Written Answers Nos. 53-66
53. Deputy Paul Donnelly asked the Minister for Transport if all new commuter and intercity carriages coming into the fleet over the next few years will now include an automatic ramp covering the gap between carriage and platform, similar to the ramp on the new DART carriages. [43368/24]
Amharc ar fhreagraAs the Deputy may be aware, the National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure, including, in consultation with Iarnród Éireann, the purchase of rolling stock.
Noting the NTA's responsibility in this matter I have referred the Deputy's question to the NTA for a more detailed reply. Please contact my private office if you do not receive a reply within 10 days.
54. Deputy Darren O'Rourke asked the Minister for Transport if the Dublin Airport Authority (DAA) has reported to him in relation to progress made in identifying potential alternative flight-paths for the north runway at Dublin Airport, as committed to at the Oireachtas Committee on Transport on 19 June 2024 (details supplied); the engagements DAA have had in the process, including with technical experts, agencies and the local community; and if he will make a statement on the matter. [43371/24]
Amharc ar fhreagraAs the deputy is aware daa has statutory responsibility for the management, operation, and development of Dublin Airport. I can advise the deputy that officials from my Department and I meet with daa on a regular basis to discuss matters at the airport.
In relation to flight paths, daa have advised my Department that following their appearance at the Joint Oireachtas Committee on Transport in June, ongoing correspondence has been maintained with the Cathaoirleach, Deputy Farrell. On 12 July, daa Chairperson, Basil Geoghegan, responded to a letter from Deputy Farrell, and this was followed by a meeting on 26 September. Additionally, I am aware that correspondence regarding flight paths has been sent to Deputy Farrell from Dublin Airport’s Managing Director, Gary McLean.
daa advise my Department that they have received proposals from various groups in both north Dublin and east Meath with respect to moving flight paths away from their communities. In engagements with my Department and at the Joint Oireachtas Committee in June, daa highlighted that there are a wide range of factors that must be considered in the design of flight paths, and proposals from local groups, which may run contrary to each other, need to be considered in a structured and coherent manner and not in isolation. daa advise that they have engaged in discussions with other airports who have undertaken reviews to understand these issues in greater detail.
However, safety is paramount, which is why engagement needs to also involve airlines and the relevant regulatory authorities to ensure the safety of passengers. daa is engaging with the relevant agencies to understand the process that will need to be undertaken, taking into account all of the perspectives. This includes considering whether moving the noise elsewhere would yield a benefit in terms of noise reduction for the general population. daa advise it is their intention to keep the public updated as they move forward. However, given the complexities as outlined, it will take time to implement a robust process, review options and deliver an outcome.
55. Deputy Richard Bruton asked the Minister for Transport if the concessions on taxi licence extension at the time of Covid can be applied to all taxis registered at the time that the concession was made, rather than confining the concession to those registered up to the end of 2014; and if he will make a statement on the matter. [43372/24]
Amharc ar fhreagraThe regulation of the small public service vehicle (SPSV) industry, including vehicle age limits for SPSVs, is a matter for the independent transport regulator, the National Transport Authority (NTA), under the provisions of the Consolidated Taxi Regulation Act 2013 and 2016. I have no role in the day-to-day operations of the SPSV industry.
Regulations made by the NTA in 2010 first established a maximum permissible age of 10 years for new standard taxis and hackneys. The ten-year rule was adopted in recognition of the need to strike a balance between achieving standards that offer the customer confidence, comfort, and safety, and allowing industry members to operate successfully.
The Taxi Regulation Acts 2013 and 2016 require the NTA to seek to promote the provision and maintenance of quality services by small public service vehicles 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 the reduced mileage they do due to their ceremonial and prestigious roles.
The NTA's extension of age limits during Covid-19 was an emergency measure of a temporary nature, taken in recognition of the particular challenges posed by the pandemic and was specifically aimed at ensuring that no operator would be required to change their vehicle while passenger demand remained low, and there was a lack suitable vehicles available for purchase.
The 2022 Regulations amend Regulation 31 (Maximum Permissible Age Requirements) of the Taxi Regulation (Small Public Service Vehicle) Regulations 2015. This amendment was made as an exceptional provision and contingency measure, as a result of vehicle supply issues. The Regulations also provide for a graduated return to the ten-year age limit, with vehicles whose 10-year limit was originally in 2020 or 2021 now extended to 2025; those whose original limit is in 2022 or 2023 now extended to 2026, and those whose original limit will be reached in 2024, extended to 2027. The NTA does not anticipate introducing any further maximum permissible age extensions, as the instigating factors no longer exist.
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 do not receive a response within 10 working days.
56. Deputy John Paul Phelan asked the Minister for Transport if he would consider establishing an alternative fuels stakeholder forum within his Department, whereby industry partners and stakeholders can set out their views on barriers to deployment, as well as discuss any supporting measures to be put in place, to ensure renewable energy targets, such as 80% of electricity generation be supplied by renewables by 2030, be delivered. [43374/24]
Amharc ar fhreagraIn September 2023 my Department established an inter-Departmental Alternative Fuels for Transport Working Group, to facilitate greater visibility on policy development and delivery across the transport and energy sectors in relation to the development of alternative fuels in transport. Among the objectives of the working group is co-ordination of a variety of ongoing actions concerning alternative fuel and electric infrastructure and supply of renewable energy across the transport sub-sectors - land, aviation and maritime, and to ensure alignment with decarbonisation and energy policy led by other Government Departments, including the Hydrogen Strategy, the Biomethane Strategy and Industrial Policy for Offshore Renewable Energy Production.
The membership of the Working Group is composed of Departmental officials and Agencies responsible for delivering relevant actions under the Climate Action Plan, related national policies, and implementation of EU requirements. A core deliverable of the working group will be the National Policy Framework required under the EU Alternative Fuel Infrastructure Regulation.
An issues paper on the National Policy Framework and call for submissions was issued in May this year prompting a 6-week open consultation which was finalised in June where the Department received 30 submissions from a broad range of stakeholders across the transport and energy sector. Input to these submissions has been taken into account and main themes and conclusions have been presented and discussed with various groups of stakeholders. Targets and actions drafted under this policy framework will align with other national policies such as the National Hydrogen Strategy.
Two further working groups established in 2023 under the Renewable Transport Fuel Policy 2023-2027 are supported by an industry expert panel, of renewable fuel suppliers and producers, providing industry knowledge and insight. The output of these two working groups will be part of the Ministerial Report of the Alternative Fuel for Transport Working Group at the end of 2024.
In relation to engagement with stakeholders on alternative fuels for use in aviation, my Department is working on a national Sustainable Aviation Fuel (SAF) Policy Roadmap, which is targeted for completion by the end of 2024. A Sustainable Aviation Fuel Task Force was established to bring together stakeholders, to contribute to the development of the national SAF Roadmap. Membership of the Task Force includes government departments and agencies, airlines, airports, academia and representative bodies such as Fuels for Ireland and the Electricity Association of Ireland.
The National Hydrogen Strategy, Biomethane Strategy, and Industrial Policy for Offshore Renewable Energy Production relate to energy production for consumption in all economic sectors of the State, requiring ongoing inter-Departmental collaboration for implementation, led by the Department of the Environment, Climate and Communications, Department of Agriculture, Food, and the Marine, and Department of Enterprise, Trade, and Employment.
Under Climate Action Plan Update 2024, Ireland has set a target of 80% of electricity demand from renewable sources by 2030, including 8 GW of solar, 9 GW of onshore wind and at least 5 GW of offshore wind.
Under the aegis of the Accelerating Renewable Electricity Taskforce (ARE Taskforce), officials from the Department of the Environment, Climate and Communications and the Department of Housing, Local Government and Heritage have been developing a renewable electricity spatial policy approach that provides for the alignment between local plans and national policy.
Regional renewable electricity targets for solar and onshore wind have been included in the draft First Revision of the National Planning Framework. This will deliver a regional balance and distribution of renewable technologies and provide a supporting policy framework for Ireland’s electricity supply to protect Irish homes and businesses from volatile fossil fuel prices.
The Department of the Environment, Climate and Communications has developed a number of support schemes, such as Renewable Electricity Support Scheme (RESS), Small-Scale Renewable Electricity Support Scheme (SRESS) and Microgeneration Support Scheme (MSS) to incentivise the development of renewable energy infrastructure, encourage community participation, and achieve our 2030 targets.
57. Deputy Claire Kerrane asked the Minister for Transport further to Parliamentary Question No. 51 of 17 October 2024, the total funding allocated to Local Link on its own in 2024 and for 2025, in tabular form; and if he will make a statement on the matter. [43391/24]
Amharc ar fhreagraMy Department is strongly committed to improving public transport services in rural areas and to piloting new transport initiatives for people of all ages and abilities living there.
My Department and the NTA are supporting this by providing increased funding for enhancing TFI Local Link services, for both regular "timetabled" services, and "door-to-door" demand responsive services as well. There has been a substantial increase in funding allocated for Local Link services since 2016, going from €12.2 million in 2016 to €57m in 2024. A total funding package of €652m has been provided for PSO and Local Link Services in 2025. The specific allocation for Local Link from this package will be finalised as part of the 2025 Revised Estimates Volume (REV) process. The 2025 REV will be published in the coming months.
58. Deputy Bernard J. Durkan asked the Minister for Transport the reason bikes are now limited on commuter rail services from Naas to Heuston, given that the two spaces currently permitted to be booked in advance are costly and always booked putting commuters who get on the train at the latter stage of the journey at a disadvantage, with particular reference to those who work near Heuston and do not wish to bring their car into the city; if this matter can be examined with a view to reverting back to the old system; and if he will make a statement on the matter. [43405/24]
Amharc ar fhreagraAs 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 issue raised by the Deputy is a matter for Irish Rail. Therefore, I have referred the Deputy's question to Irish Rail for direct response to the Deputy.
Please advise my private office if you do not receive a reply within ten working days.
59. Deputy Paul Donnelly asked the Minister for Transport his views on the continual issue with Irish Rail in Dublin in relation to late and overcrowded trains, as passengers are cramped and unsafe; the plans to supply a service fit for capacity; and if he will make a statement on the matter. [43418/24]
Amharc ar fhreagraAs 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 issues raised by the Deputy are a matter for Irish Rail. Therefore, I have referred the Deputy's question to Irish Rail for direct response to the Deputy.
Please advise my private office if you do not receive a reply within ten working days.
60. Deputy Pádraig O'Sullivan asked the Minister for Transport if a case for a driving retest will be reviewed (details supplied) considering the unfortunate circumstances; and if he will make a statement on the matter. [43422/24]
Amharc ar fhreagraUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service, this includes all application and scheduling matters and neither I nor my department have the power to intervene in individual cases. Given the RSA's responsibility in this matter, I have referred the Deputy's question to the RSA for direct, detailed reply. Please contact my private office if a response is not received within ten days
Regarding the retesting process, I am told that all retest candidates are prioritised and issued an invitation to book a test within 10 weeks of their unsuccessful driving test. However, this will depend upon demand at the selected test centre.
The Deputy may also wish to note that a change was made to the online booking system for the National Car Test in October 2023. Unused test slots are now made available for candidates to take up at short notice. If a driving test is cancelled at short notice, the Authority now make this appointment available on the MyRoadSafety portal.
61. Deputy Robert Troy asked the Minister for Transport to consider broadening the remit for taxi drivers to pick wherever vacancy in peak periods; and if consideration will be given to abolishing the ten-year rule if the vehicle passes the NCT. [43449/24]
Amharc ar fhreagraThe regulation of the small public service vehicle (SPSV) industry, including SPSV licensing and vehicle age limits for SPSVs, is a matter for the independent transport regulator, the National Transport Authority (NTA), under the provisions of the Consolidated Taxi Regulation Act 2013 and 2016. I have no role in the day-to-day operations of the SPSV industry.
In order to obtain an SPSV driver licence, applicants must undertake the Driver Entry Test that consists of an Industry Knowledge Test and Area Knowledge Test. The Area Knowledge Test consists of 36 questions regarding the county in which the applicant wishes to be licensed and assesses an applicant's knowledge of their chosen area of operation. Drivers are licensed to operate in both their primary and secondary areas of operation and it is the driver who chooses these areas. It should be noted that licensed SPSV vehicles are not restricted to a geographical area and can be operated anywhere in the country. It is only the licensed driver that is restricted to a geographical area.
In relation to vehicle age limits, regulations made by the NTA in 2010 first established a maximum permissible age of 10 years for new standard taxis and hackneys. The ten-year rule was adopted in recognition of the need to strike a balance between achieving standards that offer the customer confidence, comfort, and safety, and allowing industry members to operate successfully. 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 the reduced mileage they do due to their ceremonial and prestigious roles.
The NTA's extension of age limits during Covid-19 was an emergency measure of a temporary nature, taken in recognition of the particular challenges posed by the pandemic and was specifically aimed at ensuring that no operator would be required to change their vehicle while passenger demand remained low, and there was a lack suitable vehicles available for purchase.
The 2022 Regulations amend Regulation 31 (Maximum Permissible Age Requirements) of the Taxi Regulation (Small Public Service Vehicle) Regulations 2015. This amendment was made as an exceptional provision and contingency measure, as a result of vehicle supply issues. The Regulations also provide for a graduated return to the ten-year age limit, with vehicles whose 10-year limit was originally in 2020 or 2021 now extended to 2025; those whose original limit is in 2022 or 2023 now extended to 2026, and those whose original limit will be reached in 2024, extended to 2027. As the instigating factors around vehicle supply that resulted in the time-limited amendments to vehicle maximum permissible age are no longer present, the independent regulator for the SPSV sector, the NTA does not anticipate introducing any further age extensions.
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 do not receive a response within 10 working days.
62. Deputy Christopher O'Sullivan asked the Minister for Transport to provide a breakdown of funding allocated to both Cork and Shannon airports in each of the years 2016 to 2024, in tabular form. [43451/24]
Amharc ar fhreagraAs the Deputy will be aware the regional airports in Cork and Shannon are State-owned airports. Both have a commercial mandate and are expected to rely on their own resources, without recourse to the Exchequer, which they had done prior to COVID-19.
However, since 2020 unprecedented Exchequer funding totalling over €92m was provided to these regional State airports, supporting vital safety and security operations and activities as well as projects with a sustainability focus. Funding in 2021 also provided these airports with the flexibility to roll out route incentives to airlines, which supported strong recovery and growth of connectivity.
In addition, further to an action under the Mid-term Review of the Regional Airports Programme, both Cork and Shannon airports were allocated funding in 2024 to support them in meeting their carbon emission reduction targets under the Climate Action Plan.
As requested by the Deputy, please see the following table which provides a breakdown of Exchequer funding allocated by my Department to both Cork and Shannon airports in each of the years 2020 to 2024.
Exchequer Funding to Cork and Shannon Airports 2020-2024
|
Funding Programme/Scheme |
2020 |
2021 |
2022 |
2023 |
2024* |
TOTAL |
|
€m |
€m |
€m |
€m |
€m |
€m |
|
|
Cork Airport |
||||||
|
COVID-19 Regional State Airports Programme 2021 |
€16.69 |
€16.69 |
||||
|
COVID-19 Supplementary Support Scheme for Irish Airports |
€8.38 |
€8.38 |
||||
|
Regional Airports Programme 2021-2025 |
€14.46 |
€1.37 |
€15.83 |
|||
|
Regional State Airports Sustainability Programme |
€2.28 |
€2.28 |
||||
|
Cork Airport Total |
€25.07 |
€14.46 |
€1.37 |
€2.28 |
€43.18 |
|
|
|
||||||
|
Shannon Airport |
||||||
|
Emergency Funding |
€0.30 |
€5.35 |
€1.13 |
€6.78 |
||
|
COVID-19 Regional State Airports Programme 2021 |
€11.6 |
€11.6 |
||||
|
COVID-19 Supplementary Support Scheme for Irish Airports |
€5.49 |
€5.49 |
||||
|
Regional Airports Programme 2021-2025 |
€10.51 |
€12.58 |
€23.09 |
|||
|
Regional State Airports Sustainability Programme |
€1.93 |
€1.93 |
||||
|
Shannon Airport Total |
€0.30 |
€22.44 |
€11.64 |
€12.58 |
€1.93 |
€48.89 |
|
Total Combined Funding |
€0.30 |
€47.51 |
€26.1 |
€13.95 |
€4.21 |
€92.07 |
*2024 funding refers to funding allocations in 2024 and not funding draw down to date.
63. Deputy Ruairí Ó Murchú asked the Minister for Transport the reason a truck driving licence from New Zealand cannot be directly swapped for a similar Irish driving licence; and if he will make a statement on the matter. [43464/24]
Amharc ar fhreagra64. Deputy Ruairí Ó Murchú asked the Minister for Transport if his Department has had any engagement with the New Zealand authorities in relation to issues with the National Driver Licence Service providing a straight swap from a New Zealand truck driving licence to the Irish equivalent; and if he will make a statement on the matter. [43465/24]
Amharc ar fhreagraI propose to take Questions Nos. 63 and 64 together.
Under the Road Safety Authority Act 2006, the Road Safety Authority has statutory responsibility for the National Driver Licence Service, which handles all driving licence enquiries.
Ireland has a licence exchange agreement with New Zealand for the exchange of licence categories A, A1, B, AM and W and currently does not exchange C (truck) licence categories with New Zealand.
In addition, Ireland does not exchange licences that originated outside New Zealand if Ireland does not have a licence exchange agreement with the country of origin.
I have referred this matter 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.
65. Deputy Ruairí Ó Murchú asked the Minister for Transport if driving tests for those with a New Zealand truck driving licence, who are prevented from swapping them for the Irish equivalent, will be expedited; and if he will make a statement on the matter. [43466/24]
Amharc ar fhreagraUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service, this includes all application and scheduling matters. Given the RSA's responsibility in this matter, I have referred the Deputy's question to the RSA for direct full reply. Please contact my private office if a response is not received within ten days
66. Deputy Robert Troy asked the Minister for Transport when additional carriages will come on stream for the trains on the Connolly to Sligo railway line; and if there will be reserved seating for persons with mobility issues on these carriages. [43561/24]
Amharc ar fhreagraAs 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 issue raised by the Deputy is a matter for Irish Rail. Therefore, I have referred the Deputy's question to Irish Rail for direct response to the Deputy.
Please advise my private office if you do not receive a reply within ten working days.
