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Dáil Éireann debate -
Thursday, 12 Jul 1990

Vol. 401 No. 6

Estimates 1990. - Vote 35: Tourism and Transport (Revised Estimate).

I move:

That a sum not exceeding £134,484,000 be granted to defray the charge which will come in course of payment during the year ending on the 31st day of December, 1990, for the salaries and expenses of the Office of the Minister for Tourism and Transport, including certain services administered by that Office, and for payment of certain grants and grants-in-aid.

Cúis áthais í dom-sa Meastacháin na Roinne Turasóireachta agus Iompair a mholadh ag an bpointe seo in am dul chun cinn eacnamaíocht na tíre seo. Is cinnte go leanfaidh an eacnamaíocht sa treo seo de bharr an stiúrú smachtúil eacnamaíochta atá tugtha ag an Rialtas go dtí seo.

I am glad to introduce this Estimate at a time when the Irish economy continues to progress at an impressive rate. Our disciplined approach to management of the economy, and particularly the public finances, has helped to set the scene for the maintenance of this trend.

The two sectors of the economy with which we are dealing in this Estimate, namely tourism and transport, have played a vital part in the process. Since 1986 the number of people employed in the tourism industry has increased by about 18,000 or 32 per cent and tourism now contributes over 6 per cent of GNP. The licensed road haulage industry has expanded by almost a quarter over the same period and employment in air transport is up 20 per cent, primarily as a result of liberalisation measures in both sectors.

Expenditure on transport however still accounts for 15 per cent of our GNP. The National Development Plan 1989 to 1993 pointed out that transport costs represent between 9 to 10 per cent of export sales values to Europe, arising to a large degree from our island location off the coast of mainland Europe.

Ireland's access transport difficulties have been recognised by the EC who are making almost half a billion pounds aid available for road, rail, port and airport investments, to ease the effects of our peripheral location. An investment programme has been prepared in consultation with the Commission and I am hopeful of a decision in September on specific projects to be assisted. Liberalisation has introduced a sharp competitive element to road haulage and air services and transport costs here have begun to fall as a result.

The Transport Council agreed last March, under the Irish Presidency, to increase the quota for international carriage of goods within the Community, by 40 per cent this year. In addition, Irish hauliers are being allowed since 1 July to carry goods from point to point within another member state, subject in the short term to a licensing system known as "cabotage licensing". These are essential steps towards complete freedom of carriage by 1992. They broaden the market for the services of our international hauliers, providing them with lucrative new business opportunities and a mechanism for introducing economies in the services they provide to Irish exporters.

At the more recent Transport Council in Luxembourg, the Irish Presidency and delegation again succeeded in securing the adoption of a liberalisation package, this time for air services. The new measures include an open route schedule, sixth freedom rights, a significant expansion of fifth freedom rights, more liberal capacity sharing arrangements, a more flexible, simpler and more efficient system of fares approval, and the implementation of the first steps towards achieving a system of double disapproval for fares by 1993.

Greater market freedoms and growth in air traffic have provided new challenges for Aer Lingus, the national carrier. The airline have had to face increasing competition on established routes, to open new routes and to contend with problems such as air traffic control delays, increases in fuel costs and landing charges. Furthermore, the airline have to fund fleet renewal and expansion through a combination of own resources and borrowing, but without recourse to the Exchequer. It is imperative that the company succeed in reducing unit costs relative to other airlines and, achieve a steady rise in earnings if they are to continue to compete successfully and provide the necessary expanded services to facilitate economic growth.

Aer Lingus have been seeking to exploit their already established reputation for quality, quick turnaround and price competitiveness in aircraft maintenance. The company are planning a major increase in this area of their business with a new £35 million investment in a twin-bay B747 hangar which will be completed in spring 1991. When this project is operating to capacity, aircraft maintenance for foreign airlines will account for about 75 per cent of the total business. By 1997, the new hangar development is expected to create 560 new jobs mainly for skilled people. I might mention in passing that in the financial year just ended the average number of people in employment in Ireland by Aer Lingus and their subsidiaries was 6,556, an increase of over 17 per cent in just three years.

Our air navigation services have been gearing up to meet the demands of increased traffic. The re-equipment programme will be completed by 1992 and within budget. New control facilities, coupled with current recruitment of additional staff, will substantially expand capacity to cater for increasing traffic and further enhance safety within Irish controlled airspace.

The three State airports are also expanding to cater for increased traffic demand. The new runway at Dublin is fully operational, the main runway at Cork has been extended while improved passenger facilities are being provided at all three airports. The regional airports have also formulated plans to accommodate forecast demand.

The most direct benefits in the context of today's Estimate of all this expanded activity can be seen in the provision for a surplus surrender this year from Aer Rianta which is likely to be about £18 million while en-route facilities charges, which are collected on behalf of the State by Eurocontrol, will also realise £18 million.

Turning to sea transport, the House already had the opportunity last March, during the debate on the B & I Line Bill, to discuss the recent performance of the company. The focus for the company is now fixed firmly on the future. As the House is aware, the Minister recently asked the board of the B & I to submit proposals for the future of the company which would end the need for Exchequer support as quickly as possible and would take account of Ireland's need for adequate and competitive transport services. These proposals have now been received and are being assessed.

The Government are providing in this Estimate for grant assistance of £500,000 and a repayable loan for the same amount to Swansea Cork Ferries Limited——

——to help meet the cost of financing a ferry service between the two cities in 1990. The Government have made no commitment to funding the service beyond that date. It must prove itself this year. I understand that the company are currently satisfied with their financial and, after some initial difficulties, operational performance. These are crucial times for the service and I once again urge the people of Cork-Kerry to give it their strongest support.

Domestic passenger services are also high on our agenda. This Estimate provides for grant payments of £110.8 million to CIE in 1990. The major portion of this, £96.8 million, is a subvention towards the cost of the companies' transport services and is in line with the Government's target to reduce the subvention by 3.5 per cent in real terms each year between 1988 and 1991.

In recent years, CIE have shown that they are both willing and able to rise to the challenges of providing new and innovative public transport services. This is both refreshing and encouraging. New services such as Iarnród Éireann's rail breaks programme, Dublin Bus's local link, city speed and peripheral route services and Bus Éireann's expanded network of services linking major centres of population are particularly welcome developments.

Public transport services must continue to be more consumer oriented and delivered at the lowest possible cost to the Exchequer. This can be achieved by a unique and progressive partnership between the public and private sectors. The current review of the Road Transport Act, 1932, will be a critical ingredient in this development.

Finally, I would now like to turn to the tourism sector. The last three years have seen tremendous growth in tourist traffic. In 1989 overseas visitor numbers topped the 2.8 million mark and foreign tourism earnings were close to £1 billion. Since the beginning of 1987, visitor numbers to Ireland have grown by a massive 50 per cent and expenditure by foreign visitors by even more. The Government do not believe that this represents anything near the height of our tourism potential. It is our aim, working closely with the industry, to increase visitor numbers to over 4.5 million by 1993, boost foreign tourism revenue, and thus create 25,000 new jobs in the economy. The operational programme agreed last December with the EC Commission to cover the period up to 1993 provides for a total investment of well over £300 million by the private and public sectors in Irish tourism, including a £147 million capital injection by the European Community.

Details of over £33 million ERDF assistance for some 90 home tourism projects, involving total investment of £55 million, have already been announced. Meanwhile, the agencies responsible for the administration of the programme, namely Bord Fáilte and SFADCo, continue to process the large number of applications seeking grant aid. The investments will be complemented by a range of other EC assisted works in the area of access transport, roads and environmental services, all of which are crucial to overall tourism development. I am particularly happy to acknowledge the overwhelming response by state, semi-State and private interests to the operational programme for tourism and I look forward to major improvements in the tourism product over the next three years.

With both the Government and industry pulling together, the future for Irish tourism is bright. Current indications are that tourist numbers continue to rise and that the sector will be more or less on target again this year. This level of growth, combined with last year's increase of 16 per cent, puts the industry very much on course for achieving the five year targets up to 1993.

All in all, I am pleased to say that the tourism and transport sectors are in good shape. We know where we want to go. We also know that existing policies, and future plans based on them——

The Government are like a ship without a rudder.

——provide the framework which will allow the various strands which make up the two sectors to continue to prosper.

Molaim an Meastachán don Tí.

There has rarely been a more lethargic team in the Department of Tourism and Transport than the political heads who are there at present. There is no innovation coming from the Department. More has to be done to boost our tourism and transport industry than any other industry. Fine Gael will be opposing these Estimates.

Dublin is one of the few capital cities which does not have a conference centre. This is an enormous strategic error and one which the Minister must address immediately. A conference visitor to Ireland will spend £500, five times more than the average foreign tourist. Seventyone thousand conference visitors spend £56 million per year and this could be multiplied many times if a proper conference centre was available.

Conference business is the flagship of high value tourism. Not only do conference visitors spend much more but they spend it at the most valuable time of the year — mainly in the five months, April—June and September and October. This is the very time capacity is available and taking up this available capacity would have a dramatic effect on the year round profitability of tourism. This would greatly help to address the major financial problem of Irish tourism seasonality, and think what it would do for unemployment. It would reduce unemployment significantly and contribute to reducing it in regions which are badly in need of assistance.

Ireland is ideally placed to increase its market share in world conference business. However, instead of taking this opportunity we are in danger of letting such conference business as we have disappear because other countries have been improving their facilities, which are already way ahead of anything we can offer here. This means that badly needed jobs are being thrown away because of the lethargy of the Government, most of the Ministers of which have been in Government for three and a half years.

The feasibility of a conference centre has already been well researched. In the medium term a conference centre is viable when its contribution to the national economy is taken into account. The best return on investment would come from a 2,000 seat centre with syndicate rooms, banqueting facilities and exhibition space. A single purpose conference centre is essential; multi-purpose centres must, of their nature, be lower in quality and are, therefore, unacceptably weaker in competitive terms for this sophisticated market. This means that a successful national conference centre could not be combined with, for instance, a sports centre. The estimated time for the initiation of a conference centre to completion is three years if fast track construction techniques are combined with a strong political impetus.

The only feasible location for the centre is Dublin city where the necessary hotel, transport and other infrastructures are already in place but, since there is a spin-off with people coming to conferences touring the country, it would benefit the country as a whole. The most important and immediate issue is to arrive at the most suitable way of financing a national conference centre. The estimated capital cost is £40 million and the funding mix should include contributions from the Government, civic sources, the European Community and the private sector. Let us agree today that the project has the blessing of this House and urge the Minister to get it under way. It is a project which, in the long-term, will pay for itself many times over.

The Minister has made much of the increase in tourism traffic but that is a load of nonsense. I am sure that the Irish team and their entourage who came back last week after participating in the World Cup are classified as visitors every time they enter the country. Jack Charlton probably represents ten or 20 visitors. The same applies to all Irish people working in England who come back here several times a year to visit their families and relatives. There is an urgent need for the Central Statistics Office to properly calculate the level of tourism in this country. Obviously, people visiting friends and relatives spend a certain amount of money, but they do not take up hotel bedrooms, hire cars or eat out in restaurants to the same extent. It is wrong for the Minister to say that the Government, over the last three years, have invested to a great extent in tourism and have seen growth in that area.

A joint ITIC and Bord Fáilte document was published recently which stated that in 1979 Bord Fáilte received £32.5 million; in 1980 they received £29 million but in 1990 they received only £21 million. Yet the Minister said that the Government are committed to developing tourism. It has been made clear to Bord Fáilte that, while they got supplementary estimates in previous years, the sum of £21 million is all they will get this year, mark this, £1 million of that has been allocated for the promotion of a Japanese garden. The amount allocated to them has been more than halved, in real terms, compared with what they received in 1979. What sort of a commitment to tourism is that? It is a load of nonsense, a plume of smoke.

I now wish to refer to transport. The Minister seems determined to screw CIE and their subsidiaries, in particular Bus Éireann and Bus Átha Cliath, by his constant mutterings outside this House, yet, when I question him about it in the House, he says the reports are inaccurate. However, the papers are strewn with suggestions that he intends to award lucrative bus routes to the private sector. I am all for competition — there should be competition between the private sector and CIE — but there should be a level playing field. They should be prepared to take on a share of the loss leaders as well as a share of the profit leaders. It should be done openly and properly and the licences should be awarded in an independent manner.

I very much regret that the CIE works in Inchicore — an enormous engineering works which could be the Harland and Wolff of the Republic — is practically unused; the morale of the workforce is probably the lowest in the country. They could build tanks or buses and many other things in that works. I again urge the Minister to bring CIE and the IDA together to find a suitable project for the premises. Why are we not building the rolling stock for British Rail? They looked for outside countries to tender in this regard; why did we not submit a tender? Why is that works not being used? CIE and the IDA should be promoting the works, they could attract a Japanese company or at least get the British Rail contract. It is regrettable that the Minister has not done anything about it.

The question of monitoring some of the companies which the Minister has under his wing and what has euphemistically been called "£10 million in unreported losses" by an Aer Lingus subsidiary will require the attention of this House sooner or later. The Minister may send the reports to the Garda for a second time to keep it beyond the reach of this House and direct the board of Aer Lingus to deal with it in a disciplinary manner, even though it is the Minister's responsibility, but I will not forget this issue. This House has a right to know what happened to that £10 million. The matter stinks to high heaven and I will not rest until the House receives an explanation as to what happened in Aer Lingus and their subsidiary. No matter how long it is with the Garda and put beyond the remit of this House, I will return to the issue until we get an explanation.

Our road haulage industry has been devastated; 125,000 containers are exported through Larne, Warrenpoint and Belfast Docks for delivery as far south as London, more cheaply than we can do it because the road haulage industry are being put out of business because of levies, taxes and insurance. There is nothing going through Dublin port. What is the Minister doing about it? Nothing. There has been no innovation in tourism or transport and the Minister has nothing to say to the House in relation to camouflaged accounts.

Fine Gael will oppose this Estimate and I am sorry that I do not have enough time to give the reasons.

I am glad to have this opportunity to speak on the Tourism and Transport Estimate. It does not give me any comfort to point out that there has been a serious drop in tourist numbers in the family hotels, guesthouses and approved accommodation throughout the country. It is so serious that owners are gravely concerned; it has been described in some quarters as a disaster. What is the cause? A variety of reasons can be advanced such as bad weather, the World Cup, expensive petrol and car hire. This demonstrates the necessity for an ongoing, aggressive marketing strategy for the tourism industry. Coach tour business is improving but this factor does not impact on the incomes of the smaller sections in the industry as it is mainly confined to the larger hotels.

The target for growth which is expected to double in four years is readily attainable provided we put the necessary money into the sale of the wonderful product we have. Let us look at the tourist figures. In 1988 1.5 million came from Britain, 385,000 from the USA, 34,000 from Canada, 111,000 from France, 113,000 from Germany and 38,000 from the Netherlands. When one realises the magnitude of the population of these countries and the colossal interest in our country revealed by the high percentage who come here on holiday we recognise the wonderful opportunity presented by the new and developing airlines and competitive air fares which serve to eliminate distance. The extending air facilities and sea services now reach millions in distant communities and provide opportunities for tourism, provided marketing remains a top priority to stimulate a rising interest in the good product we have to offer and to persuade these people to buy.

What are the appealing factors of Irish tourism? The title "the green isle" has an enchantment for many. We have a clean environment, open roads, friendly, courteous people, excellent standards of accommodation and food, our rich heritage of music, song and dance and the opportunity for activitity holidays coveing horseriding, water sports, mountaineering and fishing. Fishing is probably the greatest attraction for foreign tourists. I am sure the Minister agrees the rod licence dispute did serious damage to the tourism industry. It was senseless legislation and its retention on the Statute Book is a continuing embarrassment to those promoting Irish tourism overseas. They cannot say there is free fishing in Ireland while this law remains. I appeal to the Minister here today in the brief Dáil time remaining this term to secure the co-operation of his colleague, the Minister for the Marine, to bring forward the simple amending legislation required, for which approval from all parties will be readily forthcoming, so that free fishing in Irish lakes and rivers can be really exploited.

It is necessary to comment on the standard of tourist information offices throughout the country which are vital to a growing tourism industry. In most cases they are inadequate to meet the challenge. They have not enough room for tourists at peak periods. The display space for tourism literature, maps etc, is inadequate. They are in need for a major upgrading. A professionally produced video showing features of special attraction, heritage centres, activity holidays, golf courses etc. would enhance greatly the contribution of the tourist office to the tourism industry.

I have pleasure in supporting the development of the regional airports. Erstwhile they had a domestic and commercial interest but they are now oriented mainly towards the expansion of tourism. I have learned, from a reply to a recent parliamentary question, of a State investment of £3,877,626 in the four regional airports at Galway, Farranfore, Waterford and Sligo, up to the end of June this year. In view of the capacity of these four airports to bring increased numbers of tourists to their respective areas I feel a Bord Fáilte tourist information office is a vital necessity at each of them. The Minister should arrange for the provision of a site at each airport free of charge for the operation of a State tourist information service. Ireland during the World Cup competition got huge international publicity through the team, the manager and the supporters. To capitalise on that favourable publicity it is highly desirable that there be a follow-up in marketing and promotion in the autumn in Italy, Germany and the Netherlands. Let me also draw attention to the necessity for the continuing expansion and development of conference and congress facilities which can prove very beneficial.

The factors which must be kept constantly in mind are increasing marketing and promotion in the widest possible way, securing further extended competitive air and sea fares to Ireland and, most important, ensuring that visitors coming to Ireland get value for money and, on leaving our shores as satisfied customers, are anxious to return in future.

The conditions governing the expenditure of the Structural Funds tourism moneys in Ireland are disappointing in that they exclude any aid for improvement in the accommodation sector. Much of our accommodation is in need of refurbishment and the industry itself has not the resources to meet the cost of this refurbishment. I feel an opportunity has been lost here to have a major uplifting of the standards of accommodation.

In regard to agri-tourism, if my information is correct only some 26 applications have been approved. That would represent only one in respect of each county. This is a disappointment, having regard to the fact that the scheme is practically 12 months in operation. I suggest to the Minister that it might be necessary to take this scheme back to the drawing board and that he consult with the Minister for Agriculture and Bord Fáilte with a view to bringing forward a more attractive package, as there is scope in this scheme for substantial aid from the Structural Funds.

The Cork-Swansea ferry is a vital link for the success of Irish tourism, especially in the premier centre in Ireland, the south-west, and its operation without some State guarantee would be put in jeopardy and the loss to the industry and the national finances would be drasticInvestment in tourism will bring at least eight times the return of similar investment in other sectors of this economy. The continuing "stop-go" in the Cork-Swansea ferry service has not helped its marketing. I urge the Minister to ensure that for a period of three years it is given the opportunity to build itself up into a continuing, permanent, beneficial service to tourism. The Channel Tunnel between France and Britain will bring an increased volume of tourist families in cars seeking transport to the last island outpost of the continent. Surely the Cork-Swansea ferry is a "must" in this regard.

It is disappointing that no additional moneys are being provided beyond the £21 million. Previous speakers have pointed out that there has been a reduction from £32 million. The amount should be increasing massively because of the potential there to improve the economy and the viability of the industry to create full-time employment in tourism. Unless we market and promote it it is futile——

I must ask you to conclude now.

Marketing and promoting an excellent product is the only sure way to the expansion and success we all wish the industry.

Deputy Eric Byrne. He must conclude not later than 12.28 p.m.

To be instructed to cover the issue of tourism and transport in ten minutes is, to say the least, a bit of a joke.

Hear, hear.

It contradicts the concept of democracy whereby one expects full and thorough debate particularly on issues as important as the Estimates for these sectors. However, we must be grateful for the opportunity to speak at all, given the situation here in the last week with successive guillotines on motions and so on and the Government's determination to clear the decks by providing the minimum semblance of democracy in action so that they can enjoy their three months' summer holidays. How many rural TDs will spend their holidays in Dublin this year? I presume that not a single one will spend their holidays in Dublin. If I asked the 120 TDs living outside of Dublin if they would spend one week of their 3 months' holidays in Dublin and 20 said yes, we would be doing well. Should we be surprised that so few people want to come to Dublin? Of course not. Dublin is being passed over as a holiday location. It is used mainly by tourists in transit to other areas. Dublin is getting a raw deal in relation to tourism. Dublin is not properly marketed for tourism.

The Minister for Tourism and Transport must get involved with what is happening in our capital city. Our city is being destroyed. The Minister for Tourism and Transport must confront his cabinet colleagues, particularly the Minister for the Environment and demand that in 1991 when Dublin becomes the Cultural Capital of Europe the destruction of our historical and architectural heritage, that is the destruction of listed buildings, will be stopped. The Minister should be concerned about the state of the city. It is no wonder that tourists only pass through when they see Mountjoy Square, for example, in a state of decay and dereliction or when they see the quays and the bombed out appearance of these areas. It is no wonder tourists are not interested when they see the remaining portion of our old city wall at Cornmarket in the Liberties, standing in a car park without even a plaque to identify it. It is a damning condemnation of city tourist committees and the Minister that prime historical areas that in Europe would be show pieces, are discarded and used as an obstruction in car parks in the heart of mediaeval Dublin.

Dublin is not getting the jobs it should get from tourism. A concerted effort by the Minister could reverse this. He should be concerned about the destruction of our once beautiful capital city and he must convey that concern to the cabinet. He could demand that the recently discovered sections of the old city walls and the location of the base of Isolde's Tower near Lord Edward Street be preserved and exposed to public view. Let the tourists see them and understand how ancient the city is. The Minister should guarantee that these monuments will not be cemented over to allow speculative property development to proceed.

The Minister should try to halt the continuing destruction of the fine Georgian, Edwardian and Victorian buildings for which Dublin was once famous by initiating conservation grants to be used as an incentive to maintain these buildings, many of which are very expensive to maintain as homes without assistance. Special conservation grants and home improvement grants for listed buildings would help to preserve the best of our beautiful streets and squares of architectural and cultural interest.

The Minister has not only failed Dublin with regard to tourism but he has failed to bring in a transportation policy. Already, Dublin with its comparatively low percentage of private car ownership, is unable to cope with its traffic. Does the Minister not realise that the millions of pounds being thrown into road building within the Dublin city metropolitan area cannot provide the answer to our problems? He is following out-dated policies in implementing a road based policy aimed at catering for the private motor car. The provision of massive highways throughout the city is not a solution. It is not what the public are demanding. These expansive roads are destroying communities and the character of the city. The Minister should close his ears to the lobbying of the motor and construction industry and adopt a progressive, cheaper more environmentally friendly alternative by providing a good public transport system.

The Government's priorities were clearly identified in the National Development Plan which allocated £212 million for roads in Dublin over the next five years, with just £36 million for public transport. A sum of £200 million is casually mentioned by road planners as being the cost of the eastern by-pass. This would work out at about £36 million a mile. The Minister has not recognised the essential truth borne out by the experience in cities throughout the world, that the more road space is created, the more cars will be used. The only way to relieve urban traffic congestion is to provide a fast efficient reliable and attractive public transport system which will persuade commuters to leave their cars at home.

There is a problem with Dublin port because heavy vehicles come from the port through the city to join the main road network on the outskirts. There is potential for the greater use of rail in this regard. Why should not containers which arrive in port by ship be transported by rail to a central depot outside of the city from where they can be collected by heavy goods vehicles? The rail network is there. The Minister I am sure is aware of how large containers are moved throughout Europe and the same system of transport should operate from Dublin port.

The huge success of the DART is an example of what a well managed punctual, clean, cheap, public transport service can provide. In order for the commercial inner city to survive modern, efficient, consumer friendly and environmentally friendly public transport must be put in place. This would encourage people to leave their cars at home and it would bring shoppers from the towns of Tallaght, Clondalkin and Blanchardstown into the city. An extended DART line to these areas can provide a solution as could a commitment from Iarnród Éireann to develop a modern light rail transport system complemented by bus ways and proper traffic management controls.

If we can get £32 million from the EC to reopen the Ballyconnell/Ballinamore Canal, it is outrageous that the Minister has failed to tap EC Development Funds for our public transport needs and has effectively ignored the case for up-grading the Belfast/Dublin railway line. There has been a disgraceful abandonment of this line to the Provos by the Government. It is outrageous to allow the burden for the running of that line to fall on Northern Ireland Railways, who spent £1 million on this line last year because of Provo bombings. They wish not only to keep the line open but to upgrade it. I appeal to the Minister not to abandon this line, to up-grade it as a matter of urgency, and to pursue the EC for the money for this project.

One of the successes of this Government relates to tourism. There has been great progress in the Dublin region with regard to its development as a tourist area. Because Dublin is the capital city people come to visit. I do not agree that Dublin does not have many attractions. We have many attractions and I am very pleased with developments particularly in the south inner city. If one visits the Christchurch district one will see the tremendous improvements that have taken place.

All a visitor will see are derelict sites.

Deputy Byrne should not interrupt in a limited debate.

That district attracts many visitors. People have noted the influx of tourists in the early part of the year. One of the problems faced by Dublin Tourism is that the tourist season in the capital city is confined to July and August. They have made efforts to extend that by a further month by arranging a variety of events. We must try to extend our tourist season to at least six months and arrange our tourist calendar so that we do not have to depend on the sun. The Government are moving in that direction. People are turning away from the sun spots of Spain and looking to countries like Ireland for holidays. They are seeking facilities for families and appropriate entertainment.

In this regard we should concentrate on improving our rivers and lakes. I am pleased at the progress that is taking place on the Royal and Grand canals in Dublin. I walked along the banks of the Royal Canal yesterday and I was pleased with the improvements that have taken place. I was told that by the end of 1991 the work on that canal will be completed. I hear many complaints about the condition of our roads and this prompts people to question the amount of money spent on roads. I accept that the provision of roads will not solve our transport problems but we must face the fact that they are not adequate. I hear complaints that new roads create problems for the environment but people forget that if we do not construct new roads residents in districts like East Wall, Marino, Fairview and Drumcondra will have to suffer the problems associated with constant traffic passing their houses. We must construct a road in that district to take all the heavy traffic. Dublin Port is partly land-locked and only 10 per cent of the traffic using the road in that district use the port. I do not agree with the argument that if we build more roads more cars will be purchased. In a small State like ours we will only have a certain number of cars irrespective of the number of roads we construct. The problem is that we are not making provision for commuter traffic, those driving from one part of Dublin to another. We cannot continue to block proposals to construct an essential road from Whitehall to the port. The people of East Wall, Marino and Fairview will stop all traffic if that road is not allowed to proceed. In a modern city like Dublin we should have a proper road network.

The Deputy did not mention public transport.

Some officials of the ESB, whom I would describe as lunatics, put forward a ridiculous proposal to move the port to the north of the county. They did not consult the port authority or others about this proposal. It was their view that if the port was moved north the traffic problem would be solved. That was a ludicrous suggestion.

I listened with interest to the speech by the Minister of State and I was surprised to hear the same old Government propaganda that tourism will get rid of all our ills that many jobs can be created in the tourist industry and that it was unfortunate it was not being promoted fully. The Minister told us that when the industry was properly promoted we would have a phenomenal influx of tourists and money. His speech amounted to no more than Government propaganda and many of the matters referred to in it were untrue. I accept that there is tremendous potential for the industry but we lack a cohesive and imaginative plan. The Minister of State, and the Minister for Tourism and Transport, have failed miserably in their efforts to promote tourism in recent years.

On a number of occasions I have drawn attention to the discrimination in tourist grant schemes. There is no grant available for small family run businesses to help them provide additional bedrooms or improve facilities in their small hotels or guesthouses. That is an indication of the Government's attitude to tourism. The owner of a hotel with 14 or more bedrooms is entitled to grant aid but a hotel with fewer bedrooms is not entitled to any assistance. If we are to promote tourism we must assist the owners of small hotels.

The promotion of tourism is essential. On numerous occasions the Minister said that the Government were prepared to allocate more money for the marketing and promotion of Ireland abroad if the industry were prepared to match that investment. At least 80 per cent of the money spent on promotion work was put up by the industry and the Government provided the other 20 per cent. That speaks volumes for the Government's attitude to the promotion of Ireland abroad. The industry have invested heavily in promotion work but they have not received any backing from the Government.

The overall budget for Bord Fáilte in the last 12 years has declined, expressed in 1990 terms. In real terms this year's budget is only 66 per cent of the 1979 level. I take it from that that the Government are not prepared to do anything to promote Ireland abroad. To illustrate my point I should like to quote a letter to the Editor of the Irish Independent published in the issue of that newspaper of 11 June 1990. It stated:

Sir—Having spent a holiday here in Ireland we feel that there are certain things your Tourist Board should do in order to bring Canadian tourists to your wonderfully beautiful country.

We wonder why your board does not promote Canadian tourists to visit Ireland? Very little information is available outside of Toronto and other major cities and even there it appears limited, or lumped in with Great Britain.

The general impression among Canadians is that civil war is raging. Those who mention Ireland for holidays are greeted by the comment "you must be crazy, you'll be shot".

Having enjoyed our holiday in Ireland, I know that there are thousands more like me who would like to come here if you would only promote your country and tell visitors that they will not be in a war zone.

That letter highlights the problems Bord Fáilte and others have of selling Ireland abroad. After Pan Am pulled out of Shannon I suggested that the Government should do what they could to encourage an international carrier to stop over in Ireland. Pan Am promoted Ireland in all their US offices and Air Canada, if given permission to use Ireland, could do the same throughout Canada. I have no doubt that that airline would use Ireland if they were encouraged to do so by the Government. The company have many offices throughout Canada and I have no doubt that they would promote Ireland through them.

I cannot understand why the Government sit idly by while the industry spend a lot of money promoting the country abroad. Last week the House debated a motion which expressed concern about the loss of 300 jobs in Arigna, County Roscommon and during it the Minister for Energy said that those jobs could be replaced by jobs in the tourist industry. However, he did not announce that the Government would pay grants to owners of small hotels or guesthouses. It is unfortunate that the Government do not have a plan for the tourist industry. If they continue along the road they are travelling we will lose a great industry. I appeal to the Minister to devote more money to the promotion of Ireland abroad. There is no doubt that the industry has great potential. I ask the Minister of State to bear in mind that Bord Fáilte have spent their 1990 allocation for promotion work and do not have any finances for the remaining six months. It is essential that they are given additional finance to continue their marketing programme.

Acting Chairman

I now call on Deputy Ryan and wish to inform him that he has one minute.

I am utterly appalled at the lack of commitment to public transport, in particular CIE. I welcome the opening of the new stations but, having said this, we have to provide the necessary rolling stock to enable services be provided to towns on the western and northern sides of the city. The rolling stock currently in use is in poor condition as well as being old. We should establish an industry in Inchicore. At present we are waiting for the Minister to give the go ahead for such an industry to be established. This would enable Irish people, with a proven record, build these carriages and ensure that those using the railways will travel in safety. It is a scandal that he has not yet given the go ahead.

I regret that sufficient time has not been allocated for the taking of this Estimate but let me refer, in conclusion, to the ongoing dispute at St. Margaret's in north County Dublin. The Minister has not given the go ahead to Aer Rianta to enter into realistic negotiations with the people of St. Margaret's who are affected by the extension of the runway. Because of this they have not been able to find a realistic solution to the problem. I demand that the Minister and the Government examine this problem and reach an agreement with these people. There is nothing in the Estimate which would give any hope that the problems I have referred to will be dealt with.

Acting Chairman

I thank the Deputy for co-operating with the Chair.

Ba mhaith liom mo bhuíochas a ghábháil leis na Teachtaí a labhairt ar an Meastachán. I thank the Deputies who have contributed to the debate on the Estimates. Deputies expressed the view in the course of the debate that they had insufficient time to deal with the issues. I would share this view. However, I was saddened by the way in which time was misused to filibuster debate on an issue not as important as the creation of jobs in the tourism industry. We could have used that time far more effectively and efficiently in discussing the Estimates for this Department. I agree with the Deputies when they say time has been wasted——

(Interruptions.)

It would have been far better to discuss the Estimate for this Department.

Reference was made to the need to provide conference centres. However, I wish to make it clear that such centres have been provided at many locations, including Dublin. Deputies also questioned the way in which the CSO compile figures. We try to estimate visitors, friends and relatives figures which are taken into account in drawing up programmes and plans. This is done in accordance with international practice.

Reference was also made to both public and private sector transport. I forgot to mention earlier that the 1932 Transport Act is currently being reviewed. The new arrangements must take full account of the legitimate aspirations of the private sector for more open access to the provision of services to the public and also provide the general public with the prospect of improved and more cost effective transport services.

Will they cover loss making routes?

A new Bill, to be published later this year, will introduce a meaningful and realistic degree of liberalisation into the transport area while at the same time acknowledging the important and major role that CIE will continue to play in the provision of domestic passenger services.

Reference was made also to Aer Lingus Holidays. As we are all aware, the matter is sub judice at this time but the Minister has given an undertaking to report to the House at the appropriate time.

In response to the point made about there being a lack of accommodation——

Acting Chairman

The Minister of State has one minute left.

He needs more time.

Let me say in response to the Doubting Thomases who said that our targets were too ambitious and unattainable that we are on target. My one wish is that we receive more positive support from the Opposition in line with the positive support we are getting from the industry. We led and others followed. I liked the comment about our architecture and heritage but I must say it is quite clear that the Deputy concerned, who is a member of Dublin Corporation, is passing the buck and wants me to preserve their heritage and buildings. I should also say that there are none so blind as those who do not wish to see. It should be borne in mind that hotels up and down the country have been extended and refurbished.

What about small hotels?

Surely this is an indication of the success that has been achieved. Why can the Deputies not be a little bit more positive? The taxpayer should realise that a subvention, amounting to £2 million per week, is paid to CIE and that this is an indication of our commitment to public transport.

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