Vol. 662 No. 2
12 Deputy Emmet Stagg asked the Minister for Transport if he has reviewed the new Danish road safety camera initiative; if he has been briefed by the Road Safety Authority on the new Danish programme; the position regarding the roll-out of the national speed camera network; when tendering documents will be signed; and if he will make a statement on the matter. [32527/08]
My officials are aware, from ongoing contacts with the Road Safety Authority, of the recent initiative on road safety cameras by the Danish authorities. My understanding is that those authorities have decided to launch an experiment with fixed safety cameras on selected roads to deter speeding.
Inappropriate speeding has been identified as one of the primary causes of death and injuries on Irish roads. The introduction of the safety camera network to provide 6,000 hours of enforcement per month is a specific action identified in the road safety strategy. However, the implementation of the project is a matter for the Department of Justice, Equality and Law Reform and the Garda Síochána. I understand that, following an open tender process, negotiations with a preferred bidder will take place.
I also welcome the downward trend in fatalities and injuries on the roads. However, the number of people and their families who suffer is still astonishing and a grave problem. Approximately three to five years ago, we heard from the brother of the Minister of State, the former Taoiseach, that a fixed network of 6,000 hours of speed cameras at 600 locations would be put in place. Five years later we still do not have this.
We have heard about the tendering process, six bidders, a preferred bidder and that negotiations will take place. I know the Department of Justice, Equality and Law Reform is responsible for the deployment of speed cameras. However, I understand the Department of Justice, Equality and Law Reform has signed up to cuts of at least 3% in 2009. Some people suggest these will be cuts of up to 10%. Will these include the speed camera network?
Last week the Minister for Justice, Equality and Law Reform, Deputy Dermot Ahern, made a big play of the launch of the new GATSO vans. However, this is a tiny network of eight vans for the entire country. We know from international experience, such as that of the state of Victoria in Australia which is approximately the size of our country, that every vehicle must be checked at least once every two months. The Victorian authorities in Melbourne have the ambition of checking 60% of the vehicles in the state every month. It seems we are nowhere near this while Denmark, where the number of road fatalities had been declining but which suddenly increased, responded vigorously.
I am informed by the Road Safety Authority that the Danish model is one we should adopt as soon as possible. It is a dismal prospect that we seem to be postponing the deployment of speed cameras when we know that speed kills. Speed is directly or indirectly responsible for 40% or 50% of accidents. Perhaps it is a problem in every collision and crash. We have seen this from international experience. It is time the Minister for Transport or the Minister for Justice, Equality and Law Reform stopped shilly-shallying on this and deployed the cameras. Let us really reduce the horrendous casualty rates.
I agree with the Deputy that speed is a major cause of accidents and fatalities. As Deputy Broughan stated, the preferred bidder has been selected but the entire road safety strategy is covered by a number of Departments and agencies. Having the 6,000 hours is a key part of the strategy but the Garda Síochána and the Department of Justice, Equality and Law Reform are responsible for this. We have occasional meetings with all of the agencies involved where everyone answers for progress on the strategy. If an agency or Department is falling behind it is an issue to be discussed among ourselves.
I hope the Department of Justice, Equality and Law Reform and the Garda Síochána are soon in a position to move forward and carry out what is in the strategy. Intensive meetings and discussions are taking place in all Departments about Estimates for next year. I hope it is included. I cannot say one way or another at present. It is an important part of the strategy and I hope we can tackle it.
With regard to the roll-out of the GATSO vans, does the Minister of State agree that in order for the eight cameras at 700 locations throughout the country to be effective there needs to be permanent signage erected on the 700 sections of road? Will the Minister of State put this signage in place? It does not involve a significant cost but it has a major impact.
With regard to the roll-out of the Danish model, which is the way we should go, if it is to be effective we cannot have a situation where one third of the driving public is exempt from penalty points. Does the Department have any plans to introduce a system like that in place in the UK whereby ghost driving licences are used for non-UK citizens so they can accumulate penalty points and be put off the road? This would ensure that everyone who drives on Irish roads must adhere to the laws of this country.
It is the intention to have signage where we have speed traps. Last week it was highlighted that the Garda Síochána stated gardaí are not hiding and that their preference is for people to see them, take note and stop speeding. The aim is to stop speeding and not necessarily to catch people.
The Garda Síochána also stated it was the responsibility of the Department of Transport to put it in place.
With regard to foreign drivers or drivers from the North, a number of months ago the Minister for Transport, Deputy Dempsey, and I attended a meeting with representatives from the North and Britain where we discussed doing this. It will be dealt with in two phases, bringing together and recognising disqualifications from one another's administrative area and further down the road recognising penalty points. Next March or April has been mentioned with regard to the introduction of the disqualification regime. However, having a system to recognise one another's penalty points will take a couple of years because the three administrations have different rules and regulations.
We are over time on this question and a number of Deputies have indicated.
What about a virtual licence?
I believe we have that.
When the Minister of State is overseeing the roll-out of the cameras will he ensure it is more successful than eFlow? A number of constituents have contacted me——
We have already discussed this matter.
Many constituents have contacted me——
It is not relevant.
Yesterday, I was horrified to open my post to discover a fine for going through——
This is about speed cameras.
Well, speed cameras, cameras, traffic, it is——
It is not photography either.
I ask the Leas-Cheann Comhairle for a little leeway. Will the Minister of State take up the issue with eFlow and have it put its house in order? I will not be paying this fine because I did not travel and neither did my car.
The credibility of speed limits is necessary for the credibility of speed cameras. A number of speed limits throughout the country must be examined. There is a variation of speed limits in places and outside some schools it is 80 km/h and outside others it is 60 km/h or 100 km/h. We need lower speeds in certain areas. I have been told by a county council official that the lowest speed limit possible on a road is 80 km/h. However, some roads or lanes which are public roads should have a speed limit less than 80 km/h. An issue arises with regard to this and I call on the Minister of State to examine it.
I heard what Deputy Timmins stated and new infrastructure and technology sometimes have teething problems. It does not take from the fact that they are well worthwhile and we will get there. I heard what Deputy O'Dowd stated about the inconsistency of speed limits on various roads. That needs to be put right and is being done, but there can be differences where sections of roads are built. In urban areas, local authorities currently have power to introduce lower speed limits than those mentioned by the Deputy. When I was a member of a local authority, we often talked about the need to have lower speed levels than the standard ones. That power now exists, but I suppose it depends on where a school is located. One may not be able to do it if a school is on a main road. However, the power to introduce lower speed limits is now available for local authorities to pursue.
13 Deputy Bernard Allen asked the Minister for Transport the cost to the Exchequer of the Dublin Port tunnel; and if he will make a statement on the matter. [32596/08]
As Minister for Transport, I have responsibility for overall policy and funding concerning the national roads programme element of Transport 21. The construction of the Dublin Port tunnel project was procured by Dublin City Council and funded through the NRA. I understand from the NRA that the estimated final outturn cost of the tunnel remains at €751 million.
The completion estimate for the Dublin Port tunnel is significantly higher than some earlier cost estimates frequently quoted. Many of the latter figures relate to earlier tunnel proposals, which are radically different from the tunnel as constructed. The tunnel was lengthened for environmental reasons, changed to double-bore to double capacity, and changed in design otherwise to reflect current safety requirements.
The twofold purpose of the port tunnel and the HGV management strategy, which goes with it, is to improve the flow of goods to and from Dublin Port and to remove heavy goods vehicles from the city streets. To date, the operation of both the tunnel and the strategy has made good progress in terms of both these objectives.
The key point about cost is the question of accountability for safety. The SCADA operating system has been deemed unsafe in the context of its design, architecture and every other part of it. Earlier, the Minister said he had sent a report to Brussels on the safety of the tunnel but he has refused to publish it. The report should be available and to that end the Minister should lay it before the House in the interests of transparency, openness and accountability. If the Minister is telling Europe that the tunnel is safe, he should lay the report before the House.
We have had to submit this report to the European Commission and the etiquette in that case is that it becomes a matter for the Commission as to whether it decides to publish it. I will check it out and if the situation is any different, I will revert to the Deputy concerning that matter.
As Minister for Transport, the document issued from his Department concerns a serious basic policy — the safety of the tunnel — yet he is not committed to publishing it for the Oireachtas. It does not make sense that it can go to Europe but cannot be read here.
Is the Minister denying reports that the final cost might be in the order of €1.25 billion? Can he provide us with any update? I understand that the NRA and Dublin City Council are in a legal action against Nishimatsu Mowlem Irishenco. What is the current state of play on that matter? What consequences could the outcome of that legal action have for the NRA, Dublin City Council and, above all, the Exchequer?
I wish to support my colleague, Deputy O'Dowd, concerning safety matters. It is time the Minister either published the report or got his Department to undertake a swift, independent report on safety issues, given the grave public concerns. Following the "Prime Time" programme, for example, people said they would not travel through the tunnel as they did not feel it was safe. The NRA's chief executive, Mr. Fred Barry, has reassured me that all the news on "Prime Time" was old news, but is it old news? Can we be absolutely certain that the tunnel is safe?
I am told by the NRA that it is, but I do not know how many times it must be said for people to accept it. The report was commissioned by Aegis, which is a subsidiary company of Transeur, the operator.
It is a subsidiary of the operator but it is not independent.
It highlighted deficiencies which were remedied but people do not want to accept the word of those who drew up the report. On the afternoon before the "Prime Time" programme was broadcast, it indicated that the tunnel was safe. There is not much more I can do to convince people.
As regards the cost of the tunnel, I am not saying anything other than that the estimated final outturn cost to the Exchequer is €751 million. As the Deputy will be aware, for many years there was a practice in this country whereby people put in tenders for particular projects, yet the minute their tender was accepted they appointed batteries of lawyers and quantity surveyors to see how much more money they could get from the taxpayer. I do not think this project was any different in that respect. There are processes in place but I will not be deciding the final outcome and neither will the Department nor the Government. It will presumably go through the legal or arbitration system and a final decision will be made. Suffice it to say that as far as the Department and the NRA are concerned, the costs should be €751 million and the NRA will contest anything over and above that.
I thank the Minister for his endeavours to protect the taxpayer. I wish to comment on the question posed by my colleague, Deputy O'Dowd, about the report and the Minister's reply concerning etiquette. This matter goes far beyond etiquette. Over the past year we have had a number of situations where reports have been held back or delayed. Despite mounting public concern, there has been a reluctance to have independent inquiries into various events, although that is all that would satisfy the concerns. As regards this specific request, I fail to see why the Minister cannot make the report public.
Absolutely.
I cannot understand how the Minister feels he can be doing his duty to the public who have a concern about using the tunnel.
A question, Deputy.
The question is why will the Minister not publish it? The answer he has given to date, concerning etiquette, is not satisfactory. People need to see the report and I would like to know why the Minister will not release it.
That question has now been asked twice.
Yes. If there was anything in the report concerning the safety of the tunnel, the tunnel would be closed at this stage.
Then why not release it?
14 Deputy Mary Upton asked the Minister for Transport the progress made on developing the Leinster outer orbital route; if he has reviewed and accepted the National Roads Authority’s feasibility study on this project; and if he will make a statement on the matter. [32533/08]
While I have responsibility for overall policy and funding in respect of the national roads programme element of Transport 21, the implementation of individual projects is a matter for the National Roads Authority. In 2007, the NRA completed an updated feasibility study, based on an earlier 2001 study, which considered in particular the costs and benefits of what has become known as the Leinster outer orbital route.
The updated NRA study, a copy of which was forwarded to my Department in March 2007, concluded that the Leinster orbital route linking Drogheda, Navan, Trim and Naas, is strategically beneficial for the region in terms of strengthening the links between key development centres, assisting the economic development of these centres and improving the overall regional transport network.
Neither Transport 21 nor the national development plan provides any funding for such a scheme to be constructed in the period to 2015. The Government has already made it clear, under Transport 21, that priorities for the roads investment programme after the completion of the major interurban network in 2010 will be the Atlantic road corridor as well as the improvement of other key national primary routes and the targeted improvement of certain national secondary routes.
The Leinster orbital route proposal remains an important potential element of our longer-term infrastructure development. My Department will continue to liaise with the roads and planning authorities concerned to ensure that route options are preserved free of impediment for this potential project.
In terms of the economic development of the whole province, many citizens throughout Leinster would think there is great merit in the road project from Drogheda through Navan and down to the Leas-Cheann Comhairle's constituency. Is the Minister saying the NRA feasibility study could be published so we would know the cost benefit analysis of proceeding with the road? Does he agree with Fred Barry of the NRA that the Leinster outer orbital should be its key priority after the completion of the inter urban routes in 2010?
The last time the Minister discussed the Leinster orbital in this House, the next day the Green Party rubbished what he said and stated the party would never sign up to the orbital. Is that still the case and is there a complete division of opinion on this issue within the Government?
I try not to be parochial, but I have always said that I see great merit in the potential for this particular route. It would be economically and environmentally a very positive move. It would certainly help to free up the M50 even further and would be of great benefit economically, especially as it would link all the major radial routes. I see great potential in this, but it was not included in the NDP because the work was not done on it. The programme for Government states we will continue to leave it open as an option, and it certainly will have to be considered when we are reviewing the road projects after this NDP expires.
It is not a great secret that the Green Party does not favour any kind of road development. Its members feel we currently have a sufficient amount of roads, and they are entitled to that particular belief. The Government decision on this will be made at the appropriate time and based on the wider economic and environmental issues that give rise to it.
I accept the Minister's personal commitment to this. He is introducing the Harbours (Amendment) Bill 2008 in the Seanad on Thursday which will convert Bremore Port near Drogheda into a major national port. There is a commitment in the Government programme to have greater infrastructure along this route for port access. The road is absolutely critical to it. The Green Party is opposed to this, including its Minister of State, Deputy Sargent, even though it is in his constituency. He is opposed to a road which would bring great benefits to his community and to the economy in the area. Does the Minister not think it is a disgrace the Green Party is opposed to this critical piece of infrastructure which is part of the programme for Government?
Everybody is entitled to their own beliefs and I can disagree with them.
Tell them to get lost.
I do not necessarily think it is a disgrace that they have a view contrary to my own in a couple of areas, as it is a healthy part of democracy.
Is the Green Party sending the Minister to Brussels?
I have a couple of comments before I put my question to the Minister.
The Deputy should ask the question. If he is going to make a comment, he should make it without announcing it.
I will always take instruction from you.
He is learning fast.
Having been so well advised, I shall proceed. The report today in the Fingal Independent shows that the port in Drogheda will have a capacity of 50 million tonnes. Currently, Dublin Port takes 30 million tonnes, while the port at Drogheda only takes 10 million tonnes. There will load on and load off facilities, which means many extra lorries.
Will the Deputy ask a question?
I asked the Minister before about the M50. Are we wasting our time with these upgrades and all the hassle we have caused people? If we do not build an outer route, it will be chock-a-block again in five years. Deputy Varadkar told me that such a study has been carried out and that in five or six years the road will be chock-a-block again. I do not question the Minister's commitment to it, but it is not part of Transport 21 and as this port at Bremore is going ahead, does he not agree it is totally unfair to the people of Balbriggan to be subjected to the amount of traffic that will be involved? I support this port and I recognise there is a tremendous opportunity for development in the community if it goes ahead, but the road is an integral part of it. One part cannot go ahead without the other. Will the Minister use his influence to ensure this becomes a priority project?
I agree with the Deputy that the potential development at Bremore will be beneficial to the whole region, and not just his constituency, as well as the whole country. This offers us further port capacity, so I would not disagree with the Deputy's point. If the port is to be developed in Bremore, part of that development will have to take into account the necessary road infrastructure being put in place as well. That will obviously form part of the consideration of the project. If the port is operational, that will become a factor in the review of roads policy and the development of roads in the future.
All the indicators suggest that this would be a good road project. The addition of the port would add to that potential. It will be kept under review, but it is not under the current phase of the national development plan.
15 Deputy Paul Kehoe asked the Minister for Transport the vacancies which exist on State boards or organisations which he can fill; when they first arose; and if he will make a statement on the matter. [32649/08]
25 Deputy Tom Hayes asked the Minister for Transport the appointments made by him to State boards since he came to office, including remuneration and other details; and if he will make a statement on the matter. [32645/08]
I propose to take Questions Nos. 15 and 25 together. I will circulate a table listing the appointments I have made in the period since I took office as Minister for Transport on 14 June 2007. I have made these appointments with a view to the skills and expertise relevant to each particular position, specific arrangements pertaining to certain boards such as the appointment of worker directors, as well as recognising the need to consider gender balance on State boards. The following vacancies have arisen in recent months. A vacancy arose in August 2008 at the Galway Harbour Company, and two vacancies arose at the Dublin Airport Authority in the same month. Three vacancies exist at the Cork Airport Authority, two of which arose in July and August 2008, while one arose in August 2007. The Irish Aviation Authority has one vacancy, which arose in April 2008.
The position regarding the boards of different agencies can vary depending on the statutes which govern their existence. Under the terms of the Roads Act 1993, the board of the National Roads Authority shall consist of not less than ten and not more than 14 members. The board of the NRA has remained constant at 11 members for the past number of years and I am confident this is sufficient in numbers, experience and competence to discharge its statutory functions effectively. The legislation governing appointments to Córas Iompair Éireann and its subsidiaries provides for not more than 12 members on the board of CIE itself, and for not more than nine on the boards of the three subsidiaries. As has been the case with the NRA, not all positions have been filled all of the time.
On a point of order, would it be of assistance to someone being considered for boards if he or she was chairperson of a Fianna Fáil cumann?
That is not a point of order. The Minister should complete his answer.
It is a point of fact.
It certainly would not disqualify them. In the case of the CIE subsidiaries, the legislation historically provided that powers for the appointment of directors to the boards of Bus Átha Cliath, Bus Éireann and Iarnród Éireann remained with the chairperson of the board of CIE itself, who made appointments with the consent of the Minister. This position changed very recently with the enactment of the Dublin Transport Authority Act 2008, so the power for appointments to the subsidiary boards resides with me only since August 2008. In light of the recent enactment of the Dublin Transport Authority Act and its provisions for the planned absorption of the Dublin transportation office into the new authority, I have not yet made an appointment to fill one vacancy, which arose on the steering committee of the Dublin transportation office in January this year.
One vacancy arose on the board of the Railway Procurement Agency in January last year and one on the advisory council to the Commission for Taxi Regulation in November 2006. As has been my practice to date, I will identify candidates for these and other vacancies with a view to ensuring appropriate experience and competence at board level in our agencies, as well as with appropriate regard to gender balance.
I made two appointments to Drogheda Port Company some time in the past five or six months and I recently appointed people to the Shannon-Foynes Port Company. Being a member of a Fianna Fáil cumann does not disqualify people from being appointed to a board and neither does being a former adviser to a former Tánaiste from the Labour Party.
|
Agency |
Number of Vacancies |
Date Vacancy arose |
|
Galway Harbour Company |
One |
August 2008 |
|
Dublin Airport Authority |
Two |
Both arose in August 2008 |
|
Cork Airport Authority |
Three |
Two arose in August 2008 and July 2008 respectively and one in August 2007 |
|
Irish Aviation Authority |
One |
April 2008 |
|
Agency |
Date Person Appointed to Board |
Date Appointed |
Remuneration and other details |
|
€ p.a. |
|||
|
Cork Airport Authority |
Mary O’Halloran |
01/01/2008 |
14,000 |
|
Tom O’Neill |
01/01/2008 |
14,000 |
|
|
Tony O’Connell |
01/01/2008 |
14,000. |
|
|
Sean MacSuibhne |
01/01/2008 |
14,000 |
|
|
Bill Daly (Mr Daly is a Non statutory additional worker representative) |
24/04/2008 |
0.00 |
|
|
Shannon Airport Authority |
Joe Buckley |
01/01/2008 |
14,000 |
|
John McCarthy |
01/01/2008 |
14,000 |
|
|
Linda Keane |
01/01/2008 |
14,000 |
|
|
Audrey Costello |
01/2008 |
14,000 |
|
|
Paul Dagger (Mr. Dagger is a Non statutory additional worker representative) |
01/01/2008 |
0.00 |
|
|
Irish Aviation Authority |
Eamonn Brennan |
26/07/2007 |
14,000 |
|
Claire O’Donoghue |
10/01/2008 |
14,000 |
|
|
Railway Procurement Agency |
Mr. Ciarán MacSamhráin |
27/11/2007 |
14,000 |
|
National Roads Authority |
Eugene Moore |
10/05/2008 |
9,000 |
|
Medical Bureau of Road Safety |
Professor Denis Cusack |
01/07/2007 |
Principal Officer (Higher Scale) plus an additional 20% in lieu of superannuation |
|
Advisory Council to the Commission for Taxi Regulation |
Brian Killeen |
24/07/2007 |
0.00 |
|
Declan Coburn |
08/04/2008 |
0.00 |
|
|
Port of Cork Company |
Paul Millard |
05/10/2007 |
14,000 |
|
David Doolan |
05/10/2007 |
14,000 |
|
|
Dublin Port Company |
Pat Magner |
25/07/2007 |
14,000 |
|
Charles Rochfort |
19/09/2007 |
14,000 |
|
|
John Moore |
19/09/2007 |
14,000 |
|
|
Dun Laoghaire Harbour Company |
Seighlin Lennon |
01/12/2007 |
14,000 |
|
Drogheda Port Company |
Martin Farrelly |
20/06/2008 |
7,000 |
|
Nino Binns |
20/06/2008 |
7,000 |
|
|
Shannon/Foynes Port Company |
Kay McGuinness |
25/09/2008 |
14,000 |
|
Rita McInerney |
10/10/2007 |
9,000 |
|
|
Edmund Jennings |
10/10/2007 |
9,000 |
|
|
Michael Adams |
25/09/2008 |
9,000 |
|
|
John Carr |
25/09/2008 |
9,000 |
|
|
Dick Sadlier |
25/09/2008 |
9,000 |
|
|
Port of Waterford Company |
Cllr. Thomas Cunningham |
29/04/2008 |
9,000 |
|
Galway Harbour Company |
Bobby Molloy |
04/03/2008 |
7,000 |
|
Dundalk Port Company |
Noel Lennon |
18/07/2007 |
1,750 |
|
Cllr. Seamus Keelan |
23/07/2007 |
1,750 |
|
|
Wicklow Port Company |
Cllr. Denis Teevan |
25/10/2007 |
1,750 |
Was the Minister's reference at the end of his contribution an olive branch to the Labour Party?
I am keeping my options open.
That is always sensible in uncertain times.
I wish to address the specific issue of Cork Airport and the Cork Airport Authority. The Minister will be aware that Cork Airport is currently rudderless in its leadership. Due to deep divisions in the board of Cork Airport before the summer, the chair of the board stepped down and as a result there has been a vacancy since the beginning of June. The Minister knows in some detail the complicated situation that has resulted in stagnation at Cork Airport as a result of this lack of leadership. Cork Airport is expected to compete independently with Dublin Airport yet the manager of Cork Airport is an employee of the Dublin Airport Authority. This is an untenable situation in terms of a viable ambitious future for Cork Airport. The first requirement is a new chair for the existing Cork Airport board so that there can be some discussion and leadership about the way to take Cork Airport forward and implement what is Government policy agreed to by Fine Gael to have three separately run and owned airports in Dublin, Cork and Shannon. I ask the Minister to give the House an indication as to the reason he is continuing to delay the appointment of a new chairman for the Cork Airport Authority and when he plans to address that issue.
I intend to address the issue as soon as possible. I have a number of people in mind and some individuals have been approached. Cork Airport has had a very stormy 12 or 18 months and I want to ensure that the people who are appointed to the board will be effective so that the board will work effectively as a result. I will try to resolve the issue as quickly as possible but I will also try to appoint the best possible people so that there is not a repeat of what happened over the past 12 months.
Does the Minister receive regular reports from the directors appointed by him? I refer specifically to the board of Aer Lingus. Has the Minister received reports in recent weeks about the massive cost cutting and job cutting programme on which the current chief executive seems to be embarking?
I will allow a final supplementary question from Deputy Coveney.
I appreciate it is not easy to find the best and most suitable person for what is a difficult job at Cork Airport but this is all the more reason we need somebody in place. Leaving politics aside, I appeal to the Minister to treat this issue as a priority. This is a huge issue in Cork city and county because the airport is an important gateway to that region of Ireland. There is a significant doubt about Cork Airport's ability to make decisions for itself and compete in the ambitious way it wants to. I appeal to the Minister to deal with this issue as a priority and get the right people in charge.
The Government is a shareholder in Aer Lingus and the relationship between myself and the directors would therefore be very different from the relationship I have with those I have appointed to other organisations. Information cannot be freely passed from the directors to me as a shareholder because the company is quoted on the Stock Exchange. The Deputy will be aware of the previous difficulty. However I am generally informed from what the chief executive has said publicly and discussions between my officials and the chief executive about the Aer Lingus half-yearly report on which, as a shareholder, I received a briefing. There are various contacts but the ins and outs of such contacts are not the same with regard to Aer Lingus as they might be with some of the other companies and boards where I have made appointments.
I did not think Deputy Coveney was making a political point. I accept his question and I hope he will accept my answer in the same spirit. I want to do this in the right way and as quickly as possible.
Written Answers follow Adjournment Debate.
