Vol. 1040 No. 5
6. Deputy Marc Ó Cathasaigh asked the Minister for Transport the status of the review of the framework for setting of speed limits, with specific consideration of the introduction of a 30 km/h default speed limit in urban areas to improve road safety and take-up of active travel, as outlined in the RSA Action Plan 2021–2024; and if he will make a statement on the matter. [30186/23]
As I understand it, a review of the framework for setting speed limits is under way. I ask about the specific consideration of introducing a 30 km/h default speed limit in urban areas. This would improve road safety, the uptake of active travel and reduce road deaths. It also has an emissions impact. It is one of the measures outlined in the RSA Action Plan 2021-2024. Where do we stand with that?
As part of action 6 of the Government’s road safety strategy, a review is under way to examine the framework for setting speed limits, including specific consideration of the introduction of a 30 km/h default speed limit in urban areas. The group was established in late 2021 and comprised representatives of the Department of Transport, NTA, TII, local authorities, the RSA and An Garda Síochána. The review group, as part of its work, carried out an assessment of the existing framework of speed limits, including the current guidance document for the setting and managing of speed limits in Ireland. The group also looked at best practice internationally as well as carrying out a modelling analysis of potential options. This review is now nearing completion and I intend to publish the completed review in the near future, with an implementation plan thereafter. This will be prepared to progress the recommendations of the review.
As a priority, the guidelines for managing speed limits in Ireland will be updated. Although the review is driven by road safety, it is also guided by requirements in relation to climate change and active travel.
The Road Traffic Act of 2004, as amended, sets out the current legislative basis for the setting of speed limits. The Act applies default speed limits to different classes or categories of road and allows for local authorities to intervene and set special speed limits, within limitations, on roads in their area. The making of by-laws to set special speed limits is a reserved function of the elected members of a local authority. In Ireland, urban speed limits are set through a combination of default speed limits that apply to built-up areas which are all cities and former town councils and by special speed limits for other urban areas as defined in the guidelines for managing speed limits in Ireland. Currently, the default speed limit for built-up areas is 50 km/h. While I obviously cannot announce the outcome of the review until it concludes, I appreciate that the Deputy has raised the issue today.
This is an extremely important issue. As I said, there are three elements involved, namely, road safety, climate implications and the implications for active travel. I do not know whether the Minister of State took physics for the leaving certificate but I apologise if I am giving him a flashback. The equation that governs kinetic energy is E = mv². It is the v² in particular that is the kicker on this one. It refers to velocity squared. We know the figures on road deaths. If a road user, such as a pedestrian or my 11-year-old child, is struck by a car travelling at 30 km/h, in one in ten cases, the person struck at that speed will die. If that same car is travelling at 50 km/h, five in ten people who are struck at that speed will die. If the car is travelling at 60 km/h - despite our default speed limits, it is not uncommon to see cars travelling in our urban environments at such speeds - nine in ten people struck at that speed will die. There is a real public safety element here that we have to face up to and address.
I agree. That has been one of the main issues identified by the Road Safety Authority in the context of the worrying trend whereby we have seen road fatalities increase in three of the last four years. Unfortunately, that trend has continued into 2023. As of 20 June, there have been 83 fatalities on Irish roads, an increase of eight compared with the same day last year. These include 20 pedestrians, 36 drivers, 13 passengers, two e-scooter drivers, ten motorcyclists, one cyclist and one pillion passenger. We need to take action. The Deputy is correct that speed is a central factor in many of these cases. The four main causes of deaths are speeding, distracted driving, not wearing a seat belt and intoxicated driving, all of which come down to personal responsibility on the part of the driver. That is why we established the review as part of Vision Zero and in the context of our overall road safety action plan. We are keen to progress the outcomes of that in the coming period.
Before I continue, I will praise the great work that Mairéad Forsythe of the Love 30 campaign has done in bringing focus to this issue. This has been done elsewhere. Belfast and Edinburgh have both made a decision to reduce speed limits from 30 mph to 20 mph, which would be the equivalent of 30 km/h in "old money", as they say. Both cities have seen major positive effects. There has been a 23% drop in the number of fatal collisions, a 33% drop in serious casualties and a 37% drop in minor casualties. This reduction has a real impact.
What happens when someone in an urban environment comes into contact with large metal boxes travelling at speed? The lower the speed, the safer that person is. It has a huge impact on active travel as well. Unless he is into cycling Twitter, the Minister of State will not have come across the term “must get in front” or MGIF. It refers to the driver. Even though cyclists will get past the next traffic light quicker than drivers will, drivers still believe they have to pass out cyclists out each time. This creates a very aggressive environment for active travel, cyclists in particular. It is a matter that can be addressed.
I accept the mathematical formula put forward by the Deputy. I am interested in statistics to show the number of impacts at more than 30 km/h where people are complying with the speed limit of 50 km/h. I ask this because most people brake before an impact. We must be realistic about this. Are there statistics to show whether there is flagrant or increased disobedience with regard to speed limits when they are set too low? If they are set at levels people consider to be reasonable, depending on the road type, is it more likely there will be greater compliance? Finally, of the fatalities or serious accidents in urban areas, how many were caused by people who were exceeding the existing speed limit? In other words, I refer to cases where the problem was not the speed limit but the exceeding of it.
On Deputy Ó Cuív's point, significant data have been compiled by the Road Safety Authority on many of the fatalities and the trends across fatalities. Speed and excess speed are key factors in urban areas in cases where pedestrians or cyclists have lost their lives. The wider review of speed limits is also examining the huge inconsistency between speed limits, as well as excessive speed limits, on certain rural roads. If people travelled at these speeds on our roads, they would be completely unsafe. The review, which will be published shortly, will provide much greater consistency with regard to overall speed limits and the guidance for local authorities on the setting of speed limits. I can ask the Road Safety Authority to send on the specific data and information on this. It is very clear that speed is a central factor and it has those specific data.
7. Deputy Martin Kenny asked the Minister for Transport to provide an update on engagement he has had in relation to the N17 upgrade. [30140/23]
I would like to find out what engagement there has been with Sligo County Council and Mayo County Council in regard to the upgrade of the N17. There is a proposal to build large sections of new road along the route. Farmers have had lands frozen for development for decades in anticipation of this project happening. As the Minister of State knows, the Minister, on a visit to Sligo a couple of weeks ago, announced it would not happen and instead that some alternative small upgrades would be made to certain sections of the road. We need clarity because this essential infrastructure needs to be built.
As I have said previously, once funding arrangements have been put in place with Transport Infrastructure Ireland under the Roads Acts 1993 to 2015, and in line with the national development plan, the planning, design, improvement and upgrading of individual national roads is a matter for TII, in conjunction with the local authorities concerned. TII ultimately delivers the national roads programme in line with Project Ireland 2040, the national planning framework and the NDP. Approximately €491 million of Exchequer capital funds have been provided for national roads through TII to local authorities in 2023. These allocations were announced by the Department and TII on 16 February 2023.
The N17 Knock to Collooney scheme has been identified in the national development plan. TII has been working to progress this scheme through planning, design and construction. I met Sligo County Council recently on a number of issues, as has the Minister for Transport. This project was one of the topics that was discussed. I can confirm that €400,000 has been allocated for the N17 Knock to Collooney scheme in 2023.
An emerging preferred transport corridor was released earlier this year, with a period of public consultation taking place thereafter. Finalisation of route selection following feedback and public consultation is under way by TII and is expected to be completed in the near future. Additional tasks, including traffic modelling and reporting, are also ongoing. As I have said previously, as with all national roads projects in the national development plan, the delivery programme for 2024 and the funding allocations will be made later this year. The scheme remains a key part of the national development plan and will be considered as part of the overall funding envelope made available next year and in future years.
Projects in the national development plan are the responsibility of the TII or some other body to develop, propose and move forward. We continually hear that the Minister cannot interfere in these projects because someone else is doing them. It is a case of God bless it and good luck to it but the Minister cannot get involved. That is basically the answer. The Minister then arrives at a meeting where he tells members of a local authority that a project is in the county development plan, a public consultation is under way and it is in the national development plan and Project Ireland 2040. He says it is here and is committed to but we are not doing it.
That is basically what he said. There is a contradiction there. Either the Minister can say we are not doing something because he has taken a set against it, or he cannot. I would like to know which it is. Does the Minister have the power to do that? Can we have all of the consultants' energy put into developing these plans, setting out all of these infrastructural proposals and then somebody can come along and say: "You know, I don't think that's going to happen"?
I thank Deputy Kenny. He will get a chance to come back in.
That is completely inappropriate. We need to get a commitment from all of the Government to build this road.
We are over time.
As Deputy Martin Kenny knows, the Government is funding this road in 2023. Some €400,000 is being allocated, which is allowing it to progress. The decision the Government made on this road-----
That is for improvement to the existing road.
No. The decision the Government made on this road was to include it as a key road in the national development plan. The briefing I have received is very clear. It is that the project will assist in the delivery of a high quality road network along the Atlantic corridor, linking Cork, Limerick, Galway and Sligo. It will provide enhanced regional accessibility in the context of Ireland West Airport Knock and remove through traffic from a number of towns and villages with which the Deputy will be familiar, and that will have positive social and environmental impacts on local residents.
From my engagement with the council as well, I am aware of the importance of progressing this road in the context of road safety. The collision figures for this road are particularly concerning. The Government allocated funding for this road in 2023. All decisions related to funding for 2024 will be made later this year. That relates to every road.
I thank the Minister of State. He will get a chance to come back in.
When it comes to the national development plan, the Government decided to include this as a key road.
I appreciate that. A major part of the national development plan is multi-annual funding, which is to ensure that the money is there into the future, not just for this year and sure we will see what happens next year. It is about making sure that we have a commitment to deliver. So far, the commitment is only for this year and then it stops. That is the problem. I appreciate the frustration that I am sure some in government have. It is not just those in opposition who have concerns as to how some of these things happen. We must get down to brass tacks and we must deliver. The only way we can deliver is to ensure that these commitments are stood over. If it is in the national development plan and if it is the Government's priority to deliver this road, it is not sufficient to provide a little fig leaf toward it by giving it some money for this year and then to stop it after that. It has to be a broad and long-term commitment to ensure that the road is delivered and that the proper infrastructure is put in place for public safety and also for economic development. The Sligo region and particularly Sligo town could have a huge economic impact if we got the resources and investment put in there to develop it.
As the Minister of State is aware, the road from Curry to Collooney is highly dangerous. Does the Government have a policy, because policy is the remit of the Government not of TII, of directing urgent funding towards roads that are dangerous and substandard and do not comply with national standards for primary routes and secondary routes?
I again thank both Deputies for their advocacy for this road and for reflecting the concerns of the local community, which I heard myself when I visited Sligo County Council. I can only emphasise that this road is being included in the national development plan. The allocations for all roads are made annually at the end of the year to allow for continuity of funding. The allocation will be made later on this year in the context of this road and all other roads. That is the case with all of the national roads if the Deputies were to ask me about them in the context of the national development plan.
There is an important regional aspect in terms of regional development and also from a road safety perspective. I appreciate the Deputy raising that point. The reason we are developing many of these roads is because of the collision data, some of which is shocking. A lot of people have lost their lives on that road and that cannot be lost in the context of this discussion. We often talk about economic development and other matters when it comes to roads investment, but a singular important point in the context of 30 years of roads investment has been the dramatic reduction in road deaths and the improvement of our road network has played an important role in that regard.
I thank the Minister of State.
It is something that will be discussed in the context of my role with responsibility for road safety.
We are way over time.
We must make sure that we take into account any concerns relating to road safety in the context of roads investment.
8. Deputy Matt Shanahan asked the Minister for Transport if he will provide a timeframe in relation to the yet-to-be-published data relating to the proposed Irish rail review; and if he will make a statement on the matter. [29766/23]
53. Deputy Alan Farrell asked the Minister for Transport what consideration his Department is giving to further infrastructural investments in the rail transport sector; and if he will make a statement on the matter. [30191/23]
The Minister of State touched on it earlier, but could he provide a timeframe for the yet-to-be-published national rail strategy?
I propose to take Questions Nos. 8 and 53 together.
As the Deputies may be aware, the all-island strategic rail review is being undertaken in co-operation with the Department for Infrastructure in Northern Ireland. The results of the review will inform the development of the railway sector on the island of Ireland over the coming decades to 2050, in line with net carbon-zero targets in both jurisdictions.
The review is considering the future of the rail network with regard to improving sustainable connectivity between the major cities, including the potential for higher or high speed; enhancing regional accessibility; supporting balanced regional development, with a particular focus on the north west; and improving rail connectivity to our international gateways, including the role of rail freight.
The review is considering the scope for improved rail services and infrastructure along the various existing, or potential future, corridors of the network, including disused and closed lines. The review has been informed by a public consultation process that concluded last year and which received a significant response both North and South.
This is the first all-island review of the rail network since the formation of the State and will provide a framework to develop a much-improved rail network in the decades ahead. Work on the review is now at an advanced stage and it is expected that a draft will be published for the purposes of strategic environmental assessment, SEA, public consultation in July. Following the SEA process and finalisation of the report, it will be submitted for the approval of the Government in the autumn.
In parallel with that process, the report will also be submitted for approval to the Minister for Infrastructure in Northern Ireland. Should there continue to be an absence of Ministers in the Northern Ireland Executive, final approval and publication will be considered taking into account the relevant decision-making framework and legislation in Northern Ireland at that time. It is expected that the final review will be published in autumn 2023.
Hopefully, we will get to see something within this rail strategy that points to better and more focused national and regional development right across the country, including in the midlands and the north west. As I stated earlier, we need to rebalance the distribution of infrastructure in this State.
I already mentioned to the Minister of State, and he agreed, about the importance of Dublin Port. I point out to him that Dublin Port has more than 80% of all container traffic coming into the country. A lot of that comes in and goes out from the west. A rail head in Ballina servicing Waterford Port would be a big improvement. Beyond that, we also need to look at commuter rail. Currently, I can drive from Waterford to the environs of Dublin in probably about an hour and 45 minutes, but if I go by train it is two and a half hours before I even think of grabbing other public transport to get me there. Does the Minister of State know where we are going in terms of commuter rail within the strategy?
I thank the Minister of State for his response. I eagerly await the publication of this crucial review. As Deputy Shanahan has rightly pointed out, it gives us an opportunity to rebalance and reopen potential lines up and down the country, which is something of which we should all be supportive. One of the matters I hope will be covered in the review is the obvious need for the three or possibly even four-tracking of our northern commuter line, particularly in the suburban and city limits, to facilitate more transit. I would be surprised if the review did not include such considerations. It is obvious that, with the significant number of additional rail cars that have been ordered by Irish Rail, something has to give. My opinion in that respect is that we have to consider three-tracking or four-tracking parts of the northern commuter line.
In response to Deputy Shanahan, we support rebalancing and providing opportunities for our regional ports. Rail freight would be an important component of that. Given the overall growth trajectory of the economy and the connection between port capacity and growth in GDP, it is likely that all our ports, including Dublin Port, will have a growth requirement.
It is important we look at the economic data and the projections on that. We are ambitious to develop our regional ports and the opportunities that arise from the all-island strategic rail review will be enormous and transformational if we can underpin the recommendations with investment over the coming years.
In response to Deputy Alan Farrell, I cannot give the specifics of what the rail review will set out. However, it is about trying to improve sustainable connectivity between cities, including potential for higher speed, enhancing regional accessibility, supporting balanced regional development and improving rail connectivity, including the role of rail freight. The review, itself, when it is published for environmental assessment in July, will set out the detail on the various options related to specific lines across the country
I hope that when this strategy comes out, it will have a long-term focus and be the basis of planning for the next 25 or 30 years, not something looking at five or ten years because rail infrastructure development is a long-term goal. The Minister of State highlighted regional rebalancing and the interconnection of our cities. In our own area in the south east, I would like to see the Waterford to Wexford line reopened and I would also like to see improvements for the Waterford to Limerick Junction line and beyond because we do not have that connectivity. We lost the rail line to Cork because we dug it up many years ago which was short-sighted. Beyond that, I hope the Minister of State will point to the energy that will power rail into the future. Where are we going? Are we going with electric or are we potentially going with hydrogen? I would like to see something on that in the strategy. When the strategy is published, I hope it will be the basis for something to build on and not just a report to be filed away for the next five years.
Speed and sustainability are clearly the ambition for all of us when it comes to this review's publication throughout the country and not just on my own commuter line. For sustainability in the modern environment, apart from freight clearly it must be electric. My personal ambition would be to see the electrification of the entire network in the coming decades, primarily for the purposes of ensuring that we can withdraw diesel or even hybrids from the rail network, exclusively for passengers of course. I appreciate that at present, it is not likely in the freight area. I would like to be able to stand over whatever review comes to publication in the autumn in terms of that particular ambition. As I said a number of different lines around the country could benefit from additional tracking, particularly the northern commuter line to Belfast but also the likes of Cork and elsewhere.
I believe everybody across the House, probably including the Minister of State, shares the frustration with the delay in publishing this report. Just as all roads lead to Dublin, all rail tracks lead to Dublin as well. We have come to have a rail system that is hub-and-spoke and what we need is the outside of the wheel. In that context, the mothballed connection between Rosslare and Waterford city and then from Waterford city on to Limerick Junction can be highly important strategic infrastructure. We know how this State sometimes struggles to bring large capital projects in on budget and on time. Were we to start today and to try to build infrastructure like that from scratch, it would be into the billions to build that line. Whether it is to upgrade to improve the line speed and return to use that connection between Ireland's fifth city and Ireland's third city and indeed improved connectivity to Cork and Galway which we would get from that route, it would be significant value for money in my opinion.
We have all been awaiting the all-Ireland rail review. Obviously, we would like to see an executive up and running in the North, and I hope that would not hold it up. I am very glad to hear that either way we will look at the pieces that need to be done from the point of view of moving it on. I was going to ask whether the timeline still applies regarding the increase in the number of Enterprise trains on the Belfast to Dublin route. I think we are in stage 2 of consultation for the DART+ Coastal North route. We all welcome the increase in DART services and particularly the electrification to Drogheda. I am somewhat concerned that this may cause delays to Enterprise services, which I have been told could take two and a half hours and would not suit anybody. We need to look into whatever solutions are necessary. People have talked about the possibility of four tracks instead of two on the Malahide to Connolly rail line. Whatever needs to be done needs to be done. Does the timeline for increasing the number of Enterprise trains still apply?
I appreciate everyone's input on this. In response to Deputy Shanahan, there are tremendous opportunities for regional connectivity, providing strategic growth and opportunities as part of the all-island rail review.
In response to Deputy Alan Farrell, the Minister, Deputy Eamon Ryan, has previously outlined the order for battery electric carriages. Across the Government, we are ambitious on electrifying our network where possible, while having that overall development. I appreciate his input on that.
As Deputy Ó Cathasaigh said, the review will provide a catalyst for focus on growth for rail outside Dublin, getting more balanced regional development and allowing for a greater spread of population growth in population centres in the west, south and south east.
I will ask Irish Rail and the NTA to come back to Deputy Ó Murchú directly, as I do not have the specific timelines in front of me.
9. Deputy Marc Ó Cathasaigh asked the Minister for Transport the outputs from the climate delivery transport task force since its establishment, as indicated in the Climate Action Plan 2023 Annex of Actions; the specific areas and initiatives of climate delivery that are currently under its focus; and if he will make a statement on the matter. [30185/23]
The climate action plan has now set out the sectoral emissions targets reductions that we want to achieve. I am aware that across different sectors, we have put in place climate delivery task forces. The decarbonisation of our transport is probably one of the most difficult areas for us to tackle. What specific areas and initiatives of climate delivery are currently under the focus of the climate delivery transport task force since its establishment?
I appreciate the opportunity to provide an update on the transport delivery task force as set out in the Climate Action Plan 2023, CAP23. As the Deputy will know, the Government has established six climate delivery task forces in key sectoral areas. Transport's task force is known as the sustainable mobility policy, SMP, leadership group.
Of the 15 transport-related work programmes identified in the Annex of Actions in CAP23, ten fall under the remit of the SMP leadership group. Not surprisingly, these programmes are specifically concerned with integrating sustainable mobility into our transport system and encouraging a shift to the use of more sustainable modes, such as walking, cycling and public transport. The overall output will be the delivery of the 91 actions under the related sustainable mobility policy. The policy itself was published in April 2022 and the SMP leadership group was established a month later, thus predating the publication of the Climate Action Plan 2023.
Since its establishment, the SMP leadership group has optimised conditions for success by establishing a delivery team to support the work of the task force and by applying best practice principles of project management, including a workshop-based approach to mitigating potential delivery risks; launched a pathfinder programme, consisting of 35 exemplar projects that can showcase the benefits of sustainable mobility and build buy-in for similar projects nationwide; established a research network to help focus resources on research priorities that are critical to providing an evidence base for delivery of key objectives under the SMP; brought forward the development of a climate action communications and public engagement strategy; and convened the first annual national sustainable mobility forum to engage with stakeholders on sustainable mobility.
This approach has yielded significant progress on various infrastructure projects and services, such as the introduction of the country's first all-electric bus fleet in Athlone, a new young adult travel card allowing students and young people to avail of a 50% reduction in travel fares and the commencement of the Connecting Ireland rural mobility plan, delivering new and enhanced bus services across the country.
Moving forward, the leadership group will continue to oversee implementation of the sustainable mobility plan and related actions required under CAP23. It is intended that the Minister will shortly publish the leadership group's first annual progress report related to the SMP.
There is no doubt that considerable headway has been made, particularly in terms of public transport. We see across Europe many countries struggling to get transport numbers back to pre-Covid levels whereas, here in Ireland, we have not only rebounded but exceeded that. Anybody who is using public transport these days can see the number of people travelling and I am always struck, particularly on the Waterford to Dublin train, by the number of young people travelling. That is directly to do with the decreased fares for younger people.
I would like to know more about the position on delivery of the pathfinder programmes. Those are hugely ambitious projects and the timeline is very tight. It is very positive what we have done in regard to rural public transport. Although these figures are already out of date, we had 107 new services in 104 weeks, which is more than one extra service a week and I am sure even that has changed since then. However, integration is critical and I am not sure we are getting that piece right yet in terms of how we integrate active travel, such as walking and cycling modes, into our public transport nodes to make it as seamless as possible.
The pathfinder programme, consisting of 35 sustainable mobility projects, will be delivered around the country over the next three years. The programme, which was launched in October 2022, aims to bring increased momentum to the delivery of projects at a local level, providing templates that can be replicated elsewhere with a strong emphasis on experimental and innovative approaches.
The 35 projects selected to form part of the programme encompass the following: significant road space reallocation projects favouring active travel, particularly within the five cities, but also within several towns across the country; large-scale investments in public transport, including in Waterford and Limerick; exemplar 15-minute towns, such as Letterkenny and Killarney; cycling networks and corridors across several counties, including Longford, Wexford and Sligo; innovative pilot projects such as two in Leitrim which will trial creative shared mobility solutions in rural areas; engagement in research projects, including capacity building workshops, which will take place across the country; and a particular focus on expanding the safe routes to school programme and accelerating access to schools and universities by sustainable means. There has been great progress on many of these and we will see increased roll-out in the coming period.
The Minister of State mentioned two key things, which are the public engagement piece and that piece around road space reallocation. Any of the representatives here know that reallocation of road space can be contentious and we can get a lot of pushback on it, so public engagement is critical. I wonder whether we are recruiting into the active travel teams across all of the local authorities in a way that answers not just that technical need. Of course, the active travel teams need engineers but we also need experts in placemaking in order that when we do that road space reallocation, the entire street looks better. It is also critical that we have community outreach skills and that we have not just people who can explain what a drawing in front of them is saying in terms of turning radii and so on, but also people who can explain the positive community benefits of things like road space reallocation, slowing down traffic, encouraging people to walk and cycle, and how the whole community stands to benefit from that. That communication skill, that community outreach piece, is of critical importance.
I fully agree. It is very important in all of the investment decisions and change that we are trying to make that we bring people with us. People need clear messaging and awareness of climate action and the other benefits of sustainable mobility, including the benefits to individuals, families, communities and businesses. Achieving a shift to zero or low carbon transfer modes, including active travel and public transport, will require significant buy-in.
There is a lot of work going on. As part of the national sustainable mobility policy, there is development and implementation of a public engagement strategy to promote the benefits of sustainable mobility and to raise public awareness of options. There is a new and enhanced option as part of the climate action plan this year which provides for the development of that strategy. The roll-out of that is co-ordinated across the Department of Transport and other agencies within transport to underpin the strategy.
As the Deputy said, there has been significant recruitment in local authorities across active travel so they can get the roll-out of the capital investment. There is full engagement as part of the communications strategy to make sure we bring people with us. With regard to demand management, a key part of that is the communications piece. In any decisions that will be made, there has to be engagement and community buy-in.
10. Deputy Mairéad Farrell asked the Minister for Transport his plans on improving bus connectivity in Galway city; and if he will make a statement on the matter. [29223/23]
I ask the Minister to comment in regard to bus connectivity in Galway city and the plans in that regard.
The National Transport Authority is overseeing the delivery of the BusConnects programme in our five major cities, including Galway, which will be substantially delivered in all five cities by 2030. BusConnects Galway will be a major enhancement to the bus system in Galway, comprising changes to the network, the fleet, ticketing, bus shelters and poles, and the development of bus lanes and other bus priority measures. The largest part of the programme is the development of bus priority measures and bus lanes throughout the city. Key elements of that programme are currently under development, namely, the cross-city link project and the Dublin Road scheme. The Salmon Weir pedestrian and cycling bridge was also officially opened to the public last month.
Bus services are also being improved and members of the public have been asked for their input on how they want the Galway bus network to look and operate in the future. The NTA published its draft bus network for Galway in April 2023. A public consultation on the draft new network ran for six weeks and closed on 2 June. The redesign will be finalised in the coming months and the new network will be rolled out from 2025. Under the proposals within the Galway bus network redesign report, the level of bus services in Galway city, Bearna and Oranmore should increase by nearly 50%. The added service levels will make possible the extension of bus services to new areas, frequent services on a greater number of routes, an enhanced weekend timetable and a new 24-hour route. The proposals should also result in approximately 67% of residents in the city and its suburbs living within a 400 m walk of a bus stop compared to 62% today. BusConnects Galway will represent a step change in the provision of bus services in the city.
I am aware that a lot of welcome changes are being proposed for buses in Galway in terms of greater availability and improved times, all of which is very positive. One of the things I had been calling for over a long time was a night bus, so I think the 24-hour route is a very important and positive step forward.
I live in Mervue, which has always had a bus stop. There is a huge issue of concern for the people of Mervue at this point because there is a proposal to get rid of that bus stop. It is part of this concept that buses should go through quickly but this bus stop is being used by the elderly community in Mervue, day in, day out, and if people go to Mervue, they will always see it being used. That is an element of concern for me simply because we want more people to use the service. This is something that is already being used so let us not take it away.
In support of my good colleague, who lives locally there, the demographic has to be taken into account when taking away bus stops. In other words, if there is a very old demographic, it is not the same as a much younger demographic. That is the first issue. The second issue is that, as I understand it, a housing estate was refused because there was no bus service. An Bord Pleanála should never refuse on that basis. The arrangement should be that, automatically, when new developments take place, this is dynamic and the bus services are then provided. Otherwise, we are totally undermining Rebuilding Ireland by a lack of flexibility in our system.
I thank both Deputies for their remarks. Like Deputy Farrell, I welcome the fact there has been progress on a night bus for the city. As the Deputies know, the public consultation closed on 2 June and the redesign will be finalised in the coming months.
I will reflect the Deputy's feedback and that of Deputy Ó Cuív on Mervue and the bus stop there. The intention of a network redesign is not to take away transport connectivity from people who have it at present. We will reflect what has been said to the National Transport Authority.
I note Deputy Ó Cuív's comments relating to the board. Obviously, it is separate and independent in its decision-making but it is important, where we have investment and capacity increases coming in areas, that consideration is not being made of the historic position and the future position in terms of transport capacity. A lot of work has been done on transport-oriented development. For instance, we are developing new rail stations or new strategic transport capacity in order that in parallel, we can have local development around that. That is prudent planning.
I welcome the Minister of State's comments. Demographics need to be central to planning because planning without looking at the situation on the ground is not good planning. There is an elderly demographic and there is a pharmacy and butcher shop beside the bus stop, which also allows elderly people from neighbouring estates to come in to pick up a prescription or whatever. It is really important to the community. I cannot over-emphasise that.
An Teachta Ó Cuív made a very good point about ensuring service to estates. There was a case in Galway city where an estate was refused because there was no bus connectivity. I understand this plan does not contain bus connectivity to where that estate was due to be built either. We must ensure that we have that connectivity and take local demographics into account.
I thank the Deputy for her remarks. We will reflect the feedback from today to the NTA. Other iterations of consultations related to BusConnects in Dublin were responsive. If one looks at the original plan compared with today there have been a lot of changes through proper public engagement and engagement with local representatives. We will reflect the points made. I am sure there have been a lot of submissions made in Mervue and other places relating to the specific network redesign. It is not set in stone. There have been consultations in order that they can finalise the overall network design in coming months. It will be published with a view to implementation in 2025.
11. Deputy Duncan Smith asked the Minister for Transport his views on the reported underspend by his Department; and if he will make a statement on the matter. [30223/23]
18. Deputy Patricia Ryan asked the Minister for Transport if he can explain the reason that, despite his Department having an underspend of €97 million on transport and infrastructure, this Deputy has been informed by Kildare County Council that there "are no funds" to repair and resurface dangerously deteriorated sections of road in Kildare South; when, if ever, he intends to allocate these funds to already financially pressed local authorities to be used, or if those funds have or are intended to be re-allocated for other purposes; and if so, what purposes. [30211/23]
20. Deputy Matt Shanahan asked the Minister for Transport if he will clarify how his Department is carrying a nearly €100 million underspend in the first three months of the year; if there have been projects postponed or delayed which has led to the underspend; if so, if he will list those projects affected; if he will outline how he and his Department plan to address the situation; and if he will make a statement on the matter. [29769/23]
When receiving the freedom of Dublin last night, the environmentalist, my namesake Duncan Stewart said we are nowhere near making our 51% target in emissions reductions. Last week, we heard the Department had underspent to the tune of €200 million for the first quarter. We need capital projects to be delivered. Will the Minister of State comment on this?
I propose to take Questions Nos. 11, 18 and 20 together. An underspend for quarter 1 is quite normal and is largely related to the timing of expenditure within the year. It is anticipated that all spending allocations for capital projects will be used by the end of the year.
The first quarter underspend is primarily in four areas: greenways, EV grant schemes and infrastructure, public transport investment and national roads. Expenditure of €6.47 million was profiled for greenways in the first quarter by TII and €0.291 million drawn down. The first quarter underspend is partly due to the timing of claims. In addition, a number of schemes are behind on anticipated spend profiles, including Athlone Bridge, Turraun to Shannon Harbour and the south-east greenway. It is expected that expenditure will increase as the year progresses and any underspend at year end will be absorbed by the strong level of demand under the active travel cycling and walking programme.
For EV grants and infrastructure, €26.171 million was profiled and €16.442 million drawn down by the Sustainable Energy Authority of Ireland, SEAI. The SEAI is reporting good levels of demand for the EV grant scheme and it is not expected that there will be a significant underspend on the EV grants scheme or on EV infrastructure by year end.
On heavy rail and public transport investment, €125.26 million was profiled and €73.323 million was drawn down. The reasons for the first quarter underspend included assessment of charging infrastructure for the new DART+ fleet, the timing of payments for delivery of the remaining intercity rail cars; the timing of the procurement process for the client partner contract for MetroLink; in the BusConnects depot electrification programme; delays in the planning approval process for four of the BusConnects Dublin core bus corridors and in fleet acquisition for Dublin Bus and regional fleets. A modest forecast underspend in public transport will be absorbed in heavy rail investment.
In national roads investment, €42.537 million was profiled and €14.27 million drawn down. At the start of the year, TII’s reserves for roads projects stood at €89.6 million, compared to the €20 million reserve level recommended by its board. The reason for the underspend is due to TII using excess reserves in the first quarter. TII had factored the reserves into its expenditure plans for 2023 and expects expenditure to return to profile as the year progresses.
I will have to ask the Minister of State to finish there.
My concern is that perhaps we should be broadening what could be included in the capital spend. The earlier question spoke about expanding a rail network in the south east and the south-east connectivity. We have a really good campaign, South East on Track, for a line which begins in Rosslare, moves on to Waterford and moves up to Limerick. As Deputy Ó Cathasaigh said, we could have really good connectivity between our third and fifth cities and with minor upgrades of the line between Waterford and Limerick, it would be 1 hour 50 minutes. There are other areas that could come under capital expenditure that could be done with a quick spend that would make a real impact. Real-time passenger information notifications are becoming a real bad-news story. We really need to put work into those. Disability and accessibility, particularly on our rail services, is something that could be a quick fix and should be included in capital expenditure. We would be able to spend that money early in the year and it would have a huge difference.
I thank the Minister of State for his response but I am concerned that the local authority in Kildare is telling me it cannot fix basic things on roads. I am not talking about pot holes. I am talking about subsidence on the sides of roads and so on. Is it possible something can be done about this? Putting a cone on the side of a road and telling people to drive around it is not substantial. We end up having to call out emergency services to pull people out of the side of the road. Can something be done around that, please?
On the underspend, how much of the cost is contracted and how much of it is in terms of profile? Is some of the difficulty here related to contracted price, in terms of evaluated prices moving on?
BusConnects expenditure was mentioned earlier. There is ongoing discussion in Waterford about BusConnects. There is a proposal to completely change the route of a Waterford to Tramore bus route to turn it back on itself and change the direction of flow, which will require a complete new investment in bus infrastructure. It is very hard to understand the logic behind some of that. We need some greater transparency in some of the projects that have been held up or are behind profile.
What was the carry forward or underspend of the Department last year? Does the Minister of State agree that if one is going to reallocate money, one must do it in July. Doing it in September, October, November is a total waste of time; it is too late.
I thank everyone for their input. Deputy Duncan Smith referred to a number of projects for which he advocates. This requires forensic assessment and is getting that and scrutiny in the Department. We will examine the second quarter and the projections there.
On Deputy Ó Cuív's point, if repurposing is going to happen, it will have to happen in early autumn or late summer in order that the capital can be spent. Decisions being made in November or December does not have the same effect.
As regards Deputy Patricia Ryan's point, we have had a lot of feedback across the country relating to our increasing the funding for local and regional roads this year. There is ongoing engagement on that, and the maintenance and renewal process is very important.
To Deputy Shanahan's point, there will be ongoing engagement in Waterford on the BusConnects plan there, and the NTA will engage with all the public representatives on that.
