Vol. 1034 No. 5
6. Deputy Pádraig Mac Lochlainn asked the Minister for Transport if he will provide an update on his response to the calls from the north west of Ireland for the Government to reinstate financial support to the City of Derry Airport to reflect the fact that 40% of its passengers come from County Donegal. [10009/23]
The issue here is in the question. Some 40% of passengers who use the City of Derry Airport are from Donegal. This airport has been held up by the ratepayers of Derry City and Strabane District Council for many years. There used to be a direct air route from Derry to Dublin. I ask the Government to step up and pay a fair share of the running costs of this airport, which is very important for our region.
I advise the Deputy that the City of Derry Airport sought to be included under the regional airports programme for the period from 2021 to 2025 and made a submission to a previous public consultation held by my Department in September 2019. As the Deputy has referenced, Derry airport asserts that its position is unique on the island of Ireland as it serves a large customer base on both sides of the Border. However, as advised to the airport at that time, the primary aim of the regional airports programme is to target funding, which is limited, at the smallest airports so that they can maintain compliance in the areas of safety and security in line with EU rules on state aid. Eligible airports facilitate connectivity to the regions, including to the north-west region via Donegal Airport, which is supported under the programme. While it is acknowledged that the City of Derry Airport has a role in helping to facilitate connectivity to the north-west region, extending the scope and cost of the programme to include the airport has not been an option in the context of the limited Exchequer funding previously available under the programme. Other Irish airports have also sought inclusion under the programme. Consideration of their inclusion has not been possible due to limited capacity for widening the field of supports.
The Government did previously provide Exchequer support, on a joint funding basis with the British Government, to the airport in 2005 to facilitate a capital project. A public service obligation, PSO, air service between Derry and Dublin was also previously supported. A desk-based review is currently under way.
It should be acknowledged that, while not eligible for funding from the Irish Exchequer, Derry airport, which is owned by Derry City and Strabane District Council, is in receipt of funding from that council and has also been in receipt of funding from the Northern Ireland Executive and the UK Department for Transport. Derry airport has been informed of my Department's position, most recently last November when Department officials and the Minister of State who was then in the Department, Deputy Naughton, met a delegation including management of the airport. I will engage with and meet with airport representatives in the coming months. I was actually in Derry yesterday with the Deputy's colleague, Councillor Sandra Duffy, at the launch of the new multimodal hub, which will enhance rail and bus connectivity and which we have supported. We are keen to support transport in the region. I have just set out the historic position relating to the airport and why it was not possible to provide funding under the programme for the period from 2021 to 2025.
I know the Minister of State is very familiar with the geography of Donegal and the north west. While we welcome the support and funding for the airport in west Donegal, the reality of the geography of Donegal is that people in much of north Donegal, east Donegal and the Inishowen Peninsula would use the City of Derry Airport for many of their trips, particularly across to England or Scotland. It is to be hoped that, very soon, they will be able to take trips to Dublin and on to the rest of the world. It is a critically important connection. As the Minister of State will know, the A5 has been stuck in a legal quagmire for too long and we do not have a rail connection. We do not have a motorway or rail connection to the north west so this is critical. The former Taoiseach, Deputy Micheál Martin, committed to looking at all of this through the shared island unit. I appeal to the Minister of State to work with the shared island unit and to see what he can do in his own Department to reinstate funding for the airport as soon as possible.
In the context of supporting greater connectivity on the island of Ireland, the Government agreed to take forward a review of the potential to support air routes from Cork to Belfast and from Dublin to Derry, working with the UK Government and the Northern Ireland Executive as part of our commitments under the New Decade, New Approach agreement. As I said, a desk-based review is being progressed. It has yet to be concluded and its findings have yet to be brought to us. As I said, I will seek to engage with and meet airport representatives. I understand the geography of Donegal and that west Donegal is far apart from the other side, adjacent to Derry. We have to look at this in the overall context of the previous iteration of the regional airports programme.
It was not possible. We will have to await the findings of the review.
I will reiterate some of my points. Disastrously, the A5 project has been stuck in a quagmire for too long. In fairness to the Irish Government, in the St. Andrews Agreement, it committed to co-funding that project. I am hopeful that it will eventually get started and that the Irish Government will co-fund it. There is a lot of precedent for the Irish Government co-funding strategically important transport projects in the North of Ireland that are of value to all of our citizens on the island. Among our people in Donegal, Derry and west Tyrone, there is a collective sense that they do not have equal access to transport infrastructure with regard to rail, roads and airports. For the foreseeable future, it will be important for the Irish Government to co-fund the airport in Derry. I hope that, in due course, we will have equality of infrastructure with the rest of the island.
On the overall point, as I said, I was in Derry yesterday at the launch of the multimodal hub, which is a good example of collaboration between North and South and which will be of enormous benefit to citizens in the region. I agree with the many posters I saw in the broader region yesterday with regard to the ongoing delays with the A5 and the dangerous roads, which obviously have an impact on road safety. We also have the all-island strategic rail review, which will present an exciting opportunity for North-South development when it is concluded and considered by everybody, North and South. I will engage with the airport. In parallel, a desk-based review is under way. We will keep engaging with all interested parties with regard to the outcome.
8. Deputy Cathal Crowe asked the Minister for Transport if he will give positive consideration to the reopening of Cratloe and Crusheen railway stations in County Clare; and if he will make a statement on the matter. [10271/23]
Will the Minister positively consider the reopening of Cratloe and Crusheen railway stations in County Clare?
I have responsibility for policy and overall funding of public transport, including the rail network. The operation, maintenance and renewal of that rail network and stations, including the former stations at Cratloe and Crusheen, is a matter for Iarnród Éireann in the first instance.
The Deputy will be aware that the Programme for Government: Our Shared Future commits to a fundamental change in the nature of transport. Rail has an important role to play in achieving that change. It is important that we address constraints in the rail sector and deliver a network that allows rail to fulfil its potential in pursuit of decarbonisation priorities, rural connectivity objectives and as a generator of prosperity for people across Ireland. My Department has commissioned the all-island strategic rail review with the Northern Irish Department for Infrastructure. The review will establish the strategic context for investment in rail across the island in the coming decades. Work on the review is now at an advanced stage and a key consideration of the analysis is how the rail network can support regional and rural connectivity, including in the west.
Iarnród Éireann has advised that it will keep the case for a railway station at Crusheen under review in line with future passenger demand trends but that, at present, there is no provision for a station within the current funding profile. Similarly, a reopening of the station in Cratloe has not been included in the recently published Limerick Shannon metropolitan area transport strategy. In both cases, the local passenger demand is not deemed to be at the level that would warrant the opening of a train station in the immediate future. However, I will keep these issues under review given the importance of rail, to which I have referred. In this regard, I was pleased to read that passenger numbers on the Limerick-Galway line increased by more than the numbers on any other intercity service between 2019 and 2022.
I am an avid user of the rail system. Shortly, this morning I will get on my bike, I will go on the train and I will return to County Clare.
The railway system is linear, as the Minister will be aware. It only benefits certain communities that are on the railway line or approximate to it.
In the case of Cratloe and Crusheen, it is frustrating for these communities to see the train pass them several times a day. The station in Crusheen was built in the 1860s. Cratloe was built in 1859. Crusheen closed in 1976 and Cratloe in 1963.
Both communities are very populated. They have become spillover communities, for the nearby towns of Ennis in the case of Crusheen, and Cratloe would have a lot of people from the Limerick and Shannon area.
There was €1.5 million allocated for the reopening of Crusheen in 2010. It got planning in 2011, but we have not seen it materialised. If Iarnród Éireann comes out with a recommendation that we reopen Cratloe and Crusheen, will the Minister back that with Government funding?
There were stations at Cratloe and Crusheen. Reading the background on it, they were used right into the 1980s, and 1990s even, mainly for freight or if there was a big match day, or whatever, to get to Thurles. That is in living memory. It is not as if there is not a station there. We would need to upgrade, obviously, and put in proper platforms. It is not that expensive.
The big question is whether there would be demand. The population of both villages is not that large. According to the census, both are under 1,000. The question would be: what sort of demand would there be from neighbouring villages, etc.?
I think particularly of Cratloe in terms of the Limerick metropolitan rail system because we need to develop on all four lines going into Limerick. If we do regular services, and when we start to increase, put in stations in Moyross, etc., we will keep it under review.
Cratloe also depends to a certain extent on where the rail might connect to Shannon. Should it go via Sixmilebridge or via Cratloe? Indeed, a previous study looked at where you would go on a circular route via Sixmilebridge and back via Cratloe to Limerick.
We will keep it under review. The key issue is probably the population density and the closeness to the station to justify it.
There is quite a large population in the area when looking beyond the immediacy of both of those villages. There is significant demand for this service. This service, pre-Covid, was Ireland's fastest growing railway line in terms of usage, edging close to 600,000 in late 2019.
One of the two factors that I suppose deters some people from using it is the line speed. There are commuter trains on this. They do not have Wi-Fi. They are rather slow. If people get in their car, they can get from Limerick to Ennis far quicker than the train will get them there. Line speed is a factor here. People would like to see intercity trains, acknowledging that this is Limerick to Galway and merits something better than a commuter-style train.
Of course, the other big important issue there would be Ballycar, which is a section of the line that frequently floods. That has been spoken about quite a lot. Could the Minister give any positive indication that something will happen with that in alleviating that flooding problem? Too often, that keeps the train off the line and then no one can travel on it.
The latter is a complex issue and I do not have details of it here. I do not have an update but I will try and come back to the Deputy with more information with regard to that.
With the introduction of the assembly up North, and even if that does not take place, we will have to look at some mechanism of advancing the strategic rail review. It sets out recommendations in respect of line speed across the range of different type of routes that we have. Deputy Crowe will have heard, as will Deputy Ó Cuív who is beside him, this concept that we do the western rail corridor right the way from Rosslare to Ballina-Westport. We need to look at that as a whole. It is not only for passenger traffic; it is also for freight traffic.
I do not know if line speed is the key issue there. First, we need to connect up the missing pieces and also develop frequency. If passengers were given a choice between a more frequent service - earlier and later trains - versus investing in faster ones, frequency might be what we would go for first and foremost because it is very popular. Even though, as the Deputy states, it can be quicker to drive, people get stuck in traffic, they have to park, they have to pay for the parking and they have all the inconvenience of that. People are answering with their feet. When we put in public transport service, the demand goes up. The frequency and the length of the service is what we should invest in.
9. Deputy Éamon Ó Cuív asked the Minister for Transport the amount made available for greenways from Athenry to Collooney this year; the work to be done with this allocation; if he can confirm if he has instructed that any greenway planned will not interfere with the closed railway line from Athenry to Collooney, which is being considered for reopening as part of the strategic rail review; and if he will make a statement on the matter. [10330/23]
With that upbeat assessment of where we are going, as the Minister will be aware, I totally concur with him. My question is, in regard to the money that has been available for greenways from Athenry to Collooney, will there be a instruction given that the work cannot be done at the risk of destroying existing infrastructure that could be used for rail in the future? We need clarification on this issue. We all support greenways, but we do not support greenways that destroy one thing to give you another.
Some €63 million has been allocated by my Department to Transport Infrastructure Ireland, TII, this year for the delivery of its greenway programme. Of this, €4.65 million has been allocated to Galway County Council and €790,000 to Sligo County Council for greenway projects under their remit.
Two TII-funded greenways are currently being progressed between Athenry and Collooney. Some €400,000 has been allocated this year for the progression of the Charlestown/Bellahy-to-Collooney section of the Sligo greenway through phase 1, that is concept and feasibility, and phase 2, that is, options selection, of the TII project management guidelines.
In addition, €300,000 has been allocated to appoint consultants to progress the Athenry and Milltown greenway through phase 2 - options selection. The options selection process for both projects will have due regard to all options considered reasonable between Charlestown-Bellahy and Collooney and between Athenry and Milltown, and will also have regard to the outcome of the strategic rail review, in particular, the proposals for the potential reopening of the western rail corridor.
As the Deputy will be aware, the strategic rail review is being undertaken in co-operation with the Department for Infrastructure in Northern Ireland. It will inform the development of the railway sector on the island of Ireland over the coming decades. The review is at an advanced stage.
Publication of the final report will follow after it has been considered and approved at ministerial level here and in Northern Ireland. Any affected potential greenways will be given due consideration. It should be noted that in some instances it may be feasible to run a greenway alongside a rail line. Whilst this may be more costly, if an economic case is made it may allow for the provision of both services.
To answer the Deputy's question directly, nothing will be done which threatens or undermines the ability for us to reopen a rail line. We will look at a variety of different options, such as running alongside. Nothing will be done which would rule out the rail option in what we do on the greenway.
Following the process, do I take it that nothing will be done ahead of the rail review being published and decisions being made on it? When the options are put forward by TII, am I correct that it is obligated to provide five options on each route and then go to public consultation and outline the merits and demerits in respect of cost, the environment, etc., of the five options? Could the Minister clarify the process because the process is key here?
If the options are made available, and there are five, no doubt people will make their voices democratically known that they are not opposed to the idea of the parallel services of greenway and railway but they would be opposed to one destroying the other.
I am not aware of the exact number of those options. It may be five, as the Deputy suggests, but it certainly is a range of different options, including running alongside a rail line and other greenfield routes.
Any such process goes through a public consultation process. The timing here could be fortuitous. Fundamentally, what I see happening is the strategic rail review coming before any further decision on any major investment. That, I expect, certainly if we get a Northern Ireland assembly returned within a short period. That will be one of the first items on the agenda. We need speed on making decisions on the likes of the western rail corridor so that every business along the route knows this is the way we are going. When we make freight decisions or other decisions, such as housing development decisions, they will know exactly what is happening, particularly on that section from Athenry to Claremorris. That decision comes first. Once that decision is made, it will give greater clarity for all the other investments in greenways and elsewhere.
Many people now accept with the new figures we received that it is likely that Athenry to Claremorris will proceed.
Will the section from Claremorris to Collooney be considered in view of the fact that it would provide a connection, within a ten-minute bus ride, to Knock airport from Charlestown? Furthermore, if that section was completed - it is there so it only has to be reopened - it would deliver the longest freight line on the island, the whole way from Sligo. The Minister rightly keeps mentioning Ballina but Sligo has huge potential for rail. If we consider south County Donegal and all of the timber and everything there, the line could be run the whole way down to Rosslare when the Waterford to Rosslare line is reopened. That would give an extraordinary reach for freight within the country, including right into Donegal, as I said. Will the Minister confirm that, in a brave move for the north west, he will seriously consider completing the project and extending the line to Collooney? We should be done with shilly-shallying around and go for balanced regional development in both freight and passenger rail.
I agree on the need for balanced regional development, particularly for the north west, and specifically on the lack of connectivity to Donegal. Sligo has a rail service but Donegal does not and it has suffered as a result for decades. There are limited resources, however, and it is expensive. The section from Charlestown to Collooney would almost require a new line to be built as little of the existing line-----
It is all there.
-----has been retained.
There is another investment proposal that should get priority, namely, a rail line running from Portadown west through Dungannon, Omagh, Strabane, Letterkenny and Derry. That would have huge benefits for all the towns along that route and for connecting Letterkenny to Derry, which is a critical investment priority. That should be the priority, rather than spending significant sums on the Charlestown, Collooney, Sligo and Donegal route. Perhaps we should do that some time in the future when we see the complete revival of rail but I do not expect to see that recommended. We should concentrate on the other line, which would be expensive but would bring real benefits. We should focus on the sections from Athenry to Claremorris and Rosslare to Waterford and build new services along that entire line.
The Minister is badly advised. The whole railway line is maintained. We cleaned that in the noughties so it is all there.
Cuirim fáilte chroíúil roimh na daltaí scoile thuas staighre atá ag éisteacht go cúramach linn.
11. Deputy Joe Carey asked the Minister for Transport if deployment of staff has happened at the three driving test centres in County Clare to deal with significant waiting times of up to 35 weeks in Shannon, Ennis, and Kilrush (details supplied); and if he will make a statement on the matter. [10301/23]
Significant waiting times for driving tests are being experienced by people in County Clare. I received a commitment in this Chamber and in the committee rooms from the Road Safety Authority, RSA, that a significant additional deployment of staff would happen in the driving test centres in Ennis, Shannon and Kilrush. I want to get an update from the Minister on that.
The Deputy will be aware that the RSA has statutory responsibility for the operational aspects of the national driving test, NCT, including test applications and scheduling matters. I would first like to assure the Deputy that the Department is working closely with the authority on addressing driver testing waiting times, which is an issue of great concern. The current national average waiting time for an invitation to test is 21 weeks, far above the service level agreement of ten weeks. As I informed the Deputy previously, this is reflective of demand on driver testing services, which is 28% up on 2021 figures and 27% up on 2018 pre-Covid pandemic figures. Contributing factors include an increase in learner permits in circulation, increased capacity in the driver theory test and an increase in approved driving instructors' capacity to deliver lessons to learner drivers. All of these factors have experienced a surge in demand.
The RSA conducted a review of the current and evolving needs of the driver testing service in 2022, following which the Department sanctioned an increase in the permanent driver tester headcount from 100 to 130. Deployment of these successful candidates is almost complete and has been focused on geographical areas with the longest waiting lists. However, I acknowledge there is further work to be done to provide the driver testing services each customer deserves and the authority is committed to delivering. Subsequently, in late 2022 and early 2023, the RSA conducted an updated analysis of demand versus capacity. The Department is actively engaged with the RSA in evaluating this request for additional resources. It will shortly be in a position to have all relevant and required information from the RSA, which will enable the approval of the sanction to recruit a further cohort of driver testers needed to address the backlog and return to service level agreement targets.
The assessment is clear. We will have to sanction further testers to bring us back to a service level agreement of ten weeks or even better, which would be acceptable. That is why I am actively engaged, on a daily basis, in trying to accelerate that business case with a view to recruiting additional testers.
I thank the Minister of State for his response. I have been following this issue for quite a while. I welcome the fact that additional driving testers have been sanctioned and approved, and they have been recruited. Now they need to be deployed to the different areas that are experiencing long delays. I was given to believe by the Minister of State that areas that are experiencing the longest delays would be prioritised, for example, Shannon in County Clare. The average waiting time for a test there is 35 weeks, which is shocking. The service level agreement is supposed to be ten weeks, and that is long enough, but people are not getting in within ten weeks in any of the centres in Clare, including in Ennis or Kilrush. It is a 20-week or 19-week wait, which is just not acceptable. I was given a commitment in this Chamber that additional driving testers would be redeployed to the three test centres in County Clare. I want to know if that has happened.
As I have said, the wait time in Ennis is 22 weeks, the wait time in Kilrush is 13 weeks and, as the Deputy has said, the wait time in Shannon is 35 weeks. I have been told by the RSA that the additional sanctioned testers are being deployed in the areas with the longest waiting times. I will ask the RSA to correspond with the Deputy on the specific deployment but we have been told they are being deployed with a focus on the geographic areas with the longest waiting lists. Even with that deployment, we will need to recruit additional testers and that is what I want to try to accelerate. I want to bring this to a service level that is better than ten weeks and we must conclude the business case to achieve that. With the current demand analysis and the existing capacity level, my priority is to conclude the existing business case the Department is evaluating with a view to recruiting additional testers this year and bringing the wait time back to an acceptable level, which will have a broader road safety benefit as well.
The RSA has admitted that the current cohort of 130 testers will not be able to deal with the backlogs or cope into the future either. The Minister of State is right that sanction has been sought by the RSA for the employment of 40 additional testers. The RSA, under questioning from me, agreed that it should not be looking for temporary testers but that these should be permanent positions. Can the Minister of State confirm that the RSA has sought sanction for 40 permanent positions? It takes nearly a year to get these people into place. We have the longest ever waiting lists for driving tests, yet we cannot make a decision on this. I urge the Minister of State to sanction the funding to get these 40 additional testers into place and that these positions be permanent.
Before the Minister of State responds, we will hear from Deputy Cathal Crowe.
I thank the Leas-Cheann Comhairle for allowing me some speaking time on this. I fully support what my colleague has said. The wait time is extremely punitive in counties in the west such as Clare. Many of the people affected are youngsters whose parents bought them a car so they could commute to college and work. A lot of them cannot find accommodation and now they find themselves criminalised in a way because they cannot drive solo with learner plates as they need to be accompanied.
We want testers on permanent contracts. I will make two suggestions and I ask the Minister of State to respond to them. First, perhaps we should put our driving testers, who are highly qualified, on temporary secondment. An instructor could be temporarily appointed to take on this role in each large urban centre where there is a driving school. My second suggestion is probably more controversial but it would make a huge difference to the young people of Ireland. I suggest the requirement for a learner driver to be accompanied by a qualified driver be suspended for a few months, just until we get over this hump.
They are deemed after 12 lessons to be able to go out on the road, sit a test and drive independently. How can an accompanying driver suddenly grab the wheel and take control of a car? It does not make any logical sense.
I thank both Deputies for their suggestions. There is an important road safety component for learner drivers which has been developed over many years. The solution is the sanction of additional testers rather than unwinding or undoing evidence-based road safety measures that have been developed over a number of years. We must try to assist learner drivers to get a test and bring the waiting time down, which is part of our road safety strategy. I want to conclude the evaluation as quickly as possible so we can sanction additional testers. My colleague, the Minister of State, Deputy Naughton, last year received the demand analysis from the Road Safety Authority, which concluded that an additional 30 testers would satisfy the growth in demand. That figure has been updated based on current demand analysis. I wish to ensure that whatever decision we make, it future-proofs the service level we can expect. We have a young demographic and we need to ensure we develop a service with a waiting time less than ten weeks that gives everyone certainty around being able to book their test, drive safely and pass their test. That is my priority and I want to conclude it as quickly as possible so the likes of Shannon, Kilrush and other test centres where people are waiting too long are brought back to a proper service level.
12. Deputy Darren O'Rourke asked the Minister for Transport if he will establish an inquiry to independently review the structure, governance, management and organisational culture at the Irish Coast Guard; and if he will make a statement on the matter. [10515/23]
I ask the Minister if he will establish an inquiry to independently review the structural governance, management and organisational culture at the Irish Coast Guard and if he will make a statement on the matter.
The Department is committed to ensuring that the Irish Coast Guard service remains fully capable and equipped to meet current and future challenges. An open recruitment process is currently under way to fill several senior leadership positions in the Irish Coast Guard, IRCG, including a new appointment at assistant secretary level to lead this vital service and an open recruitment process for the director of the Irish Coast Guard role. In setting the strategic direction, the new assistant secretary will serve as a full member of the Department of Transport’s management board and will oversee a review across all aspects, including strategy, structure, roles, culture and governance of the Irish Coast Guard service. This will be the first time an appointment will be made at assistant secretary level to lead the IRCG. The main responsibilities will include setting the strategic direction on what will save the most lives, including improving safety on the water for all citizens and delivering excellent customer service, working effectively with a wide range of stakeholders; leading and managing the Coast Guard function across a range of administrative, professional and technical functions, grades and volunteers; providing excellence in corporate leadership and fostering positive leadership practices at every level in the service to execute strategy effectively; and driving and delivering a transformation programme for IRCG, following a review across all aspects of the coast guard service including strategy, structure, roles, culture and governance to ensure that the IRCG is best placed to succeed in the 21st century. An extensive engagement programme with volunteers and staff, including an independent review of the role of the volunteer, will be undertaken to inform and guide this work.
I welcome that news and I take from it an acknowledgement. A number of members of the Joint Committee on Transport and Communications are in the Chamber. The committee held a series of hearings last year with representatives from the Department, senior management at the Irish Coast Guard and representatives of the Coastal Unit Advisory Group, CUAG, and the Irish Coast Guard Volunteers Representative Association, ICGVRA. A range of issues was raised that were of concern to all of us. It is a job of work the committee is eager to pick up again. Will the ICGVRA will be included and afforded the opportunity to engage with this review? What is the timeline for the review to be established?
As I said, a new assistant secretary, who will serve as a member of the Department of Transport's management board, will oversee a review of all aspects, including strategy, structure, roles, culture and governance of the Coast Guard service. This will be the first time an assistant secretary will be appointed to do that. The appointment was placed and advertised through the Public Appointments Service, PAS, and the closing date passed on Thursday, 23 February. There will be a process through the PAS and Top Level Appointments Committee, TLAC, for that role. Whenever that role is filled, the new assistant secretary will commence the work. The candidate information booklet sets out the nature of the role and prioritisation of certain aspects, which include strategy, structures, roles and culture.
I recently met representatives of CUAG. There is a broad range of volunteers in the organisation and I have taken away some of the volunteer priorities. I was in Rosslare in the last few weeks, where I met some volunteers. We are anxious to work with volunteers, which is why I met CUAG.
I thank the Minister of State. It is important that the ICGVRA is afforded the opportunity to make a submission to the review and is fully engaged, as well as CUAG and other interested parties. I encourage the Minister of State to meet representatives of the association. I take a positive from what the Minister of State said, that there is an opportunity to address the range of issues in the Coast Guard and place the organisation on the strongest possible footing.
On a matter related to the legislation we are dealing with at the committee, there were criticisms of the Marine Casualty Investigation Board, MCIB, of not being involved or adequately answering to inquests and coroner courts. Will the Minister of State ensure, in the case of the inquest into the tragic death of Catríona Lucas, that the MCIB is fully engaged in that process?
I echo some of what Deputy O'Rourke said. This has been a common theme at the Joint Committee on Transport and Communications. I too would like to see the Irish Coast Guard Volunteers Representative Association afforded the opportunity to meet the Minister and contribute to matters in this area. We have heard repeatedly that volunteers feel there are inadequacies regarding the hierarchy of the organisation. It was very unusual, on the day the top personnel of the Irish Coast Guard were before the committee, that we were all getting texts and emails from volunteers around the country, feeding questions and content into the meeting. This suggests there are some managerial inefficiencies, to say the least. I ask the Minister of State, who is doing a good job and has hit the ground running, to take full oversight of this. My colleague, Deputy O'Rourke, referred to the death of Catríona Lucas. The Marine Casualty Investigation Board needs to have oversight of that. We also need the release, finally, of the Clinch report, which has been held back for far too long.
I would also like to see the Irish Coast Guard Volunteers Representative Association kept fully briefed on this review and be given an opportunity to contribute to it. I ask the Minister of State to meet its representatives to discuss their various concerns. I am a member of the Joint Committee on Transport and Communication, which has done work on this. It is welcome that this review is happening but stakeholders like the ICGVRA need to be included. I hope the Minister of State will respond positively to the three requests from members of the joint committee.
I thank the Deputies for their suggestions and input. To respond to Deputy O'Rourke's point, relevant legislation is going through pre-legislative scrutiny. I will await the recommendations of the committee on that legislation.
On the broader point, as I said, the role of volunteers is extremely important. It is for that reason that we are appointing someone at assistant secretary level to lead a review of all aspects of strategy, structure, roles, culture and governance, including an independent review of the role of volunteers.
This will be important to guide this work and will make the Coast Guard fit for the coming years. I thank everyone for their input.
14. Deputy Alan Farrell asked the Minister for Transport his views on the measures that are being taken to increase security around Dublin Airport, specifically with regard to drone technology; and if he will make a statement on the matter. [10260/23]
My question relates to the use of drones in the vicinity of Dublin Airport.
The Minister and I are actively engaging with the DAA and other relevant State agencies on the recent incidents of illegal drone activity at Dublin Airport and on potential measures to deter any future activity of this nature. We received briefings from relevant bodies after both the St. Brigid's weekend incidents and the most recent incident on 21 February. We will continue to support the relevant authorities in investigating these incidents and, where appropriate, pursuing prosecutions. Through cross-government engagement, we will strengthen our ability to deal with such incidents, including working at pace on the potential deployment of enhanced technological solutions.
Dublin Airport has a drone detection system in place that gives early warning of illegal drone activity. Information gathered by this system is being used to pursue enforcement activity, including prosecution. Cases relating to illegal drone use at Dublin Airport are currently before the courts. Many of the counter-drone measures available are used primarily in the military realm and are not readily available or compatible with civil aviation operations. However, commercially available counter-drone systems are being actively examined. While a range of systems is available at present, there is no 100% effective technological solution when it comes to counter-drone measures. There are risks associated with destroying a drone and also issues with the use of radio and signal jamming equipment at an airport. Such risks have to be considered in deploying counter-drone technology, in consultation with the Irish Aviation Authority.
The Department is engaging with other relevant Departments to discuss issues relating to the deployment of counter-drone technology at Dublin Airport, including any legal and regulatory issues arising. The DAA is exploring commercially available counter-drone solutions used at airports in other jurisdictions with the support of relevant State agencies. I have directed that this work be progressed urgently.
As a representative of Swords and the airport, I believe it is unconscionable that people continue to do this. It is bizarre that they choose to put people's lives at risk, no matter how inconsequential they believe their activities are. I understand 14 flights were diverted at one particular point in February. The type of behaviour we see warrants prosecution and I welcome the fact that an individual is before the courts.
The Minister of State mentioned that these particular drone-jamming devices potentially interfere with air traffic control and the operation of aircraft but they are common. This is a little like the approach we have taken to a range of issues, such as building standards. We seem to believe we are unique and, therefore, we need to reinvent the wheel to try to resolve the issue. In fact, it is not that complicated. I fully appreciate there are concerns but I would be very pleased if the Minister would indicate whether there is a legislative resolution to the issue of jamming technology. I understand it may not be lawful in this jurisdiction.
I thank Deputy Farrell. As I have said, notwithstanding concerns, we are looking to progress urgently the commercially available counter-drone solutions at airports. We are also looking at other jurisdictions, as the Deputy stated. Alongside this we need to ensure there is appropriate engagement in a legal and regulatory context. This work is accelerating quickly. We acknowledge it is important to respond to the risks have been apparent in recent weeks and the great inconvenience that drones caused many passengers and airlines. We are looking to advance this as quickly as possible. When we reach a point of having a recommendation on a commercially available counter-drone solution we will have an update on the legal and regulatory context and whether there is a requirement to amend the position we are in. That will be assessed with colleagues in the Irish Aviation Authority and An Garda Síochána.
I thank the Minister of State. I appreciate there is a process. I suggest that if there is a requirement for regulatory or legislative change, the Minister of State should seriously consider the fines and-or sentencing this category of activity warrants. I am certainly of the view that somebody wantonly endangering the lives of innocent passengers and crew should face a custodial sentence and not just a slap on the wrist. It is imperative that the House sends a very strong message that this sort of behaviour is completely intolerable.
I fully and strongly support the sentiments expressed by my colleague. This is a serious safety issue that could have a very serious impact on traffic through the airport as well as a commercial impact. It could be taken up in other areas throughout the country. It could cause serious incidents that would involve millions with regard to repatriation and compensation. I am not so sure that we are taking it seriously enough. I hope the Minister of State will confirm we are doing so.
I assure Deputy Durkan that this is being taken very seriously and urgent action is being taken. A number of meetings and engagements have taken place on the potential purchasing of counter-drone technology.
In response to the issue of criminal enforcement, significant penalties are available, including sentences up to life imprisonment. This is a very serious sanction. The Deputies are correct. Someone recklessly flying a drone that hits the cockpit or enters a jet engine could take down an aircraft. It could have very serious consequences for anyone flying a drone in the exclusion zone of 5 km around an airfield. This is why prosecutions are important and why there is a strong criminal sanction.
On the separate question of whether we need to update the legal and regulatory context for the purchasing of counter-drone technology, this matter is under assessment. It may require legislation. We will be able to update the House on this when we have feedback from our colleagues in the Irish Aviation Authority and An Garda Síochána.
15. Deputy Pádraig Mac Lochlainn asked the Minister for Transport when he will publish the all-Ireland rail review. [10008/23]
35. Deputy Peadar Tóibín asked the Minister for Transport when the all-island strategic rail review will be released. [9820/23]
58. Deputy James O'Connor asked the Minister for Transport the status of the all-Ireland rail review; if he will provide an update on the progression of the project; and if he will make a statement on the matter. [10298/23]
60. Deputy Niamh Smyth asked the Minister for Transport if the Navan to Kingscourt rail line, which is to be included in the all-island strategic rail review, will be reopened; and if he will make a statement on the matter. [10392/23]
86. Deputy Willie O'Dea asked the Minister for Transport when the all-island strategic review will be completed. [10596/23]
The question is self-explanatory. When will the Government publish the all-Ireland rail review? There is a particular interest in the west. If we look at the map we see an historic failure and neglect to connect the west. Our vision is to have a connection from Derry through Donegal, Sligo and Mayo to Galway. The dream is to have a rail connection established from Derry in the north-west directly through Portadown and on to Dublin.
I propose to take Questions Nos. 15, 35, 58, 60 and 86 together.
A draft report is being finalised by Arup, the consultants carrying out the review, for submission to the two Departments. It is anticipated that the finalised draft report will then be submitted for appropriate political approval on both sides of the Border. This is, however, complicated by the absence of an Executive and relevant Minister in Northern Ireland at present, and we must be respectful of the ongoing talks to restore power-sharing in Northern Ireland. After the necessary approvals have been obtained, the Department will publish the report.
The review is considering the future of the rail network with regard to a number of ambitions. These are improving sustainable connectivity between the major cities, including the potential for higher speed services, enhancing regional accessibility and supporting balanced regional development and rail connectivity to our international gateways. This includes the role of rail freight. The review is considering the scope for improved rail services and infrastructure along the various existing or potential corridors of the network, including disused and closed lines. This scope includes the Kingscourt to Navan line.
Separately, the Deputies may be aware of the work done by the National Transport Authority in the Greater Dublin Area Transport Strategy 2022-2042. The strategy, published by the NTA in January following my approval, provides for the delivery of a rail link between Dublin and Navan by 2036, with preparatory work to commence this decade under the existing national development plan. I understand this rail link could utilise the old Kingscourt line over a short distance to connect the proposed Navan central station and a proposed Navan north station.
More generally, I assure Deputies that as well as looking at issues relating to inter-urban and inter-regional rail connectivity and the potential for higher speeds, the review is also specifically considering improved connectivity to the north west and the Border region. The Government has previously stated its belief in the potential of rail. It is important that we address constraints in the rail sector and pursue a strategy which would allow rail to fulfil its potential as a sustainable mode of transport for all our people.
One of the things I am most concerned about is TEN-T funding at European level. As the Minister knows, the Government has not submitted a proposal for reconnecting the west of Ireland through rail. I know the Minister has made some positive soundings and they have been welcomed in the west, but we can only describe this as sheer neglect. When we take out the map of rail infrastructure in Ireland, it is clear we need to connect the west, as I said, from Galway through Mayo, Sligo and Donegal, and up to Derry. Unfortunately, the failure was in the North with the British Government and with our own Governments historically. This is an opportunity to put right something that is wrong. This is about equality of access and opportunities. There are very exciting things happening in the west of Ireland, for example, at Atlantic Technological University, and some brilliant businesses and people with vision in the west, but we need the Government to meet us halfway.
The key investment decision, particularly in Donegal and the north-west, is that spur from Portadown via Dungannon, Omagh, Strabane, Letterkenny and Derry. My view is that it should be the first priority because those towns would really benefit. For example, a connection from Letterkenny to Derry would transform the town's relationship to the city. The question then is going to be for the Northern Ireland Administration and the UK Government, given I am not sure we can apply for TEN-T funding for rail infrastructure in Northern Ireland.
If we are looking at all of the different choices, that is going to be one of the key political decisions, and it is a key decision up North because it would not be cheap. Building new rail lines is very expensive. I think it is justified, particularly the connection to Donegal, which we would obviously support. To go back to the Deputy’s earlier question on whether we would invest in Northern infrastructure, the answer is "Yes" - we would do so for that sort of project, but it is not cheap. That is going to be one of the immediate questions - namely, will we get the funding for that line? - because that is the biggest new project that will come out of the strategic rail review, subject to it being agreed. That is an issue for all of our parties.
