Written Answers Nos. 125-144
125. Deputy Neasa Hourigan asked the Minister for the Environment, Climate and Communications the timeline for when the review of the security of energy supply of Ireland’s electricity and natural gas systems and the recommendations originating from the same will be brought to Government for its consideration; and if he will make a statement on the matter. [60757/22]
Amharc ar fhreagraMy Department is undertaking a review of the security of supply of Ireland’s electricity and natural gas systems. The review is focused on the period to 2030, but in the context of ensuring a sustainable transition up to 2050. The review is considering the risks to both natural gas and electricity supplies, and a range of measures, including the need for additional capacity of indigenous renewable energy but also to import energy, energy storage, fuel diversification and renewable gases (such as hydrogen). Detailed research has been carried out to inform this review. As part of the review my Department carried out a consultation seeking views from interested parties on policy measures that could be implemented to support Ireland’s security of supply framework. The consultation closed on Friday, 28 October and over 400 responses have been received.
The completion of the review is a key priority. I will bring my security of energy supply recommendations to Government once the review process has been completed.
126. Deputy Brendan Griffin asked the Minister for the Environment, Climate and Communications the estimated cost of installing solar PV panels in every domestic house in the country; the estimated surplus energy these panels would generate for the grid; and if he will make a statement on the matter. [60961/22]
Amharc ar fhreagraThe design of such a scheme would take considerable study and analysis which has not been under consideration at this time. Not every domestic house in the country would be suitable for Solar PV panels due to a number of constraints such as roof access, position of the property, shade from trees and other buildings and structural issues. The MaREI research centre did recently publish a high level study on the potential for around one million homes being suitable for varying sizes of Solar PV installations. By way of an example, using the average Solar PV system size of 3 kW, at an approximate cost of €7,500 per installation; the total cost would be €7.5 billion for one million homes. It is important to note that installation costs will vary depending on a number of factors. This includes the panel type/technology or whether a hot water diversion control system or battery is installed; as well as normal marketplace differentials and economy of scale opportunities.
On average, each 3kW solar PV system will produce approximately 2,400 kWh of renewable electricity per annum; resulting in a total production of on average 2,400 GWh across those one million homes per year. The amount these solar PV panels would send to the grid will depend on the homeowners consumption patterns and the time of year, among other factors.
127. Deputy Jackie Cahill asked the Minister for the Environment, Climate and Communications if he plans to establish an Ombudsman for the Post Office network, considering the vital role that post offices play across the country particularly in rural areas (details supplied); and if he will make a statement on the matter. [60995/22]
Amharc ar fhreagraThere are no plans to establish an Ombudsman for the Post Office network. An Post is a commercial State body with a mandate to act commercially. It has statutory responsibility for the State’s postal service and the post office network. Decisions relating to the network, including those in relation to the size, distribution and future of the network are operational matters for the board and management of the company. An Post will continue to actively seek and win new business and to explore opportunities to develop new or enhanced product lines for the network. An Post is transforming its retail network by delivering new products and new formats. This includes, among other things, diversifying and growing the financial services products it provides for individuals and SMEs to include loans, credit cards and more foreign exchange products, local banking in association with the major banks and a full range of State Savings products. An Post is providing agency banking services for a number of leading banks including AIB, Ulster Bank and Bank of Ireland. The Department of Finance has conducted a broad ranging review of the retail banking sector. As part of the Review, stakeholders, including members of the public, were invited to make submissions to the Department of Finance. These submissions were by way of a public consultation process launched at the Retail Banking Review dialogue in Tullamore on 16 May. Over 100 delegates attended the dialogue, including the retail banks, An Post, Fintech companies, Trade Unions, Credit Unions and the community and voluntary sector. The public consultation process concluded in July and over 100 submissions were received.The Review team published its report on 29 November 2022. The report indicates that there is scope for An Post to further expand its offerings in consumer and SME retail financial services, in partnership, and on a commercial basis with other firms. The matter of commercial partnerships is one for the company to consider and progress directly.
128. Deputy Violet-Anne Wynne asked the Minister for the Environment, Climate and Communications his plans for a disconnection moratorium for all low-income households in respect of the energy crisis; and if he will make a statement on the matter. [61045/22]
Amharc ar fhreagraResponsibility for the regulation of the electricity market is a matter for the Commission for Regulation of Utilities (CRU) which is an independent regulator, accountable to a committee of the Oireachtas and not to me as Minister. The CRU was assigned responsibility for the regulation of the Irish electricity sector following the enactment of the Electricity Regulation Act, 1999 and subsequent legislation.Under its legal mandate, the CRU is responsible for implementing energy specific customer protection measures. In addition to the strengthened customer protection measures now in place to provide increased protections with extended moratoriums on disconnections, extended repayment periods for customers in debt and reduced debt burdens on Pay-as-You-Go customers, the supplier led Energy Engage Code provides a further level of security for domestic electricity and gas customers by ensuring that suppliers will not disconnect a customer that is engaging with them. In addition, suppliers must offer customers a range of payment options, including a debt repayment plan for any customer in arrears. Furthermore, I understand there is no charge for moving from a hardship prepayment meter to bill-pay, whether it is electricity or gas.
As part of the additional consumer protection measures for this winter, the annual moratorium on disconnections for non-payment of account for billpay customers has been extended by the CRU from one month to three and is in effect from 1 December to 28 February. A vulnerable customer is defined as a domestic customer who is critically dependent on electrically powered equipment, which includes, but is not limited to, life protecting devices, assistive technologies to support independent living and medical equipment. This category of vulnerable customer cannot be disconnected for non-payment of account at any time. Vulnerable customers are also defined as someone who is particularly vulnerable to disconnection during the winter months for reasons of advanced age or physical, sensory, intellectual or mental health. This category of vulnerable customer cannot be disconnected for non-payment of account between 1 October and 31 March. It is important that people who are in such situations contact their energy supplier to register with them as a vulnerable customer. Their energy supplier will then notify ESB Networks. ESBN maintains a Vulnerable Customer Register based on the information provided to them by suppliers.Government is acutely aware of the impact that the recent increases in global energy prices are having on households. This is why the Government introduced a €2.4 billion package of supports 2022 and a package of one-off measures worth €2.5 billion in the Budget 2023 cost of living package.Included in the Budget 2023 package is a new Electricity Cost Emergency Benefit Scheme through which €550.47 (exclusive of VAT) will be credited to each domestic electricity account, including Pay as You Go accounts, in three payments of €183.49 through the November/December 2022, January/February 2023 and March/April 2023 billing cycles at an estimated cost of €1.211 billion.This is in addition to an extension of the 9% VAT rate on electricity and gas until the end of February 2023 and lump sum payments to social welfare recipients of schemes such as the Fuel Allowance, the Living Alone Allowance, and the Working Family payment.The Deputy may wish to note that CRU provides a dedicated email address for Oireachtas members, which enables them raise questions on energy regulatory matters, such as the matter raised in this question, at oireachtas@cru.ie for timely direct reply.
129. Deputy Violet-Anne Wynne asked the Minister for the Environment, Climate and Communications if he plans to establish a just transition commission to guide and implement a carbon neutral transition to meet Ireland’s energy targets, build public support for climate action with targeted anti-poverty and pro-equality measures similar to Just Transition Scotland; and if he will make a statement on the matter. [61046/22]
Amharc ar fhreagraThe Government has adopted, through the Climate Action Plan 2021 (CAP 2021), a framework for a just transition, comprising four principles. 1. An integrated, structured, and evidence-based approach to identify and plan our response to just climate transition requirements. 2. People are equipped with the right skills to be able to participate in and benefit from the future net zero economy. 3. The costs are shared so that the impact is equitable and existing inequalities are not exacerbated. 4 Social dialogue to ensure impacted citizens and communities are empowered and are core to the transition process.
As set out in CAP 2021, all relevant Ministers should consider this framework in the process of climate action policy formulation and implementation, so that policies are informed by the need to ensure a just transition. This includes creating sustainable employment opportunities, providing reskilling and retraining opportunities, and providing appropriate supports for those most vulnerable as part of Ireland’s transition to a climate neutral economy.
The Government has also committed, through CAP 2021, to establishing a statutory Just Transition Commission, whose purpose should be to provide strategic advice to Government, integrating its role with existing governance and engagement structures, on how Government policy can further a just transition. I am continuing to progress the development of proposals in relation to the establishment of the Commission. This work has included engagement with relevant stakeholders to inform my approach to the mandate of the Commission, including through the National Climate Stakeholder Forum, the most recent meeting of which took place on 27 July last.
130. Deputy Catherine Murphy asked the Minister for Transport if he and or his officials have engaged with the insurance providers in respect of the insurability of electric bikes and electric scooters; if he will provide the outcome of those engagements; if he has offered direction to the Revenue Commissioners in respect of certain categories of personal e-transport; and the way in which it should proceed with its role in relation to those modes. [60959/22]
Amharc ar fhreagra165. Deputy Catherine Murphy asked the Minister for Transport if he and or his officials have engaged with the insurance providers in respect of the insurability of electric bikes and electric scooters in the context of theft of vehicle and personal injury to owners and 3rd parties; if he will provide the outcome of those engagements; and if he will provide an update in respect of his engagements with the Revenue Commissioners in respect of certain categories of personal e-transport. [60960/22]
Amharc ar fhreagraI propose to take Questions Nos. 130 and 165 together.
The Road Traffic and Roads Bill, currently before the Oireachtas, will clarify the legal position of high-powered and low-powered e-bikes, to provide certainty to the growing cohort of e-bike users in Ireland on the status of their vehicles.
In line with European type-approval legislation governing vehicle categories, high-powered and power-on-demand e-bikes (those with more powerful engines or solely powered by the electric motor) will be considered light mopeds (L-category mechanically propelled vehicles). Accordingly, they will be required to be registered, taxed and insured, as for any other kind of mechanically propelled vehicle. Users will require a relevant driver’s licence for L-category vehicles and the rules of the road for mopeds and motorbikes will apply.
The current arrangements for low-powered, pedal assist e-bikes up to 250W and speeds of 25 km/h - that they are treated under road traffic legislation in the same way as pedal cycles - will be unchanged. This kind of e-bike will continue to be exempt from registration, taxation, insurance and licensing requirements and the rules of the road for bicycles will continue to apply.
My officials have engaged with the Revenue Commissioners, the vehicle registration authority for the State, and have confirmed the need to register high-powered and power-on-demand e-bikes that have appropriate EU type-approval certification. Where a high-powered or power-on-demand e-bike does not have EU type-approval certification, it will not be legal for use on Irish roads.
Insurance industry representatives have been advised that, as high-powered and power-on-demand e-bikes will be classified as L-category vehicles under EU Type Approval Regulation 168/2013, they will require insurance in the same way as any other type-approved L-category vehicle and that, as they fit into an existing vehicle category, no new insurance products should be required.
The industry has also been advised that, as the Government wishes to encourage micro-mobility as a viable transport option, it is not intended to subject e-scooters, where they conform with the Road Traffic and Roads Bill and subsequent e-scooter regulations, to tax, insurance or registration or the need for a driving licence. E-scooters which do not conform with the legislative provisions will remain illegal to use on Irish roads.
131. Deputy Aodhán Ó Ríordáin asked the Minister for Transport the measures that are in place to regulate and monitor the composition of aviation fuel sold in Ireland in order to calculate more accurately the contribution of aviation to climate change. [60164/22]
Amharc ar fhreagraI am advised that aviation fuel is certified for use by the American Society for Testing Materials (ASTM) and is produced to a global standard. This fuel is typically kerosene jet fuels (e.g. Jet A/A-1, JP5, JP8) for jet aircraft and aviation gasoline for light aircraft.
The ASTM D1655 standard outlines all the properties required for conventional (petroleum-based) fuels including aromatic and sulphur content, density, freezing point, low heating value and others. The ASTM D7566 standard governs non-petroleum hydrocarbon fuels, such as sustainable aviation fuels (SAF), and also includes the approved conversion processes and blending limits for different synthetic aviation fuels. The appropriate fuel to be used in an aircraft is specified in the EASA approved Aircraft Type Certificate that is applicable to individual aircraft types (eg Airbus A320, Boeing 737-800).
In the Irish context, the Environmental Protection Agency (EPA) administers the Emissions Trading Scheme (EU ETS) which requires Aircraft operators to report their emissions of CO2 annually. This is based on the tonnes of fuel combusted by the aircraft multiplied by an emission factor (tonnes CO2/t fuel). The aircraft operator reports the type of fuel used (e.g. Jet Kerosene A /Jet-A-1, Jet-B or Av-Gas) and how many tonnes of each.
Sustainable Aviation Fuels (SAFs) will play a key part in decarbonising the aviation sector and meeting ambitious EU targets for future renewable energy in aviation. The use of SAF is currently at very low levels but there are a number of different strands of work both at national and EU level that are being pursued to improve this position. The proposed EU Regulation commonly referred to as ReFuelEU Aviation is currently being considered by the European Council and the Parliament. When adopted the Regulation is expected to impose mandated obligations on fuel suppliers, airlines, and airports in relation to the distribution, use and accessibility of SAF similar to renewable fuels in road transport.
The Renewable Fuel for Transport Policy 2021 proposes incentives for supply of SAFs through the issue of multiple certificates under the Renewable Transport Fuel Obligation (RTFO), subject to enabling legislation. Following consultation on this Policy this year I am also currently examining the future requirements for the use of SAFs in the aviation sector within the context of the next iteration of the Renewable Transport Fuel Policy Statement 2023-2035, which I will publish next year.
The potential of Green Hydrogen, using new renewable energy, will be a key factor in SAF production in the next decade. The Department of Environment, Climate and Communications is developing a national Hydrogen Strategy for publication this year, which will help inform developments in this area.
In the shorter-term supply of sustainable aviation fuels will be from biofuels blending, which will potentially compete with road transport demand for such fuels and their feedstocks. My Department recently published the Biofuel Study Report, by Byrne O'Cleirigh consultants, concerning the sustainability and availability of biofuels to meet future National and EU targets.
My Department intends to carry out further research into renewable fuels, with the aviation sector in mind, and has set aside €200,000 in its 2023 climate action research budget for research and innovation concerning SAFs. The first step will be to scope the research project, complementing emerging and on-going national and international research in this area. The project scope will also be informed by the developing policy context in the forthcoming Hydrogen Strategy for Ireland and the ReFuelEU Aviation initiative, as well as industry led-initiatives such as the Shannon Estuary Taskforce and the European low-carbon fuels value chain industrial alliance.
132. Deputy Noel Grealish asked the Minister for Transport the reason that real-time passenger information and automatic vehicle location is available for Bus Eíreann services but not for private bus operators operating in Galway city and nationwide; and if he will make a statement on the matter. [60169/22]
Amharc ar fhreagraAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally and for the scheduling and timetabling of these services in conjunction with the relevant transport operators.
The NTA's Transport Technology team is responsible for the operational management of technology solutions across three principal areas: Ticketing, Automatic Vehicle Location (AVL) and Real-Time Passenger Information (RTPI). In light of the Authority's responsibility in this area, I have forwarded the Deputy's question to the NTA for direct reply. Please advise my private office if you do not receive a response within ten working days.
133. Deputy Noel Grealish asked the Minister for Transport the reason there has been a 20% reduction in fares for Bus Éireann, but not for private bus companies given that private bus operators often provide services where there is no Bus Éireann service; and if he will make a statement on the matter. [60170/22]
Amharc ar fhreagraAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has responsibility for the regulation of fares charged to passengers in respect of public transport services provided under public service obligation (PSO) contracts.
The 20% fare-reduction initiative was introduced as part of a suite of Government measures to help combat the rising cost of living. The fare reduction was rolled out to all Public Service Obligation (PSO) services outside the Greater Dublin Area from 11 April and nationwide from 9 May. These discounted fares will benefit the hundreds of thousands of people across the country who use PSO public transport every day in 2022. Funding has been provided under Budget 2023 to continue the 20% reduction on PSO services in 2023; however, the funding allocation does not include an extension of the scheme to commercial operators.
Unlike with PSO services, the National Transport Authority (NTA) do not set, monitor or regulate fares on services run by commercial operator, which are set by the individual operators.
While it is not currently intended to include the commercial operators as part of the 20% average fare initiative, it should be noted that the Young Adult Card, which was introduced on PSO services earlier this year, was extended to participating commercial bus operators on the 4th of September.
134. Deputy Seán Canney asked the Minister for Transport if he will extend the active travel scheme to include active travel measures to be carried out at schools located in rural areas which do not have a reduced speed limit but would benefit enormously if they could qualify for the scheme. [60189/22]
Amharc ar fhreagraAs Minister for Transport I have responsibility for funding and overall policy in relation to Active Travel . The NTA are responsible for working with local authorities to identify suitable projects to include in the Active Travel programme and overseeing their delivery. In 2021 the NTA expanded the Active Travel programme to include dedicated funding for counties outside the Greater Dublin Area. This funding is now mainstreamed and the total allocation of €289 million is split between all 31 local authorities.
In March 2021, I launched the Safe Routes to School (SRTS) Programme as a response to the need to improve safety at the ‘front of school’ environment and enhance access to school grounds. The programme aims to support walking, scooting and cycling to primary and post-primary schools and to create safer walking and cycling routes within communities. This will help alleviate congestion at school gates and increase the number of students who walk or cycle to school by providing the necessary infrastructure.
The Programme is funded by my Department through the National Transport Authority (NTA) and is supported by the Department of Education. An Taisce’s Green-Schools is coordinating the programme, while funding will be made available to local authorities who will play a key part in delivering the infrastructure along access routes and at the school gate.
All schools in the state were eligible to apply to the programme and information was circulated in March 2021 from the Departments of Education and Transport to schools nationwide. By the deadline of 16 April 2021, 931 applications had been received from schools in every county in Ireland.
Due to the overwhelming response to the programme (almost 1/4 of schools in Ireland have applied), there are no plans for an additional call for schools to join the SRTS programme at this time. Schools outside of the programme may contact the relevant Local Authority regarding specific safety or infrastructure issues at their school. Information on what schools can do to support active travel is contained in the NTA’s Toolkit for School Travel.
135. Deputy Cathal Crowe asked the Minister for Transport the estimated number of passengers in each of Ireland’s regional airports in each of the years from 2018 to 2021 and to date in 2022; and the estimated value in each year of the contribution that each airport makes to the economy in terms of tourist revenue and jobs supported in tabular form . [60224/22]
Amharc ar fhreagraI thank the Deputy for his question. According to details supplied to my Department the following table sets out the passenger numbers across our regional airports since 2018 and to date in 2022.
|
Airport |
2018 |
2019 |
2020 |
2021 |
2022* |
|
Shannon |
1,864,762 |
1,717,575 |
352,402 |
379,935 |
1,271,145 |
|
Cork |
2,392,821 |
2,590,262 |
530,392 |
258,802 |
1,908,775 |
|
IWAK |
771,619 |
806,877 |
143,340 |
174,475 |
622,653 |
|
Kerry |
365,339 |
369,836 |
82,925 |
115,024 |
302,239 |
|
Donegal |
46,537 |
48,529 |
18,067 |
14,603 |
31,399 |
*Figures up to the end of October 2022
In relation to the estimated value of the contribution each airport makes to the economy in terms of tourist revenue and jobs supported, I wish to advise the Deputy that a requirement of all airports in receipt of Exchequer funding under the Regional Airports Programme 2021-2025, is for an Economic Impact Assessment to be submitted to my Department. This assessment is required to show the economic value of the airport to the region, and the contribution the airport makes to the local/regional economy. The following are the findings from reports made available to my Department:
- Shannon Airport: Shannon Airport Group through their Economic Impact Report calculate that the Group generates €3.6 billion in GVA (Gross Value Added) each year, supporting over 46,000 jobs, which contribute €1.1 billion in tax revenue to the Exchequer.
- Cork Airport: Cork Airport through an economic impact study found that Cork Airport generated €904 million for the Irish economy in the year of the study and contributed to the employment of 12,180 people in Ireland, equivalent to 10,740 full-time jobs.
- IWAK: Ireland West Airport reported that the total economic activity as a result of the airport’s activities and passenger expenditure in the year of the assessment was €216 million total output, supporting 3,177 jobs, and generating €34.1m in Exchequer revenue through its operations and tourist spending.
- Kerry Airport: Kerry Airport reported that the airport is responsible for 625 jobs in the locality. It is estimated that the airport contributes as much as €14.6 million to the Irish economy.
- Donegal Airport: A report commissioned by Donegal Airport found that Donegal Airport supports 393 full time jobs in the locality and generates €24.2 million in GVA.
136. Deputy Bernard J. Durkan asked the Minister for Transport when it is expected to facilitate an appointment for a driving test in the case of a person (details supplied) who is seeking employment and requires their full licence for employment purposes; and if he will make a statement on the matter. [60277/22]
Amharc ar fhreagraThe Road Safety Authority (RSA) has statutory responsibility for the operation of the driving test. This includes all application and scheduling matters. I have no power to intervene in individual cases.
Urgent tests are only available to applicants who are employed by the HSE, a private hospital or the emergency services where the candidate would need to drive as part of their job (not including commuting to their place of work). Information on who can apply for an emergency test is available at https://www.rsa.ie/services/learner-drivers/the-driving-test/faqs.
137. Deputy Jim O'Callaghan asked the Minister for Transport the total amount of funding allocated for the maintenance of regional and local roads by local authority, since 27 June 2020, in tabular form; and if he will make a statement on the matter. [60288/22]
Amharc ar fhreagraThe improvement and maintenance of regional and local roads is the statutory responsibility of each local authority, in accordance with the provisions of Section 13 of the Roads Act 1993. Works on those roads are funded from Councils' own resources supplemented by State road grants, where applicable.
Arising from the arrangements in place in relation to Local Property Tax receipts, the four Dublin Councils are self-funding for regional and local roads under the main road grant categories. Accordingly, these Councils do not feature in most of the grant programmes but are eligible for certain grants such as the training and road condition survey grants and may apply for monies under the Strategic Grant programme. In this context provision was made in the original NDP 2018-2027 for the upgrade of the Nangor and Adamstown roads in the vicinity of Grange Castle Business Park and the Department provided grant assistance for that strategic scheme.
As regards the funding that has been allocated to eligible local authorities for the maintenance of regional and local roads since 27 June 2020, regional and local road grant allocations and payments booklets are available in the Oireachtas Library.
The 2020 payments booklet reflects the Active Travel and Climate Change Adaptation measures allocations made as part of the July Jobs Stimulus Plan following the formation of the Government. Allocations booklets for 2021 and 2022 together with a payments booklet for 2021 are available in the Oireachtas Library.
The tables included in the allocations and payments booklets outline expenditure by type of grant programme. For the Deputy's information an explanation of the purpose of the main Regional and Local Road Grant Programmes is set out below:
Restoration Maintenance (RM): The purpose of the RM grant is to protect the structural integrity of the road by way of surface dressing through the sealing of the road surface. The purpose of restoration maintenance is to maintain the asset before it requires improvement.
Restoration Improvement Grant (RI): The RI grant programme is the main road strengthening programme and caters for surface restoration, pavement overlay works, complete road rehabilitation works and for drainage works where required.
Discretionary Grant (DG): Councils have discretion in spending these grants for improvement and maintenance works subject to selecting from a list of eligible works. However Councils are requested to prioritise projects which involve strengthening works, remedying road defects, winter maintenance and drainage works.
Bridge Rehabilitation (BR): This programme allows local authorities to apply for monies to undertake bridge rehabilitation works.
Safety Improvement Works (BS): This programme allows local authorities to apply for monies to undertake safety improvement works.
Community Involvement Scheme (CIS): Facilitates community involvement in the repair and improvement of roads.
Drainage Programme (DR): The purpose of this grant is to promote network resilience.
Former National Roads (FN): The purpose of this grant is to provide assistance to local authorities specifically for the maintenance of former national roads.
Climate Change Adaptation and Resilience (CCAR): The purpose of this grant is to provide assistance to local authorities for road adaptation/resilience works which have become necessary due to the effects of climate change.
Specific Grant and Strategic Grants: The Department no longer seeks annual applications from local authorities in respect of road improvement projects under the Specific and Strategic grant programmes. Instead it considers projects on a case by case basis taking into account the availability of funding and the outcome of project appraisals.
138. Deputy Jim O'Callaghan asked the Minister for Transport the total amount of funding allocated for the development of new walking and cycling infrastructure by local authority, since 27 June 2020, in tabular form; and if he will make a statement on the matter. [60289/22]
Amharc ar fhreagra139. Deputy Jim O'Callaghan asked the Minister for Transport the total amount of funding allocated for the development Greenway projects by local authority, since 27 June 2020, in tabular form; and if he will make a statement on the matter. [60290/22]
Amharc ar fhreagraI propose to take Questions Nos. 138 and 139 together.
As Minister for Transport, I have responsibility for overall policy and exchequer funding in relation to Active Travel and Greenways. As of 20 September 2021, Greenway funding is administered through Transport Infrastructure Ireland (TII), in conjunction with the local authorities concerned. The table below outlines the funds allocated to Greenways, provided directly from the Department of Transport until September 2021 and through TII thereafter.
|
County |
Funds Allocated 2020 |
Funds Allocated 2021 |
Fund Allocated 2022 |
|
Carlow |
€150,000 |
€150,000 |
€60,000 |
|
Cavan |
€75,000 |
€175,000 |
€150,000 |
|
Clare |
€255,000 |
€200,000 |
€900,000 |
|
Cork |
€2,174,515 |
€15,005,492 |
€5,740,000 |
|
Donegal |
€340,000 |
€340,000 |
€2,000,000 |
|
Fingal |
€200,000 |
€154,277 |
€350,000 |
|
Galway |
€1,715,000 |
€5,615,621 |
€3,120,000 |
|
Kerry |
€4,420,970 |
€10,195,879 |
€7,400,000 |
|
Kildare |
€904,167 |
€3,191,681 |
€1,595,000 |
|
Leitrim |
€500,000 |
€500,000 |
€1,000,000 |
|
Limerick |
€290,000 |
€6,223,342 |
€3,770,000 |
|
Longford |
€191,979 |
€1,701,402 |
€750,000 |
|
Louth |
€200,000 |
€200,000 |
€370,000 |
|
Mayo |
€1,887,975 |
€5,296,136 |
€2,650,000 |
|
Meath |
€795,289 |
€260,685 |
€614,000 |
|
Monaghan |
€100,000 |
€100,000 |
€270,000 |
|
Offaly |
€1,947,975 |
€5,048,600 |
€1,323,000 |
|
Roscommon |
€311,309 |
€245,000 |
€1,695,000 |
|
Sligo |
€300,000 |
€300,000 |
€50,000 |
|
South Dublin |
€0 |
€1,400,000 |
€1,300,000 |
|
Tipperary |
€1,204,896 |
€95,000 |
€440,000 |
|
Waterford |
€228,814 |
€135,220 |
€600,000 |
|
Westmeath |
€197,541 |
€183,369 |
€0 |
|
Dublin to Galways Greenway - Westmeath and associated counties /TII |
€2,024,731 |
€8,100,000 |
€8,700,000 |
|
Wexford |
€5,458,000 |
€10,729,147 |
€4,000,000 |
|
Wicklow |
€1,500,000 |
€7,279,452 |
€5,350,000 |
Funding for Active Travel projects is administered through the National Transport Authority (NTA), who, in partnership with local authorities, identifies suitable walking and cycling infrastructure projects, including some urban Greenways, and oversees their development. Noting the role of the NTA in the matter, I have referred your question to that agency for a more detailed answer in relation to funding for walking and cycling infrastructure since June 2020. If you do not receive a reply within 10 working days, please contact my private office.
140. Deputy Eoin Ó Broin asked the Minister for Transport if there are issues relating to the number of airport police or gardaí deployed at Dublin Airport; and if he will explain the reason there were no police or Garda personnel available to provide assistance at the airport on a specific date (details supplied). [60310/22]
Amharc ar fhreagraI would like to thank the Deputy for his question. As the Deputy will be aware, daa has statutory responsibility to operate, manage and develop Dublin and Cork Airports. Airport police, as employees of the relevant airport, are "authorised officers" under the Air Navigation and Transport (Amendment) Act 1998, as amended. As such, matters in relation to staffing issues, including the number of authorised officers at our State airports are a matter for daa.
I have therefore forwarded your question to daa for direct reply. If the Deputy does not receive a reply within ten working days, please advise my Private Office.
In relation to the deployment of Garda resources at Dublin Airport, I wish to advise the Deputy that this is an operational matter for An Garda Síochána.
141. Deputy Holly Cairns asked the Minister for Transport the steps he is taking to ensure the provision of a bus service to enable young people in Beara, County Cork access day services in Bantry, County Cork. [60371/22]
Amharc ar fhreagra142. Deputy Holly Cairns asked the Minister for Transport if he will provide details of his engagement with LocalLink concerning the provision of a bus service to enable young persons in Beara, County Cork access day services in Bantry, County Cork. [60376/22]
Amharc ar fhreagraI propose to take Questions Nos. 141 and 142 together.
As Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally. The NTA also has national responsibility for integrated local and rural transport, including TFI Local link services, and delivering the Connecting Ireland Rural Mobility Plan. Connecting Ireland is a major national public transport initiative with the aim of increasing public transport connectivity, particularly for people living outside the major cities and towns.
In light of the NTA's responsibilities for bus services in West Cork, including to/from the Beara peninsula, I have referred your question to the NTA for direct reply to you. Please advise my private office if you do not receive a reply within ten working days
143. Deputy Holly Cairns asked the Minister for Transport the steps he is taking to ensure that a driving test centre in Skiberreen will have two full-time equivalent testers working from January 2023. [60378/22]
Amharc ar fhreagraThe Road Safety Authority has statutory responsibility for all aspects of the driving test. This includes the operation, scheduling and all associated staffing matters.
I have therefore referred the question to the Authority for direct reply. I would ask the Deputy to contact my office if a response is not received within 10 days.
144. Deputy Holly Cairns asked the Minister for Transport the number of testers working in each driving test centre, including a breakdown of the number workers that are on full-time or part-time contracts. [60379/22]
Amharc ar fhreagraThe Road Safety Authority has statutory responsibility for all aspects of the national driving test, including operations and staffing.
I have therefore referred the question to the Authority for direct reply. I would ask the Deputy to contact my office if a response is not received within 10 days.
