Written Answers Nos. 43-62
43. Deputy John Lahart asked the Minister for Transport if consideration will be given to granting a one-year extension to taxi vehicle age limits in cases where vehicles were off the road during the Covid-19 pandemic, in light of precedent where extensions were granted to certain registration years for example, 151 and 152 vehicles; and if he will make a statement on the matter. [44431/26]
View answerThe regulation of the small public service vehicle (SPSV) industry, including vehicle age limits from SPSVs, 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.
The NTA as the statutory, independent, regulator made regulations in 2010 that established a maximum permissible age of 10 years for new standard taxis and hackneys. The Consolidated Taxi Regulation Acts 2013 and 2016 require the NTA to seek to promote the provision and maintenance of quality services by SPSVs and their drivers. The Taxi Regulation (Small Public Service Vehicle) Regulations 2015 continued the age limit for taxis and hackneys as, in general, less than 10 years old, and always of a condition and quality suitable to provide SPSV services. Wheelchair accessible taxis and wheelchair accessible hackneys can operate up to 15-years old. No maximum age is set for limousines due to the vintage nature of many of these vehicles and their reduced mileage, due to their ceremonial and prestigious roles.
Programme for Government (PfG) 2025 contained a commitment to 'extend the ten-year vehicle limit for taxis registered in 2015, offering another year of service.' To address this PfG commitment, the NTA made a new Regulation which permitted an extension to the final operation date of taxis in the fleet that were first registered in 2015, and due to reach their final operation date between 1st January 2025 and 31st December 2025. For those operators with licenced vehicles that met this description, licences could be renewed from April 1st 2025 until the new final operation date occurring during 2026. As the instigating factors concerning vehicle supply which resulted in the time-limited extensions to the 10-year rule are no longer present, the NTA is not considering any further extensions to the maximum permissible age of an SPSV.
Given the NTA's responsibility in this area, I have referred your question to the NTA for direct reply to you. Please advise my private office if you have not received a reply within 10 working days.
44. Deputy Albert Dolan asked the Minister for Transport the reason for the delay in implementing the approved 5% pension increase for retired CIÉ personnel; and when payment of the increase, including any arrears due, is expected to be made to affected pensioners. [44438/26]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. As a commercial semi-state body, Córas Iompair Éireann (CIÉ) are responsible for the provision of pension schemes for their employees.
Following on from the constructive and collaborative approach of the Trade Union Group and CIÉ management in reaching agreement on a pathway forward as of May 2025, my Department are currently engaging with CIÉ as well as financial advisors at NewERA, the Pensions Authority and the Department of Public Expenditure, Infrastructure, Public Services, Reform and Digitalisation on the next steps in progressing the agreement and bringing CIÉ pensions onto a more stable footing for the benefit of active, and retired scheme members, including review of the relevant statutory instruments.
My Department and all relevant stakeholders are endeavouring to achieve the same at the earliest, keeping in line with the appropriate processes, compliance with all applicable requirements, and necessary approvals, which is now well underway.
45. Deputy Michael Cahill asked the Minister for Transport if a bus stop will be provided to cater for a large workforce and local population (details supplied); and if he will make a statement on the matter. [44448/26]
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, including the provision of bus stops nationally.
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.
Pending this detailed response, I note the commitment under the Programme for Government to ensure that public transport operators provide safe and accessible access for all passengers and a commitment to work with local authorities and national bodies to improve public transport options and infrastructure.
46. Deputy Seán Ó Fearghaíl asked the Minister for Transport the progress which has been made on improving public transport services for Ballymore Eustace and Blessington, including the proposed BusConnects Route P44; the frequency, timing and weekend availability of Dublin Bus Route 65; the operational restrictions on the Bus Éireann 132 stop in Blessington; if he will take urgent steps to address gaps in service, including allowing full pick-up and drop-off at Blessington and improving commuter access to Dublin; and if he will make a statement on the matter. [44478/26]
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 the Greater Dublin Area, including the BusConnects Dublin programme.
In light of the above, I have forwarded the Deputy's questions to the NTA for direct reply. Please advise my private office if you do not receive a response within 10 working days.
Pending this more detailed response, I note that the first seven phases of BusConnects Dublin Network Redesign have been implemented with Phase 7, the F-spine (Finglas to Tallaght), rolled out in October 2025. Route P44 is planned to commence under the A-Spine, which will be rolled out under Phase 9, subject to operational readiness and funding.
In Dublin, all 12 Core Bus Corridor Schemes have received planning permission including the Tallaght/Clondalkin to City Centre scheme and Templeogue/Rathfarnham schemes, which the P44 route will operate on. There are six schemes currently subject to legal challenges including the Templeogue/Rathfarnham schemes. Contacts have been signed for the first two Core Bus Corridor schemes, Liffey Valley and Ballymun/Finglas, and heavy construction is expected to be underway this year. The remaining Corridors will be progressed by the NTA subject to funding.
47. Deputy Naoise Ó Cearúil asked the Minister for Transport if consideration is being given to Leixlip as a potential location for a new driving test centre; and if he will make a statement on the matter. [44502/26]
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. Therefore, the information requested by the Deputy is held by the Authority.
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.
48. Deputy Michael Healy-Rae asked the Minister for Transport to extend the TFI Anseo route in Killarney (details supplied); and if he will make a statement on the matter. [44504/26]
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.
The National Transport Authority (NTA) has statutory responsibility for securing and monitoring the provision of public passenger transport services nationally, including the Connecting Ireland Rural Mobility Plan and TFI Local Link services. 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.
49. Deputy Niamh Smyth asked the Minister for Transport if there are plans to introduce additional bus services on the Castleblayney to Dundalk route; and if he will make a statement on the matter. [44528/26]
View answerInvestment in public transport nationwide is an all time high. The 2026-2030 National Development Plan outlines a €24.3 billion investment in Ireland's transport sector, with a focus on enhancing public transport and active travel. This marks a transformative moment for Ireland’s transport system, delivering sustainable and accessible travel options to connect us all. Additionally, as secured in Budget 2026, the PSO programme and associated services are being supported by an unprecedented increase in funding of €940 million - a 43% increase compared to last year.
The focus for 2026 is on stabilising and strengthening the PSO position, ensuring services already in place can operate reliably and sustainably, and progressing improvements that are already in train. We are therefore focused on consolidating and strengthening the current network, while progressing improvements already underway, including Phase 7 BusConnects route adjustments and the new Mullingar town service. The NTA will continue to prioritise improvements, within its €940 million allocation.
With over 363.5 million journeys undertaken in 2025, supported by the PSO programme, Ireland’s public transport system is at a pivotal point. Growing passenger demand, urban congestion, and increasing reliance on public transport for commuting and essential travel highlight the need for reliable and sustainable services.
At the same time, the public transport sector is currently experiencing workforce shortages, particularly among drivers, mechanics, and craftworkers. This challenge is affecting some service performance across the network. However, operators are actively engaging with the NTA and the Department to identify and implement solutions to address these resource constraints.
In this context, maintaining and strengthening the existing network is essential to safeguard the delivery of high-demand services to ensure they can operate effectively, while supporting longer-term reforms to enhance capacity, accessibility, and efficiency across the system. The PSO funding allows the NTA to operate the network on a sustainable basis and to prioritise any necessary changes in line with operational capacity and passenger needs. Subsequently decisions on service changes or enhancements are a matter for the NTA, taking account of available funding, operational readiness, and driver availability.
I can assure you the Government remains fully committed to expanding and improving our transport network, ensuring that public transport is an affordable, reliable and attractive option for all.
50. Deputy William Aird asked the Minister for Transport the actions he intends to take to strengthen national road-safety governance; if he will review the current distribution of responsibilities across agencies; and if he will make a statement on the matter. [44584/26]
View answerRoad safety is a core priority for me and the Government and the current national framework for road safety is set out in the Government’s fifth Road Safety Strategy 2021-2030. The Strategy has the target of reducing road deaths and serious injuries by 50% this decade, and to achieving Vision Zero—as close as possible to no deaths or serious injuries on Irish roads—by 2050.
The Phase 2 Action Plan 2025–2027 under the Strategy was published in July 2025. In total, the Phase 2 Plan contains 12 primary and 77 support actions, with the potential to deliver truly transformative change. Actions are being delivered through partnership and collaborative working by road safety stakeholders.
The Road Safety Strategy is based on the internationally recognised “Safe Systems” approach, which endorses the model used in Ireland and is best practice in Europe, where multiple road safety partners work together to deliver improvements.
My Department is responsible for the central co-ordination of the Road Safety Strategy and implementation of the Phase 2 Action Plan is overseen at Ministerial level by the Road Safety Leadership Group (RSLG). I chair this Group which is attended by the Minister for Justice, Home Affairs and Migration. This Group also comprises senior officials from all key road safety partners including An Garda Síochána, the Road Safety Authority (RSA), Transport Infrastructure Ireland, National Transport Authority, the Courts Service, Medical Bureau of Road Safety, Health and Safety Authority and the Local Authorities
The Group oversees implementation of the Strategy. Action owners are required to report quarterly on actions in their areas and the RSLG meets quarterly to review these updates and to discuss progress on the delivery of the 12 Primary Actions. Additional updates as required are provided on the 77 support actions.
A Road User Safety Forum is also in place and gives a range of road user and road safety advocates an opportunity to contribute to the Phase 2 Action Plan.
I believe the current structures are the most appropriate for delivery of road safety improvements under the Government's Road Safety Strategy - under the best practice "Safe Systems" approach, road safety is a partnership, not led by any one person or office.
My focus as Minister, the focus of my Department and of all the road partners with who we work with, is on the delivery of the Phase 2 Action Plan. This Action Plan was developed by road experts, based on Irish experience and looking at best practice in other countries. I will always consider suggestions for additional actions that may lead to road safety improvements, but our focus must be on the delivery of agreed actions. rather than changes to oversight structures.
In line with other public bodies the RSA is subject to the Code of Practice on the Governance of State Bodies. In that regard, an oversight agreement is in place between my Department and the RSA which sets out the roles and responsibilities of the RSA. As part of this oversight structure my Department holds four oversight meetings - one per quarter - annually with the RSA where the RSA reports on all areas of its work. These quarterly meetings are complemented by monthly operational updates for all of the RSA's services and significant projects, which my officials review and interrogate.
I am strongly of the view that reform of the RSA within its current overall structure remains necessary. In this regard, my Department has developed new proposals for reforming the RSA while maintaining one organisation and these will be brought to Government for approval shortly.
51. Deputy William Aird asked the Minister for Transport if he will establish a funded national programme to redesign and remediate the 50 highest-risk road sections identified through collision data; if he will publish timelines for delivery; and if he will make a statement on the matter. [44586/26]
View answerIn accordance with Section 13 of the Roads Act 1993, as amended, the improvement and maintenance of regional and local roads is the statutory responsibility of each local authority. Work on such roads is funded from Councils' own resources, supplemented by State road grants. The initial selection and prioritisation of work to be funded is a matter for local authorities.
My Department funds Network Safety Analysis of the Regional and Local Road Network across the country. Using available collision datasets high collision locations are identified and Locations of Interest (LOI) reports are produced.
These LOI reports are then issued to the relevant local authority and form the basis for its application for funding under the Safety Improvement Works under the Regional and Local Roads Grant Programme. In 2026, my Department allocated €14 million in Safety Improvement Works to the sector, which is funding over 330 low cost safety schemes nationally and is an 8% increase over the 2025 allocation.
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 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 road traffic accident black spots on National Roads.
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.
52. Deputy William Aird asked the Minister for Transport his plans to expand the use of automated average-speed camera systems on high-risk national and regional routes; the expected timeline for deployment; and if he will make a statement on the matter. [44587/26]
View answerEnforcement of road traffic offences, such as speeding, is the primary responsibility of An Garda Síochána. This includes enforcement of speeding laws through the use of cameras.
To assist An Garda Síochána in these activities I published the National Safety Camera Strategy on 29 April. The Strategy provides the framework for the 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. It focuses on speeding, red light running, and bus lane infringements, with flexibility for the enforcement of other types of offence in future.
The Strategy sets out a partnership approach for camera deployment and enforcement between An Garda Síochána, Transport Infrastructure Ireland (TII) and the National Transport Authority (NTA). It proposes that TII takes responsibility for the management of fixed and average speed cameras, in partnership with An Garda Síochána, who will continue to be responsible for the enforcement of camera-detected speed offences. The NTA will assume the primary responsibility - both management and enforcement functions - for urban traffic management offences. This approach provides an effective structure through which the most progress can be made on the deployment of road safety camera systems in the near-term and was developed by an inter-agency working group led by TII.
A delivery focused Camera Enforcement Oversight Group (CEOG) is being established, comprising senior leaders from AGS, NTA, TII, RSA, the Courts Service and the Local Authority sector. The Group will be responsible for progressing the Strategy. This Group will report to the Road Safety Leadership Group on its progress. The Strategy aligns with Programme for Government Commitments to expand the use of safety cameras across the road network. It also delivers on part one of Action 6 of the Government’s Road Safety Strategy Phase 2 Action Plan.
It should be noted that camera enforcement has been increasing. Since late 2024, An Garda Síochána with the assistance of TII and local authorities has installed three additional average speed camera zones and nine static camera locations. This means that there are now five average safety cameras and nine static safety cameras in operation across the network. In addition, there are also 9,000 hours of AGS GoSafe monitoring carried out on our roads each month.
53. Deputy William Aird asked the Minister for Transport if he will consider the establishment of a statutory road safety commissioner with defined legal authority, a dedicated budget and a clear mandate to oversee delivery of the State’s road-safety targets to 2030; and if he will make a statement on the matter. [44588/26]
View answerRoad safety is a core priority for me and the Government and the current national framework for road safety is set out in the Government’s fifth Road Safety Strategy 2021-2030. The Strategy has the target of reducing road deaths and serious injuries by 50% this decade, and to achieving Vision Zero—as close as possible to no deaths or serious injuries on Irish roads—by 2050.
The Phase 2 Action Plan 2025–2027 under the Strategy was published in July 2025. In total, the Phase 2 Plan contains 12 primary and 77 support actions, with the potential to deliver truly transformative change. Actions are being delivered through partnership and collaborative working by road safety stakeholders.
The Road Safety Strategy is based on the internationally recognised “Safe Systems” approach, which endorses the model used in Ireland and is best practice in Europe, where multiple road safety partners work together to deliver improvements
My Department is responsible for the central co-ordination of the Road Safety Strategy and implementation of the Phase 2 Action Plan is overseen at Ministerial level by the Road Safety Leadership Group (RSLG). I chair this Group which is attended by the Minister for Justice, Home Affairs and Migration. This Group also comprises senior officials from all key road safety partners including An Garda Síochána, the Road Safety Authority (RSA), Transport Infrastructure Ireland, National Transport Authority, the Courts Service, Medical Bureau of Road Safety, Health and Safety Authority and the Local Authorities
The Group oversees implementation of the Strategy. Action owners are required to report quarterly on actions in their areas and the RSLG meets quarterly to review these updates and to discuss progress on the delivery of the 12 Primary Actions. Additional updates as required are provided on the 77 support actions.
A Road User Safety Forum is also in place and gives a range of road user and road safety advocates an opportunity to contribute to the Phase 2 Action Plan.
I believe the current structures are the most appropriate for delivery of road safety improvements under the Government's Road Safety Strategy - under the best practice "Safe Systems" approach, road safety is a partnership, not led by any one person or office.
My focus as Minister, the focus of my Department and of all the road partners with who we work with, is on the delivery of the Phase 2 Action Plan. This Action Plan was developed by road experts, based on Irish experience and looking at best practice in other countries. I will always consider suggestions for additional actions that may lead to road safety improvements, but our focus must be on the delivery of agreed actions. rather than changes to oversight structures.
54. Deputy William Aird asked the Minister for Transport if he will engage with Transport for Ireland (TFI) regarding the provision of a safer and more accessible bus pick-up point for a person (details supplied) where the current designated stop requires travel along a busy road despite the bus passing directly by the individual's home; and if he will make a statement on the matter. [44589/26]
View answerAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
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, including TFI Local Link offices, who have responsibility for day-to-day operational issues, to progressively make public transport accessible.
In light of the NTA's over-arching statutory responsibilities for accessible public transport, including the accessibility of provision of accessible bus stops, 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.
55. Deputy William Aird asked the Minister for Transport if he will provide a list of all capital projects to include road, public transport, active travel, energy and environmental infrastructure projects delivered under the remit of his Departments, and bodies under their aegis (including the NTA, TII, Iarnród Éireann and Bus Éireann), which have been completed on time and within budget in County Laois in each of the past five years, in tabular form; and if he will make a statement on the matter. [44590/26]
View answerAs Minister for Transport I hold overall policy responsibility for transport projects across the sector, however the actual delivery of those projects is generally managed by the relevant agency directly. Additionally, capital projects can vary in scale, consisting of multiple small deliverables across several regions, in addition to the major single-deliverable projects such as Metrolink or a major bypass for example.
As a result, to provide the information requested by the Deputy I refer the Deputy to the Government's coordinated Project 2040 tracker for major regional projects for the Deputy's information, as well as refer the Deputy's question to the agencies responsible for delivery in County Laois.
The Project 2040 tracker is publicly available via gov.ie/2040 and provides both a searchable map and annual reports on progress across the entire NDP and Project 2040 programmes.
For deliverables which are not specifically captured within the reporting on Project 2040, I will refer the Deputy's question to TII, the NTA, Iarnród Éireann and Bus Éireann for consideration and answer. Please contact my private office if you do not receive a response within 10 working days.
56. Deputy William Aird asked the Minister for Transport to outline plans by his Department to encourage the transition to electric vehicles, the timelines for the implementation of these measures; and if he will make a statement on the matter. [44591/26]
View answerI fully recognise the difficulties the current process may present for bereaved families and the Passport Service seeks to be as sympathetic and supportive as possible in assisting bereaved parents throughout the application process. The Passport Service is continuously looking at ways to make the application process easier for applicants and has met with Widows and Bereaved Parents Ireland to discuss their concerns.
In terms of the process in place, where a child's guardian is deceased, the Passport Service requests the original death certificate of the deceased guardian and a Sole Guardian Affidavit from the surviving guardian confirming that they are the only guardian of the child.
When one guardian is deceased, it may not always be the case that the surviving parent is the only guardian of the child. For example, a guardian can, in a will or deed, appoint someone else to be a testamentary guardian after he or she dies. In addition, step-parents or other family members may have acquired guardianship of a child following the death of a parent. In order to protect the rights of children and their guardians, the Passport Service needs to confirm each time that it has the consent of all relevant guardians before it can issue a passport.
57. Deputy Shónagh Ní Raghallaigh asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation the flood relief projects currently planned, under development or under construction in County Kildare; the stage each project has reached; the estimated completion dates; and if he will make a statement on the matter. [44239/26]
View answer58. Deputy Shónagh Ní Raghallaigh asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation the number of properties in County Kildare identified as being at significant risk of flooding under the Catchment Flood Risk Assessment and Management (CFRAM) Programme; and the measures proposed to reduce flood risk in those communities. [44240/26]
View answer59. Deputy Shónagh Ní Raghallaigh asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation the funding allocated for flood prevention, drainage maintenance and flood mitigation works in County Kildare in each of the past five years; the projects supported; and if he will make a statement on the matter. [44241/26]
View answerI propose to take Questions Nos. 57, 58 and 59 together.
In 2018, the OPW completed the National Catchment Flood Risk Assessment and Management (CFRAM) Programme the largest ever flood risk study in Ireland to date. This study involved a detailed engineering assessment for 300 communities identified as areas of potentially significant flood risk.
The Flood Risk Management Plans (FRMP), the output of the CFRAM Programme mapped, at a community level, properties at potential significant flood risk and the viable measures to protect these at risk properties. While the details are set out in the Liffey and the Barrow FRMPs, some 900 properties were identified at significant risk from flooding across Kildare.
To date managing that risk is being delivered through four major flood relief schemes that have been completed in County Kildare, the Lower Morrell (Turnings), Morrell Johnstown, Rye Water (Leixlip) and Shinkeen Stream (Hazelhatch).
The 2018 Flood Risk Management Plans identified six additional flood relief schemes for Kildare and three potential schemes subject to further assessment. Currently, there are three major flood relief schemes underway in Co. Kildare; Morell River, Athy and Naas. The OPW fund two engineering staff in Kildare County Council to support its delivery of this programme of schemes and other schemes across the county.
The Morell River Flood Management Scheme is due to be substantially complete in 2026. Construction began on 1st September 2020, with construction works being undertaken by the OPW East Region Construction team. Some 95% of the construction works are now complete.
Consultants were appointed by Kildare County Council to the Athy Flood Relief Scheme in July, 2023. A second public participation day was held in July 2025, to present potential scheme design options. The Options Development Report for the scheme is currently being finalised. This includes a Cost-Benefit assessment of all potential options. Once approved, a third public participation day will be held to share the preferred option for the scheme. The preferred option, once selected, is due to be submitted for planning in Q1 2027.
Consultants were appointed by Kildare County Council to the Naas Flood Relief Scheme in September 2020. The Naas Flood Relief Scheme is currently at preliminary design stage. Extensive hydraulic modelling work has been completed by the consultant and recent flow surveys have fed into the model. Final calibration of the hydraulic model is underway and is being reviewed by the steering group together with all associated deliverables. Assessment of potential options for the scheme has commenced with a public participation day planned for Q3, 2026 for the Emerging Options.
The Leixlip Flood Relief Scheme is being progressed by Kildare County Council. Kildare County Council have drafted the brief for consultants and are working together with the OPW to review the brief to establish the best way to deliver this scheme which is an extension of the completed Rye Water (Leixlip) flood relief scheme.
The delivery of these schemes forms part of the implementation of the Flood Risk Management Plans published in 2018. It is not possible to progress all 150 flood relief schemes identified by the Flood Risk Management Plans simultaneously, due to the limited availability of the professional and specialised engineering and other skills and services that are required to design and construct flood relief schemes.
Under the national programme for flood relief schemes, work has yet to commence on the design of some 50 Tranche 2 projects which includes flood relief schemes at Clane, Maynooth and Newbridge. Planning for the delivery model of these schemes has commenced through four Tranche 2 Pilot schemes at locations in Counties Donegal and Kilkenny. The Pilot will better inform the prioritisation of future schemes nationally and the scope of services required to design and facilitate the delivery model for the design and construction of flood relief schemes. While it is anticipated that work to progress the Tranche 2 schemes will commence within the lifetime of the National Development Plan, the implementation of these schemes will continue post-2030.
The 29 FRMPs set out both viable structural and non-structural measures to manage the flood risk in the communities at potentially significant flood risk and elsewhere around the country. The FRMPs identified the proposed schemes to protect 95% of the properties at risk within those communities.
The residual risk are being addressed by the Minor Flood Mitigation Works and Coastal Protection Scheme. On the 25th May 2026, I announced details of the revised criteria for the Minor Flood Mitigation Works and Coastal Protection Scheme which greatly increase the scope of the Scheme to provide local authorities with a greater opportunity to address localised flood and coastal erosion risks within their administrative areas. The revisions include an increase in the upper threshold in funding for projects from €750,000 to €2m and an increase in the OPW contribution from 90% to 95% for approved funding above €300,000. Further revisions include the relaxing of some economic criteria which lowers the required threshold for viable solutions.
I also announced details of once-off funding of €90,000 to Kildare County Council to remove river conveyance blockages in Co Kildare.
Since 2009, OPW has approved funding under the Minor Flood Mitigation Works and Coastal Protection Scheme of circa €1.78 million to County Kildare for some 7 projects.
The spend on the Morrell, Naas and Athy Flood Relief Schemes from 2021 – 2025 are set out under.
|
Year |
Athy |
Morrell |
Naas |
|
2021 |
€0 |
€2,784,056 |
€337,018 |
|
2022 |
€0 |
€2,701,342 |
€292,200 |
|
2023 |
€39,335 |
€3,824,907 |
€411,625 |
|
2024 |
€640,503 |
€3,546,230 |
€366,034 |
|
2025 |
€388,506 |
€3,733,310 |
€302,799 |
The OPW is responsible for the maintenance of arterial drainage schemes completed under the Arterial Drainage Acts, 1945 and 1995, as amended. The arterial drainage programme comprises 11,500km of river channel and 800km of embankments. This provides drainage for 260,000 hectares of agricultural lands, as well as a level of protection from flooding to infrastructure, including in excess of 20,000 properties, 2,400 kilometres of roads and 77 towns and villages. Nationally, the OPW carry out an annual maintenance programme each year. This maintenance work is organised on a regional basis, with headquarters located in Limerick, Headford, Co. Galway and Trim, Co. Meath as follows;
ANNUAL MAINTENANCE PROGRAMME
|
Year |
Channel Maintained |
Embankments Maintained |
Amount (€) |
|
2025 |
1,976km |
158km |
€22,201,452 |
|
2024 |
1,937km |
207km |
€22,078,200 |
|
2023 |
2,157km |
201km |
€21,401,559 |
|
2022 |
2,052km |
214km |
€21,401,559 |
|
2021 |
2,125km |
116.5km |
€21,401,559 |
The OPW does not have information broken down by county, as arterial drainage schemes traverse county boundaries. Maintenance works are conducted by OPW East Region Drainage Maintenance Section annually on channels located in Co. Kildare. A portion of each of the following arterial drainage schemes are located in Co. Kildare:
• Boyne Catchment Arterial Drainage Scheme
• Hazelhatch (Shinkeen) Flood Relief Scheme
• Ryewater Drainage Scheme (which in maintained by the OPW on behalf of the Department of Agriculture, Food and the Marine).
The OPW has been allocated €23,511,000 in funding to conduct its national maintenance programme for arterial drainage schemes for 2026. The total funding amount is reviewed by the OPW on a yearly basis and adjusted as necessary, through engagement with the Department of Public Expenditure Infrastructure Public Service Reform and Digitalisation.
60. Deputy Aengus Ó Snodaigh asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation whether it is compulsory for applicants to public service positions to have their own personal computer to sit the exam or is it only for certain position or certain sectors/departments of the public sector; the reason exams for some posts cannot be done on a mobile phone which is the personal computing device which the majority of the public have as in the case recently for executive officer positions. [44303/26]
View answerI am informed by publicjobs that they carry out the recruitment for many roles across the civil and public sector. publicjobs does not carry out all the recruitment across the public service, and different sectors and departments may use their own approaches or processes when carrying out their own recruitment depending on the role in question, numbers of applications, availability of different assessments, etc.
Typically, the general service roles for which publicjobs recruit have a large volume of applicants. Questionnaires and tests are used as an initial stage to assess candidates objectively and in a way that is shown to predict performance. For its entry level clerical roles, e.g. Temporary Clerical Officer and Clerical Officer, as part of the application process candidates are asked a range of questions about their skills, preferences and situational judgement items which are scored. These questions may be completed on a mobile phone. Candidates for senior roles fill out detailed application forms which are typically shortlisted and these may also be completed on a mobile phone.
For some other roles such as Executive Officer, Higher Executive Officer, Assistant Principal and Principal Officer, aptitude tests are used and completed online. These may include a verbal test, numerical test and/or situational judgement test. These tests are “proctored” or supervised to ensure that they are being completed by the candidate without assistance which would render the process invalid and unfair. Either the candidate is recorded taking the test and this is reviewed at a later date, or the tests are live-proctored, with someone observing the candidate for the duration. Access to a personal computer with a webcam is required for proctoring; it is not possible to proctor on a mobile phone. This approach allows publicjobs to assess many thousands of candidates without requiring them to come to in-person testing but while ensuring the security and fairness of the tests and is a very common approach used in recruitment.
61. Deputy John Lahart asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation if he is aware of concerns regarding differing pension outcomes for medical scientists based on date of retirement; whether this position has been examined in the context of public service pension policy; and if any measures are under consideration to address these concerns; and if he will make a statement on the matter. [44305/26]
View answer62. Deputy John Lahart asked the Minister for Public Expenditure, Infrastructure, Public Service Reform and Digitalisation if approval is required to extend recent pension adjustments for medical scientists to those who retired prior to 1 January 2024; whether such a proposal has been considered; and if he will indicate the current status of this matter; and if he will make a statement on the matter. [44307/26]
View answerI propose to take Questions Nos. 61 and 62 together.
In 2023, the Labour Court recommended the implementation of the findings of the Report on Medical Scientist Grades Assessment no later than 1 January 2024. This recommendation then formed part of the Public Service Pay Agreement 2024 – 2026, following extensive discussions between the parties. Circular 2/2024 set forth new rates for the Medical Scientist grades that were applied to existing staff with effect from 1 January 2024. This constitutes a regrading and a move to a new scale. It is established practice that in such cases, the changes are not passed on to those who retired before its implementation.
The application of the new Medical Scientist Grade is in line with Public Service Pension Policy in this regard, i.e. where a post is upgraded, the terms of the upgrade apply from the date of the sanctioned upgrade. It does not apply retrospectively to previous post-holders, either employees who formerly held the post or retirees who previously held the post. This pertains across all grades of staff across the public service. This policy position has been subsequently supported by the Labour Court.
This long-standing matter has been resolved through the Labour Court, which examined all relevant issues.
It is important to note that retired medical scientists, who are in pre-existing schemes, have and will continue to benefit from general round increases of 9.25% provided for in the Public Service Pay Agreement 2024 – 2026 over the lifetime of the agreement.
