Martin Kenny
Ceist:1. Deputy Martin Kenny asked the Minister for Transport if he will provide an update on development plans for the ports. [20789/23]
Ceisteanna ar Sonraíodh Uain Dóibh - Priority Questions
Ports Policy
I wish to ask the Minister of State about the plans the Government has for the upgrading of our port system across the country. There are two aspects of this that we need to get to grips with. The first is the opportunities there are for wind energy at sea and the issues around infrastructure given that many of our ports, particularly those on the west and south coasts, do not have the ability to be able to provide the kinds of services that are required for that industry. Will the Minister of State answer those questions also with regard to the development of Dublin Port and the issues around that?
I wish Deputy Kenny well in his new spokesperson role.
My Department, in line with national development plan objectives and national ports policy, continues to work with the State ports as they progress projects under their master plans and consider opportunities with regard to offshore wind energy. The tier 1 ports of Dublin, Cork and Shannon Foynes all undertook significant capital expenditure in 2022.
As Ireland’s largest port, Dublin Port has continued progressing implementation of its master plan. Considerable work has been completed on the Alexandra Basin redevelopment, which is the first of three strategic infrastructure development projects. Works are also ongoing on elements of the MP2 project, which is the second major capital development project from Dublin Port’s Masterplan 2040. Dublin Port is now progressing its third and final master plan project, the 3FM project. I have recently written to the Dublin Port Company in relation to this third and final phase and I, along with the Minister, Deputy Ryan, look forward to engaging further on this project and in the wider context of the ports policy review, which will commence shortly.
September 2022 saw the official opening of the Port of Cork Company’s Ringaskiddy redevelopment project, otherwise known as the Cork container terminal, at a cost of €89 million and representing the biggest single investment and infrastructure development made by the Port of Cork Company to date. The completion of the project represents the first phase of the port’s strategic development plan and capital investment programme, which will see new cargo handling equipment, an extension of the deep-water berth and a further extension of Ringaskiddy over the coming years. On 19 May, the Port of Cork will launch its Masterplan 2050. Over the course of the master plan timeline, it is envisaged that operations in the City Docks and Tivoli Docks will migrate towards the lower harbour. The proposed relocation of Port of Cork activities to the lower harbour will enable the development of Cork City Docks and Tivoli Docks for urban regeneration and much-needed housing under the Housing for All strategy.
Port of Cork, along with other ports, is also considering opportunities around offshore wind energy and is engaging with my officials on this. I have a lot more detail and I will come back to reply to the Deputy's supplementary questions.
I thank the Minister of State. It is remarkable that a recent report said that Belfast Port is the only port on the island that has the infrastructure in place to facilitate the construction and maintenance of offshore wind energy generation. For a long time in this House we have talked about the opportunities that lie off our coast, and particularly the west and south coasts, for the generation of wind energy and the export possibilities of that energy to continental Europe, never mind for our own uses here on the island of Ireland.
There really needs to be an emphasis on ensuring we put this infrastructure in place. Many of these ports do not handle a lot of cargo and do not handle a lot of ferry activity, but the opportunity is there for them around offshore wind energy. We really need to see a plan to deliver on this very quickly.
The second part of my question was on Dublin Port, which of course is the main port for a lot of cargo coming into the State. I visited the port in the past couple of weeks and the plans it has in place are very impressive. It is staying within the footprint of the existing port, which is quite limited in space. It is doing everything it can to make sure it uses the space as efficiently as possible. I note some of the criticism from the senior Minister in respect of that and I believe some of it is a little bit beyond what we need to hear at this stage. We need to get on with the business.
On offshore wind, the Deputy will be aware that the Port of Waterford is proposing to develop offshore renewable energy operations on the downstream location at Belview Port in Kilkenny. That project is at preliminary design stage. The Rosslare Europort is progressing plans for offshore renewable energy, ORE, with a purpose-built quay and berth and up to 50 acres for an ORE quayside storage area for the purposes of marshalling and assembly. This will require dredging of the navigable channel to a depth of 9 m to 11 m. Rosslare Europort expects to lodge a planning application in the second quarter of 2024 with a view to beginning construction in the third quarter of 2025.
With regard to offshore renewable energy more generally, we published a policy statement on this in 2021 following a decision in September 2022. Significant work on planning and consent relating to offshore renewable energy are being prioritised across all Departments. Irish ports involved in advancing ORE infrastructure projects are at various stages of development. A number of ports are already working with financial advisers to progress the detailed business cases around the investment requirements and how best these requirements can be met.
The whole issue of putting this infrastructure in place and the development of the capacity we need is completely beyond the ambition of this Government, which seems to be really lagging behind in developing the ports system in the State. It is one of the great disappointments that this opportunity exists and yet the Government is talking about publishing plans, doing reports and getting consultants in to talk about it. We should be getting on with the business of developing this capacity as quickly as possible.
I wish to bring to the Minister of State's attention another issue around Dublin Port. Since Brexit, a lane was put in place for a lot of the cargo coming in. Naturally enough we did not know what was going to happen because of Brexit and there were possibly a lot of checks to be put in place. Revenue and the Department of Agriculture, Food and the Marine have some 14 ha of space at least from Dublin Port to use for this. That space is completely underutilised. Most of the time these huge yards and huge spaces are not being used at all. There needs to be a review of that and recognition of the progress that has been made with Brexit and the protocol deal, which has meant that the red lane and the amber lane will be used very little. There needs to be a review of this to open that space up so the port can be used properly.
On Dublin Port, the Deputy will be aware that a number of Departments were involved in that process, with the EU, on what footprint was required at that time.
On the Deputy's previous point about Dublin Port, there is a need for additional capacity at the port. The 3FM project outlines that there will be further demands within the Dublin Port footprint. I have had positive engagement with them. I had a meeting with them a number of weeks ago. We must ensure that the economic footprint of Dublin Port continues to be a key powerhouse in the context of trade, enterprise and industrial policy. The 3FM project is an extremely important plan in that context.
Is the Minister on board with that?
On the ORE port infrastructure, we are determined. There has been an issue and we are trying to reform that in the context of the Maritime Area Regulatory Authority, MARA, and getting the marine consents. We are also working with a number of ports on advancing the business plans so that the financing can be put in place. We are ambitious to ensure that we embrace the opportunities around offshore wind in the coming years.
We are over time but will be returning to the same topic.
Ports Policy
Verona Murphy
Ceist:2. Deputy Verona Murphy asked the Minister for Transport the urgent actions his Department is taking to address the huge infrastructural deficits at Ireland’s ports; the level of funding his Department will be providing to ports to prepare for offshore wind energy; and if he will make a statement on the matter. [21013/23]
I wish to ask the Minister of State what urgent actions the Department is taking to address the huge infrastructural deficits in our ports, particularly Rosslare Europort. What level of funding will the Department provide to ports to prepare for offshore renewable energy? Will he make a statement on the matter?
As set out in the previous reply to Deputy Martin Kenny, the Department continues to work with the State's ports as they progress projects in their master plans in line with national development plan objectives and national ports policy. The tier 1 ports of Dublin, Cork and Shannon Foynes all undertook significant capital expenditure in 2022. On 25 April 2023, the Government announced a tender to significantly upgrade facilities at Rosslare Europort. These upgrade works are necessary to provide permanent Brexit infrastructure at Rosslare Europort to ensure compliance with EU customs, sanitary and phytosanitary, SPS, and official food controls legislation, providing protection for the EU Single Market.
All of these developments must be financed by the companies without recourse to the Exchequer. They can be financed from their own cash, borrowings, EU grant funding or private sector involvement. Therefore, access to the trans-European transport network, TEN-T, connecting Europe facility, CEF, or other grant funding is vitally important to the ports. The Department assists ports in the CEF application process. The Government is also committed to ensuring that our national commercial ports are positive contributors to the ORE industry and that Ireland meets the ambitious targets of 7 GW of offshore wind, 2 GW of which is specifically dedicated to green hydrogen, by 2030. Supporting the development of port infrastructure is a core objective of the national offshore wind delivery task force and the Department is working very closely with the task force in this regard.
Under national ports policy, State commercial ports operate as independent commercial bodies. The policy does not provide for direct Exchequer funding. This policy has proven very effective in developing a highly competitive and responsive ports sector in which ports have continually proven to be agile in responding to market needs and opportunities. However, the need to maximise financing opportunities for ports is also recognised. In addition to support for ports as part of the CEF process, the Department continues to engage with all industry stakeholders, including potential financing partners such as the EU via the connecting Europe facility, the Ireland Strategic Investment Fund, ISIF, and the European Investment Bank, EIB, to examine viable projects capable of generating a commercial return. Several ports are already working with financial advisers to finalise detailed business cases that will determine their investment requirements and how best they can be met. The Department has also engaged the New Economy and Recovery Authority, NewERA, to review ports plans and consider the availability of financing mechanisms to support the delivery of port projects.
Far be it for me to tell any Deputy how to do their job, but I have been saying for nigh on eight years that the expansion of Dublin Port is an absolute scandal. Dublin Port is overdeveloped. The reconfiguring for Brexit made the port a total disaster from a movement perspective. From the EPA's perspective, it is already overdeveloped on the basis of expanding the most NOx emissions this country has and paying huge fines at European level every year. We are the only country in Europe expanding an inner-city port. Every other country is removing ports from their main cities out into the regions. There is an opportunity to expand Rosslare Europort, to develop it and to give it the strategic position it deserves in the country. It is now our only port connected to mainland Europe. I ask the Minister to announce significant funding from the Irish Exchequer, which will give us a bang for our buck, rather than Brexit moneys that come from the EU to do exactly what it wants, which is to put in a border post.
The specific plans at Dublin Port relate to the growth that will occur, notwithstanding the need to ensure regional ports are also developed. It is about striking the balance in that regard. There will be a review as part of the national ports policy, into which we welcome the Deputy's input. I am aware of the Deputy's experience prior to politics. We are ambitious for Rosslare. We have seen a transformation in the level of trade and movement of goods through the port since Brexit. We are also trying to enhance the potential for Rosslare in the south-east region in the context of offshore wind infrastructure. That is why plans are being progressed to develop the ORE purpose-built quay and berth, with up to 50 acres in ORE quayside storage for the purpose of marshalling and assembly. As I said previously, this will require dredging of the channel to a depth of between 9 m and 11 m. The business case is being finalised, which we must receive before we address the question the Deputy set out. It is expected to proceed through the consenting phase in late 2023 and the planning application for Rosslare is expected in the fourth quarter of 2024, with a view to beginning construction in the third quarter of 2025.
I do not mean to sound condescending but I have expertise in the area of over 30 years. I will say it again. The M50 is the most congested road in this country. The European model is for an outer ring road to be built. Every major city in Europe with a dense population - not just capital cities - has an outer ring road or relief road for what we call the M50. I leave home at 5 a.m. and for 90 km that road is bumper-to-bumper with traffic, all converging on the M50 at a time when the boats dock in Dublin Port and all the commercial traffic enters the road as well. We do not need to develop Dublin Port further. We must examine the development of the regional ports with money the Exchequer will then get value for money from. We need it from a competitive perspective. We cannot have traffic sitting on the M50, further contaminating the air we breathe with NOx emissions. We must put the money in. We have all the plans in the world. I have been hearing about them, with all due respect, for years. The 50 acres will never be reclaimed unless the money goes in.
It is not a case of either-or, thankfully, because the economy is growing at pace. We have a requirement to develop our regional ports, as the Deputy said. There is also a requirement to deal with the level of trade through Dublin. When one looks at the logistics pattern and the level of trade and the fact that a significant percentage of the goods and materials are delivered very close to Dublin Port, one can see that there will be demand within Dublin. As the Deputy said, there has been huge growth in Rosslare. We have very ambitious plans across several other regional ports in the east, south west and west. That is why we need the business plans and cases, which are being finalised at different stages across different ports, to enhance regional development of our ports. We share the Deputy's ambition for the regions, in which offshore renewable energy will play a key part. We are engaging with the various units in the Department of Housing, Local Government and Heritage relating to MARA and trying to advance the consent process. The question on finance will be clear when we see the business cases, at which point we can assess that matter.
Public Transport
Martin Kenny
Ceist:3. Deputy Martin Kenny asked the Minister for Transport if he will provide an update on safety measures for staff and passengers on board public transport. [20790/23]
I wish to hear the Minister of State's views regarding safety measures, particularly for passengers and staff using public transport. For some time, in my previous role, I called for the establishment of a Garda transport division to protect people on public transport and the staff who run it. In many cases, there have been serious incidents of what is sometimes described as antisocial behaviour but goes well beyond that. It is thuggery and abuse. People have been attacked while using public transport. This means people are hesitant, particularly late in the evening, to use these services. If we want a public transport system that is going to work, it must be affordable, reliable and safe.
I thank the Deputy for his question. I am aware of the importance of this matter and the concern in Dublin and in other locations. It is a very serious issue of safety in our public transport network, as the Deputy said. I fully recognise that those who regularly use and work in our public transport network are most directly impacted by any safety or security incidents. Safety and security on public transport are matters that first and foremost must be managed by public transport operators in conjunction with An Garda Síochána, where appropriate. Nonetheless, both the Department and the National Transport Authority, NTA, engage regularly with operators on the issue of safety. The NTA has established a working group on antisocial behaviour, which meets monthly to share information and best practices.
Separately, under the national sustainable mobility policy, my Department has committed to publishing an annual public transport passenger safety and personal security report with the NTA.
Each of the operators has introduced a number of initiatives in recent years to help to combat the issue. For example, there has been an increase of more than 50% in spending on rail security in recent years, from €3.7 million in 2016 to a preliminary spend of €6.3 million in 2023. The entire Dublin Bus fleet is fully fitted with CCTV cameras and radios for immediate contact to a central control centre. An Garda Síochána is conducting more patrols in areas experiencing particular safety and security issues and has deployed undercover gardaí to assist with this. I fully support this work and the ongoing positive engagement between An Garda Síochána and the various public transport operators regarding issues of safety on public transport.
I am also pleased to report that following close collaboration between Dublin Bus, An Garda Síochána and various representative groups, Dublin Bus resumed full services to the west Tallaght area last Sunday, these services having been curtailed in recent months due to totally unacceptable antisocial behaviour. The combined interventions implemented to date across the network have helped to tackle some of the antisocial behaviour. However, I fully acknowledge that more work needs to be done.
The situation in west Tallaght is an example of the kind of problems we have. Many people depend on having a proper public transport system to be able to get to work and do their normal day-to-day business. We are encouraging people, especially those who live in urban areas, to use public transport but we find it often arrives late. Buses, in particular, have huge problems with delays. It is expensive for many people. People find it unsafe to use public transport, especially in the evening. This has gone on for a considerable length of time. The transport unions have stated that staff are under serious pressure. Staff have been injured, badly attacked and abused. The Minister of State said there is additional expenditure on security measures, but the problem is that private security companies do not have the power to deal with these incidents. The only people who have the power to deal with these incidents are members of An Garda Síochána. While they may get on public transport, including buses, trains and trams, on an ad hoc basis, they are not there permanently and that needs to change.
We are fully committed to continuing to work with all stakeholders to ensure the safest possible environment for passengers and all employees providing vital public transport services. I welcome that in recent weeks the Garda transport hub has been announced and will be in operation in the National Train Control Centre at Heuston Station this Friday, 5 May 2023. This will allow An Garda Síochána to have oversight of all public transport networks, including trains, buses and trams. It will strengthen the links between An Garda Síochána and public transport operators and allow An Garda Síochána to respond more quickly to any issues that may arise. I have also been informed that it is expected a similar centre will be opened in Connolly Station. Having a strong collaboration between public transport operators and An Garda Síochána and strengthening the presence of An Garda Síochána will support all our combined efforts in trying to ensure we have safer public transport.
Another aspect of this is the retention of staff. It is a problem. There is a shortage of drivers across the country and across the world, especially for public transport utilities. The issue for many is that they do not particularly want to drive a bus, tram, Luas or whatever where they will be attacked or abused by people on a regular basis. Alternative employment is available to them. We must ensure people are kept safe. There are issues with other aspects of employment law in that respect. There is a race to the bottom with regard to the privatisation of services. However, one of the key things is the issue of safety and security and ensuring people feel safe when they go to work. We have a situation in Dublin and in other parts of the country where young people leaving work late in the evening have no option for travelling home. They have no way to get back to where they live. They end up walking the streets and it is dangerous. If there is a bus service, they are afraid to use it. We must change that.
It is important that we have a safe and secure network and most importantly, that people feel safe and secure. The Department of Transport hosted the inaugural annual sustainable mobility forum last week, which was attended by key stakeholders from trade unions, public transport user-group representatives and public transport companies. All stakeholders engaged positively on a wide range of issues and there were discussions about how best to improve safety on our public transport network. I hope the control centre An Garda Síochána now has with the transport operators in Heuston Station will be replicated in Connolly Station. The level of attention and focus the issue is receiving across all operators will mean a greater presence will be seen. The question as to whether a specific unit will be established is a matter for the Garda Commissioner and the Minister for Justice, but I welcome that we have much greater levels of collaboration, focus and presence on our public transport services. That must be expanded and continued in the coming months.
Fuel Quality
Carol Nolan
Ceist:4. Deputy Carol Nolan asked the Minister for Transport if he will provide an update on the work of his Department to increase and support the use of E10 fuels; if he is aware of any safety or incompatibility concerns with respect to E10 fuels in certain models of cars and vehicles; and if he will make a statement on the matter. [20630/23]
Will the Minister of State update me on the work his Department has done on increasing and supporting the use of E10 fuels? Is he aware of any safety or incompatibility issues with other vehicles in respect of E10 fuel? I have received some concerning information from a correspondent who works in the motor trade who brought to my attention that there are safety concerns with E10 fuel. Has the Minister of State received that information?
The move to E10 has been signalled since 2021 in the renewable transport fuel policy. Moving to E10 petrol as standard will bring an immediate climate change mitigation measure using the existing vehicle fleet. The Minister, Deputy Eamon Ryan, made regulations for E10 on 1 April 2023 and these will be fully operational by 1 July. The regulations will be kept under review under the ongoing implementation of the policy. E10 petrol as standard has been rolled out across 15 European countries since 2009, as well as in the US and Australia. Ireland’s petrol supply will now align with Northern Ireland and Great Britain. I have been informed that all vehicles can operate on E10 and it is safe to do so. In some older vehicles, sustained use may result in more frequent maintenance, but it does not mean that they cannot use E10. This has been borne out by experience in other jurisdictions. All vehicle owners and operators are required to maintain their vehicles to operating and roadworthy standards.
The annual decline of petrol cars and increased uptake of zero-emission vehicles is likely to reduce the number of affected vehicles even further over the next decade or so. Of the circa 1 million petrol vehicles in Ireland, there are fewer pre-2011 vehicles. Circa 2.4% of older vehicles are pre-2011, of which less than 1% are vintage or classic cars. Consultation with the industry indicated that the vast majority of suppliers do not have the storage or distribution systems to supply both an E5 and an E10 petrol grade at forecourts. However, specialist supply of E5 can still be offered in the market if sufficient demand exists. After 1 July, supply of E5 will not be eligible for renewable transport fuel obligation, RTFO, certificates. E10 petrol as standard is one of several transport measures being used to achieve a 50% reduction in transport emissions by 2030 through increasing biofuel blending to E10, 10% ethanol, and B20, 20% biodiesel, equivalent by 2030 as set out in Climate Action Plan 2023, with a 2025 interim target of E10 and B12 equivalent, supporting a projected 1.08 MtCO2eq carbon abatement. I will give more detail later.
It would be wrong to dismiss any potential safety issues associated with E10 fuel as being caused by a lack of maintenance. That is the wrong approach. Can this matter be looked into? If there are safety issues, it is serious. Certainly, the information I have to hand suggests the move to E10 petrol will put people's lives in danger. My correspondent who works in the motor industry tells me they have been advised to use the UK checker to see whether a car is compatible with E10 fuel. For example, it is advised that a 2007 Lexus should not be run on E10 and should use E5 instead. This is a car that cost more than €50,000 15 years ago.
Now, it is not suitable for use in Ireland. I will list a few others. Some 2008 Toyota Avensis and Audi A4 models, 2007 Ford Mondeo models and 2006 Volkswagen Golf models are not suitable, and there are many others. Given this information, the Minister of State will see why we need absolute guarantees around the safety of introducing and using E10 fuels.
I am answering on behalf of the Minister, Deputy Eamon Ryan. The advice is that the sustained use of E10 fuel in older vehicles may result in more frequent maintenance due to the vulnerability of certain vehicle parts to the solvent properties of ethanol requiring, for example, their more frequent replacement, but the clear feedback is that this does not mean they cannot be operated with E10 fuels and that it is safe to do so. The European specifications have outlined that. The legislation does not prevent any independent or specialist fuel supplier from placing an E5 blend of petrol on the market even after 1 July when the regulations are fully operational. The clear guidance is that E10 fuels are safe to use.
I thank the Minister of State for his response. Regarding the safety issues I referred to, it has been brought to my attention that E10 petrol has a higher level of bioethanol, which is corrosive to gasket seals, metals, plastics and many other materials. If a rubber hose or seal gets damaged from using E10 fuel and it fails, spraying high-pressure petrol around the engine bay that then comes in contact with high temperatures or sparks, something like the exhaust manifold will quickly turn the car into a fireball. This is a serious concern and does not have to do with maintenance. There could be a family in the car.
The move to E10 fuels will affect people on low incomes who are struggling and have no choice but to use an older car. The safety issues must be investigated properly before the change is made, as climate change is not the only consideration. People's safety is also important.
The clear evidence and guidance is to the effect that E10 fuel is safe but may necessitate more frequent maintenance. If the Deputy wishes to correspond with the Department about her specific concerns, I will ask the officials who have been engaging on this issue here and with their European colleagues to respond with the specific guidance. That may be helpful in responding to the people who have been in touch with her. The policy advice is that it is safe to change to E10 fuels.