Written Answers Nos. 307-328
307. Deputy Ciarán Ahern asked the Minister for Transport the amount of funding he plans to allocate to new and enhanced services under the BusConnects, Connecting Ireland and Towns Services programmes in 2026; and if he will make a statement on the matter. [63686/25]
View answerI wish to reassure the Deputy that improving the accessibility, reliability, and affordability of public transport, while ensuring the system remains well-funded and responsive to passenger needs, is a core priority under the Programme for Government. The National Transport Authority (NTA) plays a central role in achieving this, as they have statutory responsibility for securing the provision of public passenger transport services nationally and for the scheduling and timetabling of these services in conjunction with the relevant transport operators.
As Minister for Transport, my Department sets the overall policy direction and funding framework for the delivery of public transport services nationwide. The 2026 PSO funding allocation of €940 million represents a significant 43% uplift in the allocation from 2025. This reflects the Government’s commitment to ensuring that public transport services can continue to operate reliably and sustainably in the face of growing passenger demand and increased operational costs.
This allocation will also allow for the continued delivery of targeted fare initiatives, including the recently introduced free travel for all children up to the age of 9 and the Young Adult Card for those aged 19–25, as part of the NTA’s National Fares Strategy. These measures help ensure that public transport remains accessible and affordable for families, students, and young workers across the country.
In parallel, investment continues to support the rollout of planned improvements within the existing network, such as the recently launched F Spine under Phase 7 of BusConnects. This phase introduces high-frequency, 24-hour bus services on key corridors, including routes F1, F2, and F3, enhancing connectivity between areas such as Tallaght, Finglas, Charlestown, and the city centre. The redesign also includes new radial and local routes to streamline and make the network more efficient. Regarding infrastructure, the NTA Board recently approved the Liffey Valley to City Centre Core Bus Corridor scheme, which is expected to commence construction this year with a view to full completion by 2028. In addition, I expect to bring the Ballymun/Finglas to City Centre Core Bus Corridor scheme to Cabinet in the coming weeks for consent at Approval Gate 3 of the Infrastructure Guidelines. Should the Government provide consent, construction is expected to commence on this scheme next year.
Work is also progressing on major strategic infrastructure projects such as DART+, Metrolink, and Cork Commuter Rail, which remain critical to increasing the capacity and resilience of the public transport system over the longer term.
In addition, a further €31 million has been secured for rural transport in 2026 – a 38% increase on last year’s funding. This ensures the continued delivery of vital services across rural Ireland, to meet demand in communities that depend on these services most.
308. Deputy Albert Dolan asked the Minister for Transport when he intends to progress the long-promised double tracking of the rail line through Athenry, given its strategic importance for the western rail corridor, commuter services into Galway, and regional development in the west; and the reason for the ongoing delays and lack of visible progress on this essential infrastructure project. [63687/25]
View answerAs the Deputy may be aware, the All-Island Strategic Rail Review was undertaken by my Department in co-operation with the Department for Infrastructure in Northern Ireland. The Review’s Final Report was published in July 2024.
The Review's Final Report sets out 32 strategic recommendations to enhance and expand the rail system in Ireland and Northern Ireland up to 2050, aligning with net carbon zero commitments in both jurisdictions. The recommendations seek to transform the quality of the rail system to the benefit of passengers and wider society on the island, through additional track capacity, electrification, increased speeds, higher service frequencies and new routes. Included in the recommendations is the double tracking of the rail line between Athenry and Galway.
Assisted by the European Investment Bank (EIB) Advisory Services, the Department of Transport and Department for Infrastructure, and organisations including the NTA and Irish Rail, are working to progress the Report’s recommendations in the years ahead. As part of this work, a Project Prioritisation Strategy, which considers how best to optimise the sequencing and implementation of the Review recommendations, including both short-term interventions and longer-term projects, is at an advanced stage of preparation and is planned for publication next month.
Moreover, the recently concluded review of the National Development Plan has confirmed the Department of Transport’s annual capital allocations from 2026 to 2030. A decision on a programme of transport delivery within the available funding will be made in the coming weeks, with a related Sectoral Plan to be published.
It should also be noted that individual programmes and projects referred to within the Rail Review will be advanced subject to funding and relevant approvals.
Separately, works commenced at Oranmore station in October. These works will provide an additional platform and a passing loop, increasing capacity on the rail line. This project is scheduled to be completed in 2027. Works are also progressing to upgrade Galway Ceannt station, and these works, which are scheduled to be completed next year, will increase the number of platforms from two to five, which will support a growth in frequencies envisioned under the All-Island Strategic Rail Review.
309. Deputy Niamh Smyth asked the Minister for Transport if he will review congestion on the M3 approaching the Clonee/Damastown sections given it affects the 109X Cavan-Dublin Bus Eireann service (details supplied); if he will examine the feasibility of providing a dedicated bus lane on this approach to improve journey times and service reliability; and if he will make a statement on the matter. [63702/25]
View answerAs Minister for Transport, I have responsibility for overall policy and exchequer funding in relation to the National Roads Programme. Under the Roads Acts 1993-2015 and in line with the National Development Plan (NDP), the operation and management of individual national roads is a matter for Transport Infrastructure Ireland (TII), in conjunction with the local authorities concerned. This is also subject to the Infrastructure Guidelines and the necessary statutory approvals. In this context, TII is best placed to advise you in relation to the M3 at Clonee.
Noting the above position, I have referred your question to TII for a direct reply. Please advise my private office if you do not receive a reply within 10 working days.
The National Transport Authority (NTA) Transport Strategy for the Greater Dublin Area 2022 – 2042 identified various zones of intervention along corridors on approach to Dublin City, including along the M3, for the development of Park and Ride facilities served by bus, heavy rail and light rail services.
The NTA is responsible for the planning and development of Park and Ride facilities.
Noting the NTA's responsibility in the matter, I have referred the Deputy's question to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 days.
310. Deputy Ciarán Ahern asked the Minister for Transport the reason his Department has decided to ignore the provisions of the Road Traffic Act 2024 in relation to a default 30 km/h speed limit in built-up areas; the reason his Department is instructing local authorities to implement 30 km/h speed limits by means of designating roads as special speed limit zones instead of introducing a national default 30 km/h speed limit in built-up areas as provided for in the legislation; the reason his Department has delayed the implementation of a default 30 km/h speed limit in the 85 currently defined built-up areas; and if he will make a statement on the matter. [63721/25]
View answerThe ‘Speed Limit Review 2023’ advised “for built up and urban areas it is recommended that a default speed limit of 30km/h is introduced. A 30km/h limit should apply, for all urban centres, residential roads and locations where there is a significant presence of vulnerable/active road users.” Exceptions may be permitted as follows:
• “Pedestrian zones and shared space/zones where a speed limit of 20 km/h would apply.
• 50 km/h for National, Regional, arterial roads and key public transport routes.
• 60 km/h on Transition zones on National, Regional, arterial roads and key public transport routes.
• Urban arterial roads with a high design speed such as motorways, certain dual carriageways and roads with limited access where higher limits.”
Whilst the recommendation of the ‘Speed Limit Review’ intended that speed limit changes in built-up and urban areas would be implemented by way of the introduction of a ‘default speed limit of 30km/h’, it was subsequently recognised that this would be difficult to achieve in the short-term, as there is presently no definition of an urban area in legislation for the purpose of setting speed limits. Therefore, to introduce a default speed limit of 30km/h in all urban areas would first necessitate updated legislation, which would take an additional period of time, thus delaying the proposed implementation of speed limit changes in urban areas.
Furthermore, whilst the ‘Local Government Act, 2001’ has defined 85 built-up areas nationally, the Central Statistics Office has identified 867 urban areas nationally. A change in the ‘built-up area speed limit’ from 50km/h to 30km/h would only have an impact on 85 of the 867+ urban areas nationally and therefore ‘special speed limit bye-laws’ would still be required for the remaining 782+ urban areas.
Additionally, with respect to the 85 built-up areas, their boundaries were defined and mapped by the relevant local authorities, in advance of the enactment of the ‘Local Government Act, 2001’. In many cases the mapped built-up area boundaries are no longer reflective of, or consistent with, the extent of the actual built-up areas. This is due to ongoing development over the past twenty-five years, such as new commercial and residential development etc., which has expanded the built-up areas. In such instances ‘special speed limit bye-laws’ are required to ensure appropriate speed limits are set on the roads in these expanded built-up areas.
It is important to note that irrespective of whether the default speed limit in built-up areas is 30km/h or 50km/h, there would still be a need for ‘special speed limit bye-laws’ on certain roads within these areas. For example, in the case of a default built-up area speed limit of 30km/h, the adoption of ‘special speed limit bye-laws’ would still be necessary in order to set the appropriate speed limits on roads in pedestrian zones and shared spaces, and on certain national, regional and arterial roads within an urban area.
Furthermore, in the case of a default speed limit of 50km/h, ‘special speed limit bye-laws’ would still be required on roads in pedestrian zones and shared spaces, on certain roads in residential areas, and on roads in the ‘urban core’, i.e. those roads where there is significant and regular interaction with vulnerable road users.
On the basis of the foregoing, the proposed speed limit changes in built-up and urban areas will be implemented by way of ‘special speed limit bye-laws’, rather than by way of a change in the ‘default speed limit’, at this time. The default speed limit for built-up areas will therefore remain at 50km/h at this time.
Accordingly, in respect of those roads in built-up and urban areas where local authorities propose to change existing speed limits, it will be necessary for each local authority to undertake a statutory public consultation process and consider all representations, in accordance with the requirements of the ‘Road Traffic Act 2004’, as amended. As the making of ‘special speed limit bye-laws’ is a reserved function, the speed limits on roads in built-up and urban areas will only be changed where a majority of the elected members vote to do so.
This approach recognises and respects the positive and important role local authorities, and the elected members, fulfil in setting speed limits in urban areas. It will allow local authority engineers, familiar with the roads and the local traffic conditions in their respective administrative areas, to review the existing speed limits, and to recommend changes to these speed limits, if appropriate, and with due regard to the procedures and the criteria set out in the ‘Guidelines for Setting and Managing Speed Limits in Ireland’.
Furthermore, the period of statutory public consultation will provide an opportunity for members of the public and all stakeholders to engage with the process and to make representations to the local authorities and the elected members on the proposed speed limit changes.
It is important to note that 30km/h speed limits are not new, they have already been implemented on many roads in built-up and urban areas nationally in recent years, including for example, Dublin City, Cork City, Limerick City, Galway City, Dundalk, and on such roads across the administrative area of Dun Laoghaire–Rathdown County Council.
Furthermore, there has been extensive implementation of 30km/h speed limits in housing estates in many local authorities nationally over the past ten years, supported by funding from the Department of Transport. Therefore, this phase of speed limit changes in built-up and urban areas will build on the positive work that local authorities have already carried out in this area.
311. Deputy Ciarán Ahern asked the Minister for Transport the estimated percentage reduction in fatalities and serious injuries on the roads by changing default speed limits in built-up areas from 50km/h to 30km/h, based on available data; and if he will make a statement on the matter. [63722/25]
View answerIt should be noted that the default speed limit for built-up areas remains at 50km/h at this time. Last month, I issued a direction to Local Authorities to commence a review of their urban road networks with a view to increasing the number of 30km/h zones, where this lower speed limit is appropriate and in accordance with the statutory Guidelines issued by my Department. These changes will be made at the discretion of Local Authorities, respecting their devolved powers, rather than by legislative default.
Lowering speed limits is part of the Safe Systems approach at the heart of our Road Safety Strategy. The aim is to reduce speeds to safe, appropriate levels for the roads being used and the people using them. The human body is vulnerable to collisions at high speeds, even when travelling in a motor vehicle. Cyclists, pedestrians and motorcyclists are even more vulnerable, and at even lower speeds.
Research commissioned by the RSA indicates that approximately 5% of pedestrians hit by a vehicle travelling at 30km/h will be killed. By contrast, this risk increases to 29% of pedestrians when struck by a vehicle travelling at 50km/h. The safer urban speed limits to be introduced by 30km/h bye-laws in the current implementation phase of the Speed Limit Review will contribute to a safer urban environment for all road users.
312. Deputy Cathal Crowe asked the Minister for Transport if he has identified a funding source to deal with the works required in Ballycar, Newmarket-on-Fergus, to alleviate flooding and ensure that the rail service in this area can continue on a year-round basis without interruption due to floods; and if he will make a statement on the matter. [63737/25]
View answerThe Deputy may be aware my predecessor, Eamon Ryan, previously met with the then Minister of State with responsibility for the Office of Public Works, Patrick O’Donovan, to discuss the complex issues in relation to flooding in the Ballycar area. At that meeting the OPW Chair advised he would reconvene the steering group behind a December 2020 Report on Ballycar to continue discussions.
The steering group in question includes Iarnród Éireann, the OPW, Clare County Council and the Geological Survey Ireland. Officials from my Department will engage with the OPW on reconvening the group with a view to progressing the matter.
The Department of Transport's annual capital allocations from 2026 to 2030 were confirmed in the Review of the National Development Plan (NDP), published by the Department of Public Expenditure, Infrastructure, Public Service Reform and Digitalisation in July. The Department of Transport is currently finalising its NDP Sectoral Investment Plan in the context of that capital funding envelope and a decision on a programme of delivery, including investments in the rail sector, with this level of capital investment will be made shortly. A related Sectoral Plan will be published over the coming month.
314. Deputy Ruth Coppinger asked the Minister for Transport his plans to improve accessibility on public transport in particular the requirement to book an hour in advance to access Irish Rail for those with a disability; and if he will make a statement on the matter. [63801/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
From a policy perspective, I met with members of the disability sector on 29 September 2025 for a constructive dialogue around our shared ambition to ensure 100% transport accessibility in Ireland. The Government launched the National Human Rights Strategy for Disabled People on 3rd September 2025. In line with the United Nation Convention on the Rights of Persons with Disabilities, the strategy puts great importance on engagement with disabled people. Pillar 5 of the strategy, 'Transport and Mobility' contains a number of transport priority actions. I really welcomed the opportunity to hear views on transport accessibility and the new strategy’s actions. It was a valuable and rewarding exchange with Disabled Person Organisations, service providers, Disability User Groups, and board representatives from transport operators.
Under the Dublin Transport Authority Act 2008, the National Transport Authority (NTA) has statutory responsibility for promoting the development of integrated, accessible public transport networks and infrastructure. The NTA works with the relevant public transport operators, for example Irish Rail, who have responsibility for day to day operational issues, to progressively make public transport more accessible.
In May of this year, Irish Rail reduced the advance notice needed to 1 hour at 15 of the main stations where the majority of its requests would come from. The stations cover almost every terminus station on the network, as well as key interchange points such as Limerick Junction, Mallow and Athlone.
In light of the Irish Rails responsibilities for rail services, including advance bookings, I have referred your question to the the company for direct reply to you. Please advise my private office if you do not receive a reply within ten working days.
315. Deputy Ruth Coppinger asked the Minister for Transport to consider an initiative to improve elevator access at train stations given the issues that have arisen (details supplied); and if he will make a statement on the matter. [63802/25]
View answerAs Minister of Transport, I have responsibility for policy and overall funding of public transport. The National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure within the Greater Dublin Area (GDA) including, in consultation with Iarnród Éireann, the Big Lift Improvement programme.
Noting the NTA's responsibility in this matter, I have referred the Deputy's question to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 days
316. Deputy Ruth Coppinger asked the Minister for Transport to consider the implementation of earlier bus on Saturday and Sunday for the number 37 bus given issues that have arisen (details supplied); and if he will make a statement on the matter. [63803/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally and for the scheduling and timetabling of these services in conjunction with the relevant transport operators, in this case Dublin Bus.
In light of the above, I have referred the Deputy's question to Dublin Bus for direct response. Please advise my private office if you do not receive a reply within ten working days
317. Deputy Conor Sheehan asked the Minister for Transport if the 90-minute fare will be rolled out in Limerick; and if he will make a statement on the matter. [63816/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. However, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has responsibility for the regulation of fares charged to passengers in respect of public transport services provided under public service obligation (PSO) contracts.
In light of the NTA's responsibility in this area, I have forwarded the Deputy's question to the NTA for direct reply. Please advise my private office if you do not receive a response within ten working days.
318. Deputy Conor Sheehan asked the Minister for Transport the measures he plans to take to address punctuality issues on the 304a bus in Limerick city; and if he will make a statement on the matter. [63817/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The National Transport Authority (NTA) has statutory responsibility for securing the provision of public passenger transport services nationally and for the scheduling and timetabling of these services in conjunction with the relevant transport operators, in this case Bus Éireann.
The performance of all public transport operators is monitored by the NTA as part of their contractual arrangements. These contractual arrangements allow for not just the monitoring of performance by the NTA and the publication by it of annual performance reports, but importantly, the contracts also allow for the imposition of financial penalties where performance does not meet the required standard.
I can assure you that my Department is committed to providing investment in our public transport network and that I am supportive of the Governments goals in delivering an accessible, affordable and reliable public transport network throughout the country, including in Limerick City.
In light of the above, I have referred the Deputy's question to Bus Eireann for direct response. Please advise my private office if you do not receive a reply within ten working days
319. Deputy Ken O'Flynn asked the Minister for Transport the number of Ukrainian-registered vehicles that have undergone National Car Test inspections since February 2022, by year and by vehicle age category for example four years or older; and if he will make a statement on the matter. [63826/25]
View answer320. Deputy Ken O'Flynn asked the Minister for Transport the number of Ukrainian-registered vehicles that have passed National Car Test (NCT) inspections since February 2022; the pass rate compared to the overall NCT pass rate for all vehicles; and if he will make a statement on the matter. [63827/25]
View answer321. Deputy Ken O'Flynn asked the Minister for Transport the estimated number of Ukrainian-registered vehicles currently operating in Ireland without a valid National Car Test certificate; the measures in place to identify and address such non-compliance; and if he will make a statement on the matter. [63828/25]
View answerI propose to take Questions Nos. 319, 320 and 321 together.
The figures that the Deputy is seeking do not exist. Imported vehicles that are re-registered in Ireland are treated the same way as any other Irish registered vehicle and must undergo an NCT test if the car is over four years old. Ukrainian-registered vehicles are not subject to these periodic roadworthiness testing requirements currently.
The Revenue Commissioners is responsible for the registration of vehicles in Ireland, including the re-registration of vehicles registered in other jurisdictions and imported into the State by individuals resident in Ireland. Subject to certain conditions, Revenue may grant a temporary exemption from the requirement to register a vehicle, including vehicles from Ukraine. The Minister for Finance may be in a position to advise on efforts to encourage Ukrainians living here under the temporary protection directive to register their vehicles, which would bring them into the periodic roadworthiness testing regime.
Finally, it should be noted that, by law, all vehicles must be maintained in a safe and roadworthy condition when used on public roads.
322. Deputy Ken O'Flynn asked the Minister for Transport the number of Ukrainian-registered vehicles identified as non-compliant with motor tax requirements since February 2022; the steps being taken to ensure compliance among vehicles imported under temporary protection or refugee status; and if he will make a statement on the matter. [63830/25]
View answerThe registration of vehicles, and temporary exemptions associated with same, are the responsibility of the Revenue Commissioners. Once an imported vehicle is re-registered in Ireland it is immediately treated the same way as any other Irish registered vehicle. The vehicle must pay annual motor tax, if using the public roads, must have valid insurance and must pass the NCT test if the car is over 4 years old.
This exemption is not unique to Ukrainians and was introduced before the war in Ukraine. It is also subject to numerous conditions.
323. Deputy Ken O'Flynn asked the Minister for Transport the mechanisms in place to verify insurance compliance for Ukrainian-registered vehicles operating in Ireland; the estimated number of such vehicles without valid insurance; and if he will make a statement on the matter. [63831/25]
View answer324. Deputy Ken O'Flynn asked the Minister for Transport if there are any exemptions or grace periods applied to Ukrainian-registered vehicles regarding registration, NCT testing, motor tax, or insurance due to temporary protection or refugee status; the duration of any such exemptions; and if he will make a statement on the matter. [63832/25]
View answerI propose to take Questions Nos. 323 and 324 together.
As Minister of State with responsibility for International & Road Transport, Logistics, Rail and Ports, I am happy to clarify to the Deputy that no exemption or grace period applies to Ukrainian drivers in respect of motor insurance. Under section 56 of the Road Traffic Act of1961, a valid policy of motor insurance is required to drive any mechanically propelled vehicle in a public place in Ireland, irrespective of the origin of that vehicle. However, specific measures have been put in place to enable Ukrainian refugees who remain in Ireland on a temporary basis to both renew their insurance policies online and get an International Insurance Green Card. This card is internationally recognised as proof of insurance compliance, and facilitates Garda roadside enforcement. While my Department is not in position to estimate how many Ukrainian-registered vehicles fail to display the Green Card, I must be clear that An Garda Síochána, representatives of which meet with my officials to discuss motor insurance enforcement challenges on a regular basis, have not identified uninsured Ukrainian vehicles to be a particularly widespread phenomenon on our roads.
In response to the Deputy's questions regarding motor tax and vehicle registration requirements, I can advise that the registration of vehicles, including any the application of any temporary exemptions, is the responsibility of the Revenue Commissioners. Ukrainian drivers who bring their vehicles temporarily into Ireland can apply for a short-term exemption from motor tax.
This temporary exemption is not unique to Ukrainians and was introduced before the war in Ukraine. It is also subject to numerous conditions. Once an imported vehicle is re-registered in Ireland, it is immediately treated the same way as any other Irish registered vehicle. The vehicle owner must pay annual motor tax, must have valid insurance if using public roads, as I have set out above, and must pass the NCT if the car is more than 4 years old.
The Deputy may wish to refer to the Road Safety Authority fact sheet for Ukrainian drivers, which can be read in full at faqs-for-driving-a-car-in-ireland-dec-2022---english.pdf.
325. Deputy Ken O'Flynn asked the Minister for Transport the total number of road safety incidents or accidents involving Ukrainian-registered vehicles since February 2022; whether non-compliance with NCT, tax, or insurance was a factor in any such incidents; and if he will make a statement on the matter. [63833/25]
View answerThe Road Safety Authority (RSA) has a statutory remit to report on fatal, serious and minor injury collisions on public roads. The RSA receives both coronial data and collision data from An Garda Síochána for this purpose and produces official statistics to help develop evidence-based road safety interventions.
Given the RSA's responsibility in this matter, I have referred the Deputy's question to the Authority for direct reply. I would ask the Deputy to contact my office if a response has not been received within ten days.
326. Deputy Malcolm Byrne asked the Minister for Transport further to Parliamentary Question No. 520 of 30 September 2025, the plans in place to improve rail services on the Rosslare rail line south of Wicklow town, noting that when Iarnród Éireann responded on his behalf it did not address the issue raised in the question. [63841/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport; however, I am not involved in the day-to-day operations of public transport. The operation, maintenance and renewal of the rail network, including any proposed works at the referenced location on the Rosslare line, is a matter for Iarnród Éireann in the first instance.
The issue raised by the Deputy is a matter for Irish Rail. Therefore, I have referred the Deputy's question to Irish Rail for further information on the matter. Please advise my private office if you do not receive a reply within ten working days
327. Deputy Ken O'Flynn asked the Minister for Transport to provide all planned transport upgrades for the Blarney, Glanmire and Ballyvolane growth corridors to 2030, including timelines for each scheme. [63864/25]
View answerAs Deputy may be aware, as Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. The National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure, including BusConnects Cork and the Cork Area Commuter Rail Programme.
In October, the Government approved the Preliminary Business Case for BusConnects Cork which will allow the programme to move ahead and the Sustainable Transport Corridors within it to enter the planning process.
The Cork Area Commuter Rail Programme is being delivered on a phased basis. Phase 1 of the Programme consists of a signalling upgrade, construction of a through-platform at Kent Station, which opened in April, and double-tracking from Glounthaune to Midleton. This phase has received EU Funding under the National Recovery and Resilience Plan and is expected to be completed next year.
Phase 2 of the programme plans for the electrification of the Cork commuter rail network and the delivery of up to eight new stations in the following locations, including Blarney/Stoneview, as well as the upgrade of existing stations including Mallow.
The first public consultation on Phase 2 of the Programme concluded in July. Phase 2 will be progressed following the completion of Phase 1, subject to funding and relevant approvals.
Noting the NTA's responsibility in this matter and the specific issues raised by the Deputy, I have referred the Deputy's questions to the NTA for a more detailed reply. Please contact my private office if you do not receive a reply within 10 days.
328. Deputy Ken O'Flynn asked the Minister for Transport the expected public transport capacity gain for Cork arising from all projects scheduled for 2026; and how this will support projected housing growth. [63865/25]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. The National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure in Cork, including the proposed Cork Light Rail (or Luas Cork) project, BusConnects Cork and the Cork Area Commuter Rail programme.
Noting the NTA's responsibility in the matter, I have referred the Deputy's question to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 working days.
