I appeal to the Minister of State for a Dublin transport authority. Fine Gael introduced such a concept when it was in Government many years ago but it was thrown out. I agree with Senator Ross that one institution, person or body is needed which will deal with this issue, provided it is given the necessary finance. The following bodies are involved in transport – the Departments of the Taoiseach, Public Enterprise, Justice, Equality and Law Reform, with regard to the Garda and traffic, and Environment and Local Government; DTO, John Henry; Eircom, telecommunications service provider; Bord Gáis, responsible for underground works; ESB; CIE; Dublin Bus; Bus Eireann; Iarnród Eireann; Garda Síochána; Dublin Corporation; Dún Laoighaire-Rathdown County Council; Fingal County Council; South Dublin County Council; Kildare County Council; Wicklow County Council; Meath County Council; Dublin Port; Dún Laoighaire Harbour; Dublin Docklands Authority; and the IDA.
How will progress be made? Two senior Ministers have direct responsibility for this area but it is obvious, given the urgency of this problem in Dublin, that it should be spearheaded and driven by one outfit. I always like to adopt a positive approach but I must condemn the Government because it has not done the necessary work.
Minister of State at the Department of the Environment and Local Government (Mr. D. Wallace): I am pleased to address the House on this important issue. Urban traffic congestion is recognised as a growing and complex problem both in the developed and the developing worlds. It underlines the limits of sustainable development and is not susceptible to any single or simple remedy. It challenges all involved with urban transport management – planners and other transport professionals, local and national politicians, as well as business, industry and the general public – to co-operate in identifying and implementing the mix of solutions required in the city concerned.
Dublin's current traffic problems have been particularly exacerbated by the country's unprecedented economic success since 1994. This is demonstrated by a dramatic increase in car ownership in Dublin from 235 cars per 1000 head of population in 1991 to 321 per 1000 in 1998; an unprecedented increase in shipments through Dublin Port from 7.7 million tonnes in 1991 to 18.5 million tonnes in 1998; and a large increase in passenger numbers through Dublin airport from 5.5 million in 1991 to more than 11.6 million in 1998. Each of these elements has added extra traffic to the city street network.
Meeting Dublin's transport problems requires a shared responsibility and commitment to action by all the key players, including business organisations, transport authorities, communities and individuals as well as Government. An integrated, comprehensive and multi-agency approach is also needed. To be successful, this must involve adequate investment in new public transport facilities and road infrastructure; effective measures to manage traffic demand in Dublin; parking restraint, enforcement and reallocation of road space; and good institutional arrangements to carry forward this integrated approach to transport management in Dublin.
The basis for transportation planning in Dublin has been set out in the final report of the Dublin Transportation Initiative which was published in 1995. In its basic principles, and subject to necessary updating, this is still considered a valid prescription for better transport management for Dublin. It has been supported by successive Governments. I confirm the Government's commitment to the DTI strategy and its support for the work of the Dublin Transportation Office, which is charged with co-ordinating the DTI strategy and is urgently completing a formal review of the strategy.
The DTI process has significantly helped the case for EU assistance for transport investment in Dublin. The Operational Programme for Transport 1994-99 envisages expenditure in excess of £600 million to implement DTI recommendations within its funding period. Promotion of sustainable transport is at the core of DTI. This includes the development of a high quality, efficient public transport system and a reduction in the dominance of the private car in Dublin transport arrangements. DTI proposed a combination of measures including a significant improvement in public transport services; selected new road construction; traffic management measures; and effective compliance with, and enforcement of, traffic and parking.
However, the Government fully recognises that it is necessary to undertake measures to address, in the shorter term, the greater than anticipated growth in traffic in the Dublin area. The Dublin Transportation Office Short-Term Action Plan, published in September 1998, which has been endorsed by the Government, is designed to advance and accelerate a set of measures, consistent with the DTI strategy, which can be completed before the end 2000. Detailed objectives include completion of 12 QBCs and 180 kilometres of cycle tracks by end 2000; provision by end 1999 of an additional 150 buses by Dublin Bus at a cost of £26 million; additional rolling stock for DART; lengthening of outer suburban and key DART station platforms; and upgrading of the Maynooth-Clonsilla rail line.
Building on the short-term action plan, the Dublin Transportation Office recently published proposals for investment in Dublin's infrastructure in 2000-06 amounting to in excess of £2 billion. The main elements of the investment programme include further quality bus corridors and additional bus capacity, enhanced suburban rail services, additional park and ride facilities, the introduction of integrated ticketing of public transport services and further cycle infrastructure and facilities. The blueprint also endorses the light rail for Dublin as approved by Government in 1998 and the National Roads Authority national roads programme in the Dublin Transport Initiative area. The proposals in the blueprint are intended to input into the forthcoming national development plan.
The Government fully appreciates the social and economic importance of public transport services and is committed to creating the conditions for the provision of the best possible public transport services in Dublin in all circumstances. A key element of the DTI strategy is the completion of a light rail system for the city. Good progress is being made on advancing this project.
On 5 May 1998 the Government decided to proceed with a light rail network comprising a surface line from Tallaght to Connolly Station based on the CIE preferred surface alignment from Tallaght to O'Connell Street and a line from Sandyford to Ballymun and Dublin Airport, using the Harcourt Street and Broadstone disused railway alignments and with an underground section in the city centre.
Light rail orders in respect of the Tallaght to Abbey Street line (Line A) and the Sandyford to St. Stephen's Green line (Line B) have been signed by my colleague, the Minister for Public Enterprise. An application by CIE for a light rail order in respect of the Abbey Street to Connolly Station line (Line C) will be the subject of a public inquiry to be held in December. Public consultation on the Broadstone-Ballymun/Dublin Airport line is also continuing. Geotechnical studies on the proposed underground section between St. Stephen's Green and Broadstone are expected to be complete before the end of the year.
In December 1998 the Minister for Public Enterprise also commissioned Arthur Andersen, consultants, to advise on a possible public private partnership approach to the Dublin light rail project. The consultant report was submitted to Government and is being examined by the Department of Public Enterprise in consultation with all interested parties. The main conclusions of the report is that a PPP approach can and should be adopted for certain elements of the light rail project. Following the consultative process, the Minister for Public Enterprise will be making proposals to Government regarding a PPP approach to the light rail project.
The light rail project is only one element of the public transport strategy recommended by DTI. Other important work is underway on a number of fronts to improve Dublin's public transportation network. This includes the following.
An additional 150 buses will have been added to the Dublin Bus fleet by the end of 1999. This will increase the peak hour capacity of the bus network by more than 40 per cent. The Government has for the first time made available Exchequer funding in an amount of £20 million for this purpose, in addition to EU funding of £5.5 million. Some 125 of these buses have been delivered to date.
Twelve quality bus corridors will be provided to ensure the efficient operation of these buses; three of these are already in place. The development of these quality bus corridors is a vital element in the overall solution to Dublin's traffic problems. The results from the Lucan and Malahide QBCs, which have been in operation for some time, indicate an increase in total person trips, a considerable reduction in bus journey times and an increase in bus passengers of between 15 and 20 per cent on the routes. Preliminary results for the Stillorgan QBC are even more impressive. Bus patronage on this corridor has more than doubled in the short time since the QBC became operational. An increase of 130 per cent was recorded in week three of the operation and a survey of new bus users indicates that 60 per cent of people have transferred from the car.
The completion of the DART extension to Greystones and Malahide and the upgrading of the Maynooth-Clonsilla suburban rail line are well advanced. Peak hour capacity on the DART and suburban rail network will be increased by 60 per cent through the provision of additional DART and rail carriages, again being partially funded by both Exchequer and EU.
The provision of park and ride facilities is being encouraged by the inclusion on a tax incentive regime in the Finance Act, aimed at encouraging the participation of the private sector in the development of park and ride facilities, and also by the provision of £2 million in the 1999 budget for the development of such facilities in the Dublin area. This funding is currently being used for the development of new and the upgrading of existing, mainly rail based, park and ride facilities.
The removal of benefit in kind from public transport passes provided by employers for their employees should encourage greater usage of public transport.
Looking to the future, the Minister for Public Enterprise announced earlier this year that the Government had agreed that she should arrange for detailed costing and feasibility studies to be carried out on the development of the suburban rail network in both the short and the longer terms. A short-term development programme will concentrate on possible developments based on the existing network.
The strategic planning guidelines for the greater Dublin area included a number of suggestions for improving and enhancing the network in the longer term and CIE has now appointed consultants to advise the company in this regard. The consultants are expected to report in December.
With regard to bus based services, CIE is to review the Dublin Bus network with a view to identify gaps in the existing network and a possible need for a better mesh of services. These could include the possible expansion of the QBC network and the provision of orbital services, recognising the continuing growth of employment and travel requirements outside the immediate city centre; feeder services development to QBC and rail services and the development of local bus networks, particularly in self-sufficient development centres.
The DTI strategy sets out a number of selective major road projects which are critical to managing Dublin transport. I am pleased to note that the Southern Cross section of the C-ring is currently under construction with completion anticipated in 2001. In addition, the south eastern motorway, the last leg of the C-ring and the northern motorway, linking the airport to the Balbriggan bypass, are due to commence next year. Regarding the Dublin Port tunnel, the House may be assured that we will deal with the motorway scheme and the EIS currently with my Department as quickly as possible. These major improvements are vital for improved road capacity and they will substantially complete the major road network around the city centre.
I am concerned to advance the construction of a second toll bridge at the Westlink on the M50. A motorway scheme and an EIS are with my Department and, following the submission of the necessary toll scheme for the project by the NRA, a public inquiry will be carried out as soon as possible.
There are also a number of short-term measures designed to reduce congestion. These include the construction of free-flow slips at major interchanges on the M50 which should be completed next year. In addition, access to Dublin Airport will be improved as a result of a co-operative, cost-sharing effort between the NRA and Aer Rianta involving the provision of an overbridge and the construction of free-flow slips at the airport roundabout. Work on these free-flow slips should be completed by the end of next year.
We also need short-term management measures to combat traffic congestion while the delivery of major new infrastructure is awaited. Measures to control congestion for the next number of years include continuous improvement of the bus service in quantity and quality to make it an attractive alternative to car travel; Government funding for new roads associated with traffic management measures including the Coombe bypass, Macken Street Bridge and the North King Street projects; traffic management improvements for the benefit of all modes of travel; removal of the impediments to the use of the bicycle as a mode of transport. There is potential to double the number of cyclists with the provision of adequate safe cycle facilities. Already over 70 kilometres of cycle track have been built and the expectation is that a further 110 kilometres will be in place by the end of 2000. Operation Freeflow will again be intensified for the Christmas-New Year period. In addition, the director of traffic appointed for Dublin city has brought a greater concentration and efficiency to traffic administration and has implemented a strong enforcement policy.
The Government is committed to a sustained and co-ordinated action to deal with the traffic situation in Dublin. The NDP will provide for further acceleration of investment in Dublin's transport infrastructure. It is clear there is no single quick fix solution to Dublin's traffic problems. It requires sustained and co-ordinated action across a broad range of fronts by all the relevant agencies having regard to the substantial list of measures I have outlined.
It is also clear however that solving Dublin's traffic problems will depend not just on action by public authorities but on individuals making sustainable travel choices. For example, traffic congestion can be reduced by the greater use of public transport. With the advent of quality bus corridors allowing the provision of a quick, reliable and regular service we can look forward to a substantial increase in the numbers choosing to use public transport in preference to the private car.
The task of delivering sustainable transport for Dublin is not an easy one. To make Dublin a pleasant city in which to live for everyone, the Government and its agencies are determined to succeed in the task.
I commend the amended motion to the House.