Seán Crowe
Ceist:26 Deputy Seán Crowe asked the Minister for Transport, Tourism and Sport his plans to remove the mandatory use requirement for cycle lanes; and if he will make a statement on the matter. [8612/11]
Other Questions
National Cycle Policy Framework
This is an easy one. The Deputy asks if there are plans to remove the mandatory use requirement for cycle lanes. The removal of the requirement to use cycle lanes where provided is one of the undertakings in the national cycle policy framework. Subject to finalising some safety aspects of the proposal, I hope to make the necessary amending regulations later in the year.
Where a cycle lane is provided, cyclists are required to use it, even if it is damaged or in a bad condition or inappropriate to use it. The Government agrees that the regulation should be changed and it will be.
Local authorities have made massive improvements to cycle lanes. I am glad to hear the Minister is reviewing the requirement to use cycle lanes, even where they are damaged, which does not make sense. In other countries alternatives are permitted if there is a pothole or other damage to cycle lanes. Has the Minister discussed the matter with the sustainable transport unit in his Department? Will he meet representatives of the Dublin Cycling Campaign? I believe they have contacted him, but I do not know if he has replied to them. Will he press forward with the commitments given in the national cycle policy framework and will he be issuing new policy statements in this regard?
The Minister of State, Deputy Alan Kelly, and I have had detailed discussions with the sustainable transport section in the Department. Subject to confirmation of the delegation order, most of these matters will fall into the brief of the Minister of State. He or I will meet representatives of the Dublin Cycling Campaign.
I have had a good look at the national cycle policy framework. It is a good framework, but what is missing is an implementation plan and budget. We must look at it closely, see which parts can be implemented and how much it will cost to do so. Like everything, it will be subject to cost constraints. There is still some money available in the sustainable transport budget. This is an area in which much can be delivered for a relatively small amount of money. I am encouraged to see that the number cycling into Dublin is increasing all the time, while the number of cars is going down. We must continue to encourage and support this trend.
I am happy with the Minister's reply. There are important projects at which we are all looking. One is the cycle path link from Clontarf to East Wall Road. If money is available, we should look at the projects that are considered most urgent and most in need of funding.
Civil Aviation Legislation
Mary Lou McDonald
Ceist:27 Deputy Mary Lou McDonald asked the Minister for Transport, Tourism and Sport if he plans to appoint authorised officers beyond members of An Garda Síochána, as foreseen under section 49 of the Air Navigation and Transport (Amendment) Act 1998 and their training requirements. [8606/11]
Section 49 of the Air Navigation and Transport (Amendment) Act 1998 gives powers to authorised officers, including members of the Garda Síochána, to inspect any civil aircraft where there are reasonable grounds for suspecting that an individual on board is guilty of one or other of the offences referred to in section 33(1)(d) of the 1988 Air Navigation and Transport Act. These include assault of a person on an aerodrome and possession of certain dangerous articles. It is considered that the powers available under statute are adequate to tackle any unlawful activities at Irish airports and as such, it is not my intention to introduce any new legislation in this area.
It is usually the Garda which is left to do the bulk of this work. What do we mean by authorised officers? Would gardaí be the only people who would deal with individuals in airports or on aeroplanes?
We hear reports on renditions in Shannon Airport. Has the Minister investigated these claims or received reports on them? We hear repeated denials, but groups such as Shannon Watch, Amnesty International and other human rights organisations suggest rendition flights have landed at Shannon Airport. Is it solely up to the Garda to investigate these occurrences? There is a fear that the Garda is part of the State apparatus and would not give a neutral opinion on this matter. Has the Minister investigated the matter?
The Garda can be trusted to be neutral in giving an opinion on this issue and in doing its job. The powers granted to authorised officers are granted to gardaí. We do not have any plans to appoint authorised officers beyond members of the Garda.
I do not want to go too much into the issue of extraordinary rendition because it is a question that should be directed to the Minister for Foreign Affairs. The Department of Transport, Tourism and Sport has some responsibility with regard to airport and air navigation Acts, but the issue of rendition, if it is occurring, is one for the Minister for Foreign Affairs. There have been a number of investigations into allegations of extraordinary rendition and none has revealed any evidence or even a specific allegation that any person on any occasion has been subject to extraordinary rendition through Ireland. I refer in particular to the investigation of the Council of Europe and the CIPT-UN committee.
The Minister referred to the issue being a matter for the Minister for Foreign Affairs. It is included here as a reply from the Department of Transport, Tourism and Sport. I ask if the Chair could rule on this question. We seem to get jumped from one Department to another and we do not get a direct answer.
The Deputy needs to put the question to the proper Minister, that is the issue.
Air Services
Jonathan O'Brien
Ceist:28 Deputy Jonathan O’Brien asked the Minister for Transport, Tourism and Sport the position regarding the public service obligation air services; his plans for the operational subvention scheme and capital grant scheme for each of the six regional airports; and if he will make a statement on the matter. [8621/11]
Charlie McConalogue
Ceist:30 Deputy Charlie McConalogue asked the Minister for Transport, Tourism and Sport the position regarding the ending of the Derry-Dublin public service obligation contract; and if he will consider reversing this decision. [8586/11]
I propose to take Questions Nos. 28 and 30 together.
A decision to reduce to two the number of routes covered by public service obligation, PSO, air services was taken in line with the value for money review of the Exchequer expenditure on the regional airports programme. This review took account of a number of factors including the performance of the services, the requirement to make best use of scarce Exchequer resources as well as improvements in alternative transport modes and changes in EU legislation covering PSO services.
I can confirm that my Department has formally applied to the European Commission to continue the routes linking Donegal and Kerry with Dublin. It is expected that the new contracts in respect of these two routes will be in place before the end of this year.
With regard to the Derry PSO route, it is not my intention to revisit the previous Government's decision regarding this route and the finance is not available to my Department to do so in any case. I am considering issues relating to the operational subvention scheme and the capital grants scheme, which also have provided for regional airports. I intend to bring proposals to Government shortly.
In this context it would be inappropriate for me to comment on any future arrangements for these schemes in advance of a Government discussion and decision on the matter.
I certainly have concerns about the different issues to do with our airports. Has the expenditure on the airports been reviewed? These services are vital to the well-being of the country and we cannot afford to lose them. I ask the Minister to provide some form of guarantee that we will not lose any more services as such losses would impact upon the areas of job creation and tourism. We need to ensure that our airports are well protected.
The regional airports and the airlines are private entities. As such, I cannot give the Deputy any guarantees on behalf of regional airports or airlines. However, I can say that the PSO for Donegal has been submitted to the European Commission as also has the PSO for Kerry. The money is available for those services and it is a Government objective that those PSOs should be in place by the end of the year. It is anticipated that the advertisement will be published in the Official Journal of the European Union by the end of this month or early next month. It is then up to the airlines to put in bids to operate those services and I hope they will do so.
Last year, 2010, the budget provided €21 million for support to regional airports and this provided for approximately 1.3 million passenger journeys at a subsidy of €40 per passenger. This year's budget was cut from €21 million to €13.4 million so the money available to support regional airports is considerably less this year than last year because of the decisions made in the last budget. There will be pressure to find a mechanism to continue to support regional airports within that spending context.
I thank the Minister for his reply but I am disappointed to hear he does not intend to revisit the Derry PSO which was terminated under the previous Government and was a decision with which I disagreed. It is welcome that the Donegal PSO will continue as this is important for Donegal, west Donegal in particular. However, the Derry PSO is particularly important for the northern Donegal area and for the north-west region. I know things are difficult financially but over the past number of years, the Irish Government put a significant investment into Derry Airport, amounting to several million euro. I do not accept the logic of either the current Government or the previous Government in having invested in Derry and then not following through as this is a very important service.
Has the Deputy a question?
I will have a question. I refer to the other transport facilities in the north-west region, rail and road services. I emphasise the importance of the A5 project from Derry to Aughnacloy and the need to work with the Northern Government to enhance and integrate the rail services from Derry to Belfast and on to Dublin. I ask if the Minister has any plans for the rail service or if he has had any contacts with his Northern counterparts in an effort to improve that rail service, considering the unfortunate position that he does not intend to revisit the Derry PSO decision.
I appreciate Deputy McConalogue's view on this matter but if the previous Government did not have the money to provide a PSO service to Derry and the economic situation has deteriorated since then, I am sure he can understand why I do not have the money to restore a PSO service to Derry. Ultimately it came down to a choice. There can only be one service for the north west and it was a choice between Carrickfin and Derry and Carrickfin was the right choice. It is not necessarily a matter of logic but rather a matter of money.
I acknowledge it is very important to retain a PSO to Donegal precisely because it is isolated and there is neither motorway access nor rail access to the county. This is the reason both the Government and I regard it as important that the PSO be retained.
On contacts with Northern counterparts, a meeting was scheduled with Conor Murphy MLA, my counterpart, but the meeting was cancelled by them as the elections are under way in the North. We anticipate that in May there will be a meeting of the North-South Ministerial Council and a bilateral meeting with the Northern Minister for Transport and all those issues will be discussed.
It seems to me no economic or social impact analysis has been carried out on decisions made to cut expenditure on services. I am familiar with Sligo Airport and I know the number of people employed there. I know the value of that airport. The PSO service has been withdrawn from it and in all probability, flights between Sligo and Dublin——
We are not talking about Sligo at the moment; we are talking about Derry.
I have a question. As well as looking at the amount of money that needs to be saved, will the Minister and his Department take into account the loss of employment with the consequential movement of those people onto jobseeker's allowance or jobseeker's benefit? There will be a reduction in tourism potential in the region because people like to be able to fly into an area from abroad. Finally and most important, industrialists considering setting up in an area want a good air service. A proper economic and social impact analysis would allow different choices and different judgments to be made. I ask the Minister if he will insist those factors be taken into account.
A value for money review was carried out and those different aspects were taken into account in that study. I do not wish to be blunt but I need to be blunt. The country is in receivership. We are way past the stage where we can do things on the basis of cost-benefit analyses. In the past when the country was not in receivership one could decide to spend €2 million and down the line that €2 million would generate €6 million or €7 million for the wider economy. We are not in that position any more. We do not have the €2 million in the first place; in fact we have minus €2 million. The context in which we are now making decisions is very different from what it was. The first question we need to ask ourselves is how much money do we have. We then need to decide how we should arrange expenditure within that constrained budget. That is the context in which decisions have to be made. We have to cut our cloth to suit our measure. That is the reality we face.
Public Transport
Richard Boyd Barrett
Ceist:29 Deputy Richard Boyd Barrett asked the Minister for Transport, Tourism and Sport his views on the Dublin bus Network Direct and its impact on communities across the city; and if he will make a statement on the matter. [8595/11]
Pearse Doherty
Ceist:49 Deputy Pearse Doherty asked the Minister for Transport, Tourism and Sport if he will provide a guarantee that Dublin Bus will not be hit with further cutbacks and planned cuts to Dublin Bus routes will not go ahead; and the supports, financial or otherwise, that will be made available to Dublin Bus. [8619/11]
Richard Boyd Barrett
Ceist:59 Deputy Richard Boyd Barrett asked the Minister for Transport, Tourism and Sport the number of bus drivers that will lose their jobs as a result of network direct; and if he will make a statement on the matter. [8596/11]
I propose to take Questions Nos. 29, 49 and 59 together.
The Deloitte report on the cost and efficiency of Dublin Bus and Bus Éireann identified significant scope for the redesign and more efficient operation of the Dublin Bus network to provide a more attractive service for existing and potential users. The redesign would achieve more frequent, streamlined and reliable services. Following publication of the report, Dublin Bus undertook an extensive review of its bus network and announced plans for the reorganisation of routes and timetables. During the review it consulted key stakeholders, customers and local representatives. The redesigned routings are being introduced on a phased basis to allow for a manageable and orderly process to take place and are expected to be completed by the middle of this year.
In 2011 Dublin Bus will receive an estimated €72.5 million in Exchequer subvention through the National Transport Authority. In the current difficult economic environment I intend to encourage efficiencies and rationalisation in Dublin Bus. I want the authority and the other agencies to work together to encourage more people out of their cars by improving their experience of public transport through greater efficiencies such as Network Direct and other improvements such as real-time passenger information and integrated ticketing. Notwithstanding the enhanced service provided by Dublin Bus as a result of Network Direct, the company must implement further cost-saving measures to reduce the level of operating losses, which amounted to approximately €13 million in 2009. Continuous efficiency in the provision of public service obligation services will be my priority in the current fiscal environment, as increased Exchequer support is not realistic at this time.
I found the Minister of State's response rather depressing. It was the same stuff I had heard from Dublin Bus when I asked it about the savage cutbacks to bus services across Dublin. I remind the Minister of State that before the general election, a policy document suggested "the bus remains the only public transport option with the short and medium term capacity to meet the growing transport needs of an increasing urban population". It referred to the "need to dramatically reform our bus networks to increase capacity, frequency and attractiveness as a public transport option". It correctly pointed out that for every bus taken off the road, 90 cars went on the road. In that context, I ask the Minister of State to scrap the Dublin Bus network review immediately. Despite its innocent name, the review is nothing but a savage, unjust and counter-productive onslaught on bus services across the city. It will result in 200 buses being removed from the bus network and 200 jobs being lost. It will cause immense suffering among the elderly, the disabled, schoolchildren and low-income families. As part of the review, some 23 routes are being scrapped, while the frequency of dozens of other routes is being reduced. As a result of these cuts, there will be an additional 2,000 cars on the road. In their pre-election manifestos the Government parties stated we needed more buses to take cars off the road.
I appeal to the Minister of State, if he is serious about his commitment to the bus network, to give a commitment to scrap the review immediately, reinstate bus services and reverse the cuts that have affected the most vulnerable people in our society, including the elderly. Perhaps he is looking for the money needed to reverse the €30 million cut in the Dublin Bus subvention. I have heard a figure of €25 million bandied about in the context of the forthcoming visits of President Obama and the queen. We should not bother bringing President Obama and the queen here. Instead, we should use the €25 million to increase the subvention to Dublin Bus. Would the money not be far better spent in that way?
Is the Deputy suggesting the queen is more important than the elderly?
I thank the Deputy for his passionate reply.
The visit will bring tourists to the country.
The queen is elderly — she is in her 80s.
She will not be using Dublin Bus.
As a former tourism executive, I am aware of the huge merit of such visits and their potential for the country. As far as the Government is concerned, the review that has been carried out is working. The main features of the redesigned network are an increase in the number of high frequency routes, more direct alignment of routes to and from key areas of work and leisure, greater use of quality bus corridors, more even headways between departures, fewer route variations, adjustments to make the network easier to understand, an increase in cross-city services and improved connections with rail and Luas transport modes.
Huge progress has been made with Dublin Bus which is very efficient in what it does. I do not want to be dumbing down some of that work. I compliment those who are working together to create these efficiencies in a difficult climate while avoiding industrial relations disputes. I compliment Dublin Bus on the manner in which it has introduced a new route network map. The provision for passengers of real-time timetable information is part of the Government's plan to try to push more people towards public transport, particularly the bus network. All of this should help Dublin Bus to safeguard its future. I suggest the results being achieved by Network Direct as part of this have been encouraging. My office has received numerous compliments about some of the services being delivered and the efficiencies taking place.
There is no doubt that Dublin Bus has done some significant work. It is one of the least subsidised operators in Europe. I refer to the extent to which the State provides funds for Dublin Bus. I suggest the ongoing review of the bus network in Dublin is designed to lead to cutbacks. That is one of the big problems I have with it. Routes are being amalgamated in a way that does not take account of the needs of communities, people who are disabled and those who find it hard to get from A to B for various reasons. The manner in which we are driving the idea of cost-cutting is putting a great deal of pressure on Dublin Bus. The invaluable service the company provides for communities cannot be weighed in terms of how much money is handed out or how much it costs. I reiterate the appeal made by Deputy Richard Boyd Barrett. The Government should try to stop the cuts being made by Dublin Bus. Will the Minister of State support Dublin Bus by giving it more funding and stopping the cutbacks?
To be fair, it is impossible to find more funding in this environment. I have some sympathy for the argument that the subvention given to Dublin Bus is low by comparison to that given to similar operators in other countries. It is a fair point and one I have made on previous occasions. The economic environment in which we find ourselves is very unfortunate. If we take money from another area, we will be left in an impossible position. If Deputies Dessie Ellis and Richard Boyd Barrett feel passionately about specific hardship issues, I will be happy to take on board anything they might have to say inside or outside this House in that regard. I will help them to make the case to the relevant authorities if it is realistic to do so. It is up to them to make the case in the first instance.
I welcome the Minister of State's offer and will take him up on it. However, this is a much bigger issue. Thousands of elderly people in Dublin, including those who are immobile or disabled, have been affected by cuts to many bus routes, including routes Nos. 3, 5, 10, 13a, 25x and 38c. There has been a disastrous attack on bus services, including Nitelink services, which are needed by some of our most vulnerable citizens such as young people and low-income families. I appeal to the new Government which before the general election correctly highlighted the importance of maintaining bus services to scrap the review which is nothing but a cover for cutbacks. It should reinstate bus services and stop the review now. The Minister of State has said there is no money to do so. While I accept the IMF stuff, I do not accept the rationale behind paying off bankers, etc. I have made a serious proposal. I ask the Minister to ask the Taoiseach not to spend €25 million or €30 million on——
The point the Deputy raises is irrelevant. He should ask a question.
May I ask where is the money?
The Deputy must ask a question about Dublin Bus.
I am asking the Minister to ask the Taoiseach not to spend €25 million on the visit of two individuals to this country. The money should be spent instead on increasing the subvention for Dublin Bus and providing the funds required to reinstate bus services which have been cut across Dublin.
This is populist nonsense.
Does the Deputy not realise the damage that would be done if the invitations were withdrawn?
Will the Minister of State ask where we will get the €25 million?
The review will not be stopped. It is not fair to describe its purpose as being to secure cutbacks. Its purpose is to obtain as much as possible for what we have. I have made an offer on specific hardship cases which need to be addressed and this will be done. We must be realistic, however.
While routes and other issues raised by the Deputy are matters for Dublin Bus, in a number of cases with which I am familiar routes have been extended and amalgamated rather than being cut. I do not accept the loss of services is at the level described by Deputy Boyd Barrett.
While I do not wish to introduce a divisive tone to the debate, in November 2010 the Fine Gael Party published——
The Deputy must ask a supplementary question.
——a document which expressed an interest in introducing the model of reform implemented in London where some bus routes were privatised. I ask the Minister to consider having the Joint Committee on Transport investigate this matter. As a member of the previous Joint Committee on Transport, I visited London with a committee delegation. We found that the model pursued for the London bus system was anything but effective in achieving cost savings and in terms of service delivery. The authorities had to spend substantial amounts trying to improve services which declined as a result of privatisation. Will the Minister ask the Joint Committee on Transport, once it has been constituted, to carry out a more detailed analysis or investigation of the Fine Gael Party proposal?
While I would not necessarily fully subscribe to the option to which the Deputy refers, every option is on the table and will be examined, including, if necessary, by the relevant committee.
While we all want Dublin Bus services to improve, difficulties arise when one tries to change services. I am involved in the Dublin Bus forum in Tallaght. As part of the consultation process, we asked for additional meetings to be held with members of the local community which relies on public transport. Will the review take into account factors such as age profile, local unemployment rates and so forth? I do not believe this is the case. Will the review and road shows take a flexible approach to making changes? Is the issue under consideration the financial viability of the routes in question? Anecdotal evidence suggests that while buses are full at specific times, it may not be financially viable to provide a full service throughout the day. In many cases, early morning bus services are the only means people have of travelling to work. Perhaps the review should consider the provision of a skeleton service at peak times to allow people to travel to and from work.
I understand and respect the reason this issue raises passions in local communities. We have encouraged as much consultation as possible. While I am open to correction, I understand demographic profiling has been done. I will ensure a full answer is provided to the Deputy's questions in this regard.
When I meet the relevant authorities I will emphasise again the need for skeleton services, particularly to serve areas on the outskirts of Dublin to enable people to commute in the mornings and evenings. The Deputy makes a good point in that regard.
Following the completion of the review, the success or otherwise of changes introduced by the National Transport Authority will be reviewed within six months. A safety valve is, therefore, available and will be used.
Question No. 30 answered with Question No. 28.
Road Network
Seán Crowe
Ceist:31 Deputy Seán Crowe asked the Minister for Transport, Tourism and Sport his plans to extend the use of bus lanes; his further plans to review the bus lane system; and if he will make a statement on the matter. [8613/11]
Following the establishment of the National Transport Authority in December 2009, responsibility for the delivery of an integrated transport system, including funding for quality bus corridors in the greater Dublin area, is a matter for the National Transport Authority. I have, therefore, asked the National Transport Authority to send the relevant information to the Deputy. I ask him to advise my private office if he does not receive a reply within ten working days.
As regards the rest of the country, my Department is funding an ongoing programme of bus priority measures — green routes — and park-and-ride facilities in the four regional cities of Cork, Galway, Limerick and Waterford. An amount of €5.5 million has been provided in 2011 to the four cities in question.
Public transport feasibility studies have been commissioned by the local authorities in the four regional cities and these were funded by my Department. The purpose of the studies is to examine the most appropriate and feasible public transport systems for the cities in question. The completed studies include recommendations in relation to bus priority measures. Some of the recommendations of the feasibility studies are already being funded under the regional cities bus priority and park-and-ride programme. Since 2006 the four cities concerned have received funding totalling €55 million under the programme.
The National Transport Authority is examining the recommendations of the completed studies as requested by my Department in consultation, as necessary, with other appropriate bodies, with a view to assessing and prioritising future public transport options for the four regional cities, having regard to the current difficult budgetary position.
On plans to review the network of bus lanes, Deputies will be aware of bus lanes being established on routes where a bus service is not provided. This is crazy and must change. Will this issue be examined as part of the review?
Another issue which arises is the use of bus lanes by non-bus traffic during off-peak times. I am aware this could give rise to difficulties but we need to take a flexible approach to the road network. It does not make sense to have bumper to bumper traffic on one lane of a road beside an unused bus lane. Will the review examine these types of issues given that they make a nonsense of the system?
I presume the Deputy's concerns relate to the greater Dublin area. The National Transport Authority is examining this matter, although it is not the subject of a review. I could request that such a review be carried out to examine matters such as the times at which the bus corridors can be used by vehicles other than buses, the success rate of each bus corridor measured against key deliverables and so forth. I will communicate further with the Deputy on the matter.
Paudie Coffey
Ceist:32 Deputy Paudie Coffey asked the Minister for Transport, Tourism and Sport the steps he will take to revise current National Roads Authority's policy to increase the number of service stations on the motorway and national roads network to ensure that there is adequate provision of rest and service areas in the interests of road users and traffic safety; and if he will make a statement on the matter. [8544/11]
Michael Colreavy
Ceist:39 Deputy Michael Colreavy asked the Minister for Transport, Tourism and Sport the tender process for services areas on new roads that is used by him. [8627/11]
I propose to take Questions Nos. 32 and 39 together.
The programme for Government includes a commitment to introduce a new procedure for answering oral questions by State bodies. The chief executive of every State-funded body will be required to attend the relevant Oireachtas committee on a regular basis to answer oral parliamentary questions which can be submitted by any Member. There will also be a liability on State bodies to answer written questions within a specified number of Dáil sitting days.
Until these new procedures are designed and implemented, I have adopted a transitional arrangement for questions on issues which are the responsibility of bodies under the aegis of my Department. Rather than seeking to have these questions disallowed, as was previously the case, I have been referring them to the relevant bodies for direct reply and have asked the Deputies concerned to revert to my office if a reply has not been received within ten working days. The House will appreciate that this approach lends itself well to written questions. However, our procedures for oral questions allow for supplementary questioning and this is clearly not appropriate when the Minister is not responsible for the issue concerned. I suggest, therefore, that Deputies table such questions for written reply only as I clearly cannot deal with them in any detail in oral replies.
As Minister for Transport, Tourism and Sport, I have responsibility for overall policy and funding for the national roads programme. The construction, improvement and maintenance of individual national roads, including service areas, is a matter for the National Roads Authority under the Roads Acts 1993 to 2007 in conjunction with the local authorities concerned. Section 54 of the Roads Act 1993 specifically provides for the National Roads Authority or a local authority to provide and-or operate service areas.
I have, therefore, referred the Deputies' questions to the National Roads Authority for direct reply. I ask them to contact my office if a reply has not been received within ten working days. Given what I have outlined, I am not in a position to respond further.
I welcome the effort by the Minister to take these questions and I note they were ruled out of order under previous Administrations. It is important we have the opportunity to put parliamentary questions to State bodies. The NRA takes direction from the line Minister, Deputy Varadkar, with regard to policy. While we must acknowledge the huge improvements in the inter-urban motorways and roads network, there is a deep deficit in regard to facilities and service stations on these networks.
Will the Minister confirm that in his deliberations with the NRA he will ask it to revise its current policy in order to allow more service stations on networks, including not only the motorways but also the national roads network? I am aware of cases, as I am sure are other Deputies, where the NRA objects to applications for new service stations on our national roads network. This is an issue we need to examine from a strategic point of view with local authorities to ensure we have adequate provision. We do not want them on every road but we want adequate provision in the interest of road safety and providing facilities for road users. I ask the Minister to consider this point.
Perhaps the right way forward is for me to arrange for the Deputy to meet the NRA to convey his views directly. The provision of service stations is an objective of the NRA but they must be considered on a case-by-case basis. It is appropriate to locate them in some places but not in others and we do not want to have too many spread out on a single road. We often find that while there is great support for service stations in some areas, people in other areas may be very much against them because they argue they take commerce out of individual towns. There is also an issue whereby private operators want to provide their own service area where one is not provided by the NRA, and they would often have expectations that the NRA will rebuild the road or build over-bridges and so on to facilitate their businesses, which is not realistic in most cases.
This is the reason the matter is left to the NRA. It is not appropriate for a Minister to make decisions on individual cases as to where service areas should be located. The right approach may be for me to organise direct engagement with the Deputy and the NRA on the matter.
I appreciate and understand the Minister's position. However, we are outlining our concerns regarding what is happening on the motorways and the Minister must take this on board. While the NRA is responsible, we all have experience of travelling on motorways where there is no place to set down and the driver must either go off the motorway despite being in between locations. The issue of safety and driver fatigue comes into the equation.
It is a serious situation. I understand some contracts are already in place and five or six stations are to be delivered. However, it is urgent that we have service areas, whether they be garages, restaurants or otherwise, where people can recuperate and have a cup of coffee. It is essential that people have breaks when they feel tired. I urge the Minister to reiterate to the NRA that it needs to deliver these service areas quickly because it is a safety issue.
In his discussions with the NRA, the Minister might raise two issues. First, he might find out what the term "service station" means. The NRA seems to believe it constitutes a very large development costing millions of euro and, therefore, difficult to provide.
That is correct.
All we seek is the provision of tea and coffee making and toilet facilities appropriate to the current lay-by system that exists. Second, the Minister should also ask the NRA why many lay-bys have their gates closed.
When the transport committee is established, it would be a good forum in which to deal with this matter. We had the opportunity previously at a time when the NRA iterated the point made by the Minister that it did not want to provide these services as it would take from people entering villages. Those of us who travel on the inter-urban routes rarely, if ever, enter villages as we continue to try to get to our ultimate destination, often at risk to ourselves and other motorists. I ask that action be taken and that, in conjunction with the issue of lay-bys, relatively small tea and coffee making and toilet services would be provided. This would be more than adequate to meet the needs of the vast majority.
Under the current policy, the NRA has identified optimum locations for 12 service areas at approximate intervals of 50 km to 60 km and legislation was amended in 2007 to allow it to do that. Generally, service areas are designed to offer a full range of services, including convenience retail services as well as extensive car, coach and HGV parking and Garda enforcement areas. In addition, the NRA provides for rest areas. While they are not a substitute for service areas, there are a number of parking areas along the major inter-urban routes where vehicles can be parked safely to allow drivers to take breaks or rest periods. In the context of a motorway, an interval of 50 km to 60 km should be adequate.
With regard to projects that have already begun, three opened for business in 2010 — two on the M1 and one on the M4 — and the authority has planning approval for four other stations, at Athlone on the M6, Cashel on the M8, Kilcullen on the M9 and Gorey on the M11, and three other service areas are being tendered at present for Athlone, Kilcullen and Gorey.
Written Answers follow Adjournment Debate.