I welcome Mr. Ciarán de Burca from the quality bus network project office and Mr. Michael Phillips, head of the transport department in Dublin City Council. They are aware of the statement I made to the previous group on the issue of privilege. Before inviting them to make their presentation I wish to say that as a result of my discussions with them I am impressed by the work done by the network project office and supported by the city council on improving traffic management and creating more bus lanes. We invite them now to tell us more about what is happening.
Quality Bus Corridors: Discussion with Quality Bus Network Office.
Mr. Ciarán de Burca
I will be as brief as possible. The quality bus network office was set up in 2002 by the various local authority committees in Dublin because they wanted a single body to deal with the implementation of the network which was set out under Platform for Change and which was further enhanced by Transport 21. The main part of the job is to improve the existing QBCs, construct new QBCs and any other network improvements, such as traffic signal priority which has become an important issue for Dublin Bus. There is multiagency input into the various projects from the Garda Síochána, the Department of Transport, the bus companies, the local authorities, the NRA and the RPA. All these agencies have implementation issues with regard to the schemes. With four or five local authorities involved, it was important to achieve consistency in the design of the schemes. We hope to have the target of 400km of quality bus network completed by the end of 2011.
The office has many challenges as all the agencies have different objectives. There is a lack of road space with significant competition between shop-keepers, business people, residents, cars, buses and trucks for that road space. We have major issues to do with the length of time it takes for public consultation. As committee members will be aware, all politics starts with a small "p" and local area issues are major problems for our local councillors. Construction is mainly on city streets, which adds to the difficulties because of moving services such as ESB, gas, and so forth. There is a shortage of contractors and consultants who are experienced in working on such specialised projects. The consultants are familiar with designing greenfield sites whereas city streets are a different project area. We have a major issue with the retention of experienced design staff. Transport 21 has instigated a significant number of projects and it is difficult to find staff who have specialised knowledge in the area of transport and who can integrate it with the other modes.
Every scheme is designed on the basis of an examination of all the traffic areas, not only bus traffic but also general traffic, cyclists, pedestrians, facilities for the mobility-impaired. We undertake a full analysis of all accidents and implement new measures to reduce accidents. On each scheme we examine intelligent transport systems such as CCTV and the upgrading of traffic signals.
I refer to a map of the network operation in south Dublin. The schemes shown in red, blue and light blue are those which are either being upgraded or improved. We are hoping to build a network of quality bus corridors. The grid on the left hand side of the screen shows the Adamstown development and just south is where Dublin Bus is putting its new garage. All the other circles are major centres of development. We hope to put the bus lanes in before these centres are fully developed to encourage people to decide they only need one car if there is a good bus service in these areas. We are establishing radial routes going towards the city centre but also circumferential routes to take people from Lucan to Clondalkin and right around to Tallaght and further on to Dún Laoghaire.
The Dún Laoghaire schemes are very similar. The two main areas are Sandyford and Cherrywood. There is a space between these two centres which is filled by the Luas extension but we hope to put additional bus services into those areas.
The north fringe area of Fingal north extends across from Balgriffin towards the coast. Dublin Airport, Swords and Metropark are the big areas which will be serviced by bus lanes in addition to the metro. Major work is being carried out in Fingal west. Blanchardstown is served by approximately 110 Dublin Bus buses on a daily basis. The large population in that area needs to be carried into and out of town and through the area as speedily as possible. We plan to extend the bus priority network to the north of that area.
The emphasis in Dublin city is on the upgrading of all the existing QBCs, particularly to Blanchardstown, Malahide, Swords, north Clondalkin — which is Ballyfermot — and Rathfarnham. We are also developing a new corridor at North Wall, between the East Link Bridge and the Custom House, to get the many new services which come through the Dublin Port tunnel into town more quickly. Orbital routes, such as the route between Kilbarrack and Finglas, are very important if we are to convince people to leave their cars at home and to use the bus service. The Clanbrassil Street-Patrick Street scheme will complement the Rathfarnham QBC.
Some of the schemes we completed in 2007 have provided major benefits. We are now getting tremendous results from the north quays scheme, which was quite controversial when it was first proposed. There has been a reduction of six and a half minutes in the average bus journey time from Heuston Station to Bachelor's Walk. There have also been significant improvements in bus reliability, which is much more important and can now be built into the system. We have just got the initial results from the Dublin Transportation Office's monitoring system. The longest bus journey time on the north quays route is now approximately 12 minutes and the shortest journey time is eight minutes, with an average of ten minutes. The shortest journey time last year was ten minutes and the longest journey time was 24 minutes, with an average of 16 and a half minutes. We are helping bus passengers and operators to be certain that short and reliable journey times can be consistently provided. We are spending a great deal of money on the Malahide Road QBC. Reductions of approximately five minutes in average bus journey times have already been achieved along a short section of the route, between Kilmore Road and Collins Avenue. The benefits of consistency I mentioned earlier are also being enjoyed in this instance.
Our work in the counties adjoining Dublin is being driven by Bus Éireann to a significant extent. We are considering the provision of bus lanes in the centre of Naas, as far the roads to Newbridge and the southbound Dublin Road. Our work in Maynooth is concentrating on Straffan Road and the approaches to Leixlip. In Navan, we are considering the upgrading of traffic signals on the bypass to give priority to buses and the development of bus lanes on the approaches to the town. Bus Éireann is providing major new services in County Meath, particularly in Kells. It is examining the possibility of developing a park and ride facility there. The quality bus network office is thinking about putting bus lanes on all the approach roads to the M3 motorway — at the Fairyhouse, Pace and Dunboyne interchanges — so buses can get ahead of queues of cars. It is likely that buses will not use the motorway because that is not where customers are. Bus customers in places like Dunshaughlin, Ratoath and Trim need to be considered. It is important that we get such people on to the major bus routes.
Where is Pace interchange?
Mr. Ciarán de Burca
It will be the interchange connecting Dunboyne to the M3. It will be the next one after Fairyhouse. There will be three interchanges on the new motorway. It will be known as Pace interchange. A big park and ride site is proposed for the Pace interchange. Dunboyne train station will also be on the Pace railway line.
We are talking to Bray Urban District Council about our plans for Main Street, Vevay Road, Killarney Road and the approaches into that area. Those plans will link into the proposal to extend bus lanes as part of a new development and the possibility of extending the Luas service to Bray. The schemes will be complementary.
I will give the committee a quick summary of the quality bus network office's programme of work for this year. The office has a budget of approximately €35 million this year.
Is that budget for planning?
Mr. Ciarán de Burca
It is for construction and planning. The office expects ten further major schemes to become operational in 2008. The Malahide and Swords quality bus corridors will be finished. More work will be done on the north and south Blanchardstown schemes. Such schemes will have a major impact.
What will be the overall cost of the Malahide scheme?
Mr. Ciarán de Burca
The Malahide QBC will cost between €15 million and €17 million. It will have substantial benefits. When the corridor is fully operational, it will help to reduce bus journey times by at least 40%. Ten schemes are currently under construction. Twelve further schemes are currently at various design and tender stages. The public consultation process is ongoing in respect of a further six schemes. Approximately 20 further schemes are at the concept and feasibility stage. The quality bus network office is working on approximately 70 schemes at any given time. One of our major projects is to convert hard shoulders in places such as the Naas Road and Dunshaughlin. These measures are delivering considerable benefits.
The purpose of the super QBC initiative is to enhance existing QBCs. The reason the Malahide Road QBC is so expensive is that road widening is required because sufficient funding was not available when the scheme was first established. The office is taking a tough approach on these issues as it is the only way to secure the bus priority we need.
Dublin Bus has probably provided statistics to the joint committee. In 2004, when the Luas was introduced, Dublin Bus carried approximately 150 million passengers. While this figure subsequently declined, it is starting to increase again. Annual passenger journeys on the Luas increased to approximately 26 million in 2007. Dublin Bus journeys have increased by a similar figure. In other words, the company has regained the position it held in 2004. I hope this trend will continue.
The quality bus corridors are the main way Dublin Bus moves people around. In 2005, 41% of Dublin Bus passengers travelled on QBCs. The projected figures for 2008 and 2011 are 60% and 63%, respectively. These percentages relate to a rising number of people travelling by bus. The QBCs are the best way to move people around quickly.
We used the results of monitoring carried out in November 2006 as a basis for determining the location of pinch points. We take special actions to address some of these points, which have included the ban on making right hand turns at Kilmore Road. This measure, which took four or five years to get through public consultation and have implemented, has had a major benefit on the Malahide route. Early results from the 2007 monitoring initiative show that bus speeds on the route have nearly doubled, a major benefit for everybody using it. While the figures have not yet been finalised, we briefly examined some raw data.
Between November 1996 and November 1997, the number of cars crossing the canal cordon in the morning peak declined by almost 20%, whereas the number of buses increased and the number of bus passengers rose by more than 40%. This means we are moving more people across the canal cordon than we were previously, which is good for business in the city centre.
In terms of key issues for the success of the quality bus network project office, it is important that bus journey times are consistent and reliable. This requires providing maximum bus priority and, in particular, removing all the pinch points which present major delay factors for buses. Buses are a low cost solution when compared to the cost of trams or a metro. They are also an immediate solution. The annual investment needs to continue until at least 2011. We are trying to establish much more intelligent transport systems, including cameras, which are used in London, to assist the Garda in enforcing the rules applying to quality bus corridors. Substantial annual growth in the network is stretching Garda resources. We need to use static cameras and cameras on buses, which will require the implementation of new regulations by the Department of Justice, Equality and Law Reform.
More buses are necessary as the network expands and more people use buses. We urgently need between 350 and 500 buses. The office does not care what livery is on new buses. They can be private or public bused but more are needed. This is a major issue for us when we try to sell the merits of our schemes. One or two schemes were held up by various managers this year because an insufficient number of buses were available to provide the level of service necessary for a quality bus corridor.
The other issues that are raised constantly at the public meetings we attend are the need for additional park and ride facilities, integrated ticketing, and automatic vehicle location, AVL, which is a system that tells one the location of buses using global positioning systems satellites. The latter allows the use of real-time information at bus stops that can be accessed either on the website or on a mobile telephone. OneStat and Dublin Bus are due to sign a contract in the next couple of weeks to get that project under way. It will have a major benefit because the trams are currently fitted with this type of system and one can see the priority they get at traffic signals.
Does that exist in Dublin?
Mr. Ciarán de Burca
Bus Éireann has it on its system.
Not Dublin Bus.
Mr. Ciarán de Burca
The contract has been signed to start implementing the system in the next couple of weeks. That is my latest information from Dublin Bus. Obviously we need this sooner rather than later.
We need strong political support through the local authority system. Local councillors take many of the hits in terms of emotive issues such as banning right-hand turns and removing parking. We need to become better at selling the type of benefits I referred to earlier in terms of use of the port tunnel, in addition to the benefits of the quays and the Malahide Road.
Bus passengers are just as important as Luas passengers and deserve to be treated in the same way in terms of proper bus shelters and real-time information. This is the only way of giving people a reliable service and to convince them of the merits of changing from using cars to public transport in the same way as the introduction of the Luas did.
Would Mr. Philips like to add anything?
Mr. Michael Phillips
No, except to say that because of the situation in Dublin we have increased the expenditure of the quality bus network project office and the sourcing of resources can be difficult. Last year we spent approximately €20 million and now we are spending approximately €35 million or €40 million and it is crucial that we keep that investment going for the next four to five years.
While the other Transport 21 projects will be under way in the next few years, the only show in town for the foreseeable future is the bus service. Therefore, we have to maximise the number of people we can get on the buses.
I am quite surprised the quality bus corridor project office only has a budget of €35 million. The work it does is the best transport news story I have seen and the need to do this work as quickly as possible is paramount. Is a budget of €35 million enough for the office? Given that the bus lane from Malahide, which no doubt will be a great success, will cost between €15 million and €17 million, it strikes me that the proposed bus lanes will take a long time to come to fruition.
It is a cause of concern that one cannot get staff with the necessary qualifications. Mr. de Burca referred to a lack of experience among contractors and consultants as being one of the challenges he faces. It must be possible to improve on that situation.
While the increase in customer numbers has been significant, is there not significant potential for driving up customer numbers if and when we put in place quality bus lanes of the type that are successful? For example, the average time on the Clontarf bus lane improved by 174%. It strikes me that this must be the highest priority in terms of spending in all of our transport initiatives across the country.
On the question of making the city centre more amenable to bus transport, will Mr. de Burca outline his office's proposals to clear cars from the city centre, particularly the O'Connell Street-College Green area? Will he discuss the crossings at Macken Street Bridge over the Liffey and in the Hawkins Street-Marlborough Street area? Unless we make the city centre area amenable to buses, particularly because of the big dig that is to commence, we will not really attract people to use those buses as desired.
I warmly welcome Mr. de Burca and his colleague to the committee. I thank them for their remarkable work over recent years. I am well aware of Mr. de Burca's long period of public service with Dublin City Council.
There are 13 existing quality bus corridors. The last report I could find was that of the Dublin Transportation Office, which was published in 2005. It drew attention to some of the problems to which the Chairman referred, including the pinch points. When is it expected to have a busway from north Clondalkin in west County Dublin to the centre of the city? What needs to be done to make it happen?
Does the quality bus network project office hope to have up to 23 quality bus corridors operational in 2008 and 28 schemes altogether? As the Chairman stated, this would require considerable investment. Mr. de Burca stated a number of the corridors would be orbital and I welcome this.
Will the quality bus network project office be absorbed into the Dublin transport authority, when established? We are to receive the Bill in this regard in a couple of weeks. How will the new arrangement work? Mr. De Burca referred to the difficulty in finding skilled staff. What staff has the office at present and how can new staff be recruited using available resources?
By means of quality bus corridors and other measures, up to 43,000 people go through the Grand Canal cordon during rush hours between 7 a.m. and 10 a.m. and the number of cars has decreased to 29,000. How come the chief executive of Dublin Bus stated bus numbers are still only at 3% or 4%? What percentage of people enter the cordon by bus from quality bus corridors on their way to work? Unfortunately many of the cars being used are carrying only one person, or may be carrying a few children to school. What is the quality bus network project office doing in this regard?
Mr. de Burca is correct that bus passengers deserve to be afforded the same priority as passengers on trains, the Luas and DART. When he was looking after us on the transport committee in Dublin City Council in the early 1990s, we were talking about having bus stops displaying real-time information such that one could see the Clondalkin or Coolock bus coming down the road on a monitor, as can be done in respect of buses in some foreign capitals. How long will it be before we have such a system in place?
In low-income and deprived areas, the local authority and Dublin Bus sometimes behave disgracefully by not providing sturdy bus shelters just because a tiny minority of clowns and gurriers damage them. There have been no shelters for years in north Coolock and we must negotiate with Mr. Matthews and the new chief executive. There is a need to offer passengers a comfortable service. Just because 2% of the population — scumbags, if one likes — have wrecked public facilities, why should the other 98%, including older men and women, have to wait for buses in lashing rain? Could a programme be commenced such that quality bus corridors, including the one on the Malahide Road in my constituency, will have proper facilities at each bus stop?Could they become more like Luas stops? I am not sure whether the witnesses or the DTA made the point to me that the buses are delayed because there is no card and they still take change.
I welcome Mr. de Burca and Mr. Philips to the meeting. I have dealt with both of them in my previous life and am aware of the excellent work they do.
Deputy Chris Andrews wants to say something before he leaves.
I thank the delegation and admire its unrelenting work in this difficult area and apologise for having to leave to attend another meeting.
There have been failings in the quality bus corridors such as the problem in south Dublin where the councillors and local authority managers did not want to open one because the buses were not available. The corridor on the quays, however, has had a noticeable effect on the bus service which affects how people view the service. The number of people using buses has increased but the buses' share of public transport in the Dublin region is decreasing because people are using the Luas and so on.
When the quality bus network was being set up in my area it was opposed because there would be no buses on it which turned out to be the case. Notwithstanding the need to get more buses into Dublin and the resources available how do the witnesses interact with Dublin Bus to ensure that it provides buses for the new corridors as a priority, to make good use of money?
The DTA will hopefully play a significant role in resolving these difficulties. How would the delegates like this to work?
The percentages for time savings for bus services in quality bus corridors are impressive, at 42%, 25%, etc., but that is only two, three or four minutes, which will not register strongly with the prospective passenger. If the delegates had a blank page what would they like to do to ensure better time saving?
I thank the witnesses for coming to the meeting today. How do they interact with Bus Éireann, Dublin Bus and private operators to ensure that they get more buses? This is the only solution to our public transport problems, particularly while we await other infrastructural improvements.
Will the new infrastructural planning Bill provide for the quality bus network? Is the QBN an integral part of the new planning procedures or does it have to go through all the planning consultations? I am curious about that since Mr. de Burca mentioned the councillors. Has there been an issue regarding planning?
Regarding public consultation, I do not know whether the QBN is marketing the fact that it leaves landscapes in much better condition when the quality bus corridors have been put in place. The public see the end result at all times and it has made a major difference to commuters from Kildare North. The difficulties arise in the time taken to get onto the QBC. There is a major difference, however, in the overall length of the journey time and that is significant. I also agree with Mr. de Burca about the park and ride facilities. That is a key issue for my constituents in terms of accessing bus routes and being able to park a car in a suitable place.
Another issue that has been raised with me several times is the fact that Bus Éireann employs hackney cars to bring special needs children to special schools. These are employed by Bus Éireann and the vehicles are clearly marked with that company's logo, indicating that they are bringing children to special schools. It might, for example, be from Leixlip and Lucan, through Clondalkin, and on to Tallaght to a special language school. I have also had representations on behalf of people going to Cabra to the school for the deaf who are not allowed to use the quality bus corridors. It means that children, who technically are travelling with Bus Éireann, although their journeys have been sub-contracted to a specially marked hackney vehicle, are spending up to four hours a day in heavy traffic. Five children are involved and this is the only suitable mode of transport. This is not a question for Mr. de Burca directly, since he does not decide such cases, but I believe it is an issue that could be raised with the Department.
Mr. Ciarán de Burca
We have been told we are getting a budget of €35 million. We probably could spend more in the next couple of years but, as I said earlier, the issue of qualified people and getting through public consultation is of real concern. We probably could do with an extra €10 million this year, in 2009 and the following year. I cannot give any guarantees, however, that it would be spent on the basis that two or three major schemes might be lost through public consultation, as appears quite likely.
Regarding Deputy Brady's question, is the inclusion of the bus lane network in the strategic infrastructure legislation desirable?
Mr. Ciarán de Burca
It obviously would be, but that brings its own delays because it necessitates environmental impact statements, the preparation of major reports and whatever. We are examining the possibility of a package for the Blanchardstown QBC upgrade, which includes the Castleknock QBC, reaching the city through Phibsborough, coming down through Stoneybatter and also through the Phoenix Park. The plan is to sell that as a package of overall schemes. Once it is through the system, then it is just a matter of designing and building it. I was talking earlier about Cherrywood. We have plans for that area which would perhaps involve three different ways of serving it because QBCs are becoming overloaded in specific cases. The concept of two or three routes in service and putting that model forward as a major package is under review. Obviously, that will require a change from what we are doing at the moment. Very few consultants are capable of embracing that type of undertaking.
The reason our office works so well is that the majority of those who work in it have all worked in the local authority system. We can talk to councillors and we are used to dealing with people. Consultants tend to be that one step above. I know the Chairman mentioned it in his article. I was quite interested and we could go that way, but how long will it take us to get through even part of the Bill? An Bord Pleanála will have to deal with many of these Bills, so I suggest we plough on regardless of what we are doing at the moment. It is very interesting that the humble bus is being thought of in a strategic way. That is very important because it really is the only game in town.
There is a great potential to drive up the number of people travelling on the QBCs and Clontarf is an example. We need more resources for that. I recently used the bus in Clontarf and I could not believe that it got into town in about eight and a half minutes. The queues went right back up to Dollymount. I do not know why people would sit in their cars when they could do this. The mentality of Maggie Thatcher that buses are for losers is still out there.
What ingredient of the Clontarf QBC is lacking in other QBCs?
Mr. Ciarán de Burca
Clontarf has total priority all the way and it is a full bus lane. We have put additional bus lanes on the North Strand and Amiens Street and places like that. There is a first priority bus lane from the start of the bus lane at the garage in Dollymount all the way into town. That is the way to go.
What does that mean?
Mr. Ciarán de Burca
Unfortunately, I do not have the power and I know the Chairman raised the issue of the number of buses. Dublin Bus, private bus operators and Bus Éireann are the bodies that are responsible for providing the buses. We meet Dublin Bus senior managers at least twice a month and there are four to five meetings a month on various issues between my office, Dublin Bus and Bus Éireann.
What is a first priority bus lane?
Mr. Ciarán de Burca
It is where the bus comes right up to the stop. The bus used to stop on the Kilmore Road 100 m. short of the junction and cars would move in to get through it. The old way of designing tried to maintain the capacity of the junction for cars. Now we tell the cars to go away and the bus goes to the top of the queue all the time.
The right-hand turn had to be stopped in order to do that.
Mr. Ciarán de Burca
We ran into significant difficulties. We managed to get it stopped in the morning peak time. We are now looking at a bus lane for Rathfarnham, which is one of the areas in which the corridor operates poorly. Part of our proposals may be to ban five or six right-hand turns at places like Kenilworth and Leinster Road, but there will be a major outcry about it. However, that is the only way we can deliver.
There is always an outcry when bus lanes are being built. Is there much of an outcry after they are put in place?
Mr. Ciarán de Burca
The quays is the obvious example. We received five or six letters in the first few weeks after the bus lane was put in, but we have not heard a thing since.
Is it fair to say that all of this hassle and the broken record we hear every time--
That is not the experience. I know the N32 is a special case, which is the road in north Coolock I tried to name after Veronica Guerin. We got incredible hassle and e-mails mainly because Mr. de Burca's predecessor, Mr. Keegan, made it a 24/7 bus lane. There were very few buses on it and people could not understand it. That is a spectacular example, but we still get a lot of complaints.
When Tory leader, David Cameron, was promoting public transport by cycling, he cycled around with his car and a driver behind him carrying his gear. That is the problem. These are the tools on the table. As the Chairman knows, we needed information on Shannon Airport, Dublin Airport and so on for the series of meetings to be held today. A certain percentage of workers such as plumbers and other tradespeople and businesspeople are moving back and forth across the city. It is a major part of the economy. To take an example in the public service, the Dublin City Council car park — I commend Mr. Phillips and Mr. de Burca on their achievements in this regard — is packed with the cars of council officials, councillors and the occasional Deputy such as myself who goes to the council to invigilate on planning matters. There is a problem in that some workers need to carry equipment with them, despite the use of IT, etc. I do not know how to solve this problem, which is one of the reasons there is not 100% support on this issue.
Is the Deputy suggesting there is much hassle after bus lanes are opened?
In some places, yes.
I have personal experience of this public outcry. The cycle I see happening is as follows. There is a proposal for a bus lane to be introduced but the services are not in place to ensure it would perform as well as it could. Another proposal is then made to either extend the bus lane, ban right-hand turns or provide another bus lane in another location. There is a strong perception that what is in place is not working. Therefore, why should I incur further hassle or difficulty to have another bus lane provided? They are a source of continuing discussion between constituents and public representatives due to the perception that some of them are not doing the job they should.
It takes courage to stand up for the bus service and bus-users. That is the point.
An important point, as Senator Donohoe stated, is that it is essential that an adequate number of buses use the bus lane when created. We have raised with Dublin Bus and the unions the fact that this has not happened. I have spoken specifically to a number of people who were making a fierce racket before a bus lane was introduced but who then said after they had seen it and realised they could use the bus themselves, that they did not have a problem with it. The inconvenience now caused to us far outweighs the inconvenience caused when we were sitting in traffic.
On the workers, if there is a dramatic decrease in the number of cars using those roads, this means that those who must use them will be able to move much more freely. It is a critical question. A small number of residents in Limerick have held up the provision of a bus lane on the Ennis road for five years. It is time we considered the critical infrastructure legislation being brought into place, notwithstanding the fact that other issues would arise. It is necessary that we have much more straightforward consultation and that we get over unreasonable objections and get on with providing bus lanes.
My apologies, but I must leave.
Mr. Ciarán de Burca
I will move quickly through the rest of the questions. The proposal to create a bus gate or public transport gate at Trinity College should help to alleviate many of the delays encountered in that crucial area of the city centre. There needs to be consideration of the number of bus stops, which also cause delays, and the number of bus routes that use the same space because, to a certain extent, buses are getting in each other's way. This is now an issue on some QBCs where we are returning to the idea of providing bus laybys, having earlier sought to get rid of them, in order that express buses can move more quickly. This is happening in Stillorgan and on a few of the other major QBCs. The city centre will always be a difficult area because it is the destination of huge volumes of passengers. Dublin Bus's service is largely radial; the centre of the flywheel is the city centre and there are various spokes off it. This is an issue for Dublin Bus to consider.
An important development in this regard is the offside, cross-city bus terminal. For example, many terminals around the wall of Trinity College and College Street have been removed. In their place, the extremely successful Pearse Street bus lane, which we implemented this year, allows buses to travel quickly to the garage in Ringsend and to leave the garage and go straight onto a first priority bus lane that brings them all the way into the city centre. All the Tallaght buses now cross over to Pearse Street, thus avoiding the city centre and allowing them to travel quickly in and out. This was done on the basis that Pearse Street attained a first priority bus lane in both directions. We sold this development to residents on condition that we provide major environmental improvements in Pearse Street. Residents enjoy a far better environment as a result.
I have a difficulty in answering the question of the number of quality bus corridors, QBCs, in place. One must consider the definition of a QBC. On Snugborough Road, for example, we are putting in place short lengths of bus lane, totalling approximately 1.5 km. This is referred to as the Snugborough Road QBC but I would prefer simply to call it an extension of the Blanchardstown QBC. We are more interested in schemes.
The Dublin Transportation Office report includes the maps of the 13 routes. Does the quality bus network project office plan to launch several more like this, either orbital or radial?
Mr. Ciarán de Burca
We have recently updated and verified our map of all the QBCs. Through the Chairman, I can make A0 size copies of this available to members.
Can Mr. de Burca quantify how many more kilometres of QBC will be put in place this year?
Mr. Ciarán de Burca
It is somewhat difficult to do so. In the case of the Malahide Road QBC, for example, all we are doing is improving an existing QBC. It is a question I find impossible to answer. We seem to average some 30 km or 40 km per year. The work on the Malahide Road bus lane involves only an additional 1.5 km but that will cover the critical points on the route.
Using the Malahide Road as an example, does Mr. de Burca envisage that the quality bus network project office will reach the stage where it concludes that it is a perfect QBC? In essence, it would be like a bus way where buses could go straight from Malahide village to the city centre, picking up passengers without any hassle. By contrast, I understand there is still some hassle in Amiens Street, with Bus Éireann buses coming out in front of Dublin Bus buses and all the chaos that ensues when a Dublin Bus vehicle attempts to turn right. Will the quality bus network project office be in a position to say that Blanchardstown, Tallaght or wherever is a perfect QBC and requires no further improvement?
Mr. Ciarán de Burca
Unfortunately, we will never have a perfect QBC in the same way that we do not have a perfect Luas line because the trams are held up at traffic lights. We are aiming for the maximum efficiency possible. As I said earlier, it is a question of competing for road space with other users. One will never have the perfect QBC in those circumstances. We generally look to the Stillorgan QBC as the target to aim for and we are achieving those types of speeds now on other routes.
Mr. de Burca said that the quality bus network project office has been implementing some 30 km to 40 km of QBCs per year. What is its target?
Mr. Ciarán de Burca
Our work not only involves putting in place additional bus lanes in various locations, but also improving existing QBCs. For example, something we might consider is to ban the five right-hand turns that cause chaos on the Rathfarnham QBC. There is significant opposition to such a development. It took us five years to succeed in removing turns on the Kilmore Road and three years to get a turn banned in Kilmainham. Improvements such as these can be more beneficial than one additional kilometre of bus lane. At present, we reckon we have approximately 200 km of bus lane. We intend to introduce approximately 40 km to 50 km per year for the next four years to try to get close to the target.
I wish to make one final point. I am still unclear on the statistics regarding the inner cordon. As the witnesses are aware, the Chairman plans to introduce a pilot scheme of congestion charges in Galway at some stage. If it works there, perhaps it will be tried in Dublin. I refer to the 29,000 punters who use cars. Unfortunately, I include myself in that number on most days, although I am fortunate to have reasonable access to both the bus and the DART. The eastern part of my constituency is fortunate in that regard. How many such punters could the quality bus network office get to leave their cars behind? How can one reach the point at which virtually everyone uses public transport? What do those figures represent? Perhaps this is a simple point. I refer to the 43,000 people who go through the Grand Canal cordon during rush hours. Is it known what percentage they are of those who go through the cordon?
Mr. Ciarán de Burca
Approximately 150,000 people cross the cordon in the morning between all modes, including cycling and walking. As far as I know, walking has risen to approximately 20%. Many people now simply walk.
That is interesting. If only 30,000 travel in cars, then only 20% of the total number use cars.
Mr. Ciarán de Burca
As we use a figure of approximately 1.4 people per car, approximately 40,000 people use cars.
Nevertheless, it is not as bad as one hears.
Mr. Ciarán de Burca
One should consider what we are doing. The office has put in a new bus lane on Merrion Road that has cut the road from two to one lane on the approach to the canal. On Rathmines Road for instance, as we have switched the bus lane on the approach to the canal, we also have reduced the volume of cars coming in there. This is the key. There are 29 points on the canal, the majority of which would have had two lanes of traffic. This would have been true for all the major points. The stage is being reached, however, whereby there will be one lane of traffic and a bus lane. This constitutes the squeeze that is coming. Obviously the squeeze in the city centre in respect of parking enforcement is very important. I refer to the parking regime whereby one no longer can park one's commuter car all day in the city centre. This is very important as this issue ultimately comes down to carrots and sticks. While the provision of bus services constitutes the carrot, the stick is that one will pay a congestion charge for using one's car, as in London. If such a charge can be ring-fenced and re-invested in public transport, it must be beneficial to all.
Any good socialist would be in favour of what one would call route pricing rather than a congestion charge.
It should start in my favourite city, the beautiful city of Galway.
There would be no problem in so doing. I do not wish to hold up the meeting any longer. I take it that implementing a counter-flow along the north and south quays is not a runner as such an option is not as good as the quality bus network office's current proposals.
Mr. Ciarán de Burca
Running the buses in the opposite way around the quays has often been mentioned. A major issue arises in that the people are located on the wrong side of the quays and some of the quay wall footpaths are very narrow. If one examines locations such as Blackhall Place, the path there is approximately 1.2 m or 4 ft. wide. Consequently there is no room for people to stand and wait. Moreover, it creates major complications at each junction.
Does Mr. Phillips wish to add something?
Mr. Michael Phillips
On the issue of people getting out of buses, I refer to the reason for the success of the Luas and the reason buses do not appear to have the same attraction. When we began to consider this issue, we noted that one feature of a Luas journey that does not apply to buses is a nice comfortable ride. The Luas provides a nice smooth ride, whereas buses operate on the inside lane, must deal with road gullies and go up and down. One must provide a good road surface of high quality. In addition, I believe one must provide an extremely good bus service during the off-peak period. Many people who use cars will leave their offices without being aware of when buses come or go. If one can create the perception in the public's mind that there will be a gap of ten minutes at the most between buses in the off-peak period, most people will walk out, find the location of the bus stop and get on a bus because they do not have to worry about a bus timetable. That is where real-time information comes into play.
And more buses.
Mr. Michael Phillips
And more buses. The service must be in place so that people know it will arrive after a minimum of five minutes or a maximum of ten minutes in the off-peak period. It is crucial for us to achieve this over the next few years.
I thank Mr. Phillips and Mr. de Burca. I have rarely heard better logic from officials as I have heard from these two men, both in the briefings I received and what they said at this meeting. Pushing for an aggressive implementation of the work being done by both men so that we get more bus corridors and enable buses to move freely is a priority of this committee. When this happens, it will have a major impact not just in Dublin but in other cities. I thank Mr. Phillips and Mr. de Burca for their patience in waiting with us until 8 p.m. It is to be hoped we can be of some support to them in getting more resources and greater legislative support to help them with their job. I thank the Deputy, the Senator and our staff, who we have held up, for staying on until the end.