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

  • 01-04-2011 3:49pm
    #1
    Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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),


Comments

  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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

    tablecapextrans.jpg

    ** 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)


  • Registered Users Posts: 246 ✭✭ 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.


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  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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=;=£&[email protected]<&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


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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
    .


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  • Registered Users Posts: 8,781 ✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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 )


  • Closed Accounts Posts: 4,858 paulm17781


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


  • Closed Accounts Posts: 2,468 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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.


  • Closed Accounts Posts: 3,032 DWCommuter




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


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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 :)

    map18gp.jpg


  • Registered Users Posts: 5,278 ✭✭✭ 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.


  • Closed Accounts Posts: 3,032 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 :)

    map18gp.jpg

    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


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  • Registered Users Posts: 420 ✭✭ 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.


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ 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? :D

    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


  • Registered Users Posts: 24,288 ✭✭✭✭ 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
    :D


  • Banned (with Prison Access) Posts: 25,234 ✭✭✭✭ Sponge Bob


    easy 80m saving there so
    Too late, had they been able to cancel in 2010 I have no doubt they would have. :cool:


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