Written Answers Nos. 281-300
281. Deputy Naoise Ó Muirí asked the Minister for Transport to provide an update on the Programme for Government commitment to facilitate the easier return to Ireland for emigrants, including reciprocal driving licence arrangements with the USA, Australia and Canada; and if he will make a statement on the matter. [51666/25]
Amharc ar fhreagraAs Minister of State for International & Road Transport, Logistics, Rail & Ports, I wish to advise that Irish driver licensing operates within a framework of EU law - the driver licensing legislation with which all Member States must comply. The standards for testing drivers are set at EU level and, accordingly, EU driving licences are recognised and exchangeable when a person moves from one Member State to another.
Ireland may make bilateral driving licence exchange agreements with non-EU jurisdictions. This is a technical process. Reaching agreement is not a matter of political will and the core principle is to ensure the continued safety of Irish road users. Agreements may be made only when the authorities in each jurisdiction have compared the licensing regimes and are satisfied that they are compatible. For Ireland, this task is undertaken by the Road Safety Authority.
The Programme for Government 2025 has a commitment to “Work to facilitate the easier return to Ireland for emigrants, including reciprocal driving licence arrangements with the USA, Australia and Canada”. Ireland has licence exchange agreements with Australia and with seven of the ten Canadian provinces. Ireland does not have an agreement with the USA.
In light of the Programme for Government commitments and the time passed since the last review, it is timely to explore the possibility of entering into a driving licence exchange agreement with some US States. My Department, in this context, has directed the RSA to examine licence exchange agreements with suitable US states.
282. Deputy Cathy Bennett asked the Minister for Transport the countries/states/provinces which Ireland has licence exchange agreements; those which his Department are engaged in the process of obtaining such an agreement; the year such processes began; the average timeframe to achieve such an agreement; and if he will make a statement on the matter. [51737/25]
Amharc ar fhreagraAs Minister of State for International & Road Transport, Logistics, Rail & Ports, I wish to advise that Irish driver licensing operates within a framework of EU law - the driver licensing legislation with which all Member States must comply. The standards for testing drivers are set at EU level and, accordingly, EU driving licences are recognised and exchangeable when a person moves from one Member State to another.
Ireland may make bilateral driving licence exchange agreements with non-EU jurisdictions. This is not a straightforward matter. Reaching such an agreement is not a matter of political will and the core principle is to ensure the continued safety of Irish road users. Agreements may be made only when the authorities in each jurisdiction have compared their licensing regimes and are satisfied that they are compatible. For Ireland, this task is undertaken by the Road Safety Authority (RSA).
The RSA’s assessment is a technical and independent process that requires adherence to EU standards and the agreement of the counter party jurisdiction too.
The timeframes for establishing a licence exchange agreement vary for a variety of reasons, most commonly if engagement from the other jurisdiction is delayed. External factors such as Brexit, Covid-19 restrictions and the priorities of other jurisdictions have also had an impact on timeframes.
Licence exchange agreements with 3rd countries/states/provinces – concluded and in progress
|
Country/Province |
Year Engagement commenced |
Year Concluded |
|
Australia* |
1993 |
1993 (Update & review in 2023) |
|
Bosnia and Herzegovina |
2023 |
Process ongoing |
|
Canada - Alberta |
2013 |
2020 |
|
Canada - Ontario |
2013 |
2014 |
|
Canada - British Columbia |
2014 |
2017 |
|
Canada - Manitoba |
2014 |
2015 |
|
Canada - Newfoundland & Labrador |
2014 |
2016 |
|
Canada - Saskatchewan |
2014 |
2019 |
|
Canada - Nova Scotia |
2014 |
Process ongoing |
|
Canada- New Brunswick |
2017 |
2021 |
|
Georgia |
2023 |
2023 |
|
Japan* |
1989 |
1989 |
|
Korea* |
1999 |
1999 |
|
Moldova |
2021 |
Negative recommendation in 2022. Review re-commenced in 2023 after changes in Moldovan legislation. |
|
Northern Ireland |
2019 |
2021 |
|
South Africa* |
1999 |
1999 |
|
United Kingdom |
2019 |
2021 |
|
UK Crown Dependencies: Gibraltar, Guernsey, Isle of Man & Jersey |
2021 |
2024 |
|
North Macedonia |
2021 |
Process Ongoing |
|
New York |
2025 |
Process Ongoing |
|
New Zealand |
2009 |
2010 |
|
Taiwan |
2009 |
2010 |
*Political agreement. These agreements precede the establishment of the RSA and the current process where the RSA examines the other jurisdiction’s licencing and testing system to confirm compatibility.
283. Deputy Matt Carthy asked the Minister for Transport his plans to address the reduction in the past number of years of operating taxis, particularly in rural areas; and if he will make a statement on the matter. [51753/25]
Amharc ar fhreagraThe regulation of the small public service vehicle (SPSV) industry 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 has taken a number of steps to support taxi drivers nationally and to increase the number of taxis available to passengers. During the Covid-19 pandemic, the NTA extended the final operation date of vehicles on a few occasions and also extended the period that an SPSV licence may rest in an inactive (expired) status, from 12 months to 24 months, which is now permanent. In addition, the NTA made a National Maximum Taxi Fares Order which took effect from 1 December 2024, giving a nine per cent increase in the national maximum taxi fare. This followed on from the 12% increase in fares from 2022. The latest fare adjustment ensures that taxi fares continue to reflect the rising costs associated with operating a taxi service in Ireland. Furthermore, the NTA ran a driver recruitment campaign in 2022 which helped to attract new entrants into the industry.
It may be of interest to the Deputy that the number of SPSVs nationwide has been on the increase over the last number of years. As of 31 August 2025, the number of licensed SPSV drivers in Ireland is 27,894. This represents a 11% (2,663) increase on the May 2022 figure of 25,231 and is higher than the number of licensed SPSV drivers pre-Covid 2019 (27,328). Likewise, the number of licensed SPSV vehicles is also on the rise with 20,919 vehicles licensed in the fleet as of 31 August 2025, representing a 13% (2,449) increase on the 2021 figure (18,470). It should be noted that a licensed vehicle can be operated anywhere in the country, it is only the licensed driver that has a geographical area restriction.
In relation to rural areas, the NTA issues local area hackney (LAH) licences where applicants can show that there is a need for this part-time service and that it will not displace or replace current SPSV providers in a given area. To operate a local area hackney, two licences are required. These are: (1) a local area hackney licence for the vehicle - this three-year licence is obtainable from the NTA; and (2) a licence to drive a local area hackney - this licence is obtainable from An Garda Síochána. It is not required if a person already holds a valid licence to drive SPSVs.
A resident of the area in respect of which the local area hackney licence is sought, is not required to undertake the Industry Knowledge or Area Knowledge tests normally applying for SPSV driver licences. LAH drivers nevertheless must be licensed, and their vehicles must be licensed and insured. A local area hackney may only pick up passengers within a designated area of about 10km and may not pick up a new fare at a drop off point or any other point outside its designated area. As of 31 August 2025, there are 23 licensed LAH vehicles and 26 licensed LAH drivers.
I have been informed by the NTA that they are currently conducting a review of the Local Area Hackney regulations and associated processes with a view to increasing uptake of this special licence type. Learnings from the Local Area Hackney Pilot scheme will an important input to this review. Where amendments to the current regulations are proposed as an output of the review, the NTA will undertake a public consultation on the matter.
284. Deputy Ken O'Flynn asked the Minister for Transport the way in which his Department is preparing for changes under the new EU Entry/Exit System (EES) starting October 2025, particularly regarding border infrastructure, staffing, data protection, and contingency planning to avoid delays; and whether the Government has engaged with UK and port operators (e.g. Rosslare, Dublin) to coordinate transitions. [51832/25]
Amharc ar fhreagraI thank the Deputy for his question. I am aware of the new system being implemented by the EU to further its goals of making border checks easier, faster and more efficient.
As the Deputy is aware, the Entry/Exit System (EES) is an automated IT system that will register non-EU nationals travelling to any of the 29 countries within the Schengen Area for a short stay each time they cross the external borders of a country using this system. In this context, a short stay means up to 90 days within a 180-day period. This system will start operations on 12 October 2025 and will be deployed gradually at the external borders of the countries in the Schengen Area over a 6-month period. Additionally, the EES follows the requirements laid out in the General Data Protection Regulation.
As Ireland is not one of the countries in the Schengen Area, the EES is not a requirement for Ireland. In this context, additional border infrastructure, staffing and contingency planning would not be required in Ireland.
The EES does not apply to travel within the Common Travel Area. The EES does not apply to Irish nationals or non-EU nationals traveling to Ireland. Non-EU nationals traveling from Ireland to the Schengen Area will be registered on the EES of the relevant country, unless they are exempt. A list of exemptions can be found on the European Union’s official website.
I will remain engaged on the implementation of the EES, but do not foresee any areas of concern for Ireland on this matter at present.
285. Deputy Aidan Farrelly asked the Minister for Transport the number of full time Revenue Protection Officers (RPUs) employed by Irish Rail, and the estimated full year cost to double this number of RPUs. [51838/25]
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 query raised by the Deputy is an operational matter for Irish Rail. I have, therefore, referred the Deputy's question to the company for direct reply. Please advise my private office if you do not receive a reply within ten working days.
286. Deputy Paul Murphy asked the Minister for Transport if he will reverse the decision not to implement default 30 kilometre an hour speed limits in urban areas; and if he will make a statement on the matter. [51847/25]
Amharc ar fhreagraThe Irish Government’s Road Safety Strategy 2021 to 2030 ‘Our Journey Towards Vision Zero’ includes the primary aim of reducing the number of deaths and serious injuries on our roads in half by 2030 and to achieve ‘Vision Zero’, as close as possible to zero deaths or serious injuries, by 2050. There is no softening of the Government’s Road Safety Strategy.
The Strategy included an action for a working group to be established to review the framework for the setting of speed limits and to give specific consideration to the introduction of a 30km/h default speed limit in urban areas.
Accordingly, this working group was established, and it comprised representatives from the City & County Managers Association, the Road Safety Authority, An Garda Síochána, the National Transport Authority, Transport Infrastructure Ireland, and the Department of Transport. Their work led to the publication of the ‘Speed Limit Review’ in 2023, which included a number of principal recommendations concerning speed limit reductions in the interest of improving road safety:
1. A reduction in the default speed limit on rural local roads from 80km/h to 60km/h.
2. The introduction of a 30km/h default speed limit in built-up and urban areas.
3. A reduction in the default speed limit on national secondary roads from 100km/h to 80km/h.
It is intended that the second phase of speed limit changes, the introduction of a 30km/h speed limit in built-up and urban areas, will be implemented by way of ‘special speed limit bye-laws’, at this time, rather than by way of a change in the ‘default speed limit’. Accordingly, in respect of those roads in built-up and urban areas where local authorities propose to change existing speed limits, it will involve each local authority undertaking a statutory public consultation process and considering all representations, in accordance with the requirements of the ‘Road Traffic Act 2004’, as amended. As the making of ‘special speed limit bye-laws’ is a reserved function, the speed limits on roads in built-up and urban areas will only be changed where a majority of the elected members vote to do so.
This approach of setting ‘special speed limit bye-laws’, to implement speed limit changes in urban areas, will allow local authority engineers, familiar with the roads and the local traffic conditions in their respective administrative areas, to review the existing speed limits, and to recommend changes to these speed limits, if appropriate, based on the procedures and the criteria set out in the ‘Guidelines for Setting and Managing Speed Limits in Ireland’. It is recognised that the definitions of urban areas and built-up areas are difficult to define in legislation and it is more appropriate and expedient for this to be carried out by local authorities and local authority engineers. Furthermore, the period of statutory public consultation will provide an opportunity for all interested parties and stakeholders to engage with and make representations to the local authorities and the elected members on the proposed changes. This approach recognises and respects the positive and important role local authorities, and the elected members fulfil in setting speed limits in urban areas. This reflects the legal structure under which speed limits are set in Ireland.
It is important that changes in limits are implemented logically, safely and accurately. The Department of Transport is ensuring this happens and that changes as they are implemented are credible, make a difference to road safety and are not brought into disrepute.
It is important to note that 30km/h speed limits have already been implemented across many built-up and urban areas nationally in recent years, including for example, Dublin City, Cork City, Limerick City, Galway City, Dundalk, and across the administrative area of Dun Laoghaire–Rathdown County Council. Furthermore, there has been an extensive implementation of 30km/h speed limits in housing estates nationally, supported by funding from the Department of Transport. Therefore, this phase of speed limit changes in built-up and urban areas will build on the positive work that local authorities have already carried out in this area.
To assist local authorities with the process of setting ‘special speed limits’ in built-up and urban areas and the attendant bye-laws procedures, a working group is presently revising the ‘Guidelines for Setting and Managing Speed Limits in Ireland’. Five regional workshops were held with local authorities during April 2025, for the purpose of communicating that the proposed speed limit changes in built-up and urban areas would be introduced by way of ‘special speed limit bye-laws’ rather than by way of a change in the default speed limit for built-up areas, and for the purpose of highlighting the proposed revisions to the ‘Guidelines’, together with the procedures to be followed, and the criteria to be considered by local authorities, in respect of setting speed limits in built-up and urban areas. The workshops also provided an opportunity to gather feedback from local authorities on the proposed ‘Guidelines’ for the purpose of improving the ‘Guidelines’.
It is expected that the ‘Guidelines’ will be finalised in the coming weeks and thereafter will issue to local authorities by way of a Departmental Circular, with a Ministerial direction to commence the process of reviewing existing speed in urban areas in their respective administrative areas, and to set appropriate speed limits in accordance with the 'Guidelines'. It is intended that the Department will make funding available to support local authorities in the implementation of the speed limit changes.
287. Deputy Paul Murphy asked the Minister for Transport what steps he will take to ensure that there is no loss of bus service for St. MacDaras Community College and Rossmore Estate as a result of the re-routing of the 150 bus route via Limekiln Road to Greenhills College and the launch of Phase 7 of BusConnects; and if he will make a statement on the matter. [51849/25]
Amharc ar fhreagraAs the Deputy may be aware, BusConnects is a transformative programme of investment in the bus system, providing better bus services across our cities. It is the largest investment in the bus system in the history of the State and is managed by the National Transport Authority (NTA).
Following on from three rounds of public consultation which concluded in 2020, new bus services in Dublin are already being delivered, with the first six phases of the Network Redesign rolled out in recent years, with more to come. The next phase, Phase 7, which is due to commence in October 2025, will see the roll out of the F Spine connecting Finglas to Tallaght. I understand that the areas referred to by the Deputy will be served by the new F2 Charlestown Shopping Centre to Rossmore and new local L82 route Irishtown to Kiltipper.
Noting the NTA's responsibility in the matter, I have referred the Deputy's questions to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 days.
288. Deputy Paul Murphy asked the Minister for Transport if he will abolish public transport fares as a cost of living, air quality and climate action measure; and if he will make a statement on the matter. [51850/25]
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 National Transport Authority (NTA) has statutory responsibility for the regulation of fares charged to passengers in respect of public transport services provided under public service obligation (PSO) contracts.
In 2022, the NTA commissioned a report with Ernst & Young Business Advisory Services which examined the impacts of free fares on public transport. That report concluded that to fund a fully free public transport system at the time, without accounting for the likely increased passenger demand, would have required an additional €540m in Exchequer funding per annum at a minimum, on top of the existing annual PSO subvention. Given the increase in costs in the intervening period, this figure increased to closer to c. €786m for 2024.
The report also found that any increase in public transport demand due to free fares would largely be achieved by reductions in walking (7%) and cycling (13%), resulting in just a 1% reduction in car travel.
My Department’s funding for public transport services is therefore focussed on existing fare initiatives and service improvements such as BusConnects in the five cities, expanding town services in the larger towns, and rolling out Connecting Ireland in rural Ireland. Under Budget 2025, funding was included for the continuation of popular public transport fare initiatives including the 90-minute fare, the Young Adult/Student Leap Card, and the discounted fares on PSO services, with further provision to extend child fares to include those ages 5-8 years of age which commenced on the 3rd of September this year.
As is the case with all such Budgetary measures, decisions relating to same are a matter for Government which operates within the available fiscal parameters and the medium-term fiscal plan.
I wish to assure you that both Government and the Department remain committed to improving the accessibility, reliability, and affordability of public transport, while safeguarding the financial sustainability of the system in the long term.
289. Deputy Roderic O'Gorman asked the Minister for Transport the cost to extend the young adult leap card to persons under 28 years old. [51857/25]
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 National Transport Authority (NTA) has responsibility for the regulation of fares charged to passengers in respect of public transport services provided under public service obligation (PSO) contracts.
The Department of Transport secured €658.442 million in Budget 2025 for funding for Public Service Obligation (PSO) and TFI Local Link services (an increase from €613.813 million in 2024). This includes funding for the continuation of the 20% fare reduction on PSO services, the Young Adult Card on both PSO and commercial bus services, and the 90-minute fare until the end of 2025. Budget 2025 also included the measure to extend free child fares on PSO services to children aged 5 to 8 years old.
Therefore, funding for public transport services is focussed on existing fare initiatives and service improvements such as BusConnects in the five cities, expanding town services in the larger towns, and rolling out Connecting Ireland in rural Ireland, in order to enhance factors such as frequency, accessibility and reliability in attracting and retaining users.
Furthermore, the NTA has recently introduced a new, distance-based, zonal fare structure in the Greater Dublin Area. This move, aims to makes fares equitable, more consistent, and easier to understand, with significant reductions for many commuting from outer areas, aligning prices more closely with distance travelled.
Under the Programme for Government, our commitments include the rollout of contactless payments, keeping fares affordable, and examining the further expansion of free public transport for children. As is the case with all such Budgetary measures, decisions in relation to same are a matter for Government which operates within the available fiscal parameters and the medium-term fiscal plan.
I can assure the Deputy that this Government is committed to delivering an accessible, reliable and affordable public transport system for all our citizens, including young people.
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.
290. Deputy Roderic O'Gorman asked the Minister for Transport the cost to extend the young adult leap card to persons under 30 years old. [51858/25]
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 National Transport Authority (NTA) has responsibility for the regulation of fares charged to passengers in respect of public transport services provided under public service obligation (PSO) contracts.
The Department of Transport secured €658.442 million in Budget 2025 for funding for Public Service Obligation (PSO) and TFI Local Link services (an increase from €613.813 million in 2024). This includes funding for the continuation of the 20% fare reduction on PSO services, the Young Adult Card on both PSO and commercial bus services, and the 90-minute fare until the end of 2025. Budget 2025 also included the measure to extend free child fares on PSO services to children aged 5 to 8 years old.
Therefore, funding for public transport services is focussed on existing fare initiatives and service improvements such as BusConnects in the five cities, expanding town services in the larger towns, and rolling out Connecting Ireland in rural Ireland, in order to enhance factors such as frequency, accessibility and reliability in attracting and retaining users.
Furthermore, the NTA has recently introduced a new, distance-based, zonal fare structure in the Greater Dublin Area. This move, aims to makes fares equitable, more consistent, and easier to understand, with significant reductions for many commuting from outer areas, aligning prices more closely with distance travelled.
Under the Programme for Government, our commitments include the rollout of contactless payments, keeping fares affordable, and examining the further expansion of free public transport for children. As is the case with all such Budgetary measures, decisions in relation to same are a matter for Government which operates within the available fiscal parameters and the medium-term fiscal plan.
I can assure the Deputy that this Government is committed to delivering an accessible, reliable and affordable public transport system for all our citizens, including young people.
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.
291. Deputy Roderic O'Gorman asked the Minister for Transport when cameras to enforce red-light breaking will be installed. [51859/25]
Amharc ar fhreagra292. Deputy Roderic O'Gorman asked the Minister for Transport when cameras to enforce illegal usage of bus lanes will be installed. [51860/25]
Amharc ar fhreagraI propose to take Questions Nos. 291 and 292 together.
Building on expanded camera enforcement hours provided by mobile vans since late 2023 and the rollout of additional average speed camera zones and fixed cameras nationwide since late 2024, the Programme for Government commits to further expansion of cameras to encourage safer driving. This commitment is reaffirmed by Primary Action 6 of the new Phase 2 Action Plan of the Government’s Road Safety Strategy to 2030, which was published on 16 July.
The framework for this future rollout will be guided by the first National Safety Camera Strategy, the development of which has been led by Transport Infrastructure Ireland (TII) in partnership with all key road safety agencies and departments.
The Strategy is focused on speeding, red light running and bus lane violations in the first instance but has been designed to accommodate other offences over time. Work on the Strategy is at an advanced stage and it is expected to be completed shortly. It is important to note that finalisation of the Strategy has not prevented the rollout of additional cameras, with nine fixed camera locations added since late 2024 and there are now five Average Speed Cameras in place. I also understand that the National Transport Authority and Dublin City Council are currently working together on the introduction of a small number of red light camera locations within Dublin, and this may serve as a template for expanded use of such cameras in urban areas across the country in the future.
293. Deputy Roderic O'Gorman asked the Minister for Transport when the Cork Line Level Crossings Project will begin construction. [51861/25]
Amharc ar fhreagraAs the Deputy may be aware, as Minister of 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 Cork Line Level Crossings Project.
Noting the NTA's responsibility in this matter, I have referred the Deputy's question to the NTA for a direct reply. Please contact my private office if you do not receive a reply within 10 days.
294. Deputy Catherine Connolly asked the Minister for Transport when the identified park and ride sites for Galway will be operational; the progress to-date on getting them up and running; and if he will make a statement on the matter. [51864/25]
Amharc ar fhreagraAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport. The National Transport Authority (NTA) is leading the development and rollout of strategic park and ride sites nation-wide through the Park and Ride Development Office.
The Park and Ride Development Office has developed a Park and Ride Strategy for Galway. The Park and Ride Strategy envisages the development of up to five bus-based strategic Park and Ride sites, three for initial development and two for future development, and the expansion of rail-based Park and Ride site at Oranmore station.
Work by the Park and Ride Development Office is ongoing in relation to proposed bus-based park and ride sites on the N6, at the junction 19 Oranmore exit, and the N83 just north of Claregalway. Planning for enhanced rail infrastructure to facilitate the expansion of rail-based park and ride at Oranmore station is separately being undertaken by Iarnród Éireann in conjunction with the NTA.
Overall, I welcome these developments and look forward to the projects progressing, as the provision of park and ride at strategic locations can help to reduce the distances travelled by car, with a related reduction in carbon emissions and congestion.
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
295. Deputy Mark Ward asked the Minister for Transport if he will ensure that the Dart+ southwest rail line is included for designated funding in the review of the National Development Plan; and if he will make a statement on the matter. [40166/25]
Amharc ar fhreagraAs the Deputy may be aware, the National Transport Authority (NTA) has responsibility for the planning and development of public transport infrastructure in the Greater Dublin Area (GDA) including, in consultation with Iarnród Éireann, the DART+ Programme.
The DART+ South West project will involve the extension of DART services from the City Centre to Hazelhatch, including four-tracking from Park West to Heuston, and will increase train capacity from 12 to 23 trains per hour per direction.
A Railway Order for DART+ South West was approved by An Coimisiún Pleanála in November 2024.
The recently concluded Review of the National Development Plan has confirmed the Department of Transport’s annual capital allocations from 2026 to 2030. The Department is currently reviewing key programmes and projects in the transport sector in the context of that capital funding envelope, including elements of the DART+ Programme, and a decision on a programme of delivery within the available funding will be made in the coming months.
Noting the NTA's responsibility in the 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.
296. Deputy James Geoghegan asked the Minister for Transport his views on the current uptake of electric vehicles in the Dublin region; if it is in line with the Climate Action Plan’s 2030 electric vehicle targets for Dublin; and if he will make a statement on the matter. [49117/25]
Amharc ar fhreagraThe Government is fully committed to supporting the transition to zero-emission transport and the target to have 30% of private car fleet switched to electric by 2030.
There are no electric vehicle targets specific to Dublin, the target is at national level. There is a secondary target to have 195,000 electric cars and vans on Irish roads by end of 2025, which I expect to be met in the coming months.
Zero Emission Vehicles Ireland leads on delivery of Ireland's ambitious target and work in partnership with stakeholders from across the public and private sector.
As of end August 2025, there are over 191,000 electric vehicles on Irish roads. In County Dublin 3,499 electric vehicles have been grand aided thus far in 2025.
Over €100m has been allocated in 2025 to support the continued transition to electric vehicles which includes funding for EV grants and EV charging infrastructure.
Current incentives include a purchase grant for battery electric vehicles; a home charger purchase grant scheme; VRT relief of up to 5,000 for the purchase of battery electric vehicles; and a low rate of annual motor tax.
The Government is committed to accelerating the transition to cleaner transport; creating the conditions necessary for widespread EV adoption; and phasing out older, high-emission vehicles.
This includes ensuring that our national charging infrastructure keeps pace with demand and that access to EVs is both equitable and achievable.
297. Deputy James Geoghegan asked the Minister for Transport if he will provide a progress update on reaching the Climate Action Plan’s 2030 target of 845,000 electric vehicles on the road by 2030; and if he will make a statement on the matter. [49116/25]
Amharc ar fhreagraIreland’s ambitious target under the Climate Action Plan 2023 is to achieve 30% of our private car fleet switched to electric by 2030.
There is a secondary target to have 195,000 electric cars and vans on Irish roads by 2025.
As of end August 2025, there are over 191,000 electric vehicles (BEVs and PHEVs) on Irish roads.
The Government remains firmly committed to creating the conditions necessary for widespread EV adoption. This includes ensuring that our national charging infrastructure keeps pace with demand and that access to EVs is both equitable and achievable. As such, there are a suite of incentives in place from ZEVI to support the continued transition to EVs and for the rollout of EV charging infrastructure.
298. Deputy Michael Murphy asked the Minister for Transport whether he intends to provide additional funding in 2025 for CIS schemes; and if he will make a statement on the matter. [36845/25]
Amharc ar fhreagra299. Deputy Maurice Quinlivan asked the Minister for Transport if he will review the case of an ambulance driver for an organisation (details supplied); and if he will make a statement on the matter. [51877/25]
Amharc ar fhreagraUnder the Road Safety Authority Act 2006, the Road Safety Authority (RSA) has statutory responsibility for the National Driver Testing Service, including testing and scheduling matters. Accordingly, the information requested is held by the RSA. Given the RSA's responsibility in this matter, I have referred the Deputy's question to the RSA for direct, detailed response. Please contact my office if a reply is not received within ten days.
Pending the response, I understand that, currently, emergency driving test appointments can only be offered to critical frontline workers. If they are employed by the HSE, a private hospital or the emergency services and they need to drive as part of their job (not including commuting to their place of work) they can submit their application for review. All customers must meet the required criteria in order to be eligible for an emergency driving test appointment.
300. Deputy Pádraig O'Sullivan asked the Minister for Transport if the practice of 2:1 spending public transport initiatives versus roads will continue or if there will be a review of this policy under the new National Development Plan; and if he will make a statement on the matter. [38581/25]
Amharc ar fhreagraAs Minister for Transport, I have responsibility for policy and overall funding in relation to public transport.
The National Development Plan (NDP) Review was progressed in line with Programme for Government commitments and published in July this year. As stated in the Programme for Government, the NDP Review sought to “progress all key public transport infrastructure in the National Development Plan and consider new public transport projects in the review of the NDP."
The publication confirmed the Department of Transport's annual NDP capital allocations from 2026 to 2030, and the Government's overall capital expenditure ceilings to 2035.
The Government will invest in all road projects in the current NDP. This year, €633 million in funding was allocated for national roads, €92 million higher than in 2024. €713 million is for the protection and renewal of Ireland's regional and local road networks, an overall increase of over 8% in funding this year.
My Department is reviewing key programmes and projects in the transport sector in the context of the NDP capital funding envelope and a decision on a programme of delivery with this level of capital investment, including for roads and public transport, will be made in the coming months.
