Vol. 1034 No. 5
1. Deputy Darren O'Rourke asked the Minister for Transport if he will provide an update on NCT delays; the number of customers who have been afforded a free test in 2022 and 2023, in line with the recently reintroduced provision of the customer charter; the date on which a company (details supplied) will meet its 12-day waiting time target; the penalties it has faced to date for failing to meet this target; and if he will make a statement on the matter. [10508/23]
Will the Minister provide an update on the national car test, NCT, delays; the number of customers afforded a free test in 2022 and to date in 2023, in line with the recently reintroduced provision of the customer charter; the date on which the company concerned will meet its 12-day waiting time target; and the penalties it has faced to date for failing to meet this target? Will he make a statement on the matter?
I thank the Deputy for raising this important issue, which is continuing to affect people across the State as the National Car Testing Service, NCTS, remains under pressure.
The operation of the NCTS is the statutory responsibility of the Road Safety Authority, RSA. My Department has worked closely with the RSA and the NCT contractor, Applus, to support their efforts over the past six months. I am aware of the challenges that the RSA and the NCTS face to meet the high demand for tests and the ensuing delays for vehicle owners. My officials continue to meet weekly with the authority to monitor progress in reducing test delays and ensure every possible action is being taken to reinstate an average waiting period of 12 days, as well as supporting all appropriate requests from the RSA for assistance. I have also met recently with the RSA chief executive and chair to discuss this and other matters.
There has been some progress in addressing the long-term staffing issues behind this backlog. A total of 110 inspectors were recruited in 2022, including 44 recruited from outside the EEA. Recruitment of qualified vehicle inspectors is ongoing, with a cohort of 599 testers now in place and a further eight in training. A number of other measures to provide additional capacity at test centres are also in place, including increased staff overtime and the temporary transfer of 20 testers from the Spanish operation of Applus for a period of three months. Eight of these testers are continuing for a further period. New testers are assigned to the test centres with the most significant delays.
Approximately 35,000 tests were conducted each week in February, a significant increase on December 2022, which averaged 25,000 per week. Although these are improvements, as of 18 February the average waiting period is just under 26 days. This reflects the high demand for test appointments expected in the first period of the year, which is traditionally the busiest time.
The service level agreement target is for an average of 12 days. The imposition of penalties on Applus for failure to meet service targets is something the RSA is pursuing. The RSA has confirmed that contract mechanisms have been applied where service levels are not met. This is under dispute with the contractor. I am advised that discussions are ongoing but, unless a resolution is reached, the issue may move to arbitration.
I have further detail on the number of free tests and will come back in my additional minute.
Gabhaim buíochas leis an Aire Stáit. I am concerned about what we have we heard from Applus and the RSA, and the Minister of State is today just reflecting figures that Applus is giving him. He said 35,000 tests have been done, a significant improvement on December; however, it is no improvement at all on the figures we were given in the committee on 23 January. The figures the Minister has given are 599 staff plus eight; in January we were told there were 610 staff. Where is the increase in staff and in the number of tests being done? The waiting time of just under 26 days is exactly what it was in January. We are not seeing the improvement or the increase in capacity. Most importantly, we are not seeing a reduction in waiting times.
I would appreciate if the Minister of State addressed the issue of free tests as well.
The RSA advises me that it expects the service to return to the 12-day standard by the end of June 2023, although efforts will continue to achieve this earlier if possible. In the meantime, I urge motorists seeking a test when making their bookings to contact the NCTS directly to avail of the priority waiting list.
The Deputy has requested the number of customers qualifying for a free test under the customer charter. The charter provides for a free test where an appointment cannot be offered within 28 days, in certain circumstances. My Department has been informed that 620 free tests have been provided in 2023 to date. The RSA has advised that these numbers are due to the management of the critical waiting list, to ensure those waiting the longest and approaching 28 days on that list are offered a test date.
I share the Deputy's frustration on this. The delays are unacceptable and it is not meeting the threshold of public service provision I expect. I have reflected that to the RSA and that is why we are trying to assist that authority with the recruitment of additional staff. There is a shortage of qualified mechanics in Ireland and Europe and that is why we have had to recruit from outside the EEA. We are putting weekly pressure on trying to increase capacity. It has improved but we have more to do to bridge the gap.
My sense is Applus is giving the RSA and the Government the runaround. That is my firm position. This company came before the Oireachtas committee and said the big issue was no-shows and people not turning up. When we questioned them on it, it transpired they are operating at 100% capacity and all those slots are filled. If there are no-shows, in some cases they are getting paid 150%. Applus has a dedicated workforce doing more tests than ever, is operating at greater than 100% capacity and gave those staff €10 for a Christmas bonus. Then they wonder why they cannot recruit.
There is a race to the bottom and an effort to save money and drive down standards. We do not see the same recruitment challenges in DOE centres, for example, where staff are paid an appropriate rate and have appropriate terms and conditions. There is a real need to get strong with Applus and ensure they are held to account. Rather than the idea of arbitration on the never-never in terms of sanctions for this company, the Minister of State needs to act now.
As the Deputy is aware, the RSA on behalf of the State provides oversight for the specific contract. I say clearly that the failure to deliver the public service according to the wait time is unacceptable. We have been clear with the RSA and, by extension, with Applus on that. That is why contract mechanisms have been triggered and why there is a process around the imposition of penalties, which are disputed. I agree the solution is around capacity and increasing recruitment, which is happening. The Department is providing every support to accelerate recruitment in Ireland, the EU and outside the EU, when it comes to work permits, and to accelerate the numbers.
It is factually correct to say capacity has improved, having gone from 25,000 on average per week up to 35,000. There is peak demand in these two or three months. We have been given a clear assurance that by the end of June it will improve but it is still not acceptable. We have reflected that clearly. They are not fulfilling their contract, as outlined, for a 12-day average waiting period.
2. Deputy Duncan Smith asked the Minister for Transport if he will outline his plans for a national strategy for sustainable aviation fuel; and if he will make a statement on the matter. [10363/23]
I am asking about the need for sustainable aviation fuel policy. As it currently stands, bar a sail boat or a row boat, there is no carbon-free way of leaving the island, with aviation accounting for between 2.5% and 3.5% of global carbon emissions and emissions in the commercial maritime sector accounting for similar percentages. Taking as fact that we will have to have an aviation sector forever, how can we decarbonise and what policy should we have on sustainable aviation fuel?
Sustainable aviation fuels, SAFs, are widely recognised as a key element in our efforts to reduce aviation-related emissions in line with our climate goals. This is reflected in the internationally endorsed basket of measures for emissions reduction, which includes increased SAF use, alongside aircraft technology, operational improvements and market-based measures. From both a production capacity and demand point of view, the SAF industry is at an early stage of development and current usage within the EU is at negligible levels. The ReFuelEU legislative proposal, currently under discussion, aims to promote the production and deployment of SAF to significant levels. By mandating the supply of specific levels of SAF, it will provide clarity to the fuel industry that there will be a market for SAF and this, it is expected, will stimulate increased production.
As currently drafted, the proposal will oblige fuel suppliers to supply increasing levels of SAF in aviation fuel to be taken on board at EU airports. This will start in 2025, with the mandated levels of both SAF and advanced synthetic fuels rising every five years out to 2050. Given the early stage of market development, the draft regulation allows for a ten-year transition period during which fuel suppliers can provide the total amount of mandated SAF as a weighted average across the EU, rather than at each EU airport.
The draft regulation will also oblige European Union airports to ensure access to SAF at the airport. As currently drafted, it will mandate airlines to uplift 90% of their journey fuel requirement from the airport of departure, thus increasing SAF usage and reducing fuel tankering, that is, when an aircraft carries more fuel than required for its flight in order to reduce or avoid refuelling at the destination airport.
Use of SAF is further encouraged through provisions in related European legislative proposals. The proposed revision of the energy taxation directive exempts SAF from taxation for a ten-year transitional period, followed by a significantly lower rate than that for conventional jet fuel. The inclusion of free SAF allowances to airlines within the revised emissions trading scheme will also promote their use. A national SAF strategy will need to take account of requirements under these various EU proposals and will be progressed in the context of their implementation. We were at the meeting of EU ministers in Stockholm earlier this week and it was a significant area of discussion. We wish to ensure that Ireland embraces this. That is why the transposition of the EU proposals and developing a national policy context is something we are prioritising.
We will be developing a SAF policy. Mandating is one thing. The industry will be asking for incentives for developing it. The Minister, Deputy Ryan, had mentioned the importance of Shannon Airport as a potential hub for developing new technologies. However, currently airlines such as Aer Lingus have a target of 10% SAF fuel by 2030. Ryanair has a target of 12.5% by 2030 but, as the Deputy says and as we know, we are currently at negligible levels of use and production. There is no production of SAF fuels in Ireland. Will part of the strategy be about developing an indigenous SAF production system, or will we be reliant on importing SAF into Ireland from current production hubs such as the United States and elsewhere?
The SAF industry throughout Europe is at an early stage of development and, in an Irish context, Ireland is not traditionally a fuel producer. It imports more than 90% of its aviation fuel. Within national energy policy, there is a clear focus on significantly increasing the production of renewable energies and as part of this we are developing a national hydrogen strategy. It is anticipated that the aviation sector could be a significant user of hydrogen in the future, both as a feed stock for advancing SAF and to power the potential of a future hydrogen aircraft. Ireland has a possible advantage, given its potential to produce green hydrogen. While uncertainties remain, there is potential for the production of synthetic aviation fuel in Ireland. The national hydrogen strategy is due to be published in quarter 2 of 2023. It will inform potential developments in this area and inform our national strategy when it comes to sustainable aviation fuel, both moving together with the ongoing drafting and transposition of the EU files. We have to embrace that opportunity and allow ourselves to market Ireland as moving with the important transition around climate action. The national hydrogen strategy will inform developments in this area.
That is exciting, but everyone knows that hydrogen-based power is a long way into the future with regard to the aviation sector and sustainable aviation fuel is the next step. There are four pillars for sustainable aviation. There is carbon reduction, waste reduction, energy efficiency and noise reduction. Sustainable aviation fuel plays a role in all four of them. The Minister knows the issues we are dealing with in terms of excessive aircraft noise currently taking place out of Dublin airport. I am not saying - no one would - that SAF would solve it. That is not the nub of the issue, but if we were to promote sustainable aviation throughout all four pillars and look to be ambitious at all levels, it would have the impact in carbon reduction, which is what we need, waste reduction, energy efficiency and, indeed, noise reduction. I ask for Ireland to be ambitious and ensure we are providing the correct environment to move aviation towards massive carbon reduction and net zero by 2050.
I share the Deputy's ambition on this and on taking the correct steps on climate action. It is clear that the scaling up of the use of SAF will be crucial in facilitating decarbonisation in the aviation sector. With regard to the next steps, the ReFuelEU aviation proposal will be a key measure in achieving this. We can continue to work with our colleagues in Europe to achieve agreement on this important file which will help us develop an overall national SAF policy. My Department has also allocated €200,000 in this year's climate action research budget for research and innovation concerning SAF. My officials will continue to liaise with international colleagues and review approaches being taken by other states as we develop an overarching policy in this area.
3. Deputy Darren O'Rourke asked the Minister for Transport if he will outline the measures he will take in 2023 to support Irish ports in readying themselves to help deliver on Ireland's offshore wind potential; if, drawing on European examples, options for direct State funding for ports have been explored and will be employed; and if he will make a statement on the matter. [10509/23]
I will ask the Minister if he will outline the measures he will take in 2023 to support Irish ports in readying themselves to help deliver on Ireland's offshore wind potential, and if, drawing on European examples, options for direct state funding for ports have been explored and will be employed. Will he make a statement on the matter?
Offshore renewable energy, ORE, is integral to achieving Ireland’s climate change ambitions with a target of achieving 7 GW of offshore energy by 2030, of which 2 GW will be dedicated solely to the production of green hydrogen. Ports will play a critical part in achieving this ambition. In December 2021, a policy paper was published on the facilitation of offshore renewable energy by commercial ports in Ireland, which identified that four to five port facilities, each capable of delivering 500 MW of renewable capacity annually, will be required for deployment activity and multiple ports, both on the east and west coast, will be needed for operation and maintenance operations.
My Department continues to encourage engagement between the ports and ORE developers and in 2022, the ports' co-ordination group was established to co-ordinate port responses and maintain policy in the development of ORE. The ports co-ordination group continues to meet, with the next meeting scheduled for today.
Following the Government decision on 14 September 2022, prioritising efforts across all Departments in relation to planning and consents relating to ORE, a new division was established in my Department focusing in particular on work to facilitate offshore renewable energy at ports in Ireland, including funding options. While ports currently receive no Exchequer funding, EU funding of port infrastructure for ORE is available for ports, or terminals within ports, on the Trans-European Transport Network, TEN-T. Ports on the TEN-T network are eligible to apply for Connecting Europe Facility, CEF, funding towards their infrastructure developments, with the potential for up to 50% of eligible costs for studies and up to 30% of infrastructure work costs.
The latest CEF call for funding closed on 18 January 2023 with the results expected in June 2023. This is a competitive process which is heavily oversubscribed. I cannot comment on applications, due to EU stipulations regarding confidentiality, during the assessment process or confirm who has or has not applied. I can confirm, however, that the Department of Transport has assisted eligible applicants as appropriate with the application process. Furthermore, my Department continues to engage with the Ireland Strategic Investment Fund, ISIF, the European Investment Bank, EIB, and the European Commission, regarding the availability of funding and financing options for ports in providing the necessary ORE infrastructure. I will come back again.
I would appreciate if the Minister of State came back on this. I could have read that response, because it is exactly the same as a written response I received a number of weeks ago.
This is something I have been pursuing, month after month and season after season, in the Dáil at Question Time. I am deeply concerned about this. What I am hearing from the Government is that we have a task force for the delivery of onshore renewables; we have a ports co-ordination group; and we are pointing ports towards highly competitive funding and encouraging them to meet with developers. We are also engaging with ISIF and the EIB. There are engagements ongoing but none of this indicates that we are in control of this or that we are going to meet targets and be ready to deliver on this infrastructure, which is desperately needed. In the Minister of State's engagement with ISIF, the EIB and the European Commission, what is being said on both sides?
I was about to go into detail on that. As I have said, my Department continues to engage with ISIF and the EIB regarding the availability of funding and financing options for ports in providing the necessary ORE infrastructure. Clearly, there are challenges beyond funding to achieve our ambitions. It will require improvements to the planning process, which the Government is trying to advance, as well as the introduction of appropriate regulatory frameworks, the establishment of a cohesive supply chain and skills capability, including ecological and environmental, and enhancements to the national grid.
To this end, a national task force has been established by the Department of the Environment, Climate and Communications to focus efforts across the system on delivering offshore wind energy. The task force brings together senior representatives from key Departments and agencies. The development of port infrastructure is a core objective, and my Department is working very closely with this task force.
The latest round of the CEF fund will be very important in the context of overall financing and developments. We cannot comment on specific ports, except to say that we have assisted eligible applicants in that regard. A decision on financing will be made in June 2023. In parallel, we are trying to accelerate the reforms across our planning system. The Maritime Area Regulatory Authority, MARA, has been established in respect of consents.
I accept that there is activity here and that it is not all about funding, but if the funding is not there, the deck of cards will fall and we will not be in a position to deliver on it. We know Irish ports have applied for TEN-T and CEF funding and have been completely unsuccessful in securing funding. While we hope the applications are successful, we cannot put all our eggs into that basket.
One of the clear differences here compared to other places, as the Minister of State said, is that Exchequer funding is not provided to Irish ports. Is consideration being given to changing that position? We know that in other states, municipalities and other local areas across Europe, very significant state funding is provided. It may be provided in an indirect way through local authorities or municipalities and not directly by the state. Surely, there is the opportunity, given the importance of this issue, to look at every option.
Irish ports are at various stages of development in advancing renewable energy, RE, infrastructural projects. It is only when the respective business cases are completed that any funding gap can then be identified. Ensuring developers and ports collaborate is of paramount importance. Current Government policy is that Irish ports receive no Exchequer funding, with the State only stepping in when there is evidence of market failure. This is in line with Article 107(3) of the Treaty on the Functioning of the European Union. Evidence to suggest there will be market failure, with regard to the development of RE infrastructure in Irish ports, has not yet been established.
NewERA is assessing the RE development plans of Irish ports and the capacity to fund these plans. Once full business cases have been received from ports, NewERA will be in a position to determine the commercial viability of these projects and consider whether State intervention is required. That is the pathway for deciding on whether State funding will be required but we have to-----
There are lots of international examples in other states.
Yes, but market failure has to be determined in accordance with Article 107.
Other countries have managed to find a way around that.
4. Deputy Catherine Murphy asked the Minister for Transport the steps he will take to further securitise airspace in the context of the safety of persons in aircraft and on the ground regarding drone activity and interference; and if he has engaged with the Minister of State in the Department of Housing, Local Government and Heritage in respect of designing more robust regulations in respect of drone use in local authority jurisdictions. [10762/23]
This question relates to the illegal use of drones in areas where it is prohibited, for example, around airports and prisons. The State aviation safety plan 2017-20 identified the proliferation of drone use as "an emerging risk". I am seeking an update on what the action of the Government will be in relation to the recent difficulties with people acting illegally in these locations.
The safety of aircraft and people on the ground is my primary concern relating to illegal drone use. There are EU and national rules in place around the use of drones, including an exclusion zone of 5 km around airports. The misuse of drones is an offence. In response to illegal use of drones, summary proceedings and proceedings on indictment can be brought under both civil aviation legislation and the criminal code. Significant penalties of up to life imprisonment are available and enforcement activity can be taken by the Irish Aviation Authority, IAA, or An Garda Síochána. Cases relating to illegal drone use at Dublin Airport are currently before the courts.
In addition to the exclusion around airports, drone geographical zones, or "geo-zones", can be established by the IAA for the purpose of ensuring safety, security, privacy or environmental protection. Drone geo-zones are portions of airspace where drone operations are facilitated, restricted or excluded. Geo-zones are established around international airports and include critical areas. However, they are not exclusive to airports and can be established anywhere there is a demonstrated need. To keep aircraft and people on the ground safe, geo-zones have been established in Ireland and include zones around critical infrastructure, as well as areas around aerodromes. Local authorities may request the establishment of these zones for safety, security, privacy, or environmental purposes. Geo-zones are published and made available worldwide. In addition, the IAA will be publishing geo-zone data in a common digital format later this year. This will allow drone manufactures to easily incorporate an accurate representation of a geo-zone onto their devices, which will either stop the drone from flying into the zone or alert the operator that the drone is about to enter a restricted zone.
My Department is developing a policy framework for unmanned aircraft systems that will address planning and the use of airspace issues and measures on enforcement and compliance. The foundation of the policy framework is cross-Government engagement. Local authorities, through the County and City Management Association, were represented on one of the working groups and the Department of Housing, Local Government and Heritage has a representative on the steering group set up to progress the policy framework.
On the recent incidents of illegal drone activity at Dublin Airport, my Department is engaging with relevant colleagues across Government and State agencies to explore means by which we can effectively counter and deter any such further activity.
The timeline will be very important in terms of when measures can be implemented. A drone has to be registered with the IAA if it weighs more than 150 g or has a camera, and very few of them do not have a camera. This is an obligation on people. The first and most important thing is safety, but disruption is also a significant issue and there are demands for immediate measures in terms of best practice in other jurisdictions. What is the thinking on that? It is absolutely right that a policy approach is taken but there is an immediacy in regard to safety and disruption. Who bears the cost for those disruptions? Is it on the carrier, the airline or the airport, or does the State have a liability? It would be useful to hear a response to these matters.
We are constantly engaging with the relevant authorities - the IAA and the Dublin Airport Authority, DAA. A meeting was held as recently as last Saturday to try to make progress with the purchase of counter-drone technology for Dublin Airport, and there will be further engagements this week between the IAA, the DAA and the Garda. As part of this, we are looking at comparative examples within Europe. Obviously, counter-drone technology is at an early phase of development but we still have an obligation to respond and act to protect those who are flying in passenger aircraft and to protect the whole airfield. That is why there is constant engagement on this and we are trying to provide a strong response to it.
The Deputy also asked about liability. My understanding is that if a flight is delayed, that is on the carrier. I can revert to the Deputy directly on that point but that is my understanding.
This was identified as an issue in the safety plan, going back to the period from 2017 to 2020, which was before the Minister of State's party came into government. What was done at that point to plan for this or to mitigate it? This appears that this has become critical because people have decided to defy the law. There may well have been some misunderstanding of the law but it could not be any clearer now. People are being brought in front of the courts. This was known to be a risk. What was done to plan for and mitigate that risk as part of that 2017 to 2020 safety plan?
As the Deputy knows, SI 24 of 2023 is an unmanned aircraft systems order from the IAA. We have strong criminal sanctions in place and there is also a standard operating procedure to ensure that appropriate actions are taken when a drone is observed in the vicinity of the critical area. That includes how sightings and detections are reported and verified, notifications to air traffic control and the Garda, the suspension of operations and the validation or notification that the area has been cleared to enable the restart of operations. The Deputy will know that all airports have risk assessment systems that monitor this issue. From a departmental perspective, we are at an advanced stage of work on developing an overall policy framework for unmanned aircraft systems. We want to ensure we are in a position to potentially purchase counter-drone technology to try to mitigate the issues that I know have affected many passengers in recent weeks.
5. Deputy Joan Collins asked the Minister for Transport if he agrees with bus services being withdrawn from communities as part of the BusConnects strategy (details supplied). [9464/23]
My question asks whether the Minister agrees with the withdrawal of services from communities as part of the BusConnects strategy. In particular, I raise the issues around the 68, 69 and 13 bus routes, which run through Bluebell, Inchicore, Kilmainham, the South Circular Road and Thomas Street. Those services are going to be withdrawn at the end of the second half of this year and replaced with one bus every hour in those communities. Does the Minister agree with that?
BusConnects programmes will be substantially delivered in all five of Ireland’s cities by the end of the decade. BusConnects Dublin is the most advanced of the five programmes. The programme preliminary business case and the detailed project brief for next generation ticketing were approved by Government in March 2022. This approval gave decision gate 1 approval to the programme in principle under the public spending code, decision gate 1 approval to the core bus corridors project to facilitate the submission of planning applications by the National Transport Authority, NTA, and decision gate 2 approval to next generation ticketing, facilitating the commencement of competitive dialogue. The process is starting.
To date, the NTA has submitted planning applications to An Bord Pleanála in respect of six of the core bus corridor schemes and expects to submit applications for all remaining schemes by the end of the second quarter of 2023.
In terms of the bus routes, including for the Bluebell and Inchicore areas, the BusConnects network redesign for the entire Dublin network is being rolled out over 11 phases. Roll-out of these services began in 2021 and currently the NTA expects it to be completed by early 2025. The network redesign was the subject of three public consultation processes between 2017 and 2019. The final version of the network redesign was published in September 2020, with a view to providing a coherent bus service for the Dublin region.
With regard to the specific area of Bluebell, it is currently served by the Luas red line, by the high-frequency 13 bus route and by hourly bus services 68 and 69. As the Deputy said, bus route 13 will be replaced by the D-spine service to and from Grangecastle and Clondalkin, which will go close to but not through Bluebell. Bluebell will retain excellent accessibility on the Luas red line. Low-frequency buses, the 68 and 69 via Bluebell, will be replaced with hourly bus 58 between Dublin Port, the city centre and Rathcoole. Inchicore is served by G-spine routes G1 and G2, providing a combined frequency of eight buses per hour in each direction.
I thank the Minister. I do not know if he knows the area in question. Bluebell, the Kylemore Road, Inchicore village, Grattan Crescent and Bulfin Estate are all served by the 68, 69 and 13 bus routes. The 13 bus brings people to Thomas Street. The 69 bus brings people down by the Gaelscoil in Islandbridge. The 68 bus brings people to Clanbrassil Street, Camden Street and the eye and ear hospital. It provides great connectivity. Those services are going to be replaced.
On consultation, our community engaged with the NTA. More than 200 submissions were made requesting that those services would be retained, or if not, a proposal was made for an alternative route which the NTA did not take on board. It fired ahead with its intention to withdraw these services. I wrote to the NTA and sought a meeting with Deputies, other public representatives and residents. The NTA refused. Its representatives said they might meet us before the implementation of these changes. That is disconnecting, as opposed to connecting, people.
I know the area and I recall the public consultation on the various different routes. There was a lot of controversy and many different views.
The new route arrangements we have introduced, including the H-spine and the C-spine, are working. We have seen a big increase in the number of people using the bus. It has worked. There have been difficulties in other areas. As the Deputy knows, there have been many concerns about the G-spine. That is more a case that the buses get stuck in traffic rather than the route redesign being the core of the problem. If there is a problem when routes are introduced, particularly if the problem is the result of traffic or other measures, we will have to review the situation and ensure we get what we want, which is an increase in the volume of passengers.
In certain areas, the changes may be an inconvenience on one street or another. We cannot ensure that every new route will be optimal for everyone. However, what is working so far is that the redesign is leading to a real increase in passenger numbers on buses. We should not stop that.
The Minister mentioned the Luas connection. I do not use the Luas in the morning despite the fact I live in Inchicore. I do not use it at peak times because the carriages are too packed and it is impossible to get into them. People are squashed into them. I rely on the connectivity provided by the bus service. Those three buses services are going to be withdrawn and replaced with one bus per hour. If that bus does not turn up, passengers could be left waiting for two hours. If there is a problem on the Luas line, the tram always stops at the Blackhorse stop. People pour out of the Luas and onto the buses. That happened on Monday and when it happens, the people on the Luas have to walk down to the village to catch the G1 or the G2. We are talking about hundreds of people. The old route is not in place yet to provide the so-called connectivity that the NTA is talking about.
I also raised the fact that the NTA is not approachable. Its representatives are not prepared to meet public representatives on this issue. The withdrawal of those bus services will leave a gaping hole in the connectivity of our community. Will the Minister tell the NTA that it must meet representatives of the public and the community in the area?
In my experience, the NTA has always been good at meeting public representatives. Can I say-----
The NTA refused to meet me and other public representatives.
I will ask the NTA to meet public representatives because it is important that Members of the Dáil, in particular, have access and are able to represent their communities. I will mention one other factor. We are already seeing a big increase in bus use as a result of the network redesign. A twin part of the approach is that we will put in 16 corridors, which will make that network design work. It is about the reallocation of road space to ensure the buses on the new bus routes get through traffic quickly. We need to ensure that bus routes get premium service, priority and development.
We have a difficulty because our planning system is currently very slow. It has gone through a lot of difficulties. Eight of the corridors are already in planning and all 16 will be by the end of this year. The most important thing we need to do as public representatives is to maintain public support for priority for bus passengers and cyclists in our city so that, having that priority, the new routes will really work. If the planning system continues to be delayed, I will seek to accelerate some of those measures so that bus passengers can get into and out of town more quickly.
A lot of people in communities are relying on a service that comes every hour.
