Written Answers Nos. 290-309
290. Deputy Malcolm Byrne asked the Minister for Transport the measures in place to ensure consistency across the country in the decision to provide or not a PSV licence; and the level of training provided in this area to those carrying out the licensing. [18072/26]
View answerPublic service Vehicles (PSVs) comprise Small Public Service Vehicles (SPSVs) and Large Public Service Vehicles (LPSVs). In relation to SPSVs (taxis, hackneys and limousines), regulation of the sector, including SPSV licensing, is a matter for the independent transport regulator, the National Transport Authority (NTA), under the provisions of the Consolidated Taxi Regulation Acts 2013 and 2016. I have no role in the day-to-day operations of the SPSV sector.
With regard to coach licensing, while my Department has responsibility for policy oversight for the large public service vehicle (LPSV) sector, it has no oversight role regarding operational aspects of the LPSV licensing regime as that is carried out by An Garda Síochána.
PSV Officers of An Garda Síochána carry out LPSV inspections to determine the suitability of a bus for use as an LPSV before it can be licensed, and a subsequent inspection at each licence renewal period. The licence is valid for 3 years, unless otherwise provided for by the PSV officer. The applicant must be a fit and proper person (having regard to character and previous conduct) and the vehicle safe for the carriage of passengers. The technical examination considers the vehicle's specification, age and condition.
Given the NTA's responsibility concerning SPSV licensing to the NTA for direct reply, I have referred your question to them for further information. Please advise my private office if you have not received a reply within 10 working days.
291. Deputy Ged Nash asked the Minister for Transport if his Department plans to engage staff from the private sector who work in accountancy and corporate law firms to work in his Department during the course of the upcoming EU Presidency term; the terms under which such staff will be engaged; the number of staff his Department plans to hire; the measures planned to guard against potential conflicts of interest between his Department and parent companies; and if he will make a statement on the matter. [18095/26]
View answerMy department has no plans to engage staff from the private sector who work in accountancy and corporate law firms to work in the Department of Transport during the course of the upcoming EU Presidency.
292. Deputy Shane Moynihan asked the Minister for Transport if his Department plans to introduce regulation of sulkies, including protection of other road users; and if he will make a statement on the matter. [18104/26]
View answerUnder section 74 of the Roads Act 1993, it is possible to prescribe classes of road races for which relevant local authority approval, as the road authority, must be sought in advance, and for which there can then be road closures. A race which falls within prescribed classes and is not licensed is illegal, with penalties for the organiser.
Enforcing the Roads Act in matters where a road race takes place unlawfully without the permission of the roads authority is a matter of enforcement for An Garda Síochána. In a situation where there is an illegal race, with no notice given, it is a matter for Gardaí to enforce under section 74(4) of the Roads Act 1993.
All road users are subject to road traffic legislation which is enforced by An Garda Síochána and participants in such races are liable for any road traffic offences they may commit during the races. As the Deputy will know, in many cases of sulky racing there is also considerable danger caused by vehicles following the race and in some cases driving alongside on the other side of the road. In these cases too the drivers can be held liable under the Road Traffic Acts.
Animal welfare issues in relation to sulky racing are a matter for my colleague the Minister for Agriculture, Food and the Marine.
293. Deputy Emer Currie asked the Minister for Transport if the Road Safety Authority (RSA) has reached its agreed complement of 200 permanent driver testers; the current number of testers in each driving test centre; the average waiting time in each driving test centre for a driver to receive an invitation from the RSA to apply to sit a driving test. [18132/26]
View answerUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service. As such, the information requested is held by the RSA.
Given the RSA's responsibility in this matter, I have referred the Deputy's questions to the RSA for direct response. Please contact my office if a reply is not received within ten days.
Pending this more detailed response, the latest information provided to me by the RSA indicates that as of 21 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 in the coming months subject to the next successful round of training and onboarding of new recruits.
The Deputy may wish to note that the RSA publish detailed monthly information on the driver testing service on the CSO website. This information is available at the following link: https://data.cso.ie/table/ROA38.
294. Deputy Emer Currie asked the Minister for Transport the progress made to date following requests by Garda authorities in 2019 for access to driving licence photographs at roadside checkpoints from the National Driver File database; the reason for the six year delay in making a decision whether to grant access. [18133/26]
View answerThe General Scheme of the National Vehicle and Driver File Bill 2025 has been approved by Government and is with the Office of Parliamentary Counsel for drafting. Among the provisions included in this General Scheme is to improve the legislative basis underpinning the National Vehicle and Driver File database. Once the improved legislative basis for data sharing is in place, the Department will consider appropriate access to additional data fields to support law enforcement and road safety.
An Garda Síochána wrote to my Department in September 2025 to outline their view of the necessity and lawful basis for the inclusion of driving licence photographs and signatures in the NVDF data sharing. The Department of Transport has considered An Garda Siochana’s request and is in the process of seeking legal advice to confirm the position with regard to sharing of the photo. It is hoped that this process will be concluded by the summer, which would coincide with the planned enactment of the National Vehicle and Driver Bill.
295. Deputy Emer Currie asked the Minister for Transport further to Parliamentary Question No. 39 of 25 February 2026 if he will request the Motor Insurers' Bureau of Ireland (MIBI) to provide him with data on the number of fleet owners and motor traders who have failed to upload vehicle insurance details to the National Fleet Database as required by a law he introduced in November 2023. [18135/26]
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). Enforcement of requirements in relation to the database lies with An Garda Siochana, in the instance where an offence may have occurred. My Department has no role in enforcement.
296. Deputy Emer Currie asked the Minister for Transport the number of times that new penalty points could be matched to an existing ‘shell record’ on transport’s driver file database when the driver has committed another penalty point offence(s), by year since 2020; the number of notifications sent to the personal details against the shell driver record each year since 2020, to inform the drivers that they are disqualified as the number of penalty points on their shell record had passed the threshold. [18137/26]
View answerAs Minister of State with responsibility for International and Road Transport, Logistics, Rail and Ports, I wish to advise that penalty point offences expire after a set period. Accordingly, the information available is based on statistics for the years 2023–2025.
In 2023, my Department was notified of 8,081 offences that were not matched to an existing valid Irish or foreign driving licence record on the NVDF. These drivers were therefore assigned a 'shell' record. Of these unmatched drivers, 290 (3.59%) were involved in more than one offence and were matched to an existing 'shell' record. A total of 33 drivers matched to a shell record were disqualified through FCNs in 2023.
In 2024, my Department was notified of 8,285 offences that were not matched to an existing valid Irish or foreign driving licence record on the NVDF. These drivers were similarly assigned a 'shell' record. Of this group, 248 drivers (2.99%) were involved in more than one offence and were matched to an existing shell record. A total of 18 drivers matched to a shell record were disqualified through FCNs in 2024.
In 2025, my Department was notified of 7,709 offences that were not matched to an existing valid Irish or foreign driving licence record on the NVDF. These drivers were similarly assigned a 'shell' record. Of this group, 261 drivers (3.39%) were involved in more than one offence and were matched to an existing shell record. A total of 51 drivers matched to a shell record were disqualified through FCNs in 2025.
297. Deputy Erin McGreehan asked the Minister for Transport if he will list the designated harbours in County Louth; and outline the process by which a harbour can be designated under the Harbours Act 1996. [18189/26]
View answer298. Deputy Erin McGreehan asked the Minister for Transport the way his Department ensures that local authorities and harbour companies are meeting their statutory obligations under the Harbours Act 1996, the Harbours Act 1946, and the Harbours, Docks and Piers Clauses Act 1847, particularly in cases where no harbour master is appointed to exercise the powers and duties set out in these Acts. [18190/26]
View answer299. Deputy Erin McGreehan asked the Minister for Transport if he will detail the safety assessments carried out in harbours currently operating without a harbour master; and whether the absence of a harbour master has been identified as a risk factor in relation to vessel traffic management, emergency response, or environmental protection. [18191/26]
View answer300. Deputy Erin McGreehan asked the Minister for Transport the way the absence of a harbour master in certain regional ports aligns with the requirements of the Sea Pollution Act 1991, particularly regarding the authority to refuse entry to vessels that pose an environmental threat; and whether additional resources will be allocated to ensure compliance. [18192/26]
View answer301. Deputy Erin McGreehan asked the Minister for Transport the way emergency response capabilities, such as fire control, vessel removal, and enforcement of bye laws, are being exercised in harbours where no harbour master is appointed, given that these powers are specifically vested in harbour masters under the Harbours Act 1996 and related legislation. [18194/26]
View answer302. Deputy Erin McGreehan asked the Minister for Transport if he will publish a national strategy for the governance and staffing of regional harbours, including a plan to ensure that every port with commercial, fishing, or tourism activity has a designated harbour master with the statutory authority to manage safety, operations, and environmental protection. [18195/26]
View answer303. Deputy Erin McGreehan asked the Minister for Transport if his Department has conducted any formal risk audits or safety assessments of harbours operating without a designated harbour master; and if so, whether he will publish the findings; if not, the way the Department assesses compliance with statutory safety obligations in the absence of such audits. [18198/26]
View answer304. Deputy Erin McGreehan asked the Minister for Transport the insurance and liability implications for local authorities and harbour companies that operate harbours without an appointed harbour master, given that statutory powers under the Harbours Act 1996 and related legislation cannot be exercised by unappointed or unauthorised personnel; and whether the State faces increased exposure in the event of an accident, pollution incident, or vessel damage in such harbours. [18199/26]
View answer305. Deputy Erin McGreehan asked the Minister for Transport whether the Irish Coast Guard, the Marine Survey Office, or any other maritime safety authority has raised concerns regarding the absence of harbour masters in regional ports; and if so, the actions which have been taken in response to those concerns. [18200/26]
View answer306. Deputy Erin McGreehan asked the Minister for Transport the way the absence of harbour masters in certain Irish harbours aligns with Ireland's obligations under EU maritime safety, port operations, and environmental protection directives, including requirements relating to vessel traffic management, pollution prevention, and port State control; and whether the European Commission has issued any queries or observations on this matter. [18201/26]
View answerI propose to take Questions Nos. 297, 298, 299, 300, 301, 302, 303, 304, 305 and 306 together.
The Department of Transport is responsible for the strategic policy, corporate governance, and oversight of the four State-owned commercial port companies: Dublin Port Company, Port of Cork Company, Shannon Foynes Port Company, and Port of Waterford Company. The Minister for Transport holds 99% of the shares in these four companies, while the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation holds the remaining 1%. The oversight agreement between the State-owned port companies and the Department is the Shareholder Letter of Expectation, which issues every two years.
National Ports Policy sets out the policy framework for those State-owned commercial ports under the aegis of the Department of Transport. Strategic policy, corporate governance, funding, insurance, liability, and operational matters relating to other ports that are under the aegis of local authorities are issues for the ports themselves and for the local authorities under the Department of Housing, Local Government and Heritage, while any matters relating to fishery harbour centres fall under the remit of the Department of Agriculture, Food and the Marine. It should be noted that under National Ports Policy 2013, the State-owned commercial port companies do not receive Exchequer funding but must fund operations through their own resources and borrowings.
The core objective of the National Ports Policy 2013 (NPP 2013) was to facilitate a competitive and effective market for maritime transport services. The policy introduced several important reforms, including the categorisation of the commercial port companies into three tiers.
The Ports of National Significance (Tier 1) are Dublin Port Company, Port of Cork Company and Shannon Foynes Port Company. The Ports of National Significance (Tier 2) are Port of Waterford Company and Rosslare Europort.
NPP 2013 recommended that the five Ports of Regional Significance (Tier 3) — Wicklow Port Company, Drogheda Port Company, New Ross Port Company, Dún Laoghaire Harbour Company and Galway Harbour Company — be transferred to more appropriate local authority-led governance structures. The Harbours Act 2015 facilitated that transfer and it repealed the Harbours Acts 1946 and 1947. Three of these port companies — Wicklow Port Company, New Ross Port Company and Dún Laoghaire Harbour Company — were dissolved on transfer to the ownership of their respective local authorities. All Tier 3 ports have now transitioned to the ownership of their respective local authorities and are no longer under the remit of the Minister for Transport. Rosslare Europort operates as a division of Iarnród Éireann and is not subject to the Harbours Act.
The designation of ports in terms of national or regional significance is a matter for National Ports Policy. The Harbours Act 2015 facilitated the implementation of that policy but does not provide a mechanism for designation. The Harbours Act does not apply to fishery harbours. The designation of fishery harbour centres is a matter for the Minister for Agriculture, Food and the Marine under the Fishery Harbour Centres Act 1968.
The State-owned commercial port companies are governed by the Harbours Acts 1996 to 2015, the Companies Act 2014, and the Code of Practice for the Governance of State Bodies (2016). These frameworks ensure transparency, accountability, and the safeguarding of State interests comprising these transport infrastructure assets of national significance. Governance oversight of other ports is a matter for relevant local authorities and the Department of Agriculture, Food and the Marine.
The statutory obligations of the State-owned commercial port companies, as set out in the Harbours Acts, include the provision of accounts, reporting on significant developments such as acquisitions of shares and land, proposals for disposal of land, and seeking consent for borrowings.
Section 37 of the Harbours Act 1996 requires that a harbour company employ a harbour master. The Act defines a harbour company as those listed in the First Schedule to the Act. In accordance with the First Schedule, all State-owned commercial port companies employ a full-time harbour master. The Department understands that the ports of regional significance that were transferred to local authority control and which retained their company status — Galway Harbour Company and Drogheda Port Company — also employ harbour masters. The Department of Agriculture, Food and the Marine has advised that all six fishery harbour centres under its remit employ full-time harbour masters.
In relation to maritime safety, the operation and management of the State-owned commercial ports — including aspects of safety, maintenance and development — are operational matters for the port companies. The Department's Marine Survey Office has no remit regarding operational port or harbour safety; its responsibilities relate to vessel safety, pollution from ships, and living and working conditions aboard vessels.
In addition to its function to co-ordinate search and rescue in the Irish Search and rescue region, the Irish Coast Guard, which is a division of the Department, is the lead agency for marine environmental protection in Ireland, responsible for coordinating responses to oil spills and hazardous and noxious substances (HNS) within the Irish Exclusive Economic Zone. To support this role, the National Maritime Oil & HNS Spill Contingency Plan (NMOSCP) establishes a national framework and strategy for marine pollution preparedness and response. The Irish Coast Guard manages 24/7 pollution monitoring, maintains national pollution-response equipment stockpiles, and coordinates with local authorities, ports and harbours for shoreline clean-ups when required. Its functions also include the approval and oversight of Oil Spill Contingency Plans (OSCPs) for local authorities, harbours, ports, and offshore installations. The Irish Coast Guard maintains regular contact with relevant stakeholders in relation to these matters.
307. Deputy Réada Cronin asked the Minister for Transport if his Department will address the need for expanded bus services at peak times in Celbridge, Leixlip and Maynooth to and from Dublin city; and if he will make a statement on the matter. [18213/26]
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.
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.
308. Deputy Conor D. McGuinness asked the Minister for Transport further to Parliamentary Question No. 289 of 16 December 2025, in relation to an update on a Local Link DRT service, whether his Department and the NTA have clarified their availability of funding for DRT services for 2026; and if he will make a statement on the matter. [18216/26]
View answerAs Minister of State at the Department of Transport with special responsibility for Rural Transport, I have responsibility for policy and overall funding in relation to rural public transport service provision; however, I am not involved in the day-to-day operations.
Under Budget 2026, a funding package of €940 million was secured for Public Service Obligation (PSO) and TFI Local Link services (a 43% increase from €658.442 million in 2025). This will further support subsidised bus and rail services across Ireland, while maintaining targeted fares - including initiatives such as 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. €31 million was also secured for continued investment in the rural transport programme in 2026 – a 38% increase on last year’s funding.
The Department continues to engage with the NTA to ensure existing levels of service, resilience and driver shortages are considered to ensure that planning and strategic decisions are informed by both operational and resource considerations.
The National Transport Authority (NTA) has statutory responsibility for securing and monitoring the provision of public passenger transport services nationally. In light of the NTA responsibilities 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.
309. Deputy Pat Buckley asked the Minister for Transport when the National Vehicle and Driver File Bill 2025 will be published, given that the Minister of State stated in May 2025 that it would be enacted by year-end; the interim measures in place to provide local authority road engineers with access to collision location data, given that such data has not been shared since 2020 and the Data Protection Commission stated in April 2024 that GDPR should not prevent sharing anonymised crash location data; and to provide the number of fatal and serious injury collisions that have occurred on regional and local roads managed by local authorities in each year from 2019 to 2025 inclusive. [18224/26]
View answerThe General Scheme of the National Vehicle and Driver File Bill 2025 has been approved by Government and is with the Office of Parliamentary Counsel for drafting. The passage of this Bill is a Programme for Government commitment and will amend the Roads Act 1993 to provide a basis for the resumption of direct sharing of road traffic collision data with local authorities. The Bill will be published in the coming weeks with enactment targeted for the first half of 2026.
Collision data are collected by members of An Garda Síochána at the scene of road traffic accidents. These data were previously shared with local authorities, to enable them to identify locations of interest (accident blackspots) that would benefit from safety improvements. Due to the presence of personal information in the data, legal advice related to GDPR has meant that local authorities have stopped receiving collision data since November 2023. As an interim measure, the Department of Transport has been undertaking detailed collision analysis on the regional and local road network to identify locations of interest. When locations of interest are identified, the Department notifies the affected local authority. In turn, local authorities can apply for funding of low-cost safety schemes for these locations of interest.
Data provided by the Road Safety Authority on fatal and serious injury collisions are set out in the tables below.
Fatal collisions
|
- |
2019 |
2020 |
2021 |
2022 |
2023 |
2024 |
2025 |
|
Local Roads |
30 |
33 |
27 |
41 |
40 |
38 |
45 |
|
Regional Roads |
50 |
41 |
46 |
46 |
65 |
56 |
63 |
Serious injury collisions
|
- |
2019 |
2020 |
2021 |
2022 |
2023 |
2024 |
2025 |
|
Local Roads |
427 |
375 |
449 |
487 |
458 |
442 |
406 |
|
Regional Roads |
665 |
495 |
589 |
691 |
648 |
615 |
662 |
