Written Answers Nos. 217-231
219. Deputy Alan Dillon asked the Minister for Transport if he will support measures to promote the establishment of hydrotreated vegetable oil fuel as a viable alternative to diesel, given the growing interest in renewable energy sources and the need to transition to greener transportation options, similar to compressed natural gas, CNG; and if he will make a statement on the matter. [29501/23]
View answerHydrotreated Vegetable Oil (HVO) is a bioliquid, which when used in the transport sector is referred to as a biofuel. HVO bioliquid is also used as renewable energy for heating and power generators.
Supporting the supply of renewable energy in transport, the Renewable Transport Fuel Policy sets out the pathway to the achievement of both Climate Action Plan targets and European obligations concerning sustainability and GHG reduction criteria. The policy since 2010 has been to increase renewable energy in transport by pursuing progressive increases in the renewable transport fuel supply obligation (RTFO) on fuel suppliers, as provided for under Part 5A of the National Oil Reserves Agency Act 2007.
The trajectory of annual RTFO rate increases to 2030 as set out in the policy is designed to achieve the CAP target of an E10 (10% Ethanol) and B20 (20% Biodiesel equivalent). This is to achieve 1.08MT CO2eq carbon reduction by 2030, representing a significant portion (almost 14%) of the planned transport sector decarbonisation by 2030.
The supply of HVO, among other renewable fuels, will be critical in ensuring the 2030 Climate Action Plan target is met. A Biofuels Study Report conducted on behalf of the Department in 2022 estimated that between 570-730m litres of biodiesel/HVO could be required to meet the Climate Action Plan transport targets by 2030.
Additionally, in 2023 I made regulations under section 44G of the 2007 Act authorising the National Oil Reserves Agency (NORA) to issue additional renewable transport fuel obligation (RTFO) certificates targeting supply of specific renewable transport fuels, including HVO, Tallow Fatty Acid Methyl Ester (FAME), Biomethane, and Green Hydrogen used in transport sectors to further incentivise supply.
With regard to challenges associated with the policy of incentivising increased biofuel supply, in particular concerning future availability and meeting EU sustainability requirements, my Department will establish working groups this year involving stakeholder representatives, to work through these challenges. For example, used cooking oil (UCO), the main feedstock for HVO, is a limited resource and additional demand for it across many sectors will impact on its cost and may heighten the risk of fuel fraud in global supply chains.
To combat risks such as this the EU has introduced more rigorous verification requirements including an EU database for all biofuel supply. In this regard, my department engages with the European Commission on an ongoing basis, including through the working group on sustainability, set up under the European Renewable Energy Directive.
220. Deputy Alan Dillon asked the Minister for Transport to provide an update on the alternatively-fuelled heavy-duty vehicle purchase grant scheme introduced in March 2021; the current status of the scheme; how many applications have been received; how many have been approved; the cost of the scheme to date; the effectiveness of the scheme in promoting the adoption of alternatively-fuelled large vans, trucks, buses and coaches; and if he will make a statement on the matter. [29503/23]
View answer223. Deputy Alan Dillon asked the Minister for Transport given the positive response to the alternatively fuelled heavy-duty vehicle purchase grant scheme, the details of the additional funding allocations for the scheme in 2023; the way these funds will be utilised to further support the purchase of alternatively-fuelled heavy-duty vehicles; the outcomes that are expected from this increased investment; and if he will make a statement on the matter. [29507/23]
View answerI propose to take Questions Nos. 220 and 223 together.
Providing a sustainable, low-carbon transport system is a key priority of the Irish Government. The Programme for Government commits to 7% average annual emissions reduction to 2030; ultimately, the goal is for a zero-emission mobility system by 2050. Decarbonisation of heavy-duty vehicles will be key to achieving this objective in the transport sector.
To promote the decarbonisation of the heavy-duty sector, my Department launched the Alternatively-Fuelled Heavy-Duty Vehicle (AFHDV) Purchase Grant Scheme in March 2021. The Scheme, which is administered by TII, is intended to help bridge some of the difference in purchase price between conventional heavy-duty vehicles (HDVs) and those powered by alternatively-fuelled power-trains. To accord with EU State Aid rules, grant levels under the Scheme are calculated as a percentage of the difference in price between a conventionally-fuelled diesel HDV and its alternatively-fuelled equivalent. Maximum grant levels for eligible vehicles depend on the size of the enterprise applying for the grant.
The success of the AFHDV scheme was heavily impacted by the Covid-19 pandemic and global supply chain issues which resulted in significant delays in the grant applicants receiving their vehicles and drawing down their AFHDV grants. Transport Infrastructure Ireland is now processing 2021 and 2022 grant application drawdowns.
The AFHDV purchase grant scheme is open for applications in 2023 with a budget of €5million. The scheme has been gaining momentum recently with new applications and fund drawdowns.
To date the scheme has processed 49 applications.
|
Year |
Grant Paid |
Open/In Progress Application |
Withdrawn applications |
|
2021 |
8 |
6 |
6 |
|
2022 |
6 |
12 |
4 |
|
2023 |
1 |
6 |
0 |
|
Total |
15 |
24 |
10 |
Since the AFHDV scheme was launched on 15th March 2021 grants have been approved for 44 applications and a corresponding 180 vehicles.
Scheme Figures – Costs, committed grant funding and grants paid or in payment process.
|
Year |
Operational Cost |
Funding Committed |
Grant Paid |
|
2021 |
117,305 |
€1,248,000 |
€680,045 |
|
2022 |
86,408 |
€2,359,192 |
€795,432 |
|
2023 |
- |
€873,360 |
€122,002 |
|
Total |
203,713 |
€4,480,552 |
€1,597,479 |
221. Deputy Alan Dillon asked the Minister for Transport to elaborate on the expansion of the accelerated capital allowance scheme for natural gas propelled vehicles and equipment to include hydrotreated vegetable oil, HVO, and hydrogen vehicles and equipment; the measures that have been taken to facilitate the inclusion of HVO and green hydrogen technology within this scheme; what impact is expected from this expansion; and if he will make a statement on the matter. [29504/23]
View answerMy colleague, the Minister for Finance has responsibility for the Accelerated Capital Allowance (ACA) Scheme for Gas Vehicles and Refuelling Equipment. I understand that the Minister for Finance will review the scheme in 2024.
The scheme, which was introduced in the Finance Act 2018, provides for a 100% up-front wear and tear allowance for qualifying expenditure incurred in a given year. The Finance Act 2021 extended the scheme to 31 December 2024 and amended it to provide that hydrogen powered vehicles and refuelling equipment qualify under the scheme.
The scheme incentivises the use of natural gas, biogas, or renewable gas of non-biological origin such as green hydrogen in large vehicles such as HGVs and buses, supporting low- and zero-carbon emission alternative technology to diesel or petrol, toward achievement of 50% reduction in carbon emissions in transport by 2030.
As Minister for Transport, I have responsibility for complementary grant support provision through the alternative fuel heavy goods vehicle (AFHDV) grant, including grants awarded for the purchase gas powered vehicles.
Hydrotreated Vegetable Oil (HVO) is a bioliquid, which when used in transport is referred to as a biofuel, therefore does not qualify under the ACA scheme. It is understood that HVO can be used with no issues in conventional diesel vehicles and fuel distribution infrastructure blended with diesel or at 100% HVO.
222. Deputy Alan Dillon asked the Minister for Transport following the roll-out of the compressed natural gas, CNG, fuelling network, if he will provide an update on the progress made in establishing an extensive CNG infrastructure across the country; if there are any plans to expedite this roll-out and ensure wider accessibility of CNG as a fuel option for heavy-duty vehicles; and if he will make a statement on the matter. [29505/23]
View answerCNG is natural gas that has been compressed and stored at high pressures (over 200 bar) and is typically used as a transport fuel. It is particularly suitable for use in commercial vehicles where electric solutions are not yet a viable option. The gas used can be either natural or renewable gas that meets the network specifications, providing a pathway to more sustainable transport. Biomethane can be used with or as a substitute for natural gas in any application which uses natural gas, including transport. The Department of Agriculture, Food and the Marine are leading in the delivery of the 5.7TW/h biomethane production/anaerobic digestion development target by 2030 under the Climate Action Plan.
I made regulations authorising the National Oil Reserves Agency (NORA) to issue additional renewable transport fuel obligation (RTFO) certificates targeting supply of specific renewable transport fuels which included biomethane from 1 April 2023, further incentivising its supply for use in transport. The regulations result in a total award of 3.4 RTFO certificates for biomethane supply that has been produced from feedstocks listed in Annex IX of the EU renewable energy directive, or otherwise a total of 1.7 RTFO certificates for biomethane supply, for use in the transport sector. The renewable transport fuel obligation (RTFO) is targeted at fuel suppliers and it should be noted that it is not designed to targeting supply of biofuels or biogas to specific end user groups such as road hauliers.
Gas Networks Ireland is leading the Causeway Project, under which a network of high capacity fast-fill CNG stations and a single renewable gas injection point are being delivered. Successful delivery of these objectives will demonstrate the validity of CNG and biomethane as viable alternatives to diesel in Ireland while also helping to meet Ireland’s requirements under the EU’s Alternative Fuels Infrastructure Directive.
There are currently four operational CNG stations under the Causeway Project, which are operated by Circle K. These are located in Limerick; Cashel, County Tipperary; and Clonshaugh and Dublin Port in Dublin. Each station has the capacity to fill up to 50 HGVs a day, with each fill taking no more than five minutes. There is now a pipeline of additional public CNG stations progressing through the design, planning and construction project phases and Gas Networks Ireland expects to have five more operational by 2024. Further, four private CNG stations are in operation in Dublin, Cavan, Cork and Shannon.
Biomethane injected into Ireland’s gas network can be transported to forecourts which have a CNG refilling station. Where the biomethane is certified by an EU Voluntary scheme as meeting the sustainability and greenhouse gas reduction criteria set out in the Renewable Energy Directive, it is fully renewable. In the six months that BioCNG has been available at the four Circle K outlets, almost 1,900 tonnes of carbon emissions have been saved, equating to over 1.9 million carbon neutral kilometres.
To further promote CNG and the ongoing decarbonisation of transport, companies and enterprises who wish to buy alternatively-fuelled heavy duty vehicles as opposed to the diesel equivalent the Alternatively Fuelled Heavy Duty Vehicle Purchase Grant Scheme remains available since 2021. Further, under the Accelerated Capital Allowance (ACA) Scheme for Gas Vehicles and Refuelling Equipment, the use of CNG, biomethane or renewable gas of non-biological origin such as green hydrogen in large vehicles such as HGVs and buses is incentivised, supporting low- and zero-carbon emission alternative technology to diesel or petrol, toward achievement of 50% reduction in carbon emissions in transport by 2030, through the provision of a 100% up-front wear and tear allowance for qualifying expenditure incurred in a given year. I understand that the Minister for Finance will review the scheme in 2024.
224. Deputy Michael Healy-Rae asked the Minister for Transport if matters (details supplied) in relation to toll charges will be examined; and if he will make a statement on the matter. [29575/23]
View answerAs 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). As such, there is no formal consultative role for me as Minister in relation to tolls.
The "maximum toll" for each tolled scheme is set in accordance with the relevant scheme bye-laws, based on inflation. In the twelve month period used to calculate maximum tolls for 2023, inflation was obviously a significant issue. That was at the heart of the toll increases which were announced for the M50 and the eight PPP schemes in late 2022. Following this announcement, 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. As this six-month period is coming to an end, the planned toll increases will come into effect in July 2023.
Noting the above position, I have referred your question to TII for a direct reply regarding the tolling system and the Austrian model. Please advise my private office if you do not receive a reply within 10 working days.
225. Deputy Sean Sherlock asked the Minister for Transport if any requests for additional park-and-rides for specific festivals in an area have been received by the National Transport Authority, NTA, (details supplied). [29593/23]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. The National Transport Authority (NTA) has agreed responsibility for the planning and development of public transport infrastructure in our cities, which includes the provision of park and ride facilities through the Park and Ride Development Office.
Noting the NTA's responsibility in the matter, I have referred the Deputy's question to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 days.
226. Deputy Alan Kelly asked the Minister for Transport if he would consider asking Bus Éireann to make a small amendment to its timetable for the Sligo and Galway buses to facilitate those travelling to Limerick (details supplied). [29619/23]
View answerAs 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.
Further, Bus Éireann's Expressway services, including routes 51 and 64, are commercial bus services and responsibility for the operation of those services, including timetabling, is a matter for the company.
I have, therefore, referred the Deputy's question to Bus Éireann for direct reply. Please advise my private office if you do not receive a reply within ten working days.
227. Deputy Thomas Gould asked the Minister for Transport if he will outline the M20 redevelopment timeline; and how it will work logistically in order that there are no more delays. [29650/23]
View answerAs 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.
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.
228. Deputy Michael Healy-Rae asked the Minister for Transport about electric charging points (details supplied); and if he will make a statement on the matter. [29666/23]
View answerThe Government is fully committed to supporting a significant expansion and modernisation of the electric vehicle charging network over the coming years. In January this year, 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.
In July 2022 I launched a new dedicated Office, Zero Emission Vehicles Ireland, which will oversee and accelerate Ireland’s transition to zero emission vehicles. Further information on Zero Emission Vehicles Ireland is available at www.gov.ie/zevi.
Having an effective and reliable recharging network is essential to enabling drivers to choose electric. Home charging is the primary charging method for most Irish EV owners as it’s convenient and cheaper for the consumer as well assists in the overall management of the national grid. Over 80% of charging is expected to happen at home.
The ESB eCars charger in Dingle is currently being upgraded to a 100kW Fast Charger which will also allow two vehicles to fast charge simultaneously. Due to the power upgrade, the supply connection had to be changed. Works are progressing and once ESB eCars have the new connection, they will be able to finalise the commissioning and testing of the new station.
Notification of the works has been flagged to EV customers and every effort is made to minimise the outage period. ESB eCars will notify customers when the new station is operational. Further queries on this matter should be directed to ESB eCars directly.
229. Deputy Denis Naughten asked the Minister for Transport the reason for the delay in processing an application (details supplied) under the wheelchair accessible vehicle grant scheme; the steps he is taking to expedite such applications in view of the Government's "shameful neglect" of action on transport access issues for people with disabilities according to the Ombudsman; and if he will make a statement on the matter. [29673/23]
View answerThe regulation of the small public service vehicle (SPSV) industry, including SPSV licensing and wheelchair accessible vehicle grants, is a matter for the independent transport regulator, the National Transport Authority (NTA), under the provisions of the Taxi Regulation Acts 2013 and 2016.
I am not involved in the day-to-day operations of the SPSV industry and accordingly, I have referred your question to the NTA for direct reply to you. Please advise my private office if you do not receive a response within 10 working days.
230. Deputy Brian Leddin asked the Minister for Transport the progress of the implementation of the Connecting Ireland Rural Mobility Plan for Kerry, and in particular routes 2A from Skibbereen to Killarney and the 280 Ring of Kerry route; and if he will make a statement on the matter. [29677/23]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally. The NTA also has national responsibility for integrated local and rural transport, including delivering the Connecting Ireland Rural Mobility Plan and new Town Services.
In light of the NTA's responsibilities for the roll-out of new services, including in county Kerry, I have referred your question to the NTA for direct reply to you. Please advise my private office if you do not receive a reply within ten working days.
231. Deputy Ivana Bacik asked the Minister for Transport his views on the effect of an increase in taxi fares, implemented since September 2022, on the number of taxi drivers; the number of new taxi driver licences sought in each county in each of the years 2018, 2019, 2020, 2021, 2022, and to date in 2023; the number of active taxi driver licences in each county in each of the years 2018, 2019, 2020, 2021, 2022, and to date in 2023; and if he will make a statement on the matter. [29683/23]
View answerThe regulation of the small public service vehicle (SPSV) sector, including SPSV licensing and taxi fares, is a matter for the independent transport regulator, the National Transport Authority (NTA), under the provisions of the Taxi Regulation Act 2013.
Accordingly, I have referred your question to the NTA for direct reply to you. Please advise my private office if you do not receive a response within 10 working days.
