation to the traffic calming scheme.

Road Projects

Questions (191)

Ged Nash

Question:

191. Deputy Ged Nash asked the Minister for Transport the status of the proposed Ardee by-pass; and if he will make a statement on the matter. [7925/23]

View answer

Written answers

As Minister for Transport, I have responsibility for overall policy and exchequer funding in relation to the National Roads Programme. Under the Roads Acts 1993-2015 and in line with the National Development Plan (NDP), the planning, design and construction of individual national roads is a matter for Transport Infrastructure Ireland (TII), in conjunction with the local authorities concerned. This is also subject to the Public Spending Code and the necessary statutory approvals. In this context, TII is best placed to advise you on the status of this project.

Noting the above position, I have referred your question to TII for a direct reply. Please advise my private office if you do not receive a reply within 10 working days.

A referred reply was forwarded to the Deputy under Standing Order 51.

Road Tolls

Questions (192)

Ged Nash

Question:

192. Deputy Ged Nash asked the Minister for Transport if the review which he announced in November 2022 of plans by toll road operators to increase toll charges from 1 January 2023 has been completed; when he will publish the review; if the postponed increases will now go ahead; and if he will make a statement on the matter. [7926/23]

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Written answers

As Minister for Transport, I have responsibility for overall policy and exchequer funding in relation to the National Roads Programme. Under the Roads Acts 1993-2015, the setting of tolls is a statutory function of Transport Infrastructure Ireland (TII). The maximum toll rate is set each year based on the rate of inflation.

In the twelve month period used to calculate maximum tolls for 2023, inflation was obviously a significant issue and that was at the heart of the toll increases announced for the M50 and the eight PPP schemes.

There is no formal consultative role for me as Minister in relation to tolls, which are a matter for TII. TII are in regular contact with my Department on a range of issues and officials became aware of the fact that tolls were being examined by TII in line with its statutory function.

In late 2022, I directed that Departmental officials engage with TII to develop options that might allow for the suspension of the planned toll increases.

Following this direction, TII commenced engagement with all eight PPP companies and the suspension of these increases was agreed upon for a six month period until the end of June 2023.

Departmental Properties

Questions (193)

Carol Nolan

Question:

193. Deputy Carol Nolan asked the Minister for Transport if he has received a request from the Minister for Children, Equality, Disability, Integration and Youth to identify properties under the control of his Department or under the control of agencies under the remit of his Department for the purposes of providing accommodation to international protection applicants or beneficiaries of temporary protection; if he has identified potential properties and their locations; and if he will make a statement on the matter. [7946/23]

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Written answers

Since the Ukraine crisis commenced, my Department has received a number of requests from Minister for Children, Equality, Disability, Integration and Youth to identify relevant properties under the control of my Department or aegis bodies. In respect of the latest request, the position is set out below.

All office and other accommodation occupied by the Department of Transport is provided by the Office of Public Works (OPW) which is responsible for the procurement of office and other accommodation required for Government Departments.

The Department had planned, in consultation with the OPW, to relocate from their existing building in Shannon to a new office which had been purchased by the OPW. Given the acute refugee housing needs, and our commitment to supporting the broader Government efforts to address the accommodation crisis, we offered, through OPW, to make the new office building available to DCEDIY. We understand that the OPW and DCEDIY are progressing with plans in this regard.

The Departments’ own properties consist of Coast Guard buildings which are generally small in nature, are required for the conduct of Irish Coast Guard facilities and do not fit the description of accommodation being sought for the housing of refugees.

I will revert with the latest position in relation to agencies within ten working days.

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