Michael Kennedy (Dublin North, Fianna Fail)

The Deputy would not need that help. He has two quotas.

Of primary importance is the linking of regular Dublin Bus services — I would describe them as Nipper services — from large housing estates with various metro and DART stops. It will revolutionise the legendary Dublin North, Louth, Meath, Wicklow and Kildare commutes and reverse our constituents' daily reliance on cars to get into the city. In recent weeks, the RPA issued tender documents to four preferred bidders. I look forward to the awarding of the contract at an early date. I also look forward to the issuing of the railway order in autumn and I hope that the project will go to construction in 2010. To highlight the benefits of the metro, one should imagine going from one's house by foot or short bus trip to the local metro or DART station and arriving in town within 30 minutes of leaving home. I look forward to it. Hopefully, I will still be coming to Leinster House.

The DART system will be extended northwards from Malahide to Balbriggan and beyond, allowing for swifter and more regular journeys for commuters. I hope that the expansion will cater for all of the coastal communities of Dublin North and beyond. The region has experienced significant population expansion, most of which occurred in Dublin North. The populations of Donabate and Lusk will grow to a projected 20,000 each, the population of Rush to 15,000, the population of Skerries to 20,000 and the population of Balbriggan to 25,000. The extension of the DART system is essential for those communities and others northwards.

With the expansion comes the need for more DART and mainline carriages. The authority must be briefed on the need for more carriages as the DART network is extended. It is important that the rail service is supplemented by the provision of a large network of buses in surrounding areas. Additional bus services are needed to cater for the growing populations in north Dublin and the surrounding counties in the greater Dublin area. These are areas that probably will not be serviced by rail in the future. Therefore, bus transport will play an important role.

Another of the authority's functions will be the power to relate contracts for rail and bus provision to ongoing performance and service standards. This will ensure that best value is achieved for the taxpayer. The authority will also have powers to intervene and take action on a project should a particular transport agency not act on its direction. I will be relieved when Transport 21, which is a major undertaking, comes under the direction of the new authority. The authority will then be capable of implementing an integrated plan so as to streamline the city's transport system into one of the finest in Europe.

One of the most attractive elements of the proposed Dublin transport authority will be its facilitation of the integration of the public transport system. It is important that a brand akin to those with which we are familiar in London, Paris and New York is created. We must make sure that people are aware of the steps being taken towards the integration of the system. Once executed, integration will allow commuters to switch seamlessly between bus, rail and Luas. In line with this, it is important that we create an integrated information system that allows passengers to plan and discover the cost of their journey, on any or all modes of transport, in a matter of seconds. For example, the Transport for London website includes live updates, bus, tube and national rail timetables and traffic updates for road users and offers users the opportunity to sign up to live mobile telephone alerts. The site also provides an efficient journey planner where commuters enter their start and final destinations and are presented with an array of travel options. There are significant benefits for commuters and tourists in offering such a comprehensive information system.

An important aspect of the integration of public transport services will be the provision of park and ride facilities at various locations in the city. This will allow more motorists from areas beyond the conventional public transport catchment zones to avail of whatever mode of transport the park and ride facility services. In my area, people in north Dublin and south Meath will be able to use the proposed metro north park and ride facility at Swords-Lissenhall. It is important that this facility is constructed without delay, well in advance of the completion of metro north. It will help to relieve much of the current congestion in the area. I hope the Dublin transport authority will also provide for a regular bus service from the Swords-Lissenhall park and ride facility to the city via the Dublin Port tunnel. It is important to offer commuters as many transportation options as possible.

An issue of great importance to my constituents in Swords is the 41X Dublin Bus service. Other Deputies may not appreciate the significant impact which the issues with this service are having on commuters in Swords. Will the Minister of State ensure, once the Bill is enacted, that legislation is brought forward to reform the Road Transport Act 1932? Under the provisions of this legislation, Dublin Bus is forbidden from using the port tunnel. This licensing issue has held up the efficient operation of the 41X service, affecting thousands of commuters on a daily basis. Allowing Dublin Bus to use the port tunnel would save at least half an hour of commuting time at peak hours. It is easy to understand the frustration and confusion of commuters that a decision on this issue should rely on such outdated legislation. This must be sorted out as soon as possible, with or without the involvement of the Dublin transport authority.

It is important the Dublin transport authority addresses the issue of usage by other motorists of the Dublin Port tunnel. I have raised this issue several times at meetings of the Oireachtas Joint Committee on Transport. It is currently prohibitively expensive for motorists to use the tunnel even though it remains substantially empty for long periods of the day. I restate my suggestion that we consider imposing the same usage rates for motorists as apply in the case of the M50. It is not in the interests of avoiding congestion to channel traffic to two main arteries in the city when we have a fantastic element of infrastructure such as the tunnel. I do not share the NRA's concerns about avoiding congestion in the tunnel. That aspect can be well managed.

Although I have concentrated on public transport provision, it is important to consider the necessary improvements in the road network. Road transport will remain a substantial element of the transport system. Some Members may suggest that road building should be forsaken in favour of a concentration on the public transport system. I disagree with the assertion that the two strands of infrastructural development cannot take place side by side. No matter how good the public transport system in my area and many other areas, there will always be a significant reliance on roads.

At Dublin Airport, which is in my constituency, incoming tourists hire cars as they leave the airport and cabs transport others into town. For the thousands of people working in the tourism industry, road building is especially important. The primary mode of transport for tourists is car hire. Good roads are vital for the expansion of our economy. One of the reasons that the north Dublin-Meath-Louth region has experienced such rapid economic growth is the M1 motorway. The quality of the roads in the vicinity of the airport and leading into the city is extremely important. Road building should be one of the priorities of the Dublin transport authority.

Strategic planning is important in all this. I particularly welcome the requirement by the authority for developers to provide transport impact assessments. Of equal importance is the requirement on local authorities to ensure these assessments are satisfactory and consistent with the authority's strategic approach. Planning must be brought to the fore by local authorities throughout the region to ensure that no future development is completed without incorporating the policies set out in the Dublin transport authority strategy. The authority must support the NRA in its road building endeavours, especially in view of the recent road safety report which observed that motorways are safer than single lane roads. This emphasises the importance of a modern road network for Dublin.

Upgrading work is ongoing on the M50 and many of us have driven on the new section south of the toll bridge. It is a pleasure to drive on three-lane carriageways. However, I am struck by the apparent lack of three lane driving experience on the part of some motorists. A public information campaign on three-lane motorway driving might be useful, along the same lines as the television campaign to raise awareness of other aspects of good driving such as correct overtaking and proper signalling. The Minister might put this suggestion to the Dublin transport authority once it is established.

On the composition of the authority, I welcome the inclusion of county councillors and county managers. These people have unparalleled knowledge of the needs of their communities. I also welcome the provision obliging the authority to be accountable to the Minister. This is essential in terms of offering public representatives the opportunity to question the authority on its activities and policies.

I am not opposed in theory to the proposed ban on private cars in Dublin city centre. However, the experience in London suggests there may be difficulties here. The extension of the Luas, the development of the metro system and the provision of additional buses will enhance our public transport options. They will have to be in place before we can consider the banning of cars on O'Connell Street, College Green or Dame Street. It is essential that we provide proper public transport first.

I welcome the DTO's proposal on traffic management during the construction of the metro and reject Deputy Broughan's reference to social disaster. An omelette cannot be made without breaking eggs. We need the management of Dublin City Council to come up with a traffic plan but I want to see the metro built even though it will undoubtedly cause inconvenience. I experienced the difficulties that arose during the construction of the M1 motorway but that proved to be a wonderful piece of infrastructure at the end of the day, and I have no doubt that the metro will be the same.

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