Vol. 462 No. 5
22 Mr. Molloy asked the Minister for Transport, Energy and Communications the current position regarding the proposed light rail transit system for Dublin; if he has satisfied himself that this new service will meet its own running costs without annual subsidy; the concerns, if any, he has regarding the sharp decline in the number of passengers using the existing DART service; and if he will make a statement on the matter. [5021/96]
240 Mr. E. Ryan asked the Minister for Transport, Energy and Communications the progress, if any, that has been made regarding the Luas; when it will commence; and when it will be completed. [4881/96]
I propose to take Questions Nos. 22 and 240 together.
The core light rail network recommended by the Dublin Transportation Initiative provides for lines to Tallaght, Cabinteely, via the Harcourt Street line, and Ballymun at an estimated cost of £300 million in 1993 prices. The Operational Programme for Transport, 1994 to 1999 provides for a total expenditure of £200 million on light rail during the period. The DTI final report endorsed this expenditure as about the limit of what could be physically implemented in the period.
A high level project team comprising CIE personnel and consultants analysed a range of possible two line combinations derived from the core light rail network which could be implemented within the £200 million allocation. These options were examined against a number of criteria including their contribution to DTI objectives, financial performance, congestion alleviation, environmental impact and ease of construction. The objective technical recommendation of the project team was that priority should be given to the construction of links to Tallaght and Dundrum.
I launched CIE's public consultation programme on the planned light rail links to Tallaght and Dundrum on 12 December 1995 following the conclusion of detailed work undertaken by the project team to identify the preferred technical route alignments for both links. In the meantime planning work on all aspects of the project is continuing and tenders have been invited by CIE for the light rail vehicles. New legislation to provide a modern statutory basis for light rail is almost drafted and will be introduced shortly.
Subject to compliance with national and EU procedures, the target is to have phase 1 of the core light rail network from Tallaght to Dundrum in operation by the year 2000. Phase 2 is planned to follow on immediately afterwards. The results of the analysis undertaken to date by the project team indicate that the light rail links to Tallaght and Dundrum will cover their operating costs from fares revenue.
While the total number of passenger journeys on the DART system fell below 16 million in 1994 for the first time in five years, I am glad to be able to inform the Deputy that patronage recovered strongly last year when total passenger journeys amounted to almost 17 million, making it the third best year since DART entered into service in 1984.
My question related to revenue and the estimated operational costs. The Minister said he is satisfied that the revenue generated will be adequate to meet the operational costs. He will be aware that CIE previously gave advice to the Government on the DART system and when one looks at the figures for 1994 one can see how inaccurate that advice and the assessments were. In 1994 the revenue from DART was £12 million whereas the annual cost of operating the system was £26 million, a loss of more than £13 million. The Minister will also be aware that between 1990 and 1994 there was a reduction of one million in the number of passengers using the DART system from 16.8 million to 15.9 million. I was encouraged to hear that the figure increased to approximately 17 million passengers last year. Has the Minister any comment to make on the financing of the DART system and its inability to meet operational costs? What was the reason for the decrease in the number of passengers using the DART system between 1990 and 1994 and for the changes——
That should be adequate for the time being.
It is fair to say that DART has been the most successful public transport initiative introduced in Dublin. That has been the clear message of the travelling public since the service was set up in 1984.
A loss of one million passengers does not represent a vote of confidence in the system.
During the years prior to the introduction of DART annual passenger carryings on the Bray to Howth line amounted to approximately eight million while today the figure is approximately 17 million. The attractiveness of DART has given rise to demands for its wider deployment. Since its inauguration, it has provided daily proof that high quality public transport can compete with private car transport. This is clearly borne out by the figures which show that at peak times in the morning 55 per cent of journeys along the DART corridor are made by public transport while 36 per cent are made by car. In the city as a whole the situation has been reversed and it is estimated that up to 6,000 cars are left at home each day by DART commuters. DART has been very successful and I welcome the upward trend in passenger numbers after a year of decline.
There were several years of decline. Between 1990 and 1994 there was a reduction of one million in the number of passengers. This does not represent a vote of confidence by the travelling public in the DART system. I am surprised at the Minister's claim that this is the most successful transport system in operation——
Ceisteanna.
——given that the cost of operating it is double the revenue received from passengers. This seems to indicate a heavy financial loss annually which will go on forever.
The Deputy seems to be imparting information rather than seeking it.
Is the Minister happy that the new light rail system will not experience similar difficulties?
I am happy that the light rail project is the correct way forward. The management structure put in place after careful assessment and scrutiny will ensure value for money, cost effectiveness and an excellent return on investment. More importantly, it will alleviate the massive traffic congestion in the city.
Is the Minister aware of the concern in some transport quarters about the wisdom of the decision to make this investment in a light rail system? Has he taken these concerns into consideration? Has he viewed the overall position and is he satisfied he should proceed with the investment in the light of concern as to its viability in the future? Given that the expectations in relation to DART were not fulfilled, we are right to raise fears that the same thing might happen in this case and that optimistic forecasts may not be fulfilled once the system is in operation.
I accept that with this level of public expenditure there is need for rigorous assessment, and the basis on which the decision has been taken must stand up to scrutiny. I am satisfied that assessment has been made. We are now involved in public consultation. There are concerns about disruption to daily life in the city during the construction phase. I have made it clear that all views will be taken into account in the consultation process, that legitimate concerns will be addressed and, where necessary, changes will be made to accommodate views that are held to be legitimate.
What is the value of the consultations referred to by the Minister when he has indicated that he has already gone to tender for part of the equipment for the system? It is a fait accompli as far as the Minister and the Department are concerned, and the consultations will not influence the Government's decision.
Much progress has been made. We do not need public consultation to tell us what type of carriage is required. That is a matter for the professionals in that field, and we have already taken advice on that aspect of it. The public consultation is in respect of the key routes and how best the programme can be implemented to cause least disruption to the public and daily activity within the city.
I thought the routes had been announced.
The routes have been announced. They will be made known to the public, and people who wish to comment on how a route might affect them or how it could be best placed or changed to accommodate the concerns of local people will be listened to during the public consultation stage and also at the public inquiry.
Can the routes be changed?
The time for priority questions is long since exhausted. We may take the remaining two questions in the category of "other questions".
