Written Answers Nos. 25-45
25. Deputy Roderic O'Gorman asked the Minister for Defence the progress which has been made in locating naval patrol vessels at the Carlisle Pier in Dun Laoghaire, as announced by the Minister for Defence in October 2024; and if she will make a statement on the matter. [15587/26]
View answerThe Deputy may wish to note that the Department is at an advanced stage of concluding the licensing arrangements with the County Council in relation to the use of Carlisle Pier for the purposes of berthing the two Inshore Patrol Vessels, as their primary function will be to patrol the East Coast.
The proposed licence will grant use of Carlisle Pier for a period of 11 months and will be renewed on a yearly basis. It will allow for the installation of security fencing, with a 20-foot container on the licensed area for the sum of €130,000 plus VAT. The primary advantage of entering into formal legal arrangements is that it provides the Naval Service with certainty as to the availability of berthage and therefore assists in planning for operational activities.
26. Deputy Roderic O'Gorman asked the Minister for Defence the legislation that underpins the activities of the Irish Military Intelligence Service (IMIS); the name of the current Director of the IMIS; the number of members of the Defence Forces and civilian staff serving in the IMIS; and if she will make a statement on the matter. [15588/26]
View answerThe Defence Forces currently have a number of statutory investigative powers which enable them to collect and process intelligence. These are the
• Interception of Postal Packets and Telecommunication Messages (Regulation) Act 1993;
• Criminal Justice (Surveillance) Act 2009;
• Communications (Retention of Data) Act 2011; and
• Data Protection Acts 1988 and 2018.
In addition, other important aspects of the role of Military Intelligence have a formal basis in Defence Forces Regulations, in sealed orders (made pursuant to section 13 of the Defence Act 1954) and in other sources that have been approved by the Minister for Defence.
In its 2022 report, the Commission on the Defence Forces made a number of specific military intelligence-related recommendations under the headings of capabilities and military intelligence.
One of those recommendations was that the role and functions of Military Intelligence be urgently clarified and underpinned by appropriate legislation within the context of a coherent national intelligence architecture.
Work on the preparation of that legislation is well underway and I anticipate that the draft legislation will be included in the General Scheme of a Bill (which will also deal with other issues) and I expect to bring to Government in the next few months.
The position of Director of the Irish Military Intelligence Service (IMIS) is held by an Officer of the Permanent Defence Force at the rank of Colonel. While the staffing of IMIS is a matter for the Chief of Staff of the Defence Forces, it would not be appropriate for me, for security and operational reasons, to comment further on such matters.
27. Deputy Ged Nash asked the Minister for Defence to set out the policy in her Department regarding the use of artificial intelligence; whether AI is used or permitted in drawing up policy documents, speeches, answers to parliamentary questions, press releases or for other official documents; and if she will make a statement on the matter. [15612/26]
View answerIn line with the National Artificial Intelligence (AI) Strategy and the Guidelines for the Responsible Use of AI in the Public Service, my Department is actively exploring a range of opportunities to leverage Artificial Intelligence (AI) for business purposes.
As part of ongoing innovation and digital transformation efforts, my Department has established an AI Working Group. This group is responsible for exploring the strategic use of artificial intelligence across departmental functions, identifying potential use cases, supporting staff upskilling and ensuring that AI practices adhere to ethical and governance requirements.
An AI Policy has been implemented and access to AI tools is restricted to staff who have completed the mandatory training. The policy defines acceptable and prohibited uses of AI, and outlines employee obligations in relation to the use or development of AI technologies.
Consistent with the policy, AI tools are not permitted to replace human judgment in the development of policy documents, speeches, parliamentary question responses or press releases.
28. Deputy Thomas Gould asked the Minister for Transport the funding assigned to the M20 project in 2026. [15225/26]
View answer29. Deputy Thomas Gould asked the Minister for Transport the updated timeline for the completion of the M20 project; the current status of the project; and when it entered this status. [15226/26]
View answerI propose to take Questions Nos. 28 and 29 together.
As 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 planning, design and construction 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 on the N/M20 Cork to Limerick project.
I can confirm that an allocation of €3,500,000 was made to the N/M20 Cork to Limerick project in 2026.
Noting the above position, I have referred your question to TII for a direct reply updating you as to the latest status of this project. Please advise my private office if you do not receive a reply within 10 working days.
30. Deputy Conor D. McGuinness asked the Minister for Transport if he will introduce a morning and evening express service 'fast train' from Waterford to Dublin, with limited stops, to bring the journey time under 100 minutes and align with North Quays opening (details supplied). [15229/26]
View answerIarnród Éireann is operating all available fleet at their busiest times to meet record demand being experienced on the rail network. As a result, there is currently no additional fleet available for an additional Waterford to Dublin rail service.
As the Deputy may be aware, the Department of Transport, together with the Department for Infrastructure in Northern Ireland, published the Rail Project Prioritisation Strategy in December 2025. This Strategy outlines how to best sequence and optimise the recommendations of the All-Island Strategic Rail Review, which was published in July 2024.
The Rail Strategy specifies short-term rail infrastructure investments, referred to as Early Interventions, to be delivered in the coming years, including new track passing loops and platforms to boost the rail network’s resilience and capacity, which are funded to be fully delivered by 2030 under the NDP Sectoral Investment Plan for Transport, published by the Department of Transport in November last year. This includes a new platform at Limerick Junction, and a new passing loop east of Clonmel, which will support journeys between Waterford and Limerick.
The Rail Strategy also identifies Major Projects, including capacity/frequency enhancements and electrification of the Dublin to Waterford rail line, to be progressed.
As you know, Waterford will benefit from a new train station, which is currently under construction in the city, for opening in 2027, as part of the ambitious North Quays development.
In view of Iarnród Éireann's responsibility in this matter, I have referred the Deputy's question to the company for a more detailed reply. Please contact my private office if you do not receive a reply within 10 working days.
31. Deputy Ciarán Ahern asked the Minister for Transport to provide details of all occasions in which he or his predecessors exercised the power conferred on them under Section 15(3) of the Climate Action & Low Carbon Development Act (2015), which states that ‘the relevant Minister may, from time to time, give a direction to a relevant body requiring it to adopt such measures as are specified in the direction for the purposes of compliance by the relevant body with subsection (1)’; to provide the details of the direction given in all cases; and if he will make a statement on the matter. [15252/26]
View answerSection 15(3) of the Climate Action and Low Carbon Development Act 2015 enables responsible Ministers to issue direction to relevant bodies requiring them to adopt specified measures which create or promote compliance with the duties set out more widely in Section 15.
To date, there has been no such direction issued by a Minister for Transport under Section 15(3) of the Climate Action and Low Carbon Development Act (2015).
32. Deputy Richard Boyd Barrett asked the Minister for Transport the actions he has taken to address on-going concerns about ghost buses, bus delays, and the press-it box system; and the negative impacts these are having on passengers and bus drivers. [15255/26]
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.
I can assure the Deputy that the performance of all public transport operators is closely monitored by the NTA under their contractual arrangements. These contracts allow for not just the monitoring of performance and the publication of annual performance reports, but importantly, allow for the imposition of financial penalties where performance does not meet the required standard. For example, if a bus service doesn’t operate due to circumstances within the operator’s control, a deduction is applied equivalent to the cost of the cancelled service.
On cancellations, the NTA acknowledge there have been challenges - often due to traffic congestion, driver or mechanic shortages, or unforeseen incidents. My Department is working closely with the NTA to try to address these issues through initiatives such as the Public Transport Workforce Taskforce which aims to address recruitment challenges for drivers and mechanics; and planned improvements to the vehicle location system under Next Generation AVL, which will enhance the accuracy of real-time passenger information.
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.
33. Deputy William Aird asked the Minister for Transport if he plans to carry out a review of the current Certificate of Professional Competence for HGV drivers; and if he will make a statement on the matter. [15256/26]
View answerAs Minister of State for International & Road Transport, Logistics, Rail & Ports, I wish to advise that the driver certificate of professional competence (CPC) process is based on EU Directive 2022/2561, on the initial qualifications and periodic training of drivers of certain road vehicles for the carriage of goods or passengers. This Directive was transposed into Irish law by the European Communities (Vehicle Drivers Certificate of Professional Competence) (No. 2) Regulations 2008 (SI 359 of 2008), as amended.
To drive a truck or bus professionally throughout the EU, drivers must have a valid driver CPC qualification, which involves four exams (the theory test, case study, driving test and walkaround). This qualification is maintained by completing CPC periodic training of 35 hours in each five-year training cycle. Each module consists of 7 hours periodic training and drivers are required to do 7 hours of periodic training every year, adding up to 35 hours (five modules) over the five years. If the driver has both a bus and a truck CPC, they must complete 42 hours of training over each five year period.
CPC modules are reviewed on a continuous basis. Following from the Road Safety Authority CPC survey, some drivers expressed an interest in online training. However, the EU Directive makes provision for only a small portion of the training syllabus to be conducted online. This means that a driver could only do part of a module online and it would have to be completed in a classroom environment. Accordingly, the RSA has decided not to pursue this option at the current time.
The RSA is responsible for selecting the relevant content in each module, based on the objectives in the Directive. When each module is being reviewed, the RSA works with CPC trainers and a panel of subject matter experts from the industry to ensure relevant input into module content material.
The RSA has completed a review of Module 1: Control of the Vehicle and Eco Driving Techniques, which is due to be issued to all CPC training providers in the coming weeks.
The next module to be reviewed is Module 3: Health and Safety for the Professional Driver. Work on this will start as soon as Module 1 has issued. It is envisaged that the review team will be in place and a first meeting held by April.
In keeping with the Road Safety Strategy 2021-2030 action to review the accessibility of driver CPC, the RSA has introduced a pilot program for drivers with a valid ADR (dangerous goods) certificate. Qualified drivers can apply for an exemption from attending CPC module 2 in the current CPC cycle, provided that their ADR certificate is valid on the date of expiry of their current CPC card.
34. Deputy William Aird asked the Minister for Transport the current waiting time for driving tests in County Laois, in tabular form; and if he will make a statement on the matter. [15257/26]
View answerUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service, including all testing and scheduling matters. Neither I nor my officials are involved in the service at an operational level. Given the RSA's responsibility in this matter, I have referred the Deputy's question to the RSA for direct response. Please contact my office if a reply is not received within ten days.
Pending this response, the latest information provided to me by the RSA indicates that, as of 7 February 2026, the average waiting time for a driving test in County Laois was 10 weeks. This marks a significant improvement on the 26-week average wait time in April 2025, and is in line the national average service level agreement target of 10 weeks.
The Deputy may wish to note that the RSA publish detailed monthly information on the driver testing service on the CSO website, including the breakdown of waiting times and distribution of testing capacity by test centre. This information is available at the following link: data.cso.ie/product/RSADTS.
35. Deputy William Aird asked the Minister for Transport the measures being taken to reduce current waiting times for those waiting for driving tests; and if he will make a statement on the matter. [15258/26]
View answerUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service, including the provision of test centres. Neither I nor my officials are involved in the service at an operational level.
Since taking office, reducing driver test waiting times has been a key priority for me. in May 2025, I directed the RSA to produce and publish a service recovery plan to meet the 10-week average national waiting time target by September 2025, which the RSA achieved.
The latest information available to me from the RSA indicates that as of 21 February the average national waiting time for a driving test was 11.2 weeks. This marks a significant improvement on the 27-week average wait time in April 2025.
In September 2024, my Department conveyed sanction for 70 additional driver testing posts on a permanent basis, bringing the permanent sanction to 200, which represents a doubling of permanent posts since June 2022. As of 7 February, 194 testers were in place, which marks a significant increase on the 151 available at the beginning of 2025. The RSA is working to reach its full complement of 200 testers this year subject to the next successful training and onboarding of new recruits.
The RSA has also indicated that overtime and bank holiday testing will continue in 2026. This will also allow the RSA to mitigate the impact on testing during winter months as a result of shorter days and inclement weather. I would also highlight that, to manage demand effectively at national level, testers, although formally assigned to specific centres, are routinely deployed to other locations as required.
In addition a new test centre opened in Mitchelstown in December and I am informed that new test centres in Drogheda and Sandyford will be operational shortly. This should assist in reducing average wait times in those areas.
Finally, the driver testing booking system now makes available cancelled test slots for candidates to take up at short notice. I would encourage learner drivers awaiting a test to monitor this channel, which may provide an opportunity to book an earlier testing date.
36. Deputy William Aird asked the Minister for Transport the current waiting time for tests in NCT test centres nationwide, in tabular form; and if he will make a statement on the matter. [15259/26]
View answerUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Car Testing Service and the information requested is held by the Authority.
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.
37. Deputy William Aird asked the Minister for Transport the way in which his Department is preparing transport networks to maintain safety and reliability during extreme weather events, such as flooding or storms; the early-warning systems which are in place; and if he will make a statement on the matter. [15260/26]
View answerClimate change is already affecting how we travel. In recent years, Ireland has experienced record-breaking storms, floods and other extreme weather events which have damaged infrastructure, disrupted services and created new safety risks.
The Department of Transport, working with key stakeholders, has developed the second Transport Climate Change Sectoral Adaptation plan that aims to build long-term resilience of the transport sector to climate change and support adaptation efforts.
The draft plan proposes 40 priority actions to reduce disruption, safeguard infrastructure and keep Ireland’s transport system moving safely and efficiently. These actions include policy measures, technical and nature-based solutions, organisational changes, and actions related to adaptation financing.
An overarching objective of the Plan is to enable transport agencies and operators to act on organisational adaptation priorities and embed climate resilience into their asset management process.
All Transport operators and agencies have winter contingency weather plans in place, which are reviewed and updated each year, adjusting as required from the previous years’ experience. These plans are designed to ensure the safety of the travelling public and minimise disruption to public transport and supply chains.
The Department of Transport and its agencies also benefit from close liaison with DHLGH and Met Eireann to ensure information is shared in a timely and efficient way.
In terms or responding to severe weather events when they occur the Department of Housing, Local Government & Heritage are the Lead Government Department for responding to extreme weather events. The Department of Transport, through its dedicated emergency planning function, plays a critical support role when these events occur, coordinating information on response and impacts, including at National Emergency Coordination Group level.
38. Deputy William Aird asked the Minister for Transport the recent measures introduced to reduce road fatalities and serious injuries; the way in which their effectiveness is being monitored; and if he will make a statement on the matter. [15261/26]
View answerLast July, I published the Phase 2 Action Plan under the Government's current ten-year Road Safety Strategy which will run to December 2027. The Action Plan aims to support and progress the overarching Strategy objectives of halving road deaths and serious injuries by 2030 and getting as close as possible to eliminating them, or 'Vision Zero', by 2050.
The Action Plan contains 12 primary and 77 supporting actions, with the potential to deliver real transformative change. Actions are grounded in the internationally recognised Safe Systems approach and will be delivered through partnership and collaborative working by road safety stakeholders.
Key actions include:
• Investing significantly into new and improved active travel and public transport
• Expanding network safety analysis of the road network to identify high-risk locations, guide investment decisions and prioritise safety interventions including for the local road network
• Implementing the recommendations of the 2023 Speed Limit Review
• Reviewing and overhauling the learning to drive curriculum
In February, the first implementation phase of the speed limit review was introduced, which saw the default speed limit on rural and local roads reduced from 80km/h to 60km/h. Evaluation of the impact on road safety is ongoing.
In October, local authorities were directed to review existing speed limits on roads in built-up and urban areas. Local authorities will, where appropriate, implement lower speed limits of 30km/h in cities and towns and have been directed to conclude this process by 31 March 2027.
The Government has also approved the General Scheme of the National Vehicle and Driver File Bill, which will restore direct collision data sharing with local authorities to help better inform investment decisions. This Bill is on the Government's Priority for Publication list for the current legislative term, and it is my intention to see it enacted before the summer recess.
Work on the first National Safety Camera Strategy is progressing and is now at an advanced stage. The Department is working closely with road safety stakeholders, including the NTA, TII, RSA and An Garda Síochána, on how best to implement the Strategy. The Strategy has an initial focus on speeding, red light running, and bus lane infringements, with flexibility for the enforcement of other types of offence in future. Once in place, the Strategy will provide the framework for increased deployment of cameras across the network, in both urban and rural locations, to assist with the enforcement of a wide range of road traffic offences.
Long-standing issues are also being addressed, including in relation to multiple learner permits which, under current rules, allow individuals to repeatedly renew a permit without sitting a driving test. Regulations were signed last month to end this practice, with the changes coming into effect in November 2026.
Finally, on 4 February, Cabinet approved the preparation of regulations ban the use of scramblers in any public place. While scramblers have legitimate off-road uses that will be allowed to continue, these regulations will bring additional legal clarity to the existing position that scramblers are banned for use on the road in almost all cases. My Department is working with the Office of the Attorney General and the Office of the Parliamentary Counsel with a view to making these regulations within a matter of weeks.
39. Deputy Emer Currie asked the Minister for Transport the number of fleet owners and motor traders who have failed to upload vehicle insurance details to the National Fleet Database as required by law as of November 2023. [15263/26]
View answerAs Minister of State with responsibility for International & Road Transport, Logistics, Rail and Ports, I wish to advise that my Department does not administer the National Fleet Database, which is owned and operated by the Motor Insurers' Bureau of Ireland (MIBI). MIBI is not an agency of the Department and as such I can not provide the information requested. However, MIBI produce an annual report on the operation of IMID, which was recently published for end 2025. The 2025 report is available at www.mibi.ie/wp-content/uploads/2026/02/IMID-Annual-Report-2025-FINAL.pdf.
40. Deputy Pa Daly asked the Minister for Transport if he plans to increase funding for public transport to maintain the 2:1 ratio; and if he will make a statement on the matter. [15269/26]
View answerAs the Deputy may be aware, this Government has committed a very significant investment in public transport over the period to 2030.
The Review of the National Development Plan (NDP) allocated €22.3 billion in Exchequer resources to Transport from 2026 to 2030, with an additional allocation of €2 billion from the Infrastructure, Climate and Nature Fund to support the development of MetroLink.
Under the previous Government there was a commitment in relation to a 2:1 ratio in favour of new public transport infrastructure over new roads. This ratio excluded investment in the protection and renewal of existing public transport and roads assets, which is substantial. The NDP Sectoral Plan for Transport for 2026-2030,published in November 2025, contains a funding ratio of at 2:1 in favour of new public transport over roads projects.
The NDP Sectoral Investment Plan for Transport for 2026-2030 sees funding of circa €10 billion for public transport infrastructure from 2026 to 2030, with an additional €2 billion for MetroLink. The total funding provided in the NDP Sectoral Implementation Plan will see significant advancements made in a number of public transport projects, including commencing construction on the DART+ Programme, purchase of new DART carriages, continuation of Cork Area Commuter Rail, investments in the national rail system, commencement of MetroLink and the Luas Finglas extension, and progression of BusConnects across five cities including the construction of multiple Core Bus Corridors in Dublin.
41. Deputy Pa Daly asked the Minister for Transport to provide a breakdown of EV grants awarded in each of the years 2020 to-date in 2026, by county; and a breakdown of EV grants drawn down in each of the years 2020 to date, broken down by county, in tabular form. [15271/26]
View answerFleet electrification is expected to continue to provide the greatest share of emissions abatement in the short-to-medium term for the transport sector. Over €120m has been allocated in 2026 to support the continued transition to electric vehicles through funding for EV grants and EV charging infrastructure. This underpins the Government’s commitment to making electric vehicles accessible to all.
The Department of the Environment, Climate and Communications (now Department of Climate, Energy and the Environment) held responsibility for electric vehicle and charging grants in 2020. Therefore, the requested details of EV grants drawn down are set out below for the years 2021 to 2025:
Applications paid by county
|
County |
2021 |
2022 |
2023 |
2024 |
2025 |
2026 to date |
|
Carlow |
163 |
123 |
185 |
138 |
211 |
36 |
|
Cavan |
114 |
102 |
151 |
85 |
150 |
34 |
|
Clare |
252 |
223 |
372 |
223 |
391 |
78 |
|
Cork |
1554 |
1130 |
1772 |
1302 |
2080 |
385 |
|
Donegal |
346 |
248 |
302 |
204 |
362 |
65 |
|
Dublin |
5075 |
3757 |
5654 |
4831 |
6470 |
831 |
|
Galway |
528 |
532 |
703 |
444 |
698 |
123 |
|
Kerry |
223 |
209 |
282 |
205 |
426 |
42 |
|
Kildare |
871 |
706 |
1074 |
845 |
1333 |
220 |
|
Kilkenny |
208 |
197 |
243 |
180 |
306 |
86 |
|
Laois |
153 |
149 |
202 |
150 |
316 |
54 |
|
Leitrim |
29 |
48 |
59 |
36 |
49 |
9 |
|
Limerick |
477 |
322 |
512 |
363 |
605 |
98 |
|
Longford |
49 |
43 |
80 |
52 |
85 |
14 |
|
Louth |
345 |
241 |
421 |
314 |
561 |
105 |
|
Mayo |
198 |
207 |
225 |
136 |
264 |
64 |
|
Meath |
543 |
594 |
910 |
697 |
1030 |
172 |
|
Monaghan |
68 |
48 |
84 |
63 |
123 |
15 |
|
Offaly |
145 |
123 |
163 |
129 |
241 |
39 |
|
Roscommon |
72 |
102 |
126 |
87 |
122 |
30 |
|
Sligo |
169 |
156 |
183 |
113 |
194 |
49 |
|
Tipperary |
331 |
287 |
324 |
200 |
435 |
105 |
|
Waterford |
330 |
268 |
352 |
328 |
419 |
95 |
|
Westmeath |
290 |
189 |
259 |
215 |
409 |
76 |
|
Wexford |
399 |
381 |
455 |
406 |
572 |
107 |
|
Wicklow |
477 |
506 |
750 |
557 |
799 |
158 |
|
Total |
13409 |
10891 |
15843 |
12303 |
18651 |
3090 |
42. Deputy Pa Daly asked the Minister for Transport the number of cars in the private car fleet that are electric, excluding hybrids; the percentage of the overall national car fleet which are electric, excluding hybrids; and if he will make a statement on the matter. [15272/26]
View answerAs Minister of State with responsibility for International & Road Transport, Logistics, Rail and Ports, I wish to advise that on 31 January 2026 there were 2,522,265 private vehicles with current motor tax. Of which, 105,793 were Battery Electric Vehicles representing 4.19% of the national private fleet.
The statistics requested by the Deputy are publicly available at the below link and are updated monthly.
data.cso.ie/table/TTM02 - Fleet breakdown by fuel type monthly tables.
43. Deputy Pa Daly asked the Minister for Transport in regard to EV charging infrastructure the number of electric charges that are installed overall; the percentage this is of the 2030 target; and to provide a breakdown of the number of electric chargers installed in each of the years 2020 to date, by county, in tabular form. [15273/26]
View answerThe Government is fully committed to supporting a significant expansion and modernisation of the electric vehicle (EV) charging network over the coming years.
To date, almost all EV charging infrastructure delivered in Ireland delivered has been done so on a commercial basis, with little government subvention. This is expected to change in 2026, with a significant step up in delivery of government-procured EV infrastructure, with national road EV infrastructure, sports club EV infrastructure and a number of Local Authority pilots all to be delivered this year.
The Department of Transport does not currently track the number of publicly accessible EV charging stations by county. A number of commercial apps are available to provide this data to the public. However, ZEVI, an office of the Department of Transport, is developing a Data Strategy and associated data platforms that will, once in place, enhance the Department’s ability to monitor this infrastructure and facilitate the provision of comprehensive and accurate information on EV charging infrastructure to the public. This Strategy is being finalised following consultation and will be published shortly.
The system will enable the collection of data from charge-points in near real time and provide it on an Open Data basis. The obligation on charge-point operators and owners to share this data is legislated for in the EU Alternative Fuel Infrastructure Regulation (AFIR).
In order to achieve Ireland’s EU targets under AFIR, it is expected that there will be 3,200 – 6,210 public chargers required nationally by 2030, depending on the level of power supplied at each. AFIR requirements state that there should be 1.3KW of capacity on the national network per BEV and 0.8KW capacity per PHEV.
In the coming weeks, ZEVI will publish for consultation a refreshed national EV infrastructure strategy that sets out the next phase of Ireland’s EV-charging infrastructure rollout. This updated strategy will build on the progress of recent years under the 2022-25 National EV Infrastructure Charging Strategy and ensure charging infrastructure keeps pace with the rapidly growing level of EV adoption in Ireland.
44. Deputy Sorca Clarke asked the Minister for Transport the investment that will be made in 2026 for the provision of disability user friendly public transport. [15275/26]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
In light of my role, one of my core priorities is to ensure disabled people have the same ‘access of choice’ transport options as everyone else. Also from a policy perspective, the Government launched the National Human Rights Strategy for Disabled People (NHRSDP) on 03 September 2025. Pillar 5 of the NHRSDP, 'Transport and Mobility', contains a number of priority transport actions which were developed with representatives of the disability community. In line with the agreed NHRSDP structures, these priority actions are the primary focus for all NHRSDP stakeholders this year.
There are three aspects to improving transport accessibility, including eliminating Advance Notice, namely ensuring a universal design approach towards new infrastructure, addressing legacy infrastructure deficits and providing supports for independent travel on the networks.
From a funding perspective, we have an ambitious programme of investment planned for the next five years, all of which will be adhere to the principles of universal design and therefore help deliver a more accessible and inclusive transport network in the years ahead. Ireland is undergoing the most significant public transport transformation in decades, driven by BusConnects, DART+ expansion, fleet electrification, Luas and active travel integration. For example, in 2026 the NTA will oversee the construction of two BusConnects Dublin Core Bus Corridors. The first, Liffey Valley to City Centre entered the construction phase in 2025, while the second, Ballymun-Finglas to City Centre, will enter construction later this year.
In addition to new infrastructure, I am pleased that I have been able to increase funding under the Public Transport Accessibility Retrofit Programme to €25m in 2026. We will maintain that increased level of retrofit funding under the new National Development Plan which includes accessibility enhancements to bus and train stations in rural and regional locations.
Under the Dublin Transport Authority Act 2008 and the Public Transport Regulation Act 2009, the Oireachtas assigned statutory responsibility to the National Transport Authority (NTA) for promoting the development of an integrated, accessible public transport network and public transport infrastructure. The NTA in turn works with the relevant public transport operators, who have responsibility for day-to-day operational issues, to progressively make public transport more accessible.
In light of the NTA's over-arching statutory responsibilities for accessible public transport, I have referred your question to the NTA for direct reply to you. Please advise my private office if you do not receive a reply within ten working days.
45. Deputy Pa Daly asked the Minister for Transport to provide an update on the electric vehicle roadmap (details supplied); if Ireland is on track to meet key milestones; and if he will make a statement on the matter. [15276/26]
View answerSEAI’s Electric Vehicle Roadmap was published in 2011. This proposed various future low and zero emission vehicle scenarios based on available data at that time. Over the last 15 years the availability of EVs, their range and costs have changed hugely. In addition in the time since then multiple more up to date policy documents have been published including the 2021 Electric Vehicle Policy Pathway Working Group Report, which called for the establishment of Zero Emission Vehicles Ireland. The Climate Action Plans also set national targets for EVs in Ireland with ambitious targets under the Climate Action Plan 2023 to have an expected 30% of our private car fleet switched to electric by 2030.
Last year, Ireland surpassed its Climate Action Plan target for 2025, with over 200,000 electric vehicles now registered in Ireland’s roads. This exceeded our initial target of 195,000 by the end of 2025 and highlights the growing demand for EVs in Ireland.
The Department of Transport provides a generous range of incentives to support drivers’ transition to electric, including:
• a purchase grant for battery electric vehicles (BEVs)
• a home charging scheme
• an apartment charging scheme
• benefit-in-kind tax relief for BEVs
• VRT relief of up to €5,000 for BEVs
• a low rate of annual motor tax.
From a business perspective there are also supports available including:
• a grant for taxi drivers to make the switch to an EV
• a fleet assessment grant to help businesses explore the transition to EVs
• a grant for HDVs to bridge the gap between a zero emission vehicle and a fossil fuel vehicle.
Having an effective and reliable charging network is also an essential part of enabling drivers to make the switch to electric vehicles.
In order to achieve Ireland’s EU targets under the Alternative Fuel Infrastructure Regulation (AFIR), it is expected that there will be 3,200 – 6,210 public chargers required nationally by 2030, depending on the level of power supplied at each. AFIR requirements currently state that there should be 1.3KW of capacity on the national network per BEV and 0.8KW capacity per PHEV.
In the coming days, ZEVI will publish a refreshed national strategy for public consultation that sets out the next phase of Ireland’s EV-charging infrastructure rollout. This updated strategy will build on the progress of recent years under the 2022-25 National EV Infrastructure Charging Strategy and ensure charging infrastructure keeps pace with the rapidly growing level of EV adoption in Ireland.
