Shane Ross (Dublin Rathdown, Independent) | Oireachtas source

I thank Deputy Shane Cassells for raising this matter and for his kind invitation to visit Navan to see what happens there. I hope it will not be too early in the morning because it is quite a long way from where I will be travelling from but I would be happy to accept his invitation. That is my duty as Minister for Transport, Tourism and Sport when Members take the trouble to come into the House and suggest I come to the town. It is only fair to say to the Deputy that I will come, although I do not know when. The demands of the type the Deputy made - may be not so compelling but the Deputy made a very good case - are many and the Exchequer is not quite empty but is not full.

In that context, I would be happy to visit but nobody should regard it as a signal that there will necessarily be a rapid follow-through. It is important, however, that I hear the case for it and see the position at first hand. I would be happy to do so and I appreciate the Deputy's invitation.

As Minister for Transport, Tourism and Sport, I have responsibility for policy and overall funding of public transport. It is difficult sometimes for people to remember that I do not really interfere on a daily basis in matters relating to which trains run where or at what time. The National Transport Authority, NTA, has responsibility for the development of public transport infrastructure in the greater Dublin area, which includes County Meath, and Iarnród Éireann is responsible for the maintenance and operation of the heavy rail network. Obviously, I have an influence over policy. This matter would come under the heading of policy but the real detail of what goes where is normally a matter for the NTA.

The Navan rail link project was included under the Transport 21 initiative and was to be developed in two phases. Phase 1 of the Dunboyne rail line project involved the reopening of 7.5 km of a railway line running off the Maynooth line - at Clonsilla - to the M3 interchange near Dunboyne. This line opened in September 2010 with park-and-ride facilities, with 1,200 car parking spaces available at Pace and 300 at Dunboyne. Phase 1 was completed in 2013 with the opening of Hansfield Station. The plan for phase 2 involved the extension of the Dunboyne line between Clonsilla and the M3 Parkway Station, and onwards to north Navan. The development of the Dunboyne-Navan line, together with a number of other transport projects, as Deputy Cassells mentioned, was postponed in 2011 due to the economic and fiscal crisis.

The bad news, of which the Deputy will be aware, is that the NTA, which has statutory responsibility for development of public transport in the greater Dublin area, included an examination of the Navan-city centre rail corridor in the preparation of its transport strategy for the greater Dublin area for the period 2016 to 2035. The strategy was approved by my predecessor earlier this year. The NTA concluded that, based on current population and employment forecasts, the level of travel demand between Navan, Dunshaughlin and various stations to the city centre is currently insufficient to justify the development of a high-capacity rail link. Instead, it proposes to develop an enhanced bus service along the route and to develop a bus hub in Navan. The good news is that this position will be kept under review, taking account of future developments in the catchment area and the NTA suggests that the corridor identified for a rail link to Navan should be protected from development intrusion. In other words, it is not being ruled out.

The Deputy will also be aware that Exchequer funding for public transport projects over the coming period is already set out in the Government's capital plan. The transport element of the plan covers the period up to 2022. I have previously outlined that my Department's first priority is to ensure the maintenance of our existing transport infrastructure at steady-state levels so that it remains safe and fit for purpose. Based on the funding allocations for public transport under the capital plan, we should achieve steady-state levels by 2020.

In view of the current constraints regarding the availability of funding, the priority for the heavy rail network under the plan is to improve efficiency and maintain safety standards, rather than expanding the network by opening new lines or stations.

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