Written Answers Nos. 61-80
65. Deputy Bríd Smith asked the Minister for Transport his views on the recent report on the roll-out of electric vehicles in the State; and the measures that he intends to take to ensure greater provision of charging facilities and greater access to electric vehicles among the general population. [30737/22]
Amharc ar fhreagraI have noted the recent publication from the Parliamentary Budget Office, An Overview of Ireland’s Electric Vehicle Incentives and a Comparison With International Peers, to which the Deputy referred.
Electric vehicles (EVs) are the most prominent transport mitigation measure in the 2021 Climate Action Plan. Ireland has set an ambitious target of 945,000 EVs on our roads by 2030. This target is challenging but indicates the scale of the transformation that is needed across all sectors if Ireland is to achieve its climate targets in the coming years.
Considerable progress has been made to ensure that conditions and policies are in place to support citizens in making greener vehicle choices. As the Deputy will be aware, a comprehensive suite of measures is available to EV drivers, including
- EV Purchase Grant Scheme of up to €5000 for BEVs
- EV Home Charger Grant of Up to €600 towards the installation cost of a domestic charge point for new and second-hand BEVs or PHEVs.
- Low Motor Tax - BEVs qualify for the lowest tax band of motor tax at €120 per annum, while a PHEV is typically taxed at circa €170 per annum.
- VRT relief of up to €5,000 for BEVs.
- BEVs qualify for a 0% Benefit-in-Kind rate up to €50,000 without mileage conditions.
- BEV and PHEVs qualify for 50% and 25% toll reductions respectively up to a maximum €500 annual threshold for private vehicles and a maximum annual threshold of €1,000 for commercial vehicles
- A grant of up to €10,000 to support the purchase of a BEV in the taxi/hackney/limousine sector with an additional €2,500 available for those choosing to make their vehicle wheelchair accessible. Those scrapping older, more polluting, or high mileage vehicles are now eligible for double the normal grant if they make the switch to electric with up to €20K available for a new BEV, €25K for a new wheelchair accessible BEV and €15K for a new wheelchair accessible PHEV.
- Alternatively Fuelled Heavy-Duty Vehicle (AFHDV) Purchase Grant Scheme - grant levels under the Scheme are calculated as a percentage of the difference in price between a conventionally-fuelled diesel HDV and its alternatively-fuelled equivalent.
These measures have collectively contributed to increased take up of EVs in Ireland in recent years, albeit from a low base in 2017, to over 58,000 by end April 2022.
Notwithstanding this, I am acutely aware that the cost of electric vehicles remains an issue for many consumers and that supply chain issues globally have also proven difficult. These have been exacerbated by international events. For these reasons, our policy measures here are kept under continuous review. In this context, my Department convened the Electric Vehicle Policy Pathway (EVPP) Working Group to produce a roadmap to achieving the 2030 EV target. This Group considered a variety of regulatory, financial, and taxation policies to accelerate EV adoption and recommended that the generous suite of EV supports already in place in Ireland should be retained until at least end-2022. Additional measures to further incentivise EVs and/or disincentivise fossil fuelled vehicles will also be necessary. Cost-effective, targeted policy supports should continue to be developed and strengthened over the coming years.
An Implementation Group has been established to progress the recommendations and consider further potential measures to drive the adoption of the EVs. This Group will report on its progress to Government in Q4 of this year.
The Government is fully committed to supporting a significant expansion and modernisation of the electric vehicle charging network over the coming years. A draft national charging infrastructure strategy for the development of EV charging infrastructure, covering the crucial period out to 2025 was published for consultation in March. The draft strategy sets out the government’s ambition regarding the delivery of a public EV charging network to support up to 194,000 electric cars and vans by the middle of the decade. Responses and submissions received as part of the consultation are currently being considered in the development of the final Strategy for publication.
Preparations are underway to establish Zero Emission Vehicles Ireland (ZEVI). This Office will play an important role in our transition to zero emission vehicles. It will co-ordinate measures to support the uptake of EVs and the rollout of charge point infrastructure.
Home charging is the primary charging method for most Irish EV owners as it’s convenient and cheaper for the consumer as well assists in the overall management of the national grid. Over 80% of charging is expected to happen at home. Government will also deliver a high quality seamless public charging network that will provide for situations or instances where home charging is not possible such as neighbourhood or residential charging, destination charging, and en-route or motorway charging.
As outlined above, a grant is available from the SEAI for those individuals seeking to install a home charger. Work is currently being progressed to expand the EV home charger grant to include shared parking in apartment blocks and similar developments. My Department is working closely with the SEAI and expects a scheme for apartments to open shortly.
€10 million was committed from the Climate Action Fund to support ESB investment in the charging network and this has leveraged a further €10 million investment from ESB, with the infrastructure to be in place by the end of 2022. This intervention alone will result in:
- 90 additional high power chargers, each capable of charging two vehicles
- Seventeen high-power chargers distributed across 14 multi-vehicle hubs have been delivered as part of the programme to date.
- 52 additional fast chargers, which may replace existing standard chargers - This work is completed at 36 locations and delivery of new, faster and higher capacity technology is awaited to complete this element of the program, due in August and the upgrade program will resume then. The remaining locations have all been identified and surveyed.
- 264 replacement standard chargers with more modern technology and with each consisting of two charge points - This work is substantially complete. 258 of the chargers have now been successfully replaced.
Further details on the progression of this project including the rollout of charge points in each county can be found at esb.ie/ecars/our-network/network-upgrades.
The Public Charge Point Scheme continues to be available during 2022 to provide local authorities with a grant of up to €5,000 to support the development of on-street public chargers. My Department has reviewed the Scheme and the draft Strategy sets out a number of additional actions to support delivery by local authorities, such as funding capital costs for civil and electrics works, as well as charge point installation, through a new Residential Charging Scheme.
Finally, my Department is developing new grant schemes which will support the installation of destination charge points in locations including hotels, car parks and visitor and tourist attractions, both State-owned and commercial sites. This new initiative will be open for applications from both the public and private sector and help provide another critical link in the overall network for public charging.
66. Deputy Cathal Crowe asked the Minister for Transport the status of the transfer of Shannon Heritage sites to Clare County Council; and the supports his Department is providing to make this transfer a success. [22302/22]
Amharc ar fhreagraI would like to thank the Deputy for this question.
As the Deputy will be aware, Shannon Group informed the Department in Summer 2020 that it was necessary to consider a comprehensive and radical adjustment to its structure to secure the long-term future of the Shannon Heritage business and its employees. A number of challenges had arisen, including the lack of expertise in the Group for maintaining the heritage sites; the capital investment required to maintain and preserve the heritage sites arising from a lack of investment over time; and the impact of the onset of COVID-19 on Shannon Group which is heavily dependent on inward tourism.
Shannon Group has had extensive engagement with the relevant local authorities since early last year. Shannon Heritage ended their management contracts with An Post and Fingal County Council for sites in Dublin on 31 December 2021 and the transfer of the business and employees took place without issue. King John’s Castle was successfully transferred to Limerick City and County Council on 4 April. I would like to acknowledge the extensive preparation and cooperation between Shannon Group and Fingal County Council, Limerick County Council and An Post for the smooth transfer of these sites.
Shannon Group continues to engage with Clare County Council in relation to the proposed transfer of Bunratty Castle and Folk Park, Craggaunowen, Knappogue Castle, and Cliffs of Moher Retail Outlet. The Department is engaging regularly with both parties with a view to progressing the transfer preparations.
As part of its engagement, Clare County Council has identified a funding gap which it is seeking government assistance on in order to be in a position to take over the sites. The Department established an inter-departmental working group, made up of key stakeholders, to consider these funding requirements. Stakeholders include the Department of Housing, Local Government and Heritage, the Department of Public Expenditure and Reform, the OPW, and the Department of Tourism, Culture, Arts, Gaeltacht, Sports and Media.
The Group held its first meeting on 19 May and its second on 9 June. The Group will meet again later this month. I would like to thank the representatives for their positive engagement at the meetings held to date.
Once the remaining issues around the transfer are resolved, particularly in relation to funding, Shannon Group will be in a position to seek the formal consent of the Minister for Transport and the Minister for Public Expenditure and Reform to execute the transfer of the business and the relevant heritage sites and this will be done with the agreement of the Minister for Housing, Local Government and Heritage.
I would like to assure the Deputy that Government recognises the importance of these sites to the mid-west region, and that this Government will continue to support Shannon Group to ensure that the transfer of the Shannon Heritage business and heritage sites will proceed as planned with a view to ensuring the long-term viability and success of the business.
67. Deputy Marc Ó Cathasaigh asked the Minister for Transport his views on an implementation plan for suggested recommendations within the Five Cities Demand Management Study in order to use demand management measures to reduce car usage, improve the efficiency of public transport and safety of those embracing active travel; and if he will make a statement on the matter. [30597/22]
Amharc ar fhreagraMy Department published the Five Cities Demand Management Study in December 2021. The purpose of the Study is to identify transport demand drivers in Dublin, Cork, Waterford, Limerick, and Galway, and to assess the impact and suitability of an array of different demand management measures for each city.
The Study focused on addressing four main challenges facing our cities: decarbonisation, air quality, congestion, and improving the overall urban environment.
It is therefore not explicitly focused on improving the efficiency of public transport or enhancing the safety of active travellers, though these benefits are certainly intended to result from implementation of measures identified in the Study.
In line with our Climate Action Plan commitments, my Department is continuing to engage with the NTA, the Regional Assemblies, and other bodies to identify a pathway for the implementation of suitable demand management measures at national and local level, and to advancing these measures by 2025.
With regard to specific measures, the Study recommended three priority measures to progress further for implementation across the five cities:
- Developing and embedding the concept of 15-minute neighbourhoods through national and local plans and strategies, providing resources to incentivise their implementation through national funding or grants schemes;
- Enhancing delivery of the National Planning Framework; and
- Implementing public parking controls.
In relation to Dublin City specifically, the NTA is currently assessing potential demand management measures to achieve the transport emissions targets in the Greater Dublin Area (GDA) for 2030, in line with the draft GDA Transportation Strategy 2022-2042 .
In addition, with regard to sustainable mobility and active travel, my Department has recently published its Sustainable Mobility Policy and associated suite of actions which aim to deliver at least 500,000 additional daily active travel and public transport journeys and a 10% reduction in kilometres driven by fossil fuelled cars by 2030. In this regard, I have recently established a Leadership Group and Delivery team to oversee and drive implementation of the Sustainable Mobility Policy (SMP) and delivery of its action plan over the next three years.
These actions are intended to change our daily travel choices by making it both easier and more attractive for people to travel by more sustainable modes – be that walking, cycling or public transport.
72. Deputy Ruairí Ó Murchú asked the Minister for Transport if he will report on his engagements with Dublin Airport Authority in relation to the plan that has been put in place for travellers using Dublin Airport; and if he will make a statement on the matter. [29369/22]
Amharc ar fhreagra81. Deputy Alan Farrell asked the Minister for Transport if he will detail his engagement with Dublin Airport Authority officials; the steps that have been taken to avoid delays at Dublin Airport; and if he will make a statement on the matter. [30548/22]
Amharc ar fhreagra127. Deputy Ruairí Ó Murchú asked the Minister for Transport if he will report his engagements with the Dublin Airport Authority in relation to ensuring that passengers are compensated in good time for missed flights at Dublin Airport; and if he will make a statement on the matter. [29370/22]
Amharc ar fhreagraI propose to take Questions Nos. 72, 81 and 127 together.
As the Deputy will be aware daa has the statutory responsibility to operate and manage Dublin Airport including all the operations associated with security screening at the Airport.
Following the unacceptable level of service experienced by passengers on Sunday, 29 May, I re-established daily meetings with the CEO and senior management in the daa. I conveyed to the daa my disappointment and frustration at the unacceptable scenes at the airport that weekend and emphasised the importance of daa restoring passenger confidence in Dublin airport.
I have also had a number of meetings with the chair of daa to convey the importance of this matter being resolved and the need for daa to reassure passengers that the daa is doing everything it can to deliver an acceptable passenger experience at Dublin Airport.
daa outlined their detailed plan and operational changes last week which includes maximising the availability of staff resources; increasing the number of security lanes open at peak times; and improving queue management. While the bank holiday weekend was extremely busy, queues moved smoothly. On Sunday, for example, while passenger numbers were 9,000 higher than Sunday 29 May, the security operation ran well with 99% of passengers queuing for less than 45 mins in T1 and T2 and there were no reports of flights missed.
In relation to compensation arrangements for passengers, daa has advised that passengers who may have missed a flight due to recent delays should contact the daa directly by email at customerexperience@dublinairport.com and the customer experience team will endeavour to process any claims as quickly as possible.
73. Deputy Darren O'Rourke asked the Minister for Transport the measures that he will take to reduce emissions from motor fuels; if he intends to increase the ethanol blend of petrol from 5% to 10%; and if he will make a statement on the matter. [28379/22]
Amharc ar fhreagraThe Renewable Fuels for Transport Policy Statement signals a switch from the current bioethanol blend in petrol from 5% to 10% in petrol by 2023, subject to supporting legislation. This will achieve the Climate Action Plan’s commitment to increase the level of bioethanol blended into petrol in advance of the target date set out in that strategy. This would also be in step with the change in place in 2021 in the UK and planned for Northern Ireland.
The Minister for Transport published the Renewable Fuels for Transport Policy Statement in November 2021. The Statement sets out a roadmap for the supply and use of renewable energy in transport to address Ireland’s national commitments under the Climate Action Plan 2021 and European obligations under the Renewable Energy Directive. It supports the actions to reduce greenhouse gas emissions in transport and increase the share of renewable fuels in the national Climate Action Plan 2021 and our international obligations, including the EU Renewable Energy Directive.
The use of biofuels is currently one of the main pillars of land transport decarbonisation. Since 2010, increasing volumes of biofuels have been introduced to Ireland’s transport fuel supply through a biofuel blending obligation on fuel suppliers.
The obligation ensures that a certain percentage (currently 13% by volume) of the motor fuel placed on the market comes from renewable sources, for example bioethanol and biodiesel. In 2020 alone, 239 million litres of biofuels replaced about 209 million litres of fossil fuels, avoiding approximately 520 Kilo tonnes CO2 equivalent. GHG emissions.
Biofuels will remain a core transitional measure for medium-term reduction of greenhouse gas emissions in road transport. This is particularly so for hard to abate sectors such as heavy-duty vehicles, where alternative transport energy and technology are at early and varying stages of development. However, concerns exist regarding the source, production, traceability and sustainability of the feedstocks for biofuels. The Department of Transport is currently carrying out a study on the sustainability and availability of bio- and renewable fuels supply and demand in transport. This study will help to inform the development of the Renewable Fuels for Transport Policy over the coming years, with due regard to the ambitious domestic targets for renewable fuels in the Climate Action Plan and proposed future European obligations for renewable fuels.
The Climate Action Plan states that Government will “Carry out a review of the supply of renewable transport fuels in Ireland, such as biofuels, advanced biofuels, e-fuels, synthetic fuels, green hydrogen, and biogas.” As a key step to deliver this action, the Department of Transport is progressing a study reviewing the profile, sustainability, and supply of renewable transport fuels in Ireland, such as biofuels, advanced biofuels, e-fuels, synthetic fuels, biogas, and green hydrogen. This work is being carried out under DECC’s Climate Action Modelling Group (CAMG) with additional input from NORA and will be delivered this year.
The Policy proposes measures to achieve higher rates of biofuel blending in transport fuel supply annually to achieve the Climate Action Plan target of 10% bioethanol in petrol and 20% biodiesel in diesel by 2030. The policy statement sets out that, to achieve this Climate Action Plan 2021 target for biofuel blending, indicative increases of a further 3% increase in the obligation will be put in place in 2024 and 4% in 2025. Further consideration of the indicative trajectory from 2025 to 2030 will give due regard to domestic obligations and the European Union’s Fit for 55 package of climate measures.
In addition, the Renewable Fuel for Transport Policy aims to further incentivise the supply of advanced renewable fuels such as biomethane and green hydrogen. Further, as part of the suite of policy measures set out in the Renewable Fuels for Transport Policy Statement, from 2023 and subject to legislation, an advanced biofuel obligation will be put in place as part of the overall renewable fuels for transport obligation.
This will require obligated parties to place a proportion of advanced biofuels that are produced from waste materials specified by the European Commission within the recast Renewable Energy Directive (RED II) on the market as part of their overall blending obligation. From 2023, the advanced biofuel obligation rate will be an indicative of 0.3% by energy and the indicative trajectory of increase for the advanced biofuel obligation will increase out to 2030. Stakeholder views on the rate of this trajectory were sought as part of the recent public consultation on the renewable fuels for transport policy and these views are currently being considered by my Department as part of the ongoing analysis of submissions received.
The renewable fuels for transport policy has been subject to stakeholder engagement and consultation throughout 2022. This will, in conjunction with the current research on the sustainability and availability of renewable transport fuels, help to inform the next iteration of the policy which will be published in 2023.
74. Deputy Neale Richmond asked the Minister for Transport the steps that he is taking to address the backlog of NCT tests and the long wait time for appointments; and if he will make a statement on the matter. [30511/22]
Amharc ar fhreagraI want to firstly clarify to the Deputy that the operation and oversight of the National Car Testing Service is the statutory responsibility of the Road Safety Authority. Neither I as Minister for Transport, nor my department, have a direct role in operational matters, including the demand management process for test appointments. However, I am very aware of the serious challenges that the RSA and the NCTS are currently facing to meet demand and the frustrating delays which vehicle owners have encountered since the start of this year. I would like to thank Deputy Richmond and our other colleagues for raising this important matter.
Since January of this year, the NCTS has reported a severe testing backlog and a higher-than-usual rate of test cancellations. The average lead time for an appointment has almost doubled from a pre-pandemic average of 12 days to just over 23 days. I understand that this has been caused by a number of factors. Notably, the service experienced extremely high demand for test appointments in the first months of the year, in conjunction with the continuing impact of Covid-19 on staff and customers and long-term challenges to recruit suitably qualified staff.
The RSA is overseeing the NCTS response to address the backlog. A priority waiting list system has been established to allow vehicle owners who urgently need a test date to avail of appointments made available through cancellations. The RSA has indicated that 99% of customers are given a test date within 28 days.
My department has additionally been informed that the NCTS has taken a number of steps in the immediate term to provide additional capacity at test centres, including staff overtime and longer shift schedules. However, in the longer-term, the recruitment of suitably qualified vehicle inspection staff (QQI Level 6) remains challenging. As I understand it, the RSA has agreed that NCTS may pilot the use of additional personnel at QQI Level 5 for a 12-month period to assist with automated elements of the test process in order to increase overall capacity. There are 15 vehicle Inspectors to commence training this month, with further intakes of staff planned from August onwards.
A decrease in the current high NCT waiting times will depend on recruitment and the net increase in staffing towards a target of 620 additional personnel. It is expected to be the end of 2022 before capacity meets demand.
This is a serious matter and I and my department will continue to monitor the RSA's progress to reduce test delays closely as part of ongoing corporate governance processes.
75. Deputy Fergus O'Dowd asked the Minister for Transport the steps that his Department is taking to address the security and safety concerns in Dublin Airport; and if he will make a statement on the matter. [28533/22]
Amharc ar fhreagraIn order to safeguard civil aviation against acts of unlawful interference, daa applies security controls at Dublin Airport in accordance with the Irish National Civil Aviation Security Programme and EU Regulation 300/2008. The security controls to be applied are included in its Airport Security Programme which is approved by the Irish Aviation Authority.
Inspections and testing of these security controls are conducted internally by daa, at national level by the IAA, and at European level by the European Commission. The results of these inspections are evaluated, and corrective actions and system improvements are implemented where required.
In relation to security queueing issues at Dublin Airport, I continue to engage closely with daa on work to deliver an acceptable passenger experience and to avoid a repeat of circumstances that led to significant delays and missed flights.
77. Deputy Bríd Smith asked the Minister for Transport if he plans to ensure that public transport providers such as Dublin Bus or a company (details supplied) have dedicated electric vehicle chargers at their depots to encourage staff to use electric vehicles; and if he will make a statement on the matter. [30738/22]
Amharc ar fhreagraClimate change is one of the biggest challenges we face. The transport sector, which accounts for about a fifth of our overall carbon emissions, must play a pivotal role in the national decarbonisation effort. I am committed to placing Ireland on the right track to achieve zero-emission mobility by at least 2050. Our public transport operators are central to this goal, leading by example and demonstrating that change is possible and positive.
As the largest public transport company in the state, Dublin Bus is acutely aware of their responsibility to embed sustainable practices in every aspect of their business from their buses to the travel patterns of their own employees. The company currently has 24 charging points across five locations as well as a policy that, where suitable, electric vehicles are to be used for pooled cars/vans. Dublin Bus are also committed to a replacement programme to transition their existing pooled diesel cars to zero emission alternatives where available. In line with their commitment to reduce the number of car journeys by the company in Dublin, including those made by their employees, the company has just launched a dedicated employee e-bike scheme. The new initiative, a pilot project to run for 12 months, is designed to provide employees with a more sustainable way to travel between the companies’ various locations.
Similarly, GoAhead takes sustainability very seriously. They currently have three charging points at their Ballymount Depot for employee use. In the coming months, during an expansion of their depot, they plan on installing more charging points for staff and visitors. On top of this, the depot expansion works will allow for the completion of the initial ground works to future proof and accommodate electric bus charging. Furthermore, the company has three electric cars to support business needs along with plans to phase out their 7 diesel pooled cars over the next three years.
I welcome yesterday's announcement by the National Transport Authority of an order for 120 double-deck battery-electric buses and an intention to procure up to 800 more over the next five years. Going electric will reduce the carbon footprint of our public transport fleet, and will help us reach our long-term climate goals. Of the 120 buses currently on order, 100 are destined for use by Dublin Bus on PSO bus services within the Dublin Metropolitan Area and 20 are destined for use by Bus Éireann for use in the Limerick Metropolitan Area. There is future provision for these electric buses to be introduced in Cork, Galway and Waterford
Providing a sustainable, low-carbon transport system is a key priority of my Department. Public transport operators have an important role to play in delivering on this priority in terms of providing sustainable transport for members of the public as well as for their own employees. While I am under no illusion as to the enormity of the task ahead of us, I am assured that our public transport operators are fully committed to achieve these objectives for their own companies, our communities, and our future.
78. Deputy Joe Carey asked the Minister for Transport when he intends to carry out a review of the national aviation policy; if this review will involve stakeholder consultation; and if he will make a statement on the matter. [29334/22]
Amharc ar fhreagra113. Deputy Duncan Smith asked the Minister for Transport the plans of his Department for a regional aviation strategy; and if he will make a statement on the matter. [30652/22]
Amharc ar fhreagra360. Deputy Alan Dillon asked the Minister for Transport when the national aviation policy will be published; and if he will make a statement on the matter. [30988/22]
Amharc ar fhreagraI propose to take Questions Nos. 78, 113 and 360 together.
As I outlined earlier to the House, my department began scoping work on a revised version of the full National Aviation Policy in early 2020. At that time initial consideration was given to the themes that should be explored in such a new policy. While not fully settled, included for consideration were issues such as sustainability, connectivity, infrastructure and operations. Regrettably with the onset of the Covid-19 pandemic this work was paused as there was an immediate need to focus on ensuring that the aviation sector could survive the crisis.
No-one could have predicted how long the pandemic would last, and just as the industry began to emerge from the worst of the crisis, we found ourselves faced with a crisis of a different kind in the form of the aggression of the Russian Federation against Ukraine.
My department fully intends to resume work on a full National Aviation Policy within the next six months. Obviously there are many different challenges now facing the industry which will need to be given appropriate attention. I have outlined some of these already, but it is important to restate again the unprecedented challenge to decarbonise that the industry is facing, including the obligations that arise from the various measures under the Fit for 55 package. All of these issues will be assessed.
As I stated earlier, there are many elements of the existing National Aviation Policy which remain relevant. One issue that was highlighted during the preparation of that policy is that our airport network is extensive for a small country with a population of approximately 5 million, which represents a challenge for individual airports in a limited market. I have already mentioned some of the measures that are in place to ensure that our regional airports are equipped to facilitate and attract air services from operators such as the new Regional Airports Programme 2021 to 2025 which was published by my Department last year and supports Ireland's smallest airports.
Once work has resumed on the policy, the process will include a comprehensive public consultation as well as close engagement with the aviation industry, likely through the structures of the National Civil Aviation Development Forum.
79. Deputy Pádraig O'Sullivan asked the Minister for Transport the status of the Regional Airports Programme 2021-2025; and if he will make a statement on the matter. [29348/22]
Amharc ar fhreagraThe Regional Airports Programme 2021-2025 supports Ireland’s smallest airports, those that operate scheduled services and handle fewer than 1 million annual passengers. Supports under this Programme are targeted at safety and security activities and operations, assisting our regional airports to ensure they comply with international regulatory requirements in these areas. Funding also supports sustainability objectives, enabling these airports to identify and implement climate related efficiencies and build resilience against the likely impacts of climate change.
During 2021, €5.7m in capital funding was allocated to our smaller regional airports (Ireland West, Donegal and Kerry). A further €2.8m in operational supports were also provided to these airports, which funded 100% of all eligible non-economic operating costs in the areas of safety and security in 2021.
While Ireland West, Donegal and Kerry Airports have remained eligible for funding under the Programme in 2022, by virtue of their size and passenger numbers, Shannon and Cork regional State airports have never, before now, been eligible for funding (although funded separately under a one year COVID 19 Regional State Airports Programme in 2021). However, due to suppressed passenger numbers in 2020 and 2021, as a direct result of Covid, both of these regional State airports have become eligible for funding under the Programme in 2022.
From an overall budget of €44 million available under this Programme in 2022, on 19th April last, I was pleased to announce capital funding allocations totalling almost €16.4m for 2022. This capital funding is broken down by airport as follows:
|
Airports |
2022 Capital Funding Allocations |
|
Shannon |
€4.3m |
|
Cork |
€5.5m |
|
Ireland West |
€4.8m |
|
Donegal |
€0.7m |
|
Kerry |
€1.1m |
|
TOTAL ALLOCATIONS |
€16.4m |
The above airports will also be eligible to apply for operational funding, later this year, under the Programme. Almost €22 million in operational support is available in 2022 to support air traffic control, fire services and security related operations at airports. This funding will support these airports as they recover from the impacts of COVID and grow into the future.
As Government policy on regional airports seeks to optimise conditions for regional development and connectivity – both for social and economic benefits, in addition to funding being made directly to airports, the Regional Airports Programme also supports regional connectivity via Public Service Obligation (PSO) air services to remote regions.
Currently one PSO route operates between Donegal and Dublin, providing the people and businesses in the North-West with twice daily two-way air services. The current PSO contract on this route commenced on 26th February 2022. This PSO service marks Government’s commitment to ensuring continued connectivity to this region for the next 3 years. In line with Government’s commitment to balanced regional development, this service will support growth of the economy and tourism in the region.
80. Deputy Bríd Smith asked the Minister for Transport if he will commission a study to examine the impact of fare reductions and the provision of greater fare-free travel on public transport in view of recent moves in Germany and elsewhere to reduce monthly fares; and if he will make a statement on the matter. [30735/22]
Amharc ar fhreagra121. Deputy Richard Boyd Barrett asked the Minister for Transport if he will consider abolishing fares on buses, trains and the Luas given the recent moves by other governments across Europe to substantially decrease transport costs; and if he will make a statement on the matter. [30730/22]
Amharc ar fhreagraI propose to take Questions Nos. 80 and 121 together.
Providing free public transport is often seen as a silver bullet solution to our transport and climate challenges. And while I recognise the importance of incentivising greater use of our public transport services, I am not convinced that providing free public transport is the most balanced means of achieving this objective.
As the Deputy is aware, funding for the provision of public transport services is made up of both the fares paid by passengers and the subvention payments from the Exchequer. The main purpose of the subvention payment is to meet the gap between income from fares and the cost of operating services.
COVID gave us some insight into the level of funding that might be required in the absence of fare revenue. For example, in 2020, an additional €370 million was required to enable the continued operation of public transport services due to the collapse of fare intake. In 2021, €659m was required to run PSO services, and this year we have allocated €538 million for the continuation of these essential services. Apportioning such significant levels of Exchequer resources to one goal undoubtedly impacts the State’s ability to support other worthy public services.
While free or significantly subsidised public transport is available in some European locations, I understand that results have varied or have yet to be seen as per the German initiative referenced in the Deputy's question. The intention is always commendable - encouraging modal shift, reducing congestion, and capitalising on the associated environmental benefits. However, such schemes can have unintended consequences, for example encouraging people away from active travel modes. This is counter to our core Government goals of improving citizen’s health and reducing greenhouse gas emissions.
While I might not agree that free transport provides the answer - I do believe there is merit in incentivising fares when an appropriate balance can be struck. In view of the importance of incentivising young people to use public transport, I was delighted to introduce the Young Adult Card in May which will allow any person nationwide who is between 19 and 23 years old, to avail of an average of discount of 50% on public transport fares. In addition, a 20% average PSO fare reduction was introduced as part of a suite of Government measures to help combat the rising cost of living.
In summary, funding our public transport services represents a significant expenditure of taxpayers' money, and funding levels have increased in recent years to cater for additional services and growing capacity. Any assessment of a proposed change to public transport fare structures would need to be considered carefully and in full awareness of their potential impact on finite Exchequer resources. I will of course stay informed on how alternative incentives, like the German €9 ticket, develop.
