Robert Troy (Longford-Westmeath, Fianna Fail)
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1080. To ask the Minister for Transport, Tourism and Sport the estimated difference between average annual steady-state cost of national roads, regional and local roads, heavy rail, Luas and buses with regard to the integration initiative as estimated in a report (details supplied) and actual expenditure outlay by general Government and his Department in each of the years 2014 to 2017. [47036/17]

Shane Ross (Dublin Rathdown, Independent)
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In 2015, my Department published the Strategic Investment Framework for Land Transport.  As part of the extensive preparatory work for this publication, 21 background papers were produced and one of these estimated the steady state funding requirement for our transport network, as detailed by the Deputy.  For ease of reference, I include those estimates below. 

Table 1: Estimated Annual Steady State Expenditure Requirement, 2014-2016 and Post-2016 (€m)

Table 2: Departmental Steady State Expenditure, 2014-2017 (€m)

Finally, I include the shortfall between the estimated steady state requirement for each area and expenditure for the period from 2014 to 2017 below. 

Table 3: Steady State Expenditure Deficit, 2014-2017 (€m)

While this is not precisely the breakdown that the Deputy asked for, I hope it illustrates the point that Departmental spending has fallen short of the estimated steady state requirement for a number of years and a deficit has accumulated over the period.  While this underinvestment is understandable in light of the constrained fiscal context we are now emerging from, it is important to note that the most cost-effective way to protect our transport infrastructure – with a value running into the tens of billions – is to invest in it sufficiently on an ongoing basis to maintain the network in an adequate state. 

It is for this reason that I welcome the increased capital allocations for my Department from now until 2021 announced as part of Budget 2018.  Aside from the many exciting new initiatives that this funding will facilitate, the increased envelopes also mean, for example, that we will be investing the required level of steady state funding into our national, regional and local road network by 2020 or 2021 and at the same time as investing in other needed infrastructure.

Robert Troy (Longford-Westmeath, Fianna Fail)
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1081. To ask the Minister for Transport, Tourism and Sport the reason the NTA has set maximum fees of €125 which is above the maximum fee as set out in section 15 of the Vehicle Clamping Act 2015; and the rationale for the NTA setting the fee above the rate outlined in the legislation. [47037/17]

Robert Troy (Longford-Westmeath, Fianna Fail)
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1082. To ask the Minister for Transport, Tourism and Sport the recommendations the NTA has provided to the bodies responsible for statutory clamping places with regard to the level they should set clamping release charges; and his views on one body should be in charge of statutory clamping locations, that is, CIÉ, setting release charges at €120 which is above the maximum charges set out in section 15 of the Vehicle Clamping Act 2015. [47038/17]

Shane Ross (Dublin Rathdown, Independent)
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I propose to take Questions Nos. 1081 and 1082 together.

On 1 October, the National Transport Authority (NTA) assumed its responsibilities as the regulator of vehicle clamping activities in both statutory and non-statutory (privately-owned) clamping places throughout the State.

Under the Vehicle Clamping Act 2015 the setting of a clamp release fee for clamping activities occurring in non-statutory clamping places is a matter for the NTA.

Also under the 2015 Act it is a matter for the NTA to make recommendations to a statutory body regarding clamping activities taking place on the statutory body's property.

As such I have forwarded the Deputy's question to the NTA for direct reply. Please advise my private office if you do not receive a response within ten working days.