Transport

Mr. Boyle asked the Minister for Transport his views on whether the NRA's estimate for raising €700 million of private finance for the 11 toll projects identified by it for public private partnership road contracts is realistic and achievable; the amount of that estimated private finance which is secured by contract or written agreement; the total estimated capital cost in current prices of these 11 projects; the percentage of the current estimated capital cost of the entire NDP roads programme which is to be secured by private finance; and the original percentage of private finance in relation to total NDP roads investment, targeted in the NDP in 1999. [23566/02]

Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 74, 97, 107, 121, 389 and 393 together.

As provided for in the national development plan, a number of major road improvement projects will be undertaken by the National Roads Authority as public private partnerships, based on user tolls. User tolls are now in widespread use throughout the developed and developing world and are especially favoured where rapid expansion in major road networks is required. They are a considerably more widely used instrument of roads financing than shadow tolls and more readily permit the transfer of economic risk, which is desirable in PPP projects. While the use of shadow tolls has not been ruled out, road user tolling is, on the basis of the above considerations, more likely to be relied upon in the earlier stages of national roads PPP development.

The NRA's current PPP programme comprises 11 high quality projects spread throughout the country. The position at present in relation to these projects is that one, the second Westlink bridge on the M50, is under construction and is expected to be completed next year; one is at final negotiation stage, (Kilcock-Kinnegad), and a preferred bidder has been selected; initial tendering has been completed and bidders shortlisted in respect of two of the projects, N25 Waterford bypass and Dundalk western bypass; one is at tender stage with tenders due to be submitted during December 2002, N8 Rathcormac-Fermoy bypass; one, M3 Clonee to Kells, is at oral hearing stage; the remaining five schemes are at an advanced design stage which includes the preparation of statutory documentation for publication.

It is estimated that these projects will involve a total private sector investment of approximately €1.27 billion, which is in line with the monetary target set in the NDP. The exact figure will depend on the outcome of negotiations on the individual projects. The total cost of the 11 projects is estimated at €3.2 billion.

This level of private sector finance is of critical importance for the funding of the national roads development programme. It will ensure the earlier provision of much needed higher quality roads than would otherwise be the case. Through PPPs, private sector innovation will be harnessed in the areas of scheme design, construction and long-term operation and maintenance.

The roads involved will remain in public ownership. The private sector will design, build, part-finance and operate the schemes for a 30 year concession period after which they will return for operation and maintenance to the public sector.

Each PPP project is subject, in accordance with Department of Finance guidelines, to rigorous assessment and evaluation by the NRA and engineering, financial and legal consultants which it has engaged to advise on the PPP programme. The NRA is also considering the scope for additional user-tolled PPP schemes.

The statutory power to levy tolls on national roads, to make toll by-laws, and to enter into toll agreements with private investors is vested in the National Roads Authority under Part V of the Roads Act, 1993, as amended by the Planning and Development Act, 2000. Toll charges are determined in accordance with procedures contained in the Roads Act, 1993, as amended, which provide for public display-consultation of proposals to apply tolls and the holding of public oral hearings in the event of objections being made on toll scheme proposals.

As regards the system of tolling to be used, I have already publicly stated that my policy is one of using a method that utilises the most up-to-date electronic technology to ensure that there is a rapid movement of traffic and traffic tailbacks are eliminated. I have discussed the need to incorporate the electronic tolling system on all proposed toll roads with the National Roads Authority and I intend to continue these discussions over the coming months.

I am confident that the modest level of the tolls to be charged, combined with the high quality of the new roads and the greatly improved transport service they will provide, will ensure that the routes are attractive to the vast bulk of inter-urban traffic.

Mr. Boyle asked the Minister for Transport if his attention has been drawn to the contents of the recent Fitzpatrick consultants' report of the NDP roads investment cost escalations; if the cost escalation of the 1999 NDP roads investment programme is, in monetary terms, the single difference between the estimate for roads investment started in the national development plan in 1999 and the total estimates for the current NDP roads programme as calculated in the Fitzpatrick report; and the amount in monetary terms which is related to construction inflation, to land compulsory purchase order inflation, to initial underestimation, and to scope changes or the addition of new projects to the NDP, with reference to this cost. [23567/02]

Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 92 and 390 together.

The report by Fitzpatrick and associates on behalf of the NDP/CSF evaluation unit of the Department of Finance reviews the implementation to date of the national roads programme provided for in the NDP. The report highlights the increased cost, €15.8 billion, of completing the programme based on NRA data and makes a number of recommendations in relation to the management of the programme, including in relation to cost estimation and control.

The increased cost of the programme is due to some underestimation in 1999 costs which were based on updating national road needs study data; construction cost inflation in the period 1999 to 2001 estimated at 15% per annum in 1999 and 2000 and 9.5% in 2001; exceptional items such as the upgrade of the N9, higher land costs on the south eastern motorway and additional costs on the Dublin Port tunnel; higher land acquisition costs, particularly in Dublin and adjacent to urban areas; the availability of more accurate and detailed estimates as projects progressed from preliminary to more detailed planning. As the updated estimated cost is based on individual project estimates, it is not possible to provide accurate estimates of the extent to which each of the factors outlined above contributed to the overall increased cost of the programme.

In relation to the difference between the estimated cost of projects at outline design stage and tender stage, the report noted that a range of increase from 5% to 95% was observed in the case of five projects which the consultants reviewed. The main factors identified were construction cost inflation and significant scope changes in some projects. The 95% figure referred to relates to one project and does not represent an average for the programme.

The report also noted that it is understandable that the initial indicative estimate of cost may differ from the cost at tender stage as a project moves through the various planning stages and more accurate information becomes available. It should also be noted that the report acknowledges that cost control procedures at the level of individual projects appear adequate. Recommendations in the report to strengthen cost control at programme level will be pursued by my Department and the NRA.

The increased cost of the programme - combined with the changed economic and budgetary conditions - will impact on the pace of its implementation. Some projects will, of necessity, take longer to implement than originally planned and some reprogramming by the NRA will therefore be required. As a result, the ambitious upgrade programme provided for in the NDP may take somewhat longer to implement but the Government is committed to doing so.

Nevertheless, the strategic framework set out in the NDP for the upgrading of the national road network is generally recognised as urgently necessary to ensure that we have a road network that is capable of providing for the safe and efficient movement of persons and goods by road. The poor state of the national road network is generally recognised, including most recently in a report by the competitiveness council, as a potential constraint on future economic and social development and the achievement of more balanced regional development.

I do not propose, therefore, to carry out an audit or review of the programme as suggested by the Deputy. However, I will be seeking, with the NRA, to ensure that we get maximum value for money for the high level of investment in the road network. In this context, all major road projects will continue to be subject to cost/benefit analysis and to assessment and evaluation in accordance with the Department of Finance guidelines on the appraisal and management of capital projects.

Mr. Boyle asked the Minister for Transport if resources will be made available in 2003 for new public transport and rail developments in the Cork region. [23201/02]

Minister for Transport (Mr. Brennan): Significant investment has been made to date in public transport in the Cork area and further investment is planned in the future. Some 54 new buses have been purchased for the Cork bus fleet under the national development plan. This has resulted in the expansion of existing routes and the introduction of new routes. Delivery of a further ten new buses is expected over the coming weeks. Some 80% of the city and suburban fleet is now low-floor fully accessible to ease access for mobility impaired persons. The average age of the fleet has been reduced from 11 years in the 1990s to four years.

A significant upgrade of the trackwork and stations is taking place on the Cork to Cobh route. Four new diesel railcars to upgrade the capacity on the Cork to Cobh line will be introduced on this line in 2003. In addition, Irish Rail is about to place an order for 67 new mainline rail carriages for delivery in 2005. A number of these carriages are earmarked for use on the Dublin to Cork route.

I also intend to make funding available in 2003 for the introduction of quality bus corridors - 'green routes' - in Cork, the first such bus priority initiative to be funded by my Department outside Dublin.

Mr. Boyle asked the Minister for Transport the moneys which have been expended in his Department by area and projects to date, under the RAPID and CLÁR programmes. [25861/02]

Minister for Transport (Mr. Brennan): As the Deputy is aware, there is no specific separate funding allocated to the RAPID programme. The RAPID programme is aimed at prioritising national development plan funding to various disadvantaged neighbourhoods in large urban areas. Under the scheme, Bus Éireann introduced a new route in Cork city - Southern Orbital Bus Service - on a pilot basis. The Department provided funding of €288,000 towards the project.

Project applications in respect of strand 2 provincial centres which were received recently from Area Development Management Limited which runs the RAPID programme are currently being assessed by my Department.

Mr. Boyle asked the Minister for Transport the reason public access to the recent Steer Davies Gleave consultant's report was removed form his Department's website [2074/03]

Minister for Transport (Mr. Brennan): The Department of Transport website is currently under construction. As a result, problems were experienced in posting the Steer Davies Gleave report on it. These problems meant that the report could not be accessed or was only intermittently accessible for some hours. Those technical difficulties were resolved as quickly as possible and the report was restored, in full, to the website. In the interim, copies of the report were available on request from my Department, both in hard copy and by e-mail.

Mr. Boyle asked the Minister for Transport the reasons for the variation between the conclusions and the recommendations in the recent Steer Davies Gleave consultants report [2075/03]

Minister for Transport (Mr. Brennan): The terms of reference for the study on the regulation of the bus market outside Dublin required the consultants to produce a detailed report and a short public consultation document. Steer Davies Gleave, the consultants engaged by my Department to conduct the study, drafted both documents as required under the terms of reference and are fully responsible for their content. I published the report on 14 November 2002 as it was presented to me by the consultants.

Mr. Boyle asked the Minister for Transport if he intends to provide to former town commissions, the powers of former urban district councils in relation to traffic management; and if he will make a statement on the matter. [2327/03]

Minister for Transport (Mr. Brennan): I have no proposals to amend the powers given to local authorities under the Road Traffic Acts.

Mr. Boyle asked the Minister for Transport the benefit which travelling members of the public will derive from his proposals that the CIE group of companies should be broken up; and if he will make a statement on the matter. [2322/03]

Minister for Transport (Mr. Brennan): The objective of the overall programme of reform in public transport, which includes the establishment of the CIE subsidiaries as independent companies, the establishment of an independent regulatory function and the introduction of new arrangements for the regulation of the bus market, is to ensure a good quality public transport service, with a greater focus on delivery, value for money and responsiveness to customer requirements.

Mr. Boyle asked the Minister for Transport when an announcement will be made on the future of suburban rail in the greater Cork area; and if he will make a statement on the matter. [2450/03]

Minister for Transport (Mr. Brennan): A feasibility study, commissioned by Iarnród Éireann, on the proposals for the development of new rail services in the Cork area was recently completed and submitted to Iarnród Éireann. A copy was also forwarded to my Department. I expect to receive the company's views of the study in the near future which I will then consider. I understand that Iarnród Éireann plans to make the report, which includes detailed costings, available to the public. The Cork rail proposals were also the subject of analysis in the strategic rail review and I propose to publish that review in the near future.

Mr. Boyle asked the Minister for Transport when he expects to present the RPA's business case proposal for the first stage of the Dublin Metro; and when a decision can be expected from the Cabinet on the proposal. [2684/03]

Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 98, 114, 129, 138 and 146 together.

Last year, the Government agreed that the development of the Dublin Metro should be undertaken on a phased basis and as a public private partnership. It also decided that a link from the city centre to Dublin Airport was to be included in phase one. Since then, the Railway Procurement Agency has concentrated its work on developing proposals for this phase. A preliminary public consultation has taken place and a prequalification exercise for potential bidders was launched by the RPA in mid-2002.

In November 2002, my Department received the outline business case for phase one from the RPA. More recently, Iarnród Éireann submitted preliminary proposals for a heavy rail link to Dublin Airport by extending a spur either from the Maynooth line or the northern suburban line. Following completion of the evaluation of the Metro outline business case and the Iarnród Éireann proposals by my Department in the coming weeks, I intend to bring proposals to the Government. The outline business case put forward for the Metro includes cost benefit analyses, a financing model, system options, the estimated cost over the lifetime of the project and the estimated timescales involved.

Until a decision is taken by Government, it would be premature to anticipate costs and timescales. The costs involved will be determined by a number of factors including the route alignment chosen and the structure of the PPP. Evidence of interest shown to date suggests that a very competitive tendering process can be expected and this, of course, will also influence the costs. Commencement of work on the project will also be influenced by factors such as: public consultation on the route alignment selected; negotiation and conclusion of the PPP contract; and the independent public inquiry required under legislation before the railway order granting planning permission for any major railway works can be granted. These issues will not arise until after Government has considered my proposals.

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Mr. Boyle asked the Minister for Transport the international conventions which exist for the State having liability for intentional damage caused to civilian and military aircraft by an individual, or grouping of individuals. [6156/03]
Minister for Transport (Mr. Brennan): There are no international conventions concerning State liability arising from intentional damage caused to civilian aircraft by an individual, or grouping of individuals.

The question of damage to military aircraft is not a matter for my Department.

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Mr. Boyle asked the Minister for Transport the number of nominations and appointments made by him since 6 June 2002; and the number of and areas where vacancies for such appointments will arise and when. [11870/03]

Minister for Transport (Mr. Brennan): The information requested by the Deputy relating to the boards of State companies and agencies is in the following table.

Board
Appointments made since 6 June 2002
No. of Existing Vacancies
Vacancies to arise up to end December 2003

Aer Lingus
William Clarke – 01.07.2002 Frank Cox – 01.07.2002 Sean Murphy – 01.07.2002 Nora O'Reilly – 01.07.2002 John Sherman – 21/03/2003
1
One vacancy on 02.12.2003 One vacancy on 22.12.2003

Aer Rianta

Coras Iompair Eireann (CIE)

1
One vacancy on 27.11.2003 Three vacancies on 08.12.2003

Dublin Transportation Office
Andy Cullen – 19.11.2002 Kevin Ring – 19.11.2002 Tom Dowling – 19.11.2002 Bill Lilley – 19.11.2002 Frank Allen – 19.11.2002
4 (Two Ministerial Nominees) (Two Advisory Committee)
Eighteen vacancies on 31.12.2003

Irish Aviation Authority

Two vacancies on 11.05.2003

Medical Bureau of Road Safety
Denis Cusack – 01.07.2002 Bernadette Herity – 01.04.2003 Brendan Gogarty – 01.04.2003 Fenton Howell – 01.04.2003 Hilary Dalton – 01.04.2003

National Roads Authority
Bernard McNamara – 20.03.2003 Connie Ní Fhatharta – 20.03.2003 Brendan O'Mara – 03.04.2003

Railway Procurement Agency
Frank Allen – 06.08.2002 Hamid Foroughi – 27.11.2002 John Maguire – 20.03.2003

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Mr. Boyle asked the Minister for Transport if he will consider the further development of the Luas system by the linking of the Tallaght and Sandyford Luas Lines as originally envisaged by an overground line via Dawson Street, College Green and Westmoreland Street; his views on whether such a development can provide a valuable transport connection to any future metro stop at St. Stephen's Green; his further views and concerns expressed in some quarters regarding the traffic implications of such a city centre overground route are now diminished in view of traffic management decisions of recent years; and the estimated cost and timetable for the construction of such an overground Luas Line from St. Stephen's Green to O'Connell Bridge. [13656/03]
Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 126 and 135 together.

Last year, the Government agreed that the development of the Dublin metro should be undertaken on a phased basis and as a public private partnership. It also decided that a link from the city centre to Dublin Airport was to be included in Phase 1. Since then, the Railway Procurement Agency has concentrated its work on developing proposals for this phase. A preliminary public consultation has taken place and a prequalification exercise for potential bidders was launched by the agency in mid-2002.

In November 2002, my Department received the outline business case for Phase 1 of the metro from the RPA. The Dublin metro is the largest proposed infrastructure project in the history of the State. Careful consideration of the outline business case is being undertaken. The estimated costs are substantial and a number of additional aspects of the proposal are being assessed as part of my evaluation of the OBC. These additional aspects concern the potential impact of the project on the general Government balance in the context of the EU Stability and Growth Pact; and the legal, planning and technical considerations based on practice elsewhere, particularly Madrid where the authorities developed a strong international reputation for the speedy completion of the Madrid metro extensions at a relatively low cost. More recently, Iarnród Éireann submitted preliminary proposals for a heavy rail link to Dublin Airport by extending a spur from the northern suburban line.

I am also considering proposals for legislative change to accelerate and streamline the delivery of critical infrastructure projects, thereby reducing the cost of such infrastructure. Following consideration of all these issues by my Department in the coming weeks, I intend to bring proposals to the Government. Additional Luas lines are part of the Dublin Transportation Offices strategy, A Platform for Change. Decisions on the alignment of such lines will be dependent on the alignment chosen for the metro.

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Mr. Boyle asked the Minister for Transport his views on whether his Department's share of the more than €10 million spent by Government Departments in 2002 on public relations, marketing and advertising represents best value for money; and the plans which exist to reduce spending in this area. [14671/03]
Minister for Transport (Mr. Brennan): The amount spent by my Department in 2002 on advertising was €284,367.24. This includes €41,690 spent on public notice advertising in the media and in Iris Oifigiúl. This advertising was placed in the media by an advertising agency who were chosen following an open tender competition. As the Deputy will be aware, one of the main criteria in awarding Government contracts in an open tender process is cost and value for money.

The remainder of the expenditure on advertising was, €242,677.24 which was in respect of the National Forum on Europe, which comes under the auspices of my Department. The bulk of this was for advertising in the national and provincial media and related to meetings of the forum around the country. This advertising was purely informational and served to inform the public of the forum meetings in their area, the aim of which is to promote and foster a greater understanding of the EU. My Department did not incur any costs in 2002 on outside public relations and marketing consultants.

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Mr. Boyle asked the Minister for Transport the way in which the risk costs in the public private partnership process for the construction of new roadways is estimated and allocated; the main risks in such road construction; if it is the private developer who carries the full costs of these risks; if the State is charged for the risks in question; the outline process in a green PPP; the stage the outline details of the contract are available to Members of the Oireachtas for scrutiny; and if he carries out a public sector price comparison in each PPP case. [16956/03]
Minister for Transport (Mr. Brennan): The development and implementation of national road PPP projects is a matter for the NRA within the statutory and administrative framework provided by the National Development Finance Agency Act 2002 and Department of Finance draft interim guidelines on the assessment, approval and procurement of PPP projects.

In the case of national road projects, I understand that as part of the PPP assessment process for an individual project undertaken by the NRA, a risk assessment is undertaken which identifies and quantifies the significant risks likely to arise on the project and considers their optimum allocation between the public and private sector. This exercise results in a risk matrix showing where it is proposed to allocate risks. The main risk areas likely to arise on a road project are design inaccuracies and errors, construction time and cost over-runs, underestimation of maintenance and reinvestment costs and incorrect estimation of traffic volumes.

The key to achieving maximum value for money in PPP projects is to allocate risk to the party which can best manage it. In the case of national roads, risks and costs in relation to design, construction, maintenance, traffic volumes and operation costs are carried by the concessionaire while risks in relation to statutory procedures - environmental impact statements and compulsory purchase order approvals - are retained by the NRA. In assessing value for money, the NRA prepares a financial comparator, representing the cost under traditional procurement, which is compared to the cost to the public sector under a PPP arrangement to assess which offers better value for money. This value for money comparison is undertaken at different stages of the PPP procurement process. At the final stage, the best and final offer submission which has been judged most economically advantageous is compared against the financial comparator to confirm that a toll-based PPP offers better value for money. The financial comparator includes an estimated cost for risks that would remain with the public sector if the project was procured under traditional procurement procedures.

I am arranging to place a copy of the standard conditions used in national PPP contracts in the Oireachtas Library, together with outline details of the Kilcock/Kinnegad concession. Outline details of other concluded concessions will also be placed in the Oireachtas Library in due course.

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Mr. Boyle asked the Minister for Transport the correspondence or communications that have issued from his office over the decision of the State airline, Aer Lingus, to withdraw services on the Cork-Dublin route. [21339/03]
Minister for Transport (Mr. Brennan): No correspondence or communications issued from my office in relation to this matter. My officials informed me of Aer Lingus' decision following notification by the company.

The Cork-Dublin route is currently serviced by Aer Arann operating seven daily services while Air Wales operate services twice daily.

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Mr. Boyle: Our rail system is largely a radial system in and out of Dublin and this is one of the few lines that does not have its terminus in Dublin. Does the Minister agree that with the speed restrictions that already existed on the Limerick Junction-Rosslare line and the attempt earlier by Iarnród Éireann to stop the passenger and freight service, this line was not given priority and suffered from lack of investment? This morning's incident was an effect of that type of policy, for which the Minister has direct responsibility.

I am uncertain whether the train can go from Waterford to Cahir station. Clonmel is a major urban centre and it is important that a signal is given that links can be maintained between Clonmel and Waterford city. Can the Minister give some indication of the Government's policy on that and how Iarnród Éireann could be persuaded to maintain such a service. An indication that part of the line would be used would give hope in the short term that the full line can be restored for use.

Mr. Brennan: I will raise with the company the question of leaving parts of the line open, which is a good idea if it can be brought about. I will do that tomorrow and see how practical that is. I do not want to give a public indication that the accident was in any way caused by the level of investment in the line. It would be premature to draw that conclusion

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Mr. Boyle asked the Minister for Transport if hand propelled, battery operated floor level scooters can be used on public motorways. [22796/03]

Mr. Boyle asked the Minister for Transport if a driver's licence is required for hand propelled, battery operated floor level scooters. [22797/03]

Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 171 and 172 together.

As provided for in the Roads Regulation 1994 (SI 119 of 1994) any mechanically propelled vehicle or combination of vehicles (other than an invalid carriage) which - (a) is driven by a person holding a driving licence referred to in section 22(1) of the Act of 1961 authorising that person to drive the vehicle, and (b) is so constructed that its entire weight is transmitted to the road surface by wheels which are equipped with pneumatic tyres and (c) exceeds 50 cu.cm. in cylinder capacity, where it is propelled by an internal combustion engine, and (d) whether propelled by an internal combustion engine or by any other means of propulsion is so constructed and in such a condition and so loaded as to be capable of maintaining a speed of 50 km. per hour on the level, solely under its own power, may use a motorway.

It would seen that the scooter referred to by the Deputy would not come within the foregoing and so would not be entitled to use a motorway.

The position in relation to licensing is that under section 38 of the Road Traffic Act 1961 a driving licence is required to drive a mechanically propelled vehicle in a public place. Such a vehicle is defined in the Road Traffic Act 1961 as 'a vehicle intended or adapted for propulsion by mechanical means, including - (a) a bicycle or tricycle with an attachment for propelling it by mechanical power, whether or not the attachment is being used, a vehicle the means of propulsion of which is electrical or partly electrical and partly mechanical, but not including a tramcar or other vehicle running on permanent rails'.

Mr. Boyle asked the Minister for Transport if motor insurance is required for hand propelled, battery operated floor level scooters. [22799/03]

Minister for Transport (Mr. Brennan): From the description of the machine it is not possible to say definitively what its precise status is under road traffic law. However, on the basis that it is a mechanically propelled vehicle, it must comply with the construction, equipment, use and lighting requirements in road traffic law and the user must be covered by a motor insurance policy in respect of liability to third parties, whenever it is used in a public place.

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Mr. Boyle asked the Minister for Transport his plans to set up an overall framework outlining a clear strategy for transport over 20 years as outlined in his statement on 12 September 2003. [23142/03]
Minister for Transport (Mr. Brennan): The establishment of an integrated Department of Transport last year has allowed us to focus more clearly on improving our transport system overall. To this end, we are concentrating on four key goals - making the necessary investment in transport infrastructure, bringing competitive tension to the market to provide customer choice, reforming systems, and delivering projects more quickly and efficiently.

Sectoral plans are already in place for the various transport modes. What we need to do now is to set out and communicate an overarching vision for a more seamless transport network. In recognition of this, my Department is currently working towards the development of an integrated transport policy framework that will underpin Ireland's economic growth and competitiveness and contribute to social development.

Integration is a complex issue that has many facets, including: Co-ordinating transport infrastructure and services on a geographical basis, in order that we get best value for money from transport investment; integration within and between transport modes to facilitate a more efficient transport network; developing a transport system that is economically, socially and environmentally sustainable; and, ensuring that transport policies are integrated with other Government policies.

The transport policy framework which is being developed will seek to address these issues and will set out relevant targets, in the context of an overall vision for the transport sector.

Mr. Boyle asked the Minister for Transport if he is satisfied that less than 3% of the national roads budget is invested in special safety projects; the length of the new national dual carriageway roads which are built with a separating crash barrier to prevent cross-over into oncoming lanes; and the standards applying with regard to the provision of driver rest stops on the new motorway and dual carriageway road network. [23141/03]

Minister for Transport (Mr. Brennan): Expenditure by the NRA on specific road safety measures on the national roads network over the period 1999-2003 averaged €14 million per annum.

This has funded activities for remedial measures at high risk accident locations, traffic calming schemes, signing and lining and road safety research, including surveys in relation to vehicle speeds and seat belt wearing. Indeed, the authority has met and in some cases surpassed its specific commitments in the Government's Road to Safety Strategy 1998-2002.

I am satisfied that this level of expenditure has achieved and will continue to achieve substantial improvements in safety levels on the national roads network. It should also be noted that the main national roads improvement programme is also providing a substantial road safety dividend through the provision of higher quality and safer roads.

The position on the provision of safety barriers is that the NRA are now providing safety barriers on the central reservations of all new motorways and dual carriageways where the reservation is 15 metres or less in width. The NRA has commenced a retrofit programme to provide safety barriers on existing motorways and duel carriageways where this standard warrants it. The position on motorways is that the NRA is currently reviewing the position in relation to the provision of rest stops-lay bys.

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Mr. Boyle asked the Minister for Transport the projects in which it is expected the €150 million in PPP roads financing announced in the Book of Estimates for 2004 will be invested; the repayment arrangements for this form of financing; if the PPP is financing the exclusive source of funding for certain roads projects or if is used in conjunction with public financing; and the risks the private sector accepts with regard to the construction of the roads or the forecast level of traffic on the roads. [27803/03]
Minister for Transport (Mr. Brennan): I propose to take Questions Nos. 14, 38 and 63 together.

The National Development Plan 2000-06 envisages that a proportion of the national roads programme will be implemented by means of public private partnerships, which will involve private sector funding remunerated in part by user tolls and will ensure earlier delivery of vital national road infrastructure. Through PPPs, private sector innovation will be harnessed in the areas of scheme design, construction and long-term operation and maintenance. User tolls are now in widespread use throughout the developed and developing world and are particularly favoured where rapid expansion in major road networks is required. It is considerably more widely used in roads financing than shadow tolls and more readily permit the transfer of economic risk, which is desirable in PPP projects.

The development and implementation of national road PPP projects is a matter for the NRA within the statutory and administrative framework provided by the National Development Finance Agency Act 2002 and Department of Finance interim guidelines on the assessment, approval and procurement of PPP projects. Within this statutory and administrative framework, it is a matter for the NRA to negotiate PPP agreements for the funding, construction and operation of toll funded national road projects. The NRA carries out extensive financial, legal and technical evaluation for each national road project to be procured on a PPP basis. This evaluation focuses on ensuring that value for money is obtained. A project will not be undertaken on a PPP basis unless it provides better value for money than would be obtained under conventional procurement. The NRA's current PPP programme comprises 11 projects spread throughout the country. It is expected that user tolls on these projects will leverage private sector funding of approximately €1.15 billion over the period 2004-08.

The amount of €150 million in external roads financing included in the public capital programme tables of the 2004 Abridged Estimates Volume is the estimated private sector investment in the N4-N6 Kilcock-Kinnegad scheme which commenced construction earlier this year; the M1 Dundalk western by-pass; the N8 Fermoy by-pass and the N25 Waterford City by-pass. It is additional to the Exchequer provision of €1.227 billion for the national roads improvement programme. Funding arrangements for the various schemes will not be determined until the relevant negotiations are finalised and tolling agreements entered into by the NRA. However, in general it is expected that PPP concessions would be of the order of 30 years duration and that they would be remunerated wholly or partly by tolls. Some construction and-or operating payments by the NRA may be necessary to allow toll charges to be set at an affordable level in order to reduce diversion and not to undermine the transportation benefits of the scheme.

The return to the concessionaire is dependant on its ability to manage the costs it will incur in the design, build and long-term operation of each scheme. Additionally, the traffic volumes that materialise on the road are a key factor in the overall return the private sector will derive from any PPP scheme. It should be noted that the PPP contract devised by the NRA also incorporates a revenue share mechanism, which serves to limit the return to the private sector in the event of traffic volumes exceeding expectations.

Funding of the PPP schemes comprises debt finance provided by the European Investment Bank and commercial funding banks along with equity finance. EIB funding is advanced to the private sector at particularly competitive rates, which are close to the cost of Government debt while the commercial debt finance on the PPP schemes has been advanced at competitive rates of 1% to 1.5% above EURIBOR. The equity investment in the schemes bid to date has been aggressively priced. Responsibility for the repayment of the debt and equity financing is a matter for the concession company.

As part of the PPP assessment process for an individual project undertaken by the NRA, a risk assessment is undertaken which identifies and quantifies the significant risks likely to arise on the project and considers their optimum allocation between the public and private sector. The key to achieving maximum value for money in PPP projects is to allocate risk to the party that can best manage it. In the case of national roads, risks and costs in design, construction, maintenance, traffic volumes and operation costs are generally carried by the concessionaire, while risks in relation to statutory procedures are retained by the NRA.

As regards the costs of tolling to the motoring public, the road projects identified by the NRA for PPP based on user toll financing will deliver time savings, journey time certainty and an overall high level of service to users for the toll charge levied. I am confident that the modest level of the tolls to be charged, combined with the high quality of the new roads and the greatly improved transport service they will provide, will ensure that the routes are attractive to the vast bulk of inter-urban traffic.

Mr. Boyle asked the Minister for Transport when he expects to make a decision on the proposed expansion of the Cork suburban rail service as proposed in the Cork rail feasibility study. [27802/03]

Minister for Transport (Mr. Brennan): I propose to answer Questions Nos. 19, 37 and 39 together.

The Cork suburban rail proposals, as outlined in the Cork area strategic plan and which were the subject of a rail feasibility study, are under discussion between officials of my Department and Iarnród Éireann. The proposals form part of Iarnród Éireann's medium term rail investment programme, which was recently submitted to my Department. On the basis of these discussions I expect to soon receive more specific proposals from Iarnród Éireann with regard to the proposed rail development in Cork. In the meantime I understand from Irish Rail that a combination of timetable changes, which are due to be introduced on 14 December next, and the provision of additional new rolling stock will result in significantly improved service frequencies and capacities on the Mallow to Cork and Cobh to Cork routes.

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Mr. Boyle asked the Minister for Transport the regulations which exist regarding the installation of airbags in motor vehicles; and if such regulations apply to the resale of vehicles if such vehicles have had their airbags activated. [30644/03]
Minister of State at the Department of Transport (Dr. McDaid): There is no requirement to have airbags fitted in motor vehicles. However, where airbags are installed in new vehicles, they must conform with the technical specifications laid down in Directive 96/79/EC as amended by Directive 1999/98/EC on the protection of occupants of motor vehicles in the event of a frontal impact.

Under article 34 of the Road Traffic (Construction, Equipment and Use of Vehicles) Regulations 1963, a vehicle for use in a public place must, together with all of its parts and equipment, be maintained in good and efficient working order. Under this provision there is, therefore, an onus on the owner of a vehicle to have airbags replaced where they have been activated. It is an offence for a motor supplier to supply or offer to supply a vehicle which does not comply with road traffic regulations on the construction, equipment and lighting of vehicles.

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To ask the Minister for Transport if he has received more specific proposals from Iarnród Éireann with regard to the proposed rail development in Cork following his reply to Parliamentary Question No. 39 on 20 November 2003. - Dan Boyle. Ref No: 2229/04

REPLY: Irish Rail’s medium term investment programme is currently a matter of discussion between my Department and the company. The development of services within the Cork area is part of these discussions. I expect to receive specific proposals from Irish Rail on the development of these services shortly.

The Deputy will, however, be aware that Irish Rail has already commenced the operation of a commuter rail system in the Cork area, since December last, with the provision of a commuter service between Mallow and Cork, upgraded services to Cobh and improved services between Tralee/Killarney and Cork.

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To ask the Minister for Transport if he accepts that we should be making the maximum use of our current and capital expenditure on all our existing operational rail lines and that there is the potential for the introduction of new commuter rail services on the Nenagh to Limerick rail line; if he accepts that the current service on the line precludes its use by commuters (details supplied); if his attention has been drawn to the fact that 300 new houses are now being built near Castleconnell station which could benefit from such services; and the arrangements his Department have to co-ordinate with local authorities around the country to ensure that local development plans favour such development close to public transport nodes. - Dan Boyle. Ref No: 2156/04

(given that the first train arrives in Limerick at 11.31 and the last departing train on the route leaves Limerick at 15.00 each weekday)

REPLY: My Department maintains constant contact with Irish Rail to ensure that all capital or current funding is used to maximum effect and a number of procedures are in place to extract the best value for money from any investment.

While the detailed operation of individual rail services is an operational matter for Irish Rail, I am aware that the company is examining all regional rail routes to identify where justification for the upgrade of services. I expect that any proposals to re-open or upgrade existing railway lines would need to be supported not only by the local community but also by the use of coherent and cohesive planning strategies in the railways immediate catchment area.

The upcoming Regional Planning Guidelines which follow on from the National Spatial Strategy will allow the Local and Regional Authorities to develop land use, settlement and economic strategies, which will provide the economic, social and commercial rationale for the provision of transport services.

To assist the Regional Authorities in their important work, officials from my Department are engaged with the all Regional Authorities to assist and advise them in making strong business cases for the development of public transport in their regions and to make them aware of what are the prerequisites for the development of new transport services.

To ask the Minister for Transport if his Department held discussions with Iarnród Éireann on the proposed interconnector tunnel between Heuston Station and Spencer Dock; if he intends asking for a full cost benefit analysis to be carried out on such a proposal as was included in the Dublin Transportation Office Platform for change plan; and his views on whether we will have to choose between investing in the interconnector proposal or investing in upgrading the Phoenix Park Tunnel. - Dan Boyle Ref No: 2164/04

REPLY: Consistent with the Dublin Transportation Office 'Platform for Change', Irish Rail recently completed a study on the feasibility of providing an interconnector tunnel from Heuston Station to the Docklands. At my request this study also examined the question of increased use of the Phoenix Park tunnel for passenger services between Connolly and Heuston stations.

The completed study has been submitted to my Department and discussions have taken place with Irish Rail in relation to the findings.

I am awaiting a business plan from Irish Rail, which will include cost benefit analysis, funding proposals and a proposed timescale. I understand, however, that the construction of the interconnector does not form part of the company’s short-term plans. In the meantime, the company is looking at the potential of the Phoenix Park Tunnel when the second phase of the DART upgrade programme is completed in 2007 and extra rail paths into Connolly Station become available.

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To ask the Minister for Transport the anticipated increases in phone costs to his Department after recent phone rental price rises. - Dan Boyle

REPLY: My Department estimates that the annual increase will be about €1,800 excluding VAT arising directly from the phone rental increase to which the Deputy refers.

To ask the Minister for Transport the number of full time civil servants within his Department who first entered the service as political advisors; and if he will make a statement on the matter. - Dan Boyle

Reply: While this information may appear on an individual’s personnel file, my Department does not systematically keep records of the information requested by the Deputy.

I am therefore, unable to supply the information requested.

To ask the Minister for Transport if it is feasible to extend the proposed new commuter rail service in Cork to Midleton and Youghal; and the steps he intends to take to progress such a proposal. - Dan Boyle

REPLY: I intend to take question Nos 6 and 40 together.

I was delighted to announce, on my visit to Cork last week, that the Government has approved the development of a commuter rail service between Mallow and Midleton to meet the long term needs of the East Cork region.

The development involves the construction of new rail stations on the existing main rail line between Mallow and Kent Station and the re-laying of track and reopening of services between Cork City and Midleton. In all, five new stations will be constructed at Blarney, Kilbarry, Dunkettle, Carrigtwohill and Midleton. The proposals emanate from the Cork Area Strategic Plan (CASP), which was commissioned by Cork City and County Councils in 2000.

The new rail commuter service is designed to meet the long-term needs of the rapidly expanding East Cork Region, to alleviate traffic congestion into and out of the city at peak times and to attract industrial and commercial developers.

The CASP and the Strategic Rail Review, commissioned by my Department, both supported the case for upgrading commuter rail services in the Cork area. A feasibility study conducted by Iarnród Éireann showed a positive economic return for the proposed rail developments.

Iarnród Éireann has already begun design work on the project and is concluding technical examinations of the new stretch of line between Glounthaune and Midleton. When the examinations are completed, I expect to receive, from the company, detailed costings for the infrastructure and rolling stock requirements. The funds will be provided from my Department’s capital investment envelope, from the Special Contributions Schemes established by the local authorities and from private developers’ contributions. It is also hoped to secure EU funding for the project.

The approach taken by the authorities in Cork, through the CASP, is a model plan for the integration of land use and transportation strategies and one which other local and regional authorities around the country would be advised to follow.

The CASP contains proposals for further expansion of commuter rail services, in the longer term, including extending the Midleton line to Youghal. These proposals will be examined further as development in the areas concerned takes place and demand for services grows to a point where additional capacity may be necessary.

To ask the Minister for Transport the plans he has for developing similar new public transport services on the south side of Cork city in view of the Cork suburban rail line initiative introducing new commuter services to the north and east of the city. - Dan Boyle

REPLY: At the present time, the city and county councils in Cork have no plans for the expansion of rail services to the south of Cork City. If, in the future, land use plans make a sound economic case for such investment, then they will be examined.

My Department is, however, currently funding bus-based public transport projects in the Cork area that emerged from the Cork Area Strategic Plan.

To date, a total of 12 million Euro has been committed to

· the Park & Ride facility at Black Ash on the southern side of the city with a capacity of 920 cars.

· the Green Routes initiative, which provides priority measures for buses on 10 routes into and out of the City, including the routes serving the south side.

Two of the Green Routes are due to be operational this year and proposals for the completion of the remaining eight by the City Council by 2007 are being examined currently in my Department.

In 2003, my Department also provided specific funding of 235,000 Euro to Bus Éireann for the operation of the Southern Orbital bus service.

In addition, the expansion of bus services serving the southern side of the city is also planned.

To ask the Minister for Transport the reason he believes the proposed break up of Aer Rianta carries with it significant financial costs. - Dan Boyle

REPLY: I propose to answer Question Nos. 43, 53, 74, 95, 104, 106, 128, 129, 132, 264, 269, 270, 271 and 272 together.

The work which has been done by my Department’s advisers in cooperation with Aer Rianta management and their advisers has underscored the fact that there are some major challenges facing the State Airports and these challenges need to be addressed.

In the context of the proposed amending legislation to give effect to the restructuring of Aer Rianta currently before the Dail, I have had numerous Government discussions informing my Cabinet colleagues on the background issues relating to the restructuring as well as the broad financial projections for each of the airports which were compiled by PricewaterhouseCoopers. I have in the last week received a ten year business plan prepared by Aer Rianta. While there are some differences between the plan and the PricewaterhouseCoopers projections the broad thrust is consistent and it confirms that there are significant pre-existing financial challenges facing the State Airports.

My view is that the restructuring offers the best means of addressing these challenges. Under the State Airports Bill, it will be a matter for the new authorities, when established, to prepare and submit for approval detailed business plans for approval by myself and the Minister for Finance. These plans will be a basis for assessing the operational and financial readiness of each airport before any transfer of assets. Issues relating to Aer Rianta’s main subsidiaries such as Great Southern Hotels Group will be carefully considered in the course of the restructuring process.

The restructuring is designed to strengthen and expand each of three airports and to give both Shannon and Cork a fresh start. Through more focussed commercial operation, all three airports can perform better and each can play a greater role in stimulating and supporting regional and national economic activity to the benefit of their customers, both airlines and passengers, and of Irish tourism, trade and industry. It is general policy that the three State Airports should be in a position to provide cost competitive and appropriate infrastructure and to operate on a sustainable commercial basis in meeting the current and future needs of users.

I have already announced the board-designate for the Dublin Airport Authority which brings together people of the highest calibre who, in combination, possess considerable international and national aviation expertise and proven financial and business acumen. The Dublin Airport Authority will include worker directors and as such will represent all employees including those at Cork and Shannon airports in advance of asset and staff transfers.

In the case of Dublin Airport, passenger traffic is forecast to grow to 30 million passengers per annum by around 2020. The Dublin Airport Authority must ensure the provision of adequate and cost effective infrastructure capacity to cater for this growth and make the appropriate case to the independent Aviation Regulator for the financing of this investment in the context of the next determination of airport charges.

Shannon Development is the State agency charged with regional and economic development in the mid-west region. My colleague, An Tánaiste and Minister for Enterprise, Trade and Employment, has been in discussions with the Chairman and Board Members of Shannon Development to explore how best Shannon Development and the proposed Shannon Airport Authority can contribute to furthering the interests of the mid-west region. One of the options under consideration is the transfer of the assets of the Shannon Free Zone to the new airport authority. I understand that other options have emerged in the course of the Tánaiste’s discussions with the Board and that these are also being considered. Accordingly, a final decision on the most appropriate option has not been made as yet. In reaching a decision on this issue, it is the intention to put in place the most sensible and efficient structures and to manage the region’s most valuable and strategic assets so as to optimise their benefits to the entire region.

As regards the naming of the new airport authorities, the State Airports Bill names the Airport Authorities in Irish and English and there is no intention to give the English titles undue priority over the Irish. In practical terms it is reasonable to expect that the new Airport Authorities will market themselves internationally using the English title. As I indicated in the Dáil yesterday evening at report stage of the State Airports Bill 2004, I will ask the new Boards to adopt a bilingual policy when using their respective titles particularly in the vicinity of each Airport.

The assets of Aer Rianta comprise the three State Airports and its subsidiaries such as Great Southern Hotels and Aer Rianta International. At end 2003 the Aer Rianta Annual Accounts indicate that the net book value of Aer Rianta’s tangible fixed assets amounted to 706.9m Euros and the value of financial fixed assets was 175.9m Euros.

As regards the future operation of the State and regional airports, it is the policy of the Government to encourage as wide a range as possible of reliable, regular and competitive air services to and from Ireland. The central tenet of this policy is the belief that a strong, competitive and efficient network of air links are vitally important for developing our trade and tourism sectors, particularly having regard to our island status and peripheral location.
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To ask the Minister for Transport the supports his Department offers in the area of accessible transport; and if such support has been sought and given to the Cork accessible transport group. - Dan Boyle.

REPLY: Good progress has been made in recent years in making public transport more accessible for people with mobility and sensory impairments. This has been done through the provision of focused investment in accessible buses and railway rolling stock, as well as transport infrastructure and facilities. Full details of this progress along with my Department's proposals for the future development of accessible public transport are contained in the Outline Sectoral Plan for Accessible Public Transport published recently in conjunction with the Disability Bill 2004. A copy of the Plan is available on my Department’s website www.transport.ie

I understand that the Cork Accessible Transport group provides door-to-door specialised transport services exclusively for people with mobility impairments and I understand that responsibility for the funding for this type of service is the responsibility of the Department of Justice, Equality and Law Reform.
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To ask the Minister for Transport the public appointments made by his Department between 1 July and 30 September 2004.

- Dan Boyle.

For WRITTEN answer on Thursday, 7th October, 2004.

Identical Question(s): all depts

Answered by the Minister for Transport

(Martin Cullen)

The answer to the Deputy’s question is in the attached table. Appointments were made by my predecessor, Mr. Seamus Brennan, T.D.

Agency
Name
Date Appointed

Aer Rianta

Aidan Mullally
21 July 2004

Joe Gantly
28 July 2004 (re-appt)

Pat Shanahan
28 July 2004 (re-appt)

Aer Lingus

John Sharman (Acting Chairman)
3 July 2004

Dublin Airport Authority

Gary Mc Gann
28 July 2004 (designate)

Anthony Spollen
28 July 2004 (designate)

Colm Barrington
28 July 2004 (designate)

Marie O’Connor
28 July 2004 (designate)

Mary Davis
28 July 2004 (designate)

Desmond Cummins
28 July 2004 (designate)

Michael Hodgkinson
28 July 2004 (designate)

Bill Cullen
28 July 2004 (designate)

Cork Airport Authority

Joe Gantly
16 September 2004

Loretta Glucksman
16 September 2004

Eoin O’Cathain
16 September 2004

Veronica Perdisatt
16 September 2004

Don Cullinane
16 September 2004

Humphrey Murphy
16 September 2004

Pat Dalton
16 September 2004

Alf Smiddy
16 September 2004

Shannon Airport Authority

Pat Shanahan
16 September 2004

Olivia Loughnane
16 September 2004

Reg Freake
16 September 2004

Padraic Burke
16 September 2004

Michael B. Lynch
16 September 2004

Rose Hynes
16 September 2004

Tadhg Kearney
16 September 2004

Patrick Blaney
16 September 2004

National Safety Council

Harry Cullen
2 September 2004

CIE

Kevin Cronin
21 September 2004

NRA

David Holden
28 September 2004

John Newell
28 September 2004

Advisory Council to the Commission for Taxi Regulation

Lucy O’Donoghue
28 July 2004

Ger Deering (Commissioner)
1 September 2004

Dublin Transportation Office

Tony Kelly
28 September 2004

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Dáil Question

No: 125

To ask the Minister for Transport if the foreign soldiers landing in Shannon Airport on approved military refuelling flights have been counted as tourist visitors here within the statistical analysis that is carried out at the airport on visitors to the country.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 2nd November, 2004.

Answered by the Minister for Transport

(Martin Cullen)

The Central Statistics Office produces quarterly statistics on the number of tourists visiting Ireland. They have confirmed that the Central Statistics Office does not count foreign soldiers landing at Shannon on military refuelling flights as tourist visitors, since the soldiers do not actually leave the airport.

Shannon Airport Management also keeps statistics on passengers passing through the airport. They do not count the soldiers as 'terminal traffic', that is, as passengers arriving into Shannon airport who then go on to travel around Ireland. However, they do count the soldiers as part of the 'transit traffic' using Shannon airport. Shannon Airport does not classify passengers, in either terminal or transit traffic, as being either tourist or business related.

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Dáil Question

No: 122, 196 & 195

To ask the Minister for Transport if an analysis has been carried out within his Department on the possible introduction of on-street light rail services in Cork City.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 2nd November, 2004.

Answered by the Minister for Transport

Martin Cullen

I intend to take Questions 122, 196 and 195 together.

In May of this year, the Government agreed to the development of a commuter rail service for Cork between Mallow and Midleton. This involves the relaying of track and signaling between Glounthaune and Midleton as well as the construction of a number of new stations along the length of the route.

Irish Rail is currently undertaking an engineering feasibility study of the proposed Cork to Midleton section of the line. On completion of the study, Irish Rail, will be in a position to provide a more detailed projection of the costs involved. Funding for the project will be provided by the Exchequer, the EU and by Special Contributions Schemes established by the local authorities in Cork.

A Steering Group, chaired by my Department, with representatives from Irish Rail and Cork City and County Councils has been established to monitor the progress on the rail project and the concurrent residential and commercial development along the line.

While there are no proposals in the Cork Area Strategic Plan 2020 to extend the line beyond Kent Station and provide an 'on street' light rail service, a bus service will integrate with rail services to bring commuters to the city centre.

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Dáil Question

No: 125

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 2nd November, 2004.

Answered by the Minister for Transport

(Martin Cullen)

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Dáil Question

No: 122, 196 & 195

To ask the Minister for Transport if an analysis has been carried out within his Department on the possible introduction of on-street light rail services in Cork City.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 2nd November, 2004.

Answered by the Minister for Transport

Martin Cullen

I intend to take Questions 122, 196 and 195 together.

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To ask the Minister for Transport if consideration will be given to reopening the rail line between Charleville and Patrick's Well.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 7th December, 2004.

Answered by the Minister for Transport

Martin Cullen

I understand that Irish Rail has no plans, at present, to re-open the former railway line between Charleville and Patrick's Well. The company has informed me that there is already a very frequent service between Cork and Limerick via Limerick Junction, with a change of trains. Late next year, the company plan to introduce an hourly service on the Dublin - Cork line, which will add to the service frequency.

The Charleville – Patrick’s Well route was not identified in the Strategic Rail Review as a potential line for re-opening and Irish Rail state that the railway alignment does not serve any significant centres of population, either existing or planned.

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Dáil Question

No: 162 & 156

To ask the Minister for Transport the extent of consultation between local authorities and the NRA on the designation of speed limits in high accident locations; and if he will make a statement on the matter.

- Dan Boyle. (Nominated by: Eamon Ryan).

To ask the Minister for Transport his views on the concerns of local people in Louth over the fact that an area, which has been designated a high accident location by the National Roads Authority between the Dundalk by-pass and the Border, has a speed limit of 100km/h; and if he will make a statement on the matter.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Tuesday, 15th February, 2005.

Ref No: 4807/05 Lottery: 74 Proof: 163

Answered by the Minister for Transport

(Martin Cullen)

I propose to take Question Nos 162 and 156 together.

The Road Traffic Act 2004 establishes that the default speed limit on national roads in rural areas is 100 kilometres per hour. This provision came into force on 20 January 2005.

It is a matter for each county or city council to determine whether or not the default speed limit at any particular location should be replaced through the deployment of a special speed limit. Such determinations are made through the making of special speed limit bye-laws by the elected members of the council. Such bye-laws are made following consultation with the Garda Síochána and urban authorities in a county and, in respect of proposals relating to national roads and motorways, the consent, in writing, of the National Roads Authority must be obtained to any changes proposed.

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Dáil Question

No: 583

To ask the Minister for Transport the annual fees paid to each chairperson and director in each statutory board under the remit of his Department.

- Dan Boyle.

Answered by the Minister for

Transport (Martin Cullen)

The information requested by the Deputy is in the attached table

Body
Annual Fee for Chair €
Annual Fee for Director €

Aer Lingus
19,046
12,697

Dublin Airport Authority
19,046
12697

Cork Airport Authority
15,237
10,158

Shannon Airport Authority
15,237
10,158

Irish Aviation Authority
15,237.
10,158

CIE
171,772 as Executive Chairman
12,697

Dublin Transportation Office
15,237
15 members at no remuneration 2 at 6,345

Medical Bureau of Road Safety
7,618
Nil

National Safety Council
12,697
Nil

National Roads Authority
10,158
6,349

Railway Procurement Agency
15,237
10,158

Taxi Regulation Advisory Council
Nil
Nil

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No: 137

To ask the Minister for Transport the extent to which his Department sources fair trade products for use in same.

- Dan Boyle.

For WRITTEN answer on Thursday, 12th May, 2005.

Answered by Minister for Transport

Martin Cullen

Private companies provide catering in my Department and source all food supplies used. The possibility of having fair trade approved products used by the catering service providers in my Department will be explored.

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No: 138

To ask the Minister for Transport the current nominations for vacancies on boards of statutory agencies under the remit of his Department.

- Dan Boyle.

For WRITTEN answer on Thursday, 12th May, 2005.

Answered by the Minister for Transport

(Martin Cullen)

The details of vacancies on State Boards on bodies under the aegis of the Department of Transport are attached. These vacancies will be filled in due course.

State Body
Vacancies

Aer Lingus
3

Cork Airport Authority
1

Shannon Airport Authority
1

Coras Iompair Eireann
1

Dublin Transportation Office
4

National Roads Authority
2

Railway Procurement Agency
1

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No: 7

To ask the Minister for Transport the number of passenger diversions from Cork Airport to other airports to date in 2005.

- Dan Boyle. (Nominated by: Eamon Ryan).

For ORAL answer on Thursday, 12th May, 2005.

Answered by the Minister for Transport

(Martin Cullen)

The movement of aircraft at Cork Airport is an operational matter for the airport authorities and the airlines concerned subject to compliance with aviation safety requirements.

However, I am informed by the Dublin Airport Authority that for the first four months of this year, 1.8% of planned arrivals at Cork Airport were diverted or cancelled compared to an average annual diversion rate of approximately 1%. I understand that the main reason for this excess above the norm was a particularly bad spell of bad weather during March when the diversion rate reached 3.8%.

Overall, I am informed that the rate of diversions at Cork Airport is in line with international statistics. Ultimately, a decision to land or divert an aircraft is a matter for the pilot having regard to all safety requirements.

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13th October 2005

Road Network.

126. Mr. Boyle asked the Minister for Transport if all the estimated €936 million revenue gained by the State and its agencies between 2005 and 2020 from the West Link toll bridge will be used on the upgrade of the M50. [28445/05]

Minister for Transport (Mr. Cullen): The planning, design and implementation of national road improvement projects, including the M50 upgrade is a matter for the National Roads Authority, NRA, in conjunction with the relevant local authorities. I assume that the figure the Deputy is referring to is taken from a report prepared by DKM Economic Consultants for National Toll Roads published in July 2005, which, based on certain assumptions and projections, forecasts that the State’s share of gross toll revenue from West Link will be €936 million over the period from 2006 to 2020. The present value, in 2005 prices, of this gross figure is quoted in the report as being just over €600 million. It should be noted that in addition to projected licence fee receipts based on tolls collected, this figure is inclusive of projected VAT, corporation tax and rates receipts.

I understand that the NRA proposes to fund the M50 upgrade works through the annual licence fee share of the West Link toll revenue to 2020 as well as toll revenues from West Link for a period after the expiry of the current concession in 2020. Tax revenues to the Exchequer and rates receipts by local authorities will not be earmarked in this way.

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13th October 2005

Departmental Bodies.

127. Mr. Boyle asked the Minister for Transport if he will provide an update on his plans to establish an independent public transport procurement and regulatory body. [28446/05]

Minister for Transport (Mr. Cullen): As I have indicated previously before this House, I am committed to reforming the public transport market in order to provide opportunities for both public and private companies to deliver increased public services and to ensure the taxpayer and the customer gets a high quality of service and best value for money. To this end, I propose to establish an independent national public transport commission to, inter alia, allocate Exchequer subvention for public transport services — both bus and rail — through public service contracts, to license commercial bus services and to regulate fares.

I am currently considering the proposals put to me by the various stakeholders in the market and the social partners on how best to modernise the regulatory framework for the bus market.

I hope to bring forward proposals in the near future which will provide a framework for both public and private bus operators to participate in the growing market.

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13th October 2005

Public Transport.

128. Mr. Boyle asked the Minister for Transport if there will be a price increase in the cost of Cork-Dublin rail tickets once the new service commences; and the person, in the absence of an independent public transport regulator who will be sanctioning such a price review. [28447/05]

Minister for Transport (Mr. Cullen): Although without statutory basis, it has been a long-standing convention that increases in standard single CIE fares require approval by the Minister for Transport. However, in the context of wider reforms of the public transport market, it remains my intention to establish an independent national public transport commission to regulate the market. Among the range of functions I am considering for such an independent commission is the regulation of fares.

While my Department has received no specific request for a fare increase for the proposed new Cork to Dublin rail services, CIE has in recent days applied for a general fares increase effective from January 2006. This application is being examined in my Department.

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19th October 2005

Transport Investment Framework.

124. Mr. Boyle asked the Minister for Transport if his Department has completed feasibility studies for the estimated cost of the ten year national strategic transport plan; if his Department’s findings exceed the previously proposed budget of €20 billion; and if he will make a statement on the matter.

132. Ms McManus asked the Minister for Transport the outstanding issues that need to be resolved in the ten year strategic transport plan; and when he will finalise the project.

134. Mr. Bruton asked the Minister for Transport the size of the capital envelope for transport projects over the next five years; and the extent to which this has been pre-empted by projects under the national development plan.

136. Ms Lynch asked the Minister for Transport, in the context of the ten year plan for transport, the traffic modelling work he has commissioned to review the impact on traffic volumes of not proceeding with infrastructure developments promised under “A Platform for Change” and which were built into the environmental impact statements of already committed or part completed projects such as the widening of the M50.

Minister for Transport (Mr. Cullen): I propose to take Questions Nos. 124, 132, 134 and 136 together.

The current five year investment envelope for transport provides for capital expenditure of €10.15 billion over the 2005-09 period. I cannot comment on the level of funding to be made available for the ten year transport investment framework until the Government has considered the matter. I hope to bring proposals to Government shortly.

The estimated overall funding requirement to implement the framework is based on the work carried out by the agencies and my Department to date. To identify the broad direction and priorities under the transport investment framework, my Department engaged with Córas Iompair Éireann, the Railway Procurement Agency, the National Roads Authority and the Dublin Transportation Office. The new framework will also take account of the various strategic studies already completed by my Department and its agencies, including “A Platform for Change”, the strategic rail review and the national road needs study, and of other proposals such as Iarnród Éireann’s greater Dublin integrated rail network plan.

The framework will, of course, build on the work already completed or underway under the transport element of the current national development plan. Key transport priorities under the current NDP, such as the completion of the motorways linking Dublin to the provincial cities, will be provided for as part of the new framework.

In developing the framework, my Department asked the Dublin Transportation Office, DTO, to carry out transportation modelling on the impacts of a number of different scenarios to help assess the optimal mix of investments. Projects which are already committed to or are part completed, and which are likely to form part of the draft framework, were of course included in this exercise, in order to give a view of the overall impact of the proposed integrated transport network on traffic and travel behaviour. The draft framework is currently being finalised and is expected to be considered by Government shortly.

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19th October 2005

Taxi Regulations.

157. Mr. Boyle asked the Minister for Transport if his attention has been drawn to the fact that it is practically impossible for a person in a wheelchair to have access to a wheelchair accessible taxi; the way in which this reflects on the commitment given by the Government in 2001 at the point of deregulation of the taxi fleet that from 2003 a process would start whereby all taxis would become wheelchair accessible; and if he will make a statement on the matter.

Minister for Transport (Mr. Cullen): The operation and licensing of wheelchair accessible taxis and their drivers is controlled through the Road Traffic (Public Service Vehicles) Regulations 1963 to 2002. The Road Traffic (Public Service Vehicles) (Amendment) Regulations 1998 — SI 47 of 1998 — set out the vehicle requirements for wheelchair accessible taxis. These regulations also make it clear that a space for a wheelchair and its occupant must be available in a wheelchair accessible taxi at all times while the vehicle is standing and plying for hire. Enforcement of this requirement is the responsibility of the Garda Síochána.

A specific objective of the Commission for Taxi Regulation is to promote access to small public service vehicles by persons with disabilities. In this regard the commission is tasked with the determination of future policy on accessible taxis.

The commission has recently completed a public consultation process on the development of a new code for the regulation of small public service vehicles, including wheelchair accessible taxis and their drivers. Following that consultative process, the commission now intends to improve accessibility through new regulations involving improved standards of accessibility, increased availability of accessible vehicles, improved driver awareness and training, and improved information and infrastructure provision. The commission proposes to commence putting these measures in place from 2006 on a phased basis.

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Mr. Boyle asked the Minister for Transport when the extra daily bus service fromKinsale to Cork City which was sanctioned on the 16 July 2005 for early September will become operational.
Minister for Transport (Mr. Cullen): I refer the Deputy to my reply to Question No. 112 of Thursday, 29 September 2005.

As stated in that reply a notification from Bus Éireann for the bus service on the route in question was approved by my Department on 16 September 2005. The introduction of public bus services on specific routes, is a commercial and operational matter for Bus Éireann. It is now a matter for Bus Éireann to make arrangements for the introduction of the proposed new services.

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8th November 2005

State Airports.

Mr. Boyle asked the Minister for Transport if an indoor area of Shannon Airport has been set aside as a smoking area for the use of US army personnel; the reason such an exemption exists; and if Irish workers are involved in cleaning such an area.

Minister for Transport (Mr. Cullen): The management and operation of Shannon Airport, including compliance with the Public Health (Tobacco)(Amendment) Act, 2004, is a day-to-day matter for the Dublin Airport Authority, the DAA, and I have no function in relation to the matter. However, I am informed by the DAA that there is no indoor area set aside as a smoking area in Shannon Airport. The company has, however, provided an external smoking area for use by any passengers using Shannon who wish to smoke. I understand from the DAA that this external facility is in full compliance with the Public Health (Tobacco)(Amendment) Act 2004 and is frequently inspected by environment health officers of the HSE.

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17th November 2005

Smoking Ban.

Mr. Boyle asked the Minister for Transport if separate smoking facilities are provided for US army personnel who travel through Shannon Airport; and if additional cost to the State has arisen in providing such facilities.

Minister for Transport (Mr. Cullen): The management and operation of Shannon Airport, including compliance with the Public Health (Tobacco)(Amendment) Act 2004, is a day-to-day matter for Dublin Airport Authority, DAA, and I have no function in relation to the matter. However, the DAA informed me that it has provided an external smoking area for use by any passengers using Shannon Airport who wish to smoke. The DAA further informs me that separate smoking facilities are not provided specifically for US military personnel.

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24th November 2005

Rail Services.

9. Mr. Boyle asked the Minister for Transport the measures he has put in place to the operators’ licences and for the allocation of rail track access in a fair and unbiased manner following his recent announcement that his Department is in discussion with an international open access freight operator.

15. Mr. Stagg asked the Minister for Transport if he proposes to reverse his policy in respect of the subsidisation of rail freight business in Ireland.

19. Mr. Hogan asked the Minister for Transport the progress made to date in 2005 by his Department on the introduction of private operators into the rail freight sector here; his views on the entry of such operators; if he is in talks with such operators; if he is optimistic that private sector involvement in rail freight will happen in the future; if so, when; and if he will make a statement on the matter.

25. Mr. Boyle asked the Minister for Transport if representations have been made to Iarnród Éireann regarding the recent cancellation of all container trains from Sligo, Cork, Limerick and Mayo to Dublin Port; and the reason unlike other countries in Europe, Ireland provides no incentives to industry to use rail or to operators to enter the market.

39. Ms O’Sullivan asked the Minister for Transport the structures that he has put in place to provide licences to potential open access freight operators; the organisation that will grant track access to any open access freight train operator and the criteria that will inform decisions in this regard.

98. Mr. Eamon Ryan asked the Minister for Transport the reason, contrary to EU policy, his Department is actively overseeing the transfer of container traffic from rail to road, of which the closure of the western rail corridor between Limerick and Sligo is symptomatic.

Mr. Cullen: I propose to take Questions Nos. 9, 15, 19, 25, 39 and 98 together.

The licensing and allocation of track access for rail operations are governed by two EU directives which have been transposed into Irish law: SI 537 of 2003, the European Communities (Licensing of Railway Undertakings) Regulations 2003 which transpose into Irish law EU Directive 2001/13 establishing a mechanism whereby an operator can apply for a licence to operate as a railway undertaking; and SI 643 of 2004, the European Communities (Allocation of Railway Infrastructure Capacity and the Levying of Charges for the use of Railway Infrastructure and Safety Certification) Regulations 2004 which transpose into Irish law EU Directive 2001/14 providing for the allocation and charges for track access.

These regulations establish a fair and transparent system for granting licences and allocating track capacity and set out the criteria to be considered in awarding a licence and in granting track access. These regulations are to be used where member states decide to open their market. However they do not create an obligation on member states to liberalise services by having more than one railway operator.

Directive 2004/51/EC on the development of the Community’s railways creates an obligation on member states to open their rail freight markets to competition from 1 January 2006 in the case of international freight and from 1 January 2007 for domestic freight operations. Significant progress has been made on the transposition of this directive and it will be finalised in the coming weeks.

As Minister, I am the regulator and I am responsible for granting licences, while Iarnród Éireann, as the operator of the railway infrastructure, is the infrastructure manager and is responsible for the allocation of track capacity. The provisions of the directive will guide me in considering applications for licences. An intending freight operator dissatisfied with the terms and conditions offered by Iarnród Éireann for access to the rail network has a right of appeal to me as the regulator.

While no formal applications have been received for a railway undertaking licence or track access, my Department has received a communication from an operator stating its intention to establish itself as a freight operator. My Department has been in touch with the operator and a formal application is expected in the new year.

I welcome the development of a liberalised rail freight market, as the emergence of alternative fright providers has the potential to increase capacity and choice for freight users. It will also increase choice for Irish exporters moving goods by rail within the rest of the European Union.

With regard to the subsidisation of rail freight, as I said in reply to Question No. 5, my policy priority remains that additional Exchequer funding should be focused on the expansion of passenger services. However, I am open to considering proposals from interested parties on innovative or new approaches to rail freight where a tangible return on Exchequer investment can be demonstrated and which compares favourably with investment in passenger services.

Iarnród Éireann’s decision to stop proving a single unit container service was a business decision made by the company. Container freight levels had dropped to about 35 containers a day when the service ceased in July of this year. Container freight traffic is only commercially viable on a large scale. Iarnród Éireann estimates that 18 40-foot containers are needed for a commercially viable train load. The company would welcome proposals for full train load container freight services from any quarter.

Mr. Eamon Ryan: I will be brief, in recognition of the fact that the Minister has dealt with part of this issue in Priority Questions. Could the Minister make a bold move in this area rather than waiting for operators to come to him with expressions of interest? Can he advertise and set out a policy framework to encourage interest, rather than inquiring about a European directive regarding compulsion or requiring operators to come to us? Can he not spell it out that the Government is trying to encourage, support and develop this area? I am interested to see if he is willing or able to take that approach rather than wait to see who comes along and makes an application.

On the Minister’s statement that he does not want to support rail freight service because he wants to concentrate on passenger services, does he agree that the connected issue about road safety is increasingly important in this area because road freight helps create accidents, so there is motivation for us to subsidise, support and develop rail freight which is a safer transport mode which also has environmental and social benefits? What will it take for the Minister to revise the policy he has of not supporting rail freight services when most other EU countries are quite willing to support them?

Mr. Cullen: That is not the case. I have enunciated my priority to the Deputy but I am not going to start liberalising the market by suggesting to the market generally that there is a pot of taxpayers’ money to be shovelled out to it willy nilly. That is not the route I am taking, and I hope the Green Party will support me in that. New and innovative ideas may well come forward which may involve new ways of looking at support for rail freight and, if so, I will be happy to consider them. However, at this point I am not going to make the opening gambit of market liberalisation by asking the market to come to us with a promise of a great deal of taxpayers’ money. I will not approach the issue in that manner.

Regarding the active participation or pursuit by my Department or me in encouraging rail operators to the Irish market by setting out a framework, we are well ahead of some countries in embracing the directives. It is known that the directives take effect in two ways from 1 January 2006, just a few weeks away, and 1 January 2007. I have made it clear that the Government welcomes any additional carriers onto the rail network. Already there are indications of at least one company being interested.

Mr. Eamon Ryan: Investors look at the overall climate, so the problem is that anyone looking at this country now would see that those in power have only been interested in organising the demise of rail freight and an exit from it. In those circumstances the Green Party would support financial assistance to encourage new entrants to the market and to set a market which would attract them.

The Minister says he would consider this, so how would he do so? Has he commissioned a study? Has he asked the Department to look at the options, is he looking at international examples or should the Opposition parties suggest specific means?

Mr. Cullen: As I said earlier, perhaps when Deputy Ryan was not in the House, what the Irish rail freight market offers is clearly very limited. Rail freight is only viable over long distances. The island of Ireland, being the size it is, does not provide that type of capacity in its network.

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