Leo's Briefing from the Dept of Transport...scanned

Sponge Bob

Note that €800m of the capital investment programme in the Programme for national recovery thingy ( 2011-2014) is spent, retention payments on road projects. After page 40 of this . Thanks ++ to Jack Noble who found it first.

http://www.transport.ie/upload/general/13086-MINISTERS_BRIEF_SCANNED_VERSION-0.PDF

CAPITAL INVESTMENT PROGRAMME
Economic Difficulties and Reduced Allocations
Transport 21 (T21) was the 10-year capital investment framework established in 2005 to provide
for the development of transport infrastructure. At the launch of T21, a €34 billion investment
package was announced which comprised €26 billion to be provided by the Exchequer and €8
billion by Public Private Partnership {PPP) funding.
In the first 5 years of T21 Exchequer expenditure amounted to a total of over €10.5 billion.
T21 Expenditure 2006-2010* _'__
vear w 2007 2008 W 2010 Total
€billion 1.937 2.357 2.504 2.124 1.730 10.652
In addition, the 1“ PPP roads programme resulted in private sector funding of approx. €2 billion
Arising from the allocation under the National Recovery Plan in November 2010, a breakdown of
the reduced transport capital investment programme for 2011-2014 is as follows:
_ 2011 2012 2013 2014 mai
€m €rn €m €m €m
Public Transport 394 392 527 493 1,806
swans @ sas 510 asc 2,865
Other 54 S2 38 28 172
mai 1,438 Q 1,075 1,001 4,aaa
Note - Summary of Reductions:
The original exchequer allocation provided for T21 has been subject to a number of adjustments totalling
approx. €7 billion between 2008-2014 as follows:
2008-2010: total reductions of approx. €1 billion were implemented.
2011-2014: total reductions of almost €6 billion have been proposed for the four years covered by the
National Recovery Plan.
Committed Expenditure
Of the €4.843 billion allocated for 2011-2014, it is estimated that in the region of €1.7 billion of
this is contractually committed. Approximately €1.3 billion of this relates to committed
expenditure for national roads including approx. €800 million relating to closeout payments for
national roads projects recently completed. Over €300 million relates to committed
expenditure for public transport projects.
In addition, a significant portion of the overall transport capital investment programme is
essential for on-going annual expenditure programmes such as railway safety (€400 million),
road rehabilitation / maintenance (approx. €9OO million for regional & local roads), Coastguard
1 Expenditure between 2008 — 2010 reflected various cuts in the capital allocation for T21 projects
totalling approx. €1 billion.


Assistant Secretary: John Murphy
Principal Officer: Doreen Keaney
Principal Advisor: Dominic Mullaney
CAPITAL INVESTMENT PROGRAMME
Economic Difficulties and Reduced Allocations
Transport 21 (T21) was the 10-year capital investment framework established in 2005 to provide
for the development of transport infrastructure. At the launch of T21, a €34 billion investment
package was announced which comprised €26 billion to be provided by the Exchequer and €8
billion by Public Private Partnership {PPP) funding.
In the first 5 years of T21 Exchequer expenditure amounted to a total of over €10.5 billion.
T21 Expenditure 2006-2010* _'__
vear w 2007 2008 W 2010 Total
€billion 1.937 2.357 2.504 2.124 1.730 10.652
In addition, the 1“ PPP roads programme resulted in private sector funding of approx. €2 billion
Arising from the allocation under the National Recovery Plan in November 2010, a breakdown of
the reduced transport capital investment programme for 2011-2014 is as follows:
_ 2011 2012 2013 2014 mai
€m €rn €m €m €m
Public Transport 394 392 527 493 1,806
swans @ sas 510 asc 2,865
Other 54 S2 38 28 172
mai 1,438 Q 1,075 1,001 4,aaa
Note - Summary of Reductions:
The original exchequer allocation provided for T21 has been subject to a number of adjustments totalling
approx. €7 billion between 2008-2014 as follows:
2008-2010: total reductions of approx. €1 billion were implemented.
2011-2014: total reductions of almost €6 billion have been proposed for the four years covered by the
National Recovery Plan.
Committed Expenditure
Of the €4.843 billion allocated for 2011-2014, it is estimated that in the region of €1.7 billion of
this is contractually committed. Approximately €1.3 billion of this relates to committed
expenditure for national roads including approx. €800 million relating to closeout payments for
national roads projects recently completed. Over €300 million relates to committed
expenditure for public transport projects.
In addition, a significant portion of the overall transport capital investment programme is
essential for on-going annual expenditure programmes such as railway safety (€400 million),
road rehabilitation / maintenance (approx. €9OO million for regional & local roads), Coastguard
1 Expenditure between 2008 — 2010 reflected various cuts in the capital allocation for T21 projects
totalling approx. €1 billion.

Search & Rescue (€30 million), maintaining progress on accessibility (€5O million) and traffic
management projects (€12O million).
Existing Capital Investment Priorities 2011-2014
Public Transport
A total ofjust over €1.8 billion has been provided for public transport projects in the National
Recovery Plan.
• Metro North is the major component of the public transport allocation. Enabling works
for Metro North are scheduled to commence in 2011 and the procurement process is
continuing.
• It will now not be possible to deliver the tunnel element of the DART Underground
programme in the immediate period. However, provision has been made for funding
some of the re-signalling and associated works, which have capacity benefits in and of
themselves.
· Funding will continue to be provided for vital public transport programmes such as
railway safety, traffic management, accessibility and real time passenger information
across the country. In Dublin the Luas extension to Citywest will be completed in 2011
and a new public transport bridge at Marlborough Street will commence construction.
• Planning will continue on a range of other public transport projects including Luas BXD,
the cross-city link, Luas extensions to Lucan and Bray, Metro West and the DART
Underground tunnel.
• Funding will also be provided for the purchase of new buses for PSO services.
• Further progress on Phase 2 of the Western Rail Corridor will be dependent on a review
of the performance of Phase 1 and a full economic assessment of Phase 2.
Roads .
There is funding of €1,820 million for national roads and €1,045 million available for regional &
local roads over the next four years.
• NRA have adequate money for rehabilitation and minor works in 2011 and will go ahead
with the planned 2011 starts including Belturbet, Longford and Tralee bypasses , N4
Downes grade separation and the Cork Southern Ring Road junctions. Two PPP projects
are also scheduled to start in 2011; the M17/18 Gort — Tuam PPP and lvl11/Newlands
Cross PPP bypasses.
• No major schemes are likely to start in 2012 or 2013 due to the shortage of funds. Due
to the reduction in funding from 2013 NRA plans to focus on maintenance of existing
assets and the incremental improvement of national secondary roads.
Other Funding
• €172 million has been earmarked for other projects over the next four years. Almost
half of this will be provided to support Smarter Travel Policy measures, mainly
comprising of investment in exemplary cycling and walking infrastructure.
• Just over €50 million is being provided to Maritime and Irish Coast Guard projects; the
main focus of this investment being the cost of a new build S92 Helicopter for the Irish
Coast Guard (IRCG) Search and Rescue (SAR) helicopter service and payments in respect
of remedial works being carried out at regional harbours.
• In addition, €2O million in total is being provided in 2011 and 2012 to partially fund the
Cross-Border A5 Road (North West Gateway to Aughnacloyj project.

and

PPP MARKETS
The successful awarding of a major PPP contract involving private funding is challenging at any
time but is particularly challenging in current circumstances where Ireland has been the subject
of intervention by the IMF/EU. Until financial credibility is restored the international debt
funding market will be reluctant to lend funds to finance projects in Ireland, the repayment of
which is ultimately dependant on the Irish state.
The original Transport Capital Programme as envisaged under T21 included a figure of over €S
billion from the private sector through the PPP procurement of certain roads and public
transport projects. ·To date approx. €2 billion of private sector funding has been secured, all of
which has been secured for the First Roads PPP Programme. This programme has delivered the
following 9 road improvement schemes; -
• M1 Dundalk Western Bypass
• M4 l<i|cocl<·Enfield— Kinnegacl Bypass
• M8 Rathcormac to Fermoy Bypass
• N25 Waterford City Bypass
• N6 Galway to Balllnasloe Scheme
• N7/NS Portlaoise—Cullahill/Castletown
• M3 C|onee—l<el|s
• N7 Limerick Tunnel Scheme
M50 Upgrade Phase 2
After the award of contracts under the 1st PPP roads programme and following on from a
review of the Transport 21 Programme the NRA was authorised in January 2008 to deliver a
2nd roads programme with a capital value of €1bi|iion by way of unitary payment (i.e. non·
tolledj PPPs.
Four schemes were identified by the NRA as suitable candidates for development as unitary
payment (non -to||ed) PPP schemes. Two of these projects, the M17/18 Gort—Tuam and the N11
Arklow-Rathnew/N7 Newlands Cross PPP bypasses have progressed to tender stage. The Gort to
Tuam PPP is at the stage of negotiations with the preferred bidder but due to concern in the
capital markets regarding lre|and’s overall Hnancial situation the NRA has so far been unable to
finalise negotiations. EIB support was secured mid 2010 for both projects.
The NRA is continuing to work with tenderers on these contracts and is still hopeful of
concluding at least one ofthe contracts by end 2011 but at a higher overall cost.
On the public transport side Metro North, the tunnel element of the Dart Underground
Programme, Metro West and the Luas to Lucan were to be procured as PPPs. However due to
cutbacks in capital funds to 2014, priority has been given to Metro North which has planning
approval and is at an advanced stage of procurement. Timelines for Dart Underground tunnel,

Metro West and Lucan Luas are under review. The EIB has committed to provide up to €50O
million for Metro North.
There is however an external risk to the Metro North PPP given the current economic
circumstances and the recent International Monetary Fund and EU intervention in Ireland, The
current programme for Metro North envisages the project reaching financial close in late 2012
with engagement with debt funders required in late 2011 or early 2012.
Financial close for the Metro North PPP will be dependent on lreland’s financial credibility
internationally and on the prevailing position of the international funding markets towards
providing funding to Irish infrastructure at that time. {See Metro North Key Issues note below
for more detail),

Sponge Bob

METRO NORTH
Background
• Metro North will provide a rapid, high capacity, high frequency link between the city centre
and Estuary in Swords via Dublin Airport (journey time to Dublin Airport will be
approximately 20 minutes; total route approximately 16.5 km).
• The project is being procured as a Public Private Partnership (PPP) and the Railway
Procurement Agency (RPA) has short-listed two PPP consortia under the PPP procurement
process with a view to financial close in late 2012.
• lt is estimated that Metro North will generate 4,000 direct construction jobs for a significant
proportion of the main construction programme. In addition approximately 2000 indirect
jobs will be created due to secondary spin off impacts. The enabling works for the project
are estimated to generate close to 2,100job years of employment. This includes an estimate
of 250 jobs to be created in 2011.
Planning
• The Railway Order for Metro North became enforceable on 23rd December 2010. As part of
the Order, An Bord Pleanala (ABP) decided that that the depot for Metro North should be
relocated to south of the airport. RPA has now concluded its public consultation exercise
and the resulting preferred location selected. An Environmental Impact Statement will now
be prepared and an application made to ABP for a Railway Order to permit its construction.
A decision by ABP is anticipated by end Q3 2011.
Business Case
• During December 2010, the RPA provided the National Transport Authority (NTA) with an
addendum to theirluly 2010 Business Case which updated key issues and parameters taking
account of ABP conditions in the Railway Order; updated Cost Benefit Ratio 1.46:1 (was
1.55:1) and internal Rate of Return 8.65% (was 9.1%); when account is taken of wider
economic benefits, updated CBR 1.89:1 (was 2:1).
• The Business Case for Metro North has been independently reviewed by Booz and Co. on
behalf of the NTA. The review conciuded that Metro North is a value for money project
supportive of wider transport objectives for the Greater Dublin Area and that the economic
case for the project is strong.
• A final business case will be prepared following selection of preferred bidder and before
financial close.
Finance

‘

DART UNDERGROUND
Background to Project
• The DART Underground programme is made up of 2 elements —
• the development of an underground tunnel between Docklands and Inchicore
which will serve a number of key locations in the city centre with underground
stations.
• A series of related works including the Resignalling of the Northern and
Maynooth lines, electrification to Drogheda, Maynooth and Hazelhatch, the
Kildare Route Project involving four tracking on the Kildare line (which was
completed in 2010) and the expansion of the DART fleet and associated depot
facilities.
• The DART Underground Programme will deliver a second high capacity DART line which
will run underground through the heart 0f Dublin City Centre, The twin bore tunnels will
be approximately 7.6 Km in length and will connect the Northern and Kildare rail lines,
with underground stations strategically located at Spencer Dock, Pearse, St. Stephen*s
Green, Christchurch and Heuston Station, as well as a new surface DART station at
Inchicore, opening up new areas for travel by train.
• It is set to be developed with a capacity for up to 20 trains each direction per hour,
allowing up to 64,000 commuters to use the line hourly with capacity for DART services
to operate up to every 3 minutes and will dramatically increase frequency and capacity
for commuters on DART Northern, Maynooth and Kildare lines and relieve the current
congestion at Connolly Station.
• Crucially, DART Underground will link all rail systems - DART, Commuter, InterCity, Luas
and Metro (eg Metro North at St Stephens Green) to form an integrated and seamless
transport network that will increase the numbers travelling on the GDA rail system to
over 100 million passengersjourneys annually.
Current Position
• The tunnel element of the Programme was being developed as a Public Private
Partnership (PPP)- as a design, build, finance, maintain (DBFM) project. However, given
reduced funding available under the "National Recovery Plan 2011-2014/’ it will not
now be possible to deliver the tunnel element of the DART Underground Programme in
the immediate period.
• Some resignalling and associated works, part of the overall DART Underground
Programme, which have capacity benefits in and of themselves will proceed over the
next four years and this will prepare the network for the delivery of the underground

tunnel once financial resources permit. The National Transport Authority (NTA) is
currently examining the scope for the delivery of these associated works in the period to
2014.
Planning
• An Bord Pleanala commenced the oral hearing for the DART Underground on 22 November
2010. The Railway Order could be made by the end of 2011.
Business Case
• The economic case for the DART Underground Programme is very strong with a benefit to
cost ratio of 2.4. This result is robust to a series of sensitivity tests. The wider economic
benefits (WEBs) of the programme are particularly high.
• The business case for DART Underground was independently reviewed by Goodbody
consultants in 2010. They concluded that the Business Case supported a decision to proceed
with the Dart Underground project.

Sponge Bob

4 topics in one

ROADS
A. EMERGENCY ROAD REPAIRS
National Roads
The NRA has been allocated a total of €866.963 million for National roads in 2011. This includes
€72O m for capital works, €42.9 m for maintenance works and €89.7 rn for PPP unitary
payments, It has assigned €10O million from its capital works amount towards pavement
improvement works and it should be able to deal with any necessary repairs (on national roads)
resulting from damage due to recent severe weather from within this sum.
Regional and Local Roads
A sum of €375.176 million has been allocated for regional and local roads (RLR). Overall the RLR
funding for 2011 is down 9% on 2010. The backlog of repair work prior to the recent severe
weather was estimated at approximately €2.7 billion. The recent damage suffered by the RLR
network will require the current year grant allocations to be directed towards repairing the
recently damaged roads and will allow no progress to be made in respect of the backlog of work.
In the 2011 RLR grants there is an increased focus on directing funding towards repair and
maintenance works with over 85% of the grant monies to be spent on such works. The amount
of money directed towards major new projects has been reduced. Discretion has been given to
local authorities to revise their 3-year restoration (strengthening) programmes to assist them in
targeting the repair of the recently damaged roads. Local authorities have been allocated €1O
million to assist with the costs of Winter Maintenance (see also section on Emergency Planning
which deals with salt management).
B. A5 PROJECT (NORTH WEST GATEWAY TO AUGHNACLOY)
In the context of the St. Andrew‘s Agreement the Government made a commitment to provide
£400/€5S0 million to a roads investment package for Northern Ireland which includes the
upgrading of the A5 road from Aughnacloy to Derry/Letterkenny to dual-carriageway standard.
Work commenced in 2007 and to date all project milestones have been met on schedule. The A5
project milestone and payment schedule envisages construction starting in 2012 and finishing in
2015.
An initial payment of €9 million from the Irish Government’s contribution was made in 2009
following selection of the Preferred Route for the road. The next payment of E11 sterling was
triggered by the third project milestone — Publication of Draft Orders and Environmental
Statement- achieved in November 2010. The payment schedule envisages the payment being
made in July 2011 subject to the agreed procedures governing the payment. As part of this
procedure an agreed progress report on the project prepared by the Cross Border Steering
Group was reviewed by the NSMC Transport Sector at its meeting on 9th February 2011. The next step will be approval of the payment by the NSMC Plenary meeting scheduled for June
2011.
The Department's Four Year Plan provides for a scheduled drawdown in 2012 on reaching the
fourth project milestone. No specific provision has been made in this Department's allocations
for scheduled drawdowns for subsequent years to 2016. The Department of Finance has
indicated that it is envisaged that payments will be met from within the overall Government
capital envelope. The anticipated spend profile for 2013 and 2014 is Stg£10 million and Stg£130
million respectively. Further payments of Stg£120 million and £118 million are anticipated in
2015 and 2016.
C. MOTORWAY SERVICE AREAS
Originally the NRA proposed up to 12 service areas on the Major Interurban Routes as well as
two others are proposed for the N6/N18junction on the Western Road Corridor and on the N11
near Gorey. Service areas are intended to offer food/convenience retail services, toilets and
showers as well as extensive car, coach/HGV parking and Garda enforcement areas. Privately
constructed or operated services areas are not required to provide all ofthese facilities.
The first three service areas opened in 2010 (on the M1 and M4). The NRA has planning
permission for four more at Athlone (N6), Cashel (M8), Kilcullen (M9) and Gorey (M11). The
Gorey Service Station is due to be constructed as part of the N11 Rathnew/Arklow and N7
Newlands Cross Junction Improvement Schemes (a PPP).
While the previous Minister indicated to the NRA that it should seek non - Exchequer funding
for delivering further service areas, the Minister did clear the purchase by the NRA of sites
where planning approval had been obtained with a view to then testing the market for private
sector development on these sites. NRA is currently evaluating the option of attracting private
sector interest by bundling the development/operation of three service areas i.e. Athlone,
Kilcullen and Gorey. In relation to Cashel, recent media reports indicate that Topaz and
McDona|d’s will open a service station on the M8 at Cashel in late May this year. NRA has
deferred a decision on Cashel in view of this.
D. TOLLING -· FUTURE STRATEGY
Statutory powers in relation to tolling are vested in the National Roads Authority (NRA) under
Part V of the Roads Act 1993 (as amended by the Planning and Development Act 2000 and the
Roads Act 2007). At present there are eleven toll schemes in operation in Ireland. The NRA is
responsible forten ofthese schemes.
In 2010, the Local Government Efficiency Review Group recommended the introduction of new
tolling schemes on national roads, both new and existing, based on an equitable distribution of
tolling points across the national network, with a proportion of revenue being used to invest in
local and regional roads. The Infrastructure Investment Priorities document 2010·2016 also
referred to the possible introduction of further tolling on national roads and recommended that
any additional income generated through tolling should be retained by the National Roads
Authority to help fund on-going road investment.
In light of these recommendations, the NRA examined options for a new tolling strategy. Their
preliminary report on options for a future tolling strategy was presented to the then Minister in
November 2010. At this point, however, no decisions have been made in relation to additional
tolling. The NRA is currently undertaking further scoping work on tolling options taking into
account relevant EU legislation.

Sponge Bob

Not much point building empty railways if the block grant is shrinking. Social Welfare Travel not really covered here.

PUBLIC TRANSPORT PSO'S
The Programme for National Recovery 2011 —2016 contains the commitment "We recognise the
need to rebalance transport policy to favour public transport. We will therefore establish a
Cabinet sub-committee on Infrastructure to explore the benefits to the public transport
passenger of more diverse bus service provision"
Establishment of the National Transport Authority (NTA)
The NTA was established on 1" December 2009 and has, as a high level objective, the regulation
of competition for licensed public bus passenger services. The Authority is under a statutory
obligation to have regard to cost effectiveness and value for money in the discharge of its
functions.
The NTA has published new Guidelines for the Licensing of Public Bus passenger services which
will provide the basis for a reformed licensing system for commercial bus passenger services in
the State. There was extensive public consultation before the NTA finalised the Guidelines. The
new system for the licensing of commercial public bus services will apply equally to such
services whether provided by private or public operators, and will be administered by the NTA.
Public Service Obligation (PSO) contracts
Arising from the implementation of Council Regulation (EC) No 1370/2007 on public passenger
transport services by road and by rail on 3'° December 2009, the provision of public service
obligation services by the CIE companies is now subject to contract between the companies and
the NTA. The Regulation lays down the conditions under which competent authorities, when
imposing or contracting for public service obligations may compensate public services operators
for costs incurred and/or grant exclusive rights in return for the discharge of public services
obligations.
Section 52 of the Dublin Transport Authority Act 2008, as amended by the Public Transport
Regulation Act 2009, establishes the basis for the continued provision of the existing public bus
and rail passenger services that are currently provided by CIE companies for which State funding
is made available. In the case of public bus passenger services, the section established that
Dublin Bus and Bus Eireann have exclusive rights to continue to operate their current funded
services, subject to the grant of bus licences under the Road Transport Act 1932 and the Public
Transport Regulation Act 2009. These arrangements support the continued operation of the
services in question in the immediate term in the general public interest. The legislation
provides that all future growth in the market for subvented public bus services will only be
pursued by way of open tendering.
It is the responsibility of the NTA to ensure compliance with the contracts and to compensate
the CIE companies under the direct award PSO contracts. Funding is provided on the basis that

such services would not be provided under normal market competition, or to the same extent or
at similar fares. The current contracts are for 5 years, to 2014, in the case of bus services and
10 years, to 2019, in the case of rail.
The contents of the contracts and the basis for maintaining them may be reviewed at any time
by the Authority in consultation with the relevant company. However, a full review of the
contract must occur at the end of the 5 or 10 year period (as appropriate). In carrying out the
review at the end of the period, the Authority must engage in a public consultation process and
report on the operation of the services to which the contract relates stating the reasons for
amending the contract or entering into a subsequent direct award contract.
Subvention payments to Coras lompair Eireann (CIE)
The total subvention paid to the 3 CIE subsidiaries has been reduced from a high of €308.627m
in 2008 to €262.99m in 2011 la reduction of €45.637m or 15%). The subvention provided in
2010 and the allocation for 2011 is as follows: _
.
larnrdd Eireann €1S5.135m €147.483m
Bus Atha Cliath €75.680m €72.449m
Bus Eireann €45.039m €43.05Bm __
TOTAL €27S.854m €262.990m
Further cuts in current expenditure in the Department's Vote envisaged in the ¢1»year Plan
(€30m in 2012, €30m in 2013 and €40m in 2014) will undoubtedly impact on the subvention,
which makes up over 50% of the Department’s current expenditure.
CIE Financial Performance
After several years of modest annual profits, the CIE Group has experienced operating losses in
Reduced staff numbers due to the number of voluntary
severance applications should contribute to reduced costs in 2011.
The significant reduction in the CIE subvention since 2008 as set out above, has necessitated the
design and implementation of cost effectiveness plans across the 3 companies. The CIE Group
has implemented significant cost management programmes to offset the impact of the
abovementioned reductions in revenue. Total operating costs were reduced by an estimated
€83m between 2008 and 2010. These include headcount reductions, changes and curtailment of
services, the implementation of the Deloitte report recommendations on the cost and efficiency
review and Dublin Bus Network Direct project.
While cost saving measures will continue into 2011, they are reaching the position where
further cost reductions can only be achieved by reducing service and service capacity. The NTA
has expressed concern that continuing reductions in subvention would seriously undermine
public transport provision throughout the country at a time when national policy is to increase
the modal share for public transport. The NTA has also pointed to the impact of such reductions

on our competitiveness and environmental performance in the context of our aims under
Smarter Travel and climate change strategy.
Conclusion
It will be necessary, in the context of responding to commitments in the Programme for
Government on bus competition and reduced subvention, to prepare a Policy Paper for the
Minister on the approach to be taken having regard to those commitments and their
implications. Any possible legislative requirements, including any changes to the 2008 and 2009
Acts, and the regulatory impact on the bus market will have to be explored. In the context ofthe
CIE companies, it will also be essential to consider the impact on the existing contracts with the
NTA and any negative consequences for CIE Hnances.

CIE RESTRUCTURING
Appointment of Directors to CIE Board and subsidiaries
Dr John Lynch was reappointed by the Government as Chairman ot`ClE, as Executive
Chairman oithc company and as Chairman ofthe 3 subsidiaries i`or a maximum period ol`
one year until 28 March 2OI I. Dr John Lynch has been Chairman ol`ClE since l\/Iareh
2000 and has been Executive Chairman since September 2000. Appointments to the CIE
Board require a formal Government decision under that Act. Appointments ofthe
Chairman and other directors on each subsidiary board are made bi the Minister.

Sponge Bob

On to Page 141 of 322 for more detail, this document is quite refreshing as it simply sticks to the facts not the greasy shyte spun in answers to PQs in the Dáil or in some annual report or other.

The Transport Investment Division

Assistant Secretary: John Murphy
Principal Officer: Doreen Keaney
Principal Advisor: Dominic Mullaney
Overview
The Transport Investment Division was established in 2010 amalgamating four Divisions
involved in the delivery of investment in transport:
1. Capital investment programme monitoring,
2. Publictransportinvestment,
3. Roads investment,
4. EU Funding programme
Key responsibilities:
• To provide an appropriate policy and funding framework for investment in transport
• To manage the Departments capital envelope including monitoring, evaluation,
communication and reporting on agencies, projects and spend
The Division also oversees / supports Cross Border transport initiatives and provides support for
the implementation of the Sustainable Travel and Transport Action Plan.
ln 2011 the Division will oversee a capital budget of €1,438 million for investment in transport
(mainly for roads and public transport projects) and a current budget of €251,539 million to
cover maintenance grants for National Roads, Regional & Local Roads, for PPP Operational
payments and for NRA administration.
ln delivering the transport investment programme the Division works closely with a number of
state agencies primarily the National Transport Authority (NTA), Railway Procurement Agency
(RPA), Irish Rail and the National Roads Authority (NRA). Since the establishment ofthe NTA in
2009 responsibility for funding the construction of public transport infrastructure, promoting an
integrated public transport system in the Greater Dublin Area (GDA) falls within the remit of the
NTA. They oversee and liaise closely with Irish Rail, Dublin Bus, RPA and local authorities
regarding investment for public transport within the overall framework set by Government
under relevant strategic investment programmes such as T21 and the National Development
Plan.
The work of the EU Progranmes Unit is expected to conclude mid — 2011 with the expected closure of
the relevant programmes. .

1. CAPITAL INVESTMENT PROGRAMME
Key Issues in this area are · f
1. Economic Difficu|ties/ Reduced Allocations 2. Committed Expenditure 3. Capital Investment
Priorities 2011-2014 _
Please see separate Key lssues brief at ( already posted by SB) Section 3. Mn __
Transport 21 Funding
Transport 21 (T21) is the capital investment framework agreed by Government for the
development of transport infrastructure for the period 2006 to 2015. At the launch of T21, a €34
billion investment package was announced which comprised:
• €26 billion to be provided by the Exchequer and €8 billion by Public Private Partnership
(PPP) funded projects of which;
· €18 billion to be invested in the national roads programme and €16 billion to be
invested in public transport projects and regional airports
• the National Programme to receive in the order of €20 billion and the Greater Dublin
Area Programme to receive in the order of €14 billion
In the first 5 years of T21 Exchequer expenditure amounted to a total of over €10.5 billion.
T21 Expenditure 2006-2010° __ _ ____
veal m 2007 zoos W 2010 Total
€bi||ion 1.937 2.357 2.504 2.124 1.730 —__10.652
In addition, the 1” PPP roads programme resulted in private sector funding of approx. €2 billion
Economic Difficulties and Reduced Allocations
Arising from the allocation under the National Recovery Plan in November 2010, a breakdown of
the reduced transport capital investment programme for 2011-2014 is as follows:
2011 2012 2014 Total
€m €m €m €m
Public Transport 394 392 527 493 1,806
Roads Q ass 510 480 2,865
Other 54 52 38 28 172
Total 1,438 1,329 1,075 1,001 4,843
The original exchequer allocation provided for T21 has been subject to a number of adjustments
totalling approx. €7 billion between 2008~2014 as follows:
• 2008-2010: total reductions of approx. €1 billion were implemented.
• 2011-2014: total reductions of almost €6 billion have been proposed for the four years
covered by the National Recovery Plan.
Committed Expenditure
° Expenditure between 2008 - 2010 reflected various cuts in the capital allocation for T21 projects
totalling approx. €1 billion.

Of the €4.843 billion allocated for 2011»2014, it is estimated that in the region of€1.7 billion of
this is contractually committed. Approximately €1.3 billion of this relates to committed
expenditure for national roads including approx. €800 million relating to closeout payments for
national roads projects recently completed. Over €300 million relates to committed
expenditure for public transport projects.
In addition, a significant portion of the overall transport capital investment programme is
essential for on—going annual expenditure programmes such as railway safety (€400 million),
road rehabilitation / maintenance (approx. €90O million for regional & local roads), Coastguard
Search & Rescue (€3O million), maintaining progress on accessibility (€50 million) and traffic
management projects (€120 million).
Capital Investment Priorities 2011-2014
Having successfully focused on the delivery of major roads infrastructure over the initial phase
of T21, it was always the intention that the emphasis on new projects would shift significantly to
public transport in the later stages ofthe programme. It was intended that the ratio of
expenditure on new T21 projects between public transport and the national roads programme
would be 2:1 in favour of public transport following the completion of payments for the major
motorways programme in 2011. Due to the deteriorating economic circumstances, it will not
now be possible to achieve a 2:1 ratio in favour of public transport during the period 2011-2014.
However, the level of investment in public transport infrastructure will increase while roads
investment correspondingly reduces from 2012 (see table above).
Implementation Arrangements
In the main, responsibility for delivery ofT21 projects from design/planning through seeking
approvals, procurement and implementation rests with the Departments State agencies as
follows:
• National Transport Authority (NTA) · Since its establishment at the end of 2009 the NTA
is responsible for financing the construction of public transport infrastructure in the
Greater Dublin Area (GDA). The Department provides funding to the NTA which it then
allocates to projects based on priorities identified in T21/ National Recovery Plan and
having regard to its role in promoting an integrated public transport network.
• Iarrirod Eireann - lntercity, commuter and suburban rail services
• Railway Procurement Agency (RPA) -Luas and Metro networks
• National Roads Authority (NRA) · National roads projects.
The Department of Transport directly administers some capital funding in relation to Smarter
Travel Policy, Maritime and Irish Coast Guard projects and various requirements in relation to
regional airports, road safety, vehicle and driver licensing measures. [Further details available
from relevant Divisional Briefs]
Appraisal and Monitoring of Projects
All capital projects are required to be properly appraised in line with the Department of Finance
Capital Appraisal Guidelines and all projects costing over €3O million require a Cost Benefit
Analysis (CBA) to be carried out. Since 2007, the Department has engaged auditors to
implement an extensive audit programme to ensure that the State agencies with responsibility
for implementing projects are compliant with the Department of Finance Capital Appraisal

Guidelines and \/alue for Money requirements. All projects and programmes being funded
under T21 are also monitored by the Department of Transport and the Transport 21 Monitoring
Group to ensure that value for money is obtained at all times, that the projects are subject to
cost-benefit analyses and proper evaluation and that they are implemented according to best
practice and Government guidelines. The Transport 21 Monitoring Group was established in
2006 to oversee the implementation of T21. The Group which is chaired by the Department of
Transport comprises senior officials from the Departments of Transport, Finance, Taoiseach and
Environment Heritage and Local Government, as well as the National Development Finance
Agency. The Chief Executives of each of the implementing agencies (RPA, NRA, CIE Group and
NTA) attend the meetings. The Committee meets every 6 months to oversee the
implementation of T21 in accordance with the Government Decision approving T21.
Department of Transport - Capital Investment Programme 2011-2014



** It is proposed that the 2013 and 2014 costs ofthe upgrading of the A5 road from Aughnacloy to
Derry will be met from the overall capital envelope {See Section 3 ·- Key Issues Brief- Land
Transport Issues — Roads] ( already posted SB)

bg07

The news for wrc II on pg 148 doesn't look too good. Even funding for planning and tender preparation has not been made available

Western Rail Corridor Phase 2 – Athenry to Tuam
The Department has received an application for funding from Iarnród Éireann for the detailed design and tender preparation stage for Phase 2 of the WRC. This is unlikely to be funded during the Plan period. The exact timeframe for when the project will move to construction has yet to be determined and will be influenced by the performance of phase 1, the business case for Phase 2 and the availability of funds.

Sponge Bob

P148 onwards

3. ROADS INVESTMENT
Key Issues in this area are - (
1. Severe Weather (Emergency Road Repairs), 2. AS Project (North West Gateway to (
Aughnacloy), I
3. Motorway Service Areas, 4. Tolling, 5. Difficulty with PPP markets.
Please see separate Key Issues brief at Section 4. j
Transport 21 2006 - to Date
Investment in Road projects and programmes in the period 2006—2010:
Vear 2006 2007 2008 2009 2010 Total
€m €m €m €m €m €m
..'Fl·?'Fl°'}E‘LR9?£*§(_._.? 1583 .. ..... QQ aim lL£*&ce1};114. -.--1J;§§·§.
Regional and Local Roads7 437 479 470 _ 326 300 _Lo£j
7 ivlinistcrizil powcrs and functions under the Roads Act in relation to regional and local roads
transferred to thc Department ol`TrzinsporI from the Departmcnl ol` Environment. Heritagc and Local
Ciovernnient with f`uIl effect hom I January 2008

j _ gn Total 2,070 1,769 1,414 __ 9,465
Investment proposed under the National Recovery Plan 2011 - 2014:
Vear 2011 2013 Total
1 €m ‘ €m €m
Lhlational Roads 720 @ 260 240 1,820
Regional and Local Roads 270 285 250 240 1,045
Total 990 sas E 480 gpg;
National Roads Programme · Overview
The National Roads Authority (NRA) was formally established as an independent statutory body
under the Roads Act, 1993 with effect from 1lanuary,1994. The Authority’s primary function,
under the Roads Act 1993, is to secure the provision of a safe and efficient network of national
roads. For this purpose, it has overall responsibility for planning and supervision of construction
and maintenance works on these roads. From 1st September 2009, the National Roads
Authority (NRA) was also tasked with undertaking certain functions relating to the
administration ofthe Regional and Local Roads Investment Programme.
Exchequer funding of approx. €13 billion has been invested in the national roads programme
since 2001 with investment concentrated on the national primary network. Under T21 the focus
to the end of 2010 was on the completion ofthe 5 Major Inter-Urban (MIU) Routes — Dublin to
Belfast, Cork, Limerick, Galway and Waterford- together with the M50 upgrade and Dublin Port
Tunnel. In addition the M3, the Limerick Tunnel and Gort to Crusheen projects were also
completed.
The total cost to the Exchequer of the MlUs is estimated at over €7 billion. In relation to the
benefits ofthe MIUs the NRA has estimated that the direct economic benefits are €24 billion
using standard Department of Finance procedures. Time savings constitute the main benefit,
accounting on average for 86% of the savings (divided more or less equally between general
consumers and business).
As indicated in the overview ofthe capital investment programme, following completion of the
major inter-urban network, the Investment Priorities Framework 2010-2016, as amended by the
National Recovery Plan, envisages significantly reduced road investment with targeted
investment in maintenance and network development. The new allocations severely curtail the
capacity of the NRA to fund new projects.
NRA has indicated a level of committed expenditure of approx. €1.3 billion for 2011 to
2014/2015 with the largest commitments relating to the close—out of motorway projects
(approx. €800 million) and projected PPP costs. Allowing for the sharp drop in the capital
allocation from 2013, no large projects are scheduled to start after this year and the emphasis
will be on maintenance of existing assets and the incremental improvement in national
secondary routes to the extent possible within the budget. ln this context the planned
reduction in the capital budget will impact significantly on NRA’s maintenance/remedial works
programme. It is estimated that in the region of 6200 million should be spent each year to


safeguard existing investment on national roads but expenditure is forecast to drop from
approx. €200 million this year to €100 million in 2013.
Public Private Partnerships (PPP;)
Transport 21 provided for the substantial Exchequer investment in the upgrade ofthe national
roads network to be supplemented by private finance, The use of the PPP approach on national
roads ensured earlier delivery of vital national road infrastructure. Between 2003 and 2010 the
1" PPP roads programme resulted in private sector funding ofapprox. €2 billion.
The current position in relation to the implementation of the 2"° PPP roads programme is
addressed in section 3 ofthe brief under Key Issues.
TOLLING
At present there are eleven toll schemes in operation in ireland. Ten ofthese schemes are on
national roads while the East»Link Toll Scheme is located on a non-national road and is the
responsibility of Dublin City Council. Revenue accrues directly to the NRA in respect of the Port
Tunnel and M50 eF|ow operations. All net revenue generated from the M50/Port Tunnel will be
re-invested in the national roads network and is currently funding the buy-out of the M50 from
NTR (over €5O million per year until 2020) and the cost of the M50 upgrade PPP. In relation to
the 8 PPP schemes with private operators tolls accrue directly to these operators under the
terms of the contract. There are some revenue share arrangements in place whereby the PPP
operator is required to pay the NRA a percentage of revenue when predefined traffic
thresholds are exceeded.
Toll rates for 2011 for a number of toll schemes are the subject of a dispute between the NRA
and the relevant PPP operator- NRA has sought a reduction in rates to reflect deflation. A High
Court decision on the interpretation of the relevant NRA by·laws is pending.
Toll Revenue and VAT
The Revenue Commissioners determined that the NRA must levy VAT (21%) on M50 and Dublin
Port Tunnel tolls from 1“ July 2010. Up until then only tolls levied by private operators had been
subject to VAT. The NRA has made submissions to Revenue in relation this ruling and depending
on the outcome of its submissions, the NRA may proceed to appeal the Revenue ruling. In the
meantime, VAT is being levied on the tolls and the NRA is absorbing the costs. Overall NRA
revenue from tolls in 2010 was €108million with projected revenue of €95.5 million in 2011.
The 2011 estimate is lower than 2010 revenues as M50 eF|0w and the Dublin Port Tunnel will be
subject to a full 12 month VAT liability in 2011 as opposed to 6 months in 2010.
M3 and N7 Traffic Guarantee Arrangements
Traffic risk was a critical issue for banks/sponsors in relation to some ofthe tolled PPP schemes.
Traffic Guarantees were introduced on two schemes to address the issue of traffic risk and the
worse case banking scenario of ”\/i/hat if no cars drive on the road":
- the M3 CIonee—KeIIs PPP (needed due to high debt quantum)
- the N7 Limerick Tunnel Scheme PPP (scheme dependent on specific impact of city
centre strategy)
NRA expect to have to make payments under these schemes in 2011 due to the impact of the
downturn and in the Limerick Tunnel case due in part also to the delay in implementing an

appropriate traffic management strategy for the city. The NRA estimates that the total amount
to be paid under the traffic guarantee provisions in 2011 is {5.8 million.
Other Issues
The position in relation to future tolling strategy, motorway service areas and the A5 project is
set out in Section 4 —— I<ey Issues Pages 41»42.
Regional and Local Roads
1. Statutory Position
The improvement and maintenance of regional and local roads in its area is a statutory
function of each road authority in accordance with the provisions of section 13 of the Roads
Act 1993. Works on such roads are a matter for the relevant local authorities to be funded
from their own resources supplemented by State road grants. The Minister for Transport
has responsibility for regional and local road policy and approves the annual allocation of
regional and local road grants to local authorities to supplement their own resources.
2. The National Roads Authority {NRA) involvement with regionalllogal roads
From 1st September 2009, the National Roads Authority (NRA) was tasked with undertaking
certain functions relating to the administration of the Regional and Local Roads Investment
Programme. The arrangement between the NRA and the Department has been
implemented on an administrative basis with the Minister and road authorities (i.e. local
authorities) retaining their respective statutory roles.
The level of grants allocated to individual local authorities will continue to be determined
having regard to a number of factors. These factors include the total funds available in a
particular year, eligibility criteria for the different road grant schemes, road pavement
conditions, length of road network, the need to prioritise projects and competing demands
from other local authorities. ln determining the annual grant allocations, the overall
objective remains to supplement the resources provided by each local authority in a fair
and appropriate manner.
3. Regional and Local Road Grant Allocations
The 2011 Regional and Local Road Grants were announced on the 1” February 2011. A total
of €375,176,000 is being provided to local authorities under the regional and local roads
investment programme 2011. These grant allocations are based on proposals from the
NRA (which has received road grant applications from local authorities) and following the
evaluation of those proposals by Department officials, including engineering advice.
A new Memorandum on Grants for Regional and Local Roads issued to local authorities in
December 2010. In revising this Memorandum, the Department met with the CCMA to
take on board the concerns of local authorities. The changes which have been put in place
mean that the grant monies allocated by the Department will be more "output" orientated.
4. Damage to roads caused by Severe Weather
Between mid·December 2009 and mid-January 2010, and November/ December 2010 the
country experienced a period of prolonged severe weather. In deciding on allocations for
2010 and 2011 the priority was to protect previous investment (over €6 billion from 1997 to
2010) in the roads network and to carefully target resources to address, on a priority basis,

the most urgently required repairs resulting from the extensive damage caused by the
severe weather. The issue of expenditure on road repairs is addressed in Section 3.

Sponge Bob

The NRA is to be merged with the RPA this year and renamed to "Transport Infrastructure Ireland"...see page 188/9 . This bit from page 148.

3. ROADS INVESTMENT
Key Issues in this area are - (
1. Severe Weather (Emergency Road Repairs), 2. A5 Project (North West Gateway to (
Aughnacloy), I
3. Motorway Service Areas, 4. Tolling, 5. Difficulty with PPP markets.
Please see separate Key Issues brief at Section 4.
Transport 21 2006 - to Date
Investment in Road projects and programmes in the period 2006—2010:
Vear 2006 2007 2008 2009 2010 Total
€m €m €m €m €m €m
..'Fl·?'Fl°'}E‘LR9?£*§(_._.? 1583 .. ..... QQ aim lL£*&ce1};114. -.--1J;§§·§.
Regional and Local Roads7 437 479 470 _ 326 300 _Lo£j
7 ivlinistcrizil powcrs and functions under the Roads Act in relation to regional and local roads
transferred to thc Department ol`TrzinsporI from the Departmcnl ol` Environment. Heritagc and Local
Ciovernnient with f`uIl effect hom I January 2008

j _ gn Total 2,070 1,769 1,414 __ 9,465
Investment proposed under the National Recovery Plan 2011 - 2014:
Vear 2011 2013 Total
1 €m ‘ €m €m
Lhlational Roads 720 @ 260 240 1,820
Regional and Local Roads 270 285 250 240 1,045
Total 990 sas E 480 gpg;
National Roads Programme · Overview
The National Roads Authority (NRA) was formally established as an independent statutory body
under the Roads Act, 1993 with effect from 1lanuary,1994. The Authority’s primary function,
under the Roads Act 1993, is to secure the provision of a safe and efficient network of national
roads. For this purpose, it has overall responsibility for planning and supervision of construction
and maintenance works on these roads. From 1st September 2009, the National Roads
Authority (NRA) was also tasked with undertaking certain functions relating to the
administration ofthe Regional and Local Roads Investment Programme.
Exchequer funding of approx. €13 billion has been invested in the national roads programme
since 2001 with investment concentrated on the national primary network. Under T21 the focus
to the end of 2010 was on the completion ofthe 5 Major Inter-Urban (MIU) Routes — Dublin to
Belfast, Cork, Limerick, Galway and Waterford- together with the M50 upgrade and Dublin Port
Tunnel. In addition the M3, the Limerick Tunnel and Gort to Crusheen projects were also
completed.
The total cost to the Exchequer of the MlUs is estimated at over €7 billion. In relation to the
benefits ofthe MIUs the NRA has estimated that the direct economic benefits are €24 billion
using standard Department of Finance procedures. Time savings constitute the main benefit,
accounting on average for 86% of the savings (divided more or less equally between general
consumers and business).
As indicated in the overview ofthe capital investment programme, following completion of the
major inter-urban network, the Investment Priorities Framework 2010-2016, as amended by the
National Recovery Plan, envisages significantly reduced road investment with targeted
investment in maintenance and network development. The new allocations severely curtail the
capacity of the NRA to fund new projects.
NRA has indicated a level of committed expenditure of approx. €1.3 billion for 2011 to
2014/2015 with the largest commitments relating to the close—out of motorway projects
(approx. €800 million) and projected PPP costs. Allowing for the sharp drop in the capital
allocation from 2013, no large projects are scheduled to start after this year and the emphasis
will be on maintenance of existing assets and the incremental improvement in national
secondary routes to the extent possible within the budget. ln this context the planned
reduction in the capital budget will impact significantly on NRA’s maintenance/remedial works
programme. It is estimated that in the region of 6200 million should be spent each year to


safeguard existing investment on national roads but expenditure is forecast to drop from
approx. €200 million this year to €100 million in 2013.
Public Private Partnerships (PPP;)
Transport 21 provided for the substantial Exchequer investment in the upgrade ofthe national
roads network to be supplemented by private finance, The use of the PPP approach on national
roads ensured earlier delivery of vital national road infrastructure. Between 2003 and 2010 the
1" PPP roads programme resulted in private sector funding ofapprox. €2 billion.
The current position in relation to the implementation of the 2"° PPP roads programme is
addressed in section 3 ofthe brief under Key Issues.
TOLLING
At present there are eleven toll schemes in operation in ireland. Ten ofthese schemes are on
national roads while the East»Link Toll Scheme is located on a non-national road and is the
responsibility of Dublin City Council. Revenue accrues directly to the NRA in respect of the Port
Tunnel and M50 eF|ow operations. All net revenue generated from the M50/Port Tunnel will be
re-invested in the national roads network and is currently funding the buy-out of the M50 from
NTR (over €5O million per year until 2020) and the cost of the M50 upgrade PPP. In relation to
the 8 PPP schemes with private operators tolls accrue directly to these operators under the
terms of the contract. There are some revenue share arrangements in place whereby the PPP
operator is required to pay the NRA a percentage of revenue when predefined traffic
thresholds are exceeded.
Toll rates for 2011 for a number of toll schemes are the subject of a dispute between the NRA
and the relevant PPP operator- NRA has sought a reduction in rates to reflect deflation. A High
Court decision on the interpretation of the relevant NRA by·laws is pending.
Toll Revenue and VAT
The Revenue Commissioners determined that the NRA must levy VAT (21%) on M50 and Dublin
Port Tunnel tolls from 1“ July 2010. Up until then only tolls levied by private operators had been
subject to VAT. The NRA has made submissions to Revenue in relation this ruling and depending
on the outcome of its submissions, the NRA may proceed to appeal the Revenue ruling. In the
meantime, VAT is being levied on the tolls and the NRA is absorbing the costs. Overall NRA
revenue from tolls in 2010 was €108million with projected revenue of €95.5 million in 2011.
The 2011 estimate is lower than 2010 revenues as M50 eF|0w and the Dublin Port Tunnel will be
subject to a full 12 month VAT liability in 2011 as opposed to 6 months in 2010.
M3 and N7 Traffic Guarantee Arrangements
Traffic risk was a critical issue for banks/sponsors in relation to some ofthe tolled PPP schemes.
Traffic Guarantees were introduced on two schemes to address the issue of traffic risk and the
worse case banking scenario of ”\/i/hat if no cars drive on the road":
- the M3 CIonee—KeIIs PPP (needed due to high debt quantum)
- the N7 Limerick Tunnel Scheme PPP (scheme dependent on specific impact of city
centre strategy)
NRA expect to have to make payments under these schemes in 2011 due to the impact of the
downturn and in the Limerick Tunnel case due in part also to the delay in implementing an

appropriate traffic management strategy for the city. The NRA estimates that the total amount
to be paid under the traffic guarantee provisions in 2011 is {5.8 million.
Other Issues
The position in relation to future tolling strategy, motorway service areas and the A5 project is
set out in Section 4 —— I<ey Issues Pages 41»42.
Regional and Local Roads
1. Statutory Position
The improvement and maintenance of regional and local roads in its area is a statutory
function of each road authority in accordance with the provisions of section 13 of the Roads
Act 1993. Works on such roads are a matter for the relevant local authorities to be funded
from their own resources supplemented by State road grants. The Minister for Transport
has responsibility for regional and local road policy and approves the annual allocation of
regional and local road grants to local authorities to supplement their own resources.
2. The National Roads Authority {NRA) involvement with regionalllogal roads
From 1st September 2009, the National Roads Authority (NRA) was tasked with undertaking
certain functions relating to the administration of the Regional and Local Roads Investment
Programme. The arrangement between the NRA and the Department has been
implemented on an administrative basis with the Minister and road authorities (i.e. local
authorities) retaining their respective statutory roles.
The level of grants allocated to individual local authorities will continue to be determined
having regard to a number of factors. These factors include the total funds available in a
particular year, eligibility criteria for the different road grant schemes, road pavement
conditions, length of road network, the need to prioritise projects and competing demands
from other local authorities. ln determining the annual grant allocations, the overall
objective remains to supplement the resources provided by each local authority in a fair
and appropriate manner.
3. Regional and Local Road Grant Allocations
The 2011 Regional and Local Road Grants were announced on the 1” February 2011. A total
of €375,176,000 is being provided to local authorities under the regional and local roads
investment programme 2011. These grant allocations are based on proposals from the
NRA (which has received road grant applications from local authorities) and following the
evaluation of those proposals by Department officials, including engineering advice.
A new Memorandum on Grants for Regional and Local Roads issued to local authorities in
December 2010. In revising this Memorandum, the Department met with the CCMA to
take on board the concerns of local authorities. The changes which have been put in place
mean that the grant monies allocated by the Department will be more "output" orientated.
4. Damage to roads caused by Severe Weather
Between mid·December 2009 and mid-January 2010, and November/ December 2010 the
country experienced a period of prolonged severe weather. In deciding on allocations for
2010 and 2011 the priority was to protect previous investment (over €6 billion from 1997 to
2010) in the roads network and to carefully target resources to address, on a priority basis,

the most urgently required repairs resulting from the extensive damage caused by the
severe weather. The issue of expenditure on road repairs is addressed in Section 3.

Sponge Bob

This is heavily redacted in parts ...the blobby bits . Page 204 onwards of 322

Finance Division

Assistant Secretary: John Murphy
Principal Officer: Fintan Towey
Role: Finance Division is responsible for the financial management of the Department.
Description of activities
Finance Division manages the Vote of the Department of Transport, i.e. it:
• co»ordinates the annual funding requirements of the Department and negotiates with the
Department of Finance;
• makes all payments on behalf ofthe Department;
• reports regularly on the expenditure trends throughout the year to the Management
Board and the Department of Finance;
• prepares the annual Appropriation Account at year end which is audited by the
Comptroller & Auditor General and co-ordinates the briefing material thereon for the
Secretary Genera|’s appearance before the Public Accounts Committee; and
• co—ordinates the speech and extensive briefing material for the Minister’s presentation of
the Departments Estimate and Annual Output Statement to the Select Committee on
Transport.
Expenditure and receipts
For 2011 the Departments allocation is €2.119m gross (€1,688m net). This compares with the
2010 allocation of €2.758m gross (€2.312m net).
Gross capital expenditure for 2011 at €1,438m entails a cut of €643m in expenditure relative to
the 2010 provision, Capital expenditure in the transport sector accounts for about 30% of the
overall Capital Programme.
Gross current expenditure at €681m is increased by about €4m but this masks cuts of €34m
which are more than offset by an increase of €38m in contractually committed operational
payments for Roads PPPS.
Subheads under which the Vote is accounted for are set out as follows-

Subheads Current Capital Total
6000 6000 6000
A.1 Salaries 27,652 27,652
A.2 to A.8 (Administration) 6,157 635 6,79274
B.1 to B.4 (Roads) 295,200 1,012,365 1,307,565
C.1 to C.3 (Public Transport) 289,978 394,000 683,978
D.1 to D.4 (Civil Aviation) 14,702 2,000 16,702
(Maritime & Coast Guard) 39,058 15,000 54,058
F.1 to F.3 (Miscellaneous) 8,680 14,000 22,680
Gross Total 681,427 1,438,000 2,119,427
G (Appropriations-in—Aid) 159,816 271,500 431,316
Net Total 521,711 1,166,500 1,688,111

The administrative expenditure provision will cover the day-to—day running costs of the
Department including the salaries of approximately 523 staff (495 whole time equivalents),
travel costs, office expenses and consultancies. In 2011, the current programme provision for
gross expenditure of €681m includes:
• €43m for national road maintenance;
• €105m in grants for regional and local roads maintenance;
• €89m on PPP operational payments for roads;
• €264m on Public Service Provision Payments in respect of public transport contracts;
• €39m for maritime including the maintenance of the helicopter marine emergency
services and Irish Coast Guard Stations;
• €27m for road safety; and `
• €11m to fund the public service contracts for air services to/from regional airports.
In 2011, the capital programme provision for gross expenditure of €1.438bn includes:
• €990m for the road building and improvement programmes associated with national,
regional and local roads,
• €394m for the Public Transport Investment Programme,
• €2m for Regional Airports,
• €15m for marine safety and harbour improvements; and
• €14m for cross border initiatives (Derry Airport and A5 motorway).
The Departments receipts — Appropriations in Aid — estimated at €431m for 2011 includes
€416m to be recovered from the Local Government Fund administered by the Department of
the Environment, Heritage and Local Government. A portion of the funding from motor tax
receipts is dedicated to road maintenance.
Four Year Plan
In the context of the National Recovery Plan 2011 - 2014 which formed the basis of the EU/ll\/IF
agreement the funding envelopes for future years out to 2014 have been set down. These have
now been agreed with the Department of Finance. The table below sets out this Department’s
Gross Administration and Programme allocations for the next four years. The table refers to
€100m in expenditure cuts that are to be achieved over the period to 2014. The cuts are to be
delivered as follows - The
manner in which theseicuts will be implemented has not been determined. This, along with the
implications of any fiscal adjustments by the new Government, will have to be decided in the
coming months.

_" 2011 2012 i 2013 _l zoziiw r l
c,é__L_ ,._€99l €°°° ,__eo,€999.ls socé€9€’9
Department Administration 34,444 - _; -1
r€ragF$§»E?EH`@i?” `Aw EEE 4`__` _'WE#E `iii A M EW iiiii A ii
Expenditure 646,983 — 1 -
(before expenditure cuts) __ WA___> __
i Gross Current Expenditure i
{before expenditure cuts) 681,427 - 1 l -
Expenditure cuts to be l
€€€i€€€ - l -
Programme — _
Gross Capital Expenditure 1,438,000 - - _
iiamgulative reduction in A __
@&gt;1=;=£&i@<&g*--- _._ use
The National Recovery Plan envisages that the further savings of €100m by 2014 in the transport
sector will be achieved as follows:
• Further reductions in road maintenance expenditure;
• Further reduction in the administrative provision for agencies generally and through
post—merger administrative provisions for National Road Authority and Railway
Procurement Agency, arising from normal overhead consolidation - staff, back oilice
support, administration, office space etc.;
• Future funding requirements for agencies should be increasingly met from a raising of
fees towards full cost recovery levels; and
• Further rationalisation of services through implementation of t

Sponge Bob

Pages 230-322 are his Tourism brief, I think some people should read bits about infrastructure page 255 onwards but otherwise I am not interested.

Sponge Bob

More detail pages 140 onwards on Capital projects and priorities.

PUBLIC TRANSPORT INVESTMENT
Key Issues in this area are -
1. Metro North 2. DART Underground 3. Difficulty with PPP markets 4. Integrated Ticketing and
RTPI
Please see separate Key Issues brief at Section 3.
Transport 21 2006 · to Date
Substantial progress has been made on public transport projects and programmes since the
launch of T21 in 2006. Several new and improved rail lines have been completed, rolling stock
on all of the major intercity rail routes has been renewed, 2 Luas extensions have been
completed and one is close to completion, capacity has been extended on both existing Luas
lines, and the bus fleets for Dublin Bus and Bus Eireann have been substantially modernised.
Progress has also continued on various public transport programmes including railway safety,
traffic management, bus priority, park and ride and accessibility,
investment in Public Transport in the period 2006-2010 under Transport 21 was as follows -
Year “ 2007 zoos m 2010 rmi I
em as4 u 890 674 615 3,173
It was always envisaged that the first half of Transport 21 would provide more funding for
national roads projects, but that the imbalance would be redressed in the second half of the
programme. Despite substantial cuts in overall funding, this shift will begin once final payments
on the major inter urban routes have been made. ·
PR01EcTs Coivmerzo uivosn T21
• Docklands Luas Extension — Line C1
• Capacity enhancement of Luas Red and Green Lines
• Navan Rail Link — Phase 1(Cl0r1si||a-Dunboyne)
• Kildare Route Project (quadrupling of track between Cherry Orchard and Hazelhatch)
• New City Centre (Docklands) Station
• DART Refurbishment gl upgrading
• Funding of new and replacement buses for Dublin Bus
• Cork Commuter Rail Services (Glounthaune — Midleton line reopened)
• New Rolling Stock — 250 new carriages for intercity routes
· New TrainCare Depot Portlaoise
• Western Rail Corridor (Phase 1 Athenry to Ennis)
• 239 buses for Bus Eireann
• Bus Priority measures and Park & Ride in the 4 Regional Cities
• Public Transport Feasibility Studies in the 4 Regional Cities
• Public Transport Accessibility measures

PRIORITY PROJECTS 2011-2014
Investment proposed under the National Recovery Plan in the period 2011-2014 is as follows —
Year 2011 2012 2013 2014 Total;
€m 394 392 527 493 1,806 `
This envelope allows Metro North to proceed to construction and provides for the continuation
of important programmes such as railway safety and traffic management around the country. It
also provides for the continued planning of other projects with a view to their progression as
soon as financial resources permit [See details following].
2011-2014 Luas Pro'ects
Citywest Luas Extension — Line A1
This project provides a branch off the existing Luas Red Line to serve areas in West Tallaght,
including Citywest. Construction of the new spur is expected to be completed in Spring 2011
with services operating on the line by Q3 2011
2011—2014 Heavy Rail and Bus Projects
Dublin City Centre Resignalling Project
This is a key project aimed at unlocking the existing major bottleneck in the city centre, which
will have positive spin off effects for DART, Commuter and lntercity passengers. Construction
work on Phase 1 commenced in late 2008 and is due to be completed in early 2012.
Railway Safety Programme
The 3rd Railway Safety investment programme provides for total expenditure of €513.38 million
over 2009-2013, of which over €443 million is targeted at infrastructure investment and almost
€70 million is aimed at continued enhancement of safety management systems, including
human performancei The infrastructure works focuses strongly on completing renewal work on
assets with low ratings as specmed in Irish RaiI’s asset management system, such as track and
level crossings. Work undertaken to date included the reopening of the Nlalahide Viaduct, new
fencing, upgrading work on level crossings and bridges and the closure of some level crossings.
Iarnrod Eireann is also prioritising work on their safety and compliance systems.
Road Crossing Automation programme
This is a programme to automate upto 155 road crossings of mainline railway lines so as to
allow improvement in journey times and reduce operating costs for Iarnrod Eireann. A Business
Case is awaited,
Renewal of the Dublin-Cork Line
The aim of this project is to increase speeds and allow rail to compete with the new motorways.
A Business Case is awaited.
5 The development & implementation of public transport projects in the GDA is a mailer lbr the National
Transport Authority (NTA) since December 2009.

Bus Priority and Park & Ride in the 4 Regional Cities
In line with the general reduction in the funding of capital projects in 2011, the budget for bus `
priority and park & ride measures in the four regional cities has been reduced to €5.5m, down
from €14m in 2010. The priority therefore in 2011 will be the completion of projects already
approved.
Public Transport Feasibility Studies in the 4 Regional Cities
These studies into the feasibility of bus rapid transport (BRT) and light rail transport (LRT) in the
four regional cities, funded by the Department, are being examined by the Department in
consultation with the NTA and other relevant bodies before reaching any conclusions on how
best to enhance public transport in the regional cities and having regard to the availability of
adequate Exchequer funding. Of the three studies completed (Cork, Waterford and Galway),
two (Cork and Galway) recommend BRT over LRT. In the case of Waterford the study
recommends an improved bus network over either BRT or LRT.
Integrated Ticketing
[See Section 3 — Key Issues Brief for details]
Real time Passenger Information (RTPI) in Dublin & the 4 regional cities
[See Section 3 — Key Issues Brief for details]
Public Transport Accessibility
Inline with the general reduction in capital funding, the budget for public transport accessibility
grants has seen a reduction from €14m in 2010 to €10m in 2011. Priority in 2011 will be given to
the completion of projects already approved and in the light ofthe outcome of the NTA’s
consideration of a proposed grant scheme for wheelchair accessible taxis. (The Commission for
Taxi Regulation was merged with the NTA in 2010).
PROJECTS IN PLANNINGS
City Centre Luas Link — Line BXD
This project involves linking the two existing Luas lines and extending the line further to
Broombridge adjacent to Liffeylunction via Broadstone where it will serve Grangegorman. On
lune 24"` 2010, RPA submitted its application to ABP for a Railway Order for the proposed Line
BXD. The date for the preliminary oral hearing is awaited.
Luas City Centre to Lucan - Line F
This line will serve Ballyfermot, Liffey Valley and Lucan. It will be phased with Phase 1 running
from Newcastle Road in Lucan to the Blackhorse Stop on the Luas Red Line. Phase 2 will be a
spur from the Luas Red Line on Jarnes's Street via Thomas Street, Meath Street and Christchurch
to Dame Street.
Metro West
Metro West will link the towns of Tallaght, Clondalkin, Blanchardstown and Porterstown and will
provide a fast commuter service to the city centre and the airport via Metro North. In October
6 Given the reduced funding available under the National Recovery Plan, the timelines for the delivery of
these projects is under review.

2010, the RPA submitted its application to An Bord Pleanéla (ABP) for a Railway Order for Metro
West. ABP have appointed an inspector but a date for oral hearing is awaited (expected March
2011).
Luas Cherrywood to Bray — Line B2
Luas Line B2 project involves an extension of over":) km to the Luas Green Line from the
terminus of Line B1 at Cherrywood to Bray with a spur line to link with the Dart Station at Bray.
it was originally envisaged that the project would involve substantial non-exchequer funding,
including levies from supplementary development contribution schemes and other developer
contributions. Given the changed economic environment, the RPA has informed Local
Authorities and local interests that the Railway Order application is being deferred.
Navan Rail Line
Phase 2 —- This phase extends Phase 1 onwards to north Navan. Four Stations are proposed to be
built along the 34Km track at Dunshaughlin, Kilmessan, Navan Town Centre, and a terminus
station at the north edge of Navan. larnrod Eireann is proceeding with preparations of the
detailed planning and design with a view to submitting a Railway Order application to An Bord
Pleanala in March 2011. (Approval by the NTA is subject to the business case and funding
availability).
Western Rail Corridor Phase 2 - Athenry to Tuam
The Department has received an application for funding from Iarnrod Eireann for the detailed
design and tender preparation stage for Phase 2 of the WRC. This is unlikely to be funded
during the Plan period. The exact timeframe for when the project will move to construction has
yet to be determined and will be influenced by the performance of phase 1, the business case
for Phase 2 and the availability of funds.

Carawaystick

I didn't see repeal or replacement of a 79year old public transport act mentioned. TO be basing Irelands public transport on a law written in 1932 is just daft.

Sponge Bob

His statutory priorities are listed post page 140 somewhere and I do not recall one but there are two road traffic acts ( one is enacted but he has to sign bits of it into law by over time by Order )

paulm17781

The bit about DU sounds encouraging. I'd ask you all to contact him and let you know you're for it happening.

BluntGuy

paulm17781 wrote: »

The bit about DU sounds encouraging. I'd ask you all to contact him and let you know you're for it happening.

I would actually disagree. It doesn't sound encouraging at all.

It re-states what was said in FF's "National Recovery Plan", that work on the tunnel element is not going to be delivered before 2014. They don't talk about forwarding specific measures such as electrification or KRP2, but leave it at considering vague and fairly non-commital "resignalling and associated works".

I'm not saying this couldn't change, just that it's no better than what we've heard before.

Sponge Bob

BluntGuy wrote: »

I would actually disagree. It doesn't sound encouraging at all.

This is repeated from post 1 , the overall capital envelope. Cleaned up for typos

A total of just over €1.8 billion has been provided for public transport projects in the National
Recovery Plan. (2011 to 2014 Inclusive)
• Metro North is the major component of the public transport allocation. Enabling works
for Metro North are scheduled to commence in 2011 and the procurement process is
continuing.
• It will now not be possible to deliver the tunnel element of the DART Underground
programme in the immediate period. However, provision has been made for funding
some of the re-signalling and associated works, which have capacity benefits in and of
themselves.

· Funding will continue to be provided for vital public transport programmes such as
railway safety, traffic management, accessibility and real time passenger information
across the country. In Dublin the Luas extension to Citywest will be completed in 2011
and a new public transport bridge at Marlborough Street will commence construction.
• Planning will continue on a range of other public transport projects including Luas BXD,
the cross-city link, Luas extensions to Lucan and Bray, Metro West and the DART
Underground tunnel.
• Funding will also be provided for the purchase of new buses for PSO services.
• Further progress on Phase 2 of the Western Rail Corridor will be dependent on a review
of the performance of Phase 1 and a full economic assessment of Phase 2.
Roads .

They had committed to resignalling the city centre/tara stbridge and existing krp sections...maybe they will erect gantries for electrical cateneraries as an associated work and maybe they will raise Kylemore Road and quad track the section from there to around Park West....as associated works. That city centre project may be included in the €300m of already committed public transport expenditure along with the Luas Extensions and retention payments thereupon. Maybe not. I don't know.

Such a resignalling and bridge lift west of Inchicore would allow them train spoil out of the western portal of a future DU works unlike the present plan which is to truck out in East Wall only to the consternation of the locals.

It would remove some small capacity bottlenecks on Intercities too.

Sponge Bob

That also have €100m odd worth of 22000 series railcars on order for deliver next year. I think I found the rest of the €300m already committed

KRP2 to go to railway order in late 2011, Navan phase 2 in design they told Leo with Railway order sought by last week ( March 2011) . That will no more survive than the WRC will.

DWCommuter

https://www.youtube.com/watch?v=jjMfQG4DejQ

How many times do you have to listen before it sinks in????

Sponge Bob

DWCommuter wrote: »

How many times do you have to listen before it sinks in????

I was the first one who posted the facts in this forum. March 2009

http://www.boards.ie/vbulletin/showpost.php?p=59562448&postcount=46

Actually the IMF may well be calling the shots before the Interurbans are finished .

There is a 60% likelihood that they will be called in to make those politically unpalatable ( but necessary ) decisions before the end of 2010 .

http://www.boards.ie/vbulletin/showpost.php?p=59595787&postcount=52

and later in that thread

By 2010 they will not even be able to resurface or resign what they have without clearance from the Dept of Finance . There will be virtually no road scheme activity in Ireland within 2 years . March 2011 .

It shall remain thus until the middle of the decade at the earliest . the odd Claregalway bypass sort of road may get built when there is an election in the offing .

As far as I know there is NO road scheme activity today. Not a single National road project is under construction as I write....zip.

Th fiction that we we going to build public transport infrastructure was maintained for quite a bit longer to placate the greens. By the way Albania built more of a modern road network than we did in the past five years

dowlingm

It may not be the best time for building stuff, but given the collapse in property it might well be time to start acquiring property for a later date. Offer 2008 or even 2009 prices to houses near the likes of Clonsilla LC and you might get takers who can then parlay that into something nice elsewhere - unless they're on a tracker in which case there's no power on earth that will get them out.

As for the Kildare Route Project, a great thing altogether - when it reaches Kildare or better still Cherryville Jct as opposed to scraping into Co. Kildare at Hazelhatch. A third track for intercity peakflow overtaking at least should be on the table over the long run, no? At least if it started at Cherryville and extended to the outskirts of Newbridge you wouldn't have to rebuild Kildare station which already has a third track - albeit a short loop to access the north platform.

DWCommuter

Sponge Bob wrote: »

I was the first one who posted the facts in this forum. March 2009

http://www.boards.ie/vbulletin/showpost.php?p=59562448&postcount=46



http://www.boards.ie/vbulletin/showpost.php?p=59595787&postcount=52

and later in that thread



As far as I know there is NO road scheme activity today. Not a single National road project is under construction as I write....zip.

Th fiction that we we going to build public transport infrastructure was maintained for quite a bit longer to placate the greens. By the way Albania built more of a modern road network than we did in the past five years

You'll like this interview from June 2007 when all was well in Celtic Tiger Ireland. Even then I was forecasting doom.:D

http://www.railusers.ie/podcasts/audio/28062007_LastWord_Interconnector.mp3

kc56

dowlingm wrote: »

It may not be the best time for building stuff, but given the collapse in property it might well be time to start acquiring property for a later date. Offer 2008 or even 2009 prices to houses near the likes of Clonsilla LC and you might get takers who can then parlay that into something nice elsewhere - unless they're on a tracker in which case there's no power on earth that will get them out.

As for the Kildare Route Project, a great thing altogether - when it reaches Kildare or better still Cherryville Jct as opposed to scraping into Co. Kildare at Hazelhatch. A third track for intercity peakflow overtaking at least should be on the table over the long run, no? At least if it started at Cherryville and extended to the outskirts of Newbridge you wouldn't have to rebuild Kildare station which already has a third track - albeit a short loop to access the north platform.

The 3rd track in Kildare is already used for some overtaking but its main use is for locos to run around freight trains going to/from Waterford from Mayo. What Kildare really needs is a turn-back platform. Not having one limits the number of trains that can terminate there. Even now, the few trains that do terminate in Kildare have to perform musical 'tracks' to avoid blocking other services.

I'm not sure a 3rd track from Cherryville to Hazelhatch would be of a lot of benefit given gaps between stations and the use of 22K units which was run at up to 100mph on the commuter services. If there were a 3rd track from Cheeryville, Kildare station would still need to be re-constructed to allow a) turnback for commuter services and b) a run-around loop for the freight trains. And remember Kildare has listed station buildings and a akward road bridge as well. Lots of CPO's required.

Much more benefit is a 3rd or 4th track from Cheery Orchard to Inchicore; that's where the bottleneck is for inbound trains. Time after time a fast train, particularly if it is early, is brought to a grinding halt at Cherry Orchard to allow another train on the slow line to proceed; the 0600 ex Waterford is a prime example. KRP2 won't help in the absence of the DART Underground as the inner two tracks will divert off into a non-existant tunnel leaving the outer two to carry all the traffic.

Sponge Bob

You could stash long 22000s on the inner tracks , when you run rush hour trains you can shuttle from docklands and heuston respectively to park west and back to docklands and heuston.

22000 Length: 3-car set, 70 m. 6-car set, 139 m 9 Car Set 209m

However Only platform 10 at Heuston (tunnel entrance) is anywhere near 209m ( see below) Docklands Parkwest et al are the standard 175m.

So the D Connector only runs from Platform 10 to Docklands, when it pops off a 9 car 22000 pops in and collects PAX from Docklands + Heuston too and bumbles off west. Front 2 out of 3 sets only if you wish to alight between Heuston and Hazelhatch.

You will be delighted to know that the PPT is part of IEs OFFICIAL PASSENGER NETWORK already, look at page 33 of 88 here

https://www.irishrail.ie/upload/IE_Network_Statement_2011.pdf

But disappears on page 34, WTF?

That doc has some interesting data, I extracted the following.

Key Platform lengths are:

Dublin Heuston
P Metres Feet

1 90.5 297
2 243.2 798
3 235.9 774
4 235.0 771
5 235.0 771
6 240.5 789
7 238.7 783
8 238.7 783
10 197.5 648

Parkwest

1 (Dn Fast) 172.7 567
2 (Dn Slow) 173 568
3 (Up Slow) 173.0 568
4 (Up Fast) 173.0 568

Hazelhatch

1 (Dn Fast) 226.7 744
2 (Dn Slow) 175.2 575
3 (Bay) 180.0 591
4 (Up Slow) 215.6 707
5 (Up Fast) 225.8 741

Newbridge

1 269.7 885
2 216.7 711
3 182.9 600

Kildare

1 253.3 831
2 (Loop) 247.8 813

Monasterevan

1 214.9 705
2 215.8 708

Portarlington

1 220.4 723
2 215.8 708

Portlaoise

1 248.7 816
2 238.7 783

Docklands

1 174.0 571
2 174.0 571

Drumcondra

1 (Up) 177.4 582
2 (Dn) 180.1 591


Broombridge

1 (Up) 174.7 573
2 (Dn) 172.8 567

Cookie_Monster

Sponge Bob wrote: »

That also have €100m odd worth of 22000 series railcars on order for deliver next year.

easy 80m saving there so, just cancel the order. spend 10m refurbishing mk3's for IC, the 22ks on IC stream back down to commuter, another 10m on 071 refurb and take the 201s out of storage to pull them.

It'll take quite a while to use up the 80m in additional fuel costs and time lost to running around at either end

Sponge Bob

Cookie_Monster wrote: »

easy 80m saving there so

Too late, had they been able to cancel in 2010 I have no doubt they would have. :cool: