Vol. 860 No. 3
5. Deputy Charlie McConalogue asked the Minister for Transport, Tourism and Sport if he will provide an update on his and his officials' efforts to explore options with their UK and Northern Ireland colleagues to mitigate the effect of the road user levy on Irish hauliers; his plans to introduce a similar road levy charge here; the reasons for same; and if he will make a statement on the matter. [46301/14]
This question is to ask the Minister for Transport, Tourism and Sport to provide an update on the work he and his officials have undertaken to explore options with their colleagues in the United Kingdom and in Northern Ireland to mitigate the effect of the user levy on heavy goods vehicles, HGVs, that has been introduced in recent weeks by the British Government. It also is to ask the Minister his plans, if any, to introduce a similar road levy charge here and whether he will update Members on this matter.
The Government recognises the importance of the haulage sector to the Irish economy and has introduced a number of initiatives to support Irish hauliers. It has introduced legislation to clamp down on unlicensed hauliers, a new online system for haulage licensing has been introduced and the Government has cut costs for hauliers through the fuel duty rebate scheme, which is worth more than €30 million to the industry. In November, I met the Minister for Finance and representatives of the Irish hauliers to discuss options for reducing the motor tax burden on the haulage sector. At this meeting, the Minister for Finance committed to reducing road tax on HGVs of more than 12 tonnes, with a tapering of the reduction from vehicles below that rate, starting in next year's budget.
The introduction of the United Kingdom's HGV levy was an unwelcome development for Irish hauliers, particularly for those operating in areas around the Border with Northern Ireland. Although my Department lobbied extensively against the application of the United Kingdom's HGV road user levy in Northern Ireland, the Minister for Transport in the United Kingdom refused to grant any significant concession beyond the small sections of Northern Ireland's roads that criss-cross the Border.
As for the introduction of pay-as-you-go road user charging in Ireland, this is being examined by my Department through the cross-departmental group on HGV road charging. The group issued a consultation paper on potential reform of the commercial vehicle motor tax system to stakeholders on 27 November. On completion of the consultation process, the group will submit a report with recommendations to me and to the Ministers for the Environment, Community and Local Government and Finance for consideration.
I thank the Minister for his reply. I believe the failure of the Government to secure a derogation from the British Minister for the A5 was highly disappointing and I believe such a derogation should have been achievable for the Government. Did the Minister emphasise that in recent years, the Irish Government has taken a partnership approach with regard to the financing of the preparations and plans for the aforementioned A5 to the tune of approximately €50 million and that there is a long-term agreement that future development of the road will be co-funded? It is exceptionally disappointing that the Minister did not and was not able to twist arms to emphasise to the British Minister the importance of providing a derogation for Irish road hauliers on that road. The principle already is established and as the Minister has indicated, 7 km of road that criss-crosses between counties Monaghan and south Armagh were exempted. Consequently, this can be done. This is something the Minister should have been able to achieve and it is highly disappointing he did not.
What is the Minister's view on the feasibility of the introduction of a similar system in the Republic to that introduced by the British Government to alleviate the pressure on our heavy goods vehicle hauliers?
I will let the Deputy back in.
In County Donegal alone, there are 150 separate hauliers with 500 lorries registered. Because of the high costs being imposed on them, many of them now are moving to Northern Ireland and unless immediate action is taken by the Minister, this trend will continue.
The Government and my party have done more for the haulage sector than the Deputy's party has ever promised or delivered. The Deputy should consider what the Government has delivered for the sector. The fuel rebate for hauliers was introduced in recognition of their legitimate need. Fuel duty has been frozen for the past three years in each of the budgets the Government has brought in and now, a commitment has been given to bring in a fair and sustainable tax system for the sector. The Deputy is wheeling out the rhetoric on what he believes should have been done when his own party never did anything. During the peak of greatest difficulty for the country, the Government recognised the vital contribution of the haulage sector through the delivery of the aforementioned three measures and put in place an extensive body of work to secure further recognition of this from the Government of the United Kingdom. If one examines the actual performance of the sector at present, at the end of September 2014 16,211 vehicles were operating under the road haulage operator licence, which constitutes an increase of 10.5% on the position a year earlier. A key cause of this increase was the measures brought in by the Government to support an industry it is aware is vital to the economy.
I am afraid the rhetoric is coming from the Minister's side of the Chamber this morning. The measures he outlined regarding the fuel rebate and fuel duty freezing reflect the fact that fuel prices have risen over the past three or four years. Moreover, under the present Government, albeit not necessarily entirely because of its actions but because of international pressures, the costs on the haulage industry have increased. The measure introduced by the Government was one proposed to it by the haulage industry and for which it was obliged to fight and to knock down doors over many months before it could get the Government to see the sense of it. It was a measure that led to increased revenue to the State because it ensured that more fuel was purchased in the State.
A question please.
What now has happened is that because of the policy measures taken by the British Government, costs have greatly increased. It now costs €700 to €800 to tax a heavy goods vehicle in Britain, whereas the equivalent cost for a vehicle here is €3,000 to €4,000. In the absence of an immediate response from the Minister to introduce a similar system here and following on from his failure to secure a derogation, hauliers will continue to move their registration out from our country to others.
The Deputy is over time.
This issue demands immediate action and I emphasise the importance of the Minister taking action to address the immense pressures on the haulage sector at present.
All that was missing from the Deputy's contribution was an attempt on his part to try to take credit for the measures the Government has brought in. Despite the huge mess in the midst of which the present Administration took over-----
The Minister should deal with the issue.
-----three measures have been brought in to recognise the needs of the haulage sector, including the fuel rebate scheme that has the potential to deliver more than €30 million to this sector. As its representatives have raised different issues, at each point my Department has engaged with them.
We have now made available to them a report to deal with how we put in place a sustainable and effective system for the sector in the future. The Deputy did not give any recognition to the fact that the Minister for Finance and I had met representatives of the sector. We have given them a commitment that in the next budget we will begin work to reduce the burden faced by vehicles of a particular size. This is an explicit recognition by the Government of the challenges they face and the importance of the sector, as recognised by each of the previous measures we have already introduced.
6. Deputy Thomas Pringle asked the Minister for Transport, Tourism and Sport the level of subvention that will be provided for the private operators that will be the successful tenderers for the 10% of Bus Éireann routes that will be privatised [46342/14]
The question relates to the proposed privatisation of 10% of Bus Éireann routes. What level of subsidy will be provided for the private operators by the Department?
The direct award contract for the provision of public service obligation, PSO, bus market services held by Bus Éireann expired at the end of November. The awarding of a subsequent contract is the statutory responsibility of the National Transport Authority, NTA. All Bus Éireann routes have been included in the new five year direct award contracts between the company and the NTA for the period to the end of November 2019. The NTA has announced that 10% of publicly subvented bus services will remain within the direct award contract until the end of 2016 only, after which they will be operated under a separate contract that will have been competitively tendered for, rather than privatised as the Deputy suggests. The contract will go to the best competent tenderer that can provide the best service for the least subsidy and should assist in securing efficient and cost competitive services for passengers. The outcome of tendering should be either an improvement in services at the same cost or, at the very least, the same level of service at a reduced cost. The direct answer to the question the Deputy has put to me is that the level of subvention provided can only be fully determined on completing the tendering process. Bus Éireann will be able to participate in the tender process.
The NTA expects the procurement process for the routes to be tendered to begin early next year, leading to the award of the contract in March 2016, with the successful operator commencing services in late 2016.
The chairperson of the NTA, in addressing the Joint Committee on Transport and Communications a number of months ago, said the NTA would determine the routes, schedules, vehicle types, standards, fares and customer service requirements and that the contracted operator would have no say in deciding fares, routes or frequencies. He went on to say the branding would also be determined by the authority, as well as the accessibility standards and emissions standards for pollutants and noise. Where else can competitive tendering take place, except on wages and the conditions of workers who will drive the buses on the routes chosen? Unless a substantial subsidy is provided for them, what will happen is that there will be a driving down of the terms and conditions of workers who provide services on the routes, which would be a retrograde step. The proposal is only to put out to tender 10% of routes. Bus Éireann operates services across the country, including on very unprofitable routes in rural areas, on which services must be subsidised. In selecting the 10% of routes to go out to tender the tendency will be to cherry-pick routes that will be guaranteed to make profit for the private sector, which will undermine the public service remit of Bus Éireann across the country.
An important point is that Bus Éireann and Dublin Bus will be able to participate in the tendering process. On the basis of the tenders received, the NTA will then make a determination on who can best meet the needs identified. It is also important to note, as the Deputy is aware, that we already have a very large private sector presence in the bus market, for example, in providing express services across the country or the provision of services on particular bus routes at various points within cities.
In response to the Deputy's direct question on the impact on the conditions of employees, a process is under way to examine these concerns under the auspices of the Labour Relations Commission. I will meet union representatives to discuss the matter in the next two weeks.
7. Deputy Thomas Pringle asked the Minister for Transport, Tourism and Sport if he will bring the regulations governing the vessels used in the wind work boat industry into line with the European regulations to ensure Irish boat yards may avail of opportunities to supply vessels to Irish offshore wind energy projects; and if he will make a statement on the matter. [46339/14]
This question is related to the priority question on workers in the offshore industry. It relates to the provision of work boats to service the construction of offshore wind developments, where there is potential for substantial work to be given to Irish boat yards in building and supplying the work boats necessary for future developments.
The regulations which govern maritime safety issues are complex and varied and depend on many issues such as the type of the vessel used, its size, proposed operating area and other factors. I am unclear on the particular thrust of the Deputy’s question - I am sure he will clarify the matter in his supplementary question - but I can confirm that Ireland applies the internationally recognised standards to vessels servicing the offshore renewables sector, namely, the standards of the International Maritime Organisation’s conventions governing such vessels and the relevant European regulations in this area.
In the main, the relevant conventions are the IMO SOLAS Convention, the International Load Line Convention and the EU Passenger Ship Directive 2009/45. In cases relating to vessels carrying fewer than 12 passengers, domestic legislation, that is, statutory instruments, applies. Subject to compliance with the relevant conventions and regulations to which I have referred, no restrictions apply to Irish boat yards in the supply of vessels for the offshore wind farm sector. In the case of vessels flying the Irish flag, my Department which acts as the safety regulator for the maritime sector has arrangements in place for surveying vessels. The larger vessels will be surveyed by a recognised organisation or, in the case of smaller vessels, the Department will undertake the work. Vessels meeting the required standards will be issued with the relevant convention certificates appropriate to the type of vessel in question. Similarly, a foreign flagged vessel in Ireland will need to comply with the international conventions and Irish regulations, as appropriate, to their intended operations.
As I understand it, vessels built in Ireland for work in Irish waters cannot work in other waters. Similarly, vessels operating in other European jurisdictions cannot come to Ireland to work without making substantial alterations and modifications. This hampers Irish boat yards in being able to provide vessels that can work across Europe and also avail of offshore opportunities in Irish waters. The matter is similar to the training issue for staff that I raised; the Department should re-examine the matter to ensure Irish boat yards will be in a position to avail of the opportunities that present. I understand that if developments take place on the Irish Sea, up to 40 vessels could be required at short notice and that following the construction period, there will be an ongoing requirement for vessels to carry out maintenance works. There is an opportunity, of which we should be prepared to avail.
I suggest the next step to take is similar to what I proposed in response to the Deputy's priority question. The Deputy evidently has groups or constituents with considerable expertise in the area who believe there is an opportunity in this regard. If they have ideas on how the country could best take advantage of the opportunity, I am very open to their input. The Deputy has outlined that this is a very important part of the offshore economy and the potential for it is increasing in this country and likely to grow elsewhere. The Irish maritime sector should be well placed to take advantage.
I am sure the Deputy is aware that the key issue in the application of regulations is the flag a vessel bears. If a vessel bears the Irish flag, it must comply with Irish maritime safety regulations.
All of the relevant regulations that we have laid down are recognised by the international marine organisations and the EU and give ships flagged as Irish the best opportunities on our own shores and abroad.
8. Deputy Patrick O'Donovan asked the Minister for Transport, Tourism and Sport if he will provide an update regarding proposed changes to the knowledge test for rural hackney licences; and if he will make a statement on the matter. [46016/14]
This question relates to an issue that I have been raising for some time, namely, the knowledge tests that people who apply for hackney licences in rural areas must take, the tests' level of complexity and their failure rate. They are almost designed to be failed. Will the Minister of State update me on what the National Transport Authority, NTA, and-or her Department are doing to improve the situation?
The regulation of the small public service vehicle, SPSV, industry is a matter for the NTA under the provisions of the Taxi Regulation Act 2013. I have referred the Deputy's question to it for direct reply.
Provision is made in the NTA's regulations for the grant of rural hackney licences. The Minister has no role in the matter. For the local area hackney licence, there is no requirement to undertake the industry knowledge or area knowledge test that is normally required for SPSV licences. There is no intention to alter this situation. Action No. 46 of the taxi regulation review report recommended the introduction of a local area hackney licence to address transport deficits in rural areas. Regulations providing for the introduction of such licences were made by the NTA with effect from December 2013. An Garda Síochána is the licensing authority for local area hackney driver licences and the NTA is the licensing authority for local area hackney vehicle licences.
The local area hackney licence is designed to facilitate low-cost entry into the hackney market for transport provision in rural areas. The NTA can only issue these licences where it is satisfied that there is a demand for a hackney service in the area in respect of which the licence is sought and the public transport needs of the area are not currently being adequately met. It is a local response to a local demand and is not designed to displace existing services. As the Deputy understands, parts of rural Ireland are not serviced by public transport. The local area hackney licence forms part of a suite of measures that were introduced to alleviate this difficulty. For example, if people have medical appointments, they can call a hackney licensed under this system.
I thank the Minister of State for her reply. I know that the NTA is the responsible agency, but it could be encouraged by her and her two ministerial colleagues to do a bit more. If someone in Piltown in south Kilkenny wants to become a hackney driver, much of the person's business might be in south Tipperary or Waterford, but he or she will not be asked about those areas in a knowledge test. Rather, the questions will be on places in Castlecomer and near the Laois border. Similarly, if the Minister of State, Deputy Ring, was from the town of Claremorris and wanted to take the hackney knowledge test, he would be expected to know on which street in Belmullet the funeral home was or on which street in Cong the post office was.
I have seen the tests that some people from my own county have been asked to take. On what street in Doon is the AIB is one of the questions. It is not there anymore because it has closed. If one is from Abbeyfeale in County Limerick, one is more likely to need to know places in Listowel, Knocknagoshel and Duagh in County Kerry, but one will never be asked about them. Instead, one will be asked about places 50 or 60 miles away. This is so because the test as currently constructed is designed to keep people out. This is why a new rural hackney licence needed to be introduced, but it does not address the key problem.
I am sorry, Deputy, but I will let you back in again.
We are probably discussing two distinct issues. The rural hackney licence to which I referred is flexible and responds to local demand. Features of the local area hackney licence include confirmation of the need for a proposed local area hackney service from either an established body representing local business or a community group that has been granted charitable status by Revenue; an analysis of that need carried out for the relevant local authority; a specified area of operation outside of which a licenceholder cannot advertise the provision of services; and a low-entry cost involving a vehicle licence fee of €50. Where the applicant is resident in the area to which the licence relates, he or she is not required to undertake the SPSV skills development programme. To date, 35 licence applications have been received by the NTA, four licences have been issued, four conditional offers have been made and a further four have been approved in principle, depending on the proposal of suitable vehicles.
While I accept the introduction of the rural hackney licence, this special licence was brought about because so many people were failing the knowledge test. The test is the problem. I raised this matter with the Minister of State's predecessor, the current Minister for the Environment, Community and Local Government, and with the Minister, Deputy Donohoe's predecessor at committee. The test is designed to be failed. In some instances, more than 90% of applicants fail the test every year. The NTA seems to have little interest in changing the test. Maybe it will when the new CEO takes over. I acknowledge the work of the previous CEO. This special licence was introduced because one could not find a hackney in rural areas, there were so many people failing the knowledge test.
I urge the Minister of State to do something. While I understand that this is the NTA's responsibility, will she encourage it? It is half-way down the road towards changing the knowledge test, but it needs to be nudged a bit more. It is unfair if someone from Belmullet in County Mayo is asked about places along the Sligo-Roscommon border.
I take the Deputy's points on board. We will raise the matter with the NTA. I will discuss it with my ministerial colleagues.
9. Deputy Ruth Coppinger asked the Minister for Transport, Tourism and Sport his views on the recent fare increases by Dublin Bus, Bus Éireann, Luas and Irish Rail; and if he will make a statement on the matter. [46330/14]
Will the Minister comment on the recent increases in public transport fees? Leap card fares increased at the beginning of November and cash fares on Dublin Bus increased at the beginning of December. Dublin Bus caters for 50% of all public transport users.
Notwithstanding the fact that the NTA is responsible for determining fares in respect of publicly funded bus and rail services and the fact that I have no role in the setting of public transport fares, I am aware that the changes in bus and rail fares recently announced will cause hardship for many commuters in this city and across the country. I am also aware that they may lead to some questioning the value of public transport.
As the Deputy knows, on 28 October the NTA issued its 2015 fares determinations for Luas and the CIE companies, covering monthly and annual tickets, cash fares, Leap card fares and prepaid tickets. The NTA has continued its plans to increase use of the Leap card integrated ticket by keeping fare increases to a minimum on the card when compared with cash. In fact, even with the fare increases approved by the NTA, a Leap card fare in 2015 will nearly always be the same as or lower than the cash fare was in 2012. More than 750,000 Leap cards are in circulation and almost €2 million per week is used in travel credit, which is strong evidence of the convenience and value that Leap cards offer to the travelling public.
In contrast to a trend of reducing public service obligation, PSO, allocations in recent years, I have ensured the level of PSO subvention for rail and bus services is being maintained in 2015 at current levels. The maintenance of subsidy funding for public transport at current levels has enabled the NTA to moderate the fare increases necessary so the operators can maintain as far as possible the current level of services and also can respond to sectors where demand is growing and capacity needs to be increased.
The cost of public transport is one of the reasons I was very keen to ensure we stop cutting the level of public subvention to the CIE companies and why, I hope, we will start to see that level of funding start to grow again from 2016. Coupled with increased passenger numbers in the future, I fully expect to see such fare increases become a far less frequent occurrence in the future.
It is convenient for the Minister to say he does not have a role in fare increases. It is like the HSE, Irish Water and the NTA. It is at a remove from Government. This might explain the Government parties plummeting in the polls. This is a significant increase in expenditure for ordinary working people. The cash fare to get to the city centre from Blanchardstown or Tallaght on Dublin Bus is €3.30. With a Leap card, for regular users, it is €2.60. Since this Government has come to power, the cost of public transport has increased by 48%. A fare into the city in 2011 was €2.30, now it is €3.30. Since 2007, it has increased by 75%.
A question, please.
People's wages and incomes have not increased by the same percentage and many people are in part-time and precarious work and they are working less.
The Deputy is over time.
It is costing an hour's labour to pay the bus fare.
In 2013, CIE received €408 million in current and capital funding from the Government. I am absolutely aware of the hardship the fare increases have caused, due in part to the terrible difficulty the economy is in. I have said that, as we can rebuild the level of funding, I hope and expect what has happened over the past number of years does not happen again in terms of frequency or magnitude of fare increase.
The figures speak for themselves in terms of how much funding has been made available. It amounts to over €400 million and, in response to a priority question from Deputy Niall Collins earlier, I indicated I will look to increase the level of funding and capital funding for the group to make further support available to it.
The question for Deputy Coppinger is where she believes the money could be found. Does she believe the fares should be scrapped, does she believe further money should be made available and, if so, from where?
We could try a wealth tax on anything over €1 million. That would bring in a huge amount of money, almost €3 billion. We could try a financial transactions tax. I dispute the Minister's figures in respect of subvention. The Government is deliberately allowing the public transport system to run down and to have to provide a service on less money so that the Government can privatise it in a short time. That was the aim of the previous Minister, Deputy Leo Varadkar, and it is the aim of the current Minister.
This is question time. The Deputy should put the question rather than making statements.
As it is, Dublin Bus is trying to maintain services. How can it do so with less money? Since 2009, the public transport subvention has been cut by €55 million. The NTA aims to privatise 10% of all Dublin Bus routes. Can the Minister comment on that? Workers at those companies will be transferred to the private company under recent legislation, where they are supposed to be able to maintain their wages and conditions. As we saw with the Greyhound workers, that did not work out too well.
The clock shows the Deputy's time has expired.
The Minister went over his time each time he replied.
Excuse me, I am trying to get proper answers for Deputies to their questions, not having statements.
At this point, some 181 million journeys have been made on public transport this year. It is a 4% increase over the same period one year ago and within this period Dublin Bus and Bus Éireann have recorded their first increase in passenger journeys in many years.
What strikes me about the answer provided by Deputy Coppinger is that she gives the same answer to every question. When asked where she would find more money for hospitals, she says a wealth tax, when she is asked where she would find more money for schools, she says a wealth tax, and the only thing constant in the answer is that it is the same answer to everything. She spends the money again and again and, if she was in a position to introduce it, it is likely there would be no wealth left in our country. The Deputy is speaking to the Minister who, for the first time in many years, maintained the level of subvention and current funding that went into the CIE group. I have given a commitment to look to increase the amount of capital funding in future.
Other Deputies are in the Chamber, waiting to have their question answered.
I am well aware of the difficulties people face but we have companies doing well and we have increased the funding to them for the first time in a number of years.
Deputies are sitting in the Chamber waiting for questions and Members are going over time. We only have eight minutes left. I ask Members to stick to the rules.
10. Deputy Charlie McConalogue asked the Minister for Transport, Tourism and Sport if he will provide an update on the A5 and on his recent engagement with his Northern Ireland counterparts in relation to this; and if he will make a statement on the matter. [46302/14]
I ask the Minister for an update on meetings or engagements over recent months with his northern counterparts about the development of the A5 dual carriageway from Derry to Aughnacloy.
As the Deputy is aware, there is ongoing liaison on the A5 project under the umbrella of the North-South Ministerial Council transport body. I discussed the project with my northern colleagues at the transport sectoral meeting that took place on 5 November. That is the last point at which we raised the issue. Following the judicial review decision last year quashing consent for the construction of two sections of the A5, the Department for Regional Development has been undertaking work related to appropriate assessments under the habitats directive of the impact of the A5 proposals on designated environmentally sensitive sites, reviewing and updating the environmental statement for the scheme together with the statutory orders for the scheme.
At the November transport sectoral meeting, the council noted the public consultation on the final report informing the appropriate assessment process and that the new environmental statement, when published, will be subject to public consultation and may lead to a further inquiry. In the communiqué from the meeting, Ministers noted that both Governments remain committed to the A5 scheme.
I do not need to emphasise the importance of the project for the development of the north-west region and Donegal in particular. Access routes into the county are one lane in both directions. These are exceptionally slow and there is no train line. The development of roads was impeded for years by the political instability in Northern Ireland and the lack of a partnership approach to building the necessary artery to Northern Ireland and linking up with networks in this country. Can the Minister provide clarity on the planning timeline involved and update me on funding? The Minister has told me what is happening in the process but perhaps he can tell me about the timeline for planning. When it was stopped in April 2013, we were told it would take a year. That is a year and a half ago and the Minister is now saying we could be into public inquiries and further consultations.
Thank you, I will let the Deputy back in.
The funding was ring-fenced by the Northern Ireland Government. What is the status of that? What is the level of engagement with the Minister in ensuring the money will come back to the project?
The Deputy raised two questions on planning and funding. The planning process has taken place in Northern Ireland and I play no part in it. It is an impartial planning process, as ours is. Four reports were required to follow up on the issues that led to the current state of the project. With regard to the fourth report, which is outstanding, public consultation began on 15 October and finished on 28 November.
Now these four reports are completed, the planning authorities need to make a decision on how they will move the project forward.
The funding commitments of the Northern Ireland Executive are a matter for it. I understand this is an issue to which the Northern Ireland Minister for Regional Development, Danny Kennedy, responded recently. This Government’s commitment for funding for 2015 and 2016 is still clear.
This is a matter on which I have been in ongoing correspondence with the Northern Ireland Minister for Regional Development, Danny Kennedy. This is also a matter for the Minister because the Government is in this in partnership with the Northern Administration. The only way this dual carriageway will be built is if the Minister works hand in hand with the Northern Administration to deliver it. Unfortunately, a hands-off approach has been taken, however. I accept the planning issue is an internal matter for the Northern Administration but there should be a closer working relationship between the Minister and it to ensure the project proceeds as promptly as possible, particularly regarding funding. Up to £280 million was allocated specifically to the project from the British Exchequer under the St. Andrews Agreement. Last year, over £100 million of that was released back into the Northern Ireland funding pot because the road had not progressed. This year, the same will happen.
Will the Deputy conclude? We are running out of time.
What will the Minister do to ensure the project can be delivered? What engagement has the Minister had with the Northern Administration to ensure the remaining funding will be spent on the road?
The Deputy is questioning me on decisions taken by the Northern Ireland Executive. Those are matters for it. I am subject to scrutiny by the Opposition and the Oireachtas on decisions I make. Nearly every one of the questions raised by the Deputy is on decisions made by the Northern Ireland Executive and responses it has given to where the planning process lies.
How have I taken a hands-off approach? Is the Deputy suggesting I intervene in the planning process, a process in which politicians should not be involved? Is he suggesting I get involved in a process in Northern Ireland in which the Northern Ireland Executive and politicians are closely involved? All of the matters raised by the Deputy are being dealt with by the Northern Ireland Executive.
I engaged with the Northern Ireland Executive on this matter in the first week in November. I have also met with the Good Friday committee on it. The funding commitment from this Government for 2015 and 2016 continues to be clear.
11. Deputy Thomas Pringle asked the Minister for Transport, Tourism and Sport if he will provide additional funding for infrastructure deficits along the Wild Atlantic Way, such as bridges, to assist the continued accessibility and integrity of the route that will ensure the many attractions along the route will continue to be accessible and improve the visitor experience of the way; and if he will make a statement on the matter. [46341/14]
There is a need for the roads infrastructure along the Wild Atlantic Way to be maintained and updated so as to ensure its integrity. While Fáilte Ireland has provided significant funding for discovery points and attractions along the route, it is important funding is also provided for the upgrade of the roads infrastructure, particularly for the Fintra Bridge on the R263 in Donegal which is the only access route to the Slieve League cliffs in south-west Donegal and is in need of major repair.
The Ministers of State, Deputies Ring and Ann Phelan, have maintained an extensive interest in the issue of the transport infrastructure along the Wild Atlantic Way and are very supportive of it.
The Wild Atlantic Way is Ireland's first long-distance touring route, at 2,500 km in length. It stretches from Malin Head to Mizen Head following Ireland’s Atlantic coastline. The key objective of the Wild Atlantic Way project is to motivate more overseas visitors to visit the west, to give them reasons to linger longer in terms of tourism experiences and to encourage them to engage with the landscape and communities along the route. Budget 2014 provided €8 million in capital investment for the development of the route to complete route signage and to assist in the development of the 159 discovery points, including the 15 signature discovery points along the way. Signage is now complete and the development of the discovery points will be undertaken as funding permits.
The route is already a hit in key overseas markets such as Britain, the US, France and Germany. With its capacity to attract overseas visitors and showcase the best of the west, the Wild Atlantic Way is set to be one of the most significant developments in tourism.
The National Roads Authority, NRA, in conjunction with the relevant local authorities, oversees the national road infrastructure on all of the national road network. It monitors the condition of road pavements and bridges and has suitable maintenance and repair programmes to ensure roads and bridges are structurally sound.
The improvement and maintenance of regional and local roads is the statutory responsibility of each local authority, in accordance with the provisions of section 13 of the Roads Act 1993. While councils could apply in the past for grant funding for certain road improvement projects, budgetary constraints mean that the specific improvement grants scheme has been curtailed to maximise the funding available for repair and strengthening work of the road network.
The specific improvement grants scheme has been severely curtailed. The Wild Atlantic Way is a positive development and Donegal has had great success with it this year. Tourism operators in the county report they have seen many new visitors, with many coming way up from the south to Donegal. For that reason, it is important to support the route’s infrastructure. While funding for the discovery points and attractions along the route is welcome and positive, an avenue has to be found in the Department to target funding towards the maintenance of the roads infrastructure and particularly bridges on the route. Closure of a bridge could have significant implications for the local community and tourism activities.
The Wild Atlantic Way is an outstanding success. Unfortunately, Limerick was written out of the concept. Coming down along the west coast, the route crosses the Shannon Estuary at Kilimer over to Tarbert, meaning Limerick is completely ignored. Hoteliers and other tourism groups along the N69 from Limerick city, Kildimo, Askeaton, Foynes to Glin feel due recognition is not given to their coastal communities with amenities to offer along the Shannon Estuary. How does the Minister view their perceived slight that they are not included in the main signage and promotional aspects of the Wild Atlantic Way?
I take Deputy Pringle’s point that the Wild Atlantic Way is a touring route. For it to work well, we need a route that is structurally sound. Next year, over €250 million will be spent on local and regional roads. We are looking for funding for additional projects along the route. The Wild Atlantic Way is working well and there are many years of growth ahead with it.
Regarding Deputy Niall Collins’s question on Limerick, all decisions on which towns and areas would be included in the route were taken in consultation with all local authorities on the route. The Department has done all it can to facilitate communities along the route and work with them. We will continue to do all we can to strengthen this route in so far as is possible to ensure all communities alongside it can benefit from it.
